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.

Review: 2024 Alfa Romeo Giulia Quadrifoglio Sports Italian Foibles And Breakneck Performance

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!

The Ford Ranger has been a staple in Australia for years, but its rise to stardom with the latest-generation model in 2022 was nothing short of meteoric. If you told anyone a decade ago that the mid-size pickup truck would outpace its competitors like the Hilux, they might’ve laughed in your face.

Back in 2014, the old Ranger sat at a respectable sixth place on the sales charts with 26,619 units sold, trailing the likes of the Toyota Corolla, Mazda3, and the Holden Commodore. Fast forward to 2023, and the new Ranger hit a record-breaking 63,356 sales, nudging out the Hilux by over 2,000 units. By 2024, it had cemented its place at the top with 62,593 sales, nearly 10,000 more than Toyota. So, what’s behind this rapid success?

Over the past couple of years, the Ranger has become an incredibly common sight on Aussie roads. It’s hardly a surprise as much of its development was led by Ford Australia. Eager to see what all the fuss is about, we recently spent a week living with the popular Ranger Wildtrak. We weren’t disappointed.

QUICK FACTS

Photos Brad Anderson/Carscoops

The 2025 Ranger is available in a dizzying number of variants in Australia, starting off with the most basic XL Hi-Rider Single Cab starting at AU$36,880 (~$23,100) and topping out with the AU$90,000+ (~$56,500) Ranger Raptor that we also recently drove. Between these two models are over a dozen different configurations with single cabs, dual cabs, different engines, and both rear-wheel and four-wheel drive options.

Read: 2026 Ford Ranger Super Duty Is A Mid-Sized Super Truck

In the US, the 2025 Ranger family starts at $33,080 and tops out at $55,820 for the Raptor. Our tester was the popular Ranger Wildtrak with the available 2.0-liter engine, starting at AU$69,640 (~$43,700) before on-road costs.

Ford’s 2.0-liter twin-turbocharged diesel four-cylinder is known as the ‘Panther’ but feels more like a tame kitten, although that’s not really an issue. It produces 206 hp (154 kW) and 369 lb-ft (500 Nm) of torque and is coupled to a 10-speed automatic transmission. The pickup also has a part-time four-wheel drive system as standard with low range and a locking rear differential. For an extra AU$5,400 (~$3,400), the Wildtrak is also available with a 3.0-liter turbo-diesel V6 with 247 hp (184 kW) and 443 lb-ft (600 Nm), although the 2.0-liter is more than adequate.

Photos Brad Anderson/Carscoops

An Excellent Cabin

The cabin is one of the highlights of the latest-gen Ranger. Gone are the days when vehicles in this class had horribly basic cabins, void of any technology. In fact, the Ranger Wildtrak comes loaded with heaps of tech, making it feel more like an SUV than a normal truck.

As with other Ranger models, a portrait 12.0-inch infotainment screen is the highlight. It runs on Ford’s SYNC 4A system and offers wireless Apple CarPlay and Android Auto. Virtually all of the major controls and settings are found on the screen, but that’s no bad thing as it’s responsive, clear, and easy to understand.

Review: How Does Geely’s First Electric Pickup, The Riddara RD6, Measure Up?

The screen also houses plenty of systems to make towing a breeze. These include a top-down tow hitch camera. There’s also an integrated trailer brake controller, a trailer sway control system, and a blind-spot monitoring system that adapts to towing. The blind-spot monitoring system works well, but because the radar is positioned within the taillights, there have been some cases in the US of thieves stealing these lights.

Photos Brad Anderson/Carscoops

Most of the climate control settings are also operated through the screen, although there are buttons and dials for the temperature and fan speeds, which is nice. Nevertheless, I’d prefer a few more physical HVAC controls. Elsewhere, there’s an 8.0-inch infotainment display, which is good, but not as impressive as the larger 12.4-inch unit found in the Ranger Raptor. It offers limited customization options and isn’t the highest-resolution screen either.

