Maserati GT2 Stradale: The Race-Car-Inspired Special Could Be Racier - Related to show, vw, be, as, an

Electric Kia PV5 Van Unveiled as an Adaptable VW ID.Buzz Rival

After showing the exterior design last week, Kia has divulged more details about its new electric PV5 van for Europe and South Korea.

Built on a modular platform, the PV5 will be sold in an array of configurations, including passenger and cargo variants and a wheelchair-accessible model.

The PV5 packs a front-mounted 161-hp electric motor and an estimated range of over 200 miles.

Kia first signaled its intent to enter the electric commercial vehicle space at CES 2024 more than a year ago, showing off three van concepts ranging from the teensy PV1 to the large PV7. After showing off the production-ready styling of the mid-size PV5 last week, Kia has now released full details on the PV5 at its EV Day event in Spain. The new van will launch with a series of body styles, a range of nearly 250 miles, and a highly flexible interior.

The PV5 is the first production model in Kia's new PBV—standing for Platform Beyond Vehicle—business and will ride on a new platform dubbed [website], a version of Hyundai-Kia's skateboard-style battery architecture. The [website] platform has been developed with flexibility in mind, allowing Kia to affix a wide array of bodies atop a flat base. Kia compares its "Flexible Body System" to building a puzzle and asserts that the PV5 will be well-suited to a vast range of use cases.

Kia will sell the PV5 in three body styles: passenger, cargo, and chassis cab. The passenger version has a spacious interior with three rows of seats that can fold up and down to form various configurations. Kia envisions the passenger-spec PV5 as being well adapted for ride-hailing services, as the firm worked closely with Uber throughout the van's development, but it also sees the van being well suited for personal use.

The PV5's cargo model will offer standard, long, and high-roof configurations, and the latter will also be available with a walk-through setup for businesses that need to quickly and easily get to the cargo hold. Kia says the PV5 measures [website] inches from nose to tail, making it a bit longer than compact vans such as the Ford Transit Connect. The PV5's maximum cargo capacity of just over 180 cubic feet also makes it a tad roomier than most compact vans, and Kia says the PV5 cargo can fit two Euro-sized pallets. The PV5 will also be capable of vehicle-to-load functionality, allowing owners to power tools directly from the cargo area.

Lastly, the PV5 chassis cab will be sold as an unfinished vehicle that can be adapted for myriad uses. The chassis cab pairs the front of the PV5 cargo with a flat section that includes side-collision protection for the battery and mounting brackets for installations such as a standard box van or freezer box setup. A slew of other versions will be added in the future, including the PV5 crew—with a mixture of seating and cargo storage—and the PV5 WAV, a wheelchair-accessible model. A camper model is also in the cards.

Kia provided extra details on the PV5 WAV, which will sport a side opening to allow easy access to the van for wheelchair people from the curb via a ramp that can support up to 661 pounds. Kia also says there is a user-friendly universal wheelchair belt-fastening system, and the WAV model includes third--up seats to allow other passengers to ride with someone in a wheelchair.

Three battery choices will be offered in the PV5. Most versions of the electric van will come equipped with either a [website] or a [website] battery, with both employing nickel-manganese-cobalt chemistry. The PV5 cargo variant will also offer a [website] unit with a lithium-iron-phosphate chemistry. All batteries will power a single front-mounted electric motor producing 161 horsepower and 184 pound-feet of torque.

Kia says the PV5's maximum range will be around 248 miles when fitted with the [website] battery in the passenger configuration. That figure is based on the optimistic European WLTP test cycle and would roughly translate to a 211-mile range using the EPA's methodology. Kia also indicates the PV5 will be able to charge from 10 to 80 percent in as little as 30 minutes, but it didn't specify which battery that figure applies to.

The cabin looks modern and fairly plush for a van, offered in a variety of colors from Deep Navy to Terracotta Brown and Iceberg Green. Kia says it utilized durable, easy-to-clean, sustainable materials as well as eco-friendly choices. The "driver zone" is the same across all versions of the PV5 and centers around a [website] digital gauge cluster and a [website] infotainment screen running an Android Automotive-based operating system. Sticking with the theme of versatility, the automaker is launching "Kia AddGear," a selection of modular accessories that can be added to the cabin.

