Opel has just lifted the veil on an intriguing concept that it teased last week, though it is not a new high-performance model that consumers will be able to buy. Instead, the one-off Opel Corsa GSE is the latest Vision GT creation that’ll be added to Gran Turismo 7 later this year.

Like other Vision GT cars, the Corsa GSE goes far beyond what Opel would actually sell to the public – both in terms of design and performance.

Read: The Most Powerful Opel Ever Comes With A Shocking Price Tag

Regarding the powertrain, it has fitted two electric motors, one at each axle, that deliver a combined 789 hp (588 kW / 800 PS) and 800 Nm (590 lb-ft) of torque. It has also been imagined with an 79 hp (59 kW / 80 PS) overboost function that can be used for four-second bursts and needs 80 seconds to recharge.

The wild hot hatch accelerates from 0-62 mph (0-100 km/h) in just 2.0 seconds, and has a top speed of 200 mph (320 km/h). Providing the motors with their juice is an 82 kWh battery pack. Opel says that the car’s lightweight construction results in it weighing just 1,170 kg (2,579 lbs).

Visually, the Opel Corsa GSE Vision Grand Turismo features bespoke parts which allow it to sit lower and wider than the current Corsa, despite having a similar footprint. Key design details include the flared arches, the latest iteration of the Vizor grille, and the combination of a large rear wing and pronounced diffuser.

The interior is just as radical and includes a lightweight driver’s seat with six-point seatbelts and sensors that alert the driver to other vehicles on the road. If a car enters the car’s blind spot, a warning will appear through the special illuminated fabrics on the dashboard and door inserts.

More: Opel Built An Electric SUV That Might Make Hot Hatches Nervous

While this will remain firmly a concept, Opel notes that it serves as a “preview of upcoming GSE models”. This might include a hot hatch version of the next Corsa, following the example of the fully electric Peugeot E-208 GTI. The brand recently relaunched its performance sub-brand with the Opel Mokka GSE that pumps out 278 hp (207 kW / 280 PS) and 255 lb-ft (345 Nm) of torque, enough to send the EV to 62 mph (100 km/h) in 5.9 seconds.

A New Corsa Is Coming Soon

The Opel Corsa, currently in its sixth-generation, is a sibling to the Peugeot 208. The next iteration is expected to debut in 2026, riding on the STLA Small underpinnings. As with its predecessor, the subcompact hatchback will likely offer a choice between gasoline, mild-hybrid, and fully electric powertrains.

Styling-wise, the production model will borrow a few cues from the wild Corsa GSE concept like the slimmer Opel Vizor grille at the front. However, it will adopt a more conventional five-door bodystyle which is the new norm in the segment, doing without the oversized aero of the track-focused concept.

Stellantis

This may look just like any other Land Rover Defender 110 restomod, right? Wrong. While it shares the familiar rugged looks of many restored Defenders, ECD Automotive’s Project Powder Keg has traded its traditional drivetrain for a fully electric setup, meaning its new owner will be able to go off-roading in complete silence.

However, they better not stray too far from civilization, as the special Defender only has a driving range of “up to” 200 miles (about 322 km).

Read: Classic Land Rover Packs 700 Hp And A Manual Gearbox Just To Show Up The Defender

The transformation centers on ECD’s Electric Direct EV drivetrain, which replaces the traditional combustion setup with an 84 kWh battery pack and an electric motor producing 300 horsepower and 368 lb-ft (499 Nm) of torque.

Eager to retain as much of the original model’s off-road credentials, the company allows it to be driven in two- or four-wheel drive. Charging from 10-80 percent is said to take less than an hour.

Subtle Exterior Mods

When viewed from the outside, there’s little to give away the Defender’s new powertrain, other than the notable absence of any exhaust pipes. It has been finished in Bonatti Gray with Shadow Black accents and includes a six-point external roll cage. A new A-bar bumper has then been added to the front, supporting a Warn winch.

