The camouflage is starting to come off the redesigned Kia Seltos.
It features a boxier, but evolutionary design with streamlined styling.
The model is expected to debut next year with a hybrid powertrain.
The Seltos plays an important role in Kia’s lineup and Americans snapped up nearly 60,000 units last year. However, it’s getting old as the current model was introduced in 2019.
Kia is now working on a redesigned crossover and it has been spied undergoing testing in Europe. While it’s still wearing plenty of disguise, the heavy cladding has come off and this reveals an assortment of new details.
One of the most noticeable changes is an upright front fascia that appears to echo newer models such as the Sportage, Sorento, and Carnival. It features a wide grille that is flanked by stacked LED headlights. Further below, the crossover has been equipped with a boxier bumper and an expansive intake that is broken up by a centrally-mounted sensor.
Continuing further back, we can see a stylized hood and expressive fenders. They’re joined by a relatively flat roof and a familiar greenhouse. The crossover also appears to have grown a bit, although it’s hard to be certain at this point.
While the rear end is heavily disguised, we can see the license plate recess has been moved from the liftgate to the bumper. We can also get a glimpse at taller LED taillights that appear to mimic those found on the EV5.
Baldauf
Kia has been tight-lipped about the model, but it’s expected to debut next year and be offered with a hybrid powertrain. It will presumably be the 1.6-liter turbo system that the Hyundai Motor Group announced in April. At the time, the company said the powertrain would improve fuel efficiency by more than 4%
The Hyundai Motor Group also announced an e-AWD system. It features a rear-mounted electric motor to provide all-weather traction as well as improved performance.
If those developments weren’t interesting enough, the Seltos is expected to be offered in Europe for the first time. It will also be available in a variety of other markets as crossovers are king.
Our spy photographers spotted what appears to be the successor of the Mustang Shelby GT500.
The prototypes feature heavy camouflage, hiding the redesigned bumper, hood, and wide fenders.
According to the latest reports, the GT500’s replacement will enter production later this year.
Ford isn’t finished tuning the Mustang’s performance portfolio just yet. As the current lineup stretches from the base EcoBoost coupe to the track-obsessed GTD, a new model is sneaking its way into the mix. It looks like the next Shelby GT500 is in the works, and it could slot perfectly between the Dark Horse and the GTD for 2026.
These fresh spy shots reveal camouflaged prototypes, confirming that we’re moving past the early mule phase that borrowed pieces from the Dark Horse. These newer test cars appear to be wearing production bodywork, though Ford’s engineers are still keeping key styling elements under wraps with heavy cladding. Even so, some standout features are already poking through.
Aggressive Design, Familiar Footprint
Up front, expect a boxier bumper with bigger intakes, a pronounced hood bulge, and wider fenders that give the car some extra muscle. The prototypes are rolling on a set of Pirelli P Zero R tires measuring 305/30ZR20 at the front and 315/30ZR20 at the back — the same sizes found on the last Shelby GT500. The wheels themselves appear to be unique to this model, likely designed for both aesthetics and performance.
Around back, the car is wearing a fixed rear wing borrowed from the Mustang GT Performance. It looks temporary, as does the current quad-exit exhaust setup, which probably won’t survive in this form for production. A more dramatic spoiler and revised rear bumper seem likely. As for what it’ll be called, there’s still no confirmation whether the GT500 name is sticking around or if Ford will roll out a new badge.
More Power, Less Mystery
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The first reports about a successor to the Shelby GT500 surfaced earlier this year when a leaked UAW document mentioned a high-powered Mustang entering production in late 2025. That model was linked to a powertrain codenamed “Legend,” which reportedly builds on the supercharged 5.2-liter V8 found in the F-150 Raptor.
The latter will reportedly be an upgraded version of the supercharged 5.2-liter V8 found under the hood of the F-150 Raptor. If that’s the case, power output will likely surpass the 760 hp (567 kW / 771 PS) of the previous Shelby GT500, getting closer to the 815 hp (608 kW / 826 PS) of the current Mustang GTD. It is also safe to assume that Ford Performance will upgrade the chassis compared to the Dark Horse.