The PV5 will be assembled in a new dedicated factory called the EVO Plant in South Korea. Sales will kick off in South Korea and Europe in the second half of 2025, before adding other markets in 2026. Unfortunately, there are no plans to bring the PV5 to the United States, presumably a result of the "chicken tax," a 25 percent import tariff on light trucks.

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Maserati GT2 Stradale: The Race-Car-Inspired Special Could Be Racier

Maserati might be thought of more as a luxury brand than a racing brand today, but for many, many years it built dedicated race cars, even competing in Formula 1 in the 1950s—its rivalry with Enzo Ferrari set up the first act in Michael Mann's Ferrari. And the 111-year-old organization isn't completely done racing. It builds and sells GT2 race cars based on the MC20 for the GT2 European Series, and to celebrate this—including a series-best 12 wins in 2024—Maserati constructed the roadgoing GT2 Stradale.

Limited to 914 examples worldwide, the Stradale takes some elements of the race car and applies it to the road car, but most is MC20 carryover, including the carbon-fiber tub and aluminum subframes (front and rear), suspension arms, and eight-speed dual-clutch transaxle. Even the twin-turbo [website] V-6, with its novel prechamber ignition, is the same as the regular MC20, save a token 10-hp bump to 631 horses.

Chassis changes are as you'd expect with a racy model. The springs are 8 percent stiffer in front and 10 percent stiffer in the rear, and engineers recalibrated the bushings. A large part of the spring-rate increase is due to the Stradale making a lot more downforce than the MC20. What is 320 pounds at 174 mph in the MC20 is 1102 pounds of downforce at the same speed in the Stradale thanks to a carbon-fiber rear wing, extended spoiler, reworked underbody and diffuser, fender vents, and an S-duct-style front end that eliminates the regular MC20's frunk. Of course, the adjustable dampers are retuned too. Forged aluminum wheels 42 pounds lighter than the MC20's have a center-lock nut. Fun fact: The last Maserati to have center-lock wheels was the Ferrari Enzo–based 2004 MC12.

Aside from the wing, the biggest visual difference is the rear fenders. The intercooler and air intakes on each hock are much larger and look like they actively grab the air passing by, rather than merely letting gravity and Bernoulli pull the air in. This was required because Maserati situated the heat exchangers more vertically to increase their efficacy by 20 percent, something it deemed necessary for track driving. Maserati also did lots of small aero tricks—such as a mesh on the front-fender vents that directs hot evacuated air away from the rear intakes—to make sure that the coefficient of drag ([website] increases by as little as possible: a bump of [website], .

The carbon-fiber cocoon that is the cabin lacks carpet; instead the exposed structural tub is on display. And while there are more surfaces covered with Alcantara, Maserati used a thinner (thus lighter) version of the faux suede to keep weight down while letting the material help with interior noise abatement. Standard carbon-fiber buckets do an excellent job of keeping you in place at the expense of comfort in traffic. By comparison, Porsche's carbon seats are more comfortable day to day, but no worse at holding you in place. The standard MC20 seats can be substituted at no cost.

Collectors will pursue the $13,750 Performance Pack option. It swaps Bridgestone Potenza Sport tires for Michelin Pilot Sport Cup 2Rs and slightly upsizes the carbon-ceramic rotors—fronts increase [website] inch in diameter and [website] inch in thickness, but the rears grow [website] and [website], respectively. The upsized brake hardware uses the same calipers and is largely employed to take more advantage of the 2R tires, but the option's biggest feature is an electronically controlled limited-slip differential. We didn't get a chance to drive a car without the optional diff, but we can say that with it the car never struggles with grip, even in corners.

The Performance Pack also includes a few more drive modes, which are set up very much like GM's Performance Traction Management. There's Wet, GT, Sport, and Corsa for all Stradales, but the Performance Pack unlocks a graduated series of Corsa Evo modes (4, 3, 2, and 1) that eventually disable all the stability nannies, leaving a track-focused ABS program on. Wonderfully, in all modes, Maserati lets the driver choose the suspension firmness independently (Soft, Mid, or Hard).

