SUVs may have flooded European streets, but compact, affordable hatchbacks haven’t packed up and left just yet. Stellantis seems to have taken note, quietly repositioning the Citroen C3 into a value-focused crossover-style hatchback and offering Fiat the same platform to build the new Grande Panda. We recently drove both, back to back, curious to see whether the distinctions ran deeper than design.

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Citroen and Fiat play a specific role within the Stellantis portfolio. They’re the budget-conscious brands, tasked with delivering the most affordable cars in each segment. That’s why the new C3 and Grande Panda are built on the cost-effective Smart Car platform, rather than the more sophisticated CMP architecture underpinning their Opel Corsa, Peugeot 208, and Lancia Ypsilon cousins.

Despite the lower-cost foundations, Stellantis didn’t skimp on drivetrains. Buyers get the same menu of internal combustion, mild hybrid, and full electric powertrains.

Quick Facts

Predictably, the two hatchbacks share a wheelbase and sit within millimetres of each other in length and width. The Citroen measures 16 mm (0.6 inches) longer, while the Fiat is 5 mm (0.2 inches) wider. On paper, these are rounding errors, but the styling does help differentiate them more than the tape measure might suggest.

Different Shells

Photos Thanos Pappas for CarScoops

Most would agree that Citroen and Fiat’s designers did well to set their cars apart. Although the two models inevitably share core proportions, roof structure, and key hardpoints, every body panel is unique. That gave each brand the freedom to apply its own design language across the entire exterior.

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The Citroen looks chunky and aggressive with sculpted details, while the Fiat is boxier and retro-futuristic with many Easter Eggs doubling as references to its Italian origins. Both hatchbacks sit higher than usual and carry crossover styling cues, but the slightly thicker plastic cladding and taller roof rails of the Grande Panda make it look a bit more adventurous than the C3.

Examples that highlight the fine line between cost-cutting and design statement include the combinations of the identical mirror caps with different indicators (from the Stellantis parts bin), the shared door handles with bespoke door stampings, and the common greenhouse with slightly different window lines.

Two Interiors, Two Moods

Photos Thanos Pappas for CarScoops

The unique character of each model is even more pronounced inside the cabin. The Citroen has a modern and minimalist approach, with horizontal lines on the dashboard. Highlights include the small two-spoke steering wheel, the tiny digital instrument cluster that resembles a head-up display, and the fabric trim that disguises the hard plastics.

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The Fiat is far more playful and colorful. It has an oval shaped digital cockpit with a miniature Panda trapped in the transparent perimeter, a Bamboo-like cover for the glovebox, vintage emblems and glossy black surfaces.

Of course, many of the core components are shared. The climate controls remain mercifully physical, the infotainment screen is a 10.25-inch unit across the board, and most of the switchgear and door handles are the same. It’s what you’d expect from two cars built from the same parts bin.

Comfort and Practicality

Cabin space feels identical, with both cars offering enough legroom and headroom for four adults to travel comfortably. The seats are plush and equally stylish in their own regard, leaving Citroen’s “Advanced Comfort” marketing claim mostly symbolic. The boot also looks the same to the naked eye, despite the notable difference on paper in favor of the Fiat.

Overall, the Fiat has the most unique interior ambiance that will make passengers smile. On the other hand, the Citroen might age better and has a narrow lead in perceived quality – most likely due to the darker trim.

Trim levels mirror each other from the base models to the range-toppers we tested. In Greece, the Fiat is the more affordable choice across the range. But in other markets like Germany and the UK, the Citroen often comes in cheaper, at least for the electric versions.

Driving Impressions

Behind the wheel, the similarities are immediately obvious. Contrary to what some reviews suggest, both models share identical suspension geometry and a soft overall tune. The Citroen does have a slight advantage over rough surfaces, thanks to its “Progressive Hydraulic Cushions” that take the edge off full damper extension.

Both small hatchbacks are very easy to drive and proved to be agile in Athens’ narrow streets. Of course, performance is identical across the range, which includes electric and turbocharged 1.2-liter engines in regular and mild-hybrid forms. The Grande Panda may eventually offer an all-wheel-drive version, potentially reviving the spirit of the Panda 4×4.

The steering feel is also very similar, but at least it gave me something to write about. In the Grande Panda I got the sense of the ultra-light City mode of older Fiats – but only when stationary. The Citroen’s steering adds a barely perceptible touch of extra weight, likely a result of the smaller steering wheel diameter.

Verdict

Photos Thanos Pappas for CarScoops

In the end, the Citroen C3 and Fiat Grande Panda are two interpretations of the same idea, delivered in French and Italian dialects. Both target the value end of the subcompact market and use a shared platform to keep costs down, while still managing to carve out distinct personalities through design.

