If you like the idea of owning a wagon with electric power you’re not short of options in 2025 – at least in Europe. The Audi A6 e-tron Avant, BMW i5 Touring and Porsche Taycan Sport Turismo heading our money-no-object list. Rewind three years, and Peugeot’s E-308 SW was one of only a couple of options, but now with middle age approaching the affordable electric wagon pioneer is getting a makeover.

Spied parked up in a Stellantis R&D facility, this SW – Peugeot says the letters stand for Station Wagon – has the automaker’s trademark crystal-effect camouflage wrap on its nose and tail. And it’s irritatingly good at its job, keeping the details of the styling tweaks mostly safe from prying eyes.

Related: The First Electric GTI Isn’t From VW, It’s From Peuegot

But we can see that the fenders, hood and headlight shape don’t appear to have changed, and it’s just possible to make out the new grille, which consists of a series of upright bars, just like on the facelifted 2008 SUV. It’s possible that the 308 could adopt a similar DRL claw arrangement to the 2008, swapping the current car’s single downward swipe for three.

It looks like the rear changes could be even more discrete, the contours of the bodywork beneath the camouflage suggesting tweaks will be limited to new rear light signatures and possibly a new profile for the section of lower bumper located between the fog and reverse lights.

Potential Powertrain Upgrades

But those minimal styling updates might be hiding some more substantial changes under the skin. Right now the only powertrain setup available in the E-308 is a single 154 h (156 PS) / 115 kW) electric motor that’s pulls its charge from a small 54 kWh battery that gives a range of around 254 miles (409 km).

But since the E-308 was launched we’ve been introduced to several newer single-motor Stellantis EVs built on the same E-CMP platform with far more power. Peugeot’s own E-208 GTI, for example has 276 hp (280 PS / 206 kW), so it’s possible the E-308 SW could get the option of that powertrain – potentially with GTI branding. And the E-208 GTI’s Abarth’s 600e cousin additionally offers a 237 hp (240 PS / 177 kW) motor that could also work in the 308.

A Facelift for the Entire Family

Whatever new goodies the E-308 adopts, you can expect them to be shared with its hatchback sibling. The design updates, meanwhile, will likely make their way to the combustion 308 as well, with an expected rollout in early 2026.

Baldauf

It’s no secret that BYD is rapidly climbing the global sales charts, cranking out an ever-growing lineup of electric and plug-in hybrid models. But even ambitious automakers have off days, and this time, BYD might have let its engineers go a little too wild in the workshop.

A new prototype has surfaced in China that looks more like a garage art project than a car supposedly aiming to compete with the likes of Porsche, including the upcoming 718 EV (at least on paper).

Read: Denza Z Is An Electric Porsche Rival With A Fold-Away Steering Wheel

This bizarre prototype was recently spotted in China and despite missing most of its bodywork, we can see it’s a tester for the Denza Z. First showcased at the recent Shanghai Auto Show as a concept, it’s clear BYD has already given Denza the green light to bring it into production.

What immediately stands out is the sheer amount of spray foam involved. For whatever reason, it covers the roof, rear window, and rear deck, creeping across pillars and window frames, even appearing to bond some of the body panels. It makes this prototype appear to be something a rogue DIYer has put together in their garage, rather than something we’d expect to see from a multi-billion-dollar carmaker.

Photos Autohome

Hidden beneath this excess of foam will be a host of impressive features that should make the Denza Z one serious performer. According to a report from China’s Autohome the production Denza Z will pack an electric powertrain pushing out roughly 536 horsepower (400 kW). That should be enough to send it to 62 mph (100 km/h) in just over 3.0 seconds.

The Powertrain

Limited details about the powertrain are known, but it’ll presumably be a dual-motor setup borrowing a battery pack from a current BYD model. What we do know is that it will hit the market with double-wishbone front suspension and adaptive shocks, ensuring it handles just as well as it accelerates.

Despite the dodgy bodywork of this prototype, it’s safe to assume that the production model’s design will be very similar to the concept, which is a good thing.

The cabin layout should also carry over, though this test car swaps the concept’s foldaway steering wheel for a conventional one. It’s unclear whether that retractable wheel will make it to the final version, but it seems unlikely given current road safety regulations and the extra complexity it would bring.

