The Seltos plays an important role in Kia’s lineup and Americans snapped up nearly 60,000 units last year. However, it’s getting old as the current model was introduced in 2019.

Kia is now working on a redesigned crossover and it has been spied undergoing testing in Europe. While it’s still wearing plenty of disguise, the heavy cladding has come off and this reveals an assortment of new details.

More: 2027 Kia Seltos Gets Boxier With Tasman Grille And Hybrid Powertrain

One of the most noticeable changes is an upright front fascia that appears to echo newer models such as the Sportage, Sorento, and Carnival. It features a wide grille that is flanked by stacked LED headlights. Further below, the crossover has been equipped with a boxier bumper and an expansive intake that is broken up by a centrally-mounted sensor.

Continuing further back, we can see a stylized hood and expressive fenders. They’re joined by a relatively flat roof and a familiar greenhouse. The crossover also appears to have grown a bit, although it’s hard to be certain at this point.

While the rear end is heavily disguised, we can see the license plate recess has been moved from the liftgate to the bumper. We can also get a glimpse at taller LED taillights that appear to mimic those found on the EV5.

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Kia has been tight-lipped about the model, but it’s expected to debut next year and be offered with a hybrid powertrain. It will presumably be the 1.6-liter turbo system that the Hyundai Motor Group announced in April. At the time, the company said the powertrain would improve fuel efficiency by more than 4%

The Hyundai Motor Group also announced an e-AWD system. It features a rear-mounted electric motor to provide all-weather traction as well as improved performance.

If those developments weren’t interesting enough, the Seltos is expected to be offered in Europe for the first time. It will also be available in a variety of other markets as crossovers are king.

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Ford isn’t finished tuning the Mustang’s performance portfolio just yet. As the current lineup stretches from the base EcoBoost coupe to the track-obsessed GTD, a new model is sneaking its way into the mix. It looks like the next Shelby GT500 is in the works, and it could slot perfectly between the Dark Horse and the GTD for 2026.

More: Mustang GTD Shatters Its Own ‘Ring Record by Over 5 Seconds

These fresh spy shots reveal camouflaged prototypes, confirming that we’re moving past the early mule phase that borrowed pieces from the Dark Horse. These newer test cars appear to be wearing production bodywork, though Ford’s engineers are still keeping key styling elements under wraps with heavy cladding. Even so, some standout features are already poking through.

Aggressive Design, Familiar Footprint

Up front, expect a boxier bumper with bigger intakes, a pronounced hood bulge, and wider fenders that give the car some extra muscle. The prototypes are rolling on a set of Pirelli P Zero R tires measuring 305/30ZR20 at the front and 315/30ZR20 at the back — the same sizes found on the last Shelby GT500. The wheels themselves appear to be unique to this model, likely designed for both aesthetics and performance.

Around back, the car is wearing a fixed rear wing borrowed from the Mustang GT Performance. It looks temporary, as does the current quad-exit exhaust setup, which probably won’t survive in this form for production. A more dramatic spoiler and revised rear bumper seem likely. As for what it’ll be called, there’s still no confirmation whether the GT500 name is sticking around or if Ford will roll out a new badge.

More Power, Less Mystery

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The first reports about a successor to the Shelby GT500 surfaced earlier this year when a leaked UAW document mentioned a high-powered Mustang entering production in late 2025. That model was linked to a powertrain codenamed “Legend,” which reportedly builds on the supercharged 5.2-liter V8 found in the F-150 Raptor.

The latter will reportedly be an upgraded version of the supercharged 5.2-liter V8 found under the hood of the F-150 Raptor. If that’s the case, power output will likely surpass the 760 hp (567 kW / 771 PS) of the previous Shelby GT500, getting closer to the 815 hp (608 kW / 826 PS) of the current Mustang GTD. It is also safe to assume that Ford Performance will upgrade the chassis compared to the Dark Horse.

More: Ford’s Mach 4 Trademark Reignites Mustang Sedan Rumors

While this GT500 effort appears to be a Ford Performance product, it’s worth remembering that Shelby American is still busy tweaking Mustangs on its own. The GT350, now offered exclusively by Shelby rather than Ford, gets chassis, styling, and performance upgrades, with the most hardcore GT350R version reaching up to 830 hp courtesy of a Whipple supercharger.

More details about the GT500 successor should drop in the coming months, especially as Ford inches closer to the rumored late-2025 production timeline. Until then, we’ll keep watching the camo cars for more clues.

