The first trailer for Grand Theft Auto VI reveals that it will take place in Vice City, won’t arrive until 2025
The first trailer for the latest iteration in Rockstar Games’ legendary franchise, Grand Theft Auto, is finally here. Unfortunately, in addition to confirming that the game will take place in Vice City, it has also revealed that we’ll have to wait until 2025 to play Grand Theft Auto VI.
While details remain limited, the trailer takes place in a modern-day, GTA version of Florida called Leonida, and much of the action takes place in its version of Miami, Vice City. The video revolves around a character called Lucia, who will be the first playable woman in the series.
Lucia is initially shown wearing prison overalls, but quickly transitions to the outside world in the video. Throughout the video, there are multiple scenes of her wielding firearms, surrounded by stacks of cash, and concealing her identity with a bandana. These visuals hint at her involvement in nefarious activities, aligning with the typical traits of protagonists in the series’ extensive history.
In the video, Lucia and her unnamed male accomplice are driving around in what appears to be a pastiche of a ’70s Chevrolet Chevelle. However, in what I think was a really fun touch, they decided to make it the less popular four-door version, which makes it a cool, but not too cool car for the lead characters to be driving around in.
As we’ve come to expect from a game called Grand Theft Auto, the trailer is full of vehicles, including fake supercars that look just like the Porsche 911, the Ferrari Testarosa (that series fans may recognize as a Cheetah), a C8 Corvette, and a Lamborghini Aventador in front of a club. There are also cars that look like the Dodge Challenger and a Chrysler 300 at a takeover style event, a number of classic lowriders, and more.
It’s not just cars, though. There are also lifted trucks in the mud, motorcycles, ATVs, planes, boats, and, in ultimate Florida Leonida fashion, a fan boat. It all speaks to the expansive nature of what Rockstar is calling “the biggest, most immersive evolution of the Grand Theft Auto series yet.”
When it arrives in 2025, Grand Theft Auto VI will be available on the Playstation 5 and the Xbox Series X|S.
Miraculously everyone survived this absolutely wild crash that ended with both the Charger and the Bus in the side of a building
If Michael Bay saw this footage he might wonder if he’s due on set somewhere near Long Beach, California. Surveillance video from an intersection of South Street and California Avenue captured a harrowing scene Thursday. A city bus T-boned a Dodge Charger in mid-air after the sedan driver ran a stop sign. Somehow everyone survived despite both vehicles ending up crashing into a nearby building.
Police were called to the scene around 3:15 pm on Thursday and struggled initially to get an understanding of how the crash happened. The video shows the moment when the Charger blows through a stop sign, hits a bump, flies up into the air, and is then struck by the swift-moving bus. The impact caused the bus to veer off the road and crash into the front of a building.
That two-story building impacted by the collision houses a local restaurant on the ground floor and residences above. According to authorities on the scene, a total of 14 people sustained injuries in the incident, with five of them transported to the hospital. The injuries ranged from minor to critical but were reported as stable. Firefighters had to employ the jaws of life to extricate the two passengers from the Dodge.
Two residents ended up displaced as a result of the damage but nobody in the building reported getting hurt, according to KTLA5. As crews removed the Dodge from the scene it became even more shocking that everyone survived. The mangled mess of steel is barely recognizable and ended up catching fire briefly before crews put out the blaze.
At this time there’s no word on why the Dodge driver blew the stop sign. The video suggests that they either didn’t see it at all or that they completely mistimed their ability to make it through the intersection safely. Regardless of the reason, it’s amazing that everyone involved got away with their lives.
The Fit hit a concrete barrier so fast that it looks almost as though it were made of plastic
November 4, 2023 at 17:09
A shocking video from Massachusetts shows the moment when a Honda Fit smashes into a building at high speeds. Two people inside of the car somehow survived and nobody else was injured. The reason for the crash is yet unknown.
Security camera footage from IPG Photonics caught the accident that police are still trying to understand. The Fit evidently came off of the I-495 highway, maintained its speed, and then hit the front of the building without slowing down. It even hit a concrete pillar that basically fell apart like tissue paper.
According to local sources, the car hit a piece of the building that slowed it down dramatically. The Honda just missed hitting a receptionist in the building and came to a stop in pieces. Both people in the car were unconscious when police arrived. A Google Maps image shows where the car left the highway and the building across the road.
One official explained the findings at this point. “A high-speed erratic driver… came down the ramp and went straight into the building,” said Eric Christensen, the battalion chief for the city of Marlborough Fire Department. “It didn’t seem like they had slowed down at all. We were surprised that they’re as lucky as they were and at the condition of the vehicle as well.”
According to WCVB, it took over 30 minutes for emergency workers to extricate the two individuals from the car. Their condition and the cause for the crash is currently unknown. It sounds a bit too much like the odd crash involving actor Alan Ruck and his Rivian R1T. He said he was unsure of what happened and that could be the case here too. It could also be that the driver had a medical emergency and the passenger couldn’t do anything to slow the car down.
Few things in life are assured besides death and taxes, but three-row crossovers are virtually guaranteed to print money. However, that’s not always the case as the Lexus RX L failed to entice buyers and was quickly discontinued.
Lexus has now gone back to the drawing board and created their first purpose-built model for North America. It’s the 2024 TX and it fills a sizable gap in the company’s lineup.
Lexus Goes Large
Pictures: Michael Gauthier / CarScoops
Consumers have adopted a bigger is better attitude and Lexus embraced that idea wholeheartedly as the TX measures up to 203.5 inches (5,169 mm) long and has a wheelbase that spans 116.1 inches (2,949 mm). That means the crossover is larger than the body-on-frame Lexus LX as well as competitors such as the Audi Q7, Acura MDX, and Infiniti QX60.
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Besides being big, the TX is notable for having a “Unified Spindle” front end that sees the traditional spindle grille relegated to the history books. In its place is a partially enclosed grille that features razor-like bars. It will take some getting used to, but Lexus says the aerodynamically optimized grille provides “excellent cooling performance” as well as a “sense of mass.”
