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Car and Driver
23-07-2025
- Automotive
- Car and Driver
Tested: 1988 Mazda 626 Turbo Is a Shot Across Honda's Bow
From the June 1988 issue of Car and Driver. A dozen years ago, Honda quietly slipped the Accord into the automotive mainstream, and the compact-sedan segment was never to be the same again. One after another, smart hoppers traded in their Mavericks and Novas for the little car from Japan that did everything well. Eventually Detroit woke up and realized that small cars were more than a fad. The Big Three trotted out X-cars, J-cars, K-cars, Tempos, and Topazes, all with the same mission: to beat the Honda Accord at its own game. What the Detroit strategists failed to grasp was that Honda was playing the compact-car game for keeps. Frequent model turnovers and a manufacturing outpost in Marysville, Ohio, have kept Accord loyalists happy and increased their numbers by the year. In the 1987 model year, the little-Honda-that-could outsold every other car in the U.S. market but Ford's Escort and Taurus. View Photos Aaron Kiley | Car and Driver Honda has perennially held off the Accord's challengers with a moving-target strategy: as the competition squeezes off one carefully aimed shot after another, Honda jiggles its target so that no one can score a bull's-eye. It's enough to make most of the players wish they could throw down their weapons and go home. Mazda, for one, isn't ready to give up the compact-car game just yet. Its 626 may have been an edge-of-the-target player for the first nine years of its existence, but for 1988 Mazda has upgraded its ammo with an all-new 626 lineup. As in previous years, the strategy is broad-pattern birdshot rather than painstakingly aimed bullets. The 1988 626/MX-6 line has something for everyone: racy sports coupes, thrifty family sedans, athletic sports sedans, two engines, two transmissions, three body styles (plus, coming soon, a five-door wagon), four-wheel steering, and price tags that pepper every price point between $10,500 and $20,000. View Photos Aaron Kiley | Car and Driver The 626 Turbo five-door, which Mazda calls the Touring Sedan, might look like another meek attempt at aping the Audi 5000, but don't let the photos deceive you. Under its modest hood lies a not-so-modest new four-cylinder engine: three valves per cylinder, an IHI turbo, and an air-to-air intercooler pump its 2.2 liters to a potent 145 horsepower at 4300 rpm. Its torque peak is even more remarkable: 190 pound-feet at 3500 rpm. The most powerful version of the Honda Accord—packing a mere 120 horsepower and 122 pound-feet of torque—is a wimpy econocruiser in comparison. View Photos Aaron Kiley | Car and Driver Of course, big horsepower numbers alone will not guarantee election to the compact-sedan hall of fame. A successful nominee must also score with an advanced chassis, stunning coachwork, a fault-free interior. and a reasonable sticker price. As we shall see, the new 626 Turbo wins plenty of points but also racks up a few demerits. The 626 five-door's body is best described as noncontroversial. Nothing about its styling pokes a stick in the eye of the beholder, nor do any of its lines or folds amount to an artistic breakthrough. Its wedgy nose, well-integrated headlamps, flush windows and door handles, streamlined mirrors, and generally frill-free demeanor are all handsome enough, but the effect is bland, not bold. View Photos Aaron Kiley | Car and Driver Two wind-cheating aspects of the design merit further comment. The 626's side windows provide a flush outer surface by riding against, rather than within, the doorframes. Small studs along the sides of the glass follow tracks in the frames, a technique originated in 1983 by the Audi 5000. The 626's fifth door also gets the flush treatment, its window bonded to the frame for a smooth metal-to-glass transition. Such attention to detail pays off in the wind tunnel, where the 626 five-door scores a drag coefficient of 0.33. Customers and manufacturers alike are gradually abandoning hatchback body styles, so it's something of a surprise to find Mazda introducing a brand-new one for 1988. In Japan, however, five-doors are still held in great esteem. The 626 five-door, in fact, is the only member of the lineup in the home market