Month: June 2025

Not every truck buyer is chasing mud-slinging heroics or Baja-style bravado like you get with the Raptor. Some just want something that looks sharp, drives well on the road, and still hauls a trailer on the weekend. For those folks, Ford’s got a niche answer hidden in its growing Ranger lineup across the pond.

More: 2025 Ford Maverick Lobo Is A Street Truck Begging For More Power

The Ranger MS-RT stands out as Ford’s only street-tuned pickup in Europe and the UK. Think of it as the Ranger Lobo North America didn’t get, at least not yet. It wears a wide bodykit, sits lower than any other Ranger, and brings a sportier attitude without ditching the core capabilities.

Developed with rally experts M-Sport, the Ranger MS-RT (short for M-Sport Road Technology) targets buyers who want the look and feel of a performance vehicle but have no interest in crawling over rocks or fording streams.

To see how that M-Sport DNA plays out in the real world, we visited a Ford dealer in Greece for a closer look, and importantly, a back-to-back drive with the high-flying Raptor.

QUICK FACTS

What Sets It Apart From the Regular Ranger

What immediately sets the MS-RT apart is the new bodywork. Thanks to swollen front and rear fenders, the truck is 164 mm (6.5 inches) wider than its siblings. Filling those bulging arches are massive 21-inch alloy wheels, the largest ever offered on a production Ranger.

A new front bumper with a deeper lower section and a honeycomb grille gives the face a sportier vibe, while motorsport-style vents on the fenders and more sculpted side skirts lean further into the street-truck look.

At the rear, the styling effort continues with an integrated ducktail spoiler on the tailgate and a secondary roof-mounted spoiler above the cab. The rear bumper houses a decorative diffuser flanked by honeycomb textures. The one thing missing? Real exhaust tips. The Raptor gets twin pipes, and it’s hard not to notice the absence here, especially on something pitched as a high-performance street truck.

Our tester wore the subdued Command Grey paint, but brighter options are available, including Fast Blue, Yellow Green, Frozen White, Metallic Carbonised Grey, and Metallic Agate Black.

Interior Tweaks and Equipment

Photos Thanos Pappas / Carscoops

Inside the MS-RT, the changes are subtle but noticeable. Heavily bolstered bucket seats with integrated headrests and blue-stitched Eco Leather upholstery give the cabin a sportier feel. A thicker steering wheel rim and several MS-RT logos round out the special treatment.

More: New Ford Ranger Super Duty Tows Nearly 5 Tons But You Can’t Have It

Beyond the visual updates, it’s standard Ranger fare with a solid list of equipment: a 12-inch infotainment touchscreen, an 8-inch digital instrument cluster, heated front seats, and a suite of active safety features. It’s well-equipped, but not over the top.

So, Is It The Sportiest Truck?

Let’s talk about the obvious thing that sets the MS-RT apart: its lowered stance. Sitting 40 mm (1.6 inches) closer to the pavement than the Ranger Wildtrak, it rides on a revised suspension setup with firmer front dampers, retuned rear leaf springs, and wider tracks, all tuned for sharper handling. Ground clearance now lands somewhere in SUV territory, not quite car-low, but far from off-roader tall. That, paired with its road-biased tires, makes it clear this Ranger isn’t meant for trails or terrain.

From the moment you get behind the wheel of the Ranger MS-RT, you feel like you’re driving a hot SUV rather than a ladder-frame pickup. You’re still sitting high with great visibility all around the vehicle, but body roll has been significantly reduced and the steering feels quicker and more direct.

On the downside, the stiffer suspension and the 21-inch wheels with the low-profile tires (275/45R21) result in ride comfort taking a toll, with most road imperfections being felt in the cabin. Of course, the street truck is not as stiff as a hot hatch, but not nearly as comfortable as other members of the Ranger lineup either.

Some might argue that a fully independent rear suspension would better suit a road-focused truck like this. But the MS-RT keeps its solid rear axle and leaf springs, which help preserve the full 1,000 kg payload and 3,500 kg towing figures. For buyers who need utility with their style, that’s a tradeoff worth making.

The Engine: Familiar but Untouched

Photos Thanos Pappas / Carscoops

Under the hood is the same 3.0-liter V6 turbodiesel found in the Wildtrak, producing 237 hp and 600 Nm of torque. It’s paired with a 10-speed automatic and Ford’s e4WD full-time all-wheel drive system. It works well, but here’s the thing; the styling promises more than the powertrain delivers.

More: Jim Farley Wants Ford To Be The “Porsche Of Off-Road”

There are no performance upgrades, no tuning changes, and no added grunt. For a truck that looks this mean, it feels like a missed opportunity not to push the numbers a bit higher. At the very least, a gasoline option would spice things up and better match the MS-RT’s visual drama.

The engine is paired exclusively with a 10-speed automatic, sending power to all four wheels through the Ranger’s familiar full-time 4WD system. It also keeps the standard drive mode lineup that includes Normal, Eco, Tow/Haul, Slippery, Mud/Ruts, and Sand, even if most of those won’t see much use here.

During our time with the MS-RT, we stuck to tarmac, which felt like the right call given the soft, road-focused Continental ContiSportContact 5 tires that would probably flinch at the sight of a gravel path.

How Does Is Compare To The Raptor?

Photos Thanos Pappas / Carscoops

Climbing into the Raptor right after the MS-RT makes the height difference immediately obvious. You’re no longer stepping in, you’re climbing up. The Raptor’s cabin also goes for a flashier vibe, with bright orange accents and Ford Performance scuff plates adding some extra flair. The MS-RT skips the theatrics, but its interior still holds up just fine without the extra color or branding.

Driving the Raptor feels like floating, thanks to its Baja-ready suspension with long-travel geometry and plush Fox shocks that soak up just about anything. In a quick side-by-side test, I rolled both trucks over a curb. I barely noticed it in the Raptor, definitely felt it in the MS-RT. That said, the Raptor’s soft setup comes with trade-offs. There’s noticeable body roll in corners and some front-end dive under hard braking, which makes the MS-RT the more entertaining option when the road gets twisty.

Review: 2025 Ford Ranger Raptor – No Pickup Should Be This Fun , Yet Here We Are

When it comes to the powertrain, the Raptor clearly has the upper hand. Its 3.0-liter twin-turbo V6 gasoline engine feels far more at home in a performance truck, thanks to its extra horsepower and a soundtrack that’s actually worth hearing, unlike the quieter, slightly torquier diesel in the MS-RT.

That said, this is the EU-spec Raptor we’re talking about, so output is capped at 288 hp (215 kW / 292 PS), well below the full 405 hp (302 kW / 411 PS) available in the North American version. Even so, it still outshines the MS-RT’s setup in both punch and personality.

Overall, it wouldn’t hurt if Ford gave the MS-RT a gasoline option, or at the very least, bumped up the output of the existing 3.0-liter V6 turbodiesel to help it stand apart from the rest of the V6-powered lineup. As it stands, the performance just doesn’t quite match the truck’s aggressive looks.

