Jeep only plans to sell 5,800 examples of this special Backcountry 4xe model.
When it first launched, Jeep had relatively few trim options for its plug-in hybrid Wrangler 4xe. It’s a markedly different picture in 2025, when you can buy one of eight differing 4xe models, including this new limited-run Backcountry 4xe. Essentially, this special edition takes the more street-focused Sahara model and adds in both off-road kit and more technology to the package to create a more appealing all-rounder — if you can swing the $66,185 price tag.
At its core, the 2025 Jeep Wrangler 4xe Backcountry uses the same powertrain as the other plug-in hybrid variants. You get a 2.0-liter turbocharged four-cylinder engine as well as an electric motor, putting out 375 horsepower and 470 lb-ft of torque through an 8-speed automatic transmission. Like the standard Sahara 4xe, you also get a 12.3-inch Uconnect 5 infotainment system, though this trim adds built-in navigation as well as a nine-speaker Alpine audio system (that’s usually part of the $1,895 Technology Group on the Sahara).
The Backcountry 4xe goes further on the tech front, though, bringing in a front TrailCam, a Trailer Tow package, built-in off-road trail guides by Trail Offroad and auxiliary switches like you get on the Rubicon trims. Jeep brought in a host of extra off-road kit for the Wrangler 4xe Backcountry as well, including front and rear steel bumpers, a single-loop grille guard, rock rails and more aggressive 275/55R20 General Grabber all-terrain tires on unique 20-inch wheels. The Jeep Power Box, which plugs into the car’s charge port and draws energy from the onboard high-voltage battery pack to power your small appliances and accessories, also comes as part of the Backcountry trim. That said, you don’t get a front and rear locking differential setup or electronic sway bar disconnect, like you do on the Rubicon.
Finally, the 2025 Jeep Wrangler 4xe Backcountry roads out the added feature list with a three-piece body-color hardtop and Mopar all-weather floor mats. It also sports unique hood, fender and rear swing gate decals, but you don’t get a special “Backcountry” decal along the left and right edges of the hood, as you would with a Willys and Rubicon. In fact, the Backcountry does still have a Sahara 4xe badge on the back, signaling Jeep’s pitch for this model as more of a built-up Sahara than a completely different trim.
While you can configure and order a Backcountry now, they will have a fairly limited run. Jeep plans to build just 5,800 units, each with a price tag about $6,595 above the Sahara 4xe’s base price. That is undoubtedly expensive, but…when you start building up the Sahara with some of the Backcountry’s features like the Technology Group, the Trailer Tow and Auxiliary Switch Group and standalone accessories like the rock sliders and the body-color hardtop, it actually works out a little bit cheaper to go for the Backcountry if you want everything it brings to the table.
Rivian updated its R1 series for the 2025 model year, and now it’s throwing in a special edition model.
Following up the recent revamp, Rivian’s flagship electric models got a tan — literally. On Wednesday, the automaker debuted the California Dune Edition variants for both the R1S SUV and the R1T pickup, complete with a host of aesthetic changes both inside and out. The limited-run models are available for interested buyers to order right now, with the R1T coming in at $99,900 and the R1S setting you back $105,900.
What all do you get for the money? Both SUV and truck flavors of the California Dune Edition get a special new paint color for the occasion. Can you guess the name of the paint color (yes, it is ‘California Dune’). Rivian says it was inspired by the state’s huge sand dune fields, and is meant to evoke a sense of adventure…more so than the regular R1 models already do, anyway.
The California Dune Edition includes Rivian’s Blackout package to offer up some contrast against the sand-colored paint job, though you can get the 20-inch all-terrain wheels in either the dark variant or in California Dune finish to match the body. Add to that Maxtrax recovery boards mounted on the roof and the rest of the All-Terrain package (normally a $3,700 option that includes a spare tire and a beefier underbody skid plate), and you have your special edition model. The California Dune Edition packs the company’s tri-motor setup with 850 horsepower and 1,103 lb-ft of torque, though the all-terrain rubber does hamper the range a bit, to roughly 329 miles. Tri-motor models, including this limited-run model, get a new “Soft Sand” driving mode, which helps fit the theme Rivian’s trying to accomplish here.
Inside, the California Dune Edition gets a two-tone interior with Sandstone and Black Mountain hues, as well as Sandstone floor mats. Rivian says the flooring material “easily shakes off sand from your desert adventures”, though functionally speaking, the rest of the interior is the same as the standard R1S and R1T.
While you can order one right now, Rivian did not mention exactly how many of the California Dune Edition models it plans to build, though the whole “limited edition” model suggests some air of exclusivity for your $100,000-ish outlay.
Volvo didn’t go too crazy with this XC60 makeover — it’s still the same svelte SUV it always was.
While some European automakers go berserk with their small luxury crossovers, launching models with 671 horsepower (in the case of the Mercedes-AMG GLC63 S E-Performance), Volvo’s XC60 offers up a subtler, more reserved option. Much like it’s larger XC90 sibling, though, it’s getting a bit long in the tooth, so it’s time for an update. This 2026 model year facelift brings in a range of minor tweaks, including a front-end update as well as quality-of-life changes with the interior tech features.
