The Mini Aceman crossover combines a small footprint with greater practicality than the mechanically-related Cooper hatchback.
The model is exclusively available with electric power, producing either 181 hp (135 kW / 184 PS) or 215 hp (160 kW / 218 PS), with 40.7 kWh or 54.2 kWh battery packs respectively.
The Aceman will go on sale in markets Europe, China, and the UK, but Mini has yet to announce it for North America.
Mini has finally unveiled the all-new Aceman, a fully electric crossover set to compete in the booming subcompact SUV segment. The high-riding sibling of the Mini Cooper offers a more spacious cabin without sacrificing the agility of the urban dweller, while maintaining a safe distance from the larger Countryman.
Unlike its stablemates, which also come in ICE-powered forms, the Aceman is exclusively available as an EV, offering two power outputs and battery capacities to choose from.
The design of the Mini Aceman combines the charming features from the Cooper hatchback with angular details from the Countryman SUV. Generous amounts of matte black plastic cladding around the bodywork, skid plates, and roof rails prevent it from resembling a tall hatchback, giving it the desirable crossover stance that consumers desire these days.
The wraparound greenhouse and floating roof are typical Mini design traits, as is the octagonal grille at the front. The latter serves mostly decorative purposes, while the lower bumper intake provides sufficient cooling for the EV internals. The headlights resemble the eyes of an endearing creature and offer three different modes for the LED graphics, similar to the pixel-style taillights.
The Mini Aceman lineup offers four different trims – Essential, Classic, Favoured, and JCW – each one with their respective oblong-shaped badge on the profile and alloy wheels measuring between 17 and 19 inches. Furthermore, the flagship JCW features a unique design for the bumpers, a Chili Red roof and bonnet stripes, plus a high-gloss black finish for the cladding.
The Aceman measures 4,075 mm (160.4 inches) long, 1,754 mm (69.1 inches) wide, and 1,495 mm (58.9 inches) tall, placing it in the lower end of the subcompact SUV (B-SUV) segment. This makes it 217 mm (8.5 inches) longer than the Cooper and 354 mm (13.9 inches) shorter than the Countryman, effectively bridging the gap between the two following the demise of the Clubman.
Minimalist Interior
Despite its small footprint, Mini designers remained faithful to the brand’s “Clever Use of Space” design principle, highlighting the practicality of their new offering. Consequently, the cabin boasts a five-seater arrangement with 300 liters (10.6 cubic feet) of cargo space.
The interior looks very similar to the Cooper, with the 9.44-inch circular OLED touchscreen at the center being the only display. While most of the functions are integrated within the touchscreen, there are a few toggle switches for the start/stop, parking brake, gear selector, experience mode, and volume control making life easier for the driver.
The MINI Operating System 9 infotainment is inspired by smartphones and integrates Mini’s new Intelligent Personal Assistant called “Spike”. The driver has access to eight selectable Mini Experience Modes (Personal Mode, Go-Kart Mode, Vivid Mode, Core Mode, Green Mode, Timeless Mode, Balance Mode and Trail Mode), which change the interior ambience accordingly.
Each mode features distinct graphics for the screen, accompanied by various illuminated patterns emitted from two projector units. The dashboard is adorned with a knitted material, while the door trim is crafted from recycled polyester, and the seats come with a choice of textile surfaces or perforated Vescin upholstery. Another noteworthy feature is the ambient lighting along the frame of the panoramic glass roof.
The crossover comes equipped with twelve ultrasonic sensors and four Surround View cameras, supporting the ADAS suite that can include sophisticated systems like the Driving Assistant Plus and Remote Parking.
Two Electric Powertrain Options
The Mini Aceman shares its underpinnings with the electric Mini Cooper, so it’s no surprise that the two models offer the same powertrains and battery packs. The entry-level Aceman E comes equipped with a single electric motor producing 181 hp (135 kW / 184 PS) and 290 Nm (214 lb-ft) of torque. It features a 40.7 kWh battery pack, providing a WLTP range of 310 km (193 miles).
The Aceman SE boasts a more potent electric motor, producing 215 hp (160 kW / 218 PS) and 330 Nm (243 lb-ft) of torque, once again sending power to the front wheels. With a larger 54.2 kWh battery, it achieves a range of 406 km (252 miles). Mini promises a sporty chassis setup and direct steering, though it remains to be seen if it lives up to that. Furthermore, the JCW trim is expected to offer even sharper handling, compensating for the lack of extra grunt.
The Mini Aceman is expected to go on sale in markets like China, Europe, and the UK towards the end of the year. However, the EV has yet to be announced for the North American market, where small crossovers are less popular. In contrast, Europe boasts numerous rivals, including the Jeep Avenger, Fiat 600e, Peugeot e-2008, DS3 E-Tense, and Opel Mokka Electric.
Production of the Aceman will kick off in China, followed by Mini’s Oxford plant in the UK starting in 2026.
Six years after its introduction, Toyota is providing a major refresh for the eighth-generation Camry. Included with it is a new exterior design, a huge revamp of the cabin, and the demise of any engine from the 2024 model year that wasn’t electrified – including the V6. Each of those updates is important on its own merit. Collectively, they form a seriously overhauled Camry lineup.
For its part, Toyota must be quite confident about its changes seeing as the Camry is responsible for selling nearly 300k units a year in the States alone. It has been the best-selling passenger car in the US for the 22nd consecutive year and the most purchased vehicle in the region that wasn’t an SUV or a pickup truck. To say that it’s popular is an understatement.
If it’s going to keep that kind of sterling sales reputation though it needs to be significantly better, not just a flashier version of its previous self. After six years of production, Toyota appears to have distilled the Camry ethos and come to the market with a more focused product. To find out just how it was in the real world, we drove it for two days in both urban and rural areas of California. Here’s what we learned.
Quick Facts
An Electrified Lineup
Stephen Rivers/Carscoops
Last year, the Toyota Camry Hybrid made up just 12.2 percent of all Camry sales. For the 2024 model year that figure will be 100 percent since every Camry now comes with the same hybrid engine and the same continuously variable transmission (CVT). All Camry hybrids are now available with front or all-wheel drive too.
The power plant consists of a 2.5-liter four-cylinder engine that makes 225 horsepower (167 kW) on 87 octane fuel in front-wheel drive models and 232 hp (170 kW) in AWD variants. Notably, Toyota says that the FWD version will get up to 51 mpg combined.
Those horsepower and fuel economy figures are the ones that Toyota is leaning heavily on when it comes to the success of this updated Camry. They beat the Honda Accord (204 hp / 48 mpg) and the Hyundai Sonata (192 hp / 47 mpg). It’s also an upgrade in power as well as fuel economy compared to the 2024 Camry Hybrid that made just 208 hp (152 kW) wasn’t available with AWD.
The 2024 Camry actually scored slightly better in fuel economy testing with 52 mpg combined. That’s not entirely surprising since adding a bit of additional horsepower tends to reduce overall efficiency in most engines. Interestingly, Toyota wouldn’t tell us how much torque this engine makes. The 2.5-liter four-pot is largely identical to the 2024 Camry Hybrid’s engine and the tradeoff seems worthwhile. One mpg amongst 51 or 52 is a figurative drop in the gas tank.