It’s Expensive

And then there’s the pricing, keeping in mind this is Greece, where car taxes are among the highest in Europe. For example, the base Ranger Raptor starts at €54,350 (about US$61,000) before taxes and fees, but that figure jumps to €71,742 (around US$80,600) once everything is included. In the States, the 405 hp Ranger Raptor starts from $56,070 (around €52,000) before taxes (in Massachusetts, that’s 6.25%) and delivery fees.

The dealer quoted us €77,352 ($87,000) for this specific Raptor and a discounted €73,612 ($82,800) for the MS-RT, taxes included. That’s a €3,740 ($4,200) gap between the two, mostly due to the markdown on the MS-RT. Worth noting: the Raptor we were photographing was already spoken for, which says a lot about where the demand is. The MS-RT? Still waiting for its moment.

Verdict

The Ranger MS-RT is a rare breed, a proper street truck with real presence, and we’re glad it’s part of Ford’s lineup in Europe. With its 21-inch wheels, flared fenders, and reworked front end, it’s arguably the best-looking Ranger trim you can get. Period. On top of that, the lowered suspension and chassis tweaks give it the sharpest on-road handling of any midsize pickup in Ford’s catalog.

That said, it’s not without compromises. The V6 turbodiesel remains untouched under the hood, and the drop in ride height comes at the expense of comfort and off-road ability. Then there’s the price, which edges it dangerously close to the Raptor, a truck that offers more power, more versatility, and a reputation that’s hard to beat.

Still, for buyers in Europe and the UK who want a distinctive, low-slung midsize truck with road-focused dynamics and standout styling, the MS-RT delivers something genuinely different.

Special thanks to Ford Hantzos in Kalamata, Greece, for giving us access to the Ranger lineup.

Photos and Videos: Thanos Pappas for CarScoops

When Toyota dropped the GR Yaris in 2020, it wasn’t just another hot hatch. It was a full-throttle wake-up call to the entire segment, reminding everyone that performance and passion can still exist in a small package. Think of it as the industry’s equivalent of someone shouting “Wake up!” at a sluggish meeting. The GR Yaris, with its rally-inspired roots, brought the heat in a way that hadn’t been seen since the 2015 Ford Focus RS.

With a highly-strung 1.6-liter turbocharged three-cylinder, a bespoke two-door shell, and a platform incorporating elements from the regular Yaris and the Corolla, the GR Yaris proved to be an instant hit. Now, it has been updated for the 2025 model year with more aggressive styling, an extra dose of power, and an overhauled interior.

What was arguably the best hot hatch on the market now promises to be even better. But does it really live up to that claim? That’s exactly what we’re here to find out.

QUICK FACTS

Photos Brad Anderson/Carscoops

The Goodies

When first launched in Australia back in 2020, the GR Yaris was available in a standard guise and a limited-run version known as the ‘Rallye’, capped at just 250 units. This Rallye version came equipped with all the same upgrades found in the Circuit Pack offered in overseas markets, including stiffer suspension, lighter wheels, and most importantly, limited-slip differentials at both the front and rear axles.

Both cars proved hugely popular, but understandably, the Rallye was the better pick of the two. In updating the GR Yaris for 2025, Toyota has named the base version the GT, and the Rallye has morphed into the GTS, but importantly, production of it is no longer limited.

The GTS comes with a host of upgrades, including red brake calipers, two limited-slip differentials (LSDs), 18-inch forged BBS wheels, revised suspension, and grippy Michelin Pilot Sport 4S tires. It even features an intercooler spray system, just like an old Mitsubishi Evo.

The updates don’t stop there. The buzzing 1.6-liter turbo three-cylinder has been upgraded to the same spec you’ll find in the larger GR Corolla. That means it now delivers 296 hp (221 kW) at 6,500 rpm and 296 lb-ft (400 Nm) of torque between 3,250 rpm and 4,600 rpm, compared to the 268 hp (200 kW) and 273 lb-ft (370 Nm) of the old model.

However, perhaps the most significant single change is on the transmission front. For the first time, the GR Yaris is available with an eight-speed automatic transmission. This new gearbox is offered alongside the same six-speed manual found in the previous model.

With these modifications comes a jump in price. In Australia, the GR Yaris is available from AU$60,798 (~$39,500) for the base GT model and $66,008 (~$42,900) for the GTS.

Photos Brad Anderson/Carscoops

The Interior: Functional, But Could Be Nicer

Everyone loves performance upgrades, but when the new GR Yaris was released, not everyone was sold on the new interior. It’s easy to see why. It’s generally quite unusual for a brand to make such significant changes to a car’s cabin during a mid-cycle facelift, but that’s exactly what Toyota has done, aiming to make the GR Yaris more driver-focused while addressing some of the original’s complaints.

The dashboard has been completely redesigned, and the central stack is now curved towards the driver, ensuring everything is within easy reach. Toyota has also repositioned the rearview mirror slightly higher, improving visibility.

At first glance, the new cabin is quite jarring, but I grew to appreciate its design after a few days. The analog gauge cluster of the old car has been replaced with a 12.3-inch digital display that offers some impressive, motorsport-inspired displays. However, there’s no ignoring the fact that aside from the screens, the cabin of the GR Yaris feels cheap.

Photos Brad Anderson/Carscoops

The new dash, while functional, is made entirely from hard black plastic that feels more fitting of a AU$30,000 (~$19,000) car. The same hard plastic continues across the rest of the dashboard, the pillars, the transmission tunnel, and the door panels. Other than the seats, the steering wheel, and the shifter, there are no soft-touch surfaces in sight. Even the faux suede patches on the door panels sit over solid plastic. For a car that costs this much, Toyota should have made the surfaces feel a little nicer.

On the plus side, the seats have been lowered by 25 mm (1 inch) compared to the old car. However, the seating position is still a little too high for my liking. The seats themselves are good, but not exceptional, and certainly not as comfortable or as supportive as those found in the Honda Civic Type R.

Read: Toyota’s Future GR Sports Cars Will Get Hybrid Turbo Power

The enlarged 8.0-inch infotainment screen offers wireless Apple CarPlay and Android Auto, but other than that, it is extremely bland. The software is devoid of virtually any interesting features or sporty displays, like those found in the Honda or one of Hyundai’s N models.

Of course, you’re probably not that interested in the cabin of the GR Yaris. What you really want to know is how it drives, right? Well, I’m happy to report it’s even better than before.

A Pocket Rocket With Sounds To Match

First up is the engine. Sure, it may only have three cylinders and a 1.6-liter displacement, but this little unit delivers a sound and character that outshines any comparable four-cylinder on the market. Heck, it even sounds more exciting than the inline-six in the Supra. No joke.

Under full throttle, the engine growls, accompanied by a lovely whoosh from the exhaust, making it sound like a proper rally car. There are also some lovely whistles from the turbocharger when you back off the accelerator. It may not have the pops and bangs of an i30 N or a Golf R, but it sounds more like an authentic performance car.

