Kia is preparing to launch a refreshed version of the aging Stonic small crossover SUV.
The updated model will adopt styling cues from Kia’s latest EV design language.
The facelifted Stonic will stay on sale as a gas-powered alternative to the upcoming EV2.
As Europe’s appetite for compact crossovers continues to grow, automakers have to work harder to stand out in an increasingly crowded field. Kia, having already previewed its upcoming EV2 electric crossover earlier this year, is now turning its focus back to a more familiar nameplate. The aging Stonic is next in line for a significant refresh to keep it relevant in the competitive B SUV segment.
Originally launched in 2017, the Kia Stonic shares its platform with the Rio hatchback. It received a light update in 2020 that brought mild-hybrid tech and some modest design details. Now, a more substantial overhaul is on the way to help bring the Stonic closer to Kia’s electric lineup in both looks and tech features.
Familiar Profile, Updated Details
Our spy photographers caught a heavily camouflaged prototype of the 2026 Kia Stonic during development testing in Germany. Up front, it’s fitted with vertically stacked headlights, a hallmark of Kia’s current design language, positioned alongside a newly shaped grille.
From the side, the silhouette remains largely unchanged, suggesting the greenhouse and body panels will carry over. The rear, however, gets a much-needed revamp. New L-shaped LED taillights, reminiscent of those on the EV5, and a redesigned bumper freshen up a tailgate that has seen little change since the model’s debut nearly eight years ago.
The camouflaged prototype of the facelifted Stonic (above) looks very different from the current version (below).
While interior images are not available yet, the updated Stonic will likely gain Kia’s latest digital cockpit, featuring dual screens set within a single housing. Expect a more modern user interface, expanded connectivity options, and upgraded driver assistance systems. The brand will probably offer new upholstery choices as well to help boost appeal.
With the current Stonic nearing the end of its lifecycle, Kia may also take the opportunity to update the chassis to improve overall ride comfort and handling. Under the hood, the mild-hybrid 1.0-liter turbocharged three-cylinder engine is expected to return, potentially with a few tweaks to improve emissions and efficiency.
Kia hasn’t announced when the refreshed Stonic will make its official debut, but it’s expected to arrive in European showrooms sometime in 2026, positioned as a combustion-powered alternative to the upcoming all-electric EV2.
Hyundai is getting ready to unveil a facelifted version of the Stargazer minivan in Indonesia.
The model will gain a redesigned face, featuring H-shaped LED headlights and a wider grille.
Don’t expect big changes under the skin, as it will likely feature a carry-over 1.5-liter engine.
The Hyundai Stargazer three-row minivan was introduced in 2022, borrowing styling cues from the futuristic Staria van. Three years later, the model is ready to receive a mid-lifecycle update, adopting a fresh styling language.
A single teaser from Hyundai Indonesia hints at extensive visual updates that go beyond your typical facelift. Furthermore, a video of a prototype without any kind of camouflage has surfaced online, revealing all details of the exterior ahead of the official debut.
The highlight is the redesigned nose, with a longer and flatter hood resulting in more conventional two-box proportions. The Stargazer swaps the split headlight treatment for an H-shaped LED pattern and a much larger grille. The metal-style trim of the lower bumper is also shaped after the letter “H” on the Hyundai emblem.
The profile is, unsurprisingly, carried over from the existing Stargazer, but the rear end has been redesigned. The LED taillights are smaller than before and no longer triangular. The license plate has been moved from the tailgate to the rear bumper, which also gets a faux metal finish.
Hyundai
The existing Hyundai Stargazer that was introduced in 2022.
The styling updates might slightly affect the exterior dimensions of the Stargazer, which currently stretches to 4,460 mm (175.6 inches). Still, the 2,780 mm (109.4 inches) wheelbase isn’t expected to change. Furthermore, similar changes could be applied to the Stargazer X, which has a raised ground clearance and crossover styling cues.