2025 Toyota Camry Pricing
Boasting 10 percent or more horsepower above the competitors is likely to matter more to buyers who directly cross-shop the competition. The addition of AWD to the Hybrid lineup will certainly widen the appeal of the Camry, but keep in mind that the rear wheels only get power from an electric motor and only when the ECU deems it necessary.
Will buyers be comfortable with having nothing but a hybrid option? Well, they should be. Over the last few years, data from the NHTSA indicates less than five total complaints about the Camry Hybrid.
New Styling And Comfort
Photos Stephen Rivers/Carscoops
When the latest Prius arrived, it was rightly lauded for its excellent exterior design. Toyota has brought a chunk of that flair to the new Camry as well. Frankly, it’s a pretty good look on this car and it blends well with small touches from the Crown sedan too. Beauty is in the eye of the beholder, but to me, the front of the 2024 model never really flowed with the rest of the body. Now, the design feels more cohesive and consistent with the model’s goals.
The cabin hits that same stride as well. The previous Camry had a mix of swoopy curves, diagonal strakes, and a perfectly rectangular infotainment system all baked into the same dash. This one goes for protracted straight lines with most gentle curves only where they’re needed. It’s cleaner and more harmonious at the same time.
Stephen Rivers/Carscoops
The infotainment system includes a 7-inch digital gauge cluster and an 8-inch infotainment system on the LE and SE trim levels. The XLE and XSE both get 12.3-inch screens for each application. Android Auto and Apple CarPlay are standard across the board but the native system is intuitive and reasonably quick for those who prefer not to fuss with their phone. Sure, it looks like Toyota basically upsized the font setting or lowered the DPI in most menus but not everyone dislikes that style.
Toyota also ditched the fake aluminum and fake wood previously found in the cabin. Instead, it’s using soft-touch materials mostly made of fabric or faux leather and while that might not initially look as fancy, we think it’s a great choice. Having a material simply be whatever it actually is breaks away from the norm these days. On top of that, Piano Black plastic trim is almost completely absent.
The seating feels good, though I (being on the taller side at 6’6″) couldn’t quite fit comfortably without tilting my head or leaning my seat back some. Nevertheless, the chairs in the Camry are supportive, nicely finished, and adjustable enough for everyday use. The positive experiences in the cabin continue with the switchgear, which feels nicely weighted and appropriately located.
Unfortunately, Toyota didn’t maintain the same high-quality theme in the back seats. The soft-touch materials on the front door cards and dash are nowhere to be found in the rear. In addition, audiophiles might be turned off by the lack of options here. Every Camry, even the XLE, comes standard with just four speakers. Even the premium package includes just nine in total.
By comparison, the Hyundai Sonata and Honda Accord blow that out of the water with 12. The center console tunnel provides rear climate vents and a couple of USB-C ports though. The trunk holds up to 15.1 cubic feet worth of gear which is identical to the 2024 Camry.
Driving Impressions
Photos Stephen Rivers/Carscoops
One would be forgiven for thinking that the updated 2025 Camry would drive almost identically to last year’s model. After all, it sits on the same platform, it uses a very similar engine to the 2024 version, and on the face of it, the only major change is the availability of all-wheel drive. It was available on non-hybrid models in the past but never when combined with the electrified drivetrain. Dig a little deeper though and it’s clear that Toyota might not carry over the TRD version of the Camry, but it’s applied some of its learnings there to this new sedan.
The suspension is re-tuned in all new Camrys and in the corners of Californian canyon roads it feels good. The SE and XSE each get a sport-tuned suspension that includes unique shocks and a thicker front sway bar for a more responsive ride. The two setups do feel better than last year’s model and each feels unique comparatively.
At the same time, there are some things that won’t always bring joy to the life of the eventual Camry owner. For example, merging onto a highway or overtaking is met with a considerable drone from the CVT as it and the engine do what they can to reach the speeds requested. The engine, while more powerful than options from Hyundai and Honda, won’t fulfill the need for speed that some buyers may have.
Those who want the AWD version hoping that it’ll provide a more sporty experience are going to end up disappointed. Having tested both the FWD and AWD versions of the Camry, they behave almost identically. The only time I noticed any difference is in how they leave a stop light. The FWD can exhibit very minimal wheel slip whereas the AWD variant simply grips and goes. Of course, this is a Camry we’re talking about so those focused on performance metrics shouldn’t really be considering one in the first place.
Interestingly, the noticeable differences end up based on suspension tuning more than anything. The LE and XLE each get their own unique suspension that’s a bit softer. The XSE and XLE also include more sound-deadening technology to keep the cabin quiet. Those differences are more pronounced than in years past. Our testing wasn’t truly indicative of how most buyers will use the Camry but it’s worth noting that we only managed 29 mpg combined.
The brake pedal is noticeably better across the lineup than in the older Camry Hybrid. It’s smooth and linear without the odd engagement that some regenerative systems suffer from. The steering is very good as well. A bit of numbness on center is perhaps the only downside in the controls. Pitch the Camry into a turn and not only does it respond admirably but it communicates grip level at a high level too. Each of these features leads to a driving experience that’s largely uncomplicated and easy to enjoy.
Conclusions
Toyota
On paper and on the road, the new Camry is a better car than its predecessor. It’s leaning into comfort and efficiency which makes sense overall. Toyota also includes Safety Sense 3.0, which encompasses full-speed adaptive cruise control, lane-departure alert with steering assist, road sign assist, lane-tracing assist, and more. The overarching theme is in tune with previous iterations of the Camry.
It aims to be above average in just about every possible way. It offers a lot of value, features, and fuel economy for its competitive $28,400 (before destination) starting price, and it looks quite attractive now too.
As mentioned, it’s better on paper where most buyers will look, namely, in terms of power and fuel economy. Will buyers be willing to continue snatching up approximately 24k Camrys a month as they did in 2023 now that they’re all hybrids? We bet the answer is yes.
Singer’s heavily modified Porsche restorations caused a legal spat with Porsche in 2024.
The core issue was whether Singer’s creations, particularly the DLS and DLS Turbo, still resembled enough of a Porsche to use Porsche branding.
The lawsuit was settled with undisclosed terms, but Singer can continue building DLS models and likely has a revised agreement with Porsche.
Singer’s reimagined 911s have raised restomodding to a new art form, spawned a legion of imitators and even won high-profile fans at Porsche HQ. But how far can you modify a 911 before it ceases to be a 911? That was the crux of a new and recently-settled legal spat in 2024 between Porsche and Singer, which could potentially have implications for other aftermarket builders, and whose details we’re exclusively revealing for the first time.
Just over three years ago we broke the story of how Porsche had objected to Singer’s use of its branding on the spectacular ACS (All-Terrain Competition Study), one of a pair of radical rally-style 964s commissioned by a Singer client. The ACS featured ‘Porsche’ lettering on the engine cover and also had the German automaker’s name embossed into the carbon sill panels, but Singer was forced to remove images of the car from its website until it was able to photograph it minus the Porsche branding.
Porsche was concerned that people might think that it had some involvement in the ACS project, which it didn’t, or endorsed it in some way. And the situation was made more awkward by the fact that at the time the ACS was unveiled, Porsche was developing its own rally-style 911, the far less epic-looking 911 Dakar.