The grille isn’t the only change as there’s a “functional crevasse” beneath the aluminum hood. It houses air intakes as well as a millimeter wave radar.
Pictures: Michael Gauthier / CarScoops
The rest of the crossover is more conventional as it sports LED lighting units, rain-sensing wipers, and aluminum roof rails. They’re joined by flowing bodywork, an expansive greenhouse, and blacked out rear pillars. Buyers will also find a slender rear light bar and a power liftgate with a kick sensor. 20-inch wheels come standard, while the 500h and 550h+ ride on massive 22-inchers.
Speaking of the 500h, it’s available exclusively in F Sport guise and is distinguished by sportier bumpers, dark chrome trim, and black roof rails. They’re accompanied by gloss black mirrors and F Sport badges on the front fenders.
A Spacious And Well-Equipped Interior
Pictures: Michael Gauthier / CarScoops
Three-row crossovers are all about the cabin and the TX puts its size to good use. First-row occupants will find tons of head- and legroom, and it’s easy to get comfortable in the standard eight-way power heated front seats.
The good news continues in the second row, which offers an impressive 39.5 inches (1,003 mm) of legroom. Bench seats come standard, but captain’s chairs are available on higher-end variants. Regardless of which is selected, both types of seats slide, fold, and recline.
The real star of the show is the third row, which is adult-friendly and easily accommodated this 6’2” reviewer. There’s plenty of headroom and legroom is good at 33.5 inches (851 mm). To put that number into perspective, the Infiniti QX60 only has 28 inches (711 mm) of room. The Audi Q7, Acura MDX, and Lincoln Aviator all have around 29.2 inches (742 mm), while the Volvo XC90 comes closest at 31.9 inches (810 mm).
The model also bests the BMW X7, which has 33.3 inches (846 mm) of third-row legroom. That being said, the TX falls short of the Mercedes GLS and its 34.6 inches (879 mm) of space. However, neither model competes with the Lexus as they’re nearly $30,000 more expensive.
Putting dimensions aside, third-row entry and egress is relatively easy and aided by a second row that slides forward at the touch of a button. While the third row lacks power on the entry-level trim, all other versions have a power-folding third row with power recline. That’s a nice touch and Lexus put power-folding third-row controls in the cargo area as well as in the second row and even in the first row via the infotainment system.
The TX has 20.2 cubic feet (572 liters) of cargo space behind the third row and that can be increased to a whopping 97 cubic feet (2,747 liters) by folding the second and third row down. That annihilates the competition as the Audi Q7 maxes out at 69.6 cubic feet (1,971 liters), while the Volvo XC90 offers 85.7 cubic feet (2,427 liters).
Besides being roomy, the Lexus TX has an upscale interior that features a 7- or 12.3-inch cluster display as well as a 14-inch infotainment system with cloud-based navigation as well as an intelligent assistant. The latter responds to natural language voice requests and owners can always use Android Auto or Apple CarPlay if preferred.
The entry-level TX comes nicely equipped with NuLuxe upholstery, a power tilt/telescopic steering column, and a wireless smartphone charger. They’re joined by an ambient lighting system, a tri-zone climate control system, and modular cup holders that are removable.
Higher-end variants up the ante with semi-aniline leather seats as well as heating and ventilation in the first two rows. Customers can also get a heated leather steering wheel, a panoramic glass roof, and a digital rearview mirror. Other highlights include a 21-speaker Mark Levinson audio system and a 1,500-watt power outlet in the cargo area of the hybrid.
Speaking of the TX 500h F Sport, the model has aluminum pedals, fancier scuff plates, and a sport steering wheel. Customers will also find sport seats that are so heavily bolstered, they’re uncomfortable for wider folks such as myself. While the seats felt slightly better after prolonged use, they’re overkill in the TX and I’d rather have something less aggressive.
The sport seats aren’t the only problem as the interior is plain and not very luxurious. While material quality is top notch and soft-touch accents are abound, the cabin doesn’t feel particularly special. Part of this can be chalked up to the dull atmosphere, which lacks excitement and visual interest. This has been a Lexus trend as of late and we’re not exactly a fan of the austere aesthetic.
A Powertrain For Everyone
While most competitors only offer one or two engines, the Lexus TX has a powertrain for everyone. Kicking things off is a turbocharged 2.4-liter four-cylinder that produces 275 hp (205 kW / 279 PS) and 317 lb-ft (429 Nm) of torque.
That’s more than the Toyota Grand Highlander and is enough to beat the turbocharged 2.0-liter four-cylinders found in the Audi Q7, Cadillac XT6, and Volvo XC90. However, it’s a mixed bag when compared to the Acura MDX and Infiniti QX60 as both have more horsepower but less torque.
The turbocharged engine doesn’t seem overly refined, but it’s connected to a smooth shifting eight-speed automatic transmission. This setup enables the crossover to accelerate from 0-60 mph (0-96 km/h) in 7.8 seconds, when equipped with the optional all-wheel drive system.
While the performance is nothing to write home about, the TX 350 returns 21 mpg city, 27 mpg highway, and 23 mpg combined with front-wheel drive and 20 mpg city, 26 mpg highway, and 23 mpg combined with all-wheel drive. Those numbers are respectable for the segment and the highway ratings standout.
Customers looking for more performance can opt for the TX 500h. It has a hybridized powertrain that consists of a turbocharged 2.4-liter four-cylinder engine, a six-speed automatic transmission, a rear eAxle, and a small nickel metal hydride battery. This setup gives the all-wheel drive crossover 366 hp (273 kW / 371 PS) and 406 lb-ft (550 Nm) of torque.
That’s more than the Acura MDX Type S and it enables the TX 500h to accelerate from 0-60 mph (0-96 km/h) in 6.1 seconds. Furthermore, the electric motor allows for effortless launches and the hybrid tech barely makes its presence known.
However, you’ll notice it at the pump as the crossover is slated to return 27 mpg city, 28 mpg highway, and 27 mpg combined. Those are fantastic numbers for a large three-row crossover, especially one that’s performance-focused.
