The Mercedes-AMG CLE 53 is a classy but slightly impractical drive
What is it? The Mercedes-AMG CLE 53 4Matic+ Coupé, to use its slightly comical full name, is the first 'hot-rodded' version of the attractive new CLE, a mid-size coupe that replaces the former C-Class and E-Class two-doors. The AMG has distinct bodywork, gaining wider front and rear fenders (for a wider track), louvres in the front guards, body-coloured spoiler, a different grille and a sportier interior. A Cabriolet version has now joined the fixed roof model.
What does it cost? It's $158,900 plus on-road costs, with the usual opportunities to add more 'fruit'. The Carbon Package gives various carbon-fibre panels and veneers for $8900. The AMG Performance Seat Package is $5400. Many will prefer the excellent standard seats, but some buyers just can't help ticking those boxes.
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2025 Kia Picanto Sport review
Kia Picanto Pros Kia Picanto Cons The Kia Picanto is the cheapest new car you can buy in Australia right now. Note: This article is based on our most recent review of the Kia Picanto, as there have been no major changes to pricing or specification since its publication. We have updated key details such as pricing and specifications with the most up to date information our latest price and specs article here for all the details. The pint-size micro-car briefly lost the title to the previous-generation MG 3, but the new MG 3 is a lot pricier, handing the mantle of Australia's cheapest new model back to the Kia. As the entry point into the Korean brand's lineup, the Picanto packs in heaps of new and desirable features despite its low asking price, going heavy on the type of active safety tech the MG lacks. The Picanto retains both manual and automatic transmission options, as well as a two-variant range structure to offer more choice than most models at this end of the market. Here we're trialing the cheapest one – is it the pick? Here we have the most affordable Picanto on sale – the Kia Picanto Sport – which starts from $18,390 before on-road costs with a five-speed manual transmission, as tested. To see how the Kia Picanto lines up against the competition, check out our comparison tool Changes in the cabin are a little less dramatic than the exterior, but there are quite a few upgrades here. The fundamentals are the same but there are small changes like a new LCD instrument cluster that is more neatly integrated into the binnacle than the old analogue dials, and the seat fabric has been updated. Smaller details include the inclusion of USB-C charge ports, as well as additional buttons on the steering wheel and to the right of the driver's knee for applicable safety systems that have been added with this update. Oh, and the steering wheel is now trimmed in 'premium' leatherette as standard, as is the gear shifter. There's definitely a more upmarket vibe to various points of touch and interaction, as well as the more fulsome tech suite that also helps justify price rises over previous iterations of the Picanto. It's all still quite basic and austere, but it's functional and attractive enough given the price point. The freestanding 8.0-inch touchscreen offers wireless Apple CarPlay and Android Auto, which actually works properly now compared to older iterations, and the manual air-con is surprisingly powerful as I found out on a hot summer day. Storage is good thanks to a dual-tier shelf under the dashboard, augmented by 12V, USB-A and USB-C ports, as well as adjustable cupholders and an open tray in the centre console. Everything is also ergonomically placed and positioned, with the centre stack angled slightly towards the driver and everything well within arm's reach – just don't go looking for soft plastics, because there are none. The back seat continues to surprise, given you can actually fit real people there despite the Picanto's tiny dimensions. I managed to fit two of my friends in the rear with minimal complaints. The Picanto's tall and boxy proportions mean even someone my height (6'1″) can snugly fit – a longer road trip might be pushing it with regular use though. Being a budget city-car, there aren't a whole lot of back seat amenities here. You get the requisite ISOFIX child seat anchors on the outboard seats as well as top-tethers across all three, but there are no air vents or folding centre armrest. In fairness, that's to be expected of a vehicle in this segment, but worth calling out if you're planning to use the second row somewhat often. Behind those rear seats there's 255 litres of cargo capacity, which can be expanded to 1010 litres with the rear seats folded. That's more than a Mazda 2 Hatch (250L), which is impressive given the Picanto's smaller size. There's a pretty big step up from the boot floor to the seat backs, though. All versions of the Kia Picanto feature a temporary space-saver spare wheel. To see how the Kia Picanto lines up against the competition, check out our comparison tool The entire Picanto range is fitted with a 1.25-litre naturally aspirated four-cylinder engine. To see how the Kia Picanto lines up against the competition, check out our comparison tool The bulk of Picanto buyers opt for the dearer four-speed auto, so it's great that Kia Australia has kept the five-speed manual on sale. Why? Well, for starters manuals are becoming harder and harder to find these days and, for a lot of younger motorists buying their first car, this could be a great way to get into an affordable new car and also practice 'driving stick'. It also gives you more control and an added ratio for the pretty basic and meek 1.25-litre petrol engine. With just 62kW of power and 122Nm of torque on tap, this little Kia is no pocket rocket – especially when peak torque doesn't come online until 4000rpm. However, this mini-car only weighs 976kg, so you can get it moving if you need to push it. I haven't driven an atmo manual for a while, so like me you might find you have to row through the gears a lot to keep the Picanto on the boil. It's more involving and helps you really get in touch with what the car's doing, but it can also be quite tiresome in stop-start city traffic. The Picanto has a very light clutch and an almost wobbly shift action, which early on might be a little jarring, but you soon learn to embrace the charm that comes with driving this little unit around town. It revs out willingly and is fairly responsive, but I'd ignore the shift indicator in the cluster because it encourages you to change gears at around 2000rpm, which is never going to work in hilly conditions. Keep in mind you don't get peak torque until 4000rpm and peak power until 6000rpm. While the new 'basic' digital instrumentation looks neat in the driver's binnacle, I feel this is a step backwards for the manual as it's difficult at times to gauge how many revs you have on board on take-off and how quickly the tacho is rising on the clock radio-style display. Further, the vague clutch and shift actions can mean it's very easy to over-rev the Picanto on takeoff and between gearshifts. Having hill start assist definitely helps when setting off on an incline. It handles well too. That chunky leatherette-trimmed steering wheel and accurate steering calibration make this quite a fun little thing to punt around city streets. It rides pretty well to boot, erring on the firmer side but doing a good job of balancing comfort and dynamics. The Sport's little 14-inch alloys and 175/65 tyres add a bit more cushioning than the GT-Line's 195/45 R16s as well. The Picanto is also surprisingly settled on the freeway for such a little car, helped by Kia Australia's local tuning of the suspension and steering, perhaps as well as the fact the Picanto is sold in markets like Europe. While it takes a heavy foot to get anywhere quickly, you don't feel like you're in some dangerous little buzzbox that'll get blown away by passing buses and trucks. It's surprisingly sure-footed and confident at 100 clicks. Further, the five-speed manual's long final ratio means it's not spinning away at well above 3000rpm like it is in the four-speed auto. It just feels like it has longer