A pair of new front-facing LED lights has also been attached to the roof, while found at the rear are additional lights, a steel bumper, and a new spare wheel.

No restomodded Defender would be complete without a revised interior, so that’s exactly what the Project Powder Keg has. It’s been equipped with Recaro Orthoped seats clad Veluto Pelle leather. Also fitted is a new Exmoor Evander steering wheel, custom gauges, billet aluminum accents, and a modern infotainment display.

There’s no word on how much the Land Rover’s overhaul cost, but if you have to ask, you’re probably not in the market for something like this.

Audi models with the S badge sure as special. Sure, they aren’t as quick or as thrilling as RS-badged models, but they offer a good mix of performance, comfort, luxury, and premium German build quality.

One of the more recent additions to Audi’s range of S-branded models is the SQ6 e-tron. First unveiled last year, it sits atop the all-electric Q6 e-tron family and serves as a rival to the likes of the Porsche Macan 4S, Mercedes-AMG EQE 53, and even lower-end versions of the Lotus Eletre.

Does the SQ6 e-tron feel fitting of the S badge and is it a legitimate top contender in its segment? To find out, I recently spent a week living with a blacked-out example. It revealed itself to be a strong all-rounder, but it did have a few niggles.

QUICK FACTS

Photos Brad Anderson/Carscoops

The Powertrain

In Australia, prices for the 2025 Audi SQ6 e-tron start at $151,400 (~$98,200), while in the US, it’s available from $72,900. On paper, the specs are very impressive.

All SQ6 e-tron variants, regardless of market, come standard with a 100 kWh lithium-ion battery pack which sends power to a pair of electric motors that combine to produce 360 kW (483 hp), or 380 kW (510 hp) with launch control enabled. The front motor also delivers 275 Nm (203 lb-ft) of torque, while the rear motor is good for 580 Nm (423 lb-ft). According to Audi, the SQ6 e-tron can run to 100 km/h (62 mph) in 4.3 seconds, or 60 mph (96 km/h) in 4.2 seconds.

Audi says the SQ6 e-tron can average between 17.5 – 18.6 kWh/100 km over the combined cycle and is good for a WLTP range of 568 km (353 miles). However, as I found out, both of those claims seem extremely ambitious.

Photos Brad Anderson/Carscoops

A Cabin Dominated By Screens

The SQ6 e-tron has Audi’s latest generation of interior, also featured in the new Audi A5 models. It has both its strengths and weaknesses.

Immediately standing out are the three massive screens. An 11.9-inch digital instrument cluster and a 14.5-inch MMI infotainment screen are housed within a curved panel, while a 10.9-inch touchscreen is positioned in front of the passenger.

Read: Audi’s Electrifying Crossover Coupe Arrives With A 509 HP Range-Topper

Like other Audi models sporting s virtual cockpit, the cluster is highly configurable and one of the best in the business. Similarly, the central infotainment screen is excellent, well shielded from the sun and provides snappy responses to inputs thanks to the Android Automotive operating system it uses; moreover, it also includes wireless Apple CarPlay and Android Auto as standard.

Photos Brad Anderson/Carscoops

The passenger screen offers plenty of functions, too, like displays for the navigation, entertainment system, and passenger-specific settings, including for the massaging seats. Speaking of the seats, they are trimmed in beautiful leather with electric adjustment and heating. However, the lack of ventilation seems like a glaring omission at this price point.

Elsewhere, the SQ6 e-tron comes standard with plush Alcantara across the central part of the dashboard and door cards. On the downside, other than the Alcantara and the fancy capacitive switchgear on the driver door for the lights, mirrors, and seat settings, the doors feel cheap. They are clad primarily in hard black plastic. Audi hasn’t even bothered to redesign the door handle trimming, leaving a blank plastic button that in older models housed the door lock and unlock buttons. I was also disappointed not to find any metallic speaker grilles, particularly since the model we tested came with a fancy Bang & Olufsen system.

