The Best and Most Disappointing Cars, Trucks, and SUVs of 2023

Look, you know the drill here. We drive and test a ton of new vehicles every year, with the staff capping things off by soldiering through four Of the Year programs for the car, SUV, truck, and performance vehicle segments. There are virtually no new cars we don't get wheel time in. And while we publish our critiques in first drives, first tests, and our comprehensive multi-vehicle comparison tests—not to mention our exhaustive Buyer's Guide reviews—those represent our findings asMotorTrend, the expert car reviewing brand. Our staff is made up of individuals, however, with their own opinions on certain vehicles that sometimes deviate from our well-rounded official line. So, to bring 2023 to a close, we're letting you behind the curtain to see which new cars, trucks, and SUVs surprised our staff in good ways and bad:

Best: 2024 Chevrolet Trax

The Chevy Trax brings me so much joy. Call it an SUV, call it a car, I don't care. In a market where anything costing less than $40,000 is well below average for a new car, Chevy emerges with the new Trax, which starts in the low $20,000s and requires few apologies.

No, there's no all-wheel-drive option and yes, the three-cylinder engine could be more refined, but the SUV is infused with an essential goodness. Just stretch your legs in the spacious backseat to see what I mean. Then, move to the front, where it doesn't cost much to upgrade to an 11.0-inch touchscreen that's tilted toward the driver. Angling the screen toward the driver is a practical design touch some cars many times the price of one Trax get wrong. The same is true of its cargo cover, which lifts when you open the liftgate.

However, you don't get to be aMotorTrendSUV of the Year finalist merely on the strength of your packaging and tech. When we took the Trax on a few off-road courses during testing, the front-drive Chevy did just fine, and although it's not perfect, it doesn't feel like a penalty to drive on road.

After years of phoning it in with the Trax, Chevy returns with a (small) bang. The 2024 Trax invests in the affordable end of the market that others are abandoning, and I'm glad it's here.—Zach Gale

Best: 2023 Chevrolet Colorado

Sure, pick the Of-the-Year winner. This seems like the it's-December-and-I-need-an-easy-out kind of pick, but hear me out. Yes, the Colorado took home our 2024 Truck of the Year award, and yes I was a judge on that program, so this probably feels obvious. It is. But the Colorado is one of those rare cars that gives me Honda Accord vibes—the sense of total yet quiet excellence, that it was really well engineered and will deliver satisfying, dutiful service over the long haul. Its refinement shines through in the suspension, which is unexpectedly well-tuned for a humble midsize pickup, but not unexpected given GM's excellence in chassis engineering. Every trim level seems to share the same nicely damped ride and secure body control on-road while taking some severe abuse off it—from the lowly LT all the way up to the rock-humping ZR2. They even steer well, and the new four-cylinder engines are torquey and pleasant. Overdelivering on everyday dynamics, an area most trucks (at any size) treat as a secondary or even tertiary concern next to towing and hauling, while also nailing those trucky performance metrics? That's the Colorado.—Alexander Stoklosa

Best: 2023 Genesis Electrified GV70

When Genesis kicked me the2023 Electrified GV70, I absolutely did not expect to like it as much as I did. Sure, it has a cool interior and it's stylish as hell, but beyond that, I anticipated it to just be another nice crossover. But it won me over in a very quiet way, delivering a buttery-smooth ride while also just being comfortable to sit in and easy to drive. It doesn't scream in your face it's an EV and expects a pat on the back. Things feel high-quality to the touch. Everything else in the Genesis' space—offerings from Acura, Lexus, Cadillac, Volvo—all feel like they're out to prove something against each other. Conversely, the Genesis only has one person to impress, and that's you.—Kristen Lee

Best: 2024 Kia EV9

With three rows, 243 miles of range, and a decent price for an EV this size,the Kia EV9 was the best car I drove this year. From its looks to its interior space, the EV9 is an attractive model for anyone owning it, or riding in it. The simple, yet fancy dashboard with buttons integrated on it looks plush, and the exterior design is unique despite its boxy shape. Kia has been on a roll recently, but the EV9 will take the brand to the next level, just like the Telluride did when it first came out.—Miguel Cortina

