The first reviews of the Lamborghini Revuelto have arrived and it appears to be the finest V12-powered supercar the Italian marque has ever produced.

As we all know, the Revuelto is the successor to the beloved Aventador. The Aventador has long been adored for its brash styling and wild personality but it’s never been known for particularly impressive handling. Thankfully, the Revuelto is able to combine crazy styling with a driving experience that can now compete with the very best from Ferrari.

These reviews from Top Gear and Auto Trader both make mention of how much better the Revuelto handles than the Aventador. Top Gear’s Jack Rix notes that all the components work together “harmoniously” and that there is an extra level of refinement over previous Lamborghini supercars. While he mentions that the steering is a little too light for his taste, he is full of praise for the car.

More: Listen To The Lamborghini Revuelto’s Screaming V12 At The ‘Ring

Then there’s the powertrain. Unlike the Ferrari SF90 Stradale which uses a twin-turbocharged V8, the Revuelto has a screaming, naturally aspirated 6.5-liter V12 that has much more character than that V8. Supplementing this engine is a trio of electric motors that combine to produce 1,001 hp. That figure results in neck-snapping performance and fires the car down the straights.

Both Top Gear and Auto Trader also praise the car’s braking, noting that there is no noticeable changeover point between the regenerative and the mechanical brakes.

Then there’s the dual-clutch transmission. It replaces the single-clutch system found in the Aventador and is significantly smoother and quicker, making the Revuelto feel that much more modern. When driven in Corsa mode, the transmission still provides a visceral kick, adding to the driving experience and making it much more exciting.

In many countries outside the U.S., the market for performance-focused small SUVs is getting increasingly exciting. Competitors such as the Hyundai Kona N, Cupra Formentor VZx, as well as models from Mercedes-Benz and BMW, are all vying for attention, constantly trying to one-up each other. Among these contenders, the VW T-Roc R is one of the most compelling.

VW has been building the T-Roc since 2017 as the perfect middle ground between the Tiguan and the teeny-tiny T-Cross. The R variant arrived a couple of years later and touched down on Australian shores last year. It is competitively priced, looks quite striking, offers solid performance and proves that the German marque is still very adept at making performance cars with plenty of appeal.

One of the key talking points about the T-Roc R is its price. The entry-level T-Roc R Grid Edition starts at a competitive AU$54,300 ($34,865) while the flagship T-Roc that we recently drove is available from AU$59,300 ($38,075). This does make it pricier than the outgoing Hyundai Kona N which starts at AU$49,200 ($31,590) and tops out at AU$52,200 ($33,517) but it is well-matched with the Cupra Formentor VZx which starts at AU$61,990 ($39,803). Perhaps of even more interest is the fact that the T-Roc R significantly undercuts the smaller Golf R, which is priced from AU$65,990 ($42,371) in hatchback guise.

So, what do you get for your money?

For starters, there is VW’s familiar 2.0-liter turbocharged four-cylinder under the hood. While this engine delivers 235 kW (315 hp) and 400 Nm (295 lb-ft) of torque in the Golf R Mk8 Hatch, it is capped at 221 kW (296 hp) and 400 Nm (295 lb-ft) in T-Roc R guise. Mated up to this engine is a seven-speed DSG transmission that transmits power to the pavement through a 4MOTION all-wheel drive system.

The cheaper price of the T-Roc R compared to the VW Golf R is explained in part by the fact that it is more similar to the Mk 7.5-generation Golf R, not the new one. This is why it lacks the trick R-Performance Torque Vectoring system of its smaller sibling. However, it does still have the VW’s Extended Electronic Differential Lock (XDL) and Adaptive Chassis Control.

The interior of the T-Roc R is solid. Like some other VW models, there are a few too many hard black plastics on the door panels, dashboard, and transmission tunnel than we would like. Fortunately, the seats of the T-Roc R are wrapped in black leather that is very soft to the touch and the cabin has an altogether sporty yet premium feel to it.

Sitting in the center of the dashboard is a 9.2-inch infotainment display while next to it is a 10.25-inch digital instrument cluster. Both of these screens are high-definition and easy to use and will be familiar to anyone who has driven a VW model over the last 5 years or so. The digital instrument panel is especially good and provides a host of different configurations and layouts.

An aspect of the interior that we didn’t like is the overabundance of capacitive buttons. These start with the climate control switches which are used to adjust the temperature. Similar buttons are also found on the steering wheel and they aren’t particularly intuitive to use. It’s actually quite easy to accidentally knock them with your thumbs while driving. Not ideal, then.

Both wireless Android Auto and Apple CarPlay come standard on the T-Roc R and there is also a wireless smartphone charging pad. The large paddle shifters are a welcome addition and have a solid feel, encouraging you to flip through the gears as often as possible, letting the seven-speed DSG work its magic. When you want to amp things up, the R button on the steering wheel is just a touch away.

