Kia is preparing to launch a refreshed version of the aging Stonic small crossover SUV.
The updated model will adopt styling cues from Kia’s latest EV design language.
The facelifted Stonic will stay on sale as a gas-powered alternative to the upcoming EV2.
As Europe’s appetite for compact crossovers continues to grow, automakers have to work harder to stand out in an increasingly crowded field. Kia, having already previewed its upcoming EV2 electric crossover earlier this year, is now turning its focus back to a more familiar nameplate. The aging Stonic is next in line for a significant refresh to keep it relevant in the competitive B SUV segment.
Originally launched in 2017, the Kia Stonic shares its platform with the Rio hatchback. It received a light update in 2020 that brought mild-hybrid tech and some modest design details. Now, a more substantial overhaul is on the way to help bring the Stonic closer to Kia’s electric lineup in both looks and tech features.
Familiar Profile, Updated Details
Our spy photographers caught a heavily camouflaged prototype of the 2026 Kia Stonic during development testing in Germany. Up front, it’s fitted with vertically stacked headlights, a hallmark of Kia’s current design language, positioned alongside a newly shaped grille.
From the side, the silhouette remains largely unchanged, suggesting the greenhouse and body panels will carry over. The rear, however, gets a much-needed revamp. New L-shaped LED taillights, reminiscent of those on the EV5, and a redesigned bumper freshen up a tailgate that has seen little change since the model’s debut nearly eight years ago.
The camouflaged prototype of the facelifted Stonic (above) looks very different from the current version (below).
While interior images are not available yet, the updated Stonic will likely gain Kia’s latest digital cockpit, featuring dual screens set within a single housing. Expect a more modern user interface, expanded connectivity options, and upgraded driver assistance systems. The brand will probably offer new upholstery choices as well to help boost appeal.
With the current Stonic nearing the end of its lifecycle, Kia may also take the opportunity to update the chassis to improve overall ride comfort and handling. Under the hood, the mild-hybrid 1.0-liter turbocharged three-cylinder engine is expected to return, potentially with a few tweaks to improve emissions and efficiency.
Kia hasn’t announced when the refreshed Stonic will make its official debut, but it’s expected to arrive in European showrooms sometime in 2026, positioned as a combustion-powered alternative to the upcoming all-electric EV2.
Hyundai is getting ready to unveil a facelifted version of the Stargazer minivan in Indonesia.
The model will gain a redesigned face, featuring H-shaped LED headlights and a wider grille.
Don’t expect big changes under the skin, as it will likely feature a carry-over 1.5-liter engine.
The Hyundai Stargazer three-row minivan was introduced in 2022, borrowing styling cues from the futuristic Staria van. Three years later, the model is ready to receive a mid-lifecycle update, adopting a fresh styling language.
A single teaser from Hyundai Indonesia hints at extensive visual updates that go beyond your typical facelift. Furthermore, a video of a prototype without any kind of camouflage has surfaced online, revealing all details of the exterior ahead of the official debut.
The highlight is the redesigned nose, with a longer and flatter hood resulting in more conventional two-box proportions. The Stargazer swaps the split headlight treatment for an H-shaped LED pattern and a much larger grille. The metal-style trim of the lower bumper is also shaped after the letter “H” on the Hyundai emblem.
The profile is, unsurprisingly, carried over from the existing Stargazer, but the rear end has been redesigned. The LED taillights are smaller than before and no longer triangular. The license plate has been moved from the tailgate to the rear bumper, which also gets a faux metal finish.
Hyundai
The existing Hyundai Stargazer that was introduced in 2022.
The styling updates might slightly affect the exterior dimensions of the Stargazer, which currently stretches to 4,460 mm (175.6 inches). Still, the 2,780 mm (109.4 inches) wheelbase isn’t expected to change. Furthermore, similar changes could be applied to the Stargazer X, which has a raised ground clearance and crossover styling cues.
The interior might benefit from updated technology, following the example of more recent Hyundai models with a larger and better integrated digital cockpit. The family-friendly cabin will still be available in 6- and 7-seater configurations, both arranged in three rows.
According to Hyundai, the updated model was designed “to conquer every tight corner, sudden pothole, and steep incline” that define the roads of Indonesia. This suggests that engineers might tweak the suspension settings, putting a greater focus on comfort.
As for powertrains, the current Stargazer is exclusively available with a naturally-aspirated 1.5-liter four-cylinder gasoline engine that’s good for 113 hp (85 kW / 115 PS). Power is transmitted to the front wheels through a six-speed manual or a CVT. Chances are the facelifted model will use an identical setup.
The facelifted Hyundai Stargazer is expected to debut at the 2025 Gaikindo Indonesia International Auto Show on July 24.
The compact car market isn’t what it used to be, but that hasn’t stopped a few standout models from making a serious impression. Among them, the Kia K4 has emerged as a surprise hit. For the Korean brand, it’s a case study in how thoughtful design and smart packaging can still win over buyers in a segment many have written off.
This is a small sedan with big personality. It takes styling cues and design elements from Kia’s larger models, like the EV9 and Sorento, and scales them down into something much more grounded – literally.
It represents the smallest sedan on sale from Kia and is one of the smallest cars available from the brand’s range, which includes the Seltos and Soul. Despite its diminutive size, it’s a smash hit with 63,970 sales in America from January 1 through all of May. That’s approximately 423 sales per day.
No doubt, some of that comes from its low sub-$24,000 starting price. Our test car, the GT-Line Turbo, is as nice as it gets and has an MSRP of $31,445 after destination and handling. That’s on par with most rivals and sits within a few percent of the top and bottom prices of most.
That said, this little sedan is outselling the EV9, Niro, Soul, and K5 combined. During the first quarter, it outsold the Mazda 3, Toyota Prius, and Toyota Camry, and is way ahead of all of Volkswagen’s passenger cars added up. In short, it’s proving that small sedans can be a big hit even when they’re not named Civic.
