KBB editors drive hundreds of cars a year. We drive them in traffic, load them up with garden supplies and Christmas trees and family members, take them off-road, put on helmets and take the sports cars to the track, and parallel park them in tight conditions. We evaluate them all carefully, putting ourselves in the shoes of someone shopping for each sort of vehicle. We meet to discuss our impressions, crunch numbers on reliability and value, and name our Best Buys each year as a team.
Inevitably, each of us falls in love with a few cars every year.
The ones we love don’t always make the Best Buy list. Sometimes, we can rationally understand that a car isn’t right, on average, for most buyers. But it’s just right for one of us.
As the end of the year approaches, we take off our careful consumer advocate hats and discuss the ones we irrationally loved.
These are the cars our editors were left thinking about long after the drive this year.
Eric Brandt, Senior Editor
2025 Chevrolet Equinox EV
Several cars in recent decades have been called the electric vehicle (EV) that would make EVs mainstream. Since that prediction is always wrong, I won’t saddle the Chevy Equinox EV with such a lofty title — but it has the potential to quietly convert scores of gas-to-electric converts.
The roomy and pleasant Chevy Equinox EV is just plain great in subtle and unexpected ways. The one I drove for a week was configured exactly how I’d option mine if I were to order one. It was the 2LT trim with the front-wheel drive (FWD) powertrain (which gets up to 319 miles of range) and only one option, the Super Cruise Package, bringing the total sticker price to $45,995 before any tax incentives.
I love hands-free driving tech, and Super Cruise is my favorite. It has the most miles mapped, and it’s the only one that can make hands-free lane changes. It’s great to see this technology become more accessible to a broader range of drivers by making its way into reasonably priced GM models like the Equinox EV.
Although its driving experience isn’t particularly thrilling, the value this Chevy brings to the table is exciting, especially now that the 2025 model starts at just under $35k. The Chevy Equinox EV is the best EV you didn’t know you wanted.
NOTE: The Honda Motocompacto I rode around at the Chicago Auto Show this year is the single greatest vehicle I’ve ever piloted, but Sean asked specifically that we write about a car.
Matt Degen, Senior Editor
2025 Mercedes-Benz G-Class
The Mercedes-Benz G-Class, aka the Gelandewagen or simply the G-Wagen, has long been an automotive dichotomy. It’s a Mercedes, yes, so it has all the Mercedes luxury stuff. Yet, just look at the thing! It’s like a German Jeep on steroids. And like the actual American Jeep, it was born for military use, not for shuttling around the kind of A-list celebrities that can afford its six-figure price. Yet here we are.
Part of the G-Wagen’s allure is that it has barely changed over the decades. Its silhouette is the same, and, at least for the U.S. market, has long been powered by a brawny V8 (or even that glorious, gone-too-soon V12 version — that was a riot).
That changes for 2025. The latest Mercedes-Benz G 550 uses a turbo inline-6 with electric hybrid assist. And believe it or not, this isn’t vehicular blasphemy. With 443 horses at the command of your right foot, this thing feels just as potent — if not more so — than the former V8. At 18 mpg combined, this ain’t no Prius. But according to the EPA it is four mpg better than the prior G 550’s V8. So there’s that.
But let’s be real: No one who spends over $150,000 on one of these things (that’s the starting price, and yeah, you’ll pay more than that for one) cares much about its efficiency. This is about a warped mix of bravado and beauty. The G-Wagen has triple-locking differentials that will never be used in Hollywood or Miami, climate-controlled massaging seats that work almost too well, and a Burmester audio system that sounds fantastic. Closing the door and locking it feels like you’ve just entered a vault. Sitting up high in the driver’s seat makes you feel like you could conquer nations, let alone pesky traffic.
No one outside a military general (or the pope!) needs a vehicle like this. It’s ridiculous in every way, and the very price of the one I was in for a week — over $180,000, with six grand of that for the exterior paint color alone — could buy a house in some parts of this country. Yet I couldn’t help but love this thing. Few vehicles can make you feel so special, so pampered, and so invincible as a G-Wagen.
