Category: Green Technology

The 2018 Kia Optima Hybrid takes the Optima sedan’s good looks and doesn’t impart many cues to its greener propulsion system.

The same sloped roof and curvy exterior sheet metal wrap a contemporary cabin. The look isn’t as revolutionary as it was in the beginning of the decade, but it’s still handsome.

The 2018 Kia Optima Hybrid is a fuel-efficient pick among mid-sizers that doesn’t wear its eco credentials on its sleeves.

We give the Kia Optima Hybrid a 6 out of 10 for looks. (Read more about how we rate cars.)

From the outside, the Optima Hybrid’s shapely hood, elongated dimensions, sloping roofline, and curves hint at a sportier mission.

The Optima Hybrid and Optima are virtually identical from the outside, except for a couple badges on the front fenders and a grille unique to the hybrid models.

Inside, the Optima Hybrid is comfortable and subdued, eschewing the last approach of a driver-centric cockpit for a more formal atmosphere.

Style takes a backseat to substance in the Optima Hybrid, the dash materials and layout are secondary to the knobs, buttons, and controls that dominate the center stack. The infotainment system is inset into the dash with a textured plastic that seems like an afterthought to our eyes, but the rest of the Optima is fitted with appropriately soft and usable materials everywhere else.

What it lacks in imagination, it makes up for in function—more than acceptable for a mid-size sedan.

 

 

The Kia Optima Hybrid and Optima Plug-in Hybrid aren’t known for scorching performance, but that’s really not the point.

Both cars pair a inline-4 to an electric motor and battery system with a 6-speed automatic and front-wheel drive. The Optima Hybrid manages a combined 192 horsepower, while the plug-in version manages 202 hp.

It’s not particularly thrilling, given the sizable masses of the Hybrid and Plug-in Hybrid. But their rides are comfortable, which is how we arrive at our score of 6 out of 10. (Read more about how we rate cars.)

Both Optima Hybrid and Optima Plug-in Hybrid models rely on a 2.0-liter inline-4 that makes 154 hp for long-range propulsion. The Hybrid’s battery packs can power the car for short distances on electric power only, but at low speeds and for short trips. Like the Sonata Hybrid, the Optima Hybrid can toggle between Hybrid and Charging modes that can hold the battery’s state of charge or charge the 1.62-kwh lithium-polymer battery stuffed neatly into the trunk. The Optima Hybrid conveniently shuffles power between hybrid motors and engine without much fuss and we’ve noticed that the electric motor manages to smooth out shifts from the 6-speed automatic. The combined power output for the Optima Hybrid is 192 hp.

In Optima Plug-in Hybrid models, the battery’s size is significantly increased to 9.8-kwh and the electric motor is slightly more powerful for a combined power output of 202 hp. That bump in power is charged primarily with moving the heavier Optima Plug-in Hybrid, which weighs roughly 250 pounds more than the Optima Hybrid models.

The plug-in hybrid version can travel on electric power alone for up to 27 miles, although it’s hard to lock in any “electric-only” mode—the internal combustion engine will kick on if the accelerator is mashed into the floor.

Like the Optima, the hybrid versions have a smooth and comfortable ride that should appeal to most mid-size sedan shoppers.

The secret sauce, we think, is the revised bushings and cushier damping setup that smooths over rough pavement. The trade-off is a little more head-toss, which puts the Optima on par with its rivals.

Like the Optima, the 2018 Kia Optima Hybrid uses upscale materials and a quiet ride to swing for the fences, automotively speaking.

We say that Kia has largely succeeded in transforming the Optima from an also-ran to a premium-feeling car. Its interior will be good for front- and back-seat riders—with the caveat that it’s probably best for four—and it narrowly misses out on another point for its more luxurious appointments. We give it a 7 out of 10 for comfort. (Read more about how we rate cars.)