The rest of the cabin is a nice mix of hard-wearing black leather and plastic, with bright orange contrast stitching adding a little bit of flair. We spent almost 24 full hours behind the wheel of the Wildtrak during our time with it and the driver’s seat proved to be very comfortable on long journeys. A wireless charging pad is another welcome inclusion.

The Ford Ranger and its competitors have become popular family and lifestyle vehicles Down Under, so it’s nice that the second row offers plenty of space and comfort, along with individual air vents back and a pair of USB ports. A large storage cubby is found under one of the rear seats.

The Drive

Much like the new Mitsubishi Triton I recently drove, the new Ranger drives much more like an SUV than the previous-gen model, yet still feels like it could go anywhere and do anything.

Like most turbo-diesels, the 2.0-liter mill is a little noisy and a little rattly at low speeds, but it quickly settles into a rhythm at highway speeds and is mostly unobtrusive. While the V6 has an extra 40 hp (30 kW) and 100 Nm of torque, I was never left wanting for any more performance from the four-cylinder. Ford doesn’t quote a 0-100 km/h (62 mph) time, but it’ll hit that mark in roughly 9-10 seconds, which is adequate.

As mentioned, this engine is mated to a 10-speed automatic, the same transmission found in several other Ford models. While some may think it has a too many gears, it operates smoothly in the background, quickly and quietly shifting between cogs in urban areas. You can shift manually through the gears with “plus” and “minus” buttons on the shifter, although it’d be a little nicer if it used paddles like the Raptor.

One of the main reasons buyers would opt for the 2.0-liter model over the 3.0-liter is fuel efficiency. Ford says the four-cylinder can sip just 7.6l/100 km (30.9 US mpg) over the combined cycle, compared to 8.4l/100 km (28 US mpg) for the V6. However, both of those figures are very ambitious.

During my time with the Ranger Wildtrak 2.0, I averaged 8.9 l/100 km (26.4 US mpg), with roughly 80% of my driving sitting at highway speeds with the cruise control turned on. On some stints, fuel economy did sit around the 8.1 l/100 km (29 US mpg) mark, but I never saw it dip into the 7s. I suspect the V6 would average closer to 10.0 l/100 km (23.5 US mpg) under similar testing conditions.

Ford has made vast improvements in the quality of the Ranger’s ride compared to its predecessor. Although it has a live-axle at the rear, as well as leaf springs at the back, it remained comfortable over most road surfaces. However, it is not as plush as the new Triton, which surprised me. With some weight in the bed, the ride can no doubt be slightly improved. As it stands, it’s good but not great.

Photos Brad Anderson/Carscoops

Unsurprisingly, the Ranger Wildtrak isn’t the type of vehicle that feels at home when driven in anger. The steering feels a little wayward and doesn’t provide much feedback, nor do the brakes instill you with much confidence. But really, that’s most part and parcel with vehicles like this.

Plenty of safety tech comes standard, including adaptive cruise control and a driver attention monitoring system. Some have complained about this monitoring system being overactive, prompting Ford to roll out a software update to tone it down a little. I didn’t have any issues with it. What I did find annoying is the fact that active lane centering is not controlled by a button on the steering wheel and has to be turned on by diving into the settings menu on the main screen.

Photos Brad Anderson/Carscoops

We didn’t have the opportunity to test out the towing abilities of the new Ranger, but it has a solid rated towing capacity of 3,500 kg (7,716 lbs), which is on par with its competitors. Like the Raptor, there are plenty of driving modes, too, including Normal, Eco, Tow/Haul, Slippery, Mud/Ruts, and Sand.

Verdict

All told, the truck we tested is an impressive bit of kit and it’s hardly a surprise that the new Ranger has become so popular. It feels more modern than all of its competitors, has plenty of tech and has a wide breadth of abilities. However, higher-spec models like the Wildtrak are pretty expensive, which perhaps explains why some cheaper alternatives from China, like the new BYD Shark, are gaining in popularity.