Quick Facts
› Model:
2025 Kia K5 GT-Line Turbo
› Price:
$31,445 including destination
› Dimensions:
4,710 mm (185.4 in.) Length 1,850 mm (72.8 in.) Width 1,435 mm (56.5 in.) Height 2,720 mm (107.1 in.) Wheelbase
› Curb Weight:
1,400–1,530 kg (3,086–3,373 lbs)*
› Powertrain:
1.6-liter turbocharged four-cylinder
› Output:
190 hp (141 kW) 195 lb-ft (264 Nm)
› Transmission:
Eight-speed automatic
› Fuel Economy:
26 City / 33 Highway / 29 Combined*
› On Sale:
Now
*Manufacturer
SWIPE
How is it that such a small, somewhat strangely styled sedan/hatchback can be so popular? It’s not as if the K4 name has a rich history, and thus a strong following, after all. To find out, we tested one for a full week. We shuttled groups of adults in it, settled in for long highway miles, and piloted it around cityscapes to figure out what it was all about. In the end, there’s no denying: this is one competent little car worthy of every sale it makes.
Let’s kick things off where most buyers meet the K4 first – its styling. We showed you the K4 before its official unveiling at the New York Auto Show and called it a design so strong that it made the outgoing Forte it replaced look weak. Dubbed ‘twist logic’ by Kia, the theme blends cues from different products and defies convention.
The fenders are angular with hard creases. The lighting is sharp and up front and pays homage to the automaker’s ‘Tiger Nose’ grille treatment. The rear three-quarter view is dominated by a thick, aggressively vertical D-pillar and curt tail lights that mimic the front-end design. The rear overhang is gigantic, but this results in a benefit we’ll discuss later.
Throughout the week of driving it, strangers and friends alike remarked about it. The design stands out. It feels futuristic, fresh, and engaging. Is it beautiful? No, but it does get noticed. Put shortly, this is a striking car that commands far more attention than its MSRP would have you believe.
Perhaps the only forgettable thing about the K4 is the way it drives. Our GT-Line Turbo trim sounds it should be fun, but in reality, it’s maybe the biggest miss of the modern Kia GT family. It makes 190 horsepower (141 kW) and 195 lb-ft (264 Nm) of torque from a 1.6-liter turbocharged four-cylinder and sends it to the front wheels only via an eight-speed automatic.
That combination isn’t too far afield of the Honda Civic Si, but it doesn’t feel anywhere close to that. The K4 is just far more numb and lazy from the driver’s seat. The chassis itself is fine. It handles quite flat through corners, it’s easy to see out of, and in manual mode, the transmission is quick to follow prodding from the paddle shifters.
Sadly, outside of that aggressive setting, the K4 feels a bit dopey. The gearbox is very slow to change down, the throttle isn’t particularly crisp or reactive, and the steering is generally numb.
On the other hand, it’s easy to drive and the suspension is comfortable and not overly stiff. It’ll get you anywhere you need to go, and it’s easy to place in a lane or in a tight parking lot, but the whole experience is rather mundane unless you’re intentionally pushing it hard.
While performance might not be the forte of the K4, fuel economy is a strong suit. Despite driving this little sedan with some gusto throughout the week, it achieved 29.2 mpg combined. That’s right in line with the EPA estimate of 29. Those who spend time on the highway more often can expect up to 33 mpg, while city-dwellers should achieve up to 26 mpg.
Would Kia benefit from offering a hybrid version? Certainly, but it’s still working to build out the K4 ecosystem. It’ll probably happen down the line.
Attention-Grabbing Interior
Photos Stephen Rivers / Carscoops
This is where the K4 makes its biggest impression, which is saying a lot given its exterior styling. The cabin isn’t what we’d call luxurious or lavish, but it’s an example of placing emphasis where it matters most.
Greeting occupants is an angular design full of personality. The steering wheel is semi-squared off. The spokes within it look almost aeronautical in nature. In the midst of the center spoke is a drive mode selector like you’d find on a proper high-end sports car. Are these gigantic shifts in design language? No, but they add a bit of character.
The center console and dash continue the same theme of being interesting rather than basic. Occupants get access to a complete set of physical buttons and switches to control the climate. We are so happy to see Kia move away from its dual-personality HVAC/Media touch controller here.
On top of that, the dash design itself is clean and attractive with an angular crease on the passenger side that mimics the exterior design. Even the seats have a pseudo futuristic appearance with two-tone upholstery and what look almost like floating headrests. Build quality throughout is good despite the fact that it’s clear that some of the materials aren’t exactly top-notch.
The infotainment system and gauge cluster are the same dual 12.3-inch display setup we’ve seen time and time again in Kia, Hyundai, and Genesis products. As is the case in those other cars, the system is easy to navigate and intuitive, and Android Auto and Apple CarPlay connectivity is standard and reliable.
We especially like the blind-spot camera displays that pop up in the gauge cluster when the turn signal is on. The sound system is crisp but, despite eight Harman/Kardon speakers, it’s not as full or well-rounded as we’d like. Standard features we appreciate include adaptive cruise control, lane-keep assist, and forward collision avoidance.
The rear seats might be as big a story here as anything since they’re genuinely spacious. Three adults in the back might find shoulder and hip room a bit tight, but headroom and legroom are great. Carrying four adults in this car is a breeze over long distances.
During our testing, we carried that many over 15-20 miles at a time without any complaints. Rear seat occupants get storage cubbies in each door and one small one between the front seats. Power ports and rear seat ventilation are also standard on the GT-Line.
Finally, let’s talk about cargo space because the K4 is among the leaders here. The long overhang we mentioned earlier contributes in a large way. It helps the K4 offer 15 cubic feet of storage without sacrificing cabin space.
In fact, it allows the Kia to match Honda’s Civic in terms of cargo volume while offering slightly more headroom and legroom in the back seat, too. In addition, the rear seats fold down to provide even more cargo flexibility. A real space-saver spare sits beneath the load deck.
Competition
The biggest competition in this space is the Honda Civic. In terms of sales, it’s the far and away winner, hitting triple digits already this year. Frankly, it’ll be hard for any brand to kick Honda off the top rung here. The Civic is a household name, and Honda has used that reputation to the fullest.