Read: Manual VW Golf GTI Could Be Saved, As EU Holds Its Breath For Strict Euro 7 Emissions Decision

On the technology front, the T-Roc R comes outfitted with VW’s IQ.DRIVE driver assistance and safety suite. This system includes Travel Assist which allows for partially automated driving thanks to its use of a camera and radar. This system works alongside the Lane Assist system and the Adaptive Cruise Control to keep the VW centered in its lane. The punchy SUV is also equipped with voice control, digital DAB+ radio, ambient lighting, and heated front seats.

A handful of options are available. These consist of the Black Style Package (AU$1,200 / $770) that adds black wing mirrors, a black roof line strip, black roof rails, contrasting black paint finish, carbon fiber film on the C-pillars, and interior air vents with black surrounds. VW also offers an AU$800 ($513) Beats premium audio system, AU$250 ($160) Lapiz Blue matte accents on the dashboard, center console, and front door trims, and a AU$2,000 ($1,284) panoramic glass sunroof.

An SUV with proper sporty prowess

Driving the VW T-Roc R is much like driving an Mk 7.5 Golf R. Obviously, the driving position of the T-Roc is noticeably higher than it is in the Golf but the engine produces the same satisfying growl on startup. It hums along nicely at idle and the exhaust produces a satisfying burble. When you hit the throttle is when the T-Roc R really comes alive.

With 221 kW and 400 Nm of torque, it comes as no surprise that the punchy VW SUV feels brisk in a straight line. However, the rolling acceleration isn’t overly impressive and it doesn’t seem as quick or as enthusiastic as the Hyundai Kona N with its 206 kW (276 hp) and 392 Nm (289 lb-ft). This is probably because the torque steer of the Kona N and the more violent shifts of its dual-clutch transmission add to the sense of speed but in reality, we’re sure the T-Roc R is faster. It really shines with launch control enabled.

If you hold the brake and pin the throttle, the T-Roc R’s computers will hold the revs at around 4,000 rpm and sling you off the line with violence, sending your head slamming into the headrest. VW claims it will hit 100 km/h (62 mph) in 4.8 seconds and it feels every bit as quick as that. Not even wet conditions can upset the all-wheel-drive system and the T-Roc R will still rocket off the line with ferocity.

Find yourself some corners and the T-Roc R performs well there, too. In R mode, the steering doesn’t provide all that much feedback and it can sometimes be difficult to determine just how much grip the 235/40 R19 Hankook Ventus S1 Evo2 tires have. However, once the speeds started to build and we learned to trust the front end, we were left enthralled by the levels of grip on offer and the superb handling balance.

Like the Golf R, the exhaust note of the T-Roc R is intoxicating. No, it doesn’t produce quite the same obnoxious pops and bangs as the Kona N but it emits a lovely burble and farts during upshifts. Australian buyers don’t have the option of an Akrapovic titanium exhaust as they do in overseas markets.

The ride of the T-Roc R is on the firm side. While it does have adaptive dampers and different drive modes to adjust them, the SUV remains quite stiff in even the most comfortable of modes. It’s certainly not harsh but should you be ferrying passengers around frequently it could get a little tiresome. Braking performance is excellent and it retains the same bity feel as we’ve come to expect from other high-performance VW models in recent years. Sadly, we weren’t able to test the car on a circuit to see just how much punishment these brakes can withstand but on the road, they are more than up for the job.

Is this the R to buy?

Ignoring the stiff ride, the T-Roc R suits everyday driving duties with ease. The engine and transmission can be easily tamed in the Comfort, Normal, and Eco drive modes and only come alive in Sport, Race, and Individual modes.

The popularity of crossovers and SUVs continues to soar and the T-Roc R has all the right ingredients to sell well in Australia. Sure, it doesn’t have the desirability of a Golf R or even a Golf GTI but it offers a great balance between performance and practicality. The competitive pricing makes it all the more appealing.

Photos: Brad Anderson/CarScoops

BYD is currently the world’s largest manufacturer of “New Energy Vehicles,” a term that incorporates EVs, plug-in hybrids, and fuel cell EVs — basically anything that uses electricity as its primary motive force.

And, while the Chinese brand has undoubtedly been helped by a domestic policy that incentivizes the adoption of EVs, the relative newcomers have been making inroads into Europe, Australia, and Southeast Asia. Their vehicles consistently appear at the top of sales charts. Twenty-six percent of all EVs sold in Southeast Asia in the second quarter of 2023 were BYD models.

And it’s the BYD Atto 3 that has been proving to be the best-selling car of that crop. The Atto 3 is an all-electric EV that’s based on the e-Platform 3.0. It was first launched in 2021 in China as the Yuan Plus but has been making waves in overseas markets as an affordable option in the electric C-SUV (compact) class.

Related: China’s BYD Atto 3 Tops EV Sales Charts In Sweden

Photos Sam D. Smith for CarScoops

We’ve come to Malaysia to test the Atto 3, which for the local market is offered in both standard and extended-range battery configurations. The standard range variant features a 49.92 kWh battery which claims to be capable of 410 km (255 miles) on the conservative NEDC cycle. The extended range is the version that we’ve got our hands on and is the model that is also offered to European consumers. It boasts a 60.48 kWh battery and a range of 480 km (298 miles) or 420 km (261 miles) on the WLTP cycle.

