The standard equipment might change from country to country but the Audi Q6 you can buy in America is essentially the same electric SUV you can buy in Europe, Australia or the Middle East. But due to the quirks of its car market China gets the new Q6 e-tron, a LWB version of the same, plus a totally different Q6 – and this last SUV is about to get a new lease of life.

These spy shots show the second-generation Q6 gets flush door handles, a semi-clamshell hood and some discrete changes to the grille, bumpers and lights which, like the outgoing SUV’s are arranged in a two-deck format.

Related: 2025 Audi Q6L e-tron Goes Long For More Legroom And 435 Miles Of Range In China

The long 2,980 mm (117.3 in) wheelbase shouldn’t change much, and rear passengers will enjoy plenty of rear legroom, while whoever is riding shotgun in the front is likely to get an optional screen above the glovebox for the first time.

The West’s Q6 e-tron is an electric-only SUV that’s built around the same PPE EV platform found under the Porsche Macan Electric, but China’s Q6 is an exclusively combustion affair. And unlike our bigger Audi SUVs, which have a north-south engine layout, the Asian Q6 is based on a stretched version of the transverse-engined MQB Evo platform used by the VW Golf and Audi A3.

Most are powered by VW’s 2.0-liter, turbocharged four-cylinder petrol engine, though an oddball 2.5-liter VR6 tops the range at the moment. China’s recently facelifted Talagon kept the VR6, but the Q6’s other cousin, the VW Teramont – China’s VW Atlas- was recently refreshed, and there was no sign of the VR6 in the new lineup.

It’s possible Audi could focus exclusively on the EA888 four-banger, which is capable of making the same kind of power as the older, thirstier VR6, but would be taxed less harshly. China is the only country still using VW’s narrow-angle V6s, which feature a single cylinder head.

The current Q6, built through a joint venture between Audi and SAIC, debuted in China in 2022, and we don’t expect this one to hit the market until 2026 or 2027. And it won’t be hitting the US or European markets at all, where buyers will still choose between the other (all-electric) Q6 and the ageing combustion Q7.

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The first reviews of the current range-topping Corvette, the ZR1, have only just dropped, but Chevy engineers are already far advanced on another C8 that’s even more extreme. Its called the Zora, and it looks like the Corvette crew is currently at Germany’s old Nurburgring track getting ready to see exactly how fast it can go.

Related: C8 Corvette Zora Will Be Part ZR1 And Part E-Ray

New spy shots show two different examples of what appears to be the new C8 halo model, one purple, one yellow, being driven on the 12.9-mile (20.8 km) forest circuit and the roads around it. Our intel suggests the Corvette team will base themselves at the Ring for three weeks, hopefully giving them a chance to set an official lap time, and potentially embarrass some far more expensive European machinery.

A Corvette With Killer Supercar Intentions

There’s no such thing as a slow C8 Vette. Even the base car can hit 60 mph (97 kmh) in 3 seconds. But the Zora – named after the late, great Corvette engineer Zora Arkus Duntov – is going to make that entry-level Corvette feel about as athletic as a centenarian with locked-in syndrome.

Combining the twin-turbocharged, flat-plane crank V8 from the 1,064 hp (1,079 PS), rear-wheel drive ZR1 with the front electric motor from the E-Ray hybrid, the new flagship Corvette is rumored to produce around 1,200 hp (1,217 PS). Expect a zero-to-60 mph time in the low 2-second range, but more importantly when it comes to Nurburgring glory, a much bigger advantage beyond 60 mph.

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Both cars present as ZR1s with their angry-looking air intakes, split-rear window treatment and big rear spoilers, though the purple car has Z06 badges. And since neither car is wearing any camouflage it would be tempting to presume Chevy is simply testing Euro-spec versions of the ZR1, hence the weird exhaust tips. Or that it is simply getting ready to record a ZR1 Nurburgring lap-time, something it hasn’t yet done.