New Lawsuit In 2024
So when a few fan forums recently picked up the news that Porsche had filed a complaint – the first step in a lawsuit – against Singer in February of this year, and then settled the dispute by the following month, most people assumed that the case was about the ACS. But we gained access to court documents that reveal Porsche’s beef with Singer was far more complicated.
Secret agreement
Before we get into Porsche’s specific legal gripes with Singer though, we need to tell you about one fascinating revelation contained in the filing that’s key to the story. And it’s that way back in April 2012, only three years after Singer was born, Porsche was sufficiently ‘concerned’ about the impact of Singer’s business on its own that it maneuvered Singer into a ‘binding and enforceable contract’ laying out what the California-based firm could and couldn’t do if it wanted to keep Porsche’s lawyers sweet.
Frustratingly, the exact terms of that ‘Settlement Agreement’ are redacted in the latest court papers, but Porsche wrote that it ‘sets the boundaries on Singer’s use of Porsche’s famous [trade] marks.’ The gist of it seems to be that if Singer wanted to keep using Porsche branding, such as the hood badge or Porsche lettering, on its builds, the cars had to still look vaguely like Porsche road cars and retain a certain amount of Porsche engineering content, and Singer would only be allowed to restore existing cars, not build a series of new ones.
The complaint suggests that Singer happily complied with this agreement during the mid-2010s when it was taking on commissions for its Classic restorations, which featured carbon body panels, but were still, at heart, 964-generation 911s. It says there were ‘a number of incidents’ where Porsche had to remind Singer of the agreement regarding use of its intellectual property (IP), but that Singer always capitulated. Generally, then, it was happy days.
No longer a 911?
But then came the DLS, a car that drove you, me and Porsche’s legal brains wild, but for entirely different reasons. While we were getting off on the full carbon body, 9,300-rpm Williams-designed engine and entirely new suspension layout on what many people would argue is the sexiest 911 ever built, Porsche’s lawyers were looking at those same mods and reasoning that there was so little left of the original car that it no longer was a 911.
Porsche argued that the 500 hp (507 PS) DLS wasn’t only a brand new car ‘incorrectly’ wearing an existing Porsche car’s VIN, but effectively a new limited production model, and not the result of a single commission by a client. Yet when the DLS appeared at the Goodwood Festival of Speed in 2018, it was presented wearing a Porsche hood badge and Porsche lettering on the doors and tail, and they were still there when the first media drives took place and customers began receiving their cars, in 2021.
That was a problem for Porsche, and one that wouldn’t go away. Because according to the text of the legal complaint, this time Singer refused to comply with requests to remove Porsche branding from both the DLS and the 935-inspired 700 hp (710 PS) DLS Turbo that followed in 2023. Having objected to the DLS Turbo after first learning about it December 2022 (only months after agreeing to build engines for Singer’s Classic restorations), then watched the car get a rapturous reception at the Goodwood Festival of Speed the following July, Porsche’s legal team got serious, leading to this February’s official complaint.
There’s a ton of repetitive legalese in the 45-page document, but Porsche’s main arguments were that by stepping outside the boundaries of the original and enforceable 2012 agreement Singer was guilty of breach of contract and was illegally using Porsche’s trademarks (its badge and name) and its ‘Trade Dress’ (the trademarked shape of the 911).
It claimed that Singer was essentially passing off its DLS models as genuine Porsche products and profiting from Porsche’s reputation, confusing buyers and ‘diluting’ the Porsche brand. And reading between the lines of the redacted parts, the DLS Turbo’s visual similarity to the 935 racer that Singer openly admits inspired it, or its dissimilarity to the road-going 911 its 964 VIN relates to, specifically broke a certain clause in the 2012 Settlement Agreement.
Having laid that all out in its legal complaint Porsche’s lawyers then turned to their demands. They requested that Singer ‘immediately terminate any further production of the DLS and DLS Turbo (all non-Turbo DLS commissions have in fact already been completed), destroy any advertisements, brochures and promo material bearing Porsche IP, and cease using Porsche’s marks.
They also asked for financial compensation made up of Singer’s profits and damages, the exact amount to be decided at trial. A trial that Porsche, with its bottomless cash reserves and armies of lawyers, could afford to drag out for months, but which an independent like Singer – even one whose cars sell for what Porsche itself described as ‘exorbitant’ prices – likely wouldn’t have the stomach for.
Potential PR nightmare
In reality, this was mostly legal posturing. We don’t doubt that Porsche was prepared to go to trial, but it would have been very keen to avoid it. Porsche is legally and morally entitled to protect its assets, and this legal complaint and threat of action was just a way of reminding Singer who calls the shots when it comes to the 911, even ones registered over 30 years ago. But there’s such goodwill for Singer in the wider automotive world that it would be a PR disaster for Porsche if it drove the company out of business. A company that only exists because of Rob Dickinson, Maz and their team’s love for Porsche and its cars.
And while Porsche claims that Singer is benefiting from the reputation of the Porsche brand, it fails to acknowledge that Porsche also benefits from the reflected glory of the Singer brand. Singer might not make many cars but it generates a ton of publicity for both itself and Porsche. And Singer’s projects have almost certainly played a role in pushing Porsche to develop its own special, high-ticket, low-volume, retro cars like 2019’s $1m 935 track toy (seen above).
Crisis averted
Thankfully, there will be no trial and no cars will be hurt. Exactly what Singer and Porsche jointly agreed to settle the dispute we don’t know because the order is sealed and neither side was willing or legally able to reveal to us the terms of the final deal. Singer wouldn’t confirm or deny that it’s entered into a revised version of the 2012 contract with strict limits – though it surely has – and we don’t know if any money changed hands.
But we do know for sure that each of the Singer customers who paid around $2 million for a DLS can rest easy knowing that the Porsche repo man isn’t coming to take their Williams-powered carbon 911 away and drop it into a crusher. And we also know that the remaining DLS Turbo commissions will be finished as planned, and that Singer will carry on reimagining Porsche’s most iconic model.
Singer told us that it is “excited about the future” and promises it will continue to come up with knockout cars that’ll get us just as pumped as everything else it’s created over the last decade and a half. That’s great news, because the car world needs Singer, and the enthusiast-led independent firms that have followed in its footsteps.
Singer does what Porsche can’t
Much as we’d like it to, Porsche can’t and won’t build a Classic, DLS or DLS Turbo. But those are the cars that we’ll remember as the some of the defining enthusiasts cars of this era when we look back 10, 20 or 30 years from now. And every other business modifying old cars, whether Porsche-based or not, owes Singer a debt of gratitude for showing what’s possible if you let your creativity run wild, apply the latest tech to our favorite cars from yesterday and find would-be owners passionate and wealthy enough to make it all viable. Even if we know we’ll never be able to afford a Singer ourselves, we’re still glad that the cars exists.
Porsche’s tough, but legally-reasonable actions might look like a smackdown, but our gut feel is that they’re just a blip in Singer’s journey. Projects like the DLS and DLS Turbo prove that the modern Singer company is now much more than a bunch of guys who modify Porsches. The way we see it, Singer’s brand is becoming so strong in its own right, and its attention to detail is now so recognized, that it could turn its focus to any make of car (or even non-automotive stuff; it already sells watches) and people would line up with credit cards ready. Hey, given the right financial backing, Singer could probably pull off making its own car. Who else would love to see that?
