Park a C7 next to almost anything else from its decade and it still wins the staring contest. White over black, black roof panel, black wheels, red calipers behind the spokes. The proportions haven’t aged, mostly because Chevrolet stopped drawing Corvettes this way afterward and nothing has come along to make the shape look dated.

That’s the whole story of the C7 in 2026. It is the last front-engine Corvette. When the C8 arrived for 2020 with the engine behind the seats, a lineage that ran unbroken from 1953 just stopped. Cars don’t usually get a clean ending like that. When they do, the market eventually pays attention.

Black paint, cream leather, silver five-spoke wheels, yellow calipers. Parked nose-out in a public lot with the roof up, which is how most of these actually live. The Portofino is the car people point at and call “the small Ferrari,” and that description has been wrong since roughly 2018.

The lineage here starts with the 2008 California, which arrived carrying more firsts than any Ferrari of its decade: first front-mid-engined V8, first seven-speed dual-clutch gearbox, first multi-link rear suspension, and the first retractable hardtop the factory ever built. Purists hated it on sight. The roof mechanism added mass. The proportions were awkward from certain angles. The rear end looked like it had been designed by a different department, because in a sense it had been. And it sold in numbers Maranello had not seen before, largely to people who had never owned a Ferrari at all.

Cars stop at Piazzale Roma. Past that point there is no road, no kerb, no parking, and no traffic in any sense a driver would recognise. What there is instead is a status hierarchy of powered vehicles that behaves exactly like car culture, with varnish standing in for paint and an outboard badge standing in for a bonnet script.

The object at the top of that hierarchy is the motoscafo, the licensed water taxi. It is a limousine in every respect except the medium: a long, low, hand-built hull, decks and coamings in lacquered mahogany, chrome brightwork, cream upholstery, and a cabin sized for six people and their luggage. The yards around the lagoon that build and rebuild these hulls work to a form that has changed very little in seventy years, for the same reason the London taxi kept its shape. The job did not change.

Cars usually die because nobody buys them. A smaller category dies while still selling, because the cost of making the engine comply with the next regulatory step exceeded what the volume could justify. The distinction matters, because these are the cars that were killed by arithmetic rather than by the market, and the arithmetic is usually documented.

A caveat before the list. Manufacturers rarely say outright that regulation killed a model, because it invites awkward questions about the rest of the range. In most of these cases the proximate cause is well established and the company statement is diplomatic.

Shot head-on, this silver Porsche speedster fills the frame with that unmistakable low, bulbous nose — twin chrome-ringed headlamps, the crest badge and gold “PORSCHE” script sitting dead center on the hood, and barely any front overhang to speak of. The tan leather interior and thin banjo-style steering wheel are visible through the low windscreen, exactly the cabin you’d expect from a car built to be driven with the top down and the wind in your face.

Parked curbside against a backdrop of olive trees and stone retaining walls, this R232-generation Mercedes-AMG SL makes an unmissable case for the return of color inside the convertible top. The red fabric vario-roof against a cool grey-blue body is a combination Mercedes hasn’t leaned on this hard since the R129 days, and it reads as a deliberate callback rather than an accident of spec sheet.

The details confirm the AMG lineage without needing a walk-around. The vertical-slat Panamericana grille, the “TURBO” script mounted low on the front fender, and the red-painted brake calipers peeking from behind the multi-spoke alloys are the visual shorthand AMG buyers pay extra for. The SL nameplate has always split the difference between GT car and cruiser, and this example, top up, low mileage look, parked in a public park lot rather than a dealership forecourt, is doing exactly the kind of everyday flexing the car was built for.

Few automotive interiors carry as much design weight as the Mercedes-Benz 300 SL Gullwing. Step past the raised door — hinged at the roofline rather than the sill, a solution born from the car’s tubular spaceframe chassis rather than styling whimsy — and the cabin makes its case immediately: saddle-red leather stretched across every surface, a slim wood-rimmed wheel, and a shift linkage so exposed it looks like an afterthought bolted to the transmission tunnel.

Round 6 of the 2026 FIA World Rally Championship concluded in northern Portugal last weekend, with Hankook Tire & Technology completing another full supply cycle as exclusive WRC tire partner. The Vodafone Rally de Portugal, based in Matosinhos, ran from May 7 to 10 across 23 Special Stages covering approximately 345 kilometers of terrain that changed character as the event progressed.

The surface conditions at Rally de Portugal are among the most demanding on the WRC calendar. Stages open on soft, sandy gravel but degrade quickly under repeated passes, transitioning into exposed rock and deeply rutted lines that stress tire construction throughout the event. For a single-supplier arrangement, that range of conditions compresses the entire performance argument into one compound choice per stage.

The eighth-generation Lexus ES arrives with a substantially revised hybrid model, marking the first time the long-running luxury sedan has offered all-wheel drive. The 2026 ES 350h adopts Lexus’ sixth-generation hybrid system, a new multi-pathway platform shared with the all-electric ES 350e and ES 500e, and a larger body with a higher seating position than its predecessor.

The powertrain numbers reflect meaningful gains over the outgoing ES 300h. Output rises from 215 hp to 244 hp on both front- and all-wheel-drive configurations, driven by increases to both the 2.5-liter four-cylinder engine — now rated at 186 hp and 173 lb-ft — and a substantially more powerful front motor generator producing 201 hp and 199 lb-ft. The AWD variant adds a 54-hp rear e-Axle that can shift torque distribution from 100:0 front-to-rear all the way to 20:80 on demand.

Kia America delivered 72,703 vehicles in April 2026, a 3 percent dip versus the same month a year ago — a comparison made difficult by elevated April 2025 demand — but the headline number understates a broader story of structural momentum. Through the first four months of 2026, Kia has moved 279,718 units, a 2 percent gain over the same period in 2025 and a new year-to-date sales record for the brand.