While this GT500 effort appears to be a Ford Performance product, it’s worth remembering that Shelby American is still busy tweaking Mustangs on its own. The GT350, now offered exclusively by Shelby rather than Ford, gets chassis, styling, and performance upgrades, with the most hardcore GT350R version reaching up to 830 hp courtesy of a Whipple supercharger.
More details about the GT500 successor should drop in the coming months, especially as Ford inches closer to the rumored late-2025 production timeline. Until then, we’ll keep watching the camo cars for more clues.
This Model 3 wears a gold finish that even covers the roof and rear window.
Tesla added multiple new exterior cameras to this curious prototype vehicle.
Could be a Cybercab test mule or an early version of Tesla’s upcoming robotaxi.
Tesla’s robotaxi ambitions appear to be moving from concept to curb, with autonomous testing expected to begin later this month on the streets of Austin, Texas. Meanwhile, a curious-looking Model 3 prototype spotted in San Jose is stirring up speculation. Whether it’s a one-off experiment or a cleverly disguised test mule for the upcoming Cybercab, one thing’s clear; it’s not your typical Tesla.
The prototype was recently caught on video in a public parking lot in California and was wearing Texas manufacturer plates, meaning this was definitely not a privately owned car. Just like the Cybercab Tesla showed several months ago, the entire exterior of the prototype is finished in matte gold, which could be either a wrap or paint. The gold extends across the special aero covers on the wheels and even blocks out the entire rear window and the glass roof.
There are some other interesting things going on with this particular Model 3.Up front, a new camera juts out from the bumper, and on the sides, the usual integrated cameras have been swapped for makeshift units crudely screwed into the quarter panels. Another additional camera has been tacked onto the trunk lid, rounding out the prototype’s growing collection of eyeballs.
Perhaps leading credence to the theory that this is a test mule for the Cybercab is that the rear side windows have been blanked out, and sitting behind them are fixed camera units. The Cybercab showcased by Tesla last October had cameras in this very same position, unlike any other current Tesla model. Curiously, the B-pillar trim was missing from this car.
Unless, of course, you know, someone at Tesla decided that the same genius move that replaced turn stalks with steering wheel buttons should be extended to axing the glass roof and rear window for the sake of efficiency.
Tesla chief executive Elon Musk has said that production of the Cybercab will start before 2027, and indicated that prices will kick off from less than $30,000. Those are audacious targets, particularly for a carmaker like Tesla that is so well known for missing its production targets.
Opel is hellbent on getting us excited about its new electric Mokka GSE.
GSE shares its platform and powertrain with Alfa Romeo’s Junior Veloce.
The Mokka’s single-motor, front-wheel drive setup should deliver 278 hp.
Different automakers have very different approaches to disguising their prototypes. While Hyundai loves to hide its upcoming cars under black sheets containing foam blocks to obscure the shapes below, Opel’s Mokka GSE could’t be more desperate to attract attention if it streaked naked across the pitch at last weekend’s Champion’s League soccer final.
The luminous yellow and black wrap and prominent ‘OMG!’ lettering on this sporty crossover tie in with a teaser campaign Opel released earlier this month designed to raise awareness of the brand’s latest GSE model, and also a change of direction for all future GSE cars.
Previously offered only with hybrid powertrains, the sporty GSE badge will become an exclusively electric affair, and the first GSE EV is the Mokka seen in these pictures. A range-topping trim for the existing electric Mokka crossover, it’s Opel’s equivalent to the Abarth 600e and Alfa Romeo Junior Veloce, all three being built on the same Stellantis platform.
Though Opel hasn’t confirmed specs for the production GSE, it’s already told us the version it’ll use in rallying has a single, front-mounted motor that makes 278 hp (207 kW / 280 PS) and 345 Nm (255 lb-ft) of torque, which matches exactly the spec of the Abarth and Alfa. Abarth also offers a less potent version of the 600e with 237 hp (240 PS / 175 kW), which takes 6.1 seconds rather than 5.8 seconds to reach 62 mph (100 kmh), though we don’t know whether Opel will give buyers the same option.
Photos Baldauf
Based on what we know of its two Italian cousins, the GSE gets a 54 kWh (51 kWh usable) battery that’s going to prove too small for anyone with an aversion to charging stations because it’ll only be rated for around 200 miles (320 km) of range and the charge rate tops out a miserable 100 kW.
