For July's issue, we assembled the most important cars ever built, working forward from 1955, when we were founded as Sports Car Illustrated, and the modern auto industry came of age. These are Car and Driver's GOATS – the Greatest of All Time. Today: The 2000s.
2004 Toyota Prius
With the second-generation Prius, Toyota turned an economy car into a status symbol. All it took was a complex gasoline-electric hybrid powertrain that promised up to 60 mpg (that number later fell to 48 mpg when the EPA revised its methodology for '08) and a distinctive teardrop shape to broadcast that you were doing your part to save the planet. During a time of rampant conspicuous consumption, the Prius offered the perfect antidote to gas-guzzling SUVs. That blend of economy, utility, and typical Toyota reliability made it the first successful hybrid. Although the RAV4 Hybrid now outsells it, perhaps nothing cements the Prius's legacy more than the fact that its trademarked name has effectively become synonymous with hybrid. —Joey Capparella
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2006 BMW 3-Series
BMW dug deep for the E90-generation 3-series, admirably resisting the apathy that might creep in after creating a segment and then dominating it for 30 years. Flexing its engine-building expertise, the company employed a lighter magnesium and aluminum block for its naturally aspirated inline-six and throttled it primarily by manipulating valve lift to improve efficiency. But the engine was as silky and sonorous as ever. The 2007 BMW 335i gave the six a twin-turbo boost for a more competitive (and underrated) 300 horsepower and a sub-five-second run to 60 mph while retaining its lovely character—unlike so many other turbocharged engines of the day. But the climax of this gen's superlative propulsion options arrived with the 2008 M3 and its 414-hp 8300-rpm wailing masterpiece of a V-8.
The beauty of the compact luxury sports sedan is that it excels at everything, and the E90 did everything even better. It was stiff enough to handle but pliant enough to be refined, and it had exceptional steering. Plus, it was upscale, practical, and fuel efficient. The E90 reigned supreme, appearing on our 10Best list every year it was eligible, part of a 23-year run for the 3-series. And it prevailed in 11 separate C/D comparison tests, scything the competition in sedan, coupe, convertible, and M3 forms. Surprisingly, we didn't find a reason to compare the wagon, but it would have won, too.
Further demonstrating this generation's legend are the things we'll likely never see again: widely available manual transmissions, an entry-level inline-six, a one-off M engine, and sportiness baked into even the most basic models, rather than requiring many thousands of dollars in optional upgrades. A slight pick-me-up to this depressing reality is how cheap and prevalent used E90s are right now. —Dave VanderWerp
Values, market analysis, auction results, and more on the BMW 3-Series at Bring a Trailer.*
2009 Chevrolet Corvette ZR1
In 2009, a 638-hp supercharged 6.2-liter V-8 made the ZR1 the most powerful car to come out of General Motors, and yet power is merely a secondary plotline in this car's story. Developed on GM's roller-coaster proving-ground road course, the ZR1 elevated the Corvette chassis to greatness with magnetorheological dampers, carbon-ceramic brake rotors, a racetrack-ready stability-control system, and Pilot Sport PS2 tires that solidified Michelin as the tire of choice for sports-car builders. This was the most expensive Corvette ever, but the $105,000 ZR1 still lived up to the Vette's reputation as a performance value. It churned out wild numbers—3.3 seconds to 60, 1.07 g's of lateral grip, and a 142-foot stop from 70 mph—that matched or bettered what many supercars three times its price could produce. This was the moment that the Corvette transcended its station as America's sports car to prove it could hang with bona fide exotics. —Maxwell B. Mortimer
Values, market analysis, auction results, and more on the Corvette C6 at Bring a Trailer.
Previously: The Nineties | Next: The 2010s
*Bring a Trailer is owned by Car and Driver's parent company, Hearst Autos.
Despite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City.
Dave VanderWerp has spent more than 20 years in the automotive industry, in varied roles from engineering to product consulting, and now leading Car and Driver's vehicle-testing efforts. Dave got his very lucky start at C/D by happening to submit an unsolicited resume at just the right time to land a part-time road warrior job when he was a student at the University of Michigan, where he immediately became enthralled with the world of automotive journalism.
Max Mortimer is a lifelong car enthusiast who spends his days managing Car and Driver's test data and processes, and evaluating vehicles. Starting at the age of five, he began working on classic muscle from the '60s with his father, which blossomed into his own passion for modifying cars, which include a 500 whp Big Turbo SRT-4 Neon and a FBO Protuned '17 WRX. Not a day goes by that Max doesn't think about owning his dream car, a fifth-gen Viper GTS . . . one day.