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Tesla’s robotaxi ambitions appear to be moving from concept to curb, with autonomous testing expected to begin later this month on the streets of Austin, Texas. Meanwhile, a curious-looking Model 3 prototype spotted in San Jose is stirring up speculation. Whether it’s a one-off experiment or a cleverly disguised test mule for the upcoming Cybercab, one thing’s clear; it’s not your typical Tesla.

The prototype was recently caught on video in a public parking lot in California and was wearing Texas manufacturer plates, meaning this was definitely not a privately owned car. Just like the Cybercab Tesla showed several months ago, the entire exterior of the prototype is finished in matte gold, which could be either a wrap or paint. The gold extends across the special aero covers on the wheels and even blocks out the entire rear window and the glass roof.

Read: Tesla’s Robotaxi And Cybercab Might Need New Names

There are some other interesting things going on with this particular Model 3.Up front, a new camera juts out from the bumper, and on the sides, the usual integrated cameras have been swapped for makeshift units crudely screwed into the quarter panels. Another additional camera has been tacked onto the trunk lid, rounding out the prototype’s growing collection of eyeballs.

@WholeMarsBlog @DirtyTesLa @AIDRIVR what the hell is this thing?? 👀 pic.twitter.com/ATYxTrXEeV

— Andrew Lopez (@ASVPxdrizzle) June 2, 2025

Perhaps leading credence to the theory that this is a test mule for the Cybercab is that the rear side windows have been blanked out, and sitting behind them are fixed camera units. The Cybercab showcased by Tesla last October had cameras in this very same position, unlike any other current Tesla model. Curiously, the B-pillar trim was missing from this car.

Unless, of course, you know, someone at Tesla decided that the same genius move that replaced turn stalks with steering wheel buttons should be extended to axing the glass roof and rear window for the sake of efficiency.

Tesla chief executive Elon Musk has said that production of the Cybercab will start before 2027, and indicated that prices will kick off from less than $30,000. Those are audacious targets, particularly for a carmaker like Tesla that is so well known for missing its production targets.

Different automakers have very different approaches to disguising their prototypes. While Hyundai loves to hide its upcoming cars under black sheets containing foam blocks to obscure the shapes below, Opel’s Mokka GSE could’t be more desperate to attract attention if it streaked naked across the pitch at last weekend’s Champion’s League soccer final.

The luminous yellow and black wrap and prominent ‘OMG!’ lettering on this sporty crossover tie in with a teaser campaign Opel released earlier this month designed to raise awareness of the brand’s latest GSE model, and also a change of direction for all future GSE cars.

Related: Stellantis Turns Mokka SUV Into An Electric Rally Weapon

Previously offered only with hybrid powertrains, the sporty GSE badge will become an exclusively electric affair, and the first GSE EV is the Mokka seen in these pictures. A range-topping trim for the existing electric Mokka crossover, it’s Opel’s equivalent to the Abarth 600e and Alfa Romeo Junior Veloce, all three being built on the same Stellantis platform.

Though Opel hasn’t confirmed specs for the production GSE, it’s already told us the version it’ll use in rallying has a single, front-mounted motor that makes 278 hp (207 kW / 280 PS) and 345 Nm (255 lb-ft) of torque, which matches exactly the spec of the Abarth and Alfa. Abarth also offers a less potent version of the 600e with 237 hp (240 PS / 175 kW), which takes 6.1 seconds rather than 5.8 seconds to reach 62 mph (100 kmh), though we don’t know whether Opel will give buyers the same option.

Photos Baldauf

Based on what we know of its two Italian cousins, the GSE gets a 54 kWh (51 kWh usable) battery that’s going to prove too small for anyone with an aversion to charging stations because it’ll only be rated for around 200 miles (320 km) of range and the charge rate tops out a miserable 100 kW.

Big wheels shoulder some of the blame for the poor range, but they do fill the arches nicely, giving the GSE a great stance. The bumpers are only slightly more aggressive than the ones on the stock Mokka, and overall, despite the yellow brake calipers, this is definitely a less showy EV than the Alfa Junior, suggesting the ‘OMG’ graphics might be slightly over-egging things. But we can expect to see some GSE graphics and a sportier look to the interior when Opel finally peels back the wrap in the next month or so.

Photos Baldauf

Porsche will add to its EV portfolio next year when it launches the Cayenne Electric, the first battery-powered version of its best-selling model. But to ensure the Cayenne remains in the number one spot, and sales don’t fall off a cliff, Porsche is keeping the combustion version alive with the help of a very familiar facelift.