The same piano black console is featured as in other new Audis. As we’ve come to expect, it looks nice when it’s clean, but it is prone to scratches. The steering wheel also has capacitive buttons that are a nightmare to get used to. On the plus side is a nice ambient lighting system that extends beneath the base of the windshield, comes with a charging display and even flashes when you switch on an indicator.

Overall, space and comfort in the front are good, but it’s obvious some cost-cutting measures have been made. The second row offers plenty of space and feels very airy thanks to the panoramic glass sunroof. But it’s a shame that climate control settings at the rear are limited to switches for the heated seats and fan speed controls.

Audi says the SQ6 e-tron can carry 526 liters (18.5 cubic-feet) of cargo in the rear, or 1,529 liters (53.9 cubic-feet) with the rear seats folded down. There’s also a small storage area in the frunk, but charging cables take up most of the available space.

Photos Brad Anderson/Carscoops

Quick And Agile, Like An Audi S Should Be

With up to 380 kW (509 hp) on tap, it should come as no surprise that the SQ6 e-tron feels pretty nifty in a straight line. With launch control enabled, I was easily able to match the claimed 4.3-second sprint to 100 km/h (62 mph). Much like the RS e-tron GT, it feels as if it starts to pull harder the faster you’re going. However, unlike the e-tron GT, the SQ6 e-tron doesn’t have a two-speed transmission.

Accompanying the acceleration is a spaceship-like soundtrack when you’re in Dynamic mode, which took me by surprise the first time. Similarly, I was surprised to see that as you accelerate, the speed reading on the head-up display begins to zoom in and grow bigger, adding a fun piece of theater to the experience.

Nevertheless, as impressive as the SQ6 is in a straight line, it’s around corners where it really shines. Despite tipping the scales at a portly 2,425 kg (5,356 lbs), it handles incredibly well and feels very agile. This is no doubt due in large part to how brilliantly Audi has optimized the feel of the electric power steering, giving it the perfect amount of weight.Contributing to the SUV’s handling are the grippy Bridgestone T005 tires.

Photo Credits: Brad Anderson/Carscoops

As with other Audi EVs, the SQ6 e-tron has paddle shifters behind the steering wheel to adjust the level of brake regeneration. For the most part, both the mechanical brakes and the regen work well. However, I frequently heard a clunking sound originating from the rear of the SUV when I quickly lifted off the throttle and touched the brakes, primarily when the SQ6 was still cold. It was a little disconcerting and should have been picked up during the vehicle’s development. It’s possible, though, that it was only something impacting the particular vehicle I tested.

Review: The Audi e-tron GT Is The Sports Sedan Electric Cars Forgot

Some of the driver-assistance systems also leave a little to be desired. For starters, unlike other markets, in Australia the SQ6 e-tron does not have any active lane centering. This is a glaring omission for a vehicle that costs AU$80,000 (~$51,800), let alone one that costs almost twice as much. Additionally, I experienced a couple of hiccups from the rear collision avoidance system when, while I was safely reversing into a parking space, it suddenly slammed on the brakes, seemingly thinking I was about to hit something, even though I wasn’t.

Efficiency and Charging

Efficiency isn’t the SQ6 e-tron’s strong suit – not that that comes as much of a surprise. During my week with it, I averaged 22.4 kWh / 100 km,despite primarily driving in Efficiency mode with regen on full, and occasionally also driving in ‘B’ mode to enable one-pedal driving. That’s worse than the 21.4 kWh / 100 km I averaged in the Lotus Eletre a few months ago, despite it being larger, heavier, and having more power. This reduces the Audi’s real-world range closer to roughly 450 km (280 miles).

On the plus side, the SQ6 e-tron’s 800-volt architecture supports DC fast charging speeds of up to 270 kW. That means it can charge from 10-80 percent in just 21 minutes. It also comes with an AC fast charger that can plug into a standard household socket. However, Australian-delivered models include the installation of a 7kW home charger as part of the purchase price, plus a one-year Chargefox public charging subscription, so that’s a nice perk.

