About a year ago, Ford announced a big plan to relaunch Lincoln, its once great, now lame luxury brand. The plan started with the MKZ, an eye-catching sedan that fell short of our expectations.

But Ford kept critics at bay with the mantra: This is a long process that doesn't hinge on the success of a single car, and we're going to put out four new cars in the next four years.

Today, Ford gave us our first look at car number two: the 2015 Lincoln MKC.

The little SUV, like the MKZ, looks good. Ford says the timing is right, as the premium utility vehicle segment growing faster than any in the industry — by 25% since 2012 and by 2005 since 2009.

Under the hood is Ford's 2.3-liter EcoBoost engine that will produce 275 horsepower. Like most new luxury rides, the MKC will offer sport, comfort, and normal drive modes.

From the photos and details in the press release, there's a lot to like about the MKC. Let's start with the cool stitching on the interior, and the fact that there are actual knobs and buttons to control the infotainment system.

The "pedestal" side view mirrors are cool, and Lincoln stuck with its classic split wing grille. Good choice.

We'll have more to share once we get to see the car in person and take it for a drive. But so far, so good.

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Nissan has unveiled the latest version of the Qashqai crossover, and it's calling it the "world's most parkable car."

That's because Nissan has updated its Park Assist system to make the Qashqai better than ever at getting itself into tight spots (the driver just controls forward and reverse).

The vehicle can fit into a space just 31 inches longer than the car itself (just over 14 feet). Pretty impressive.

The system can measure the space, detect moving objects, and provide a 360 degree overhead camera view.

That's not especially new, but the Qashqai does have one feature we haven't seen before: To make sure the rear view camera is never dirty or fogged up, Nissan included a high pressure water jet and compressed air nozzle, to clean and blow dry it when necessary.

Nissan sells the Qashqai in Japan, and Europe, but not North America. The 2014 will start for £17,595 ($28,659).

The water jet thing is pretty cool, but I take issue with Nissan claiming the "most parkable car" title. The Qashqai may be easy to park, but that doesn't mean it will fit just anywhere. It's still 14 feet long.

The most parkable car is still the car that's smallest, and that honor goes to the P45, created by Jeremy Clarkson of "Top Gear."

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The 2015 Lincoln MKC crossover, the second vehicle in Ford's plan to revive the lagging luxury brand, will start for $33,995, Ford announced today.

That price puts it below the competition. The Acura RDX starts for $34,520, and Audi's Q5 starts for $37,300. Ford says the MKC will have "the most accessible starting price point in the segment."

That should help lure in buyers who otherwise have little interest in a brand that once was great, but has produced little of note in recent years.

Ford's plan to relaunch Lincoln started late in 2012, with the introduction of the MKZ, an attractive sedan that fell short of our expectations. But Ford has insisted all along that this is a long term project that will include four new cars in as many years.

The MKC is based on Ford's Escape, already a top seller in the crossover segment.That's a good way to start, and it's encouraging that there seems to be more differentiation between the two cars than there is between the MKZ and the car it is based on, the Fusion.

The fact that it's a crossover, or small SUV, is also encouraging. The premium utility vehicle segment is growing faster than any in the industry — up 25% since 2012.

The MKZ will come with a full suite of luxury car features, including an app that can start, lock, unlock, and locate the car.

The new ride will come in three trim levels: Premiere is the least expensive. "Select" starts for $37,225, and "Reserve" pushes the price tag up to $40,930. Those prices include destination and delivery charges.

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The BMW X3 is, or at least has been, a hard vehicle to get excited about. It's comely enough, and quite comfortable and capable, to be sure; it's just not all that moving, especially for a BMW. But there are a few new aspects to the updated 2015 X3 that just might get your enthusiast juices flowing.

Headlining the changes is the availability of a new xDrive28d model, packing BMW's punchy 2.0-liter TwinPower turbocharged diesel four-cylinder. Rated at 180 horsepower and 280 pound-feet of torque (with maximum twist available from just 1,750 rpm), the diesel X3 can hit 60 mph in under eight seconds, and will likely score well on EPA fuel mileage tests, though official estimates haven't yet been released.

An eight-speed transmission is standard equipment with the 2015 X3 xDrive28d, as is Selective Catalyst Reduction (SCR) to clean up the diesel's exhaust to "clean diesel" standards.

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Next up for the family driver with enthusiast tendencies is a rear-drive model. The X3 sDrive28i gets BMW's 2.0-liter turbocharged four-cylinder gasoline engine, good for 240 horsepower and 260 pound-feet of torque. While it's probably not as efficient at the pump as the oil burner, the rear-drive X3 should be considerably more efficient at converting rear tires into smoke, noise, and smiles in between school-soccer-grocery shuttle runs. BMW says the X3 sDrive28i will hit 60 mph in 6.2 seconds.

Other updates to the 2015 X3 reflect its mid-cycle status: the exterior gets a new look thanks to a revised kidney grille, new twin-circle headlights, tweaked front and rear bumpers, and side mirrors with integrated turn indicators. Inside, new chrome trim, a high-gloss black center stack panel, and updated cup holders are the main updates.

New colors are available inside and out as well, and the tailgate gets BMW's automatic Smart Opener system for the rear liftgate. Full-LED headlights are an available extra, while the fog lights and turn indicators are LED units by default.

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For those looking to customize the look of their X3 a bit further, there are the xLine and M Sport packages. The xLine offering adds metallic inserts to the bumpers, satin aluminum side accents to the air intakes, and simulated skid plates at the front and rear, as well as extra leather upholstery variations, unique interior trim, and 19-inch alloy wheels.

The M Sport gets a unique aerodynamic package, high-gloss Shadow Line trim, a choice of six paint finishes, and two exclusive 19-inch or 20-inch alloy wheel options; the interior of the X3 M Sport gets an Anthracite roof liner, sport seats, and other M-bred touches to sport up the look and feel.

In addition to the new X3 xDrive28d and rear-drive sDrive28i, the 2015 BMW X3 will also be available in all-wheel drive form with the 28i engine, or, as the X3 xDrive35i, with the 3.0-liter turbocharged in-line six-cylinder rated at 300 horsepower and 300 pound-feet of torque. All X3 models come standard with the revised eight-speed automatic transmission.

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Due to hit dealers this spring, the 2015 BMW X3 will start from $39,325 (all prices include destination fee) for the X3 sDrive 28i. The X3 xDrive28i starts from $40,725, and the X3 xDrive35i jumps off at $45,825. The new diesel model, the X3 xDrive28d, starts from $42,825.

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It's been ten years already, but if you still haven't absorbed the reality of a Porsche SUV, brace yourselves. There's a second one--and it's probably the best crossover SUV we've driven.

Let us first-drive you into reality with the 2015 Porsche Macan Turbo, the vehicle that will cement Porsche's presence in utility vehicles, while you scour for all the loose change you can spare.

First, some background. Porsche's been building five-seat Cayenne SUVs since the 2004 model year. It's been a runaway success, responsible for about 80,000 sales a year. So why not drill a little deeper? With the ground broken, Porsche began planning the five-seat Macan as a companion piece, even giving it the code name "Cajun," for "Cayenne Junior."("Macan" means "tiger" in Malay--and "little boy" in Scottish Gaelic.)