As before, acceleration is impressively strong. While testing the manual, we recorded a best time of 5.0 seconds in the sprint to 100 km/h (62 mph) with a GPS timer. This time dropped to 4.7 seconds with the eight-speed automatic version, which, unlike the manual, includes a launch control system. Make no mistake, this will leave any front-wheel drive competitor for dead off the line, although the auto version doesn’t launch quite as hard as a Golf R.

Photos Brad Anderson/Carscoops

Automatic or Manual? Either Way, It’s a Blast

Speaking of the automatic, it’s actually a pretty great one. Much like it’s easy to dismiss the GR Yaris due to its small engine, it’s equally tempting to overlook the automatic transmission because it’s a traditional torque converter, not a dual-clutch like some rivals. But Toyota has worked its magic on the gearbox, and the result is impressive.

Review: 2021 Toyota GR Yaris Rallye Is The One You Should Go For

The eight-speed provides snappy changes as soon as you pull on the steering wheel-mounted paddles. It’s equally as responsive when left in automatic mode, too, and will quickly and easily find the right gear depending on how you’re driving. Admittedly, it doesn’t shift gears as quickly as the DCT or an i30 N or Golf R, but it is far, far smoother at low speeds.

There’s no jerkiness when cruising around in first gear, nor any hesitation when changing from 1^st to 2^nd, or 2^nd to 1^st, as is common with a dual-clutch. The auto should massively broaden the appeal of the GR Yaris. But, it’s worth pointing out the gear changes are not as quick as you’ll find from the ZF eight-speed auto in the GR Supra.

Of course, hardcore driving enthusiasts would be best to opt for the six-speed manual. It has a short, and surprisingly weighty throw, and is a joy to use. It also includes a superb automatic rev-matching function.

Photos Brad Anderson/Carscoops

Handling and Fun Factor

Let’s not forget the all-wheel-drive system. Toyota has changed some of the configurable settings for the GR-Four all-wheel drive system. Previously, it had offered Normal, Track, and Sport settings, providing front-to-rear power splits of 60:40, 50:50, and 30:70, respectively. For 2025, Normal has been retained, but Sport has been changed to Gravel with a 53:47 split. Additionally, Track is now a variable system, intelligently adjusting between 60:40 and 30:70 as needed.

I preferred the old setup, as having a fixed 30:70 front-to-rear power bias allowed you to transform the feel of the car. The Gravel model is cool, but not as useful on a daily basis.

But, despite these adjustments, the GR Yaris still handles as phenomenally as ever. The noise of the Michelin tires may reverberate throughout the cabin at high speeds, but when combined with the Toyota’s beautifully engineered suspension system and the two limited-slip diffs, they provide incredible levels of grip. The light overall weight of the car adds to the thrilling driving experience, and there are few cars out there that are more enjoyable to drive up a mountain road.

Like the old car, the steering is excellent too. It’s not as communicative as a Civic Type R, but it’s well-weighted and offers Normal and Sport settings. Speaking of modes, there are Eco, Normal, Sport, and a Custom driving model. Unfortunately, the Custom mode only lets you tweak the engine response, steering, and air conditioning in the six-speed, while adding an option to tweak the aggressiveness of the transmission in the eight-speed. Most rivals offer more settings to play with.

As with the original GR Yaris, there’s also a proper rally-inspired handbrake that disconnects the rear axle and lets you perform smoky, all-wheel drive donuts.

Photos Brad Anderson/Carscoops

The outright performance of this pint-sized hot hatch is extremely impressive, but, importantly, you don’t have to drive it at ten-tenths to enjoy it. That’s the most significant difference between the GR Yaris and the Civic Type R, for example. Whereas the Honda is relatively tame and uninspiring while puttering around town, the Toyota remains fun to drive at slow speeds, providing far more theater than its Japanese counterpart.

I was also impressed with the ride of the GR Yaris. While it only has fixed dampers, compared to the adjustable ones you’ll find in some rivals, they’ve been nicely tuned and soak up bumps well. It’s more than comfortable enough for daily use. But, adaptive shocks would be nice.

Verdict

There’s no denying that the new GR Yaris is extremely expensive for what amounts to a very small, and very impractical car. However, when you consider the bespoke architecture of the car, its complex four-wheel drive system, and all the sporty add-ons of the GTS model, the sky-high price becomes a little easier to understand.

We’re living in an amazing period of hot hatches at the moment, and the GR Yaris is the finest of them all. It’s blisteringly fast across a small B-road, comfortable enough to be used on a daily basis, looks the business, and provides thrills at all speeds. Had it been equipped with a slightly more premium cabin, it would be virtually faultless.

Photos Brad Anderson/Carscoops

When it premiered four years ago, the fourth-gen Tucson was one of Hyundai‘s most eye-catching models. With an edgy shape and intricate lighting signatures at the front and rear, it proved it was possible to have a compact SUV with personality that, unlike its predecessors, stood out on the road.

While there was nothing inherently wrong with it, the Korean brand nevertheless launched a facelifted model for the 2025 model year. It may not look very different from the outside, but it has an all-new interior and builds on what was already a very impressive package. The revamped Tucson is also available as a hybrid for the first time, replacing the diesel that had been previously been on sale.

To see what improvements have been made, and to discover if the hybrid powertrain is any good, we recently lived with the 2025 Tucson Hybrid, driving it for almost 2,000 km (nearly 1,250 miles) and spending almost 30 hours behind the wheel.

QUICK FACTS

Photos Brad Anderson/Carscoops

Unsurprisingly, the Tucson Hybrid carries a hefty premium over the standard models that sport either a 1.6-liter turbocharged four-cylinder or a 2.0-liter naturally-aspirated four-pot. Whereas the cheapest 2.0-liter starts at AU$39,990 ($26,000), the entry-level Tucson Hybrid is priced from AU$46,990 ($30,600). However, that’s not the version we tested.

Instead, we jumped behind the wheel of the flagship Tucson Hybrid Premium, which starts at AU$62,490 ($40,700). In addition, our test car was also equipped with the available N Line package and painted in Ultimate Red, bringing the total price up to AU$64,585 ($42,000).

That’s a lot of money, making it a little pricier than a flagship Kia Sportage GT-Line Hybrid available from AU$60,773 ($39,600). However, the Tucson Hybrid is right in line with the flagship Toyota RAV4 Hybrid Edge, which goes for AU$63,794 ($41,500).

Read: 2025 Hyundai Tucson Proves Facelifts Aren’t Cheap, Gets $755 Price Hike

Looking at the facelifted Tucson from the outside, you’d be hard pressed to notice the differences. However, Hyundai has crafted a new front bumper for it that’s slightly more aggressive. The N Line version adds to the looks with body-colored arches, a new front bumper, a distinctive black grille, and new 19-inch wheels. It also adds LED reverse lights, new LED headlights, and High Beam Assist.

A Brand New Cabin

Photos Brad Anderson/Carscoops

Whereas the exterior of the new Tucson looks mostly the same as the model it replaces, Hyundai has redesigned the entire interior, something which is quite unusual for a facelift.

The cabin is much nicer. While there was nothing inherently wrong with the cabin of the old model, it had some odd features, including a strange four-spoke steering wheel. I was also never a fan of how the infotainment screen was incorporated into the dash and surrounded by piano black plastic. The Tucson’s twin, the Kia Sportage, also received a new generation in 2021, but its cabin felt more modern than that of the Hyundai. The Tucson is now on par with the Sportage.

