The Lexus ES has never been Europe’s sedan of choice, but the Japanese brand is clearly determined to change that with the latest generation. After debuting globally at the Shanghai Auto Show in China, the ES is making its European premiere a month later, hoping to give heavy hitters like the BMW 5-Series, Mercedes E-Class, and Audi A6 a run for their money.

More: New Lexus ES Drops The Grille And Embraces Electrification

A fixture in the Lexus lineup since 1989, the ES has had a rather slow and steady European introduction, making its way into Eastern Europe in 2010 and arriving in Western Europe only in late 2018. It was seen as an indirect successor to the now-discontinued GS, though many might argue it never quite found its European groove.

New Design, New Powertrains

The eighth-generation ES comes with a complete redesign that aims to improve its appeal. The exterior is fresh and modern, with a body-colored spindle grille flanked by sharp, slimmer L-shaped headlights. Hybrid models feature a slim grille for added cooling, while the EV models take a more minimalist approach to the front end.

The profile is now more aerodynamic than before, with a smooth sloping roofline that leads to a fastback-style rear. At the back, a full-width LED bar and sharp shoulder lines give it a more aggressive stance.

In terms of size, the new ES has grown. A lot. It’s now 165 mm (about 6.5 inches) longer than the previous model, with an extra 80 mm (3.1 inches) between the axles, making for a far roomier interior.

A Tech-Filled Interior

Step inside, and Lexus has clearly worked to elevate the tech experience. The highlight is a massive 14-inch infotainment screen, marking the largest display in any Lexus model so far, and which can be customized with various shortcuts and widgets. It’s paired with a 12.3-inch digital instrument cluster. However, for Europeans, the option for a passenger display that is available in China, seems to be off the table.

More: The Tesla Model Y Has A New Rival From Toyota That’s Half The Price

Lexus also promises a quieter cabin, thanks to improved sound insulation and higher-quality materials. The interior features include illuminated panels made using a printing technique called bamboo layering, as well as synthetic leather embossing. The “Hidden Switches,” touch-sensitive controls that appear only when the car is on, are a neat trick. For audiophiles, a 17-speaker Mark Levinson Surround Sound System is available.

Comfort has been improved too thanks to the new seat design, with a higher seating position for easier ingress/egress, a reclining rear bench, and greater support for the front passengers. If you’re being chauffeured, you’ll be happy to know that the front passenger seat has a folding function that maximizes rear legroom. Finally, there is an enhanced Lexus Safety System + ADAS suite.

Hybrid And EV Options

The new ES rides on an improved version of the TNGA-K architecture, which already underpins several vehicles in the group, including the Toyota Camry and the Crown Crossover. The new generation introduces a multi-link system on the rear axle, alongside a new suspension setup and increased rigidity. According to Lexus, these upgrades result in an improved ride quality and a more composed drive.

More: Last Chance To Own A Naturally Aspirated V8 Sports Sedan Before They’re Gone For Good

When it comes to the powertrains, European buyers will have a choice between two self-charging hybrid options in FWD and AWD configurations. The base ES 300h produces 199 hp (148 kW / 201 PS), while the ES 350h is more powerful with 244 hp (182 kW / 247 PS), both relying on the same 2.5-liter four-cylinder engine.

For the first time, however, the ES is available with fully electric powertrains. The FWD-only ES 350e produces 221 hp (165 kW / 224 PS) and comes with a 77 kWh battery. The flagship ES 500e, with AWD, produces 338 hp (252 kW / 343 PS) and carries a 75 kWh battery pack. Lexus hasn’t confirmed the official WLTP range figures yet, but they expect the most efficient model to go up to 530 km (329 miles) on a single charge.

Availability

European sales of the new Lexus ES are expected to kick off in Spring 2026, with final pricing and detailed specs to be announced closer to launch. Whether this new generation can make a dent in the dominance of European luxury sedans remains to be seen, but it’s certainly taking its best shot.

Lexus Europe

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; but that’s just me.

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. Which is more than acceptable, but not really great.

Efficiency is good, but not great. 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

Breaking into the luxury SUV scene isn’t for the faint-hearted, especially when the playing field is packed with legacy heavyweights ranging from Cadillac, BMW and Mercedes-Benz, to Bentley and its ultra-premium peers. But Genesis, the premium division of the Hyundai Motor Group, thinks it has what it takes to stand out. And it’s not just talking big; it’s building big too.

