Allow us to present our 2018 10Best Cars, a diverse group of satisfying and special machines that delivers a greater combination of value, driving enjoyment, and fulfillment of their intended mission than any other new cars on sale right now. This isn’t some point-and-click exercise, carried out at our desks or over instant-messaging software. Rather, this list springs from two weeks of extensive, down-and-dirty evaluation of actual cars. The rules for vehicle eligibility are thus: Entrants must cost no more than $80,000 (anything pricier should be amazing), and they must be a returning winner, all-new, or significantly revised.

Once the dozens of contenders arrive at our secret testing location, our cadre of experts drive thousands of cumulative miles, clamber into back seats, examine engine compartments, poke and prod infotainment systems, and much more. Then we argue. Then we argue some more. Then we vote. Finally, 10 cars emerge victorious. While none of our winners are infallible, they are closer to perfection than anything else on the market today.

THE WINNERS:

Alfa Romeo Giulia / Giulia Quadrifoglio

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Before this magazine published David E. Davis, Jr.’s “Turn Your Hymnals to 2002,” a love letter to that game-changing BMW sports sedan, it was Alfa Romeo’s cars that inspired our writers to glowing prose. In October 1962, we exalted the Giulia 1600 TI sedan’s “light and precise” steering and “lively” engine. In 1959, when we were still called Sports Cars Illustrated, we gushed that the Alfa 2000 sedan was “a well-styled, well-thought-out automobile, [and] extremely enjoyable to drive fast.”

We can say the same of today’s Giulia, the first everyday car to be sold here by the Italian brand in almost a quarter-century and one heck of an impressive kickoff to the brand’s U.S. re-reintroduction. Those with a passing familiarity with Alfa might be skeptical of the Giulia’s reliability and build quality—key factors in the brand’s retreat from our shores in 1995—while legions of other folks won’t have the first clue that Alfa Romeo even exists. To the former group, we say this: We are not Consumer Reports but neither of the two Giulias on hand for 10Best Cars evaluation broke. To the latter group, we say: This Alfa Romeo is pretty kick-ass. Go drive one.

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Indeed, both the entry-level 280-hp turbo-four model and the mega, 505-hp Quadrifoglio versions of the Giulia impress in myriad ways, not the least of which is their contrarian execution. Too often, today’s sports sedans ride heavy on overly firm suspensions and befuddle with seemingly dozens of configurable driving modes. Even worse, many of Alfa’s competitors tune their sportiest modes with brutality, turning powertrains twitchy, erasing any semblance of compliance from the ride, and adding needless heft to the steering that does nothing for driving enjoyment.

This is barely satisfying on a racetrack and dastardly on a commute. In contrast, the Giulia’s moves are refreshingly lithe, its steering light and flickable and controlled via a steering wheel with a thin, easy-to-grip rim. The willing engines and communicative chassis pulse with similarly visceral sensations, and the ride is always friendly. The Giulia feels holistic, each major system operating in harmony with the others.

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And this is true no matter which of the blessedly few chassis settings are selected. The Alfa will play as hard as you want, the car reacting not to some computer’s idea of fast but to yours, to the speed of your feet and hands. The Quadrifoglio model replaces the Giulia’s turbocharged 2.0-liter inline-four with a Ferrari-derived 505-hp twin-turbo V-6 and simply turns the wick up on it all. Yet even in its Race mode, the Quadrifoglio can be driven smoothly, rocketing forward on a wave of intoxicatingly exotic exhaust snorts.

When the votes were tallied, the Giulia landed decisively on the 2018 10Best Cars roster, its dynamic excellence and singular focus on satisfying the human behind the wheel providing ample mitigation for some underwhelming interior materials and a tight back seat. The Alfa hews to a philosophy that seems to have been abdicated by its competitors, and it reminds us why we so love the sports-sedan segment that the brand helped create so long ago. There may not be a hymnal involved this time, but this car certainly deserves an amen. —Alexander Stoklosa

Specifications

VEHICLE TYPE

front-engine, rear- or all-wheel-drive, 5-passenger, 4-door sedan

BASE PRICE

$38,990–$75,095

ENGINES

turbocharged and intercooled SOHC 16-valve 2.0-liter inline-4, 280 hp, 306 lb-ft; twin-turbocharged and intercooled DOHC 24-valve 2.9-liter V-6, 505 hp, 443 lb-ft

