Cadillac’s electric revolution is well underway, and it got off to a fantastic start with the Lyriq. Launched in 2022, the model has become the best-selling luxury EV in America and now accounts for roughly 20% of Cadillac sales. It’s also introducing new people to the brand as it has an impressive conquest rate of 80%.

While the Lyriq was the tip of the spear, the battle is now raging on all fronts as the company’s electric lineup has grown to include five models. One of the latest is the 2026 Vistiq, which is the de facto successor to the XT6. It’s a huge leap forward, although it falls a little short of being a ‘baby’ Escalade.

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Iconiq Looks

Large and imposing, the Vistiq follows in the footsteps of the Lyriq and Escalade IQ as it adopts an illuminated Black Crystal Shield grille, flanked by split lighting units. They immediately tell onlookers this isn’t just any electric vehicle, it’s a Cadillac EV.

The boldness gives way to an understated design further back as the flanks have streamlined bodywork and flush-mounted door handles. They’re joined by a long, sloping roof that can be painted in contrasting black.

Michael Gauthier

More notably, there’s a Mondrian graphic on the third quarter glass, which could likely prove divisive. Cadillac says it’s there to provide a sense of motion as well as privacy for third-row occupants, but it’s not my cup of tea. On the bright side, the pattern doesn’t have much of an impact on the otherwise excellent visibility from inside.

While the window treatment is a bit garish, the sleek bodywork enables the crossover to have a drag coefficient of 0.29. That trails the Mercedes EQS SUV by a small margin, but it’s pretty impressive for a vehicle that measures 205.6 inches (5,222 mm) long, 86.7 inches (2,203 mm) wide, and 71 inches (1,804 mm) tall. For those wondering, that’s 7.1 inches (180 mm) longer than the XT6, but 18.7 inches (475 mm) shorter than the Escalade IQ.

121.8 inches (3,094 mm) separate the wheels, which are available in a variety of sizes and designs. 21-inchers come standard, although higher-end trims sport 22-inchers with 23-inch kicks being optional.

That brings us to the rear end, which is fairly conservative when compared to the more adventurous Lyriq. It sports split taillights as well as a power liftgate, which is activated by touching the Cadillac emblem.

A Beautiful Cabin With Three Roomy Rows

There’s a saying that ‘It’s what’s on the inside that counts’, and the Vistiq didn’t disappoint as our Premium Luxury tester was a sight to behold. The Phantom Blue seats immediately stand out thanks to their eye-catching color and premium design, which incorporates quilted accents as well as contrast piping.

The comfy chairs feature heating, ventilation, and a massage function that can be operated from either the door panel or the 8-inch command center. The seats also feature 8-way power adjustment as well as a memory function on both sides.

While the blue seats grab your attention, they’re not the only standout feature, as there’s beautiful Lumen open-pore wood trim as well as microfiber upholstery. Other highlights include stylized speaker grilles, metallic accents, and Cadillac-specific switchgear.

Michael Gauthier

It’s also impossible to ignore the curved 33-inch display that functions as a digital instrument cluster and infotainment system. It’s clean and bright, although not completely intuitive.

A prime example of this is hidden settings for the augmented reality heads-up display, which Cadillac made a big fuss about. The display was positioned out of my sightline, but I couldn’t find the menu to move it. It was only later that someone else discovered you had to swipe sideways on the far left section of the 33-inch display to get to a menu screen to access HUD settings.

That isn’t the only issue, as the steering wheel can block your view of the display. This isn’t much of a problem most of the time, but it can hide messages related to Super Cruise and automated lane changes.

The second-row captain’s chairs feel like first-class accommodations as they’re comfortable, supportive, and have a heating function as standard. They also slide and recline, making it easy to get situated.

Once settled in, passengers can fine-tune their environment on the 8-inch rear command center. This comes in handy as the Vistiq has a five-zone climate control system, so everyone can tailor settings to their liking.

The first two rows are covered by a dual-pane panoramic sunroof with a power-retractable sunshade. It’s accompanied by a fixed glass roof above the third row, which helps to make the rear seat feel open and airy.

Speaking of which, Cadillac officials called the rear seats a “no compromise” third row. That certainly seems to be the case as they have the same stylish Nouveauluxe upholstery as those up front. This is notable as some companies cut corners on the third row by using cheaper materials or by eschewing embellishments.

Rear seaters will find plenty of amenities, including padded armrests, cup holders, and air vents. They’re joined by USB-C charging ports and a decent amount of legroom. With the second row slid all the way back, this 6’2” scribe could be comfortable enough for a short trip in the third row. However, if second-row passengers slide their seats forward a bit, the third row becomes truly adult-friendly.

It’s also worth noting there’s plenty of headroom in back, while entry and egress is good. However, it wasn’t perfect as our tester had a glitchy release for the second-row passenger seat. This forced us to hit the button while also pushing the seat forward in order to get it to move.

When it comes to hauling cargo, the second- and third-row seats have a power folding function that opens up 80.2 cubic feet (2,271 liters) of space. There’s also 43 cubic feet (1,218 liters) behind the second-row and 15.2 cubic feet (430 liters) behind the third-row.

While many entry-level models skimp on equipment, the Vistiq Luxury boasts a long list of standard fare. This includes a heated power steering wheel as well as heated, ventilated, and massaging front seats. They’re joined by heated rear seats, a dual wireless smartphone charger, and a 23-speaker AKG Studio Audio system with Dolby Atmos. Buyers will also find alloy pedals, illuminated door sill plates, a rear camera mirror, ambient lighting, and Google built-in. The latter provides access to Google Assistant, Google Maps, and the Google Play store.

305 Miles Of Range And V-Series Performance

The heart of the Vistiq is a 102 kWh lithium-ion battery pack, which feeds a dual-motor all-wheel drive system producing 615 hp (459 kW / 624 PS) and 650 lb-ft (880 Nm) of torque. The powertrain is shared with the 2026 Lyriq-V and enables a 0-60 mph (0-96 km/h) time of 3.7 seconds as well as towing capacity of up to 5,000 lbs (2,268 kg).

Needless to say, the Vistiq is impressively quick, leaving the Mercedes EQS SUV in the dust. The model also outguns the similarly priced Volvo EX90, which offers up to 510 hp (380 kW / 517 PS) in Performance guise.

Despite the impressive performance, the Vistiq can go the distance thanks to a range of up to 305 miles (491 km). That’s 5 miles (8 km) less than the Volvo, 7 miles (11 km) less than the EQS SUV 450 4MATIC, and 24 miles (39 km) less than the Tesla Model X.

Speaking of Tesla, the Vistiq has a Combined Charging System (CCS) port, meaning you’ll need to use an NACS adapter at Superchargers. That’s unfortunate, but the crossover’s 190 kW DC fast-charging capability can deliver up to 80 miles (129 km) of range in approximately 10 minutes.

The model comes standard with a dual-level charge cord, which can connect to an “appliance-style, four-prong outlet” to get up to 20.9 miles (33.6 km) of range per hour. If all you have is a traditional household outlet, you’ll only get up to 3.7 miles (6 km) of range per hour.

However, the Vistiq also supports 11.5 and 19.2 kW Level 2 charging. The former provides about 29 miles (46.7 km) of range per hour, while the latter boosts that to nearly 47 miles (75.6 km).

On the topic of power, the Vistiq has a bidirectional charging capability. When paired with a $7,299 GM Energy V2H Bundle, the crossover can power your home during a blackout.

A Smooth Operator With Standard Super Cruise

If you’ve driven a Lyriq, the Vistiq should feel pretty familiar, hardly a surprise given the similarities between the two models. Both ride on the BEV3 Ultium platform and put an emphasis on comfort.

This pays dividends for drivers as the Vistiq has a refined ride quality that is silky smooth, but not disconnected. Credit goes to a multi-link front and five-link rear suspension with semi-active dampers. However, our Premium Luxury tester is notable for featuring an Air Ride Adaptive suspension, which was remarkably comfortable even on dirt roads and broken pavement.

Despite a relaxed attitude, the Vistiq can hustle on back roads. The three-row luxury crossover felt planted and secure when chucked into corners at speed, although its hefty curb weight becomes apparent when you try to make it dance. It’s not bad, but you can’t ignore the rules of physics.

Michael Gauthier

Given this is a family-friendly crossover, it’s not surprising that the electric power steering isn’t overly engaging. It’s direct and predictable, but even putting the crossover into Sport mode left me wishing for extra heft and a livelier experience.

Sticking with that theme, the Premium Luxury is notable for having an active rear steering system. It turns the rear wheels up to 3.5 degrees to improve maneuverability at low speeds and stability at high speeds. This is a welcome addition as it helps the Vistiq to drive much smaller than it is, especially in tight parking lots.

To give you some perspective, the model has a turning diameter as tight as 38.2 feet (11.6 meters). That’s half a foot (152 mm) less than the smaller XT5 and XT6.

Michael Gauthier

When it’s time to bring the action to a halt, customers can depend on a pair of capable brakes that measure 13.5 inches (343 mm) front and 13.6 inches (345 mm) rear. They’re certainly up to the task, but the range-topping Platinum trim is notable for adding six-piston Brembo front brakes measuring 16.1 inches (410 mm).

While we didn’t get a chance to try out the Brembos, the standard brakes work well and had no problem bringing the hefty crossover to a safe and predictable stop. However, they’re not the only way to slow the vehicle, as the Vistiq has a steering wheel-mounted Regen On Demand paddle. Pull it, and the regenerative brakes kick in to slow the luxury crossover. The model also offers a one-pedal driving mode, which is an acquired taste that may or may not be to your liking.

One of the most welcome things about the Vistiq is how quiet the interior can be. This can be chalked up to laminated glass, extensive sound deadening, and road noise cancellation technology. When traveling on dirt roads, the vehicle was impressively hushed, and the same was true at highway speeds.

Aiding the experience is a full complement of standard driver assistance systems. This includes an upgraded version of Super Cruise, which features more hands-on functionality, route-related lane changes, and automatic reengagement.

We’ll discuss the system a bit more in a later article, but the Vistiq also has Automatic Emergency Braking, Reverse Automatic Braking, and Rear Cross Traffic Braking. They’re joined by Forward Collision Alert, Blind Zone Steering Assist, Traffic Sign Recognition, an HD Surround Vision system, and OnStar.

A Solid, But Pricey Crossover Bound To Live In The Escalade’s Shadow

Cadillac appears to have another winner on their hands as the Vistiq offers an impressive blend of luxury, performance, and capability. It’s also a ‘proper’ three-row crossover, unlike the Tesla Model X and Mercedes EQS SUV. This alone helps the model to stand out, as there isn’t much direct competition besides the Volvo EX90.

Aside from filling a gap in the market, the Vistiq offers Blackwing levels of power and acceleration. Despite this, the crossover has a comfortable and refined ride as well as 305 miles (491 km) of range. While a few minor details detract from the experience, the model builds on the Lyriq and pushes the bar even higher.

Unfortunately, pricing is steep as the model starts at $77,395 before a $1,695 destination fee. Moving up to a Premium Luxury trim like our tester would set you back $93,590.