The most significant update are the fitment of two 12.3-inch screens housed within a single curved panel sitting atop the dashboard, similar to what you’ll find in flagship Sportage models. Both of these screens are crisp and responsive, while also providing support for wireless Apple CarPlay and Android Auto.

Elsewhere, there is a small new touch panel for the climate control. There are also physical temperature dials for the driver and passenger too, something that’s becoming less common nowadays. The Tucson also includes a wireless charging pad and a much nicer three-spoke steering wheel that the pre-facelift model.

Hyundai has shifted to a column-mounted gear selector, similar to what’s found in some of its EVs. It may take customers a little while to get used to, but it generally works well.

Photos Brad Anderson/Carscoops

The rest of the cabin is offers an abundance of space and the new Tucson is definitely large enough to carry four adults in comfort, or five at a pinch. The front seats are comfortable and I never experienced any discomfort even after multiple-hour stints behind the wheel.

Cargo space is rated at 582 liters (20.5 cubic feet) or 1,903 liters (67.2 cubic feet) with the second-row seats folded down. There’s also some small storage cubbies below the floor, including an area to stow the cargo blind.

All told, the cabin of the new Tucson is a nice place to spend time, and is a big improvement over the old model.

Smooth And Efficient Powertrain

Photos Brad Anderson/Carscoops

The SUV’s hybrid powertrain consists of a 1.6-liter turbocharged four-cylinder, an electric motor, and a 1.49 kWh battery pack. Unfortunately, Australia does not get the Plug-In Hybrid version that’s sold in the United States and which packs a larger 13.8 kWh battery.

Perhaps the most impressive thing about the Tucson Hybrid’s powertrain is just how smooth it is. Never during my week with the SUV did a experience any jerking or interruptions of power as it intelligently shifted between electric power and combustion power, as can happen in some hybrids. It all works seamlessly in the background.

While this is nice, there’s no way to adjust the way the electric motor and the 1.6-liter are working. For example, the Tucson Hybrid doesn’t offer an EV-only mode like the PHEV, nor is there is an option to switch solely to combustion power to charge the battery.

Admittedly, functions like this are usually reserved for plug-ins, not traditional hybrids, but it would be nice to have the option to drive purely on electric motor, even if only for short distances.

On paper, the Tucson’s powertrain packs an impressive 231 hp (172 kW) and 271 lb-ft (367 Nm) of torque, two very respectable figures for a vehicle in this class. Pin the throttle and the electric motor and engine fire to life, resulting in a solid 0-100 km/h (62 mph) sprint of 7.2 seconds.

Read: Over 42,000 Hyundais Need Wiring Fix For Rollaway Risk

However, the Tucson isn’t the type of vehicle that wants to be driven by the scruff of the neck. Most people will opt for the hybrid because of the efficiency. Hyundai says the Tuscon Hybrid sips just 5.3 l/100 km (44.3 US mpg) over the combined cycle. We weren’t able to match that, averaging 6.2 l/100 km (37.9 US mpg).

A key reason for this is that we spent most of our time cruising on highways, meaning the SUV had little chance to putter around in EV-only mode as it often does at low speeds. It proved a little thirstier than the Qashqai Ti e-Power I tested last year over the same route, averaging 5.8 l/100 km (40.5 US mpg).

One feature I was particularly fond of was the adjustable regenerative braking. It works just like it does in Hyundai’s EVs, and offers three different levels of regen, operated through the paddle shifters behind the steering wheel.

Unfortunately, there’s no one-pedal driving mode, like an EV though. Additionally, the brake regen only works in Eco mode. In any other mode, the paddle shifters are used to change gears. That means you can’t drive in Sport mode and use regen, for example, which is a shame.

Another annoyance is the column-mounted shifter. It works well enough, but you cannot move between Park and Reverse unless the Tucson is completely stationary and the brake is firmly pressed. This can make parking and three-point turns a little annoying, as you have to come to a complete stop between shifting gears.

The six-speed automatic is good but in the modern age, it feels a little antiquated and would benefit from a couple of extra gears.

Verdict

The updated Hyundai Tucson takes what was already a very solid option, and makes it even better with a nicer interior. However, the flagship Hybrid version we tested is quite costly, and as is so often the case, we suspect one of the models sitting in the middle of the range will be the best option for most shoppers.

Photos Brad Anderson/Carscoops

Chevy’s midsize pickup isn’t just holding its own – it’s thriving. In a market dominated by bigger, flashier trucks, that’s no small feat. While full-size trucks tend to soak up the spotlight, the Colorado has steadily carved out a following by getting a lot of the fundamentals right.

Last year alone, Chevrolet moved 98,012 units of the Colorado, an impressive 37.9 percent increase over 2023. Not bad for a platform that hasn’t had a full overhaul in years. So how does a mid-size truck stay relevant long enough to outsell the Jeep Gladiator and Ford Ranger combined? Fresh trims like the one pictured here certainly help.

This is the Bison, the most capable and well-equipped member of the Colorado lineup. It takes everything the ZR2 already offers and layers on even more kit aimed squarely at serious off-roaders. Go for the standard ZR2 and you’ll get a lift kit, rock sliders, and a few other key upgrades we’ll get into shortly. But to get the full setup you see here, you’ll need to add the Bison package on top.

QUICK FACTS

The result is a truck that certainly looks like it can go just about anywhere. To find out if that was really true, though, we spent a full week with one and didn’t keep it on the pavement. Instead, we spent multiple days taking this truck in places some owners will never dare: deep off-road, where the only way out is through. 

Styling

Photos Stephen Rivers for Carscoops

Take one glance at the Bison and it’s clear that we’re not dealing with an everyday work truck. It’s full of bulges, flares, vents, and more. Having tested several trucks this year, including the Ram RHO, I can attest that this thing turns as many, if not more, heads than the rest. 

Under the aggressive-looking hood is the same 2.7-liter turbocharged four-cylinder you’ll find in every other Colorado. That means it makes 310 horsepower and 430 lb-ft ( Nm) of torque. 

Is it a letdown that this ‘ultimate Colorado’ makes the same power as the base ‘Work Truck’ trim? Yes. Still, it moves just fine as is with the help of an eight-speed automatic gearbox and standard four-wheel drive in this guise. 

That said, it’s also worth noting that the Colorado, regardless of trim, is only available with a crew cab and a short bed. Sure, that limits just how much truck stuff one can do with it, but Chevrolet clearly thinks it’s what buyers want, otherwise, it would’ve kept other options around. 

Despite that, the rest of the stats on paper are solid. The Colorado ZR2 Bison can tow as much as my 2010 Ford Flex, 5,500 pounds, and has a 1,160-lb payload capacity. 

Interior

Packaging is a funny thing in the truck world. As I write this, I have a heavy-duty truck in the garage for testing. It has less cabin space than the Colorado, where I found no issue with headroom, legroom, knee room, or any other type of room. The Bison doesn’t give up anything in its interior for its extra capability externally. 

