All New KIA

The long-awaited Chevrolet Corvette ZR1 will debut this summer, but you can hear its high-powered V-8 engine revving up now. Photos and video were recently posted on C8 Corvette Owners (and Friends) Indonesia group, and we have it here courtesy of the person who originally shared it.

This isn’t the first time we’ve seen a ZR1 prototype, but it’s probably the clearest look we’ve gotten at the rear of the car so far. One prototype remains under cover, but the other two are simply clad in thin camouflage. The different rear wings (one of which appears to be adjustable) suggest we’re seeing the car with and without the track package, though it’s possible Chevrolet is simply testing out different wings for production or motorsport use. What’s more interesting here, though, is the spy footage that captures the massive winged car at rest.

It sounds like the 5.5-liter DOHC V-8 used in the Corvette Z06, and there’s strong evidence to support that beyond the exhaust note. It’s been rumored for a while that the new ZR1 would get a twin-turbocharged version of the Z06’s engine, and last October, a listing for a turbocharged 5.5-liter V-8 called the LT7 leaked in a General Motors parts catalog. There’s no such engine currently in GM’s lineup, at least publicly, so the logical conclusion is that it’s destined for the ZR1. But there’s a bit more mystery than that.

While it appears the 5.5-liter engine will be used, other rumors suggest the Stingray's 6.2-liter V-8 will be turbocharged for ZR1 duty. The aforementioned engine leak mentions Active Fuel Management (AFM)—a feature on the 6.2 but not the 5.5. A member of Mid Engine Corvette Forum stated that the mention of AFM was a mistake, but it could also mean full list is a mistake. Another theory suggests that the 5.5-liter engine will use a cross-plane crankshaft instead of the flat-plane crankshaft found in the Z06. That would put the AFM back in play, and the cross-plane design might be better for turbocharging.

In essence, Chevrolet hasn’t confirmed anything other than the ZR1’s world premiere this summer. The prevailing theory is that a cross-plane twin-turbocharged version of the DOHC 5.5-liter V-8 will be used, producing more than 800 horsepower. All will be revealed later this year, but in the meantime, check out the video and share your theories. 5.5? 6.2? Fusion turbo regulators built by aliens on Nova Centauri? Let us know in the comments.

Automakers like BMW are constantly refining their product lineups. One model may not sell as well as expected, forcing the company to think more deeply about its product. A new report states that the German automaker is set to revive the 6 Series, which will replace the 8 Series in its portfolio. The same report says that BMW will also discontinue the XM SUV.

This news comes from Automotive News, and citing anonymous sources in the supply chain industry. The sources claim that the new 6-Series will arrive in the second half of 2026, right after production of the 8-Series is supposed to end. The revived 6-Series appears to have a similar role to its bigger sibling, with BMW reportedly offering it in coupe and convertible forms. The 8-Series is available in two-door, four-door, and convertible body styles.

The 6 Series left the United States in 2019, a year after BMW introduced the 8 Series. There’s a significant price difference between the two models, with the 8 Series starting at more than $110,000. The new version will reportedly ride on the automaker’s CLAR platform, which can accommodate gas, hybrid and battery-electric powertrains.

The BMW XM plug-in hybrid SUV is still very new, but AThe source said the company has no plans to replace it after production ends in late 2028. It had planned to introduce an electric-powered version, but those plans have reportedly been scrapped.

However, BMW Blog dismissed the new report. The publication's own sources said the company has no plans to reintroduce the 6 Series or discontinue the XM. A BMW spokesman said Motor1 “There are currently no plans to reintroduce the BMW 6 Series to the market for the 2026 model year, despite what has been widely speculated in the automotive media.”

Following the launch of the slightly updated 2 Series, BMW showed off the 2025 M2. The headline figure is a 20-horsepower increase to 473 hp, putting the little coupe on par with the manual M3 and M4. However, Motor1 Staff were even happier with the M2's new all-silver wheels.