On either model, the battery powers a single front-mounted electric motor producing 201 hp (150 kW / 204 PS). Zero to 62 mph (0-100 km/h) is dispatched in 7.3 seconds, and the Atto 3 has a five-star Euro NCAP safety rating.

So what would you like to know about the 2023 BYD Atto 3? Let us know your questions in the comment section below.

Photos Stefan Baldauf / Guido ten Brink for CarScoops

Two of Tesla’s senior staff members, Chief Designer Franz von Holzhausen and Senior Manager of Semi-Truck Engineering Dan Priestley, just gave Jay Leno a first-class tour and test drive of the brand’s electric Semi truck. Not only did Leno press the two for more details about the big electric rig, but he had the chance to experience it himself from behind the wheel. He even pulled another Tesla Semi during a portion of the drive.

Leno specifically inquired with Priestley about the horsepower and pricing on the Semi, both figures Tesla hasn’t published. The engineer mentioned that the total system output can reach up to about 1,500 hp (1,118 kW), emphasizing that Tesla customizes it based on customer requirements. Lowering the horsepower allows for increased longevity of the drivetrain and tires.

In terms of pricing, Priestley says that it’s comparable to other heavy-duty electric trucks. Unsurprisingly, he went on to say that the real value is in using the truck to save on operating costs. For customers who specifically have regional routes where the truck returns to its home base every day.

More: Independent Tesla Semi Testing Reveals Real-World Range Figures

In those cases, Priestley says that the Tesla Semi is working on par with diesel-powered trucks. Still, there’s much testing left to be done. According to him, Tesla has built “several dozen” production units which isn’t many when compared to the massive production numbers for the rest of the Tesla fleet.

Leno’s experience behind the wheel is a positive one. He comments a number of times about just how smoothly and quickly the Semi accelerates. Making the big rig navigate traffic more like a car was a major focus of the team according to Priestley and von Holzhausen. Even after hooking up to the trailer with another Semi in tow, he’s impressed at how effortlessly he’s able to pull away.

It’s not all about power though. Leno takes the opportunity to complete a full U-turn in an intersection with the trailer in tow. According to the guys from Tesla, the Semi has a turning radius similar to that of the Model Y or Model 3. That helps to make it all the more capable of navigating traffic easily.

The entire video is full of interesting insights about why Tesla built the Semi the way it did.

Image Credit: Jay Leno’s Garage

Flashy supercars and sports sedans might be a lot of fun but they’re not the most practical cars available. Kia’s Carnival MPV aims to offer maximum practicality, comfort, luxury, and even a little fun. We’re about to drive the brand-new 2024 edition and we’re ready for your hardest questions.

MPV stands for multi-purpose vehicle (aka minivan) and to that end, Kia sees this as a people mover, a stuff mover, and sometimes both. Its somewhat unconventional styling and its classification as an MPV is an intentional attempt to lean toward the SUV-loving public. This isn’t just a minivan in a fancy dress though.

Inside the cabin of our SX Prestige trimmed Carnival are seven seats including four captain’s chairs in the first two rows. The second-row seats are what Kia calls lounge seats as they recline and have calf support. It also has a second-row entertainment system with dual screens each with its own streaming services like Netflix, YouTube, and Twitch.

More: Kia’s 2024 Carnival Gets A Price Hike, Now Starting At $34,565

Tech isn’t simply limited to touchscreen features though. The Carnival we’re driving has Kia’s ‘Highway Driving Assist’ driver aid. It incorporates adaptive cruise control and lane-centering technology that uses navigation data to improve smoothness in turns.

Under the hood is a 3.5-liter V6 that develops 290 hp (219 kW) and 262 lb-ft (354 Nm) of torque. Power is transmitted to the front wheels only through an eight-speed conventional automatic gearbox. According to the EPA, the Carnival gets up to 19 mpg in the city and 26 mpg on the highway. Those figures are pretty good for a heavy minivan but they do fall short of the Chrysler Pacifica and Toyota Sienna.

Finally, it’s worth noting that we’re not just driving the Carnival for a day or two. This thing is going to be ours for over two weeks while we take it on a massive 2,700-mile road trip. Keep that in mind as you formulate the questions you have.

With that, hit us with what you want to know about Kia’s coolest people mover.

New Chinese brands face a significant challenge when aiming to compete with well-established players in the premium segment. Avatr appears to understand this and is demonstrating its expertise and talent accordingly. Last weekend, we had the opportunity to meet with the Munich-based design team of this Chinese automaker at a beautiful location in Lake Como, Italy, and to examine their two-model lineup from up close.

Avatr Who?

Don’t feel bad if you have never heard of Avatr before; it’s not a household name yet. The brand, headquartered in Chongqing, has its roots in the Changan-Nio joint venture established in 2018, with the goal of manufacturing high-end vehicles. After Nio’s departure, Changan quickly regrouped, partnering with CATL, the world’s largest lithium-ion battery manufacturer for EVs, and the technology giant Huawei, in addition to attracting multiple investors.