They don’t face much direct competition beyond the Dacia Sandero Stepway, though small SUVs and traditional hatchbacks are always hovering nearby. Beneath the styling, they’re mechanically identical, with only slight differences in ride and agility. The C3 feels a bit more composed when the suspension hits its limits, while the Grande Panda comes across as slightly more nimble. These nuances only really emerge if you drive them one after the other.

For car enthusiasts and romantics, a little more character in the driving dynamics wouldn’t have gone amiss, but for most buyers, design is what matters. On that front, the fraternal twins deliver more than enough distinction to stand on their own.

The final verdict ends in a clear draw, with each car bringing its own strengths to the table and appealing to slightly different sensibilities. The Grande Panda leans into playful energy and quirky charm, while the C3 carries itself with a more restrained, minimalist poise. If it came down to styling alone, which one would you take home?

Photos and Video: Thanos Pappas for CarScoops

The Jeep Wagoneer S Limited marks a pivotal moment for the brand. It’s Jeep’s first fully electric SUV for the U.S. market, a clean-sheet design meant to usher one of America’s most recognizable brands into a battery-powered future. On paper, it sounds compelling: 500 horsepower (373 kW), all-wheel drive, a claimed 294 miles of range, and an as-tested price of $67,195. 

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At the same time, critics have recently called into question just how well-made this SUV is. They’ve said it’s cheap, that it’s shoddily assembled, and that it’s a big miss overall. To find out just how true any of this is, we tested the Wagoneer S Limited for a full week.

We took it on road trips, drove it around sprawling urban environments, and charged it at no less than four different public charging stations. We won’t leave you waiting for a general takeaway. 

Quick Facts

After a week behind the wheel, one thought kept nagging: why is this a Jeep? Nothing about the Wagoneer S, the ride, the interior, the styling, the on-road demeanor, connects meaningfully to Jeep’s brand DNA. 

There’s no ruggedness, no outdoorsy vibe, no sense that this thing even wants to see a dirt road. Instead, it feels polished, quiet, fast, and slightly aloof. In other words, it feels like a Chrysler. And that’s not an insult. In fact, it might be the Wagoneer S’s biggest missed opportunity… Read on to find out why. 

The Basics Outside and Under The Skin

Photos Stephen Rivers / Carscoops

The Wagoneer S rides on Stellantis’ STLA Large platform and is firmly a two-row midsize SUV. Power comes from dual electric motors driving all four wheels. In Limited trim, output is rated at 500 hp (373 kW) and 524 lb-ft (710 Nm) of torque.

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Jeep does offer an over-the-air software upgrade that unlocks additional performance, pushing output closer to the Launch Edition’s headline numbers, but my test vehicle did not have the power bump enabled. Jeep claims a 0–60 mph (97 km/h) time of around 3.4 seconds for higher-output versions. In the real world, performance varies significantly with battery state of charge, which we’ll get to shortly.

For now, let’s take a gander at exactly how this SUV presents itself outwardly. Nothing about it screams power, performance, or ruggedness. The Wagoneer S simply doesn’t read as a Jeep. Yes, there’s a Jeep-esque grille up front, but beyond that? Not really.

Perhaps it’s the white and black paint job, but from most angles, this gives off strong Chrysler vibes. It’s sleek, modern, and a little understated.

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The bright silver mixed with black on the wheels surely adds even more to that feeling. The rear spoiler is another interesting note. Some will miss it entirely, but those who notice it might also think, “How many Jeeps have come from the factory with a spoiler, much less one this big?” 

Interior Quality

Photos Stephen Rivers / Carscoops

Let’s start with the good news. The seats, front and rear, are very comfortable, even if they look almost aggressively basic for a nearly $70,000 vehicle. Cushioning is excellent, bolstering is just right, and long stints behind the wheel never become fatiguing.

Headroom is slightly tight up front for me at 6’6″, but that’s not exactly shocking. Most folks will have no issue with it. Rear-seat passengers fare well, and legroom is more than adequate for a two-row SUV in this class. Jeep did a great job of optimizing cabin space here. 

That said, for this kind of money, the seats should offer more. Ventilation should be standard, not optional, and additional power adjustments, or even massage, would go a long way toward justifying the price. Hyundai, for example, makes this feel easy at lower price points.

The dash and center stack are modern, clean, and easy to understand. Stellantis’ latest infotainment software is straightforward, responsive most of the time, and not overloaded with unnecessary menus. But there’s a glaring issue… literally.

That giant piano-black plastic panel on the passenger side of the dash is an absolute eyesore. It looks cheap. It feels cheap. And it becomes a magnet for dust and fingerprints almost immediately. Jeep does offer an optional front passenger display, which at least gives that panel a purpose, but our test car didn’t have it, and without it, that glossy slab just feels like cost-cutting dressed up as design.

