All New KIA

If your only argument against the 2025 Ram 1500 is that it doesn’t have a Hemi, you’re missing out. I crave the sound of a V-8 as much as anyone, but after a week with the latest half-ton Ram and its high-horsepower Hurricane 3.0-liter inline-six, I don’t miss the Hemi one bit. I really like this truck.

I don’t like it just for its performance, which is abundant in the 1500 Crew Cab Limited. This 19-foot truck is very comfortable for five adults, offers a roomy cabin, and a compliant ride courtesy of a firm solid-axle suspension. The interior is quiet and well-appointed, and it does a good job of trucking despite its plush seats and $88,000 price tag.

Let’s talk a little more about the engine. The first thing you notice is how smooth the truck runs. That’s typical of an inline-six, and it gives the Ram 1500 a distinct advantage over its competitors in the half-ton segment. The six-cylinder comes to life with a whisper, fully masking its two turbos and 540 horsepower. Driving around town feels effortless. When city streets give way to rural highways, the Ram’s turbos whistle as the truck eats up the miles.

Ram says the off-road-focused RHO hits 60 mph in 4.6 seconds. I didn’t put a timing gear in, but with the same engine spinning all four wheels in the Limited, I’d say that’s an accurate assessment. Acceleration feels quick but not brutal, and at the risk of sounding like a broken record, it’s very smooth. No, the thing doesn’t have a Hemi… and that’s So the results are much better. If that still bothers you, ask the HD Ram guys how much they like their Cummins I-6 diesels.

The 1500 is fast, but it’s still a pickup truck. With its high-horsepower engine, Ram lists a maximum towing capacity of 9,920 pounds. I didn’t hit that number during my trip to the local compost dump. Technically, that’s lower than the Hemi, but if you regularly tow a 10,000-pound trailer, you probably need an HD pickup. After all, I didn’t even know my small utility trailer was there, even with a 2,000-pound load of dirt in it.

Again, smooth is the best way to describe the towing process. Hitching up a trailer is a breeze thanks to the many rear-view cameras, and you can configure the truck’s UConnect software to launch a test mode when the trailer lights are on. This also gave me a chance to try out Ram’s Trailer Reverse Steering Control—a handy tool for drivers who don’t have much experience backing trailers. However, it essentially replaces the steering wheel with a small knob. You still have to steer it, so experienced reversers likely won’t get much out of the system.

Pros: Smooth engine, abundant power, not like a truck

The Ram’s multifunction tailgate is also worth a shout. Forget Chevy’s overly complicated MultiFlex tailgate or Ford’s Pro Access setup. The Ram’s offset barn door feature is all you need. The smaller side is still usable with a trailer attached, and with both sides open, you can load pallets right into the truck bed. This feature came in handy for a quick trip to Lowe’s to buy some cement patio blocks—100 of them, to be exact. With the barn door open, a yard worker parked the pallets right behind the truck bed. I loaded 1,300 pounds of bricks in 10 minutes, and like pulling a trailer, I didn’t even know they were there.

But what about fuel economy? It’s true that, according to EPA ratings, the Hurricane in high-output trim is worse than the Hemi. Specifically, it’s rated at 15 miles per gallon city, 21 highway, and 17 combined. But there’s more to the story than that. On my rural northern Michigan roads at a compliant 55-mph speed limit, I was able to maintain between 25 and 30 mpg with careful throttle management. With a load of patio blocks, I still averaged 21 mpg on the highway at 75 mph. Those are good numbers for a 6,000-pound truck with sports-car acceleration, let alone one loaded with 1,300 pounds. But there’s a catch.

Mileage will drop drastically if you step on the gas pedal even a little bit. That's why I mentioned careful gas managementwhich, admittedly, is hard to do with this much power. When all was said and done, I ended my tenure with an average of 19.2 mpg—a better estimate than the EPA’s numbers but biased toward rural highway driving. With a soft foot, I think the HO I-6 could beat the Hemi at the pump. Proving that theory, though, would take more than a week behind the wheel. And that would require a lot more self-control.

