Just a few months after the launch of the refreshed 500 with mild-hybrid powertrain, Fiat is introducing a more refined trim level for the convertible version, the 500 C, that enhances and highlights the classic charm of what is now the only convertible city car available on the Italian market. The trim level, named Dolcevita, evokes the atmosphere of the 1960s and offers—as a special edition but not a limited edition—a refined elegance that enhances the car’s aesthetics with just a few details, without, however, reaching the level of luxury of the unforgettable Riva edition, introduced in 2016 on the previous 500 and, in that case, produced in a limited series.

The new version stands out on the exterior, in particular, for its exclusive blue fabric convertible top, chrome mirror caps, the side badge featuring the Dolcevita logo, the new 16-inch diamond-cut alloy wheels, and standard full-LED headlights. The interior is more understated, featuring “Pieds de poule” fabric and vinyl seats with an embroidered “500” logo, along with enhanced features such as a DAB car stereo with a 10.25-inch screen, automatic climate control, a rain sensor, and a rear parking assist radar.

The inspiration comes from the model’s own history. From its very beginnings in the late 1950s, the 500 has always offered a version with a sunroof, which initially extended all the way to the base of the rear window. It was precisely this design that inspired the brand’s designers to develop the modern “C” versions, introduced in 2007, featuring an electrically operated fabric center section.

MG Motor is planning a single launch for 2026 – but with a double impact. With the new MG4 2026 and MG4 Urban, the British brand now controlled by China’s SAIC Group is strengthening its position in the core EV market through two compact models that share the same name, yet differ significantly in concept and character. The MG4 returns with a series of updates largely shaped by customer feedback, as explained by Lorenzo Cereda, Head of Product Marketing at MG Motor Italy: “We listened carefully to customers and to the constructive criticism, especially regarding the interior quality – considered functional but somewhat lacking in touch and feel – as well as the onboard technology updates. We can now offer a car that is much closer to customer expectations.”

Concerning the style, the changes are subtle but targeted. The sporty front end and full-width rear light signature remain, while one of the car’s most distinctive elements has been redesigned: the split rear spoiler with its aerodynamic channel at the base of the rear window has been replaced by a cleaner single-piece solution, said to be both simpler and more efficient. New wheel designs and exterior colours also join the range. Inside, the cabin is still dominated by the large 15.6-inch central display, now running on a new operating system developed together with Oppo. Physical controls remain limited, with a rotary gear selector and integrated air vents contributing to a dashboard designed to improve perceived quality. Driving dynamics have also been refined, although the decision to manage regenerative braking and driving settings through infotainment menus rather than dedicated controls may still divide opinions.

As for the MG4 Urban, despite its name it is neither a derivative of the MG4 nor a particularly small car. It is based on a dedicated platform optimised to maximise interior space, with a cell-to-body battery structure integrated directly into the chassis. The result is a compact hatchback measuring 4.23 metres in length – around 10 centimetres longer than the MG4 – while sitting below it in terms of price, battery and power output. Its main strength lies in the design, which Cereda describes as “mainstream: it means being more immediate and easier to understand, with some references to the Cyberster in the headlights, grille and wheel design.” Its urban-focused character emerges through compact proportions, softer rear surfaces integrating tail lights with a subtle Union Jack-inspired graphic, and handling enhanced by a particularly tight turning radius. The interior layout closely follows that of the MG4, especially around the infotainment area and dashboard architecture, while introducing driving controls directly integrated into the steering wheel.

From a design perspective, the Kia Sportage Tri-Fuel reaffirms the strength of a silhouette that has broken the mold in its segment. The front end remains dominated by the large Digital Tiger Face grille, framed by the distinctive boomerang-shaped LED daytime running lights that define its lighting signature. Despite the addition of the third fuel option, the aesthetic impact remains unchanged:

It drives well

Unlike its “sister” model, the Niro, the Sportage Tri-Fuel features a more powerful engine: a 1.6-liter turbocharged four-cylinder paired with a 1.49 kWh hybrid system. Total output stands at 237 horsepower, just two less than the standard HEV, a difference that is imperceptible while driving. The thirty-year partnership with the Italian company BRC (Westport Fuel System) has enabled sophisticated software integration: the transition between the three power sources is seamless, with the electric motor and turbocharger working in synergy to ensure lively acceleration and smooth power delivery.

The Interior: Digital Ergonomics and Control

Inside, the in-car experience remains centered around the large curved display that integrates the instrument cluster and infotainment system, a true showcase of the brand’s technology. The only reference to the vehicle’s “triple” powertrain is the dedicated LPG control located on the center console, above the shift-by-wire gear selector. On the road, the total range of nearly 1,500 km transforms the Sportage into a tireless long-distance traveler, where acoustic comfort and material quality—a hallmark of Kia’s latest designs—ensure a relaxed atmosphere.

After an initial attempt to officially enter the market in 2021, Great Wall Motor has refined its strategy for Europe and is now ready to arrive in Italy as well—doing so with its most “chic” model: the GWM ORA 5. We visited its home in Baoding to drive it, and it indeed has many fashionista-friendly features. The cabin is the true focal point of the project, available in various color schemes and materials that appeal to style-conscious buyers—especially the version with houndstooth upholstery on the seats, dashboard, and door panels, in light tones to enhance brightness alongside the fixed panoramic roof.

The seats use low-VOC foam and breathable 3D mesh upholstery—odorless, antimicrobial materials that improve interior air quality. Beyond that, the entire car benefits from excellent sound insulation and suspension tuning, contributing to a very comfortable ride. GWM has used multi-layer glass and worked extensively on aerodynamics to reduce wind noise at higher speeds—something you notice almost immediately when driving the car.