that gets to carry Mazda's prestigious four-wheel-steering systerm. (In the U.S., 4WS is available only in automatic-equipped editions of the 626 Turbo four-door.) Likewise, Europeans continue to value cars that combine station-wagon utility with sedan style. In Germany, where imports face little tariff restriction, the Mazda 626 is currently the best-selling import car and among the top ten of all cars. View Photos Aaron Kiley | Car and Driver It's not hard to fathom why Germans admire the 626 five-door: just buckle up and take it for a whirl. The instant you touch down in the firm driver's bucket, you know that this is a serious automobile—the sort that wouldn't flinch at a chance to blast from Frankfurt to Munich in two hours or less. The tools of the trip are a three-spoke tilt steering wheel, a driver's bucket with a snug pocket for the backside and adequate adjustments, a dead pedal for the left foot, a four-dial array of analog instruments, and a throttle pedal that produces results. The astute reader will note that we have not mentioned a clutch pedal. Although we usually prefer to shift for ourselves, we were eager to try Mazda's new three-mode (power, economy, and a quasi-manual hold function), electronically controlled four-speed automatic. The business-like cockpit contains only two small reminders that the Japanese cannot do without a gimmick or two. A button at the center of the dash allows you to command the inboard ventilation registers to oscillate, and three buttons to the left of the steering column offer your choice of soft, normal, and sport shock-absorber calibrations. Fortunately, it doesn't matter where you position any of the four switches if your only intention is a good, fast time behind the wheel. View Photos Aaron Kiley | Car and Driver Anyone who has forgotten the joys of a stirring power-to-weight ratio will recover his memory instantly at the first tap of the 626's throttle pedal. Although the twelve-valve 2.2-liter makes the interior tingle like a coin-operated motel bed at idle, it becomes V-8 polite when spurred to action. Yes, a turbocharger helps to bring off this illusion, but you'll find no boost gauge, response lag, or high-pitched whine to give away the secret. Punch the pedal and you go, as simple as that. The electronically controlled automatic shifts smartly at the redline; and because there is no need to lift off of the throttle, there is no loss of turbine-wheel speed from one gear to the next. You don't need to be a charter member of the Isaac Newton Fan Club to appreciate the physics of 3008 pounds being motivated by 145 horsepower in concert with a no-nonsense automatic transmission. Sixty mph is yours in 7.4 seconds. The quarter-mile sprint is over in 15.8 seconds, and you'll touch 100 mph in 24.1 seconds. Leave the pedal on the cut-pile and you'll see a quarter-mile velocity of 86 mph and a terminal speed of 130. View Photos Aaron Kiley | Car and Driver The number of Japanese sedans that can match this pace can be counted on no fingers. Look not to Maximas, Legends, 929s, or Cressidas for running mates but rather toward Europe. And when you're talking Saab, Volvo, Audi, BMW, or even Mercedes-Benz, you'll need a turbo engine or a six-cylinder to run with the speedy Mazda 626 Turbo. Except for an occasional strain of the neck muscles, the only hardship brought on by the 626's well-endowed turbo engine is a touch of torque steer. Bury your foot in the throttle while turning from a stoplight and you'll be reminded that there is a limit to the cornering and propelling forces that two unequally laden front tires can sustain. If you add slippery pavement to the situation, the reminder will be assertive indeed. Although acceleration is the 626 Turbo's strongest suit, it won't trip over its own heels if you hurry it down a mountain road. Its steering effort is Mercedes-Benz stout, whether you're in a parking lot or doubling the national speed limit. Critical road information passes from the contact patches to your finger tips with commendable accuracy. The steering's on-center feel and stability are excellent right up to terminal velocity. The 626's turn-in manners are predictable and confidence-inspiring because it understeers resolutely no matter how you twitch the steering wheel or tap the pedals. Since the