The interior might benefit from updated technology, following the example of more recent Hyundai models with a larger and better integrated digital cockpit. The family-friendly cabin will still be available in 6- and 7-seater configurations, both arranged in three rows.
According to Hyundai, the updated model was designed “to conquer every tight corner, sudden pothole, and steep incline” that define the roads of Indonesia. This suggests that engineers might tweak the suspension settings, putting a greater focus on comfort.
As for powertrains, the current Stargazer is exclusively available with a naturally-aspirated 1.5-liter four-cylinder gasoline engine that’s good for 113 hp (85 kW / 115 PS). Power is transmitted to the front wheels through a six-speed manual or a CVT. Chances are the facelifted model will use an identical setup.
The facelifted Hyundai Stargazer is expected to debut at the 2025 Gaikindo Indonesia International Auto Show on July 24.
The compact car market isn’t what it used to be, but that hasn’t stopped a few standout models from making a serious impression. Among them, the Kia K4 has emerged as a surprise hit. For the Korean brand, it’s a case study in how thoughtful design and smart packaging can still win over buyers in a segment many have written off.
This is a small sedan with big personality. It takes styling cues and design elements from Kia’s larger models, like the EV9 and Sorento, and scales them down into something much more grounded – literally.
It represents the smallest sedan on sale from Kia and is one of the smallest cars available from the brand’s range, which includes the Seltos and Soul. Despite its diminutive size, it’s a smash hit with 63,970 sales in America from January 1 through all of May. That’s approximately 423 sales per day.
No doubt, some of that comes from its low sub-$24,000 starting price. Our test car, the GT-Line Turbo, is as nice as it gets and has an MSRP of $31,445 after destination and handling. That’s on par with most rivals and sits within a few percent of the top and bottom prices of most.
That said, this little sedan is outselling the EV9, Niro, Soul, and K5 combined. During the first quarter, it outsold the Mazda 3, Toyota Prius, and Toyota Camry, and is way ahead of all of Volkswagen’s passenger cars added up. In short, it’s proving that small sedans can be a big hit even when they’re not named Civic.
Quick Facts
› Model:
2025 Kia K5 GT-Line Turbo
› Price:
$31,445 including destination
› Dimensions:
4,710 mm (185.4 in.) Length 1,850 mm (72.8 in.) Width 1,435 mm (56.5 in.) Height 2,720 mm (107.1 in.) Wheelbase
› Curb Weight:
1,400–1,530 kg (3,086–3,373 lbs)*
› Powertrain:
1.6-liter turbocharged four-cylinder
› Output:
190 hp (141 kW) 195 lb-ft (264 Nm)
› Transmission:
Eight-speed automatic
› Fuel Economy:
26 City / 33 Highway / 29 Combined*
› On Sale:
Now
*Manufacturer
SWIPE
How is it that such a small, somewhat strangely styled sedan/hatchback can be so popular? It’s not as if the K4 name has a rich history, and thus a strong following, after all. To find out, we tested one for a full week. We shuttled groups of adults in it, settled in for long highway miles, and piloted it around cityscapes to figure out what it was all about. In the end, there’s no denying: this is one competent little car worthy of every sale it makes.
Let’s kick things off where most buyers meet the K4 first – its styling. We showed you the K4 before its official unveiling at the New York Auto Show and called it a design so strong that it made the outgoing Forte it replaced look weak. Dubbed ‘twist logic’ by Kia, the theme blends cues from different products and defies convention.
The fenders are angular with hard creases. The lighting is sharp and up front and pays homage to the automaker’s ‘Tiger Nose’ grille treatment. The rear three-quarter view is dominated by a thick, aggressively vertical D-pillar and curt tail lights that mimic the front-end design. The rear overhang is gigantic, but this results in a benefit we’ll discuss later.
Throughout the week of driving it, strangers and friends alike remarked about it. The design stands out. It feels futuristic, fresh, and engaging. Is it beautiful? No, but it does get noticed. Put shortly, this is a striking car that commands far more attention than its MSRP would have you believe.