Last but not least, there’s the TX 550h+ plug-in hybrid. It has a 3.5-liter V6, two electric motors, and an 18.1 kWh lithium-ion battery pack. This gives the crossover a combined output of 404 hp (301 kW / 410 PS) and an electric-only range of 33 miles (53 km). The plug-in hybrid is also the fastest TX as it can hit 60 mph (96 km/h) in 5.9 seconds.
The driving experience is remarkably similar to the 500h as the crossover is quick and quiet. It’s not quite as sharp as its hybrid sibling, but the weight of the battery pack doesn’t make itself known around town.
While that’s good news, there’s little doubt the model will be tragically overpriced as the RX 450h+ plug-in hybrid starts at $70,080. That’s a shame, because the TX 550h+ is an interesting addition to the lineup and has enough electric-only range to handle short commutes.
A Comfortable And Capable Crossover
Like the RX, the TX rides on the GA-K platform and has a suspension that combines MacPherson struts up front with a multi-link rear. This is a winning combination as the crossover has remarkable road manners and a supremely comfortable ride.
Given the focus on comfort, it’s not surprising the electric power steering system is light and predictable. However, you can add heft by putting the crossover into Sport mode or fine-tuning the Custom mode to deliver a sportier driving experience.
The crossover is a capable handler and body roll is largely kept in check. However, if you push things, you’ll be reminded that the TX is a large crossover that weighs up to 5,400 lbs (2,449 kg). That being said, on the right road, the model is capable of delivering a smile or two. This is particularly true in the 500h and 550h+ as their Direct4 all-wheel drive system can send up to 80% of the power to the rear wheels.
Other highlights include a well-mannered braking system and a 5,000 lbs (2,268 kg) towing capacity across the board. The latter trails a number of competitors and is left in the dust by the Audi Q7, which can tow up to 7,700 lbs (3,493 kg).
The TX 500h is the sportiest of the bunch and it comes standard with an Adaptive Variable Suspension that adjusts damping based on conditions. That isn’t the crossover’s only party trick as it has a Dynamic Rear Steering system, which can turn the rear wheels four degrees in the same or opposite direction as the front wheels.
This is designed to improve high-speed stability as well as low-speed maneuverability. The latter area is where the system shines as it enables the crossover to be remarkably nimble. We put that to the test during a tight U-turn and were pleasantly surprised to find the TX handled it with ease.
Buyers will also find a suite of standard driver assistance systems that includes All-speed Dynamic Radar Cruise Control, Lane Tracing Assist (Lane Centering), and Lane Departure Alert with Steering Assist. The model also has Road Sign Assist, a Pre-Collision System with Pedestrian Detection, and a Blind Spot Monitor with Rear Cross-Traffic Alert.
The Three-Row Crossover Customers Have Been Waiting For
While Lexus took their sweet time creating a ‘proper’ three-row crossover, the wait was worth it as the TX is comfortable, spacious, and well-equipped.
Pricing isn’t too shabby either as the model starts at $55,050 and comes nearly loaded for $60,950. At the latter price point, you’ll find a heated leather steering wheel and semi-aniline leather seats with heating and ventilation up front. The TX 350 Luxury also has heated second-row seats, a power third row, and a panoramic glass roof, among other things.
Unfortunately, pricing is a double-edged sword as the excellent TX 500h starts at $69,350 and the 550h+ plug-in hybrid will undoubtedly be even more expensive. That isn’t the only issue as the interior isn’t very luxurious and the looks aren’t for everyone. However, if you’re looking for comfort and space, you could do a lot worse.
The cause of the accident is unknown but it makes for a scene straight out of the Dukes of Hazzard
Security cameras are seemingly everywhere these days and as a result, we often get to see things that would’ve otherwise been unbelievable. In this case, a Dodge Challenger takes to land, air, and then to the sea after what appears to be a series of bad decisions by the driver. The video below shows what ended up being the last drive for an American muscle car in Florida.
Muscle cars in general have never been known for their supreme handling ability but in this case, it cost the driver their car. Security camera footage from a local resident shows the entire incident. At first, we see the Dodge driving ahead of another vehicle. The two come to a right-hand curve and the Challenger simply doesn’t track the road.
Instead, it drives through a bit of grass, doesn’t appear to slow down much, hits a small tree, and then launches off of the ground and into a canal. The once-mighty muscle car floats atop the water’s surface for quite a while as the driver attempts to escape. He fails at that too though and a bystander has to jump into the polluted water to help.
Once the two make it back to shore the Challenger sinks completely underneath the surface as though it was never there. What caused the incident is still undetermined. It appears that the driver is speeding as they approach the curve but regardless of how fast they were driving, they simply fail to slow the car enough.
There are some interesting clues that might give away what really happened here. First, it appears almost as if the Dodge comes around the sedan at the very beginning of the clip as though they intentionally drove around it at high speed. Second, we don’t see any clear evidence that the front wheels turn into the corner at all. It’s possible then that the Dodge driver tried to overtake the sedan but didn’t have enough room to slow down after that maneuver.
If the sedan was also speeding or trying to prevent a pass it might further explain the situation. When contacted by NBC2 News, Police didn’t have any information to share on the situation.
Kia America has opened the floodgates as they’ve revealed virtually everything about the 2024 EV9, ahead of its launch in the fourth quarter.
While the company has already announced an assortment of details, the automaker confirmed plans to offer four different trims known as Light, Wind, Land, and GT-Line.
The EV9 Light sits at the bottom of the lineup and features LED lighting units as well as 19-inch alloy wheels. They’re joined by rain-sensing wipers and acoustic front glass.
Moving inside, there’s a 12.3-inch digital instrument cluster, a 12.3-inch infotainment system, and a 5-inch display for climate controls. The seven-seat crossover also has a faux leather steering wheel, LED lighting, and a tri-zone automatic climate control system.
Other highlights include eight-way power front seats with heating and ventilation as well as SynTex upholstery. They’re joined by a wireless smartphone charger, an eight-speaker audio system, and a fingerprint reader.