For too long, we’ve lived under the tyranny of black, grey and diamond-cut wheel designs. The M2 is no exception, but for 2025, the coupe gets an all-silver alloy option, which looks pretty cool. Those are the same wheels available for the recently facelifted M3 and M4.

The engine is the same twin-turbo 3.0-liter engine that powers many M cars, and while power is up, torque remains the same. It’s rated at 406 pound-feet for the six-speed manual model and 443 lb-ft for the eight-speed automatic. BMW also says it’s tweaked the throttle mapping for this engine for quicker response. The extra power is enough to shave 0.1 seconds off the M2’s 0-60 mph time—4.1 seconds for the manual and 3.9 seconds for the automatic.

BMW hasn’t changed the body of the new M2, but for 2025, the color palette has been expanded, and the badging and exhaust tips are now black. Inside, you get BMW’s latest infotainment system, iDrive 8.5, a new flat-bottom steering wheel, and optional red accents for the standard sport seats. The carbon fiber buckets are also now a standalone option, rather than being included in the expensive Carbon Fiber package.

Production begins in August, and the base price goes up from $64,195 to $66,075. That’s a hefty increase for a car that’s only been slightly modified, but it’s still a bargain when you consider that the 2025 M3 is $11,100 more expensive. Plus, you really can’t put a price on silver wheels. Can you?

Plug-in hybrid electric vehicles, or PHEVs, are the best of both worlds: You can plug them in at home, charge the battery for an all-electric, emissions-free drive, but you still have a gas engine for long trips. The best PHEVs for 2024 offer all-electric range, meaning you can travel the entire distance without using a drop of gas.

Here, we've listed the top 2024 PHEVs in terms of total battery-electric range. We used EPA window sticker data, as listed for each vehicle in FuelEconomy.govLet's see which 2024 PHEV can give you the longest range on a fully charged battery.

Rp. 34,070,000

The Prius Prime is the plug-in version of Toyota’s legendary hybrid sedan, and the SE trim is the most efficient and most affordable Prius PHEV. Thanks to smaller-diameter wheels and a slightly more modest option package, the Prius Prime SE gets you an impressive 44 miles on electric power and 127 MPGe, while the higher-spec XSE and XSE Premium get you 39 miles on electric power and 114 MPGe.

Rp. 45,040,000

Impressively, the RAV4 plug-in hybrid nearly matches the Prius Prime in terms of electric-powered range. Of course, with its crossover ride height and larger utility body, the RAV4 Prime can’t match the Prius in terms of overall fuel economy, but at 94 MPGe, it’s not far behind—and it has passenger and cargo space that the svelte Prius can’t match.

Rp. 53,145,000

Volvo’s stylish S60 sports sedan combines performance and economy, with a 0-60 time of just 4.3 seconds and a total horsepower of 455. A fully charged battery gives you up to 41 miles of electric driving range, so you can easily run your daily errands on battery power, then enjoy up to 74 MPGe when the gas engine is running.

Rp. 41,840,000

If you need a lot of space in your PHEV, the Outlander plug-in is the one for you. Mitsubishi’s PHEV SUV seats 7 and offers plenty of cargo space. It’s a big vehicle, but don’t let its size fool you: The Outlander can travel 38 miles on a full charge and averages 64 MPGe overall.

Rp. 62,790,000

The top-spec model in the Lexus NX range, the 450h Plus AWD, is also the most versatile. The plug-in hybrid drivetrain gives you up to 37 miles of electric driving range on a full charge. And after that, you can expect up to 84 MPGe.

Rp. 59,395,000

Built on the same basic architecture as the Volvo S60 sedan, the XC60 plug-in hybrid offers similar performance, with 455 horsepower and a sports car-like 0-60 time of 4.5 seconds. The onboard battery offers up to 35 miles of range on all-electric power, and overall, the XC60 T8 AWD Recharge is rated at 63 MPGe.

Rp. 40,965,000

Kia has been on a roll lately, introducing bold, futuristic designs to a vehicle segment that has traditionally featured bland, uninspiring styling. The updated Sportage is no exception. In plug-in hybrid form, the Sportage offers 34 miles of fuel-free driving, averaging 84 MPGe with the gas engine running.

