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

Electric vehicles aren’t just the future anymore. They’re the present. And as the segment matures, more legacy carmakers are betting big on designs that challenge their own history. That’s exactly what Lotus has done with the Eletre, an electric SUV that still has purists in a mild existential crisis.

It’s been almost three years since the world first laid eyes on the all-electric Lotus Eletre and still, people are up in arms about it. “How dare a brand focused on lightweight sports cars like Lotus launch a heavy SUV?” they say. “Colin Chapman would sure be turning in his grave.”

Review: Is Cadillac’s New Vistiq The Baby Escalade You’ve Been Waiting For?

It’s not hard to see where they’re coming from. Since its inception, Lotus has produced some of the finest, driver-focused sports cars ever made, and the Eletre marks a dramatic departure from this ethos. However, enthusiasts were also lamenting the end of “real” Porsche when it introduced the Cayenne back in 2002; however, nowadays, many of those 911 purists who hated on it back in the day probably now own one as their daily driver. Not to mention that its success gave Weissach the funds it desperately needed to keep its iconic sports car alive and kicking.

In much the same way, to instantly write off the Eletre simply because it’s not a lightweight sports car worthy of the Lotus badge would be to ignore one of the very finest luxury SUVs on sale, and after recently living with one, we’re happy to accept it as an important part of Hethel’s family. Naysayers may complain all they want but the times, they are a changin and those who don’t adapt and evolve are destined to die.

QUICK FACTS

Photos Brad Anderson/Carscoops

The Eletre didn’t really come out of nowhere as most people may think. At the 2006 Geneva Motor Show, Lotus unveiled the APX concept. It was its first attempt at testing the waters for an SUV and, although it never made it to production, the British brand knew the potential such vehicles had. However, it wasn’t until the brand became majority-owned by Geely that efforts to launch such a model really started in earnest.

Three different versions of the Electre have been introduced, starting with the base model, and growing to include the S and the R. All use the same 112 kWh lithium-ion battery pack, and the base and S models have a pair of electric motors delivering 603 hp (443 kW) and 524 lb-ft (710 Nm). The flagship R ups the ante significantly, churning out a monstrous 905 hp and 726 lb-ft (984 Nm) of torque. We tested the Eletre S, priced from AU$229,990 ($148,900) in Australia. This tag positions it nicely between the base model starting at AU$189,900 (~$122,800) and the R that tops out at AU$279,990 (~$181,100).

You don’t need us to tell you that this is, indeed, a lot of money. However, the Eletre doesn’t really have any direct rivals. Yes, Mercedes-Benz has the AMG EQE53 and BMW the iX M60 (soon to be facelifted and renamed the M70) but neither is quite as special as the Lotus. They also do not come close to matching the Eletre’s performance. To match that, you’ll need to cough up over AU$400,000 (~$259,000) for a Lamborghini Urus.

All versions of the Eletre are all based on an 800-volt electrical architecture and support 350 kW DC fast charging. They also come as standard with an adjustable air suspension, Continuous Damping Control (CDC) dampers, torque vectoring by braking, and flamboyant exterior and interiors that cannot be matched by anyone but the Italians.

A World-Class Interior

The cabin of the Eletre is really beautiful, and that’s not something that can be said about many interiors on the market, let alone for an SUV. Sure, many are functional and feature premium materials and all sorts of equipment – but the Lotus just makes you feel special.

First is the steering wheel. In photos, the shape may look a little odd and appear a little over-the-top, but in person, it looks like an expensive piece of jewelry. It’s perfectly sized and clad in plush grey leather with a metallic 12 o’clock mark. On each side of the wheel are rocker switches that are used to operate most functions, like music settings and the driver-assistance systems. Although they do take some time to get used to, once they do, they become second nature.

