All New KIA

Kia discontinued the Cadenza in the United States in 2021, but its successor was launched in South Korea later that year. In its home market, the big sedan was known as the K7, but for the latest generation, it switched to the K8 moniker. Now, it’s getting a mid-cycle update. As is typical of Kia, the changes are significant, even though it’s technically just a facelift.

In keeping with Kia’s latest design language, the K8 features vertical headlights, which give the car a futuristic look. The front has been completely redesigned compared to the pre-facelift model, and now features a wide LED strip to bridge the connection between the headlights. Kia has also moved its logo from the bumper to the lower part of the bonnet.

The changes at the rear are subtle, but we’re happy to report that the hideous fake exhaust tips are now a thing of the past. The taillights appear to be retained while the redesigned bumper has a cleaner look. Unusually for a facelift, the front and rear overhangs are now slightly longer than before after the bumper was reshaped.

Stepping inside, there are also significant changes. Updated climate controls are now located below the central air vents. Kia has added more soft-touch materials and a strip of LED ambient lighting that cuts across the dashboard. At the rear, the seat belts are illuminated. Speaking of safety, all versions get 10 airbags as standard. Elsewhere, the headlights have adaptive high beams that dim partially so as not to distract oncoming drivers.

If you recall, the now-discontinued Cadenza was sold only with front-wheel drive. The K8 has been offered in Korea since day one with optional all-wheel drive. Power is provided by a 2.5-liter four-cylinder gasoline engine with 195 hp and 183 lb-ft for the base model. If you need more power, there’s a larger 3.5-liter V-6 with 296 hp and 265 lb-ft. Only the latter is available with AWD.

Alternatively, customers can opt for the 3.5 LPI, which stands for liquid propane injection. That engine is rated at 237 hp and 231 lb-ft of torque. The final available engine is a 1.6-liter hybrid unit that produces a combined 227 hp and 258 lb-ft of torque.

While Kia calls the 2025 BMW 5 Series K8 the “Priceless,” the luxury sedan does come with a hefty price tag. The lowest price is the equivalent of about $27,300 at current exchange rates, which seems more than reasonable. Even the highest price seems like a good deal at $37,800.

All versions, except the hybrid, will go on sale this month. The electric model will follow after Kia obtains the necessary certification.

The revolutionary Dr. Ian Malcolm once said, “Your scientists are so busy wondering if they can, they haven’t stopped to wonder if they should.” But this time, it’s not a T-Rex on the loose—it’s German engineers and their famously V-8-less creation, the 2024 Mercedes-AMG C63S E Performance.

Yes, it has 671 horsepower from a 469-horsepower 2.0-liter turbocharged four-cylinder engine and a 201-horsepower electric motor. And it’s packed with some of the most advanced technology in any road car: A turbocharger with an integrated motor that helps and shuns wasted energy, and a high-power battery that’s calibrated to always be ready. It even has a unique weight distribution among sports sedans, a 49/51, that’s more like a C7 Corvette or Ferrari 812 than a front-engine sedan.

But the C63 has two cardinal sins. It’s heavy at 4,817 pounds, and its new engine strips away the previous car’s character, the rumble that was so central to the C63’s ethos. Without the V-8, what would the C63 be?

I hate to say it, but—damn it—the new C63 doesn’t deserve all the criticism it can muster. As much as I’d like to argue, longing for the days of V-8s, the new C63 has its good points. But it’s not perfect. Even after a day of driving it on California’s best roads, I’m still not convinced the C63 needs to abandon its old format.

Understanding something is an easy way to be less afraid, or at least a way to be more accepting of change. So when Mercedes introduced us to the controversial new car project manager, I asked a very simple question: Why?

According to project manager Damian Hampen, the idea for the four-cylinder hybrid engine came from the engineers at AMG, not from the parent company pushing a particular agenda.

“We wanted to take the C63 in a new direction, and we wanted to bring F1-inspired technology to the road car.” When I ask him how difficult it is to calibrate every system in the car, he smiles mysteriously and that's it.