TRANSMISSION

8-speed automatic with manual shifting mode

CURB WEIGHT

3636–3822 lb

C/D TEST RESULTS

60 mph: 3.6–5.7 sec

¼-mile: 11.9–14.3 sec

Top speed (mfr's claim): 149–191 mph

Braking, 70–0 mph: 143–186 ft

Roadholding, 300-ft-dia skidpad: 0.79*–1.00 g

*stability-control-inhibited

EPA FUEL ECONOMY

Combined/city/highway: 20–27/17–24/24–33 mpg

Audi RS3

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Daydreams can be toxic to productivity, but as anyone who has ever attempted to sit through the interminable opera Die Meistersinger von Nürnberg will know, they can’t always be helped. Recent bouts of inescapable monotony have seen us embellishing the golden afternoons we’ve spent in the company of an Audi RS3, and our internal selves are all the better for it.

The reminiscence goes something like this: We’re behind the wheel of an RS3. The cabin is vibrating to the unusual resting heartbeat of the Audi’s 2.5-liter inline-five (onetwofourfivethreeonetwofourfivethree), which grows to an 88-decibel howl at wide-open throttle. Our feet, shod in this daydream with Louboutins whose red soles match the RS3’s Catalunya Red paint, scramble for the accelerator pedal. Sixty mph is but 3.5 seconds away, 100 mph just 5.2 ticks beyond that. And the road has just cleared.

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A firm foot on the go pedal introduces spleen to ribcage as we tear off the line. The full roster of 354 lb-ft of torque is available from 1700 to 5850 rpm. All 400 horses come online at 5850 rpm and stick around until the 7000-rpm fuel cutoff. We inevitably need to slow for dawdlers, but this simply means we can once again dip deeply into the throttle, at which point the seven-speed dual-clutch automatic will quickly and faithfully deliver the right ratio. There’s the briefest of waits as the turbo spools up, but once on the boost, the RS3 delivers a kick to the kidneys that makes a quick memory out of any delay.

The road turns twisty—maybe we’ve absconded down a country lane to flee shadowy government agents, or, you know, feel free to substitute your own car-chase fantasy—and the RS3’s quick steering, standard all-wheel-drive system, and adaptive dampers make quick work of curve after curve. The RS3 slices toward apexes with confidence and the sort of forgiving controllability that makes it feel as though we’re adhered to the road via some supernatural force.

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There are no budgets in reveries, but with feet back on solid ground it’s hard to forget that, at $55,875, the RS3 is nearly $20,000 more costly than the least expensive version of the Audi A3 Quattro on which it’s based. Yet the RS3’s significant powertrain and mechanical upgrades, along with its quilted-leather sport seats, aggressive styling, and special items such as the available staggered-width tires—they have a wider section up front to dial in more neutrality—make the case for splurging.

It’s a rare car that continues to inspire us long after we’ve handed over the keys. After every stint spent evaluating the RS3, we wondered if we could have asked the car for more. Sure, we went fast—but couldn’t we have gone faster? In the end, the skeptics can have other cars for their escapes, real or imagined. The Audi RS3 is a Car and Driver 10Best Car, and that’s no daydream. —Annie White

Specifications

VEHICLE TYPE

front-engine, all-wheel-drive, 5-passenger, 4-door sedan

BASE PRICE

$55,875

ENGINE

turbocharged and intercooled DOHC 20-valve 2.5-liter inline-5, 400 hp, 354 lb-ft

TRANSMISSION

7-speed dual-clutch automatic with manual shifting mode

CURB WEIGHT

3547 lb

C/D TEST RESULTS

60 mph: 3.5 sec

¼-mile: 11.9 sec

Top speed (mfr's claim): 155–174 mph

Braking, 70–0 mph: 157 ft

Roadholding, 300-ft-dia skidpad: 0.98 g



EPA FUEL ECONOMY

Combined/city/highway: 2/19/28 mpg

Chevrolet Camaro V-6 / SS / ZL1

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No car on this year’s 10Best Cars roster is more at odds with its image than the Chevrolet Camaro. The nameplate has been around since 1967—excepting a seven-year sabbatical that started after 2002—plenty of time to forge a place for itself in the American psyche. But whether you love Chevy’s pony car for its cartoonish looks and loutish personality or you detest it for, well, its cartoonish looks and loutish personality, here’s some news for you: You have the Camaro all wrong.

Imagine meeting Vin Diesel and discovering that he has a law degree, quotes Robert Frost, and speaks with an English accent worthy of royalty. Maybe he is all that; we don’t know—we’ve never met him. That’s the Camaro’s story as well: You can’t know it until you’re one on one with it, preferably on a challenging two-lane road. It is there that the Camaro will demolish your preconceptions, one corner at a time.

