Mazda is typically a carmaker that strays from the pack in terms of trying to offer something different. It knows it will never move as much volume as the Japanese giants that are Toyota or Honda. It won’t even move as much product as Nissan despite the latter losing money by the minute.

So fuck it, Mazda will do its own thing. In the past, that meant pioneering the Wankel rotary engine until it was good enough to run without pistons or a noise limit. When emission regulations finally killed it, Mazda moved on to the next best thing: SUVs.

Yes, a bland proposal until you realize this is Mazda we’re talking about. That just because company priorities shift doesn’t mean it hasn’t lost the zoom-zoom demeanor that the cars are long known for. Just look at Porsche with the Cayenne.

Like the Cayenne, the CX-5 was an immediate hit for Mazda when it launched for 2013. Although not its first SUV, it is by far the biggest hit, turning the brand from a novelty maker that made the equivalent of Japanese BMWs into a household name.

Still, Mazda is still relatively small. So it’s understandable that it hesitates to mess with success. Which is why the 2026 redesign is a big deal.

It may be paying off though because, per a report by Autoblog, more people are researching the CX-5 than any other small SUV this year so far, including rivals that dominate sales year after year. The humble little Mazda is seeing more internet traffic than the Toyota RAV4 and the Honda CR-V.

This is also a BFD because each are capable of selling almost half a million per year. The best calendar year for CX-5 sales is still less than half that, despite it being Mazda’s bestselling model by a significant margin. So it adds to the momentum the brand has right now after selling over 400,000 total units annually back to back for the first time.

The irony is the 2026 CX-5 isn’t actually all that different beneath the skin. Mazda still utilizes the same platform with the same 2.5-liter engine, the same six-speed automatic transmission, much of the same suspension components, and the same rack-and-pinion steering for better road feedback. You get the picture.

The talk of the town is the entirely new cabin derived of buttons, replaced with a giant center screen or a humungous display if you opt for top Premium Plus trim. It’s hated and vile but that’s the trend right now. Fortunately, that’s the biggest disappointment.

Other meaningful changes include more space for all passengers, not typically a Mazda trait, and a hybrid is coming soon to show that Mazda can keep up with the times. It’s always been a little old hat in terms of features and committing to vehicle amenities that just don’t need to be fixed if it ain’t broken.

This is why the Miata is as timeless as Betty White humor (R.I.P.). You can love it back when she bantered with Joan Rivers and you can love it in current times all the way up until she drew her last breath. It doesn’t matter if you buy an MX-5 from 1990 or this year. It will be praised with love and admiration on behalf of the car and its owner.

If Miatas want to keep getting made, it needs to keep making money. So Mazda will bow to the powers that be in order to get more people to the showrooms. Becoming more internet popular than Toyota and Honda shows it’s on the right path in this AI driven, sloppy ridden world.

Also, I appreciate that it still looks weird. The last CX-5 is weird and endearing and I suspect that’s why they flew off lots. Further proof that shows Mazda hadn’t lost the plot.

Obnoxious screen aside, I will continue to embrace the zoom-zoom ambiguity in solidarity.

-TA

All images: Mazda

Or should the question be, what’s old is new? That’s the dilemma Ferrari currently faces in order to update its fleet of thoroughbred Italian stallions, which currently faces a problem burdening the rest of the industry: infuriating tech.

Ferrari banked its cause on the fact that people are willing to pay six figures for a new supercar with a cabin that looks like this:

Do you see what I see? Screens everywhere flanked by an abundant lack of physical switchgear. While some tactile controls have begun to return to the steering wheel and trickle down the center console, it feels like a temporary remedy to a long-term problem that seems to fail to get addressed sufficiently. This is more or less the attitude these days that all manufacturers are working to rectify, not just the one from Maranello.

But Ferrari’s approach is more radical than most. It’s going for a bit of a throwback with the interior reveal for its upcoming EV. Yes, it is still digitized but the big news is that every control is designed to be tactile to the driver’s—and their occupants—satisfaction. A little surprising when you consider the source of its inspiration.

To give you a hint, the person responsible for this slice of automotive artistry has this device in his portfolio:

That’s right, the iPhone that was designed by none other than Jony Ive. Other than his ability to say “better product” with the delivery tone of an affluent narrator reading the first edition of The Great Gatsby, he has managed to curate quite the collection of less-than-fugly designs for several devices, interfaces, and yes, cars.

Which is why the interior of the new Ferrari EV is making waves. There isn’t even a car to show but based on what we know about it so far, it’s likely that the Luce—Ferrari’s name for it—will induce a bit of retro flair that extends to more than what goes on behind the wheel.

This is what makes new cars exciting to look forward to. It’s not about the latest tech or whatever flash designers attempt to draw up to get people excited for the next model. Right now, functional yields more appeal than ever. So when we see the finished better product, I will predict that this fully-electric vehicle will be excellent.

Because I guarantee there is a yearning for the type of satisfaction we missed out on in the 1990s, when Honda over-engineered the rear hatch of an EH2-series Civic. This is precisely the type of excitement society should drum up if cars are to remain a staple in a culture that is slowly becoming more autonomous.

And yes, this is coming out on my birthday. My message is to be excited to drive it, not for the stuff that’s in it.

-TA

Holy cow, where did the time go? It’s like I blinked and suddenly I’m not waiting in line to get the Covid shot for the first time, I’m working on growing my freelance career to turn it into something of a permanent thing, not just whatever I was working on the side.

Among the changes I’m making in life includes something of a revamp for Sped. I know, you read this and you’ve seen it before – my desire to turn this delightful Substack into something greater, where there’s posts everyday, merch, and maybe a YouTube channel where you see my face plastered with a permanent smile because I’m driving my dream cars and sharing the joy with you.

The ambition hasn’t changed. What is changing is my dedication to this blog because I am in a place where I can commit more time to it. And hopefully I can start to bring merch to the table and elevate the brand toward the point where it becomes a household name.

The day before the big three-oh has brought inspiration, and it comes in the form of the Austin Seven, an automobile that has lived in my head rent-free as of late.

The reason for this is because the Seven unintentionally became the template for what is expected in a modern car. It’s solely responsible for coming equipped with conventional pedals, a shifter located in the center, the instrument panel showing your speed, oil temperature and the like, and the ignition. Having launched in 1922, there wasn’t any regulation implemented in the U.K., the little Austin being British, saying this was to be required in cars going forward. What happened became the greatest snowball effect ever to occur in automotive history.

This is because shortly after its debut, the chassis was embraced by coach builders in Australia for customer cars, birthing at least one company we know today as Holden. Before the 1930s, newcomers had begun to license it as a soft launch for the respective brands. Believe it or not, the world’s first BMW, Jaguar, Lotus, Jeep, and Datsun (Nissan today) models were an Austin Seven.

Through production and after it ended in 1939, the Seven continued to serve demand through official and unofficial channels. It continued to be built across the Channel in France, as well as nearby Germany and Japan. After the second World War, it began to use a hodgepodge of parts as any car company worth its salt – too many to count and I intend to do a deep dive – used the Austin Seven as the basis for commuting transport and racing aspirations.

The key? Access. Sir Herbert Austin was in charge of a growing company just as cars were beginning to come into popularity. It was no longer an experiment, a social debate between horse and carriage. The novelty of driving yourself, or to be driven somewhere, at speed was becoming the norm.

Sevens were built in multiple configurations from racing cars to pickup trucks. The chassis being virtually interchangeable with whatever body you chose to tack on top lent to its popularity.

Although he died before its peak, Sir Austin is credited for spurring the entire British industry post war. His name is attached to the long-awaited replacement to the Seven, known as the A30. The first Minis of the late 1950s were officially called Austin Sevens as a direct successor before the Mini name stuck. Its designer was confident that the Mini was going to be the next big thing in mass transportation and he was right.

