All New KIA

The Duomo Cathedral in Milan in Italy took six centuries to build. Six Hundred Years. Today, it stands tall as the third largest church in the world and one of the most beautiful buildings to grace God's green earth. It must have been made for that much work.

Designing a car isn’t the same as sculpting a religious building, but it’s still a time-consuming process. Kia’s Senior Vice President and Chief Design Officer, Karim Habib, understands that all too well. Habib has a long career in automotive design, having spent years at BMW and Mercedes-Benz and briefly worked at Infiniti before taking over at Kia.

He’s the man who’s partly responsible for Kia’s controversial new logo. Soon, his unique take on design will shape every car that comes out of Kia’s factory. You’ll know his previous work from the Carnival, the K5, and the updated Sorento. But it’s Kia’s electrification that’s most interesting to Habib from a design perspective.

“For me, as a designer, the great thing about EVs for design is that you have to have big wheels because the car is heavier,” he told me. “You have to have a long wheelbase because you need as many batteries as possible between the wheels. And you have short overhangs because you don't have the engine in front of the front axle. So when you start with that, those are the basic ingredients that only premium manufacturers could afford in the past.”

Karim and I are sitting and chatting on a couch a few miles from the heart of Milan, Italy, near the Duomo. It’s Design Week, an event that Kia—and Karim—deems to be crucial to Kia’s design. With the event heavily focused on style, it’s a great way to introduce the latest products to discerning buyers.

Here’s where Kia gives us a closer look at the upcoming EV3—a tiny subcompact EV that’s not much bigger than the current Seltos. We saw the first EV3 concept back in October, but this one is nearly production-ready; Kia says it’s as close to production as it can get but is still a prototype. The interior is still unfinished. Visually, it looks a lot like the updated EV6, and even more like the recent EV9. Only smaller.

Best of all, the EV3 is coming to the US.

The EV3 features a unique take on Kia’s “Opposites United” design language, which Karim penned nearly five years ago. While other automakers—like their corporate cousins ​​at Hyundai—avoid family-like designs that span multiple models, Karim believes brand recognition is critical for Kia moving forward. He wants you to be able to point to his car in a crowded parking lot and recognize it as a Kia.

“Continuity is important. We're a smaller brand than Hyundai, so it's important for us to be recognized for a certain set of values ​​and experience that people get when they come to Kia,” he explained. “So the product palette will change that perception, but we still want to have a commonality that underpins it. And of course, design is there to represent the brand values—you represent the brand as an object. So that's why consistency is important to us.”

The EV3 is the latest iteration of Kia’s design language to date. The sleek, upright LED lighting elements give the SUV a clean, modern look, while its boxy shape (which has become commonplace in car design) is arguably better suited to a smaller SUV than, say, the three-row EV9.

The same goes for the cabin. Clean, simple lines surround two 12.3-inch screens and a few hard buttons (like the volume knob, thank goodness), flanked by eco-friendly materials like wool and faux leather. Kia has ditched leather in all of its electric vehicles, and the company is looking at other eco-friendly materials. Mushroom leather, for example.

“Continuity is important… It's important for us to have recognition of the particular set of values ​​and experiences that they gain when they join Kia.”

Karim uses terms like “rigor” and “authenticity” when describing the EV3. And while the pint-sized EV is by no means rugged, he does point to ionic off-road vehicles like the Land Cruiser, Land Rover, and Jeep for inspiration. The idea, Karim says, is to ensure Kia’s EV design remains as relevant today as those historic SUVs.

SUVs are clearly Kia’s main focus. The company sells a lot of them. The EV6 was its first foray into electrification, and the EV9—even in its early stages—has proven to be a huge success. The EV3 will soon be the only affordable electric SUV in America, as Kia targets a starting price of around $30,000.

But Kia still cares about performance.

Remember the EV4 sedan concept from October? That car is also headed to production (potentially alongside the EV3) and Karim wants to keep the brand’s “Opposites United” design language consistent there. But with a greater emphasis on performance.

“With the EV4 concept, we also have [those design elements]”When you put horizontal headlights on a corner, the car automatically feels wider,” he explains. “So putting vertical headlights was a bit of a challenge, we weren't sure if it would make the car feel narrower or taller. But we managed to put them low enough that it still gives a nice dynamic quality. There were some challenges, but I think we found a way to make it work.”

The Kia EV4 could be the next Stinger—or a slightly smaller sports sedan like the Polestar 2 and Tesla Model 3 Performance. Either way, it will carry the Kia design language found on the EV3 and EV9. Although, of course, it won’t be a copy-paste.