The C63S makes big use of its hybrid system. With 469 hp from a turbocharged 2.0-liter four-cylinder, there are some compromises, especially in terms of response and drivability. It takes a very big turbo to make that much power, and with a very big turbo comes a lot of boost. There are two ways to deal with this. The first is a relatively high-powered, high-compression engine. These can spin the turbos quickly and make a lot of power, but they can be hard to sustain. Or there’s the approach AMG has taken for the C63: A low 9.0:1 compression ratio, a big turbo, and 37 psi of boost.

Normally, this type of engine would be an undriveable machine. It would take forever to rev, lack power at low rpm, and have low boost, producing a huge amount of power. But add a 201-hp hybrid assist and fill in those troughs in the power curve. Add an electric motor on a turbocharger that can rev it first, and you might have an engine that’s instantly responsive. That is, if—and only if—it’s calibrated correctly. Here’s how the C63 impresses.

Pros: Very Fast, Excellent Handling, Fuel Efficient

Mercedes has one last trick up its sleeve for the primary hybrid system: It’s crammed into the rear differential to optimize weight distribution. The engine itself is only a 48-volt system, and there’s no high-voltage hybridization. So a strange power distribution dance ensues, with the engine sending power to all four wheels via a nine-speed transaxle mounted up front and down the driveshaft, while the electric motor sends power back down the same driveshaft to drive the front wheels as needed. (My brain feels like a squeezed orange right now.)

Balancing these three major systems (engine, electric motor, and turbocharged motor unit) is a miracle. And the execution is brilliant. This is the first turbocharged engine ever with naturally aspirated response, astonishingly immediate low-end torque, and a satisfying powerband.

The sequence goes like this: When you press the accelerator, the electric motor cranks out nearly maximum power to produce a ton of torque. Meanwhile, the turbo boosts to an instant 7 psi with the help of electricity. At low rpm, the electric motor provides most of the boost until the turbo engages. Then, a finely tuned dance ensues. Boost builds to 37 psi while the electric motor sends power out to make the engine feel natural. Meanwhile, the car feels like a rocket. It’s so fast, it’s alarmingly fast, if you think about physics for even a moment.

Even at 4,817 pounds, the C63S is one of the best-handling sports sedans I’ve ever driven. But that’s a much easier trick to pull off because, in every situation, the C63 doesn’t ride well. It wobbles and sways over every bump, never losing its handling composure, but throwing me out of my seat with enthusiasm. The car’s mechanical balance is undeniable in low-speed cornering, however, where it satisfyingly digs and rotates mid-corner where most cars in this weight class would get soaked.

Disadvantages: Underpowered drivetrain, heavy, poor ride quality

Honestly, if you put stiffer springs and dampers on anything, this car will be able to handle it. However, it’s too stiff to be an everyday car for most people, especially when compared to competitors like the BMW M3, Alfa Romeo Giulia Quadrifoglio, and Cadillac CT4-V Blackwing. This is the most obvious sign that the C63S is being pushed into a corner by its weight.

This brings me back to the why. Despite its brilliance, technological prowess, and impressive performance, I fail to understand why this car exists as it does. The C63 sacrifices speed and emotion for… just speed. I can't help but think that if we had a 4,000-pound C63 with a V-8, it would be a better car.

Yes, the C63S E Performance is technically impressive, and technically “better,” but at what cost? Nobody falls in love with a calculator, and that’s the problem with the C63.

The 2025 Genesis GV80 Coupe puts a premium on appearance, like wearing a matching Lululemon set to grab a milkshake or buying a vintage motorcycle jacket without intending to attend a race.

Genesis created an SUV that promises to be “sporty” without the sacrifices required to achieve it: low ground clearance, uncomfortable seats, a cramped cabin, or god forbid, sweat. But there’s an appeal to looking sporty without actually playing the part.

The Genesis GV80 Coupe is new for the 2025 model year, a derivative of the existing GV80 SUV. It follows the trend of regular SUVs, cutting its roofline diagonally to create a “fastback” profile, and calling it a coupe, even though it has four doors.

But while car enthusiasts like me are fond of criticizing SUV-coupes for being “not coupes” (true), I actually like the GV80 Coupe. That’s partly because I like Genesis’ current design language. Genesis is different from other luxury brands, but not so different that it’s obvious when you look at it.