That’s a far cry from the 2025 XT6, which begins at $52,690 in AWD guise. However, the Vistiq undercuts the Volvo EX90 and is only a few thousand dollars more than the range-topping Hyundai Ioniq 9 Calligraphy. This makes it a pretty compelling three-row luxury EV, even if it has to live in the shadow of the Escalade IQ.

It was never going to be easy to create an S-Class-like experience for the all-electric market. The Sonderklasse has long been the king of the hill when it comes to full-sized executive sedans, so Mercedes thought better than to slap an electric badge on the back of the ICE version and chuck in a couple of motors.

Instead, they opted to craft two new, distinct, high-end offerings. Confusingly, both live under the EQS banner, with the “Sedan” and “SUV” tags thrown on the end almost as an afterthought. They may live in the same league as the S-Class and GLS, but the electric luxobarges are built on an entirely different platform, tailor-made for battery-electric vehicles.

Classic Drive: The Mercedes-Benz 280S Shows Us What It Means To Be Unique

However bespoke it may be, though, the EQS has large shoes to fill – and we’re not talking about the 22-inch AMG rims it rolls on. Not only is it the much-preferred body style that more and more luxury car buyers seem to be gravitating to, but the EQS SUV is here some way before Bentley and Range Rover have their turn in the electric SUV spotlight. It’s also available as a seven-seater for those needing the practicality. Thus, it has many roles to fill while not bringing shame upon the EV aspirations of the three-pointed star (does anyone remember the Mercedes B-Class Electric Drive?).

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The S Factor

Unlike their arch rival in Bavaria, Mercedes decided to distinguish their EVs from the combustion fleet models, with most of the EQ range looking markedly different from the rest. The EQS SUV shares much of its design language with the closely related Sedan, with smooth surfaces that have been chamfered in a stone-like fashion – almost like those Pebble phones of the ’00s.

It’s inoffensive and, dare we say, borderline handsome. And, with its grille-less front facia, it is pretty easily identified as an electric car. But conversely, the design language is so far removed from its GLS cousin that the EQS SUV lacks the road presence afforded by the comparatively brutish luxury off-roader. You could argue that those who wanted an imposing-looking EV from Merc would be best served going with the EQG, which is all well and good. But when onlookers can’t tell the difference between the much pricier EQS SUV and the EQE SUV, then you know there’s a problem.

But then, this has been the way for Mercedes lately, with the C-Class blending into the E-Class and the E-Class adopting some very S-Class design qualities. Perhaps it’s less of a problem for those on the lower rungs of the ladder, but when you’re spending upwards of $105,250 on an EQS SUV, I’d imagine most people would like it to be known.

An Interior, And Then Some

One thing the EQS has in common with the rest of its Sonderklasse brethren is the way it makes you feel inside. Mercedes knew they had to knock this one out of the park, and just being refined wasn’t going to cut it.

The EQS doesn’t just cocoon you from the outside world. It seemingly isolates the elements that are usually highlighted once you delete all the noise from a combustion engine. Enemy number one for most EVs is wind noise, followed closely by tire roar. There are no such problems in the EQS SUV, with the engineers packing every space possible with as much insulation as they could.

The dual motors in our 4Matic test model are well-insulated — virtually imperceptible unless you listen very, very intently. Of course, there’s a range of sound effects on offer, too, most of which seem to mimic the noises from the pod racers in Star Wars.

Our test car was loaded to the rafters with all the juicy tech you’d need, including the standout Hyper Screen, which gives you a trio of displays under a single 56-inch panel of curved glass. I’m staunchly pro-button when it comes to basic controls, but using the central screen is undeniably impressive and does make anything else feel rather old hat.

The graphics are clear and crisp, and the functions are fairly intuitive, if a bit distracting to keep track of while on the move. We suspect the massive expanse of pixels will mainly be used at recharge stops, with the Burmester sound system capable of enveloping the cabin with 3D surround sound.

There’s a rear entertainment system with a tablet, too, although the last row of seats may feel a little left out—and not just because they don’t get direct access to any screen real estate but also because the back end is rather claustrophobic. It’s unsurprising that the two seats in the back are more for occasional use only, but at least you can get in and out of the rear reasonably quickly thanks to the electrically folding second row.

The seats are trimmed in Napa leather and, of course, have the obligatory heating, ventilation, and massage functions. There are pillowy soft headrests that can offer to cosette your head after a weary drive, with the only surface complaint being the glossy plastic on the dash. Other neat functions include HEPA air filtration and air ionization, lots of ambient lighting options, and a full-length panoramic sunroof.

Drive

If the headrests are pillowy soft, then so too is the ride — at least on moderate to broken roads. The EQS SUV rides on air suspension at all four corners, with the ability to raise and lower itself by up to 25mm. Potholes, expansion joints, and all other common surface imperfections are dispatched without the sensation ever threatening to upset occupants.

There are limits, though. Take it to a rutted dirt track, and the body starts to lean on its airbags a tad too much, unsure of how to compensate for sustained changes in the surface. It’s still not harsh, but it could make you a tad seasick as you to and fro across the bumps.

It makes sense that on-road dynamics are the priority with the EQS. Mercedes knows that very few customers will be willing to properly venture off-road. There is an off-road function, and you get things like hill descent control, and we’re told that things like approach and departure angles are impressive for an SUV of this size. But in reality, this wasn’t something we were going to test out — for now art least.

What we can successfully report back on is just how the EQS makes you feel when you’re behind the wheel. Even with the many levels of seating position adjustment, there’s never a time where you’ll be made to feel small — the view out of the window is suitably commanding, and you feel every inch of the SUV’s swollen dimensions.

See Also: Mercedes To Move Away From Egg-Shaped EVs, Drop EQ Names

The turning circle is aided by our test unit having rear-wheel steering optioned in. The main benefit on a day-to-day basis is felt in navigating tight parking lots and making low-speed maneuvers. Low-speed stuff may be its forte, but the rear steer lends itself to speed, too, providing an extra guiding hand to help reassure you that this 6,260 lb behemoth will make that corner at triple-digit speeds.

While the EQS is excellent at insulating you from the outside world, what it can’t do is defy the laws of physics, and you really do feel that weight when you’re hustling along. The dual-motor 450 4Matic comes with 360 hp (365 PS / 265 kW) and 590 lb-ft (800 Nm) of torque on tap, meaning getting up to cruising velocity is no sweat. But Mercedes has clearly sacrificed driver feedback for that wafty ride – but, unlike their “friends” from Munich, that wasn’t their calling card anyway, was it?

It’s a compromise that, in the grand scheme of things, will no doubt be appreciated by the majority of owners. However, the sacrifice means that, even with all the confidence in the world, getting the EQS to talk to you about what’s happening underneath is an exercise in futility. Instead, the car is too busy making sure it stays level and improving passenger quality of life to lend a thought driver engagement.

However, there’s a silver lining. It’s at this point that you realize that the EQS is more like the Mercedes-Benz of old. Rather than juggling a sporty personality, the EQS SUV sticks to what it does best: an air of sophistication, focusing on the luxury that the back seat of any S-tier Merc should almost guarantee. Not only does the EQS feel like a car and not just some space-aged EV, but it also manages to feel like a Mercedes-Benz should.

The all-wheel drive EQS 450 4Matic and the EQS 580 have an EPA-rated range of 285 miles, while the entry-level rear-wheel drive 450+ manages 305 miles down to its single motor. During our test, the EQS seemed well positioned to match those numbers, while Mercedes claims a 200kW maximum charge rate for the EQS SUV. In theory, that’s enough to add 120 miles of range in 15 minutes, with a 5–80 percent recharge taking place in a competitive 33 minutes.

Conclusion

Mercedes has been undeniably late to the EV party, bar a few toe-in-the-water experiments. The EQ range hasn’t necessarily offered the best in class experiences at every level. But the EQS SUV had to be something special – or at least memorable enough to give EV-conscious S-Class buyers a reason to switch.

Read: Mercedes EV Sales Are In Freefall, EQS Down More Than 50%

And that it does well. The EQS SUV feels like a compelling package. Granted, it’s not perfect and as battery tech advances, lightweight cells and solid-state batteries will only benefit porker cars like this. Driver feedback leaves something to be desired, and the off-road credentials (for the very few who really care anyway) may need a bit of beefing up.

But as an all-electric luxury SUV, Mercedes has brought the right amount of tech, refinement, and style to the segment, making the EQS SUV worth a second look long after the forthcoming Range Rover EV or Bentley’s ‘luxury urban SUV.’

Photography by Mohamed Shan for CarScoops | Special thanks to Ryan Gunawardhana

The Polestar 2 that was launched in 2019 showed the world that you didn’t need a Tesla to experience a well-rounded EV. But since then, the electric vehicle market has exploded, with new competitors pushing Polestar to either evolve or fall behind. Now, the larger Polestar 4 has arrived, and it could be a make-or-break moment for the Swedish-Chinese automaker, so it better deliver.

After spending a week with the Long Range Single Motor version, it’s clear that this model brings a noticeable improvement over the Polestar 2. It seamlessly blends cutting-edge technology with a level of European luxury that raises the bar for EVs in this segment.

So, what makes the Polestar 4 stand out? Let’s dive in.

QUICK FACTS

Photos Brad Anderson/Carscoops

Polestar is gearing up to launch the 4 in the United States later this quarter, but over in Australia, it’s been available since late last year. It goes directly against vehicles like the Kia EV6, Hyundai Ioniq 5, Tesla Model Y, and even the smaller BMW i4.

Australia’s EV market is becoming increasingly competitive, particularly thanks to the arrival of several new brands from China. But, like with the 2, Polestar is positioning itself as a slightly more premium offering, and yet, the Polestar 4 has actually been priced very well.

The Sweet Spot In The Range?

Local prices start at AU$78,500 (US$50,800), before on-road costs, or roughly AU$85,000 (US$55,000) with all fees paid. Perhaps the Polestar’s most obvious rival is the Kia EV6, as it best matches the sedan/SUV shape of the 4. It starts at AU$72,590 (US$47,000) before fees for the cheapest version and AU$79,590 (US$51,500) for the EV6 GT-Line RWD. However, the pre-facelift EV6 only has a 77.4 kWh battery, compared to the 100 kWh pack of the Polestar 4, and has a peak range of 528 km (328 miles), compared to the Polestar’s 620 km (385 miles).

We drove the Polestar 4 in Long Range Single Motor guise. It was also optioned with the AU$8,000 (US$5,200) Plus Pack, which is a must. This adds a thumping Harmon Kardon audio system, a 14-7-inch head-up display, a mesh material across the interior, pixel LED headlights, auto-dimming mirrors, and a touchscreen display for rear-seat passengers. It also adds 12-way adjustable front seats, power reclining rear seats, 3-zone climate control, a heated steering wheel, and support for 22 kW AC home charges.

While the Long Range Single Motor is the base model, it doesn’t feel like it.

Positioned between the rear wheels is a single electric motor delivering 272 hp (200 kW) and 253 lb-ft (343 Nm) of torque. This motor receives its juice from a 400-volt, 100 kWh lithium-ion battery pack, can hit 100 km/h (62 mph) in 7.1 seconds and tops out at 200 km/h (124 mph). Polestar also sells the 4 in Long Range Dual Motor guise, which adds a 200 kW motor to the front axle, resulting in a combined 400 kW (544 hp) and 506 lb-ft (686 Nm). However, the single motor version is probably the sweet spot in the line-up.