In addition to the engine, Hands-Free Active Driving Assist is new for 2025. It activates on approved highways and does a good job of keeping the truck in its lane without changing lanes. It will automatically change lanes, though you may want to do it yourself. The system is especially careful to change lanes if there is traffic close enough to the truck. A bright green light on the dash lets you know when the system is active, which I prefer to Ford’s BlueCruise.

Cons: Information overload on infotainment screen, bank account overload with price tag

I was more impressed with the live assists, most of which are standard on all 2025 Ram trims. I never got a false warning to hold the steering wheel while holding it, something that often occurs in other cars, especially on straightaways that require little or no wheel input. That doesn’t mean the system is negligent in its monitoring duties. The truck chimed and buzzed if my hands were off the wheel for more than a few seconds. And sensors on the steering column can track your eyes even through sunglasses. Expect more chimes and buzzes if you stare at the 14.5-inch center touchscreen for too long.

And that’s possible. The large screen is easy to read, and the UConnect 5 system offers user customization for widgets and things you want to see more often. However, you can quickly run into information overload among all the apps and widgets. Thankfully, common controls like volume and climate control have physical buttons, and on some trims, the passenger side also has its own touchscreen. Yes, that touchscreen plays video as you drive down the road. No, the driver can’t see it.

I have very few complaints about the latest Ram, which is surprising considering I’m not a truck enthusiast. Navigating the touchscreen can be a bit frustrating at times, but that’s something that comes with experience. Filling up on premium fuel is expensive, but that’s the price you pay for performance. There were a few times when towing a trailer where I wished the low-end torque would come in at lower revs. It’s a bit of a struggle to get into the productive powerband at times, but it’s manageable with a little practice.

The price is also a surprise. With a manufacturer's suggested retail price (MSRP) starting at $77,150, the Limited sits at the top of the truck range and isn't even the most expensive trim. The 1500 RHO offers a high-horsepower engine for a little less (still above $70,000), but that's where the standard six-cylinder comes in. You can get it all the way up to the entry-level 1500 Tradesman, and even only rated at 420 hp, still more powerful than the previous Hemi. And it should have the same smooth I-6.

If you’ve read this review and still can’t imagine life without a Hemi-powered Ram, take this advice. Buy the cheapest early-2000s Dodge Ram you can find, install some cherry bombs, and then top it off with a 2025 Ram as your daily driver. The old Dodge will be there to wean you off your Hemi addiction, giving you time to realize that the first Ram in two decades without a V-8 soundtrack is actually the best one yet.

The last thing the regular Mercedes-AMG SL63 needs is more power. With 577 horsepower, it can go from 0-60 and hit triple digits with ease. But as the relentless march of technology has proven, there’s always room for improvement. Enter E Performance.

Using a rear-mounted hybrid motor (and a little extra power from a twin-turbo V-8), the Mercedes-AMG SL63 SE Performance adds 228 horsepower, for a total of 805 hp and 1,047 lb-ft of torque. Figures once reserved for high-end exotics are now available in Mercedes’ iconic convertible. Best of all, the extra boost doesn’t ruin what makes the modern SL such a great cruiser.

Thankfully, the transition to hybrid power hasn’t ruined the SL’s handsome looks. It’s the best-looking car since the R230-generation cars of the early 2000s, with precise proportions and a sleek, mean face that never veers into the craggy. Those precise body lines are the result of a switch back to a soft fabric roof, away from the power-folding hard top that has plagued the SL for more than 20 years.

The ragtop model change doesn’t help the SL’s weight. The standard SL63 weighs 4,321 pounds, and all the hybrid gear adds about 500 pounds. It only takes a few turns to feel how heavy this thing is.

Being a big, heavy boat is par for the course for the SL, but it’s carrying the weight of a midsize truck. Fortunately, AMG’s Active Ride suspension is standard. Instead of a traditional sway bar, it uses hydraulic lines connecting four dampers, each with its own actuator that can either engage or disengage in corners to improve the ride or stiffen it up to sharpen the handling.

Pros: Very Fast, Packed With Customizable Technology, As Comfortable As SL Should Be

I can’t say the suspension is perfect, as I only had an hour with the SL on very smooth German roads, but considering how impressive the equipment is on cars like the GT63 and G63, I’m confident it can handle whatever bumps you throw at it.