Best: Porsche 911 GT3 R

In a year filled with exceptional high-falutin Porsche 911s, I didn't drive them. GT3 RS? Dakar? 911 S/T? Didn't touch them. Sport Classic? Yes, but briefly, for about 25 miles, most of 'em in traffic. Still, the best car I drove this year was a Porsche 911 from the GT division in Weissach. And it's not even street legal. I'm talking about the 911 GT3 R, Porsche's absolutely fantastic monster of a GT3 racecar. Ostensibly related to the GT3 street car, almost every single facet of the GT3 R has been remade for racetrack duty. Aside from portions of the body-in-white, the engine is most closely related to what's in the stock vehicle. Except that instead of 4.0-liters, the flat-6 has been punched out to 4.2-liters and the results are magic. Put it like this, I flew all the way to Portugal and back for six laps in the GT3 (and about 10 in a 911 GT3 Cup), and I'd do it again tomorrow. It's that good.—Jonny Lieberman

Best: 2024 Kia EV9

I've driven enough EVs to expect the delight of instant torque, making room to better judge the other attributes. Which brings me to the 2024 Kia EV9, the first mainstream and thus semi-affordable three-row electric SUV on the market. My first drive experience was also telling: it was a trek across Korea from Seoul to the Sea of Japan and back, which is mostly highway driving. But an extraordinarily large portion was in long tunnels through the mountainous country, offering a unique way to experience just how quiet the EV9 is. There also are the SUV's many amenities and comforts, with comfortable massing seats including power leg rests for second-row passengers. There are interesting recyclable and sustainable materials and the driver assist systems worked seamlessly. Range is projected up to 300 miles and charging will be quick with its 800-volt system and its bidirectional capability will power other devices. Driving the EV9 was a highlight because with each passing mile I became convinced it will be a hit.—Alisa Priddle

Best: Rivian R1T

When people ask me about the best cars I've ever driven, I always talk about the ones I miss the most. I've been lucky enough to drive several unforgettable cars this year, from the Lucid Air Sapphire that proves EVs can be fun and emotionally engaging, to the McLaren 750S that is peak internal combustion engine, to the Porsche 911 Dakar that's just silly fun. The one I'll miss most, though, is "Doc," our long-term R1T. It really was the perfect truck for my lifestyle, able to haul landscaping and home improvement supplies as easily as it conquers off-road trails I previously was only able to in Wranglers and Broncos. It hunkers down in Sport mode and handles like a Range Rover as well as it does 800-mile road trips back home for the holidays (charging network allowing). It keeps all my camping gear locked away as easily as it picks my in-laws up from the airport. I miss that truck.—Scott Evans

Best: Ford Mustang Dark Horse

Look, I enjoyed assessing the new S650 Mustang GTfor a First Test review—but fun as it was, I wouldn't call it life-changing. Leading up to my time to try the Dark Horse, more of the same was more or less my expectation. Damn, was I wrong—it proved to be one of the greatest sports cars I've ever driven, leagues ahead of the GT.The Dark Horseis so easy to drive hard, with electronically adjustable dampers that deliver unflappable chassis poise and incredibly progressive, strong brakes. Its Coyote V-8 makes just-right power, and controlling revs with the ace Tremec six-speed shifter is delightful. Much is owed to the available Pirelli Trofeo RS tires, which ride buttery smooth and provide beautifully predictable grip. I got out of a BMW M2 and into the Dark Horse, and which I preferred was instantly clear—Dearborn's delight trounced Munich's missile.—Alex Leanse

Best: Lamborghini Miura

At the risk of being killed by my co-workers, I'll say it again: I drove a Lamborghini Miura. And while I find that few classic cars are as good as they are cracked up to be, the Miura is better. Yes, the driving position is weird and the cabin is like the world's loudest oven, but holy hell is it quick, even by today's everything-is-quick standards. But what I expected it to be, and what it totally wasn't, was scary—instead, the Miura is approachable, friendly, communicative, and easy to drive fast. Ten minutes behind the wheel and even the most timid driver will be ready to race God for pinks. Not to rub it in, but I also learned that the Jalpa, the Diablo, and even the Countach are pretty awesome as well. Now, can you do me a favor and pull these arrows out of my back? Thanks.—Aaron Gold