Perhaps the only forgettable thing about the K4 is the way it drives. Our GT-Line Turbo trim sounds it should be fun, but in reality, it’s maybe the biggest miss of the modern Kia GT family. It makes 190 horsepower (141 kW) and 195 lb-ft (264 Nm) of torque from a 1.6-liter turbocharged four-cylinder and sends it to the front wheels only via an eight-speed automatic.
That combination isn’t too far afield of the Honda Civic Si, but it doesn’t feel anywhere close to that. The K4 is just far more numb and lazy from the driver’s seat. The chassis itself is fine. It handles quite flat through corners, it’s easy to see out of, and in manual mode, the transmission is quick to follow prodding from the paddle shifters.
Sadly, outside of that aggressive setting, the K4 feels a bit dopey. The gearbox is very slow to change down, the throttle isn’t particularly crisp or reactive, and the steering is generally numb.
On the other hand, it’s easy to drive and the suspension is comfortable and not overly stiff. It’ll get you anywhere you need to go, and it’s easy to place in a lane or in a tight parking lot, but the whole experience is rather mundane unless you’re intentionally pushing it hard.
While performance might not be the forte of the K4, fuel economy is a strong suit. Despite driving this little sedan with some gusto throughout the week, it achieved 29.2 mpg combined. That’s right in line with the EPA estimate of 29. Those who spend time on the highway more often can expect up to 33 mpg, while city-dwellers should achieve up to 26 mpg.
Would Kia benefit from offering a hybrid version? Certainly, but it’s still working to build out the K4 ecosystem. It’ll probably happen down the line.
Attention-Grabbing Interior
Photos Stephen Rivers / Carscoops
This is where the K4 makes its biggest impression, which is saying a lot given its exterior styling. The cabin isn’t what we’d call luxurious or lavish, but it’s an example of placing emphasis where it matters most.
Greeting occupants is an angular design full of personality. The steering wheel is semi-squared off. The spokes within it look almost aeronautical in nature. In the midst of the center spoke is a drive mode selector like you’d find on a proper high-end sports car. Are these gigantic shifts in design language? No, but they add a bit of character.
The center console and dash continue the same theme of being interesting rather than basic. Occupants get access to a complete set of physical buttons and switches to control the climate. We are so happy to see Kia move away from its dual-personality HVAC/Media touch controller here.
On top of that, the dash design itself is clean and attractive with an angular crease on the passenger side that mimics the exterior design. Even the seats have a pseudo futuristic appearance with two-tone upholstery and what look almost like floating headrests. Build quality throughout is good despite the fact that it’s clear that some of the materials aren’t exactly top-notch.
The infotainment system and gauge cluster are the same dual 12.3-inch display setup we’ve seen time and time again in Kia, Hyundai, and Genesis products. As is the case in those other cars, the system is easy to navigate and intuitive, and Android Auto and Apple CarPlay connectivity is standard and reliable.
We especially like the blind-spot camera displays that pop up in the gauge cluster when the turn signal is on. The sound system is crisp but, despite eight Harman/Kardon speakers, it’s not as full or well-rounded as we’d like. Standard features we appreciate include adaptive cruise control, lane-keep assist, and forward collision avoidance.
The rear seats might be as big a story here as anything since they’re genuinely spacious. Three adults in the back might find shoulder and hip room a bit tight, but headroom and legroom are great. Carrying four adults in this car is a breeze over long distances.
During our testing, we carried that many over 15-20 miles at a time without any complaints. Rear seat occupants get storage cubbies in each door and one small one between the front seats. Power ports and rear seat ventilation are also standard on the GT-Line.
Finally, let’s talk about cargo space because the K4 is among the leaders here. The long overhang we mentioned earlier contributes in a large way. It helps the K4 offer 15 cubic feet of storage without sacrificing cabin space.