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We do our evaluations for 10Best Cars on exactly those kinds of devilish roads, ones with humps, heaves, blind crests, and fast, sweeping corners—which is why this sixth-generation Camaro made it on to the winners’ rostrum for the third year in a row. Like last year, it’s only the V-6 and V-8 coupes that qualify. The base turbocharged 2.0-liter inline-four lacks the power, refinement, and singing voice of its larger-engined brethren, and the convertibles are missing the structural rigidity and finely honed chassis of the tin-topped models.

About that chassis. It’s one of the best in the world, with the kind of preternaturally intuitive steering, faultless brakes, and overall balance you’d expect from a Porsche. Aside from the bewinged 650-hp ZL1 1LE track-attack monster, Camaros ride with uncanny suppleness, too.

A base Camaro coupe with the 335-hp 3.6-liter V-6, six-speed manual, RS trim, and snarly performance exhaust lists for about $31,000 and drives a lot like the BMW 3-series used to. The sweet spot in the lineup is the SS, with its bellicose 455-hp 6.2-liter V-8. It’s a Corvette with jump seats. Add the 1LE package to either of these cars and it remains a comfortable daily driver that’s stout enough for track duty. What more could an enthusiast want?

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Maybe a ZL1. It’s as refined and adept as an SS but with strong enough acceleration to alter time and an exhaust note piped in from the earth’s molten core. The ZL1 is a supercar that just happens to look like a Camaro.

Camaros are highly focused cars with some very obvious shortcomings. There’s plenty of tire noise, the rear seat is best suited to Lilliputians, interior storage is virtually nonexistent, and seeing out of the gun-slit windows is a pain. And then there’s that image.

A reputation is a hard thing to live down. Perception often lags reality, and the reality is this: Camaros are among the most sophisticated driver’s cars in the world. And three consecutive years on the 10Best Cars list proves that this Chevy isn’t just great at attacking a corner, it has also turned one. —Rich Ceppos

Specifications

VEHICLE TYPE

front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

BASE PRICE

$28,395–$71,295

ENGINES

DOHC 24-valve 3.6-liter V-6, 335 hp, 284 lb-ft; pushrod 16-valve 6.2-liter V-8, 455 hp, 455 lb-ft; supercharged and intercooled pushrod 16-valve 6.2-liter V-8, 650 hp, 650 lb-ft

TRANSMISSIONS

6-speed manual, 8-speed automatic with manual shifting mode, 10-speed automatic with manual shifting mode

CURB WEIGHT

3441–393 lb

C/D TEST RESULTS

60 mph: 3.4–5.5 sec

¼-mile: 11.5–14.2 sec

Top speed (mfr's claim): 150–198 mph

Braking, 70–0 mph: 141–166 ft

Roadholding, 300-ft-dia skidpad: 0.88–1.18 g



EPA FUEL ECONOMY

Combined/city/highway: 15–23/13–19/20–29 mpg

Chevrolet Corvette Grand Sport

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The Chevrolet Corvette Grand Sport needs little introduction as a mega-performance bargain worthy of our 10Best Cars list, and 2018 marks the second year in a row that the Grand Sport targa and convertible have made the cut. From its Lightning Lap exploits to our current long-term test car, it is a track-day thriller and an unflinching ally on winding back roads. Factor in impressive civility at a price that massively undercuts any exotic of similar dynamic capability, and the Grand Sport earns its place again for being one of the best sports-car buys available.

Pairing the mighty Corvette Z06’s flared bodywork and hard-core chassis hardware with the regular Stingray’s small-block LT1 powerplant, the $66,590 Grand Sport targa (and $70,590 Grand Sport convertible) can cling to the road at up to 1.18 g with the optional Z07 package yet effortlessly deliver nearly 30 mpg during highway cruises. Its tractable, 460-hp 6.2-liter V-8 roars a deep, Old Glory tune through the standard active performance exhaust and can rocket the low-slung two-seater to 60 mph in less than 4.0 seconds with either the standard seven-speed manual transmission or the quick-shifting optional eight-speed automatic.

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With its widened stance and radical aero addenda, the Grand Sport is both menacing to behold and forgiving to pilot at warp speed, particularly with the extreme, $7995 Z07 track bundle. The same upgraded suspension and adaptive dampers that let the GS bound over curbing on the track also afford it long-haul comfort with a weekend’s worth of luggage under the rear hatch or in the convertible’s trunk. This is a livable supercar that will comfortably trundle around town and stop from 70 mph in as little as 129 feet, while clearly communicating its attitude through a direct and nicely weighted steering wheel. Simply retract the convertible’s cloth top or remove the targa’s roof panel to turn things into an open-air party.