In 2021, the company underwent a name change, becoming Avatr Technologies, and concurrently launched its inaugural model, the Avatr 11 midsize SUV, which hit the Chinese market in 2022. The flagship Avatr 12 gran coupe was unveiled in July 2023 and made its global premiere this month at the IAA Mobility Show in Munich, where the brand’s design studio is based. If a two-model lineup doesn’t seem impressive for such a young company, rest assured that two more offerings are already in the works.

More: How China Is Flooding The World With Cheap EVs — And Why Europe Wants To Stop It

Avatr’s Chief Design Officer is Nader Faghihzadeh, who joined the company after an extensive 17-year tenure at BMW. His multidisciplinary team comprises designers with years of experience at premium brands such as Audi, BMW, and Mercedes. In addition to Changan’s technical expertise in R&D and production, CATL’s proficiency in battery packs, and Huawei’s contributions to electric motors, infotainment, and cutting-edge autonomous technology, Avatr has assembled a wealth of creative talent. This collective effort aims to create products that shine in the crowded automotive market.

The Chinese brand wants its cars to become an “emotional intelligence companion”, which is another way of putting emphasis on the user experience. Avatr for Changan is the equivalent of Lexus for Toyota, or Genesis for Hyundai, targeting premium brands, although they prefer to use the term “high-end” for their products. Their ultimate goal in global markets is to challenge the stereotype of the cheaply made Chinese car by offering high levels of perceived quality and a certain level of uniqueness in the design.

Let’s Meet The Models

Photos by Avatr and Thanos Pappas for CarScoops

Our initial introduction to Avatr’s two-model lineup occurred at Riva’s Private Deck on Lake Como. The familial resemblance between the Avatr 11 SUV and the sleek Avatr 12 is readily apparent thanks to a number of shared design elements including the lighting signature. Additionally, the stylish LED panel at the base of the windshield can display messages and graphics to other road users when the vehicle is stationary, in accordance with current Chinese legislation. The sweeping greenhouse and distinctive tail designs are among the other design elements they share.

The Avatr 11 boasts a sculpted rear end characterized by a small rear glass, buttresses, and a flat rear deck. This design sets it apart from the multitude of coupe-SUVs, featuring subtle Jaguar-like curves on the rear shoulders. Taking this unique design aspect further, the Avatr 12 completely omits the rear windscreen, a move similar to the Polestar 4, resulting in a solid and distinctive shape, as described by the design chief himself. This decision to remove the rear windshield goes beyond aesthetics; it also contributes to sound insulation, provides a larger cargo space, and offers aerodynamic advantages.

In addition to this standout feature, there are several other cool design elements to note. These include Aston Martin-style side gills that house the LiDAR sensors, active shutters integrated into the lower bumper intake, mirror-replacing cameras, and an active rear spoiler.

Photos by Avatr and Thanos Pappas for CarScoops

In terms of size and market positioning, the Avatr 11 measures 4,880 mm (192.1 inches) long which places it between the Tesla Model Y and Model X, and very close to the Mercedes-Benz EQE SUV. As for the Avatr 12, it is advertised as a “futuristic luxurious gran coupe”. Judging from the length of 5,020 mm (197.6 inches), we would describe it as a sexier alternative to executive midsize sedans like the BMW i5, the Mercedes-Benz EQE sedan, the Tesla Model S, and the Lucid Air. In the Chinese market, competitors include the Zeekr 001 and the Nio ET7 as well.

High-Quality Interiors

When I opened the electric doors of the Avatr models, I was pleasantly surprised by the level of quality and refinement, especially considering that these are products from a relatively young brand. The interior design is quite modern, with intriguing details that set it apart from the generic central tablet-like infotainment touchscreen seen in many vehicles. Interestingly, the interiors of the Avatr 11 and 12 did not share components, leaving us curious about the logistics behind that decision. Nevertheless, in both models, the perceived quality is notably high, and the materials are well-crafted.

Furthermore, the Avatr-specific interface for Huawei’s Harmony OS infotainment system appears user-friendly, with various high-tech features throughout the cabins that create a concept car-like experience for passengers.

Avatr 11 interior | Photos by Avatr and Thanos Pappas for CarScoops

Other stand-out features on the Avatr 11 include the spiral-shaped speaker positioned in the center of the dashboard and dual 10.25-inch screens for both the driver and front passenger flanking the 15.6-inch infotainment display. The optional four-seater configuration offers massaging, heated, and ventilated seats, separated by a central console equipped with various storage compartments. Interestingly, the designers informed us that this option has gained popularity among Chinese buyers, despite the sacrifice of some of the practicality found in the more traditional five-seater layout.

The Avatr 12 represents an evolution of the brand’s interior design language, featuring an uninterrupted ultra-wide 35.4-inch display at the base of the windshield, effectively replacing the need for a traditional head-up display. It shares the same 15.6-inch screen found in the Avatr 11, but it distinguishes itself with a unique rectangular-shaped steering wheel designed not to obstruct the driver’s view of the panoramic display.