“That [design] “The principle, I hope, is based on the same idea, but the implementation must be different,” Karim said.

Like anything, good design takes time. Karim and Kia believe that. And amid a design renaissance that could propel the company into the next decade and hopefully well beyond, Kia has no plans to rush things.

With Porsche halting production of the 718 in Europe due to cybersecurity regulations, an electric successor is not far off. Ahead of its 2025 launch, the Boxster EV has been spotted testing in cold weather in Scandinavia. Some of these prototypes now have the latest headlights and taillights, but that central exhaust tip is clearly fake.

This is a common joke with Porsche; both Taycan prototypes had fake exhaust tips before they were unveiled. Additionally, the Macan EV was also spotted with fake exhaust tips during testing. We wouldn’t be surprised if the already-confirmed three-row electric SUV and the Cayenne EV adopt similar setups once testing begins.

However, we can’t help but notice the large charging port door in the center of the rear bumper. Electric vehicle owners usually charge their batteries from one side of the car, but that won’t be the case with the upcoming Boxster. It’s also different from what Porsche uses considering the Taycan has two charging ports on the front fenders while the Macan has a pair of charging ports on the rear fenders. We can’t tell because the prototype is still cleverly disguised, but it seems likely that the next-generation 718 will only have one charging port.

Likely to carry the internal codename “983,” the next-generation 718 could retain the “Boxster” moniker despite no longer using a boxer engine. That wouldn’t be a surprise—the Taycan Turbo doesn’t have a turbocharger. It’s a popular nameplate that Porsche doesn’t want to discontinue.

The new electric sports car will retain its fabric roof, two-seat layout, and front trunk, but will be a different model under the skin. It could borrow some of the Premium Platform Electric (PPE) hardware that Porsche is co-developing with Audi. We expect rear- and all-wheel-drive versions with single- and dual-motor setups. The Boxster will likely come out first, followed by the Cayman coupe shortly after.

The new electric Macan has a lithium-ion battery with a usable capacity of 95.0 kilowatt-hours, but Porsche will likely downsize it for the Boxster/Cayman to reduce weight. People who buy sports cars are more willing to accept a shorter range if it means extra performance. If the upcoming 718 gets the same 800-volt architecture as the crossover, it should support DC charging at 270 kilowatts.

Don’t expect a design overhaul as Porsche prefers evolution over revolution. However, the interior of the current car is starting to show its age, which is why the prototypes of its successor are seen with a more modern dashboard. In addition to the larger screen, the cars have touch buttons on the center console to adjust the temperature as well as heated and ventilated seats.

The future 718 will be sold exclusively with electric power, but the current Boxster and Cayman are not going away. Although both are being phased out in the European Union, the petrol sports car will still be around in other markets. Porsche will sell ICE and EV models side by side for an unspecified period before eventually ending production of the former. It’s the same story with the old and new Macan.

Car enthusiasts are quick to sneer at cars like the Toyota Corolla Hybrid. These cars are meant for everyday people, people who don’t care about the driving experience and just need something to get to work as efficiently and cheaply as possible. But once you’ve driven one, it’s hard to ignore it.

There’s a reason Toyota sells over 20,000 Corollas every month. While it may not be the most exciting thing, there’s no other car on the road that combines such high levels of efficiency and affordability into one fun, inoffensive package. For most people, the Corolla Hybrid is all they need.

The Corolla Hybrid is a no-nonsense car. It’s small, sleek, and simple. It has everything you need for a casual commute to work or a weekend getaway. Nothing more. Inside, you’re greeted by a simple interior with comfortable cloth seats, a mostly analog gauge cluster, and a screen affixed to the dashboard for infotainment.

Wireless Apple CarPlay and Android Auto come standard, so there’s no complaints about navigation or infotainment. The buttons on the steering wheel are real buttons, not useless capacitive touch buttons. The same goes for the single-zone climate control, which uses two knobs to control temperature and fan speed. It’s refreshingly simple.

As for the materials, don't expect luxurious hand-stitched leather and wood trim. There's a lot of hard plastic here, but that doesn't bother me too much considering the as-tested price is under $30,000.

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Pros: Very fuel efficient, as comfortable as cars costing twice as much, very affordable

The lack of lumbar support is the only thing I miss about the Corolla Hybrid’s cabin. If I were spending more than an hour in the car, I would want it. Also, the wireless charger in the center console only works about 60 percent of the time. But that’s industry-wide standard.