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Like the Cayenne, the Macan shares some VW Group DNA--in this case, about a third of its parts with the Audi Q5. Turbocharged V-6s are standard with all-wheel drive, with a turbodiesel and possibly a turbo four to come.

It's even built alongside the Cayenne in Leipzig, Germany. Porsche's turned part of Leipzig into its own Hamtramck, building a 2.3-mile test track, as well as a visitor's center that's best described as a Close Encounter of the Patti Labelle Kind.

But as Porsche's chief designer Michael Mauer says, "The Macan has to be much more than a shrunken Cayenne." It has to be more sporting than a BMW X3; more grunty than a Mercedes GLK off-road; more than an Audi Q5 cannibal; more evocative than an Evoque.

Is it? Yes, but it's a matter of degree. The Macan S, at $50,895, threads its way through those thorny comparisons. A $73,295 Porsche Macan Turbo, with premium suspension and torque vectoring, blasts by them, removing any doubt. It's a vehicle that lives up to every letter of the SUV acronym.

Let us explain.

The only shocks you'll get with a Macan are the ones under the sheetmetal. It's styled with all the favorable features of the bigger Cayenne, with a faster rear glass, and with attractive new blades down its sills to lighten its visual load.

Compressed into a shorter span than on the Cayenne, the same cues work themselves out well. Porsche's usual massive front-end intakes and strakes and compound headlamps stack neatly. The hood has no cutlines, save for big headlight cut-outs: it's wrapped over the front corners to incorporate what would be the front fenders, which means the actual fenders are small triangular panels aft of the wheels.

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From the side, the Macan factors in a deeper shoulder line than the Audi Q5, and a more steeply sloped rear glass, which Porsche believes will connect the Macan with its 911 more than that Q5. The rear end's simple and spare, with LED taillamps banded slimly on the wraparound tailgate.

Spotters can pick out body-color brackets on the front air intakes on the Macan Turbo, and gray-metallic ones on the Macan S, unless they've been replaced with optional carbon-fiber inserts. It's easier at the rear, where the Macan S has four round exhaust outlets, and the Turbo four squared-off tips.

The Macan's cabin is smothered in buttons and switches, not incomprehensible TFT screens, and it feels as appropriate as the left-mounted ignition. At least a dozen buttons flank either side of the shift lever. There is a central screen, but it hosts secondary controls--the primary functions represent in the gauge binnacle, with a high-resolution screen in the right pod serving as a redundant display.

A simple black-and-grey scheme gives way on more polished Macan SUVs, which wear aluminum or carbon-fiber or dark walnut trim. You can have Alcantara seat inserts, full leather trim, a leather key pouch. The Macan has a relentless list of pay-up touches that make your order as singular as a trip through the Sears Christmas catalog. (If you're not yet 30 years old...see...there used to be a place called Sears....)

Blown away

That's the economic lesson at the heart of the Macan: spend more, love more. To get the classic Porsche experience--scalding acceleration, effortless grip, impeccable balance--you need to tick a few boxes. When you do, make sure you belt everything down. Except your debit card. That will need to fly.

We drove various trims of the Macan on the autobahn, on a 3.7-mile off-road trail, and at Porsche's F1-certified test track. The "base" Macan S acquits itself just fine on all those surfaces, but it also invites comparisons in a way the turbo doesn't.

Powered by a turbocharged 3.0-liter V-6 with 340 horsepower, with standard rear-biased all-wheel drive (with the rear wheels always delivering some power) and Porsche's dual-clutch PDK transmission, the Macan S doesn't slouch its way through any driving mode. Porsche promises 0-60 mph runs of 5.2 seconds, and a top speed of 156 mph, Add the Sport Chrono package for swifter transmission shifts and throttle tip-in, and the Macan S accelerates to 60 mph in 5.0 seconds--keen for a vehicle weighing in at more than 4,100 pounds. Like an SQ5, a bit quicker than the uprated turbo-six X3, possibly the upgraded '15 Evoque, too.

We still see a bright future for the Macan S as the suburban shuttle of the now.  It takes flight on the autobahn, building speed swiftly though not too silently--there's a slight amount of wind noise at the tops of the doors, and the smaller-displacement turbo churns out a pleasant brap that can linger a little too long in the cabin. The seven-speed dual-clutch transmission couldn't be more in tune. There can't be any dithering in the Macan's electronic steering at autobahn speeds, and there isn't--and when the Macan S is tapped out of its Sport mode, it's truly relaxed. We'd still add on an infotainment package ($2,990) and a bundle with more premium features like a panoramic roof ($5,990), which puts the Macan S at $61,235.

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And to goose its dynamic profile, we'd also add three-mode-adaptive shocks (a $1,360 package), a torque-vectoring system ($1,490), and the Sport Chrono package ($1,290). The adjustable dampers give the Macan more roll stiffness, while the torque-vectoring setup gives the rear wheels the ability to draw down torque on the inside wheel via an electronically controlled locking differential across the rear axle. Sport Chrono adds a lap timer to the gauges, a launch-control mode, and quicker execution for shifts and throttle inputs. All combine with Porsche Traction Management (PTM), which sends torque to the rear wheels at all times, and varies its torque split back to front, with the capability to send all of it to the fronts.

It handles beautifully, utterly predictable so long as the stability control stays on, steering with precision, landing shifts exactly when they're called for, settling briskly into corners, powering out with a flicker of torque to the outside wheel. But as strong as it is, the Macan S struggles to keep pace with the Turbo on the 2.3-mile circuit at Leipzig. The Macan Turbo hustles through corners with the liquid flow of mercury. The adaptive dampers are standard; along with Sport Chrono and torque vectoring, an air-spring-and-damper suspension is an option ($2,745, including the adaptive shocks--keep reading).

Of course, 60 extra horsepower makes a difference. The Macan Turbo pumps up displacement to 3.6 liters; its V-6 can launch to 60 mph in 4.6 seconds, or 4.4 seconds with Sport Chrono. Top speed is 165 mph. The split between the S and the Turbo doesn't even span out a full second, but the perception plays out a little differently.

If any SUV could be called unflappable, the Porsche Macan Turbo can. It blows by sluggish autobahn traffic in vast, Amtrak-sized chunks with a part-throttle foot on it. With plenty of wastegate noise and a deep-throated exhaust, the Macan Turbo drives as if it could light up the neatest, cleanest driving line from beneath the pavement. Yank it into a steep right-hander, and it falls into line, complying with a bare second of tire noise. Paddle down, and crank out of a corner, hopping curbs to save a hundredth of a second, and it resets itself, shuffling torque to the outside wheel, passing briefly through a mild stage of understeer.  It's really, really hard to overcook it inside its Sport+ modes--and even if you do, it takes just a brief pause to let it blur over your, er, oversights, and blaze on. Massive brakes are the picture of confidence--upsized a half-inch in front on Turbos to 14.2-inch rotors, and 1.2 inches to 14.0 inches in back, all with six-piston front calipers.