The scary thing is that the Grand Sport could be even better. We’re still waiting for General Motors to fit the Corvette with a cabin that isn’t infused with the fragrance of plastic resin after sitting in the sun for a few hours. The GS’s racy handling limits are almost impossible to safely probe on the street, its low-hanging nose is easily damaged in parking lots, and certain versions—such as the Carbon 65 special edition that can easily push $100,000—bring into question its budget-supercar reputation.

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But especially near the Grand Sport’s modest premium over regular Stingrays, those grievances quickly fade when you’re behind the wheel on an open road. 10Best peers such as Porsche’s 718 Cayman and Boxster and Chevrolet’s own squad of extra-strength Camaros have honed their own mixes of affordable thrills, but the Grand Sport is the only one that makes exotic levels of all-around performance so attainable. —Mike Sutton

Specifications

VEHICLE TYPE

front-engine, rear-wheel-drive, 2-passenger, 2-door targa or convertible

BASE PRICE

$66,590–$70,590

ENGINE

pushrod 16-valve 6.2-liter V-8, 460 hp, 465 lb-ft

TRANSMISSIONS

7-speed manual, 8-speed automatic with manual shifting mode

CURB WEIGHT

3452–3483 lb

C/D TEST RESULTS

60 mph: 3.8–3.9 sec

¼-mile: 12.2–12.3 sec

Top speed (mfr's claim): 170–175 mph

Braking, 70–0 mph: 129–139 ft

Roadholding, 300-ft-dia skidpad: 1.11–1.18 g



EPA FUEL ECONOMY

Combined/city/highway: 18–19/15–16/25 mpg

Honda Accord

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After the car’s record 31 previous appearances on our 10Best Cars list, you might think that an all-new Honda Accord sedan was a shoo-in for 2018. Not true. Even after we proclaimed one version of this Accord—the 2.0-liter/manual-transmission Sport model—“America’s Best Sedan” on the cover of our November issue, we began the evaluations for 2018 10Best Cars cognizant that there are no categories. It’s possible to be the best in any class without making this list (you’ll search the roster in vain for a full-size sedan or an entry-level subcompact, for instance). So we were open to the idea that America’s best sedan still might be, say, only the 12th-best among all cars offered below our $80,000 price cap. Or that some variants, perhaps the base 1.5-liter engine with a continuously variable automatic transmission (CVT), wouldn’t cut it.

Then we drove the cars: “Have you been out in the Accord yet? Oh my God! It’s soooooo good,” one of our more effusive editors said at our 10Best base camp. “Even the 1.5 with the CVT!” Even while many among us can muster no more enthusiasm for a family sedan than can be expressed with a quiet nod, he wasn’t wrong.

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There were reasons to be skeptical. The Accord’s former 3.5-liter V-6 disappears in this iteration, as does the two-door coupe. Its base naturally aspirated 2.4-liter inline-four gave way to a downsized forced-induction 1.5 at the bottom of the lineup while a turbo 2.0-liter replaces the six. They’re new (and shared with the Civic), but they’re still Honda engines—smooth, responsive, and vice free. Cementing the appeal of these drivetrains is that a delightful six-speed manual transmission is offered with both engines and that the automatics—both the base car’s CVT and the 10-speed that comes with the 2.0-liter—are exemplars of their forms.

And then there’s the design element, with an additional 2.1 inches of wheelbase but a 0.3 inch decrease in overall length, which gives the Accord short overhangs and interior packaging advantages, even as a fastback shape supplants the previous three-box form. The car’s pouty face is not universally admired, and the rearward sightlines aren’t as good as they used to be, but the view forward still features a low cowl and slim (by modern standards) A-pillars.