Hybrid and plug-in hybrid versions of the Kia Optima are offered in higher trim levels that pile on sound-deadening materials and luxury options that some base Optimas won’t have. The result is a quieter interior and power adjustable front seats that will adapt to most body types.

The front seats are lower with deep bolsters that offer good side and leg support.

The Optima’s sloping roofline cuts into rear head space, but wide door openings help taller passengers enter and exit without much fuss. There’s just enough head room for 6-footers, but taller passengers may want to consider calling shotgun—or taking the keys altogether.

The hybrid batteries eat into usable cargo space, compared to the regular Optima. The Optima Hybrid offers 13.4 cubic feet of cargo room (compared to 15.9 cubes in the Optima) and the Optima Plug-in Hybrid offers 9.8 cubic feet of space, which isn’t all that capacious.

 

Federal and independent testers gave the Optima perfect marks across the board, including a Top Safety Pick+ nod by the IIHS. That kind of report card earns a 9 out of 10 on our safety scale, but we’re withholding a point for pricey advanced safety options. (Read more about how we rate cars.)

The Optima is the type of car we point to when saying that bigger isn’t necessarily safer. The Optima aced its federal battery for 2018 with five stars in every crash test and it earned a five-star overall score.

The IIHS called the 2018 model a Top Safety Pick+ thanks to its top “Good” scores on all crash tests, “Good” rating for its headlights, and “Superior” rating for front crash prevention.

That front crash prevention is only available on Optima Hybrid EX models and Plug-in Hybrid models for $5,000 to $5,250 extra, including other optional features. That’s not ideal, especially considering that some automakers are making standard automatic emergency braking on some of their models.

All Kia Optima Hybrid models have a standard complement of airbags that include dual-stage front airbags, seat-mounted side airbags, side curtain airbags, and a driver’s knee airbag.

Kia offers the 2018 Optima Hybrid in Premium or EX trim levels with a considerable amount of standard features.

The Optima Hybrid Premium trim includes cloth seats, keyless ignition, Bluetooth connectivity, leather-wrapped steering wheel and shift knob, cloth seats, 16-inch wheels, and a 7.0-inch touchscreen for infotainment.

We give the Optima Hybrid a point above average for good standard equipment and a large touchscreen that’s compatible with Apple CarPlay and Android Auto. Kia’s superlative 5-year/60,000-mile warranty earns another point on our scale. We give it an 8 out of 10. (Read more about how we rate cars.)

Optima Hybrid EX models add to base models 17-inch wheels, 8.0-inch touchscreen, a 10-speaker Harman Kardon audio system, leather upholstery, power-adjustable heated front seats, a heated steering wheel, and electronic parking brake. Plug-in hybrid models are only available in EX trims.

Kia doesn’t offer many options above a costly tech package that adds active safety features for $5,000 or more. Ideally, we’d like to see that as standard equipment or available separately from other convenience features such as a panoramic sunroof or rear window shades.

The 2018 Kia Optima Hybrid succeeds in offering comfort and fuel-efficiency for a reasonable price. It’s not as efficient as the new Toyota Camry Hybrid, but among other mid-sizers, the Optima Hybrid fares favorably.

According to the EPA, the Optima Hybrid sedan should return 39 mpg city, 46 highway, 42 combined. That’s good enough for a 9 out of 10 on our green scale. (Read more about how we rate cars.)

The Optima Plug-in Hybrid does even better. It manages 40 mpg combined without a full charge, but is rated at 103 MPGe when a fully charged battery is figured into the overall mileage.

The Optima Hybrid’s main competition, the 2018 Toyota Camry Hybrid, does better: it’s rated at 46 mpg combined (or 52 mpg combined in some trims), but costs roughly $3,000 more to start.

The BMW 3-Series offers a relatively exhaustive list of powertrain possibilities, so we hope the rest of your day is clear.

Turbo-4

There are four available turbo-4 configurations available in the 2018 BMW 3-Series, including one hybrid option and an increasingly rare turbodiesel.