It certainly helps that i’s available with a humble 2.0-liter gas-only engine, a hybrid setup, or even in super-hot Type-R guise. Pricing is similar to the K4, and Honda offers both a sedan and a hatchback, giving buyers more options. Put simply, the Kia has a lot of work to do to meet and beat Honda at what is essentially its own game at this point.
It’s also worth noting that the Toyota Corolla offers many of the same benefits one will get with the Civic. The Nissan Sentra is a sneaky entry here, too, and, through the first quarter, was outselling the K4. There’s reason for hope if you’re a Kia fan, though. As we already outlined at the outset, the K4 is selling incredibly well. Mazda, Volkswagen, and Subaru are far behind.
Before disembarking, we need to highlight the warranty coverage. No question, Kia and Hyundai Motor Group have at times garnered criticism for their warranty practices. Nevertheless, a 10-year powertrain warranty on the powertrain means that buyers should have a high degree of confidence in the K4.
On top of that, the entire car gets a five-year or 60,000-mile limited warranty. Nobody in this market, save for sister brand Hyundai, comes anywhere close to that. Some, like Honda, do offer complimentary maintenance, so that’s worth considering. That said, the value proposition available in the K4 is very hard to beat.
Final Thoughts
The K4 has done its part in putting small sedans back on the map. It’s a comprehensive offering aimed squarely at modern drivers with the things they seem to value most. Over 400 buyers a day on average this year proves that point. Here’s to hoping that the K4 Wagon helps kick off a revival of that form, too, though with that bodystyle being much less desirable among customers, we don’t expect it to be such a big sales hit.
Many of the new electric car manufacturers emerging from China are sub-brands of major conglomerates, such as Geely, Chery, GAC, and GWM, among others. Leapmotor is a little different. Just like Nio and Xpeng, it was formed as an independent startup in 2015, eager to crack into the then-emerging electric vehicle space.
That independence shifted somewhat in 2023, when Stellantis acquired a 20 percent stake in the company for $1.8 billion. The following year, the two formed a joint venture, giving the group a 51 percent share and exclusive rights to export, sell, and build Leapmotor EVs outside China.
The brand’s first model, the S01, was unveiled in late 2017, and like so many other Chinese cars launched before 2020, it wasn’t what anyone would consider desirable. However, the EV space has made significant progress since then, as has Leapmotor, which now boasts several interesting models in its lineup. One of them is the C10.
First unveiled in late 2023, the C10 arrived in Europe and Australia in late 2024, serving as a direct rival to the Tesla Model Y, Geely EX5, and Kia EV5. Can it possibly be any good?
QUICK FACTS
› Model:
2025 Leapmotor C10
› Starting Price:
AU$45,888 (about US$30,100)
› Dimensions:
4,739 mm (199.9 in.) Length 1,900 mm (76.1 in.) Width 1,680 mm (75 in.) Height 2,825 mm (112.2 in) Wheelbase
› Curb Weight:
1,995 kg (5,743 lbs)*
› Powertrain:
Rear electric motor / 69.9 kWh battery
› Output:
215 hp (160 kW) and 236 lb-ft (320 Nm)
› 0-62 mph
7.5 seconds*
› Transmission:
Single-speed
› Efficiency:
17 kWh/100 km as tested
› On Sale:
Now
*Manufacturer
SWIPE
Photos Brad Anderson/Carscoops
Any new entrant into the EV market has to be priced competitively if it wants buyers to take notice, so it’s a good thing Leapmotor has done just that with the C10. In Australia, it’s sold with a single EV powertrain and a newly-launched range-extender EV option, combining a 28.4 kWh battery and a 1.5-liter petrol engine. We recently lived with the flagship C10 Design with the BEV powertrain.
Prices for the EV start at AU$45,888 (~$30,100) for the entry-level Style and rise to AU$49,888 (~$32,800) for the C10 Design, before on-road costs. Factor those in, and you’re looking at around AU$55,000 (~$36,100). That undercuts the base Kia EV5 by about AU$2,000 (~$1,300) and the Tesla Model Y by nearly AU$10,000 (~$6,600).
All BEV C10 feature the same 69.9 kWh lithium-iron phosphate (LFP) battery and a single electric motor. This motor delivers 215 hp (160 kW) and 236 lb-ft (320 Nm) of torque. It drives the rear wheels, unlike the single-motor Kia EV5, which is front-wheel drive. Leapmotor quotes a driving range of 420 km (261 miles) on a charge, which is okay, but not great. Charging is sub-par, as DC rates max out at 84 kW, meaning you’ll need 30 minutes to charge from 30-80%.
The interior of the Leapmotor C10 is just about as minimalist as you can get. Just like a Tesla, as well as pretty much every other new EV coming out of China, the cabin is dominated by a large central infotainment display that measures 14.6 inches and is joined by a 10.25-inch digital instrument cluster.
The infotainment system is excellent. While it frustratingly doesn’t support Apple CarPlay or Android Auto, the software is very quick and offers every function you could ever dream of. You can choose from a variety of backgrounds, access important interior and exterior functions directly from the screen, and use it to adjust features like the wing mirrors. Just like a Tesla, then.
Leapmotor’s designers have also adopted the Tesla approach in not adding any physical buttons, switches, or dials, which is a shame. So, you have to dive into the screen to change things like the HVAC settings, which can be a nuisance on the move. It also leaves the interior feeling very bland and lacking in personality.
With that being said, Leapmotor’s choice of materials at this price point has to be commended. The dashboard, seats, door panels, center console, and floating console are all trimmed in smooth synthetic leather that certainly feels more premium than some of the scratchy plastics found in Kia’s EV5. However, the orange finish of our test vehicle was a little too bright for our taste.
Other welcome touches include a wireless phone charger, some metallic speaker grilles, and a panoramic glass roof, which, unlike in a Tesla, includes a sunshade. Overall, the cabin feels very spacious, and there’s plenty of leg and headroom for adults in the second row. However, I wasn’t a fan of the front seats as they lacked any form of lumbar support. On the other hand, the seats do have heated and ventilated functions, which is a plus.
Elsewhere, all C10 models come with a solid 12-speaker audio system, DAB+ digital radio, a heated steering wheel, configurable ambient lighting, and rear privacy glass. There’s also a voice assistant you can ask to open the windows or the sunshade.
