mod@tech

Every vehicle is measured by certain statistics. Horsepower and torque are always taken into consideration. For most car buyers, mpg is a significant selling point. The number of inches an infotainment display measures is a key differentiator because, when it comes to screen size (just as with TVs), size matters. Supercars prove their performance with their lap times at Germany’s Nürburgring Nordschleife, a.k.a. “the Green Hell,” a 12.9-mile course which many consider the most difficult in the world. Setting a time under seven minutes is a major accomplishment—and Chevrolet recently did it twice with the C8 Corvette ZR1 and ZR1X.

Nearly two years ago, Chevrolet set out to join the short list of manufacturers who have pulled off that feat of engineering, performance, and skill, calling it Project 7. Instead of choosing one Corvette, Chevrolet bettered its chances by taking the new Z06, ZR1, and ZR1X. But unlike other manufacturers, it decided against using professional race car drivers. Chevy turned to three engineers who know its top Corvettes inside and out, who have driven a combined total of nearly 2,000 laps on the Nürburgring: Aaron Link, Vehicle Performance Manager, piloted the Z06, which is powered by a 670-horsepower, naturally aspirated DOHC 5.5-liter V8 with a flat-plane crankshaft. Lead Vehicle Dynamics Engineer Brian Wallace was responsible for getting the twin-turbo, 1,064-horse Z06 into the record books. Drew Cattell, Vehicle Dynamics Engineer, was behind the wheel of the ZR1X hybrid, which combines the ZR1’s enormously powerful LT7 V8 with the Corvette E-Ray’s electric front-axle motor to produce an asphalt-scorching 1,250 horsepower.

After using the simulator at the Milford Proving Ground, a massive international logistics operation, practice laps, telemetry analysis, and waiting for the weather to cooperate, Link, Wallace, Cattell, and their colleagues started the final phase of Project 7. To optimize each car for the track and the demanding conditions there, the Corvette crew pre-warmed each set of tires in special ovens and blew fans on the radiators between laps.

In the end, Project 7 was a success. The Z06 crossed the finish line in 7:11.826, which is way above the target time, but also faster than the Lynk & Co 03 Cyan Concept in the prototypes/pre-production vehicles category. The ZR1 pulled a 6:50.763, beating the Ford Mustang GTD by more than a second and securing the Corvette the #7 spot on the list of fastest production cars at the Nürburgring (in the same class). The ZR1X leap-frogged that time and the Porsche 911 GT3 RS with a time of 6:49.275, which puts it at #5 on the leader board. The only four cars ranking higher are German exotics, including the $2.8-million Mercedes-AMG One at the top, which uses an F1-derived turbocharged 1.6-liter V6 and an array of electric motors.

It’s not a stretch to say the mid-engine C8 Corvette is a world-class performance car. It’s also not a surprise that the Corvette is a bargain compared to its European rivals. Both the Z06 and ZR1 have starting prices well below $200,000; Chevrolet hasn’t released the ZR1X’s MSRP, but it’s safe to assume it won’t be anywhere close to $3 million.

Is the following news good or bad? It’s all about perspective.

According to Car and Driver, the Genesis Electrified G80 has been discontinued for the American market. It’s a shame, as it was on the cusp of a 2026 refresh that was to include a 5.1-inch wheelbase increase.

We tested the Electrified G80 in 2023, its inaugural model year in the American market. We found it to be a stylish luxury sedan that’s fleet on its feet—both in straight lines and turns. Yes, there were packaging compromises that affected headroom and trunk space, but those drawbacks are not deal-breakers unless you are Wilt Chamberlain’s zombie.

Truth be told, Hyundai chose not to include the Electrified G80 in Genesis’ 2025 lineup, so it managed to exist only for two model years. For 2023, 1,329 were sold, plus another 397 for 2024—no wonder the Electrified G80 was dropped. Additionally, 77 leftovers were sold during the first half of 2025.

Certainly there is a segment of EV-haters out there who will be celebrating this as good news. These cars may rub against the car culture in which we all participate, not to mention EVs arguably are an unwitting participant in political tribalism thanks to meeting at the crossroads of technology, culture, and climate policy.