Of course, the original Seven didn’t come into demand because of its now-conventional cabin. It had blistering performance for the era, employing four-cylinder power as standard to give it more gusto. Power ranged from 10 to 17 horsepower for the base Sevens, while performance models delivered the full monty to get the Seven up to highway speeds! Bare in mind, this was before the integration of the interstate highway system so the sky was the limit. Turns out 23 horsepower could give you God-like abilities a hundred years ago.

Austin also pioneered the synchromesh transmission later in the Seven’s production run. This allows for smoother gear changes which in turn enables greater confidence in driving. The Seven could then be pitched to women in an early portrayal of feminism.

Seeing the potential of the Austin Seven has me rethinking how to approach Sped and turn it into a powerhouse. It doesn’t have to be the first Substack blog with a focus on cars, but it could become the biggest.

Technically, the Austin Seven was not the first car to feature the transmission layout of modern cars – that goes to Cadillac, of all things – but that doesn’t mean it had a lesser impact. A ballpark of 300,000 units were produced under the original name. That doesn’t take into account how many BMWs, Jaguars, Lotus, Jeeps, Holdens, Datsuns, and coachbuilt cars were built along the way. So far, the number I’m seeing in my research on the Seven’s descendents approaches half a million.

That pales in comparison to the number of Model Ts Ford built in the Progressive era, 15 million in all. The Model T, however, featured complicated controls meaning the Austin Seven’s impact was just as great on a global scale.

So I feel it deserving to be the vehicle of Sped going forward, because of the potential it brought to a world that hadn’t even seen the first computer. Now that the world is full of computers, there is a social movement to place less emphasis on emerging technologies for our own well-being. This translates into less doom-scrolling, no screen time before bed, offloading apps that take away too much attention from original thought, and lessening distractions – a point that sees too many consequences in traffic collisions. Screens in cars suck, contributing to the increasing age of cars on the road because they’re just not all up to snuff.

Being a digital nomad is the way to go. You can use tech in a way that’s beneficial with none of the downsides, forging the way back to human connection. That’s the end goal of Sped.

So for my thirtieth year round the sun, the goal is an ambitiously small goal of 1,000 subscribers. The earliest part of growth is always the hardest before it too, like the Austin Seven, will spur a snowball effect. That seems like good motivation, innit?

So share with your friends, your family, your barber, your non-denominational priest, all is well to help propel Sped to greatness. Let’s go to work.

-TA

Images: Silodrome

That’s a hell of a title right? Well it’s true. I’m about to become an attention H-O-R-E for two reasons—I want Sped to succeed and I want to build a business. Not just selling cars and insurance, but to have my own LLC. where I can help people to a greater extent.

That doesn’t mean we can’t have fun along the way. I’ve uncovered a book I’ve had since high school(?) that’s basically a diary of what one person claims are the worst cars in the world.

And he knows there are people out there who will defend some of these cars. So fuck it. When life gives you lemons (or Total Lemons, in this case), you make lemonade.

Today’s entry is brief, a Japanese kei car that was an Uno-Reverse attempt to be premium by hyping up basic. The thing is though, nothing in the four paragraphs actually mentions a demerit to the cutesy compact. I mean, this is what he said:

In 1998 Daihatsu decided there was a niche for a car aimed at buyers who wanted the Schwarzenegger-tough look of an American military Hummer, but were actually hobbits.

The slap-sided automotive midget that resulted was called the Naked. Yes, you heard correctly: Naked. Why? Perhaps someone had already registered the name Stupid.

Okay, cool it with the insults! There isn’t any constructive criticism that finishes the rest of the page spread dedicated to the Daihatsu Naked. It having a minuscule 660 cubic-centimeter engine isn’t a demerit. This is domestic regulation that lends itself to how the kei car came into existence. On an island like Japan, smallness matters.

So never mind that the motor is actually twin-turbocharged for decent pickup. Its signature trait lies in its practicality, a necessity in a kei car. For that, I’ll simply turn it over to someone who saw one of these cars up close:

Couldn’t say it better myself. Now that I see this, I want one and hope you do, too. It’s the easiest redemption arc, one that can send the Naked to Lemon Heaven and leave the rest of us to shamelessly giggle.

If you like this post, I’ll break down more alleged lemons.

—TA

Nissan has been in dire financial straits for a minute. This despite pumping out some of its best cars for the first time in probably a couple of decades. With the GT-R finally retired to Mount Fuji, it’s left without a staple. At the same time, ordinary passenger vehicles continue to shine.

The Frontier gets yearly updates to keep up with the hot-selling Toyota Tacoma. The redesigned Sentra is fantastic despite an average powertrain. And finally, the Z may ride on a chassis derived from the Y2K era, but it too has morphed into a viable alternative to today’s crop of sports cars, including the Supra that will soon be phased out.

While Toyota puts it on ice, Nissan is going further. The Z gets meaningful changes for 2027, affecting both regular and NISMO variants. While the changes are mostly surface level, the Z suddenly morphs into one of the most beautiful cars you can buy today.

That’s on account of new rims and new Unryu Green paint that should be available stateside. Nissan pairs it well with a tasteful brown leather interior, also hopefully coming to North America.

On the NISMO end, the Z gains a manual transmission; previously only offered with the nine-speed automatic after outcry by fans. With it hopefully comes with a lower sticker than the high-sixties price it currently commands. In other words, Nissan is giving people what it asks for.

But is it enough? It’s not currently supported by an umbrella company like Chevrolet, which among others is backed by General Motors. It doesn’t quite have the flux of cash to dig itself out of the fiscal rut that it’s currently stuck in and has been for a while.

I just hope we’re not seeing the beginning of the end of Nissan, not when it’s pumping out its greatest crop of cars yet. This was part of the logic when I inducted the three models mentioned into the first Pick10 panel for 2026, because there’s value in keeping the company going.

Only time will tell. For now though, let’s just enjoy the ride the company can deliver.

–TA

It’s pretty clear that I don’t post here on the regular, as much as I wish for Sped to be a full-time job. True to the bio, I work and do other things that take me away from writing (and reading), as much as I’d rather be confined to the literary arts.

Case in point, I thought I was going to post something of a hard launch article involving a Grace Jones ad, specifically the one where her facial qualities are replicated and mechanized into an Easter Island head, and then a Citroen CX bursts out of her anatomically-incorrect mouth, birthing a French icon.

The top graphic I was going to use also had a Nissan Altima on it for reasons I can’t recall as I write this. Probably using the analogy of the cockroach after a nuclear blast, the meme-ification of the Altima means it would probably survive all the same. But, we’ll never know.

My point is, I want this to become something of a full-time job. The hustle is real between coming up with social media, SEO, and writing enough content to show up in your email inbox daily. Trouble is, it’s not my only hustle. And right now, it’s the only one that doesn’t pay.

So I’m setting forth the goal of 1,000 subscribers. So I am calling on you, my foundation readers of this spunky blog, to share and reshare. Social media will provide a boost and that’s next on my punch list.

Really though, this Quick Jump is really a big thank you to whoever lays eyes on this. Because you stuck around even as Sped continues to rake in small numbers. If you’re intrigued, consider subscribing because to see it grow without the need to morph it into a conglomerate would mean the world to me.

So share this blog as much as you can and let’s chase the road to 1,000. Maybe someday, sooner than later, Sped can become an institution spurred by passion and grit and help you fall in love with the car you own.

Am I reaching for the stars here? Probably. But it’s possible with y’all by my side. Thank you again, and let’s get to work.

Also, this is the trippy ad I’m referring to.

–TA

It’s an eventful start.

Happy New Year! I’m about three weeks late ringing in another trip around the sun but well, I’ve been busy—as I’m sure you have, too. Yes, you! The delightful reader kind enough to open this email notification.