Base 320i models will be powered by a 2.0-liter turbo-4 that makes 180 horsepower and 200 pound-feet of torque mated to an 8-speed automatic or 6-speed manual. That kind of power is adequate for the 320i, which weighs 3,320 pounds, but it’s hardly overwhelming. Broadly speaking, the 320i will be a tease for many interested shoppers who will be attracted to the mid-$30,000s price more so than the engine output. All-wheel drive, which BMW calls “xDrive,” is available on all models, including the 320i, but we’d hesitate to burden the small turbo-4 with the 140 pounds of additional running gear that all-wheel drive requires.

For your long term enjoyment and opinion of your new-car purchase (or lease), we suggest the uprated turbo-4 that’s making the rounds as the corporate standard-bearer for efficiency and performance.

The 2018 BMW 330i is powered by a 2.0-liter turbo-4 that makes 248 hp and 258 lb-ft mated to the same 8-speed automatic or 6-speed manual. The 330i is sharper and more enjoyable to drive, with plenty of highway pull that BMW shoppers are likely looking for. In multiple drives with the same engine across many models, the turbo-4 helped us all but erase wistful memories of the vaunted BMW “straight-6” that was so beloved and recently retired. The new turbo-4 is that good.

A small number of sedans (and perhaps wagons) will sport a 180-hp 2.0-liter turbodiesel under their hoods. It’s the long-legged highway champ of the 3-Series lineup—up to 40 mpg highway, although it’s relatively expensive and exceedingly rare. Like most diesels, we admire the 328d’s strong pull, but its high cost of entry and bad press may not be enough to lure buyers.

The 330e hybrid is the last of the turbo-4s, and perhaps the rarest. It mates the 320i’s 180-hp engine with a 7.6-kwh battery and 87-hp electric motor for a combined output of 246 hp. In very limited drives with the 330e we’ve noted the car’s seamless power delivery, effortlessly mixing engine power with electric drive. We’ve also noticed the car’s prodigious weight: the batteries and electric motor add more than 500 pounds to the car’s weight.

Turbo-6

Available in Gran Turismo and sedan body styles (sorry wagon, no fun for you), the turbo-6 behind the 340i badges is a compelling alternative to the Mercedes-AMG C43 and Audi S4.

The 2018 BMW 340i spins out 320 hp and 330 lb-ft of torque from its 3.0-liter turbo-6, and it’ll do the dash up to 60 mph in less than five seconds. BMW offers the 340i in rear-drive with a manual transmission, both of which are more than Audi and Mercedes can say for their near-performance sedans.

The manual, which is available on gas-powered sedan models (no diesel nor hybrid), feels crisp without being too notchy, and a smooth clutch uptake will be welcome for drivers who’ll expect their 340i athletes to compete in daily stoplight grand prix duty too.

Normally, we’d stop at that, but the automatic is just too good to ignore. A traditional 8-speed automatic fires through shifts in all models and almost telepathically reads our right foot on downshifts. We like the 8-speed and wouldn’t begrudge any buyer for succumbing to its easygoing charms. It’s the only option for GT models.

All-wheel drive is available for the 340i in the sedan, and is standard on GT models.

Handling and steering

The 3-Series’ historically famed je ne sais quoi of good steering can be distilled down to three parts: good weight distribution, adequate power to the rear, and communicative steering. The current 3-Series possesses the first two while largely skipping the third. The tiller on the 3-Series builds weight nicely, but lacks any of the feedback we loved in prior generations. To be sure, the new 3-Series has impressive grip in most configurations, but you would be hard-pressed to know behind the wheel.

A variable sport steering package can be added to most cars that mechanically alters the steering ratio (rather than using electronics to do it) that helps the 3-Series progressively quicken its rack when carving up canyons.

Mostly, the 3-Series rides comfortably and competently, despite its rolling-rock standard run-flat tires.