Also: Porsche Testing Cayenne EV In Two Different Chilli Strengths

The Cayenne was substantially refreshed for 2024, and although the visual changes weren’t immediately obvious, the technical ones were pretty substantial and included the return of V8 power to the mid-ranking S and a big infusion of interior tech. The update was part of Porsche’s plan to keep the Cayenne alive long after its EV brother had begun appearing in showrooms, and another facelift is the next step.

911-Inspired Styling Cues

This time around Porsche’s designers have looked to the latest 911 for inspiration, adding the same kind of vertical cooling slats to the outer parts of the front bumper that we were introduced to through the first hybrid 911, the 2024 GTS. If they function in the same way as the 911’s do, those electronically-controlled slats will automatically close to improve aero efficiency or open to blast the radiators with a hit of cooling air when you’re working the engine hard.

The horizontal bars placed in front of them on this prototype are just part of the disguise and won’t be present on the production Cayenne, which is why the thin DRL strip that’s normally horizontally mounted has switched to a vertical position in the side of the bumper. It’s worth noting that this whole bumper design might be specific to just one, or perhaps a couple of trims, and that lower-grade Cayennes might get a different look altogether.

Other tweaks introduced for the 2024 refresh, such as the squarer headlights, are carried over, and we don’t imagine Porsche will make too many changes to the interior, either. The current dashboard already has the current Porsche family look as part of the last refresh that brought a toggle gear shifter, full digital instrument cluster and an optional passenger-side infotainment touchscreen.

More Power, More Options

The revised Cayenne and Cayenne Coupe will probably debut for the 2027 model year with a similar engine lineup to today’s SUV, but with a smidge more power and a few extra range miles for the hybrid models. And by that time Porsche will also have unveiled the Cayenne Electric, giving buyers of its best-selling badge more choice than they’ve ever had.

Credit: SHProshots

Considering it’s the most premium brand in the Hyundai Group, it’s strange that Genesis has waited so long after Kia and Hyundai delivered their own performance EVs to jump in on the action. But the automaker’s first fast EV is almost ready to drop and thanks to a fresh set of spy shots we now know how it’ll look.

New pics taken in Europe show a GV60 Magma prototype testing minus its usual front-end disguise. In previous spy images the first car from Genesis’s new Magma performance sub-brand was either wearing a full set of black vinyl covers or, as on a recent Nurburgring outing, a swirly camo wrap.

Related: Genesis Cranks The Ioniq 5 N Formula Up To 11

This time it’s mostly covered in the trash bag disguise but the front end is completely uncovered, giving us a clear view of the entire grille and bumper arrangement. The pics confirm that the production Magma will stick close to the design of the 2024 Magma concept, with a big double-deck mesh grille taking up most of the bumper and three additional lozenge-shaped vents mounted above.

Although the GV60 is an EV, and so doesn’t have the same cooling requirements as a combustion car, Genesis’s reason for losing the front camouflage must be cooling-related – particularly since the prototype was towing a trailer.

Like the concept, this test car has small canard aero fins on either side of the bumper. And we wouldn’t pay too much attention to the current location of the license plate – judging from the various slots and subtle cutouts in the bumper, production EVs will have their plates mounted below the three mini vents, not above.

The small 911 GT3 RS-style vertical fins we noticed behind the front wheels during a Nurburgring test are present, though whether they’ll end up body color or black, as seen here, we don’t yet know. The concept’s arch trims were color-coded, but they had a different design featuring two slim vents behind each front and each rear wheel.

The GV60 is built from the same E-GMP component set as the Hyundai Ioniq 5 and Kia EV6, and will share much of its hardware with the N and GT performance versions of those cars, including an 84 kWh battery.

But intel suggests Genesis will make up for being late to the party by pushing power beyond the 641 hp/650 PS (on overboost) its sister cars generate. The Magma could generate close to 700 hp (710 PS) while still offering the same simulated gearshifts that have helped make the Ioniq 5 N such a hit with enthusiasts. The N is good for zero to 60 mph (97 kmh) in a claimed 3.3 seconds, and the Magma could potentially prove even quicker.

Given that the concept made its debut at last July’s Goodwood Festival of Speed it’s highly likely the production car will be unveiled at the 2025 event, and Genesis has already said it plans to start production in Q3 of this year.

Credit: SHProshots

BMW’s Neue Klasse 3-series sedan is just around the corner, but barrelling up to the next curve down the road, and coming in hot, is its M3 brother. The M3 will be available with both electric and ICE power, and our spy photo team has has papped the EV (possibly named the iM3, following a recent BMW trademark) wearing its fat production fenders and no distracting M-color camouflage for the first time.