Photos Brad Anderson/Carscoops

A Gorgeous Cabin – But Is It Too Minimalist?

The fit and finish of the Polestar 4’s cabin is superb. Not only is it way ahead of any Kia, Hyundai, or Tesla, but it feels more premium than even the BMW i4’s.

A 15.4-inch infotainment screen screams for your attention – but more on that later. The thing that immediately stands out is the quality of the materials used. The light grey MicroTech faux leather featured on our tester was plush and joined by equally soft and supple black leather. There’s hardly any hard black plastic in sight, and not even the lower extremities of the tunnel are plastic, but rather trimmed in soft carpet. Polestar also offers a Nappa leather upgrade to take things to the next level.

After you’re finished admiring the materials, the incredibly minimalist design becomes apparent. Polestar has clearly taken a leaf out of Tesla’s playbook on this one, eliminating virtually every button and switch and moving most controls to the touchscreen. While I can appreciate this decision from a design standpoint, it’s not the most practical solution.

Like in a a Tesla, you’ll need to enter the touchscreen to adjust the steering wheel and wing mirrors, when normal buttons for these would work perfectly well. All of the climate control settings are also done via the screen. The only physical dial used is a large volume knob sitting in the center of the console, plus Polestar has also moved to a column shifter. It’s all a little too minimalist for my liking – but to each, their own.

Read: 2026 Polestar 2 Looks The Same But Hides Major Interior Upgrade

Storage space is nothing sort of great, thanks to the large void beneath the floating center console. There’s also a sizeable area under the armrest and a large glove box, although it, too, is annoyingly operated through the touchscreen,. All Polestar 4s come equipped with sports seats that offer good support and are, at he same time, supremely comfortable. However, it would be nice if the headrests weren’t integrated into the backrests and could be adjusted independently.

All Polestar 4s come standard with a sweeping panoramic glass roof and no rear window. This has been probably the major talking point of the EV since it was first revealed. I’m happy to report that after spending a few hours behind the wheel, I quickly adjusted to using the digital rearview mirror. However, I have heard complaints from people who need to wear prescription glasses.

Looking at the 4 from the outside, you could be excused for thinking the rear seats would be incredibly cramped. That’s not the case. By eliminating the rear window, Polestar has been able to extend the glass roof in line with the rear headrests. Rear space is palatial. I’m 6’2” and with the driver’s seat in my preferred position, I had four inches of legroom in the back and about half an inch of headroom to the glass. The Polestar 4’s 2,999 mm (118-inch) wheelbase is 1 mm shorter than the EV6’s, but the rear does feel bigger.

As mentioned, the Plus Pack also adds a touchscreen for the rear passengers, allowing for individual controls of the audio and climate control system. There’s a good amount of rear cargo space too, rated at 526 liters (18.5 cubic-feet) with the rear seats up and 1,536 liters (54.2 cubic-feet) with them folded down, as well as a 15-liter (0.5 cubic foot) frunk.

Photos Brad Anderson/Carscoops

Back to the infotainment system. Like in the Polestar 2, the 4’s operating system uses Android Automotive. That means it includes native support for the Play Store, allowing you to download apps like Spotify, Google Maps, and Waze. It also supports wireless Apple CarPlay, but curiously, doesn’t support Android Auto from your phone. As such, diehard Android Auto users will need to get used to using the native system, which operates much like an Android-powered tablet.

The display is bright, crisp, and responsive. Polestar has also done a good job making the settings easy to understand and access, creating large tiles for individual settings that can be triggered on and off, making them easy to play with while on the move. As mentioned, all the climate settings are housed in the screen, too, but I quickly got used to them.

Photos Brad Anderson/Carscoops

Is This The EV To Buy?

I had a revelation while testing the Polestar 4. For the first time, I could actually picture myself using an EV as my daily driver, and it made the Genesis GV70 I also had in my garage at the same time feel a bit archaic by comparison.

The 4 has also been well insulated, and while it doesn’t have double-pane glass, the windows are thicker than most cars. It blocks out almost all external noise at highway speeds, making it a serene place to spend time in.

There’s plenty of poke, too. While we only tested the rear-wheel drive model, it offers enough grunt, and that instantaneous response you’d expect from an EV. Performance-hungry enthusiasts would be well-advised to go for the dual motor, but for most buyers, this one should suffice. Its 0-60 mph (0-96 km/h) time of 7.1 seconds is on the slower side, especially when you consider that the Tesla Model Y RWD does it in just 5.4 seconds, albeit with a one-foot rollout, but still, it’s more than a second quicker.

On the other hand, Polestar has done a good job tuning the car’s ride. Single-motor variants have passive dampers, whereas the Dual Motor has adaptive suspension. Nevertheless, the former still rides well, although it does veer towards the firm side of comfortable. In an ideal world, I’d like it to be a little softer.

While the Polestar 4 is perhaps best suited to crunching highway miles, it also handles well, too. Like other Polestars (and Volvos), the steering has been well calibrated and offers three different settings for the weight and feel. However, like so many other electric steering systems, it’s often hard to know what the front wheels are doing, though it is admittedly quick and direct.

Weirdly, there are no selectable driving modes for this version of the Polestar 4, which is a shame. Three different settings for the brake regeneration can be selected, although these changes are made via the touchscreen. The Hyundai/Kia solution of adjusting brake regen through paddle shifters is a better one for on-the-fly changes.

As mentioned, the Polestar 4 has a 400-volt electrical architecture, whereas many rivals have 800-volt systems and, therefore, support faster charging speeds. Nevertheless, the 4 can charge at up to 200 kW, which is good for a 400-volt car, allowing the battery to be topped up from 10-80% in 30 minutes. That’s more than acceptable, but not really great.

Efficiency is good. In part due to the fact that this version of the Polestar 4 weighs a hefty 2,230 kg (4,916 lbs), we averaged 17.1 kWh/100 km during our time with it, whereas Model Ys can average in the 14 kWh/100 km range. Thankfully, the sizeable battery pack does mean hitting 600 km (373 miles) on a charge is achievable, which should be more than enough for most occasions.

Photos Brad Anderson/Carscoops

Verdict

The Polestar 4 is one of the most well-rounded EVs I’ve driven recently. While some people have criticized its looks, everyone I’ve talked to has been impressed by the cabin. It’s the kind of interior you’d expect in a car with a price tag well into six figures, and the smooth, polished driving experience only adds to the appeal. It’s a noticeable upgrade over the Polestar 2 and definitely deserves a spot on the short list for anyone in the market for an EV.

Photos Brad Anderson/Carscoops

Volkswagen’s new Tiguan is finally here, and while it’s easy to get distracted by the I.D. Buzz (the cool, quirky electric minivan getting all the headlines), let’s not forget that this compact SUV is actually carrying the brand. Despite VW’s hints about a new generation, the previous Tiguan somehow managed to increase its sales last year.

We’re not talking about just a few basis points either. It was up 23.8 percent year over year. And, let’s be clear, this is Volkswagen’s best-seller, both globally and in North America. In the USA, the Tiguan outsold all of VW’s other non-SUV cars, like the Jetta and Golf, combined.

More: VW’s Concepts Mark The Start Of 30 New Models For China’s EV Future

That’s a good indication that customers like this SUV, and if that’s true, they’ll love this new one. This launch isn’t like most. Just about every detail one might want to know about the Tiguan is already out there. 

We know it starts at $29,495, with the top trim costing $39,755. That doesn’t include a $1,425 charge for delivery and destination. That said, it’s a solid pricing strategy and just one of the latest details we’ve learned about this car.

QUICK FACTS

We know it has more power (more on that later), is more spacious, and is no longer available with three rows. The big focus of this launch and our testing was finding out what this car is really like in person. How does it feel to sit in? What are the materials like? Is it better or worse without the third row? How does it drive? Does that extra power make a real difference? These are the questions we wanted to answer.

To accomplish that, I sat on an airplane for 10 hours over the course of 37, just to drive this new VW money maker for a few hours in Bozeman, Montana. It was worth it, and not just because of the stunning location and dinosaur-rich history of the area. 

Styling

The Tiguan is bigger than ever before, but it hasn’t grown as much between generations two and three as it did between one and two. The biggest difference comes from Volkswagen shortening the front and rear overhangs.

As a result of this change and the removal of the third row, the Tiguan is more spacious inside than ever before. This gives the exterior more presence in person. It now feels more like a small Atlas Sport than ever, and in fact, it might just put the Atlas Sport out of business if it’s not careful.

The proportions are solid. The front is higher than before, and the face is bolder. Large horizontal grille intake slats bookend a diamond-patterned center section. Honestly, it’s attractive, sporty, and helps this whole car stand out a little. 

On top of that, those who select the highest trim also get illuminated badges and light bars. In some cases, those feel more gimmicky, but here, they blend quite nicely in my view. Speaking of lights, every Tiguan comes with adaptive LED headlights, which is another big plus in this segment. 

Powertrain

Volkswagen says it has heard customers complain that the Tiguan is too slow. To remedy this, it attacked the issue from multiple directions at once. First, it revamped the EA888 four-cylinder from the previous generation. 

Now, with new internal components including an updated turbo, camshaft, and fuel injection system, it makes 201 hp (150 kW). That’s a small increase of 17 hp (13 kW), and typically, that wouldn’t be enough for most drivers to really feel, but in this case, it comes through more clearly. 

That likely comes down to two main factors. First, the Tiguan weighs up to 170 lbs (77 kg) less than the previous generation. Better power-to-weight ratios mean better driving dynamics everywhere, from acceleration to passing power to braking and even handling. 

Read: VW Won’t Raise Prices Yet But Warns Someone Will Pay That 25% Tariff

Notably, it makes the same 221 lb-ft (299 Nm) of torque that it did before, but only when equipped with AWD. Front-driven versions actually make less torque, 207 lb-ft (280 Nm). Still, initial throttle engagement feels better than ever. How can that be? The second main factor: throttle mapping. 

Essentially, drivers get more throttle with less pedal action than before. That results in quicker turbo spool-up and more power without having to push harder on the go pedal. It’s a welcome remedy for an issue we experienced on previous Tiguan test drives. VW also pointed out to us that the lower torque figure from the FWD version is due to different gearboxes and gearing. Performance is unchanged, it says, because the FWD version is lighter.

A Cabin That Gaps Rivals

If the Tiguan runs away from its competitors anywhere it’s in the cabin. We had a chance to get up close and personal with the SE and SEL R-Line, and both were impressive. The fit and finish were above average, the switchgear mostly impressed (more on that shortly), and the cabin was seriously spacious. 

That’s one of the big benefits of losing that third row. Rather than compromise on space in the trunk and third row, axing it means more space for the second row and for cargo. I, a six-foot-six person, could sit behind my driver’s seat position without any concern about leg room. 

Cargo space seems like another big win, though VW didn’t have capacity figures at the time of this writing. It’s big enough for a pre-inflated donut spare to sit beneath the load deck, so that tells you something all by itself. 