Big wheels shoulder some of the blame for the poor range, but they do fill the arches nicely, giving the GSE a great stance. The bumpers are only slightly more aggressive than the ones on the stock Mokka, and overall, despite the yellow brake calipers, this is definitely a less showy EV than the Alfa Junior, suggesting the ‘OMG’ graphics might be slightly over-egging things. But we can expect to see some GSE graphics and a sportier look to the interior when Opel finally peels back the wrap in the next month or so.
Facelifted Porsche Cayenne prototypes are putting on some test miles.
Upgraded ICE-powered SUV has a mouth full of vertical cooling slats.
A Cayenne EV debuts next year, but ICE versions will live past 2030.
Porsche will add to its EV portfolio next year when it launches the Cayenne Electric, the first battery-powered version of its best-selling model. But to ensure the Cayenne remains in the number one spot, and sales don’t fall off a cliff, Porsche is keeping the combustion version alive with the help of a very familiar facelift.
The Cayenne was substantially refreshed for 2024, and although the visual changes weren’t immediately obvious, the technical ones were pretty substantial and included the return of V8 power to the mid-ranking S and a big infusion of interior tech. The update was part of Porsche’s plan to keep the Cayenne alive long after its EV brother had begun appearing in showrooms, and another facelift is the next step.
911-Inspired Styling Cues
This time around Porsche’s designers have looked to the latest 911 for inspiration, adding the same kind of vertical cooling slats to the outer parts of the front bumper that we were introduced to through the first hybrid 911, the 2024 GTS. If they function in the same way as the 911’s do, those electronically-controlled slats will automatically close to improve aero efficiency or open to blast the radiators with a hit of cooling air when you’re working the engine hard.
The horizontal bars placed in front of them on this prototype are just part of the disguise and won’t be present on the production Cayenne, which is why the thin DRL strip that’s normally horizontally mounted has switched to a vertical position in the side of the bumper. It’s worth noting that this whole bumper design might be specific to just one, or perhaps a couple of trims, and that lower-grade Cayennes might get a different look altogether.
Credit: SHProshots
Other tweaks introduced for the 2024 refresh, such as the squarer headlights, are carried over, and we don’t imagine Porsche will make too many changes to the interior, either. The current dashboard already has the current Porsche family look as part of the last refresh that brought a toggle gear shifter, full digital instrument cluster and an optional passenger-side infotainment touchscreen.
More Power, More Options
The revised Cayenne and Cayenne Coupe will probably debut for the 2027 model year with a similar engine lineup to today’s SUV, but with a smidge more power and a few extra range miles for the hybrid models. And by that time Porsche will also have unveiled the Cayenne Electric, giving buyers of its best-selling badge more choice than they’ve ever had.
Genesis’s GV60 Magma has been spotted testing minus a big chunk of disguise.
The exposed front end reveals the large bumper grille and three extra grille vents.
Hyundai’s 641 hp Ioniq 5 N supplies the dual-motor hardware for the Magma SUV.
Considering it’s the most premium brand in the Hyundai Group, it’s strange that Genesis has waited so long after Kia and Hyundai delivered their own performance EVs to jump in on the action. But the automaker’s first fast EV is almost ready to drop and thanks to a fresh set of spy shots we now know how it’ll look.
New pics taken in Europe show a GV60 Magma prototype testing minus its usual front-end disguise. In previous spy images the first car from Genesis’s new Magma performance sub-brand was either wearing a full set of black vinyl covers or, as on a recent Nurburgring outing, a swirly camo wrap.
This time it’s mostly covered in the trash bag disguise but the front end is completely uncovered, giving us a clear view of the entire grille and bumper arrangement. The pics confirm that the production Magma will stick close to the design of the 2024 Magma concept, with a big double-deck mesh grille taking up most of the bumper and three additional lozenge-shaped vents mounted above.
Although the GV60 is an EV, and so doesn’t have the same cooling requirements as a combustion car, Genesis’s reason for losing the front camouflage must be cooling-related – particularly since the prototype was towing a trailer.
Credit: SHProshots
Like the concept, this test car has small canard aero fins on either side of the bumper. And we wouldn’t pay too much attention to the current location of the license plate – judging from the various slots and subtle cutouts in the bumper, production EVs will have their plates mounted below the three mini vents, not above.
