I’ve written before about my first car: a used-but-pristine sports coupe, bought by mom for my 16th birthday. Recent test drives in two cool coupes brought back a flood of fond memories from those gawky teenage years. 

But while a two-door ride may not be the most practical vehicle for a decades-older me, it’s easy to appreciate the fast-and-furious allure. 

After all, buying a sports car is often associated with a midlife crisis. So who knows, there still may be room—or vroom!—for a sportster in my future. 

FORD MUSTANG ECOBOOST

$33,000 

MPG: 22 city/33 highway

0 to 60 mph: 5.6 seconds

Cargo space: 13.5 cubic feet

PROS: Muscle-car moxie. Surefire handling. Tech-laden cabin. 

CONS: Snug backseat. Pricey options. Intra-model competition.

IN A NUTSHELL: Introduced in 1964, Ford hoped to sell 100,000 Mustangs annually. But by tapping into the Boomer zeitgeist, almost 700,000 units were sold the first model year. Mustang is now the automaker’s longest running nameplate and the best-selling sports car in the world. 

This was the original “pony car,” with a high-test engine, long hood and affordable price tag. Luckily, the latest Mustang — recently redesigned and in its seventh generation — has stayed true to its roots. 

So, too, has the EcoBoost engine. Developed 15 years ago as a more enviro-friendly powerplant, these turbos often have been used on base models. The latest EcoBoosts — there are more than half a dozen — are 20% more fuel efficient and produce 15% fewer emissions than other Ford engines. And while the original could barely eke out 122 horsepower, today’s four-cylinder EcoBoost in the Mustang delivers 315 horsepower. 

The only bummer: no manual transmission. For that, you need to dig deeper into your wallet — much deeper. The Mustang GT, with a 486-horsepower V6, costs $50,000. And the boffo Dark Horse trim level, boasting a 500-horsepower V8, is $62,000. These MSRPs are without any options, which add up quickly.

But the Mustang EcoBoost still offers plenty of features: LED headlights, keyless entry, smartphone integration and Wi-Fi hotspot. Various driving aids—blind-spot monitor, rear-parking sensors, lane-keeping assist, forward collision warning with automatic braking—are all standard. 

The stodgy interior has been replaced with a mod, techno cabin with better upholstery and soft-touch surfaces. Various configurations of the digital instrument panel can be viewed at the whim of the driver. And the larger, 13.2-inch infotainment screen is user-friendly. 

Such upgrades remind me of the Mustang Mach-E. Though purists initially derided the use of the Mustang label on a four-door electric SUV, the Mach-E was the fourth best-selling EV last year. Similar in price and acceleration to a traditional gas-powered ‘Stang, the Mach-E is arguably just as fun. But add in the retro-cool factor, and there’s no comparison.

SUBARU BRZ

$33,000 

MPG: 20 city/27 highway

0 to 60 mph: 6.6 seconds

Cargo space: 6.3 cubic feet

PROS: Sporty. Zippy. Fits anywhere.

CONS: Low ground clearance. Bouncy. Tiny trunk.

IN A NUTSHELL: The Subaru BRZ may not have the aura of a Ford Mustang, but this compact coupe still checks plenty of boxes. 

Porsche-like styling. Precision steering. Punchy power. Even pricing is a plus, with a top trim level less than $37,000. 

Despite Lilliputian dimensions — the BRZ is a third smaller than a Mustang — there’s still more passenger room than in the rival Miata. As a tallish driver, I appreciated the unexpected amount of headroom and legroom in the front seats. 

But trunk space is another matter. With less than half the stowage space of a Mustang, don’t expect to haul more than a few grocery bags. And while you literally have to climb into certain jumbo SUVs and pickups, the opposite is true with the low-slung BRZ. These seats are so close to the chassis that it feels like sitting in a go-kart. Luckily, once I scooched myself down into the cabin, it didn’t take long to get used to the seating position. 

Three trim levels, all with rear-wheel drive, dual-zone climate control, push-button start and Subaru’s renowned EyeSight package: adaptive cruise control, automatic high-beam headlights, lane-departure warning and automatic emergency braking. Step up to the Limited version for larger wheels, heated seats, fancier upholstery, extra safety gear and a better sound system. The performance-oriented tS comes with sport-tuned suspension, premium Brembo brakes, dark gray metallic wheels and sporty interior stitching. 

Only one engine is available: a very capable 228-horsepower four cylinder. My test car also came with the six-speed manual transmission, which added more gusto. 

With such a short wheelbase, the ride is firm but controlled. And keeping weight down on the BRZ must have meant installing less insulation. After all, there’s some noticeable road noise, especially on the freeway. But then, you also hear the constant purring and revving of the engine, which is music to the ears of sports-car aficionados. 