On the safety front, the EV9 Light comes with an alphabet soup of driver assistance systems including Blind-Spot Collision Avoidance Assist, Forward Collision-Avoidance Assist, Forward Collision Warning, and Highway Driving Assist 2. They’re joined by High Beam Assist, Lane Departure Warning, Lane Keeping Assist, and Rear Cross-Traffic Collision-Avoidance Assist. Buyers will also find Front/Rear Parking Distance Warning, Rear Occupant Alert, and Safe Exit Assist – among other things.
Power is provided by a 76.1 kWh battery pack, which feeds a rear-mounted motor developing 215 hp (160 kW / 218 PS) and 258 lb-ft (349 Nm) of torque. It enables the model to accelerate from 0-60 mph (0-96 km/h) in 7.7 seconds, before hitting a top speed of 118 mph (190 km/h).
More importantly, the 5,093 pound (2,910 kg) crossover can travel approximately 223 miles (359 km) on a single charge. When the battery is depleted, it can be fully recharged in approximately 6 hours and 45 minutes with a 240V outlet and an 11 kW charger. If that’s too long, a DC fast charger can take the battery from a 10-80% charge in less than 25 minutes.
EV9 Light Long Range
Since the entry-level model is short on range, Kia will offer a more capable Light Long Range. Equipment is largely identical, but buyers will find a six-seat interior as well as HomeLink connectivity. The Long Range variant also offers options not available on the base model including a sunroof, a heated steering wheel, and a heat pump.
The big news is the larger 99.8 kWh battery pack, which powers an electric motor developing 201 hp (150 kW / 204 PS) and 258 lb-ft (349 Nm) of torque. The battery increases the range to approximately 300 miles (483 km), but the extra weight and weaker motor conspire to raise the 0-60 mph (0-96 km/h) time to 8.8 seconds. The bigger battery also takes approximately two hours longer to charge.
EV9 Wind
Moving up the trim ladder is the EV9 Wind, which has a lightly revised exterior with a dual pane panoramic glass roof and “silver slim flush-type roof rails.” The model also has a seven-seat interior with a heated steering wheel as well as the aforementioned equipment.
Bigger changes occur beneath the skin as the EV9 Wind combines the 99.8 kWh battery pack with a dual motor all-wheel drive system. It produces a combined output of 379 hp (283 kW / 384 PS) and up to 516 lb-ft (699 Nm) of torque. This enables the 5,688 pound (2,580 kg) crossover to accelerate from 0-60 mph (0-96 km/h) in as little as five seconds and hit a top speed of 124 mph (200 km/h).
The mid-level model comes standard with a heat pump and is slated to have a range of 270 miles (435 km). However, the optional 20-inch wheels will slash that distance to 253 miles (407 km).
EV9 Land
Buyers looking for more luxury can opt for the EV9 Land, which is distinguished by “Small Cube” LED headlights, an illuminated grille, and larger 20-inch alloy wheels. Other highlights include auto-dimming side mirrors, gloss black accents, acoustic rear side glass, and a Vehicle-to-Load exterior outlet.
The six-seat interior has fancier front seats as well as heated and ventilated rear seats. They’re joined by a power tilt/telescoping steering column, a digital rearview mirror, and a heated steering wheel with an illuminated Kia logo. Buyers will also find a “drawer-type” glove box, rear sunshades, ambient mood lighting, stainless steel scuff plates, and a 14-speaker premium audio system.
They’re joined by additional driver assistance systems including a Surround View Monitor, a Blind-Spot View Monitor, and Reverse Parking Collision Avoidance Assist. Customers can also get optional Remote Smart Parking Assist.
The powertrain carries over but, thanks to the 20-inch wheels, the range falls to 253 miles (407 km). However, owners can downgrade to 19-inch wheels to bring the range back up to 270 miles (435 km).
EV9 GT-Line
The EV9 GT-Line sits at the top of the lineup and features a self-leveling rear suspension as well as 21-inch wheels with a two-tone finish. They’re joined by unique front and rear fascias, gunmetal painted accents, and gloss black roof rails.
The six-seat interior has exclusive “trim and garnish” as well as stainless steel pedals and sportier seats with special badging. Buyers will also find suede cloth upholstery on the headliner, pillars, and sun visors.
Other highlights include Remote Smart Parking Assist and Parking Collision Avoidance Assist Front and Side. The model also comes with a head-up display as well as an optional Advanced Highway Driving Assist system with LiDAR.
While the EV9 GT-Line sounds pretty impressive, it only offers 243 miles (391 km) of range. That, of course, is only 20 miles (32 km) more than the entry-level variant.
Reservations Open Soon
While that’s the Kia EV9 in a nutshell, pricing remains a mystery. However, we can expect to learn full details shortly as the company announced plans for an “advance reservation program tailored to customers who are eager” to own the “first mainstream three-row EV SUV.”
We’ll learn more in the coming weeks and Kia noted the EV9 will be built in West Point, Georgia starting next year.
The accident was caught on video by a security camera although the cause is not clear
A Tesla Model Y ended its crazy course on a South California residence last Saturday, injuring a trio of passengers and causing damage to the home’s garage door and another vehicle that was parked on the driveway.
The incident took place in West Hills, Los Angeles at around 7 pm last Saturday. Footage from the home’s security camera made public by KTLA sheds light on the circumstances. The Tesla driver can be seen attempting something like a U-turn on the street, before losing control of the vehicle.
The EV accelerated hard towards the sidewalk, hitting the curve and going airborne for a brief moment. The Tesla landed on a parked Chrysler Pacifica minivan causing damage to its mirror and front door, and narrowly missed a parked Ford Edge SUV before it crashed into the garage door.
As reported by Daily Mail, inside the Tesla were a 90-year-old man, an 82-year-old woman, and another woman of unspecified age. The three occupants, who were dressed in Hawaiian outfits, were reportedly injured and their current condition is unknown. Thankfully there were no other injuries as there was no traffic at all.
The cause of the accident hasn’t been specified, so it is not clear if this was a case of human error or if something went wrong with the vehicle’s electronics. We hope that the Tesla occupants have fully recovered from their injuries and that the owners of the house and the damaged vehicles get compensated by the insurance company.