It's almost impossible to get the Macan Turbo flustered, even if one of the great writers and drivers is pressing badge on your rear glass, while Porsche's North American CEO is riding shotgun. Even if said Macan is riding on no-season treads chosen because February is a fickle thing. All Macans ride on standard 19-inch, 55-series tires--Michelin Latitude Tour HP all-season treads on our late-winter drive in eastern Germany, staggered 235/55 front, 255/50 rear. Wheels can be sized up to 21 inches, or downsized to an 18-inch lightweight design at no cost.

The ne plus ultra setup, and the one the most expensive and most rugged Macans will sport, swaps out the steel coils for air springs coupled to the adaptive shocks. All Macans have an off-road mode that diddles with shifting patterns and torque distribution, up to 50 mph. And with 7.8 inches of ground clearance and hill-descent control, the Macan S will trundle through mud pits with the aplomb of an Evoque, with the bonus of its air springs lifting it an additional 1.58 inches for more than 9 inches of ground clearance when needed. The air suspension will also drop the Macan 0.59 inches for aerodynamic smoothness at high speeds, or nearly two inches in a luggage-loading mode. If there's a line you must draw in the options sand, it's probably here. How many Starbucks are surrounded by mucky riverbeds anyway?

More mid-size than compact

The Macan shares some bones with the Audi Q5, but it's notably wider and longer, and the driving position is lower--lower even than the Cayenne, by almost 2.8 inches.

The relationships are at once familial and complex, just like the VW Group itself. The Macan may start from some Q5 architecture, but it gets its own high-strength steel body and doors, and has aluminum hood and tailgate skins.

By the numbers, the Macan is larger than the Q5, at 75.7 inches wide (+1.0 inches versus Q5), and 185 inches long (+3.4 inches). The wheelbase is the same, at 110.5 inches, and height is down to 63.9 inches (-1.3 inches). Against the Cayenne, it's nearly six inches shorter overall, and down 3.5 inches in wheelbase. We can easily see the Macan's dimensions iterating into a next-gen Q5, while the Cayenne could adopt the seven-passenger configuration of today's Q7 as it grows out of Macan territory.

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The Macan suits four adults just fine. The Porsche-class accommodations bring standard eight-way power front seats, standard leather upholstery, and an option for 18-way front seats in the Macan S (they're standard on the Turbo). The 18-way seats are fantastic, with high side bolsters, thick lumbar bladders, and heating with available ventilation. The controls wall off driver from front passenger, with the two-dozen-plus buttons on the console flagrantly defying the trend to touchscreen all the things.

Rear-seat head and knee room are where the Macan fades in the Cayenne comparisons. The bottom cushion is low and short, still ample for adults to use--but adult knees will make contact with the front seatbacks holding six-footers, and the sunroof puts the headliner to the heads of big back-seaters.

The utility part of the equation is executed well. Doors have deep bottle pockets, and the center console's more generous than in many German SUVs. The Macan's rear bench splits so that a slim middle section folds independently to create an armrest. All three sections fold down to expand the cargo space and to render the Macan a two-seater, in true Porsche style. With the rear seat up, there's 17.7 cubic feet of space; seats folded flat, it's 53 cubic feet. There's storage below the cargo floor, the tailgate's power-operated, and with the air suspension, the Macan has a low mode for easier cargo loading.

Winning at stuff

Your basic Macan S sports a fair and balanced amount of gear for its $50,295 pricetag--all-wheel drive, Bluetooth, a rearview camera, leather seat surfaces, power heated front seats, a power tailgate. From that starting point--on through the $73,295 Macan Turbo--it's a tilt-a-whirl ride through Porsche's impressively listicled options smorgasboard. You can have adaptive or air suspensions, off-road kit, carbon-fiber trim, a multitude of leathers and suedes, a fantastic 16-speaker Burmester sound system, mobile connectivity, navigation, and 20-inch (or 18-inch or, heck, 21-inch) wheels and summer tires, if you want them.

For safety, the requisites add that all-wheel-drive system, with options for lane-keeping alerts, blind-spot monitors, and adaptive cruise control. Go full-tilt, and a Macan Turbo can easily pass the $100,000 mark.

In a decade since Porsche wended its way into the profit-rich world of sport-utes (and giving cause for Lamborghini and Bentley utes to come), the prejudice against performances crossover utes has just...dissolved. Jeep has one. Mercedes has a few. Land Rover, from what we understand, has quite a few.

The Macan makes a logical, if not shattering, next step for Porsche. When it goes on sale late in the spring, it'll have a lower base price to lure in a new niche of buyers who maybe can't stretch into a Cayenne. And fret though some of us insiders may, there's no family war brewing. You can spend more than $100,000 on a Macan--but a great one is about $81,000. A truly great Cayenne is in the hundred-grand ballpark, with top versions retailing for more than $200,000 fully trimmed. The top Audi Q5 starts at just over $51,000. Anyone worried about overlap, shouldn't. Selling 15,000 a year will be kein problem.

If you're already configuring your Macan on the Porsche site, we'd suggest you take a long look at that limited-run SQ5 before you ante up for a purely base $50,295 Macan S. (Also, good luck finding one.) Your compromise position: a Macan S with navigation, a panoramic roof, three-mode shocks, torque vectoring, Sport Chrono, aluminum trim, and Bose audio, for $64,825.

No holds barred? In almost every slide that projects out of our brain, it's the Porsche Macan Turbo that parks front and center, full frame. It's not the best SUV we've ridden in, or taken off-road. It's the best one we've driven--and that semantic difference makes all the difference.

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The BMW lineup was grown exponentially in the last few years, with new models popping up to fill in the numerical gaps in the lineup--or old models taking on new names.

Soon, an all-new model will join the range, to be BMW's largest SUV yet: the X7.

Confirmed as part of an expansion of BMW's manufacturing activities in the U.S., the X7 will be built in the company's Spartanburg, South Carolina plant for export to all world markets.

BMW Group chairman of the board of management Dr. Norbert Reithofer said, simply, "I have been asked many times: Why don’t you offer a BMW X model beyond the BMW X5? And today, I’m happy to provide the answer to that question. We have decided to develop and build a totally new X model – the new BMW X7. I promise this SAV will also be highly fuel efficient while offering outstanding driving performance. It will be a true BMW. "

Talk of the possibility of an X7 has circulated for several years. Details beyond the fact of its name and its eventual production--no timing was mentioned--remain unreleased. We do, however, have some notion of what to expect of the coming X7 SUV.

Expected to offer full three-row seating for seven passengers, the X7 will be BMW's largest SUV, though it may be more accurately classified as a large crossover. BMW's range of in-line six-cylinder and V-8 engines used in the X5 and X6 model lines will likely find use in the X7 as well. Suggestions that it might be built on a version of the platform underpinning the next-generation 7-Series have also circulated.