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Mostly, though, the new Accord embodies and expands upon the same virtues that put its predecessors on the list. The chassis, although lighter, is stiffer and feels as rigid as those in luxury cars that cost twice as much; the suspension tuning takes advantage of that to deliver a refined mix of ride quality and handling precision; and all the controls—from steering wheel and pedals to knobs and switches—respond promptly to light and proportionate efforts. Even the preceding generation’s lackluster infotainment system has been replaced with a fast-acting setup employing proper knobs for audio volume and tuning. Despite price increases that put the Honda near the top of this class, it’s all soooooo good that it remains a great value, so this year the Accord makes its 32nd appearance on one of our 10Best Cars lists. —Kevin A. Wilson

Specifications

VEHICLE TYPE

front-engine, front-wheel-drive, 5-passenger, 4-door sedan

BASE PRICE

$24,460–$36,690

ENGINES

turbocharged and intercooled DOHC 16-valve 1.5-liter inline-4, 192 hp, 192 lb-ft; turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 252 hp, 273 lb-ft

TRANSMISSIONS

6-speed manual, 10-speed automatic with manual shifting mode, continuously variable automatic with manual shifting mode, continuously variable automatic

CURB WEIGHT

3154–3419 lb

C/D TEST RESULTS

60 mph: 5.5–7.3 sec

¼-mile: 14.1–15.7 sec

Top speed (mfr's claim): 121–127 mph

Braking, 70–0 mph: 162–170 ft

Roadholding, 300-ft-dia skidpad: 0.87*–0.90 g

*stability-control-inhibited

EPA FUEL ECONOMY

Combined/city/highway: 26–33/22–30/32–38 mpg

Honda Civic Sport / Si / Type R

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Living up to a name isn’t easy, and few names in autodom carry as much weight as does the Honda Civic. Yet while it once shouldered that burden with ease, the venerable compact increasingly lost the plot as years passed, culminating with the deeply unsatisfying ninth-generation 2012–2015 model. No less than the restoration of the Civic’s reputation was riding on the tenth-generation Civic that debuted for 2016.

Even in its most mainstream form, it delivered. But that wasn’t enough for it to win a spot on our 10Best Cars list, and it wasn’t enough for Honda, either. For the newest Civic’s second model year—but too late for our 2017 10Best Cars testing—the Japanese maker added Sport, Si, and Type R versions, each badge indicating increasing levels of performance and its own set of lofty expectations. Finally available for our 2018 competition, this trio of immensely satisfying driver’s cars have won the Civic its first spot on 10Best Cars since 1996.

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The hype accompanying the first ever U.S.-market Civic Type R seemed impossible to live up to, and yet the car delivers on all of that and then some. It is quite possibly the highest performing and most satisfying front-wheel-drive car on the market today, with 306 raucous horsepower from a turbocharged 2.0-liter four-cylinder and a finely honed chassis that’s as precise and balanced as the exaggerated interior is absurd. It easily keeps up with its well-established all-wheel-drive competitors, all the while undercutting their prices by thousands of dollars.

Although globally Honda’s Si moniker lives in the shadow of the Type R mystique, the Civic Si has always had a strong following in the States. The new Si is as tossable as any that has come before but with an even more elevated fun factor. Tactile steering and sharp responses make it an exuberant, playful foil to the outrageous Type R, and its sub-$25,000 asking price helps compensate for the lower accelerative force from its 205-hp turbocharged 1.5-liter turbo four.

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None of the Civic’s dynamic brilliance would be possible without a strong foundation, and the base, $22,390 Sport hatchback provides just that. Its joyful simplicity and amazing value just may make it the most impressive of the Civics. An eager, 180-hp version of the Si’s 1.5-liter turbo four pairs with a standard six-speed manual that’s a pleasure to operate. And Honda’s Sport badge is one of the few in today’s automotive universe that actually means something, bringing a dollop of extra power, wider wheels and tires, and an aggressive body kit. (While Sport versions are available with a CVT, we’ve limited this award to cars with the manual transmission.)

That brings us to these Civics’ biggest demerit: None is particularly easy on the eyes, each being festooned with wings and scoops galore that add additional freneticism to an already overactive design. Luckily, the Civics are more pleasant than the aggressive looks might suggest; even the Type R remains a practical and livable daily driver, with a compliant ride, a spacious interior, and an agreeable around-town demeanor. Plus, you can’t see the outside of the car while you’re busy driving it. And you’ll want to do that as much as possible with any of these satisfying Hondas in your driveway. The Civic is back, and it’s stronger than ever. —Joseph Capparella

Specifications

VEHICLE TYPE

front-engine; front-wheel-drive; 4- or 5-passenger; 2-door coupe, 4-door sedan, or 4-door hatchback

BASE PRICE

$22,390–$34,990

ENGINES

turbocharged and intercooled DOHC 16-valve 1.5-liter inline-4, 180 or 205 hp, 177 or 192 lb-ft; turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 306 hp, 295 lb-ft

TRANSMISSION

6-speed manual

CURB WEIGHT

2868–3137 lb

C/D TEST RESULTS

60 mph: 4.9–7.0 sec

¼-mile: 13.5–15.2 sec

Top speed (mfr's claim): 131–169 mph

Braking, 70–0 mph: 142–176 ft

Roadholding, 300-ft-dia skidpad: 0.88–1.03 g



EPA FUEL ECONOMY

Combined/city/highway: 25–33/22–29/28–38 mpg

Mazda MX-5 Miata

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The Mazda MX-5 Miata is David in a field of Goliaths. Whereas most modern sports cars prefer to strike mighty blows with horsepower and acceleration, the Miata delivers its strikes with little more than a slingshot. And yet here it is on our 10Best Cars list. Again.