Best: Lamborghini Huracan Sterrato

I mean, it's gotta be the Lamborghini Huracan Sterrato, doesn't it? This 21st-century take on a Group B rally car shows the joy that can be had in a modern supercar when you stop chasing outright numbers and instead focus on fun. And my gosh is it a riot. There's literally nothing quite like ripping around a track with a naturally aspirated 5.2-liter V-10 singing behind your right ear, and then, instead of aiming for the next bend, taking a shortcut through the dirt infield. There, set in Rally mode, you can slip-slide the surprisingly controllable Sterrato to your heart's content. Like all great cars, the Huracan Sterrato is one that you can't help but grin from ear-to-ear while driving; it's a car you don't want to get out of, lest you lose that dopamine high. It's been months since I last drove the Sterrato, but it's still one car I think about regularly.—Christian Seabaugh

Best: 2023 Porsche 911T

The Porsche 911T is a gift to driving enthusiasts. Powerful and raw, you'd be hard-pressed to find a modern, new car as engaging as this for the money.

I was lucky enough to drive a Python Green example during our 2024 Car of the Year evaluations, and was quickly taken by this special machine. Wheeling the 911T around Hyundai's high-speed oval, I got into the throttle and rocketed up to the test track's top speed of 120 mph. Shifting from third to fourth gear at about 105 mph with the transmission's notchy gear lever was unbelievably satisfying.

Next, I took the green Carrera to the winding track, a spaghetti bowl of challenging and technical corners designed to upset a car's composure and evaluate ride and handling. The 911T exhibited unflappable poise and granted me one of the most satisfying drives of my life. I appreciated its confidence-inspiring brakes and delicious exhaust note.

Afterwards, Senior Editor Scott Evans told me to take it around our Figure 8 circuit, disable traction control, and go full throttle through the corners. I obliged and couldn't believe the grip that was at my disposal. I would have actually had to try to get the Porsche out of sorts. Naturally, the steering feel was direct and communicative.

When asked which car I wanted to take back to our hotel at the end of the day, I of course said I wanted to take the 911T. After a long day in the sun, I appreciated its supportive seating, stability at freeway speeds, and ability to make me feel cool behind the wheel. Porsche made a car that can satisfy at any speed and in every situation.

The 2023 911T is everything you need in a sports car in the modern era. The joy and excitement that it made me feel was reminder of exactly why I love cars. It was hands-down the best car I drove this year.—Billy Rehbock

Most Disappointing: 1994 Mercedes-Benz E500 Limited

During a 2024 Mercedes-Benz E-Class First Drive event, the three-pointed-star brand underscored its long-standing commitment to midsize luxury sedans by allowing journalists to drive a few classics. Although driving a Fintail Benz from the '60s was a kick, my nostalgia-meter was pegged by the 1994 Mercedes-Benz E500 Limited.

Oh. My. Gosh.

With development by Porsche, the 500E (and later, E500) produced up to 326 hp from a V-8 engine and delivered a 155-mph top speed. On the road, the E500 feels solid, but what do you expect from a car maintained by Mercedes' classics division? After wrapping my hands around the steering wheel—much thinner than any modern car—the E500 delivers the type of ride many enthusiasts look for: sporty but not punishing. The V-8 is surprisingly quiet and very smooth, and the steering feels a little slower than some demand of modern sport sedans today.