It seems that cars are crashing into houses happens more often these days. Last week, a Toyota Corolla crashed into the second floor of a Pennsylvania house, after accelerating through a neighbor field and launching from a culvert.
Maserati was supposed to be selling 100,000 cars a year by 2022. That’s the target it set back in 2018. The real 2022 figure – admittedly not helped by the global supply crisis – turned out to be just 23,400.
But things really could be about to change. I know it feels like we’ve heard that, oh, 100,000 times, like when the Ghibli sedan was announced, and then the Levante, and neither really delivered on their promise. But this time the omens are good. The arrival of the mid-engined MC20 has given the brand some extra credibility with younger (ie. sub-70) buyers, and Maserati has now entered one of the hottest market sectors in the world with the Grecale compact SUV.
What is the Grecale?
In concept it’s most easily explained as a Porsche Macan rival. In execution it’s a slightly bigger Alfa Romeo Stelvio with some useful technical and luxury improvements, including mild-hybrid tech and an electric turbocharger working alongside a regular one. Sounds interesting on paper but does it live up to that promise? We grabbed the keys to find out.
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Like the Macan, the Grecale is available in multiple flavors, though all-wheel drive and combustion power is a common thread – a Folgore EV variant goes on sale soon to battle the Macan EV. Most of the coverage at the international launch last year was devoted to the 523 hp (530 PS) V6 Trofeo, but that’s a £99,700 ($105,500 in U.S.) machine. Most buyers will be rocking rather fewer horses.
Both of the other models are powered by a mild-hybrid 2.0-liter four-cylinder engine making either 296 hp (300 PS) in the entry-level £61,570 ($65,300) GT, or 326 hp (330 PS) in the £67,810 ($74,900) Modena, which also gets adaptive dampers, an upgrade to 20-inch wheels, black chrome trim and a limited slip differential. Our tester was the entry-level GT with optional 20s.
Outside and in: first impressions?
For a new car, the Grecale looks kind of chintzy and dated in the metal, though that could be partially down to our car’s spec, in particular its blend of Bianco Astro paint and bright chrome. The Modena and Trofeo versions look much cooler, or at least in pictures. It’s also a little chunky around the rear end, not taut and lean like a Porsche Macan, but it’s hard not to like the GranTurismo-style grille and the classic triple Maser vents on the front fenders.
As we mentioned earlier, the Grecale rides on the same platform as the Alfa Romeo Stelvio, but it feels superior in a couple of ways. The first is the general look and feel of the interior. The triple-screen setup (gauges, infotainment and HVAC) reminds you that it’s much more modern than the Alfa, and the materials are mostly better too.
It’s not perfect, though. While the infotainment system looks slick and is pleasingly responsive, I think Maserati has gone too far with the touchscreen factor, throwing the controls for the lights into the climate display, for instance, and the switches on the steering wheel’s upper spokes are disappointingly cheap. I’d also like to be able to drop the seat much lower for a sportier driving position, like you can in a Porsche Macan, and the gearshift selector is seriously dull. Pushing a bunch of buttons located between the two console screens to switch from drive to reverse feels really unsporty, though the sexy aluminum shift paddles do their best to make amends.
But then we get to the other advantage over the Stelvio (and the Macan): space. Jump in the back seat or open the rear hatch and you’ll really see and feel the difference Maserati’s engineers have made by stretching the wheelbase of the Stelvio’s Giorgio platform 3.3-in (83 mm) to 114.2 in (2,901 mm). That stretched wheelbase is bigger than a Porsche Cayenne’s, never mind a Macan’s, so it’s no wonder that by class standards the Grecale is a genuinely roomy car. The question is, can it put space between itself and its rivals on the road?
Fire her up, then!
Fire her up? Okay, just as long as you temper your expectations. We’re driving the four-cylinder version, remember. And to be honest, even with that thought in mind, the first impressions aren’t great. The direct injection engine chunters away sounding more like a hyper-refined diesel than something worthy of the Maserati badge, and a blip of the throttle reveals a pronounced flywheel effect.
Fortunately, things get better on the move. That’ll be down to the solid 332 lb-ft (450 Nm) of torque that’s available from 2,000-4,000 rpm and helps even this entry-level Grecale feel usefully muscular in the mid range. It’s fairly strong from a dead-stop, too, considering there’s 4,123 lbs (1,870 kg) of metal to get moving. Maserati claims zero to 62 mph (100 km/h) in 5.6 seconds for the GT (5.3 seconds for the Modena), but in a bit of unscientific research on a country road I logged 5.1 seconds on the Grecale’s on-board performance meter, plus 13.3 seconds to 100 mph (161 km/h).
There’s still some turbo lag, despite the best efforts of the mild-hybrid system and electric turbo to fill in the off-boost lethargy, and the 48-volt starter generator won’t let the Grecale drive meaningful distances on electric power alone. As for economy, well it’s no miracle worker there, either. The best we saw was 28.3 mpg UK (23.6 U.S.) on a motorway cruise, which is probably better than you’d get out of a 2.0 Macan in similar circumstances, but not by much.
But one other benefit of the mild-hybrid system is that the battery and DC converter are both located near the rear axle. Why does that matters? Because although it eats into the load space (the non-hybrid Trofeo’s luggage bay is bigger) it helps with the weight distribution. Combine that with an engine that’s located almost entirely behind the front axle line and you’ve got the recipe for an SUV with a refreshing eagerness to change direction.
We’ve no doubt that the posher Grecales with their adaptive dampers extra power and limited slip rear diffs are more fun, but even this basic car has a nice natural balance that lets you tuck the nose into an apex and then lean on the outside rear tire on the way out. It’s decent fun, but it could be better. We’d like a bit more steering weight and the brakes feel too soft and spongy, not firm like a Porsche’s.
But the ride comfort is definitely worth some praise. Even on the standard passive dampers and equipped with a wheel upgrade from 19s to 20s (normally a disastrous move for most passive-damper cars) our GT felt nice and supple – and infinitely less harsh than my Mazda CX-60, which has a similar setup.