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Climate controls are another mixed bag. The heated seat and heated steering wheel buttons live persistently on-screen, but they often feel delayed or outright unresponsive unless you tap them just right. It’s frustrating in cold weather, and it’s exactly the sort of thing physical buttons solve instantly.

Notably, Jeep does allow users to set up automatic climate settings based on exterior temperatures, which is great, but if the seats are too warm, turning them back off can be just as annoying as trying to turn them on. 

Photos Stephen Rivers / Carscoops

Below the screen is a haptic-feedback climate control panel, which is slightly better. It’s still not ideal; real buttons would be preferable, but at least you’re not digging through menus just to adjust temperature. The digital gauge cluster, however, is excellent. It’s bright, intuitive, easy to read, and customizable enough without being distracting. No complaints there.

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There’s been plenty of chatter online about subpar build quality in the Wagoneer S. Honestly? We didn’t see it. Panel gaps were consistent, nothing rattled, and the cabin is well insulated from road and wind noise. Structurally, this feels like a solid, well-assembled vehicle. But material quality tells a more nuanced story.

Some elements, like the air vent controls, feel genuinely good under the fingers. There’s real tactile satisfaction there. But beyond that, there’s very little that feels truly luxurious, high-end, or special. Again, put this next to a similarly priced Hyundai, and I’d wager the Jeep loses that comparison pretty quickly, possibly even against vehicles that cost thousands less.

This isn’t a bad cabin. It’s just not ambitious enough, especially given that this is Jeep’s first EV in the U.S. It should feel like a statement. Instead, it feels like a safe first draft. Storage is adequate. The front trunk is useful for smaller items, and while rear cargo space isn’t huge, folding the rear seats opens things up nicely.

Drive Impressions

This is where the Wagoneer S genuinely shines and also where its identity crisis becomes impossible to ignore. It drives nothing like a Jeep. If we had to compare it to anything wearing a Jeep badge, it would be the Grand Cherokee Trackhawk. That’s not because of sound or drama, but because of how shockingly quick and composed it feels on pavement.

Even without the optional power unlock, the Wagoneer S is genuinely fast. Acceleration is strong and immediate, though performance clearly degrades as battery state drops. At 19% charge, the best 0–60 mph run we managed was 4.85 seconds, which is well off Jeep’s headline claims but still far from slow. Importantly, it never feels sluggish, even at low charge.

Read: Jeep Has Reached A Decision On The Recon EV

The steering is excellent. It’s sharp, communicative, and confidence-inspiring. Turn-in is quick, body roll is minimal, and the SUV changes direction with surprising eagerness. This is one of those EVs that actually encourages spirited driving rather than merely tolerating it.

Braking, however, is a concern. This is a heavy SUV, and the brakes simply don’t feel up to the task in the way you’d expect after driving similarly powerful competitors. We never had a true panic moment, but pedal feel and stopping confidence lag behind the rest of the driving experience. The suspension is even more puzzling.

On smooth or moderately imperfect roads, the Wagoneer S is perfectly fine. It’s quiet, composed, and stable. But hit a pothole or a badly broken stretch of pavement, and the ride turns jarringly harsh. Sharp impacts aren’t well damped, and the resulting thuds make their way straight into the cabin.

Given that this isn’t meant for off-road use and is riding on Falken all-season tires, the stiffness feels unnecessary. If Stellantis insists on calling this a Jeep, maybe it should at least lean into ruggedness with tougher rubber. As it stands, the suspension feels mismatched to the vehicle’s mission. Maybe that’s why it isn’t a Chrysler.

Competition

The Wagoneer S faces some really tough competition, and it’s hard to ignore. Starting at $65,200 before options, it’s firmly facing off against things like the Tesla Model Y Performance, the Chevrolet Blazer EV SS, and the Ford Mustang Mach-E GT. All of those offer similar or better performance, similar or better interiors, and similar or better range for around the same price or less. 

That doesn’t take into account those who really just want something that hones in on one skill or another. Want a fast five-door EV? Hyundai Ioniq 5 N. How about something spacious and comfortable? Cadillac has a Lyriq and a Vistiq that it would like to show you. 

The options out there really are wide-ranging, even in the $65,000+ EV space. Shoot, at $80,000, which isn’t all that far off from a fully-loaded Wagoneer S, the Porsche Macan EV is available. This is again where leaning into the thing Jeep does well, going off-road, would benefit the Wagoneer S. 

Final Thoughts

The Jeep Wagoneer S Limited is attractive, quick, usually comfortable, and genuinely fun to drive. But it doesn’t feel like a Jeep, and that’s the only real problem. This could have been Chrysler’s modern halo car. Not a supercar like the Halcyon concept, and not an EV version of the 300, but something stylish, fast, refined, and aspirational. 