legs in those scenarios. Unlike the MG 3, which lacks any form of modern active safety tech for now, the Picanto has a slew of modern assistance features that should not only help you on the road but also give parents peace of mind when their youngster set out to drive in this big scary world. AEB, blind-spot monitoring and rear cross-traffic assist as well as lane keep assist all actively intervene to avoid collisions or drifting out of one's lane. You also have Lane Following Assist, which will actively keep you centred in your lane, and it does so in an unthreatening way. There's also auto high-beam for the standard projector-type halogen headlights. Unfortunately, LED units are reserved for the GT-Line flagship. I can forgive this in the Picanto, but perhaps not models higher up in Kia's range. Note that Kia doesn't offer the Picanto with a more sophisticated AEB system incorporating pedestrian and cyclist detection – nor adaptive cruise control – despite it being available in the Korean domestic market. Probably nitpicking for this particular variant. To see how the Kia Picanto lines up against the competition, check out our comparison tool The Kia Picanto is available in two trim levels – on test here is the base Sport. 2025 Kia Picanto Sport equipment highlights: Picanto GT-Line adds: To see how the Kia Picanto lines up against the competition, check out our comparison tool The Kia Picanto no longer has an ANCAP safety rating, as its four-star rating from 2017 expired at the beginning of last year. Standard safety equipment includes: To see how the Kia Picanto lines up against the competition, check out our comparison tool The Picanto is backed by Kia's seven-year, unlimited-kilometre warranty. Like the Korean brand's wider lineup, Kia offers seven years of roadside assistance and capped-price servicing for Picanto buyers, and maintenance is required every 12 months or 15,000km. To see how the Kia Picanto lines up against the competition, check out our comparison tool Australians love to buy the biggest and most expensive versions of most models, but for those more pragmatic buyers that take the "right size, right size" approach, the base Picanto has a lot to offer. For just over $20,000 drive-away you have all the bases covered in terms of driver assistance and infotainment technologies, as well as a pretty economical and uncomplicated drivetrain that's cheap to run. Based on my real-world experience, you should be able to achieve over 550km between fills of the tiny 35-litre tank, which with 91-octane unleaded will make this one of the cheapest and most efficient ways to get around. Props to Kia for decking out the Picanto with active safety features like blind-spot and rear cross-traffic assists, as well as active lane centring. While some may argue "you shouldn't have your license if you need these things", it's a great safety net that the young, old and everyone in between will appreciate if they ever need it. You really don't need to spend up for the GT-Line either, unless you must have the more premium aesthetics and LED lighting, because the fundamentals of this new Picanto Sport are more than solid enough for the coin. Besides, if you're in the market for properly budget motoring, there's little else to choose from these days unless you buy used. Interested in buying a Kia Picanto? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Kia Picanto Content originally sourced from: Picanto Pros Kia Picanto Cons The Kia Picanto is the cheapest new car you can buy in Australia right now. Note: This article is based on our most recent review of the Kia Picanto, as there have been no major changes to pricing or specification since its publication. We have updated key details such as pricing and specifications with the most up to date information our latest price and specs article here for all the details. The pint-size micro-car briefly lost the title to the previous-generation MG 3, but the new MG 3 is a lot pricier, handing the mantle of Australia's cheapest new model back to the Kia. As the entry point into the Korean brand's lineup, the Picanto packs in heaps of new and desirable features despite its low asking price, going heavy on the type of active safety tech the MG lacks. The Picanto retains both manual and automatic transmission options, as well as a two-variant range structure to offer more choice than most models at this end of the market. Here we're trialing the cheapest one – is it the pick? Here we have the most affordable Picanto on sale – the Kia Picanto Sport – which starts from $18,390 before on-road costs with a five-speed manual transmission, as tested. To see how the Kia Picanto lines up against the competition, check out our comparison tool Changes in the cabin are a little less dramatic than the exterior, but there are quite a few upgrades here. The fundamentals are the same but there are small changes like a new LCD instrument cluster that is more neatly integrated into the binnacle than the old analogue dials, and the seat fabric has been updated. Smaller details include the inclusion of USB-C charge ports, as well as additional buttons on the steering wheel and to the right of the driver's knee for applicable safety systems that have been added with this update. Oh, and the steering wheel is now trimmed in 'premium' leatherette as standard, as is the gear shifter. There's definitely a more upmarket vibe to various points of touch and interaction, as well as the more fulsome tech suite that also helps justify price rises over previous iterations of the Picanto. It's all still quite basic and austere, but it's functional and attractive enough given the price point. The freestanding 8.0-inch touchscreen offers wireless Apple CarPlay and Android Auto, which actually works properly now compared to older iterations, and the manual air-con is surprisingly powerful as I found out on a hot summer day. Storage is good thanks to a dual-tier shelf under the dashboard, augmented by 12V, USB-A and USB-C ports, as well as adjustable cupholders and an open tray in the centre console. Everything is also ergonomically placed and positioned, with the centre stack angled slightly towards the driver and everything well within arm's reach – just don't go looking for soft plastics, because there are none. The back seat continues to surprise, given you can actually fit real people there despite the Picanto's tiny dimensions. I managed to fit two of my friends in the rear with minimal complaints. The Picanto's tall and boxy proportions mean even someone my height (6'1″) can snugly fit – a longer road trip might be pushing it with regular use though. Being a budget city-car, there aren't a whole lot of back seat amenities here. You get the requisite ISOFIX child seat anchors on the outboard seats as well as top-tethers across all three, but there are no air vents or folding centre armrest. In fairness, that's to be expected of a vehicle in this segment, but worth calling out if you're planning to use the second row somewhat often. Behind those rear seats there's 255 litres of cargo capacity, which can be expanded to 1010 litres with the rear seats folded. That's more than a Mazda 2 Hatch (250L), which is impressive given the Picanto's smaller size. There's a pretty big step up from the boot floor to the seat backs, though. All versions of the Kia Picanto feature a temporary space-saver spare wheel. To see how the Kia Picanto lines up against the competition, check out our comparison tool The entire Picanto range is fitted with a 1.25-litre naturally aspirated four-cylinder engine. To see how the Kia Picanto lines up against the competition, check out our comparison tool The bulk of Picanto buyers opt for the dearer four-speed auto, so it's great that Kia Australia has kept the five-speed manual on sale. Why? Well, for starters manuals are becoming harder and harder to find these days and, for a lot of younger motorists buying their first car, this could be a great way to get into an affordable new car and also practice 'driving stick'. It also gives you more control and an added ratio for the pretty basic and meek 1.25-litre petrol engine. With