But both cars also have yellow circular stickers on their windows that tell emergency crews they’re hybrids, and hybrid power is something the ZR1 doesn’t have, but the Zora will. Even the ZR1 should be capable of lapping the course in well under 7 minutes, and should be able to do it faster than the Ford Mustang GTD, which recorded a 6:52.072 in May. But the Zora will be significantly faster again.

Could it go as far as dethroning the current production car champ, the Mercedes-AMG One, which clocked in at 6:29.09? That remains to be seen. But Chevy sure looks like it’s aiming high.

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Volkswagen’s long-anticipated ID.2 electric hatchback has been snapped for the very first time with its production body giving us a glimpse of what will become the brand’s most affordable EV yet when it debuts, possibly late this year. That title may be short-lived though, as VW is already planning an even cheaper and smaller model, the ID.1, set to follow within a year or two of the ID.2’s debut, or whatever name the company ultimately gives it.

Previous sightings of the ID.2 were actually of early-stage mule prototypes based on the bigger ID.3, but this ID.2 prototype has the real sheet metal. Not that VW wants you to know it. The German automaker pulled its usual trick of adding stickers to disguise the secret EV as an existing VW car, in this case the sixth-generation Polo.

Related: VW ID.2 Might Have A Shot In America, But ID.1 Is ‘Highly Unlikely’

The upper and lower grilles on this test car, as well as the front and rear headlights, have all been altered through the use of stickers. Even the rear door handles are stickers – the real ones are hidden in the door frame above the window line.

Once you know what you’re looking for though, it’s not hard to see that the ID.2all concept’s slim grille, horizontal rear light bar, and classic VW arrow-shaped rear quarter panel are all present underneath the slim disguise.

The muscular fenders, wheels stuffed right into each corner, and kicked-up swage line have made the transition from auto show to street, but the production ID.2’s hood is shorter, separated from the grille/badge by a plastic panel, which helps cut repair costs in a minor front-end crash.

Built on VW’s Entry-Level EV Platform

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The ID.2 is the first of a family of small VW EVs built around a new entry-level version of the automaker’s MEB electric car platform. While single-motor versions of existing MEB cars like the ID.3, ID.4, and ID.Buzz are rear-wheel drive, the ID.2, its SUV spinoff, and even smaller ID.1 will be front-wheel drive.

They’ll also switch from today’s NCM battery to a cheaper LFP type to help bring the cost of the ID.2 down to around €25,000 and enable VW to battle a raft of new low-cost EVs being launched in Europe by its rivals.

A GTI Variant, But Probably Not This One

VW has even vowed to give us an ID.2 GTI, showing us an ID.GTI concept back in 2023, and this prototype’s forged wheels, roof spoiler, and sporty bumpers give us an idea of how it might look. However, the GTI concept had an even more extreme body kit, and that, together with this prototype’s smallish front brake setup and leads us to think we’re looking at a less extreme ID.2.

But don’t expect it to be called that when it arrives. VW is dropping its ID badges and giving the production ID.2 and its siblings real names.

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Bentley might be an ultra-luxury brand, but they have a racing pedigree and they’re not afraid to dust it off from time to time. It appears that time has come once again as spy photographers have snapped a hardcore prototype, which could be a Continental GT Speed RS or Supersports.

Looking like a matte black bad ass, the prototype follows in the footsteps of the regular Speed, but adopts canards and a massive rear spoiler. We can also see a unique four-tailpipe exhaust system, which replaces the traditional oval setup.

More: New Bentley Continental GT Speed Goes PHEV With 771 HP And A Batur-Inspired Face

They’re joined by black wheels that appear to be sourced from the regular model and presumably measure 22-inches. However, that could change by the time production commences.

While the styling changes are minor, the upgrades are focused on performance. This suggests the mysterious model will slot above the Speed and be even more extreme.