More: Everything We Know About The 2026 Jeep Cherokee

To make that point even clearer, it is putting the finishing touches on the GV90, its most ambitious electrified SUV to date. Recently spotted in public testing, this flagship SUV looks nearly ready for primetime. With the camouflage only hiding so much, here’s what we know so far.

Kerbside Opulence

Illustrations Josh Byrnes / Carscoops

You’d be right in thinking you’ve seen this somewhere before, as the GV90 was previewed as the Neolun concept at last year’s New York International Auto Show. Unlike many show cars watered down for production, this one has largely stayed the course. 

Visually, the GV90 comes in well over five meters long and makes no attempt to hide its size. The front is defined by twin horizontally stacked LED light strips flanking a large, crest-shaped panel. Those lighting elements continue just behind the front fenders, tracing the edge where the clamshell hood meets the front doors. Below, a layered chrome pattern decorates the lower front bumper, with additional brightwork running along the rocker panels and wrapping around the rear of the vehicle.

The bodywork avoids harsh creases or busy design tricks, instead relying on clean surfaces and sheer presence to sell the design. Some variants of the GV90 will be available with Rolls Royce-style coach doors, and the two-tiered LED lighting theme upfront repeats within the taillight clusters in the name of continuity.

A Luxury Outlook

Inside, the GV90 emphasizes luxury and comfort. Spy shots reveal four individual massaging seats, with the second row separated by a substantial center console equipped with cup holders, an inductive mobile phone charger, and a large infotainment display. 

Read: What We Know About Mercedes-AMG’s 1,000 HP Super Electric SUV

Up front, expect a colossal pillar-to-pillar OLED instrument cluster and infotainment display, wireless phone connectivity and a host of convenience features to keep up with the Benz’s. Buyers are said to be able to spec the GV90 with radiant heating and an electrochromic glass roof that can block out the sun in multi-configurable ways. A full suite of level 2 semi-autonomous driving aids will be available. 

An Ohm Run

SHProshots

While it was initially believed that the GV90 might ride on Hyundai’s existing E-GMP platform, shared with models like the Ioniq 5 and Kia EV9, recent reports suggest that Genesis is finishing work on a new, exclusive platform called eM. This advanced 800V architecture supports ultra-fast charging, allowing the GV90 to recharge from 10 to 80 percent in about 20 minutes when connected to a 350-kW DC fast charger.

All-wheel drive will likely come standard, with an electric motor on each axle delivering a combined output of nearly 500 horsepower (368 kW) in base models, with higher figures expected in flagship trims. The GV90 is expected to use a 99.8-kWh battery pack, offering an estimated range of over 300 miles per charge. Larger battery options may also be available, pushing that range even further.

More: Everything We Know About Mazda’s Next-Gen CX-5 Hybrid

Vehicle-to-grid (V2G) and vehicle-to-load (V2L) technology will enable the premium SUV to be a backup power source for homes and electronic devices. Additionally, the GV90 will feature electronically controlled dampers and an advanced torque-vectoring system to optimize traction and handling.

Rivals and Debut

Genesis is aiming straight at the top of the luxury EV market, with the GV90 positioned to take on a growing field of high-end electric SUVs. Key rivals could include the Mercedes-Benz EQS SUV, Cadillac Escalade IQ, Volvo EX90, BMW iX, and the Lucid Gravity, each bringing its own mix of performance, tech, and brand prestige to the table.

An official debut was originally expected sometime this year, but recent reports out of Korea suggest the timeline has shifted. The reveal may now happen in late 2026, with production scheduled to begin at Hyundai’s dedicated EV facility in Ulsan, South Korea.

Would you consider a full-size electric Genesis over the usual suspects from Germany, America, and beyond? Let us know in the comments.

The 2025 Lexus ES is big on premium value and short on visual and behind-the-wheel excitement. But at this week’s Shanghai Auto Show Toyota’s luxury division set out to redress that balance with a new eighth-generation sedan that showcases a modern, angular design and the model’s first ever electric powertrains.

Drawing inspiration from both the brand’s current RZ electric SUV, its RX ICE counterpart and the 2023 LF-ZL concept, the ES gets a more exaggerated fastback shape than before that has more than a hint of Audi about it. But you’d never find the aggressive (or just overdone?) door coving on an Audi and the face is undeniably a Lexus one.

Related: Lexus Plots 3-Row Electric SUV To Take On The Kia EV9

It’s not just the ES’s design that’s changed. So has the amount of road it occupies. A 116.1-inch (2,950 mm) wheelbase is 3.2-inches (80 mm) longer than the current sedan’s and the 202.4-inch (5,140 mm) overall length is also up by 6.5-inches (165 mm).