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

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

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.

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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. 

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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

Electric vehicles aren’t just the future anymore. They’re the present. And as the segment matures, more legacy carmakers are betting big on designs that challenge their own history. That’s exactly what Lotus has done with the Eletre, an electric SUV that still has purists in a mild existential crisis.

It’s been almost three years since the world first laid eyes on the all-electric Lotus Eletre and still, people are up in arms about it. “How dare a brand focused on lightweight sports cars like Lotus launch a heavy SUV?” they say. “Colin Chapman would sure be turning in his grave.”

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It’s not hard to see where they’re coming from. Since its inception, Lotus has produced some of the finest, driver-focused sports cars ever made, and the Eletre marks a dramatic departure from this ethos. However, enthusiasts were also lamenting the end of “real” Porsche when it introduced the Cayenne back in 2002; however, nowadays, many of those 911 purists who hated on it back in the day probably now own one as their daily driver. Not to mention that its success gave Weissach the funds it desperately needed to keep its iconic sports car alive and kicking.

In much the same way, to instantly write off the Eletre simply because it’s not a lightweight sports car worthy of the Lotus badge would be to ignore one of the very finest luxury SUVs on sale, and after recently living with one, we’re happy to accept it as an important part of Hethel’s family. Naysayers may complain all they want but the times, they are a changin and those who don’t adapt and evolve are destined to die.

QUICK FACTS

Photos Brad Anderson/Carscoops

The Eletre didn’t really come out of nowhere as most people may think. At the 2006 Geneva Motor Show, Lotus unveiled the APX concept. It was its first attempt at testing the waters for an SUV and, although it never made it to production, the British brand knew the potential such vehicles had. However, it wasn’t until the brand became majority-owned by Geely that efforts to launch such a model really started in earnest.

Three different versions of the Electre have been introduced, starting with the base model, and growing to include the S and the R. All use the same 112 kWh lithium-ion battery pack, and the base and S models have a pair of electric motors delivering 603 hp (443 kW) and 524 lb-ft (710 Nm). The flagship R ups the ante significantly, churning out a monstrous 905 hp and 726 lb-ft (984 Nm) of torque. We tested the Eletre S, priced from AU$229,990 ($148,900) in Australia. This tag positions it nicely between the base model starting at AU$189,900 (~$122,800) and the R that tops out at AU$279,990 (~$181,100).

You don’t need us to tell you that this is, indeed, a lot of money. However, the Eletre doesn’t really have any direct rivals. Yes, Mercedes-Benz has the AMG EQE53 and BMW the iX M60 (soon to be facelifted and renamed the M70) but neither is quite as special as the Lotus. They also do not come close to matching the Eletre’s performance. To match that, you’ll need to cough up over AU$400,000 (~$259,000) for a Lamborghini Urus.

All versions of the Eletre are all based on an 800-volt electrical architecture and support 350 kW DC fast charging. They also come as standard with an adjustable air suspension, Continuous Damping Control (CDC) dampers, torque vectoring by braking, and flamboyant exterior and interiors that cannot be matched by anyone but the Italians.

Photo Credits: Brad Anderson/Carscoops

A World-Class Interior

The cabin of the Eletre is really beautiful, and that’s not something that can be said about many interiors on the market, let alone for an SUV. Sure, many are functional and feature premium materials and all sorts of equipment – but the Lotus just makes you feel special.

First is the steering wheel. In photos, the shape may look a little odd and appear a little over-the-top, but in person, it looks like an expensive piece of jewelry. It’s perfectly sized and clad in plush grey leather with a metallic 12 o’clock mark. On each side of the wheel are rocker switches that are used to operate most functions, like music settings and the driver-assistance systems. Although they do take some time to get used to, once they do, they become second nature.

Not everything is perfect, though. Some EVs have paddle shifters behind the wheel for the brake regen but, in the Eletre the left one adjusts the level of brake regeneration, while the right is used to toggle between the different drive modes, which takes a little getting used to. Much like the Brabus Smart #3 we drove a few months ago, the digital gauge cluster is limited to a thin 12.6-inch display incorporated into the dashboard. It’s not particularly fancy and does feel like a bit of an afterthought. Other important driving details can be shown on the 29-inch head-up display.