In fact, as the flagship version, it’s filled with bits and bobs that truck lovers will appreciate. The steering wheel is simple and straightforward. The switchgear feels and looks cheap, but it gets the job done. The center control stack is largely problem-free as it features several physical knobs and switches for easy use. 

They include both the climate settings along with several extra functions like differential lockers, lane-keep assist, and even a button that controls all the windows at once. An additional AUX switch is sitting there, prewired for whatever extra gear one might want to add after purchase. The drive-mode knob takes a little getting used to as it spins to change mode but also has buttons to switch between 2WD, 4WD High, and 4WD Low. 

Photos Stephen Rivers for Carscoops

That said, it’s a handsome cabin with what appear to be very durable and attractive textures. The biggest gripe is the continued use of piano black plastic that collected dust so quickly that we couldn’t avoid it getting into the photos you’ll see here. The seats are supportive and comfortable, though a touch more lateral bolstering would be great. 

The rear seats are very basic, but they do come with similar upholstery schemes and contrast stitching. Occupants get access to power ports and climate vents. Beneath the seats, you’ll find the jack along with some additional storage space. 

The infotainment system features Google Built-In, which makes those who already use Android very happy. The system is fast, full of great features like real-time pitch and roll measurements, trailer controls, and Amazon Alexa. It and the digital gauge cluster are easy to navigate and provide a little bit of polish to this otherwise rugged pickup. 

Drive Impressions

The Colorado ZR2 Bison is as much of a driver’s pickup as you’ll find in the off-road segment. On pavement, where the vast majority of buyers will spend their time, it doesn’t feel out of its element. The engine is more than potent enough to get up to highway speeds and pass whenever prodded. It’s relatively nimble, it provides good steering feedback, and doesn’t dip and roll like so many of its predecessors. 

The DSSV Multimatic suspension here includes both position-sensitive dampers and jounce dampers. That means that they react not just to the terrain but cushion the entire vehicle should one find the limit of travel. They are shockingly good in just about every condition one could imagine. Zipping around a parking lot, they help the Colorado corner flat and maintain its line. 

Driving at a good clip off-road, one can switch to Baja mode, and the truck will do an incredibly convincing imitation of a trophy truck, soaking up sharp bumps with aplomb. Turn that drive-mode knob to Off-Road or Terrain, and the entire suspension becomes capable of things a contortionist would be impressed by. 

Photos Stephen Rivers for Carscoops

Take a look, for example, at just how much travel we got out of the Bison while climbing up a steep, uneven section of trail. Despite a huge rut and lots of slippery gravel, this beast of burden trundled through it effortlessly. On another pitch with even steeper terrain and more mud than gravel, the Bison didn’t so much as spin a tire despite having its huge 35-inch tires caked in mud. 

This really is one of the most capable pickups on sale right now, and it manages that with just a four-cylinder engine and sizing that has no connection to compensating for other shortcomings. Of course, it’s not perfect.

That engine is certainly more than powerful enough and is capable of achieving better fuel economy than the previously available V6.  Despite that, it’s dreadful to listen to day in and day out. I don’t remember the last time I tested a car that received so many unsolicited, less-than-positive comments from friends and family about its exhaust note. Would a V6 have sounded better? Who knows, but this thing drones at times, sounds strange at startup, and is otherwise nowhere near as inspiring as its exterior design suggests. 

Speaking of fuel economy, the Bison is flexible here. Over 166.4 miles, we achieved 14.7 mpg, which sounds rough compared to its 16 mpg claims, but keep in mind that much of our time behind the wheel was off-road. That said, a shorter 10.9-mile trip saw it achieve 19 mpg, so it’s possible to get decent mileage in the right conditions. 

The Biggest Drawback Of The Bison

Visibility is a major issue we need to discuss. From the driver’s seat, everything is fine. The mirrors provide solid blind-spot coverage when set to the SAE-standardized configuration. The issue is specific to the Bison, though, because it automatically comes with a 35-inch spare tire mounted on the driver’s side of the bed facing the cabin. 

That makes rearward visibility feel like a complete afterthought. I’m not saying it blocks 15-20 percent of one’s view. We’re talking roughly 60 percent of rearward visibility is just gone.  In fact, things got worse because when I first noticed this issue, I thought, “No worries, let me just flip on the digital rearview mirror, after all… this is the ultimate usage case for such a thing.” 

I was surprised to realize that the Colorado ZR2 Bison doesn’t get a digital rearview mirror but instead has the same old-school type you’d get in a 1990 Chevrolet Lumina. Thinking that this must simply be an accidental oversight, I jumped onto the Colorado configurator and, to my shock, couldn’t find the option to add a digital rearview mirror. 

At this point, I reached out to Chevrolet. Sure enough, it’s impossible to outfit what is, already in this spec, a $66,000 truck, with a digital rearview mirror even though there’s a feature that blocks one’s view of the things behind you. Onward I suppose, damn whatever would be in the rearview mirror if a giant tire wasn’t there. 

It’s worth noting that it’s absolutely plausible to remove the tire and just put it back on whenever you decide to go off-roading but then you don’t have a spare at all when, let’s say, you get a nail in a tire while cruising your local Bass Pro Shop.

Competition

The mid-size truck segment has never been as good as it is right now. The Chevrolet Colorado is just one of many available jewels in this bag. We’ve tested the GMC Canyon when it first came out and liked it too. The Nissan Frontier might be the weakest truck in the bunch, but it’s charmingly basic, and that’s exactly what some buyers need. It’s relatively inexpensive compared to the rest of the market and offers different cabs and beds, too. 

The Toyota Tacoma is notable because it offers not one but two off-road-focused trims in the TRD Pro and Trailhunter, with the former focusing on hardcore off-roading and the latter on overlanding. They’re both great – an They’re also both very expensive, with starting prices north of $66,000. 

At the end of the day, each of the available options feels like it has its own niche. The Frontier is an old-school truck available for less than most of the alternatives. The Tacoma has a huge spread of available trims and capabilities. The GMC Canyon is the posh version of the Colorado, and the Bison is Chevrolet blending a little bit of old-school simplicity with new-school tech. 

None of them are bad, and all have niche followers for good reason. The Ford Ranger Raptor might be the best of the bunch, though. While I haven’t gotten behind the wheel yet, our very own Brad Anderson has and says it’s an absolute hoot to drive. The numbers look great, too, since it offers lots of power and performance with a base price of just $57,765. Remember that figure. 

Pricing And Which One To Buy

Before moving on to final thoughts, we have to talk about pricing because it’s a huge piece of this truck. The ZR2 package starts at $51,295, and that’ll get you the Multimatic dampers, a 3-inch lift, fender flares, the Flow tie, and the off-road fascia. It also automatically includes 33-inch mud-terrain tires, rock sliders, 17-inch wheels, the drive-mode selector, and the 310 horsepower engine. 