It also could be said that this is bad news because it reduces Americans’ freedom of choice, the liberty to choose which goods or services to purchase based on their wants, needs, and resources. The market—at least in the U.S.—has determined that it does not want the Electrified Genesis G80, and Hyundai has elected not to go through the lengths and costs to certify it. If the Electrified G80 was a halo car, perhaps we would be having a different conversation.

Yet (this may make my former economics professor happy) I could say the public has spoken, deciding it would rather drive a conventionally powered Genesis sedan, if not an EV of a different brand.

So, the question remains: Is it good news or bad that the Genesis Electrified G80 is no longer in the American market?

It all depends on your perspective.

The 2016 BMW M4 is a perfect case study of the age-old debate about the merits of automatic versus manual transmissions. When equipped with a six-speed manual transmission, the car was capable of a 0-to-60 acceleration time of about 4.1 seconds. But when optioned with the seven-speed dual-clutch automatic, it could hit 60 in closer to 3.7 seconds.

Ultimately, personal preference dictates any given driver’s dream machine. If sheer speed is your thing, the M4 automatic takes the cake. We have just the vehicle for you to test out its performance credentials – on a closed course or racetrack, of course.

Featured on AutoHunter is this 2016 BMW M4 Coupe. The car is being sold by a dealer in Fort Myers, Florida, and the auction will end Tuesday, August 12, 2025, at 11:00 a.m. (PDT).

Finished in Silverstone, this 94,000-mile sports coupe comes equipped with plenty of performance-oriented goodies like the Competition Package, an active M differential, and an adaptive M suspension. An aftermarket Dinan free-flow exhaust system has been added for some extra growl too.

The 4 Series first went into production in 2014, when the BMW brand decided to split its coupe and convertible variants of the 3 Series into a separate line. The coupe was dubbed the F82; the convertible was the F83. In keeping with tradition, a high-performance “M” variant made its debut shortly after the initial reveal. Depending on options and configurations, the M4 stickered for between about $75,000 and $90,000, so it was targeting buyers in the same range as the base Chevrolet Corvette Z06, the Porsche Cayman GT4, and the Cadillac CTS-V. Needless to say, the competition was fierce.

The CARFAX report for this car shows it was first offered for sale in late 2015 at Five Star BMW in Florence, South Carolina. Five Star continued to service the car for about its first 48,000 miles. In 2018, the car was relocated to North Carolina, and it subsequently traveled to Tennessee and Florida, where it is now listed for sale in Fort Myers.

Power comes from an S55 3.0-liter twin-turbocharged inline-six that was rated at 425 horsepower and 406 lb-ft of torque. The seven-speed dual-clutch automatic was the transmission of choice. According to the documentation provided, BMW of Sarasota, Florida, performed an oil change, a brake service, and a maintenance inspection about a year ago at 91,005 miles.

Whether or not your “Ultimate Driving Machine” comes with a clutch pedal, there is no doubt an M4 is plenty fast to get your heart beating. Click over to the auction and picture yourself behind its carbon-fiber-wrapped wheel.

The auction for this 2016 BMW M4 Coupe ends Tuesday, August 12, 2025, at 11:00 a.m. (PDT).

Visit the AutoHunter listing for more information and a photo gallery

The triumvirate of German luxury brands includes the legacies of other automakers. For example, Audi rose from the ashes of NSU and Auto Union once Volkswagen took over, while Daimler-Benz became the majority owner of (irony of ironies!) Auto Union. And BMW? Our Pick of the Day may have a BMW badge, but its origins come from another German automaker. This 1968 BMW 1600 GT is listed for sale on ClassicCars.com by a dealership in Costa Mesa, California.

BMW has existed for a long time, but the 1950s were quite rough for the brand. Most of its lineup was for the rich; only one model had mass appeal around the world: the 507 sports car. Producing the Isetta under license may have helped the company, but the low profit margins from the microcar put BMW in a precarious financial position by the end of the decade. The BMW 700 helped save the company and allowed it to move up to the Neue Klasse line of sedans and coupes that set the tone—both culturally and financially—for BMW to this day.

