Kia’s 80th anniversary Meta Turismo GT concept wasn’t just a nostalgic design exercise; it was an absolute mic-drop moment. With its futuristic, yet 1960s concept-inspired lines and EV underpinnings, it offers a tantalizing glimpse at where Kia’s performance ambitions could be heading. 

See: The Future Eclipse You Really Want But Mitsubishi Won’t Touch

That got us thinking. Now that the Stinger has officially bowed out, and with Kia in need of a new halo model, what would a production-ready Meta Turismo actually look like? Here’s our take imagined as what could be called the EV8 GT.

Opposites Unite

Soft forms clashing with angular geometry: that’s how Kia describes its ‘Opposites Unite’ design language. In this imagined production model, the concept evolves into something more grounded yet still sharp, mixing vintage concept wedge proportions from the 1960s with flashes of Lamborghini aggression.

Also: A Z-Powered Coupe Could Be The Comeback Infiniti Needs

Up front, the Meta concept’s face has been reworked to better align with Kia’s current design language, featuring a low-set tiger nose and an active lattice grille. Carbon fibre is used generously across the front splitter, side skirts, and hood strakes, which flow cleanly into the wing mirrors.

Viewed from the side, our EV8 GT study is defined by a fastback roofline and cab-forward stance. While the angular side surfacing remains the same, we’ve added flush door handles and traditional pillars. Around the back, the rear is more restrained with halo-effect LED light bar, and a functional diffuser.  

The Inside Take

The Vision Meta Turismo concept’s interior.

The cabin of the Meta Turismo concept is decidedly dramatic, but for production, it would be dialed back without losing its focus on the driver. Key elements like an augmented reality head-up display and smart glass would remain, while the overall layout would feel more grounded.

We’re also anticipating deeper AI integration, including conversational voice interfaces and tools like ChatGPT.

Stinging Performance

Hyundai Motor Group’s tried-and-true E-GMP architecture would be the obvious choice as a platform, as it offers 800-volt capability and Vehicle-to-Load (V2L) and Vehicle-to-Grid (V2G) functionality. Handling-wise, the GT sports adaptive damping, torque vectoring, and rear-biased all-wheel drive to balance ride comfort with canyon-carving prowess.  

Kia’s dual-motor setups are capable of 650 horsepower (478 kW) and 568 lb-ft of torque. We expect the EV8 GT to surpass this, with a 0-60 mph performance closing in on the 3-second mark. Like Hyundai Group’s other performance EVs, there will be simulated gear shifting and synthetic noise generation to accompany its rapid pace. 

See: The Two-Door Land Cruiser FJ Toyota Should’ve Built But Didn’t

In a perfect world, solid-state batteries would make an appearance, yet commercial reality for this chemistry still appears a long way off. A safer bet would be a 100 kWh Li-Ion Phosphate (LFP) battery pack good for an WLTP range of over 435 miles (700 km).

Amped Alternatives

If Kia greenlights the EV8 GT, it won’t be entering a quiet market. Potential rivals includethe Polestar 5, Tesla Model S, Xiaomi SU7, Huawei’s Luxeed S7, Lucid Air, and Audi A6 e-Tron.

Now it’s your turn. Should the Meta Turismo concept evolve into Kia’s next Stinger? Share your thoughts in the comments below.

Electric vehicle sales may be cooling off with the rollback of government incentives in the United States, but Hyundai isn’t lifting its foot off the pedal just yet. In fact, it’s charging ahead with its most compact EV after the Inster. Named the Ioniq 3, this practical five-door hatch slots below the Ioniq 5 and Ioniq 6 in both size and price.

Read: Audi A4 Returns With Concept TT Styling To Give BMW Something To Worry About

Previewed by the recent Concept Three, the Ioniq 3 could become one of Hyundai’s most significant global EVs, combining affordability with everyday usability. Camouflaged prototypes have already been spotted testing out in the open, hinting that an official debut is just around the corner. Here’s a look at everything we know so far.

Striking the Middle Road

Unlike its larger siblings, the Ioniq 3 avoids polarizing the public with a look that’s easier on the eye. Prototypes confirm that it retains the Concept Three’s coupe-like proportions, although the front fascia is toned down with more conventional battery-cooling intakes and slim pixel DRLs split from the main headlamps underneath. 

From the profile, it trades the concept’s slim-frame windows for clamshell items (welcome back to the 90s). Elsewhere, it’s a clean, uncluttered profile with smooth surfacing and intersecting lines drawn from Hyundai’s ‘Art of Steel’ design language.

The rear features a high-mounted full-width tail light cluster with LED pixel elements and a split-glass hatch configuration similar to that of Toyota’s Prius. The concept’s translucent aero elements and wild lower diffuser won’t make the cut, yet it still sports a subtle spoiler.  

A Tech-Focused Interior

SH Proshots

In a significant departure from Hyundai’s existing lineup, the cabin offers an all-new experience with a separate digital instrument cluster and a large Tesla-style infotainment display.

Also: BMW’s Largest SUV Is About To Get A Lot More Interesting

The screen runs Hyundai’s new Pleos Connect system, which is built on Android Automotive OS, bringing cloud-based user profiles (allowing owners to download features on demand) and conversational voice control for navigation and other vehicle functions.

Importantly, spy shots confirm the presence of physical buttons for HVAC controls below the infotainment screen. Elsewhere, the 5-seat cabin follows the same design theme as other Ioniq models, with minimalist door cards and ovoid trim elements. 

Other highlights include Apple CarPlay Ultra compatibility, ambient lighting and enhanced Level 2 driver assistance.

Platform, Powertrain, and Battery 

While key specs remain under wraps, we know the Ioniq 3 will ride on a pared-down version of the E-GMP platform. Unlike the 800-volt architecture used in the Ioniq 5 and 6, this model runs a 400-volt system, helping to keep costs in check.