just 62kW of power and 122Nm of torque on tap, this little Kia is no pocket rocket – especially when peak torque doesn't come online until 4000rpm. However, this mini-car only weighs 976kg, so you can get it moving if you need to push it. I haven't driven an atmo manual for a while, so like me you might find you have to row through the gears a lot to keep the Picanto on the boil. It's more involving and helps you really get in touch with what the car's doing, but it can also be quite tiresome in stop-start city traffic. The Picanto has a very light clutch and an almost wobbly shift action, which early on might be a little jarring, but you soon learn to embrace the charm that comes with driving this little unit around town. It revs out willingly and is fairly responsive, but I'd ignore the shift indicator in the cluster because it encourages you to change gears at around 2000rpm, which is never going to work in hilly conditions. Keep in mind you don't get peak torque until 4000rpm and peak power until 6000rpm. While the new 'basic' digital instrumentation looks neat in the driver's binnacle, I feel this is a step backwards for the manual as it's difficult at times to gauge how many revs you have on board on take-off and how quickly the tacho is rising on the clock radio-style display. Further, the vague clutch and shift actions can mean it's very easy to over-rev the Picanto on takeoff and between gearshifts. Having hill start assist definitely helps when setting off on an incline. It handles well too. That chunky leatherette-trimmed steering wheel and accurate steering calibration make this quite a fun little thing to punt around city streets. It rides pretty well to boot, erring on the firmer side but doing a good job of balancing comfort and dynamics. The Sport's little 14-inch alloys and 175/65 tyres add a bit more cushioning than the GT-Line's 195/45 R16s as well. The Picanto is also surprisingly settled on the freeway for such a little car, helped by Kia Australia's local tuning of the suspension and steering, perhaps as well as the fact the Picanto is sold in markets like Europe. While it takes a heavy foot to get anywhere quickly, you don't feel like you're in some dangerous little buzzbox that'll get blown away by passing buses and trucks. It's surprisingly sure-footed and confident at 100 clicks. Further, the five-speed manual's long final ratio means it's not spinning away at well above 3000rpm like it is in the four-speed auto. It just feels like it has longer legs in those scenarios. Unlike the MG 3, which lacks any form of modern active safety tech for now, the Picanto has a slew of modern assistance features that should not only help you on the road but also give parents peace of mind when their youngster set out to drive in this big scary world. AEB, blind-spot monitoring and rear cross-traffic assist as well as lane keep assist all actively intervene to avoid collisions or drifting out of one's lane. You also have Lane Following Assist, which will actively keep you centred in your lane, and it does so in an unthreatening way. There's also auto high-beam for the standard projector-type halogen headlights. Unfortunately, LED units are reserved for the GT-Line flagship. I can forgive this in the Picanto, but perhaps not models higher up in Kia's range. Note that Kia doesn't offer the Picanto with a more sophisticated AEB system incorporating pedestrian and cyclist detection – nor adaptive cruise control – despite it being available in the Korean domestic market. Probably nitpicking for this particular variant. To see how the Kia Picanto lines up against the competition, check out our comparison tool The Kia Picanto is available in two trim levels – on test here is the base Sport. 2025 Kia Picanto Sport equipment highlights: Picanto GT-Line adds: To see how the Kia Picanto lines up against the competition, check out our comparison tool The Kia Picanto no longer has an ANCAP safety rating, as its four-star rating from 2017 expired at the beginning of last year. Standard safety equipment includes: To see how the Kia Picanto lines up against the competition, check out our comparison tool The Picanto is backed by Kia's seven-year, unlimited-kilometre warranty. Like the Korean brand's wider lineup, Kia offers seven years of roadside assistance and capped-price servicing for Picanto buyers, and maintenance is required every 12 months or 15,000km. To see how the Kia Picanto lines up against the competition, check out our comparison tool Australians love to buy the biggest and most expensive versions of most models, but for those more pragmatic buyers that take the "right size, right size" approach, the base Picanto has a lot to offer. For just over $20,000 drive-away you have all the bases covered in terms of driver assistance and infotainment technologies, as well as a pretty economical and uncomplicated drivetrain that's cheap to run. Based on my real-world experience, you should be able to achieve over 550km between fills of the tiny 35-litre tank, which with 91-octane unleaded will make this one of the cheapest and most efficient ways to get around. Props to Kia for decking out the Picanto with active safety features like blind-spot and rear cross-traffic assists, as well as active lane centring. While some may argue "you shouldn't have your license if you need these things", it's a great safety net that the young, old and everyone in between will appreciate if they ever need it. You really don't need to spend up for the GT-Line either, unless you must have the more premium aesthetics and LED lighting, because the fundamentals of this new Picanto Sport are more than solid enough for the coin. Besides, if you're in the market for properly budget motoring, there's little else to choose from these days unless you buy used. Interested in buying a Kia Picanto? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Kia Picanto Content originally sourced from: Picanto Pros Kia Picanto Cons The Kia Picanto is the cheapest new car you can buy in Australia right now. Note: This article is based on our most recent review of the Kia Picanto, as there have been no major changes to pricing or specification since its publication. We have updated key details such as pricing and specifications with the most up to date information our latest price and specs article here for all the details. The pint-size micro-car briefly lost the title to the previous-generation MG 3, but the new MG 3 is a lot pricier, handing the mantle of Australia's cheapest new model back to the Kia. As the entry point into the Korean brand's lineup, the Picanto packs in heaps of new and desirable features despite its low asking price, going heavy on the type of active safety tech the MG lacks. The Picanto retains both manual and automatic transmission options, as well as a two-variant range structure to offer more choice than most models at this end of the market. Here we're trialing the cheapest one – is it the pick? Here we have the most affordable Picanto on sale – the Kia Picanto Sport – which starts from $18,390 before on-road costs with a five-speed manual transmission, as tested. To see how the Kia Picanto lines up against the competition, check out our comparison tool Changes in the cabin are a little less dramatic than the exterior, but there are quite a few upgrades here. The fundamentals are the same but there are small changes like a new LCD instrument cluster that is more neatly integrated into the binnacle than the old analogue dials, and the seat fabric has been updated. Smaller details include the inclusion of USB-C charge ports, as well as additional buttons on the steering wheel and to the right of the driver's knee for applicable safety systems that have been added with this update. Oh, and the steering wheel is now trimmed in 'premium' leatherette as standard, as is the gear shifter. There's definitely a more upmarket vibe to various points of touch and interaction, as well as the more fulsome tech suite that also helps justify price rises over previous iterations of the Picanto. It's all still quite basic and austere, but it's functional and attractive enough given the price