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Aim it at boomers, throw in better standard seats, offer a few fun colors, and let Chrysler rebuild some relevance. Instead, it risks getting lost in Jeep’s broader lineup and ethos. As it stands, the Wagoneer S is good. It’s the one Jeep available for those who love to drive on pavement. But it still feels like it’s wearing the wrong nameplate.

Photos Stephen Rivers / Carscoops

Electric SUVs have come a long way in a short time, but in the three-row space, progress has been surprisingly slow. Hyundai made a big impression on the EV market when it unveiled the striking Ioniq 5 in early 2021. A month later, Kia unveiled its related EV6.

However, following the debut of the Ioniq 5 and the later arrival of the Ioniq 6, Hyundai’s rollout of next-generation EVs has slowed, especially compared to Kia. In the same span, Kia has steadily grown its lineup, recently adding the EV3, EV4, EV5, and EV9 to its expanding electric stable.

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This makes the launch of the new Hyundai Ioniq 9 all the more important. You see, it’s related to the three-row Kia EV9, but that model was launched more than 18 months before it, meaning Hyundai has to catch up ground.

QUICK FACTS

Working in Hyundai’s favor is the fact that not much has changed in the three-row electric SUV segment since the EV9 launched. Few contenders have emerged in this particular bracket, especially at the price point where both the EV9 and Ioniq 9 are playing.

We recently had the opportunity to spend a full week living with the Hyundai Ioniq 9 in Calligraphy trim, putting it through its paces not just to see how it stacks up against the EV9, but also to ask a tougher question: can it justify its position as the most expensive Hyundai ever sold?

What Does it Cost?

Photos Brad Anderson/Carscoops

While Kia offers several versions of the EV9 in Australia, Hyundai has only launched a single trim variant of the Ioniq 9, known as the Calligraphy. Buyers can choose between six or seven seats, and pricing starts at AU$128,413 (equal to US$84,000 at current exchange rates) including on-road costs.

There’s no denying that’s a lot of cash for a Hyundai. However, it’s surprisingly good value compared to the Kia EV9 GT-Line, the nearest equivalent to the Calligraphy, which is priced from AU$138,915 ($90,700).

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Shoppers in the US looking to pick up the keys to the new Ioniq 9 can purchase it for as little as US$58,955. The flagship Performance Calligraphy Design tops out at the range, starting at US$76,490. Although Australia’s Calligraphy model lacks the word ‘Performance’ in its name, it has the same powertrain as the American model.

Beneath the concept-car-like looks of the Ioniq 9 is a huge 110.3 kWh battery, larger than the flagship 99.8 kWh pack in the EV9. This battery feeds a pair of electric motors, each rated at 157 kW (210 hp), or a combined 314 kW (421 hp) and 700 Nm (516 lb-ft) of torque. That gives it a healthy edge over the EV9 GT-Line’s 283 kW (380 hp), although torque remains identical.

A High-Class Cabin

Photo Credits: Brad Anderson/Carscoops

As you’d expect for a vehicle at this price point, the Ioniq 9 Calligraphy’s cabin is exceptionally plush and feels more premium than the EV9, which has too much plastic for our liking.

Like other Hyundai models, there are two 12.3-inch screens in front of the driver, housed within a single curved display that supports wireless Apple CarPlay and Android Auto. Whereas Kia insists on continuing to employ an inconveniently located third screen on the dash for the climate controls, the Ioniq 9 uses a dedicated display under the dash with a touch panel and physical temperature dials.

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Our Ioniq 9 was equipped with the eye-catching Dark Wine and Dove Grey two-tone Nappa leather, one of three available two-tone options for those not interested in the standard Obsidian Black trim. The Ioniq 9 is available with digital wing mirrors, but fortunately, our car didn’t have them. By comparison, the EV9 GT-Line is sold exclusively with cameras instead of mirrors.

There are plenty of luxuries found within the cabin, making the Ioniq 9 perfectly suited to any kind of journey. This includes a heated steering wheel, heated, ventilated, and massaging front seats and a wireless phone charger.

Photos Brad Anderson/Carscoops

There’s also a panoramic sunroof, tri-zone climate control, configurable ambient lighting, and a head-up display. Tech enthusiasts will be pleased to know that in addition to having two high-powered 100-watt USB-C ports in the dash, there are also 100-watt USB-C ports on the backs of the front seats for rear passengers.

Those seeking the ultimate in comfort would be wise to opt for the six-seat version, as it replaces the second-row bench seat with a pair of captain’s chairs, which are very similar to the front seats.

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However, even in 7-seat guise, the Ioniq 9’s second row is more than large enough to carry three adults in comfort. Even the third row is surprisingly practical. I’m 6’2” (189 cm) and my hair only brushed the headliner, but I did have to slide the second-row seats forward to get any leg room.