Security Quirks
You can gain access to the C10 in one of two ways. The first option is to use the provided keycard and tap it on the driver’s side wing mirror. The second (and easier) option is to sync the car with the Leapmotor app, meaning it’ll automatically unlock when your phone approaches and lock it when you leave.
To start the C10, you must either place the keycard on the charging pad or enter a PIN code. This may seems like an unnecessary step. After all, if the keycard is already inside, why does it need to be placed on an NFC reader? It does, however, provide a second level of security, in case a bad actor scans your keycard’s frequency to get access to unlock the car and get access to the cabin.
Once the startup procedure is done, it’s just like pulling away in plenty of other EVs, as there’s no Start/Stop button. Pull the column shifter into Drive or Reverse, and you’re away. It all works very smoothly, but perhaps the only downside is that while you can pull away within seconds, the infotainment screen takes around 10 seconds to load.
Photos Brad Anderson/Carscoops
Driving the C10 for the first time, I was impressed with the visibility and the smoothness provided by the throttle and brake pedals. However, I was shocked by how remarkably the light steering is in its Comfort setting. You can literally steer the C10 with a single finger. Some may like that, but others won’t. I quickly switched the weight of the steering into Sport mode and much preferred it. Then the chimes started.
Not-So-Safety Systems
Like so many other vehicles we’ve tested from China, some of the C10’s safety and warning systems can become tiresome. For one, the driver monitoring system will start ringing if you look at the central display for a couple of seconds, or even glance in the mirror. I performed an over-the-air software update during my time with the C10 that should have fixed this, but didn’t.
The warnings don’t stop there. There’s an overbearing speed limit warning known as the ‘Intelligent Speed Assistance.’ Plenty of other cars have these warnings nowadays, but most only start ringing when you exceed the speed limit by a certain margin. In the C10, a woman’s voice blares through the speakers, telling you you’ve just exceeded the posted speed limit by 2 km/h. The lane warning and emergency lane warning assistant features are also prone to mistakes, chiming even if you’re right in the center of the lane.
Fortunately, all of these systems can be disabled in the settings, but you’ll have to do it every time you get behind the wheel, which is not ideal. It’s also wise to disable the live traffic setting in the built-in navigation system because if it detects that there’s traffic merging from the left or the right, the woman’s voice returns, nagging you again each and every time.
The Good
Once these systems are disabled, the C10 actually reveals itself to be a very good all-rounder. It has been well damped for a heavy SUV, ironing out bumps valiantly and remaining surefooted regardless of the road surface. I also liked the rear-wheel drive setup, as it means the C10 doesn’t suffer from any of the torque steer of the Kia EV5.
Leapmotor offers Eco, Comfort, Sport, and Custom drive modes, as well as a one-pedal driving. I found Eco to be far too docile, as you really have to plant your foot on the throttle for it to start moving. Sport was my pick. Frustratingly, the one-pedal mode can only be engaged when you’re stopped and place the C10 into Park, so it’s not something you can enable on the fly like in many other EVs.
Cruising around town in the C10 is a delight. It’s whisper quiet at slow speed and feels smaller than it really is. A slight annoyance is that above 70 km/h (43 mph) or so, a faint whistling sound starts to slightly intrude into the cabin, perhaps from the roof rails. But if you’re listening to music, you won’t notice it at all.
Efficiency is good, but certainly not class-leading. Leapmotor quotes 19.8 kWh/100 km, but I averaged 17 kWh/100 km during my time with it. As mentioned, DC charging is below average, topping out at a peak of just 84 kW. But for those who can charge at home, that won’t be much of an issue.
Verdict
Leapmotor does have quite a mountain to climb. It must produce vehicles to not only rival brands within long-standing, and thus much more experienced, Chinese conglomerates but also several legacy automakers. It has, nevertheless, done a good job with this model.
While the range and the charging leave a little to be desired, the C10 does what an EV should. It’s comfortable, easy to drive, spacious, and feels fresh and modern. However, those shopping for a vehicle with personality will be disappointed, as the C10 lacks it. Then again, the same can be said for most EVs these days, as driver engagement is not exactly a priority for either buyers or manufacturers and cars like Hyundai’s Ioniq 5 N are the exception, not the norm.
Porsche’s new Cayenne Electric isn’t short of digital real estate, new spy images reveal.
In addition to the digital gauge cluster, the SUV’s dash has three more touchscreens.
The Cayenne Electric uses the same PPE platform as the Macan Electric, debuts late ’25.
Porsche has recommitted to building combustion cars in response to slower than expected growth in the luxury electric sector, but it’s still got plenty of EVs in the pipes, including the Cayenne Electric that debuts at the back of this year.
These new spy shots give us our best look yet at the first Cayenne EV, including how the Macan Electric’s big brother will look inside. We hope you like screens, because the Cayenne has four of them packed into a dashboard and console that offers plenty of familiar Porsche design cues, but some new ones as well.
More Screens, Fewer Buttons
There are three screens on the upper level of the dashboard, one a curved non-touchable display set back from the main dash that serves as a configurable gauge cluster. Next to that are two touchscreens – one in the center, one above the glovebox – that are housed under a single piece of glass to make it look like one huge display stretches across two-thirds of the interior.
But unlike the Macan, the Cayenne has a fourth tablet-sized touschcreen located lower down on the console, which will presumably handle climate and seat heating/cooling duties. Physical buttons appear to be in short supply, though we can see four toggles that look like they’ll be used for nudging the temperature up and down, and a thumbwheel volume control.
SHProshots
A Porsche Sport Chrono clock sits on top of the dash, a feature that dates back to the introduction of the 997-generation 911 in 2004, and the Cayenne Electric adopts the dash-mounted toggle gearshifter used on all of Porsche’s most recent four-door cars. But the shape of the console is new, a pronounced hump just below the dash possibly making room for a smartphone charging tray underneath.