What’s it up against?
I drove the Grecale in the UK where the range kicks off at £61,570. For context, the same money buys a 375 hp (380 PS) V6 Macan S, or a Macan base or T with a ton of options. Sure, the Porsche is smaller, but it’s difficult to argue against that kind of deal, and most people won’t. We probably wouldn’t either.
But in the U.S. it’s a slightly different story. The $65,300 (excluding shipping) Grecale GT is priced between the base Macan and Macan T, neither of which has much drivetrain charisma, and the Macan S is $7k more. Suddenly the Maserati looks like a more appealing proposition, although there are still plenty of desirable alternatives. A 382 hp (388 PS) BMW X3 M40i that flies from zero to 60 mph in 4.4 seconds for $61,900 is tempting, even if it doesn’t have the Maserati’s glamorous badge.
Which £65k/$65k SUV would get your cash? Drop a comment below and let us know.
The Hyundai Ioniq 5 was a revelation when it hit the market a couple of years ago, perfectly combining a retro yet futuristic design with clever packaging, neat technologies, and plenty of performance.
Fast forward to 2023 and it now has a sibling in the form of the Ioniq 6 and we recently lived with one for a week to see if it’s as good as the SUV and just where it places in the current EV hierarchy.
The design
Much has been said about the Ioniq 6 since it was first unveiled and just like the Ioniq 5, most of this talk has been about the exterior design. Hyundai itself refers to the vehicle as a ‘streamliner’ and this is obvious in its sleek design that aims to minimize its coefficient of drag which sits at just 0.21, making it one of the most aerodynamically efficient vehicles on sale today.
Photos of the Ioniq 6 don’t really do the design justice. Like the Ioniq 5, it is quite an eyeful when you first see it but as you look closer, you’ll begin to notice and appreciate the flowing lines. It’s surprisingly big in person, measuring 4,855 mm (191 inches) long, making it quite a bit longer than the Ioniq 5 which is 4,635 mm (182.4 inches) and the Tesla Model 3 that is 4,694 mm (184 inches). It looks even longer in person than those figures suggest, perhaps because of the low shoulder line that stretches from the headlights, below the curved side windows, and ends at the corner of the tailgate.
Speaking of the tailgate, there’s no doubt that the most striking element of the Ioniq 6’s design is the rear fascia. Immediately catching the eye is the full-width LED light bar consisting of dozens of square LEDs that continue Hyundai’s ‘Pixel’ theme first introduced with the Ioniq 5. There is then a second light bar incorporated within the spoiler stretching out from the rear window, although this one is only triggered when you hit the brakes.
Different strokes for different folks
In Australia, three versions of the Ioniq 6 are available: the entry-level Dynamiq, the mid-range Techniq, and the flagship Epiq, which we drove. All three are powered by the same liquid-cooled 77.4 kWh lithium-ion battery pack but the Dynamiq makes do with a single electric motor driving the rear axles with 168 kW (225 hp) and 350 Nm (258 lb-ft) of torque. By comparison, the Techniq and Epiq both have the same motor at the rear axle but also a 74 kW (99 hp) and 255 Nm (188 lb-ft) motor at the front axle, making for a combined 239 kW (320 hp) and 605 Nm (446 lb-ft).
Those seeking an electric Hyundai with the best possible range would be wise to opt for the Ioniq 6 Dynamiq as it can travel a claimed 614 km (381 miles) on a single charge whereas both the Techniq and Epiq are rated at 519 km (322 miles). It takes just 18 minutes to charge from 10-80% at a DC charger that supports rates of up to 350 kW.
A handful of key elements distinguish the Ioniq 6 Epiq from the dual-motor Techniq. For example, it comes standard with a battery conditioning system to heat the battery in cold conditions for improved DC charging and performance. It also has a heat pump and perhaps the most significant change of them all, digital side mirrors in place of traditional mirrors. Local pricing starts at AU$74,000 ($48,323) for the Dynamiq and increases to AU$83,500 ($54,527) for the Techniq and AU$88,000 ($57,465) for the Epiq, all before on-road fees.
It’s worth noting that shoppers won’t need to splurge on the flagship model if they want all of Hyundai’s latest driving assistance systems, security features, interior technologies, nor the thumping 8-speaker Bose audio system. Indeed, the Dynamiq is almost identically equipped to the Epiq with Hyundai’s complete SmartSense system with blind-sport collision-avoidance assist, a blind-spot view monitor, driver attention warning, forward collision-avoidance assist, lane following assist, rear cross-traffic collision-avoidance assist, rear occupant alert, smart cruise control, and more.
A luxurious cacoon
The cabin of the Ioniq 6 is equally as striking as the exterior. Hyundai refers to the interior as “cocoon-like” and it’s easy to see why with the impressively-low seating position and the pronounced center spine running through the front half of the cabin. The car manufacturer made a bold design statement with the sliding center console and flat floor up front of the Ioniq 5 and while we would have liked the Ioniq 6 to have a similar design, it remains a lovely place to spend time.
Located directly in front of the minimalist steering wheel is a 12.3-inch digital instrument cluster while next to it is a 12.3-inch infotainment display. We must applaud Hyundai for finding the perfect mix of physical buttons and switches with touch displays in the Ioniq 6. On the steering wheel, for example, there are physical buttons and there are also prominent buttons on the dashboard that serve as infotainment and HVAC shortcuts. Fine adjustments to the temperature are then operated through a capacitive touchscreen. The central spine also houses the window switches.
As our test car was the Ioniq 6 Epiq, it also had digital mirrors, meaning there are an additional two screens in the cabin. As we found on the Genesis GV60 late last year, these digital mirrors require a small learning curve but are easy and intuitive to use once you get the hang of it. However, we wish Hyundai sold them as an option and not as standard equipment on the Ioniq 6 as we still prefer traditional mirrors.