The base turbo-4 is excellent in many applications, especially in the 530i, but it’s the transmission, ride, and handling that has us gobsmacked. The 5-Series earns two points above average on our performance scale. (Read more about how we rate cars.)

With 4-, 6-, and 8-cylinder options, the 2018 BMW 5-Series performance range can be intimidating—and that’s before we’ve considered the hybrid. Let’s unpack delicately then.

The first stop for many buyers will be the turbo-4 found under the hood of the 530i. That corporate inline-4 makes 248 horsepower and 258 pound-feet of torque, and can power the rear wheels as standard or all four via the optional all-wheel drive, which is called xDrive. It propels the 5-Series up to 60 mph in about six seconds, which should be enough for most buyers. It’s only pressed to pull off rushed passing situations.

The next step up for some shoppers will be the 530e, which is powered by a turbo-4 mated to a 9.2-kwh battery and electric motor for a combined output of 248 hp and 310 lb-ft. In our drives, the battery and combustion engine seamlessly hand off power to one another, with an imperceptible shift in performance from the 530i to the 530e—they both manage the 60 mph sprint in 6.1 seconds. Like the 530i, the 530e can come in rear- or all-wheel drive configurations. The 530e’s extra weight is apparent in cornering and weight transfer; the hybrid running gear adds more than 600 pounds to the overall mass.

BMW aficionados will recognize the 540i badge, but perhaps not its new engine configuration. A turbo-6 replaces the V-8 historically found in 540i models, and we’re not bemoaning the loss of two cylinders. The turbo-6 makes 335 hp and 332 lb-ft of torque. It’s zesty enough to make the run up to 60 mph in less than five seconds with rear- or all-wheel drive, which was the province of the M5 not long ago.

This year a turbodiesel 540d joins the fray with a 3.0-liter inline-6 cribbed from the X5d. The engine makes roughly 250 horsepower, but its trick is efficiency—provided you’ve skipped the hybrid version. The 540d is available only with all-wheel drive, and it returns 30 mpg combined, according to the EPA.

For 2018, the 5-Series gets temptingly closer to the vaunted M5 with the exhaustively named M550i xDrive. It mates a 4.4-liter turbocharged V-8 with all-wheel drive running gear to charge up to 60 mph in less than four seconds. The 456 hp and 480 lb-ft would be enough to thrill most drivers—at least it should be enough. (We haven’t yet driven one, but will report back as soon as we have.)

BMW will indulge our impatience with an M5 sometime soon, which undoubtedly will feature a six-figure price tag.

Most models can be equipped with rear-wheel steering and adaptive dampers (only the 530e can’t have rear-wheel steering) that helps improve the car’s ride and behavior. Adaptive dampers can dial up the comfort or firmness of the 5-Series with predictable stops between Comfort and Sport settings. A secondary sport setting is as firm as it gets, but it still wasn’t jarring on most roads.

Our gripe with the rear-wheel steering setup is a subjective one: it never felt natural. On canyon corner-carving drives, when the system subtly steered the rear wheels in the same direction as the fronts, it felt like the rear end was skating around the corner. At slower speeds, the system can counter steer the rear wheels to shrink the 5-Series’ long wheelbase to make it more maneuverable.

In all 5-Series the steering setup is generally good, with a direct electrically powered system that responds appropriately. In some drives, we noticed the variable rack included on the rear-wheel steering setup could speed up the wheel beyond expectations as speed increased, which resulted in several small mid-corner corrections.

Every stop along the way, it’s a buttery soft ride, aided by BMW’s excellent 8-speed automatic transmission. We give it a surprising 8 out of 10 on our performance scale. Why? Performance isn’t the 7-Series’ mission, yet it’s still way above average. (Read more about how we rate cars.)

Most versions will be powered by a turbocharged 3.0-liter inline-6 under the hoods of 740i models. That engine makes 320 horsepower and 330 pound-feet of torque and can power the rear or all four wheels when equipped with all-wheel drive, which is optional.