Photos Brad Anderson/Carscoops

The writing had been on the wall for the Geneva Auto Show for years, particularly since its first cancellation during the COVID-19 lockdown in 2020. Now, the organizers have made the definitive decision to call it quits.

The Geneva Auto Show will not be returning to Switzerland for 2025, with no intention of revival thereafter. This iconic event, with a history spanning over 100 years, will undergo a transformation. However, its legacy will persist, as Qatar is set to host an event in 2025 under the same name.”

More: Get A Look Inside The Canceled Geneva Motor Show And Its Depressing State

The decision comes following this year’s return of the show after a four-year hiatus. However, it wasn’t the triumphant comeback many had anticipated. With only Lucid, the Renault Group, and Chinese automakers in attendance, the event failed to recapture its former glory. Ultimately, the overwhelming uncertainty regarding its future viability proved insurmountable.

More: 16 Stolen Classic Cars Worth $3 Million Found In Canadian Barn

“This extremely regrettable decision should not detract from the efforts and determination with which we have tried to regain our success,” said Alexandre de Senarclens, the president of the foundation that organized the show in a statement for the press.

“However, it has to be said that the lack of interest shown by manufacturers in the Geneva Salon in a difficult industry context, the competition from the Paris and Munich shows which are favored by their domestic industry, and the investment levels required to maintain such a show, sound the final blow for a future edition,” he added,

Technically, this marks the end of the Geneva International Motor Show (GIMS), despite its continuation outside of Switzerland, at least until 2025. Similar to 2023, it will reconvene in Qatar.

Sandro Mesquita, GIMS CEO, remarked, “For its upcoming festival dedicated to automotive excellence, and following a successful inaugural edition, GIMS Qatar can confidently rely on the proven expertise and capabilities of the teams that conceived and executed the concept.”

“It’s satisfying to realize that motor shows continue to appeal to brands in different parts of the world and that the Geneva International Motor Show has reinforced its appeal in the Middle East”, he concluded.

No doubt, it’s sad to see any long-standing automotive event go away, but popularity of such shows is up for debate.

Early this year, Stellantis announced that it wouldn’t participate in any North American auto show as a corporate entity. On the other side of the coin, the LA Auto Show was largely a success last year and SEMA continues to gain traction. In this case though, several brands didn’t think that the Geneva Auto Show was worth their resources for 2024 and now it’s gone.

Will others follow? Only time will tell. 

Renault will continue to have internal combustion engines in its range for the next decade, as it hopes to offer consumers a separate lineup of EVs. The “two-leg” strategy was revealed by brand CEO Fabrice Cambolive. The approach hopes to allow the automaker to react to market trends following a slowdown in EV adoption.

Unlike others, Renault has been relatively cautious in announcing their EV ambitions. In 2022, group CEO Luca de Meo predicted that Renault’s European lineup would consist solely of EVs by the end of the decade, but added a caveat that it would ultimately depend on market conditions. On a wider scale, the company stated that it didn’t foresee a world where gas and hybrid vehicles represent less than 40 percent of the market in 2040.

Now, it appears that Renault is less bullish about its EV outlook. Speaking to Automotive News Europe at the Geneva International Motor Show, Cambolive stated that the brand would instead offer an EV and an ICE (with hybrid tech) in every segment.

Related: Mercedes Latest Automaker To Slow EV Push, Will Keep ICE Alive Into The 2030s

“For me, the question is not [going EV-only in] 2030 – we will follow the trends with two very competitive offers in our lineup, on both legs,” said Cambolive. The move will see models such as the new Renault 5 EV being sold alongside the ICE-powered Clio, with both occupying similar positions in the small-car segment.

Renault isn’t the only one tweaking their product forecasts. Last week, Mercedes Benz backtracked on a prediction that EVs would account for 100 percent of sales by 2030, instead highlighting the continued development of ICE and hybrid tech into the next decade.