The GV80 Coupe’s sloping roofline is more agile than imposing—the kind of SUV I’d expect a successful young adult to choose. Genesis wants people to see its sloping roofline SUV as sporty, and people who don’t like cars want that. It rides on big 20- to 22-inch wheels, a choice of bright orange stitching, and a piped-in engine sound to add to the ambiance.

The Coupe has 375 horsepower in the base model and 409 horsepower in the top trim I tested. Instead of the GV80 SUV’s 300-horsepower base four-cylinder, the Coupe gets a twin-turbocharged V-6 as standard. All-wheel drive is also standard.

But individualism comes at a price. While the 2025 GV80 SUV starts at $59,050 (with destination) and $75,150 for the 375-hp engine, the Coupe’s base price is $81,300—about $6,000 more for the same power. Anecdotally, though, the price hike makes sense.

Pros: Looks Cool, Feels Comfortable

The GV80 Coupe has a brighter interior than its SUV peers. I drove the 409-hp Coupe with Ultramarine Blue Genesis interior and bright orange stitching. My first thought was, “If I squint, this is a Bentley.” I’ve driven this exact combination—dark blue with red stitching and a quilted diamond pattern on the seats, plus a winged logo—in a $400,000 Bentley Continental. (The Genesis design boss did come from Bentley, after all.)

But the GV80 Coupe isn’t just about looks; it’s also about the feel of the ride. The Coupe has four driving modes across all vehicles: Eco, Comfort, Sport and Custom. The 409-hp coupe gets an additional Sport+ mode, which increases the car’s engine revs and provides sportier shifting, steering feel and electronic stability control.

The GV80 is powerful but not overly noisy. It weighs 5,000 pounds, so its 409 horsepower gives it a lot of power without making your stomach churn. Throttle response is relaxed in Comfort mode, quicker in Sport mode, and much more lively in Sport+. Genesis uses the extra engine noise in the cabin to make the car feel more powerful than it really is, and to me, the noise an SUV makes isn’t going to bother anyone. Even when you know it’s fake, it makes the car more enjoyable to drive.

There’s a 27.0-inch display that stretches from the driver’s instrument cluster to the infotainment system in the GV80 Coupe, and when you use the turn signal, part of the instrument cluster transforms into a blind-spot camera—a feature common to other Kia and Hyundai products. In Sport+ mode, the needle on the digital speedometer turns into a red light stick with animated sparks descending, like digital Independence Day fireworks in your car.

The GV80 Coupe’s brakes respond well, and the gas pedal is heavy, which is a good thing. A feather-light gas pedal makes you feel detached from the car, and a firm pedal reminds you that you have a big vehicle at your feet. In an era when soundproofing makes 70 mph feel like 40, it’s important to remember that you’re driving a 5,000-pound SUV at high speeds.

There's not a lot of road noise in the Coupe, and without the audio, there's only a little wind noise at highway speeds. But overall, the car is big, luxurious, and classy. When a friend asked me what I thought of the Coupe, I said, “It's really good.”

Cons: Where's Wireless Apple CarPlay?

I drove and rode the GV80 Coupe for about five hours total, and there were only a couple of things I found to be lacking. The first is that wireless Apple CarPlay isn’t available yet—it’s only available wired for now—but Genesis says an over-the-air update will eventually bring that capability to the car. The second is that even though the seats have automatic posture adjustments, my back still felt sore after a few hours behind the wheel. I asked a friend who also drives the car if they felt the same way, and they did.

That last complaint is silly, but Genesis brings up the fact that the GV80 Coupe has exposed exhausts versus the SUV’s hidden ones (remember, sporty versus comfortable). The Coupe has four exhaust tips at the back, and mine are chrome-plated trapezoidal.

However, when I crouched down to take a look, the chrome trapezoid was just a piece of the rear bumper that didn’t connect to the tubular exhaust tip behind it. It was like watching a kid’s “match the shapes” game. I didn’t expect the exhaust tip to be a perfect chrome trapezoid, but I did wish the actual tip was hidden a little better.

Overall, the GV80 Coupe fits Genesis’s bill: to appeal to a younger, more fun-loving buyer who wants to combine the practicality and grandeur of a luxury SUV with the sportiness of bright orange stitching and a sloping roofline. It’s for people who want to wear fancy sportswear to go shopping. Sometimes, that’s all people want.