Journalists like me and social media posters like you can also play a role in this new era of IP respect. We all often unwittingly annoy Porsche by wrongly referring to Singer-modified cars as the ‘Singer 911’ or ‘Singer Porsche’ without thinking, and not because that’s what Singer tells us to call it. But judging from the revised footer text on Singer’s website, Porsche has asked it to clearly spell out the relationship – or lack of – between the two brands in case anyone is unclear about the matter.
“Out of respect for Porsche, and to respect Porsche’s trademark rights, this incredible machine should never under any circumstances be referred to or described as a “Singer,” “Singer 911,” “Singer Porsche 911” or a “Porsche Singer 911,” or in any other manner that suggests that it is anything but a Porsche 911 that has been restored and reimagined by Singer,” reads the blurb.
Friends again?
Porsche declined to discuss the case with us, saying only that ‘we have formally resolved all existing disputes.’ But here’s the statement it gave us back in 2021 when the ACS shizzle hit the air-coolingfan:
‘We are glad to have a growing community of Porsche enthusiasts. They help us to ensure that so many Porsche cars originally built decades ago remain on the road and are still being enjoyed. At the same time, we have a responsibility to our customers to ensure that Porsche products – designed and engineered by us – can be clearly and easily identified. This can range from an individual component or piece of clothing using our name through to whole cars. We do this by allowing only products created or directly licensed by us to carry the Porsche name.’
We’ve asked a few other brands involved in the high-end Porsche restomod game if the resolution of the Singer-Porsche dispute will have any ramifications for their businesses and whether they also have legal agreements in place with Porsche, but have yet to receive replies. We’ll update this story if we get a response.
Do you think Porsche was right to step in and protect its intellectual property in this case or was it being overzealous? Is it right that Porsche can control what happens to 30-year-old cars? Drop a comment below and let us know your thoughts.
Known as ‘Squeeze.Benz’ on social media, he calls out the NYPD for their lack of driving skills on the highway and for having helicopters that can’t keep up with him
A reckless driver gaining notoriety for posting his antics online was featured in a YouTube interview.
In the video, he says that he believes he’s a professional driver and admits to several crimes.
The driver, who goes by the social media name Squeeze Benz, says that his strategy for evading police involves taking advantage of “rookie” cops.
Many drivers engage in reckless behavior from time to time, but one individual in New York, known by his social media handles ‘Squeeze.Benz’ and ‘Slow benz,’ is gaining attention for taunting police officers and evading consequences.
After posting several videos featuring numerous violations, Squeeze.Benz agreed to an interview with another YouTuber known as Tommy G, who specializes in documentary-style videos. During the conversation, he discussed methods for avoiding the NYPD, explained his confidence in doing so, and rationalized why he believes his driving poses minimal risk.
Carscoops has covered this driver and their antics twice in the past, including one incident where they performed donuts around an NYPD cruiser. In a second video, a member of a reckless group associated with this driver crashed into a wall before colliding with an innocent driver in another car.
Right after we finished this story, he posted yet another clip where he blatantly blasted through stop signs and performed donuts around a police cruiser, managing to evade capture. Now, the person gave an interview to YouTuber Tommy G.
Known as on Slow benz on YouTube and Squeeze.Benz on Instagram, he says that he’s the most wanted driver in New York right now. He takes Tommy G on a ride through part of the city in a customized Lamborghini Urus as the two discuss his antics. The two cover several topics including how he manages to evade the 25,500+ cameras in NYC.
“If I go on run from the cops I’m gonna make sure I either have altered plates or no plates at all,” he says. That’s a crime all by itself regardless of how fast or recklessly one is driving. Of course, that’s far from the worst thing that Squeeze.Benz does from a legal perspective. “I’m running red lights, I’m doing more than triple the speed limit, double the speed limit,” he says.
How does he manage to evade police despite those crimes? Aside from what he does with his license plate, he says it comes down to outright speed at times. His strategy consists of “hopping on the highway… They’re not really built for that [high speeds], it’s a lot of real rookie cops right now…. and these guys do not know how to drive on the highway.”
He Rents Fast Cars From Turo
If that’s not trolling the NYPD then I don’t know what is. In addition to speeding and altering his plates, he evidently drives several different cars. Tommy G indicates that Benz uses Turo to rent cars and the driver replies “doing long-term rentals is just a way better route.” So finding him isn’t as simple as tracking down a single car. He even claims that he once outran a helicopter because it “only top out at 150, 140 [mph].”
It seems that until NYPD finds a way to catch him, his behavior will continue. “I’ve been doing this for so long that I feel like I… am professional at it.” He doesn’t believe that what he’s doing is taking risks. “I see it as everyday driving,” he says.
The Milano is Alfa Romeo’s new entry-level crossover, positioned below the Tonale and the Stelvio. It is set to go on sale in Europe later this year, with no North American launch in sight.
It will be available in pure electric (Ellettrica) and mild-hybrid (Ibrida) versions, with up to 237 hp in the Ellettrica Veloce trim.
Built on the same Stellantis platform as the Jeep Avenger and Fiat 600, the Alfa Romeo Milano adopts a sportier stance to distinguish itself in the lineup.
Pricing will start from under €30,000 ($32,200), with leasing deals beginning at under €200 ($215) per month across all European markets.
Alfa Romeo has finally revealed the Milano, its highly anticipated subcompact SUV. Marking the brand’s first foray into the electric vehicle segment, the Milano becomes its smallest offering, joining the Giulia sedan and the larger Stelvio and Tonale crossovers in the Alfa Romeo lineup.
The Milano presents Alfa’s spin on a familiar approach adopted by various Stellantis brands and models such as the Opel/Vauxhall Mokka, Fiat 600, Peugeot 2008, and Jeep Avenger, all of which utilize the same CMP2 platform. The sub-compact (B-segment in Europe) crossover will be available in a choice of two electric powertrains or a 48-volt mild-hybrid gasoline option.
The Milano aims to be the sportiest model in its highly-competitive class, especially in the flagship Ellettrica Veloce trim. This top-of-the-line variant boasts a 237 hp electric motor and a sharper chassis setup for enhanced handling. Beyond the fully electric versions available at launch, the Milano will also be offered in Ibrida form. This variant features a mild-hybrid powertrain paired to an automatic gearbox, and the option for all-wheel drive.
Styled To Impress
Alfa Romeo’s objective with the Milano was to captivate a new generation of consumers by embracing the latest design ethos of the Biscione brand. Though perhaps not as striking as its larger counterpart, the Tonale, the Milano boasts a visually compelling aesthetic characterized by intricate forms and bold detailing.
The front end is rather busy-looking due to the elongated matrix LED headlights which are interconnected with slim intakes via dark trim. The new scudetto grille is partly covered in the fully electric version, signalling the start of a new era. The front bumper is inspired by the Quadrifoglio versions of the Giulia and Stelvio, featuring large intakes and an integrated splitter.