I was delighted. Both my parents had 300Es from the same generation, so the interior felt like an old friend. The über-complex single windshield wiper was also a blast from my past.  So, where's the "disappointing" part? As I finished my drive of the E500, a wave of disenchantment rushed over me. I'd probably never again drive a car that reminds me of the 300E sedan and 300TE wagon I grew up with. Driving this car was a real pleasure. But as grateful as I am to have driven these older Benz sedans, why did I have to give this one back?—Zach Gale

Most Disappointing: 2024 Mercedes-AMG EQE SUV

I wanted to like the2024 Mercedes-AMG EQE SUV. I really did. For as long as I've been doing this job, AMGs have done stellar work balancing face-ripping performance with butt-cosseting luxury. And it's true: the electric AMG SUV's straight-line acceleration does indeed rip face. But that's what every high-powered EV does—it's not special anymore. The brake pedal kept moving on its own accord (it moves to match the current level of regen, or slowing effect from lifting off the accelerator while the motors act as generators—Ed) and severely distracted me from enjoying a winding-road drive, while also causing me to mistrust the car, since I couldn't be sure the brake pedal would stay where I left it. The onslaught of screens and high beltline also felt like the car was trying to eat me. Hopefully, this model's merely an unfortunate fluke and not a greater indication of where electric AMGs are headed.—Kristen Lee

Most Disappointing: JAC E10X

If you look at what the JAC E10X offers on paper—over 220 miles of electric range, a $20,000 price tag, and cute design—you'll likely find it attractive. But after spending time behind the wheel in Mexico City, this small EV isn't as cute as it looks. The ride is rough, the materials inside are cheap, and it couldn't even get one star on the Latin NCAP safety test. Don't worry, the JAC E10X isn't coming to America, but it showed us what foreign automakers are doing to push EVs around the world. It delivers the basics and is good for those who are looking to get from point A to point B in a cheap EV (something we need in America), but the company should invest more in quality to make its customers happier and safer.—Miguel Cortina

Most Disappointing: 2024 Ford Mustang

For the Mustang faithful, the introduction of the 2024 version was a big deal. This is likely the last ever gasoline-powered Mustang. All the ingredients for success are there, from the GT's glorious 480-horsepower hi-revving 5.0-liter naturally-aspirated V-8, rear-wheel drive, an optional manual transmission, to even an electric handbrake that mimics an actual one. But the new car, like every other non-Shelby 'Stang, left me flat. If I had to point to one flaw in particular, it's the steering feel. There isn't any, and for a car with this much sporting pedigree there should be. More generally, the 2024 Mustang, even in GT trim (hell, even the Darkhorse variant) just feels warmed over. Because it is. No really, the S650 Mustang is just a modified S550 'Stang when you get down to it, a car that I never thought was that great. But hey, at least it's now very expensive, too.—Jonny Lieberman

Most Disappointing: VinFast VF8

It's not the kind of review I ever expected to write, because I never expected an automaker to put such an unfinished car on sale. I took no joy in breaking down the myriad problems with the VF8 because I know a lot of people worked really hard on this car and could've built a much better one if they'd been given enough time. It was clear this project was rushed out the door long before it was ready, and nobody wins in that scenario. Unfortunately, I can only review the car Vinfast built and not the car it could or should have built, and the car delivered was the worst new car I've ever driven.—Scott Evans

Most Disappointing: Mercedes-Benz EQS450+ SUV

For all the fantastic EVs out there, just as many … aren't. For example, the Lexus RZ has laughable range, and the Audi Q8 E-Tron is literallyengineered to mimic an ICE vehicle. Mercedes-Benz also misses with the EQS SUV. The entry-level 450+ version Iassessed for a First Test left me flummoxed. Sure, it's rather nice: spacious, quiet, and usually smooth. But its driving dynamics are bizarre, from terribly unrefined brakes, to cumbersome handling, to artificially subdued power delivery. The EQS450+ has good range, but merely decent charging capacity. Then there's its styling, which makes most minivans look quite exciting. I was glad to get out of this six-figure behemoth and back into myHyundai Ioniq 5 long-term review vehicle—what does that say about the EQS SUV? It's one of those confused, amateurish EVs that'll soon be outmoded as automakers come to grips with electrification.—Alex Leanse