The base S version is almost entirely devoid of cheap piano black plastics. Sure, it’s still full of cheap materials, but they won’t attract fingerprints the same way. On the flip side, it also sports several thoughtful touches like high-quality cloth upholstery, faux metal trim, and contrast stitching in some places. 

The rest of the lineup follows suit with faux leather introduced on the SE, along with 10-color ambient lighting and a power-adjustable driver’s seat. A panoramic sunroof becomes available for $1,200.  The SE R-Line Black adds that feature as standard and then tacks on a black headliner, a sport steering wheel, and brushed stainless steel pedals. 

At the top of the lineup, for now, the SEL R-Line gets tri-zone climate control, a sound-insulated windshield, a heated steering wheel, leather upholstery, heated, cooled, and massaging front seats, three-position memory seating for both front seats, and heated outboard rear seats. That’s a lot of high-end content for a cool $39,755. Here’s the kicker. We haven’t even talked about technology, so let’s do that now. 

Tech Talk

Every Tiguan save for the SEL R-Line comes standard with a 12.9-inch infotainment system and a 10.25-inch digital gauge cluster. That in and of itself is impressive given that the competition in this field typically offers far less, even if you pay more. The system isn’t as rough as it’s been in the past, either. Sure, the archaic touch-sensitive volume and climate control sliders are still as infuriating as ever, but beyond that, VW has done a lot to improve things. 

The screen itself is bright and easy to read. The menu layouts are mostly intuitive, and we bet most customers will feel right at home after a few days of practice finding their way around. VW allows customers to customize the screen to a great extent as well. That’s the kind of thing that can help an owner feel more like this car is an extension of themselves, and we’re here for it. 

VW also offers a larger 15-inch infotainment system, which is positively massive in this segment and functions similarly to that of the smaller one. 

That all having been said, the digital gauge cluster requires some trial and error to get right. Controlling it through the steering wheel buttons isn’t as instinctive as it is in other cars. Nevertheless, we love that users can put things like the navigation map into the gauge cluster, and they’ll likely feel confident in using the system after a little practice. 

The Tiguan stands out when it comes to safety tech, too. It now comes standard with 10 airbags, exit warning when a car or cyclist is coming up behind the vehicle, park distance control, and automatic high beams. The automaker’s IQ.Drive suite is standard, too. It includes active blind-spot monitoring, adaptive cruise control, lane-keep assist, and pedestrian monitoring, which now includes cyclists. 

Drive Impressions

Throughout my time with the Tiguan, I kept asking, Where’s the catch? This isn’t a canyon carver, but VW customers don’t care about that. They want comfort and a predictable experience. That’s the Tiguan. 

The steering is straightforward, slightly numb on center, with good progression through turns. The body rolls under hard cornering but remains flat otherwise. The pedals are responsive, especially the throttle. The brakes are smooth and easy to apply in a deft manner.

Visibility is good in all directions. The seating is comfortable and supportive. The suspension provides predictable ride control, though at times a bit more vibration from the road surface enters the cabin than one might expect. As mentioned, throttle response is very good. 

The eight speed automatic gearbox is unobtrusive to the point that you sort of forget it’s even there. While a lack of substantial horsepower no doubt played a part, the Tiguan had no trouble maintaining grip under full throttle from a dead stop in wet conditions. 

Speaking of that, the old Tiguan accomplished its 0-60 run in somewhere around 8.5 seconds. Had we been gifted with clear weather, we’d have tested this one, but alas, rain cut our fun short. That said, it doesn’t feel all that much quicker when put to this kind of heavy-footed test. Performance comes on better initially, but it’s not enough to keep this SUV galloping confidently for very long. That said, merging onto highways or overtaking others will be a drama-free affair. 

A car, even one aimed at performance, is about far more than simple acceleration or even passing power. The Tiguan is almost the antithesis of a performance vehicle. This SUV is squarely aimed at the practical crowd. Sure, VW might include lots of little design elements or nomenclature to seem sporty, but it’s all marketing fluff meant to sell to people who want to appear sporty but in truth don’t care about driving something that’s actually athletic. 

Why No Paddle Shifters?

More to that point, the Tiguan isn’t available with paddle shifters because owners “complained about bumping into them, ”which was “annoying,” said one presenter at the media event. I tell you all of that to tell you this: if you want an everyday car that gets you from A to B in comfort, European style, and with decent fuel economy, this is a great choice. 

Typically, when we journalists test a car, it struggles to hit its fuel economy estimates because we’re trying to find the limits of a car’s dynamic ability. Despite doing just that with the Tiguan at times, we managed to achieve 25.7 mpg across the day of driving. 

That’s better than VW’s EPA estimate of 25 mpg in combined driving circumstances for the AWD SEL R-Line. In short, this new Tiguan has more power and gets better fuel economy than the old one (across all trims) while being better to drive, nicer to sit in, and more stylish. 

Competition

The biggest competition for the Tiguan comes from cars that don’t directly target it but still manage to rival it. For example, the Honda CR-V isn’t as nice inside and lacks the cachet of a German brand. Nevertheless, at the higher end of its trim levels, it offers a hybrid powertrain with similar power figures, far better fuel economy, and a longer powertrain warranty, all that for nearly the same price. Buyers planning to keep their car beyond the warranty period will likely appreciate Honda’s excellent record for long-term reliability as well.

Mazda deserves some serious consideration here, too. The CX-5 and CX-50 are far sharper than the Tiguan from a driver’s perspective, even if they’re down on power on paper. They also come standard with AWD and a far more impressive 2,000-lb towing capacity. 

Those who opt for the turbo version of the CX-50 can tow up to 3,500 pounds and get 256 horsepower to play with. No, they won’t be anywhere near as fuel efficient, but these SUVs are for those willing to sacrifice MPG for smiles per mile. The CX-5 is an especially good value, too, since it offers turbo power and a lot of glitzy interior accouterments for less than $39,000. 

More: New VW Tera Is A Baby Tiguan For Brazil

It’s also worth noting that VW isn’t done with the Tiguan lineup. The Tiguan Turbo, which, in my mind, should’ve been called the Tiguan GTI, is coming later this year. While we don’t know pricing yet, we’re confident it’ll add a lot of the performance that the rest of the lineup is sorely lacking. That said, pricing will be a key factor there as it is here. 

The automaker has already made clear that it’s largely the same car but with an improved engine. Will they want an additional $5,000 or closer to $10,000? The answer will determine the actual value of that proposition. If it’s the former, consider it the new crossover to beat in the segment. 

All of that said, the Tiguan is a genuinely good competitor at most price points for now. The base models aren’t particularly special, but the tech included makes them a cut above the rest. 

Final Thoughts

Pricing is what makes the Tiguan what it is, a genuinely competitive option in the segment. For less than $30,000 to start, buyers get a refined cabin, sharp styling, useful tech, and the European street cred that comes with a VW badge. It doesn’t pretend to be sporty, and that honesty is refreshing. It’s not trying to be everything to everyone. It’s just trying to be a comfortable, capable family hauler with just enough personality baked in.

Is it the most exciting SUV on the market? No. Is it the fastest? Also no. But it’s well-rounded, thoughtfully designed, and surprisingly premium-feeling for the price. And with improvements to power, tech, and interior space, this generation does more than just tread water—it makes a solid case for why the Tiguan continues to be VW’s bread and butter.

Also: 2026 VW Tiguan SEL R-Line Turbo Feels One Plaid Seat Away From Being A GTI

Whether or not the upcoming “Turbo” model injects some much-needed attitude remains to be seen, but until then, this new Tiguan does exactly what it needs to: carry the VW badge with quiet confidence and surprising competence. In a crowded field of compact SUVs, that’s enough to stand tall.

Credit: Stephen Rivers / Volkswagen

China’s automotive industry hasn’t just grown – it’s exploded. Over the past decade, the country has transformed into a global manufacturing powerhouse and, as of last year, became the world’s top car exporter, surpassing longtime leaders like Japan.

This rapid ascent has been driven in large part by a wave of new brands focused on electrification. Companies like BYD have made huge gains, while EV startups such as Xpeng, Li Auto, and Nio have grabbed international attention. Many of these firms have global ambitions and corporate roots in sprawling conglomerates like Geely.

Read: Haval’s Facelifted H6 Is A Hippo-Faced SUV From China

However, long before these newer brands gained traction, one of the most recognizable Chinese automakers with an international footprint was Great Wall Motor. Now known simply as GWM, the company has been around for over 40 years and made its Australian debut in 2009, becoming the first Chinese car brand to enter the local market.

In its early days, some of the models were hard to take seriously. But GWM stuck around, expanded its offerings, and launched the new Haval brand in Australia in 2015. Since then, its vehicles have gained traction, often quite literally on price alone. We recently spent a week living with one of its latest hybrids to see how far the brand has come.

QUICK FACTS

Photos Brad Anderson/Carscoops

What Is It?

The bright blue SUV you’re looking at is the Haval Jolion Lux HEV. It sits towards the top of the Jolion range, which starts at AU$24,990 (~$16,000) for the Premium and tops out at AU$37,990 (~$24,300) for the Ultra HEV. The Lux HEV we tested sits just below that model, and is available for AU$34,990 (~$22,400). That’s a very competitive price and undercuts equivalent rivals like the Hyundai Kona Hybrid and Toyota Corolla Cross by around AU$5,000 (~$3,200).

Powering all Jolion HEV models is a 1.5-liter four-cylinder petrol engine with 94 hp (70 kW) and 92 lb-ft (125 Nm) of torque. This engine is supplemented by an electric motor with 154 hp (115 kW) and 184 lb-ft (250 Nm), resulting in a combined 188 hp (140 kW) and 277 lb-ft (375 Nm). That’s respectable, although by no means anything to write home about in this day and age.

A Solid Cabin

Photos Brad Anderson/Carscoops

I’ll be honest: I didn’t have high expectations for the cabin of the Jolion. However, I was pleasantly surprised by how nice it was.

The automaker has avoided the trap of plastering an affordable model in piano black plastic, instead opting for plastic pieces on the center console with faux wood and faux metallic finishes. Positioned ahead of the driver is a 7.0-inch digital instrument cluster, and a 12.3-inch infotainment display sits proudly on the dashboard.

The cluster is small and basic by modern standards, offering no scope for customization and complete with a rather bland and uninspired layout. It does the job, but it would be nice if Haval were a little more creative with the software.

The steering wheel has a similar feel. The plastic buttons are bargain-basement specials, and the four-spoke design just isn’t that appealing. As with other Haval models, the driver monitoring system is positioned in the A-pillar, but it looks like an afterthought.

Photos Brad Anderson/Carscoops

On the plus side, the larger infotainment screen is bright and crisp and quickly responds to the touch. It may only offer wired Android Auto and Apple CarPlay, but the system is simple to use and understand. Most of the climate controls are on the screen, though, which is a little annoying. Haval has added some physical buttons below the screen with HVAC shortcuts, but whenever you press one, it brings up the A/C settings on the screen. So, if you press the A/C button to simply turn it on or off, the screen will enter the climate control menu. Not a big issue, but I can’t see the point in duplicating the info in the first place either.

Elsewhere, the rest of the materials feel good for this price point, with a good mix of soft-touch areas and hard-wearing black plastic. The contrasting white stitching of your tester was also a nice addition.