A subtle difference in the front-end styling depending on model tells you what powertrain is stashed under the hood. Hybrids get a cooling slot below the Lexus badge, while the EV variants have a smoother nose. In both versions the old, oversize bobbin-shaped grille is no more.

Minimalist interior

The interior receives an equally modern overhaul that’s light on physical buttons but big on screens: a 12.3-inch digital instrument cluster and a 14-inch infotainment touchscreen are standard but some trims get a duplicate touchscreen on the passenger side. Also new is the ‘L-E-X-U-S’ lettering on the steering wheel, which replaces the traditional badge, and the contemporary bamboo wood trim.

Base hybrids for most markets get a 2.0-liter engine that sends 194 hp (197 PS) to the front wheels alone and needs a yawning 9.4 seconds to reach 62 mph (100 kmh). America will skip that and jump straight in with the 2.5-liter AWD ES 350h hybrid whose 244 hp (247 PS) drops the sprint time to a more respectable, if still hardly knockout 7.8 seconds. These are both inline fours, by the way. There are no sixes in the new lineup.

Electric, but not electrifying

Want more hustle? It doesn’t sound like you’ll find it in the least expensive of the two available EV options. That delivers 221 hp (224 PS / 165 kW) to the front wheels and the ES 350e to 62 mph in 8.9 seconds, Lexus claiming 300 miles (483 km) on the optimistic Chinese CLTC cycle. Stepping up to the dual-motor ES 500e cuts the range to 379 miles (610 km) but boosts output to 338 hp (343 PS / 252 kW) and gets the hottest ES to 62 mph in 5.9 seconds.

The ES goes on sale in 2026, meaning it’ll probably end up as a MY27, and we’ll have to wait until much closer to that date to find out how much it’ll cost in North America. What do you think of the ES’s new, angular look, and are those powertrains too weedy? Leave a comment and let us know.

If there’s one automaker that’s decided to go all-in on electric vehicles—and do it quickly—it’s Kia. Few legacy brands have cranked out as many notable EVs in such short order, and Kia’s made it clear they’re not just dabbling. The company’s goal is to sell 1.6 million EVs per year by 2030, and depending on your location, there’s already a variety of sleek, electrified options to choose from.

The EV6 was the first of a new generation of electric vehicles from Kia and quickly proved itself to be a solid Tesla rival. It’s since followed it up with the larger seven-seat EV9, and, more recently, the smaller EV3 and EV5. Of that bunch, the EV5 may turn out to be the most important.

Why? Because while the EV6 is a solid product, it doesn’t follow the traditional SUV formula—it has a more coupe-like styling that puts it somewhere between a crossover and a hatchback. That’s where the EV5 comes in. It’s a more conventionally shaped, all-electric compact SUV, and it undercuts the best-selling Tesla Model Y on price in many markets. To find out how it performs day to day, we spent a week living with the entry-level EV5 Air Standard Range model.

QUICK FACTS

Photos Brad Anderson/Carscoops

Bargain Price

Perhaps the most important thing about the new EV5 is its price. For many years, legacy brands couldn’t compete with Tesla on that front. Then, new competitors from China started to undercut Tesla’s offerings. The EV5 has done the same thing.

In Australia, prices for the EV5 start at AU$56,770 (~$33,500), including all on-road costs. That makes it significantly cheaper than the entry-level Model Y Rear-Wheel Drive, which carries a AU$64,347 (~$40,300) tag. This also means the EV5 is far cheaper than the EV6, which is priced from AU$78,564 (~$49,200). Indeed, even the flagship EV5 GT-Line, starting at AU$75,990 (~$43,600) is cheaper than the base EV6. It seems inevitable that the EV5 will poach sales from its sibling.

Unfortunately, though, Kia has no plans to sell the EV5 in the United States.

FWD And AWD Options

Three different powertrain configurations are available. The base model, which we tested, has an electric motor at the front axle, rated at 215 hp (160 kW) and 229 lb-ft (310 Nm) of torque. This motor receives its juice from a 64.2 kWh lithium-iron-phosphate battery and has a claimed WLTP driving range of 400 km (249 miles).