adhesion limit arrives earlier than it should (at 0.76 g), the enthusiast may wish to seek more grip with higher inflation pressures or stickier tires. View Photos Aaron Kiley | Car and Driver A fine anti-lock brake system is available as a $1400 option, but our test car was not so lucky. It nonetheless stopped from 70 mph in just 179 feet, thanks to good system balance and modulation. Repealed stops showed no noticeable fade. Try as we did to fathom the subtleties of Mazda's Auto-Adjusting Suspension (variable shock absorbers), we have no major news to report on this subject. Over bad pavement, the 626 rides firmly, almost harshly, regardless of which of the three shock settings you select. The calibrations feel most appropriately dialed in over smooth pavement, either straight or twisty, taken at enthusiastic velocities. Since the system automatically selects tighter damping at higher speeds, you need not fret over the AAS switches. In the creature-comfort department, the 626 Turbo is every bit as buttoned up and bolted down as the Honda Accord target. The interior decor is free of exposed screws and lapses of taste. The back seat is shaped for two but will accommodate a third party if he doesn't mind riding high on what feels like a whoopee cushion. The rear backrest folds in a 60-40 split. One annoying note: to satisfy passive-restraint regulations, Mazda fits all 626s with motorized shoulder belts for the front-seat occupants. Bring on the air bags and do-it-yourself belts, please. View Photos Aaron Kiley | Car and Driver The cargo hold is big enough to support a scout troop, a woodworking hobby, or a gardening fetish. If you've got a wagon-sized family but can't bear the thought of blending in with the suburban mainstream, a five-door sedan is a sensible compromise. The 626 hatchback, with its bumper-height rear opening and notchback roofline, offers practicality without the stigma of utilitarian looks. Seventeen grand isn't much to spend for an automobile that will haul your nasturtiums at 130 mph with poise. Mazda's 626 Turbo five-door represents a significant escalation of compact-car capabilities, and it issues a clear challenge to Honda and other manufacturers: if you intend to continue the game, lay plenty of horsepower on the table. Counterpoints The Mazda 626 Turbo is a Japanese 'bahn burner. It looks good, and it goes even better. If you want hot performance but need the carrying space of a five-door sedan, this is the car for you. Its performance is stunning. Even with an automatic transmission, the 626 is just a hair slower than a manual Porsche 944. And it can show a clean pair of heels to a Cavalier Z24 anytime. This 626 epitomizes the affordable sports sedan. Its steering is accurate, if slightly underassisted, its brakes are superb, and its handling is at least competent. Its ride is firm but not objectionably so. And apart from some turbo lag and torque steer, it rewards you with thrilling performance. It even has eye-catching style. The best news is that all this goodness can be yours for as little as $14,549. To justify the 626, all you have to consider is its practicality. It offers a comfortable and well-appointed interior, holds a lot of luggage, and has front-wheel drive. Throw in the optional antilock brakes and you've got a first-rate cross-country express. —Nicholas Bissoon-Dath Pardon me while I depart from counterpoint form and focus on the 626's engine bay. You want to know what this car is all about? Just consider its engine; the whole story is right there. The 2.2-liter turbo shouldn't be able to move the 626 five-door the way it does. Given the car's weight, 145 hp should provide brisk performance, but this car leaps. Mazda isn't telling us everything it knows about the turbo's power curve. The performance provided by this mystery engine elevates the 626 above all of its competitors. Honda, Toyota, and Nissan don't build anything that can run with it. The rest of the car is just like its engine: a happy surprise. The 626 could wear the proud interlocking rings of Audi and no one would raise an eyebrow. If it were dressed in the blue bow tie of Chevrolet, we'd acclaim it as a breakthrough. It shouldn't be this good, but it is. I think we've just opened the hood on a very well kept secret. —Rich Ceppos Any enthusiast