On the styling front, the 2026 Volvo XC60 looks…well, remarkably similar to the old one. Again, we’re talking about a car that’s not known for being particularly loud or brash, so it makes some sense that the exterior changes reflect that ethos. Just a new grille to match the XC90 with the company’s updated iron mark, darkened taillights and new rear wheel options, and that’s about it. Three new color options are available: Forest Lake and Aurora Silver are new, while Mulberry Red makes its way to the model for the first time.
More noteworthy changes come into play once you look inside the revamped XC60. There’s a new 11.2-inch touchscreen with a fresh Google built-in infotainment system, powered by Qualcomm’s next-generation Snapdragon Cockpit platform. For the non-techie people out there, it’s supposedly going to be twice as fast as the outgoing system with far better graphics capability. That’s good news in practical terms, since Volvo’s past infotainment systems have been notoriously unresponsive. Volvo says the snappier system will cut down on driver distraction…and I can attest to that problem from my last experiences driving the pre-facelift XC60 and XC90.
Broadly speaking, the 2026 model XC60 is still a Volvo, and this isn’t a seismic shift from the brand’s outgoing compact SUV. Nevertheless, thoughtful updates can make a difference for some, so a more modern look and better tech could be the clincher when this car hits certain markets in the near future.
Volvo didn’t lay out specific plans for the North American launch just yet. This is a global debut, technically, with the automaker saying the refreshed XC60 is available to order today in “certain countries”. Going further, it also plans to stagger availability and launch timing of this updated model market-to-market. That said, considering this is a relatively minor refresh, we should expect the XC60 and its plug-in hybrid counterpart to reach the U.S. sooner rather than later. If current pricing is anything to go by, we can also reasonably assume the 2026 XC60 will carry a similar price tag to the $48,345 to $59,345 Volvo lists for the current car.
While we haven’t driven the updated XC60 yet, Roman did check out the new XC90 in Sweden. Check that out below:
Yes, modern automatic transmissions are quicker and more efficient than ever. No, I don’t care.
You know, something occurred to me over the past few months: I feel more and more like that annoying uncle who constantly gripes about the good old days when “you had to do it yourself”. Our cars didn’t shift their own gears — we had to use a clutch pedal back in my day! Really, even that conversation is shifting to something like, “our cars didn’t use electric motors…we had engines with transmissions that had to shift gears back in my day!”. But I digress. That’s progress, whether you’re down with it or not, and fewer manual transmission cars are still available for sale in 2025. For those who wish to rage against the dying of the light, however, there are still a crop of fantastic options.
Rowing your own gears has become almost exclusively an enthusiast’s game, so it’s still awesome news that some cars (and one truck!) still at least have the option.
This year, you can choose from one of about 30 different models — though your options are severely limited if your budget’s below $35,000 or so. But even some of the more affordable options are still really good, so it’s not as much of a “beggars can’t be choosers” situation as you might think.
MSRP range: $39,195 (A-Spec with Tech Package) – $54,095(Type S)
In the past few years, Acura is one of the few brands that actually reintroduced manual transmission options to its lineup with the entry-level Integra. Fortunately, both the A-Spec and Type S variants offer a three-row, since the underpinnings are more or less shared with their Honda-branded counterparts. The base Integra is available with a 6-speed or a CVT and 200 horsepower, while the 320-horsepower Type S, like the Civic Type R, is manual-only.
Opting for the manual Acura Integra A-Spec will lock you into the more expensive price tiers, which is a bit of a bummer. The 1.5-liter turbo model, for example, forces you into the A-Spec with Technology trim if you get the 6-speed, though two cheaper trims are available with the CVT. The Type S comes in a one-trim, one-price package, with your only extra-cost options being exterior colors and accessories.
(Image: TFL Studios)
BMW M2
MSRP range: $66,675
Some German automakers are quietly dropping row-your-own options from their lineups (one example starts with “V” and ends with “olkswagen”), but not BMW. At least, you can have a manual…if you spring for an M-badged model. If you can afford it, though, that’s no bad thing, as they’re some of the best driver’s cars around. That’s especially true for the M2 coupe, which most folks agree is the purest expression of what an M car should be.
Here, you get 453 horsepower from a twin-turbocharged 3.0-liter straight-six engine. All that power goes to the rear wheels, and even better — the manual is a no-cost option! Sure, you can easily inflate the price with a ton of other options like a carbon fiber roof and carbon bucket seats and upgraded brakes, but it’s dealer’s choice as to whether you get an 8-speed automatic or the 6-speed manual. And if you’re here, you know which one you should get.
To its credit, BMW is one of three luxury sports sedans you can still get with a stick-shift, but you do have to make a couple sacrifices in the process. The 6-speed manual is the default option on the least expensive, 473-horsepower base M3. If you want the more potent 503-horsepower M3 Competition or the 523-horsepower M3 Competition xDrive model, you’ll have to go with an 8-speed automatic with no recourse to row your own gears.
Still, even if it’s a technicality, you can still get a BMW M3 with a manual transmission. ‘Nuff said.
Basically, it’s the same schtick here as with the M3 — just drop two of the doors. You can still only get a 6-speed manual with the base M4 with 473 horsepower on tap. That’s still plenty to have some fun, but you’ll have to give up the beloved three-pedal option for the 8-speed auto if you want the 503-horsepower M4 Competition or 523 horsepower M4 Competition xDrive.
Sadly, while you can get the M4 as a convertible, you can’t get the M4 as a convertible with a 6-speed manual transmission. BMW probably made the right call since a major selling point of a drop-top is a low-effort, automatic cruising experience. It’s still a bit of a bummer, though.
