Month: May 2025

Beauty, style, and elegance are not that common in the automotive world today. That’s no surprise with the sea of crossovers that have become the de facto choice for so many. What then for the person with the means to do more but with the need to drive something similar? That’s what the Range Rover Sport aims to be. 

It doesn’t have the hardcore off-road equipment of its Defender, Discovery, or Range Rover full stop siblings. It’s not wildly approachable either, with a base price just shy of $84,000 for the SE with the 3.0-liter 6-cylinder engine. How then can it fit into a family so well-built on ruggedness? Because it makes no promises that it can’t keep. 

Rather than pose as a do-it-all Swiss Army Knife, it focuses on just a few things and does them very well. It’s stylish, it’s comfortable, and it’s wildly quick for a vehicle of this size and type. Oh, and we didn’t even test the fastest of the bunch. So, here’s what we learned after a week with the V8-powered version of the Range Rover Sport in Autobiography trim. 

Quick Facts

Stand out while standing still. That might as well be the design brief for the Range Rover Sport because that’s exactly what it does. Of course, our Autobiography-trimmed test car had a little help from its Firenze Red paint color, but the body of this car is stunning in any shade. Where other automakers slap the word “Sport” on something to sell a few more units with slightly different features, Range Rover adds a lot of substance with that single word. 

Read: Jaguar Land Rover Halts All US Vehicle Exports

The body shape is completely unique to the brand and takes everything about the flagship Range Rover and gives it a far more athletic attitude. The entire shape is somewhat raked and monolithic. The front end features a low front bumper and the fenders stretch out to provide an almost widebody appearance. 23-inch wheels sit at each corner and finish off an imposing presence. 

Kingly Comfort

SUVs are meant to combine practicality and style. It’s how they do it is what separates the good from the bad, though. Range Rover focused on elegance and, for the most part, did a great job with a few notable exceptions. 

The seats deserve special mention because they’re very unique in the car world. They almost remind me of Faye Toogood’s Roly-Poly chair as they are all about comfort over everything else. The bottom cushion is especially expansive and provides maybe the best thigh support in the business, without counting those that have auxiliary settings for such a thing. 

These seats feel like they’re naturally reclined a little and at the same time, provide good head and neck support. For moments of more vigorous driving, they allow occupants to add more lateral support via the side bolsters. They even have inboard armrests that allow for custom positioning or stowing altogether. Still, despite these niceties, this is far from a perfect cabin. 

One complaint worthy of mention is the steering wheel. When we tested the Defender, we remarked about how nice the exposed metal on it was. Here in the more expensive Range Rover Sport, we get piano black plastic, which is unquestionably less special. That said, at least the buttons work and provide good feedback. 

Sadly, the piano black continues onto the center console where it glares back at passengers with so many fingerprints that you’ll think dozens of people have been in the car in only the few minutes before you entered. In addition, and this is something notable about the Evoque as well, there is a lot of unused real estate to the right of the shift lever. Not every single surface needs a button or switch, but it’s an interesting choice nonetheless. 

Photos Stephen Rivers for Carscoops

Speaking of the center console, the storage situation is very interesting and mostly very good. The only issue is directly behind the shift lever, where users will find a panel that slides back to reveal two options. Option one is a deep storage cubby with a USB-C power port. Above that is a slide-out dual cup holder which works great, except when you have drinks in it and need to access the storage cubby. At that point, one must remove the drinks and stow them somewhere else to get whatever is beneath them. 

Beyond that, though, there is no shortage of storage in this SUV. The front passenger gets not one but two glove boxes. Both front occupants have access to a cooler that sits behind that strange cupholder situation, and between the two is a small pad for something like a pen, some business cards, and maybe some Post-its notes. Ahead of the shifter, one will find another hidden space for a phone with a wireless charger and coin storage. Under the main level of the console is another pass-through space for more stuff like sunglasses. 

The rear seats are highly similar to the front units, albeit not as featureful. They lack the bolster adjustments, the massage settings, and the range of motion, but are otherwise just as comfy. I’m happy to report that they feature ample head and legroom for tall and short folks alike, and they even recline should one want to snooze a little back there. 

The cargo hold itself is also well-appointed and robust. The flooring is a hardened rubber, and Range Rover included several optional extras too. Our test vehicle had a super simple tonneau cover and a basket full of accessories. It included cargo netting, different baggage solutions, and had several ways to secure it in the SUV. There are also buttons to raise and lower the rear seats and others to raise and lower the cargo area to make it easier to load. 

Infotainment That Grows On You

There’s no getting around it, the infotainment system in this car isn’t the most advanced, the largest, or the most featureful. Nevertheless, it’s impressively intuitive. We’ve praised the setup before in the Evoque, but it deserves more attention here. Range Rover basically divides the screen into three sections, one on each side for each person up front, and then a large main area in the middle. 

This allows each front-seat occupant to control whatever they might need very quickly without hunting through different menus. The driver gets seven clearly marked buttons: two for defrosting, one for climate control, one for drive mode, one for navigation, one for media, and one for a deeper menu. 

More: Land Rover Trolled In Public By A Muddy SUV And A Rolling Billboard

The passenger gets four buttons, one for more settings, one for the surround-view camera system, one for media volume, and one for climate control. The most used buttons, climate control and volume, are dynamic. The user can simply touch them to open a larger menu or click and slide them to quickly change the setting. It’s simple, intuitive, and reacts very quickly. 

Rear-seat occupants needn’t worry that their climate system is less exciting, though. Range Rover includes a fun ‘push/pull’ button for each side of the rear climate zones that allows occupants to change either the temperature or their seat setting. It’s another great use of one button to do several things without overcomplicating the situation. It’s also great to see physical controls staying where they belong. 

Drive Impressions

It would be easy to think of the Range Rover Sport as a posh people mover and not much else, but that thought is wrong. Even in its most basic form, the Range Rover Sport comes with a 355 horsepower (264 kW) six-cylinder engine that can go from 0-60 mph in just 5.7 seconds. 

It’s not as quick as rivals from BMW or Porsche, but it’s not what we’d call slow either. Our test vehicle leveraged a 4.4-liter twin-turbocharged V8 with 523 horsepower (390 kW), 553 lb-ft (752 Nm), and a claimed 0-60 mph time of 4.3 seconds. We managed to achieve that feat even quicker, though, in a mere 4.1 seconds. 

This isn’t just a straight-line performer either. The adaptive suspension does a great job of keeping this SUV’s 5,300-lb (2,404 kg) curb weight in check. It corners flat and with no discernible understeer when pushed hard. The steering is communicative, and, in general, the Range Rover Sport feels small and nimble. The eight-speed gearbox is smooth too.

It makes piloting the car a pleasure even when traffic is heavy or you’re stuck in a cityscape with countless drivers paying less than full attention. That’s impressive, but where this SUV really shines is on a long, open road. 

There, it’s comfortable, serene, quiet, and smooth. It soaks up miles with ease, and the integrated semi-autonomous driving features like lane-keep assist and dynamic cruise control make for a relaxed ride. It’s rare that we get chances to take cars on road trips of any serious length, but we made two separate nine-hour drives in this and never felt like we needed a big break from the road. In fact, if there’s one thing that genuinely shocked me, it’s that we achieved 22.7 mpg across the entire week in a car with over 500 horsepower. What’s not to love about that?

Competition

Photos Stephen Rivers for Carscoops

As mentioned, the Range Rover Sport isn’t as quick as rivals from BMW and Porsche, but it’s not really trying to tackle that market. Rather, it’s somewhere between those goals and what its siblings, the Defender, Range Rover full stop, and Discovery, have already built. Those SUVs are made for rugged terrain, poor weather, and shuttling folks around in comfort and quiet. To that end, the Range Rover Sport does that but with a flair the others don’t really have.

At the same time, it’s hard to pitch this as a good value. Rival brands offer similar accommodation and, in many cases, even better driving dynamics. While the Range Rover Sport excels in terms of overall comfort, it’s also very pricey. Those who want this sort of experience but for far less should consider something like the Genesis GV80, which provides the same flavor, albeit far more artificially. The two are sort of like the relationship between genuine and imitation saffron. 

Final Thoughts

The Range Rover Sport manages to bridge the gap between luxury and capability without falling into the trap of over-promising. Its focus on style, comfort, and performance makes it a compelling choice for those seeking a premium SUV that doesn’t sacrifice driving dynamics. 

While it may not be the most rugged off-roader in the Land Rover lineup, its refined on-road manners and potent engines deliver an experience that’s both engaging and luxurious. 

This balance allows it to stand out in a crowded segment, appealing to buyers who value a blend of sophistication and athleticism. After a week in it, we didn’t want to give it up. We bet you wouldn’t either. 

Photos Stephen Rivers for Carscoops

GMC recently announced the 2026 Hummer EV will come equipped with an enhanced version of Super Cruise. However, it quietly debuted on the 2026 Cadillac Vistiq and we recently got a quick hands-on with the upgraded semi-autonomous driving system.

One of the most welcome updates is a smoother transition to and from Super Cruise-enabled roads. In particular, there’s a new hands-on capability that keeps the vehicle centered in its lane and following a safe distance from the car ahead. In effect, Super Cruise and adaptive cruise control with a lane centering function work together for a more relaxing driving experience.

Google Maps Integration and Smarter Lane Changes

Speaking of which, when drivers reach a Super Cruise-enabled road, the hands-free system will automatically engage. To help communicate this, the lightbar integrated into the steering wheel will turn green.

On the topic of automatically taking control, there is now Google Maps integration. This means Super Cruise-compatible roads will be highlighted, while automatic lane changes have gotten a lot smarter.

Review: Is Cadillac’s New Vistiq The Baby Escalade You’ve Been Waiting For?

When using route guidance, the Vistiq will make sure you’re in the right lane to get to your destination. If it needs to move over, it will automatically do so. However, officials said the system may ask you to take control for some complex lane changes.

While our test only included a brief jaunt on the highway, the system worked well as it checked the adjacent lane, made sure it was clear, and then completed a lane change without issue. I just wish the messaging was better, as I didn’t originally notice the lane change notification on the digital dash.

The message popped up on the right side and may have been blocked by the steering wheel. This is something drivers would likely get used to with experience, but it’s a little disconcerting when your car changes lanes and you’re not expecting it.

Not Your Overbearing Nanny

Michael Gauthier / Carscoops

Aside from that minor gripe, the latest system has Intelligent Adaptive Cruise Control which can automatically adjust its speed to keep pace with changing speed limits. Thankfully, the system isn’t a nanny as it will let you speed, if you want to. As officials explained, if you’re doing 75 mph in a 70 mph zone and the speed limit drops to 55 mph, the car would do 60 mph.

While that’s just a brief glimpse at the updated version of Super Cruise, officials suggested it will be coming to more models in the future.

Michael Gauthier / Carscoops

Electric vehicles aren’t just the future anymore. They’re the present. And as the segment matures, more legacy carmakers are betting big on designs that challenge their own history. That’s exactly what Lotus has done with the Eletre, an electric SUV that still has purists in a mild existential crisis.