There’s no question this ranks among the most premium interiors Hyundai has ever put together. Even so, it doesn’t feel dramatically more upscale than the far more affordable Santa Fe. It shares quite a few components too, including the dual screens, steering wheel, and HVAC controls. Cabin space is only slightly more generous as well. The latest Palisade, for that matter, feels every bit as polished as the Ioniq 9.

Performance and Comfort

Despite not being marketed as a performance vehicle in Australia, that’s exactly what the Ioniq 9 feels like, at least in a straight line. It can hit 100 km/h (62 mph) in 5.2 seconds, an impressive figure considering the seven-seater weighs a portly 2,721 kg (5,998 lbs). Pin the throttle and it lurches forward, squatting at the rear and leaving hot hatches for dead.

However, show the Ioniq 9 a set of corners, and it doesn’t match the surprising agility of the EV9 GT-Line. That isn’t to say it can’t be hustled through corners at impressive speeds, as it can, thanks in part to the Continental PremiumContact tires. But the Ioniq 9 clearly prefers a calmer approach, and with the massaging seats doing their thing, it feels most at ease settling into a smooth cruise.

Hyundai has done a good job of calibrating the steering of its new flagship SUV and it is beautifully light, perfect for a vehicle of this size, ensuring it’s easy to park. While driving the Ioniq 9, I quickly forgot about its weight, although it was a little harder to forget about the sheer size of the thing.

Measuring it at 5,060 mm (199.2 inches) long, it’s 50 mm (1.9 inches) longer than the EV9, and matches the Kia’s 1,980 mm (77.9-inch) width. It’s even 8mm (0.3 inches) longer than a full-size Range Rover.

Range to Match The Speed

Photos Brad Anderson/Carscoops

Thanks to the big battery pack and respectable efficiency, the Ioniq 9 has good, real-world driving range. Hyundai claims it can travel up to 600 km (373 miles) between stops and quotes average efficiency of 20.6 kWh/100 km. During my week with the Ioniq 9, I averaged 22 kWh/100 km, traveled 210 km (130 miles), and had 298 km of remaining range (185 miles).

As with other EVs from Hyundai, Kia, and Genesis, charging is a strong suit of the Ioniq 9. It supports charging speeds of up to 233 kW, meaning the battery can be topped up from 10-80 percent in 24 minutes through a 350 kW charger. AC charging is capped at 10.5 kWh, which is enough for an overnight charge at home.

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Given the Ioniq 9’s considerable weight, I expected the ride to be on the firmer side, as is often the case with electric vehicles. Instead, it turned out to be surprisingly comfortable and noticeably softer than the EV9 GT-Line. That said, the lighter and more compact Santa Fe still manages to deliver an even smoother ride.

Brake regeneration is handled by paddle shifters behind the steering wheel, allowing you to cycle between four different levels, including a one-pedal driving mode which works superbly.

Hyundai has also equipped the Ioniq 9 Calligraphy with its Highway Driving Assist 2 system, which includes radar cruise control and an automatic lane-change function. It can even shift the EV to the edge of the lane when passing a truck for added safety. As we’ve come to expect from the South Koreans, the HDA2 system works flawlessly on the highway.

Verdict

As a standalone EV, especially when stacked against pricier rivals like the troubled Volvo EX90, the Hyundai Ioniq 9 makes a compelling case for itself. Yes, it carries a price more commonly tied to Hyundai’s luxury arm, Genesis, but large electric SUVs come at a premium, particularly those that blend comfort, refinement, and capability as well as this one.

However, as we saw with the Kia EV9, it is the competition from within Hyundai’s own lineup that will likely limit the Ioniq 9’s appeal.

For roughly AU$50,000 (US$32,600) less, you can get a seven-seat Santa Fe Hybrid Calligraphy. And if you’re looking for something larger, the all-new Palisade is available as a seven-seater or even an eight-seater, and costs around AU$30,000 (US$19,500) less. Still, if you’re dead set on an electric SUV for the family, the Ioniq 9 is an easy one to recommend.

Photos Brad Anderson/Carscoops

Electric cars have come a long way in a short time, and few have made as much noise, or driven as well, as the Kia EV6. When it first arrived, it wasn’t just another entry into the EV race; it felt like a genuine shift in direction for Kia. When we first drove it, we called the EV6 the new EV benchmark.

Fast-forward a few years, and this not-quite-hatchback, not-quite-crossover remains one of the brand’s best creations. It’s a car that still makes a strong first impression, though the road ahead now looks tougher than ever.

Despite that unusual profile, the EV6 found steady momentum early on. Sales rose from its first year (18,249 units) to its second (18,879), and again into its third (21,715). Yet 2025 tells a different story, with numbers slipping fast to 11,077 through September.

The shape hasn’t changed, the fundamentals haven’t faltered, and on paper, it remains a strong contender. So what’s behind the slowdown?