I’m still here and healthy, I wish the same for you and everyone else short of my most evil and worst enemies. The rest of the world can revel in hatred while I focus on the growth of this blog, so I’ll delegate that energy to public officials and famous names campaigning to make the world a better place.

What hasn’t changed with Sped? Vibe Checks! Because emotional and internet well-being is crucial. If we’re to be distracted by the swathes of digital technology implemented in every aspect of our lives, then we may as well be selective in how we choose to use it. That includes humane blogs that doesn’t carry an ounce of artificial intelligence about it.

Without further ado, let’s embrace the mostly good news to kick off 2026.

1st Shift: Tariffs Be Damned, The Mazda CX-5 Is Still Affordable

Sadly, tariffs are still a hot button topic a year into the new presidency despite being absolutely ripped by resident citizens of this once-great country and our global diplomats.

Fortunately, Mazda’s homegrown CX-5 should remain a popular favorite as its base price has barely increased. After much deliberating as to whether it’s replaced by the domestic-built CX-50, it seems this is here to worm its way into our urban hearts, leaving the CX-50 to cater to the outdoorsy folk.

So it shouldn’t surprise you to learn that they’re priced in a similar ballpark. The 2026 CX-5 starts at just $90 more than the American cousin; $31,485 versus $31,395 for the latter. Although still comparable under the hood, the two are more distinctive in terms of interior layout and overall vibes. Naturally, the redesigned CX-5 brings new tech features that make the CX-50 look somewhat aged. Small things but that’s not why you buy a Mazda.

You buy a Mazda for the Zoom-zoom verve that remains long after the commercial slogan has been retired, the alternative option against the Japanese giants that are Honda and Toyota. Even better, it achieved more than 400,000 annual sales for the second year straight—for the second time ever. Having the momentum of rising popularity as well as the redesigned bestseller coming soon, all signs point positive.

2nd Shift: Kia Is Also Making Great Affordable Cars

In more recent developments, reviews of the Kia K4 Hatchback have hit the internet. Mazda is demolishing company sales records, so is Kia. The Korean maker reached new heights with more than 850,000 vehicles moved for the 2025 calendar year.

Keeping that going is the launch of the five-door variant of the Kia K4, and let me tell you it looks snazzy. That sentiment is almost universally by auto critics that put every incoming new model through its paces. On that front, the K4 Hatchback passes with flying colors.

Combining style with substance, the K4 Hatchback is significantly more roomy than the sedan counterpart, despite lobbing off 11 inches in overall length. Cargo volume improves tremendously whether you fold the rear seats down or not.

Even better, the price difference is negligible, consistently costing a few hundred bucks more across all trims versus the K4 sedan. With interior room rivaling some small SUVs, the Hatchback will be a great buy when it arrives in dealerships in the coming months.

Can’t wait? You can build one now.

3rd Shift: New Forza Horizon Game Promises To Be Gorgeous

To the surprise of many people, especially gamers, Forza Horizon 5 boomed in popularity from the moment it arrived in the PlayStation store last April. Considering it’s ported from the Xbox console and has a legacy going back to the early 2000s, the racing franchise achieved 5 million copies in sales in just 8 months.

An incredible statistic when you realize that it launched for Xbox and PC platforms during the tail end of the pandemic. Although it’s defying age, Playground Games has blessed us with the next installment.

After landing in Colorado, southern Europe, Australia, the UK, and Mexico, Forza Horizon 6 brings the open-world experience to Japan for the first time. Appropriately, Toyota’s upcoming GR GT will grace the cover, accompanied by a handful of modern Japanese icons.

There’s even a teaser:

Let me tell you from experience that the graphics of Forza Horizon is stunning, so I expect the sixth iteration to be no less impressive. In addition, the car selection is massive, broaching several hundred available models—possibly a thousand at this point. The controller mechanics feel naturally linear to the hand and there’s enough races to keep you entertained for days. When competition is done, there are enough side quests by way of challenges to keep playing.

Forza Horizon 6 should be a stonker. The only fly in the ointment is that it releases on May 19 for Xbox and PC, with PlayStation 5 users anticipating an unspecified later date. A small price to pay for what is as close as virtual racing perfection as can be.

Weekend Getaway: It’s Still Cold So Let’s Play Forza Horizon 5

As much of the nation braces for a cold front that could fuck up my best friend’s trip to California, the safest option is to stay indoors. If you feel the hankering for a drive, why not Forza Horizon 5?

Now that it’s accessible on all major consoles (too graphics intense for Nintendo’s Switch), you can build your dream garage and customize cars exactly to your liking.

So go do it. Because life’s short enough not to have fun.

-TA

Surprise, they’re all Japanese.

Welcome to Day 2 of announcing our Pick10 winners. If you’ve seen Day 1, then you understand that every model embossed with a checkmark is on this list for a reason. Longevity is the buzzword if you wish to keep your car for years to come, and these prove it.

Looking forward to the next five, you’ll see that three come from a struggling, but prolific, automaker that listens to its buyers and is all the better for it. There’s also a surprise Subaru and a normcore automobile that has been spruced up for 2025. Let’s dive into why they’re here.

Pick10 — Nissan Frontier

Pickup trucks have grown too big, too complicated, and too expensive as of late. They used to be simple, utilitarian tools designed to get you and your things from point A to B without breaking a sweat. Nowadays, that’s rare to find.

Rare but not impossible, which is why the Nissan Frontier makes the cut. It doesn’t bring any flash nor excess, yet it matches—or exceeds—the hauling numbers that its competition brings to the table. All without going crazy with the gimmicks.

No hybrid here, a tried-and-true 3.8-liter V-6 delivers ample power without the need of electrical assist. That’s connected to a 9-speed transmission for ample acceleration. While it won’t get the mileage of the Toyota Tacoma, you’ll come to find out that remains one of its few flaws.

Pick10 — Nissan Sentra

The Nissan Sentra is maybe the most surprising entrant on this list. Socio-economic conditions dictate its current greatness as it becomes one of the cheapest new cars you can buy in 2026.

That doesn’t mean just because you’re on a budget, that you have to make sacrifices. The Sentra received a overhaul more radical than the Zohran Mamdani, both refreshing and a little polarizing but mostly good. You get an upscale cabin and lavish amenities to boot. All for a price that barely knocks the door of $30,000.

Part of why it’s cheaper than Toyota’s Corolla or the Honda Civic is under the skin. The 2.0-liter inline-4 remains, making exactly the same 149 horsepower as before. That’s connected a rubber band transmission, which we know better as a CVT. It’s better tuned than before, but let’s be honest. You’re not buying an econobox for the thrills. You buy it for anything but.

To that end, the Sentra plays to its strengths, now to a greater degree. And that’s what makes it a winner.

Pick10 — Nissan Z

Sports cars are a rare find new. So it’s odd to witness a model like the Nissan Z see a boost in sales like it did in 2025. Unlike the Toyota Supra, the Z intends to stick around for the near future.

Aiding that bet is the addition of a manual transmission to the Nismo variant, much to the outcry of its fans who pleaded for one after it was initially launched with an automatic only. Now you have both gearboxes to choose from for 2026. A refresh for 2027 fuels greater enthusiasm for the Fairlady, which I’ll write about soon.

But why? Is it the 3.0-liter twin-turbo V-6 that makes 400 horsepower and goes like stink? Or is it the comfortable bucket seats? Or the rev-match system to better train novices who wish to learn how to drive manual?

How about all of the above. That’s what makes the Nissan Z a winner and worth keeping for years to come.

Pick10 — Subaru Crosstrek

I don’t know about you but the Subaru Crosstrek is the vehicle that surprised me the most in recent years. The first thing I noticed about the redesigned Crosstrek (new for 2024) is how comfortably supportive the seats are. From there, it was positive after positive after positive. For 2026, Subaru made key changes that elevates the Crosstrek to greatness.