Review: 2025 Kia EV3 Makes Everything We Love About The EV9 More Affordable

To put that into perspective, the cheapest Model Y has a quoted range of 466 km (290 miles). However, Kia buyers who aren’t satisfied with 400 km (249 miles) of range can opt for the 2WD Long Range version, which retains the same 215 hp (160 kW) motor, but uses a large 88.1 kWh battery. This model boosts the range to 555 km (345 miles), and yet, at AU$63,990 (~$40,100), it’s still cheaper than the Tesla.

The EV5 is also sold in Earth AWD Long Range and GT-Line AWD Long Range versions. This models add a 94 hp (70 kW) and 125 lb-ft (170 Nm) motor to the rear axle, resulting in a combined 308 hp (230 kW) and 354 lb-ft (480 Nm). They have the same 88.1 kWh pack, but the range drops to 500 km (311 miles) for the Earth and 470 km (292 miles) for the GT-Line. On paper, then, the EV5 sounds like the perfect electric family SUV.

Photos Brad Anderson/Carscoops

Basic Interior, But Good Tech

Stepping into the EV5 for the first time, there’s no mistaking that this is a base model. But, for most, it will be more than adequate.

Sharp lines and edgy surfaces dominate the design of the cabin. This is most apparent with the dashboard itself, which is very striking. Unfortunately, almost the entire dash is made from hard black plastic, with not a square inch of soft-touch material in sight. It’s a similar story with the door panels. Other than the small arm rests and material near the door handles, the entire door is hard black plastic.

Fortunately, the seats feel a little more premium, neatly combining soft leather inserts and cloth accents. They’re soft, supple, and hugely supportive. Nice headrests, similar to those found in the EV9, are also featured.

Photos Brad Anderson/Carscoops

Several other parts have been borrowed from the EV9, including the four-spoke steering wheel and the same volume slider and physical switches for the fan speed and temperature control. All EV5 models also come standard with a panoramic display, combining a 12.3-inch digital gauge cluster and a 12.3-inch infotainment screen. There’s also a 5-inch screen for the climate control between those two 12-inch displays.

More: Check Out The New Kia EV5 From Every Angle As Global Exports Begin

The center console of the EV5 is one of its biggest talking points. Rather than installing a normal item, Kia has extended the material from the front passenger seat across the center of the cabin, making it look like there are three seats up front. There’s then a large armrest and some open storage compartments lower down in the console. It looks pretty cool but has no advantage over a normal console. In fact, it’s worse, as there’s no covered storage area. Not even the chunky armrest opens up to provide any storage.

Fortunately, space at the front is ample and both screens work well, while Wireless Apple CarPlay and Android Auto are supported. The second row also offers heaps of space. Unlike the EV6 which has a sedan-crossover body style limiting headroom, the EV5 stands much taller, benefiting rear passengers. It’s also a lot roomier than a Model Y. I’m 6’2” and I had roughly 2 inches of headroom and 4 inches of legroom in the back with the driver’s seat in my preferred position. That means the EV5 is plenty big enough for families. There are also individual air vents in the pillars and USB-C ports on the back of both front seats.

The positives don’t stop there. Much like Honda’s ‘Magic Seats,’ the backrests of the EV5’s rear seats are hinged to the bases, allowing them to be folded down perfectly flat. There’s plenty of carrying capacity at the rear, too, with a rated 513 liters (18.1 cubic-feet) of cargo capacity with the rear seats up.

Photos Brad Anderson/Carscoops

A Good Daily For The Family

As the EV5 represents a new era of affordable electric vehicles from Kia, it perhaps should come as no surprise that it doesn’t quite feel as polished as the EV6. Even still, it’s pretty good.

Compared to a Sportage, the EV5 rides noticeably firmer. It’s not uncommon for EVs to ride more harshly than their ICE rivals, and weighing in at 1,910 kg (4,210 lbs), the base EV6 is 402 kg (886 lbs) heavier than the entry-level Sportage. As a result, it can feel a little bumpy and unsettled across changing road surfaces.

Those who place an emphasis on driving experience should also be aware that the front-wheel drive EV5 has hot hatch levels of torque steer, even at 70% throttle. With 215 hp (160 kW) and 229 lb-ft (310 Nm), it’s not particularly powerful, but that grunt does tug at the wheel when accelerating in a straight line or while cornering. But, for most drivers, who will rarely ever press the throttle more than 50%, it’s a non-issue.

In wet conditions, the EV5 really struggles to put its power to the ground. Just look at the throttle the wrong way, and the traction control system will quickly cut power, trying to stick the tires to the pavement. Turn off the traction control and the EV5 will furiously spin up its inside front wheel while exiting corners, leaving a thick black line in your wake. The choice of tires is partly to blame for this. They are Nexen Roadian GTXs that simply aren’t up to the task.