BMW's ownership of Rolls-Royce also hints at the potential for the same basic architecture used in the X7 to find use in a possible super-luxury SUV from the historically British marque. If a Rolls-Royce SUV is built from the X7's matrix, however, it will feature unique bodywork, powertrains, and other aspects, both mechanical and aesthetic.

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We just tested out the 2015 Escalade, and were impressed by all the luxury features Cadillac packed into the latest version of the SUV.

The car is sensible as well as luxurious. The team told us they worked hard to make the new Escalade more practical. One of the most impressive touches is how easy they made it to fold down the second and third rows — all it takes is one finger and about ten seconds. The third row folds flat, and the second row seats tumble forward. That makes a lot extra space for groceries, skis, kayaks, or whatever you like.

The 2015 Escalade starts for $72,690, the power folding seats come standard. Watch:

Here's the Escalade in full:

Full Disclosure: Cadillac paid for travel and accommodations for our trip to South Carolina to test the Escalade.

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Bentley is building a plug-in hybrid electric SUV, it announced today.

The move isn't a surprise. The ultra-luxury arm of Volkswagen confirmed its plans to build an SUV in July, and the automaker has expressed interest in plug-in hybrid technology before.

Plug-in hybrid electric vehicles (PHEVs) combine the ability to run on electricity stored in a battery with an internal combustion engine. They usually offer an EV mode range of less than 40 miles, with the capability to drive more than 200 more miles on traditional gas power.

Research shows that customers would be interested, Bentley Sales and Marketing Director Kevin Rose told Business Insider at the Detroit Auto Show in January. The key is making it easy to use, "which is what we're working on," he said at the time.

In a press release, Bentley said at least 90% of its production will be available as a PHEV by the end of the decade.

Bentley will show a concept version of the PHEV SUV at the Beijing International Automotive Exhibition later this month.

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Last week, we hopped a plane to South Carolina to test out the 2015 Cadillac Escalade, the latest version of the luxury SUV that was a star in the early 2000s.

In recent years, changing tastes and stricter fuel economy standards have pushed the industry away from the big and boxy toward sleeker, smaller crossover vehicles.

We drove pre-production versions of the Premium Escalade and Premium Escalade ESV (extended wheelbase), worth roughly $86,000 and $89,000, respectively.

Both are powerful, surprisingly efficient, luxurious, and full of thoughtful touches.

And Cadillac isn't worried about the declining popularity of huge SUVs. While no longer the height of style, the segment is "still healthy and it's still important," communications manager David Caldwell said. There are still wealthy drivers out there who have a taste for luxury and lots of stuff to carry.

Based on what we saw down South, a lot of them will be bringing home a new Escalade in the next year.

Disclosure: Cadillac paid for travel and accommodations for our trip to South Carolina to test the Escalade.

The Escalade is important for Cadillac. The extended wheelbase version of the SUV brings in the brand's youngest, wealthiest, and best educated buyers (on average 51 years old, with a $320,000 income).

If you're into the big SUV look, you should like the Escalade. It's imposing.

We're not fans of the super tall tail lights — lit up at night, they look like floating parentheses.

For the past several years, those in the market for a luxury SUV coupe have been left with the BMW X6 as the only choice.

That's about to change, now that Mercedes-Benz has decided to throw its hat into the ring. Simply dubbed the Mercedes Concept Coupe, the new version of the MLC crossover will debut at the Beijing Auto Show later this month, according to Digital Trends. BMW's monopoly in the market segment is done. 

The MLC will blend the sloping roof-line of cars like the Mercedes CLS four-door coupe with the muscular stance of the ML SUV. The new Mercedes is also expected to inherit much of the existing ML's sub-architecture and mechanics. 

According to Car & Driver, the new crossover, which is expected to retail for $60,000, will be put together at the automaker's Alabama assembly facility along side the C-Class, M-Class, GL-Class, and R-Class. Demand in this segment is projected to be about 60,000 vehicles world-wide annually with the majority of the cars headed to China or the United States.

Here's the BMW X6:

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In 2008, BMW introduced the X6 and created a new kind of car, the sport utility coupe. An odd blend of high-riding SUV and sporty coupe, the X6 was a hit.

Now Mercedes-Benz is getting in on the action. Today at the Beijing Auto Show, the automaker unveiled the Concept Coupé SUV, a preview of its entry into the segment BMW created and now dominates.

During a preview event at the New York Auto Show, Dr. Andreas Zygan, Mercedes' chief engineer for sport utility vehicles, said the concept is "unlike any we've done before."

The concept is definitely headed for production, Mercedes says, and will sit a level below the 2015 GLA compact SUV. The automaker promises top of the line driving dynamics to make the funky looking car "curve hungry," and says it combines the "best of both worlds."

Asked during the preview if the Concept Coupé SUV is a copy of the BMW X6, global communications chief Christoph Horn simply said, "customers love more choices."

Here's a closer look at the new Benz:

For its part, BMW is diving deeper into the emergent coupe-SUV segment. At the New York show, it introduced the X4, a smaller version of the successful X6. These cars all look the same:

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This month, Lexus revealed the NX, an all-new model that encapsulates three of the brand's most important efforts to remain a big player in the increasingly competitive luxury market.

The NX is the brand's first entry into the red-hot small crossover segment. It's the first Lexus with a turbocharged engine, and the latest step in a years-long effort to make cars that appeal to drivers' sense of style.

Jumping Into A Red-Hot Segment

The SUV and crossover market is "bread and butter to us," Lexus Corporate Manager of Marketing Communications Brian Bolain told Business Insider at the New York Auto Show last week. But the cars have been mostly popular among Americans.

"For such a long time, it was a specifically U.S. phenomenon," Bolain said. Now, "there's just suddenly an immense desire for small crossovers." This "is probably the first time I remember seeing one segment on fire globally, at an equal pace ... across Europe, across Asia, across North America."

So it's no surprise the competition will be fierce. By Jalopnik's count, 20 crossover models and concept debuted at the Beijing Auto Show this week. A bunch more had their coming out parties at the New York show.

More Power, Less Fuel

The all-new NX is not only the first small crossover from Lexus, it's the first time the brand has offered a turbocharged engine. Turbos have picked up in popularity in recent years thanks to their ability to deliver more power along with improved fuel efficiency.

The NX will also come as a hybrid. (A model with a naturally aspirated 2.o-liter engine will be available in China and Russia.) Among the luxury brands, Lexus has been particularly successful in the hybrid market, selling more than half a million units to date. That's where its focus will remain, according to Bolain. "There's no plan currently" to start making electric or diesel-powered cars," he said. "We're still really reliant on hybrid."

Sexier Design

For the past two years, since the introduction of the fourth generation GS sedan, Lexus has been making a special effort to build cars with a real sense of style. No more slab-sided cars — Lexus wants to present a "more youthful, certainly more contemporary, more innovative" image, Bolain said.

Customers interviewed before the launch of the NX "wanted to focus on how they look in it," Bolain said — so style is key. Not everyone will like the look of the little crossover, but it definitely has character.

The NX will go on sale in the second half of 2014. Pricing hasn't been announced, but expect it to be below the $39,760 MSRP for the bigger Lexus RX.