Jason Fogelson, Managing Editor, Publication Operations
2024 Hyundai Santa Fe
I’m an SUV guy, and I have a new favorite SUV: The 2024 Hyundai Santa Fe.
The Santa Fe has gone through a bunch of iterations since Hyundai introduced it as a 2001 model. Now, almost a quarter-century later, this middle-of-the-road SUV has emerged from its design cocoon as a boxy, stylish, thoroughly modern adventure vehicle.
I think it out-Defenders the latest Land Rover on the outside and nearly matches the Range Rover on the interior. I drove a top-of-the-line Calligraphy 2.5T AWD model with an as-tested price of $50,905 — just a hair above the average transaction price for a new car these days.
What you get for your money is a luxurious, agile, stylish 3-row SUV that looks like a million bucks — making that 50-grand price tag look like a bargain. Until I get to drive the 2025 Toyota 4Runner, the Hyundai Santa Fe is at the top of my list.
Jeff Glucker, Senior Editor
2025 Porsche 911 Carrera
When you think of a base car, I imagine pictures of econoboxes with miserable interiors and derelict driving experiences dance in your head. This year, however, I drove what may be the best “base” car on the planet. I am talking about the 2025 Porsche 911 Carrera. And I am here to tell you that this entry-level model may deliver you to driving heaven.
Porsche serves up its entry-level 911 with a 388-horsepower turbocharged flat-six engine. You access its glory by way of an 8-speed PDK gearbox, and the entertaining action gets sent to the rear wheels. The power arrives in the appropriate Porsche roar, leaving your ears wanting ever more. The steering feel manages to be perfectly balanced between easy-going lightness and hearty heftiness. And you know that the brakes are ready to jump into action at a moment’s notice. The 911 Carrera drives like an absolute dream. Somehow, though, it does this at both around-town-running-errands sort of speeds and those empty, curvy California mountain pass speeds where you need to catch your breath and slow your heart rate back down once you come to a stop.
This legendary sports car features a cabin space that’s more comfortable than ever. I remained smiling after logging long days behind the wheel, and in fact, I would’ve been quite content to keep on rolling. But what’s remarkable about this car is that it’s the entry point into the 911 world. From here, things only get better. At least, if you view “better” in the context of more potent power and performance.
But not everyone needs “more,”… and the 2025 Porsche 911 Carrera proves that a base car can be a beautiful thing.
Allyson Harwood, Senior Editor
2025 Volkswagen ID. Buzz
No vehicle I have driven this year made me smile as much as the ID. Buzz. After many years of anticipation, it was rewarding to have such a pleasant experience behind the wheel of this van. It exceeded my expectations. There are so many black, silver, and gray nondescript vehicles on the road today that when you see the vibrant, two-tone candy colors of the ID. Buzz, it’s like Dorothy first setting foot into Oz. Those color schemes, paired with the good-natured retro style of the van that bring back fond memories of the Microbus, make this vehicle very easy to like.
But what truly struck me about the ID. Buzz is the amount of substance beneath the candy coating. The ID. Buzz is big inside but easy to drive and maneuver in small parking lots. The ride is comfortable, and visibility is very good. The interior color schemes are light and airy, making the space feel even bigger and more welcoming.
The base model has a fairly steep price tag. But that cost includes a lot of standard equipment, including the IQ.DRIVE safety suite, power massaging heated and ventilated front seats, power sliding doors and tailgate, heated mirrors and steering wheel, a 12.9-inch infotainment screen, wireless phone charging, 3-zone climate control, and more.
Volkswagen has made terrific use of the Buzz’s interior, too. As VW explains, it has the footprint of the Atlas Cross Sport and more space for people and things than the Atlas. Its 146 cubic feet of cargo volume is more than the Suburban or Sienna offers. The third row is voluminous — it’s the best third-row passenger space of any mainstream model. The third row is removable, while the second row folds flat. There’s even a retractable trailer hitch available, as well as niceties like an electrochromic glass panoramic sunroof, 14-speaker Harman Kardon audio, and a heated windshield.