You can’t get a manual with the M4 convertible, but you can (finally) get it with the Z4 convertible. Great! It only took BMW five years to get around to it, but we won’t hold that against them, as long as there’s not a catch…right?
Well, there is a caveat, as it turns out. Actually, there are two: You can only get the 2025 BMW Z4 with a manual transmission if you opt for the more powerful M40i model, with its 3.0-liter turbocharged straight-six kicking out 382 horsepower and 369 lb-ft of torque. So, the base 2.0-liter model is still automatic-only. However, if you specifically want the manual option, then you have to get the M40i and pony up another $3,500 for the Edition Handschalter Package.
And if you’re thinking, “Gee, that 382 horsepower six-cylinder Z4 finally getting a manual after several years sounds like another two-seater sports car)”, don’t worry — we’ll get to the Toyota Supra in a minute.
Cadillac may be focusing most of its time and energy on its electric transformation, but we can’t forget that it created two of its best sports sedans to capstone its internal combustion efforts…and they’re both available with manual transmissions. Or, if that’s not your thing (thanks for playing along anyway), you can get a 10-speed automatic instead.
The CT4-V Blackwing is the smaller, more affordable and slightly less over-the-top than its bigger brother, the CT5-V Blackwing. Nevertheless, you still get a twin-turbocharged 3.6-liter V6 churning out 473 horsepower and 445 lb-ft of torque, so this is a direct BMW M3 competitor. Cadillac prices it accordingly too, with the CT4-V Blackwing running you $10,000 less (or about M2 money, for a substantially larger and more comfortable car).
(Image: Cadillac)
Cadillac CT5-V Blackwing
MSRP Range: $96,990
If 473 horsepower isn’t enough for you, though, you can always opt for the big daddy Caddy instead: the CT5-V Blackwing. Again, you get a rear-wheel drive sports sedan and a 6-speed manual transmission (with a 10-speed auto option, if you want that instead). This time around, though, you get a supercharged 6.2-liter V8 engine kicking out 668 horsepower and 659 lb-ft of torque to the rear wheels.
In typical Cadillac fashion of trying to be an American thorn in BMW’s side, all that power is available for just over $20,000 less than a new M5. Granted, the new M5 is also a plug-in hybrid with 717 horsepower…but it’s also more than 1,000 pounds heavier than the CT5-V Blackwing. The new BMW M5 really is a leviathan.
(Image: Ford)
Ford Bronco
MSRP Range: $41,525 (2-door Big Bend) – $53,575 (4-door Badlands)
While you can still get three luxury sports sedans with a manual option, it’s even rarer in SUVs these days — a complete 180 from their humble utilitarian roots. Fortunately, the Blue Oval still offers up a couple options for the blue-collar row-your-own enthusiast, with a special twist for the Bronco. Although you can only get it with the 300-horsepower 2.3-liter four-pot engine, Ford offers up a 7-speed manual for its Jeep Wrangler fighter.
Even better, the manual isn’t just available on the base trim. You can absolutely save some cash and get it with the most affordable two-door Big Bend trim if you want, but it’s also available on other trims with which you can get the four-cylinder engine, including the Badlands. Of course, once you get up into the higher-end trims like the Wildtrak and the Raptor — or any V6-equipped Bronco, for that matter — the manual option disappears.
Unfortunately, Ford’s iconic pony car isn’t as popular as it was back in the late 1960s. The world has changed, as has the Mustang…but the automaker’s kept up production for every one of the past 60 years, and has offered a manual transmission option all along the way. We’re now in the seventh generation (also called S650), and there is a change from the past decade or so: You can no longer get a manual with the base 2.3-liter EcoBoost engine.
In the past, we’ve been used to seeing manuals on the cheaper, less potent powertrains, but Ford made a distinctively enthusiast-focused move here, in that you can only get a 6-speed manual with the V8 models. Basically, instead of offering a manual as a sort of cop out, it’s paired with the engine enthusiasts actually want. You can get a row-your-own setup with either the GT model (including the convertible!) or a Dark Horse, with 480 and 500 horsepower respectively.
Is it niche to do so? Yes, but considering you can’t get a Chevy Camaro or Dodge Challenger at all anymore, at least Ford’s Mustang still offers muscle car enthusiasts an option.
With the eleventh-generation Civic’s mid-cycle refresh, Honda did kill off a couple manual options. You can no longer get a three-pedal option in either the base sedan or the Sport hatchback. However, you can still get it with the 2025 Civic Si sedan, which is still packing a 1.5-liter turbocharged four-cylinder engine with 200 horsepower and 192 lb-ft of torque, as well as one of the best short-throw shifter setups you can ask for.
The latest Civic Si is still only available as a sedan, with your only real options being the exterior color and whether or not you want summer tires. If you do want the summer rubber, you’ll spend an extra $300.
(Image: TFL Studios)
Honda Civic Type R
MSRP Range: $47,045
Hatchback? Check. Big wing? Check. 315 horsepower turbo engine? Check. And 6-speed manual? Checkity-check. The 2025 Honda Civic Type R loses none of its awesomeness or its 310 lb-ft of torque for the new model year, and is still only available in a hatchback configuration. The eleventh-gen-based model dialed back the mad styling a bit from the tenth-gen, but it’s still every bit the capable hot hatch it’s been for years, center-mounted exhaust, red seats and all.