This is not to say the Miata is incapable of fleetness—its 5.8-second zero-to-60-mph time is nothing to scoff at—but any haste owes as much to the sub-2500-pound curb weight as the 155-hp 2.0-liter inline-four.

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That lightness is a defining character trait, helping to deliver a transcendent behind-the-wheel experience. The chassis is balanced and communicative, the steering tactile and direct, and the standard manual transmission graceful and precise. Piloting a Miata is a reminder that driving can be—make that should be—a fulfilling experience, not a chore. Its modest limits easily explored, the Miata is the ultimate tool for teaching driving fundamentals, too. Heck, even the optional automatic gearbox is programmed for fun.

While you’re free to point out the Miata’s flaws—it’s difficult to see out of when the top is up (in the case of the hardtop RF, up or down), it can be loud inside, and there’s precious little room for stuff—these are worthwhile trade-offs in a car that practically begs you to take the long way home. As David slayed Goliath, the pint-size Mazda Miata punches far above its weight. It’s nothing less than one of the best cars on the planet, size and modest price be damned. —Greg Fink

Specifications

VEHICLE TYPE

front-engine, rear-wheel-drive, 2-passenger, 2-door convertible or targa

ESTIMATED BASE PRICE

$26,000–$33,000

ENGINE

DOHC 16-valve 2.0-liter inline-4, 155 hp, 148 lb-ft

TRANSMISSIONS

6-speed manual, 6-speed automatic with manual shifting mode

CURB WEIGHT

2309–2435 lb

C/D TEST RESULTS

60 mph: 5.8–6.4 sec

¼-mile: 14.6–15.1 sec

Top speed: 129–133 mph

Braking, 70–0 mph: 158–171 ft

Roadholding, 300-ft-dia skidpad: 0.88–0.90 g



EPA FUEL ECONOMY

Combined/city/highway: 29/26/33–35 mpg

Mercedes-Benz E400 / Mercedes-AMG E43

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To the casual observer, the Mercedes-Benz E-class may seem like little more than a high-style statement—something to be seen in, like a designer suit or a fashionable resto-lounge. But its 10Best Cars–worthy charms go much deeper than its elegant façade, as it combines classic Mercedes glamour with a dazzling array of available technology—including dual 12.3-inch display screens and a semi-autonomous driving system—across a highly versatile lineup.

But not all E-classes made the cut. The less dynamic four-cylinder model introduced last year is excluded from this 10Best honor, while the six-figure pricing of the glorious, twin-turbo V-8–powered E63 sedan and wagon made them ineligible. Which means this award goes to the E400 lineup—roomy four-door, dramatic coupe, airy convertible, and practical station wagon—and the Mercedes-AMG E43, a highly rewarding and comparison-test-winning sports sedan. It’s the breadth of talents that imbues the V-6 E-class with its considerable charms, including performance ranging from mild to wild, exquisite cabins, tons of high-tech equipment, and artfully sculpted exteriors—particularly the stunning coupe.

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E400-badged cars are powered by a silken twin-turbo 3.0-liter V-6 making 329 horsepower, an engine that is as happy storming to autobahn speeds as it is wafting along without a care in the world. All feature perfectly bolstered seats—with an optional massage feature for front-seat passengers—that are so comfortable they can inspire spur-of-the-moment road trips all by themselves.

And for those who may find the E400 line a bit too genteel, the Mercedes-AMG E43 sedan turns up the heat with a sport-tuned suspension and an even gutsier 396-hp version of the twin-turbo six. The V-6 is just as refined here—except when prodded, when it offers an AMG-appropriate roar as it sends the E43 from zero to 60 mph in 4.2 seconds. While the transcendent E63 is the ultimate enthusiasts’ E-class, the lighter front end of the E43 means it’s nearly as agile and just as rewarding. It looks the part, too, with its aggressive exterior transformation.