One particularly appealing detail in the Avatr 12 is the wireless charging pad on the central console, crafted from genuine wood. This surface automatically tilts for ventilation upon detecting the presence of a phone, returning to a flat position when not in use.

More: All-Electric 2024 Avatr 12 Celebrates Global Debut In Munich

Avatr 12 interior | Photos by Avatr and Thanos Pappas for CarScoops

Other concept-style features include the unique pattern on the door cards which continues all around the cabin, and the fold-out storage compartments on the doors. The physical controls for opening the doors and operating the windows need a little getting used to, sacrificing some intuitiveness in the altar of simplicity. Despite its relatively low overall height of 1,450 mm (57.1 inches) and the absence of rear glass, the Avatr 12’s cabin did not feel cramped. Even with my nearly 6.1 feet (1.84 m) height, I found the rear seating area to be quite comfortable thanks to the low floor and the presence of a glass roof.

Personalization options are somewhat limited – especially for a company whose name translates to “the projection of yourself”. However, Avatr’s interior department has done a good job in proposing intriguing combinations of colors and materials (leather, wood, etc). Although Avatr is exploring exclusive options, these are more likely to be offered in a “limited edition” manner due to the brand’s small size and limited capacity for bespoke specifications.

EV Powertrain Options

The Avatr 12 was displayed in a glass box in Milan, right next to the Duomo.

Both Avatr models utilize underpinnings sourced from Changan that are adaptable for both EV and range-extender powertrains. At present, these models are exclusively available in battery-electric configurations, featuring single or dual electric motors developed by Huawei. These powertrains can deliver up to 570 hp (425 kW / 578 PS) and 650 Nm (479 lb-ft) of torque. CATL provides the battery packs, which come in capacities of either 90 kWh or 116 kWh, with the single-motor Avatr 11 having a CLTC range of up to 680 km (423 miles).

Unfortunately, we didn’t have a chance to drive or ride in the EVs during the presentation, despite the fact that members of the Avatr crew used them for their transportation from Munich to Milan. However, we anticipate the opportunity to partake in the inaugural European test drive event scheduled for 2024.

We’ll cover the details of Avatr’s global expansion and model lineup plans in a separate article, but in brief, the company aims to enter the European market with local production around 2026-2027, building on its success in Southeast Asian markets while maintaining China as its primary focus. Currently, the Avatr 11 has a starting price of ￥300,000 (equal to around $41,000 or €38,900 at current exchange rates) in its home market of China, while the Avatr 12 has yet to be formally released.

Photos by Avatr and Thanos Pappas for CarScoops

MG is going back to its enthusiast roots with its first new two-seat convertible in almost 30 years. You’ve probably read about the electric powertrain and scissor doors, but looking good on paper is only half the battle. The one thing we all want to know is whether it’s any fun to drive.

Now, thanks to a review from the YouTube channel of China-based Wheelsboy, we have our first independent take on the car that will be pitched against next year’s Porsche Boxster EV. And the big takeaway is that while the Cyberster has plenty going for it, it’s not exactly the B-road weapon some were hoping for – and which the Porsche probably will be.

Tester Ethan Robertson heaps praise on the ride comfort provided by the double wishbone suspension and says the Cyberster turns smartly into bends, but he claims it feels slightly numb and never gives the impression of being light on its feet. Which isn’t too surprising given it weighs 4,080-4,375 lbs (1,850-1,985 kg) depending on whether you’re talking about the single-motor or dual-motor version.

The single-motor, 310 hp (314 PS) RWD car comes with a choice of 64 kWh or 77 kWh batteries in China giving a range of 311 miles (501 km) or 360 miles (580 km), while the AWD duallie is only available with the bigger pack and can manage 323 miles (520 km) on a charge.

Related: MG Cyberster Getting Ready For Prime Time As Production Starts In China

Robertson is impressed by the 536 hp (543 PS) bi-motor car’s 3.2-second zero to 62 mph (100 kmh) performance, but hates the fake engine sounds, so opts to switch them off, and isn’t a fan of the doors either. He also notes that the triple-screen dash setup is badly obscured by the steering wheel, and was clearly designed for a yoke-style wheel like the one on the original concept. We understand a yoke has now been relegated to the options list, and might not be available at all in some markets.

The review also highlight MG’s clever use of contrast black on the upper and lower bodywork, which has been added to make the car look slimmer than it really is, and the long, but shallow trunk.

So it’s a mixed bag, overall, but Robertson suggests you’ll find the Cyberster an appealing package if you think of it more as a refined GT convertible that doesn’t fall on its face in corners than the kind of sports car you’ll want to take to a track or your favorite winding road at the weekend.

Image: Wheelsboy

The Kia EV6 hasn’t been on the market for long but already, it has proven itself to not only be one of the best electric vehicles in its price range, but one of the best EVs on the market regardless of price. But where does this leave the Niro EV?