Compared to previous generations, the new BMW 740i is about 120 pounds lighter thanks to weight savings in the chassis. The result is a confident feeling behind the wheel of 740i models; it rarely feels out of breath.

The next step up is a step down to fewer cylinders, as it were. The 740e pairs a turbo-4 and a 9.2-kwh battery for a total system output of 322 hp. It’s the most efficient way to drive a 7-Series and also the most relaxed. We’ve had significant time behind the wheel of the 740e, and while the presentation and hybrid system seamlessly blend into the experience, it’s burdened by roughly 400 pounds over a comparable 740i and it feels that way. The trade-off is a 23-mile all-electric range in the 740e.

Those looking for a V-8 will find a fine example under the hood of the 750i. The 4.4-liter turbo V-8 makes 445 hp and can power the rear wheels only, or all wheels when optionally equipped with xDrive. Even though V-8s are a traditional pick for full-size buyers, this one feels like an outlier. It’s understandably not as efficient as the hybrid, nor is it strictly necessary; the turbo-6 is just fine. The V-8 isn’t on the top of the performance pyramid, either.

That distinction goes to the turbocharged 6.6-liter V-12 found in the M760i. It makes 601 hp and 590 lb-ft and powers the luxury sled up to 60 mph in less than four seconds. Any more power requires an ALPINA badge and deeper pockets. Our colleagues at Motor Authority have driven the ALPINA B7, read their report here.

Underneath that dizzying array of engines, BMW’s most sophisticated chassis and suspension in a sedan keeps all 7-Series models composed and smoother than a Steely Dan show.

BMW’s Carbon Core construction process, a combination of carbon fiber and composite materials, helps stiffen the chassis of the 7-Series and shed excess weight. All versions, even the base 740i, feel confident behind the wheel and work to iron out fussy roads.

Double wishbones up front and a five-link setup in the rear is complemented by a standard air suspension that dials from Comfort+ to Sport (or sharper in M760i trim) for a customized ride. Comfort+ is the floatiest setting, and while Sport helps shrink the car around the driver, it’s the only setting that will crash the 7-Series over pockmarked roads. We’re convinced it’s not the suspension’s doing—big wheels and low-profile, run-flat tires are famous for that.

Nonetheless, the 7-Series directs, slows, and redirects its motion with ease. The electric power steering is welcome here with a light, direct feel behind the wheel. It can be too quick in sportier modes, but that’s not the 7-Series’ best use anyhow.

LC 500: Gas or hybrid

The first LC to come to mind is the LC 500. It adopts the 5.0-liter V-8 from the RC F and GS F, and puts it to its highest and best use.

The naturally aspirated V-8 cranks out 467 horsepower and 389 pound-feet of torque. It already would have sounded great, even if Lexus hadn’t channeled and filtered some of its exhaust sounds into the cabin. This car revels in the ripe bark of its V-8; those amplified V-8 sounds hit just the right note.

With a 10-speed automatic that refuses to get lost in all those gears, the LC sends its power rearward through an available Torsen differential. The LC 500 punts 0-60 mph runs in 4.4 seconds, and runs to a 168-mph top speed.

With the LC 500h, a 3.5-liter V-6 hooks up with two electric motors, a 44-kw lithium-ion battery, and a 4-speed automatic transmission. One motor moves the car at low speeds through three set power-level outputs, while the second motor adds power at a wider and higher range of speeds. With one gear reserved for overdrive, the LC’s hybrid transmission nets out with 10 forward speeds.

Power output hits 354 hp, and 0-60 mph times of 4.7 seconds. Top speed reaches 155 mph. The performance nearly equals the V-8’s, but the aural excitement doesn’t come close. Lexus creates the hybrid’s synthetic soundtrack, and it’s loud and artificially buzzy. It can drive for 4 miles on battery power alone.

Handling and ride

Lexus builds the LC on a new platform shared with an upcoming LS sedan. Steel, aluminum, and carbon fiber combined for a very stiff body that abets beautifully composed handling—but it’s no lightweight.