Beyond the seats, the less powerful motor is gone. The 2.5-liter engine that’s in all Crosstreks mean it’s no longer a snail. The addition of a hybrid setup for 2026 gives it more pep in its step while delivering globs more fuel economy. How good? Subaru claims nearly 600 miles on a full tank.

On the other end of the spectrum, there’s a Wilderness model geared for the more outdoorsy folks. That includes a higher ground clearance and enough features to keep you off the grid for a few days.

For all of its merits, if you can get past the somewhat archaic touchscreen, it’s worth a look.

Pick10 — Toyota Camry

What hasn’t been said about the Toyota Camry? Its reputation for reliability and ability to transport its occupants in unequivocal comfort is unmatched for the price this side of a Lexus.

I will add an unlikely trait: Superb chassis. No seriously. Since the Camry was redesigned for 2025, it has been a stonker to drive. A hybrid-only powertrain delivers that jump off the line in either front-wheel or all-wheels driven. Plus the added benefit of fuel economy that sees mileage hover in the forties and fifties. Well-tuned suspension dampening means the Camry never loses out on its trademark plush ride.

A generous roster of amenities encompassing a dual-pane sunroof and red leather seats make it hard to justify buying a Lexus. For that reason alone, the Toyota Camry made the final cut for 2026.

Closing thoughts? At least a couple of these models are controversial. The fact remains, each of these cultivated a following based on traits that make every car worth keeping. As Sped grows, so will the criteria for what will make the Pick10 roster next year.

Right now, we’re walking before we can run.

-TA

These are the models you should take into consideration for 2026.

It’s a new year. With resolutions cropping up on the Metaverse and in hair salons and coffee shops, I’ve decided to make a few of my own. The big one is to propel Sped into stardom.

That’s a big task, and I don’t question it’ll take a lot of time and effort and love, but I know I have the motivation to pull it off and ensure that this blog becomes a mainstay among car platforms with a humane focus. That means no AI, no ‘slop’ (Gen Z word for fluff), no bullshitting that wastes your time and mine—putting an emphasis on topics that matter.

Enough manifesting. Let’s get down to the first big task of 2026, which is to introduce the Pick10 Awards, its purpose, and the first-ever Class of inductees.

In an effort that I hope continues on an annual basis, this group of ragamuffins pass the snuff test in terms of what I consider to be the biggest component of car buying: Longevity. To pound the message of Sped into your veins, the question I will always ask that I want you to ask yourself is this: Do you see yourself with this car in 10 years?

If the answer is yes, then I did my job, both as a car journalism and occasional seller. For the new year, we’re kicking off with a slew of recommendations all but guaranteed to keep you on the road for years to come.

I’m sure I’ll elaborate more in the near future but now, let’s break down the vehicles you should add to your shopping list for 2026.

Pick10 — Dodge Durango

We’re kicking off with an oldie. Fortunately, it’s still a goodie. The Dodge Durango has stuck around in its current form since 2011, and remains a crucial asset in propelling the brand going forward. Its parent conglomerate, Stellantis, is figuring out how to function as a corporation after a series of bad business decisions and half-assed new models has hindered reputation and stalled growth.

Weirdly, the Dodge Durango is immune to such calamities. You can still get V-6 or V-8 power including a 710-horsepower supercharged Hemi to tickle your fancy. Add that to a three-row passenger SUV with room for up to seven people inside a sumptuous cabin, and you have a family wagon that hauls ass.

Pick10 — Ford Expedition

The other big family hauler on this list received a brand new design for 2025 that includes an exterior and interior overhaul, allowing it to grow in space and ego.

Ford’s latest generation of the Expedition doesn’t disappoint, having gained a split-open tailgate and a somewhat radical dashboard that include a square steering wheel. You have to try it out for yourself to understand the truck’s mission, which is to take you anywhere and everywhere in total comfort.

Underneath the skin, things are less radical. The 3.5-liter EcoBoost V-6 moves the big truck thanks to a pair of turbochargers and a 10-speed automatic. This setup has remained largely unchanged for the better part of a decade now.

With 400 horsepower on tap, all that’s left to worry about the destination. Beware, with eight people available (seven if you opt for second-row Captains chairs) to join, you may be outvoted.

Pick10 — Lexus LC500

Simply put, the Lexus LC500 is one of the most beautiful cars that will ever come out of this century. A sentiment that’s hard to believe when you learn that it’s been on sale for about a decade with minimal changes—none of which affect the exterior panels.

You can get the LC as a coupe or convertible, complete with a luxurious leather cabin that encompass thoughtful features and details. A variety of colors remain on offer inside and out.

Every LC for 2026 gets the legacy 5.0-liter V-8 mated to a 10-speed automatic and complementary exhaust note. You get 471 horsepower for enough hustle to outrun an ostrich in a pinch. A less-potent hybrid setup used to be available but was dropped after about a handful of people bought it.

That leaves the LC500 left with every beautiful, wonderful thing about it and nary a negative. The only downside will be when the time comes and Lexus chooses to put the fabled sports car out of production. Art aficionados and car enthusiasts alike will weep.

Pick10 — Mazda CX-50

As a brand, Mazda is cut from a different cloth. That’s evident in the company’s first attempt at a pseudo-adventure wagon. A few years after launch, it remains a hit.

The Mazda CX-50 is a compact SUV sold alongside the company bestseller in the CX-5. While the latter continues to win the popularity contest by a country mile, the wagon is gaining ground, posting over 100,000 in annual sales for the first time. So there’s a market to squeeze in both appeals.

For all of the CX-5’s redeeming traits, the CX-50 is a tad more capable, bigger, and luxurious than its urban cousin. It’s also available with the same turbocharged engine and, in a first for Mazda, as a fuel-sipping hybrid.

Couple that to an equipment roster that puts the value of Toyotas to shame and you have a terrific all-rounder.

Pick10 — Mazda MX-5 Miata

Like the Lexus LC500 the Mazda MX-5 Miata, in its current form, only seems to get better with age. That’s aided by updates it received for 2024, which bring only mechanical changes and some visual tweaks to keep the roadster at the top of its game. Leaving the design and powertrain alone speaks volumes to the Miata’s greatness.

2026 is the tenth year that this generation Miata sees production. That’s how good it is. At the same time it’s the superior sports car, it continues to buck market trends of getting bigger and heavier, with Mazda committing to an even lighter convertible for the MX-5 next redesign.

That is still a couple years out, at least. For now though, you have the most refined roadster at an attainable price point that will deliver the driving experience this side of a Porsche. What more can you ask for?

Check back tomorrow for the five remaining Pick10 Winners!

-TA

The start of the new year has been an interesting one. My Thanksgiving accident where I was on the receiving end of a head-on collision is now a criminal case. Never have I ever had an airbag hit me in the face, let alone consider the fact that something like this would go to court.

I’ll tell you what I do know: a minor concussion has knocked any remains of fear out of my system. My perspective has been influenced by a willingness to live by greater means and grab life by the horns. So for 2026, I’m looking for my greatest year yet with Sped.

It’s my mission to grow the blog and turn it into an eventual institute with a soul. Never a platform that attributes to the A.I.-generated slop that has been dialed up to eleven over the course of the last year or so. Basically, written content paying contributors for next-to-nothing in exchange for meaningless slosh.

I’m not up to date on this crap, nor do I care enough to. You can read more about it from one of my old gigs who’s also trying to prevent his site from becoming a soul killer. But it does give me an idea, the desire to revel in my deep-seated disdain for authority and rise against the machines.

So there are two things that will be a recurring theme throughout the year: One, to love the car you have now in addition to the one you want. Two, to connect with more humans. My writing is not perfect—jumbling up several writing styles depending on the car website will do that you—but it will at least be legible. Not everyone has the literary comprehension of Shakespeare.