point. The freestanding 8.0-inch touchscreen offers wireless Apple CarPlay and Android Auto, which actually works properly now compared to older iterations, and the manual air-con is surprisingly powerful as I found out on a hot summer day. Storage is good thanks to a dual-tier shelf under the dashboard, augmented by 12V, USB-A and USB-C ports, as well as adjustable cupholders and an open tray in the centre console. Everything is also ergonomically placed and positioned, with the centre stack angled slightly towards the driver and everything well within arm's reach – just don't go looking for soft plastics, because there are none. The back seat continues to surprise, given you can actually fit real people there despite the Picanto's tiny dimensions. I managed to fit two of my friends in the rear with minimal complaints. The Picanto's tall and boxy proportions mean even someone my height (6'1″) can snugly fit – a longer road trip might be pushing it with regular use though. Being a budget city-car, there aren't a whole lot of back seat amenities here. You get the requisite ISOFIX child seat anchors on the outboard seats as well as top-tethers across all three, but there are no air vents or folding centre armrest. In fairness, that's to be expected of a vehicle in this segment, but worth calling out if you're planning to use the second row somewhat often. Behind those rear seats there's 255 litres of cargo capacity, which can be expanded to 1010 litres with the rear seats folded. That's more than a Mazda 2 Hatch (250L), which is impressive given the Picanto's smaller size. There's a pretty big step up from the boot floor to the seat backs, though. All versions of the Kia Picanto feature a temporary space-saver spare wheel. To see how the Kia Picanto lines up against the competition, check out our comparison tool The entire Picanto range is fitted with a 1.25-litre naturally aspirated four-cylinder engine. To see how the Kia Picanto lines up against the competition, check out our comparison tool The bulk of Picanto buyers opt for the dearer four-speed auto, so it's great that Kia Australia has kept the five-speed manual on sale. Why? Well, for starters manuals are becoming harder and harder to find these days and, for a lot of younger motorists buying their first car, this could be a great way to get into an affordable new car and also practice 'driving stick'. It also gives you more control and an added ratio for the pretty basic and meek 1.25-litre petrol engine. With just 62kW of power and 122Nm of torque on tap, this little Kia is no pocket rocket – especially when peak torque doesn't come online until 4000rpm. However, this mini-car only weighs 976kg, so you can get it moving if you need to push it. I haven't driven an atmo manual for a while, so like me you might find you have to row through the gears a lot to keep the Picanto on the boil. It's more involving and helps you really get in touch with what the car's doing, but it can also be quite tiresome in stop-start city traffic. The Picanto has a very light clutch and an almost wobbly shift action, which early on might be a little jarring, but you soon learn to embrace the charm that comes with driving this little unit around town. It revs out willingly and is fairly responsive, but I'd ignore the shift indicator in the cluster because it encourages you to change gears at around 2000rpm, which is never going to work in hilly conditions. Keep in mind you don't get peak torque until 4000rpm and peak power until 6000rpm. While the new 'basic' digital instrumentation looks neat in the driver's binnacle, I feel this is a step backwards for the manual as it's difficult at times to gauge how many revs you have on board on take-off and how quickly the tacho is rising on the clock radio-style display. Further, the vague clutch and shift actions can mean it's very easy to over-rev the Picanto on takeoff and between gearshifts. Having hill start assist definitely helps when setting off on an incline. It handles well too. That chunky leatherette-trimmed steering wheel and accurate steering calibration make this quite a fun little thing to punt around city streets. It rides pretty well to boot, erring on the firmer side but doing a good job of balancing comfort and dynamics. The Sport's little 14-inch alloys and 175/65 tyres add a bit more cushioning than the GT-Line's 195/45 R16s as well. The Picanto is also surprisingly settled on the freeway for such a little car, helped by Kia Australia's local tuning of the suspension and steering, perhaps as well as the fact the Picanto is sold in markets like Europe. While it takes a heavy foot to get anywhere quickly, you don't feel like you're in some dangerous little buzzbox that'll get blown away by passing buses and trucks. It's surprisingly sure-footed and confident at 100 clicks. Further, the five-speed manual's long final ratio means it's not spinning away at well above 3000rpm like it is in the four-speed auto. It just feels like it has longer legs in those scenarios. Unlike the MG 3, which lacks any form of modern active safety tech for now, the Picanto has a slew of modern assistance features that should not only help you on the road but also give parents peace of mind when their youngster set out to drive in this big scary world. AEB, blind-spot monitoring and rear cross-traffic assist as well as lane keep assist all actively intervene to avoid collisions or drifting out of one's lane. You also have Lane Following Assist, which will actively keep you centred in your lane, and it does so in an unthreatening way. There's also auto high-beam for the standard projector-type halogen headlights. Unfortunately, LED units are reserved for the GT-Line flagship. I can forgive this in the Picanto, but perhaps not models higher up in Kia's range. Note that Kia doesn't offer the Picanto with a more sophisticated AEB system incorporating pedestrian and cyclist detection – nor adaptive cruise control – despite it being available in the Korean domestic market. Probably nitpicking for this particular variant. To see how the Kia Picanto lines up against the competition, check out our comparison tool The Kia Picanto is available in two trim levels – on test here is the base Sport. 2025 Kia Picanto Sport equipment highlights: Picanto GT-Line adds: To see how the Kia Picanto lines up against the competition, check out our comparison tool The Kia Picanto no longer has an ANCAP safety rating, as its four-star rating from 2017 expired at the beginning of last year. Standard safety equipment includes: To see how the Kia Picanto lines up against the competition, check out our comparison tool The Picanto is backed by Kia's seven-year, unlimited-kilometre warranty. Like the Korean brand's wider lineup, Kia offers seven years of roadside assistance and capped-price servicing for Picanto buyers, and maintenance is required every 12 months or 15,000km. To see how the Kia Picanto lines up against the competition, check out our comparison tool Australians love to buy the biggest and most expensive versions of most models, but for those more pragmatic buyers that take the "right size, right size" approach, the base Picanto has a lot to offer. For just over $20,000 drive-away you have all the bases covered in terms of driver assistance and infotainment technologies, as well as a pretty economical and uncomplicated drivetrain that's cheap to run. Based on my real-world experience, you should be able to achieve over 550km between fills of the tiny 35-litre tank, which with 91-octane unleaded will make this one of the cheapest and most efficient ways to get around. Props to Kia for decking out the Picanto with active safety features like blind-spot and rear cross-traffic assists, as well as active lane centring. While some may argue "you shouldn't have your license if you need these things", it's a great safety net that the young, old and everyone in between will appreciate if they ever need it. You really don't need to spend up for the GT-Line either, unless you must have the more premium aesthetics and LED lighting, because the fundamentals of this new Picanto Sport are more than solid enough for the coin. Besides, if you're in the market for properly budget motoring, there's little else to choose from these days unless you buy used. Interested in buying a Kia Picanto? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Kia Picanto Content originally sourced from: Picanto Pros Kia Picanto Cons The Kia Picanto is the cheapest new car you can buy in Australia right now. Note: This article is based on our most recent review of the Kia Picanto, as there have been no major changes to pricing or specification since its publication. We have updated key details such as pricing and specifications with the most up to date information our latest price and specs article here for all the details. The pint-size micro-car briefly lost the title to the previous-generation MG 3, but the new MG 3 is a lot pricier, handing the mantle of Australia's cheapest new model back to the Kia. As the entry point into the Korean brand's lineup, the Picanto packs in heaps of new and desirable features despite its low asking price, going heavy on the type of active safety tech the MG lacks. The Picanto retains both manual and automatic transmission options, as well as a two-variant range structure to offer more choice than most models at this end of the market. Here we're trialing the cheapest one – is it the pick? Here we have the most affordable Picanto on sale – the Kia Picanto Sport – which starts from $18,390 before on-road costs with a five-speed manual transmission, as tested. To see how the Kia Picanto lines up against the competition, check out our comparison tool Changes in the cabin are a little less dramatic than the exterior, but there are quite a few upgrades here. The fundamentals are the same but there are small changes like a new LCD instrument cluster that is more neatly integrated into the binnacle than the old analogue dials, and the seat fabric has been updated. Smaller details include the inclusion of USB-C charge ports, as well as additional buttons on the steering wheel and to the right of the driver's knee for applicable safety systems that have been added with this update. Oh, and the steering wheel is now trimmed in 'premium' leatherette as standard, as is the gear shifter. There's definitely a more upmarket vibe to various points of touch and interaction, as well as the more fulsome tech suite that also helps justify price rises over previous iterations of the Picanto. It's all still quite basic and austere, but it's functional and attractive enough given the price point. The freestanding 8.0-inch touchscreen offers wireless Apple CarPlay and Android Auto, which actually works properly now compared to older iterations, and the manual air-con is surprisingly powerful as I found out on a hot summer day. Storage is good thanks to a dual-tier shelf under the dashboard, augmented by 12V, USB-A and USB-C ports, as well as adjustable cupholders and an open tray in the centre console. Everything is also ergonomically placed and positioned, with the centre stack angled slightly towards the driver and everything well within arm's reach – just don't go looking for soft plastics, because there are none. The back seat continues to surprise, given you can actually fit real people there despite the Picanto's tiny dimensions. I managed to fit two of my friends in the rear with minimal complaints. The Picanto's tall and boxy proportions mean even someone my height (6'1″) can snugly fit – a longer road trip might be pushing it with regular use though. Being a budget city-car, there aren't a whole lot of back seat amenities here. You get the requisite ISOFIX child seat anchors on the outboard seats as well as top-tethers across all three, but there are no air vents or folding centre armrest. In fairness, that's to be expected of a vehicle in this segment, but worth calling out if you're planning to use the second row somewhat often. Behind those rear seats there's 255 litres of cargo capacity, which can be expanded to 1010 litres with the rear seats folded. That's more than a Mazda 2 Hatch (250L), which is impressive given the Picanto's smaller size. There's a pretty big step up from the boot floor to the seat backs, though. All versions of the Kia Picanto feature a temporary space-saver spare wheel. To see how the Kia Picanto lines up against the competition, check out our comparison tool The entire Picanto range is fitted with a 1.25-litre naturally aspirated four-cylinder engine. To see how the Kia Picanto lines up against the competition, check out our comparison tool The bulk of Picanto buyers opt for the dearer four-speed auto, so it's great that Kia Australia has kept the five-speed manual on sale. Why? Well, for starters manuals are becoming harder and harder to find these days and, for a lot of younger motorists buying their first car, this could be a great way to get into an affordable new car and also practice 'driving stick'. It also gives you more control and an added ratio for the pretty basic and meek 1.25-litre petrol engine. With just 62kW of power and 122Nm of torque on tap, this little Kia is no pocket rocket – especially when peak torque doesn't come online until 4000rpm. However, this mini-car only weighs 976kg, so you can get it moving if you need to push it. I haven't driven an atmo manual for a while, so like me you might find you have to row through the gears a lot to keep the Picanto on the boil. It's more involving and helps you really get in touch with what the car's doing, but it can also be quite tiresome in stop-start city traffic. The Picanto has a very light clutch and an almost wobbly shift action, which early on might be a little jarring, but you soon learn to embrace the charm that comes with driving this little unit around town. It revs out willingly and is fairly responsive, but I'd ignore the shift indicator in the cluster because it encourages you to change gears at around 2000rpm, which is never going to work in hilly conditions. Keep in mind you don't get peak torque until 4000rpm and peak power until 6000rpm. While the new 'basic' digital instrumentation looks neat in the driver's binnacle, I feel this is a step backwards for the manual as it's difficult at times to gauge how many revs you have on board on take-off and how quickly the tacho is rising on the clock radio-style display. Further, the vague clutch and shift actions can mean it's very easy to over-rev the Picanto on takeoff and between gearshifts. Having hill start assist definitely helps when setting off on an incline. It handles well too. That chunky leatherette-trimmed steering wheel and accurate steering calibration make this quite a fun little thing to punt around city streets. It rides pretty well to boot, erring on the firmer side but doing a good job of balancing comfort and dynamics. The Sport's little 14-inch alloys and 175/65 tyres add a bit more cushioning than the GT-Line's 195/45 R16s as well. The Picanto is also surprisingly settled on the freeway for such a little car, helped by Kia Australia's local tuning of the suspension and steering, perhaps as well as the fact the Picanto is sold in markets like Europe. While it takes a heavy foot to get anywhere quickly, you don't feel like you're in some dangerous little buzzbox that'll get blown away by passing buses and trucks. It's surprisingly sure-footed and confident at 100 clicks. Further, the five-speed manual's long final ratio means it's not spinning away at well above 3000rpm like it is in the four-speed auto. It just feels like it has longer legs in those scenarios. Unlike the MG 3, which lacks any form of modern active safety tech for now, the Picanto has a slew of modern assistance features that should not only help you on the road but also give parents peace of mind when their youngster set out to drive in this big scary world. AEB, blind-spot monitoring and rear cross-traffic assist as well as lane keep assist all actively intervene to avoid collisions or drifting out of one's lane. You also have Lane Following Assist, which will actively keep you centred in your lane, and it does so in an unthreatening way. There's also auto high-beam for the standard projector-type halogen headlights. Unfortunately, LED units are reserved for the GT-Line flagship. I can forgive this in the Picanto, but perhaps not models higher up in Kia's range. Note that Kia doesn't offer the Picanto with a more sophisticated AEB system incorporating pedestrian and cyclist detection – nor adaptive cruise control – despite it being available in the Korean domestic market. Probably nitpicking for this particular variant. To see how the Kia Picanto lines up against the competition, check out our comparison tool The Kia Picanto is available in two trim levels – on test here is the base Sport. 