SEE ALSO: This Ultra-Luxurious Concept Car Could Be The First $200,000 BMW

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Bentley has entered the SUV market, and it promises to "change the way the world looks at cars of this kind" with "the most luxurious and powerful" offering in the segment.

That sets up a battle between Bentley and Land Rover, which arguably makes the best SUV on the market: the Range Rover.

Pricing for the new Bentley hasn't been announced yet, but we expect it to start for at least $200,000 — making it more expensive than the absolutely top of the line, absurdly named Range Rover Long Wheelbase Autobiography Black limited edition with Valloire White paint ($199,500).

But Land Rover isn't stressed, and it doesn't intend to lose its position at the pinnacle of the market, Joe Eberhardt, president of Jaguar Land Rover North America said in an interview last week at the New York Auto Show.

"I don't think necessarily we'll react to particular competitive moves," he told Business Insider. But that doesn't mean the automaker will become complacent.

"We've worked decades of getting to that point and we're not going to give up that position. So yeah, I'm not too worried about it," Eberhardt said.

"We will continue to push Range Rover into the next level. We have just launched Autobiography, we have long wheelbase Range Rover, and I'm sure our team will come up with other innovative ideas for Range Rover that will help us stay at that position."Even in the luxury market, price isn't what determines the top dog, Eberhardt argued. You can always find ways to make a car more expensive (see: Valloire White paint).

"It is the unique combination of luxury, design, and capability — that capability element is absolutely key — that I think sets us apart from anybody else out there," he said.

The current Range Rover (which can be had for as little as $84,195) is remarkably capable off-road, and sumptuously comfortable on paved surfaces. While Bentley has done good work in recent years making its cars more performance-oriented, it'll be tough matching what Land Rover has done.

The Bentley SUV is due to hit the market in 2016, with a plug-in hybrid electric version to follow in 2017. We'll have to wait until then to see if Eberhardt is overconfident, or if Land Rover will hold its position at the top.

SEE ALSO: The 15 Coolest Cars At The New York Auto Show

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This month, Lexus revealed the NX, an all-new model that encapsulates three of the brand's most important efforts to remain a big player in the increasingly competitive luxury market.

The NX is the brand's first entry into the red-hot small crossover segment. It's the first Lexus with a turbocharged engine, and the latest step in a years-long effort to make cars that appeal to drivers' sense of style.

Jumping Into A Red-Hot Segment

The SUV and crossover market is "bread and butter to us," Lexus Corporate Manager of Marketing Communications Brian Bolain told Business Insider at the New York Auto Show last week. But the cars have been mostly popular among Americans.

"For such a long time, it was a specifically U.S. phenomenon," Bolain said. Now, "there's just suddenly an immense desire for small crossovers." This "is probably the first time I remember seeing one segment on fire globally, at an equal pace ... across Europe, across Asia, across North America."

So it's no surprise the competition will be fierce. By Jalopnik's count, 20 crossover models and concept debuted at the Beijing Auto Show this week. A bunch more had their coming out parties at the New York show.

More Power, Less Fuel

The all-new NX is not only the first small crossover from Lexus, it's the first time the brand has offered a turbocharged engine. Turbos have picked up in popularity in recent years thanks to their ability to deliver more power along with improved fuel efficiency.

The NX will also come as a hybrid. (A model with a naturally aspirated 2.o-liter engine will be available in China and Russia.) Among the luxury brands, Lexus has been particularly successful in the hybrid market, selling more than half a million units to date. That's where its focus will remain, according to Bolain. "There's no plan currently" to start making electric or diesel-powered cars," he said. "We're still really reliant on hybrid."

Sexier Design

For the past two years, since the introduction of the fourth generation GS sedan, Lexus has been making a special effort to build cars with a real sense of style. No more slab-sided cars — Lexus wants to present a "more youthful, certainly more contemporary, more innovative" image, Bolain said.

Customers interviewed before the launch of the NX "wanted to focus on how they look in it," Bolain said — so style is key. Not everyone will like the look of the little crossover, but it definitely has character.

The NX will go on sale in the second half of 2014. Pricing hasn't been announced, but expect it to be below the $39,760 MSRP for the bigger Lexus RX.

SEE ALSO: This Ultra-Luxurious Concept Car Could Be The First $200,000 BMW

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The XC90 SUV has been Volvo's biggest seller for the better half of the last decade. 

However, after remaining largely unchanged for 14 years, the Chinese-owned Swedish automaker has finally announced a new XC90 with a truly opulent interior, set to launch this year.

The interior is part of Volvo's latest effort to transform its image from the maker of safe, bland, family cars to a full-fledged member of the luxury car fraternity.  

And based on the overwhelmingly positive public reaction to the proposed interior, the company's efforts may finally be working.The centerpiece of Volvo's new interior is a 9-inch touchscreen display, reminiscent of the screen in Tesla's Model S, that will run Apple's CarPlay user interface. The iPad-sized touchscreen dominates the XC90's clean and largely button-free center console; marking a stark departure from its predecessor's switchgear-laden dash.  

While the overall design of the interior may draw much of the public's attention, it's the subtle upgrades in quality and materials that will catch the eye of more discerning customers. Volvo hopes the inclusion of fine Nappa leather, rich wood trim, diamond-cut switchgear, and a crystal shift-lever made by Swedish glass makers Orrefors will help it reclaim some the premium buyers it lost to German and British rivals. Like its predecessor, the new XC90 will accommodate the needs of family buyers with ample seating for seven, and the SUV's premium Bowers and Wilkins premium audio system will likely keep most riders entertained.

The new XC90 will be the first model to ride on the company's new Scalable Product Architecture (SPA) which, according to Volvo, will improve the vehicle's drivability and crash worthiness. While engine options for the new generation has not be announced, it is likely to feature different and smaller powertrain options than the previous version's five, six, and eight-cylinder engines.According to the Telegraph, Volvo previously announced that models riding its SPA platforms will have gas or diesel engines with no more than four cylinders, though the addition of hybrid technology to boost power figures is a possibility. 

Volvo has not yet revealed the new XC90's exterior design and pricing, but current generation 2014 models start at $39,700.  

SEE ALSO: 10 Awesome Photos From The Glamorous Monaco Grand Prix

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In vehicles with three rows of seating, it's often hard to make everyone happy.

And while fitting three across in a second row before trying to fit people in a third row probably makes the most sense, from a design standpoint (with many vehicles narrowing near the back for wheel wells or other packaging constraints), some people prefer the easier access afforded by two standalone seats (called bucket seats or captain's chairs, typically) in the second row.

It also adds up to a less claustrophobic experience for those in the third row, from our experience trying out the cramped third rows of many vehicles, which are best kept to small children. Good entertainment and climate-control systems help, too, as does outward visibility—so don't forget about that on the test drive.

Such models also hit the spot when you want seating for four adults, for a double date, or for when you head out with the in-laws, in seats that feel like they weren't intended primarily for children. But at the same time, you want the convenience of a third row that can be tasked to put as many butts on seats as possible.