Upping one’s choice to the Bison package tacks on an additional $11,700 for a total price of $62,995. Notably, one gets a lot for that cash, including 35-inch tires, beadlock-capable wheels, Multimatic jounce control dampers, the bed-mounted spare-tire carrier, and all of the AEV stuff. Is that a price I’d personally pay? No, and here’s why. The standard ZR2 is already wildly capable and has most of what one needs if they plan to off-road this truck. 

In addition, Chevrolet deserves a lot of credit here for allowing buyers to add in a lot of features as if they’re ordering off an à la carte menu. I’d get the ZR2 and then add tech bronze recovery hooks for $150, underbody cameras for $500, the tech package for $1,450, and the Multimatic jounce control dampers for $2,675. 

No, this build doesn’t include 35-inch tires, but it adds cameras that you won’t get on the Bison, can tow 500 pounds more, and costs just $56,070. At that price, it undercuts Toyota’s Tacoma Trailhunter and TRD Pro significantly without losing much in the way of actual performance. It also happens to eschew hybrid componentry for those who prefer to avoid it. 

Final Thoughts

The Colorado ZR2 Bison is a genuinely fun truck. It’s wildly capable, it looks awesome, and it’s the right size for someone who is going to use it as a daily driver. At the same time, it’s very expensive when compared to its main competition, the Ford Ranger Raptor. Even the trimmed-down à la carte version we just discussed offers almost no savings over Ford’s wildest mid-size truck. 

On the other hand, when compared to trucks from Toyota, Nissan, and even GMC, the Colorado ZR2 is a better truck overall. Sure, the Bison will set you back almost as much as a Trailhunter or TRD Pro, but the point is that brand-faithful buyers now have a plethora of options. Of all the trucks I’ve tested so far this year, the Bison is the one I wish I could keep. 

Photos Stephen Rivers for Carscoops

Over the past couple of years, you’ve probably watched and read journalists and owners alike wax lyrical about the FL5-gen Civic Type R, with many proclaiming it to be the greatest hot hatch ever built. And this is as high a praise as Honda can get in this extremely competitive segment.

However, up until recently, the latest and supposedly greatest Civic Type R had escaped our grasp. That is, until we had the pleasure of living with one for two weeks, providing us with plenty of time to discover the ins and outs of it and see if it really is as good as everyone claims.

Review: 2019 Honda Civic Type R Does What No Other Hot Hatch Can

It’s no secret that, if there’s one carmaker that can push the hot hatch envelope to new levels, it’s Honda. Over the last 30 years, its Type R-branded models have been lauded for their crisp handling, raging four-cylinder powertrains, and track prowess that have forced rival brands to up their game, thus improving the class as a whole.

QUICK FACTS

Photos Brad Anderson/Carscoops

If Looks Could Kill

There’s no doubt Honda lifted the game with the FK8 Civic Type R. With the exception of the short-lived FK2 model that was only built for a few select markets, the FK8 was the first Civic Type R to adopt a turbocharged 2.0-liter four-cylinder rather than a high-revving naturally aspirated engine. It was brilliant, but the design was very controversial.

The brand has learned its lesson with the new car. The 11th-gen Civic looks much more refined than the old model, and this is carried through to the flagship Type R. It still looks aggressive, but it’s far more stylish. At the back, there’s a big wing, as you’d expect, but the rear just looks slightly more mature.

Up front, it’s the same story. Honda has managed to delicately refine some of the lines and shapes, while still maintaining an obvious sense of aggressiveness that makes it clear that this is not your dad’s or granny’s Civic.

Beneath the skin, the FL5 Civic Type R shares a lot in common with the old car. It’s based on the same basic chassis and uses the same turbocharged 2.0-liter four-cylinder and six-speed manual transmission. This is no slight at Honda, as the underpinnings of the old car did the job nicely, thank you.

While the looks of the car are much more agreeable than its predecessor, its price has been a matter of controversy since its launch. In Australia, it starts at AU$72,600 (~$47,400), which is roughly AU$13,000 (~$8,500) more than the old car. In the US, prices start at just a touch under $47,000, which is a whole lotta money for a Honda. This ain’t no badge snobbery – it’s just that, for the money, most buyers expect a posh badge to come with the rest of the package.

Photos Brad Anderson/Carscoops

A Premium Cabin

However, the price hike starts to make sense the moment you step inside the cabin of the Civic Type R. Not only does it have the best interior of any Civic ever, but it’s one of the classier cabins of any hot hatch.

Like the regular Civic, the Type R sports a more minimalistic dashboard with honeycomb-patterned air vents and physical controls for the HVAC system. There’s also a 9.0-inch infotainment screen, a new 10.2-inch digital instrument cluster, and a perfectly-sized steering wheel trimmed in Alcantara.

Elsewhere, much of the dash and door panels are made from soft-touch materials, adding to the premium feeling of the cabin. No doubt the centerpiece, though, are the front seats. Trimmed in bright red Alcantara, they may not be the Recaros you’ll find in some of the finer Hondas of yesteryear, but they are nonetheless superb. Few seats on the market offer the same combination of comfort and sportiness as those of the Type R. The bases are nice and soft, and the bolsters are big, holding you in place through corners. Complementing the seats is red carpeting; I just wish the rear seats were also red rather than black.

Speaking of the rear seats, the Civic Type R is, despite its size, actually a four-seater. That’s right, there’s no center seat at the rear, just a couple of cupholders. Although we suspect there aren’t many who will be ferrying around four passengers in their Type R daily, it’s something interested shoppers should consider.

Photos Brad Anderson/Carscoops

Honda’s infotainment system remains quite basic compared to some of the competition, but it does the job. It includes Apple CarPlay and Android Auto, but they need to be connected through an outdated USB-A port. A new feature of the FL5 model is Honda’s LogR track data logger. It displays all important vehicle metrics, including turbo pressure, oil temperature, coolant temperature, and a G-meter.

The digital gauge cluster offers a good amount of customization. Honda has even added a string of rev lights above the screen, adding to the race car feel of the Type R.

Cargo space is excellent. There is 410 liters (14.4 cubic feet) of space or 1,212 liters (42.8 cubic feet) with the rear seats folded down.

The Best Of FWD

Aussie-delivered Civic Type Rs pump out an impressive 315 hp (235 kW) and 310 lb-ft (420 Nm), and the car feels every bit as quick as those figures would suggest. It’ll run to 100 km/h (62 mph) in just 5.4 seconds and continue through to a claimed top speed of 275 km/h (171 mph). While we obviously couldn’t verify that top speed, we can confirm it accelerates just as hard as Honda says it will.

However, in our testing, it was no quicker at a roll than a Hyundai i30 N with its 276 hp (206 kW) and 289 lb-ft (392 Nm). That’s probably because Hyundai has long underquoted just how much grunt the N actually has.

Photos Brad Anderson/Carscoops

Much like the FK8, the latest Civic Type R feels like a more serious performance tool than some of its rivals, rather than one necessarily designed to provide the most giggles behind the wheel. As such, it misses out on a theatrical exhaust like an i30 N, Golf GTI, or Megane RS, nor does the engine itself produce much sound at all. Indeed, Honda has piped in some fake engine sounds, and annoyingly, it can’t be turned off, and only turned down in ‘Comfort’ mode. With a new intake and exhaust, I’m sure the Honda could feel a little more exciting.