It’s been a little under two years since the latest-generation Niro was unveiled in combustion, hybrid, and all-electric guises. The first generation Niro was underwhelming to say the least but with the new one, Kia has appeared to distill everything we love about the EV6 into a slightly more compact vehicle with a more traditional SUV shape. Compared to the EV6, however, it has slid under the under-the-radar in EV discussions as of late, prompting us to wonder if it isn’t getting the love that it deserves.

Eager to see what the Niro EV is like, we jumped behind the wheel of one for a week and put it through its paces. What we found was a very well-put-together EV that has many of the same superb credentials as the EV6 but one with a price tag that will likely limit how many are sold.

The Kia Niro is only sold in hybrid and EV guises in Australia, both of which are offered in entry-level S and flagship GT-Line trim levels. Our tester was the Niro EV GT-Line that carries with it a AU$72,360 (equal to US$46,845 at current exchange rates) sticker price. That’s a hefty sum given that the Niro Hybrid GT-Line starts at a much more reasonable AU$50,030 ($32,389) and means the EV is just AU$230 ($149) less than the base EV6 Air. It’s also more than AU$7,000 ($4,531) pricier than the Tesla Model Y while the impending Volvo EX30 will start at AU$59,990 ($38,837).

So what do you get for your money?

For starters, the Niro EV is underpinned by the firm’s K5 platform, rather than the Hyundai Group’s Electric-Global Modular Platform (E-GMP) that has underpinned most of its recent EVs. As such, the Niro EV doesn’t get the familiar 77.4 kWh battery of most other EVs from Hyundai, Kia, and Genesis but rather makes do with a 64.8 kWh battery.

There’s another disadvantage with the car being based on the K5 platform. This means that unlike the EV6 with its 800-volt architecture, the Niro EV only supports 400 volts and when connected to one of the fastest DC chargers out there, needs 43 minutes to charge from 10 to 80%. That’s reasonable in the current market but significantly slower than the 18 minutes that the EV6 needs to charge from 10 to 80%.

The battery pack drives an electric motor that is good for 150 kW (201 hp) and 255 Nm (188 lb-ft) of torque through the front wheels. The SUV requires 7.8 seconds to hit 100 km/h (62 mph).

A familiar cabin

The interior of the Niro EV is very similar to the EV6 and that’s a big plus, particularly when shoppers opt for the GT-Line variant. Taking pride of place in the cabin is a two-spoke steering wheel with integrated paddle shifters to control the regenerative braking system. Kia has then given the Niro EV a pair of 10.25-inch screens and while they are slightly smaller than the 12.3-inch displays of the EV6, they feature the same operating system and are just as simple and intuitive to understand. They also support wired Apple CarPlay and Android Auto. Unfortunately, our test car had not received the recent software update that makes Android Auto a full-screen experience. It’s also worth noting that the entry-level Niro Hybrid S has wireless Apple CarPlay and Android Auto.

Elsewhere, the controls for the climate system and important media functions are housed within a small touch bar below the screen. A host of other Kia models have this same touch-bar complete with haptic feedback and we think it is excellent. While some would still like physical buttons and knobs for the HVAC, it’s definitely much better than housing all these controls within the central infotainment display as many automakers are now starting to do.

Found in the central tunnel of the Niro EV GT-Line is plenty of piano black plastic, including buttons for the heated and ventilated seats, the heated steering wheel, and both the parking sensors and cameras. We did like the rotary shifter that’s been lifted from the EV6 as well as the inclusion of a wireless phone charging pad. The space in the front row is good, although I did feel like the seats were a little bit too high.

Read: 2023 Kia Niro EV Owners Get 500 kWh Of Free Charging At Electrify America Stations

The second row is also a nice place to spend time but it does not offer as much legroom as the longer EV6. USB-C ports are found on the rear of the front seats and the flat floor at the back means it is possible to comfortably seat three people. There are also two air vents at the rear as well as a 3.6 kW power socket under the rear seats that supports vehicle-to-load functions.

The boot is reasonably spacious with 475 liters (16.7 cubic feet) and 1,400 liters (49.4 cubic feet) with the second row folded down. That first figure is slightly down on the 490 liters (17.3 cubic feet) of the EV6 Air but is more than the 1,270 liters (44.8 cubic feet) it offers with the seats folded down. Other welcome inclusions on the Niro EV GT-Line include alloy sport pedals, customizable ambient lighting, an 8-speaker Harman Kardon audio system, and a 10-inch head-up display.

Efficiency, efficiency, efficiency

It’s not often that we are flabbergasted when we get out of a car but that’s exactly what we felt after completing our first drive in the Niro EV GT-Line. This isn’t because we were blown away by its performance or the driving experience as a whole but rather because of how efficient it was.