Photos Brad Anderson/Carscoops

The top of the dash looks like a piece of art with separate panels on the driver and passenger sides, joined together by intricate (and infinitely configurable) ambient lighting. A large 15.1-inch infotainment display then catches the eye. Much like a Tesla and many other EVs that followed its lead, the software operates in a similar fashion to a tablet. It runs on not one but two Qualcomm Snapdragon 8155 chipsets and utilizes Unreal Engine 5, resulting in staggeringly detailed graphics and response times. Simply put, it’s the most seamless infotainment system I’ve ever used.

More: Lotus Eletre Priced At A Shocking $229,900 Due To New Chinese EV Tariffs

That being said, it can be a little overwhelming to start with. The number of settings and menus is bewildering and may put off some less tech-savvy buyers. However, after spending a little time with it, it feels very natural. All climate settings are on the screen, as are controls for the ventilated, heated, and massaging front seats, while both wireless Android Auto and Apple CarPlay are supported, and they work seamlessly.

Lotus’ attention to detail also has to be applauded. Virtually every part of the cabin is clad in expensive-looking leather or Alcantara, giving the Eletre a very premium feel. We particularly liked the brass-colored shifter and temperature controls, as well as the exposed speaker grilles on the front doors, and the small screen on the passenger side is also a nice touch.

One thing that did concern as is the seat bolsters. As you’ll see in the image above, the driver’s side thigh bolster had some worrying signs of wear and deep creases in the leather, despite our tester being just a few months old. Then again, automotive journalists are not exactly known for being extra careful with the cars automakers hand over to them, and this particular example might have been used for other purposes, and by many people, too during its short life.

Space Is Not An Issue

Since this is definitely meant to be a family car, Lotus has paid attention to rear-seat passengers as well. The second-row seats are exceptionally comfortable and there’s loads of legroom and headroom for even taller occupants. Additionally, the backrests are electrically adjustable and offer heated and ventilated functions, both of which can be controlled via the touchscreen on the back of the center console. There’s also quad-zone climate control, meaning there’s not only four sections of the cabin that can be set at different temperatures, but the fan speeds can also be adjusted independently.

Photos Brad Anderson/Carscoops

Key features of the Electre S that aren’t found on the base model include illuminated metal tread plates, an active rear wing, soft-close doors, and a thumping 23-speaker KEF Reference audio system. It also comes with 22-inch wheels as standard, but can be optioned with 23-inch ones if you so desire. Additionally, the standard six-piston front brake calipers can be replaced with 10-piston ones and carbon ceramic discs. Black, white, gold, red, and green leather is also available for the cabin.

Cargo capacity is more than generous. There’s 688 liters (24.2 cubic feet) of space in the trunk, which grows to 1,523 liters (53.7 cubic feet) with the rear seats folded down. Lotus has also added a small storage area in the frunk, although it’s only large enough to fit a thick charging cable.

How Does It Drive?

Heading into my week with the Eletre, I wasn’t quite sure what to expect. Would it be boring to drive like most other EVs, or would it offer something different that the competitors don’t?

The first thing to surprise me was the acceleration. Ordinarily, EVs with this much performance stick you to the seatback the moment you hit the throttle. According to Lotus, the Eletre S only needs 4.5 seconds to hit 62 mph (100 km/h), but all the power and torque aren’t deployed instantly, meaning it launches off the line quite sedately. As the speeds start to build, so does the acceleration. It begins to pull noticeably harder after 90 km/h (56 mph), in a similar way to the Audi RS e-tron GT when it switches into second gear. Unlike the Audi, however, the Lotus only has a single-speed transmission, so it’s likely some software trickery that’s behind this surge in acceleration.

We suspect the Eletre R, with its 2.9-second 0-62 mph time, provides the same instant hit as comparable EVs. In the S, we matched the claimed 4.5-second sprint with a GPS timer, and the Lotus will happily repeat these times again and again even as the battery begins to drain.

Photos Brad Anderson/Carscoops

Lotus models have long been lauded for their precise steering, and we’re happy to report the Eletre steers like a Lotus should. Of course, there’s no hiding the fact that it weighs 2,959 kg (5,720 lbs), but you could be easily fooled into thinking that, while no Elise, it’s significantly lighter than that figure suggests. The steering is perfectly weighted, and the Eletre quickly responds to inputs, dancing around corners in a way that an SUV like this has no business doing.