A reader question recently prompted us to ask exactly which vehicles these are—those seven-passenger models that offer a more minivan-like layout, with buckets in the second row, as well as a bench that can fit three in the third row if need be.

One helpful reminder: Please be mindful of vehicle stability, and always stay safe when loading vehicles with third-row seating by remembering to fill up those second-row seats before having anyone sit in the third row.

Here are the SUV or crossover models with two buckets (captain's chairs) for the second row and seating positions for three in the third row:

Audi Q7
Buick Enclave
Chevrolet Traverse
Chevrolet Tahoe
Chevrolet Suburban
GMC Acadia
GMC Yukon (and Yukon XL)
Toyota Highlander
Lincoln MKT

And the utility vehicles with two buckets (captain's chairs) either available or standard for the second row, plus two seating positions in the third row:

Dodge Durango
Ford Flex
Ford Explorer
Honda Pilot
Hyundai Santa Fe
Nissan Pathfinder

SEE ALSO: Volvo Reveals A New SUV With A Truly Opulent Interior

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With the 2015 MKC, Lincoln finally has a model that's going to play well in California.

Let’s face it: Those in Dearborn focus so much on doing the right thing for Lincoln, the Brand. But outside of the Midwest, for the most part, Town Cars are Town Cars; Navigators are Navigators; and Lincoln's current larger sedans and crossovers, like the MKS, MKX, and MKT, are mysteriously absent. In California, almost as in China, where Lincoln is just starting to break through, the brand is a clean slate—a clean slate with a little bit of intrigue, perhaps, a la American boom-time ‘heritage brands.’

From this point? Lincoln’s best bet is to go contemporary, providing a modern vehicle that's right in stride with what the market demands right now—and what those younger, first-time luxury shoppers might want. If they can then pack in some of the brand’s heritage style into the end product, all the better, but it's secondary.

Luckily, what the market demands right now are more vehicles like the 2015 Lincoln MKC. So-called compact luxury crossovers are booming. Affluent professionals are choosing them instead of mid-size sedans, and they're packing enough features and comfort to prompt empty-nester types to downsize from larger SUVs.

In a spirited drive of this all-new compact luxury crossover this past week, on Southern California mountain roads that would have had passengers whining and suspensions wallowing in many Lincolns of yore, we found the MKC to be a quiet, sporty, capable rival for some of the best luxury crossovers on the market.

Related, but not replicated

To get the obvious question out of the way first: Yes, the MKC is based on the underpinnings of the Ford Escape, and it carries forward with quite a few parts with that model underneath; but it doesn’t share the same sheetmetal or roofline (the roofline is an inch lower, the beltline is a bit higher, and the sheetmetal is a good deal more voluptuous and interesting from the side. 'Graceful athleticism' is a keyword, and it shows that in its stance, while the clamshell tailgate and horizontal tailgate are refreshingly different in a class of relative lookalikes. It's assembled at the same Louisville, Kentucky, facility as the Escape (to some tighter standards, officials add), but it's also definitely no closer to the Escape than the Cadillac SRX is a Chevy Equinox.

The MKC has some exclusive cabin materials, ride-and-refinement extras like active noise cancellation and continuously controlled damping, as well as under-the-hood hardware that altogether makes it feel like a different vehicle from behind the wheel—especially in the top-of-the-line 2.3-liter AWD Reserve trim that we spent the day with.

That engine is one of the highlights. Ford Motor Co. has pushed its 2.0-liter EcoBoost four-cylinder engine out into much of its Ford and Lincoln lineup by now—in everything from The Focus ST to versions of the Taurus and Explorer. While that arguably produces V-6-like thrust as the base engine in the MKC (and the same 240 hp, 270 lb-ft output), it’s the available 2.3-liter EcoBoost turbo four (yes, the one that will be offered in the Mustang beginning later this year) that definitely secures this model a higher peg, with 285 horsepower and 305 pound-feet of torque—figures that would have been in V-8 territory less than a decade ago.

It's every bit as strong as it sounds. And while the model we tested weighed right around 4,000 pounds, that's more than 300 pounds lighter (and 13 hp more) than an Audi Q5 3.0T. On the other hand, the Acura RDX has a V-6 that's short 12 hp versus the MKC but about 150 pounds lighter.

While this model doesn't drive like a hot hatch, it has a poise and confidence—combined with a level of refinement that's on par with what you'll find in the RDX, the Q5, and the BMW X3.

Fit for mountain roads—really

Buyers of this sort of vehicle will surely have some widely varying expectations, from boulevard cruising to—if they can grab some West Coast buyers—occasional mountain- or canyon-road road-tripping. And for the latter situation, Lincoln is offering both a Sport mode as well as normal and Sport drive settings for powertrain, ride, and steering to be set by the driver.

It's all part of a system called Lincoln Drive Control. The idea is that you have one 'normal' set of choices for 'D' and one other, sportier, set for 'S'—all on the odd instrument-panel button-shifter. If you hit Sport twice, you can toggle on a 'full manual' mode that allows you full control with the steering-wheel paddle-shifters. Well, it's not quite full manual, as it forces a downshift when your right foot reaches the floor, but almost. Responses from the six-speed (6F35) automatic are satisfying enough most of the time, and Ford has ramped it up with a stronger torque converter for the 2.3-liter.

In any case, this system lets you program two quite different characters for the vehicle, based on two different steering-assist levels, two performance (powertrain) levels, and three suspension levels. The only catch is that you set those characters through a MyLincoln Touch style menu, with the left steering-wheel toggle. And those settings are buried, in the third layer of menus—so we really do wonder how many Lincoln owners are going to find them, or mind tweaking them.

There's a very pronounced difference in the Continuously Controlled Damping suspension between Comfort and Sport, the two extremes. On a curvy road, we found some secondary motions that were disconcerting there but later welcomed on a choppy, washboard-like section of freeway. And the Sport setting is firmer than we might have ever expected from a Lincoln, leaving loads of grip, surprisingly little lean, and subtle, predictable loading and unloading through some tight, demanding esses.

Could it be the best-handling in its class?

The tuning of the steering really helps impart that unexpectedly sporty impression. It’s flawless, in my opinion; we found excellent weighting, as well as just a tiny bit of feedback over bumpy surfaces when loaded up (desirable, but rare in this class). Brakes are phenomenal, too—they're a world better than the Ford Motor Co. cars and crossovers of just a few years ago—with reassuring bite, a solid pedal feel (they've been upsized for the MKC), and no touchiness.

By the way, the base 2.0-liter front-wheel-drive model performs nearly as well, with a lighter feel overall (it weighs almost 200 pounds less); although it seems nearly as quick in standing-start acceleration as the heavier all-wheel-drive 2.3-liter; transition responses from the 2.3-liter are definitely delivered with more of an instantaneous kick—thanks to the superior twin-scroll turbocharged in the 2.3.