The profile of the Milano is distinguished by its toned-up rear shoulders, large wheels, and greenhouse that seamlessly connects with the rear glass. While the latter boasts a steeper angle compared to traditional SUVs, it falls short of entering the coupe-SUV realm. Moving to the back, Alfa Romeo designers have chosen a “kamm tail” finish, reminiscent of the Giulia TZ. The black trim surrounding the taillights evokes elements of the 2025 Nissan Kicks, albeit with more “Italian” curves.
Measuring 4,170 mm (164.2 inches) long, 1,780 mm (70.1 inches) wide, and 1,500 mm (59.1 inches) tall, the Alfa Romeo Milano perfectly fits within the European B-SUV segment. It surpasses the Jeep Avenger by 86 mm (3.4 inches) in length, matches the length of the Fiat 600, and falls 134 mm (5.3 inches) shorter than the Peugeot 2008.
Sporty Yet Practical Interior
The interior, while less visually striking than the exterior, boasts a digital cockpit equipped with dual 10.25-inch displays. Alfa Romeo-specific touches, such as the distinctive graphics of the infotainment system and the Cannocchiale digital instrument cluster, try to set apart. The optional sports package includes Sabelt seats upholstered in Alcantara, while other trims offer Spiga vinyl and fabric upholstery paired with a leather steering wheel.
Alfa Romeo brags about the 400 lt (14 cubic feet) of boot space in the Milano, complemented by a convenient cable storage compartment under the hood of the Ellettrica variant. In terms of safety features, the Milano offers Level 2 ADAS, akin to its competitors in the subcompact SUV segment.
Electric And Mild Hybrid Powertrains
The Milano lineup will include the Ellettrica, Ellettrica Veloce, and Ibrida versions. The Milano Ellettrica Veloce stands as the flagship model, equipped with a single electric motor with 237 hp (240 PS / 177 kW), matching the upcoming Abarth 600e and Lancia Ypsilon HF. Power is delivered to the front axle, aided by a Torsen mechanical self-locking differential and a set of high-performance 20-inch tires.
The Veloce-specific chassis setup boasts “the most direct steering in the segment” with a ratio of 14.6. The sports suspension, lowered by 25 mm (1 inch) compared to other Milano models, is complemented by front and rear anti-roll bars. Additionally, the front brakes feature larger 380 mm (15 inches) discs and four-piston monobloc calipers. Alfa Romeo asserts that the top-tier Milano will deliver class-leading driving dynamics akin to the discontinued Giulietta and Mito hatchbacks.
The entry-level Ellettrica produces a more restrained 154 hp (115 kW / 156 PS), with a 54 kWh lithium-ion battery offering 255 miles (410 km) of WLTP range and supporting up to 100 kW of charging speeds. These specs are identical to the army of similarly-sized EVs by nearly every Stellantis brand.
A Wimpy ICE Option
The combustion-powered Milano Ibrida will arrive in 2025 featuring a turbocharged 1.2-liter gasoline engine with a not so Alfa Romeo-worthy, 134 hp (100 kW / 136 PS) mated to a 48-volt battery and a 28 hp (21 kW / 28 PS) electric motor integrated within the six-speed dual-clutch automatic gearbox. Power will be transmitted to the front or all four wheels, similar to the upcoming Jeep Avenger 4Xe.
Unlike other Stellantis models, the Alfa Romeo Milano won’t be offered solely with an internal combustion engine (ICE), meaning it won’t come with a manual gearbox. The company also mentioned the availability of the Alfa DNA driving mode selector, but didn’t specify which Milano models will feature it.
Pricing and Availability
The Alfa Romeo Milano will be priced starting from under €30,000 ($32,200), with leasing options beginning at under €200 ($215) per month across all European markets. Moreover, special incentives will be available for owners of the MiTo and Giulietta looking to upgrade to the Milano.
Alfa Romeo also unveiled the Milano Speciale trim, featuring 18-inch wheels and an extensive list of standard equipment, which will be available at launch. Orders for both the Ellettrica Speciale and Ibrida Speciale versions of the Milano will commence on April 11 in Italy, with other European markets to follow in the coming weeks.
The 2025 Ram 1500 isn’t entirely redesigned, but it signifies a significant change for the brand. Gone is the exposed steel on the bumper and last year’s HEMI V8 engine. Instead, you’ll find a sleeker body design with a cleaner looking plastic fascia and a twin-turbocharged inline-six 3.0-liter engine that offers both increased power and improved fuel efficiency. Inside, the cabin features upgraded materials, enhanced technology, and increased attention to detail.
Of course, with all of these improvements, the facelifted 1500 is now more expensive than ever before with a starting price of $40,275. In fact, there’s an all-new range-topping trim dubbed the Tungsten that starts at $87,155. Those figures are before destination and handling ($1,995) too.
While we’ve known about many of the features on paper since November, this was our first chance to get up close and personal with the pickup. Our testing consisted of piloting the new Tungsten both in the dense urban jungle of Austin, Texas, but also out in the rural areas like Dripping Springs, Bee Cave, and Bear Creek. Here’s what we learned about the Ram’s new flagship pickup truck.
Our 2025 Ram 1500 Tungsten came fully loaded with an as-tested price of $90,535 before delivery fees. Part of that price is the standard High-Output version of the Hurricane 3.0-liter straight-six twin-turbo engine under the hood. It develops 540 hp (403 kW) and 521 lb-ft (706 Nm) of torque and sends it to all four wheels via an eight-speed Torqueflite 8HP75 automatic gearbox.
That drivetrain package also includes a two-speed transfer case and multiple operating modes such as 4WD Auto, 4WD High, 4WD Low, neutral, and locked. Ram also offers three different axle ratios including 3.21, 3.55, and 3.92 so that buyers can select the best one for their intended usage. Notably, only the 3.92 is available on the Tungsten.
Interestingly, it hasn’t released details on exactly how the High-Output Hurricane engine performs in terms of fuel economy. Ram does say that the base 3.6-liter V6 Pentastar engine should get 24 mpg on the highway, so we expect the H/O Hurricane to get less than that. The normal SST version of the Hurricane engine might end up near that 24 mpg mark though. When properly equipped the Ram 1500 can tow up to 11,580 pounds.
Luxury All Around
Where the Tungsten really intends to stand out is in the cabin. Ram made a big point about that name too. Tungsten, known for its rarity and strength, is the strongest metal globally with the highest melting point. It’s often used in drill bits and Ram used that as inspiration for some of the interior design. The same knurling pattern one would find on a tungsten carbide bit is littered throughout the cabin.
You’ll find it on the VIN plate sitting proudly in the middle of the center armrest, on the plastic gear selector, on the plastic trim of the steering wheel, on the badges in the floor mats, on the door cards, on the center console, and in other places. We wish it were made of real metal instead of cheap plastic but at least it adds some flair the same way Chevrolet did in the Trax we drove last year.
What’s unquestionably high class though is the seating in the Tungsten. Up front you’ll find 24-way adjustable heated, ventilated, and massaging seats with luxurious leather upholstery. They’re nearly identical to the ones found in the Jeep Grand Wagoneer and they truly elevate the Ram into flagship territory.
The rear seats are comfortable and luxurious as well, though they lack some of the flashy tech found in the front buckets. Rear occupants even benefit from rear-facing speakers integrated into the back of the front seats. All passengers will enjoy the expansive panoramic sunroof that comes standard on the Tungsten.