Familiar Platform, Fresh Execution
This prototype stepped out wearing no bulky disguise and just some fake headlight, DRL and grille stickers to hide the true details of a front end that’s likely to look very similar to the Macan Electric’s. And that’s not all they share. The Cayenne EV isn’t an electrified version of the ICE Cayenne, but is built on a stretched version of the VW Group PPE platform found under the Macan EV as well as Audi’s A6 e-tron and Q6 e-tron.
The Cayenne should borrow some of the Macan’s motors, though it’ll likely skip the RWD versions’s 335 hp (340 PS / 250 kW) unit and kick things off with the 402 hp (406 PS / 300 kW) from the Macan 4. At the other end of the scale a full-house Turbo will easily eclipse the 630 hp (639 PS / 470 kW) Macan Turbo.
Coming in 2026, Starting Around $90K
Watch out for the first zero-emissions Cayenne’s global debut later this year and expect to see the EVs on the street in 2026 priced from around $90,000, though a well-optioned Turbo will probably set you back well past the $130,000 mark.
The camouflage is starting to come off the new Mercedes C-Class EV.
Slated to debut next year, the model will ride on the new MB.EA platform.
The car will likely have a lot in common with the upcoming GLC EV.
Mercedes is working on a facelifted C-Class and they’re also gearing up to introduce a fully electric variant. However, the two models will have little in common besides the name.
Speaking of which, the car will likely be known as the C-Class with EQ Technology. While that’s far from catchy, the model has a fully enclosed grille and a slender central intake. We can also see sweptback headlights, but they’re temporary units that will likely be replaced by starry production lights.
Moving further back, there’s streamlined bodywork and flush-mounted door handles. The electric sedan also has an upward sweeping beltline that echoes the one found on the EQE and EQS. We can also see stylish two-tone wheels and thick side skirts, which help to hide the car’s battery pack.
While spy photographers have caught multiple prototypes over the past year, this one is notable for having a production rear end. It features an angular trunk with an integrated spoiler. We can also see circular starry taillights, similar to those found on the CLA. They’re joined by a rounded bumper that looks rather plain.
Baldauf
Spy photographers didn’t get a good look inside this time, but previous pictures have shown the car will have a high-tech interior that follows in the footsteps of the CLA. This likely means we can expect a 10.25-inch digital instrument cluster, a 14-inch infotainment system, and a 14-inch front passenger display.
While that remains to be seen, the cabin sports a stylish steering wheel and slender air vents. We can also see an in-cabin camera as well as a minimalist design that largely eschews physical switchgear.
SH Proshots
Mercedes has been tight-lipped about the car, but it rides on the new MB.EA platform and will likely have a lot in common with the GLC EV. This means we can expect an 800-volt architecture as well as DC fast charging rates in excess of 320 kW.
Rear- and all-wheel drive powertrains are expected and we can also look forward to a standard heat pump. The car could also have advanced batteries with a special cell chemistry as well as a new braking system that combines the brake booster, master cylinder, and the electronic stability control system into one compact module.
Not every truck buyer is chasing mud-slinging heroics or Baja-style bravado like you get with the Raptor. Some just want something that looks sharp, drives well on the road, and still hauls a trailer on the weekend. For those folks, Ford’s got a niche answer hidden in its growing Ranger lineup across the pond.
The Ranger MS-RT stands out as Ford’s only street-tuned pickup in Europe and the UK. Think of it as the Ranger Lobo North America didn’t get, at least not yet. It wears a wide bodykit, sits lower than any other Ranger, and brings a sportier attitude without ditching the core capabilities.
Developed with rally experts M-Sport, the Ranger MS-RT (short for M-Sport Road Technology) targets buyers who want the look and feel of a performance vehicle but have no interest in crawling over rocks or fording streams.
To see how that M-Sport DNA plays out in the real world, we visited a Ford dealer in Greece for a closer look, and importantly, a back-to-back drive with the high-flying Raptor.
QUICK FACTS
› Model:
2025 Ford Ranger MS-RT
› Price (Greece):
€73,612 ($82,800)
› Dimensions:
Length: 211.4 inches (5,370 mm)
Width: 75.5 inches (1,918 mm)
Height: 72.6 inches (1,844 mm)
Wheelbase: 128.7 inches (3,270 mm)
› Curb Weight:
5,038 lbs ( 2,285 kg)
› Powertrain:
3.0-liter V6 turbodiesel
› Output:
237 hp (177 kW / 240 PS) and 600 Nm (443 lb-ft)
› Transmission:
10-speed automatic, e4WD
› 0-62 mph (0-100 km/h):
8.7 seconds*
› Top Speed:
111 mph (180 km/h)*
› Payload:
1,000 kg (2,205 pounds)*
› Towing (braked):
3,500 kg (7,716 pounds)*
› On Sale:
Europe, UK
*Manufacturer
SWIPE
What Sets It Apart From the Regular Ranger
What immediately sets the MS-RT apart is the new bodywork. Thanks to swollen front and rear fenders, the truck is 164 mm (6.5 inches) wider than its siblings. Filling those bulging arches are massive 21-inch alloy wheels, the largest ever offered on a production Ranger.
A new front bumper with a deeper lower section and a honeycomb grille gives the face a sportier vibe, while motorsport-style vents on the fenders and more sculpted side skirts lean further into the street-truck look.
At the rear, the styling effort continues with an integrated ducktail spoiler on the tailgate and a secondary roof-mounted spoiler above the cab. The rear bumper houses a decorative diffuser flanked by honeycomb textures. The one thing missing? Real exhaust tips. The Raptor gets twin pipes, and it’s hard not to notice the absence here, especially on something pitched as a high-performance street truck.
Our tester wore the subdued Command Grey paint, but brighter options are available, including Fast Blue, Yellow Green, Frozen White, Metallic Carbonised Grey, and Metallic Agate Black.
Interior Tweaks and Equipment
Photos Thanos Pappas / Carscoops
Inside the MS-RT, the changes are subtle but noticeable. Heavily bolstered bucket seats with integrated headrests and blue-stitched Eco Leather upholstery give the cabin a sportier feel. A thicker steering wheel rim and several MS-RT logos round out the special treatment.