who needs a practical sedan should take a look at the 626 five-door. The Turbo edition, that is. If they don't, they're going to pass up one of the tidiest, speediest, and most all-around likable packages available. Don't let this car's utilitarian shape mislead you: it's a mover. Every time I plant my foot on the 626's right pedal, I'm amazed. Only 145 hp? No way. This big, comfy sedan goes. There is even a whole bunch of torque steer to prove I'm right. Are they sure it's got only 145 hp? Inside, the 626 is as inviting as your den. Gauges, switches, controls—everything is at your finger tips. The natty seats look and feel good, and they're fully up to the task of holding you in place when you get busy at the wheel. And the versatile five-door configuration equips you for almost any exigency. There may be a hatchback that offers a better combination of speed, room, and moderate price, but I have yet to drive it. —Arthur St. Antoine Specifications Specifications 1988 Mazda 626 Turbo Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door hatchback PRICE Base/As Tested: $14,809/$16,933 Options: air conditioning, $799; automatic transmission, $720; power sunroof, $550; floor mats, $5 ENGINE turbocharged SOHC 12-valve inline-4, iron block and aluminum head, port fuel injection Displacement: 133 in3, 2184 cm3 Power: 145 hp @ 4300 rpm Torque: 190 lb-ft @ 3500 rpm TRANSMISSION 4-speed automatic CHASSIS Suspension, F/R: struts/multilink Brakes, F/R: 10.4-in vented disc/10.2-in disc Tires: Yokohama A-341 P195/60HR-15 DIMENSIONS Wheelbase: 101.4 in Length: 179.3 in Width: 66.5 in Height: 54.1 in Passenger Volume, F/R: 52/39 ft3 Cargo Volume: 22 ft3 Curb Weight: 3008 lb C/D TEST RESULTS 60 mph: 7.4 sec 1/4-Mile: 15.8 sec @ 86 mph 100 mph: 24.1 sec Top Gear, 30–50 mph: 4.0 sec Top Gear, 50–70 mph: 5.3 sec Top Speed: 130 mph Braking, 70–0 mph: 179 ft Roadholding, 300-ft Skidpad: 0.76 g C/D FUEL ECONOMY Observed: 17 mpg EPA FUEL ECONOMY City/Highway: 19/25 mpg C/D TESTING EXPLAINED
Auto Blog
08-07-2025
- Automotive
- Auto Blog
2025 VW Jetta vs Hyundai Elantra: Which Budget-Friendly Sedan Is Better?
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Solid alternatives in the compact sedan segment It's no secret that vehicles are getting more and more expensive with each passing year, but there's still a selection of compact cars that are affordably priced for budget-conscious consumers. While two Japanese models tend to dominate the compact car discussion, the Volkswagen Jetta and Hyundai Elantra are both solid alternatives. With a starting price under $22,500, both compact sedans are fantastic choices, but only one model can give you the most bang for your buck. 0:07 / 0:09 2025 Nissan Z undercuts Toyota Supra by a surprising amount Watch More 2025 Hyundai Elantra — Source: Hyundai The Hyundai Elantra is barely more affordable Available from $22,125, the 2025 Hyundai Elantra is the more affordable of the two compact cars, but not by much. The 2025 Volkswagen Jetta is a tad more expensive, starting at $22,495, a $370 difference. Both sedans include well-equipped base models, with cloth seats, LED headlights, and an eight-inch touchscreen display. In terms of styling, both sedans feature a modern aesthetic. The Volkswagen Jetta receives a refresh for the 2025 model year, with a new grille and headlamp designs, among other changes. The Hyundai Elantra was updated for the 2024 model year, with updated exterior lighting and new wheels. As a result, the Elantra rolls into the 2025 model year relatively unchanged. 2025 Volkswagen Jetta — Source: John Beltz Snyder If you prefer a more upscale experience on a budget, the base Jetta is the pick. It rides on 16-inch wheels and comes equipped with a leather-wrapped steering wheel and heated side mirrors, all features the base Elantra lacks. If infotainment is the name of the game, the entry-level Elantra includes standard wireless Apple CarPlay and Android Auto compatibility. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. VW Jetta offers more performance, to an extent When it comes to performance and efficiency, the Volkswagen Jetta takes home the crown, at least at the base level. Under the hood lies a 1.5-liter turbocharged four-cylinder engine mated to an eight-speed automatic transmission. With that setup, the Jetta arrives with 158 horsepower and 184 lb-ft of torque. At its peak, the Jetta earns up to an EPA-estimated 29 mpg in the city and 40 mpg on the highway. 