The LC weighs from 4,280 to 4,435 pounds, as much as a Porsche Cayenne. It doesn’t affect its handling as much as it does its fuel economy (that’s discussed below). The multi-link suspension and adaptive shocks work in lovely concert with electric power steering, huge staggered-width 21-inch Michelin Pilot Sport tires, and huge disc brakes.

Push its drive-mode button from Eco through Comfort, to Sport and Sport+, and the Lexus LC comes alive. The mechanicals meld in an elusive way. Let’s call it harmony. The suspension has supple responses to the road, even when the 21-inch tires don’t. The electric steering is electric, and with the help of two degrees of active rear steering, it winds and unwinds into corners with the fluency of a Cadillac ATS. The brakes seize the moment, stopping hard and quick, no carbon-ceramics required.

The result: The LC’s compliant ride lets its powertrains speak for themselves. It’s a hushed cruiser when it wants to be, and a high-wattage apex-clipper when you want it to be. It’s smooth, precise. and very comfortable in its tautly wrapped skin.

For the extra goodies, you need the Q50 Luxe. Four-cylinder examples start at $37,455 for rear-wheel drive and $39,455 for all-wheel drive, while the V-6 variant costs $39,855 with rear-drive—add $2,000 for all-wheel drive. The Luxe trim doesn’t add much equipment on its own—there’s a standard sunroof, and maple wood trim replaces Lunar Black plastic—but it does grant owners access to a pair of impressive option packages. The Luxe trim also serves as the basis for the Q50 Hybrid, which starts at $51,505.

For those with sportier needs, Q50 Sport starts at $41,555. Aside from the more aggressive visuals and performance features, like 19-inch wheels on more aggressive rubber, the Sport trim gets standard leather upholstery with adjustable lumbar, bolstering, and thigh extensions, and aluminum interior trim.

Finally, the Red Sport 400 includes a 400-hp version of the 3.0-liter, twin-turbocharged V-6, standard navigation, paddle shifters, rear parking sensors, a surround-view camera system, heated front seats, and a heated steering wheel. Prices start at $51,905.

Each of these trim levels is available with a $2,000 all-wheel-drive system, while Infiniti also offers a rather messy collection of option packages, many of which are dependent on each other.

The Essential Package is aptly named—for $2,450 on the 2.0-liter Luxe, $2,600 on the 3.0-liter Luxe, and $2,500 on the Sport, it adds navigation, a heated steering wheel and front seats, and a split-folding rear seat across the board. The Essentials Package also adds leather upholstery to the V-6-powered Luxe, a feature that’s standard on the Sport (which explains the price differences).

The ProAssist Package is available on 4- and 6-cylinder Luxe models and the Q50 Sport for $1,650. It requires the Essential Package on the Luxe and the Performance Package on the Sport and adds blind-spot monitoring with rear cross-traffic alert, a surround-view camera system, and forward collision warning with automatic emergency braking.

Speaking of the Performance Package, it’s a $1,500 option and requires the Essential Package on the Sport, while it’s standard on the Red Sport 400. This pack adds an adaptive suspension, larger brakes, and steering-wheel-mounted paddle shifters.

The Sensory Package comes in both Luxe and Sport varieties, but is a V-6-only item (including the Red Sport 400). The small price difference between these two, $2,950 for the former and $2,650 for the latter, reflects the leather upholstery the package adds to the Luxe—leather is already standard on the Sport. Beyond that difference, this package adds a 16-speaker Bose stereo, a power tilt and telescopic steering wheel, auto-dimming exterior mirrors, a memory function for the driver’s seat, and an upgraded climate control system. The ProAssist Package (and illuminated kickplates, for some reason) are a prerequisite for the Sensory Package, except on the Red Sport 400, which includes ProAssist as standard.