Glas was originally an agriculture brand, which evolved into motor scooters (inspired by Vespa) and then cars. Its first four-wheeler was the Goggomobil T sedan, introduced for 1955. Several years later, the TS coupe debuted (somewhat familiar to American enthusiasts), as well as a TL van.

For 1958, Goggomobil introduced the T600 and T700, both of which became the first models built under the Glas name; the rechristened 1960 Glas Isar (Isard for export markets) offered several advanced engineering features but suffered from poor reliability. In 1962, a larger Glas 1004 was introduced, which featured a 992cc OHC inline-four with a rubber timing chain.

In 1964, Glas introduced the Frua-penned Glas 1300 GT, powered by a 1290cc OHC inline-four, with the 1700 GT added late in 1965. However, in 1966, BMW took over the company and installed the 1573cc inline-four from the BMW 1600, creating the BMW 1600 GT. Along with adding an independent rear suspension, the Glas-derived BMW now featured enhanced power and handling. Also added was the Bimmer’s signature twin-kidney grille and round taillights. As configured, this vehicle and all other remaining Glas models were available through 1968.

This restored 1968 BMW 1600 GT features the 103-horsepower, 1.6-liter inline-four. “It has recently been expertly renewed by European specialists, Oldenzaal Classics in the Netherlands,” says the seller. Painted Granada Red with a black vinyl interior, it’s an interesting Italo-Teutonic hybrid of which 1,259 were built before production was discontinued. “Their exceptional attention to authentic detail is evident in features like the 14-inch chrome wheels with BMW hubcaps, front disc brakes, perforated headliner, metric VDO instrumentation, wood-rimmed steering wheel, and period-correct radio.”

Originally a German-market car, this off-the-radar Bimmer now resides in the United States, so there’s no fussing with import duties or the inconvenience of shipping. With a contemporary fastback design and an engine that has good club support, this $92,500 1968 BMW 1600 GT is an interesting remnant of the postwar German automotive history.

Click here to view this Pick of the Day on ClassicCars.com

The roster of 1970s Chrysler and Imperial vehicles reviewed by Consumer Guide was not as bad as I had expected. The takeaway after surveying the pair of books was that early C-bodies were horrible in the beginning but became better as the decade wore on, with the LeBaron actually forging an improved path for the brand.

So, what about Plymouth?

My recollection suggests that there was only one Plymouth that the testers recommended as a used car, with other models having poor body integrity over time, bad fuel economy, or too many recalls. Would that still be the case once I evaluated Plymouth’s entire lineup? I suspect my memory is a bit harsher than reality, so let the excerpts below demonstrate most of the reality versus my perception. Observe the captive imports save the Rootes-based Cricket (the latter of which had a poor record) and Mitsubishi-based Sapporo. Please note the CG rating scale of 5 being Excellent and 1 being Poor.

Plymouth
“The unitized bodies are practical for subcompacts and compacts, but they are unacceptable for the bigger, comfort-oriented models.”

• Barracuda: “Workmanship was bad. Body integrity was worse, resulting in air and water leaks, plus penetrating noise at all speeds.” CG rating: 1
• Fury/Gran Fury: “If you don’t mind sacrificing quiet [due to unitized construction], then the Fury is a good used-car buy.” CG rating: 2-3
• Satellite/Fury: “Plymouth’s intermediate … gives good gasoline mileage for its class and loses resale value quickly. That would be enough to qualify it as a best buy, if it were not for the car’s lackluster repair history.” CG rating: 2-3
• Horizon and TC3: “Overall, a fine little car, and rather underrated … [though] workmanship more lax than on German or Japanese imports.” CG rating: 5
• Valiant: “No car sold during 1969 through 1975 can compare with its all-around good sense and economy.” CG rating: 5
• Volaré: “A basically good design for its day spoiled by haphazard assembly practices.” CG rating: 5
• Champ: “Performance okay for this sort of car … fine fit and finish [make it an] excellent used-car buy.” CG rating: 4
• Arrow: “Engine and drive train durability is better than average, and body integrity superior.” CG rating: 4