Meanwhile, Renault and Chinese manufacturer Geely are in the process of forming a 50-50 joint venture that will see the two groups develop combustion and hybrid engines. The partnership will produce engines for brands from both Renault and Geely, including Volvo, Proton, Nissan, Mitsubishi, and Punch Torino, and they may even supply third parties.

Is this what the future of sports bikes could look like? This eye-catching design, conceived by famed designer Frank Stephenson, who led the styling teams for iconic cars like the first Mini hatch under BMW and the McLaren P1, is named the FSD 59 and was showcased at the Geneva Motor Show in Switzerland last month. While it remains a design study and has not yet been brought into the real world, it is quite compelling.

The team behind the FSD 59 says they aimed to create a bike that could adapt to different riding styles and preferences, bringing together the best aspects of sports bikes, supersport cruisers, and high-end commuters.

Watch: What Do You Think Of Frank Stephenson’s Alfa Romeo 33 Stradale Redesign?

When viewed from the front, the FSD 59 stands out thanks to its small LED headlight and bulbous bodywork void of any of the wings and appendages of many current sports bikes. It also sports a removable windshield and has a panel that runs above the handlebars and flows seamlessly back to the seat. This shape means there are no gauges in the traditional position and instead, there is an AR-enabled head-up display, giving the 59 a unique look.

Frank Stephenson Design‘s bike has been conceived to feature an electric powertrain, meaning there is no need for a fuel tank. The company describes it as being “light and agile without being too aggressive or compromising on comfort and safety.”

“Our team has been working hard behind the scenes to present this to the world and we are very excited to share it. We look forward to announcing more news on this in the future,” Frank Stephenson said of the bike.

Since Stephenson launched his namesake company in 2018, he has designed space capsules, supercomputers, supercars, eVTOLs, watches, and baby seats. It remains unclear if the FSD 59 will ever reach production.

Renault’s CEO, Luca de Meo, has urged European automakers to unite and form an Airbus-style conglomerate to manufacture affordable electric vehicles capable of competing with Chinese imports entering the continent.

Airbus came together in 2000 as a joint venture between European aerospace companies. It is supported by European governments, and the companies came together to compete against large American companies, like Boeing.

According to de Meo, European automakers need to do something similar to compete with the growing influx of affordable electric vehicles from China, which has emerged as a powerhouse in the segment. According to Autonews, the CEO said “we need to be creative to find a solution” at the Geneva Motor Show this week.

Read: $233k Yangwang U9 Supercar Costs $100k More Than Expected, But Should Ferrari And Rimac Be Worried?

“Partners can share the investment and reduce the costs” of producing new vehicles, De Meo argued. He also pointed to past examples when European automakers have cooperated, such as on the “Type 4” platform in the ’80s, which was shared by Alfa Romeo Fiat, Lancia, and Saab.

Renault is already in discussions with Volkswagen to share the AmpR platform that underpins the Renault 5 and will go under the smaller Twingo, an EV the automaker plans to start selling at €20,000 (around US$21,700 at current exchange rates).

According to de Meo, the challenge of such a project would be creating a European value chain that includes batteries, motors, and electronics, like Chinese automakers have done. “The goal is to source everything in Europe at a competitive price,” de Meo said.

He further argued that creating cars quickly will be a major challenge for European automakers. He said that Renault has shortened development times for its EVs from four years to three years for the Renault 5, and will get it down to two years for the Twingo.

“Speed is important against the Chinese,” he said. “We’re in an uncertain world. In the past, with internal-combustion cars, you could foresee what was coming.”

In addition, de Meo argued that EU rules should allow for small Japanese “kei” cars in urban areas, lowering the value-added tax on small EVs with small batteries (rather the bonus, which is currently offered in France), or giving small vehicles free parking to incentivize their use.