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These Es deliver on the more logical side of the spectrum, too. Despite the potency of their engine, all three V-6 E-classes we’ve run through our 200-mile highway fuel-economy test have exceeded the EPA’s estimates; the E400 wagon, the heaviest and largest of the three, returned an impressive 30 mpg, five more than its EPA highway rating. And if the sedan and coupe models’ roomy trunks can’t carry enough chattels for you, the wagon offers SUV-challenging cargo space.

Truly stylish, satisfying, and special, every detail is impressive in these E-classes, and that’s why they made our list of 2018’s 10Best Cars. —Drew Dorian

Specifications

VEHICLE TYPE

front-engine; rear- or all-wheel-drive; 4-, 5-, or 7-passenger; 2-door coupe or convertible, 4-door sedan, or 4-door hatchback

BASE PRICE

$59,895–$72,595

ENGINES

twin-turbocharged and intercooled DOHC 24-valve 3.0-liter V-6, 329 or 396 hp, 354 or 384 lb-ft

TRANSMISSION

9-speed automatic with manual shifting mode

CURB WEIGHT

4287–4443 lb

C/D TEST RESULTS

60 mph: 4.2–5.3 sec

¼-mile: 12.8–13.9 sec

Top speed: 128–131 mph

Braking, 70–0 mph: 156–161 ft

Roadholding, 300-ft-dia skidpad: 0.85*–0.92 g

*stability-control-inhibited

EPA FUEL ECONOMY

Combined/city/highway: 21–23/19–20/25–27 mpg

Porsche 718 Boxster / Cayman

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Porsche’s 718 Boxster convertible and 718 Cayman hatchback sports-car siblings have become regulars on our 10Best Cars list, and with the dynamic duo little changed for 2018, it wasn’t hard to welcome them back for another year. The situation was a little dicier last year, when the pair saw their sonorous, high-revving flat-six engines replaced by turbocharged flat-fours. But while we missed the intoxicating sound the sixes made when the needle went zinging across the tachometer, the turbo fours proved to have compensatory qualities, chief among them more power and torque. The standard versions get 300 horsepower and 280 lb-ft from 2.0 liters, while the 2.5-liter engine in the S delivers another 50 horsepower and 29 lb-ft. Having now tested just about every Boxster and Cayman variant (a tough job, we know, but we do it in service to you), we can report that the slowest of the bunch—the non-S Boxster with the six-speed manual—now scoots to 60 mph in just 4.4 seconds, while the quickest ones we’ve tested—the dual-clutch-automatic-equipped Boxster S and Cayman S—take just 3.6.

What remains a constant is the Boxster/Cayman’s unerring chassis balance, born of its mid-engine layout. The natural rightness of this configuration, along with the car’s compact size and light weight, means that it’s not relying on a phalanx of computerized helpers to get around corners. Of course, it has those features, but they remain in the background, and there’s never the sense that they’re trying to rewrite the laws of physics.

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This car lives for curves, particularly when they’re stacked one after the other; it’s so easy to get into a rhythm behind the wheel. On any road, however, the mechanical precision with which these Porsches operate—and so few other cars do—is a joy. The exacting calibration of the throttle and the steering, wherein each minute movement results in a perfectly measured response, is rewarding any time. So, too, is the superb action of the clutch and shifter—a point in favor of the manual transmission despite the quicker acceleration afforded by the dual-clutch PDK.

The driver’s seat, supportive but not confining, places one in an ideal relationship to the surroundings. And neither the coupe nor the convertible’s shapely bodywork—which to our eyes only improved with the latest redesign—unduly hinders the view out. The ramplike center console, however, affords virtually no interior stowage, one of the few criticisms we can reasonably level at this car. The front and rear trunks are great for carrying a weekend’s worth of luggage, but that’s not where you want to stash your sunglasses.

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For now, at least, both the standard and the S versions of the Cayman and Boxster skate in under our $80,000 price cap, so all four main variants of Porsche’s mid-engine masterpiece are honored here. The only outliers are the new-for-2018 GTS models, which start at $80,850—we doubt most buyers will miss their additional 15 horsepower. No matter how they’re spec’d, the 718 Boxster and Cayman are exemplary sports cars. —Joe Lorio

Specifications

VEHICLE TYPE

mid-engine, rear-wheel-drive, 2-passenger, 2-door convertible or hatchback

BASE PRICE

$56,350–$70,850

ENGINES

turbocharged and intercooled DOHC 16-valve 2.0-liter flat-4, 300 hp, 280 lb-ft; turbocharged and intercooled DOHC 16-valve 2.5-liter flat-4, 350 hp, 309 lb-ft