This is moot to my former editors who subscribe to Sped (You know who you are) who love the content for the sake of content. It’s a nice break away from the trending article slop designed to generate clicks for their respective sites, and why this is my haven.

So you’re going to learn my perspective on cars. It’s not solely based on numbers on a spreadsheet or how one feature of one car triumphs another feature on another car. It’s merely about what makes it worth keeping. I can guarantee that there are internet archives of vehicle comparisons where the car that finishes in first place isn’t the one that stays in people’s lives.

This can come down to business decisions, replacement parts access, reputation of the company; the list goes on longer than an arm and a leg. Just because something is a good idea when new doesn’t always translate into the same sentiment years down the line—a notion I will explain in greater detail when I reveal the first-ever Pick10 inductees for 2026. Hint: They don’t all carry a fresh design. In fact, one model was released during President Obama’s first term.

But that’s enough for now. What you need to know is that post-accident, I’m okay and I’m very lucky and very grateful. And I can’t wait to show what I, and Sped, can do this year.

With great optimism, I leave you lovely readers with the following message.

Stay tuned.

-TA

Another week of life has officially kicked off, bolstered by the optimism of some good news I’d received just last Friday [which I’ll share if it actually comes to fruition]. In the meantime, we’re starting with some news that calls back to an old practice that I thought we outgrew as a society.

The term “Badge Engineering” was coined sometime after the American oil crises of the 1970s tasked to do one daunting job: Make one car for multiple brands with little distinction. This was a way for automakers to save money and appeal to different markets without going the extra mile to care.

General Motors was notorious for this, prompting an intervention by Fortune magazine in the 1980s to put one car by four brands on its cover, all featuring a conforming shade of brown:

You get the idea. History is littered with examples, with GM and Ford being the major culprits. Since then, they and the rest of the industry on the whole have moved away from this practice, at the very least making the effort to differentiate its products true to the brand cache the vehicles represent. Because Cadillac will never give up its bestseller in the Escalade, which shares the mechanicals with the GMC Yukon and Chevrolet’s Tahoe. A decades-long history has allowed them to evolve and split into three amoebas.

But the notion is not extinct. One in a while, someone will throw a wrench in the gears of progress with little intelligence to back it. In today’s case, it’s not a domestic maker but two companies trying to give each other a leg up.

Behold, the 2026 Nissan Rogue Plug-In Hybrid:

And gaze your eyes upon the Mitsubishi Outlander PHEV:

Lazy launches are back, baby! Nissan slaps its badges on and tweaks the grille and, ummmm, well that’s it really. Even the cabins mirror each other.

None of which is to say this is a bad thing, as Mitsubishi interior design is often a cut above Nissan’s. But there lies the rub. The Nissan Rogue Plug-In Hybrid is a Mitsubishi product that sits on a Nissan chassis. It’s based on the normal Rogue that was lengthened to accommodate three rows of seats in the Outlander to retain its budget family car status.

Confusingly, the non-hybrid Rogue and Outlander were updated earlier this year with new tech and features that have yet to arrive on the electrified variants. Instead of a wider screen, you’re stuck with what’s been deemed a somewhat archaic touch display that doesn’t keep up with the times. At least there are physical controls at your leisure.

Maybe that’s all the changes it necessitates. This being a plug-in, the battery is big enough to accommodate an electric-only range of 38 miles before the gas motor kicks in. Hybrids are hot right now and the Mitsubishi Outlander has been a hot commodity. What’s better than one? Make it two.

Is it enough to help Nissan dig out of the hole it put itself in? Perhaps not but it sure needs all the help it can get as it continues to search for the golden goose.

-TA

It’s been a minute. I’ve had a road trip or two in October which blissfully kept me away from the computer. I’ve had a slight rethink of Sped branding, which is reflected in small hints such as the graphic art that will hopefully extend to social media. It’s time for people to know that car ownership can be better beyond dealership headaches and skipping the need for the latest tech, which may not always serve you well.

All of which is appropriate timing for a Vibe Check. Not just the end-of-week summary of recent news, but making sure we’re still here. I’m still here but how about you, reader? Are you alright? Do you need a cup of hot cocoa?

I can’t reach across the screen and hand you a mug but I can share some highlights of what’s been going on in the world from beneath my rock. Depending on how frequent this segment rolls around, sometimes it’s a weekly recap. Sometimes longer.

Without further ado, let’s get to the Nov. 7 edition of Vibe Check.

1st Shift: 2026 Toyota RAV4 Doesn’t Move The Bar

We’re kicking off with the most important new vehicle of the year, which has finally landed in the hands of journalists-not-moi. The stakes are high for the Toyota RAV4, which is the number-one selling passenger car in America that isn’t a pickup truck.

How popular? Try a cool half-million units moved in 2024, with about half of them being hybrids. For 2026, the RAV4 is hybrid-only and offers a hot rod-like GR Sport model for the first time with more power.

All of which is acknowledged by critics, but were underwhelmed by its lack of innovation. Car and Driver says the new RAV4 “largely hits its marks, bettering its predecessor on paper and making a convincing case for the hybrid-only lineup in such a popular vehicle. But this generation hasn’t taken a big-enough step forward in terms of driving pleasure and interior quality to catch up to our favorites in the segment.”

What makes me suspicious is that other media outlets use similar verbiage and reach near-identical conclusions, which I won’t bother to repeat. I don’t think it’s fair judgement because people don’t buy Toyotas because they’re great to drive. They’re effective utilitarian devices, only now capable of up to 48 MPG in the 2026 RAV4. That’s enough to sell me on it so I’ll give my own judgement.

2nd Shift: Subaru Hybrids Disappoint

We’re staying on the topic of popular hybrid vehicles, this time from Subaru. Unlike Toyota which improves upon the model it replaces, Subaru is still in uncharted waters.

Two new hybrids were released this year in Forester and Crosstrek forms. The latter ditches a plug-in setup for something closer to a Prius, which is also in the Forester. So it shouldn’t surprise anyone that the verdict is the same: half-baked.

We’ll cover the Forester first, which C/D also compared to the new RAV4 in a hybrid SUV shootout not too long ago. It finished fourth with the editor saying that “(I)ts ride-and-handling balance received some praise, with the caveat that hurried driving, particularly through twisty sections, summons large amounts of body roll. Couple that with overly light steering, an “on-off” power delivery, and a comparably unrefined CVT, and the Subaru was our least favorite to push hard.”

It was also the slowest and had the lowest fuel ratings if we refer to the EPA. The Crosstrek is panned for similar reasons but is arguably a better buy on account of it being considerably cheaper. Neither should lose Subaru customers just like the redesigned RAV4 won’t risk its popularity.

The verdict is based solely on the fact that there are better options out there.

3rd Shift: To Rotary Or Not To Rotary

Mazda has a long, fabled history when it comes to the Wankel rotary engine. But it is shy about putting it back into production no matter how many concepts models it throws at us.

This isn’t the company’s fault but rather its fate falls to regulations on emissions. Although the U.S. is loosening restrictions, the rest of the world is still hell-bent on banning gas-powered vehicles in favor of electric ones by the next decade. A rotary engine is thirsty for fuel and complicated as a design. Coupling it with some form of hybrid electrification is the most realistic means of putting the rotary back into production and make the eco-conscious space happy.

But EV demand is slowing, which reduces related funding, lowering the likelihood of a car like the Iconic SP reaching production. Mazda’s CTO states, “I would never say we gave it up.” It does ring a familiar tune of promising a long-awaited successor to the RX-8 but never delivering, again, due to circumstances outside of the company.

I’m not mad, just disappointed. On the bright side, this doesn’t seem to affect the Miata’s future, making this owner very happy.