Not everything is perfect, though. Many cars, even EVs, have paddle shifters behind the wheel but, in the Eletre the left one adjusts the level of brake regeneration, while the right is used to toggle between the different drive modes. Much like the Brabus Smart #3 we drove a few months ago, the digital gauge cluster is limited to a thin 12.6-inch display incorporated into the dashboard. It’s not particularly fancy and does feel like a bit of an afterthought. Other important driving details can be shown on the 29-inch head-up display.

Photos Brad Anderson/Carscoops

Even so, the top of the dash looks like a piece of art with separate panels on the driver and passenger sides, joined together by intricate (and infinitely configurable) ambient lighting. A large 15.1-inch infotainment display then catches the eye. Much like a Tesla and many other EVs that followed its lead, the software operates in a similar fashion to a tablet. It runs on not one but two Qualcomm Snapdragon 8155 chipsets and utilizes Unreal Engine 5, resulting in staggeringly detailed graphics and response times. Simply put, it’s the most seamless infotainment system I’ve ever used.

More: Lotus Eletre Priced At A Shocking $229,900 Due To New Chinese EV Tariffs

That being said, it can be a little overwhelming to start with. The number of settings and menus is bewildering and may put off some less tech-savvy buyers. However, after spending a little time with it, it feels very natural. All climate settings are on the screen, as are controls for the ventilated, heated, and massaging front seats, while both wireless Android Auto and Apple CarPlay are supported, and they work seamlessly.

Lotus’ attention to detail also has to be applauded. Virtually every part of the cabin is clad in expensive-looking leather or Alcantara, giving the Eletre a very premium feel. We particularly liked the brass-colored shifter and temperature controls, as well as the exposed speaker grilles on the front doors, and the small screen on the passenger side is also a nice touch.

One thing that did concern as is the seat bolsters. As you’ll see in the image above, the driver’s side thigh bolster had some worrying signs of wear and deep creases in the leather, despite our tester being just a few months old. Then again, automotive journalists are not exactly known for being extra careful with the cars automakers hand over to them, and this particular example might have been used for other purposes, and by many people, too during its short life.

Space Is Not An Issue

Since this is definitely meant to be a family car, Lotus has paid attention to rear-seat passengers as well. The second-row seats are exceptionally comfortable and there’s loads of legroom and headroom for even taller occupants. Additionally, the backrests are electrically adjustable and offer heated and ventilated functions, both of which can be controlled via the touchscreen on the back of the center console. There’s also quad-zone climate control, meaning there’s not only four sections of the cabin that can be set at different temperatures, but the fan speeds can also be adjusted independently.

Photos Brad Anderson/Carscoops

Key features of the Electre S that aren’t found on the base model include illuminated metal tread plates, an active rear wing, soft-close doors, and a thumping 23-speaker KEF Reference audio system. It also comes with 22-inch wheels as standard, but can be optioned with 23-inch ones if you so desire. Additionally, the standard six-piston front brake calipers can be replaced with 10-piston ones and carbon ceramic discs. Black, white, gold, red, and green leather is also available for the cabin.

Cargo capacity is more than generous. There’s 688 liters (24.2 cubic feet) of space in the trunk, which grows to 1,523 liters (53.7 cubic feet) with the rear seats folded down. Lotus has also added a small storage area in the frunk, although it’s only large enough to fit a thick charging cable.

How Does It Drive?

Heading into my week with the Eletre, I wasn’t quite sure what to expect. Would it be boring to drive like most other EVs, or would it offer something different that the competitors don’t?

The first thing to surprise me was the acceleration. Ordinarily, EVs with this much performance stick you to the seatback the moment you hit the throttle. According to Lotus, the Eletre S only needs 4.5 seconds to hit 62 mph (100 km/h), but all the power and torque aren’t deployed instantly, meaning it launches off the line quite sedately. As the speeds start to build, so does the acceleration. It begins to pull noticeably harder after 90 km/h (56 mph), in a similar way to the Audi RS e-tron GT when it switches into second gear. Unlike the Audi, however, the Lotus only has a single-speed transmission, so it’s likely some software trickery that’s behind this surge in acceleration.