Beyond the visual updates, it’s standard Ranger fare with a solid list of equipment: a 12-inch infotainment touchscreen, an 8-inch digital instrument cluster, heated front seats, and a suite of active safety features. It’s well-equipped, but not over the top.
So, Is It The Sportiest Truck?
Let’s talk about the obvious thing that sets the MS-RT apart: its lowered stance. Sitting 40 mm (1.6 inches) closer to the pavement than the Ranger Wildtrak, it rides on a revised suspension setup with firmer front dampers, retuned rear leaf springs, and wider tracks, all tuned for sharper handling. Ground clearance now lands somewhere in SUV territory, not quite car-low, but far from off-roader tall. That, paired with its road-biased tires, makes it clear this Ranger isn’t meant for trails or terrain.
From the moment you get behind the wheel of the Ranger MS-RT, you feel like you’re driving a hot SUV rather than a ladder-frame pickup. You’re still sitting high with great visibility all around the vehicle, but body roll has been significantly reduced and the steering feels quicker and more direct.
On the downside, the stiffer suspension and the 21-inch wheels with the low-profile tires (275/45R21) result in ride comfort taking a toll, with most road imperfections being felt in the cabin. Of course, the street truck is not as stiff as a hot hatch, but not nearly as comfortable as other members of the Ranger lineup either.
Some might argue that a fully independent rear suspension would better suit a road-focused truck like this. But the MS-RT keeps its solid rear axle and leaf springs, which help preserve the full 1,000 kg payload and 3,500 kg towing figures. For buyers who need utility with their style, that’s a tradeoff worth making.
The Engine: Familiar but Untouched
Photos Thanos Pappas / Carscoops
Under the hood is the same 3.0-liter V6 turbodiesel found in the Wildtrak, producing 237 hp and 600 Nm of torque. It’s paired with a 10-speed automatic and Ford’s e4WD full-time all-wheel drive system. It works well, but here’s the thing; the styling promises more than the powertrain delivers.
There are no performance upgrades, no tuning changes, and no added grunt. For a truck that looks this mean, it feels like a missed opportunity not to push the numbers a bit higher. At the very least, a gasoline option would spice things up and better match the MS-RT’s visual drama.
The engine is paired exclusively with a 10-speed automatic, sending power to all four wheels through the Ranger’s familiar full-time 4WD system. It also keeps the standard drive mode lineup that includes Normal, Eco, Tow/Haul, Slippery, Mud/Ruts, and Sand, even if most of those won’t see much use here.
During our time with the MS-RT, we stuck to tarmac, which felt like the right call given the soft, road-focused Continental ContiSportContact 5 tires that would probably flinch at the sight of a gravel path.
How Does Is Compare To The Raptor?
Photos Thanos Pappas / Carscoops
Climbing into the Raptor right after the MS-RT makes the height difference immediately obvious. You’re no longer stepping in, you’re climbing up. The Raptor’s cabin also goes for a flashier vibe, with bright orange accents and Ford Performance scuff plates adding some extra flair. The MS-RT skips the theatrics, but its interior still holds up just fine without the extra color or branding.
Driving the Raptor feels like floating, thanks to its Baja-ready suspension with long-travel geometry and plush Fox shocks that soak up just about anything. In a quick side-by-side test, I rolled both trucks over a curb. I barely noticed it in the Raptor, definitely felt it in the MS-RT. That said, the Raptor’s soft setup comes with trade-offs. There’s noticeable body roll in corners and some front-end dive under hard braking, which makes the MS-RT the more entertaining option when the road gets twisty.
When it comes to the powertrain, the Raptor clearly has the upper hand. Its 3.0-liter twin-turbo V6 gasoline engine feels far more at home in a performance truck, thanks to its extra horsepower and a soundtrack that’s actually worth hearing, unlike the quieter, slightly torquier diesel in the MS-RT.
That said, this is the EU-spec Raptor we’re talking about, so output is capped at 288 hp (215 kW / 292 PS), well below the full 405 hp (302 kW / 411 PS) available in the North American version. Even so, it still outshines the MS-RT’s setup in both punch and personality.
Overall, it wouldn’t hurt if Ford gave the MS-RT a gasoline option, or at the very least, bumped up the output of the existing 3.0-liter V6 turbodiesel to help it stand apart from the rest of the V6-powered lineup. As it stands, the performance just doesn’t quite match the truck’s aggressive looks.
It’s Expensive
And then there’s the pricing, keeping in mind this is Greece, where car taxes are among the highest in Europe. For example, the base Ranger Raptor starts at €54,350 (about US$61,000) before taxes and fees, but that figure jumps to €71,742 (around US$80,600) once everything is included. In the States, the 405 hp Ranger Raptor starts from $56,070 (around €52,000) before taxes (in Massachusetts, that’s 6.25%) and delivery fees.
The dealer quoted us €77,352 ($87,000) for this specific Raptor and a discounted €73,612 ($82,800) for the MS-RT, taxes included. That’s a €3,740 ($4,200) gap between the two, mostly due to the markdown on the MS-RT. Worth noting: the Raptor we were photographing was already spoken for, which says a lot about where the demand is. The MS-RT? Still waiting for its moment.
Verdict
The Ranger MS-RT is a rare breed, a proper street truck with real presence, and we’re glad it’s part of Ford’s lineup in Europe. With its 21-inch wheels, flared fenders, and reworked front end, it’s arguably the best-looking Ranger trim you can get. Period. On top of that, the lowered suspension and chassis tweaks give it the sharpest on-road handling of any midsize pickup in Ford’s catalog.
That said, it’s not without compromises. The V6 turbodiesel remains untouched under the hood, and the drop in ride height comes at the expense of comfort and off-road ability. Then there’s the price, which edges it dangerously close to the Raptor, a truck that offers more power, more versatility, and a reputation that’s hard to beat.
Still, for buyers in Europe and the UK who want a distinctive, low-slung midsize truck with road-focused dynamics and standout styling, the MS-RT delivers something genuinely different.
Special thanks to Ford Hantzos in Kalamata, Greece, for giving us access to the Ranger lineup.