Weekend Getaway: Don’t Spare The Spare

A couple of years ago, I was burdened with the task of changing a tire by myself for the first time. The punishment was a slight learning curve as a result of running over a nail. Thankfully, my Buick was equipped with a donut spare to get me to the nearest tire shop.

I bring this up because the Honda that won that comparison test isn’t equipped with a spare tire, an increasingly common omission from a lot of new passenger cars today. Forget that the new RAV4 doesn’t make waves, the fact that it still comes with one is enough for me to consider it as a viable option whenever I’m in the market.

So please, make sure that if you go somewhere, check the rear of your car to ensure you won’t be stranded.

-TA

It’s funny to witness all of the media praise over a certain model that us Americans have almost never heard about. Here, car people have probably heard of the Rover SD1 from this hilarious moment on Top Gear where the door opened but not really. That is really just a morsel of the SD1’s eventual demise.

From a glance, it embodied everything that modern European motorists would want. Sleek looks with a low roofline that didn’t compromise on space, comfortable seats, a dose of standard features deemed luxury at the time, and a V-8 with enough power to keep up with the Germans on its famed Autobahn.

It quickly came into popularity with the buying public, as well as the police, who could shake off questionable build quality when it could chase down and bring vigilantes back to the local nick at a moment’s notice. Mechanically, it was durable thanks to the V-8 drivetrain whose greatest highlight could be shown here:

Critics ate up the Rover SD1, naming it the European Car Of The Year for 1977 among other accolades. It’s easy to love when it’s brand new. Problems began to mount when the shine wore off.

In the 1960s, the British Motor and Leyland Motor corporations merged to build passenger cars, trucks, and busses as a positive purview to the domestic market that had fallen behind the rest of Europe. BMW and Mercedes-Benz were pulling ahead when it came to profits and its ability to move mass amounts of volume, leaving the Anglo competition behind. So this move was a notion to catch up.

What happened instead is that British Leyland, as it became known to be, broke into two worlds: management and the people responsible for building cars. When strikes broke out over pay—because history tells us factory workers always want to be compensated properly—a compromise was difficult to find, resulting in an unwillingness to build cars to the quality they deserve, which reflected in the Rover SD1.

The SD1 isn’t alone in this misfortune. It is however, the vehicle that reaped the greatest benefits of engineering and critical acclaim, only to become the culprit of dire reputation. It was the equivalent of Apple launching an iPad on us, and then the factory reducing it to an Etch-A-Sketch.

The Rover SD1 was the product of a clustermess of conglomerate management. When it failed, British Leyland had to rely on this to pull it out of the muck:

That same mismanagement resulted in the other greatest victim that was supposed to be a hit. Early sketches previewed a very different Allegro that, if it weren’t for business interference, might’ve had a greater outcome for British Leyland:

When both cars failed, the British manufacturing industry collapsed to mark the end of the affordable Anglo-backed automobile. Only the most expensive Rolls-Royces, Bentleys, Jaguars, and Land Rovers have survived. However, these days, ownership of the established brands lie outside of the U.K.

All of which is to say that cars are one of the most democratic processes to take part in, be it design, engineering, development, building the factory tooling, manufacturing at the hands of union workers, the people who buy them. Something can go wrong along the way that can make, or break, a car’s legacy.

Consider the Rover SD1 as the prominent example, a car that was brilliant just as it was terrible. Not because of the extreme dedication the engineering team committed to perfect its design and performance, but when the time came to get it into people’s hands, those responsible for putting it together were complicit in their deciding its lack of self-worth.

Wouldn’t it have been worth to build it to the best of their abilities so that management could see they deserve the pay raise? Maybe they tried, maybe they didn’t. It’s tough to know for sure.

The Rover SD1 doesn’t share the same legacy as the Allegro, however. It was briefly sold in the U.S. and enj an epic racing career with a handful of championship wins under its belt in multiple countries. There’s a video on that too:

All of which makes me curious to drive one. Maybe an Allegro, too. Anyone fancy a trip to the Cotswolds?

-TA

Over the past week or so, I had done something I hadn’t pulled off in years: Take a solo trip. With my latest writing contract coming to an end, the timing was opportune for me to trek to the Pacific Northwest to see family for the first time in five years, as well as pay respects to those that had left us since the pandemic.

What started as a quest for closure turned into a much-needed boost for my mental health that carried an optimistic outlook for the future, even if there are people in the world that choose to stand in our way to prevent us from thriving.

Having got back home last night, I woke up to a flurry of news. This time of year, there are two events to behold in the motor world: SEMA and the Tokyo Auto Show. One is designed to preview what the auto industry could look like, the other is designed to preview what the auto industry could look like. Yes, they carry out the same notion.

SEMA in Las Vegas showcases cars and trucks that have been extensively modified with parts courtesy of their aftermarket collaborators. The Tokyo Auto Show highlights what you could potentially buy very soon. Naturally, this makes it fitting to launch two new Mazdas.

“Cute aggression” is a term that likes to be thrown out for small things with big personalities. The Mazda Vision X-Compact Concept fits the definition entirely. It measures just 150 inches from nose to tail, making it shorter than a new Miata. However, this one wears two rows of seats.

Inside, it takes a trendy take on minimalism and incorporates the paint color on the dashboard, doors, and surrounding trim to give it some pop. A three-spoke wheel is scant of buttons while a lovely lone digital tach shows a rev counter on the outside band, while a contrasting speedo sits closer to center. You’ll note that there’s no center display; replaced by a smartphone mount that sits in front of the driver.

The Vision X-Coupe Concept takes on a similarly minimalistic formula. However, it doesn’t tack on a screen like Tesla does and call it a day. There’s beauty in the details, such as the three-gauge cluster and how the center display seamlessly integrates into the dashboard. From a production perspective, this is likely to resemble the next Mazda3, which last saw a redesign for 2019.

In a world where cars get bigger and heavier, it’s refreshing to see Mazda stick to its guns and buck against such a trend. Compared to Honda or Toyota, it’s never moved as much volume, nor does it intend to. Mazda has always been cut from a different cloth in terms of aspirations and design, never losing its zoom-zoom verve no matter what they build. Most of the vehicles they offer today are SUVs.

The ‘X’ in the names of both concepts refer to ‘cross,’ as in crossover, a type of vehicle that splits the difference between a car and an SUV. Think of Toyota’s RAV4 or the Nissan Rogue—or even the Mazda CX-5—and you get the picture.

These days, small cars are dying in numbers and being phased out of production. Only recently could you no longer buy a new car for an all-in price of $20,000, and that was before tariffs were implemented this year to virtually piss everyone off. So to see such an exhibition by Mazda is welcoming.

If it’s anything like the past, Mazda will implement such details into future cars for sale to the public. In an increasingly tech-heavy world, this anachronistic approach to design may mean it comes out on top.

-TA

Often, the world sucks. But then you turn on a MadTV sketch and laugh about it, and suddenly, the outlook sucks a little less, and you realize it’ll be okay after a few deep breaths.

Memories remind you of better times. And cars can often serve as a trigger. A good date. A drive-in movie. A cackle because Norm Macdonald told another raucous joke through your double-din aftermarket radio. And somehow, I am still seeing Mazda Protegés every-fucking-where.

Usually these roam the roads painted in actual colors, rather than the usual white, gray, or black. That makes cars a little interesting. Japanese compacts built at the turn of the millennium also exhibit exceptional quality. That makes them a little more interesting. If their drivers plaster stickers with left-leaning political slogans and witty one-liners all over the rear hatch, that elevates their appeal. And for some reason, it’s always a fucking Mazda Protegé.

This isn’t me being down on it. It’s a welcome change from all of the Subarus I see with much of the same traits I just described. And they’re often newer. Protegés bowed out in 2003 to make room for the Mazda3.