In fact, it allows the Kia to match Honda’s Civic in terms of cargo volume while offering slightly more headroom and legroom in the back seat, too. In addition, the rear seats fold down to provide even more cargo flexibility. A real space-saver spare sits beneath the load deck.
Competition
The biggest competition in this space is the Honda Civic. In terms of sales, it’s the far and away winner, hitting triple digits already this year. Frankly, it’ll be hard for any brand to kick Honda off the top rung here. The Civic is a household name, and Honda has used that reputation to the fullest.
It certainly helps that i’s available with a humble 2.0-liter gas-only engine, a hybrid setup, or even in super-hot Type-R guise. Pricing is similar to the K4, and Honda offers both a sedan and a hatchback, giving buyers more options. Put simply, the Kia has a lot of work to do to meet and beat Honda at what is essentially its own game at this point.
It’s also worth noting that the Toyota Corolla offers many of the same benefits one will get with the Civic. The Nissan Sentra is a sneaky entry here, too, and, through the first quarter, was outselling the K4. There’s reason for hope if you’re a Kia fan, though. As we already outlined at the outset, the K4 is selling incredibly well. Mazda, Volkswagen, and Subaru are far behind.
Before disembarking, we need to highlight the warranty coverage. No question, Kia and Hyundai Motor Group have at times garnered criticism for their warranty practices. Nevertheless, a 10-year powertrain warranty on the powertrain means that buyers should have a high degree of confidence in the K4.
On top of that, the entire car gets a five-year or 60,000-mile limited warranty. Nobody in this market, save for sister brand Hyundai, comes anywhere close to that. Some, like Honda, do offer complimentary maintenance, so that’s worth considering. That said, the value proposition available in the K4 is very hard to beat.
Final Thoughts
The K4 has done its part in putting small sedans back on the map. It’s a comprehensive offering aimed squarely at modern drivers with the things they seem to value most. Over 400 buyers a day on average this year proves that point. Here’s to hoping that the K4 Wagon helps kick off a revival of that form, too, though with that bodystyle being much less desirable among customers, we don’t expect it to be such a big sales hit.
Many of the new electric car manufacturers emerging from China are sub-brands of major conglomerates, such as Geely, Chery, GAC, and GWM, among others. Leapmotor is a little different. Just like Nio and Xpeng, it was formed as an independent startup in 2015, eager to crack into the then-emerging electric vehicle space.
That independence shifted somewhat in 2023, when Stellantis acquired a 20 percent stake in the company for $1.8 billion. The following year, the two formed a joint venture, giving the group a 51 percent share and exclusive rights to export, sell, and build Leapmotor EVs outside China.
The brand’s first model, the S01, was unveiled in late 2017, and like so many other Chinese cars launched before 2020, it wasn’t what anyone would consider desirable. However, the EV space has made significant progress since then, as has Leapmotor, which now boasts several interesting models in its lineup. One of them is the C10.
First unveiled in late 2023, the C10 arrived in Europe and Australia in late 2024, serving as a direct rival to the Tesla Model Y, Geely EX5, and Kia EV5. Can it possibly be any good?
QUICK FACTS
› Model:
2025 Leapmotor C10
› Starting Price:
AU$45,888 (about US$30,100)
› Dimensions:
4,739 mm (199.9 in.) Length 1,900 mm (76.1 in.) Width 1,680 mm (75 in.) Height 2,825 mm (112.2 in) Wheelbase
› Curb Weight:
1,995 kg (5,743 lbs)*
› Powertrain:
Rear electric motor / 69.9 kWh battery
› Output:
215 hp (160 kW) and 236 lb-ft (320 Nm)
› 0-62 mph
7.5 seconds*
› Transmission:
Single-speed
› Efficiency:
17 kWh/100 km as tested
› On Sale:
Now
*Manufacturer
SWIPE
Photos Brad Anderson/Carscoops
Any new entrant into the EV market has to be priced competitively if it wants buyers to take notice, so it’s a good thing Leapmotor has done just that with the C10. In Australia, it’s sold with a single EV powertrain and a newly-launched range-extender EV option, combining a 28.4 kWh battery and a 1.5-liter petrol engine. We recently lived with the flagship C10 Design with the BEV powertrain.