The drivetrain is equally impressive. It combines AMG’s spectacular 4.0-liter twin-turbo V-8 with an electric motor mounted in the rear where the rear differential would normally be. Combined, the system produces 805 horsepower and 1,047 pound-feet of torque—a truly ridiculous number.

When you step on the accelerator, the response is immediate; the electric motor cranks out 201 hp from zero rpm, filling in the pauses the turbos experience as they push air into the V-8. It’s a sense of overwhelming, never-ending thrust that I’ve never felt anywhere else… except in the GT63 E Performance, the car that shares its underpinnings with the SL. It feels like a pure electric car in terms of straight-line acceleration, except that the power doesn’t drop off, even as you hit 150 mph.

While I didn’t get to explore the SL63’s full potential on the German Autobahn, there’s clearly a similar amount of performance available. I hit 192 mph in the GT63, ​​and I have no reason to believe this SL won’t do the same. It’s fast as hell, yet somehow still relaxed and fun to drive. A true drop-top GT weapon.

Despite the SL’s weight, it handles corners gracefully. The steering is very quick, with a very tight center point. The nose responds to minimal driver input, tucking the long hood into corners with surprising agility. It’s a step softer and less responsive than its fixed-roof GT63 counterpart.

That’s a good thing to me. The SL wasn’t meant to be the ultimate convertible sports car. It was meant to be a fun, fast cruiser that could handle twisty roads if you needed it to. And it nailed that goal.

Cons: Complicated, Heavy, Expensive

Where the SL is most disappointing is in its cabin. Nearly every control or adjustment is handled through the 11.9-inch portrait-oriented screen that sits on the dash. Things like drive modes and entertainment are easy to change, but I wish the climate controls weren’t trapped inside the touchscreen. There’s not even a volume knob; the sound is adjusted via a slider at the bottom of the screen. The capacitive touch buttons on the steering wheel are annoying, hard to use, and easy to misclick. It takes a few hours to get used to them, but even when you do, they’re not as fun as the original’s simple set of buttons. At least the bucket seats are nice.

With a starting price of over $200,000, the interior is hard to swallow. But the E Performance makes up for it with truly blistering acceleration. A few full throttle pulls and you’ll forget you had to go through 83 menus to fold the roof. At least, Mercedes thinks so.

The electric motor’s 201 extra horsepower transforms the SL63 from a luxury convertible into a true rocket. In my opinion, that’s well worth the extra $20,000.

The Revuelto is the ultimate achievement for Lamborghini fans. For years, enthusiasts worried that the car would lose its V-12 because of emissions. But thanks to hybrid power, the powerful V-12 will stick around until at least 2030. That pushes the car to a whole new level of performance.

Compared to Lamborghini’s previous flagship, the Aventador, the Revuelto is a major leap forward in handling, ride, and speed. After a few hours behind the wheel, whizzing through the beautiful back roads of upstate New York, it’s clear that this is one of the best performance cars on sale today.

The Revuelto isn’t just a re-wrapped Aventador with a couple of electric motors attached to the drivetrain. It’s an entirely new car. The carbon monocoque has been reshaped to provide more passenger space. Previously, anyone over 6ft 2in would have touched the roof. Now, there’s more headroom and legroom. The front impact structure, previously made of aluminium, is now made of carbon.

The transmission system received a more revolutionary change. Since the Countach, Lamborghini had placed the transmission for its flagship cars in front of the engine, in the center tunnel between the seats in a strange configuration not used anywhere else. That arrangement was ditched for the Revuelto. Instead, the transmission was moved to the rear of the engine for a more traditional mid-engine layout.

The gearbox, however, is anything but traditional. It’s an eight-speed dual-clutch (a first for Lamborghini’s flagship V-12) designed to be positioned transversely behind the bike and perpendicular to the rear wheels. That helps refine the package and combines the hybrid power of the Revuelto’s three electric motors in a completely new way.

Typically, cars with this configuration have two electric motors up front (one for each wheel) and a third motor sandwiched between the engine and transmission. Think of cars like the Acura NSX or Ferrari SF90 Stradale. The Revuelto’s two front motors do the same thing here, but the rear motor isn’t mounted between the V-12 and the gearbox. Instead, it sits atop the transmission case, completely separate from the engine. It even has its own shaft inside the ‘box,’ complete with forks and synchronizers, to engage and disengage independently of the V-12.