Although we’ve seen electric M3 test cars before, they’ve always been fitted with riveted arch extensions or fender graphics that make it hard to see what the shape of the rear quarter panels. But now we get to see the true contours of the real fenders that will add more than 3 inches (76 mm) of girth versus a stock i330 sedan.

Related: BMW M Knows You Don’t Like EVs But They’re Making Them Anyway

The extra width of the front fenders is fairly subtle, though combined with the suspension drop gives the M3 a much lower, wider and meaner look than the i330 prototypes we’ve seen. But there’s no missing the rear-end makeover. Those new swollen fenders are huge, meaning the charging flap on the nearside rear quarter lies almost at 45 degrees.

How do we know this is the electric M3? There’s the lack of tailpipes, of course – we see a diffuser for the first time on a prototype – but that’s not the only clue. Electric versions of the Neue Klasse 3-series, including the M3, have a much shorter gap between the front door and front wheel arch opening, a more sloping windshield and a forward-angled window post in the middle of the rear door. On combustion-powered NK Threes, which get an updated version of today’s 3-series’ CLAR platform, rather than the Neue Klasse architecture, that window post is vertical.

Though this M3 prototype gives us a look at the production fenders, it’s still keeping plenty of secrets – it won’t be launched for at least 18 months, after all. The front and rear bumpers remain literally under wraps and we’re yet to see the final design for the front and rear lights. 

But one shot showing a glimpse of the interior through the passenger window confirms the presence of the same Panoramic iDrive centrally-mounted tablet touchscreen and full-width head-up display at the base of the windshield that BMW showcased at CES in Las Vegas at the beginning of 2025.

Under the skin the electric M3 will have as many as four electric motors delivering just over 700 hp (710 PS) in standard form, while the ICE version will get a mild-hybrid six-cylinder engine.

Credit: SHProshots

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

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

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

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

QUICK FACTS

Photos Brad Anderson/Carscoops

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

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

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

What Makes It Special?

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

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

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

Photos Brad Anderson/Carscoops

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

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

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

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

It Handles, Too

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

Photos Brad Anderson/Carscoops

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

Read: 2026 Corvette Trades Buttons for Screens

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

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

Photos Brad Anderson/Carscoops

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

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

Is It Efficient?

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

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

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

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

The Intangible

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

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

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

Photos Brad Anderson/Carscoops

A Familiar Interior

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

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

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

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

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

Verdict

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

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

Photos Brad Anderson/Carscoops

Beauty, style, and elegance are not that common in the automotive world today. That’s no surprise with the sea of crossovers that have become the de facto choice for so many. What then for the person with the means to do more but with the need to drive something similar? That’s what the Range Rover Sport aims to be. 

It doesn’t have the hardcore off-road equipment of its Defender, Discovery, or Range Rover full stop siblings. It’s not wildly approachable either, with a base price just shy of $84,000 for the SE with the 3.0-liter 6-cylinder engine. How then can it fit into a family so well-built on ruggedness? Because it makes no promises that it can’t keep. 

Rather than pose as a do-it-all Swiss Army Knife, it focuses on just a few things and does them very well. It’s stylish, it’s comfortable, and it’s wildly quick for a vehicle of this size and type. Oh, and we didn’t even test the fastest of the bunch. So, here’s what we learned after a week with the V8-powered version of the Range Rover Sport in Autobiography trim. 

Quick Facts

Stand out while standing still. That might as well be the design brief for the Range Rover Sport because that’s exactly what it does. Of course, our Autobiography-trimmed test car had a little help from its Firenze Red paint color, but the body of this car is stunning in any shade. Where other automakers slap the word “Sport” on something to sell a few more units with slightly different features, Range Rover adds a lot of substance with that single word. 

Read: Jaguar Land Rover Halts All US Vehicle Exports

The body shape is completely unique to the brand and takes everything about the flagship Range Rover and gives it a far more athletic attitude. The entire shape is somewhat raked and monolithic. The front end features a low front bumper and the fenders stretch out to provide an almost widebody appearance. 23-inch wheels sit at each corner and finish off an imposing presence. 

Kingly Comfort

SUVs are meant to combine practicality and style. It’s how they do it is what separates the good from the bad, though. Range Rover focused on elegance and, for the most part, did a great job with a few notable exceptions. 