Sadly, the Veloster is no longer with us, and Hyundai has been trimming its manual offerings over the past few years, including as a cheap economy option for cars like the Accent (which the automaker dropped from its lineup in 2022). The Elantra N is still kicking, though, and it offers up 276 horsepower and 289 lb-ft of torque with a no-cost 6-speed manual option. In fact, this is one of the few cars where the three-pedal option is still cheaper than the 8-speed dual-clutch transmission.
Apart from looking properly aggressive and having a remarkably loud exhaust for a normally subdued sedan, the $1,500 savings you net by sticking with the better manual transmission is icing on the cake.
As it happens, Jeep made an…interesting decision with the 2025 Wrangler SUV. At first, it was going to make the 3.6-liter Pentastar V6 available exclusively with a 6-speed manual transmission. The resulting backlash was loud and immediate, to the point where Jeep relented and you can once again get the base V6 with an 8-speed automatic transmission. The idea was to basically split the difference between what Stellantis wanted and what it thought Jeep fans wanted: Still have a manual option with the tried-and-true engine, then shunt everyone else toward the 2.0-liter turbo-four.
Granted, the 285 horsepower and 260 lb-ft of torque isn’t going to win you any races — never has, never will. But, like with the Ford Bronco, at least it is still available, though you’ll have to ditch the 6-speed for an 8-speed auto if you want the 2.0-liter engine (including with the 4xe) or the 6.4-liter V8 Wrangler 392…while you can still get one of those, at least.
It’s never been a high-volume brand, but Lotus has long gotten praise for offering sublime driving experiences through its small, light and nimble sports cars. These days, the brand is moving toward electrified models, for better or worse, with the exception of the Emira. This car is a successor to the long-running Elise/Exige/Evora trio, offering up a four-cylinder turbo powertrain or a supercharged 3.5-liter V6 with 400 horsepower and 310 lb-ft of torque. If you want a manual transmission, you’ll have to fork over at least $105,000 or so for the privilege, as it’s only available with the V6.
This one is near and dear to my heart, as I’ve owned not one, not two, but three manual-equipped Mazdas over the years. That includes the current-gen Mazda3, which still offers up the option to row your own gears…for a price.
You see, you can’t get the 6-speed manual on just any Mazda3. You have to get the 2.5 S Premium hatchback with front-wheel drive. That locks you into the base 2.5-liter four-cylinder engine making 191 horsepower and 186 lb-ft of torque. In fairness, it is largely a great spec for a long-term companion, as it has a fantastic interior for the price, a reasonably comfortable ride, good fuel economy and, being a Mazda, solid handling chops. It’s just a shame you can’t get it with the turbocharged powertrain or all-wheel drive, because there’s only one car on this whole list that pairs all-wheel drive with a manual transmission.
We keep asking for a spiritual successor to the Mazdaspeed3 but Mazda corporate isn’t having it. They’d rather focus on selling CX-5s and CX-50s (and to their credit, from a business perspective, that decision is paying off big time). Oh well, on the fun side at least there’s still the Miata too.
Speaking of which, Mazda’s halo car is pretty much obligated to keep its manual transmission, lest it incur the wrath of decades-long, die-hard fans (like me). To that end, you can get a 6-speed manual or 6-speed automatic on any of the soft-top or hard-top RF trims. The only exception for 2025 is the 35th Anniversary Edition, which is based on the Grand Touring trim and is manual-only.
No matter which Miata you choose, you get a 2.0-liter naturally aspirated engine putting out 181 horsepower and 151 lb-ft of torque to the rear wheels. Doesn’t sound like a lot, but massive grunt hasn’t ever been the MX-5’s selling point, unless you’re inclined to V8 swap it.
Long gone are the days where every economy car from Chevy to Volkswagen offered a cheap manual transmission option. Not only are most of the actual economy cars gone, full stop, but the Nissan Versa is the only one left standing that offers a row-your-own option on the cheapest, most basic trim.
Not that I’m advocating you necessarily buy a Versa because it has a 5-speed manual transmission (it’s not that good), but you can technically get an S trim for $18,330 if you do, making this the cheapest new car for sale in America today. It may be living on borrowed time, though, as recent reports note the automaker will drop its cheap-as-all-get-out sedan after the 2025 model year, closely following another cheap car out the door: the Mitsubishi Mirage.
On the flip side, here’s a Nissan for which I would wholeheartedly recommend you go for the 6-speed manual. In fact, while the 9-speed automatic is an option (again, if you really want to go that route…I don’t know what you’re doing here in that case), I’d go so far as to say it’s practically a requirement.
With 400 horsepower and 350 lb-ft of torque on tap, exercising a greater degree of control over how you meter out that power is what makes the new Z more of a charmer than a more plasticky feeling alternative to a Supra or a Mustang. But, and unfortunately there is a “but”, you’ll have to forego the Nismo model, which is only available with the automatic. Seriously, Nissan?
New for 2025 is the Heritage Edition, which is basically a greatest hits version and does give you the choice of a manual or automatic. You have to pay all the money to go that route, as it costs an eye-watering $60,275.
Much like BMW, Porsche is another automaker that still offers enthusiasts manual transmission options across its sports car lineup. The 982-generation 718 Boxster and Cayman are getting a little long in the tooth by now, and probably won’t stick around too much longer. Originally, we were going to get a fully electric replacement to this current line of Boxster and Cayman models, which would obviously wipe out the manual transmission with its departure.