The $2,700 ProActive Package is available on the V-6-powered Luxe, Sport, and Red Sport 400 and adds lane departure warning and prevention, adaptive cruise control, adaptive front lighting, distance control assist, and Direct Adaptive Steering (for better or worse). It requires the Sensory Package and a $400 “radiant grille emblem.”

This year, Toyota replaced the “2017” stickers with “2018” stickers. In other words, both models are exactly the same. A new Avalon is on its way for 2019.

We give the Avalon a 7.2 out of 10 on our overall scale. It scores big in safety and comfort, by our books. (Read more about how we rate cars.)

Last year, Toyota made standard on the Avalon a raft of safety features that included forward-collision warnings with automatic emergency braking, adaptive cruise control, automatic high beams, and lane-departure warnings. That should be peace of mind for shoppers looking to frequently fill the Avalon’s roomy confines with multiple passengers.

Toyota makes available two powertrains that stretch time between fuel-pump visits, and one that can make the big cruiser among the most fuel-efficient on the road today.

The base engine is a strong and smooth 268-horsepower 3.5-liter V-6 mated to a 6-speed automatic. The combination nets a 24-mpg combined rating from the EPA, which is on par with its competition.

The optional engine is an inline-4 paired with a battery that makes only 200 hp, but the number to know is 40 mpg combined. In several drives of the Avalon Hybrid, we’ve noted reasonable acceleration and impressive fuel economy.

The Avalon’s ace among full-sizers such as the Chevy Impala, Ford Taurus, and Hyundai Azera is its standard safety features, which partly helps justify its price compared to its rivals. Automakers—if they even offer the same features—typically reserve active safety equipment for top models; Toyota makes them standard on all models of the Avalon, including the base Avalon XLE, which starts at $34,385.

We can’t think of a new car that typifies the land yachts of yesteryear, but the Avalon comes close. It’s big, spacious, comfortable, and quiet, but retains a modicum of control that those 1970s battleships never had.

The 2018 Toyota Prius C is showing its age; it lacks refinement and is no longer top of the pack on fuel economy, while cheap gas makes the $20K price a heavy lift.

The 2018 Toyota Prius C has more conventional design than other Prius models, but its interior still says econobox.

The 2018 Toyota Prius C is best nipping around town, where its low power and noisy acceleration are less obvious.

The 2018 Toyota Prius C offers a competitive feature set against other subcompacts, but it’s no longer ahead of the pack.

The Premium Plus ($35,400) adds an S-Line body kit, keyless ignition with passive entry, heated front seats, Apple CarPlay/Android Auto connectivity, front and rear parking sensors, split-folding rear seats. Optional packages include a $3,000 Technology Package that adds the Audi Connect telematics system, the MMI infotainment system with Audi Virtual Cockpit, and blind-spot monitors, a $1,050 LED Lighting Package that adds LED headlights/taillights, and a14-speaker Bang & Olufsen audio system for $950.

Finally, the A3 Prestige starts at $41,100 and brings in advanced standard equipment like Audi’s MMI infotainment system and Virtual Cockpit, LED headlights with automatic high beams, nifty dynamic LED taillights, adaptive cruise control with stop/go ability, a 14-speaker Bang & Olufsen sound system, and ambient LED interior lighting.

All three A3 trims are available with a $900 Sport Package that adds sport seats, Audi Drive Select, a flat-bottomed steering wheel with paddle shifters, and a sport suspension, and rear-seat side airbags for $350. Quattro all-wheel drive and a more powerful turbocharged, 2.0-liter engine carry a $3,000 premium in the sedan and $2,700 in the cabriolet.

The A3 Cabriolet mirrors the sedan’s standard equipment and optional extras, aside from the standard leather upholstery on the base trim. Adding the droptop carries a $6,400 premium.