You can get the GT2 Stradale in any color you want, but any outside the base color palette fall under the Fuoriserie program, which is akin to Mercedes Manufaktur or Porsche , meaning it'll cost you unadvertised amounts for personal flourishes. But you shouldn't look past the Matte Digital Aurora paint. It's a bright blue base coat with a translucent red applied on top before the matte finish. In low light it looks like a deep purple, but in direct sun it's bright blue, and the sharp edges where you'd normally find glare produce red spots surrounding a gradient fade back to bright blue. It's not the same color-changing tech found on a mid-'90s Ford Mustang Cobra painted Mystichrome, but the dramatic effect is similar and will certainly make people look twice.

Despite the carbon-fiber construction and weight-savings measures, the GT2 Stradale is but a claimed 132 pounds lighter than the MC20, which, based on our previous test, means the GT2 Stradale weighs at least 3600 pounds (though Maserati says it weighs a few hundred pounds less). Acceleration to 60 mph should be just a hair over three seconds and should you want to, it'll go 201 mph given the room.

So, a bit lighter and about the same horsepower for a roughly $80,000 premium? This is the question many a Maserati salesperson will face when trying to sell the $313,995 GT2 Stradale. When you add GT2 to the name of a car, people expect big power or greatly reduced weight. improved yet, big power and greatly reduced weight. The Stradale doesn't really check either of those boxes. It feels nimbler with the Michelins providing some mega grip in corners, but its steering is a bit numb although accurate and responsive. The brakes are powerful but touchy, and the transmission shifts with an unnecessary jolt. It's fun and lovely to look at, but it just doesn't feel as fast as something this pricey should. Full disclosure: Our exposure to the car was very limited and with a tight leash choking us from the passenger seat. Given a place to drive it without a passenger, the GT2 Stradale could come alive in the way a track-focused car should. We can think of one such place in Virginia.

The last time Porsche made a GT2, it added 160 horses to a 911 Turbo. Mercedes-AMG went full ballistic missile with the 720-hp GT Black Series. Sure, the Merc didn't have a two in its name, but it might as well have. Unless you already have a garage filled with some of those trident-wearing race cars from the 1950s and 1960s, you'll be back at the dealership asking for the power that was left behind. This engine, after all, makes 724 horses in the track-only MCXtrema.

Specifications Specifications 2025 Maserati GT2 Stradale.

Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe PRICE.

twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection.

Torque: 531 lb-ft @ 3000 rpm TRANSMISSION.

8-speed dual-clutch automatic DIMENSIONS.

Curb Weight (C/D est): 3600 lb PERFORMANCE (C/D EST).

Top Speed: 201 mph EPA FUEL ECONOMY (C/D EST).

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VW Wagons and Hatches Show Off 4Motion AWD's Playful Nature on Ice

"You can't always get what you want," exclaimed Mick Jagger on the Rolling Stones' 1969 hit of the same title. That lyric rings true for many American car enthusiasts, who longingly look to Europe's hatchback- and wagon-saturated market. Normally liftback lovers must admire from afar, but we lately got a rare chance to sample some of Volkswagen's European models on an ice-covered lake in Arvidsjaur, Sweden. Unfortunately, after playing in the snow we must research back that our country is missing out on some excellent VWs that blend sensibility with driving aptitude. The latter is largely thanks to VW's 4Motion all-wheel-drive system, which luckily is still found in VW's American SUV offerings.

The Passat name is still familiar in America, having only departed after the 2022 model year. Europe received a new generation in 2023, sold exclusively as a wagon. This author grew up in the back seat of a B5-generation Passat wagon, which boasted a handsome design, a spacious cargo hold, a leather-lined interior, and a mix of dynamic competence and structural solidity due in part to a platform shared with the Audi A4.

Volkswagen 2025 Volkswagen Passat Variant.