It’s been almost three years since the world first laid eyes on the all-electric Lotus Eletre and still, people are up in arms about it. “How dare a brand focused on lightweight sports cars like Lotus launch a heavy SUV?” they say. “Colin Chapman would sure be turning in his grave.”

Review: Is Cadillac’s New Vistiq The Baby Escalade You’ve Been Waiting For?

It’s not hard to see where they’re coming from. Since its inception, Lotus has produced some of the finest, driver-focused sports cars ever made, and the Eletre marks a dramatic departure from this ethos. However, enthusiasts were also lamenting the end of “real” Porsche when it introduced the Cayenne back in 2002; however, nowadays, many of those 911 purists who hated on it back in the day probably now own one as their daily driver. Not to mention that its success gave Weissach the funds it desperately needed to keep its iconic sports car alive and kicking.

In much the same way, to instantly write off the Eletre simply because it’s not a lightweight sports car worthy of the Lotus badge would be to ignore one of the very finest luxury SUVs on sale, and after recently living with one, we’re happy to accept it as an important part of Hethel’s family. Naysayers may complain all they want but the times, they are a changin and those who don’t adapt and evolve are destined to die.

QUICK FACTS

Photos Brad Anderson/Carscoops

The Eletre didn’t really come out of nowhere as most people may think. At the 2006 Geneva Motor Show, Lotus unveiled the APX concept. It was its first attempt at testing the waters for an SUV and, although it never made it to production, the British brand knew the potential such vehicles had. However, it wasn’t until the brand became majority-owned by Geely that efforts to launch such a model really started in earnest.

Three different versions of the Electre have been introduced, starting with the base model, and growing to include the S and the R. All use the same 112 kWh lithium-ion battery pack, and the base and S models have a pair of electric motors delivering 603 hp (443 kW) and 524 lb-ft (710 Nm). The flagship R ups the ante significantly, churning out a monstrous 905 hp and 726 lb-ft (984 Nm) of torque. We tested the Eletre S, priced from AU$229,990 ($148,900) in Australia. This tag positions it nicely between the base model starting at AU$189,900 (~$122,800) and the R that tops out at AU$279,990 (~$181,100).

You don’t need us to tell you that this is, indeed, a lot of money. However, the Eletre doesn’t really have any direct rivals. Yes, Mercedes-Benz has the AMG EQE53 and BMW the iX M60 (soon to be facelifted and renamed the M70) but neither is quite as special as the Lotus. They also do not come close to matching the Eletre’s performance. To match that, you’ll need to cough up over AU$400,000 (~$259,000) for a Lamborghini Urus.

All versions of the Eletre are all based on an 800-volt electrical architecture and support 350 kW DC fast charging. They also come as standard with an adjustable air suspension, Continuous Damping Control (CDC) dampers, torque vectoring by braking, and flamboyant exterior and interiors that cannot be matched by anyone but the Italians.

Photo Credits: Brad Anderson/Carscoops

A World-Class Interior

The cabin of the Eletre is really beautiful, and that’s not something that can be said about many interiors on the market, let alone for an SUV. Sure, many are functional and feature premium materials and all sorts of equipment – but the Lotus just makes you feel special.

First is the steering wheel. In photos, the shape may look a little odd and appear a little over-the-top, but in person, it looks like an expensive piece of jewelry. It’s perfectly sized and clad in plush grey leather with a metallic 12 o’clock mark. On each side of the wheel are rocker switches that are used to operate most functions, like music settings and the driver-assistance systems. Although they do take some time to get used to, once they do, they become second nature.

Not everything is perfect, though. Some EVs have paddle shifters behind the wheel for the brake regen but, in the Eletre the left one adjusts the level of brake regeneration, while the right is used to toggle between the different drive modes, which takes a little getting used to. Much like the Brabus Smart #3 we drove a few months ago, the digital gauge cluster is limited to a thin 12.6-inch display incorporated into the dashboard. It’s not particularly fancy and does feel like a bit of an afterthought. Other important driving details can be shown on the 29-inch head-up display.

Photos Brad Anderson/Carscoops

The top of the dash looks like a piece of art with separate panels on the driver and passenger sides, joined together by intricate (and infinitely configurable) ambient lighting. A large 15.1-inch infotainment display then catches the eye. Much like a Tesla and many other EVs that followed its lead, the software operates in a similar fashion to a tablet. It runs on not one but two Qualcomm Snapdragon 8155 chipsets and utilizes Unreal Engine 5, resulting in staggeringly detailed graphics and response times. Simply put, it’s the most seamless infotainment system I’ve ever used.

More: Lotus Eletre Priced At A Shocking $229,900 Due To New Chinese EV Tariffs

That being said, it can be a little overwhelming to start with. The number of settings and menus is bewildering and may put off some less tech-savvy buyers. However, after spending a little time with it, it feels very natural. All climate settings are on the screen, as are controls for the ventilated, heated, and massaging front seats, while both wireless Android Auto and Apple CarPlay are supported, and they work seamlessly.

Lotus’ attention to detail also has to be applauded. Virtually every part of the cabin is clad in expensive-looking leather or Alcantara, giving the Eletre a very premium feel. We particularly liked the brass-colored shifter and temperature controls, as well as the exposed speaker grilles on the front doors, and the small screen on the passenger side is also a nice touch.

One thing that did concern as is the seat bolsters. As you’ll see in the image above, the driver’s side thigh bolster had some worrying signs of wear and deep creases in the leather, despite our tester being just a few months old. Then again, automotive journalists are not exactly known for being extra careful with the cars automakers hand over to them, and this particular example might have been used for other purposes, and by many people, too during its short life.

Space Is Not An Issue

Since this is definitely meant to be a family car, Lotus has paid attention to rear-seat passengers as well. The second-row seats are exceptionally comfortable and there’s loads of legroom and headroom for even taller occupants. Additionally, the backrests are electrically adjustable and offer heated and ventilated functions, both of which can be controlled via the touchscreen on the back of the center console. There’s also quad-zone climate control, meaning there’s not only four sections of the cabin that can be set at different temperatures, but the fan speeds can also be adjusted independently.

Photos Brad Anderson/Carscoops

Key features of the Electre S that aren’t found on the base model include illuminated metal tread plates, an active rear wing, soft-close doors, and a thumping 23-speaker KEF Reference audio system. It also comes with 22-inch wheels as standard, but can be optioned with 23-inch ones if you so desire. Additionally, the standard six-piston front brake calipers can be replaced with 10-piston ones and carbon ceramic discs. Black, white, gold, red, and green leather is also available for the cabin.

Cargo capacity is more than generous. There’s 688 liters (24.2 cubic feet) of space in the trunk, which grows to 1,523 liters (53.7 cubic feet) with the rear seats folded down. Lotus has also added a small storage area in the frunk, although it’s only large enough to fit a thick charging cable.

How Does It Drive?

Heading into my week with the Eletre, I wasn’t quite sure what to expect. Would it be boring to drive like most other EVs, or would it offer something different that the competitors don’t?

The first thing to surprise me was the acceleration. Ordinarily, EVs with this much performance stick you to the seatback the moment you hit the throttle. According to Lotus, the Eletre S only needs 4.5 seconds to hit 62 mph (100 km/h), but all the power and torque aren’t deployed instantly, meaning it launches off the line quite sedately. As the speeds start to build, so does the acceleration. It begins to pull noticeably harder after 90 km/h (56 mph), in a similar way to the Audi RS e-tron GT when it switches into second gear. Unlike the Audi, however, the Lotus only has a single-speed transmission, so it’s likely some software trickery that’s behind this surge in acceleration.

We suspect the Eletre R, with its 2.9-second 0-62 mph time, provides the same instant hit as comparable EVs. In the S, we matched the claimed 4.5-second sprint with a GPS timer, and the Lotus will happily repeat these times again and again even as the battery begins to drain.

Photos Brad Anderson/Carscoops

Lotus models have long been lauded for their precise steering, and we’re happy to report the Eletre steers like a Lotus should. Of course, there’s no hiding the fact that it weighs 2,959 kg (5,720 lbs), but you could be easily fooled into thinking that, while no Elise, it’s significantly lighter than that figure suggests. The steering is perfectly weighted, and the Eletre quickly responds to inputs, dancing around corners in a way that an SUV like this has no business doing.

No doubt aiding in the extraordinary handling is the fact that it has massive 275/40 Pirelli P Zero tires at the front and 315/35 ones at the rear. Despite driving as hard as I felt comfortable to on public roads, I couldn’t push the Lotus into any kind of understeer or oversteer – it always remained neutral and composed.

Read: Lotus Revamps Eletre And Emeya With New Trims

We’re more than pleased to report that the brakes are mighty. Even though our test car had the standard six-piston calipers rather than the optional ten-pots and carbon ceramic discs, it only needed 2.6 seconds to stop from 62 mph, the same time we recorded in a BMW M4 Competition. And it’s not just the stopping power that’s impressive, but also the way the brakes feel. They are smooth and predictable, and the changeover between the regenerative and friction braking is imperceptible.

Speaking of the regenerative brakes, several different levels can be toggled through the left paddle shifter. Unfortunately, there’s no one-pedal driving mode, which seems a little silly, as it’s something many much more affordable EVs offer. Lotus could have easily added it if it wanted, but for whatever reason, chose not to.

Several different driving modes are available, including Individual, Sport, Tour, Range, and Off-Road. All of these settings allow for individual adjustments of the air suspension and the ride height. Regardless of the ride height and the driving mode, the ride remains plush and comfortable, which is not something that can be said about many other big EVs like this.

Not All Is Perfect

One of the biggest talking points about the Eletre has been its use of several LiDAR sensors, including one that pops out of the roof and two that are deployed from the front fenders. In some markets, these are offered as standard, but in Australia, they are only available as part of the AU$8,000 (~$5,200) Highway Assist Pack, which Lotus tells us 20% of buyers are opting for. What’s frustrating is that vehicles without the LiDARs do not get any form of active lane centering and only have a traditional radar cruise control system. At this price point, lane centering is a must.

Efficiency is not the Eletre’s strong suit either. It has a quoted range of 500 km (311 miles), and while that’s certainly achievable when cruising, that figure drops nearer to 400-450 km (248-280 miles) if you start having some fun. That’s enough for most people, but not that impressive when you consider that the Lotus carries a big, 112 kWh pack.

Our tester also had some extremely overactive matrix LED headlights. Ordinarily, headlights like these intelligently blank out segments when the high beams are switched on to avoid blinding oncoming traffic. However, the lights of the Eletre are almost continuously cutting lighting segments in and out. It seems as though the system gets confused with the reflectors of other cars, and even brightly-lit street signs, mistaking them for other cars’ headlights.

While cruising down one residential street with dozens of parked cars, the Eletre’s lights were flashing as if they were used in a disco. For an EV that costs this much, an issue as obvious as this should have been fixed before Lotus even commenced production.

Verdict

While those who’ve never driven the Eletre will likely continue to voice their opposition to a big, heavy, electric SUV with a Lotus badge for quite some time, the fact remains that the car itself is superb. It has bold and futuristic looks that turn heads and a plush and luxurious interior that’s unlike anything else on the market.