TRANSMISSIONS

6-speed manual, 7-speed dual-clutch automatic with manual shifting mode

CURB WEIGHT

3059–3169 lb

C/D TEST RESULTS

60 mph: 3.6–4.4 sec

¼-mile: 11.9–13.0 sec

Top speed (mfr's claim): 170–177 mph

Braking, 70–0 mph: 141–145 ft

Roadholding, 300-ft-dia skidpad: 1.01–1.04 g



EPA FUEL ECONOMY

Combined/city/highway: 22–25/20–22/26–29 mpg

Volkswagen Golf / Alltrack / e-Golf / GTI / R / SportWagen

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The latest iteration of an evolving composite stitched together from more than four decades of research, development, and progress, the Volkswagen Golf has endured a diesel-emissions scandal, currency fluctuations, and shifting public predilections with grace. Entirely modern but cast in the same basic blueprint as the car that arrived here in the mid-1970s to replace the beloved but antiquated Beetle, the Golf remains one of the most capable, versatile, and meticulously assembled vehicles currently available at any price.

Truly worthy of the Volkswagen name—it translates to “people’s car”—the Golf lineup offers something for nearly everyone, from the value of the too-fun-to-be-a-base-model 1.8T, to the 6.9 inches of ground clearance of the Alltrack wagon, and the segment-busting performance of the sublime Golf R. The Golf middle ground is occupied by the SportWagen and the iconic GTI, the latter a vehicle that has received our near constant admiration since its arrival in 1983.

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All Golf variants display a proclivity for driving enjoyment. Grab some time in a 170-hp base 1.8T and you’ll find yourself impressed with how its precise steering, firm brake pedal, and well-tuned suspension helps soften the rigmarole of even the most mundane commutes. Or, if you’re looking to go electric, the e-Golf delivers the driving competence of its conventional siblings without compromising practicality—a surprise given the large battery pack that delivers 125 miles of range. Moving up to the 220-hp GTI only magnifies these favorable perceptions. Specifying the GTI’s SE trim brings the beefier brakes from the Golf R and, most significant, an electronically controlled limited-slip differential—all for around $31K. More than just a random assortment of performance-enhancing parts, these upgrades enhance the GTI’s holistic goodness without spoiling the fluid manner in which it flows from apex to apex. All Golfs enjoy tight build quality and a quiet, rattle-free interior, to boot.

Although the Golf would have earned a 2018 10Best Cars spot on the merits of the base and GTI models alone, the R is a halo that can’t be ignored. Packing a turbocharged four-cylinder producing 292 horsepower and 280 lb-ft of torque, it employs an all-wheel-drive system that elevates performance while bolstering the confidence of even novice drivers. Equally impressive is its ability to dial back the intensity and serve as a four-door transportation device spacious and comfortable enough to take your grandmother—and her Saint Bernard—to town in.

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Finally, the SportWagen and the Alltrack expand boundaries without breaching the Golf’s promise to deliver not only fun and utility at a reasonable price, but also the satisfaction that only intelligent design and precise execution can provide. All of the above is exactly what we look for in our favorite vehicles—and why the Golf family wins 10Best laurels once again. —Andrew Wendler

Specifications

VEHICLE TYPE



front-engine or -motor

front- or all-wheel-drive

5-passenger

4-door hatchback

BASE PRICE

$21,760–$40,635

ENGINES

permanent-magnet synchronous AC motor, 134 hp, 214 lb-ft

turbocharged and intercooled DOHC 16-valve 1.8-liter inline-4, 170 hp, 184 or 199 lb-ft

turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 220 or 292 hp, 258 or 280 lb-ft

TRANSMISSIONS

5-speed manual

6-speed manual

6-speed dual-clutch automatic with manual shifting mode

7-speed dual-clutch automatic with manual shifting mode

6-speed automatic with manual shifting mode

1-speed direct-drive

CURB WEIGHT

2984–3497 lb

C/D TEST RESULTS

60 mph: 4.5–8.5 sec

¼-mile: 13.2–16.6 sec

Top speed: 85–153 mph

Braking, 70–0 mph: 154–181 ft

Roadholding, 300-ft-dia skidpad: 0.82–0.95 g



EPA FUEL ECONOMY

Combined/city/highway: 24–29/21–25/29–36 mpg

Combined/city/highway: 119/126/111 MPGe (e-Golf only, C/D est)

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