Much like the e-tron GT, Audi has also fitted charging flaps on both sides of the SQ6 e-tron, making public charging that little bit easier.

Photos Brad Anderson/Carscoops

Verdict

From a performance standpoint, the SQ6 e-tron certainly feel like a true Audi Sport product. It’s seriously quick in a straight line and handles great for an SUV that weighs this much. Sure, it lacks the emotion of something like a petrol- or diesel-powered SQ5, but that’s part and parcel with high-performance EVs nowadays.

The dynamics are excellent, as is the steering and braking. Plus, you get the space and practicality that comes with an SUV. If all of the niggles were ironed out, it would be superb.

Six months after making its first appearance in Europe, Mazda’s new 6e sedan has landed in local showrooms. Known for turning out some of the most stylish vehicles in the mainstream market, Mazda may have raised the bar again with this one. The 6e is arguably the brand’s most visually striking sedan yet, even if it isn’t entirely homegrown. Beneath the sheet metal, it shares its underpinnings with a Chinese-market vehicle.

Get Ready For A Price Shocker

We’ve previously taken a close look at the EZ-6, the Chinese counterpart to the 6e, highlighting its affordability in its home market. There, the fully electric version starts at 159,800 yuan and tops out at 181,800 yuan, which converts to roughly €20,700 to €23,600 or $22,500 to $25,500, depending on the trim level. That makes it a serious bargain compared to what European buyers are asked to pay.

Read: Mazda’s Sportier 6e Sedan Launches In China With A Price Tag That Feels Like A Typo

In Europe, the 6e is sold exclusively as a fully electric sedan, since the range-extender variant offered in China won’t be available here, at least for now. In Germany, pricing begins at €44,900 ($49,000) for the Takumi trim. Stepping up to the Takumi Plus adds features like a panoramic roof, wood interior accents, and partial Nappa leather upholstery, bringing the price to €46,900 ($51,200).

Even accounting for spec differences and local taxes, that’s well over double the starting price of the Chinese version – 2.17 times higher, to be exact. The stark contrast underlines just how aggressively priced the EZ-6 is in China, and how much more European buyers are expected to spend on what is essentially the same car.

For comparison, Tesla’s Model 3 ranges from €39,990 (around $43,600) for the RWD version to €49,990 ($54,500) for the Long Range AWD, and tops out at €58,490 ($63,800) for the Performance model in Germany. Meanwhile, BMW’s i4 eDrive40 Gran Coupe starts at €60,600 (approximately $66,100).

Electric Range and Powertrain Options

Now reaching dealerships across the region, the Mazda 6e is available in two forms. The standard pure EV features a 68.8 kWh battery, offering a driving range of up to 279 miles (479 km). Power comes from a single rear-mounted electric motor delivering 255 hp (190 kW) and 236 lb-ft (320 Nm) of torque.

While its range won’t set any new benchmarks, it should be more than adequate for typical daily driving unless regular long-distance travel is involved. Those who do can opt for with an 80 kWh battery, which boosts range to 343 miles (552 km).

Typically, EVs with larger battery packs pair them with more powerful motors, but that’s not the case here. In fact, the Long Range model makes slightly less power, with a single rear motor producing 242 hp (180 kW) and the same 236 lb-ft (320 Nm) of torque. Both versions manage a 0–62 mph (0–100 km/h) time under eight seconds and reach a top speed of 109 mph (175 km/h).

To EV owners, of course, charging speed is of more importance than outright performance. The 68.8 kWh version supports peak DC charging speeds of 200 kW, meaning it can get from 10-80 percent in just 22 minutes. Curiously, the Long Range version charges considerably slower as it is capped at a 95 kW peak. That means a 10-80% charge will take roughly 45 minutes, or double the cheaper model.

It’s worth noting that Europe won’t be getting China’s range-extender EZ-6 variant, which features a 1.5-liter setup producing 215 hp (218 PS / 160 kW) to feed the battery.