QUICK FACTS

*Manufacturer

To find out what might be causing low sales this year, we picked a 2026 EV6 GT-Line AWD up for a week to treat it as our everyday driver. We tested it on the highway, in urban cityscapes, and even on some gravel roads. This is still a good car, and better than it was back in 2022, but is now harder to recommend than ever before. Read on to find out why. 

Shape and Presence

Photos Stephen Rivers for Carscoops

The general shape of the EV6 is unchanged since 2022. We’ve reviewed it in different years and in different markets, and one consistent charm has been its dapper styling. For 2025, the car received new front and rear-end lighting elements. 

They are genuine standouts in a market full of somewhat boring-looking light housings. There are updated wheels, lower bodyside moldings, and bumpers that continue in 2026 unchanged. 

One standout is the spoiler that splits in the middle and flares out at each end. It sort of looks like a backward driver’s cap and adds just a bit more personality to an already effervescent automobile.

Overall, this is a mostly cohesive design that turns heads without being too shout-y. The Wolf Gray paint on our test car certainly imbued that ethos. 

Interior

The cabin got an update in 2025 as well, so there’s a new steering wheel that the EV6 shares with other Kias. Our GT-Line trim also benefits from a heated steering wheel, dual 12.3-inch panoramic screen displays, a heads-up display, heated and ventilated front seats, heated outboard rear seats, Meridian speakers, a wireless device charger, and a huge power sunroof. 

Let’s break that list down a bit and discuss real-world experiences. The tech package in this car is great. The infotainment screens are responsive, provide excellent graphics, and have easy-to-navigate menus.

Some of the steering wheel controls can take a bit to learn, but once familiar, they feel like second nature. The heads-up display is bright, configurable, and can even incorporate navigation directions. 

Kia has also updated the seat heating and ventilation buttons on the center console. No longer are they haptic ones that can end up activated accidentally. Instead, they’re genuine hard buttons, which is a step in the right direction. 

Unfortunately, Kia continues to try and push its dual-mode HVAC/Media control system with a haptic button that changes the controls from one to the other.

I’ve griped about it plenty, so I won’t do it again here, but it’s annoying – especially when there’s clearly space to just put a second row of the same controls right under the current one and end the need to switch from one profile to the other and back. 

The seats are some of my favorites in this segment. They combine good lateral bolstering with solid adjustability and support. I especially like the headrest design that has multiple settings both horizontally and vertically.

Forget the type that just pivots on the bottom; these move as one unit forward or back to your desired position. If there’s anything I’d complain about, it’s that as a guy who stands 6’6’’, I could use about one more inch of headroom. 

Photos Stephen Rivers for Carscoops

That goes double for the rear seats, where I have okay legroom but again lack space for my noggin. Of course, the majority of back-seat passengers in the EV6 will likely fit just fine, and they’ll have access to bun warmers in the process. 

The cargo space provides 24.4 cu-ft of space. Sadly, the front trunk is only big enough for a few small accessories like charging adapters or a few tools.

Drive Impressions

As an automotive journalist, you sometimes have lots of access to cars. You’ll get one, sometimes two, every week. So far this year, very few have implored me to drive them as much as the EV6 GT-Line. Despite the fact that I don’t fit perfectly in it, I made up random excuses to go drive this thing. 

Since the first time I tested one, it’s been clear to me that the folks behind the Stinger GT may have had a hand in its creation. It’s no Tesla Model 3 Performance, but it ain’t far off.

Granted, this is the 320-horsepower (238 kW) dual-motor-equipped version of the EV6 that also makes 446 lb-ft (605 Nm) of torque. It’s no slouch, but even the base models aren’t what we’d call slow. 

That said, this is the best of the bunch for 2026 – unless, that is, Kia brings the GT back soon. It feels like it, too, with instantaneous acceleration, tight body control, and verbose steering feedback that makes hitting apexes a breeze. 

The one big complaint I have behind the wheel of the EV6 GT-Line AWD is that the ABS is still a bit too eager to kick in under hard pedal engagement. This was an issue with the more powerful GT, and remains to this day. With that in mind, it’s something drivers should almost never encounter regularly this side of a track day. 

How does such a sharp driver’s car handle everyday fair? The answer is, with aplomb. The EV6 has an Eco setting that dials things down to a comfortable six or so out of ten. The throttle softens up, the steering relaxes, and the whole car feels a touch more willing to float over bumps rather than pound them back into the pavement. 

Speaking of poor road conditions, they rarely upset the EV6. It’s composed and calm over everything aside from an actual dirt or gravel road. Even there, the weight balance and excellent motor tuning make it playful, predictable, and fun. The cabin is well insulated, too. Wind noise just isn’t an issue here. All in all, it’s a great car to drive. 

Charging And Efficiency

Including the week that we piloted the EV6, it had been over 900 miles since the last trip odometer reset. In that time, it managed exactly 3 miles per kWh.