The seats deserve special mention because they’re very unique in the car world. They almost remind me of Faye Toogood’s Roly-Poly chair as they are all about comfort over everything else. The bottom cushion is especially expansive and provides maybe the best thigh support in the business, without counting those that have auxiliary settings for such a thing. 

These seats feel like they’re naturally reclined a little and at the same time, provide good head and neck support. For moments of more vigorous driving, they allow occupants to add more lateral support via the side bolsters. They even have inboard armrests that allow for custom positioning or stowing altogether. Still, despite these niceties, this is far from a perfect cabin. 

One complaint worthy of mention is the steering wheel. When we tested the Defender, we remarked about how nice the exposed metal on it was. Here in the more expensive Range Rover Sport, we get piano black plastic, which is unquestionably less special. That said, at least the buttons work and provide good feedback. 

Sadly, the piano black continues onto the center console where it glares back at passengers with so many fingerprints that you’ll think dozens of people have been in the car in only the few minutes before you entered. In addition, and this is something notable about the Evoque as well, there is a lot of unused real estate to the right of the shift lever. Not every single surface needs a button or switch, but it’s an interesting choice nonetheless. 

Photos Stephen Rivers for Carscoops

Speaking of the center console, the storage situation is very interesting and mostly very good. The only issue is directly behind the shift lever, where users will find a panel that slides back to reveal two options. Option one is a deep storage cubby with a USB-C power port. Above that is a slide-out dual cup holder which works great, except when you have drinks in it and need to access the storage cubby. At that point, one must remove the drinks and stow them somewhere else to get whatever is beneath them. 

Beyond that, though, there is no shortage of storage in this SUV. The front passenger gets not one but two glove boxes. Both front occupants have access to a cooler that sits behind that strange cupholder situation, and between the two is a small pad for something like a pen, some business cards, and maybe some Post-its notes. Ahead of the shifter, one will find another hidden space for a phone with a wireless charger and coin storage. Under the main level of the console is another pass-through space for more stuff like sunglasses. 

The rear seats are highly similar to the front units, albeit not as featureful. They lack the bolster adjustments, the massage settings, and the range of motion, but are otherwise just as comfy. I’m happy to report that they feature ample head and legroom for tall and short folks alike, and they even recline should one want to snooze a little back there. 

The cargo hold itself is also well-appointed and robust. The flooring is a hardened rubber, and Range Rover included several optional extras too. Our test vehicle had a super simple tonneau cover and a basket full of accessories. It included cargo netting, different baggage solutions, and had several ways to secure it in the SUV. There are also buttons to raise and lower the rear seats and others to raise and lower the cargo area to make it easier to load. 

Infotainment That Grows On You

There’s no getting around it, the infotainment system in this car isn’t the most advanced, the largest, or the most featureful. Nevertheless, it’s impressively intuitive. We’ve praised the setup before in the Evoque, but it deserves more attention here. Range Rover basically divides the screen into three sections, one on each side for each person up front, and then a large main area in the middle. 

This allows each front-seat occupant to control whatever they might need very quickly without hunting through different menus. The driver gets seven clearly marked buttons: two for defrosting, one for climate control, one for drive mode, one for navigation, one for media, and one for a deeper menu. 

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The passenger gets four buttons, one for more settings, one for the surround-view camera system, one for media volume, and one for climate control. The most used buttons, climate control and volume, are dynamic. The user can simply touch them to open a larger menu or click and slide them to quickly change the setting. It’s simple, intuitive, and reacts very quickly. 

Rear-seat occupants needn’t worry that their climate system is less exciting, though. Range Rover includes a fun ‘push/pull’ button for each side of the rear climate zones that allows occupants to change either the temperature or their seat setting. It’s another great use of one button to do several things without overcomplicating the situation. It’s also great to see physical controls staying where they belong. 

Drive Impressions

It would be easy to think of the Range Rover Sport as a posh people mover and not much else, but that thought is wrong. Even in its most basic form, the Range Rover Sport comes with a 355 horsepower (264 kW) six-cylinder engine that can go from 0-60 mph in just 5.7 seconds. 

It’s not as quick as rivals from BMW or Porsche, but it’s not what we’d call slow either. Our test vehicle leveraged a 4.4-liter twin-turbocharged V8 with 523 horsepower (390 kW), 553 lb-ft (752 Nm), and a claimed 0-60 mph time of 4.3 seconds. We managed to achieve that feat even quicker, though, in a mere 4.1 seconds. 