The door panels of the Ioniq 6 are particularly intriguing and made from corrugated plastic, unlike any car we’ve seen before. There are also plenty of recycled materials found within, including carpets made from recycled fishing nets and seats made from recycled eco-leather. Interior space is excellent, hardly a surprise given that the Ioniq 6 is based on the Hyundai Motor Group’s superb E-GMP platform and has a 2,950 mm (116-inch) wheelbase. This is especially evident in the second row where there is an abundance of knee room. Unfortunately, the sleek shape and low roof mean that headroom is limited. If you’re tall and sitting in the rear, your head will touch the ceiling, but the Tesla Model 3 with its glass roof is no different. A powerful, 250-volt power outlet is found under the second row.
Poise for days
We loved the Ioniq 5 when we first drove it back in late 2021 and the Ioniq 6 feels noticeably more polished and better suited to Australian roads. This is most evident with the suspension.
No doubt helped by the fact that it sits slightly lower but also due to far superior suspension tuning, the Ioniq 6 Epiq feels much more hunkered down to the road. Wheel and body control are far improved, making the Ioniq 6 much more enjoyable to drive at any speed. In the Ioniq 5, it had a very floaty feeling but there’s none of that in its sedan sibling. Hyundai Australia has updated the Ioniq 5’s suspension tune for the 2023 model year but we’ve yet to experience it for ourselves.
The next most impressive thing about the Ioniq 6 is its energy efficiency. Hyundai has given the car an energy consumption figure of 16.9 kWh/100 km over the combined cycle and that’s right on the mark. Drive it conservatively and it’s possible to dip into the 15s during urban driving, a very solid figure for what is the high-performance version.
Like other Hyundai, Kia, and Genesis EVs, steering wheel-mounted paddle shifters are used to control the regenerative brakes. The system works seamlessly and we rarely had to use the mechanical brakes at all during our time with the car, instead choosing to drive it almost exclusively in ‘i-Pedal’ mode. All of the controls are nicely weighted and should you want to start pushing the car a little bit, it rarely feels out of sorts, delivering smooth and predictable handling and excellent traction from the 245/40 Pirelli P Zero tires.
The duality of the Ioniq 6 Epiq is also noteworthy. Not only does it feel poised when pushed but it is supremely comfortable on long journeys. The seats provide excellent support and as with some other Hyundai models, the driving position is great.
The Hyundai Ioniq 6 was recently named World Car of the Year, World Electric Vehicle, and World Car Design of the Year and it’s not hard to see why. It is perhaps the most well-rounded electric sedan currently on sale and feels noticeably more premium than the Tesla Model 3. However, we remain unconvinced that all that many Aussies will be willing to splurge a minimum of AU$74,000 ($48,323) on the Ioniq 6 when the entry-level Model 3 starts at AU$59,200 ($38,893).
The Cadillac Escalade needs no introduction as the model defines the brand and their take on American luxury.
Despite humble beginnings, the SUV has become an icon and the company has sold over one million units since it was introduced in 1998. While the Escalade has improved significantly over the years, it’s undergoing the most radical transformation to date as Cadillac is going electric-only by 2030. This means an electric Escalade was inevitable and now it has arrived as the 2025 Escalade IQ.
A Bold Look To Showcase The Brand’s Electric Future
When Cadillac pulled the wraps off the model at a preview event last week, we were immediately taken by the new design which combines elements from the Lyriq and Escalade. The resulting design is striking and far sportier than we’ve been accustomed to.
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The sleek styling is for more than just looks as aerodynamics play an important role when it comes to range and efficiency. As a result, designers worked tirelessly to lower the coefficient of drag by approximately 15%. That’s a sizable reduction and it was made possible by giving the Escalade IQ a smooth underbody, an active lower intake, and aerodynamically optimized 24-inch wheels. Buyers will also find flush side glass, angular lines, and a fixed glass roof with a UV filtering film that promises to keep the cabin comfortable.
There’s plenty of Lyriq DNA and this is most noticeable up front as the model wears a black crystal shield grille. It’s fully enclosed and features choreographed lighting sequences that are bound to draw attention.
Speaking of lights, they’ve come to play an important role in Cadillac design. The vertical headlights have small crests on the side, while the taillights are slim and far more adventurous than what’s found on the ICE-powered model. They’re joined by illuminated door handles and a glowing Cadillac crest on the dashboard, which is visible from outside the vehicle.
While the Lyriq eschews a frunk, the Escalade IQ has an “eTrunk” that opens to reveal a carpeted compartment with 12.2 cubic feet (345 liters) of storage space. The compartment also has a power port as well as a Cadillac crest on the bottom of the hood.
Customers looking to make a statement can get a power open-and-close entry system, which enables all four doors to be operated at the touch of a button. The system can even automatically open the driver’s door when the owner approaches the vehicle.
Speaking of power doors, there’s a motorized charging port that automatically opens with a touch. That’s a nice feature, but the port is located near the rear of the vehicle and sticks out like a sore thumb.
The rest of the design is far more pleasing and Cadillac officials told us they’ll offer Luxury and Sport trims. The former has brushed aluminum accents, while the latter adopts dark metal finishes and black flourishes.
Customers can also opt for a two-tone design thanks to a contrasting black roof. It looks rather fetching in person, especially when paired with a silver exterior and the Sport trim.
On the topic of color, Cadillac showed two silver shades and a classic black. The company also displayed a light blue and a dark, cherry-like red.
In terms of size, the model measures 224.3 inches (5,697 mm) long, 94.1 inches (2,389 mm) wide, and 76.1 inches (1,934 mm) tall with a wheelbase that spans 136.2 inches (3,460 mm). To put those numbers into perspective, the model is 2.7 inches (69 mm) shorter than the Escalade ESV despite having a 2.1 inch (53 mm) longer wheelbase.
A No Holds Barred Interior
Cadillac interiors have often left a lot to be desired as they were good for a GM product, but far from competitive. That’s been changing over the years and the Lyriq took a big step forward by waving the GM parts bin goodbye.
While the Lyriq showed Cadillac was learning to walk, they’re now hitting the ground running with the Escalade IQ. Material quality and design finally seem on par with BMW and Mercedes, which makes the six-figure price tag much easier to swallow. While there are a few hints of cheapness, they’re largely limited to the cargo area where they’re easy to overlook.