Rp. 45,440,000

A new vehicle type for Alfa Romeo, the Tonale is a fun little SUV with a plug-in transmission that offers up to 33 miles of electric range and 77 MPGe overall. The Tonale packs a total of 285 horsepower and a massive 360 ​​lb-ft of torque, giving this beefy little crossover the kind of performance we’ve come to expect from a cool hatchback, including a 0-60 time of 6 seconds.

Rp. 42,995,000

Built on the same platform as the Alfa Romeo Tonale, the Dodge Hornet offers a plug-in hybrid drivetrain on its top two trims, the R/T and R/T Plus. Thus equipped, the Hornet PHEV produces 288 horsepower and 383 pound-feet of torque, enough to propel this mean-looking little SUV to 60 mph in 5.6 seconds. When you’re not driving it, the Hornet PHEV gets 33 miles of electric range and the same 77 MPGe as its more expensive Alfa sibling.

Rp. 40,100,000

The Hyundai Tucson is a great choice for families who want a roomy, practical family SUV with good fuel economy. In PHEV form, the Tucson gives you up to 33 miles of electric range on a single charge. After that, you can expect up to 80 MPGe, which is pretty impressive for a vehicle of this size.

More than a year ago, Kia announced plans to launch two electric trucks by 2027. One of them was apparently caught testing in California while wearing heavy camouflage. It’s not the recently announced Tasman, as that truck looks different and will have a combustion engine, at least initially. We’re obviously dealing with a test truck, as it uses parts from another model.

Although heavily camouflaged, we can see that the truck has the EV9’s headlights and mirrors, along with the Hyundai Santa Cruz’s taillights. The side mirror pillars are mounted slightly lower on the doors, while on the Tasman they are at the base of the A-pillar. Another difference we can see is the rounded wheel arches, rather than the more angular design of the Tasman. Additionally, the mysterious electric truck appears to have flat door handles.

Both trucks feature a double-cab body style with a relatively small cargo bed and a six-lug nut setup. Much like the Tasman recently caught in the United States, the electric pickups sport Michigan license plates. What else? Orange side markers on the headlights indicate that we’re dealing with a US-spec vehicle. It appears to have an EV9-style blue front bumper, but the rest of the truck is grey, save for the white mirrors and red tow hook covers.

Since this appears to be a test mule, a market launch is unlikely to occur until 2026. It’s unclear whether this is a modified EV9 truck or a separate model. The Tasman, which is due out next year in select regions with a turbodiesel engine, will use a body-on-frame platform. Kia released a video a few weeks ago about how it designed the vehicle. At one point, some pickups hiding under the red cover, as seen below.

When the announcement of the two electric trucks was made in March 2022, Kia said one would be a “specialty” model and the other a “strategic” vehicle for emerging markets. The Tasman is likely the latter as an EV derivative is expected to follow later this decade. What confuses us is that Kia is testing the Tasman in the US even though it has not been confirmed for North America, at least not yet.

Whatever the case, Kia apparently plans to launch at least one truck in North America in the next few years. Ideally, it will be built here. Otherwise, it will be in trouble. Chicken Taxa 25 percent tariff on imported light trucks in effect since 1964.

If it was manufactured elsewhere, it would not qualify for the $7,500 tax break for those who buy it outright rather than rent it. The EV9 will be produced at Kia's plant in West Point, Georgia. starting this month, meaning it will qualify for the full discount. However, that won’t happen anytime soon. The tax credit will kick in sometime next year when the battery packs are made at a plant in Savannah, Georgia.

The last-generation AMG GT is one of my favorite Mercedes vehicles. I’ve driven everything from the base car to the 720-horsepower Black Series, and put thousands of miles on it. The old GT had all the luxury you’d expect from a Mercedes product, but always put the driving experience first.