Now, though, while the existing 718 lineup may be drawing to a close, Porsche could develop new gasoline variants to follow them up after all. We’ll have to wait and see on that one, but if you have to pull the trigger on a new manual transmission sports car right here, right now, you still have some options across the whole 718 Boxster/Cayman range.
It’d be a cardinal sin to some for Porsche to omit the manual transmission entirely from its iconic 911 range. That said…it’s not as common as it used to be, as you can’t get one with the base Carrera or the 911 Turbo, for example. You can still get it on the 911 Carrera T for $135,995 (before you get into the options list, that is), as well as the GT3 and the hyper-expensive S/T models.
The base Carrera T offers up 388 horsepower and 331 lb-ft of torque from its twin-turbocharged 3.0-liter flat-six engine. On paper, that’s not a huge amount of power compared to some other sports cars on the list, but 911s have long punched above their weight when you factor in their laser-precise handling ability. And if you want more power, the GT3 easily redresses that balance, offering up a larger 4.0-liter naturally aspirated flat-six with 502 horsepower and 331 lb-ft of torque…not to mention a 9,000 RPM redline.
They’re a few years off their 2022 model year redesign, but the Subaru BRZ/Toyota GR86 pair offer up a decent amount of power — 228 horsepower, to be exact — with astoundingly good handling capability. A lot of that comes down to the Boxer engine’s low center of gravity, which has long been a Subaru hallmark. The 2.4-liter FA24D engine here brings in Toyota’s D-4S fuel injection system, so you’re getting elements from both automakers no matter which car you pick.
Subaru, for its part, offers up three trims for the BRZ, including a more hardcore tS model that beefs up the suspension, brakes and steering for a more spirited driving experience, if you’re willing to fork over the extra $5,000 or so from the Premium model.
To its credit, Subaru still offers an all-wheel drive car with a manual transmission across most of the WRX’s lineup (with the exception of the CVT-only GT trim). It’s kept its iconic rally-bred sedan going long after Mitsubishi dipped out of the game in favor of SUVs, while this VB generation is more grown up and refined than past iterations (for better or worse, depending on who you ask).
With a turbocharged 2.4-liter Boxer engine and 271 horsepower on tap, the latest WRX isn’t exactly a powerhouse — but then again, it doesn’t really have any direct competition these days either. Subaru dropped the base trim for 2025, and replaced the TR model with a new and even more hardcore tS model (“tuned by STI”, in Subaru-speak) with upgraded brakes, suspension and visual tweaks. It’s not a full-on STI model, but if you’re keen on having the best WRX, it’s the one to go for…if you can swing the price.
The Toyota GR86 and Subaru BRZ are birds of a feather, so what is true for one will be equally true for the other, apart from trim names and pricing. That said, you get a 2.4-liter Boxer engine with 228 horsepower, as well as a 6-speed manual transmission or a 6-speed automatic.
On the Toyota side, you can once again get the Hakone Edition for 2025, marking its first appearance in the second-generation run. It’s a bit pricier than the base MSRP, but you do get a unique green paint scheme with bronze wheels and Brembo brakes.
While you can no longer get the basic Corolla hatchback with a manual transmission, there’s a far better option for enthusiasts. Now, the 300-horsepower GR Corolla is the obvious choice, because it’s a hell of a lot of fun and it offers up all-wheel drive. For 2025, Toyota actually introduced an 8-speed automatic to the lineup to broaden the hot hatch’s appeal), but it hasn’t moved off its original intent to offer each trim with a row-your-own option by default.
Side note: With the Volkswagen Golf R losing its manual option for 2025 (spoiler alert), Toyota’s hot Corolla is the only all-wheel drive alternative to the Subaru WRX.
After four years, Toyota finally added a manual transmission to the GR Supra lineup for the 2023 model year. It should have done that from the outset, but hey — at least we have it now, right? What we don’t have for the 2025 Supra range is a 2.0-liter model, so the standard 3.0-liter engine with 382 horsepower and 369 lb-ft of torque is what you get, whether you get the 6-speed manual or stick with the 8-speed automatic transmission.
Supra sales have been flagging over the past couple years, to the point where rumors are swirling that this current generation could be coming to a close. We could well see a next-generation Supra emerge, and here’s to hoping it keeps the manual transmission option. We’ll have to wait and see what happens, though, so if you’re eyeing a manual GR Supra, it behooves you to get one while the getting’s good.
(Image: Toyota)
Toyota Tacoma
MSRP Range: $38,485 (SR) – $43,295 (TRD Off-Road)
And now, it’s time to mention the one and only truck on the list of manual transmissions for 2025: the Toyota Tacoma. While Jeep kept the manual for its Wrangler, it dropped the option from the Gladiator pickup, leaving the Taco as the last truck standing with an optional clutch pedal. There is a caveat, of course, in that you have to stick with the base 2.4-liter turbocharged engine, and the manual is only available on certain trims.
Fortunately, that isn’t really a downside unless you were looking to get a TRD Pro or Trailhunter. Those are automatic-only, as you’d probably expect. The base SR trim, the TRD Sport and TRD Off-Road still offer a 6-speed manual option, though the actual use case for having one pretty much just boils down to the folks who specifically want a manual (but that is why we’re all here, isn’t it?).