On our first 60 km (37 miles) drive, roughly 55 km (34 miles) of which was on the highway sitting at 100 km/h (62 mph), the Kia returned just 13.1 kWh/100 km. That’s despite the regenerative braking barely being used and despite Kia stating that it has a consumed rating of 16.2 kWh/100 km. Across our entire week with the car, it averaged 13.5 kWh/100 km on a mixture of suburban roads and highways, making it the most efficient EV I’ve ever tested and by a comfortable margin. As such, Kia’s claimed range figure of 460 km (286 miles) on the WLTP cycle can actually be achieved quite easily and improved upon if you primarily drive in one-pedal mode with the brake regen in its highest setting.

For the most part, the Niro EV GT-Line is a no-nonsense kind of vehicle to drive on an everyday basis. It is very easy to get accustomed to regardless of whether you have prior EV experience or not and feels reasonably light on its feet despite weighing in at a hefty 1,727 kg (3,807 lbs).

The brake regeneration works just as seamlessly in the Niro EV as it does the EV6 and the transition between the regen and the mechanical brakes is almost imperceptible. It is reasonable quiet at highway speeds with minimal levels of intrusive wind and tire noise but did seem a little louder than the EV6. It’s not particularly quick either, although that’s not a surprise given that it makes do with 150 kW, not much for a vehicle of this heft. But, it is spritely enough for day-to-day use.

Kia Australia’s local engineers have tuned the Niro EV’s suspension to suit local roads and while they’ve done a good job, it does remain slightly firmer than some shoppers would expect.

If only it was cheaper

We really enjoyed our time with the Niro EV GT-Line. It looks quirky, is easy to comfortable and drive, and is very efficient. However, the price will likely limit its appeal, particularly when compared to the considerably cheaper Hybrid version. This probably explains why we’ve never seen another Niro EV on the road but have seen plenty of hybrids.

Photo Credits: Brad Anderson/CarScoops

We recently spent some time with Jeep’s Grand Cherokee L, a long luxurious SUV with a premium price tag and features to match. Before that trip, we asked what you wanted to know about this three-row SUV and three major questions arose from the comments. Here are your answers.

What is up with the pricing?

$72,000 for any vehicle is a lot of money but keep in mind that the average price paid for a full-size SUV in July 2022 was $73,934. The Jeep Grand Cherokee L is no average full-size SUV though.

In fact, we’d say that it’s more akin to a full-size luxury SUV which, according to the same KBB data, had an average price at the same time of $100,473. With that lens on, we’d say that this Jeep is a solid deal.

How bad and outdated is the V6?

I really wanted to harp on this because as many of you mentioned in the comment section, Jeep has yet to introduce the turbocharged Hurricane inline-six into the Grand Cherokee. Alas, I must confess, the V6 was pretty peppy.

More: What Do You Want To Know About The Refreshed 2024 Polestar 2?

No, it’s not going to win any awards based on track performance but it takes less than 8 seconds to go from 0-60 mph (0-96 km/h), which I’d say is more than adequate. It’s also very smooth in combination with the eight-speed automatic.

When will the plug-in hybrid 4xe drivetrain come to the Grand Cherokee L?

This one is still up for debate. Keep in mind that it’s already a part of the normal-length Grand Cherokee so we’re not quite certain why Jeep is holding it out of the L version. The automaker hasn’t told us the answer and so for now, all we can do is assume that it might be on the cards within the next calendar year. We’re due to see the new Wagoneer S, Avenger, and Recon too which all fall into a similarly eco-friendly category.

The Detroit Auto Show continues as GMC has unveiled the 2024 Acadia. However, this isn’t our first brush with the crossover as we were given a hands-on preview last month and we’ll be sprinkling in our initial impressions throughout this article.

That being said, the model benefits from a complete redesign and a rethink of what the Acadia should be. The changes are immediately apparent as the crossover is 10.6 inches (269 mm) longer and has an extra 8.4 inches (213 mm) between the wheels.

While the model is now, once again, similar in size to the Chevrolet Traverse, they look completely different. That’s a wise move as the Acadia is easily identifiable as a GMC product as it features a prominent grille that is flanked by C-shaped headlights.

First Look: The 2024 Chevrolet Traverse Has The Style, Space, And Specs For Domination

Moving further back, there’s elegant bodywork with soft curves and flowing surfaces. Designers also gave the model an expanded greenhouse, pronounced hips, and a thick D-pillar.

The rear end is more evolutionary, but the model adopts slender taillights and black accents that help to visually expand the rear window. Onlookers will also find a four-tailpipe exhaust system that draws inspiration from the Corvette.

An Upscale Interior With A 15-Inch Display

While the exterior is conservative, the cabin embraces a new design language with horizontal lines and an elegant aesthetic.

The premium feel is amplified by an 11-inch digital instrument cluster and a 15-inch infotainment system with a portrait orientation. Besides providing easy access to Google Assistant and Google Maps, the infotainment system is customizable and can display three separate screens at the same time. The bottom third of the display is dedicated to climate controls and they’re always visible.

Putting screens aside, the Acadia has an open and airy feel thanks in part to a lowered dash. The convoluted shifter has also been replaced by a more conventional stalk on the steering column. Other highlights include higher quality materials, a minimalist design, and a floating center console with a sliding cover.