Read: Honda’s Considering An Electric Type R, But Should It?

The driving experience is hard to fault. This Type R has the single best shifting feel of any hot hatch, by far – only a manual Porsche 911 GT3 can come close to matching it. The weighting is perfect, it’s beautifully precise, and the metal shift knob is brilliant.

Like other performance cars, the Civic Type R also rocks a superb automatic rev-matching function. It works faultlessly. My only gripe is that this feature can only be disabled by diving into the driver assistance settings and isn’t operated by a single button like some rivals. What’s more, the driver assistance settings menu can only be accessed when you’re at a standstill.

Another area where the Type R excels over its rivals is in steering feel. I have no idea what kind of wizardry Honda’s engineers performed when calibrating the steering, but they’ve absolutely aced it. When left in Comfort mode, it feels telepathic, and it’s easy to discern what the front wheels are up to at any given moment.

While I loved the FK8 Civic Type R, one function it was desperately missing was any kind of custom mode to adjust individual settings. Honda has solved this with the new Type R. The car includes a configurable ‘Individual’ mode where you can adjust the engine, steering, suspension, engine sound, rev matching, and gauge cluster. However, as mentioned, the fake engine sound and rev matching can’t be switched off through here.

For perfectly smooth roads, keen drivers would be wise to switch into +R mode. It turns everything up to its keenest and most aggressive setting, but makes the steering too heavy and the suspension a little too soft. As such, I drove primarily in my preferred Individual mode with the steering and suspension in their Comfort settings.

Photos Brad Anderson/Carscoops

The Honda’s engine needs to be revved over 3,500 rpm, as below that, there’s hardly any power on offer at all. Build the revs, however, and the car surges forward without a hint of torque steer. Honda’s Dual Axis struts work wonders in eliminating this all-too-common trait of power front-wheel drive hot hatches.

Meanwhile, the limited-slip differential hooks into the road, and flings you into corners without a worry in the world. I have no doubt the Civic Type R can corner harder than some all-wheel drive rivals. This is no doubt helped by the fact that it comes standard with chunky 265-section Michelin Pilot Sport 4 S front and rear tires, whereas most of its rivals have to make do with 225 mm or 235 mm tires.

The downside of these chunky tires is that the Honda does produce quite a lot of road noise, particularly on coarse highways, with which we spent a lot of time on while reviewing the Civic Type R.

Verdict

Going into my time with the car, I knew it would be good and capable of speeding up a mountain pass as quickly as pretty much anything else on four wheels. What I didn’t expect was how comfortable it would be as a daily driver. Adaptive shocks come standard on the car, and left in their Comfort mode, the car soaks up bumps and imperfections in the road beautifully.

Then there’s the all-important question of all: Is the Civic Type R more fun to drive than some of its rivals? Despite all its charisma, I really don’t think so. Cars like the Hyundai i30 N and Toyota’s GR Yaris and GR Corolla are more boisterous than the Honda, with the i30 N clearly more focused on thrills than the Type R, albeit at the expense of outright performance and lap times. The GR models are perhaps a happy middle ground between the two. But for those in the market for the ultimate front-wheel drive hot hatch, the Type R is the obvious choice.

Photos Brad Anderson/Carscoops

There’s a lot that goes into making a legitimate supercar. First and foremost, a supercar needs to be wide and low, have flamboyant styling, should be mid-engined, and must offer extraordinary performance. However, there’s more that makes a supercar than sheer performance and styling.

Cars like these need to be the type of vehicle that kids will drool over, take pictures of, and use as smartphone wallpapers. They need to be on posters on bedroom walls. They need to spark excitement, imagination, and give kids the drive to perhaps have the opportunity to drive or own in the future. Supercars are a lot of things, but is the 2025 Chevrolet Corvette E-Ray a proper supercar?

Read: 2025 Corvette Stingray Convertible Review – Still The Best American Sports Car

Yes, it absolutely is. After recently living with one for a week, it ticks every box to fulfil the supercar criteria, taking the already impressive Stingray and boosting it to all-new heights. With no real competitors at its price point, it’s a no-brainer for those looking for a high-performance car that won’t cost as much as a house.

QUICK FACTS

Photos Brad Anderson/Carscoops

Chevy started selling the E-Ray in Australia late last year, introducing it alongside the more track-focused Z06. Prices start at AU$275,000 (~$177,000). Obviously, this is not an affordable car by any stretch of the imagination. This starting price is well above the ‘regular’ C8 Stingray range that kicks off from AU$182,000 (about US$116,800) locally. It’s also well up on the $104,900 starting price of the E-Ray in the US, which works out to be the equivalent of just AU$161,000 (US$104,000).

Despite costing a lot more Down Under than in its home market, the Corvette E-Ray still manages to massively undercut its closest competitors. Perhaps its most direct rival is the McLaren Artura, which, like the E-Ray is also a hybrid. Prices for it start at AU$477,310 (US$306,400), meaning you could have a Stingray and an E-Ray for less than one Artura.

Perhaps a slightly more off-beat competitor to the Corvette E-Ray is the new Porsche 911 Carrera GTS T-Hybrid, but even it is way pricier, starting at AU$381,200 (US$245,000). While the E-Ray may not have a regular supercar price tag, it certainly has the performance.

What Makes It Special?

Much like the Stingray, Chevy’s fabulous LT1 6.2-liter naturally-aspirated V8 is still positioned behind the passenger compartment. However, there’s now also a small 1.9 kWh lithium-ion battery pack and an electric motor delivering 160 hp (119 kW) and 125 lb-ft (169 Nm) of torque. This motor, combined with the V8, which itself pumps out 495 hp (369 kW) and 470 lb-ft (637 Nm), gives the E-Ray a meaty 655 hp (488 kW) and 594 lb-ft (806 Nm) of torque. That’s just 36 hp (27 kW) less than the McLaren, but is 121 hp (90 kW) more than the first hybrid Porsche 911.

The performance delivered by the Corvette E-Ray is truly absurd. Unlike every other ‘Vette to come before it, the E-Ray funnels its power through all four wheels, while retaining the eight-speed dual-clutch transmission as other C8 models. For anyone who denies the Stingray as being a proper supercar, the E-Ray is a different beast entirely.

In the US, Chevy boasts the E-Ray can hit 60 mph (96 km/h) in 2.5 seconds, but in Australia, it has a quoted 0-100 km/h (62 mph) time that’s a little more realistic: 2.9 seconds. After playing around with the Performance Traction Management system and making tweaks to the rpm and slip found in the launch control settings, we recorded a best, GPS-verified time of 2.88 seconds in the sprint to 100 km/h, while also running multiple 2.89-second times.

Photos Brad Anderson/Carscoops

A quick note. Like the Stingray, the E-Ray has an onboard acceleration timer, but as with others in the industry, it’s wildly optimistic. Each time we recorded sub-2.9-second sprints to 100 km/h, the onboard timer displayed a time of 2.2 seconds.