2025 Kia Picanto Sport equipment highlights: Picanto GT-Line adds: To see how the Kia Picanto lines up against the competition, check out our comparison tool The Kia Picanto no longer has an ANCAP safety rating, as its four-star rating from 2017 expired at the beginning of last year. Standard safety equipment includes: To see how the Kia Picanto lines up against the competition, check out our comparison tool The Picanto is backed by Kia's seven-year, unlimited-kilometre warranty. Like the Korean brand's wider lineup, Kia offers seven years of roadside assistance and capped-price servicing for Picanto buyers, and maintenance is required every 12 months or 15,000km. To see how the Kia Picanto lines up against the competition, check out our comparison tool Australians love to buy the biggest and most expensive versions of most models, but for those more pragmatic buyers that take the "right size, right size" approach, the base Picanto has a lot to offer. For just over $20,000 drive-away you have all the bases covered in terms of driver assistance and infotainment technologies, as well as a pretty economical and uncomplicated drivetrain that's cheap to run. Based on my real-world experience, you should be able to achieve over 550km between fills of the tiny 35-litre tank, which with 91-octane unleaded will make this one of the cheapest and most efficient ways to get around. Props to Kia for decking out the Picanto with active safety features like blind-spot and rear cross-traffic assists, as well as active lane centring. While some may argue "you shouldn't have your license if you need these things", it's a great safety net that the young, old and everyone in between will appreciate if they ever need it. You really don't need to spend up for the GT-Line either, unless you must have the more premium aesthetics and LED lighting, because the fundamentals of this new Picanto Sport are more than solid enough for the coin. Besides, if you're in the market for properly budget motoring, there's little else to choose from these days unless you buy used. Interested in buying a Kia Picanto? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Kia Picanto Content originally sourced from:
The Advertiser
4 days ago
- The Advertiser
2026 Chevrolet Corvette ZR1X is a twin-turbo V8 hypercar delivering over 900kW
Chevrolet has taken the best bits of its existing Corvettes and enhanced them to make a wild 932kW electrified twin-turbo V8 hypercar that's claimed to blast to 60mph (96km/h) in under two seconds. The 2026 Chevrolet Corvette ZR1X combines the ZR1's 5.5-litre twin-turbocharged flat-plane crank V8 with a front-mounted electric motor like that seen in the E-Ray. This makes it the first ZR1-badged 'Vette with all-wheel drive. The hand-assembled V8 produces 793kW of power at 7000rpm and 1123Nm of torque at 6000rpm, while the electric motor produces 139kW and 197Nm. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Total power is therefore up by 149kW over the ZR1, while its 0-60mph time is several tenths of a second quicker – the ZR1 does the dash in 2.3 seconds with its ZTK Performance Package, or 2.5 seconds without. Like other C8 Corvettes, the engine is mounted midship and is mated with an eight-speed dual-clutch automatic transmission. We've contacted GM Australia and New Zealand to confirm if the ZR1X is coming here. We currently get all C8 Corvettes in factory right-hand drive bar the ZR1, which is only produced in left-hand drive. The ZR1X's V8 was developed alongside the naturally aspirated flat-plane crank engines powering the Z06 and Z06 GT3.R race car. It features dual 76mm turbochargers, while Chevrolet engineers have positioned the turbos as close to the exhaust valves as possible to decrease the time needed to build boost and therefore improve throttle response. Dynamic anti-lag controls will maintain turbo speed when off-throttle to ensure boost is "available rapidly" when throttle is reapplied. The ZR1X features a 1.9kWh battery like the E-Ray, also centralised within the spine of the chassis, but Chevrolet says it has expanded the amount of usable energy to provide greater lapping capability. The front drive unit has the same shape and size as that in the E-Ray, but engineers have strengthened the motor to generate an additional 19kW and 27Nm. It can apply power at up to 258km/h before disconnecting. There's no physical connection between the engine and the electric drive unit. Chevrolet says the eAWD chassis control system of the E-Ray has been upgraded for the ZR1X to match the more powerful engine. There are "specialised energy strategies" intended to maximise electrified output for track driving. Pressing the Charge+ button activates Endurance mode, adjusting the battery's energy storage strategy for extended lapping and consistent output, while there's also a Qualifying mode and a Push-to-Pass function to ensure maximum power is available on-demand. A new PTM Pro mode introduced for model year 2026 (MY26) Corvettes turns off traction and stability control but allows you to still use launch control, the regen brake torque vectoring function, and what's called Front Axle Pre-Control which actively manages inside front brake pressure to ensure maximum traction when exiting a corner. The ZR1's optional J59 braking package is standard on the ZR1X, bringing Alcon 10-piston front and six-piston rear calipers mated to 16.5-inch front and rear carbon-ceramic rotors with continuously woven carbon-fibre threads. Magnetic Ride Control is standard, as are Michelin Pilot Sport 4S tyres. The ZTK Performance Package brings Michelin Pilot Cup 2R tyres. An optional Carbon Aero package adds dive planes, underbody strakes, a hood gurney lip over the front heat extractor, and a sizeable rear wing. Altogether, this package brings a claimed 544kg of downforce. Like the rest of the C8 range, the ZR1X will be offered as either a coupe or convertible. It features the revised interior revealed in May that includes, among other changes, a larger 12.7-inch infotainment touchscreen, a 6.6-inch auxiliary touchscreen, a redesigned centre console, and repositioned switchgear. Chevrolet is calling the ZR1X the "ultimate expression" of its C8 Corvette, and an "all-day comfortable tourer, straight-line rocket, and racetrack weapon, all in one". It's unlikely there will be a more powerful variant to slot in above it. The ZR1X had been rumoured to wear the Zora name, after former Corvette chief engineer Zora Arkus-Duntov whose ashes were interred at the National Corvette Museum in Bowling Green, Kentucky. MORE: Everything Chevrolet Corvette Content originally sourced from: Chevrolet has taken the best bits of its existing Corvettes and enhanced them to make a wild 932kW electrified twin-turbo V8 hypercar that's claimed to blast to 60mph (96km/h) in under two seconds. The 2026 Chevrolet Corvette ZR1X combines the ZR1's 5.5-litre twin-turbocharged flat-plane crank V8 with a front-mounted electric motor like that seen in the E-Ray. This makes it the first ZR1-badged 'Vette with all-wheel drive. The hand-assembled V8 produces 793kW of power at 7000rpm and 1123Nm of torque at 6000rpm, while the electric motor produces 139kW and 197Nm. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Total power is therefore up by 149kW over the ZR1, while its 0-60mph time is several tenths of a second quicker – the ZR1 does the dash in 2.3 seconds with its ZTK Performance Package, or 2.5 seconds without. Like other C8 Corvettes, the engine is mounted midship and is mated with an eight-speed dual-clutch automatic transmission. We've contacted GM Australia and New Zealand to confirm if the ZR1X is coming here. We currently get all C8 Corvettes in factory right-hand drive bar the ZR1, which is only produced in left-hand drive. The ZR1X's V8 was developed alongside the naturally aspirated flat-plane crank engines powering the Z06 and Z06 GT3.R race car. It features dual 76mm turbochargers, while Chevrolet engineers have positioned the turbos as close to the exhaust valves as possible to decrease the time needed to build boost and therefore improve throttle response. Dynamic anti-lag controls will maintain turbo speed when off-throttle to ensure boost is "available rapidly" when throttle is reapplied. The ZR1X features a 1.9kWh battery like the E-Ray, also centralised within the spine of the chassis, but Chevrolet says it has expanded the amount of usable energy to provide greater lapping capability. The front drive unit has the same shape and size as that in the E-Ray, but engineers have strengthened the motor to generate an additional 19kW and 27Nm. It can apply power at up to 258km/h before disconnecting. There's no physical connection between the engine and the electric drive unit. Chevrolet says the eAWD chassis control system of the E-Ray has been upgraded for the ZR1X to match the more powerful engine. There are "specialised energy strategies" intended to maximise electrified output for track driving. Pressing the Charge+ button activates Endurance mode, adjusting the battery's energy storage strategy for extended lapping and consistent output, while there's also a Qualifying mode and a Push-to-Pass function to ensure maximum power is available on-demand. A new PTM Pro mode introduced for model year 2026 (MY26) Corvettes turns off traction and stability control but allows you to still use launch control, the regen brake torque vectoring function, and what's called Front Axle Pre-Control which actively manages inside front brake pressure to ensure maximum traction when exiting a corner. The ZR1's optional J59 braking package is standard on the ZR1X, bringing Alcon 10-piston front and six-piston rear calipers mated to 16.5-inch front and rear carbon-ceramic rotors with continuously woven carbon-fibre threads. Magnetic Ride Control is standard, as are Michelin Pilot Sport 4S tyres. The ZTK Performance Package brings Michelin Pilot Cup 2R tyres. An optional Carbon Aero package adds dive planes, underbody strakes, a hood gurney lip over the front heat extractor, and a sizeable rear wing. Altogether, this package brings a claimed 544kg of downforce. Like the rest of the C8 range, the ZR1X will be offered as either a coupe or convertible. It features the revised interior revealed in May that includes, among other changes, a larger 12.7-inch infotainment touchscreen, a 6.6-inch auxiliary touchscreen, a redesigned centre console, and repositioned switchgear. Chevrolet is calling the ZR1X the "ultimate expression" of its C8 Corvette, and an "all-day comfortable tourer, straight-line rocket, and racetrack weapon, all in one". It's unlikely there will be a more powerful variant to slot in above it. The ZR1X had been rumoured to wear the Zora name, after former Corvette chief engineer Zora Arkus-Duntov whose ashes were interred at the National Corvette Museum in Bowling Green, Kentucky. MORE: Everything Chevrolet Corvette Content originally sourced from: Chevrolet has taken the best bits of its existing Corvettes and enhanced them to make a wild 932kW electrified twin-turbo V8 hypercar that's claimed to blast to 60mph (96km/h) in under two seconds. The 2026 Chevrolet Corvette ZR1X combines the ZR1's 5.5-litre twin-turbocharged flat-plane crank V8 with a front-mounted electric motor like that seen in the E-Ray. This makes it the first ZR1-badged 'Vette with all-wheel drive. The hand-assembled V8 produces 793kW of power at 7000rpm and 1123Nm of torque at 6000rpm, while the electric motor produces 139kW and 197Nm. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Total power is therefore up by 149kW over the ZR1, while its 0-60mph time is several tenths of a second quicker – the ZR1 does the dash in 2.3 seconds with its ZTK Performance Package, or 2.5 seconds without. Like other C8 Corvettes, the engine is mounted midship and is mated with an eight-speed dual-clutch automatic transmission. We've contacted GM Australia and New Zealand to confirm if the ZR1X is coming here. We currently get all C8 Corvettes in factory right-hand drive bar the ZR1, which is only produced in left-hand drive. The ZR1X's V8 was developed alongside the naturally aspirated flat-plane crank engines powering the Z06 and Z06 GT3.R race car. It features dual 76mm turbochargers, while Chevrolet engineers have positioned the turbos as close to the exhaust valves as possible to decrease the time needed to build boost and therefore improve throttle response. Dynamic anti-lag controls will maintain turbo speed when off-throttle to ensure boost is "available rapidly" when throttle is reapplied. The ZR1X features a 1.9kWh battery like the E-Ray, also centralised within the spine of the chassis, but Chevrolet says it has expanded the amount of usable energy to provide greater lapping capability. The front drive unit has the same shape and size as that in the E-Ray, but engineers have strengthened the motor to generate an additional 19kW and 27Nm. It can apply power at up to 258km/h before disconnecting. There's no physical connection between the engine and the electric drive unit. Chevrolet says the eAWD chassis control system of the E-Ray has been upgraded for the ZR1X to match the more powerful engine. There are "specialised energy strategies" intended to maximise electrified output for track driving. Pressing the Charge+ button activates Endurance mode, adjusting the battery's energy storage strategy for extended lapping and consistent output, while there's also a Qualifying mode and a Push-to-Pass function to ensure maximum power is available on-demand. A new PTM Pro mode introduced for model year 2026 (MY26) Corvettes turns off traction and stability control but allows you to still use launch control, the regen brake torque vectoring function, and what's called Front Axle Pre-Control which actively manages inside front brake pressure to ensure maximum traction when exiting a corner. The ZR1's optional J59 braking package is standard on the ZR1X, bringing Alcon 10-piston front and six-piston rear calipers mated to 16.5-inch front and rear carbon-ceramic rotors with continuously woven carbon-fibre threads. Magnetic Ride Control is standard, as are Michelin Pilot Sport 4S tyres. The ZTK Performance Package brings Michelin Pilot Cup 2R tyres. An optional Carbon Aero package adds dive planes, underbody strakes, a hood gurney lip over the front heat extractor, and a sizeable rear wing. Altogether, this package brings a claimed 544kg of downforce. Like the rest of the C8 range, the ZR1X will be offered as either a coupe or convertible. It features the revised interior revealed in May that includes, among other changes, a larger 12.7-inch infotainment touchscreen, a 6.6-inch auxiliary touchscreen, a redesigned centre console, and repositioned switchgear. Chevrolet is calling the ZR1X the "ultimate expression" of its C8 Corvette, and an "all-day comfortable tourer, straight-line rocket, and racetrack weapon, all in one". It's unlikely there will be a more powerful variant to slot in above it. The ZR1X had been rumoured to wear the Zora name, after former Corvette chief engineer Zora Arkus-Duntov whose ashes were interred at the National Corvette Museum in Bowling Green, Kentucky. MORE: Everything Chevrolet Corvette Content originally sourced from: Chevrolet has taken the best bits of its existing Corvettes and enhanced them to make a wild 932kW electrified twin-turbo V8 hypercar that's claimed to blast to 60mph (96km/h) in under two seconds. The 2026 Chevrolet Corvette ZR1X combines the ZR1's 5.5-litre twin-turbocharged flat-plane crank V8 with a front-mounted electric motor like that seen in the E-Ray. This makes it the first ZR1-badged 'Vette with all-wheel drive. The hand-assembled V8 produces 793kW of power at 7000rpm and 1123Nm of torque at 6000rpm, while the electric motor produces 139kW and 197Nm. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Total power is therefore up by 149kW over the ZR1, while its 0-60mph time is several tenths of a second quicker – the ZR1 does the dash in 2.3 seconds with its ZTK Performance Package, or 2.5 seconds without. Like other C8 Corvettes, the engine is mounted midship and is mated with an eight-speed dual-clutch automatic transmission. We've contacted GM Australia and New Zealand to confirm if the ZR1X is coming here. We currently get all C8 Corvettes in factory right-hand drive bar the ZR1, which is only produced in left-hand drive. The ZR1X's V8 was developed alongside the naturally aspirated flat-plane crank engines powering the Z06 and Z06 GT3.R race car. It features dual 76mm turbochargers, while Chevrolet engineers have positioned the turbos as close to the exhaust valves as possible to decrease the time needed to build boost and therefore improve throttle response. Dynamic anti-lag controls will maintain turbo speed when off-throttle to ensure boost is "available rapidly" when throttle is reapplied. The ZR1X features a 1.9kWh battery like the E-Ray, also centralised within the spine of the chassis, but Chevrolet says it has expanded the amount of usable energy to provide greater lapping capability. The front drive unit has the same shape and size as that in the E-Ray, but engineers have strengthened the motor to generate an additional 19kW and 27Nm. It can apply power at up to 258km/h before disconnecting. There's no physical connection between the engine and the electric drive unit. Chevrolet says the eAWD chassis control system of the E-Ray has been upgraded for the ZR1X to match the more powerful engine. There are "specialised energy strategies" intended to maximise electrified output for track driving. Pressing the Charge+ button activates Endurance mode, adjusting the battery's energy storage strategy for extended lapping and consistent output, while there's also a Qualifying mode and a Push-to-Pass function to ensure maximum power is available on-demand. A new PTM Pro mode introduced for model year 2026 (MY26) Corvettes turns off traction and stability control but allows you to still use launch control, the regen brake torque vectoring function, and what's called Front Axle Pre-Control which actively manages inside front brake pressure to ensure maximum traction when exiting a corner. The ZR1's optional J59 braking package is standard on the ZR1X, bringing Alcon 10-piston front and six-piston rear calipers mated to 16.5-inch front and rear carbon-ceramic rotors with continuously woven carbon-fibre threads. Magnetic Ride Control is standard, as are Michelin Pilot Sport 4S tyres. The ZTK Performance Package brings Michelin Pilot Cup 2R tyres. An optional Carbon Aero package adds dive planes, underbody strakes, a hood gurney lip over the front heat extractor, and a sizeable rear wing. Altogether, this package brings a claimed 544kg of downforce. Like the rest of the C8 range, the ZR1X will be offered as either a coupe or convertible. It features the revised interior revealed in May that includes, among other changes, a larger 12.7-inch infotainment touchscreen, a 6.6-inch auxiliary touchscreen, a redesigned centre console, and repositioned switchgear. Chevrolet is calling the ZR1X the "ultimate expression" of its C8 Corvette, and an "all-day comfortable tourer, straight-line rocket, and racetrack weapon, all in one". It's unlikely there will be a more powerful variant to slot in above it. The ZR1X had been rumoured to wear the Zora name, after former Corvette chief engineer Zora Arkus-Duntov whose ashes were interred at the National Corvette Museum in Bowling Green, Kentucky. MORE: Everything Chevrolet Corvette Content originally sourced from:
7NEWS
5 days ago
- 7NEWS
2026 Chevrolet Corvette ZR1X is a twin-turbo V8 hypercar delivering over 900kW
Chevrolet has taken the best bits of its existing Corvettes and enhanced them to make a wild 932kW electrified twin-turbo V8 hypercar that's claimed to blast to 60mph (96km/h) in under two seconds. The 2026 Chevrolet Corvette ZR1X combines the ZR1's 5.5-litre twin-turbocharged flat-plane crank V8 with a front-mounted electric motor like that seen in the E-Ray. This makes it the first ZR1-badged 'Vette with all-wheel drive. The hand-assembled V8 produces 793kW of power at 7000rpm and 1123Nm of torque at 6000rpm, while the electric motor produces 139kW and 197Nm. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Total power is therefore up by 149kW over the ZR1, while its 0-60mph time is several tenths of a second quicker – the ZR1 does the dash in 2.3 seconds with its ZTK Performance Package, or 2.5 seconds without. Like other C8 Corvettes, the engine is mounted midship and is mated with an eight-speed dual-clutch automatic transmission. We've contacted GM Australia and New Zealand to confirm if the ZR1X is coming here. We currently get all C8 Corvettes in factory right-hand drive bar the ZR1, which is only produced in left-hand drive. The ZR1X's V8 was developed alongside the naturally aspirated flat-plane crank engines powering the Z06 and Z06 GT3.R race car. It features dual 76mm turbochargers, while Chevrolet engineers have positioned the turbos as close to the exhaust valves as possible to decrease the time needed to build boost and therefore improve throttle response. Dynamic anti-lag controls will maintain turbo speed when off-throttle to ensure boost is 'available rapidly' when throttle is reapplied. The ZR1X features a 1.9kWh battery like the E-Ray, also centralised within the spine of the chassis, but Chevrolet says it has expanded the amount of usable energy to provide greater lapping capability. The front drive unit has the same shape and size as that in the E-Ray, but engineers have strengthened the motor to generate an additional 19kW and 27Nm. It can apply power at up to 258km/h before disconnecting. There's no physical connection between the engine and the electric drive unit. Chevrolet says the eAWD chassis control system of the E-Ray has been upgraded for the ZR1X to match the more powerful engine. There are 'specialised energy strategies' intended to maximise electrified output for track driving. Pressing the Charge+ button activates Endurance mode, adjusting the battery's energy storage strategy for extended lapping and consistent output, while there's also a Qualifying mode and a Push-to-Pass function to ensure maximum power is available on-demand. A new PTM Pro mode introduced for model year 2026 (MY26) Corvettes turns off traction and stability control but allows you to still use launch control, the regen brake torque vectoring function, and what's called Front Axle Pre-Control which actively manages inside front brake pressure to ensure maximum traction when exiting a corner. The ZR1's optional J59 braking package is standard on the ZR1X, bringing Alcon 10-piston front and six-piston rear calipers mated to 16.5-inch front and rear carbon-ceramic rotors with continuously woven carbon-fibre threads. Magnetic Ride Control is standard, as are Michelin Pilot Sport 4S tyres. The ZTK Performance Package brings Michelin Pilot Cup 2R tyres. An optional Carbon Aero package adds dive planes, underbody strakes, a hood gurney lip over the front heat extractor, and a sizeable rear wing. Altogether, this package brings a claimed 544kg of downforce. Like the rest of the C8 range, the ZR1X will be offered as either a coupe or convertible. It features the revised interior revealed in May that includes, among other changes, a larger 12.7-inch infotainment touchscreen, a 6.6-inch auxiliary touchscreen, a redesigned centre console, and repositioned switchgear. Chevrolet is calling the ZR1X the 'ultimate expression' of its C8 Corvette, and an 'all-day comfortable tourer, straight-line rocket, and racetrack weapon, all in one'. It's unlikely there will be a more powerful variant to slot in above it. The ZR1X had been rumoured to wear the Zora name, after former Corvette chief engineer Zora Arkus-Duntov whose ashes were interred at the National Corvette Museum in Bowling Green, Kentucky.