Prices for the EV start at AU$45,888 (~$30,100) for the entry-level Style and rise to AU$49,888 (~$32,800) for the C10 Design, before on-road costs. Factor those in, and you’re looking at around AU$55,000 (~$36,100). That undercuts the base Kia EV5 by about AU$2,000 (~$1,300) and the Tesla Model Y by nearly AU$10,000 (~$6,600).
All BEV C10 feature the same 69.9 kWh lithium-iron phosphate (LFP) battery and a single electric motor. This motor delivers 215 hp (160 kW) and 236 lb-ft (320 Nm) of torque. It drives the rear wheels, unlike the single-motor Kia EV5, which is front-wheel drive. Leapmotor quotes a driving range of 420 km (261 miles) on a charge, which is okay, but not great. Charging is sub-par, as DC rates max out at 84 kW, meaning you’ll need 30 minutes to charge from 30-80%.
The interior of the Leapmotor C10 is just about as minimalist as you can get. Just like a Tesla, as well as pretty much every other new EV coming out of China, the cabin is dominated by a large central infotainment display that measures 14.6 inches and is joined by a 10.25-inch digital instrument cluster.
The infotainment system is excellent. While it frustratingly doesn’t support Apple CarPlay or Android Auto, the software is very quick and offers every function you could ever dream of. You can choose from a variety of backgrounds, access important interior and exterior functions directly from the screen, and use it to adjust features like the wing mirrors. Just like a Tesla, then.
Leapmotor’s designers have also adopted the Tesla approach in not adding any physical buttons, switches, or dials, which is a shame. So, you have to dive into the screen to change things like the HVAC settings, which can be a nuisance on the move. It also leaves the interior feeling very bland and lacking in personality.
With that being said, Leapmotor’s choice of materials at this price point has to be commended. The dashboard, seats, door panels, center console, and floating console are all trimmed in smooth synthetic leather that certainly feels more premium than some of the scratchy plastics found in Kia’s EV5. However, the orange finish of our test vehicle was a little too bright for our taste.
Other welcome touches include a wireless phone charger, some metallic speaker grilles, and a panoramic glass roof, which, unlike in a Tesla, includes a sunshade. Overall, the cabin feels very spacious, and there’s plenty of leg and headroom for adults in the second row. However, I wasn’t a fan of the front seats as they lacked any form of lumbar support. On the other hand, the seats do have heated and ventilated functions, which is a plus.
Elsewhere, all C10 models come with a solid 12-speaker audio system, DAB+ digital radio, a heated steering wheel, configurable ambient lighting, and rear privacy glass. There’s also a voice assistant you can ask to open the windows or the sunshade.
Security Quirks
You can gain access to the C10 in one of two ways. The first option is to use the provided keycard and tap it on the driver’s side wing mirror. The second (and easier) option is to sync the car with the Leapmotor app, meaning it’ll automatically unlock when your phone approaches and lock it when you leave.
To start the C10, you must either place the keycard on the charging pad or enter a PIN code. This may seems like an unnecessary step. After all, if the keycard is already inside, why does it need to be placed on an NFC reader? It does, however, provide a second level of security, in case a bad actor scans your keycard’s frequency to get access to unlock the car and get access to the cabin.
Once the startup procedure is done, it’s just like pulling away in plenty of other EVs, as there’s no Start/Stop button. Pull the column shifter into Drive or Reverse, and you’re away. It all works very smoothly, but perhaps the only downside is that while you can pull away within seconds, the infotainment screen takes around 10 seconds to load.
Photos Brad Anderson/Carscoops
Driving the C10 for the first time, I was impressed with the visibility and the smoothness provided by the throttle and brake pedals. However, I was shocked by how remarkably the light steering is in its Comfort setting. You can literally steer the C10 with a single finger. Some may like that, but others won’t. I quickly switched the weight of the steering into Sport mode and much preferred it. Then the chimes started.