Renowned design house Pininfarina unveiled the futuristic Enigma GT at the 2024 Geneva Motor Show, a design study that explores the future of “everyday driving pleasure”. The virtual concept is still a work in progress and features a large canopy for access to a 2+2 interior. More importantly, it is powered by a combination of a hydrogen-burning V6 and an electric motor, offering AWD capabilities.

Felix Kilbertus, Chief Creative Officer of Pininfarina, described the concept as a “contemporary GT, a 2+2 with desirable, exotic looks, exuding purity of design, elegance, and Italian flair”. The Enigma GT will be further evolved for Pininfarina’s 95th anniversary in 2025, making us believe that it could spawn a real-life prototype sometime in the future.

More: Pininfarina Designs Luxury RV That Expands Into A Mini Mansion

The exterior is characterized by a low-slung silhouette, a single-piece wraparound greenhouse, slim LED bars on both ends, large-diameter wheels, and a sculpted bodywork reminiscent of earlier Pininfarina concepts.

With a length of 4,580 mm (180.3 inches), the Engima GT is 140 mm (5.5 inches) shorter than a Tesla Model 3 while having an incrementally longer wheelbase of 2,880 mm (113.4 inches). According to the designers, the mid-rear engine layout proved to be beneficial for both the aerodynamics and the interior packaging. As a result, the concept has a drag coefficient of 0,24 cd, aided by active aerodynamics on the grille shutters, front wheel deflectors, underbody, and tail.

The large canopy lifts together with the dashboard, revealing the high-tech cabin with a 2+2 seating layout. The centerpiece is a transparent OLED screen on the dashboard which is combined with an augmented reality windshield harnessing the power of Artificial Intelligence. The multi-functional steering wheel has a weird shape that is said to mimic the handshake of an “intelligent and friendly machine”. The seats are upholstered in sustainable materials, while elements of the hydrogen powertrain are visible to the occupants. Finally, an autonomous driving mode enhances comfort and safety in longer journeys.

A Hybrid That Combines Hydrogen With Electric Power

The unconventional hybrid powertrain combines a hydrogen combustion engine with an electric motor and a small battery pack. The hydrogen-burning engine is a turbocharged 2.5-liter V6 with 436 hp (325 kW / 442 PS) driving the rear axle, while an electric motor with up to 268 hp (200 kW / 272 PS) powers the front wheels and giving the Enigma GT AWD capability.

With the 9 Kg hydrogen tank full and the 10 kWh battery fully charged, the Pininfarina Enigma GT is said to offer a driving range of 550 km (342 miles) in the combined cycle. At the same time, the concept is projected to accelerate from 0-100 km/h (62 mph) in less than 4 seconds, before topping out at an electronically limited top speed of 250 km/h (155 mph).

Pininfarina says that the presentation “deliberately withholds the complete revelation” of the concept’s styling, as the full unveiling is reserved for the future. Besides the virtual-only Enigma GT, visitors to the 2024 Geneva Motor Show will also be able to experience “state-of-the-art design tools” from the Pininfarina Design Center, offering a glimpse of vehicle development.

Pininfarina

This week’s Geneva Motor Show will be relatively small compared to the event’s glory days, with only a handful of companies participating. Among them is Totem Automobili, a coachbuilder hailing from Italy, and this is their latest creation.

Named the GTAmodificata (Gran Turismo Alleggerita Modificata – Italian for ‘grand tourer, lightened, modified’)  Totem’s newest restomod is a thoroughly overhauled and modernized version of the iconic Alfa Romeo Giulia GTAm from the late 1960s, early 1970s.

It’s still in the prototype phase and will be limited to just 5 production examples, each carrying a staggering price tag of €1.1 million, or about $1.18 million at current exchange rates. That’s a hefty sum indeed.

Totem has ditched the original panels and replaced them with new lightweight carbon fiber parts. Much of the prototype’s bodywork has exposed carbon fiber but the thoroughly revised front bumper has a gorgeous blue finish. Totem has also installed two-piece forged wheels, crafted new LED headlights, and fitted distinctive LED taillights.