I can’t say the same about the new AMG GT63. It’s heavier, roomier, more powerful and less agile than before. This version of the company’s two-door flagship has taken a new path, prioritizing technology and speed over driver involvement. It’s a far cry from the car it replaces. While the AMG GT63 is still great, I miss the old GT.

The final GT was a pure AMG product, designed in-house by Mercedes’ legendary performance division, a personal project of then-CEO Tobias Moers. The low, front-mid engine design and transaxle layout allowed the engine to be tucked behind the front shock towers, giving it a striking appearance and, more importantly, a 47/53 percent front-to-rear weight distribution.

As part of the company’s initiative to slim down its platform lineup, the new AMG GT takes its shape from the more mundane SL convertible. It shares nothing with the previous car, save for its name, engine and number of doors. It’s a different car with a different purpose and a completely different attitude.

Gone is the track-friendly weight distribution, reversed to a 54/46 front-to-rear split thanks to standard all-wheel drive (a first for an AMG GT) and a more traditional transmission placement (directly behind the engine). The new GT’s wheelbase has been stretched nearly three inches to accommodate a pair of optional rear seats, while its overall length has grown by about five inches.

DW Burnett

Pros: Awesome design, Great thrust, Comfortable enough for road trips

All that extra stuff adds weight. The new GT is 783 pounds heavier than its predecessor, which weighed 4,343 pounds, according to Mercedes—ridiculous for a coupe with such sporty intentions. The AMG’s closest competitor, the Porsche 911 Turbo, is 700 pounds lighter.

That weight is easily felt when you turn the wheel. While the steering is well-weighted, the smooth front-end feel of the last GT is nowhere to be found. What seems like acres of mechanical travel has removed any hope of a feedback-rich experience. The steering is quicker than before, though, with tight second-gear turns requiring no more than a quarter-turn of the wheel.

The GT shines brightest on open highways and boulevards, where its 577-hp twin-turbo 4.0-liter V-8 can flex its thunderous torque curve. That’s the most exciting part of this car, full of the kind of character you’d find at a historic event full of early-2000s IMSA rockets. Triple-digit speeds are achieved effortlessly. And usually by accident, simply because you weren’t paying attention to the numbers on the speedometer. In this car, 130 mph feels like 65.

DW Burnett

DW Burnett

That’s not to say you can’t push the AMG through tighter roads. Standard 4Matic+ means grip is no longer an issue, allowing for more throttle at low speeds than was ever possible in the last GT. And kudos to whoever tuned the suspension. It’s the same plush AMG Active Ride system found in the SL and new G-Class, ditching the traditional stabilizer bars for a hydraulically linked system. It’s perfectly damped to work with the car’s weight on fast, uneven pavement. The rear feels like it’s attached to the road with a few hundred bungee cords, remaining unmoved through quick transitions, sudden inputs and clever thrusts of throttle.

The composite brakes offer a rare blend of consistency, smoothness and stopping power that’s hard to find anywhere outside the luxury-exotic segment. They’re easy to modulate at normal speeds and in slow-moving traffic, but they provide plenty of grip if you really get on the pedal. I didn’t notice any fading during testing, though without an open racetrack it’s hard to judge how well these brakes will hold up to repeated, high-threshold use, especially given their weight.

DW Burnett

Cons: Touch controls are terrible, less fun than previous AMG GTs, expensive

The gearbox is another sign of the GT’s changing attitude. Aside from its placement directly behind the engine, it’s no longer a dual-clutch unit, but rather a nine-speed automatic borrowed from the rest of the AMG lineup. While upshifts feel as snappy as before, downshifts aren’t as crisp. Still, I never had to wait for a shift, nor was I denied a shift when I asked for one. The transmission is as good as any eight-speed torque converter you’ll find in any new BMW M car. But it can’t match something like Porsche’s God-given PDK gearbox.

This new attitude pushes the AMG into grand tourer territory, matching the BMW M8 and Aston Martin DB12. While I’ve never driven an Aston, the GT is dynamically superior to the bigger, taller BMWs, but it’s a far cry from the pure two-seater AMGs I love so much.