2025 Volkswagen Jetta — Source: Volkswagen The Hyundai Elantra comes equipped with a 2.0-liter four-cylinder engine paired with the automaker's IVT, producing 147 horsepower and 132 lb-ft of torque. While fuel economy varies according to wheel size and standard equipment, the Elantra tops out with an EPA-estimated 32 mpg in the city and 41 mpg on the highway. While the Jetta may be a bit quicker, the Elantra offers slightly better efficiency, but that changes with the Elantra's range-topping trim level. The Hyundai Elantra N Line, not to be confused with the dedicated Elantra N performance model, gives the compact sedan a little more oomph. It comes equipped with a 1.6-liter turbocharged four-cylinder engine, sending 201 horsepower and 195 lb-ft of torque to the front wheels via a seven-speed dual-clutch transmission. Even with that bump in performance, the N Line trim is rated for 28 mpg in the city and 35 mpg on the highway. 2025 Hyundai Elantra — Source: Hyundai At the top of the range The Volkswagen Jetta and Hyundai Elantra are available in four and five trim levels, respectively. At the top of the range lie the Jetta SEL and Elantra N Line. The top-spec Jetta SEL comes equipped with the same powertrain that's found in lower trim levels. As already discussed, the Elantra N Line boasts a more powerful 201-horsepower turbocharged engine. 2025 Hyundai Elantra — Source: Hyundai Starting at $28,975, the Hyundai Elantra N Line rides on athletic 18-inch wheels wrapped in performance all-season tires. The performance-spec model features a unique front bumper and rear fascia with a diffuser, as well as twin chrome exhaust. Inside, the compact sedan features wireless device charging and two 10.25-inch displays. N Line leather-and-cloth sport seats and a unique N Line leather-wrapped steering wheel and shift knob round out the sporty aesthetic. As a top-spec trim, the Elantra N Line includes plenty of comfort amenities, including heated front seats. Notably, while the base trim level includes standard wireless Apple CarPlay and Android Auto compatibility, the N Line model steps back to the wired version. The Volkswagen Jetta SEL starts at $29,000 and rolls out on 18-inch machined alloy wheels. The top-spec Jetta arrives with several premium amenities, including heated washer nozzles and an integrated light bar located in the front grille. Inside, ambient interior lighting and front sport seats create a more engaging aesthetic. As far as comfort goes, the Jetta SEL includes an extensive list of standard equipment, including leather upholstery, heated front and rear seats, ventilated front seats, and a heated, leather-wrapped steering wheel. The range-topping trim level comes with plenty of tech, including wireless charging, an eight-inch touchscreen display, and a 10.25-inch digital instrument display. 2025 Volkswagen Jetta — Source: John Beltz Snyder Final thoughts While budget-friendly compact sedans aren't exactly a dime a dozen, the Volkswagen Jetta and Hyundai Elantra prove to be formidable rivals to one another and segment leaders. Both models are comparably priced, but getting the most bang for your buck ultimately comes down to personal preference. If you want a streamlined infotainment experience at the base level, the Elantra is the better choice. On the other hand, the Jetta includes a handful of upscale features geared towards comfort and convenience. 2025 Volkswagen Jetta — Source: James Riswick At the top of the range, the compact sedans are even closer in price, with a mere $25 difference separating the two. While still affordably priced, the Elantra N Line surpasses the Jetta SEL in performance, but the German sedan adds a long list of comfort and convenience amenities to its standard equipment. If you want a more athletic aesthetic, however, the Elantra N Line taps into its trim-exclusive features to create a more engaging atmosphere. About the Author Joseph Pudlewski View Profile
Forbes
05-07-2025
- Automotive
- Forbes
Three Of The Smallest 2025 Cars, Tested