The cabin is heavily inspired by the ultra-luxury Celestiq and features a 55-inch curved display with speakers that function as end caps. Roughly 35 inches are dedicated to the driver and this includes a central infotainment system with Google built-in. This provides access to Google Maps, Google Assistant, and the Google Play store where owners can download their favorite apps.
Further below, there’s an 11-inch front command center that appears to be focused on climate controls and vehicle settings. It’s joined by an elegant controller and a wireless smartphone charger.
Owners who get chauffeured around will want to opt for the Executive Second-Row Seating package, which features a center console as well as individual seats with heating, ventilation, and massage functions. Other highlights include two 12.6-inch displays, a rear command center, and stowable tray tables. The package also includes a dual wireless smartphone charger as well as USB-C and HDMI ports.
Elsewhere, there’s a new two-spoke steering wheel and laser-etched wood trim with available illumination. A 19-speaker AKG Studio audio system comes standard, while ‘Level 2’ trims come with a 36-speaker AKG Studio Reference system. The aforementioned Executive Second-Row Seating package boosts the speaker count to 40 thanks to speakers mounted in the rear headrests.
We’ll learn full equipment details closer to launch, but the power-folding third row only offers 30.1 inches (765 mm) of legroom and it looked like a tight fit. That’s disappointing as the standard Escalade has 34.9 inches (886 mm) of room, while the Escalade ESV boasts 36.6 inches (930 mm) of third-row legroom.
Cargo volume also trails the ICE-powered models as there are 23.7 cubic feet (670 liters) of storage space behind the third row and 69.1 cubic feet (1,958 liters) behind the second row. With the second and third rows folded, there are 119.2 cubic feet (3,374 liters) of luggage room.
Super Cruise Comes Standard
Cadillac and Super Cruise go hand-in-hand, so it’s not surprising to learn the Escalade IQ will come standard with the hands-free semi-autonomous driving system that works on more than 400,000 miles (643,738 km) of compatible roadway in the United States and Canada.
The crossover will also come with a host of other driver assistance systems including Blind Zone Steering Assist, Intersection Automatic Emergency Braking, Front Pedestrian and Bicyclist Braking, and an HD Surround Vision camera system. Buyers will also find an Enhanced Automatic Parking Assist system, which can “automatically steer, brake and shift gears to park the vehicle into a dedicated parallel or perpendicular parking space.”
A Dual-Motor AWD System With 750 HP And 450 Miles Of Range
The Escalade IQ has a 24-module battery pack with a capacity of 200 kWh, which will enable the model to have a range of approximately 450 miles (724 km). That’s 165 miles more than the Mercedes EQS SUV 580 4MATIC and 162 miles more than the BMW iX M60.
The impressive numbers don’t end there as the dual-motor all-wheel-drive system produces a combined output of 680 hp (507 kW / 689 PS) and 615 lb-ft (834 Nm) of torque. That climbs to 750 hp (559 kW / 760 PS) and 785 lb-ft (1,063 Nm) in Velocity Max mode.
While that’s less than the 830 hp (619 kW / 842 PS) GMC Hummer EV SUV, the Escalade IQ can rocket from 0-60 mph (0-96 km/h) in less than five seconds. The model can also tow up to 8,000 pounds (3,629 kg), which means it shouldn’t have a problem hauling boats or campers.
Cadillac officials didn’t go into many other specifics but confirmed the model has an 800-volt architecture and will be able to receive up to 100 miles (161 km) of range in as little as 10 minutes using a DC fast charger. At home, a 19.2 kW charger can deliver approximately 37 miles (59.5 km) of range for every hour of charging. That drops to 14.8 miles (23.8 km) with the 7.7 kW dual-level charge cord.
Speaking of power, the Escalade IQ has a Vehicle-to-Load (V2L) capability as well as bidirectional charging. The latter enables the vehicle to be used as a battery to power your home in an emergency such as a power outage. We’ll learn more details closer to launch, but Cadillac said the capability will be “enabled via an over-the-air software update” and will require residences to be outfitted with Ultium Home products.
Cadillac Gets Crabby With New Arrival Mode
The Escalade IQ rides on the Ultium platform and features Magnetic Ride Control 4.0 as well as an adaptive air ride suspension. The latter enables the vehicle to be raised 1 inch (25 mm) or lowered up to 2 inches (50 mm). Speaking of which, there’s a Low Ride Mode that enables the SUV to be driven at low speeds with the suspension fully lowered.
Four-Wheel Steer comes standard and is far more practical as it enables the rear wheels to turn in the same or opposite direction as the front wheels. This significantly improves low-speed maneuverability and Cadillac said the Escalade IQ has a turning circle of 39.4 feet (12 meters). That’s 6.5 feet (2 meters) shorter than without the technology and it’s barely more than the XT6.
Four-Wheel Steer impressed us when we drove the GMC Hummer EV last year, but that isn’t the only feature Cadillac decided to borrow. Far from it as the Escalade IQ will be offered with an “Arrival Mode,” which is the brand’s take on Crab Mode. It enables the model to be driven diagonally, “making it easier when pulling into or out of tight spaces.”
Customers will also find a one-pedal driving mode as well as Variable Regen on Demand. The latter function will presumably be operated by a pressure-sensitive paddle on the back of the steering wheel like in the Lyriq.
Arrives Next Summer For Around $130,000
The 2025 Cadillac Escalade IQ will be built at Factory Zero and pricing will start around $130,000. While the final numbers will be announced closer to launch, it’s a significant hike over the 2023 Escalade that begins at $80,795. However, the EV offers performance on par with the Escalade V-Series and that model costs more than $150,000.
Besides being a relative bargain, the Escalade IQ is more luxurious than its ICE-powered counterpart and feels like an Escalade evolved. While everyone might not be sold on electrification, it’s a significant step for Cadillac and one that should help to introduce new people to the brand. The model is also far more exciting than the Mercedes EQS SUV and that alone is something worth thinking about.