That’s why the GV80 succeeds. Because even the true purists—those who think driving a true sports car should be hard work and uncomfortable—can’t deny the appeal of a big, comfortable SUV with heated armrests and a sloping roofline.

Besides, being pampered is fun.

BMW is expected to launch the M2 CS later this year, complete with a series of upgrades to better handle the track. The biggest change will be more power from its twin-turbo straight-six engine.

Thanks to rumors published by reliable sources on bimmer post discussion forumWe probably already know how much power the M2 CS will have. User ynguldyn, who has been leaking accurate information on the forums for years, says the M2 CS will make 525 PS, or 518 horsepower. That’s a big increase from the standard car’s 473 horsepower, but still behind bigger M models like the 523-hp M3 Competition xDrive.

SH Professional

The same user also claims that the M2 CS will remain rear-wheel drive. Those power figures, if accurate, would make the M2 CS the most powerful rear-wheel drive car in BMW's lineup.

While this source has been correct in the past, it is still just a rumor with no official backing. So, we advise against trusting this information.

Like other CS-branded cars from BMW, the M2 CS will also get things like a stiffer suspension, better brakes, a more modest interior, and slightly revised bodywork. We’re also expecting some special colors and some radical racing stripes on the hood, just like the M3 CS and M4 CS.

There’s no word yet on when the M2 CS will be unveiled, though a reveal is expected later this year, based on the timing of the test mule photos from last year and early this year. Pricing is still up in the air, though considering the M3 CS is about 40 percent more expensive than the regular M3 xDrive, we’d guess the M2 CS will start at around $90,000. But at this point, that’s just a guess.

First impressions aren’t everything. Take the 2024 Hyundai Sonata Hybrid, for example. It looks great, it’s the best-looking midsize sedan on the market, and its interior is both gorgeous and functionally impressive. Then you drive the Sonata Hybrid. While it’s not bad by any means, it’s less impressive than its sharp—if not visually stunning—competitors.

Hyundai has given the Sonata a facelift for the 2024 model year with the same sleek lines seen here. A single curved panel housing a 12.3-inch gauge cluster and infotainment screen highlights the Sonata’s redesigned interior, while the big mechanical update is the availability of all-wheel drive for gas-powered models, except the sporty N-Line, and this hybrid.

That means a 150-horsepower 2.0-liter four-cylinder engine paired with a 51-hp electric motor will arrive in 2024. Both will be paired with a six-speed automatic transmission, unlike the systems in the Honda Accord and Toyota Camry, which don’t use a conventional transmission. That may sound like a good thing, but compared to its Japanese rivals, the Sonata’s hybrid system feels a bit underwhelming.

The transition between electric and gas power in the Sonata is so clunky that you wish you were driving a conventional car with an internal combustion engine. In the Accord and Camry, the opposite is true. Both are so smooth, you don't realize they're hybrids.

Pros: Attractive Looks, Stunning Interior, Enhanced Technology

At least the Sonata offers the same fuel economy as its competitors, 47 miles per gallon combined. Its highway rating of 51 mpg is also very good, likely helped by its conventional automatic transmission. Its range of six hundred and twenty miles on a full tank is impressive by any standard. And aside from the powertrain’s awkwardness, the Sonata Hybrid is a joy to drive. It rides smoothly, though it does float a bit over bumps. Its handling isn’t as sharp as the new Camry and especially the Accord, but for the average person—not a car enthusiast—it should be more than fine.

The interior of the top-of-the-line Limited trim is simply stunning. It looks and feels high-quality, and in an era where many cars rely too heavily on infotainment systems to control essential vehicle functions, the Sonata is simply stunning.

Most importantly, there are actual buttons, knobs, and switches for the essential vehicle functions. There’s not much in the way of configuration with a digital gauge cluster, but the graphics are clear and sharply designed. Plus, it’s nice to be in a reasonably priced car with an interior that isn’t trimmed in a dreary black or gray!

Cons: Complicated Hybrid system, So-so driving dynamics, Expensive Limited trim

While the Limited’s $38,350 suggested retail price is fairly comparable to its competitors, it’s still more expensive than the SEL Convenience’s $31,950 price tag. The Limited adds niceties like a heated steering wheel, cooled seats, leather trim, and Hyundai’s excellent Highway Driving Assist system (one of the best on the market). However, the SEL Convenience seems to be more than adequately equipped, which limits the Limited’s appeal.