This isn’t just a straight-line performer either. The adaptive suspension does a great job of keeping this SUV’s 5,300-lb (2,404 kg) curb weight in check. It corners flat and with no discernible understeer when pushed hard. The steering is communicative, and, in general, the Range Rover Sport feels small and nimble. The eight-speed gearbox is smooth too.

It makes piloting the car a pleasure even when traffic is heavy or you’re stuck in a cityscape with countless drivers paying less than full attention. That’s impressive, but where this SUV really shines is on a long, open road. 

There, it’s comfortable, serene, quiet, and smooth. It soaks up miles with ease, and the integrated semi-autonomous driving features like lane-keep assist and dynamic cruise control make for a relaxed ride. It’s rare that we get chances to take cars on road trips of any serious length, but we made two separate nine-hour drives in this and never felt like we needed a big break from the road. In fact, if there’s one thing that genuinely shocked me, it’s that we achieved 22.7 mpg across the entire week in a car with over 500 horsepower. What’s not to love about that?

Competition

Photos Stephen Rivers for Carscoops

As mentioned, the Range Rover Sport isn’t as quick as rivals from BMW and Porsche, but it’s not really trying to tackle that market. Rather, it’s somewhere between those goals and what its siblings, the Defender, Range Rover full stop, and Discovery, have already built. Those SUVs are made for rugged terrain, poor weather, and shuttling folks around in comfort and quiet. To that end, the Range Rover Sport does that but with a flair the others don’t really have.

At the same time, it’s hard to pitch this as a good value. Rival brands offer similar accommodation and, in many cases, even better driving dynamics. While the Range Rover Sport excels in terms of overall comfort, it’s also very pricey. Those who want this sort of experience but for far less should consider something like the Genesis GV80, which provides the same flavor, albeit far more artificially. The two are sort of like the relationship between genuine and imitation saffron. 

Final Thoughts

The Range Rover Sport manages to bridge the gap between luxury and capability without falling into the trap of over-promising. Its focus on style, comfort, and performance makes it a compelling choice for those seeking a premium SUV that doesn’t sacrifice driving dynamics. 

While it may not be the most rugged off-roader in the Land Rover lineup, its refined on-road manners and potent engines deliver an experience that’s both engaging and luxurious. 

This balance allows it to stand out in a crowded segment, appealing to buyers who value a blend of sophistication and athleticism. After a week in it, we didn’t want to give it up. We bet you wouldn’t either. 

Photos Stephen Rivers for Carscoops

GMC recently announced the 2026 Hummer EV will come equipped with an enhanced version of Super Cruise. However, it quietly debuted on the 2026 Cadillac Vistiq and we recently got a quick hands-on with the upgraded semi-autonomous driving system.

One of the most welcome updates is a smoother transition to and from Super Cruise-enabled roads. In particular, there’s a new hands-on capability that keeps the vehicle centered in its lane and following a safe distance from the car ahead. In effect, Super Cruise and adaptive cruise control with a lane centering function work together for a more relaxing driving experience.

Google Maps Integration and Smarter Lane Changes

Speaking of which, when drivers reach a Super Cruise-enabled road, the hands-free system will automatically engage. To help communicate this, the lightbar integrated into the steering wheel will turn green.

On the topic of automatically taking control, there is now Google Maps integration. This means Super Cruise-compatible roads will be highlighted, while automatic lane changes have gotten a lot smarter.

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When using route guidance, the Vistiq will make sure you’re in the right lane to get to your destination. If it needs to move over, it will automatically do so. However, officials said the system may ask you to take control for some complex lane changes.

While our test only included a brief jaunt on the highway, the system worked well as it checked the adjacent lane, made sure it was clear, and then completed a lane change without issue. I just wish the messaging was better, as I didn’t originally notice the lane change notification on the digital dash.

The message popped up on the right side and may have been blocked by the steering wheel. This is something drivers would likely get used to with experience, but it’s a little disconcerting when your car changes lanes and you’re not expecting it.

Not Your Overbearing Nanny

Michael Gauthier / Carscoops

Aside from that minor gripe, the latest system has Intelligent Adaptive Cruise Control which can automatically adjust its speed to keep pace with changing speed limits. Thankfully, the system isn’t a nanny as it will let you speed, if you want to. As officials explained, if you’re doing 75 mph in a 70 mph zone and the speed limit drops to 55 mph, the car would do 60 mph.

While that’s just a brief glimpse at the updated version of Super Cruise, officials suggested it will be coming to more models in the future.

Michael Gauthier / Carscoops