Yes, it would be nice if the starting price was lower, and yes, more range would also be welcomed. But all I keep thinking about is where I would go on a road trip with the ID. Buzz, and what the Westfalia camper version would look like.
Scott Hinderer, Editor
2024 Dodge Hornet
Perhaps the 2024 Dodge Hornet seems an unlikely choice. That’s fair.
It’s not perfect, but it is fun.
I drove it for two weeks or so, far longer than most test drives. The Hornet R/T Plus I drove is a plug-in hybrid electric vehicle (PHEV), and the version I would choose with my dollars. Compact SUVs — especially sporty ones — are probably my favorite vehicle segment, and according to current sales reports, America agrees.
Having a slightly smaller footprint than the Honda HR-V, the Hornet would seem to fit better in the subcompact SUV class. That move would make it a bit of a unicorn among subcompacts since no other PHEVs compete there outside the luxury sector.
That’s where the Hornet shines. Once you deplete its 32 miles of pure electric range, the Hornet remains near the top of the class in combined fuel economy at 29 mpg and stands alone with 77 MPGe. However, the R/T puts out 288 hp and 383 lb-ft of torque.
In the oomph category, it blows away the turbocharged Mazda CX-30, the previous class champion. Every other class rival lags in that category. Although it competes well with larger, compact PHEVs on price, some buyers may struggle shopping it against other subcompact SUVs.
Rob Nestora, Senior Editor
2025 Hyundai Ioniq 5 N
While EVs provide relief from rising fuel costs, most don’t offer much personality in terms of driving experience, let alone genuine excitement.
The Hyundai Ioniq 5 N, on the other hand, offers fun by the hatch load.
The dual-motor all-wheel drive (AWD) electric produces up to 641 hp and 545 lb-ft of torque, launching its occupants from zero to 60 mph in about 3.3 seconds.
The neck-snapping acceleration isn’t the only trick up the Ioniq 5 N’s sleeve, though. There’s the N Active Sound Plus, which supplies three options for simulated engine noise, each of which has its own appeal. There’s the e-shift feature, which provides aggressive simulated shift points and elicits exclamations from even the most seasoned pros. And, of course, there’s Hyundai’s N Grin shift button, which adds more power for 20 seconds of higher speed shenanigans.
I was lucky enough to toss the Ioniq 5 N around the iconic WeatherTech Raceway Laguna Seca, and it’s possibly the most indelible memory of my automotive career. And while the future is most certainly EVs, thanks to the Ioniq 5 N, I sleep easy knowing that future will be anything but boring.
Colin Ryan, Senior Editor
2024 Fiat 500e
I didn’t drive the 2024 Fiat 500e all that far. Not enough to test the less-than-impressive maximum range of 149 miles. And I drove it on canyon roads, not the city streets that ought to be this car’s natural habitat. I’ve driven other Fiat 500 models before and always felt like I was wearing a pair of shoes a couple of sizes too small (I’m a male of average build). Despite all this, I really like the 500e, and the experience has stayed with me. That’s a good sign right there.
The thing about the Fiat 500e is that, unlike most other electric cars, it doesn’t seem especially heavy. The battery has to be small, after all, to fit in this subcompact hatchback. And the steering is quick, ideal for those sudden evasive maneuvers that are so often part of city driving. As it turned out, this quality added to the fun factor through the canyons. The 500e is quite zippy and darty; pardon the technical terms.
This next bit is purely subjective, but I have a thing for European design. Considering how built-to-a-budget the Fiat 500e is, the interior comes across as charming. Likewise the exterior, including the alloy wheels.
I came away wanting to want the 500e, if that makes sense. Sure, the 149-mile range isn’t great, but trundling around the city during the day and recharging every night could make that workable. This little car can also be parallel-parked into spaces other vehicles would have to drive past.