No doubt aiding in the extraordinary handling is the fact that it has massive 275/40 Pirelli P Zero tires at the front and 315/35 ones at the rear. Despite driving as hard as I felt comfortable to on public roads, I couldn’t push the Lotus into any kind of understeer or oversteer – it always remained neutral and composed.

Read: Lotus Revamps Eletre And Emeya With New Trims

We’re more than pleased to report that the brakes are mighty. Even though our test car had the standard six-piston calipers rather than the optional ten-pots and carbon ceramic discs, it only needed 2.6 seconds to stop from 62 mph, the same time we recorded in a BMW M4 Competition. And it’s not just the stopping power that’s impressive, but also the way the brakes feel. They are smooth and predictable, and the changeover between the regenerative and friction braking is imperceptible.

Speaking of the regenerative brakes, several different levels can be toggled through the left paddle shifter. Unfortunately, there’s no one-pedal driving mode, which seems a little silly, as it’s something many much more affordable EVs offer. Lotus could have easily added it if it wanted, but for whatever reason, chose not to.

Several different driving modes are available, including Individual, Sport, Tour, Range, and Off-Road. All of these settings allow for individual adjustments of the air suspension and the ride height. Regardless of the ride height and the driving mode, the ride remains plush and comfortable, which is not something that can be said about many other big EVs like this.

Not All Is Perfect

One of the biggest talking points about the Eletre has been its use of several LiDAR sensors, including one that pops out of the roof and two that are deployed from the front fenders. In some markets, these are offered as standard, but in Australia, they are only available as part of the AU$8,000 (~$5,200) Highway Assist Pack, which Lotus tells us 20% of buyers are opting for. What’s frustrating is that vehicles without the LiDARs do not get any form of active lane centering and only have a traditional radar cruise control system. At this price point, lane centering is a must.

Efficiency is not the Eletre’s strong suit either. It has a quoted range of 500 km (311 miles), and while that’s certainly achievable when cruising, that figure drops nearer to 400-450 km (248-280 miles) if you start having some fun. That’s enough for most people, but not that impressive when you consider that the Lotus carries a big, 112 kWh pack.

Our tester also had some extremely overactive matrix LED headlights. Ordinarily, headlights like these intelligently blank out segments when the high beams are switched on to avoid blinding oncoming traffic. However, the lights of the Eletre are almost continuously cutting lighting segments in and out. It seems as though the system gets confused with the reflectors of other cars, and even brightly-lit street signs, mistaking them for other cars’ headlights.

While cruising down one residential street with dozens of parked cars, the Eletre’s lights were flashing as if they were used in a disco. For an EV that costs this much, an issue as obvious as this should have been fixed before Lotus even commenced production.

Verdict

While those who’ve never driven the Eletre will likely continue to voice their opposition to a big, heavy, electric SUV with a Lotus badge for quite some time, the fact remains that the car itself is superb. It has bold and futuristic looks that turn heads and a plush and luxurious interior that’s unlike anything else on the market.

Throw in great driving dynamics, and you get a vehicle that ticks plenty of boxes and stands out in the crowded premium SUV market. And for buyers who want to avoid the obvious choices from Porsche or Lamborghini, that may be reason enough to give it a second look.

Photos Brad Anderson/Carscoops

It’s not every day a high-performance truck tries to grow up a little, but that’s exactly what the Ram 1500 RHO is attempting. This isn’t just a stopgap to fill the TRX’s tire tracks, it’s a signal from Ram that a new era has begun, one with fewer V8s and more turbocharged sixes.

Stellantis may be stepping away from the Hellcat phase (for now, at least), but it hasn’t lost its taste for over-the-top machines. A future TRX revival has been rumored, though, so the V8 story may not be entirely over. In the meantime, the RHO stakes its claim with a very different kind of muscle.

While the TRX did everything it could to be a true king of the performance pickup world, the RHO seems a little more like a sophisticated hunter. It’s a bit smarter, leaner, and arguably better in almost everything while remaining tough as nails.