A Clean and Comfortable Cabin

Tech specs aside, it’s not just the exterior of the 6e that looks good; Mazda has also done a fine job with its interior. Yes, it will be a little too minimalist for some, but the steering wheel looks great, the floating center console has a premium aesthetic, and the infotainment screen is massive. There’s also a digital instrument cluster, a wireless smartphone charger, ambient lighting, and a mixture of leather and soft-touch Alcantara for the upholstery.

Now, many EVs currently on sale may offer more in certain areas than the 6e but, let’s face it, apart from logic, in many cases emotion plays a big role in choosing your next ride. If the Mazda’s sexy design can’t convince a sufficient number of buyers (who never leave the tarmac) to get it instead of an SUV, then that bodystyle may indeed be consigned to history books after all.

John Halas contributed to this story

Many of the new electric car manufacturers emerging from China are sub-brands of major conglomerates, such as Geely, Chery, GAC, and GWM, among others. Leapmotor is a little different. Just like Nio and Xpeng, it was formed as an independent startup in 2015, eager to crack into the then-emerging electric vehicle space.

That independence shifted somewhat in 2023, when Stellantis acquired a 20 percent stake in the company for $1.8 billion. The following year, the two formed a joint venture, giving the group a 51 percent share and exclusive rights to export, sell, and build Leapmotor EVs outside China.

The brand’s first model, the S01, was unveiled in late 2017, and like so many other Chinese cars launched before 2020, it wasn’t what anyone would consider desirable. However, the EV space has made significant progress since then, as has Leapmotor, which now boasts several interesting models in its lineup. One of them is the C10.

First unveiled in late 2023, the C10 arrived in Europe and Australia in late 2024, serving as a direct rival to the Tesla Model Y, Geely EX5, and Kia EV5. Can it possibly be any good?

QUICK FACTS

Photos Brad Anderson/Carscoops

Any new entrant into the EV market has to be priced competitively if it wants buyers to take notice, so it’s a good thing Leapmotor has done just that with the C10. In Australia, it’s sold with a single EV powertrain and a newly-launched range-extender EV option, combining a 28.4 kWh battery and a 1.5-liter petrol engine. We recently lived with the flagship C10 Design with the BEV powertrain.

Prices for the EV start at AU$45,888 (~$30,100) for the entry-level Style and rise to AU$49,888 (~$32,800) for the C10 Design, before on-road costs. Factor those in, and you’re looking at around AU$55,000 (~$36,100). That undercuts the base Kia EV5 by about AU$2,000 (~$1,300) and the Tesla Model Y by nearly AU$10,000 (~$6,600).

All BEV C10 feature the same 69.9 kWh lithium-iron phosphate (LFP) battery and a single electric motor. This motor delivers 215 hp (160 kW) and 236 lb-ft (320 Nm) of torque. It drives the rear wheels, unlike the single-motor Kia EV5, which is front-wheel drive. Leapmotor quotes a driving range of 420 km (261 miles) on a charge, which is okay, but not great. Charging is sub-par, as DC rates max out at 84 kW, meaning you’ll need 30 minutes to charge from 30-80%.

Photos Brad Anderson/Carscoops

A Typical EV Cabin

The interior of the Leapmotor C10 is just about as minimalist as you can get. Just like a Tesla, as well as pretty much every other new EV coming out of China, the cabin is dominated by a large central infotainment display that measures 14.6 inches and is joined by a 10.25-inch digital instrument cluster.

The infotainment system is excellent. While it frustratingly doesn’t support Apple CarPlay or Android Auto, the software is very quick and offers every function you could ever dream of. You can choose from a variety of backgrounds, access important interior and exterior functions directly from the screen, and use it to adjust features like the wing mirrors. Just like a Tesla, then.

Leapmotor’s designers have also adopted the Tesla approach in not adding any physical buttons, switches, or dials, which is a shame. So, you have to dive into the screen to change things like the HVAC settings, which can be a nuisance on the move. It also leaves the interior feeling very bland and lacking in personality.