It shares much of its underpinnings with the upcoming Kia EV4, meaning a single-motor, front-wheel-drive layout is expected at launch, delivering 201 hp (150 kW). A dual-motor setup may follow in a potential N performance trim.

SH Proshots

Two Lithium-ion NCM battery configurations are said to be on the cards, with the smaller packing coming in at 58 kWh, while the larger one muscles up 81.4 kWh. The latter should be good for a range estimate of 390-400 miles (628–644 km), and both offering V2G (vehicle-to-grid) and V2L (vehicle-to-load) capabilities. 

Rivals and Reveal

Key rivals include Kia’s EV3 and EV4 (essentially an Ioniq 3 in different clothing), Volkswagen ID.3, Cupra Borne, Peugeot e-308, Mini Aceman Electric, MG4, BYD Dolphin, and Skoda Enyaq.

See: Kia’s Smallest EV Could Become One Of Its Most Thrilling Performance Models

With thin camouflage and key interior tech already known, we expect a full debut within the next six months and a global rollout by 2027. North American availability? Sorry folks, as this will be built in Turkey, it won’t be offered in the States.

Should Hyundai bring the Ioniq 3 to the USA? We’d love to hear your views in the comments below.

Mazda has been busy polishing its lineup of straight-six-powered crossovers, pouring attention into its larger and more profitable models. Yet, as the Hiroshima brand shifts focus to electrification and SUVs, the rest of its range has been quietly gathering dust.

Future Cars: Nissan’s 2027 Versa Could Prove Cheap Doesn’t Have To Mean Boring

Apart from the refreshed CX-5 and a few Chinese-sourced EVs, not much has been happening in Mazda’s compact corner. And the silence surrounding a successor to the 3 has been deafening, with no sign of it anywhere in the brand’s future product roadmap.

Reports suggests the compact offering won’t see light beyond 2026, which, if true, is an utter shame for a company that once prided itself on fun-driving sedans and hatchbacks. Has Zoom-Zoom transitioned into the land of doom?

Could China Keep the 3 Alive?

When Mazda axed the long-serving 6 sedan and wagon, many thought it would be replaced by a rear-drive, inline six proposition to compete with BMW M340i and Audi’s S4.

That dream never materialized. Instead, select markets such as Europe and Australia received the Deepal-based Mazda 6e/EZ-6, while North America was left out of the equation.

This begs the question: could the 3 see the same fate and become another Deepal-derived product? After all, it would make sense as Mazda is a small player compared to many of its rivals, leaning into Changan’s portfolio helps keep development costs in check. 

Also: New Mazda 6e Costs Twice As Much In Europe As It Does In China

Adding weight to the theory are recent trademark filings for the Mazda3e in Australia, the UK, and Europe, while the Chongqing-based automaker has also unveiled its smaller L06 sedan under the newly formed China Changan Automobile Group.

While purely speculative at this point, Deepal’s L06 could very well underpin the first-ever Mazda3e. Curious as to what form it could take? Let’s look at what we can expect.

An Electrified Twist

If Mazda takes the same route as the 6e, the 3e would borrow Deepal’s existing hardware. The L06 itself is set to launch in two forms: a range-extended hybrid (EREV) and a fully electric variant.

The EREV pairs a 97 hp 1.5-litre naturally aspirated engine with a 28.39 kWh LFP battery and a 190 kW (255 hp) electric motor on the rear axle. It offers an EV-only range of 180 km (about 112 miles) on the WLTP cycle, while the internal combustion engine’s fuel consumption is rated at 4.38 litres per 100 km, or roughly 54 mpg.

The electric version of the Deepal L06 is equipped with a single rear axle motor that produces 268 hp (200 kW). This variant will offer two battery packs, a 56 kWh battery and a larger 69 kWh pack with a range of 416 miles (670 km).

Interior Smarts

Inside, expect a more premium aesthetic compared to its Deepal donor car, and (annoyingly) the all-screens trend as seen in the new CX-5 and EZ-60 SUVs.

A 3-nanometre automotive-grade cockpit chip will help power the 50-inch AR-HUD (Augmented Reality Head-Up Display, infotainment, and Level 2+ driver assist systems, with the latter benefiting from standard LiDAR fitment.

Read: Mazda’s Global $16,800 Chinese SUV Makes America’s Cheapest Cars Look Overpriced

It has more space, too. Measuring 190 inches (4830 mm) in length, the sedan is notably longer than the current Mazda3 and just a whisker shorter (and wider) than the discontinued 6. This increase repositions it into a larger segment, which will help remedy one of the 3’s most significant shortfalls: tight rear seating.

Kodo Design

Our artistic interpretation of the Mazda 3e retains the automaker’s Kodo design language but keeps the donor car’s glasshouse and doors. The front end is an evolution of the Mazda 6e, with an illuminated front panel flanked by split-tier headlamps and active grille shutters in the lower portion of the bumper.

More: BMW’s New iX4 Could Finally Give The Model Y Something To Worry About

The side profile sports curvaceous sheet metal, semi-flush door handles and a coupe‑like roofline. Love or hate it, the LiDAR unit sits at the top of the windscreen, while out back, the sports a rear diffuser and full‑width taillight strip with circular elements.

Final Thoughts

It’s worth noting that Mazda has yet to confirm whether the current 3 will receive another generation or if a reskinned Changan product will replace it.

If the latter comes to fruition (likely in the next 24 months), the Tesla Model 3 rival will be off the cards for North American consumption. Still, it will rival a variety of electrified options like Hyundai’s Ioniq 6 and BYD Seal in European and Asia Pacific markets.

Should Mazda tap into its Changan joint venture for the next 3? Share your views in the comments below.