Ritzy versus rugged: you choose.

Like forlorn lovers, two iconic vehicles showcase the strengths—and weaknesses—of growing up on different sides of the track.

The revered Jeep Wrangler, first introduced in 1986, traces its roots to the rugged Jeeps of World War II. Believe it or not, one Jeep—dubbed “Old Faithful”—was actually awarded a Purple Heart after surviving the Guadalcanal beach landing. 

Then there’s the refined Mercedes E-Class wagon, a high-society hauler. The German automaker debuted its first modern station wagon in 1977 but can boast lineage dating back to Karl Benz’s first patented car in 1886. Ritzy doesn’t begin to describe today’s sensuous ride.

So, beauty or the beast? Trust me, it’s not an easy choice.  

JEEP WRANGLER RUBICON 392 FINAL EDITION

$102,000

MPG: 13 city/16 highway

0-to-60 mph: 4.2 seconds

Cargo capacity: 72 cu. ft. 

PROS: Kick-ass power. Butch cred. Collector’s edition. 

CONS: High ground clearance. High price. Highly impractical.

IN A NUTSHELL: Wranglers are known for their all-terrain prowess, but the rough-and-tumble Rubicon trim is the most off-road-capable Jeep ever produced. This Wrangler arrived in 2003, the year Angelina Jolie drove a Rubicon in her second Lara Croft action flick, which led to a special-edition “Tomb Raider” model. Jeeps also played a role in “MASH,” “Clueless” and “Jurassic Park,” as well as “Gilmore Girls,” “Band of Brothers” and “Dukes of Hazzard” (cue Daisy Duke’s beloved “Dixie”).

But now you can star in your own life with the most wicked Jeep of all: the Wrangler Rubicon 392 Final Edition. The renowned Hemi V8 engine—the heart of muscle cars like the Dodge Charger and Challenger—is being phased out, and the Hemi-powered Rubicon is next on the chopping block. But instead of sunsetting later this year, the in-your-face Final Edition has proved so popular that its exit has been extended through 2025. 

 It’s easy to see why: Press the ignition button and a thunderous roar from the dual-mode exhaust system is enough to wake the dead. With 470 horsepower, this beast screeches from 0 to 60 mph in just 4.2 seconds. 

Bronze 17-inch wheels are paired with thick 35-inch tires, boosting ground clearance to 13.3 inches. That’s more than twice as high as most SUVs, which means climbing—and I do mean climbing—in and out of this vehicle can be a challenge. It was a source of pride to finally step up into this Jeep without looking like a complete klutz. 

 Inside the no-nonsense cabin are 12-way power seats with gold stitching and an exclusive medallion on the shifter. A commemorative plaque is on the Mopar swing gate, which has a built-in table for roadside picnics. There’s also an 83-piece toolkit. And if you deflate the tires for heavy-duty off-roading, an optional on-board air compressor will inflate the tires back up again. 

But my fave feature is the automatic retracting roof, which is just as classy—but much quicker to operate—than fancy-schmancy tops on most high-end convertibles.  

MERCEDES E-CLASS STATION WAGON

$76,000

MPG: 22 city/31 highway

0-to-60 mph: 4.6 seconds

Cargo capacity: 64 cu. ft.

PROS: Sleek styling. Cushy cabin. Heavenly handling.

CONS: Lotsa SUV competitors. Irritating infotainment system.

IN A NUTSHELL: The Jeep Wrangler may be all brawn, but the Mercedes E-Class station wagon is a complete brainiac. Think “nerd chic,” with loads of high-tech wizardry hidden beneath shapely sheet-metal. 

Promoted as an all-terrain vehicle, with air suspension to raise and lower the chassis, this wagon deftly wends its way over rutted backroads or rolling meadows. And the 360-degree surround-view system includes a “transparent” view, which relays images from various camera angles to the dashboard monitor so that you can see what you’re driving over in real time. 

But the elegant E-Class is finest on city streets. A long wheelbase—over 16 feet—ensures smooth sailing in what is truly a land yacht, with plenty of legroom and rear cargo space. And the 375-horsepower V6 turbo is no slouch, proving to be almost as fast as the Hemi-infused Wrangler. The Mercedes engine positively purred during normal driving but growled when I stomped on the gas. 

An exquisite cabin showcases the latest electronics, including a 12.3-inch gauge cluster, 14.4-inch infotainment touchscreen and optional 12.3-inch front-passenger display. The 21-speaker Burmester stereo is mic-dropping amazing, putting concert-hall acoustics to shame. And this wagon can become a 5G wireless hotspot, which really boosts connectivity. 