And actually, the Mazda Protegé in its last years was rather brilliant. Car And Driver summarized this when they drove it in 1999:

The broad expanses are broken up by golf-ball-dimple accents, though, and that’s worth a smile. Then, after a few hours of driving, you begin to notice how the shadows break over the sculptured dashtop, over the driver’s airbag cover, and even around the windshield pillars. As the sun moves to different windows, and as the rays slope lower at day’s end, yet more design subtleties rise to your notice.

It’s lovely to read something that hasn’t been influenced by A.I. or Grammarly. I embrace imperfections in my writing these days, one of many reasons why I started this Substack. It serves as means to escape and a place of refuge. Until Sped becomes anachronistic mainstream media, I will treat it as originally intentioned.

It also means I won’t spare the language when it’s appropriate. Because it’s hilarious to keep seeing Mazda Protegés on every street corner. At the park close to where I live, there’s an older lady who pulls up regularly in her yellow Mazda Protegé for her daily walks. And yes, her car fits the brief: vibrant color, stickers, the whole sha-bang.

Back then, a Mazda Protegé like the one C/D drove topped out at around $16k, or about $32k when adjusted for inflation. Today, that’s about the same as the most expensive Honda Civic that isn’t a Type R. Times really haven’t changed when it comes to small cars.

But the market has. Small cars have been killed off left and right due to small profit margins. You can no longer buy a new automobile with a walk-out price of less than $20k. It didn’t used to be that way.

I suspect this is why the Mazda Protegé is a survivor. It is a total and complete vehicle that leaves little to be desired if you can overcome the safety features that have become standard equipment in cars today. If Apple CarPlay is a must, the aftermarket will cater to your minimal tech needs.

Right now it doesn’t scare me. But I wonder if I will be in my retirement years crouching in callous fear if that yellow Protegé lurks round the corner, like Freddy Krueger in a Nightmare On Elm Street sequel.

Only time will tell.

-TA

Full Disclosure: I didn’t know I had already scheduled a post for Tuesday until I got the email in my inbox revealing evidence to the contrary. This weekend was a busy weekend for family and friends as we all convened at my parents’ house since they bought it in 2022 in anticipation of their golden years.

That means last week, I couldn’t get round to doing a Vibe Check to summarize the news; some mundane, some ridiculous. To keep this short and sweet, we’ll focus on the automotive incompetency that is Tesla.

Tesla’s Golden Years peaked very early, when it launched the Model S with the notion to prove that electric vehicles can be part of the mainstream. It proved such a hit that the Model S is still in production much the same it was, which is the problem.

99 percent of it comes down to the political and moronic antics of its CEO. That one percent comes down to the company’s lack of recent innovation, which has been leapfrogged by its rivals in the form of traditional carmakers. Its once-competitive edge has been erased by not just Hyundai and Porsche, but also newcomers such as Lucid or Rivian, who have surpassed Tesla when it comes to quality, refinement, and the biggest stickler from doubters, range.

The sign that Tesla has gone downhill officially came last week, when it revealed the Standard versions of its bestselling models in the 3 and Y. Supposedly, these were to become the cheapest options in the lineup, but instead, they just got cheapened.

One most glaring oversight pertains to the Model Y. It keeps its glass roof but if you look inside, the airy atmosphere of the typical Uber Black experience has been replaced by fabric headliner:

I won’t go into too much detail but one of my former gigs that I still read brought this to my attention and it gave me another reason to hate Tesla in 2025. Basically, the solution was to create an extra part to seal the chance for extra Vitamin-D rather than delete the glass portion because it was more expensive to remove.

This makes sense from a fiscal perspective as quite literally every Model Y birthed into the world for the last five years has come with this perk. To tweak the production line for any change in parts will add cost, even if the intention is to delete it. For Tesla, the solution was more roof cloth.

Strangely, the cheaper-still Model 3 doesn’t get the same treatment. It gets much of the same deleted features for a lower sticker [We’re talking less leather, a rear-screen delete, etc., nothing detrimental] but the glass roof stays, and so does the sunny atmosphere. So if you buy a Model 3 for $38,630, this is your cabin when you look up:

I get why people buy Teslas. They’re simple to use, clean to look at it, and have decent performance for the price. And much of them were built before 2022 prior to Elon Musk losing his political nut.

But in terms of new Teslas, clearly one wins out over the other. Both cars got a $5k-or-so discount for 2026 but the Model 3 looks better and will drive better if we’re to believe Car And Driver than its pseudo-SUV counterpart.

The trouble is the Hyundai Ioniq 5 is cheaper, newer, has greater charging capabilities, and can go a similar distance, wiping out Tesla’s remaining advantage. Range used to be the X-factor for why people bought the latter. Not anymore.

Still, I’ve driven a couple of Model 3s and they’re fantastic. At least if you’re going to fall in with the Elon hype, make a mindful decision and get the version with the glass roof that you can see out of.

Before I go though, I will point out that the internet is littered with aftermarket sunshades that you can purchase for what feels like pennies. There’s no way this isn’t a better solution than what Tesla came up in order to cut costs.

And now, I will add more pics below from that article solely for your bemusement. Enjoy.

-TA

This is old news, but it’s goodbye to an era that saw a surge in popularity in Korean cars thanks to forward styling, hiphop commercials, and hamsters that became stars.

Kudos to the Kia Soul that started it all. And now we know it will be gone when production ends by Halloween. A reason wasn’t explicitly given but the company acknowledged declining sales. Still, 1.5 million over the span of two decades ain’t nothing.

Even more confusing, it outsold the K5 sedan in 2024, with 54,000 units moved versus 46,000. And the K5 got a refreshed design this year. So what’s going on, Kia?

Don’t got no Soul anymore?

Anyway, it’s not the most popular Kia these days. But it was the reason to get us excited about getting in one for the first time. These days, both it and Hyundai are well established in the market, often considered a viable option to buyers for several years now.

Fortunately, without the Soul, the lineup is no less interesting. Kia is gearing up to launch the K4 Hatchback. I’ve seen a couple of them go through testing without camouflage here in Arizona and they look rather snazzy.

Between this and the new Nissan Sentra, they give cheap a good name. These days however, it’s harder to make a bad car. The Soul garnered appeal on behalf of branding by way of advertising. You’re not going to see Ham-Stars again because Hollywood decided that’s too expensive to make and A.I. can do it for pennies. As a society, we’re a less creative bunch than we used to be.

If you want one of the remaining beatboxes, Kia says only a few thousand Souls are available in dealers for reaping. So let’s end this brief note on something positive: The commercial that started it all.

This is just one of many Kia made involving oversized hamsters with trendy footwear. And thankfully, it seems all of them have made it onto YouTube. So go enjoy it because everyday is Friday.

-TA

Okay, we’ll finish this week out with one more Japanese small car after a week of them. Didn’t mean for it to turn out this way but with the way the world is, where the American economy stands, how the industry has responded on tariffs, and frustrated buyers are saddled with higher-than-anticipated costs; I assume you’re in need of something refreshing.

As am I. Which is why the 2026 Nissan Sentra blows me away. It pains me to admit that this is the best looking car in years to cost less than $30k new. Forget the Honda Civic or Toyota Corolla. This is on par with the Mazda3, a beautiful vehicle at any price point.

But sometimes, when everyone wants the same thing, it’s fun to seek the alternative. Inside manages to be even nicer:

Again, similar vibes to the Mazda3. There seems to be nice materials on the seats, dashboard and doors. Hopefully it’s soft to the touch. Your bum should sit in total comfort as the Sentra employs Nissan’s renown Zero Gravity seats.

As for how it drives? Well, it uses the exact same engine and transmission combo as the 2025 Sentra. A 2.0-liter motor connected to a CVT won’t set anyone’s hair on fire. With no hybrid in sight, I assume that’s how Nissan will keep the price of entry down as the Sentra is usually cheaper to buy and run versus its competitors. But when it looks the way it does, who cares?