While the Haval Jolion HEV is quite small, the interior is surprisingly spacious. There’s plenty of headroom at the front and enough for adults in the back seats. Haval has added two USB-C ports in the rear, air vents, and cupholders in the fold-down armrest. Rear cargo space isn’t great, with just 255 liters (9 cubic feet), or 916 liters (32.3 cubic feet) with the rear seats folded down. As with most new cars on the market, there’s no spare tire, so you better pray that puncture won’t be too large for the repair kit to fix.

Smooth Cruiser, Annoying Tech

Photos Brad Anderson/Carscoops

Driving the Jolion HEV can, at first, be frustrating. This isn’t because of anything related to the powertrain or the chassis setup, but rather the overbearing driver monitoring system.

Loads of other new cars have such technologies that are constantly beeping and binging at random. The Haval’s system is particularly sensitive and very often chimes seemingly without any reason. It feels like you’re sitting in the back of a classroom being punished by a substitute teacher anytime you look away from the whiteboard. Look at the infotainment screen? The DMS will start ringing. Grab a drink from the cupholder? It’ll start ringing.

The emergency lane-keep assist system is also oversensitive. If you even come close to a road line, it’ll ring, and a message reading ‘Hey, don’t stray!’ will pop up on the central screen. These systems are annoying, but it’s not the end of the world, as they can be easily turned off through the touchscreen. Owners have just got to be prepared to do it every time they go for a drive.

Once you get over these annoying safety systems, the Haval actually drives quite nicely. The car will intelligently decide when it wants to run on all-electric power, and when it needs to call on assistance from the four-cylinder. However, most of the time, it’s happy to run on electricity alone.

Read: GWM Ora GT Proves The Chinese Mean Business

When the 1.5-liter is needed, it turns on silently and provides uninterrupted power. It’s certainly smoother and quieter than the more complicated 1.5-liter hybrid system we recently tested in the Honda HR-V, and that’s saying something.

Obviously, it’s not fast. But it has more than enough pace for everyday driving duties. It has the guts to get up to highway speeds without any issue, and I was never left longing for more power. It’s relatively efficient, too, returning 5.1 l/100 km (46.1 US mpg) over the combined cycle according to Haval. Admittedly, we averaged 6.1 l/100 km (38.5 US mpg) during our time with it.

Photos Brad Anderson/Carscoops

GMW has also done a good job ensuring the Haval Jolion HEV rides well, yet still feels a little sporty when it’s pushed. There’s multi-link rear suspension at the rear, and while the suspension isn’t adjustable, a lot of care has obviously been given when tuning it.

The steering offers three different settings: Light, Comfort, and Sport. None of them adds any real feeling to the steering, and it can be a little hard to feel what’s going on under the front wheels. Nevertheless, the steering feels well-weighted and direct in all three settings.

One of the more interesting features of the Jolion HEV is that it has adjustably regenerative braking, which isn’t something you often find in a hybrid. What’s more, there’s even a one-pedal driving mode which, again, is quite unusual for a hybrid. For the most part, the braking of the Haval feels assured. However, the one pedal mode isn’t as smooth or as intuitive as one pedal driving in an EV. That’s hardly a surprise, but it is a shame.

Verdict

This is not a vehicle that’s designed to thrill. It can feel a little out of sorts if you drive it too hard, and the Kumho Solus US63 tires do not provide all that much grip. In fact, the Jolion can spin up its inside front wheel if you’re a little too greedy on the gas, and there can, at times, be a little bit of torque steer when the throttle is pinned.

After living with the Haval Jolion HEV, I can understand why the Haval brand has proven to be so popular in Australia. Yes, some of the safety systems need to be better calibrated, but GMW has done a fine job of creating a hybrid powertrain that’s quiet and smooth most of the time. It’s definitely worthy of consideration.

Photos Brad Anderson/Carscoops

There’s something eternally appealing about small, feisty hatchbacks. Affordable, tossable, and surprisingly capable, they punch far above their weight and are often more fun than cars twice their size and price. I’ve always had a soft spot for pint-sized hot hatches. Models like the Ford Fiesta ST and Mk3 Renault Clio are icons in this niche, and I even used to own a Clio myself. Now, the Hyundai i20 N earns a seat at the table, and in Australia, it’s essentially in a class of one.

Ford no longer sells the Fiesta ST, and Renault has quietly abandoned the RS version of the current Clio, leaving the i20 N’s without any true like-for-like rivals in its segment. Its closest competition might actually come from within Hyundai’s own stable, in the form of the i30 N.

While the i30 N is a larger, more powerful machine, it overlaps with the i20 N in spirit by offering a similar mix of performance and personality at a still-reasonable price. When judged by the classic fun-per-dollar metric, the i20 N stands out as one of the best values on the market today.

QUICK FACTS

Photo Brad Anderson/Carscoops

Hyundai has been selling the i20 N for several years now, but for 2025, the hatch has been updated. As is often the case, the changes are minor, but make no mistake: the Korean hot hatch remains a seriously tempting proposition.

Visually, the most obvious difference between this new model and the old one is the grille. It has a slightly different pattern and a new satin black finish that are complemented by stealthy black badges. Hyundai has also fitted a set of newly-styled 18-inch black and silver wheels, while inside, it now includes support for the brand’s Bluelink connectivity services, over-the-air-updates, and it gets LED interior lighting.

Mechanically, nothing has changed. That means the i20 N still is still powered by a turbocharged 1.6-liter four-cylinder rated at 201 hp (150 kW) and 203 lb-ft (275 Nm) of torque, although that does briefly jump up to 224 lb-ft (304 Nm) when overboost kicks in. On paper, these figures may not sound like much, particularly since the i30 N’s larger 2.0-liter turbo four packs 276 hp (206 kW) and 289 lb-ft (392 Nm). However, on the road, the i20 N feels every bit as special as its bigger brother and it isn’t much slower either.

In terms of price, the i20 N is hard to beat. Before on-road costs in Australia, it starts at AU$35,500 (~$22,400). By comparison, a 2025 i30 N with the available six-speed manual starts at AU$50,000 (~$31,600). Unfortunately for our US readers, the i20 N never has and never will make it to their shores. That’s a shame, but even if it did, it probably wouldn’t sell particularly well due to American buyers having a gene that causes them to display an allergic reaction to anything the market deems “small”.

The Cabin Is Perfectly Fine But Lacks Flair

Photos Brad Anderson/Carscoops

If there’s an area of the i20 N that feels reflective of its price tag, it has to be the interior.

It’s virtually impossible to find a car at this price point with a premium cabin, and it’s no different with the i20 N. Soft-touch surfaces are few and far between, and there’s plenty of cheap black plastic. However, we have similar complaints with the i30 N hatch, and this one is much more expensive. Fortunately, Hyundai has nailed the functionality part and done a good job of packing in plenty of technology, too.

Standing out is a 10.25-inch infotainment displa, joined by a 10.25-inch digital instrument cluster. The infotainment screen is more neatly incorporated into the dashboard than in the i30 N and has an easy-to-understand operating system. However, Hyundai has been using this same basic setup for years now and it’s starting to feel a little dated, particularly given how new Chinese brands have pushed the software envelope.

Photos Brad Anderson/Carscoops

Elsewhere, the i20 N is sold exclusively with black cloth seats, rather than the fancier leather ones of its bigger brother. There’s also a perfectly-sized steering wheel with two N Mode buttons and a bright red switch to enable or disable the automatic rev-matching function.

Despite the i20 N’s compact size, the cabin feels surprisingly spacious, and even the space in the rear is reasonable. It would be nice if the front seats could be adjusted a little lower, but beggars can’t be choosers, I suppose.

Thrills For Days

Photo Credits: Brad Anderson/Carscoops

The Hyundai i20 N has always been lauded for its dynamism, and we’re happy to report that it’s just as fun to drive now as it was back in 2021. Make no mistake, you’ll be hard-pressed to find anything for the money that creates the kind of smiles per mile of the i20 N, without looking at the used market for an older hot hatch.

Read: We Take The 2022 Hyundai i20 N On A 1300-Mile Roadtrip

As mentioned, the i20 N rocks a 1.6-liter turbocharged four-cylinder with 201 hp (150 kW), whereas larger, more mature, and more expensive hot hatches are usually up in the 268 hp – 315 hp (200 kW – 235 kW) range, including the i30 N and Honda Civic Type R. But, while living with the i20 for 10 days, I was never left wanting for more power.

In a straight line, we recorded a best 0-100 km/h (62 mph) time of 7.0 seconds with a Dragy GPS timer, but we know it can dip into the 6-second range. More powerful front-wheel drive hot hatches often also need about 6 seconds to hit 100 km/h, but in those, you typically have to fight plenty of wheelspin to get the best time. In the i20 N, a gentle take off and pinning the throttle is all that’s needed to extract the most out of it.

However, Hyundai has included a launch control system for those not interested in being smooth. As standard, it holds the revs at 4,000 rpm and lets you floor the throttle and dump the clutch. It’d be better described as ‘burnout control,’ as the moment you let off the clutch, the front tires spin into oblivion, creating plumes of tire smoke. Launch control is fun, but it’s not the quickest way to get off the line.

The rolling acceleration is also good. We recorded consistent times of 5.6 seconds running from 60-120 km/h (37 – 75 mph), and that’s only about a second off most bigger hot hatches. Aiding in the i20 N’s respectable acceleration figures is the fact that it can hit 100 km/h in second gear, rather than requiring a change into third gear, which is common.

The 1.6-liter does need to be revved to get the most out of it. Before 4,000 rpm, it feels pretty gutless. However, once you hit 4,000 rpm, it instantly comes to life, feeling a little bit like VTEC kicking in with a Honda. Unfortunately, it’ll only rev to 6,700 rpm, meaning there’s only 2,700 rpm of useable power to play with.

For all the talk about straight-line performance, that’s really not why anyone would buy a car like this. Like other N products, the i20 N thrives when the roads get twisty. In fact, on a tight, technical mountain road, it will keep up with much more expensive sports cars.

All examples leave the factory equipped with a set of 215/40 Pirelli P Zero tires developed specifically for the Hyundai N division and a mechanical limited-slip differential. This combination means you can fly into a corner, pin the throttle halfway through, and the i20 N will sling you into the apex without breaking a sweat. It’s very difficult to push into the slightest form of understeer, no matter how fast you’re going, and occasionally, one of the rear wheels will lift up into the air.

Read: 2024 Hyundai i30 N Sedan Perfects Price-Performance Ratio

For sheer on-road fun, the i20 N’s size and power make it just about perfect. You can push it to its limits without doing crazy speeds, and it thrives in the wet just as well as it does in the dry. It’ll be easy on your bank balance, too, and we averaged 7.1 l/100 km (33.1 US mpg) during our time with it. Hyundai claims 6.9 l/100 km (34 US mpg).

Photos Brad Anderson/Carscoops

Like other Hyundai N products, there are plenty of ways to customize the driving experience. The engine, steering, rev-matching, ESC, and exhaust all have three different profiles. I predominately kept the engine in Sport+, steering in Sport, rev-matching in Sport+, ESC in in Sport, and the exhaust in Sport+.