The Sonata Hybrid is a good car and should provide a reasonable ride for most people. It just has to compete with two very old names, the Accord and the Camry, which in its latest version is the best it has ever been. The Sonata has to be more than good-looking to reach the top of this class, though looks don't hurt.

It’s hard not to be charmed by the Ineos Grenadier’s old-school persona at first glance. That’s intentional; When Ineos chairman Sir Jim Ratcliffe Unable to buy the rights to produce the original Defender after Land Rover stopped production of the model in 2016, it decided to replace it. That explains the Landie-like two-box styling, square wheel arches and full-time four-wheel drive system. The car looks like a 1990s Defender 110 with a little Cyberpunk 2077 thrown in, and it attracts attention.

Inside, the retro inspiration becomes even more apparent. There’s a 12.3-inch touchscreen perched atop the center console that doubles as a gauge cluster and infotainment system. Beyond that, every feature is controlled via knobs and switches. Even the ceiling is covered in switches for factory features and aftermarket add-ons—adding a set of roof-mounted lights controlled by OEM switches is essentially plug-and-play in the Grenadier. This is more Boeing flight deck than modern vehicle, and for those weary of haptic feedback and capacitive touchpoints, the Grenadier’s interior will be a rare respite from modernity.

Thankfully, the interior is far more comfortable than the original Defender, thanks in large part to the comfortable Recaro seats. It’s also much roomier. Unlike the modern Rover, there’s no luxury to be found in the Grenadier. The truck’s interior is made of hard, easy-to-clean plastics and vinyl. Fortunately, the Grenadier’s taste for utility means it also retains the excellent sightlines of the old Defender, which makes for easy wheel placement and tight parking.

Unfortunately, the Grenadier’s unobtrusive single center screen serves three purposes at once—vehicle tilt/tilt, infotainment, and instrument cluster are all on it. Only the Christmas tree lights are directly in front of the driver. The screen’s relatively low and close placement in the cabin means the driver can’t constantly glance to the right at the speedometer while driving.

The speedometer climbs quickly; the American-spec Grenadier uses a 3.0-liter turbocharged straight-six from BMW (the exact same one found under the hood of the Toyota Supra). The Bimmer engine produces 286 horsepower and 330 pound-feet of torque, and is tuned for extra power at low rpm. Power is routed through a ZF-built eight-speed automatic transmission and a Tremec all-wheel-drive transfer case with a 2.5:1 low-range gearing. While the 5,875-pound SUV isn’t quick, it’s got plenty of power, and the proven components go a long way toward allaying the new manufacturer’s fears.

Pros: Superbly Built, Comfortable & Spacious Cabin, Powerful Drive System

Once up to speed, though, I found the Grenadier uncomfortable to drive. The Ineos’s disdain for modernity is palpable. It uses recirculating ball steering, rather than the more modern rack-and-pinion system, which means it doesn’t transfer force as abruptly through the wheels (making it easier to handle tricky off-roading). Unfortunately, it also means it’s very vague on-center and in corners, and the 3.85 turns it takes to go from locked to locked—combined with the fact that the steering wheel doesn’t naturally return to center—makes it very difficult to stay centered at speeds above 35 mph.

The steering feel is inferior to that of a modern Jeep Wrangler (which also uses a recirculating ball mechanism), and it’s not a good fit for a truck with a base price above $70,000. There’s no added maneuverability benefit to the clunky steering: The Grenadier still has a huge turning circle of 44 feet 3 inches, nearly five feet wider than a four-door Wrangler.

The Grenadier is supported by a ladder-frame construction and a pair of solid axles. While this isn’t necessarily a negative—it’s a great boon for off-roading, after all—the shocks and springs tend to be stiffer, exacerbating the traditional—and uncomfortable—truck feel when hitting bumps. Combined with the harsh wind noise, the Grenadier is about as tiring to drive as an old-school 4×4.