Pros: Exotic Looks & Sounds, Excellent Handling, Face Launch Speed

This means the electric motor can spin the transmission (and therefore the rear wheels) without having to spin the engine as well. So you can still have all-wheel drive, even when the engine is not running. It's a piece of engineering genius.

As we leave the staging area, Lamborghini asks us to stay in Città mode. Italian for City, this is the Revuelto’s all-electric setup. Hit the right pedal to get the car moving, and a distinct thrumming sound can be heard from the rear, indicating that the electric motor is engaged with the transmission.

Silently, I drove down the road and revved my vehicle, none of the 12 cylinders firing.

A small 3.8-kilowatt-hour battery pack gets the Revuelto moving slowly on the road. It’s housed in the monocoque’s center tunnel, similar to what you’d find in a Corvette E-Ray. It’s enough power to get the Revuelto up and running on the highway—but not for long. Lamborghini says the car can travel about six miles on pure electric power. That’s enough to get you out of the gated community and onto a major highway.

The real fun begins when you start playing with the four rotary knobs on the steering wheel. The most important one, highlighted in cherry red, is the drive mode selector. The car is always running in Città. From there, you can turn the knob once to shift into Strata, or Street mode. This fires up the naturally aspirated 6.5-liter V-12, but instead of immediately throwing it into gear, the Revuelto is smart enough to let the car run on the electric motor, allowing the engine to properly warm up before putting it into gear. There’s even a message on the dashboard that tells the driver that the engine is only being used to charge the battery before it comes up to temperature. After a minute or two of warm-up, you can actually hear the gearbox shifting through the gears until it selects the right one for your current speed, before finally connecting the engine to the rear wheels.

From there, you can switch to Sport mode, which will raise the dial a little higher. After that, there’s everyone’s favorite mode, Corsa, where you get the most out of the drivetrain to set the fastest laps possible. Activating all the driver aids is as easy as holding the button until you get to the last mode, Corsa with ESC off.

The knob on the upper left of the steering wheel is even more fun to play with. It controls what the Revuelto’s hybrid system does, no matter what mode you’re in. Drivers can choose between recharging the battery with the V-12 engine, using the hybrid battery as a regular supplement to the engine, or, in Sport or Corsa modes, setting it to “Performance” to maximize the electric motor and keep the battery charged.

Cons: More Expensive Than Most Homes, Many Mode Combinations Can Be Confusing

The other two knobs are less important but equally fun to mix and match. The bottom left knob controls the stiffness of the suspension (there are only two options, Soft and Hard), while the bottom right knob operates the angle of attack of the rear wing. Changing each mode and setting gives you almost 100 different possible combinations. It’s a lot of fun, and the closest I’ve ever felt to being an F1 driver in a road car.

The endless combination of driving modes is just part of what makes the Revuelto so appealing. It’s the best car I’ve driven all year, and not just because it feels like a 20-year leap forward from the Aventador. The new carbon tub is 10 percent lighter yet 25 percent stiffer than before, while downforce is up 70 percent. Combined with the rear-mounted transmission layout, it drives far more like a Huracan Tecnica than any Aventador.

Except it’s better than the Huracan. If it’s going to hit bigger bumps, the Revuelto’s suspension is much better suited to imperfect road surfaces and actual roads. But it doesn’t compromise on performance. The hybrid motor means it can’t match the Tecnica’s incredibly pointy front end, but it comes pretty darn close. And for what you get in return—seemingly endless grip that makes you feel like the greatest driver on the planet—I think it’s worth the trade-off.

The hybrid system is well integrated into the driving experience, delivering plenty of torque whenever you want it. But it’s still not the star of the show. The 6.5-liter 12-cylinder engine is largely new for the Revuelto, with a new block, new pistons, new valvetrain, and a few other new or updated items. Overall, it’s 37 pounds lighter than the Aventador’s. It makes 813 horsepower on its own, and its redline is a spectacular 9,500 rpm.