Throw in great driving dynamics, and you get a vehicle that ticks plenty of boxes and stands out in the crowded premium SUV market. And for buyers who want to avoid the obvious choices from Porsche or Lamborghini, that may be reason enough to give it a second look.

Photos Brad Anderson/Carscoops

It’s not every day a high-performance truck tries to grow up a little, but that’s exactly what the Ram 1500 RHO is attempting. This isn’t just a stopgap to fill the TRX’s tire tracks, it’s a signal from Ram that a new era has begun, one with fewer V8s and more turbocharged sixes.

Stellantis may be stepping away from the Hellcat phase (for now, at least), but it hasn’t lost its taste for over-the-top machines. A future TRX revival has been rumored, though, so the V8 story may not be entirely over. In the meantime, the RHO stakes its claim with a very different kind of muscle.

While the TRX did everything it could to be a true king of the performance pickup world, the RHO seems a little more like a sophisticated hunter. It’s a bit smarter, leaner, and arguably better in almost everything while remaining tough as nails.

Quick Facts

To find out if everything we’ve heard about it is actually true, we grabbed the keys to a Ram RHO and treated it like our only car for a week. We tested it over hundreds of miles that included highway, city, off-road, and gravel roads. In the end, we discovered that Ram did, indeed, pick the right name for this truck.

A TRX’s Spitting Image

Photos Stephen Rivers for Carscoops

Right off the top, it’s worth noting that , throughout our week with it, several people asked if it was a TRX. One might think that Arkansans would be up on such things and that the large RHO lettering would give it away, but here’s the thing: this truck looks almost identical in every way to the TRX. 

More: This Dodge Charger Prototype Allegedly Sounds Like A Hemi V8

The face is largely similar. The hood has the same ram-air-style scoop in the middle and a pair of heat extractors on each side of it. There are small air intakes next to each headlight. The front fenders have pressure-relief vents on each side. The rear fenders are equally bulbous, the fuel door is in the same exact spot, and the plastic wheel arches are identical, too. 

In the rear, you’ll find the same style dual-exhaust poking out of the back and more vents bookending the taillights. These are all features found on both trucks, so it’s no wonder that people get confused. Roll around in an RHO and you’ll find out people will, more often than not, think you’re driving a TRX. 

Either way, this truck has presence in spades. Of course, anything that’s this large is going to have presence even if it’s ugly or overcompensating.  That said, it’s worth noting that this size has at least one major drawback: you simply have to get used to washing this thing by yourself because it does not fit in the vast majority of drive-through car washes.

 I kid you not when I say I took it to not one, not two, but seven different places just to find one where I wouldn’t have to physically get out and clean it on my own. I don’t mind washing any vehicle, but when it didn’t fit in the first two places, it became a journalistic inquiry to see if any car wash could accept it.

The Hemi’s Dead, Long Live The Hurricane

Those vents on the hood aren’t fake. They help feed air and remove heat from the RHO’s twin-turbo inline six. It’s the same engine found in several other Ram 1500 trims, and we’ve driven it before in the Tungsten. We liked it in that truck, and so we expected more of the same here. 

The engine features low-inertia turbochargers, a deep-skirt cast-aluminum block, a forged steel crankshaft, forged steel connecting rods, and cross-bolted steel main bearing caps to pump out up to 540 horsepower (403 kW) and 521 lb-ft (706 Nm) of torque. That’s considerably more than is on offer in Ford’s base Raptor that makes 450 horsepower (335 kW) and 500 lb-ft (677 Nm) of torque. 

Notably, this isn’t a performance truck with little ability to do real work. It’ll still tow up to 8,380 lbs (3,801 kg) and has a maximum payload of 1,520 lbs (689 kg). 

A High-End Cabin In A Utility Truck

Photos Stephen Rivers for Carscoops

Ram has led the way in terms of cabin comfort for some time now, and the RHO is no exception. It doesn’t have every single amenity that the Tungsten did, but option it high enough and it’s not far off. Our test car had an MSRP of $89,995. For that, you get eight-way power-adjustable front seats with heating, ventilation, and a massaging function, as well as heated second-row seats. All four offer excellent head and legroom, along with good cushioning and support. 

The truck also includes a hands-free driving assistance system, a steering wheel with genuine leather and carbon fiber, and a heads-up display. All of that makes this off-road desert-runner of a truck feel more luxurious than one might expect. A 14.4-inch infotainment system sits proudly in portrait orientation and works well thanks to a quick and responsive Uconnect 4 interface. 

In addition, the front seat passenger has access to their very own infotainment system in the dash. That might sound like a gimmick, but it’s seriously helpful since passengers have full access to pair phones, input directions, search for locations, and more while in motion. 

Saddling A Rhino

Trying to control a beast of this size, weight, and power doesn’t sound like an easy thing to do. The RHO might be more refined and less powerful than the TRX it replaced, yet it feels like every bit of the handful of the old Hellcat-powered pickup. No, it’s not as fast, but anyone who’s comparing the two is missing the point. 

The RHO drives like the animal that it is. The wide frame and huge tires feel large and in charge on public roads. The seating position is high and commanding. The ride is comfortable and great for long cruises on the highway. Does it feel a bit more like a boat (or maybe an actual rhinoceros) than I’d like? Absolutely. Is it tough to use in a tightly packed parking lot? You bet it is. There’s a tradeoff for that, though, that we’ll circle back to shortly. 

In most scenarios on the road, the RHO feels very big. The 540-hp Hurricane inline-six is more than punchy enough to carry the load, though. Zipping in and out of traffic comes down to whether you’ll have the physical space rather than the power and handling. Ram says it’ll do 0-60 mph in 4.6 seconds, and while we could only manage a best time of 4.8 seconds, better conditions might have allowed us to match it.

Read: Ram Confirms 25 New Models In 18 Months And It Starts With A Bang In June

The steering is articulate but short of what we’d consider sharp. It’s great to see Stellantis incorporating a new paddle shifter design too. In previous years, the paddle was only on the upper half of the steering wheel. Now, it’s on both the top and bottom and leaves a small space in the middle for media controls. Personally, I’d love to see it have a full paddle and just leave the audio controls where they are. Nobody wants to miss a shift and change their radio station while bombing around a high-speed off-road course. Even so, it’s a small nitpick in what is otherwise a very agreeable driving experience. 

However, the RHO truly shines when you leave the tarmac. That shouldn’t come as a shock to anyone, but I found myself intentionally looking for places to drive that didn’t have an ounce of pavement anywhere close. The suspension is perfectly tuned for gravel, sand, or even some light rock crawling. That might be the best part of the RHO: its ability to do just about everything at a reasonably high level. 

In high-speed off-road scenarios, the steering and Bilstein active terrain dampers team up to provide excellent feedback and control. On low-speed trails, the 35-inch Goodyear Wrangler Territory All-Terrain tires and 30.2° approach angle make for easy days. 

As for fuel economy, Ram says the RHO will get up to 15 mpg. That’s one mile per gallon more than the TRX, but we didn’t see it in our testing. We managed, at best, 11.9 in a combination of city and highway driving. If there’s anything else to complain about, it’s the noise on offer here. There’s just no way to make this inline-six sound anywhere near as appealing as a roaring V8. Hey, maybe they’ll bring back the Hemi soon. Not likely, but one can always hope…

Comparisons

TRX. Those three letters and the legacy they’ve made for Ram, Dodge, and Mopar fans has sort of undercut the RHO even before it was born. The TRX was so wild, so ludicrously powerful, and frankly, a bit silly, that the RHO wasn’t going to be able to get out of its shadow. In reality, while the two are obviously related, they’re different animals altogether by nature. 

The TRX was meant to be a Raptor killer in every way. That’s why Ram was cheeky enough to put a Jurassic Park-style Tyrannosaurus holding a dead raptor in its mouth under the hood of every unit. The RHO is, ironically, also meant to kill the Raptor, but it stops well short of having any chance of challenging the V8-powered Raptor R. 

To that end, it’s a more raucous Raptor in just about every sense of the word. It looks meaner, it’s faster, and it’s more spacious and practical too. No, it’s not as sharp on public roads as a Raptor, but that’s not what either of these trucks is meant to excel at anyway.

That said, it’s worth noting that Ford lets Raptor customers put the truck in rear-wheel drive only mode. Ram should do the same because it would make it as playful as its main rival, if not more. 

Unless money’s not an issue, though, you’re probably be willing to let that one go because of one significant factor: pricing. The Raptor starts at $81,695 after destination, delivery, and an acquisition fee. The RHO starts at $71,090 after delivery and destination, which makes the more powerful and faster Ram 14 percent cheaper. Which means that, if you’re not a die-hard Ford fan, it’s nigh impossible to justify paying extra for the Raptor.

Final Thoughts

The RHO doesn’t out-crazy the TRX, whose shadow still towers over it in some aspects, but that’s perfectly fine. The new truck offers most of its predecessor’s performance while being more livable, more balanced, and arguably better-suited to the real world. 

The best part is that, V8 aside, it retains all the same qualities. It’s a riot off-road, still feels like a rolling flex on pavement, and pulls harder than just about anything else in this class. But it also rides better, drives more comfortably, and starts around $10k cheaper than its main rival. 

Ram didn’t try to top its past with the RHO. It simply moved on, keeping up with the times. And in doing so, it might have just built the best all-around high-performance truck currently on sale in America.  

Photos Stephen Rivers for Carscoops

Cadillac’s electric revolution is well underway, and it got off to a fantastic start with the Lyriq. Launched in 2022, the model has become the best-selling luxury EV in America and now accounts for roughly 20% of Cadillac sales. It’s also introducing new people to the brand as it has an impressive conquest rate of 80%.

While the Lyriq was the tip of the spear, the battle is now raging on all fronts as the company’s electric lineup has grown to include five models. One of the latest is the 2026 Vistiq, which is the de facto successor to the XT6. It’s a huge leap forward, although it falls a little short of being a ‘baby’ Escalade.

QUICK FACTS

Iconiq Looks

Large and imposing, the Vistiq follows in the footsteps of the Lyriq and Escalade IQ as it adopts an illuminated Black Crystal Shield grille, flanked by split lighting units. They immediately tell onlookers this isn’t just any electric vehicle, it’s a Cadillac EV.

The boldness gives way to an understated design further back as the flanks have streamlined bodywork and flush-mounted door handles. They’re joined by a long, sloping roof that can be painted in contrasting black.

Michael Gauthier

More notably, there’s a Mondrian graphic on the third quarter glass, which could likely prove divisive. Cadillac says it’s there to provide a sense of motion as well as privacy for third-row occupants, but it’s not my cup of tea. On the bright side, the pattern doesn’t have much of an impact on the otherwise excellent visibility from inside.

While the window treatment is a bit garish, the sleek bodywork enables the crossover to have a drag coefficient of 0.29. That trails the Mercedes EQS SUV by a small margin, but it’s pretty impressive for a vehicle that measures 205.6 inches (5,222 mm) long, 86.7 inches (2,203 mm) wide, and 71 inches (1,804 mm) tall. For those wondering, that’s 7.1 inches (180 mm) longer than the XT6, but 18.7 inches (475 mm) shorter than the Escalade IQ.