(Image: Volkswagen)
Volkswagen Jetta GLI
MSRP Range: $34,395 (Autobahn)
As of 2025, most manual-equipped Volkswagen models are no longer on the menu. Golf GTI? Automatic-only. Golf R? Nope. And not even the Jetta Sport gets a 6-speed anymore — but the facelifted Jetta GLI still has it, baby! This year’s GLI doesn’t make any more power than before, with 228 horsepower and 258 lb-ft of torque from a 2.0-liter turbocharged four-cylinder engine.
There is a catch (because isn’t there always): The 2025 Volkswagen Jetta GLI is only available in its top-spec Autobahn trim. While that does offer some level of convenience with a one-trim, one-price approach, VW’s decision to drop the S trim means the barrier to entry has gone up a few thousand dollars from the previous generation.
☓ Less affordable than rivals (including the RAV4 Hybrid)
✓ Refined ride and handling
☓ Less powerful than some rivals
✓ Spacious, ergonomic interior
☓ Tech features are OK, but nothing jaw-dropping
✓ Good marks for safety
There’s a reason the Honda CR-V is one of the best-selling compact SUVs on the market.
It’s been around for nearly 30 years now, and Honda’s answer to the Toyota RAV4 as well as a horde of crossover rivals continues to evolve with each generation. New styling, new tech — and for the last couple generations, a fuel efficient hybrid option. If anything, a model promising upwards of 40 mpg (per EPA estimates) just sweetens an already enticing proposition for those folks who need one solid, pleasant-to-live-with daily driver.
For 2025, the CR-V Hybrid carries on unchanged from last year. The current sixth-generation CR-V, which broadly shares its HA (Honda Architecture) platform and interior layout with the eleventh-generation Civic, has been on sale since the 2023 model year. The nonhybrid version offers up a turbocharged 1.5-liter engine with 190 horsepower, available across three trim levels. The CR-V Hybrid, for its part, gets slightly more power from its 2.0-liter-backed two-motor powertrain, and also comes in one of three trim options: Sport, Sport-L and Sport Touring. Stepping up each rung doesn’t change the look much, but does add onto the feature set with things like leather interior, wireless charging (on the Sport-L and above) and a Bose premium audio system (on the Sport Touring).
If you’re looking for a TL;DR take on the 2025 Honda CR-V Hybrid, here it is: There’s a reason Honda dealers sold 402,791 of these cars in the U.S. alone last year. There’s a reason why it hasn’t needed to change much over the past couple years and why that sales momentum seems to be growing as of January 2025, where dealers shifted more than 27,000 CR-Vs…with half of those being gas-electric hybrids. It’s just that good.
When you have a ton of players in a market segment like compact SUVs, it’s tempting to say that they’re all pretty much the same and spend the rest of your day deciding which shade of off-white you want for your living room walls (or parked in your driveway for that matter…since a solid quarter of you prefer a white car). Spend enough time looking around, though, and you’ll spot at least subtle differences among them — with the CR-V’s strong suit being that Honda’s polished it to a T over three decades and six generations.
In terms of efficiency and everyday performance, the CR-V Hybrid is (mostly) a class act.
Winter seems to be hitting states coast-to-coast with a vengeance this year, so there’s been plenty of opportunity to test out just how well the “Real Time AWD with Intelligent Control” system works. The 2025 Honda CR-V Hybrid, like its non-hybrid counterpart, still uses a mechanical all-wheel drive system to transmit power from the front to the rear axle as needed. That’s one key change from the Toyota RAV4 Hybrid, which has no such connection and uses an electric motor to meter out power to the rear wheels. Now, Honda’s solution for its compact crossover is not the same as its i-VTM4 system, which it uses in its larger Passport and Pilot SUVs as well as the Ridgeline pickup — but the automaker promises an “extremely responsive” experience to keep you in control in sudden loss-of-traction situations.
On the TFL slip test, things didn’t turn out that promising. The CR-V Hybrid struggled on the three-wheel slip test and in our onX Offroad course, it didn’t fare any better when the wheels are off-kilter. So, to be clear, you don’t want your daily driver CR-V onto a seriously gnarly and technical trail, especially if you leave it on the stock Michelin Primacy 4 Plus all-season tires. In snowy conditions, however, I never had a panic-inducing moment as the all-wheel drive and traction control systems did their job admirably, even without dedicated winter or severe service-rated rubber.
With a 2.0-liter naturally aspirated engine, two electric motors and 204 system horsepower on tap, there’s not really enough grunt for you to get into serious wheel-spinning trouble in the first place. Nevertheless, the CR-V Hybrid did its job shifting me around on the icy, slushy mess that comprises the snowy season here in Colorado, while you can expect to get from 0-60 in about 8 seconds under normal driving conditions.
That’s decidedly “eh” against a class that also includes the punchy Mazda CX-5/CX-50 and the RAV4 Hybrid as well as the Hyundai Tucson Hybrid (both of which have more grunt), but I’d call the CR-V Hybrid’s output tolerable when you consider the flip side: EPA fuel economy ratings between 37 and 43 mpg. (In mostly city driving, I managed to land in the mid- to upper-30s for most of my week driving this example.)