On the performance front, there’s lots to talk about. For starters, the entire car is now underpinned by a carbon fiber monocoque, both the front and rear axles have a double-wishbone setup, and huge Brembo six-piston brakes are found up front while at the rear are Brembo four-piston units. Then there’s the engine.

Read: This Wacky Alfa Romeo Giulia QV Is Inspired By The Original 1962 Model

Totem Automobili turned to Italtecnica Engineering and has sourced a custom 3.2-liter twin-turbocharged V6 that weighs just 165 kg (364 lbs) and produces a monumental 798 hp and 538 lb-ft (730 Nm) of torque between 3,500 and 6,000 rpm. This engine also revs to 8,500 rpm and is coupled with a sequential transmission driving the rear wheels through a limited-slip differential. There are three driving modes, an electric power-assisted steering system, and adjustable ABS. A titanium exhaust should also ensure the V6 sounds the part.

Photos of the car’s interior have not yet been released but the Italian coachbuilder says it comes standard with carbon fiber seats clad in leather and supporting Sabelt racing harnesses.

MG took the wraps off the new generation of the MG3, serving as the entry model in its lineup. The subcompact hatchback went under a significant visual and technological makeover and is exclusively available with a new self-charging hybrid powertrain producing a combined 192 hp (143 kW / 194 PS).

We were already familiar with the sharper looks of the new MG3 from earlier teasers. The hatchback that was designed in Shanghai follows the lines of the larger MG5 and MG7 sedans with more aggressive facial features and sculpted bodywork.

More: MG Cyberster Red Top Edition Pays Homage To Classic MGA And MGB

Measuring 4,113 mm (161.9 inches) long, 1,797 mm (70.7 inches) wide, and 1,502 mm (59.1 inches) tall, the new MG3 is slightly longer, wider, and lower compared to its predecessor. According to the company, the increased footprint results in a more spacious cabin and a 293 lt (10.3 cubic feet) boot which is incrementally larger than the cargo space of the rival Toyota Yaris Hybrid.

The fully digital cockpit comprises a 7-inch digital instrument cluster and a 10.25-inch infotainment touchscreen coming standard with navigation and Android Auto / Apple CarPlay connectivity. We also find an array of toggle-style switches on the center console, four USB ports, and more buttons on the steering wheel. Safety equipment includes the MG Pilot ADAS suite with systems like adaptive cruise control.

Hybrid-Only

Unlike its ICE-only predecessor, the 2024 MG3 is exclusively available in self-charging hybrid form. The Hybrid+ powertrain comprises a four-cylinder 1.5-liter gasoline engine producing 101 hp (75 kW / 102 PS), a single electric motor producing 134 hp (100 kW / 136 PS), a 1.83 kWh battery, and a three-speed automatic gearbox. The driver has access to three driving modes – Eco, Standard, and Sport – with the latter allowing a 0-100 km/h (0-62 mph) acceleration in 8 seconds. At the same time, the MG3 has a combined fuel consumption of 4.4 lt/100km (64 mpg UK) and emits 100 g/km CO2.

As for the chassis, MG engineers added new “ultra-high stiffness components” which together with a new suspension setup bring improvements in handling, ride refinement, and noise insulation compared to the outgoing MG3.

Rivals and Pricing

Rivals of the new MG3 that also come with self-charging hybrid setups include the Toyota Yaris, Renault Clio, and Honda Jazz. The rest of the pack in the segment is either available with mild-hybrid powertrains (Peugeot 208, Opel Corsa, and Hyundai i20) or with non-electrified engines (VW Polo, Skoda Fabia, Seat Ibiza).

MG didn’t announce pricing for the new model but it will reportedly start from around £20,000 (about US$25,500) in the UK. An MG spokesperson told Australian media that the new MG3 will be around AU$5,000 (US$3,300) more expensive than the model it replaces when it arrives Down Under in mid-2024.

MG