All that extra space comes with a few advantages. The GT doesn’t have the roomy interior of a 911, but it’s much roomier than the previous version, making long-distance travel easier. We recommend opting for the available rear seats. They’re snug, but they’re also very useful in a pinch. Plus, they make great storage shelves when you’re not using them for passengers.

DW Burnett

Need more space? Don’t worry, the new GT is still a hatchback, which means the load area is spacious with plenty of room for luggage. And because there’s no transaxle under the cargo area, the trunk floor is much lower and deeper than before. You could actually carry four people and all their luggage if you really wanted to.

Doing so requires you to interact with AMG’s awful capacitive touch controls. Like the drivetrain, the new GT borrows its interior from the SL. There’s a 12.3-inch display screen for the gauge cluster and a large, portrait-oriented 11.9-inch touchscreen that dominates the dashboard. This screen controls everything from drive modes to climate control to infotainment. While touchscreen-only climate controls aren’t ideal, at least the controls are permanently displayed at the bottom of the screen.

What really bugs me are the physical touch buttons on the steering wheel. They require light, delicate swipes for things like changing the volume, changing tracks, and adjusting cruise control speed. Often you’ll accidentally click something while holding the wheel, or misclick it because all the buttons are touchpads. They’re also inconsistent, requiring very specific pressure from your finger to react—not what you want when driving.

DW Burnett

DW Burnett

Then there’s the price. The GT63 offers more than ever before—comfort, power, usability—which means it costs a lot more. The manufacturer’s suggested retail price is $177,050 including freight, $9,400 more than the 2021 AMG GT R and $57,400 more than the standard ’21 GT.

This car is right in the 911 Turbo’s territory—a highly competitive segment that Porsche has dominated for decades. Our test car was loaded with nearly $30,000 worth of options that included a set of adjustable bucket seats, a Burmester sound system, a panoramic glass roof, and a set of handsome 21-inch forged wheels.

The 2024 AMG GT feels more capable and versatile than its predecessor. It may be quicker on the track, too. But the experience is less memorable. The last GT was a unique car with a lot of character; something you couldn’t find anywhere else on the market. What was once a fun alternative to the cheaper 911 range has now become another high-priced grand tourer, with very little to distinguish it from other than a larger trunk space. And with interior controls that aren’t user-friendly, it’s hard to recommend. The new GT is anything but boring. But then, neither are its rivals.

In my opinion, I would buy a 911 Turbo any day.

DW Burnett

The Toyota GR Corolla is one of the best hatchbacks on the market. It has a turbocharged three-cylinder engine with 300 horsepower, all-wheel drive, and a quick six-speed manual transmission. However, it probably won't be manual-only for long.

Leaked documents show what appears to be an eight-speed automatic option for the 2025 GR Corolla. The documents, which were originally posted on GR Corolla Forumindicates the “Premium AT” model with an eight-speed automatic transmission equipped with paddle shifters. A six-speed manual transmission remains standard on the Core and Premium trims.

Adding an automatic transmission to the GR Corolla lineup would make sense. The overseas GR Yaris, which uses the same 1.6-liter engine as the GR Corolla, got a “Direct Automatic Transmission” last year with eight gears. And that transmission only adds 40 pounds to the curb weight. Offering that option in the U.S. could open up the door to more GR Corolla buyers without a significant weight penalty.

With the automatic transmission, the GR Corolla will also get more torque. The current base model makes 273 pound-feet of torque with the six-speed manual while the top-of-the-line Morizo ​​makes 295 pound-feet of torque. However, the documentation shows 295 pound-feet of torque overall with the automatic, again, in line with the eight-speed in the GR Yaris.

2024 Toyota GR Yaris Interior

We reached out to Toyota, but the company wouldn't comment. A spokesperson for the automaker said: Motor1“We don’t have any announcements at this point.” If the rumors about the automatic GR Corolla are true, we expect the hot hatch to make its debut before the end of the year before going on sale in early 2025.