Not-So-Safety Systems
Like so many other vehicles we’ve tested from China, some of the C10’s safety and warning systems can become tiresome. For one, the driver monitoring system will start ringing if you look at the central display for a couple of seconds, or even glance in the mirror. I performed an over-the-air software update during my time with the C10 that should have fixed this, but didn’t.
The warnings don’t stop there. There’s an overbearing speed limit warning known as the ‘Intelligent Speed Assistance.’ Plenty of other cars have these warnings nowadays, but most only start ringing when you exceed the speed limit by a certain margin. In the C10, a woman’s voice blares through the speakers, telling you you’ve just exceeded the posted speed limit by 2 km/h. The lane warning and emergency lane warning assistant features are also prone to mistakes, chiming even if you’re right in the center of the lane.
Fortunately, all of these systems can be disabled in the settings, but you’ll have to do it every time you get behind the wheel, which is not ideal. It’s also wise to disable the live traffic setting in the built-in navigation system because if it detects that there’s traffic merging from the left or the right, the woman’s voice returns, nagging you again each and every time.
The Good
Once these systems are disabled, the C10 actually reveals itself to be a very good all-rounder. It has been well damped for a heavy SUV, ironing out bumps valiantly and remaining surefooted regardless of the road surface. I also liked the rear-wheel drive setup, as it means the C10 doesn’t suffer from any of the torque steer of the Kia EV5.
Leapmotor offers Eco, Comfort, Sport, and Custom drive modes, as well as a one-pedal driving. I found Eco to be far too docile, as you really have to plant your foot on the throttle for it to start moving. Sport was my pick. Frustratingly, the one-pedal mode can only be engaged when you’re stopped and place the C10 into Park, so it’s not something you can enable on the fly like in many other EVs.
Cruising around town in the C10 is a delight. It’s whisper quiet at slow speed and feels smaller than it really is. A slight annoyance is that above 70 km/h (43 mph) or so, a faint whistling sound starts to slightly intrude into the cabin, perhaps from the roof rails. But if you’re listening to music, you won’t notice it at all.
Efficiency is good, but certainly not class-leading. Leapmotor quotes 19.8 kWh/100 km, but I averaged 17 kWh/100 km during my time with it. As mentioned, DC charging is below average, topping out at a peak of just 84 kW. But for those who can charge at home, that won’t be much of an issue.
Verdict
Leapmotor does have quite a mountain to climb. It must produce vehicles to not only rival brands within long-standing, and thus much more experienced, Chinese conglomerates but also several legacy automakers. It has, nevertheless, done a good job with this model.
While the range and the charging leave a little to be desired, the C10 does what an EV should. It’s comfortable, easy to drive, spacious, and feels fresh and modern. However, those shopping for a vehicle with personality will be disappointed, as the C10 lacks it. Then again, the same can be said for most EVs these days, as driver engagement is not exactly a priority for either buyers or manufacturers and cars like Hyundai’s Ioniq 5 N are the exception, not the norm.
Porsche’s new Cayenne Electric isn’t short of digital real estate, new spy images reveal.
In addition to the digital gauge cluster, the SUV’s dash has three more touchscreens.
The Cayenne Electric uses the same PPE platform as the Macan Electric, debuts late ’25.
Porsche has recommitted to building combustion cars in response to slower than expected growth in the luxury electric sector, but it’s still got plenty of EVs in the pipes, including the Cayenne Electric that debuts at the back of this year.
These new spy shots give us our best look yet at the first Cayenne EV, including how the Macan Electric’s big brother will look inside. We hope you like screens, because the Cayenne has four of them packed into a dashboard and console that offers plenty of familiar Porsche design cues, but some new ones as well.