Read: US Won’t Get The Kia EV5, But The K5 Might Stick Around For Longer

Overall, this is not an EV that wants to be driven in an aggressive manner. Instead, it responds much better to soft and smooth inputs and remains well-insulated from outside noise even at highway speeds. The steering is light and direct, and as with other EVs from Hyundai and Kia, the braking is excellent. In fact, it’s impossible to detect when the mechanical brakes take over from the regenerative ones.

The level of regen can be adjusted with the paddles behind the steering wheel, and there is a one-pedal driving mode that works brilliantly. From behind the wheel, the EV5 does feel quite big, even though it’s almost exactly the same size as a Sportage, but it remains easy to place on the road.

The EV5 needs roughly 8.5 seconds to hit 100 km/h (62 mph) in this guise, which feels more than adequate.

Unlike most other Hyundai and Kia EVs, the EV5 does not use the group’s E-GMP platform and instead, is underpinned by the cheaper N3 eK 400-volt system. This means it’s capped at 140 kW peak charging speeds, and thus needs 36 minutes to charge from 10-80%. During our time with the EV5, we averaged 17.6 kWh/100 km, and depending on how you drive, eking 249 miles (400 km) out of the battery is definitely achievable.

Photos Brad Anderson/Carscoops

Verdict

As a family SUV, the EV5 feels mostly well-resolved. In this base form, it does not have the same dynamic prowess as the EV6, nor even the much larger EV9 GT-Line, and there are areas of the cabin where it’s clear Kia has tried to save some money. However, at this price point, the EV5 doesn’t really have any compelling rivals that aren’t from China. Even the uninspired Toyota bZ4X is roughly AU$10,000 (~$6,200) more expensive.

We’ve yet to drive the new Model Y, but if the old model is anything to go by, I suspect the new one will ride better and be more enjoyable to drive than the EV5. However, the cabin of the Kia is far more expansive, and for most family buyers, that’ll be more important than having fun behind the wheel.

Photos Brad Anderson/Carscoops

For years, Icon 4×4 has been quietly setting the gold standard for restomodded Ford Broncos, fusing vintage charm with modern hardware in a way few shops can match. But in an industry increasingly swept up in the electric tide, even Icon couldn’t hold out forever. After logging more than 5,000 hours of development, the California-based builder has officially launched its first electric Bronco program.

Read: Icon 4×4’s Ford Bronco BR Old School Edition Is Pure Vintage Glory

Obviously, there will be many classic Bronco enthusiasts who have absolutely no interest in turning their trucks into EVs, but, for some, the ease of use provided by an electric powertrain may be too hard to ignore. Icon’s electric Bronco uses a 400-volt electrical architecture and a large 105 kWh battery pack.

Power That Moves, Range That… Sort Of Follows

A pair of electric motors send power to all four wheels, delivering a combined output of over 500 horsepower and 440 lb-ft (596 Nm) of torque. That’s more than enough to make this vintage bruiser feel genuinely quick, something early Broncos were never accused of.

In fact, the EV version sprints from 0 to 60 mph (96 km/h) in just 4.5 seconds. That’s sports car territory. What’s less thrilling is the range. Even with a hefty 105 kWh battery, Icon estimates just 175 to 200 miles (282 to 320 km) on a full charge. Not exactly the stuff of cross-country road trips. The irony of a “go-anywhere” truck with a range that makes you think twice about venturing too far isn’t lost on us.

Naturally, the powertrain is just one part of the equation. Like all other Icon projects, the company has reworked the chassis with high-spec gear, including Brembo brakes, adjustable Reiger suspension, and Currie axles with a locking front differential. While exact charging speeds aren’t spelled out, Icon says the Bronco can charge from 20 to 80 percent in under an hour. There’s also a 6.6 kW onboard Level 2 charger for at-home top-ups.

The first electric Bronco, dubbed “Blue Star,” wears a bright blue paint job and a fully refreshed interior. Icon has modernized the cabin materials and layout while managing to preserve the truck’s retro soul, a balance it’s become known for.

As for the price? That’ll stop you faster than the Brembos. The Special Limited Edition version, limited to just 10 units, starts at a hefty $449,000. That makes it one of the most expensive classic Broncos out there—electrified or otherwise. For that kind of money, you could be shopping for a Ford GT, one of the brand’s most iconic performance cars.

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