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We’ll likely learn more about the prototype in the coming months, but the regular Continental GT Speed has a twin-turbo 4.0-liter V8 engine that produces 591 hp (441 kW / 600 PS) and 590 lb-ft (800 Nm) of torque. It’s joined by a plug-in hybrid system, which consists of a 25.9 kWh battery pack and a 188 hp (140 kW / 190 PS) electric motor.

This gives the car a combined output of 771 hp (575 kW / 782 PS) and 738 lb-ft (1,000 Nm) of torque. It enables the all-wheel drive coupe to rocket from 0-60 mph (0-96 km/h) in 3.1 seconds, before hitting a top speed of 208 mph (335 km/h). The model also has a WLTP electric-only range of 50 miles (81 km).

To put those numbers into perspective, the 2017-2018 Continental Supersports had a twin-turbo 6.0-liter W12 developing 700 hp (522 kW / 710 PS) and 750 lb-ft (1,017 Nm) of torque. It hit 62 mph (100 km/h) in 3.4 seconds and topped out at 209 mph (336 km/h).

Jeep is bringing the Cherokee back for 2026, and yes, contrary to some earlier reports, it’ll definitely be wearing that badge. So far we’ve seen heavily disguised prototypes, a couple of teaser images and a shot of an undisguised test car from behind, but now a new set of spy photos lays the SUV bare from all angles, and inside, too.

Related: This Honda Looks More Cherokee Than Jeep’s New Cherokee

Before it disappeared from showrooms in 2023 the Cherokee was rocking a curvy aesthetic, but for ’26 it moves back to the solid geometric shapes that helped make the XJ Cherokee such a hit 40 years  ago. We already knew from Jeep’s own images that the front end would take its lead from the upcoming Recon 4xe electric SUV, but these latest scoop pics confirm the Cherokee is really embracing the boxy look.

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While the front end borrows from the Recon, the profile view shares more in common with the luxury-focused Wagoneer S. The Cherokee has a similar squared wheelarch openings cut into the flat sides, the same flush door handles and a gently tapering roofline that gives a hint of sporty appeal without compromising on practicality as much as the Wagoneer S’s more aggressive rear screen rake does.

A previously published image showing an undisguised Cherokee from the back revealed a black-colored license plate panel between the two light clusters, but on this prototype the entire rear hatch is painted white. Below the rear bumper, the exhaust silencer confirms the Cherokee is sticking with combustion power for the launch, which is just as well given the weak demand for the Wagoneer S.

The Cherokee rides on the same Stellantis STLA Large unibody platform as the Dodge Charger and Jeep has promised to offer it with a “new, efficient, and powerful hybrid propulsion option,” as well as conventional gas engines.

A Closer Look at the Cabin

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Our spy team also managed to snap the Cherokee’s interior completely free of disguise for the first time. At first glance, the dashboard closely resembles the setup in the Wagoneer S, but there are a few notable differences. The Cherokee gets a flatter dash top, reshaped air vents, and a bank of capacitive-touch buttons for climate controls, all positioned just below what appears to be a 12.3-inch infotainment screen. Like the EV, it also features a separate digital instrument cluster behind the steering wheel.

Below the climate controls is another row of capacitive-touch buttons, this time for driver assist and safety functions, followed by a pair of USB-C ports. The lower console features a pair of generously sized cupholders, with a rotary gear selector and drive mode toggle nearby, both borrowing their design from the Wagoneer S.

We won’t have to wait too much longer for the full reveal. Jeep is expected to make the Cherokee’s return official in the next couple of months, if not sooner, where we’ll get the final specs and, presumably, a better idea of what role this SUV is meant to play in the brand’s future.

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A new chapter is about to begin for one of BMW’s most famed nameplates. The M3 has long stood as the benchmark for sporty driving in a usable, everyday package, first as a coupe, then as a sedan too. Now, a fully electric version is on the way, marking a major shift for the brand as the first true M car with an EV powertrain, following M Performance models like the i4 M50.