In addition, the Tungsten comes standard with a 14.5-inch portrait-oriented infotainment system rocking Uconnect 5. It’s paired with a 10.5-inch infotainment system for the front passenger and a 12.3-inch digital gauge cluster. A full-color heads-up display is also available.
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As a package, it’s unbeatable in the segment. Not only is Uconnect 5 incredibly fast and feature-rich, but it also comes equipped with Android Auto and Apple CarPlay for those who prefer them. The gauge cluster is highly configurable as well, allowing owners to prioritize and place their preferred data almost anywhere on the screen.
A 23-speaker Klipsch Reference sound system is standard on the Tungsten too. It’s capable of a very wide range, but lacked some of the bass that I expect in such a confined cabin. The McIntosh package in the Jeep Grand Wagoneer offered a much more crisp and fuller sound by comparison.
Cargo space is a huge part of any truck purchase and the Ram delivers there too. The center console is positively cavernous and comes with handy little baked-in details too. Mathematical equations for those on a job site sit on the underside of the armrest and a little easter egg showing former Ram generations sits at the bottom of the console.
The Ram Boxes on each side of the bed offer exterior lockable storage and even a hidden power outlet. Under the rear seats is another space for storage in a pinch and the bed can accommodate up to 2,300 pounds of payload capacity and 53.8 cubic feet of storage.
Grabbing The Ram By The Horns
Gone are the days of a truck feeling like a bucket of bolts roughly assaulting its occupants as they drive down the road. Today’s pickups are all about offering the comfort of a sedan or SUV without giving up the capability that those who absolutely need a truck require.
Ram attacked that problem a few years back with its double-wishbone front suspension paired with a five-link rear suspension mated to a solid rear axle. That was a unique setup and it’s proven to be one of the best handling full-size trucks on the market since.
For 2025, Ram revised that suspension package with new tuning and four-corner air suspension. On the road, those refinements show up in terms of how smooth the ride quality is. The steering is quite numb on center and the sheer mass of this pickup is evident in the way that it changes direction and comes to a stop. It’s better to drive on-road than the largely similar Ram Rebel but if you don’t need a truck we’d suggest looking for something that’ll provide a more engaging driving experience.
The drivetrain is a mostly positive experience too. Mashing the go pedal is met with a noticeable lag while the gearbox picks the right cog and the low-inertia turbochargers spool up, but once that’s done the 540 hp Tungsten is legitimately quick. We didn’t have anywhere safe to test things like 0-60 times, but expect this thing to be in the 5-second range if not better.
Passing power on the highway is equally ample but again, there’s a little bit of lag, even in sport mode where the truck gears down and gets going. Sure, some of the eagerness of the old HEMI V8 is gone but ultimately the Hurricane inline-six offers more power and evidently what will be better fuel economy.
Where the Ram 1500 Tungsten was most impressive was on the highway. Not only was it big-SUV comfortable but its available driver aids made the journey less taxing. It comes standard with Ram’s Active Driving Assist, a Level 2 semi-autonomous system that we found works very well in everyday traffic. Not only is it natural but it offers easy stop-and-go usage without having to intervene to keep the truck moving.
New for 2025 is a new Hands-Free Active Driving Assist program that works just like Ford’s Bluecruise or GM’s Supercruise meaning that it’s geo-locked onto pre-programmed highways. Once on one of those, the system can do all of the steering, accelerating, and braking without constant interaction from the driver.
2025 Ram 1500 Pricing
Final Thoughts
There’s little question that this is the most luxurious and most advanced Ram truck ever built. It’s unquestionably capable, legitimately posh, and full of some of the best tech available today. We’ll have to wait to drive the Ram Ramcharger and the Ram Rev to know if the entire 2025 Ram 1500 lineup keeps up with Ford and General Motors, but the Tungsten gives us enough information to compare the top trims.
To that end, we’d say that it’s a worthy rival to the GMC Sierra Denali Ultimate and the Ford F-150 Platinum Plus. In fact, it might be just a touch above those rivals as a complete package. They all sport the same three-year limited warranty and five-year powertrain coverage. Which one you’ll prefer will likely come down to very specific usage cases and personal preferences.
A Massachusetts driver has discovered an innovative way to find a parking spot close to the door of a grocery store
February 20, 2024 at 21:01
The driver of an Audi A4 in Wellesley, Massachusetts, has discovered an innovative new way to secure a parking spot close to the door of a grocery store, even when it appears that none are available: by parking sideways between two other vehicles
Few details are available relating to this incident, but Wellesley Police shared images and videos of the aftermath of the A4’s monster truck-like exploits on X, formerly Twitter. While one person was hurt, their injuries were only minor.
The incident occurred outside the Roche Brothers supermarket, and based on the images, it would appear that the Audi jumped up over a curbed green space dividing two rows of parking spots, and onto the hood of a BMW X5, before coming to a rest between it and a Chevrolet Equinox.
The images indicate that the impact was significant enough to deploy the airbags in the Audi, and the vehicle’s position made it impossible for the driver to exit. Consequently, they required assistance from the Wellesley Fire Department for rescue. Subsequently, they were transported to the hospital in an ambulance for further medical attention.
An overhead view of the incident reveals that the green space between the two parked vehicles (and behind the Audi) contained a sidewalk in the middle. It’s incredibly fortunate that no pedestrians were on it at the time of the incident.
Additionally, the same shot of the area also shows that there wasn’t much space behind the Audi for it to build up speed before this accident, making it impressive that it was able to make its way over the BMW’s hood. Whether this was a case of pedal confusion or something else remains to be clarified, but it’s another testament to the impressive forces cars experience.
In order to clean up this crash site, authorities used ropes attached to a tow truck to pull the A4 further onto its side, allowing the X5 to back away from it. The Audi was then lowered back onto its wheels and trailered away.
Video from the unusual crash at 184 Linden Street today. One person had minor injuries. Crash is under investigation. pic.twitter.com/NT8NfGZFpg
Hyundai’s N division has been on a wild ride over the past years from launching its very first hot hatch, the i30 N, to now having a fleet of models headlined by the all-electric Ioniq 5 N. Australia has proven to be a particularly important market for N, so much so that from January through October last year, some 31.7% of all Hyundais sold locally were either N or N Line models.
In its efforts to cultivate an enthusiastic community of owners, Hyundai Australia has organized an N festival for each of the past five years and last month, we headed to Sydney Motorsport Park for the latest iteration. It proved to be just as enjoyable as last year’s event and shows just how strong the N brand has become.
N fun
The 2023 event was held across a weekend in December and on the Saturday, included a drive along some of the finer roads around Sydney. However, the real action started on Saturday evening and ran through all of Sunday with attendees given the chance to drive their cars around the Sydney Motorsport Park.
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Photos Praveen Caldera/Carscoops
More than 500 N cars attended the event, the vast majority of which participated in the track sessions. Owners were split into groups of approximately 25 and could drive in a handful of 10-15 minute slots late Saturday evening and Sunday. As with last year’s event at The Bend Motorsport Park just outside of Adelaide, the full suite of N cars attended, including the i20 N, i30 N Hatch, i30 N Sedan, and Kona N. However, it was the Ioniq 5 N that was the real highlight.