The front seats are perfectly comfortable and offer tons of room as well as nice bolstering. The good news extends to the second-row as there’s plenty of head- and legroom for adults.

Things are less impressive in the third-row as legroom is tight for adults, unless second-row occupants are willing to slide their seat forward. Back seaters will also have to suffer the consequences of the thick C-pillar, which limits their view outside. On top of that, entry and egress can be a bit clumsy for those with more than a few gray hairs.

It’s not all bad news as there is a surprising amount of third-row headroom and this 6’ 2” scribe found space to spare. There are also cup holders and USB charging ports to keep your kids hydrated and entertained.

We’ll learn more details closer to launch, but GMC said the 2024 Acadia has “nearly 80 percent more cargo space behind the third-row” and “more than 36 percent more behind the second-row.” Officials also told us the model will be offered with a rear cargo shelf that allows for split-level storage.

Rugged Acadia AT4 Has 1-Inch Lift And A Unique AWD System

Pictures: Michael Gauthier / CarScoops

Customers looking to venture off the beaten path can opt for the AT4, which is being billed as the most capable Acadia ever. It features a clearance maximizing front end with a ‘real’ skid plate and red tow hooks. The model also has a unique grille, gloss black accents, and extended fender flares with integrated marker lights.

The upgrades continue in the cabin as drivers will find an exclusive Forest Storm interior with Mahogany stitching. They’re joined by extra brightwork, special door sill plates, and AT4 embroidery on the headrests.

However, this isn’t just a styling package as the Acadia AT4 has an off-road focused suspension with an extra inch (25 mm) of ground clearance. The model also has a wider track and 18-inch wheels wrapped in all-terrain tires. They’re joined by Hill Descent Control, a Terrain mode, and an exclusive twin-clutch all-wheel drive system that promises “optimal traction and control in demanding scenarios.”

Acadia Denali Blurs The Line Between Premium And Mainstream

Pictures: Michael Gauthier / CarScoops

Denali is nearly synonymous with GMC and designers have hit it out of the park this time around. While the exterior is relatively subdued, the range-topping model has a unique grille and additional body-color components. They’re joined by choreographed lighting animations and gloss black paint on the lower body. The crossover rides on 20-inch wheels, but customers can get optional 22-inch wheels which are the largest ever offered on an Acadia.

More notably, the Acadia Denali has one of the nicest interiors in its class. The two-tone perforated leather seats immediately draw attention and they have heating and ventilation as well as quilted backrests and embroidered headrests.

They’re joined by laser-etched wood trim as well as metal accents that look and feel substantial. The Denali also comes equipped with power folding second- and third-rows, active noise canceling technology, and a Bose premium audio system. The model can also be outfitted with a panoramic glass roof and heated second-row seats.

A Turbocharged Four-Cylinder With 328 HP

Power comes from an all-new turbocharged 2.5-liter four-cylinder, which is related to the 2.7-liter engine used in the Canyon. It produces 328 hp (245 kW / 333 PS) and 326 lb-ft (442 Nm) of torque, just like in the Traverse as GM has raised their initial performance estimates.

That’s a significant improvement over the turbocharged 2.0-liter four-cylinder that produced 228 hp (170 kW / 231 PS) and 258 lb-ft (349 Nm) of torque. It also bests the old 3.6-liter V6, which churned out 310 hp (231 kW / 314 PS) and 271 lb-ft (367 Nm).

The increase in torque is particularly noteworthy and GMC officials said we can expect better fuel economy to boot. It’s too early to talk numbers, but the engine is connected to an eight-speed automatic transmission that can be backed up by available all-wheel drive.

Last but not least, the 2024 Acadia can tow up to 5,000 lbs (2,268 kg). That’s 1,000 lbs (454 kg) more than its predecessor and is enough to haul popular boats and campers.

Super Cruise Comes To The Acadia

One of the biggest changes is the addition of Super Cruise, which allows for hands-free operation on more than 400,000 miles (643,738 km) of roads in the United States and Canada. The system makes long-distance travel far less stressful and it supports towing as well as automatic lane changes. Thankfully, GMC isn’t limiting Super Cruise to the range-topping Denali as the system will also be available on the AT4 and Elevation Premium.

On the topic of tech, the Acadia comes with a host of standard driver assistance systems including Forward Collision Alert, Front Pedestrian and Bicycle Braking, Rear Cross Traffic Braking, Intersection Automatic Emergency Braking, Reverse Auto Braking, and Enhanced Automatic Emergency Braking. There’s also Adaptive Cruise Control, Blind Zone Steering Assist, Enhanced Lane Keep Assist, and Traffic Sign Recognition. Other highlights include IntelliBeam High Beam Assist, Rear Park Assist, Side Bicyclist Alert, and a Rear Seat Reminder.

Arrives Early Next Year

The 2024 GMC Acadia will be built in Michigan and is expected to arrive at dealerships early next year. Pricing will be announced closer to launch, but the current model starts at $38,195 and the new crossover will likely be more expensive given its premium makeover.