While the current G80 M3 still holds its own, BMW’s M division is hard at work developing the next generation, and for the first time, it includes an all-electric variant.

Read: 2028 BMW M3 EV Getting Ready To Shock M Fans

Our spy photographers snapped the next electric M3 in action several times in recent months, and the latest footage shows it on the move at the Nurburgring. Judging by what we’ve seen (and hear) it looks like BMW isn’t jumping on the bandwagon of theatrical, fake engine noises like Dodge’s approach. That’s probably a good thing.

However, it’s possible BMW will pump some synthetic sound into the cabin, much like Hyundai does in the Ioniq 5 N. From the outside, though, it’s mostly just tire noise and wind.

Images: Baldauf

This prototype sports some trippy camouflage, covering the overhauled bodywork to bring the M3 in line with BMW’s Neue Klasse design era. It has distinctive headlights that’ll flow neatly into the redesigned kidney grilles. Additionally, it’s impossible not to notice the swollen front and rear wheel arches, as well as the pop-out door handles. This prototype also has an odd sensor popping out of the roof, but that’ll obviously be removed for the production model.

When the electric M3 does arrive, we suspect there will be precious few owners who actually take their cars to the track. But, if they do, it should be well-equipped to deliver some storming lap times. And while this prototype is silent, it does look fast.

BMW is remaining tight-lipped about the powertrain. It’s expected to use not one, not two, not even three electric motors, but four. While BMW has said this four-motor powertrain can deliver over 1,341 hp, the M3 will likely be capped at just over 700 horses. Advanced torque vectoring will play a big role in helping all that power make sense on the road or track.

A familiar name in the full-size SUV world is about to get a more aggressive, sporty twist. Nissan’s long-running Patrol, known in the US as the Armada, is preparing to debut a new Nismo variant aimed at adding some performance edge to the lineup. The first undisguised examples have already been spotted while being transported to Nissan dealerships in the Middle East, signaling that the official reveal isn’t far off.

The 2026 Patrol Nismo clearly separates itself from the standard model with a redesigned bodykit that leans heavily into sporty styling. Up front, there’s a massive honeycomb-pattern grille, bracketed by chrome-detailed side intakes and a splitter accented in red.

More: Nissan’s 15-Year Old Patrol V8 Refuses To Die And Australians Still Buying It

Along the sides, protective covers keep the alloy wheels under wraps for now, but a few other design cues are clearly visible. Fender extensions, Nismo-branded side gills, and red-trimmed side skirts running beneath the integrated steps all contribute to the more aggressive look.

Around back, a larger roof spoiler sits above a revised bumper with a faux diffuser and a central F1-style brake light. Like the standard Patrol, the exhaust tips are nowhere to be seen, most likely tucked underneath the bumper.

Overall, the new Patrol Nismo omes off noticeably more aggressive than the outgoing version from 2021, with sharper lines and flashier details that lean hard into the performance theme. Some of the styling elements might push the limits of taste for some buyers, but that seems to be part of the point.

While the Toyota Land Cruiser GR Sport (the 300, not the smaller 250 offered in America) sticks to its off-road roots, the Patrol Nismo stands out as the only model in its segment that tilts decisively toward a road-focused, sportier attitude.

More Than Just a Styling Package

@74rb and @Nissan111Patrol / Instagram

Beyond the exterior tweaks, the new Patrol Nismo is expected to include mechanical upgrades aimed at enhancing on-road handling. Nismo-tuned suspension and steering components could help the traditional ladder-frame SUV feel more confident in corners, with upgraded brakes possibly added to rein in the extra enthusiasm. Of course, no one’s pretending this thing will suddenly carve corners like a sports sedan, but it might at least stop feeling like a yacht in a windstorm.