121.8 inches (3,094 mm) separate the wheels, which are available in a variety of sizes and designs. 21-inchers come standard, although higher-end trims sport 22-inchers with 23-inch kicks being optional.

That brings us to the rear end, which is fairly conservative when compared to the more adventurous Lyriq. It sports split taillights as well as a power liftgate, which is activated by touching the Cadillac emblem.

A Beautiful Cabin With Three Roomy Rows

There’s a saying that ‘It’s what’s on the inside that counts’, and the Vistiq didn’t disappoint as our Premium Luxury tester was a sight to behold. The Phantom Blue seats immediately stand out thanks to their eye-catching color and premium design, which incorporates quilted accents as well as contrast piping.

The comfy chairs feature heating, ventilation, and a massage function that can be operated from either the door panel or the 8-inch command center. The seats also feature 8-way power adjustment as well as a memory function on both sides.

While the blue seats grab your attention, they’re not the only standout feature, as there’s beautiful Lumen open-pore wood trim as well as microfiber upholstery. Other highlights include stylized speaker grilles, metallic accents, and Cadillac-specific switchgear.

Michael Gauthier

It’s also impossible to ignore the curved 33-inch display that functions as a digital instrument cluster and infotainment system. It’s clean and bright, although not completely intuitive.

A prime example of this is hidden settings for the augmented reality heads-up display, which Cadillac made a big fuss about. The display was positioned out of my sightline, but I couldn’t find the menu to move it. It was only later that someone else discovered you had to swipe sideways on the far left section of the 33-inch display to get to a menu screen to access HUD settings.

That isn’t the only issue, as the steering wheel can block your view of the display. This isn’t much of a problem most of the time, but it can hide messages related to Super Cruise and automated lane changes.

The second-row captain’s chairs feel like first-class accommodations as they’re comfortable, supportive, and have a heating function as standard. They also slide and recline, making it easy to get situated.

Once settled in, passengers can fine-tune their environment on the 8-inch rear command center. This comes in handy as the Vistiq has a five-zone climate control system, so everyone can tailor settings to their liking.

The first two rows are covered by a dual-pane panoramic sunroof with a power-retractable sunshade. It’s accompanied by a fixed glass roof above the third row, which helps to make the rear seat feel open and airy.

Speaking of which, Cadillac officials called the rear seats a “no compromise” third row. That certainly seems to be the case as they have the same stylish Nouveauluxe upholstery as those up front. This is notable as some companies cut corners on the third row by using cheaper materials or by eschewing embellishments.

Rear seaters will find plenty of amenities, including padded armrests, cup holders, and air vents. They’re joined by USB-C charging ports and a decent amount of legroom. With the second row slid all the way back, this 6’2” scribe could be comfortable enough for a short trip in the third row. However, if second-row passengers slide their seats forward a bit, the third row becomes truly adult-friendly.

It’s also worth noting there’s plenty of headroom in back, while entry and egress is good. However, it wasn’t perfect as our tester had a glitchy release for the second-row passenger seat. This forced us to hit the button while also pushing the seat forward in order to get it to move.

When it comes to hauling cargo, the second- and third-row seats have a power folding function that opens up 80.2 cubic feet (2,271 liters) of space. There’s also 43 cubic feet (1,218 liters) behind the second-row and 15.2 cubic feet (430 liters) behind the third-row.

While many entry-level models skimp on equipment, the Vistiq Luxury boasts a long list of standard fare. This includes a heated power steering wheel as well as heated, ventilated, and massaging front seats. They’re joined by heated rear seats, a dual wireless smartphone charger, and a 23-speaker AKG Studio Audio system with Dolby Atmos. Buyers will also find alloy pedals, illuminated door sill plates, a rear camera mirror, ambient lighting, and Google built-in. The latter provides access to Google Assistant, Google Maps, and the Google Play store.

305 Miles Of Range And V-Series Performance

The heart of the Vistiq is a 102 kWh lithium-ion battery pack, which feeds a dual-motor all-wheel drive system producing 615 hp (459 kW / 624 PS) and 650 lb-ft (880 Nm) of torque. The powertrain is shared with the 2026 Lyriq-V and enables a 0-60 mph (0-96 km/h) time of 3.7 seconds as well as towing capacity of up to 5,000 lbs (2,268 kg).

Needless to say, the Vistiq is impressively quick, leaving the Mercedes EQS SUV in the dust. The model also outguns the similarly priced Volvo EX90, which offers up to 510 hp (380 kW / 517 PS) in Performance guise.

Despite the impressive performance, the Vistiq can go the distance thanks to a range of up to 305 miles (491 km). That’s 5 miles (8 km) less than the Volvo, 7 miles (11 km) less than the EQS SUV 450 4MATIC, and 24 miles (39 km) less than the Tesla Model X.

Speaking of Tesla, the Vistiq has a Combined Charging System (CCS) port, meaning you’ll need to use an NACS adapter at Superchargers. That’s unfortunate, but the crossover’s 190 kW DC fast-charging capability can deliver up to 80 miles (129 km) of range in approximately 10 minutes.

The model comes standard with a dual-level charge cord, which can connect to an “appliance-style, four-prong outlet” to get up to 20.9 miles (33.6 km) of range per hour. If all you have is a traditional household outlet, you’ll only get up to 3.7 miles (6 km) of range per hour.

However, the Vistiq also supports 11.5 and 19.2 kW Level 2 charging. The former provides about 29 miles (46.7 km) of range per hour, while the latter boosts that to nearly 47 miles (75.6 km).

On the topic of power, the Vistiq has a bidirectional charging capability. When paired with a $7,299 GM Energy V2H Bundle, the crossover can power your home during a blackout.

A Smooth Operator With Standard Super Cruise

If you’ve driven a Lyriq, the Vistiq should feel pretty familiar, hardly a surprise given the similarities between the two models. Both ride on the BEV3 Ultium platform and put an emphasis on comfort.

This pays dividends for drivers as the Vistiq has a refined ride quality that is silky smooth, but not disconnected. Credit goes to a multi-link front and five-link rear suspension with semi-active dampers. However, our Premium Luxury tester is notable for featuring an Air Ride Adaptive suspension, which was remarkably comfortable even on dirt roads and broken pavement.

Despite a relaxed attitude, the Vistiq can hustle on back roads. The three-row luxury crossover felt planted and secure when chucked into corners at speed, although its hefty curb weight becomes apparent when you try to make it dance. It’s not bad, but you can’t ignore the rules of physics.

Michael Gauthier

Given this is a family-friendly crossover, it’s not surprising that the electric power steering isn’t overly engaging. It’s direct and predictable, but even putting the crossover into Sport mode left me wishing for extra heft and a livelier experience.

Sticking with that theme, the Premium Luxury is notable for having an active rear steering system. It turns the rear wheels up to 3.5 degrees to improve maneuverability at low speeds and stability at high speeds. This is a welcome addition as it helps the Vistiq to drive much smaller than it is, especially in tight parking lots.

To give you some perspective, the model has a turning diameter as tight as 38.2 feet (11.6 meters). That’s half a foot (152 mm) less than the smaller XT5 and XT6.

Michael Gauthier

When it’s time to bring the action to a halt, customers can depend on a pair of capable brakes that measure 13.5 inches (343 mm) front and 13.6 inches (345 mm) rear. They’re certainly up to the task, but the range-topping Platinum trim is notable for adding six-piston Brembo front brakes measuring 16.1 inches (410 mm).

While we didn’t get a chance to try out the Brembos, the standard brakes work well and had no problem bringing the hefty crossover to a safe and predictable stop. However, they’re not the only way to slow the vehicle, as the Vistiq has a steering wheel-mounted Regen On Demand paddle. Pull it, and the regenerative brakes kick in to slow the luxury crossover. The model also offers a one-pedal driving mode, which is an acquired taste that may or may not be to your liking.

One of the most welcome things about the Vistiq is how quiet the interior can be. This can be chalked up to laminated glass, extensive sound deadening, and road noise cancellation technology. When traveling on dirt roads, the vehicle was impressively hushed, and the same was true at highway speeds.

Aiding the experience is a full complement of standard driver assistance systems. This includes an upgraded version of Super Cruise, which features more hands-on functionality, route-related lane changes, and automatic reengagement.

We’ll discuss the system a bit more in a later article, but the Vistiq also has Automatic Emergency Braking, Reverse Automatic Braking, and Rear Cross Traffic Braking. They’re joined by Forward Collision Alert, Blind Zone Steering Assist, Traffic Sign Recognition, an HD Surround Vision system, and OnStar.

A Solid, But Pricey Crossover Bound To Live In The Escalade’s Shadow

Cadillac appears to have another winner on their hands as the Vistiq offers an impressive blend of luxury, performance, and capability. It’s also a ‘proper’ three-row crossover, unlike the Tesla Model X and Mercedes EQS SUV. This alone helps the model to stand out, as there isn’t much direct competition besides the Volvo EX90.

Aside from filling a gap in the market, the Vistiq offers Blackwing levels of power and acceleration. Despite this, the crossover has a comfortable and refined ride as well as 305 miles (491 km) of range. While a few minor details detract from the experience, the model builds on the Lyriq and pushes the bar even higher.

Unfortunately, pricing is steep as the model starts at $77,395 before a $1,695 destination fee. Moving up to a Premium Luxury trim like our tester would set you back $93,590.

That’s a far cry from the 2025 XT6, which begins at $52,690 in AWD guise. However, the Vistiq undercuts the Volvo EX90 and is only a few thousand dollars more than the range-topping Hyundai Ioniq 9 Calligraphy. This makes it a pretty compelling three-row luxury EV, even if it has to live in the shadow of the Escalade IQ.

It was never going to be easy to create an S-Class-like experience for the all-electric market. The Sonderklasse has long been the king of the hill when it comes to full-sized executive sedans, so Mercedes thought better than to slap an electric badge on the back of the ICE version and chuck in a couple of motors.

Instead, they opted to craft two new, distinct, high-end offerings. Confusingly, both live under the EQS banner, with the “Sedan” and “SUV” tags thrown on the end almost as an afterthought. They may live in the same league as the S-Class and GLS, but the electric luxobarges are built on an entirely different platform, tailor-made for battery-electric vehicles.

Classic Drive: The Mercedes-Benz 280S Shows Us What It Means To Be Unique

However bespoke it may be, though, the EQS has large shoes to fill – and we’re not talking about the 22-inch AMG rims it rolls on. Not only is it the much-preferred body style that more and more luxury car buyers seem to be gravitating to, but the EQS SUV is here some way before Bentley and Range Rover have their turn in the electric SUV spotlight. It’s also available as a seven-seater for those needing the practicality. Thus, it has many roles to fill while not bringing shame upon the EV aspirations of the three-pointed star (does anyone remember the Mercedes B-Class Electric Drive?).

QUICK FACTS

The S Factor

Unlike their arch rival in Bavaria, Mercedes decided to distinguish their EVs from the combustion fleet models, with most of the EQ range looking markedly different from the rest. The EQS SUV shares much of its design language with the closely related Sedan, with smooth surfaces that have been chamfered in a stone-like fashion – almost like those Pebble phones of the ’00s.