The charms of the pint-sized automobile are many. You can slip in and out of tight parking spaces with ease. They're (mostly) affordable. Friends will never say 'Hey, I'm moving this weekend - can I borrow your MX-5?' Here are three recently tested pint-sized vehicles I loved, and why. 2025 Mazda Miata MX-5 2024 Mazda MX-5 Unlike so many cars (and haircuts, and clothes) from the 80s and 90s which seem funny to us today, the long-in-the-tooth MX-5 Miata has never had an awkward stage in all this time, and the 2024 model is still one of the funnest, smartest and affordable peanut convertibles available. What's New for 2025? Light tweaks arrived last year like new exterior lighting elements, an updated grille, and improved wheel designs. A new 8.8-inch infotainment display replaced the outgoing 7.0-inch screen, There's also a 35th Anniversary Edition - a limited-production edition celebrating the Miata's legacy and delivering exclusive design elements like Artisan Red Metallic paint and a tan Nappa leather interior. Pricing starts in the $29,000 range, all the way up to the late 30s with options and delivery charge. Inside It's a tight squeeze, as everyone knows. Getting in and out requires the bit of creativity no matter what size you are. There's almost no room for the little things we cart around, so into the little trunk they go. If you do an overnight, both of you will have to fit your stuff into one suitcase. The nav/audio/climate system worked well. The Miata isn't known for its kickin' audio system. 2025 Mazda MX-5 Mileage It's got better-than-average mileage - 26 MPG City / 34 Highway / 29 Combined. I filled the tank from near-empty with a little more than 20 bucks. The Drive The thrill of the MX-5 has always involved sweetly smashing that standard shift, whipping through K-turns, slipping through tiny spaces in between the other cars and generally enjoying yourself. You're not ferocious in any way, but you get that delicious thrill and feeling of freedom the MX-5 provides. You'll get some decent velocity at blast-offs by giving it lots of gas and winding quickly through the gears, but this is not a car that's in any type of hurry. You'll think you're doing 65 but you'll see you're only doing 45. Not a problem. Would you want the MX-5 in a snowstorm? No. But that's true of any little sports car. Room for improvement The cabin is so loud even with the top up that conversation with a partner was difficult at speed. Also, other drivers with bigger rides instinctively know they can cut in front of you, and they're right. 2025 Mini Cooper Countryman SE ALL4 2025 Mini Countryman Electric The 2025 Mini Cooper Countryman SE ALL4 is a splendid, can-do all-electric compact crossover SUV blending Mini's identifiable characteristics with modern electric performance. It's also not 'mini' as we understand the term. This electric model is new for 2025. But it must be included on this list. Looks It is large and lovely, with a length of about 175 inches and a width of 81.5 inches. It features customizable LED lighting elements, including daytime running lights and taillights which owners can personalize. The front grille is now an octagonal shape - a new design element for the 2025 model year - integrating sensors and cameras. Inside It's neat, minimal and they've put the window controls on each of the doors, where they belong. The interior materials include reasonably premium fabrics and Vescin leatherette, with options for massaging seats and a panoramic sunroof. Mini's 9.4-inch circular center display is on deck here, and it looks elegant when you finally get it to do as you wish. 2025 Mini Countryman Electric As for tech, the Mini Operating System 9 supporting wireless Apple CarPlay, Android Auto, and an onboard Wi-Fi hotspot. This unique system also allows for personalized backgrounds and includes driving modes like Trail Mode, displaying a compass and inclinometer, for example. Motor You motivate via a 66 kWh battery, offering an EPA-estimated range of 212 miles, 204 miles with 19-inch wheels. That's on the low side. It supports DC fast charging up to 130 kW, enabling a 10% to 80% charge in under 30 minutes. Price The starting price for the 2025 Countryman SE ALL4 is $45,200, with higher trims and options increasing the cost to $51,145. The Drive This 'Mini' weighs 4,500 pounds so although the acceleration, steering and handling are on-point, it is quite the large vehicle