It’s equally uncomplicated with the Corolla on the road. Put the analog gear selector in drive, hit the accelerator, and the hybrid system kicks into gear with instant, satisfying torque. Power comes from three electric motors—two up front connected to a 1.8-liter inline-four, and a third at the back driving the rear wheels.

That forward momentum is lost as speeds increase, of course. The 'Rolla Hybrid has just 134 hp, enough for a 0-60 time of less than 10 seconds. That sounds awfully slow compared to modern performance cars, but it's still acceptable in real-world situations like stoplights and driveways. Don't be afraid to push the accelerator all the way, and you'll be fine.

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The Corolla’s hybrid setup is an interesting device; it requires no external charging and routinely switches between full electric propulsion and ICE assistance to move the car along the road, without any input or mode selection from the driver. In stop-and-go traffic at city speeds, the switch feels nearly seamless, with the only difference being the sound of the engine revving as you press the accelerator. When it reverts to full EV mode, a small green light illuminates in the gauge cluster.

The transition is more pronounced at highway speeds, where the car sometimes sends a slight body vibration as it shifts into full EV mode. At times, the drivetrain seems unsure of itself, switching back and forth between hybrid and EV modes, trying to gauge your power needs depending on your inputs. That’s a small price to pay for 47 miles per gallon on the highway. Even while driving like an idiot through mostly stop-and-go city streets, I managed to get 43 mpg over 300 miles, according to the onboard computer. That’s impressive.

The rest of the Corolla Hybrid is a pleasant, forgettable experience. The steering is light and compact, making it easy enough for your great-grandmother to operate. So are the brakes, which require an equally light touch. Toyota says the Corolla Hybrid is equipped with a “sport suspension,” though I’m not sure what that means, because the ride is about as plush and comfortable as some luxury SUVs I’ve driven. It floats over small bumps with ease and only shows its primitiveness over major imperfections in the road. Even then, it never jars.

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Cons: Slow, Unorganized, Anonymous

Let’s review: The Corolla Hybrid is cheap to buy, easy to drive, fuel efficient, and as bulletproof as any other Toyota. The problem, of course, is that it’s not exciting. You won’t get any driving pleasure out of a Corolla Hybrid, at least not right away. No one will give you a second glance or be impressed by it. You’ll see dozens of identical Corollas on the road every time you get behind the wheel.

However, the flip side is the satisfaction you get from going full throttle anywhere and pushing the car to its (very low) limits. Absolutely no one on the road will notice or care, and you can do it without worrying about the Corolla lasting a long time. All the while, you’ll still get over 40 mpg.

After driving so many cars, this Corolla is a refreshing reminder that most people don’t need anything more than a vehicle like this. Aside from a few very minor complaints, it ticks all the boxes for a reliable, fun, and inexpensive commuter. So the next time you’re considering heading to a fancy dealership in search of a flashy brand, remember that the Corolla exists. You may lose a few style points, sure, but the money saved will be worth it.

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The best-kept secret in Maranello right now is the Ferrari EV. The first Prancing Horse without a combustion engine is still a mystery. What we do know so far is that it will be built at a new factory in the company’s hometown and is scheduled to be launched in the last quarter of 2025. Reuters has heard from sources familiar with the matter that the Italian electric stallion will cost at least €500,000.

That’s the equivalent of about $537,000 at current exchange rates. However, prices vary widely around the world due to regional taxes, so a direct conversion isn’t always accurate. Whatever the case, the rumored price is for the base version, but hardly anyone buys a Ferrari without any options. The alleged asking price converted to dollars would make it roughly as expensive as a regular SF90 Stradale, not the XX’s $890,000.

Reuters' Sources have also heard rumors that a second Ferrari electric car has entered the early stages of development. After the Purosangue SUV and the first electric model, adding another model to the lineup would likely undermine exclusivity. To avoid diluting the brand, the company is believed to be aiming to limit production to no more than 20,000 vehicles per year, at least for the time being.

Sales have been steadily increasing year-on-year, reaching 13,663 units in 2023. People are willing to wait years to take delivery. Last November, CEO Benedetto Vigna said that the order book was at a record high, so production for 2025 is already sold out. This means that new orders will not be filled until 2026 at the earliest.

To avoid becoming an SUV brand, Ferrari has limited annual production of the Purosangue to 20 percent of total production. The rugged model starts at around $400,000 and would likely sell better without any production restrictions. With a new factory under construction, more cars will roll off the assembly line. The most exciting of all is the hypercar expected to be unveiled later this year.