The V-12 engine is a work of art, with a garbage truck of power and a truly mesmerizing sound. The dual-clutch makes it feel incredibly light and eager to rev to redline, despite its very long gearing (second gear tops out at about 90 mph). I did most of my riding on public roads, so I didn’t really get to stretch the Revuelto’s legs very far. That said, I tried to stay in the last 2,000 rpm of that powerband as often as possible. It’s addictive.

The transmission is far more comfortable than the old Aventador’s ISR single-clutch automatic, especially when you’re cruising along at normal speeds. There’s no longer any awkward pauses or unpleasant jolting between gear changes. I was worried that the Revuelto would lose some of its raw character with its hard shifts, but a few shifts in Corsa mode eased those concerns. The automaker has tuned the dual-clutch to produce very aggressive shifts in its sportiest mode, reminding you that yes, this is a big Lamborghini. The car walks a delicate line between the thoroughly modern and the original, without ever seeming sterile.

The Revuelto is the ideal modern sports car. It incorporates some interesting and practical new technologies to make the exotic experience fresher and more approachable, but it doesn’t take away from what makes exotics truly special (a big, naturally aspirated V-12). And it does it all in a cohesive way, with smooth, unobtrusive performance that complements its wild design. With a starting price of more than $600,000, it’s hard to expect anything less.

These are challenging times for automakers. Competition has never been fiercer, fueled by the rise of Chinese automakers who have a leg up on the electric vehicle race. Add in increasingly stringent emissions regulations, and you have the perfect storm. To overcome the obstacles ahead, some of the biggest names in the industry are joining forces. The newly formed Honda-Nissan alliance could welcome a third player: Mitsubishi.

Nikkei Asia reported that Mitsubishi is reportedly looking to join the existing deal between Honda and Nissan. According to initial approval Announced in mid-March, the collaboration focuses on “automotive software platforms, core components related to electric vehicles, and complementary products.” Seeing a third Japanese brand join the alliance would make sense, considering Nissan owns a 34 percent stake in Mitsubishi.

The report stated that Mitsubishi has signed NDAs with Honda and Nissan to begin discussions on broader cooperation. Shortly after the report emerged, Mitsubishi shares rose by 6.3 percent, according to ReutersNissan also saw an increase of 2.8 percent, while Honda rose 2.6 percent.

The three companies working together will reduce R&D costs and speed up development, thereby better fending off competition from China. However, final details about the alliance have not been disclosed. It is worth noting that Nissan and Mitsubishi have been working with Renault since 1999.

The collaboration between Nissan, Honda, and Mitsubishi is not the first Japanese trio to form this year. A few months ago, Toyota, Mazda, and Subaru are working together to develop a new generation of internal combustion engines. This next wave of ICEs will focus on hybrid drivetrains and compatibility with carbon-neutral fuels. Toyota is preparing several inline fours, Mazda is perfecting rotary technology for long-range electric vehicles, and Subaru is perfecting its signature boxer engine.

Since I'm a naive person, it would be great if Nissan, Honda, and Mitsubishi teamed up to make an affordable sports car. Nissan recently dropped a hint about bring back Silvia someday. However, the alliance seems to be focused only on less exciting things like software and electric vehicles. Nikkei Asia reports that plug-in hybrids and kei cars could also be on the agenda. Ultimately, it’s all about cost-cutting, and it’s hard to make a profitable sports car.

The fifth-generation Odyssey arrived in the United States for the 2018 model year, and was revamped three years later. Honda gave the minivan another update for 2025, bringing styling changes, modernized technology, and a simplified trim level structure. As is typical when a new or updated car is launched, there was also a significant price increase.

Not that Odyssey customers are buying the car for its looks, but the changes brought by MY 2025 should make it more desirable. Well, at least that's what Honda is hoping. The van gets a sportier grille with a black surround and larger fog lamps. At the rear, a new bumper integrates vertical reflectors borrowed from the The discontinued Acura NSXquite funny.

Elsewhere, all trim levels now feature redesigned wheels, including a new set of machined-finish 19-inch wheels for the flagship Odyssey Elite. The family car gets an updated color palette. Honda adding Solar Silver Metallic and Smoke Blue Pearl paint.