It’s inoffensive and, dare we say, borderline handsome. And, with its grille-less front facia, it is pretty easily identified as an electric car. But conversely, the design language is so far removed from its GLS cousin that the EQS SUV lacks the road presence afforded by the comparatively brutish luxury off-roader. You could argue that those who wanted an imposing-looking EV from Merc would be best served going with the EQG, which is all well and good. But when onlookers can’t tell the difference between the much pricier EQS SUV and the EQE SUV, then you know there’s a problem.

But then, this has been the way for Mercedes lately, with the C-Class blending into the E-Class and the E-Class adopting some very S-Class design qualities. Perhaps it’s less of a problem for those on the lower rungs of the ladder, but when you’re spending upwards of $105,250 on an EQS SUV, I’d imagine most people would like it to be known.

An Interior, And Then Some

One thing the EQS has in common with the rest of its Sonderklasse brethren is the way it makes you feel inside. Mercedes knew they had to knock this one out of the park, and just being refined wasn’t going to cut it.

The EQS doesn’t just cocoon you from the outside world. It seemingly isolates the elements that are usually highlighted once you delete all the noise from a combustion engine. Enemy number one for most EVs is wind noise, followed closely by tire roar. There are no such problems in the EQS SUV, with the engineers packing every space possible with as much insulation as they could.

The dual motors in our 4Matic test model are well-insulated — virtually imperceptible unless you listen very, very intently. Of course, there’s a range of sound effects on offer, too, most of which seem to mimic the noises from the pod racers in Star Wars.

Our test car was loaded to the rafters with all the juicy tech you’d need, including the standout Hyper Screen, which gives you a trio of displays under a single 56-inch panel of curved glass. I’m staunchly pro-button when it comes to basic controls, but using the central screen is undeniably impressive and does make anything else feel rather old hat.

The graphics are clear and crisp, and the functions are fairly intuitive, if a bit distracting to keep track of while on the move. We suspect the massive expanse of pixels will mainly be used at recharge stops, with the Burmester sound system capable of enveloping the cabin with 3D surround sound.

There’s a rear entertainment system with a tablet, too, although the last row of seats may feel a little left out—and not just because they don’t get direct access to any screen real estate but also because the back end is rather claustrophobic. It’s unsurprising that the two seats in the back are more for occasional use only, but at least you can get in and out of the rear reasonably quickly thanks to the electrically folding second row.

The seats are trimmed in Napa leather and, of course, have the obligatory heating, ventilation, and massage functions. There are pillowy soft headrests that can offer to cosette your head after a weary drive, with the only surface complaint being the glossy plastic on the dash. Other neat functions include HEPA air filtration and air ionization, lots of ambient lighting options, and a full-length panoramic sunroof.

Drive

If the headrests are pillowy soft, then so too is the ride — at least on moderate to broken roads. The EQS SUV rides on air suspension at all four corners, with the ability to raise and lower itself by up to 25mm. Potholes, expansion joints, and all other common surface imperfections are dispatched without the sensation ever threatening to upset occupants.

There are limits, though. Take it to a rutted dirt track, and the body starts to lean on its airbags a tad too much, unsure of how to compensate for sustained changes in the surface. It’s still not harsh, but it could make you a tad seasick as you to and fro across the bumps.

It makes sense that on-road dynamics are the priority with the EQS. Mercedes knows that very few customers will be willing to properly venture off-road. There is an off-road function, and you get things like hill descent control, and we’re told that things like approach and departure angles are impressive for an SUV of this size. But in reality, this wasn’t something we were going to test out — for now art least.

What we can successfully report back on is just how the EQS makes you feel when you’re behind the wheel. Even with the many levels of seating position adjustment, there’s never a time where you’ll be made to feel small — the view out of the window is suitably commanding, and you feel every inch of the SUV’s swollen dimensions.

See Also: Mercedes To Move Away From Egg-Shaped EVs, Drop EQ Names

The turning circle is aided by our test unit having rear-wheel steering optioned in. The main benefit on a day-to-day basis is felt in navigating tight parking lots and making low-speed maneuvers. Low-speed stuff may be its forte, but the rear steer lends itself to speed, too, providing an extra guiding hand to help reassure you that this 6,260 lb behemoth will make that corner at triple-digit speeds.

While the EQS is excellent at insulating you from the outside world, what it can’t do is defy the laws of physics, and you really do feel that weight when you’re hustling along. The dual-motor 450 4Matic comes with 360 hp (365 PS / 265 kW) and 590 lb-ft (800 Nm) of torque on tap, meaning getting up to cruising velocity is no sweat. But Mercedes has clearly sacrificed driver feedback for that wafty ride – but, unlike their “friends” from Munich, that wasn’t their calling card anyway, was it?

It’s a compromise that, in the grand scheme of things, will no doubt be appreciated by the majority of owners. However, the sacrifice means that, even with all the confidence in the world, getting the EQS to talk to you about what’s happening underneath is an exercise in futility. Instead, the car is too busy making sure it stays level and improving passenger quality of life to lend a thought driver engagement.

However, there’s a silver lining. It’s at this point that you realize that the EQS is more like the Mercedes-Benz of old. Rather than juggling a sporty personality, the EQS SUV sticks to what it does best: an air of sophistication, focusing on the luxury that the back seat of any S-tier Merc should almost guarantee. Not only does the EQS feel like a car and not just some space-aged EV, but it also manages to feel like a Mercedes-Benz should.

The all-wheel drive EQS 450 4Matic and the EQS 580 have an EPA-rated range of 285 miles, while the entry-level rear-wheel drive 450+ manages 305 miles down to its single motor. During our test, the EQS seemed well positioned to match those numbers, while Mercedes claims a 200kW maximum charge rate for the EQS SUV. In theory, that’s enough to add 120 miles of range in 15 minutes, with a 5–80 percent recharge taking place in a competitive 33 minutes.

Conclusion

Mercedes has been undeniably late to the EV party, bar a few toe-in-the-water experiments. The EQ range hasn’t necessarily offered the best in class experiences at every level. But the EQS SUV had to be something special – or at least memorable enough to give EV-conscious S-Class buyers a reason to switch.

Read: Mercedes EV Sales Are In Freefall, EQS Down More Than 50%

And that it does well. The EQS SUV feels like a compelling package. Granted, it’s not perfect and as battery tech advances, lightweight cells and solid-state batteries will only benefit porker cars like this. Driver feedback leaves something to be desired, and the off-road credentials (for the very few who really care anyway) may need a bit of beefing up.

But as an all-electric luxury SUV, Mercedes has brought the right amount of tech, refinement, and style to the segment, making the EQS SUV worth a second look long after the forthcoming Range Rover EV or Bentley’s ‘luxury urban SUV.’

Photography by Mohamed Shan for CarScoops | Special thanks to Ryan Gunawardhana

The Polestar 2 that was launched in 2019 showed the world that you didn’t need a Tesla to experience a well-rounded EV. But since then, the electric vehicle market has exploded, with new competitors pushing Polestar to either evolve or fall behind. Now, the larger Polestar 4 has arrived, and it could be a make-or-break moment for the Swedish-Chinese automaker, so it better deliver.

After spending a week with the Long Range Single Motor version, it’s clear that this model brings a noticeable improvement over the Polestar 2. It seamlessly blends cutting-edge technology with a level of European luxury that raises the bar for EVs in this segment.

So, what makes the Polestar 4 stand out? Let’s dive in.

QUICK FACTS

Photos Brad Anderson/Carscoops

Polestar is gearing up to launch the 4 in the United States later this quarter, but over in Australia, it’s been available since late last year. It goes directly against vehicles like the Kia EV6, Hyundai Ioniq 5, Tesla Model Y, and even the smaller BMW i4.

Australia’s EV market is becoming increasingly competitive, particularly thanks to the arrival of several new brands from China. But, like with the 2, Polestar is positioning itself as a slightly more premium offering, and yet, the Polestar 4 has actually been priced very well.

The Sweet Spot In The Range?

Local prices start at AU$78,500 (US$50,800), before on-road costs, or roughly AU$85,000 (US$55,000) with all fees paid. Perhaps the Polestar’s most obvious rival is the Kia EV6, as it best matches the sedan/SUV shape of the 4. It starts at AU$72,590 (US$47,000) before fees for the cheapest version and AU$79,590 (US$51,500) for the EV6 GT-Line RWD. However, the pre-facelift EV6 only has a 77.4 kWh battery, compared to the 100 kWh pack of the Polestar 4, and has a peak range of 528 km (328 miles), compared to the Polestar’s 620 km (385 miles).

We drove the Polestar 4 in Long Range Single Motor guise. It was also optioned with the AU$8,000 (US$5,200) Plus Pack, which is a must. This adds a thumping Harmon Kardon audio system, a 14-7-inch head-up display, a mesh material across the interior, pixel LED headlights, auto-dimming mirrors, and a touchscreen display for rear-seat passengers. It also adds 12-way adjustable front seats, power reclining rear seats, 3-zone climate control, a heated steering wheel, and support for 22 kW AC home charges.

While the Long Range Single Motor is the base model, it doesn’t feel like it.

Positioned between the rear wheels is a single electric motor delivering 272 hp (200 kW) and 253 lb-ft (343 Nm) of torque. This motor receives its juice from a 400-volt, 100 kWh lithium-ion battery pack, can hit 100 km/h (62 mph) in 7.1 seconds and tops out at 200 km/h (124 mph). Polestar also sells the 4 in Long Range Dual Motor guise, which adds a 200 kW motor to the front axle, resulting in a combined 400 kW (544 hp) and 506 lb-ft (686 Nm). However, the single motor version is probably the sweet spot in the line-up.

Photos Brad Anderson/Carscoops

A Gorgeous Cabin – But Is It Too Minimalist?

The fit and finish of the Polestar 4’s cabin is superb. Not only is it way ahead of any Kia, Hyundai, or Tesla, but it feels more premium than even the BMW i4’s.

A 15.4-inch infotainment screen screams for your attention – but more on that later. The thing that immediately stands out is the quality of the materials used. The light grey MicroTech faux leather featured on our tester was plush and joined by equally soft and supple black leather. There’s hardly any hard black plastic in sight, and not even the lower extremities of the tunnel are plastic, but rather trimmed in soft carpet. Polestar also offers a Nappa leather upgrade to take things to the next level.

After you’re finished admiring the materials, the incredibly minimalist design becomes apparent. Polestar has clearly taken a leaf out of Tesla’s playbook on this one, eliminating virtually every button and switch and moving most controls to the touchscreen. While I can appreciate this decision from a design standpoint, it’s not the most practical solution.

Like in a a Tesla, you’ll need to enter the touchscreen to adjust the steering wheel and wing mirrors, when normal buttons for these would work perfectly well. All of the climate control settings are also done via the screen. The only physical dial used is a large volume knob sitting in the center of the console, plus Polestar has also moved to a column shifter. It’s all a little too minimalist for my liking – but to each, their own.