Speaking of the exhaust, it produces some lovely pops on the overrun, but they are much more muffled than they are in the i30 N. However, on startup, the exhaust does produce a weird metallic ring, and it almost sounds like something is broken. However, once everything’s warmed up, that unpleasant sound goes away.

The shifting action is good but lacks feel and does not provide enough resistance. Additionally, the clutch pedal was way too light for me. I could probably blow on the pedal through a straw, and it would depress. That’s nice for ease of use, and when stuck in traffic, but it’s not so good when you’re enjoying a spirited drive.

Get One Before They’re Gone

It’s highly likely that the 2025 model will mark the final chapter for the i20 N. Production for the European market ended in early 2024, and Australia now stands as one of the last remaining strongholds where it’s still available. If Hyundai decides to build another compact hot hatch in this spirit, it will almost certainly be all-electric, and it’s unlikely we’ll see it before the next decade rolls around, if at all.

The 2025 i20 N isn’t without its flaws, but as a driver’s car, it continues to shine. It’s quick, composed, and engaging in all the right ways. Add in its solid efficiency, decent practicality, and competitive pricing, and it becomes clear why this little hatchback has earned such praise. Like the rest of Hyundai’s N division lineup, it delivers an experience that punches well above its weight, and as such, it’s bound to be fondly remembered long after the last one leaves the showroom.

Photo Brad Anderson/Carscoops

Land Rover built its reputation on rugged, off-road-ready vehicles that could survive anything short of a tank. That’s why some have balked at the Range Rover Evoque over the years. Originally launched in 2011, with a second generation following in 2018, it’s not really meant to go off-road. Yes, it’s dripping with style, but practicality is low on its list. In recent years, Range Rover hasn’t really done much with it either.

Initially, the Evoque was available as a two-door, and for a time, even a convertible. Now, it’s a hardtop, four-door only. And while you can get it with a variety of luxury features, you’re stuck with just one engine, one transmission, and one drivetrain. Plus, despite a big update a few years ago, the Evoque still doesn’t have the rugged off-road chops some people expect from a Land Rover product.

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Even so, it’s not that its rivals excel when they leave the tarmac, either, so how competitive is it really in the crowded luxury compact SUV market? Judging by its sales, which have been on a mostly downward slide for years save for a small increase in 2024, not that much.

To get our answer, we tested it for an entire week, treating it as though it were our personal everyday car. We stuffed it full of people and gear, and drove it off-road on the types of surfaces we expect the average buyer to entertain. So what did we find out?

QUICK FACTS

A Gateway SUV, But Not Much Else

Our test car was a Dynamic SE trim level and had an MSRP of $54,900 before options and $61,765 after options, destination, and delivery. The add-ons include the Cold Climate pack, the Technology Pack with a heads-up display, black trim, a Meridian sound system, and special Eiger Grey paint.

Is it good enough to warrant that hefty price? Well, it depends. It’s not the fastest, the most capable, or the best when it comes to driving dynamics. It’s also not the most practical, nor the most technologically advanced. But it does look fantastic, plus it comes from a British (ed’s note: yet Indian-owned) luxury brand, and to some buyers that’s all that matters.

Take, for example, the drivetrain in this baby Rangie. It’s a turbocharged 2.0-liter four-cylinder that makes 246 horsepower (183 kW) and 269 lb-ft of torque (364 Nm). It sends that power to the front wheels (at least most of the time) via a nine-speed automatic gearbox. In certain situations, ta coupling that sends power to the rear wheels too is engaged either automatically or manually, by the driver.

That’s the kind of hardware combination one would typically expect of something like the Kia Sorento, which, interestingly enough, has a very similar system, albeit with more power and torque. It’s even closer to the BMW X2, but we’ll circle back to that. The point is, this doesn’t sound like a high-end powertrain. 

More: The Depreciation Hit On This 4K-Mile Range Rover Is Enough To Buy A New Defender

To that end, though, it enables Range Rover to sell this SUV with a starting price of $51,175, including destination and delivery. Keep in mind that this is the same sub-brand of the Land Rover family that offers its namesake starting at $107,900 before destination and the Range Rover Sport starting at $83,700. The Evoque, then, is the gateway to the brand. It gets people into it, and it does so with looks to kill. 

Styling For The Ages

It takes just one look at the subcompact luxury SUV segment to notice just how much the Evoque stands out. The biggest players in the space, BMW, Mercedes, and Audi, do have distinctive characteristics, but compared to the Evoque, they look more like variations on a theme, while the Range Rover is a different medium altogether. 

Even the brands that set out to be more angular, like Lexus and Cadillac, don’t really hold a candle to the Evoque. It’s more monolithic and more cohesive throughout, and that’s unquestionably one of the strongest parts of the Evoque. The cabin follows that ethos too, for better and for worse. 

A Cabin Of Compromises

Photos Stephen Rivers for Carscoops

Many automakers today cram in massive screens and glossy piano black trim, mistaking excess for luxury. Range Rover went a different route with this SUV. The 11.4-inch infotainment system is one example, and while it’s the same size as the one found in the Land Rover Defender we tested, it somehow doesn’t look as big.

Perhaps that comes down to the cabin design itself. The dash is very simple, wide, and flat, with no major curves or overstyled details. The center console is similarly flat and angular, with a large unused section dedicated to the shifter. The infotainment screen sits low and out of your line of sight, which is a nice touch as it doesn’t distract you while driving, but on the other hand, might be the reason why it seems smaller than it actually is. 

More: New Range Rover Electric Has More Power Than A Twin-Turbo V8

In terms of usability, the learning curve might feel steep, but the payoff is high. We’d love to see Range Rover include some physical climate controls, but in a world where a screen is all you get in most cases, this one is pretty good. Both front passengers can change the temperature zone with a very quick touch and swipe up or down. Fan speed is just two clicks away and is controlled by pressing the same button one swipes to change temperature. 

Media or call volume is controllable by the driver through the steering wheel and by the passenger through an on-screen slider. The optional Meridian sound system is a cut above average, but could use more bass. Navigation, media, camera selection, and settings buttons are clearly labeled and always in the same place. Range Rover keeps the defroster buttons static, too, so owners aren’t hunting around for them. 

Elegant design aside, things aren’t exactly peachy.Piano black plastic, for instance, is far from banished; it sits loud and proud on the sides of the center console and, worst of all, on the steering wheel as the foundation for the capacitive buttons. Suffice to say, by the end of our week, there were smudges everywhere. That’s a frustrating letdown compared to the matte finish in the Defender. 

Photos Stephen Rivers for Carscoops

The seats are very comfortable and the driving position is one of an SUV rather than a car or hatchback. Visibility is good too, with very clear sightlines in every direction and wide mirrors that help eliminate blind spots. Where things really start to go sideways is behind the front row. 

The rear seats in the Evoque are very small. In fact, with just 34 inches of legroom and 38.1 inches of headroom, they’re not much bigger than what one will get in a Toyota GR Corolla (29.9/37.6). On the flip side of that equation is the BMW X1, with 37 inches of legroom and 39.3 inches of headroom. 

Don’t get us wrong. The cabin is a pleasant place to spend time in, with high quality and supportive seats, and very nice upholstery. However, it’s also very cramped, and the same is true of the cargo area. In many subcompacts, owners benefit from 25 cubic feet of storage space or more. In the Evoque, that figure is just 21.4 cubic feet. So not only are buyers giving up rear seat room, but they’re also giving up cargo space to drive this over the competition. 

Drive Impressions

Speaking of driving, the Evoque could be a bit more pointy on this end of the game, too. Sure, its styling evokes a lot of emotion, but it would be great to see the driving experience at least match that. As it is, though, this little SUV still provides the kind of ride quality one would expect from a Range Rover. The cabin is quiet, the steering is direct, and the pedals provide adequate feedback. 

More: This Is Land Rover’s New Defender Baby EV

It’s not what we’d call athletic, but it’s nimble and spritely enough to make an urban sprawl feel a bit like an obstacle course that it’ll tackle with ease. In fact, it’s kind of perfect for the big city where lanes, parking spaces, and alleyways are tight and congested. Combining its responsive engine with good visibility makes slotting it into just about any space a breeze. 

On the highway and over longer distances, it’s serene and comes into its own as a people mover. While it doesn’t really feel heavy like most of its siblings, it isn’t upset by poor road conditions or by quick steering or pedal inputs. We also drove the Evoque on gravel and dirt roads to see what it would be like to take it around the estate (not that we own one). 

There, it’s just as happy as anywhere else, and the available terrain modes indicate that while it’s not going to shine as a rock crawler, it would at least be up for some mud, sand, or snow. In reality, those modes will absolutely come into play for owners who live in northern states or colder climates, so we’re glad they’re available. 

In terms of fuel economy, Range Rover says the Evoque should get 20 mpg in the city, 28 on the highway, and 22 mpg combined. Call it a heavy right foot or too much gravel or city driving, but we only managed 17.3 over the course of a week with mixed driving of every sort. 

Competition

The biggest issue for the Evoque is that it has to do battle in a hotly contested segment. As such, it rivals models like the BMW X1 and X2, Audi Q3, Mercedes GLA and GLB, Mini Countryman, and Volvo XC40. All of those feel a bit more polished and updated when compared to the Evoque. 

Most, like the X1, Countryman, and XC40, have unique features or design aspects that really shoot them to the top of the list, too. They’re sharper to drive, offer better fuel economy, and even come with some modern quirks worthy of love. 

None of them, though, looks like the Evoque. That will, for now at least, be where Range Rover does its best business. This little SUV tries to fit right in with haute couture, even if it’s more akin in some ways to fast fashion. 

Final Thoughts

In the end, the Evoque is aimed squarely at long-time lovers of the brand, ready to take the plunge into ownership. Those who, for whatever reason, couldn’t afford one before, or perhaps they’re the next generation of drivers in a Land Rover-loving household. Either way, what these owners come away with is something dripping with style but in want of more substance. 

The original two-door Evoque felt more honest about its intentions. Perhaps the next time Range Rover redesigns this car, it should go back to that recipe. Then, give up a bit of rear cargo space in favor of rear-seat legroom for the four-door variant. That would likely give this SUV all the practicality it would need to compete with its rivals. 

If Range Rover really wanted to push the envelope, it could go with a rear-wheel-drive biased AWD system to help it handle better on and off-road. Since it’s likely going all-electric in the future, those changes seem highly plausible. For now, all we can do is hope that the next-gen model improves on those areas and that we will see more around town because, even with its flaws, the Evoque is a great SUV to stare at. 

Photos Stephen Rivers for Carscoops

Before crossovers took over the world and “sporty” meant fake exhausts and paddle shifters, Alfa Romeo was building something a little different. The Alfa 75, known as the Milano in North America, holds a special place in the brand’s timeline as the last new model launched before the Fiat Group took the reins of Alfa Romeo in 1986.

A compact sedan with rear-wheel drive and a near-perfect 50:50 weight balance? That’s hard to ignore. So when my friend Stelios offered me the keys to his cherished 75, saying no wasn’t really on the table.