Quick Facts

To find out if everything we’ve heard about it is actually true, we grabbed the keys to a Ram RHO and treated it like our only car for a week. We tested it over hundreds of miles that included highway, city, off-road, and gravel roads. In the end, we discovered that Ram did, indeed, pick the right name for this truck.

A TRX’s Spitting Image

Photos Stephen Rivers for Carscoops

Right off the top, it’s worth noting that , throughout our week with it, several people asked if it was a TRX. One might think that Arkansans would be up on such things and that the large RHO lettering would give it away, but here’s the thing: this truck looks almost identical in every way to the TRX. 

More: This Dodge Charger Prototype Allegedly Sounds Like A Hemi V8

The face is largely similar. The hood has the same ram-air-style scoop in the middle and a pair of heat extractors on each side of it. There are small air intakes next to each headlight. The front fenders have pressure-relief vents on each side. The rear fenders are equally bulbous, the fuel door is in the same exact spot, and the plastic wheel arches are identical, too. 

In the rear, you’ll find the same style dual-exhaust poking out of the back and more vents bookending the taillights. These are all features found on both trucks, so it’s no wonder that people get confused. Roll around in an RHO and you’ll find out people will, more often than not, think you’re driving a TRX. 

Either way, this truck has presence in spades. Of course, anything that’s this large is going to have presence even if it’s ugly or overcompensating.  That said, it’s worth noting that this size has at least one major drawback: you simply have to get used to washing this thing by yourself because it does not fit in the vast majority of drive-through car washes.

 I kid you not when I say I took it to not one, not two, but seven different places just to find one where I wouldn’t have to physically get out and clean it on my own. I don’t mind washing any vehicle, but when it didn’t fit in the first two places, it became a journalistic inquiry to see if any car wash could accept it.

The Hemi’s Dead, Long Live The Hurricane

Those vents on the hood aren’t fake. They help feed air and remove heat from the RHO’s twin-turbo inline six. It’s the same engine found in several other Ram 1500 trims, and we’ve driven it before in the Tungsten. We liked it in that truck, and so we expected more of the same here. 

The engine features low-inertia turbochargers, a deep-skirt cast-aluminum block, a forged steel crankshaft, forged steel connecting rods, and cross-bolted steel main bearing caps to pump out up to 540 horsepower (403 kW) and 521 lb-ft (706 Nm) of torque. That’s considerably more than is on offer in Ford’s base Raptor that makes 450 horsepower (335 kW) and 500 lb-ft (677 Nm) of torque. 

Notably, this isn’t a performance truck with little ability to do real work. It’ll still tow up to 8,380 lbs (3,801 kg) and has a maximum payload of 1,520 lbs (689 kg). 

A High-End Cabin In A Utility Truck

Photos Stephen Rivers for Carscoops

Ram has led the way in terms of cabin comfort for some time now, and the RHO is no exception. It doesn’t have every single amenity that the Tungsten did, but option it high enough and it’s not far off. Our test car had an MSRP of $89,995. For that, you get eight-way power-adjustable front seats with heating, ventilation, and a massaging function, as well as heated second-row seats. All four offer excellent head and legroom, along with good cushioning and support. 

The truck also includes a hands-free driving assistance system, a steering wheel with genuine leather and carbon fiber, and a heads-up display. All of that makes this off-road desert-runner of a truck feel more luxurious than one might expect. A 14.4-inch infotainment system sits proudly in portrait orientation and works well thanks to a quick and responsive Uconnect 4 interface. 

In addition, the front seat passenger has access to their very own infotainment system in the dash. That might sound like a gimmick, but it’s seriously helpful since passengers have full access to pair phones, input directions, search for locations, and more while in motion. 

Saddling A Rhino

Trying to control a beast of this size, weight, and power doesn’t sound like an easy thing to do. The RHO might be more refined and less powerful than the TRX it replaced, yet it feels like every bit of the handful of the old Hellcat-powered pickup. No, it’s not as fast, but anyone who’s comparing the two is missing the point. 

The RHO drives like the animal that it is. The wide frame and huge tires feel large and in charge on public roads. The seating position is high and commanding. The ride is comfortable and great for long cruises on the highway. Does it feel a bit more like a boat (or maybe an actual rhinoceros) than I’d like? Absolutely. Is it tough to use in a tightly packed parking lot? You bet it is. There’s a tradeoff for that, though, that we’ll circle back to shortly. 