Read: 2026 Polestar 2 Looks The Same But Hides Major Interior Upgrade

Storage space is nothing sort of great, thanks to the large void beneath the floating center console. There’s also a sizeable area under the armrest and a large glove box, although it, too, is annoyingly operated through the touchscreen,. All Polestar 4s come equipped with sports seats that offer good support and are, at he same time, supremely comfortable. However, it would be nice if the headrests weren’t integrated into the backrests and could be adjusted independently.

All Polestar 4s come standard with a sweeping panoramic glass roof and no rear window. This has been probably the major talking point of the EV since it was first revealed. I’m happy to report that after spending a few hours behind the wheel, I quickly adjusted to using the digital rearview mirror. However, I have heard complaints from people who need to wear prescription glasses.

Looking at the 4 from the outside, you could be excused for thinking the rear seats would be incredibly cramped. That’s not the case. By eliminating the rear window, Polestar has been able to extend the glass roof in line with the rear headrests. Rear space is palatial. I’m 6’2” and with the driver’s seat in my preferred position, I had four inches of legroom in the back and about half an inch of headroom to the glass. The Polestar 4’s 2,999 mm (118-inch) wheelbase is 1 mm shorter than the EV6’s, but the rear does feel bigger.

As mentioned, the Plus Pack also adds a touchscreen for the rear passengers, allowing for individual controls of the audio and climate control system. There’s a good amount of rear cargo space too, rated at 526 liters (18.5 cubic-feet) with the rear seats up and 1,536 liters (54.2 cubic-feet) with them folded down, as well as a 15-liter (0.5 cubic foot) frunk.

Photos Brad Anderson/Carscoops

Back to the infotainment system. Like in the Polestar 2, the 4’s operating system uses Android Automotive. That means it includes native support for the Play Store, allowing you to download apps like Spotify, Google Maps, and Waze. It also supports wireless Apple CarPlay, but curiously, doesn’t support Android Auto from your phone. As such, diehard Android Auto users will need to get used to using the native system, which operates much like an Android-powered tablet.

The display is bright, crisp, and responsive. Polestar has also done a good job making the settings easy to understand and access, creating large tiles for individual settings that can be triggered on and off, making them easy to play with while on the move. As mentioned, all the climate settings are housed in the screen, too, but I quickly got used to them.

Photos Brad Anderson/Carscoops

Is This The EV To Buy?

I had a revelation while testing the Polestar 4. For the first time, I could actually picture myself using an EV as my daily driver, and it made the Genesis GV70 I also had in my garage at the same time feel a bit archaic by comparison.

The 4 has also been well insulated, and while it doesn’t have double-pane glass, the windows are thicker than most cars. It blocks out almost all external noise at highway speeds, making it a serene place to spend time in.

There’s plenty of poke, too. While we only tested the rear-wheel drive model, it offers enough grunt, and that instantaneous response you’d expect from an EV. Performance-hungry enthusiasts would be well-advised to go for the dual motor, but for most buyers, this one should suffice. Its 0-60 mph (0-96 km/h) time of 7.1 seconds is on the slower side, especially when you consider that the Tesla Model Y RWD does it in just 5.4 seconds, albeit with a one-foot rollout, but still, it’s more than a second quicker.

On the other hand, Polestar has done a good job tuning the car’s ride. Single-motor variants have passive dampers, whereas the Dual Motor has adaptive suspension. Nevertheless, the former still rides well, although it does veer towards the firm side of comfortable. In an ideal world, I’d like it to be a little softer.

While the Polestar 4 is perhaps best suited to crunching highway miles, it also handles well, too. Like other Polestars (and Volvos), the steering has been well calibrated and offers three different settings for the weight and feel. However, like so many other electric steering systems, it’s often hard to know what the front wheels are doing, though it is admittedly quick and direct.

Weirdly, there are no selectable driving modes for this version of the Polestar 4, which is a shame. Three different settings for the brake regeneration can be selected, although these changes are made via the touchscreen. The Hyundai/Kia solution of adjusting brake regen through paddle shifters is a better one for on-the-fly changes.

As mentioned, the Polestar 4 has a 400-volt electrical architecture, whereas many rivals have 800-volt systems and, therefore, support faster charging speeds. Nevertheless, the 4 can charge at up to 200 kW, which is good for a 400-volt car, allowing the battery to be topped up from 10-80% in 30 minutes. That’s more than acceptable, but not really great.

Efficiency is good. In part due to the fact that this version of the Polestar 4 weighs a hefty 2,230 kg (4,916 lbs), we averaged 17.1 kWh/100 km during our time with it, whereas Model Ys can average in the 14 kWh/100 km range. Thankfully, the sizeable battery pack does mean hitting 600 km (373 miles) on a charge is achievable, which should be more than enough for most occasions.

Photos Brad Anderson/Carscoops

Verdict

The Polestar 4 is one of the most well-rounded EVs I’ve driven recently. While some people have criticized its looks, everyone I’ve talked to has been impressed by the cabin. It’s the kind of interior you’d expect in a car with a price tag well into six figures, and the smooth, polished driving experience only adds to the appeal. It’s a noticeable upgrade over the Polestar 2 and definitely deserves a spot on the short list for anyone in the market for an EV.

Photos Brad Anderson/Carscoops

Volkswagen’s new Tiguan is finally here, and while it’s easy to get distracted by the I.D. Buzz (the cool, quirky electric minivan getting all the headlines), let’s not forget that this compact SUV is actually carrying the brand. Despite VW’s hints about a new generation, the previous Tiguan somehow managed to increase its sales last year.

We’re not talking about just a few basis points either. It was up 23.8 percent year over year. And, let’s be clear, this is Volkswagen’s best-seller, both globally and in North America. In the USA, the Tiguan outsold all of VW’s other non-SUV cars, like the Jetta and Golf, combined.

More: VW’s Concepts Mark The Start Of 30 New Models For China’s EV Future

That’s a good indication that customers like this SUV, and if that’s true, they’ll love this new one. This launch isn’t like most. Just about every detail one might want to know about the Tiguan is already out there. 

We know it starts at $29,495, with the top trim costing $39,755. That doesn’t include a $1,425 charge for delivery and destination. That said, it’s a solid pricing strategy and just one of the latest details we’ve learned about this car.

QUICK FACTS

We know it has more power (more on that later), is more spacious, and is no longer available with three rows. The big focus of this launch and our testing was finding out what this car is really like in person. How does it feel to sit in? What are the materials like? Is it better or worse without the third row? How does it drive? Does that extra power make a real difference? These are the questions we wanted to answer.

To accomplish that, I sat on an airplane for 10 hours over the course of 37, just to drive this new VW money maker for a few hours in Bozeman, Montana. It was worth it, and not just because of the stunning location and dinosaur-rich history of the area. 

Styling

The Tiguan is bigger than ever before, but it hasn’t grown as much between generations two and three as it did between one and two. The biggest difference comes from Volkswagen shortening the front and rear overhangs.

As a result of this change and the removal of the third row, the Tiguan is more spacious inside than ever before. This gives the exterior more presence in person. It now feels more like a small Atlas Sport than ever, and in fact, it might just put the Atlas Sport out of business if it’s not careful.

The proportions are solid. The front is higher than before, and the face is bolder. Large horizontal grille intake slats bookend a diamond-patterned center section. Honestly, it’s attractive, sporty, and helps this whole car stand out a little. 

On top of that, those who select the highest trim also get illuminated badges and light bars. In some cases, those feel more gimmicky, but here, they blend quite nicely in my view. Speaking of lights, every Tiguan comes with adaptive LED headlights, which is another big plus in this segment. 

Powertrain

Volkswagen says it has heard customers complain that the Tiguan is too slow. To remedy this, it attacked the issue from multiple directions at once. First, it revamped the EA888 four-cylinder from the previous generation. 

Now, with new internal components including an updated turbo, camshaft, and fuel injection system, it makes 201 hp (150 kW). That’s a small increase of 17 hp (13 kW), and typically, that wouldn’t be enough for most drivers to really feel, but in this case, it comes through more clearly. 

That likely comes down to two main factors. First, the Tiguan weighs up to 170 lbs (77 kg) less than the previous generation. Better power-to-weight ratios mean better driving dynamics everywhere, from acceleration to passing power to braking and even handling. 

Read: VW Won’t Raise Prices Yet But Warns Someone Will Pay That 25% Tariff

Notably, it makes the same 221 lb-ft (299 Nm) of torque that it did before, but only when equipped with AWD. Front-driven versions actually make less torque, 207 lb-ft (280 Nm). Still, initial throttle engagement feels better than ever. How can that be? The second main factor: throttle mapping. 

Essentially, drivers get more throttle with less pedal action than before. That results in quicker turbo spool-up and more power without having to push harder on the go pedal. It’s a welcome remedy for an issue we experienced on previous Tiguan test drives. VW also pointed out to us that the lower torque figure from the FWD version is due to different gearboxes and gearing. Performance is unchanged, it says, because the FWD version is lighter.

A Cabin That Gaps Rivals

If the Tiguan runs away from its competitors anywhere it’s in the cabin. We had a chance to get up close and personal with the SE and SEL R-Line, and both were impressive. The fit and finish were above average, the switchgear mostly impressed (more on that shortly), and the cabin was seriously spacious. 

That’s one of the big benefits of losing that third row. Rather than compromise on space in the trunk and third row, axing it means more space for the second row and for cargo. I, a six-foot-six person, could sit behind my driver’s seat position without any concern about leg room. 

Cargo space seems like another big win, though VW didn’t have capacity figures at the time of this writing. It’s big enough for a pre-inflated donut spare to sit beneath the load deck, so that tells you something all by itself. 

The base S version is almost entirely devoid of cheap piano black plastics. Sure, it’s still full of cheap materials, but they won’t attract fingerprints the same way. On the flip side, it also sports several thoughtful touches like high-quality cloth upholstery, faux metal trim, and contrast stitching in some places. 

The rest of the lineup follows suit with faux leather introduced on the SE, along with 10-color ambient lighting and a power-adjustable driver’s seat. A panoramic sunroof becomes available for $1,200.  The SE R-Line Black adds that feature as standard and then tacks on a black headliner, a sport steering wheel, and brushed stainless steel pedals. 

At the top of the lineup, for now, the SEL R-Line gets tri-zone climate control, a sound-insulated windshield, a heated steering wheel, leather upholstery, heated, cooled, and massaging front seats, three-position memory seating for both front seats, and heated outboard rear seats. That’s a lot of high-end content for a cool $39,755. Here’s the kicker. We haven’t even talked about technology, so let’s do that now. 

Tech Talk

Every Tiguan save for the SEL R-Line comes standard with a 12.9-inch infotainment system and a 10.25-inch digital gauge cluster. That in and of itself is impressive given that the competition in this field typically offers far less, even if you pay more. The system isn’t as rough as it’s been in the past, either. Sure, the archaic touch-sensitive volume and climate control sliders are still as infuriating as ever, but beyond that, VW has done a lot to improve things. 

The screen itself is bright and easy to read. The menu layouts are mostly intuitive, and we bet most customers will feel right at home after a few days of practice finding their way around. VW allows customers to customize the screen to a great extent as well. That’s the kind of thing that can help an owner feel more like this car is an extension of themselves, and we’re here for it. 