I’ve known Stelios for a long time, and his connection to the Alfa Romeo 75 has always fascinated me. The 1992 example pictured here is actually his fourth 75, a fitting companion to his beautifully preserved 1976 Alfetta. Yes, Stelios has a thing for Alfas. Unlike the mechanically related coupe, which mostly stays tucked away in the garage, the four-door sedan is about to take on daily driver duty.

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When Stelios told me he was selling his Mazda MX-5 NC in favor of the Alfa, I was even more curious to find out what made the Italian sedan so special. Interestingly, both cars are rear-wheel drive and share a similar weight-to-power ratio, two key ingredients in the recipe for driving fun. But before we get into how it feels behind the wheel, let’s take a quick look at the specs.

QUICK FACTS

An Italian Oddity

Launched in 1985 as the successor to the Giulietta sedan, the 75 remained in production until 1992, just before the brand transitioned to the front-wheel-drive 155. After that, Alfa didn’t revisit rear-wheel drive until 2015 with the launch of the Giulia, reconnecting with its original roots.

Photos Thanos Pappas for Carscoops

Despite being aimed at rivals like the BMW 3-Series, first the E30 and then the E36, the 75 went its own way visually. It’s a car known for styling that somehow manages to look both gorgeous and awkward, depending entirely on the angle and the viewer. This facelifted 1992 example is one of the tidiest versions, with body-colored bumpers, extended fenders, and iconic 15-inch “phone-dial” wheels completing the look.

Its droopy headlights mirror the shape of the full-width taillights and sit on either side of the compact scudetto grille. A black trim strip runs down the length of the body, doing a neat job of hiding the reused Giulietta door and window frames. From some angles, it looks muscular and planted. From others, slightly confused. But there’s no denying it has presence.

Inside: A Time Capsule of Quirks

Slide into the cabin and you’re immediately reminded this car predates Fiat’s influence. Ergonomics are… well, different. The window switches are on the overhead panel, which catches most passengers off guard, and the handbrake, which wraps around the center armrest, looks like something pulled from a Cold War fighter jet.

The instrument cluster, with its blocky, squared-off dials, is pure 1980s and is paired with a diagnostics panel on the center console that was considered cutting-edge tech four decades ago. The aftermarket seats, upholstered in vibrant fabric, were made by a now-defunct Greek company called Monaco, but they’re a faithful replica of the period-correct, well-bolstered Recaros.

Photos Thanos Pappas for Carscoops

While it doesn’t come close to the build quality of a period BMW, let alone a Mercedes like the 190E, the 75 still feels pretty solid. Quirky ergonomics aside, the driving position is well judged, and the rear bench offers enough space for most passengers. For context, the Italian sedan measures 4,331 mm (170.5 inches) in length, which is shorter than many of the compact SUVs now dominating European roads.

Driving Dynamics: A Sports Car In Disguise

The 75 is based on an upgraded version of the Alfetta’s chassis. Its claimed 50:50 weight distribution was achieved by mounting the five-speed manual gearbox and clutch within the rear differential, a transaxle setup that’s anything but typical for an otherwise mainstream sedan.

To sharpen its handling even further, Alfa engineers went with inboard rear brakes and a de Dion rear axle. A version of the same platform, with a shorter rear overhang and additional bracing, underpinned the far more expensive Alfa Romeo SZ by Zagato, giving 75 owners a legitimate reason to boast.

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This particular car is powered by the fairly reliable 2.0-liter Twin Spark four-cylinder, producing a respectable 146 hp (109 kW / 148 PS) and 186 Nm (137 lb-ft) of torque. It’s a clear step up from the base 1.6-liter, offering more punch and a throatier sound, while also being lighter and more efficient than the range-topping 3.0-liter V6 Busso.

Behind the Wheel

Despite having 150,000 km (93,200 miles) on the clock, the engine still sounds and feels great, making a strong case for the 2.0 Twin Spark being the smart choice for anyone looking to daily a classic Alfa. The startup noise and the feel of the old-school throttle immediately set the tone, an analog charm that sparks instant excitement.

Photos Thanos Pappas for Carscoops

From the first few corners, it becomes immediately clear that the Alfa has a balanced, neutral setup. The chassis feels more rigid than expected, and the suspension handles rough patches with surprising composure. One of the few modifications Stelios has made to his fourth (and final) 75 is a set of adjustable Koni springs, giving it a sportier, more modern feel than you’d typically expect from a 40-year-old sedan.

Another well-chosen upgrade is the set of Toyo Proxes R1R semi-slicks mounted on the stock 15-inch wheels. They give the 75 a more playful, tail-happy attitude on twisty B-roads, exactly the kind of behavior you want in a weekend car. As Stelios points out, the 75 is a car you can enjoy at just about any speed, delivering smiles without the high-stakes drama of modern high-horsepower machines.

More: Alfa Romeo’s Next Giulia May Include A Gas Engine After All

Aside from a minor quirk with the hydraulic steering, which occasionally feels heavier than it should, the classic Alfa proves to be a genuinely enjoyable car. The naturally aspirated 2.0-liter engine has more than enough power for relaxed highway cruising and the soundtrack, courtesy of the engine and center-mounted exhaust, adds just the right amount of character no matter the speed.

As I was driving on some tight twisty roads on the Mediterranean countryside with the warm glow of the setting sun lighting up the hood, I finally understood why my friend loves his Alfa Romeo so much: it’s the kind of car you just want to keep driving. It might not have the razor-sharp steering of the 156 or the sculpted curves of the Brera, but the 75 has a charm all its own.

Special Thanks to Stelios

Photos: Thanos Pappas/Carscoops

The 2025 Armada is an SUV we’ve already tested in the snowy north. Our conclusion was crystal clear: this is a luxurious body-on-frame battleship that demonstrates a leap forward for Nissan. Nevertheless, there’s one detail that may or may not matter all that much: the model we drove was the range-topping Platinum Reserve trim.

Thus, we couldn’t help but wonder how will a lesser trim like the Pro-4X, the one that’s meant to get dirty and in which owners are told by Nissan to “go forth and conquer”, fare. How will that manage a bunch of mud, silt, sand, rock, and water crossings? That’s what we decided to find out when Nissan loaned us one.

Quick Facts

Read: Honda Could Get Full-Size SUV As Part Of Merger With Nissan

No doubt, we knew already that the Armada was going to be comfortable and powerful. But we didn’t know if, as Nissan claims, is truly “fully equipped for adventure”. To find out, we went into the Ouachita forest of central Arkansas, the largest and oldest National Forest in the south that encompasses some 1.8 million acres.

We only covered about 20 miles of that forest, but we found a lot during the trip. While there are countless crossovers and SUVs out there pretending to offer more than they do, the Armada Pro-4X keeps its maker’s promises. While it might not be the absolute best way to go about an adventure like this, it proved truly capable into and out of the wild.

How Does It Behave On Tarmac?

If there’s anything to complain about regarding the Armada, it’s got to be the on-road experience. Just like its sibling, the Infiniti QX80, it feels somewhat boatish and heavy on tarmac. Negotiating a turn is an intentional act that requires consideration about tire location and if there’s anything close enough to accidentally hit. The all-terrain tires on this trim level definitely don’t help.

Granted, the 425 hp (317 kW) V6 under the hood is more than adequate. It sounds louder in this than it does in the Infiniti and has no trouble playing at the speed of everyday traffic. Nissan’s choice to add a nine-speed automatic pays off no matter the surface, as it’s smooth and seems to always pick the right cog for every occasion. Moreover, passengers praised it for its comfortable highway ride. That all out of the way, the point is to see how well it handles the dirty stuff.

Can You Really “Go Forth And Conquer” Off-Road?

As you can see from the map above, this trail covers a lot of ground and a lot of elevation given its location. The first few miles consist of wide gravel roads and one creek crossing. Over that, the Armada felt great, if a bit too big at times. Keep in mind that these trails are mostly forest roads, so they’re not exactly made to accommodate very large vehicles.

Thankfully, we were the only ones on that trail, and while it had been raining, the creek was low. This is one of the same creeks that was so deep when we tested the Jeep Gladiator that it stopped our progress. With less water, the Pathfinder made light work of it and we trundled on toward slower-speed challenges.

First on that list was a soft, silt-filled section of trail where the Nissan made deep tracks on the ground. Progress continued, though, in part thanks to the locking rear differential. Next, we found a large hillside climb starting off in silt and then almost immediately transitioning to chunky rocks.

Initially, the Armada struggled to gain purchase, and it slid laterally to one side of the trail. Then, with a little more throttle and some light steering, it grabbed onto the rocks and slowly made its way up.

The onboard cameras were invaluable here, as the trail was even narrower than before. Natural erosion had also cut away its edges, making visual inspection that much more difficult. Still, the Armada had no issues making it up the hill.

For some brief moments it was searching for traction, but the tires would ultimately grip and go almost instantly. All that was needed was consistent but judicious throttle inputs. We eventually made it to the top and basked in one of the best views the local area has to offer, at least by car.

On the way back down, we popped the Armada into hill descent mode. Think of this as a low-speed cruise control that’s designed to help you take you down a slope with ease. The benefit is that the driver doesn’t have to worry about balancing throttle and brake inputs and can focus entirely on steering while the SUV maintains a low, safe speed. Navigating down the hill was a breeze, and the silt at the bottom didn’t cause us any trouble either.

Moving on, we had to deal with mud, sand, and more water. The Armada made it all seem like child’s play. It tackled steep switchbacks, tight sections where fallen trees blocked most of the way, and several deep ruts where mud lay in wait. Interestingly, it was clear at the end of the day that the rear tires did a lot more spinning to gather grip than the fronts. They were caked in mud, whereas the front ones looked almost clean.

Comfort And Convenience On The Trail

Perhaps the best part about this excursion is just how nice it was to be in the Armada for it. Having taken several other vehicles out to this same space, only the Land Rover Defender was more impressive.

At the same time, the Armada offers more interior space for everyone to stretch out and enjoy the ride. Additionally, the cabin is quiet and serene, so focusing on the vistas becomes a larger part of the experience.

From a driver’s perspective, there’s not much to complain about. Sure, I’d love a few more off-road gadgets like a locking front differential, maybe a disconnectable sway bar, and more. But the reality is that most people don’t need those things, and our Nissan had no issue without them anyway. The camera system was outstanding, the off-road modes were easy to use, and the integrated navigation system provided useful information even in the middle of nowhere.

Comparisons And Conclusions

No two weekends out on these trails seem to be the same lately. The weather switches between torrential rain, snow, ice, and droughts – thus, comparing how one SUV did to the next really comes down to the experience. That means thinking both about how fun it was for passengers and how stressful it was for the driver. After testing it, the Armada would be one of my top choices for similar trails.

Having driven the Toyota 4Runner, Land Cruiser, and Tacoma off-road (albeit at a different site), those are often (depending on trim) more capable. In places where getting stuck is absolutely not a choice, they would likely prove to be a more prudent pick. Despite that, the Armada will be far more comfortable on the trail as the suspension and interior space make it a great place to spend time on the trails.

Why would I personally pick the Defender over the Armada for a day out like this? Because it’s simply better to drive on the road and doesn’t give up the fancy off-road tech the competition offers. It combines what each of these SUVs does well into one form. That said, the Armada is far more impressive off-road than I expected it to be.