That will no doubt change based on how one drives, but it’s a solid score. In our one testing foray with the car, it went from 19 percent to 97 percent on a 125 kW charger in 49 minutes.

Seeing as we charged at a public station, it cost us $28.55 to do so. Kia now uses the North American Charging Standard plug type, which makes it compatible with Tesla Superchargers.

In Eco mode, the EV6 predicted we had 283 miles of available range when full. We never found out because I couldn’t bear to keep it in Eco for that long. Sorry, not sorry. 

Competition

When the EV6 first arrived on the scene, it undercut the competition by tens of thousands of dollars. That’s not an exaggeration. The base price for a Model Y at the time was $58,990. The Ford Mustang Mach-E was $42,895. The EV6 was $40,900.

Several years on, it’s only increased its MSRP by $2,000 if we don’t count destination and delivery. That’s impressive, but the competition is far stiffer. 

The Model Y now starts at just $39,990, and even the next trim up costs only $44,990. A top-of-the-range Performance starts at $57,490. Our Kia EV6 GT-Line AWD has an MSRP of $60,740 with delivery.

That would make perfect sense if it were beat-for-beat on par with the Tesla, but sadly for the Korean automaker, that just isn’t the case. Tesla offers more range, similar performance, a simpler buying experience, more towing capacity, and more cargo space. 

Add to that competition the also excellent, and similarly equipped, Hyundai Ioniq 5. It’s a tough market, and it’s possible that the EV6 hasn’t improved enough, or dropped its price enough, to remain seriously competitive.

On top of that, we have the problem of the used market, which sees similarly equipped low-mileage EV6s go for roughly 60 percent of their original MSRP with regularity. 

Final Thoughts

At the end of the day, this is still a good car. One could even call it great. It’s certainly a blast to drive. I think it’s more attractive than most in its segment, too. It’s practical in that it’s a hatch with decent boot space and reasonable seating for five.

While it doesn’t have as much range as some of its competition, it’s more than enough for most drivers. What really makes it hard to recommend it, then, is its price. Drop that by somewhere between five and ten percent, and it would feel far easier to justify. 

Chinese automakers have been bombarding us with new and updated models faster than our browsers can keep up, but every once in a while, one stands out for more than just novelty. The Zeekr X is one of those. A sibling to the Volvo EX30, it carries sharper styling, a dash of swagger, and a promise of premium polish that suggests it’s aiming a little higher than your typical Chinese EV.

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The Geely-owned brand has recently landed in my home country, Greece, giving me the chance to see what the compact-sized Zeekr X is all about and, more importantly, take it for a drive.

QUICK FACTS

* Manufacturer | **Prices in Greece including a €3,000 local incentive for EVs

The X was introduced in late 2023 as the entry-level EV in Zeekr’s growing lineup. It has already been updated in China with more powerful motors and new color and trim options, but those have yet to reach export markets.

Like its Volvo EX30 and Smart #1 relatives, it rides on Geely’s SEA platform, which also underpins the Lynk & Co 02. It even made headlines as Euro NCAP’s safest EV, outperforming some far pricier rivals, including the Porsche Macan. Still, there’s more to this compact SUV than a glowing safety score.

Aggressive Looks, Familiar DNA

Zeekr is still a young brand, having been born in 2021. In terms of styling language, there’s a clear family resemblance with Geely stablemate Lynk & Co, yet Zeekr sits higher in the group’s hierarchy, positioned above Volvo and Polestar in terms of its premium aspirations.

More: Volvo EX30 Cross Country Adds A Touch Of Ruggedness To Baby EV

The Zeekr X has a sharp and modern exterior that will make you look twice when it passes by. Its “double-edged” headlights, greenhouse, door handles, mirrors, and taillights are reminiscent of the Lynk & Co 02, though without the coupe-SUV stance.

Other highlights include the glossy black cladding around the wheel arches and a sharp character line on the profile that extends to the side windows.

Photos Thanos Pappas for CarScoops

At 4,432 mm long, it’s 199 mm longer than the Volvo EX30 and 28 mm shorter than the Lynk & Co 02. That puts it right among Europe’s compact premium EV-SUVs, including the BMW iX1, Audi Q4 e-tron, and Mercedes EQA.

Our press tester was the Long Range RWD variant, which sounds like a sweet spot in the lineup. It pairs a single 268 hp (200 kW) motor with the larger 69 kWh battery for up to 446 km (277 miles) of WLTP range. Visually, it rides on 19-inch alloy wheels rather than the 20-inch option which is reserved for the 422 hp AWD flagship.

Premium Aspirations

Open the frameless doors and you immediately sense that this brand aims for BMW territory in terms of perceived quality. Soft-touch materials cover most surfaces, complemented by futuristic ambient lighting and ASMR-friendly switchgear finished in copper.