Photos Brad Anderson/Carscoops

Simple, Yet Plush

With that being said, Leapmotor’s choice of materials at this price point has to be commended. The dashboard, seats, door panels, center console, and floating console are all trimmed in smooth synthetic leather that certainly feels more premium than some of the scratchy plastics found in Kia’s EV5. However, the orange finish of our test vehicle was a little too bright for our taste.

Other welcome touches include a wireless phone charger, some metallic speaker grilles, and a panoramic glass roof, which, unlike in a Tesla, includes a sunshade. Overall, the cabin feels very spacious, and there’s plenty of leg and headroom for adults in the second row. However, I wasn’t a fan of the front seats as they lacked any form of lumbar support. On the other hand, the seats do have heated and ventilated functions, which is a plus.

Elsewhere, all C10 models come with a solid 12-speaker audio system, DAB+ digital radio, a heated steering wheel, configurable ambient lighting, and rear privacy glass. There’s also a voice assistant you can ask to open the windows or the sunshade.

Security Quirks

You can gain access to the C10 in one of two ways. The first option is to use the provided keycard and tap it on the driver’s side wing mirror. The second (and easier) option is to sync the car with the Leapmotor app, meaning it’ll automatically unlock when your phone approaches and lock it when you leave.

Review: Why The Kia EV5 Makes More Sense Than A Model Y

To start the C10, you must either place the keycard on the charging pad or enter a PIN code. This may seems like an unnecessary step. After all, if the keycard is already inside, why does it need to be placed on an NFC reader? It does, however, provide a second level of security, in case a bad actor scans your keycard’s frequency to get access to unlock the car and get access to the cabin.

Once the startup procedure is done, it’s just like pulling away in plenty of other EVs, as there’s no Start/Stop button. Pull the column shifter into Drive or Reverse, and you’re away. It all works very smoothly, but perhaps the only downside is that while you can pull away within seconds, the infotainment screen takes around 10 seconds to load.

Photos Brad Anderson/Carscoops

Driving the C10 for the first time, I was impressed with the visibility and the smoothness provided by the throttle and brake pedals. However, I was shocked by how remarkably the light steering is in its Comfort setting. You can literally steer the C10 with a single finger. Some may like that, but others won’t. I quickly switched the weight of the steering into Sport mode and much preferred it. Then the chimes started.

Not-So-Safety Systems

Like so many other vehicles we’ve tested from China, some of the C10’s safety and warning systems can become tiresome. For one, the driver monitoring system will start ringing if you look at the central display for a couple of seconds, or even glance in the mirror. I performed an over-the-air software update during my time with the C10 that should have fixed this, but didn’t.

The warnings don’t stop there. There’s an overbearing speed limit warning known as the ‘Intelligent Speed Assistance.’ Plenty of other cars have these warnings nowadays, but most only start ringing when you exceed the speed limit by a certain margin. In the C10, a woman’s voice blares through the speakers, telling you you’ve just exceeded the posted speed limit by 2 km/h. The lane warning and emergency lane warning assistant features are also prone to mistakes, chiming even if you’re right in the center of the lane.

Fortunately, all of these systems can be disabled in the settings, but you’ll have to do it every time you get behind the wheel, which is not ideal. It’s also wise to disable the live traffic setting in the built-in navigation system because if it detects that there’s traffic merging from the left or the right, the woman’s voice returns, nagging you again each and every time.

The Good

Once these systems are disabled, the C10 actually reveals itself to be a very good all-rounder. It has been well damped for a heavy SUV, ironing out bumps valiantly and remaining surefooted regardless of the road surface. I also liked the rear-wheel drive setup, as it means the C10 doesn’t suffer from any of the torque steer of the Kia EV5.

Leapmotor offers Eco, Comfort, Sport, and Custom drive modes, as well as a one-pedal driving. I found Eco to be far too docile, as you really have to plant your foot on the throttle for it to start moving. Sport was my pick. Frustratingly, the one-pedal mode can only be engaged when you’re stopped and place the C10 into Park, so it’s not something you can enable on the fly like in many other EVs.