Praveen Caldera/Carscoops
Proving that EVs can fun
As an attending media representative, we were fortunate enough to be given free rein to the full fleet of Hyundai N cars, albeit not the Ioniq 5 N. While a fleet of Ioniq 5 Ns were in attendance, they were being driven exclusively by Hyundai’s racing drivers and those locals who had placed an order. Fortunately, we were able to jump into the passenger seat of the driver-focused EV with rally driver Brendan Reeves behind the wheel and went for a few hot laps. We were blown away.
Hyundai has already allowed a host of journalists to test the Ioniq 5 N but we’ll have to wait until next month to head back to Sydney Motorsport Park and jump behind the wheel ourselves. Nevertheless, even from the passenger seat, it became immediately apparent that Hyundai has cooked up something very special.
Praveen Caldera/Carscoops
First is the sound. The carmaker has developed three synthetic sounds for the Ioniq 5 designed to add to the driving experience. The first of these sounds, known as Ignition, aims to mimic the sound of the brand’s ICE models and funnels the noise through 10 internal speakers. We initially thought this was a bit of a gimmick but after jumping inside, are now completely sold on the idea. The system almost perfectly mimics the sound of a turbocharged four-cylinder and even replicates the cracks and pops of Hyundai regular N models. It’s not quite the real thing but it feels almost as authentic as a regular N model.
Then there is the sheer speed of the thing. Hyundai has equipped the Ioniq 5 N with a pair of electric motors combining to produce 641 hp so it comes as no surprise that it feels like a ballistic missile off the line. Of course, plenty of EVs are quick but what makes the Ioniq 5 N special is the added enjoyment it provides, and this was evident even from the passenger seat.
Despite weighing around 2,200 kg (4,850 lbs), the Ioniq 5 N feels light on its feet and just as reactive to steering inputs as the i20 N and i30 N. Reeves also played around with the torque distribution settings to kick out the car’s tail and it appears easy to control on the limit.
Our favorite part of the Ioniq 5 N was not the sheer performance, nor its handling credentials, but rather the E-Shift function. This mode mimics the feel of Hyundai’s eight-speed dual-clutch transmission and is operated by the paddle shifters mounted to the steering wheel. Some enthusiasts may scoff at the idea of a fake gearbox like this but we thought it was brilliant because it feels so much like the real thing and even lets you bang into an imaginary rev limit.
Photos Praveen Caldera/Carscoops
The other Ns
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Sydney Motorsport Park is a wonderful circuit and proved to be exceptionally well-suited to the i30 N and i20 N, both of which we drove for multiple sessions. Like last year, we enjoyed our time in the i20 N the most, even though the i30 N, particularly in sedan guise, is more polished and significantly quicker.
Storming down the pit straight in both the i30 N and i20 N, we were quickly able to gain confidence in the superb Pirelli and Michelin rubber fitted to the press cars we drove. It wasn’t long before we were accelerating through the tremendous first corner at over 160 km/h (~100 mph) in both cars before really putting the brakes to the test into the tight second corner.
Hyundai’s N cars have always been incredibly approachable and if you’re confident driving high-powered front-wheel drive hot hatches, it’s easy to extract the most out of them. It’s hardly a surprise then why so many owners we happy to pay the AU$50 ($33) entrance fee and to drive from all parts of the country to attend.
Praveen Caldera/Carscoops
Like last year’s event, the vice president of the N brand and Hyundai’s motorsport division, Till Wartenberg, was in attendance as was the mastermind behind the N brand, Albert Biermann. The pair held two question-and-answer sessions for attendees about the Ioniq 5 N and are quite chuffed with the EV they have helped create. They even revealed that it can complete two full sub-8-minute laps of the Nurburgring Nordschleife, a remarkable feat for an EV of this size.
As mentioned, we’ll be driving the Ioniq 5 N next month, so be sure to stay tuned for our impressions. After experiencing it from the passenger seat, we have high hopes.
In the long-standing battle between cars and semi trucks, cars have yet to win and this is the latest loss
Bad drivers are everywhere and many times their poor habits go unpunished. When one has a serious lapse of situational awareness around an 18-wheeler things can go from bad to terrible fast. That appears to be exactly what happened on Interstate 35 in Iowa when a Ford driver learned the hard way to pay more attention when behind the wheel.
According to the timestamp from the video in question, this incident actually occurred years ago in 2016 but as far as we can tell, this is the first time we’ve seen the crash. It takes place on the I-35 bridge in Iowa above US Highway 30. Video from the bridge shows a Ford Taurus merging onto the road with almost no traffic whatsoever.
Sadly for the driver, the one bit of traffic just so happened to be an 18-wheeler trundling along in lane two. As the Ford driver merges into the lane going far slower than the big rig, the truck driver moves into lane one to avoid slowing down. Then, almost in unison, the Ford driver merges into the same lane. Despite the oncoming truck, the Ford driver continues on as the two cross the bridge.
With nowhere to go, the truck driver hits the rear of the Ford which causes the car to twist and come to rest on the front of the truck as both come to a slow stop. Video from the opposite side of the bridge shows that the trucker slightly pulls off of the road to the left once both vehicles are past the bridge itself. Being that this is a video only with no description it’s tough to say what outcome these drivers had.
There’s even the possibility that the Ford driver had some sort of medical emergency that caused them to merge the way they did. Of course, it wouldn’t be the first time that we’ve witnessed a person simply be too oblivious to their surroundings that an accident like this happened.
With the 2023 CX-60 D50e Azami, Mazda believes it has created a premium SUV that can rival established European rivals like the Audi Q5, BMW X3, and Genesis GV70. That’s a tall order considering that most consumers better know Mazda as a rival to more mainstream brands like Toyota, Nissan, and VW. So, has Mazda achieved what it set out to do?
To find out, we recently lived with the top-of-the-range CX-60 Azami to see what it is all about. What we discovered is a medium-sized SUV that is extremely well-rounded but one that could be made even better with some small and easy to implement refinements.
The details
Mazda Australia sells the CX-60 in three different grades, all of which are offered with both the company’s 3.3-liter turbocharged mild-hybrid petrol and diesel inline-sixes. The range starts with the Evolve available from AU$65,829 ($44,291), the GT from AU$74,165 ($49,899), and the Azami which kicks off from AU$79,584 ($53,545).
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Quick facts
Many industry experts were quite surprised when an investor report from Mazda in early 2019 revealed the carmaker was developing a pair of new 3.3-liter inline-sixes at a time when many of its competitors were downsizing. In the case of the turbo petrol, this engine is good for 209 kW (280 hp) between 5,000 rpm and 6,000 rpm as well as 450 Nm (332 lb-ft) of torque from 2,000 rpm to 3,500 rpm. Decent figures, indeed. In the diesel that we drove, the 3.3-liter pushes out 187 kW (251 hp) at 3,750 rpm and 550 Nm (406 lb-ft) from 1,500 rpm to 2,400 rpm.
Regardless of which engine customers choose, both come mated exclusively to an eight-speed automatic transmission that Mazda developed in-house. A 48-volt mild-hybrid motor has also been sandwiched between the engine and the transmission and helps to improve fuel economy.