I drove the Grenadier back-to-back with a Lexus GX550, and while on paper they’re competitors—the Grenadier I tested costs $85,455, $4,000 more than a fully loaded GX Overtrail+—the Ineos felt like a truck made three decades before the Lexus.

Cons: Wide turning radius, weird instrument cluster, and terrible on the road.

The comparison isn’t entirely fair. Despite its stepped chassis and solid axles, the Grenadier offers significant improvements over its Defender inspiration—a much stiffer body construction, five-link suspension, kingpin knuckle axles—and is theoretically far more durable than the Lexus I’m comparing it to, but none of these improvements are visible on the road.

But as Ratcliffe says shown at the launch of the GrenadierThe truck’s development “began by identifying a gap in the market, left vacant by a number of manufacturers, for a useful off-road vehicle,” rather than trying to build a fancy mall crawler. Admittedly, the truck felt comfortable off-road—though the test course I ran was too flat to take full advantage of its capabilities.

The Grenadier has the spec sheet to support serious overlanding performance, with full-time all-wheel drive and lockable center, front, and rear diffs, in addition to the aforementioned Tremec low-range box. Approach and departure angles suggest it can handle more than its fair share of the hills and mud I slogged through, with 36.2 degrees up front and 36.1 degrees out back. Ground clearance is also excellent at 10.4 inches, and its maximum depth is 31.5 inches—all numbers that can compete with, or beat, some of the most rugged off-roaders you can buy, including the new Defender and the Mercedes G-Wagen.

Many potential Grenadier buyers will also be pleased to know that Ineos helps rural mechanics learning how to put a wrench on his new truck, and volunteering to invite aftermarket companies to develop spare parts for him. This is a vital part that can make the Grenadier usable as a long-distance vehicle, because even classic Defender owners can struggle due to the lack of knowledgeable mechanics in rural areas of Africa and Asia.

There’s no denying that Ineos makes unique and interesting trucks. Sure, the Grenadier is a big improvement over the original Land Rover Defender, and for those looking to explore the remote roads of Tanzania for months on end, it might be the perfect truck. But for American buyers looking for a fun weekend vehicle to hit the trails, there’s a reason we don’t make them like we used to.

It’s been two and a half years since Toyota rocked the Tokyo Auto Salon with its highly promising GR GT3 Concept. As a refresher, that car would evolve into a successor to the Lexus RC F GT3 that was slated to race in 2026. A new spy video shows what appears to be a road-legal car, which will wear Lexus badges instead.

Caught testing in Japan at Toyota’s Fuji Speedway, the mysterious high-performance coupe doesn’t look quite as aggressive as the GR GT3. The most obvious difference between the two is the absence of a large rear wing. We also don’t see the racer’s side exhausts, while the front splitter isn’t as pronounced.

Elsewhere, the car appears to have a regular windshield wiper, rather than a single piece located in the middle of the glass. At the rear, the car lacks the aggressive diffuser of the GR GT3. Overall, we get the impression that the aerodynamic and cooling package is not as robust as Toyota's race car.

A little over a year ago, Toyota WEC team director Rob Leupen told our sister site Motorsport.com The road-legal car is indeed a Lexus. It has refrained from revealing the model name, though trademarks and rumors suggest it will go by the name “LFR.” The new high-performance coupe will not be a successor to the LFA, but rather a follow-up to the RC F. That Yamaha V-10-powered machine will be indirectly replaced by an electric supercar previewed by the Electrified Sport Concept.

Toyota’s concept featured a sleek, low-slung look with a stretched hood. Subsequent camouflaged prototypes spotted testing at Motegi and Fuji Speedway in Japan further suggested that something interesting was in the works. The GR GT3 was also spotted a few months ago in Belgium at Spa-Francorchamps, looking far more aggressive than the Lexus version.

As for what will power the flagship sports car, it could be a V8 engine based on the sound the Toyota GR GT3 makes. We can’t hear any engine noise coming from the Lexus since the video was filmed from a distance. However, there does appear to be enough room under the hood for eight cylinders, and perhaps a pair of turbochargers if the rumors are accurate.

Given that the GR GT3 will compete in the FIA ​​World Endurance Championship (WEC) in 2026, logic dictates that Toyota will introduce the race-ready coupe next year. We suspect a road-ready Lexus won’t be long in coming.