Let’s face it, there is no shortage of crossovers and SUVs out there right now cosplaying as things they’re not; that is, off-road capable machines. Automakers would have you believe that an extra inch of ground clearance and some fancy body cladding will let you tame the Rubicon trail. Nissan isn’t one of them. The Armada Pro-4X is firmly in the camp of truly capable off-roaders. Like almost any vehicle, it can be improved and get even better, but even in its current form, it’s definitely worth considering. 

Gallery Of The Trip

There are moments in life when the stars seem to align just right, and sometimes, those moments involve a set of keys, a beautiful Italian backdrop, and a car with something to prove.

The year: 2002. The place: Palermo, Sicily. The car: Alfa Romeo’s 156 GTA. The mission: drive the new sports sedan on a section of the legendary Targa Florio, once the most demanding race held on Italy’s public roads. As thrilling as it sounded, it also came with a healthy dose of fear, since there was practically no room for error on the narrow, twisting route.

All those worries vanished the moment I saw the press cars in person, gleaming under the Sicilian sun, lined up and ready for journalists to take the wheel. This job definitely has its perks. Just a couple of years into my career, here I was, about to drive what was, at least on paper, Alfa’s answer to BMW’s all-conquering E46 M3. A tall order by any measure, and one I was more than eager to see the GTA attempt to fill.

QUICK FACTS

A BMW M3 Rival With FWD And 100 HP Less?

I confess I didn’t expect it to. The reason was that, based on specs alone, the Alfa didn’t even come close to the vaunted Bimmer. The third-gen M3, launched in 2000, sported a naturally aspirated inline-six tuned by the M Division to deliver 343 hp. It was, thus, nearly 100 hp more powerful than the GTA’s V6 which boasted just 247 hp despite both having a 3.2-liter capacity.

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Moreover, the BMW was rear-wheel drive and came as standard with a limited-slip differential. In contrast, the Alfa was front-wheel drive and, despite its, not inconsiderable, power an LSD was nowhere to be found. VDC, the name the Italians gave their Electronic Stability System, was also absent. A weird choice since on the facelifted 156, which was launched the next year (the GTA kept the original bodywork but got the updated cabin) it was fitted as standard despite the base 1.6-liter version making do with less than half the horsepower.

When I questioned Alfa Romeo’s execs about that during the 2003 facelift launch, they replied that the “normal” 156s were aimed at the average driver, for whom stability control was an essential safety feature. The GTA, on the other hand, was designed from the outset without it in mind as it targeted driving enthusiasts only (or something along those lines; it was 22 years ago and I can’t recall the exact words).

I guess my grimace made it clear I thought that wasn’t a good enough excuse, so they assured me I, alongside the rest of my colleagues, would find out Alfa’s engineers had done a great job the next morning.

Designers Definitely Nailed That One

Sure enough, after a great dinner with pasta and some fine Italian wine, I got a good night’s sleep and the next morning I was ready to discover what the 156 GTA was made of. When we arrived at the garage Alfa Romeo had erected to put an emphasis on the nature of its sports sedan, the first thing we saw was an immaculate, perfectly restored Giulia GTA that, in the mid-1960s, caused a sensation due to its Bertone-designed bodywork and fine-tuned handling, as well as its success on the track.

The same designation was adopted for the range-topping 156 – but what does it stand for? The answer is Gran Turismo Alleggerita; and if you don’t need me to translate the first two words, the third means “lightened” in Italian. The press cars were next to it, so after examining the Giulia, which we couldn’t drive anyway, we moved on to them.

I didn’t need an exec in a suave Italian suit to tell me that the 156 GTA looked splendid with its unique front spoiler and air intakes, flared wheel arches, lowered ride height that almost stranded the tarmac, and gorgeous 17-inch phone dial wheels shod in 225/45 tires, although multi-spoke “Superturismo” rims were also available.

What Makes It Special

Our Editor had taught us that we should read the press kit and especially its key points beforehand, so we wouldn’t ask stupid questions at car launches. Thus, I already knew that the GTA featured a much sportier suspension with revised geometry and stiffer bushes, a reinforced lower crossbar to increase chassis rigidity, larger diameter front and rear stabilizer bars, Brembo brakes with 310 mm front and 276 mm rear discs, and a faster steering with a hardly believable, for a road car, 1.7 turns.

Before getting in the car, I caressed the body of this stunning Italian, taking in every little detail, from the front bumper’s air intakes, the wider sills and, of course, those phone dial alloys. Alfa managed to pump up Walter da Silva’s stunning design and turn the 156 from a suave sedan into a real beauty.

Meet “Bussone”, The Most Glorious NA V6 Ever Made

Then I popped up the bonnet and marveled at the “Bussone” (big “Busso”, from engineer Giuseppe Busso who designed it) 3.2-liter V6 with its glistening chrome and the words Alfa Romeo and GTA 3.2 V6 in red on the actual cylinder banks’ heads. No stupid plastic covers here; Alfa knew it had a great-looking mill and, naturally, wanted it to be seen.

Admiring that masterpiece is just the appetizer; the main course comes when you sit on the retro-styled leather seat with integrated headrests and fire up the engine. Never mind the 100-hp deficit to the M3 – the raucous sound of the Bussone more than makes up for it and is music to any car enthusiast’s ears. And that’s when you fire it up; press the gas pedal and you’re rewarded with a howl which reminds you that of a Ferrari, no less. Engage first in the six-speed manual gearbox (a robotized single-clutch version was also available, like in the M3, but it was slow and clunky), give it some revs, and off you go.

Heavenly Sound, Meaty Steering, Great Handling – Who Cares About The Rest?

Unless you’re very gentle with the throttle, a whiff of wheelspin is inevitable if you turn the traction control off like I did. Shift into second, pedal to the metal, and the symphony from that V6 is the best I’ve ever heard this side of a naturally aspirated Ferrari V8 or V12. I dare not look at the instruments – Targa Florio is choke-full of all kinds of corners, and I definitely want to stay focused on the road, so I just play it by ear when it comes to speed and gear changes.

More: How Does The Alfa Romeo Giulia GTAm Compare To The Jaguar XE SV Project 8?

In a tight left-hander, I jump on the brakes that prove to be more than up to the task, turn the telepathically fast and full of feedback steering wheel, then floor the throttle at the exit. The lack of a limited-slip diff is obvious as, if you’re too exuberant with the right pedal in slippery surfaces, the GTA can understeer. You catch it easily, though, by easing off the throttle and turning the wheel a bit more. The rear end isn’t unsettled, so it won’t snap into oversteer, and if you want an LSD, there are aftermarket ones available.

That, the front spoiler scraping the tarmac more often than not due to the very low ride height, and the quick steering making three-point turns five-point ones are the GTA’s main drawbacks. The abysmal storage compartments, limited space for rear passengers and small, for the class, trunk (that’s solved by the Sportwagon estate version) are limitations on all 156s, and the GTA is no different.

A Wonderful Failure

Its main issue, though, and the reason it didn’t sell (just 2,973 sedans and 1,678 Sportwagons in its short three-year run) is the very same car it was meant to rival. Buyers went for the M3 because it had way more power, was more prestigious, BMWs had a better reliability record than Alfas, and they didn’t depreciate as much, either.

That, though, is actually a blessing in disguise. Nowadays, you can find a GTA for much less than an M3 and it’s not as ubiquitous, either. If you need more space, the Sportwagon offers a more usable trunk and folding rear seats – and, in my opinion, looks even better than the sedan – while the performance, although nothing special by today’s standards, is more than enough for spirited driving on public roads.

The best bit about it, though, apart from the ultra-quick steering and great handling, is the sound of the naturally aspirated V6 that’s absent from today’s Alfa Romeos. Even the modern Giulia Quadrifoglio, which has double the horsepower, lacks the GTA’s soul and old-school charm. Blame emissions regs that forced manufacturers to downsize and adopt forced induction; it’s no coincidence that the last great-sounding Ferrari V8 was the 458, which was discontinued 10 years ago.

The M3 Is Better, So Why Would I Choose The GTA?

Reason dictates that the E46 M3 is the one to get: it’s faster, rear-wheel drive, more premium, offers more space and holds its value much better. It’s the blue chip of early 2000s’ performance sedans, so this must be it, right?

Those are all valid points. The M3 is a wonderful sports car. I’ve driven it and had lots of fun, especially kicking out the rear end and burning rubber at every chance I got. It also had a nicely balanced chassis, devouring corners with ease and displaying excellent body control. Needless to say, I walked away impressed.

Classic Drive: Alfa Romeo’s 147 GTA V6 Still Makes Every Other Hot Hatch Feel Like White Goods

Still, between the two, I’d go for the GTA. The E46 M3 was followed up by the even more raucous, V8-powered E90, then the F80 with its twin-turbo inline-six, and finally the G20 that also gets a twin-turbo six and is currently on sale. Nothing wrong with that, but it feels (and probably is) like the default choice in the segment, kinda like the Porsche 911 is in its own. Unlike Stuttgart’s finest, though, Munich’s designers don’t just refine the design formula for each generation of the 3-Series, but go with something entirely different.

Flaws Be Damned, It’s Just Too Sexy To Resist

The Italians, on the other hand, follow the same recipe as Porsche up to this day, keeping certain styling cues that make all their models instantly recognizable, even though the size and bodywork are all different from each other. I like my car to have a certain character and look good even years from now and not just follow the trends. The 156 has definitely stood the test of time. More than two decades after its launch, it doesn’t look dated. Having sampled another extremely well-kept example recently, it handles, corners, steers, brakes and sounds exactly as I remember it – and still looks amazing.

I really like its design so much that in my garage sits a 25-year-old 156 with a 118 hp 1.6-liter four-cylinder that needs a new radiator, fresh tires, an a/c compressor, a respray, and (hopefully) not much more, as parts are not cheap. A daunting task for some, a pet project for me that’s worth it because it simply is the most gorgeous car I’ve ever owned. A new 1.0-liter turbocharged supermini has it licked in the straights. The Alfa more than makes up for it in corners, though, and its handling puts a smile on my face.

If I decided I needed more thrills, I’d search for a GTA Sportwagon with the manual ‘box and phone-dial alloys that has a full service history and factor in my budget a few grand just in case anything goes wrong. Still cheaper than an M3, much sexier and with a soundtrack the E46 can only dream about.

It Took Some Time For A Replacement, But It’s Really Something

Disregarding the underwhelming 147, the Gran Turismo Alleggerita badge remained dormant until 2020, when Alfa Romeo launched the limited run Giulia GTA and hardcore GTAm with much fanfare and references to the past. If money was no issue, I would definitely get one as it’s drop-dead gorgeous and everyone who’s driven it sings its praise.

Getting back down to Earth, the Quadrifoglio is the realistic option due it it being significantly more affordable. While it’s not as extreme as the new GTA and the 156’s sonorous Bussone is long dead, killed by emission regs, you can’t really feel short-changed by a twin-turbo 2.9-liter, Ferrari-derived V6 that makes 505 hp, can you? Plus, despite dating back to 2015, the Giulia remains the more visually appealing compact sedan since, well, the 156.

This time around, in order to take on the M3, Alfa Romeo didn’t bring a knife to a gunfight, but a couple of Desert Eagles instead. Bellissima!