and behaves as such. Acceleration from a dead stop is electric-hasty and thus handy and a lot of fun. But a zippy, mountain-carving unit this isn't, and that's ok. For reference, the original Mini weighed 1,250 pounds. Options Notable options include the customizable ambient lighting, a Harman Kardon sound system and various style packages that accentuate different vehicle features. Additionally, the vehicle offers a head-up display and massaging front seats. Room for improvement The range is on the low side compared with competitors. The ignition and drive selector are the tiniest you've ever seen in any car, anywhere. The infotainment system never remembered my Droid on each ride - one had to reconnect each trip using six steps. Most vehicles require you to sync just once, and you're connected throughout the test. Safety Safety features include standard automated emergency braking with pedestrian detection, lane-departure warning with lane-keeping assist, and optional adaptive cruise control with lane-centering. 2025 Fiat 500e 2025 FIAT 500e As soon as I got to the end of the block during my first drive, I loved the Fiat 500e. There was enough room inside, first, for both me and the 76-pound dog I was watching. Unlike the other vehicle I had at the time where the pooch just couldn't get settled or sit still, sometimes for two hours, she just sat, alert, in the 500e the entire time. The other thing I loved was that, as in an MX-5, you just zip around any obstacle, quietly. Need to make a u-turn? You don't even think about it, just do it. You're also a welcome sight to most people. Being cute can have its advantages. Nobody on the road was pushy or disrespectful. Now, the disadvantages. The 500e's 140-150 mile range is very much on the low side. This shouldn't be a problem – if there are fast-chargers along your route. What I found, though, when nearing Bear Mountain during the test was that of the 12 chargers listed in my map's software, 12 were also occupied. Ditto the four chargers nearest that. I would have to head home and plug the 500e into the three-pronged outlet in the garage and leave it there at least 10 hours, which I really didn't mind. It's nice to think you can buy an electric car and just plug it into your house and not think about it. What's New For 2025 The 500e was new as of last year, the previous model having been discontinued in the USA in 2019. There isn't any mechanical or performance difference between the 2024 and 2025 Fiat 500e, aside from a new Giorgio Armani Collector's Edition styling package added for this year. Inside 2025 FIAT (500e) RED It'll fit you and a partner and a big dog like mine or a couple of little kids. The big and tall adults, not so much. A generous 10.3-inch touchscreen infotainment system runs a Uconnect 5 software interface and the sound was punchy and satisfying. Overall, the interior is mod and pleasant and is outfitted with more stuff than was the outgoing model. You feel a bit like you're in a movie space pod. Motor You've got a single 87-kW permanent magnet electric motor, delivering the equivalent of 117 horsepower and 162 pound-feet of torque. How much is it? The 2025 Fiat 500e has a starting MSRP of $30,500, with the Giorgio Armani edition priced at $37,495, according to CarEdge and Kelley Blue Book. The base model, the 500e INSPI(RED), also starts at $30,500. Performance Front-wheel drive is your only option, a plus for a little car when it has to ford snow or ice. You zip-zip as you will in any electric in parking lots and city streets, but acceleration is a slightly sluggish on highways - 60 mph is reached in about 8.5 seconds. You've got three different regenerative modes—Normal, Range, and Sherpa, Sherpa being a sort of emergency electricity miser that'll numb all responses and keep your speed under 50 MPH, in aid of you making it to the next charger when you're low. How's the drive? The ride is firm but the cockpit's quiet. Keep a firm grip on the wheel over rough roads, or it'll snap right out of your hands. There isn't a whole lot else to say about the drive except that it matches the vehicle's size (tiny) and its motor (little.) One doesn't expect a screeching, spitting experience. Conclusion? The experience delivered is exactly what's expected - a stylish little electric, done well.
