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

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

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

QUICK FACTS

Photos Brad Anderson/Carscoops

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

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

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

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

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

A Brand New Cabin

Photos Brad Anderson/Carscoops

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

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

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

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

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

Photos Brad Anderson/Carscoops

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

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

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

Smooth And Efficient Powertrain

Photos Brad Anderson/Carscoops

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

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

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

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

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

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

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

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

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

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

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

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

Verdict

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

Photos Brad Anderson/Carscoops

The Cupra Born is one of our favorite small EVs. It takes the competent but slightly ordinary VW ID.3 and adds some sparkle to the exterior design and interior quality, and both of those attributes could be about to get another boost as part of a midlife refresh.

The VW ID.3 and Cupra Born don’t only share a platform as most VW Group products do. They share so much even the doors are interchangeable, and while it looks like those doors won’t be receiving any changes a part of a 2026 facelift, the bodywork and trim either side of those doors have definitely gone under the knife.

Related: The Next Cupra Leon Will Be EV Only

Eye-scrambling camouflage hides the finer details, but new lights and bumpers will make an appearance when the updated EV is revealed later this year. Images of the facelifted car’s nose indicate a taller lower grille with a new outline and a vertical vent at each outer edge of the front bumper, just ahead of the front wheels.

And the rear shots appear to show a new design of diffuser within the rear bumper, this time with a pronounced lip at the bumper corners to make the German-built Spanish hatch look tougher and lower.

The Born doesn’t need a ton of work because it still looks modern and already has most of the corporate family face now seen on models like the Tavascan and Terramar and soon to debut on the Raval subcompact EV. And Cupra already updated the Born’s interior in 2024 with VW’s bigger 12.9-inch central touchscreen.

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The ID.3 also got the same screen in 2024, but only the Cupra features an e-boost function (optional in some countries) to increase power over the equivalent VW model. While base models in Spain come with a single 201 hp (204 PS / 150 kW) motor, UK models skip that and go straight for the 228 h (231 PS / 170 kW) version that’s a stepping stone to the 322 hp (326 PS / 240 kW) VZ hot hatch introduced last year.

We’re not expecting big changes to those power outputs, but it’s possible Cupra’s engineers could liberate a few more range miles from the 59, 77 and 79 kWh batteries. The Born with the longest legs at present is the VZ, which can go for 366 miles (590 km) before a charge is needed.

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If you’re into cars that actually make you feel something when you drive, you’ve probably imagined yourself behind the wheel of an M3. We certainly have. It’s one of the best performance sedans out there. But just below it in BMW’s lineup sits the M340i, a more affordable option that blends serious power with the kind of comfort and practicality you can actually live with every day.

Also: BMW’s Next M350 Is Getting A Major Design Overhaul

While BMW works on the next-gen M3, which will come in both combustion and electric versions, engineers in Munich are also quietly preparing a new version of the more attainable M340i. That model is about to evolve, with some key updates to keep it competitive in the brand’s shifting performance lineup.

The replacement will be called the M350, part of BMW’s effort to update its model naming for the Neue Klasse era. The familiar ‘i’ is being dropped, now reserved exclusively for electric models. The numerical jump from ‘40’ to ‘50’ also points to a performance boost. And yes, we’ve got the spy shots to prove it, with the new M350 caught testing at the Nurburgring.

Familiar Platform, More Power

Unlike the next-gen electric 3-Series, to be named the i3, which will shift to BMW’s Neue Klasse platform, the refreshed ICE range is expected to stick with the current CLAR underpinnings. Like the M340i, the M350 will be powered by BMW’s 3.0-liter turbocharged six-cylinder B58 engine, albeit modified to produce upwards of 400 hp, possibly flirting with the 420 hp mark.

That’s a solid jump from the current 382 hp, particularly when you consider the B58 is being updated to comply with Euro 7 regulations, bringing its performance even closer to today’s M3.

Rear-wheel drive and all-wheel drive versions are expected to carry over, along with the same eight-speed automatic transmission. If you’re holding out hope for a manual option, you might want to sit down. It’s not impossible, but very unlikely BMW will go that route here.

Neue Design, Familiar Shape

On the design front, the M350 will be refreshed with some of the Neue Klasse styling cues we’ll soon start to see across the brand. Expect a redesigned front end featuring slimmer headlights and a wider, slimmer version of BMW’s kidney grilles. Out back, the prototype wears quad tailpipes and a subtle lip spoiler, with big wheels wrapped in low-profile tires hinting at the car’s performance credentials.

The overall shape stays classic 3-Series, with a traditional three-box silhouette and a fresh take on BMW’s signature Hofmeister kink at the rear door.

Big Changes Inside

We don’t get a look inside this prototype, but based on what BMW has revealed about the next 3-Series, the interior will be a major departure from what we know today. Expect the company’s new ‘Panoramic iDrive’ layout, which ditches the conventional instrument cluster.

Instead, a two-inch, full-width display sits at the base of the windshield, showing driving info directly in front of the driver, with customizable modules on the right. The infotainment setup will also include a large trapezoidal screen at the center of the dashboard.

Availability

Production for the next-generation 3-Series, including the M350, is set to begin in late 2026. That means it’ll be a while before we see the finished product in person, and even longer before anyone gets the chance to put it through its paces on the road or track.

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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.

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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.