The small 911 GT3 RS-style vertical fins we noticed behind the front wheels during a Nurburgring test are present, though whether they’ll end up body color or black, as seen here, we don’t yet know. The concept’s arch trims were color-coded, but they had a different design featuring two slim vents behind each front and each rear wheel.
The GV60 is built from the same E-GMP component set as the Hyundai Ioniq 5 and Kia EV6, and will share much of its hardware with the N and GT performance versions of those cars, including an 84 kWh battery.
GV60 Magma concept (credit: Genesis)
But intel suggests Genesis will make up for being late to the party by pushing power beyond the 641 hp/650 PS (on overboost) its sister cars generate. The Magma could generate close to 700 hp (710 PS) while still offering the same simulated gearshifts that have helped make the Ioniq 5 N such a hit with enthusiasts. The N is good for zero to 60 mph (97 kmh) in a claimed 3.3 seconds, and the Magma could potentially prove even quicker.
Given that the concept made its debut at last July’s Goodwood Festival of Speed it’s highly likely the production car will be unveiled at the 2025 event, and Genesis has already said it plans to start production in Q3 of this year.
BMW’s electric M3 has been spotted with minimal disguise for the first time.
The prototype dropped the previous riveted arches for real, one-piece fenders.
A quad-motor drivetrain should deliver 700+ hp and torque vectoring capability.
BMW’s Neue Klasse 3-series sedan is just around the corner, but barrelling up to the next curve down the road, and coming in hot, is its M3 brother. The M3 will be available with both electric and ICE power, and our spy photo team has has papped the EV (possibly named the iM3, following a recent BMW trademark) wearing its fat production fenders and no distracting M-color camouflage for the first time.
Although we’ve seen electric M3 test cars before, they’ve always been fitted with riveted arch extensions or fender graphics that make it hard to see what the shape of the rear quarter panels. But now we get to see the true contours of the real fenders that will add more than 3 inches (76 mm) of girth versus a stock i330 sedan.
The extra width of the front fenders is fairly subtle, though combined with the suspension drop gives the M3 a much lower, wider and meaner look than the i330 prototypes we’ve seen. But there’s no missing the rear-end makeover. Those new swollen fenders are huge, meaning the charging flap on the nearside rear quarter lies almost at 45 degrees.
How do we know this is the electric M3? There’s the lack of tailpipes, of course – we see a diffuser for the first time on a prototype – but that’s not the only clue. Electric versions of the Neue Klasse 3-series, including the M3, have a much shorter gap between the front door and front wheel arch opening, a more sloping windshield and a forward-angled window post in the middle of the rear door. On combustion-powered NK Threes, which get an updated version of today’s 3-series’ CLAR platform, rather than the Neue Klasse architecture, that window post is vertical.
Though this M3 prototype gives us a look at the production fenders, it’s still keeping plenty of secrets – it won’t be launched for at least 18 months, after all. The front and rear bumpers remain literally under wraps and we’re yet to see the final design for the front and rear lights.
But one shot showing a glimpse of the interior through the passenger window confirms the presence of the same Panoramic iDrive centrally-mounted tablet touchscreen and full-width head-up display at the base of the windshield that BMW showcased at CES in Las Vegas at the beginning of 2025.
Under the skin the electric M3 will have as many as four electric motors delivering just over 700 hp (710 PS) in standard form, while the ICE version will get a mild-hybrid six-cylinder engine.
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?
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
› Model:
2025 Chevrolet Corvette E-Ray
› Starting Price:
AU$275,000 (US$177,000)
› Dimensions:
4,699 mm (184.6 in.) L
2,025 mm (79.7 in.) W
1,235 mm (48.6 in.) H
2,722 mm (107.2 in) Wheelbase
› Curb Weight:
1,781 kg (3,926 lbs)*
› Powertrain:
6.2-liter V8 / single electric motor
› Output:
655 hp (488 kW) / 594 lb-ft (806 Nm) combined
› 0-62 mph
2.8 seconds
› Transmission:
Eight-speed dual-clutch
› Fuel Economy:
15.7 l/100 km (14.9 US mpg) as tested
› On Sale:
Now
*Manufacturer
SWIPE
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.
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.
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.
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.
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.