The configurable switches on the steering wheel are a nice touch, as they can also serve as physical controls for the A/C so you don’t have to fiddle with the screen all the time.

More: Zeekr’s 007 GT Is One Sexy Looking Wagon Heading To Europe

The seats are upholstered in soft vegan leather and feature hard outer shells adding a futuristic note. Geely designers played safe in terms of the dashboard layout, combining a 14.6-inch central touchscreen with an 8.8-inch instrument cluster.

There is also a 24.3-inch augmented reality head-up display helping keep your eyes on the road. Equipment is generous, including a panoramic sunroof, a 13-speaker Yamaha sound system, and a full suite of ADAS.

Photos Thanos Pappas for CarScoops

Rear passengers are also treated well. Thanks to the longer wheelbase, the X offers noticeably better rear legroom and headroom than the Volvo EX30, making it a far more comfortable choice for adults or small families.

There is also plenty of in-car storage including a multi-functional central armrest. However, the boot is equivalent of a subcompact hatchback with a capacity of 362 lt (12.8 cubic feet), and the tiny 21 lt (0.4 cubic feet) frunk is mostly for storing charging cables.

Comfort Is the Key

My drive was brief, just a few hours during the local media presentation, so this is not a full review, but it was enough to get a good feel for the Zeekr X’s personality.

As with the Volvo EX30, the excellent SEA platform has the robustness of larger segments. Here, it is combined with a softer suspension setup for even higher levels of comfort and slightly better soundproofing.

More: Zeekr Follows BYD With Free Self-Driving Systems In New And Existing Models

The steering has a nice feel, although I didn’t notice enough differentiation between the available modes (Comfort, Standard, and Sport). Still, the Zeekr X is more engaging than your average Chinese EV while keeping a neutral and predictable character in line with its Swedish R&D genes. The ADAS worked well overall, but a few over-eager alerts popped up on roads with faint lane markings.

Photos Thanos Pappas for CarScoops

Performance-wise, the 268 hp RWD version feels plenty quick for daily use, making the 422 hp AWD variant seem somewhat indulgent. Interestingly, China’s updated models have bumped outputs to 335 hp and 489 hp respectively, hinting that future exports could get an extra jolt of power.

Overall, the extra range that should be around 400 km (250 miles) in real-life conditions and the extra playfulness of the RWD make it the preferred choice from my point of view – especially considering it offers a nearly identical equipment at a lower price.

The 69 kWh battery pack doesn’t have the ultra-fast charging capabilities of the Zeekr 001 flagship, but can go from 10-80% in under 30 minutes when connected to an 150 kW DC charger.

How Much Does It Cost?

In Greece, where we tested it, the base Core RWD starts at €34,990 ($40,700), while the Long Range RWD sits at €39,990 ($46,500), and the top Privilege AWD costs €44,990 ($52,300). Each trim comes fully loaded.

The closely related Volvo EX30, by comparison, ranges from €36,175 to €48,448, while the larger Tesla Model Y starts from €36,175. All prices include Greece’s €3,000 EV incentive.

Another indirect competitor at a similar price point is the larger and more practical Tesla Model Y that currently starts from €36,175 ($42,100) in the same market. Keep in mind that all of the aforementioned prices include a €3,000 incentive for EVs.

More: Zeekr’s Flagship 9X Costs Lincoln Money But Crushes Hypercar Power

Zeekr representatives told us that the company plans on keeping prices consistent across all European markets. This means that the X will start from around €38,000 ($44,200) before incentives in Germany, undercutting its Volvo sibling and the Tesla Model Y by a couple of grand, while being almost €10,000 ($11,600) cheaper than the entry-level BMW iX1.

Eyes on Europe

Photos Thanos Pappas for CarScoops

Zeekr has sold a total of 550,000 vehicles since its inception in 2021. The European rollout of the brand started in 2023, with new countries being added every year. The next step is to enter major European markets including Germany, France, Spain, Italy, and the UK by the end of 2026.

The brand’s R&D and design hub in Gothenburg, Sweden and regional offices in Amsterdam, the Netherlands, complement its Chinese operations, signaling long-term European ambitions.

Beyond the X compact SUV, Zeekr is currently offering the 7X midsize SUV and the 001 flagship shooting brake in the Old Continent. Still, the company’s Chinese lineup is much broader, including the 007 sedan, the Mix and 009 minivans, and the new 9X flagship SUV.

Verdict

After a short but telling encounter, the Zeekr X left a lasting impression. It feels more spacious, more comfortable, and more polished than the Volvo EX30 it shares bones with, while coming in cheaper. The ride quality, cabin refinement, and safety credentials suggest it’s one of the most convincing Chinese EVs yet to reach Europe.

If you can get past the unfamiliar badge, the Zeekr X makes a compelling case as a smart, well-rounded alternative in the compact electric SUV space.