The power may just be decent, but the 2025 Honda CR-V Hybrid also manages a smooth, competent and overall satisfying driving experience for just about everyone. Being a hybrid model, you have to deal with the engine kicking on and off throughout your drive — but you’ll hardly notice unless you’re specifically watching out for it. In my opinion, at least, it even feels a little bit smoother in the transitions than the RAV4 Hybrid, while the engine itself doesn’t drone too much unless you’re really trying to hammer it.
Overall, the Honda CR-V, both hybrid and gas variants, offer up a smooth and quiet ride without feeling too floaty, numb and lifeless. Both the turbo powertrain and hybrid models offer a similar amount of zip by the numbers, though the fuel efficiency advantage obviously leans well into the CR-V Hybrid’s domain.
While we’re on the performance discussion, most compact SUVs aren’t really set up for towing, and the 2025 Honda CR-V is no exception. Non-hybrid models can get away with towing up to 1,500 pounds when properly equipped, but the CR-V Hybrid model drops that number to 1,000 pounds. In other words, pretty much useless, especially when you consider that its Toyota RAV4 Hybrid rival is rated up to 1,750 pounds (250 pounds more than the gas-powered RAV4).
The CR-V’s interior just makes so much sense — but also doesn’t bring any surprises.
As behooves a best-selling crossover second only to the RAV4 in its class, the 2025 Honda CR-V Hybrid needs to bring its A game when it comes to tech and features. And it does: You get Apple CarPlay and Android Auto, dual-zone climate control, heated front seats and a host of driver assistance systems, even on the base Sport Hybrid trim. Honda includes collision mitigation braking, adaptive cruise control with low-speed follow (although it’s not a full stop-and-go system), lane keep assist, traffic sign recognition, blind-spot monitoring and road departure mitigation as part of its standard safety suite.
Upgrading to higher trims nets you even more features, naturally. The Sport-L bumps up the standard 7-inch infotainment screen to a 9-inch unit, for example. Granted, even the larger screen is fairly quaint by today’s standards, but the trade off is plenty of physical buttons to control all the most important features. Like Honda’s other recent revamps including the 11th-gen Civic and the latest Accord, Honda knocks the CR-V out of the park when it comes to ergonomics. Not only do you get buttons to control pretty much everything, but those buttons are grouped together where you’d expect them to be. No muss, no fuss, no hunting for the heated steering wheel button that some automakers seemingly put in a random location (*cough* Toyota). There’s nothing to “get used to” here — it just works.
For all the praise Honda deserves for the CR-V’s interior design, including lots of glass area for visibility and plenty of space across both rows with wide-opening doors to boot…admittedly, there’s not a lot of sparkle. Everything feels well-built, but there’s no option for lighter interior trim (apart from the seats), super-advanced semi-autonomous driving systems, or indeed a huge and sharp-looking infotainment screen. It’s unabashedly uncomplicated, and that does play well when you consider the main competition.
Verdict: This is the best of the hybrid bunch, if you shop wisely.
Between review outlets and owners, the 2025 Honda CR-V Hybrid hits virtually all the right notes for your small SUV daily driver, from styling to interior space and comfort to features to fuel efficiency. If you’re shopping in this class, this should at least be on your shopping list, if not ultimately at the very top once you take some test drives…as long as you don’t plan to tow, that is.
There is one other pain point I’d take into consideration if you are shopping the hybrid model, though — and that’s the price. At $42,495 plus a bit extra for a premium color (Platinum White/Radiant Red/Still Night (blue)/Urban Gray) and any accessory packages, the Sport Touring trim is awfully pricey for the extra features you get. Sure, the upgraded Bose system and heated steering wheel are nice, but is it worth an extra $2,000 or more over the Sport-L? Maybe not.
You can also save another $1,500 if you stick with front-wheel drive, which you can do with the base Sport Hybrid and Sport-L Hybrid. That’s the configuration that promises up to 40 mpg combined, while going for AWD as an option or getting the Sport Touring drops the combined EPA figure down to 37 mpg. So, the Sport-L trim is what I’d suggest with FWD, if you can get away with it, and that’ll get you a well-equipped and efficient daily rig for about $39,045.
If you thought the new Kia K4 looked funky, you’ll want to get a closer look at this.
Ahead of its 2025 EV Day event, Kia decided to show off the production version of its latest electric model, the EV4. After showing up in concept form, this is the actual production model people will be able to buy as a sedan or as a more practical hatchback. Both are interesting decisions, as the market has been broadly moving away from boring old sedans in favor of far more popular SUVs…but Kia and its sister company Hyundai have been sticking with it. And with a fair degree of success: Both the K4 and K5 held promising sales momentum in January.
Now, we’re getting our first proper look at what is, essentially, the K4’s electric counterpart. The upcoming EV4 sheds little of its concept-like styling in the production version, though there are a few notable (and practical) differences. This model gets realistically sized door mirrors, for one, and the outlandish and huge triangle-themed wheels have been toned town a bit. That said, you still get straight-line styling at both the front and rear ends, as well as a distinctive roofline with glass elements meeting up at different angles as part of the company’s “Opposites United” design philosophy. Whether or not it actually works depends on your tastes, but as far as being something a little funky that stands out from the crowd…well, I’d say it does that.
Though the hatch does get similarly angular styling, you could argue it’s a bit more conventional, especially at the rear end. In these images at least, though, it doesn’t appear to have a rear wiper — an omission that carries over from the EV6 and which Hyundai just reversed with its updated Ioniq 5. Much like the EV6 and EV9, the smaller EV4 will also get a sporty-looking GT-Line trim.