Cruising around town in the C10 is a delight. It’s whisper quiet at slow speed and feels smaller than it really is. A slight annoyance is that above 70 km/h (43 mph) or so, a faint whistling sound starts to slightly intrude into the cabin, perhaps from the roof rails. But if you’re listening to music, you won’t notice it at all.

Efficiency is good, but certainly not class-leading. Leapmotor quotes 19.8 kWh/100 km, but I averaged 17 kWh/100 km during my time with it. As mentioned, DC charging is below average, topping out at a peak of just 84 kW. But for those who can charge at home, that won’t be much of an issue.

Verdict

Leapmotor does have quite a mountain to climb. It must produce vehicles to not only rival brands within long-standing, and thus much more experienced, Chinese conglomerates but also several legacy automakers. It has, nevertheless, done a good job with this model.

While the range and the charging leave a little to be desired, the C10 does what an EV should. It’s comfortable, easy to drive, spacious, and feels fresh and modern. However, those shopping for a vehicle with personality will be disappointed, as the C10 lacks it. Then again, the same can be said for most EVs these days, as driver engagement is not exactly a priority for either buyers or manufacturers and cars like Hyundai’s Ioniq 5 N are the exception, not the norm.

Photos Brad Anderson/Carscoops

The Model S and Model X currently account for less than 5% of Tesla’s annual sales, but despite this, they have been updated one more time. The changes made to the two EVs are relatively minor, particularly compared to the overhauled Model 3 and Model Y launched over the past 18 months, but for those seeking the most premium Teslas on sale (Cybertruck excluded), they will be welcome.

Subtle Exterior Tweaks

From a visual standpoint, there’s not much to distinguish the refreshed Model S and Model X from the outgoing versions, which were originally introduced in 2012 and 2015, respectively, meaning they’ve now entered their 13th and 10th years in production

However, the Plaid versions of both models feature newly designed front bumpers, giving them a slightly more aggressive look. Whether or not that’s an improvement is up to personal taste, but there’s no denying that, despite the Model S’s basic shape being 13 years old, it still looks good. The Model X, on the other hand, remains as porky as ever.

Read: Why Tesla Pulled The Model S And X From China

Sticking with the visual updates, both models get new wheels. The Model X sports 20- and 22-inch rims, the latter being a $5,500 option, while the Model S can be configured with new 19- and 21-inch wheels, with the larger ones priced at $4,500.

Tesla has also incorporated a new and improved camera into the front bumper, while the headlights have been updated with new adaptive functions. According to Tesla, the changes made to the exterior of the Model S Plaid also enhance its high-speed stability.

Tesla Model S

Elsewhere, the new Model S and Model X can be optioned in a new shade known as Frost Blue, which is a $2,500 option. Furthermore, a regular steering wheel is standard, with the Yoke being offered only on the Model X as a $1,000 upgrade (or is that a downgrade?).

Mechanical Changes and Refinements

Much like the most recent updates made to the Model 3 and Model Y, Tesla has also made some upgrades under the skin of both models, although they don’t go as far as the 3 or Y. They include new bushings and an updated suspension ride, which the carmaker says should improve the ride. Other alterations also promise to make the cabin even quieter, thanks in part to a better Active Noise Cancellation system.

Interior Touches and Price Adjustments

The interior of both models has been largely retained from the outgoing model. With that being said, configurable ambient lighting has been added to the dashboard, door panels, and around the center console. Tesla has also proudly boasted of a unique animation for the ambient lighting when the EV is started up, not something you get on the cheaper 3 or Y.

We all know that Tesla loves to chop and change prices on a whim, so it comes as no surprise that both these new models command a premium over the outgoing ones. The Model X will still be offered in Long Range and Plaid guises, priced from $89,990 and $104,990, both increases of $5,000. Similarly, the Model S is available as a Long Range or Plaid, with prices starting at $84,990 and $99,990, respectively.

Tesla Model X