When Toyota dropped the GR Yaris in 2020, it wasn’t just another hot hatch. It was a full-throttle wake-up call to the entire segment, reminding everyone that performance and passion can still exist in a small package. Think of it as the industry’s equivalent of someone shouting “Wake up!” at a sluggish meeting. The GR Yaris, with its rally-inspired roots, brought the heat in a way that hadn’t been seen since the 2015 Ford Focus RS.
With a highly-strung 1.6-liter turbocharged three-cylinder, a bespoke two-door shell, and a platform incorporating elements from the regular Yaris and the Corolla, the GR Yaris proved to be an instant hit. Now, it has been updated for the 2025 model year with more aggressive styling, an extra dose of power, and an overhauled interior.
What was arguably the best hot hatch on the market now promises to be even better. But does it really live up to that claim? That’s exactly what we’re here to find out.
QUICK FACTS
› Model:
2025 Toyota GR Yaris GTS
› Starting Price:
AU$66,008 (~$42,900)
› Dimensions:
3,995 mm (157.2 in.) L
1,805mm (71 in.) W
1,455 mm (57.2 in.) H
2,560 mm (100.7 in) Wheelbase
› Curb Weight:
1,280 kg (2,821 lbs) manual / 1,300 kg (2,866 lbs) auto
› Powertrain:
1.6-liter turbocharged three-cylinder
› Output:
296 hp (221 kW) / 296 lb-ft (401 Nm) combined
› 0-62 mph
5.0 seconds (manual), 4.7 seconds (auto)
› Transmission:
Six-speed manual / Eight-speed automatic
› Fuel Economy:
9.0 l/100 km as tested
› On Sale:
Now
*Manufacturer
SWIPE
Photos Brad Anderson/Carscoops
The Goodies
When first launched in Australia back in 2020, the GR Yaris was available in a standard guise and a limited-run version known as the ‘Rallye’, capped at just 250 units. This Rallye version came equipped with all the same upgrades found in the Circuit Pack offered in overseas markets, including stiffer suspension, lighter wheels, and most importantly, limited-slip differentials at both the front and rear axles.
Both cars proved hugely popular, but understandably, the Rallye was the better pick of the two. In updating the GR Yaris for 2025, Toyota has named the base version the GT, and the Rallye has morphed into the GTS, but importantly, production of it is no longer limited.
The GTS comes with a host of upgrades, including red brake calipers, two limited-slip differentials (LSDs), 18-inch forged BBS wheels, revised suspension, and grippy Michelin Pilot Sport 4S tires. It even features an intercooler spray system, just like an old Mitsubishi Evo.
The updates don’t stop there. The buzzing 1.6-liter turbo three-cylinder has been upgraded to the same spec you’ll find in the larger GR Corolla. That means it now delivers 296 hp (221 kW) at 6,500 rpm and 296 lb-ft (400 Nm) of torque between 3,250 rpm and 4,600 rpm, compared to the 268 hp (200 kW) and 273 lb-ft (370 Nm) of the old model.
However, perhaps the most significant single change is on the transmission front. For the first time, the GR Yaris is available with an eight-speed automatic transmission. This new gearbox is offered alongside the same six-speed manual found in the previous model.
With these modifications comes a jump in price. In Australia, the GR Yaris is available from AU$60,798 (~$39,500) for the base GT model and $66,008 (~$42,900) for the GTS.
Everyone loves performance upgrades, but when the new GR Yaris was released, not everyone was sold on the new interior. It’s easy to see why. It’s generally quite unusual for a brand to make such significant changes to a car’s cabin during a mid-cycle facelift, but that’s exactly what Toyota has done, aiming to make the GR Yaris more driver-focused while addressing some of the original’s complaints.
The dashboard has been completely redesigned, and the central stack is now curved towards the driver, ensuring everything is within easy reach. Toyota has also repositioned the rearview mirror slightly higher, improving visibility.
At first glance, the new cabin is quite jarring, but I grew to appreciate its design after a few days. The analog gauge cluster of the old car has been replaced with a 12.3-inch digital display that offers some impressive, motorsport-inspired displays. However, there’s no ignoring the fact that aside from the screens, the cabin of the GR Yaris feels cheap.
Photos Brad Anderson/Carscoops
The new dash, while functional, is made entirely from hard black plastic that feels more fitting of a AU$30,000 (~$19,000) car. The same hard plastic continues across the rest of the dashboard, the pillars, the transmission tunnel, and the door panels. Other than the seats, the steering wheel, and the shifter, there are no soft-touch surfaces in sight. Even the faux suede patches on the door panels sit over solid plastic. For a car that costs this much, Toyota should have made the surfaces feel a little nicer.
On the plus side, the seats have been lowered by 25 mm (1 inch) compared to the old car. However, the seating position is still a little too high for my liking. The seats themselves are good, but not exceptional, and certainly not as comfortable or as supportive as those found in the Honda Civic Type R.
The enlarged 8.0-inch infotainment screen offers wireless Apple CarPlay and Android Auto, but other than that, it is extremely bland. The software is devoid of virtually any interesting features or sporty displays, like those found in the Honda or one of Hyundai’s N models.
Of course, you’re probably not that interested in the cabin of the GR Yaris. What you really want to know is how it drives, right? Well, I’m happy to report it’s even better than before.
A Pocket Rocket With Sounds To Match
First up is the engine. Sure, it may only have three cylinders and a 1.6-liter displacement, but this little unit delivers a sound and character that outshines any comparable four-cylinder on the market. Heck, it even sounds more exciting than the inline-six in the Supra. No joke.
Under full throttle, the engine growls, accompanied by a lovely whoosh from the exhaust, making it sound like a proper rally car. There are also some lovely whistles from the turbocharger when you back off the accelerator. It may not have the pops and bangs of an i30 N or a Golf R, but it sounds more like an authentic performance car.
As before, acceleration is impressively strong. While testing the manual, we recorded a best time of 5.0 seconds in the sprint to 100 km/h (62 mph) with a GPS timer. This time dropped to 4.7 seconds with the eight-speed automatic version, which, unlike the manual, includes a launch control system. Make no mistake, this will leave any front-wheel drive competitor for dead off the line, although the auto version doesn’t launch quite as hard as a Golf R.