More Screens, Fewer Buttons
There are three screens on the upper level of the dashboard, one a curved non-touchable display set back from the main dash that serves as a configurable gauge cluster. Next to that are two touchscreens – one in the center, one above the glovebox – that are housed under a single piece of glass to make it look like one huge display stretches across two-thirds of the interior.
But unlike the Macan, the Cayenne has a fourth tablet-sized touschcreen located lower down on the console, which will presumably handle climate and seat heating/cooling duties. Physical buttons appear to be in short supply, though we can see four toggles that look like they’ll be used for nudging the temperature up and down, and a thumbwheel volume control.
SHProshots
A Porsche Sport Chrono clock sits on top of the dash, a feature that dates back to the introduction of the 997-generation 911 in 2004, and the Cayenne Electric adopts the dash-mounted toggle gearshifter used on all of Porsche’s most recent four-door cars. But the shape of the console is new, a pronounced hump just below the dash possibly making room for a smartphone charging tray underneath.
Familiar Platform, Fresh Execution
This prototype stepped out wearing no bulky disguise and just some fake headlight, DRL and grille stickers to hide the true details of a front end that’s likely to look very similar to the Macan Electric’s. And that’s not all they share. The Cayenne EV isn’t an electrified version of the ICE Cayenne, but is built on a stretched version of the VW Group PPE platform found under the Macan EV as well as Audi’s A6 e-tron and Q6 e-tron.
The Cayenne should borrow some of the Macan’s motors, though it’ll likely skip the RWD versions’s 335 hp (340 PS / 250 kW) unit and kick things off with the 402 hp (406 PS / 300 kW) from the Macan 4. At the other end of the scale a full-house Turbo will easily eclipse the 630 hp (639 PS / 470 kW) Macan Turbo.
Coming in 2026, Starting Around $90K
Watch out for the first zero-emissions Cayenne’s global debut later this year and expect to see the EVs on the street in 2026 priced from around $90,000, though a well-optioned Turbo will probably set you back well past the $130,000 mark.
The camouflage is starting to come off the new Mercedes C-Class EV.
Slated to debut next year, the model will ride on the new MB.EA platform.
The car will likely have a lot in common with the upcoming GLC EV.
Mercedes is working on a facelifted C-Class and they’re also gearing up to introduce a fully electric variant. However, the two models will have little in common besides the name.
Speaking of which, the car will likely be known as the C-Class with EQ Technology. While that’s far from catchy, the model has a fully enclosed grille and a slender central intake. We can also see sweptback headlights, but they’re temporary units that will likely be replaced by starry production lights.
Moving further back, there’s streamlined bodywork and flush-mounted door handles. The electric sedan also has an upward sweeping beltline that echoes the one found on the EQE and EQS. We can also see stylish two-tone wheels and thick side skirts, which help to hide the car’s battery pack.
While spy photographers have caught multiple prototypes over the past year, this one is notable for having a production rear end. It features an angular trunk with an integrated spoiler. We can also see circular starry taillights, similar to those found on the CLA. They’re joined by a rounded bumper that looks rather plain.
Baldauf
Spy photographers didn’t get a good look inside this time, but previous pictures have shown the car will have a high-tech interior that follows in the footsteps of the CLA. This likely means we can expect a 10.25-inch digital instrument cluster, a 14-inch infotainment system, and a 14-inch front passenger display.
While that remains to be seen, the cabin sports a stylish steering wheel and slender air vents. We can also see an in-cabin camera as well as a minimalist design that largely eschews physical switchgear.
SH Proshots
Mercedes has been tight-lipped about the car, but it rides on the new MB.EA platform and will likely have a lot in common with the GLC EV. This means we can expect an 800-volt architecture as well as DC fast charging rates in excess of 320 kW.
Rear- and all-wheel drive powertrains are expected and we can also look forward to a standard heat pump. The car could also have advanced batteries with a special cell chemistry as well as a new braking system that combines the brake booster, master cylinder, and the electronic stability control system into one compact module.