Kia didn’t go into details on the EV4’s technical specifications, as that information will come during the EV Day. That event starts in Terragona, Spain on February 24, while the automaker says it will specifically debut design and product features of the EV4 on February 27. Hopefully, that information will include Kia’s plan on all the markets where it will sell this new EV, because it has not confirmed whether the production EV4 will come to North America, at time of writing.
This latest concept display previews the functionality of BMW’s next-generation 3 Series.
For the past two years, BMW has been highlighting the major points of its ‘Vision Neue Klasse’ era that will ultimately replace its existing cars. That includes compact sedans like the 3 Series, and the automaker announced more details on Monday outlining the driving dynamics of the up-and-coming gas and electric variants through a prototype called the Vision Driving Experience.
This concept focuses more on the control unit and software behind the next-gen vehicle that will eventually go into production. The Vision Vehicle itself, which we’ve now seen in a few different announcements, will not go into production — so Monday’s announcement is a tech demo and, in their own words, a “rollingtest rig for drivetrain and driving dynamics technology developed specially for the Neue Klasse — the next generation of BMW vehicles”. That includes the control unit for the new model’s drivetrain, brakes, steering, charging and energy recuperation functions, all of which coalesce into the marketing-friendly “Heart of Joy”.
BMW claims this Heart of Joy control unit processes information “ten times faster” than previous systems, responding with single-millisecond latency. It works in conjunction with the automaker’s Dynamic Performance Control software, but this is actually the first time that all driving dynamic functions have beencombined into a single unit. It also claims better range and up to 25% better energy efficiency by virtue of having more centralized control, rather than separate control algorithms for the drive system, steering and braking.
In the bigger picture, BMW’s Heart of Joy is one of four “superbrains” (because “computers” is turn-of-the-century levels of quaint, apparently) controlling all the functions in its future cars. The other three, as you’ve probably worked out, will handle functions like the automated driver assistance (ADAS) systems, the infotainment and “basic functions” like climate control, and interior/exterior lighting.
For the moment, the Vision Driving Experience’s interior is at a decidedly concept-like level. Nevertheless, from the screens to the squircle steering wheel futuristic dashboard layout, this car does likely preview what the next-generation 3 Series will look like. The electric evolution of the Neue Klasse, for its part, will likely carry the i3 name. On the gas side, we’ll likely see the eventual styling, interior design and a broad range of tech features also make their way into the new generation.
The first question comes from a fan who there’s a future Ford Thunderbird in the works.
Q: (Via: NathanAdlen@Twitter/X) RE: Future Ford Thunderbird
No one has given me a good answer about some of the names Ford reuses. I was wondering about the future Ford Thunderbird and what Ford might do with it. It’s a name we all know right? Maybe the time is now for a return of the Thunderbird. My grandpa had a Thunderbird in the 1970s that was made in the 1960s and it was a boat! I think they went from small to big and back to small in the end.
A: There’s always a chance the Ford will bring back the name.
Before giving my two-cents, I wanted to thank you for the message. I am a former ninth-generation (1984) T-Bird owner, and there have been many Thunderbirds in my family, going all the way back to the 1950s. Like the Maverick name, there’s no reason it can’t make a return, but there may be some vexed fans.
There are only a few ways I see Ford bringing back the Thunderbird nameplate in the near future. Either they use an existing platform, or build something new. I sincerely doubt they will do the latter. If they keep this theroridecial T-Bird a “car,” they only have two (current) options. One: use the preexisting Ford GE1 electric platform, underpinning the Mach-E – and use the rumored Lincoln interior that was never used to gussy it up. Or, use the seventh-generation (S650) Ford Mustang as a starting point, and build a true successor to the Thunderbird name.
I highly doubt either of these options are viable. The only other way to make this work (without risking too much dough) is to use a current crossover/SUV platform. I suppose they could try using the Lincoln Corsair, or Nautilus as a starting point, but that just seems wrong. Yet again, this is hard to imagine for me.
Ford has made no mention of any plans to revive the name. There has been no chatter on updating any trademarks, names or concepts that have anything to do with the Thunderbird.
Sorry, I wish I had more to offer you.
— N
P.S.: I was asked this question wayback in 2017…and I had a different perspective back then.
The last question comes from a Nissan fan who is worried about the recent news regarding Honda. I think..
A:If you’re referring to the failed talks with Honda, things looked bleak, but there’s a few options out there.
Right after we heard the talks were finished between Honda and Nissan, there was word of another player interested in Nissan — Foxconn. Based in Taiwan, Foxconn (Hon Hai Technology Group) is a multinational juggernaut. They have already dipped into the EV auto industry, but appear ready for a real expansion. According to reports, they are not interested in acquiring Nissan, but partnering with them. This could be great for Nissan as they would have a partner to help build upward and onward.
Mind you, these are the early days of talks, and (just like Honda) it could all come crashing down rapidly. Still, this could be an ideal partnership for a company that wants to hit the auto industry, and for an automaker intent on building more EVs. We should hear more soon.
There are other rumored interested parties, but the Foxconn is the one I’m watching right now.
Stand by, I think Nissan will figure something out soon.
Some exciting potential news for hot hatch fans: VW could be working on a more powerful Golf R with the Audi RS3's five-cylinder engine to launch in 2027.