It’s a similar case with the A3 Sportback e-tron, which makes the most minor of changes in terms of equipment. Keyless ignition with passive entry is standard across the plug-in hybrid range, although the rear-seat airbags are not available. Prices for the e-tron add $7,700 to the A3 Premium, $7,550 to the A3 Premium Plus, and $7,400 to the Prestige, although those figures don’t factor in the $4,502 in federal incentives.

Perhaps the coolest feature available on every A3 is the $3,900 Audi Exclusive paint option. If you really want Audi’s entry-level vehicle to stand out this is the way to go. It gives customers access to a much broader than the nine standard colors, some of which add $575 to the price.

Incoming college freshmen, take note: Your roommates should not be your friends, good shower shoes are indispensable, and leaving campus will become mandatory approximately four days after classes start.

Reliable transportation comes in handy for 2 a.m. burrito dashes, 4 a.m. jam sessions, and 11 a.m. cross-campus runs to class. (Additional note: No matter what time your first class starts, it’s still a struggle to make it on time.)

Where you go depends on what your drive. Here’s our compendium for college-ready cars, cross-indexed somewhere at the campus library—wherever that may be.

2018 Subaru Crosstrek

Likely college: Somewhere in the West, presumably the University of Colorado. Like the Crosstrek, you value kayaking more than entry-level stats, and season passes to the nearest ski resort are likely to short your meal plan next semester. 

Safety school: University of Maine with a planned semester exchange to South Florida, because sun.

2017 Mercedes-Benz C-Class Coupe

2017 Mercedes-Benz C300

Likely college: Southern Methodist University. Aside from your seats at the basketball games, what you drive is how you establish a pecking order in Dallas. The C300 is the kind of Benz that does just that, with a planned maintenance schedule that you’re likely to forget. Along with yesterday’s Writing 2010 assignment.

Safety school: Three semesters at the University of Oklahoma before the charms of Norman, Oklahoma and Greek life weigh heavy on your GPA.

2017 Volkswagen Jetta

2017 Volkswagen Jetta

Likely college: University of California, Santa Barbara. With a rich tradition of creating some of the best teachers in the country, UCSB students know value for money like pencils worn down to the nubs and writing on both sides of the page. The smart money’s on the Jetta, in part for its easy-to-sanitize surfaces—teachers and party-goers appreciate those alike.

Safety school: Arizona State or UNLV. The Jetta’s air conditioning could keep meat fresh for weeks.

2018 Chevrolet Cruze

Likely school: Michigan State, and you got it on a “friends and family” discount. The Cruze has sensibility down like only a state school can. It’s not too flashy, decently powered, and may last well into your first job if you can manage to keep it out of the ditches in the winter.

Safety school: Oakland University. The basketball is better anyway.

2017 Toyota Prius Prime Premium

2017 Toyota Prius

Likely school: Stanford. We get it, you’re smart. A Prius not only announces to the school that you’re embracing the NorCal life all the way, it’s also the perfect lab partner for the solar-powered project going on at the school’s Center for Automotive Research.

Safety school: Rhode Island School of Design. Just kidding, it’s Stanford.

2017 Chevrolet Silverado

2017 Chevrolet Silverado

Likely school: Auburn University, or any school in the Southeast for that matter. The Silverado is the second-best truck for tailgating, which is hugely important in the SEC. What’s the best truck for tailgating? The Honda Ridgeline, but your fraternity brothers will wrap your underwear around your forehead for driving one of those.

Safety school: University of South Florida with a semester in Maine because you’ve never seen snow.

2017 Jeep Grand Cherokee

2017 Jeep Grand Cherokee

Likely school: University of Washington, by way of Bellevue. The tony off-roader is at home in King County and is just the right size for runs to Vancouver. You could take it for weekends at Mt. Hood too, but that would require going to Oregon. And that’s just silly.

Safety school: University of Montana, because they have a class in fly fishing. No, really. 

Volkswagen Microbus Concept, 2001 Detroit Auto Show

2019 Volkswagen Bus

Likely school: Hogwarts. Because if VW ever builds this it’ll be some kind of sorcery.