We suspect the Eletre R, with its 2.9-second 0-62 mph time, provides the same instant hit as comparable EVs. In the S, we matched the claimed 4.5-second sprint with a GPS timer, and the Lotus will happily repeat these times again and again even as the battery begins to drain.

Photos Brad Anderson/Carscoops

Lotus models have long been lauded for their precise steering, and we’re happy to report the Eletre steers like a Lotus should. Of course, there’s no hiding the fact that it weighs 2,959 kg (5,720 lbs), but you could be easily fooled into thinking that, while no Elise, it’s significantly lighter than that figure suggests. The steering is perfectly weighted, and the Eletre quickly responds to inputs, dancing around corners in a way that an SUV like this has no business doing.

No doubt aiding in the extraordinary handling is the fact that it has massive 275/40 Pirelli P Zero tires at the front and 315/35 ones at the rear. Despite driving as hard as I felt comfortable to on public roads, I couldn’t push the Lotus into any kind of understeer or oversteer – it always remained neutral and composed.

Read: Lotus Revamps Eletre And Emeya With New Trims

We’re more than pleased to report that the brakes are mighty. Even though our test car had the standard six-piston calipers rather than the optional ten-pots and carbon ceramic discs, it only needed 2.6 seconds to stop from 62 mph, the same time we recorded in a BMW M4 Competition. And it’s not just the stopping power that’s impressive, but also the way the brakes feel. They are smooth and predictable, and the changeover between the regenerative and friction braking is imperceptible.

Speaking of the regenerative brakes, several different levels can be toggled through the left paddle shifter. Unfortunately, there’s no one-pedal driving mode, which seems a little silly, as it’s something many much more affordable EVs offer. Lotus could have easily added it if it wanted, but for whatever reason, chose not to.

Several different driving modes are available, including Individual, Sport, Tour, Range, and Off-Road. All of these settings allow for individual adjustments of the air suspension and the ride height. Regardless of the ride height and the driving mode, the ride remains plush and comfortable, which is not something that can be said about many other big EVs like this.

Not All Is Perfect

One of the biggest talking points about the Eletre has been its use of several LiDAR sensors, including one that pops out of the roof and two that are deployed from the front fenders. In some markets, these are offered as standard, but in Australia, they are only available as part of the AU$8,000 (~$5,200) Highway Assist Pack, which Lotus tells us 20% of buyers are opting for. What’s frustrating is that vehicles without the LiDARs do not get any form of active lane centering and only have a traditional radar cruise control system. At this price point, lane centering is a must.

Efficiency is not the Eletre’s strong suit either. It has a quoted range of 500 km (311 miles), and while that’s certainly achievable when cruising, that figure drops nearer to 400-450 km (248-280 miles) if you start having some fun. That’s enough for most people, but not that impressive when you consider that the Lotus carries a big, 112 kWh pack.

Our tester also had some extremely overactive matrix LED headlights. Ordinarily, headlights like these intelligently blank out segments when the high beams are switched on to avoid blinding oncoming traffic. However, the lights of the Eletre are almost continuously cutting lighting segments in and out. It seems as though the system gets confused with the reflectors of other cars, and even brightly-lit street signs, mistaking them for other cars’ headlights.

While cruising down one residential street with dozens of parked cars, the Eletre’s lights were flashing as if they were used in a disco. For an EV that costs this much, an issue as obvious as this should have been fixed before Lotus even commenced production.

Verdict

While those who’ve never driven the Eletre will likely continue to voice their opposition to a big, heavy, electric SUV with a Lotus badge for quite some time, the fact remains that the car itself is superb. It has bold and futuristic looks that turn heads and a plush and luxurious interior that’s unlike anything else on the market.

Throw in great driving dynamics, and you get a vehicle that ticks plenty of boxes and stands out in the crowded premium SUV market. And for buyers who want to avoid the obvious choices from Porsche or Lamborghini, that may be reason enough to give it a second look.

Photos Brad Anderson/Carscoops

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.