Pricing (in the mid-$30K region) is a bit high, although we’ve seen some intriguing lease deals. On the same day as I encountered the 500e, I drove the Volvo C40 Recharge, and if I were in the market for an EV, I’d want that to be on my list. It drove beautifully, looked fantastic inside, and my appreciation levels rose with every mile. Yet that short time in the 500e has burned itself into my memory. I don’t know how significant that is, but I can only say that anyone interested in a new Fiat 500e should be on their guard. This thing has a way of getting to you.
Sean Tucker, Lead Editor, News
2025 Lincoln Nautilus
Even I find it odd that I’m writing about the Lincoln Nautilus here. It wasn’t my favorite car to drive this year (the Genesis G80 fit me like a glove). I didn’t have the most emotional reaction to it, the way taking a Toyota GR86 on a highway cloverleaf reminded me of the freedom of my first day with a driver’s license.
No, the Nautilus is a relatively sedate midsize luxury SUV. So why did it stay with me? Because it has, hands down, the best design idea I’ve seen in a car in years.
Automakers have spent the last few years finding ways to cram more and larger screens into cars. The result has been, at best, some cars that look very high-tech and futuristic in photos. However, from the driver’s seat, they rarely feel fully baked.
Why? Because those screens sit behind the steering wheel, where your hands inevitably block your view of something important. They’re set below your line of sight, so you have to take your eyes off the road to see them. Your eyes are forever adjusting as you move back and forth between traffic and the displays. Automakers have even taken to projecting some info on the windshield directly through head-up displays — yes, cars with screens and things to keep you from using the screens.
Lincoln finally solved this problem with the Nautilus. It has an immense screen that takes up the entire width of the dashboard, mounted high against the base of the windshield, above a flat-top steering wheel. At more than arm’s distance away, it’s always in your peripheral vision as you drive. You never have to look deliberately at it at all. Your eyes naturally pick up what it tells you as you watch traffic.
You control the big screen with a smaller touchscreen mounted where you’d expect the screen to be. But I rarely found myself needing to touch that, as the big screen is large enough — and thoughtfully laid out enough — that you never go paging through menus for anything.
In the first 10 minutes of driving it, your immediate impression is, “OH! This is what all those designers were trying to do. Someone figured it out.”
I hope the rest of the auto industry follows quickly. EV builder Lucid already has a similar setup in its upcoming Gravity SUV.
The user interface in the Nautilus just makes sense in a way no other car I’ve driven can match.
Lyn Woodward, Senior Editor
2024 Toyota Land Cruiser
A review of the 2024 Toyota Land Cruiser in the style of a dating website profile:
Yo! Looking for someone who likes outdoor adventure but has a soft side, too? Then, I might be just your brand of tequila. First, I’m hot. I mean, look at me, tall, lean, not a lot of frills but check out these eyes! (No, not the rectangles on the mid-tier Land Cruiser. Come on, Toyota, what were you thinking ?)
And hey, I’m not all style and no substance. I’m a stunner on the inside, too. I’m excellent entertainment (available 12.3-inch touchscreen with Smartphone integration) and so smart I don’t need to ask for directions (with navigation). Plus, I can keep you safe (Toyota’s Safety Sense 3.0 comes standard) and offer you all the comfort you could possibly need. But whoa, stop staring at my great seat!
Like an adorable Labrador, I’ve got a lot of energy (hey, yo, i-Force Max inline 4-cylinder mated to an electric motor making a combined 326 hp and 465 lb-ft of torque), but I’m even-tempered (thanks to that 8-speed automatic transmission power delivery feels linear and smooth).
Underneath all this sexy, smart exterior, I’m solid while still being independent. (Full-time 4-wheel drive with Multi-Terrain Select and KDSS on all but the base model.) Ready for adventures? I can take you to places you’ve never been before (howdy, 23 mpg combined). You can bring along your cute friends, wink, wink (yes, towing up to 6,000 pounds, you dirty-minded people).
Only catch? Like the finer things, I’m not cheap. But I’m a huge catch, so what are you waiting for? Slide on into my DMs!