In most scenarios on the road, the RHO feels very big. The 540-hp Hurricane inline-six is more than punchy enough to carry the load, though. Zipping in and out of traffic comes down to whether you’ll have the physical space rather than the power and handling. Ram says it’ll do 0-60 mph in 4.6 seconds, and while we could only manage a best time of 4.8 seconds, better conditions might have allowed us to match it.

Read: Ram Confirms 25 New Models In 18 Months And It Starts With A Bang In June

The steering is articulate but short of what we’d consider sharp. It’s great to see Stellantis incorporating a new paddle shifter design too. In previous years, the paddle was only on the upper half of the steering wheel. Now, it’s on both the top and bottom and leaves a small space in the middle for media controls. Personally, I’d love to see it have a full paddle and just leave the audio controls where they are. Nobody wants to miss a shift and change their radio station while bombing around a high-speed off-road course. Even so, it’s a small nitpick in what is otherwise a very agreeable driving experience. 

However, the RHO truly shines when you leave the tarmac. That shouldn’t come as a shock to anyone, but I found myself intentionally looking for places to drive that didn’t have an ounce of pavement anywhere close. The suspension is perfectly tuned for gravel, sand, or even some light rock crawling. That might be the best part of the RHO: its ability to do just about everything at a reasonably high level. 

In high-speed off-road scenarios, the steering and Bilstein active terrain dampers team up to provide excellent feedback and control. On low-speed trails, the 35-inch Goodyear Wrangler Territory All-Terrain tires and 30.2° approach angle make for easy days. 

As for fuel economy, Ram says the RHO will get up to 15 mpg. That’s one mile per gallon more than the TRX, but we didn’t see it in our testing. We managed, at best, 11.9 in a combination of city and highway driving. If there’s anything else to complain about, it’s the noise on offer here. There’s just no way to make this inline-six sound anywhere near as appealing as a roaring V8. Hey, maybe they’ll bring back the Hemi soon. Not likely, but one can always hope…

Comparisons

TRX. Those three letters and the legacy they’ve made for Ram, Dodge, and Mopar fans has sort of undercut the RHO even before it was born. The TRX was so wild, so ludicrously powerful, and frankly, a bit silly, that the RHO wasn’t going to be able to get out of its shadow. In reality, while the two are obviously related, they’re different animals altogether by nature. 

The TRX was meant to be a Raptor killer in every way. That’s why Ram was cheeky enough to put a Jurassic Park-style Tyrannosaurus holding a dead raptor in its mouth under the hood of every unit. The RHO is, ironically, also meant to kill the Raptor, but it stops well short of having any chance of challenging the V8-powered Raptor R. 

To that end, it’s a more raucous Raptor in just about every sense of the word. It looks meaner, it’s faster, and it’s more spacious and practical too. No, it’s not as sharp on public roads as a Raptor, but that’s not what either of these trucks is meant to excel at anyway.

That said, it’s worth noting that Ford lets Raptor customers put the truck in rear-wheel drive only mode. Ram should do the same because it would make it as playful as its main rival, if not more. 

Unless money’s not an issue, though, you’re probably be willing to let that one go because of one significant factor: pricing. The Raptor starts at $81,695 after destination, delivery, and an acquisition fee. The RHO starts at $71,090 after delivery and destination, which makes the more powerful and faster Ram 14 percent cheaper. Which means that, if you’re not a die-hard Ford fan, it’s nigh impossible to justify paying extra for the Raptor.

Final Thoughts

The RHO doesn’t out-crazy the TRX, whose shadow still towers over it in some aspects, but that’s perfectly fine. The new truck offers most of its predecessor’s performance while being more livable, more balanced, and arguably better-suited to the real world. 

The best part is that, V8 aside, it retains all the same qualities. It’s a riot off-road, still feels like a rolling flex on pavement, and pulls harder than just about anything else in this class. But it also rides better, drives more comfortably, and starts around $10k cheaper than its main rival. 

Ram didn’t try to top its past with the RHO. It simply moved on, keeping up with the times. And in doing so, it might have just built the best all-around high-performance truck currently on sale in America.  

Photos Stephen Rivers for Carscoops