Amazingly, the car pictured in orange is not the most expensive version of the Sentra. That honor goes to the tan(?)-painted SL, meaning you can get the sporty Sentra SR for less money. That would be my pick as the SL looks somewhat bland. Surface-level complaint aside, it has appeal.

So far, the 2026 Sentra looks to be a winner. If it drives about eight-tenths as good as the Mazda3—or even seven-tenths—then these are going to fly off the lots.

We love cheap goodness.

-TA

People close to me know that I have a shameless obsession when it comes to cars. Can’t help it. My mother likes to tell the story of pointing out what she thought was a Volkswagen Beetle but I corrected and said it’s an Audi TT.

I was 3 and have no recollection of this traumatizing event.

Now that my brain is fully developed, I can provide factual amusement when it comes to such radical transportation sprinkled throughout automotive history of which there is a lot of. You could say I’m a voracious reader of such atrocities that made it onto the streets for better or worse.

What wasn’t anticipated this week was for me to go down the Mazda rabbit hole. And not for the first time. My obsession with small cars is clear with my owning a Miata and wanting to try out something that shrinks even further in the R360. That, I might have to go to Japan for.

When I was diving into the catacombs of the internet that blurt out Mazda material I came across something I hadn’t heard of. But first, some backstory.

In the 1980s, Toyota decided it needed a luxury arm to compete against the giants of Germany. What it had going for it was a reputation for quality and reliability that it could elevate into a premium ownership experience that BMW nor Mercedes-Benz couldn’t match.

Its first-ever automobile in the Lexus LS400 made quite the splash. It was not class-leading in most metrics but rather, the right set of ingredients combined with Japanese reliability made it an appealing option, setting the precedent for others to follow. Soon after, Honda and Nissan launched Acura and Infiniti respectively.

But what about Mazda? Well, this is a company that is known for being behind the curve. This is both a good and bad thing as it can avoid design fads and feature failures, but miss out on opportunities at crucial times. Its biggest largest oversight was getting its own luxury car company off the ground.

Amati was supposed to face off against Japanese and overseas rivals with its own lineup of cars. What boosted Lexus’s, others’ rise of popularity was Japan’s fiscal boom in the late Eighties known as the Bubble Economy. Mazda announced the launch of Amati in 1991, months before that bubble burst, triggering a rare-for-modern-times deflation. Ultimately, the Amati project was killed off.

But not before Mazda had built brand equity. One car initially determined to be sold under Amati made it to the U.S. as the Millenia. The MX-5 roadster was a hit and the rotary-engined RX-7 dominated the sports car market.

Before emissions killed the fun, rotary power was a staple in Mazda’s lineup. One time and another, it was offered in pickup trucks and busses. But it prominently appeared in performance cars. So looking back, it makes sense why Mazda would try out a luxury coupe.

The Cosmo you see here is the only one of its kind to make it to California. This used an engine powered by three rotors [think cylinders] also with the notion to face off against Germany’s finest. It came at a time when Mazda was not only toying with the Amati brand, but the unexpected success of the Miata in that crucial late Eighties/early Nineties period.

Despite extensive market research, this iteration of the Cosmo stayed in Japan, where almost 9,000 were built between 1990 and 1995. Meaning the Cosmo we know and love remains the eclectic bullet that first premiered in the 1960s.

That one had a much more interesting shape:

I think it’s pretty self-explanatory. Just pretty. And yes, this also had a mandatory compulsion for rotary propulsion.

You and I learned something new today. Anyone up to celebrate with a Cosmo-politan?

-TA

Americans know Colt primarily as the gunmaker that for some reason doesn’t have a working website as I write this. I don’t care enough to dive further into this issue because this is still a car blog, not a testament to Charlie Kirk’s values.

Thus, the Colt I’m interested in peaked just before the turn of the millennium. This came to the U.S. in various forms although the source stems from just one brand.

[Author’s Note: Welcome back to Hold Fast, a series that breaks down contemporary cars that are often overlooked. That just because it’s brilliant doesn’t mean buyers, politics, or the economy agree. Each vehicle coming through here gets their own redemption arc.]

Mitsubishi is a manufacturer that currently licenses cars from other companies. But it used to be the opposite. Mitsubishi-based vehicles were a way for the brand to break into the U.S. in that vital 1980s period when repercussions from multiple oil crises were still at its peak. Fuel economy and compact size were in demand and domestic carmakers had to respond quickly.

So Chrysler Corporation turned to Mitsubishi to establish a line of smaller-than-life cars that met the needs of consumers at the time—to mixed success. It was a little weird to see a Dodge Challenger that looked like a washing machine. Or a Dodge Ram that was smaller than the typical pickup truck. But the greatest success, and perhaps the most underrated, was the Colt.

There’s a lot of notoriety with the Colt, particularly the GTS Turbo that was only made for one year. That’s the one in this clip. As you can see, Chrysler was in the habit of attaching multiple nameplates, before the car adopted a slightly tweaked calling for the following year. But that Colt is different from this 1984 example, and it’s something of a legend. Like Bigfoot.

For one, sightings of these are rare, not just the performance-leaned GTS Turbo. One such owner is going to extreme lengths to keep theirs as exhibited by this dead-looking thing exploited to the internet earlier this year.

It has no reason to look this exciting. This was precisely a one-ton car that exemplified fun before the Miata came into the picture. A three-door hatch came in at just 156.9 inches long and had a wheelbase with just 90.6 inches, similar numbers to the two-seat roadster. But this had four seats.

It also featured an odd second shifter. This sat next to the manual gear lever like in a Jeep. Instead of locking four-wheel drive however, this acted more of high-range/low-range function.

In theory, you could maximize fuel economy until you need more power from the turbo boost, thus flicking the lever forward. But with such a lightweight compact design, acceleration ranged from jumpy to more jumpy. As a review from this century revealed:

It’s a shame about its rarity because this doesn’t seem like a compromise. Like I will argue about my Miata, it feels like a complete automobile in spite of its small footprint. For the price and pint-size capabilities, this is exactly the kind of transportation Americans want in today’s inflated economy.

Speaking to its reputation for being criminally underrated, it was difficult to mine the internet for reviews of this car. I did however come across a comparison test for a later generation of the Colt, which won out versus ten other sporty compacts. By then, the Plymouth name was dropped.

Car and Driver wrote:

In almost any category you can name—build quality, handling, comfort, value—the Mitsubishi-made Colt GT scores at or near the top of this heap. Although the Colt trails much of the group in straight-line perfor­mance, its engine revs willingly and seamlessly, and its shifter stirs smoothly. And the Colt’s decisively superior slalom prowess, excellent braking, and respectable skidpad grip translate into the sort of responsive, fluid handling that serious drivers appreciate. Try it once through a series of challenging corners and you’ll be convinced.

It’s a shame about its rarity. Like the other Colt, this one didn’t sell too well so finding one is difficult. In all, there were seven generations of Colts between 1971 and 1995, adopting Dodge, Plymouth, Mitsubishi, and even short-lived Eagle nameplates.

This was the strangest time to have with Mitsubishi. In addition to a truck and faux muscle car, we even got a turbocharged sports car in the Chrysler/Dodge/Plymouth Conquest, which was a rebadged Mitsubishi Starion.

All of these imported domestics and yet, all incredibly difficult to find. None sold in quite the volume as Honda or Toyota back then. Suddenly, the Colt cult is more appreciative because of the mishmashed handling of business that brought two conglomerates together from opposing countries. Pity the American public didn’t embrace it as well.

The Colt is a symbol of that failed venture. All of which makes things like this pandemic project cheering for. And that makes it a worthy addition to the Hold Fast arsenal.

-TA