VW also offers a larger 15-inch infotainment system, which is positively massive in this segment and functions similarly to that of the smaller one. 

That all having been said, the digital gauge cluster requires some trial and error to get right. Controlling it through the steering wheel buttons isn’t as instinctive as it is in other cars. Nevertheless, we love that users can put things like the navigation map into the gauge cluster, and they’ll likely feel confident in using the system after a little practice. 

The Tiguan stands out when it comes to safety tech, too. It now comes standard with 10 airbags, exit warning when a car or cyclist is coming up behind the vehicle, park distance control, and automatic high beams. The automaker’s IQ.Drive suite is standard, too. It includes active blind-spot monitoring, adaptive cruise control, lane-keep assist, and pedestrian monitoring, which now includes cyclists. 

Drive Impressions

Throughout my time with the Tiguan, I kept asking, Where’s the catch? This isn’t a canyon carver, but VW customers don’t care about that. They want comfort and a predictable experience. That’s the Tiguan. 

The steering is straightforward, slightly numb on center, with good progression through turns. The body rolls under hard cornering but remains flat otherwise. The pedals are responsive, especially the throttle. The brakes are smooth and easy to apply in a deft manner.

Visibility is good in all directions. The seating is comfortable and supportive. The suspension provides predictable ride control, though at times a bit more vibration from the road surface enters the cabin than one might expect. As mentioned, throttle response is very good. 

The eight speed automatic gearbox is unobtrusive to the point that you sort of forget it’s even there. While a lack of substantial horsepower no doubt played a part, the Tiguan had no trouble maintaining grip under full throttle from a dead stop in wet conditions. 

Speaking of that, the old Tiguan accomplished its 0-60 run in somewhere around 8.5 seconds. Had we been gifted with clear weather, we’d have tested this one, but alas, rain cut our fun short. That said, it doesn’t feel all that much quicker when put to this kind of heavy-footed test. Performance comes on better initially, but it’s not enough to keep this SUV galloping confidently for very long. That said, merging onto highways or overtaking others will be a drama-free affair. 

A car, even one aimed at performance, is about far more than simple acceleration or even passing power. The Tiguan is almost the antithesis of a performance vehicle. This SUV is squarely aimed at the practical crowd. Sure, VW might include lots of little design elements or nomenclature to seem sporty, but it’s all marketing fluff meant to sell to people who want to appear sporty but in truth don’t care about driving something that’s actually athletic. 

Why No Paddle Shifters?

More to that point, the Tiguan isn’t available with paddle shifters because owners “complained about bumping into them, ”which was “annoying,” said one presenter at the media event. I tell you all of that to tell you this: if you want an everyday car that gets you from A to B in comfort, European style, and with decent fuel economy, this is a great choice. 

Typically, when we journalists test a car, it struggles to hit its fuel economy estimates because we’re trying to find the limits of a car’s dynamic ability. Despite doing just that with the Tiguan at times, we managed to achieve 25.7 mpg across the day of driving. 

That’s better than VW’s EPA estimate of 25 mpg in combined driving circumstances for the AWD SEL R-Line. In short, this new Tiguan has more power and gets better fuel economy than the old one (across all trims) while being better to drive, nicer to sit in, and more stylish. 

Competition

The biggest competition for the Tiguan comes from cars that don’t directly target it but still manage to rival it. For example, the Honda CR-V isn’t as nice inside and lacks the cachet of a German brand. Nevertheless, at the higher end of its trim levels, it offers a hybrid powertrain with similar power figures, far better fuel economy, and a longer powertrain warranty, all that for nearly the same price. Buyers planning to keep their car beyond the warranty period will likely appreciate Honda’s excellent record for long-term reliability as well.

Mazda deserves some serious consideration here, too. The CX-5 and CX-50 are far sharper than the Tiguan from a driver’s perspective, even if they’re down on power on paper. They also come standard with AWD and a far more impressive 2,000-lb towing capacity. 

Those who opt for the turbo version of the CX-50 can tow up to 3,500 pounds and get 256 horsepower to play with. No, they won’t be anywhere near as fuel efficient, but these SUVs are for those willing to sacrifice MPG for smiles per mile. The CX-5 is an especially good value, too, since it offers turbo power and a lot of glitzy interior accouterments for less than $39,000. 

More: New VW Tera Is A Baby Tiguan For Brazil

It’s also worth noting that VW isn’t done with the Tiguan lineup. The Tiguan Turbo, which, in my mind, should’ve been called the Tiguan GTI, is coming later this year. While we don’t know pricing yet, we’re confident it’ll add a lot of the performance that the rest of the lineup is sorely lacking. That said, pricing will be a key factor there as it is here. 

The automaker has already made clear that it’s largely the same car but with an improved engine. Will they want an additional $5,000 or closer to $10,000? The answer will determine the actual value of that proposition. If it’s the former, consider it the new crossover to beat in the segment. 

All of that said, the Tiguan is a genuinely good competitor at most price points for now. The base models aren’t particularly special, but the tech included makes them a cut above the rest. 

Final Thoughts

Pricing is what makes the Tiguan what it is, a genuinely competitive option in the segment. For less than $30,000 to start, buyers get a refined cabin, sharp styling, useful tech, and the European street cred that comes with a VW badge. It doesn’t pretend to be sporty, and that honesty is refreshing. It’s not trying to be everything to everyone. It’s just trying to be a comfortable, capable family hauler with just enough personality baked in.

Is it the most exciting SUV on the market? No. Is it the fastest? Also no. But it’s well-rounded, thoughtfully designed, and surprisingly premium-feeling for the price. And with improvements to power, tech, and interior space, this generation does more than just tread water—it makes a solid case for why the Tiguan continues to be VW’s bread and butter.

Also: 2026 VW Tiguan SEL R-Line Turbo Feels One Plaid Seat Away From Being A GTI

Whether or not the upcoming “Turbo” model injects some much-needed attitude remains to be seen, but until then, this new Tiguan does exactly what it needs to: carry the VW badge with quiet confidence and surprising competence. In a crowded field of compact SUVs, that’s enough to stand tall.

Credit: Stephen Rivers / Volkswagen

China’s automotive industry hasn’t just grown – it’s exploded. Over the past decade, the country has transformed into a global manufacturing powerhouse and, as of last year, became the world’s top car exporter, surpassing longtime leaders like Japan.

This rapid ascent has been driven in large part by a wave of new brands focused on electrification. Companies like BYD have made huge gains, while EV startups such as Xpeng, Li Auto, and Nio have grabbed international attention. Many of these firms have global ambitions and corporate roots in sprawling conglomerates like Geely.

Read: Haval’s Facelifted H6 Is A Hippo-Faced SUV From China

However, long before these newer brands gained traction, one of the most recognizable Chinese automakers with an international footprint was Great Wall Motor. Now known simply as GWM, the company has been around for over 40 years and made its Australian debut in 2009, becoming the first Chinese car brand to enter the local market.

In its early days, some of the models were hard to take seriously. But GWM stuck around, expanded its offerings, and launched the new Haval brand in Australia in 2015. Since then, its vehicles have gained traction, often quite literally on price alone. We recently spent a week living with one of its latest hybrids to see how far the brand has come.

QUICK FACTS

Photos Brad Anderson/Carscoops

What Is It?

The bright blue SUV you’re looking at is the Haval Jolion Lux HEV. It sits towards the top of the Jolion range, which starts at AU$24,990 (~$16,000) for the Premium and tops out at AU$37,990 (~$24,300) for the Ultra HEV. The Lux HEV we tested sits just below that model, and is available for AU$34,990 (~$22,400). That’s a very competitive price and undercuts equivalent rivals like the Hyundai Kona Hybrid and Toyota Corolla Cross by around AU$5,000 (~$3,200).

Powering all Jolion HEV models is a 1.5-liter four-cylinder petrol engine with 94 hp (70 kW) and 92 lb-ft (125 Nm) of torque. This engine is supplemented by an electric motor with 154 hp (115 kW) and 184 lb-ft (250 Nm), resulting in a combined 188 hp (140 kW) and 277 lb-ft (375 Nm). That’s respectable, although by no means anything to write home about in this day and age.

A Solid Cabin

Photos Brad Anderson/Carscoops

I’ll be honest: I didn’t have high expectations for the cabin of the Jolion. However, I was pleasantly surprised by how nice it was.

The automaker has avoided the trap of plastering an affordable model in piano black plastic, instead opting for plastic pieces on the center console with faux wood and faux metallic finishes. Positioned ahead of the driver is a 7.0-inch digital instrument cluster, and a 12.3-inch infotainment display sits proudly on the dashboard.

The cluster is small and basic by modern standards, offering no scope for customization and complete with a rather bland and uninspired layout. It does the job, but it would be nice if Haval were a little more creative with the software.

The steering wheel has a similar feel. The plastic buttons are bargain-basement specials, and the four-spoke design just isn’t that appealing. As with other Haval models, the driver monitoring system is positioned in the A-pillar, but it looks like an afterthought.

Photos Brad Anderson/Carscoops

On the plus side, the larger infotainment screen is bright and crisp and quickly responds to the touch. It may only offer wired Android Auto and Apple CarPlay, but the system is simple to use and understand. Most of the climate controls are on the screen, though, which is a little annoying. Haval has added some physical buttons below the screen with HVAC shortcuts, but whenever you press one, it brings up the A/C settings on the screen. So, if you press the A/C button to simply turn it on or off, the screen will enter the climate control menu. Not a big issue, but I can’t see the point in duplicating the info in the first place either.

Elsewhere, the rest of the materials feel good for this price point, with a good mix of soft-touch areas and hard-wearing black plastic. The contrasting white stitching of your tester was also a nice addition.

While the Haval Jolion HEV is quite small, the interior is surprisingly spacious. There’s plenty of headroom at the front and enough for adults in the back seats. Haval has added two USB-C ports in the rear, air vents, and cupholders in the fold-down armrest. Rear cargo space isn’t great, with just 255 liters (9 cubic feet), or 916 liters (32.3 cubic feet) with the rear seats folded down. As with most new cars on the market, there’s no spare tire, so you better pray that puncture won’t be too large for the repair kit to fix.

Smooth Cruiser, Annoying Tech

Photos Brad Anderson/Carscoops

Driving the Jolion HEV can, at first, be frustrating. This isn’t because of anything related to the powertrain or the chassis setup, but rather the overbearing driver monitoring system.

Loads of other new cars have such technologies that are constantly beeping and binging at random. The Haval’s system is particularly sensitive and very often chimes seemingly without any reason. It feels like you’re sitting in the back of a classroom being punished by a substitute teacher anytime you look away from the whiteboard. Look at the infotainment screen? The DMS will start ringing. Grab a drink from the cupholder? It’ll start ringing.

The emergency lane-keep assist system is also oversensitive. If you even come close to a road line, it’ll ring, and a message reading ‘Hey, don’t stray!’ will pop up on the central screen. These systems are annoying, but it’s not the end of the world, as they can be easily turned off through the touchscreen. Owners have just got to be prepared to do it every time they go for a drive.