The E-Ray’s verified times eclipse the Artura, which is rear-wheel drive only. Despite being all-wheel drive, getting the E-Ray to hook can be a challenge, as the rear wheels will momentarily lose traction on all but the best road surfaces. When it does hook, the forces push your head back into the seat, and it snaps through the gears with ferocity. It’s borderline frightening how quickly this thing builds speed in a straight line, and this isn’t quite something the Stingray can match.

Rolling acceleration is equally as absurd. A run from 60-120 km/h is dealt with in just 1.99 seconds, pulling from 2nd gear and into 3rd. Aiding in the insane straight-line speed of the E-Ray are massive 345-section Michelin Pilot Sport 4 S tires at the rear, and 275-section tires up front.

Chevy says the E-Ray has been “designed for all-season performance,” but that does not mean it can deliver all of its performance in the rain. Indeed, as it remains predominantly rear-wheel drive, it’ll spin up the rear wheels if you even look at the throttle with a little too much intent.

It Handles, Too

In adding a battery pack, electric motor, bigger wheels and tires, and the same widebody package as the Z06, the E-Ray gains 254 kg (560 lbs) over the Stingray, tipping the scales at a portly 1,781 kg (3,926 lbs). Make no mistake, this added heft is easy to feel through the corners, but if anything, it actually makes the car feel more planted on the road than the Stingray.

Photos Brad Anderson/Carscoops

Of course, the big tires and all-wheel drive contribute to the added confidence you get through the bends, but the E-Ray also has a bit more weight up front, sporting a 41/59 front-rear weight distribution compared to the Stingray’s 40/60. It’s not the type of car you’d dare explore the limits with on the road, and doing so would require some serious track time.

Read: 2026 Corvette Trades Buttons for Screens

The soundtrack of the E-Ray is also quite interesting. Chevy’s engineers were clearly eager to emphasize the point that this is a hybrid and have pumped in some artificial EV sounds under hard acceleration. The electric motor-inspired sounds combine with the 6.2-liter V8 to produce a cacophony of noise that’s truly addictive. It also sounds a little like a supercharged V8, complete with that whine we all know and love.

Perhaps somewhat disappointing is the fact that the V8 of the E-Ray doesn’t sound as good as it does in the Stingray. One of the things I loved about the Stingray when I drove it a few months ago was the incredible whipcrack sound it would make during upshifts at full throttle. The E-Ray doesn’t deliver this same sound, which is a shame. As if anything, it should have sounded even more raucous than the Stingray. I suppose the Z06 with its 5.5-liter naturally-aspirated flat-plane crank V8 does that job well enough.

Photos Brad Anderson/Carscoops

All Corvette E-Ray models sold in Australia come standard with the ZER Performance Package that adds the aforementioned sticky Michelin tires and different suspension tuning. A set of huge Brembo carbon ceramic brakes also comes standard across the E-Ray family.

Magnetic Ride Control 4.0 suspension is also equipped on all E-Ray models and adds the Performance Traction Management system. The E-Ray could be used as a daily driver, although even in the most comfortable suspension mode, it remains quite firm. Additionally, the huge tires are prone to tramlining over undulating surfaces and often hook into cambers during turns, tugging at the steering wheel.

Is It Efficient?

Fuel efficiency is better than we expected. We averaged 15.7 l/100 km (equal to 14.9 US mpg) during our time with the car, and while that’s well above the claimed 11.5 l/100 km (20.4 US mpg) over the combined cycle, we drove it most in urban settings and on mountain roads. As with the Stingray, highway efficiency is excellent, and it will happily sit around 8.0 l/100 km (29.4 US mpg). This is thanks to the fact that it operates in V4 mode a lot, even more so than the Stingray.

Review: The 2025 Subaru BRZ tS Review Is A Blast For The Young And The Young At Heart

The E-Ray also has an EV-only Stealth mode. When you jump inside, you can toggle the driver mode select and select Stealth mode, which will fire up the ‘Vette on electric power alone for 5-6 km (3-4 miles). I used it every morning when leaving my neighborhood, eager not to wake everyone with the thunderous V8.

However, there were a couple of times when the V8 fired into life when I wasn’t expecting it. It’s also a shame you can’t switch to Stealth mode while on the move, so while you can creep down your street when heading out, you can’t do the same when coming home.

The Intangible

Clearly, the performance of the E-Ray makes it fitting of the supercar moniker. But, it’s also the way that people react to seeing it that makes it a certifiable exotic.

During my time with the car, it turned heads everywhere I looked. People walking their dogs would stop and stare in amazement. Even their dogs would look. On multiple occasions, I drove past crowds of people urging me to rev it, to which I happily obliged, pulling in both paddles that let you free-rev the V8.

However, it’s the way teenagers and kids react to the Corvette E-Ray that best exemplifies its status. While washing it outside my house, two kids on bikes rode past and commented how awesome it was, before proceeding to snap photos of it. While cruising past a local playground, two teens started chasing after me, yelling and screaming in excitement as the V8 rumbled past, all while their dads stared on gleefully in the background. Those are the types of reactions that only authentic supercars can get.

Photos Brad Anderson/Carscoops

A Familiar Interior

The cabin of the Corvette E-Ray is mostly the same as the standard Stingray. I’ve always liked the layout of the C8’s interior, regardless of how controversial it may be. However, it does not feel quite as premium as some European alternatives, particularly those from Stuttgart.

Key upgrades featured on the E-Ray we tested compared to the Stingray included a raft of carbon fiber parts, including on the steering wheel and door panels. It was also equipped with the Competition Sport seats, which I don’t like as much as the slightly larger and more comfortable GT2 seats that the C8 is also available with. The cabin also feels quite cramped, but the bright yellow seatbelts were a nice touch.

At this price point, some of the switchgear feels cheap. The plastic buttons on the steering wheel feel like they could have come from a Chevy Cruze, as do the window switches.

An aspect of the cabin that’s undeniably impressive is the Bose audio system. Packing 14 speakers in what amounts to a tiny cabin, it provides exceptional clarity and great bass, drowning out all the tire roar and the sounds of the V8. The relatively small 8.0-inch infotainment screen isn’t great, but it does offer wireless support for Apple CarPlay and Android Auto.

Since we drove the E-Ray, Chevy has updated the C8 for 2026, ditching the wall of buttons, enlarging the infotainment screen, and adding a third display. Opinions on it seem split, but we’ll reserve judgment for now.

Verdict

Chevy took a gamble developing its first all-wheel drive and first hybrid Corvette. It could have been excused for downsizing its engine and relying heavily on electric power. However, it hasn’t done that. This still very much feels like a V8 supercar, albeit one that gets some added shove and traction from the electric motor up front.

Not everyone loves the design of the C8, but it turns heads unlike any other Corvette before it. The E-Ray ticks all the important boxes to be a legitimate supercar and it feels special every time you get behind the wheel. It’s brilliant. But, is it the best C8 to buy? I’m not so sure. The Stingray is AU$93,000 (about US$59,700) cheaper, looks just as exotic, has the same interior, and offers most of the same driving thrills. That’s where my money would go.

Photos Brad Anderson/Carscoops