My only beef: The less-than-intuitive entertainment system, which left me struggling as I repeatedly swiped back and forth to try and land on my preferred Sirius stations. In the end, it was easier to use the very capable voice-activation system instead.

Overall, both the Mercedes wagon and Jeep Wrangler Rubicon 392 boast plenty of power and panache. They just haul your ass in very different ways. 

I’m a bit of a size queen when it comes to electric vehicles. After all, the bigger the battery pack, the lower the range anxiety. And EVs — with no engine or other components found on traditional gas models — can flaunt their larger cabins. Most EVs also deliver lickety-split acceleration, which can boost the size of any ego. 

I recently test drove two David and Goliath EVs: one an itty-bitty roadster and the other a behemoth pickup. 

So which was better? In the end, the answer was a matter of size. 

MINI COOPER COUPE EV

$31,000

Range: 114 miles

Fastest charging time: 103 miles in 30 minutes (80% charged)

0-to-60 mph: 6.9 seconds

Cargo capacity: 8.7 cu. ft. 

PROS: Quick. Nimble. Fun.

CONS: Battery range. Low chassis. Limited storage.

IN A NUTSHELL: With kicky styling, perky engines and quirky interiors, a Mini Cooper always makes me smile. The EV coupe is no exception, with funky yellow accents on the wheels, badging and side mirrors to distinguish this car from a typical Mini. 

For such a compact car, there’s ample headroom and legroom. But cargo space is tight. Luckily, lowering the back seats triples the stowage area. 

Up front in the Euro-chic cabin, there are plenty of retro toggle switches and tasteful chrome accents. As with other EVs, a digital readout indicates the exact time the vehicle will be fully charged. The nav system, which displays a “range circle” to show how far the Mini can go without running out of juice, also maps out the best “green” route to travel. That’s a nice touch, because the driving range here is only 114 miles. Luckily, the regenerative braking system is extra-grippy to help conserve energy. And by just barely lifting your foot off the accelerator, this coupe slows so dramatically that you only need to brake when coming to a full stop.

Best of all, handling is exceptional. Despite the low ground clearance — just 5.6 inches — the Mini Cooper easily handles speed bumps and torn up roads. And during my daily commute, this go-kart wannabe easily scooted through a sea of overbearing semis and SUVs on the Beltway. 

Overall, the Mini Cooper EV is affordable and fits anywhere. It may even put a smile on your face.  

FORD F-150 LIGHTNING

$58,000

Range: 240-320 miles

Fastest charging time: 201 miles in 42 minutes (80% charged)

0-to-60 mph: 4.1 seconds

Cargo capacity: 52.8 cu. ft.

PROS: Lightning fast. Sedan-like comfort. Super storage.

CONS: Pricey trims. Increased competition. Towing saps the battery. 

IN A NUTSHELL: Compared with a Mini Cooper EV, the Ford F-150 Lightning is a Maximus chariot. At 19 feet long and more than six feet tall, this pickup is seven feet longer and two feet taller than the miniscule coupe. The Lightning also weighs 6,000-plus pounds, which makes it three times heavier than the Mini. And the Lightning’s towing capacity — at up to 10,000 pounds — is four times greater.  

Despite the gargantuan proportions, this Herculean beast rides and handles like a lithe sedan. No, the Lightning is not as nimble as a spritely Mini, but it’s surprisingly close — especially for a hauler with land-yacht proportions.  

A fave feature: major storage space, including two glove boxes, an acres-long truck bed, a huge center console, and a frunk that can hold almost twice as much gear as the rear cargo bay in a Mini Cooper. The funky frunk is also water-resistant, drainable, lockable and has four 120-volt outlets and two USB chargers. There’s even an emergency release latch, just like in a standard trunk. Coolest of all, with just two taps to the key fob, the frunk’s lid opens and closes electronically—which makes the Lightning look like some sort of Leviathan sea monster. 

Power comes from two electric motors configured to provide standard all-wheel drive. Add in the extended-range battery for more horsepower and torque, and the Lightning lives up to its Thor-like bona fides. Such wickedly fast acceleration is thrilling and, frankly, a bit scary. 

Inside, the well-insulated cabin boasts many fine options, including max-recline seats, hands-free driving system, Bang & Olufsen premium stereo, twin-panel moonroof and a 15-inch infotainment screen that looks and behaves like an iPad. 

When it comes to size, the Lightning is larger, faster and full of more storage space than a Mini Cooper. Yet the coupe costs half as much and is a better urban adventurer. It also seems a bit more practical, at least in the city. 

Small versus large? It all depends on which size fits you best.