Photos Brad Anderson/Carscoops
Automatic or Manual? Either Way, It’s a Blast
Speaking of the automatic, it’s actually a pretty great one. Much like it’s easy to dismiss the GR Yaris due to its small engine, it’s equally tempting to overlook the automatic transmission because it’s a traditional torque converter, not a dual-clutch like some rivals. But Toyota has worked its magic on the gearbox, and the result is impressive.
The eight-speed provides snappy changes as soon as you pull on the steering wheel-mounted paddles. It’s equally as responsive when left in automatic mode, too, and will quickly and easily find the right gear depending on how you’re driving. Admittedly, it doesn’t shift gears as quickly as the DCT or an i30 N or Golf R, but it is far, far smoother at low speeds.
There’s no jerkiness when cruising around in first gear, nor any hesitation when changing from 1st to 2nd, or 2nd to 1st, as is common with a dual-clutch. The auto should massively broaden the appeal of the GR Yaris. But, it’s worth pointing out the gear changes are not as quick as you’ll find from the ZF eight-speed auto in the GR Supra.
Of course, hardcore driving enthusiasts would be best to opt for the six-speed manual. It has a short, and surprisingly weighty throw, and is a joy to use. It also includes a superb automatic rev-matching function.
Photos Brad Anderson/Carscoops
Handling and Fun Factor
Let’s not forget the all-wheel-drive system. Toyota has changed some of the configurable settings for the GR-Four all-wheel drive system. Previously, it had offered Normal, Track, and Sport settings, providing front-to-rear power splits of 60:40, 50:50, and 30:70, respectively. For 2025, Normal has been retained, but Sport has been changed to Gravel with a 53:47 split. Additionally, Track is now a variable system, intelligently adjusting between 60:40 and 30:70 as needed.
I preferred the old setup, as having a fixed 30:70 front-to-rear power bias allowed you to transform the feel of the car. The Gravel model is cool, but not as useful on a daily basis.
But, despite these adjustments, the GR Yaris still handles as phenomenally as ever. The noise of the Michelin tires may reverberate throughout the cabin at high speeds, but when combined with the Toyota’s beautifully engineered suspension system and the two limited-slip diffs, they provide incredible levels of grip. The light overall weight of the car adds to the thrilling driving experience, and there are few cars out there that are more enjoyable to drive up a mountain road.
Like the old car, the steering is excellent too. It’s not as communicative as a Civic Type R, but it’s well-weighted and offers Normal and Sport settings. Speaking of modes, there are Eco, Normal, Sport, and a Custom driving model. Unfortunately, the Custom mode only lets you tweak the engine response, steering, and air conditioning in the six-speed, while adding an option to tweak the aggressiveness of the transmission in the eight-speed. Most rivals offer more settings to play with.
As with the original GR Yaris, there’s also a proper rally-inspired handbrake that disconnects the rear axle and lets you perform smoky, all-wheel drive donuts.
Photos Brad Anderson/Carscoops
The outright performance of this pint-sized hot hatch is extremely impressive, but, importantly, you don’t have to drive it at ten-tenths to enjoy it. That’s the most significant difference between the GR Yaris and the Civic Type R, for example. Whereas the Honda is relatively tame and uninspiring while puttering around town, the Toyota remains fun to drive at slow speeds, providing far more theater than its Japanese counterpart.
I was also impressed with the ride of the GR Yaris. While it only has fixed dampers, compared to the adjustable ones you’ll find in some rivals, they’ve been nicely tuned and soak up bumps well. It’s more than comfortable enough for daily use. But, adaptive shocks would be nice.
Verdict
There’s no denying that the new GR Yaris is extremely expensive for what amounts to a very small, and very impractical car. However, when you consider the bespoke architecture of the car, its complex four-wheel drive system, and all the sporty add-ons of the GTS model, the sky-high price becomes a little easier to understand.
We’re living in an amazing period of hot hatches at the moment, and the GR Yaris is the finest of them all. It’s blisteringly fast across a small B-road, comfortable enough to be used on a daily basis, looks the business, and provides thrills at all speeds. Had it been equipped with a slightly more premium cabin, it would be virtually faultless.
PROS ›› Efficient, comfortable, welcome interior improvementsCONS ›› No EV mode, finicky shifter, average six-speed auto
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
› Model:
2025 Hyundai Tucson Hybrid Premium N Line
› Starting Price:
AU$64,585 (US$41,712)
› Dimensions:
4,650 mm (183 in.) Long
1,865 mm (73.4 in.) Wide
1,665 mm (65.5 in.) High
2,755 mm (108.4 in) Wheelbase
› Curb Weight:
1,745 kg (3,847 lbs)*
› Powertrain:
1.6-liter turbo four-cylinder + electric motor
› Output:
231 hp (172 kW) / 271 lb-ft (367 Nm) combined
› 0-62 mph
7.2 seconds* (0-100 km/h)
› Transmission:
Six-speed automatic
› Fuel Economy:
5.3 l/100 km (44.3 US mpg)*
› On Sale:
Now
*Manufacturer
SWIPE
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).
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.
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.
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.
PROS ›› Looks awesome, spectacular off-road, drives well on-road too CONS ›› Some cheap interior bits, expensive pricing, horrible spare tire placement
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
› Model:
2025 Chevrolet Colorado ZR2 Bison
› Price:
$62,995
› Dimensions:
Length: 214.1 in / 5,437 mm Width: 84.4 in / 2,144 mm (with mirrors) Height: 81.8 in / 2,078 mm Wheelbase: 131.0 in / 3,327 mm Ground Clearance: 12.2 in / 310 mm
› Curb Weight:
Curb Weight: 5,275 lbs / 2,393 kg
› Powertrain:
2.7-Liter Turbocharged Four-Cylinder
› Output:
310 Hp (231 kW) & 430 Lb-ft (582 Nm)
› Transmission:
Eight-Speed Automatic Transmission
› Fuel Economy:
Combined/City/Highway: 16/16/16 mpg*
› On Sale:
Now
*EPA Estimate
SWIPE
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.