While the petrol 3.3-liter has more power, it is AU$2,859 ($1,923) cheaper than the diesel, although it’s quite common for diesel models to be priced a little higher than petrol options. Those seeking the ultimate in performance and fuel efficiency can also order the CX-60 with a 2.5-liter plug-in hybrid for AU$92,609 ($62,309), the same model that our own Chris Chilton has been living with over in the UK.
A cabin to die for
The CX-60 D50e Azami that we tested was equipped with the optional SP Pack for AU$2,000 ($1,345). It adds tan Nappa leather through the cabin, 20-inch metallic black alloy wheels, dark-colored side signatures, a gloss black honeycomb grille, gloss black wing mirrors, darkened LED headlights, a dashboard with a suede finish, and a two-tone steering wheel. Those who don’t like the tan can opt for the AU$2,000 ($1,345) Takumi Pack with white Nappa leather, a cloth dashboard, and white maple wood accents.
In early 2020, I helped my mother pick a new car to replace her old VW Golf. We eventually settled on the Mazda3 hatchback, primarily because of how nice its interior was. Like the Mazda3, the interior of the CX-60 with the SP Pack is the highlight and perhaps the most surprising part of it.
Upon entering the cabin for the first time I was immediately greeted by a large 12.3-inch infotainment screen that prompted me to set up my personal driver profile. I was then asked to enter my height and just like that, the steering wheel and the seat started to move, attempting to place me into the ideal driving position.
I had heard about this feature before picking up the car and expected it to be inaccurate. It was, placing me in a bizarre position with the seat far too high and reclined too much for my liking. However, after making a few adjustments, I was able to find the perfect driving position. This system also scans your face and will save your settings and face to a custom profile, automatically readjusting everything back to your preference should anyone else drive the car. With all of this set up, I was then able to fully appreciate the beautiful cabin that I found myself in. It blows anything from Toyota, Nissan, Honda, and VW out of the water and feels just as premium as a BMW and a Mercedes-Benz.
Mazda is an expert when it comes to soft-touch surfaces and they are found in abundance in the CX-60. The upper portion of the doors are clad in lovely black leather while the mid-section of our tester had plush tan-colored suede and metal handles. The top of the dashboard is also super spongy and the tan suede in the center of the dash feels premium. We had mixed feelings about the two-tone tan and black finish of the steering wheel but did find it to be the perfect size and the buttons on it very easy and intuitive to use. It also has a heated function, not that I used it very often.
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Comfort for all
When adjusted correctly, the seats are great, too. Those up front offer electrical adjustment with memory for the driver’s side as well as heated and ventilated functions. Positioned ahead of the driver is a high-definition 12.3-inch digital instrument cluster. It is very bright and detailed but offers very little scope for customization which is a shame. Mazda has also incorporated a large head-up display, larger than many other offerings in this segment and loaded with features, including turn-by-turn navigation.
The central 12.3-inch infotainment display rocks the brand’s current and familiar UI and offers both wired and wireless support for Apple CarPlay and Android Auto, although we couldn’t get either system to work wirelessly during our time with the CX-60 and believe it needed a software update. The screen can be used as a touch display with smartphone mirroring or using the rotary dial while the Mazda UI only offers support for the physical dial. Curiously, the touch display of Apple CarPlay and Android Auto is disabled when driving, unless you find the well-hidden setting to enable it.
Like the front row, the second row of the CX-60 D50e Azami is a comfortable place to spend time. I had plenty of legroom with the driver’s seat in my preferred position and found headroom to be superior to the GV70. Those sitting at the back have heated seats, access to USB-C charging ports, and even a normal household power socket, a welcome and unexpected feature. A notable exclusive are rear climate control switches, a feature we believe should be present on a vehicle at this price point.
Cargo space is rated at 477 liters (16.8 cubic-feet) with the rear seats up and 1,726 liters (60.9 cubic-feet) with them folded down. Found beneath the trunk is the subwoofer for the superb 12-speaker Bose audio system and a spare tire.
The driving experience
Driving the CX-60 D50e Azami is a joy but there are some things that Mazda will hopefully improve when it decides the time is right to launch a facelifted model. First, the good.
Mazda’s 3.3-liter turbocharged inline-six diesel is unlike any other I have driven. In fact, it took me a few minutes of driving it to realize there was indeed a diesel under the hood, rather than the petrol 3.3-liter. The reason for this? The sound.
The moment you depress the accelerator of the CX-60 more than about 20%, a cacophony starts to slowly build in the cabin. It’s entirely synthetic but builds and builds as the revs climb and you start to stand on the throttle. Plenty of other vehicles out there pump fake engine sounds into the cabin and for the most part, they sound pretty stupid. Not the case here. From behind the driver’s seat, it sounds like the D50e has a large capacity petrol engine and it’s so convincing it initially fooled me into thinking I was indeed driving the petrol model. It’s only once you crack open the windows that the typical truck-like sound of the diesel can be heard.
Straight-line acceleration is great. Mazda says it needs 7.3 seconds to hit 100 km/h (62 mph) but the strong throttle response and torque make it feel quicker than that. Overtaking is a breeze and the acceleration, paired with the sound, makes for an SUV that’s surprisingly fun and exhilarating to drive.
The handling dynamics of the CX-60 D50e are also superb. Although it tips the scales at 1,990 kg (4,387 lbs), it loves to be driven fast through corners should you wish while remaining poised and comfortable when driven at regular speeds. The steering is well-weighted and the braking is confidence-inspiring. Mazda has long built some very fine driver’s cars and while the D50e isn’t necessarily a performance SUV, it feels like being on the verge of one.
Then there’s the bad. The first is the transmission. It is not poor by any means and for most shoppers in most driving scenarios, it will do the job just fine. However, it feels jerky at slow speeds and delivers a solid thump each time it shifts. It is also slow to respond when you’re at full throttle and always feels like it is one step behind the engine. There was also more than one occasion when it automatically downshifted rather violently, sending a shudder through the cabin.
Many of these complaints can be ironed out using the paddle shifters but there’s no dedicated manual mode, so it’ll always revert to changing gears for you. Most buyers will probably never use the paddles either.
The ride also needs to be improved. For the most part, it is quite firm and while that’s not necessarily a bad thing, it becomes quickly unsettled by any large imperfections in the road. It also bounces over speed humps and takes a while to settle.
While we thought the engine was good most of the time, it is quite rough at low speeds, sounding and feeling like a big truck engine. Fortunately, it comes alive at 20% throttle as mentioned and instantly feels more premium and responsive. Mazda’s mild-hybrid system also works seamlessly to shut off the engine when coasting and at a standstill, helping to improve fuel efficiency.
Mazda quotes a combined fuel consumption rating of 4.9 l/100km (48 U.S. mpg). We came close to matching that, returning 5.6 l/100 km (42 U.S. mpg) during our time with the SUV, an impressive figure given its size, weight, and large capacity engine.
The verdict
The Mazda CX-60, when equipped with the 3.3-liter inline-six diesel is a compelling SUV in its segment. It offers most of what premium buyers will be looking for in an attractive and unique package that has quite a lot of road presence. With some tweaks to the transmission, suspension, and throttle response, it would be almost faultless.