More: A Detailed Comparison Between The Nissan Patrol And The Armada

As for the powertrain, the badges on the front fenders suggest that the model will be fitted with a turbocharged V6 engine instead of its predecessor’s naturally-aspirated V8. While Nissan hasn’t confirmed specs yet, it’s likely the same twin-turbo 3.5-liter unit used in the standard model, which puts out 425 horsepower and 516 lb-ft of torque. Whether the Nismo version squeezes out a bit more remains to be seen, but either way, power will go to all four wheels through a nine-speed automatic.

Nissan hasn’t pinned down an official debut date for the new Patrol Nismo, but given the production-ready prototypes already popping up at dealerships, the full reveal looks just around the corner. The bigger question is whether this generation will finally break out of its regional bubble. The last Patrol Nismo was a Middle East exclusive, and so far, Nissan hasn’t said whether that strategy is changing.

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

BMW has been busy testing prototypes of its next-gen models, and now the updated M5 has been spotted tearing around the Nurburgring. As part of the brand’s mid-cycle refresh, internally referred to as the LCI, or Life Cycle Impulse, this prototype appears largely unchanged from earlier sightings.

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The most noticeable update is at the front, where the current model’s pug-like face has been replaced by a slimmer and more elegant interpretation of BMW’s classic kidney grilles, inspired by the Neue Klasse design language. A new headlight setup completes the look, giving the M5 a sharper, more refined expression.

Around back, everything remains heavily camouflaged, but we’re not expecting major changes, likely just updated taillight graphics in line with the Neue Klasse theme and a few subtle tweaks to the bumper design. A fresh set of wheel options will probably round out the most noticeable exterior updates.

New Production Timeline and Tech Details Surface

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Since the last time the M5 was spotted testing, a few more details have come to light, courtesy of a BMW insider posting on Bimmerpost. The source, who has a reliable track record, claims that production of the updated G90 M5 sedan and the long-roof G99 M5 Touring will kick off in March 2027, aligning with BMW’s typical three-year refresh cycle. Both models are expected to remain in production until the first quarter of 2031.

One interesting new detail is that BMW may add a front passenger display for the LCI update, following in the footsteps of Audi and Porsche. We’re not exactly thrilled about it either, but the silver lining is that it’ll likely be an optional feature rather than standard.

Beyond that, the most noticeable change inside will be the arrival of BMW’s new Panoramic iDrive and Operating System X. Gone is the familiar rotary controller, replaced by a wide-screen setup called ‘Panoramic Vision’ that runs the full width of the dashboard. At the center of it all will be pillar-to-pillar display serving as the focal point of the redesigned interface.

More Variants on the Way? Possibly a CS

The same insider also claims that BMW plans to expand the M5 lineup with a new variant, though exact details haven’t been disclosed yet. The most likely candidate is a Competition Sport (CS) version, similar to what BMW currently offers on the M3, M4, and most recently the M2. A CS could trim some weight and sharpen performance, but it’s not going to solve the M5’s very obvious heft problem.

For reference, the last-gen F90 M5 CS shed about 230 lbs, or 104 kg, compared to the standard model. Sounds impressive, until you remember the F90 already tipped the scales at 4,370 lbs (1,982 kg). The current G90? A portly 5,390 lbs (2,445 kg). That’s an extra full grand plus some change. So while a CS might tighten things up a bit, don’t expect it to suddenly float like a butterfly.

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If BMW does bring a CS variant to both the sedan and Touring versions, it will almost certainly come with a power bump. The current plug-in hybrid setup combines a twin-turbo 4.4-liter V8 with a 14.8 kWh battery and an eight-speed automatic transmission that integrates an electric motor, delivering a total of 717 horsepower and 738 lb-ft (999 Nm) of torque. That’s enough to launch the all-wheel drive car from 0 to 60 mph (97 km/h) in just 3.4 seconds.

While those figures are unlikely to change for the standard model, a CS version could push output closer to the 738 horsepower offered in the XM Red Label. It would likely be accompanied by chassis tweaks aimed at sharpening the driving experience. Of course, there’s always the possibility that BMW has something entirely different in the works, but for now, it’s all just speculation.

Baldauf / Carscoops