Category: Lifestyle

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.

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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

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. 

More: What Do You Want To Know About The New Toyota Camry?

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. 

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.

Related: Can Someone Please Make This 2025 Toyota Camry Widebody A Reality?

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

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.

Photos Stephen Rivers/Carscoops

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.

Related: Porsche Not Happy With Singer Design’s ACS, Car Pulled Off Website

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.

Related: Porsche Indicates Approval Of Singer Vehicles By Signing Deal To Build Its Engines

Porsche wanted DLS production shut down

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.

More: Theon’s First Targa Commission Gets Extra-Stiff Carbon Body And 993 RS Brakes

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.

More: Rezvani’s New Retro Sub-Brand Teases Porsche 935-Inspired Coupe

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-cooling fan:

‘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

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.

More: Unbelievably Reckless BMW M4 Street Racer Crashes Into Innocent Driver In NYC

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.

More: Toyota FJ Cruiser Driver Ejected In Viral Beach Rollover In Kuwait

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.

GIF Squeeze.benz/YouTube

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.

More: Lancia Ypsilon HF Coming In 2025 As A 237 HP Electric Hot Hatch

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.