The modern Passat Variant (that's European for "wagon") struck many similar notes in our limited on-road and extensive on-ice driving. Not only does the liftgate rise to reveal a capacious cargo area, but the rear seats are vastly roomy, with plenty of stretch-out space for this 5-foot 11-inch author. The cabin is wrapped in high-quality materials, and while there is an overreliance on touchscreen controls, the screens themselves were large and fairly straightforward to navigate.

The Variant we drove was motivated by a turbocharged [website] diesel four-cylinder producing 190 horsepower, and while not especially zippy, it felt capable on the road. But it was on ice where we were most impressed by the Passat. With stability control off, the 4Motion system deftly divvied up power through the rear axle's multiplate clutch. The throttle wasn't incredibly responsive, but it wasn't hard to get the Passat sideways, and once there it exhibited a graceful balance, allowing for long slides. Most wagon owners won't drift their family cars en route to the school drop-off line, but the balance implies a reassuring sense of control that any parent would want with such precious cargo on board.

Volkswagen 2025 Volkswagen [website] Tourer GTX.

We also drove the Passat's battery-electric counterpart, the [website] Tourer GTX. VW initially aimed to sell the [website] stateside in sedan form before canceling those plans in January. On public roads, the [website] Tourer matched the Passat's quiet, comfortable operation, albeit with more punch from the 335-hp dual-motor setup. The roomy cabin had lush materials and unique touches like a small gauge cluster screen showing only the most crucial information for a cleaner look.

The [website]'s higher curb weight made it trickier to control on the icy lake, however. The AWD system is rear-biased, with a 282-hp motor on the rear axle in the GTX. With stability control off—a function not yet available in VW's EVs but which the corporation noted it was developing for production use—the [website] was the easiest car to get sideways, a light blip of the reactive accelerator shooting a jolt of power to the rear wheels.

Volkswagen 2025 Volkswagen [website] Tourer GTX.

But the car's heft, touchy pedal, and vague steering also made it the most challenging car to keep sideways, exhibiting a propensity for a pendulum effect where the rear end quickly swung out of control. Most owners will probably never encounter such circumstances, but it speaks to how the added weight of electric platforms detracts from driving dynamics. Still, the [website] Tourer, one of the few electric wagons available worldwide, is a competent alternative to the sea of electric SUVs. It would've been a unique proposition in the [website] had it ever come here.

Volkswagen Caleb Miller | Car and Driver.

Despite the event's focus on the 4Motion system, we took a spin in the wee front-wheel-drive Polo GTI. The baby brother to the Golf GTI measures around eight inches shorter and packs a 204-hp turbocharged [website] four-cylinder. While not particularly quick, the Polo stood out for its approachability. It has just enough power to be fun, but it was easy to recover from mistakes given the hatch's propensity for understeer. The Polo GTI seems like a great beginner's hot hatch.

Returning to all-wheel drive, we hopped into a prototype for the Golf 4Motion, which goes on sale in Europe this summer. Powered by a 201-hp four-cylinder, the 4Motion uses a similar rear multiplate clutch setup as the Passat along with XDS+, VW's simulated, brake-based limited-slip differential. The Golf 4Motion can send nearly 100 percent of the torque to the rear axle and proved to be incredibly well behaved on the ice, both easy to slide and easy to catch. Sadly, non-GTI or Golf R versions of VW's hatch likely won't return to our shores.

While we can't always get what we want, Jagger reminds us that, sometimes, you get what you need, and the best car to whip around VW's ice course was the Golf R, which has been refreshed for 2025 and will continue to be sold in the [website] While it's sad to see the manual transmission depart, the seven-speed dual-clutch is among the best automatic transmissions, and the paddles responded quickly as we slid across the frozen lake. The direct steering inspired confidence, and the electronically controlled clutch packs nimbly distributed the torque between the wheels to keep the car traveling in a straight line, even when we were pointed sideways. The Golf R felt incredibly intuitive on ice, the sort of car you don't need to think to drive—you just drive.

We look forward to a more extended, on-road drive of the 2025 Golf R soon, but we won't stop dreaming about VW's enticing European wagons and hatchbacks.

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