Inside, especially from one of the front seats, there's plenty to see as better than what you'll find in other models that are roughly the same price. Lincoln has padded all areas in front of (and beside) the front and outboard rear occupants with soft-touch materials; even the lower glovebox panel ahead of the passenger is padded. Supple Bridge of Weir leather, with tri-level heating and cooling, add to seats that provide impressive comfort and support in front—although if you plan to exploit all the cornering forces afforded by the sticky (unique to this model) Michelin 19-inch rubber, you might find them a little lacking in side support.

The MKC's controls are pleasing and straightforward, for the most part. Although MyLincoln Touch is a shoe-in here, and one we continue to find a bit frustrating, the steering-wheel toggles are easy to understand. And thankfully, Ford has gotten rid of the much-maligned (and rightly so) capacitive sliders for some functions, like volume, replacing them with physical up/down tabs.

Bright inside, tight in back

At the front of the cabin, the corners have been pushed outward as much as possible, and trims are unusual and contrast-oriented. 'Elegant Artistery' is the term here—think porous wood with bright metal, and glossy wood with matte finish, for example; and it's all illuminated in the top Reserve by a huge panoramic roof. Lots of attention has been paid to sound quality inside the cabin; it's easy to have a relaxed conversation, even when you're moving rapidly over coarse surfaces.

We found very little to gripe about in the MKC. The worst of it is the back seat, where the materials and trims are just as impressive, but the contouring/cushioning don't feel luxurious; like many in this class. It's more cramped than about any model we can think of in this class (around 180 inches long), and with that available panoramic roof six-footers are going to find headroom tight back there.

While we'll reserve final judgment until we can get some extended time in an MKC, but the other sore spot might be gas mileage; we weren't seeing much promising news from the trip computer—which leads us to wonder if this otherwise smooth and punchy engine in the 2015 Ford Mustang will slot under the V-6 in real-world efficiency.

A MyLincoln Mobile app allows a wide range of services from a distance (through the cell network), including remote starting, a fuel-level check, and a vehicle locator. A rearview camera system is standard, but you can opt up to a $2,235 Technology Package suite of active-safety features like lane-keeping, adaptive cruise, a collision warning system with brake support, and a cross-traffic alert system that Lincoln says is a class-exclusive. There's also a new Active Park Assist with Park Out Assist, which now not only helps you get into tight parallel spots but out of them.

Over the base Premiere model, you can step up to the Select Package to get the upgraded leather, more adjustable seats, ambient lighting, and plenty more extras; then top Reserve models get the dual-pane panoramic sunroof, navigation, a hands-free tailgate, and heated-and-cooled seats, among other things. You can also opt up to a THX II Certified audio system with 14 speakers plus a distributed bass system, or spring for extras like 20-inch wheels or several special paint hues. And interestingly, Ford offers the 2.3-liter engine, the Continuously Controlled Damping (CCD) suspension, and all-wheel drive as standalone options, so there are many, many builds possible—although if you want front-wheel drive, you'll need to stick with the smaller engine.

A few grand less than most rivals with the same equipment

Our test car, with the 2.3-liter engine, THX audio, the Tech Package, the Climate Package (heated rear seat, heated steering wheel, auto headlamps, rain-sensing wipers) added up to $49,910—from a base price of $33,995 for the base, front-wheel-drive Premiere. That's in the ballpark, if not less, than all the luxury-brand rivals from Audi, Acura, Lexus, Cadillac, or even Volvo.

Some years back, Lincoln operations were moved out to Orange County, California. Ironically, now that Lincoln is back in Michigan, and even putting some focus toward China, it's made the most appealing Lincoln ever for the West Coast. It's a legit Audi Q5 rival in the form we tested, and we're very curious to see how it matches up against the upcoming 2015 Lexus NX.

In all, because of the active noise cancellation and quiet interior, the active-damping, the gutsy engine, and the fully realized drive modes, the top-of-the-line 2.3-liter Reserve model does feel like something greater. But what about the brand?

Lincoln has been doing a lot behind the scenes to help dig out of its stodgy reputation—including incentivizing its dealerships to keep late-model trade-ins for the brand’s two-year-old CPO program, rather than selling them at auction. The brand was neglected in product and ill-focused in mission for so long that it needs to build that back; and the reputation, cachet, and resale value will follow.

While the MKZ was an eccentric, the 2015 MKC is on message, and a great start on a new path. It's a no-brainer in concept, and impressive in function and form. Lincoln could use a few more of these

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Volvo just released information about the engine it will install in the new SUV, and it's both extremely powerful and clean.

The new XC90, set to debut in 2015, is the company's first major redesign of the SUV in over a decade. Its top-of-the-line T8 model will have a four-cylinder engine that produces 400 horsepower and 472 lb./ft. of torque, Volvo announced this week. 

At 400 horsepower, the XC90's tiny two-litre inline four-cylinder engine outpowers sportscars like Dodge's Hemi powered Challenger (375 hp) and even Porsche's legendary 911 (350 hp). The technical wizards at Volvo managed to squeeze all of this power out of the pint-size engine by installing a supercharger and a turbocharger along with an 80 horsepower electric motor in a system the company calls "twin engine."

In the T8 plug-in hybrid, the twin engine will function by having the gasoline engine send power to the front wheels while the electric motor powers the rear. The "twin engine" system is also clean. Volvo's plug-in hybrid technology emits only 60 g/km of carbon dioxide, putting the SUV squarely in Toyota Prius territory. (Normal hybrid models produce 94 g/km and plug-in Priuses pump out just 49 g/km of CO2.) The difference is even more stark when you compare the Volvo to its likely competitors, the Mercedes ML350 BlueTec diesel and BMW X5 xDrive 50i, which emit 179 and 292 g/km of carbon dioxide, respectively.

Those looking for a less ambitious powertrain in their XC90 can opt for a T6 model, which will by powered by a two-litre 316 hp four-cylinder; the same engine found in Volvo's S60 T6 sedan. The XC90 will also be available with a series of diesel engine options, but Volvo has not yet released further details. 

The engine announcement is part of Volvo's scaled reveal of the XC90. The SUV's interior design was released in May, and a final reveal with exterior styling and pricing is scheduled for next month in Sweden. 

SEE ALSO: Cuba's New Auto Sales Policy Is A Total Flop

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These days, the car-sharing market is booming. In fact, according to The Wall Street Journal, more than a million people around the country participate in car-sharing schemes like ZipCar, a number that UC Berkeley researcher Susie Shaheen told the Journal is triple what it was in 2008.

Consulting firm AlixPartners LLP expects that figure to jump up to 4 million people by 2025. In other words, this is getting to be a popular substitute for car ownership.

The ZipCars of the new economy are fine, but then there are operations like Fast Toys Club in Los Angeles, offering something entirely different. Founded this year by former telecom-entrepreneur Chris Carel with $2.7 million of his own money, the Fast Toys Club affords members the opportunity to enjoy supercars and race car without the hassles of maintenance, storage, and — for race cars — hiring a pit crew.

Fast Toys Club was established out of Carel's personal desire to own and drive the latest and greatest supercars without the annoyance and cost of buying new cars and selling old ones, he told Business Insider. 