Regarding the first EV, Ferrari Product Marketing chief Emanuele Carando recently said that the EV will have an “authentic sound” and will be a “true Ferrari.” By 2026, the as-yet-unnamed model is projected to account for around five percent of total sales. EVs are expected to represent 40 percent of all annual deliveries by 2030.

Kia’s first dedicated EV has been around since 2021. Since then, its sister model Hyundai Ioniq 5 has sold more than 210,000 units. However, the EV6 will get a mid-cycle update to stay competitive in an increasingly challenging segment.

The new EV6 looks like a throwback to the past with angular headlights that resemble the EV9. Kia showed off both the standard and EV6 GT-Line models, with the latter featuring a headlight bar. The two trim levels come with different designs for the updated bumpers, but nothing special. Since this is a facelift, the profile is unchanged, although there are new 19- and 20-inch alloy wheel designs to choose from.

While the interior looks instantly familiar, the new EV6 has a different three-spoke steering wheel and a revised housing for the dual screens. Kia adds a fingerprint authentication system, a 12.0-inch head-up display, and a digital rearview mirror. We’re happy to report that the glossy piano black that ran along the center console appears to be gone with the facelift.

Then there are the subtle changes. The EV6 gets second-row side airbags and thicker B-pillars for added body rigidity. Plus, the electric motor is now quieter, and ride comfort has been improved by changing the shock absorbers. There’s also additional sound-insulating material around the rear motor. Over-the-air updates now extend beyond the navigation system, while wireless Android Auto and Apple CarPlay are standard.

Kia is ditching the old 77.4-kilowatt-hour battery for a larger 84.0-kilowatt-hour battery that can charge from 10 to 80 percent in 18 minutes at 350 kilowatts. The rear-wheel-drive EV6 Long Range can now travel 307 miles instead of 295, according to local testing procedures. In the United States, the equivalent pre-facelift variant travels 310 miles before running out of juice, according to the EPA.

The updated EV6 will go on sale domestically next month, followed by other markets. The top-of-the-line GT is likely to follow.

Hyundai’s electric car push is in full swing. With the Ioniq 5 recently refreshed, the Korean brand is expanding its lineup with a rugged-looking XRT trim. The model has been spotted in the United States where the larger Ioniq 9 is also undergoing final testing. The latter is a three-row SUV, which apparently won’t be called the Ioniq 7 as originally intended.

The Ioniq 5 isn’t the first Hyundai model to get the XRT treatment, but the trim level will debut on the EV. Already available for the Santa Cruz, Tucson, Santa Fe, and Palisade, the XRT is essentially a cosmetic package. Don’t expect any real off-road upgrades, as they’ll mostly consist of black accents, new wheels, and maybe chunky tires. We wouldn’t expect a taller suspension or other mechanical upgrades.

The Ioniq 5 will arrive for the 2025 model year alongside the already available high-performance N model. Logically, the US-spec variant will inherit the updates we see on the global model, which also gave birth to the all-rounder N Line without any extras. Hyundai tweaked the bumpers and grille, and added a rear wiper and a few more buttons inside.

The Ioniq 9 will essentially be Hyundai’s equivalent of the Kia EV9, with a six-passenger capacity. Speaking of how many people it can seat, the Concept Seven unveiled in November 2021 was a preview of the brand’s largest electric vehicle to date. The name change will make room for a smaller Ioniq 7 that could arrive at a later date.

Although the concept (image below) The B-pillar was removed, but the next production model will add it back. Also, the sliding rear doors will make way for a conventional arrangement. The most striking angle of the Concept Seven is its rear with its large glass rear doors, but it looks like those too will be gone. A cutout in the license plate camouflage shows that the glass will no longer extend all the way down.

How big is it? Well, the Kia EV9 is 197.2 inches long. Hyundai didn’t reveal the overall length of the Concept Seven, but it did mention that it has a massive wheelbase of 126 inches. That’s four inches longer than the distance between the EV9’s axles. That should result in a roomier cabin, especially for third-row passengers. Looking at the prototype’s profile, we see that the roofline slopes back toward the rear, whereas the Kia’s roofline is fairly flat. The curved rear silhouette could reduce headroom and cargo volume.

Both the Ioniq 5 XRT and Ioniq 9 are expected to launch later this year. Automotive News reports that sales of the three-row SUV in the US won't begin until mid-2025.