Once you get over these annoying safety systems, the Haval actually drives quite nicely. The car will intelligently decide when it wants to run on all-electric power, and when it needs to call on assistance from the four-cylinder. However, most of the time, it’s happy to run on electricity alone.

Read: GWM Ora GT Proves The Chinese Mean Business

When the 1.5-liter is needed, it turns on silently and provides uninterrupted power. It’s certainly smoother and quieter than the more complicated 1.5-liter hybrid system we recently tested in the Honda HR-V, and that’s saying something.

Obviously, it’s not fast. But it has more than enough pace for everyday driving duties. It has the guts to get up to highway speeds without any issue, and I was never left longing for more power. It’s relatively efficient, too, returning 5.1 l/100 km (46.1 US mpg) over the combined cycle according to Haval. Admittedly, we averaged 6.1 l/100 km (38.5 US mpg) during our time with it.

Photos Brad Anderson/Carscoops

GMW has also done a good job ensuring the Haval Jolion HEV rides well, yet still feels a little sporty when it’s pushed. There’s multi-link rear suspension at the rear, and while the suspension isn’t adjustable, a lot of care has obviously been given when tuning it.

The steering offers three different settings: Light, Comfort, and Sport. None of them adds any real feeling to the steering, and it can be a little hard to feel what’s going on under the front wheels. Nevertheless, the steering feels well-weighted and direct in all three settings.

One of the more interesting features of the Jolion HEV is that it has adjustably regenerative braking, which isn’t something you often find in a hybrid. What’s more, there’s even a one-pedal driving mode which, again, is quite unusual for a hybrid. For the most part, the braking of the Haval feels assured. However, the one pedal mode isn’t as smooth or as intuitive as one pedal driving in an EV. That’s hardly a surprise, but it is a shame.

Verdict

This is not a vehicle that’s designed to thrill. It can feel a little out of sorts if you drive it too hard, and the Kumho Solus US63 tires do not provide all that much grip. In fact, the Jolion can spin up its inside front wheel if you’re a little too greedy on the gas, and there can, at times, be a little bit of torque steer when the throttle is pinned.

After living with the Haval Jolion HEV, I can understand why the Haval brand has proven to be so popular in Australia. Yes, some of the safety systems need to be better calibrated, but GMW has done a fine job of creating a hybrid powertrain that’s quiet and smooth most of the time. It’s definitely worthy of consideration.

Photos Brad Anderson/Carscoops

There’s something eternally appealing about small, feisty hatchbacks. Affordable, tossable, and surprisingly capable, they punch far above their weight and are often more fun than cars twice their size and price. I’ve always had a soft spot for pint-sized hot hatches. Models like the Ford Fiesta ST and Mk3 Renault Clio are icons in this niche, and I even used to own a Clio myself. Now, the Hyundai i20 N earns a seat at the table, and in Australia, it’s essentially in a class of one.

Ford no longer sells the Fiesta ST, and Renault has quietly abandoned the RS version of the current Clio, leaving the i20 N’s without any true like-for-like rivals in its segment. Its closest competition might actually come from within Hyundai’s own stable, in the form of the i30 N.

While the i30 N is a larger, more powerful machine, it overlaps with the i20 N in spirit by offering a similar mix of performance and personality at a still-reasonable price. When judged by the classic fun-per-dollar metric, the i20 N stands out as one of the best values on the market today.

QUICK FACTS

Photo Brad Anderson/Carscoops

Hyundai has been selling the i20 N for several years now, but for 2025, the hatch has been updated. As is often the case, the changes are minor, but make no mistake: the Korean hot hatch remains a seriously tempting proposition.

Visually, the most obvious difference between this new model and the old one is the grille. It has a slightly different pattern and a new satin black finish that are complemented by stealthy black badges. Hyundai has also fitted a set of newly-styled 18-inch black and silver wheels, while inside, it now includes support for the brand’s Bluelink connectivity services, over-the-air-updates, and it gets LED interior lighting.

Mechanically, nothing has changed. That means the i20 N still is still powered by a turbocharged 1.6-liter four-cylinder rated at 201 hp (150 kW) and 203 lb-ft (275 Nm) of torque, although that does briefly jump up to 224 lb-ft (304 Nm) when overboost kicks in. On paper, these figures may not sound like much, particularly since the i30 N’s larger 2.0-liter turbo four packs 276 hp (206 kW) and 289 lb-ft (392 Nm). However, on the road, the i20 N feels every bit as special as its bigger brother and it isn’t much slower either.

In terms of price, the i20 N is hard to beat. Before on-road costs in Australia, it starts at AU$35,500 (~$22,400). By comparison, a 2025 i30 N with the available six-speed manual starts at AU$50,000 (~$31,600). Unfortunately for our US readers, the i20 N never has and never will make it to their shores. That’s a shame, but even if it did, it probably wouldn’t sell particularly well due to American buyers having a gene that causes them to display an allergic reaction to anything the market deems “small”.

The Cabin Is Perfectly Fine But Lacks Flair

Photos Brad Anderson/Carscoops

If there’s an area of the i20 N that feels reflective of its price tag, it has to be the interior.

It’s virtually impossible to find a car at this price point with a premium cabin, and it’s no different with the i20 N. Soft-touch surfaces are few and far between, and there’s plenty of cheap black plastic. However, we have similar complaints with the i30 N hatch, and this one is much more expensive. Fortunately, Hyundai has nailed the functionality part and done a good job of packing in plenty of technology, too.

Standing out is a 10.25-inch infotainment displa, joined by a 10.25-inch digital instrument cluster. The infotainment screen is more neatly incorporated into the dashboard than in the i30 N and has an easy-to-understand operating system. However, Hyundai has been using this same basic setup for years now and it’s starting to feel a little dated, particularly given how new Chinese brands have pushed the software envelope.

Photos Brad Anderson/Carscoops

Elsewhere, the i20 N is sold exclusively with black cloth seats, rather than the fancier leather ones of its bigger brother. There’s also a perfectly-sized steering wheel with two N Mode buttons and a bright red switch to enable or disable the automatic rev-matching function.

Despite the i20 N’s compact size, the cabin feels surprisingly spacious, and even the space in the rear is reasonable. It would be nice if the front seats could be adjusted a little lower, but beggars can’t be choosers, I suppose.

Thrills For Days

Photo Credits: Brad Anderson/Carscoops

The Hyundai i20 N has always been lauded for its dynamism, and we’re happy to report that it’s just as fun to drive now as it was back in 2021. Make no mistake, you’ll be hard-pressed to find anything for the money that creates the kind of smiles per mile of the i20 N, without looking at the used market for an older hot hatch.

Read: We Take The 2022 Hyundai i20 N On A 1300-Mile Roadtrip

As mentioned, the i20 N rocks a 1.6-liter turbocharged four-cylinder with 201 hp (150 kW), whereas larger, more mature, and more expensive hot hatches are usually up in the 268 hp – 315 hp (200 kW – 235 kW) range, including the i30 N and Honda Civic Type R. But, while living with the i20 for 10 days, I was never left wanting for more power.

In a straight line, we recorded a best 0-100 km/h (62 mph) time of 7.0 seconds with a Dragy GPS timer, but we know it can dip into the 6-second range. More powerful front-wheel drive hot hatches often also need about 6 seconds to hit 100 km/h, but in those, you typically have to fight plenty of wheelspin to get the best time. In the i20 N, a gentle take off and pinning the throttle is all that’s needed to extract the most out of it.

However, Hyundai has included a launch control system for those not interested in being smooth. As standard, it holds the revs at 4,000 rpm and lets you floor the throttle and dump the clutch. It’d be better described as ‘burnout control,’ as the moment you let off the clutch, the front tires spin into oblivion, creating plumes of tire smoke. Launch control is fun, but it’s not the quickest way to get off the line.

The rolling acceleration is also good. We recorded consistent times of 5.6 seconds running from 60-120 km/h (37 – 75 mph), and that’s only about a second off most bigger hot hatches. Aiding in the i20 N’s respectable acceleration figures is the fact that it can hit 100 km/h in second gear, rather than requiring a change into third gear, which is common.

The 1.6-liter does need to be revved to get the most out of it. Before 4,000 rpm, it feels pretty gutless. However, once you hit 4,000 rpm, it instantly comes to life, feeling a little bit like VTEC kicking in with a Honda. Unfortunately, it’ll only rev to 6,700 rpm, meaning there’s only 2,700 rpm of useable power to play with.

For all the talk about straight-line performance, that’s really not why anyone would buy a car like this. Like other N products, the i20 N thrives when the roads get twisty. In fact, on a tight, technical mountain road, it will keep up with much more expensive sports cars.

All examples leave the factory equipped with a set of 215/40 Pirelli P Zero tires developed specifically for the Hyundai N division and a mechanical limited-slip differential. This combination means you can fly into a corner, pin the throttle halfway through, and the i20 N will sling you into the apex without breaking a sweat. It’s very difficult to push into the slightest form of understeer, no matter how fast you’re going, and occasionally, one of the rear wheels will lift up into the air.

Read: 2024 Hyundai i30 N Sedan Perfects Price-Performance Ratio

For sheer on-road fun, the i20 N’s size and power make it just about perfect. You can push it to its limits without doing crazy speeds, and it thrives in the wet just as well as it does in the dry. It’ll be easy on your bank balance, too, and we averaged 7.1 l/100 km (33.1 US mpg) during our time with it. Hyundai claims 6.9 l/100 km (34 US mpg).

Photos Brad Anderson/Carscoops

Like other Hyundai N products, there are plenty of ways to customize the driving experience. The engine, steering, rev-matching, ESC, and exhaust all have three different profiles. I predominately kept the engine in Sport+, steering in Sport, rev-matching in Sport+, ESC in in Sport, and the exhaust in Sport+.

Speaking of the exhaust, it produces some lovely pops on the overrun, but they are much more muffled than they are in the i30 N. However, on startup, the exhaust does produce a weird metallic ring, and it almost sounds like something is broken. However, once everything’s warmed up, that unpleasant sound goes away.

The shifting action is good but lacks feel and does not provide enough resistance. Additionally, the clutch pedal was way too light for me. I could probably blow on the pedal through a straw, and it would depress. That’s nice for ease of use, and when stuck in traffic, but it’s not so good when you’re enjoying a spirited drive.

Get One Before They’re Gone

It’s highly likely that the 2025 model will mark the final chapter for the i20 N. Production for the European market ended in early 2024, and Australia now stands as one of the last remaining strongholds where it’s still available. If Hyundai decides to build another compact hot hatch in this spirit, it will almost certainly be all-electric, and it’s unlikely we’ll see it before the next decade rolls around, if at all.

The 2025 i20 N isn’t without its flaws, but as a driver’s car, it continues to shine. It’s quick, composed, and engaging in all the right ways. Add in its solid efficiency, decent practicality, and competitive pricing, and it becomes clear why this little hatchback has earned such praise. Like the rest of Hyundai’s N division lineup, it delivers an experience that punches well above its weight, and as such, it’s bound to be fondly remembered long after the last one leaves the showroom.

Photo Brad Anderson/Carscoops