For an annual fee, members will enjoy 7,000 miles of driving that can be spread among traditional American muscle cars, European exotics, and full-on race cars. Membership fees range from the Gold Package, which costs $32,000 per year, all to the way to $74,000 per year for the Corporate Package.

After just a month in business, the Fast Toys Club already has 10 members, but is looking to expand its roster along with its collection of vehicles.  

Membership also earns participants VIP access to car shows, races, chauffeurs, and even special track days. Who needs to own a mere car when you can join Fast Toys Club and drive some spectacular machines instead?

The Club's road cars are stored in a facility attached to its offices in Brentwood, Calif., while the race cars are looked after by a specialist company.

The Club offer a variety of options, but those who are inclined can choose the luxurious confines of the $350,000 Rolls Royce Phantom. Even with its considerable size and oodles of luxury features, the Rolls is surprisingly sprightly, capable of sprinting to 60 mph in just 5.7 seconds.

Or members can tackle the world's most treacherous terrain with the Mercedes Benz G63 AMG. The G63, with its iconic boxy shape and beefy AMG V8, is every bit as home on the streets of Beverly Hills as it is roaring through the Mojave Desert.

The best new cars of the 2015 model year are springing to life--cars like the Subaru Legacy, the Mercedes-Benz S63 AMG, and the BMW i8.

But what about the walking dead--the cars that are meeting their demise, timely or untimely?

Before they're forgotten, it's time to pay respects to another batch of vehicles that have stared down the grim reaper, and lost. Send your condolences below:

Acura TL and Acura TSX

Acura's trading in a lot of vehicles this year: after axing the wacky ZDX coupe-ute last year, it's dumping the four-door TL sedan and the TSX sedan and wagon this year. They're both being replaced for the 2015 model year by the brand-new TLX sedan.

BMW 1-Series

BMW's smallest coupe and convertible aren't dying off so much as moving to greener pastures. Under BMW's latest naming change, the 1-Series two-doors are now 2-Series two-doors, and pretty wonderful in M235i trim at that. A new 1-Series is sure to return in the future, once BMW starts building cars in its new plant in central Mexico.

Cadillac CTS-V sedan and wagon

Cadillac's brilliant CTS-V cars gave us hope that a hotted-up, humpbacked luxowagon could somehow make sense to mainstream America. It did not, so this year, the last-gen CTS-V four- and five-doors go away. The Two-door lingers on for a short model run, while Cadillac preps V-Series cars based on the ATS Coupe and, fingers crossed, CTS sedan.

Chevrolet Malibu Eco and Chevrolet Impala Eco

GM thought mild hybrids were the wave of the future, so it strapped its eAssist technology to both its mainstream Chevy sedans. In the process, they proved Americans are fickle and numbers-fixated. The mild gas-mileage improvements put the Malibu and Impala Eco off the shopping lists of buyers wanting sky-high EPA ratings, so this year they're both deleted. Ironically, the last-generation Chevy Impala soldiers on still, as a fleet powerhouse.

Chrysler 200 convertible

The new Chrysler 200 is a stunner of a sedan. As a convertible, it's postmortem. The ragtop and hardtop 200s won't join the sexy party--Chrysler's dropped the convertible model, since most of them were low-margin rental specials.

Honda Fit EV

While Honda moves into a new body style with the 2015 Fit, the battery-powered version of last year's car is still available--though we wouldn't wait around too long if you're interested in one, and want to take advantage of some of the heavy EV tax credits that could be off the table next year. As for an updated Fit EV, Honda's confirmed nothing.

Lamborghini Gallardo

Like all classic Lamborghini nameplates, the Gallardo has finally aged out of the system. This year, it was replaced by the crazy-fast Huracan.

Mercedes-Benz CL-Class

A two-door, top-end Mercedes is still with us--it just doesn't wear its own model designation anymore. For 2015, the S-Class lineup now includes a lovely two-door coupe, while the former CL badges get retired to a bin in Stuttgart, ready to be drop-shipped to hip-hopping Etsy users worldwide.

Nissan Cube

Pitched as a postmodern rolling lounge, the Nissan Cube never caught on--but why? It was festooned with details ranging from the odd to the functionally impaired, and though it was inexpensive, it wasn't particularly interesting to drive. Ponder no more its strange water-themed interior: this year, the Cube's being put on ice.

Nissan Murano CrossCabriolet

Rumor said Nissan would slice the top off its Murano crossover, but few believed them. Then it actually happened. The Murano CrossCabriolet was one of the strangest new vehicles in recent memory--and now it's gone, cut out of the Nissan lineup like so much essential body structure

Scion xD

Scion was JDM when JDM wasn't cool--and then it progressively made it not-cooler, with cars like the second-generation xB and the xD, which replaced the xA, at which point everyone was confused. A classic middle child to the xB and the iQ city car, the xD never had much going for it, other than plenty of availability.

Toyota RAV4 EV

It was the SUV with the Tesla Model S underneath, and if you leased one in California you probably loved it. But the battery-powered RAV4 EV was a one-off project between California's newest automaker and the latest automaker to say adios to the Golden State, and now Toyota says it's focusing on hybrids and fuel cells.

Toyota FJ Cruiser

Say what you will about its mainstream cars, but Toyota can build a bad-ass SUV when it wants to. The FJ Cruiser proof enough: it'll claw along rocks with a Wrangler or an Xterra, and its almost alien looks are an instant classic. It's served its time, surrounded by Yaris and Corolla and the like, and gets an honorable discharge this year.

VW Routan

The Routan was a version of the Chrysler minivan, with a slightly nicer but less functional interior--the Saab 9-2X of minivans, if you will. Last year you still could buy one as a fleet vehicle, but this year it's finally been snuffed out.

The Asterisks: cars on hold for 2015

Infiniti G37

First, Infiniti said it would replace the G37 sedan with the Q50 sedan. Then it said no, it would actually keep the G37 around for a few more years until its new compact cars were ready for sale. Now, for 2015, Infiniti says it's renaming the G37 the Infiniti Q40. So the newest vehicle in the brand lineup is actually one of its oldest. Mind blown. Golf clap. Done.

Lexus IS C and IS F

Lexus has a new IS sedan for 3-Series deniers, but the two-doors? Last year they were carryovers, and this year, they get a new RC model name. The coupe/convertible and slap-happy-strong F editions? We're not saying, and Lexus isn't saying, when or how they'll be back--but we'd suggest you watch that RC space carefully.

Mazda 2

The perky little Mazda 2 hatchback never made much noise in the marketplace, and it's officially skipping the 2015 model year. As for the pretty little 2016 Mazda 2 just announced for Japan? Odds are we'll be seeing it in America sooner rather than later.

Nissan Maxima

The Maxima's in a holding pattern from 2014. Nissan has shown a concept sedan at auto shows, but says only that it will have enough '14s on hand until it launches a new version early next year.

Volvo XC90

Volvo's been smothering the Internets with details of an all-new XC90 crossover we'll see later this year at the Paris auto show. But new cars from Sweden typically take some time to land on American shores--so the XC90 finishes off its last generation as a 2014, skips 2015, and leaps headlong into the future with the new, 2016 version.

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