Most Disappointing: Mazda CX-90

I never thought a Mazda would wind up on my personal worst-of-the-year list, but here we are. Sure, there's a lot to like about the CX-90: It's cool looking, it has an interior that rivals many luxury cars, and it's good to drive. That'd be great if it was a luxury car (Mazda9? Mazda90?) but it's not—it's a three-row family SUV, and when it comes to family-friendly features, it falls down on its grille. The cargo bay and third-row seat are tiny given the CX-90s size, there's a shortage of storage space, and small kids and dogs will lay waste to that lovely interior. Also, whoever designed the stupid shifter should be sentenced to a lifetime of using that stupid shifter. Everyone else at Mazda should study the Honda Pilot inside and out. If the CX-90 had Honda-level practicality to go with its Mazda-level fun-factor, it'd be one of my faves. It doesn't, so it isn't.—Aaron Gold

Most Disappointing: BMW 7 Series / i7

With so few truly bad cars on the road these days this was a tougher to answer than I anticipated. That said, I think I'm going to pick on the new BMW 7 Series and i7 as my most disappointing cars of the year. My chief complaint isn't about styling (which has grown on me), or its unorthodox interior (which I love), but more about the missed details in this spendy executive sedan. The fancy automatic closing rear doors is one example. They have their buttons placed in such a way that occupants must lean all the way outside of the car to press them to close the door. That's a great way to ensure passengers get wet when it rains.

That fancy fold-down rear screen is also a hassle. For starters, the display isn't really capable of anything beyond streaming Amazon Prime. Sure, there's an HDMI input but good luck finding a 120-volt outlet for your device. Tesla, meanwhile, has managed to put Disney+, YouTube, Hulu, Netflix, games, and HVAC controls on its tiny rear screen in the new Model 3 Highland. And god forbid you accidentally switch drive modes to "Theater," dropping the rear screen from the roof and raising all the rear window blinds so that you can't see behind you. Some, such as the Toyota Prius, offer rearview cameras in their mirrors, but not BMW. Instead, drivers keen on seeing out the back of the car must navigate through 44 different icons in iDrive to find the control to raise the display (because of course the voice control system is incapable of this function), and then manually drop each of the rear blinds. If you want to be annoyed daily by a car, drive a new 7 Series/i7. If you want to be bathed in luxury and hate your chauffeur, ride in one.—Christian Seabaugh

Most Disappointing: 2023 Genesis G80

This was a surprise for me, given all the love we've showered on Genesis of late. A G80 sedan I was given as a loaner while our yearlong G90 test car received some maintenance work showed where Genesis has been, but more importantly, how far it's come, and how quickly. The current G80 launched for 2021, so it's "old." More to the point, its ride motions are bouncy and wallowy, and yet it meets bumps hard, ramming firmly into its bump stops. It's like a badly tuned Lincoln Town Car, if Lincoln were still building Town Cars in 2023. This is old Hyundai-Kia-Genesis suspension tuning, and it takes a lot of shine off the otherwise handsome, agreeable G80. Our one-size-up, newer G90? Rides like a dream, with only a hint of limousine-appropriate float. Interestingly, we've also been handed a different G90 as a dealer loaner, one that, like the G80, rides on a conventional coil spring setup and does without our range-topping G90 E-Supercharger model's air suspension, and it drove as nicely as our air-sprung model. That leaves this disappointment with a happy ending—because it shows Genesis can (and should) fix the G80 using its latest skillset, something we hope is on the way for a future refresh.—Alexander Stoklosa

Most Disappointing: 2023 Nissan Pathfinder

The Pathfinder being the most disppointing car I drove this year isn't so much a dig at Nissan, but a testament to how many great cars I experienced over the past 12 months. Wearing a cool-looking two-tone color scheme of Baja Storm Metallic and Super Black paint, the well-equipped and nicely trimmed Pathfinder Platinum isn't what you'd expect a disappointment to look like.

But things can look good on paper (and look, well, good aesthetically), and still fall short of expectations. The Pathfinder's engine, though powerful, was loud and returned mediocre fuel economy. Body control was decent but the ride suffered over poor surfaces and stiff steering feel contributed to cumbersome handling. I was shocked by the three-row SUV's poor turning radius as well. Nissan did a good job of hiding that the Pathfinder still rides on the previous-generation model's platform, but signs of its archaic bones still managed to make themselves known.—Billy Rehbock