Car and Driver
03-07-2025
- Automotive
- Car and Driver
2026 BMW M2 CS Sets a New Nürburgring Record for a Compact Car
This content is imported from Third party. You may be able to find the same content in another format, or you may be able to find more information, at their web site. This content is imported from youTube. You may be able to find the same content in another format, or you may be able to find more information, at their web site. The 2026 BMW M2 CS has set a new lap record for compact cars around the Nürburgring-Nordschleife circuit. The lap was piloted by BMW M development engineer Jörg Weidinger, who maneuvered the M2 CS to an official lap time of 7:25.534. Weidinger's new time is nearly eight seconds faster than the previous record holder and more than 13 seconds faster than the previous best M2. Lap records at the Nürburgring-Nordschleife circuit can be fleeting, but that doesn't make them any less impressive. The 2026 BMW M2 CS not only set a new lap record for compact cars around the famous German circuit but also demolished the previous record by nearly eight seconds. BMW M development engineer Jörg Weidinger piloted the M2 CS to a time of 7:25.534, making it both the first M2 and the first compact car under the 7:30 mark. Weidinger's lap is nearly eight seconds faster than the 7:33.123 set by the Audi RS3, which formerly held the class record. It's also more than 13 seconds faster than the previous best time for an M2, with Weidinger setting a lap time of 7:38.706 in a standard M2 in 2023. Perhaps more impressive than either of those metrics, the new M2 CS's time is three seconds faster than the M3 CS's time set in 2023, despite being down 20 horsepower. BMW The base M2 is powered by a twin-turbocharged 3.0-liter inline-six and makes 473 horsepower. Torque figures for the standard car are split based on transmission, with three-pedal cars rated at 406 pound-feet and two-pedal cars at 443 pound-feet. The M2 CS has significantly more gusto. While it uses the same engine, the CS is rated at 523 horsepower and 479 pound-feet of torque. Power is sent exclusively to the rear wheels through an eight-speed automatic transmission. It's not just brawnier, the M2 CS is leaner than the base car too. Between the aluminum wheels, carbon buckets, and various other carbon bits and bobs, the CS is nearly 100 pounds lighter than the standard car. Jack Fitzgerald Associate News Editor Jack Fitzgerald's love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn't afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf.
Yahoo
03-07-2025
- Automotive
- Yahoo
2026 BMW M2 CS Sets a New Nürburgring Record for a Compact Car
The has set a new lap record for compact cars around the Nürburgring-Nordschleife circuit. The lap was piloted by BMW M development engineer Jörg Weidinger, who maneuvered the M2 CS to an official lap time of 7:25.534. Weidinger's new time is nearly eight seconds faster than the previous record holder and more than 13 seconds faster than the previous best M2. Lap records at the Nürburgring-Nordschleife circuit can be fleeting, but that doesn't make them any less impressive. The 2026 BMW M2 CS not only set a new lap record for compact cars around the famous German circuit but also demolished the previous record by nearly eight seconds. BMW M development engineer Jörg Weidinger piloted the M2 CS to a time of 7:25.534, making it both the first M2 and the first compact car under the 7:30 mark. Weidinger's lap is nearly eight seconds faster than the 7:33.123 set by the Audi RS3, which formerly held the class record. It's also more than 13 seconds faster than the previous best time for an M2, with Weidinger setting a lap time of 7:38.706 in a standard M2 in 2023. Perhaps more impressive than either of those metrics, the new M2 CS's time is three seconds faster than the M3 CS's time set in 2023, despite being down 20 horsepower. The base M2 is powered by a twin-turbocharged 3.0-liter inline-six and makes 473 horsepower. Torque figures for the standard car are split based on transmission, with three-pedal cars rated at 406 pound-feet and two-pedal cars at 443 pound-feet. The M2 CS has significantly more gusto. While it uses the same engine, the CS is rated at 523 horsepower and 479 pound-feet of torque. Power is sent exclusively to the rear wheels through an eight-speed automatic transmission. It's not just brawnier, the M2 CS is leaner than the base car too. Between the aluminum wheels, carbon buckets, and various other carbon bits and bobs, the CS is nearly 100 pounds lighter than the standard car. You Might Also Like Car and Driver's 10 Best Cars through the Decades How to Buy or Lease a New Car Lightning Lap Legends: Chevrolet Camaro vs. Ford Mustang!