Stepping inside, the 2025 Odyssey comes standard with a seven-inch digital instrument cluster. The base model also features an updated touchscreen that’s nine inches across, up an inch. Not only is the infotainment slightly larger, but it’s now quicker to operate thanks to a more powerful processor. Wireless Android Auto and Apple CarPlay connectivity are included, along with more USB-C ports front and rear.

If you step up to the Touring or Elite trim level, Honda will install a new rear-seat entertainment system with a 12.8-inch screen. This replaces the old 10.2-inch setup and has an HDMI port built into the console, which also features a storage area for your streaming device.

As for pricing, there’s some bad news. The $39,635 EX is gone, so the lineup now starts with the EX-L. It’s priced at $43,315 after factoring in shipping and handling. Previously known as the Sport, the Sport-L will cost you $44,465. The Touring is now $48,005. If you go for the Elite, you’ll spend $52,275.

What hasn't changed is the engine. It's the same naturally aspirated 3.5-liter V-6 with 280 horsepower and 262 pound-feet of torque sent to the wheels through a 10-speed automatic transmission. In Japan, Honda sells the Odyssey imported from China with hybrid drive system based on a 2.0-liter four-cylinder engine. Paired to a CVT, the electric setup produces 212 hp and 232 lb-ft of torque.

Honda will have the 2025 Odyssey available at dealerships across the US starting tomorrow, July 23.

That Porsche 911 GT3 Car is one of the best cars on sale today. With the company launching The newly refreshed 911 Last month, it was only a matter of time before the update was rolled out across the range. A spy video from the Nürburgring released this week gives us a clear idea of ​​what to expect from the latest version of everyone’s favorite 911 model.

The 2026 Porsche 911 GT3 is expected to retain its crown jewel, the naturally aspirated 4.0-liter flat-six engine. That’s evident by the roaring sound coming from the dual exhaust pipes mounted in the center of this test car. Power likely won’t increase drastically from the current 510 horsepower, which we think is good enough. The massive wing is also still there, albeit with a few design changes.

The exterior lights are new, taken from the lesser 992.2 model we first saw in late May. The front and rear bumpers are also new, with distinctive shapes that may or may not be representative of the final product. Porsche prototypes like this often use non-production-spec bumpers during testing, only to emerge with something completely different on the production-ready part.

The driver didn’t hold back in this track test, moving sideways and slamming on the rev limiter as he pushed the GT3 to its limits. The new car looked as competent as ever—just what we’ve come to expect from a track-ready Porsche sports car.

Judging by the speed of each gear shift, the prototype in the video is clearly equipped with Porsche’s PDK dual-clutch transmission, rather than a manual. There’s no word yet on whether Porsche plans to retain the manual for this update, but considering the majority of GT3s sold in the US are equipped with a paddle shifter, we don’t expect it to go away anytime soon.

It's been a long time since we've seen Toyota Supra GRMNThe company has taken its time to bring the performance-boosted version to life, but we recently spotted something on a prototype that was lapping the Nurburgring. Is that a different spoiler on the decklid?

We watched the track at Green Hell where the GRMN did its laps, and the driver didn't hold back. The car entered the corner with little drift, but as it went, we noticed what looked like a swan neck spoiler on the rear.

It's flatter and looks a bit larger than other GRMN prototypes we've seen, making us wonder if the ultimate high-performance Supra will have another option for even more performance.

Despite the wings, we expect some serious ones BMW Cars power under the hood. It comes in the form of the twin-turbocharged S58 inline-six, which produces up to 543 horsepower in M4 CSLWill BMW allow it? Toyota have that much appeal for its sports car? That seems unlikely, but a Supra with 473 hp and a six-speed manual—a combination BMW already has on the shelf—sounds like a very entertaining Supra GRMN.

Toyota Supra GRMN Spy Photos

There will be some aerodynamic changes as well. We see that the camouflage is still covering the front of this prototype, hiding a more aggressive front fascia with winglets, larger intakes, and a more prominent chin spoiler. The camouflage at the rear is limited to the spoiler and the top of the decklid, although honestly, we’re not sure what Toyota is trying to hide here.

We think Toyota will launch the Supra GRMN before 2024 is out, though the exact timeframe is still a mystery. It will likely cost upwards of $70,000 when it arrives.