The 14.6-inch display dominates the dashboard, but the Coffee OS interface avoids the typical issue of large screens: it doesn’t force you to search. It responds quickly, with logic similar to smartphones, and is complemented by physical buttons for more immediate controls like climate settings. The deliberately retro physical gear selector adds a tactile element to an otherwise highly digital interior. Finally, the picture is completed by no fewer than 33 storage compartments of various sizes, useful for holding bags, phones, as well as bottles and flasks. Particularly practical is the one in the center console, connected to the climate vents, which can be cooled or heated depending on the season.

GWM’s approach, together with the GWM One platform, means the ORA 5 can be offered with several powertrains. The test car is the electric version with a 58.3 kWh battery and up to 435 km of range. However, we also tested the 1.5 turbo petrol with dual-clutch transmission and the 223 hp full hybrid, without any substantial differences in the interior, ergonomics, or onboard space—confirming the extreme versatility of this project.

One of the greatest challenges in designing an electric city car is making sure the driver never feels the “compromise.” Limited space, restricted range, stripped-back technology: these are the accusations that have historically weighed on B-segment models, and that the Kia EV2 tested in Lisbon in the pouring rain manages to dismantle one by one.

The EV2 is one of those cars that looks big, even visually, but isn’t. Despite its boxy, muscular stance, it measures just 4.06 metres in length and 1.80 metres in width, with a tight turning radius that makes it genuinely easy to park. Where the real work shows, though, is inside, thanks above all to the sliding and reclining rear seat system. When travelling with four passengers, the seats slide back and legroom becomes generous enough to rival a C-segment saloon; when loading luggage, they slide forward and boot capacity grows to over 400 litres. Practicality is further enhanced by storage compartments, hooks, USB-C ports on the seatbacks, and, a rare touch for this segment, a Schuko socket in the rear for charging laptops and devices on the go. On the tech side, the ccNC system offers three screens: a 12.3″ digital instrument cluster, a 12.3″ central touchscreen, and a 5.3″ climate control display, the latter somewhat awkwardly positioned behind the steering wheel rim.

What impresses most is the noise insulation: the level achieved by the EV2 is not only unmatched in its segment, but surpasses that of larger Kia models such as the EV4. Dedicated carpeting, wheelarch absorbers, an acoustic windscreen, and tyres chosen specifically for low noise levels all contribute to a remarkably hushed cabin. Rounding things off, the Bold Motion Symphony system introduces 20 newly developed sounds, carefully tuned to remain noticeable without ever feeling intrusive. The one thing that slightly breaks the quiet is the ADAS suite excellent and genuinely upper-segment in scope, but with alert tones that still lean a touch too insistent. New to this model is the In-Cabin Monitoring Unit, integrated into the rear-view mirror, which analyses driver attentiveness and occupant positioning in real time, triggering a minimum-risk manoeuvre in an emergency — all without storing any personal data.

The EV2 as tested promises around 327 km of range, with a Long Range version offering 450 km on the way. A standout feature is the 22 kW AC charging (a first for Kia) which brings the battery to full in 2 hours 35 minutes, while DC fast charging covers 10–80% in just 30 minutes. It’s not built for long-haul road trips, but it’s versatile enough for daily life and the occasional weekend getaway.

It is reborn electric and five-door, yet unmistakably Twingo in its shape and cheerful and lively spirit: we tested the new Renault Twingo E-Tech Electric for the first time on the streets of Ibiza, an opportunity to appreciate its pleasant driving even on routes that are not exclusively city. It is precise in steering, efficient in regenerative braking – the “one pedal” function is also available – and reasonably well cushioned for a city car 3.79 meters long and with a wheelbase of 2.49 meters. It offers a single driving mode, but with the possibility of activating the Eco function to further save the already low consumption of the 82 hp engine powered by the LFP battery pack with a capacity of 27.5 kWh.

It immediately catches the eye, and Laurens van den Acker explains why: “At first glance you understand right away that it is a Twingo, the one that everyone has in their hearts: the first generation, with its unmistakable monovolume silhouette, born at a time when Renault was experimenting with new and courageous shapes such as the Scenic and Espace. Bringing that idea to the A-segment was a revolutionary choice, and today that spirit returns in a compact car with balanced proportions, especially with 18″ wheels, and the bold colours such as red, green and yellow enhance its character and presence on the road.”

Looking at it next to the original model, you can immediately recognize that link: it is exactly the image that people associate with the Twingo. Yet, the new version is anything but nostalgic, “it is a different animal, more modern and almost futuristic, capable of looking ahead without losing the soul that made it iconic,” continues the Chief Design Officer of Renault Group, who has his own personal historical relationship with the model: “I remember well when the first Twingo came out in 1992, I was still a student and it was the first time I went to a Renault dealer to test a car. It was a kind of UFO, such an unusual object. Today for me it is a bit like closing a circle.”

So, here is the funniest part of our test: discovering the many design details, from the most obvious to the most hidden, that make this model so captivating and unique in its personality. It starts with the “monospace” silhouette enlivened by the typical “frog eyes”, the protruding arched headlights (a shape also taken up by the charging flap) with a black frame; the rear ones are curious, on which a small fin stands out, “the devil’s little horns”, jokes van den Acker, useful for aerodynamics. The side window seals are hidden, a treatment of considerable refinement on a small economy car, while the rear window with the large frame that also acts as a spoiler is reminiscent of the TV screen of the past.

In the passenger compartment, which can be modulated in space thanks to the two sliding rear seats, the list of well-kept and fun details goes on and on. The dashboard with car-colored insert stands out, a historical yet very modern reference; it is in the same color as the key, also a small design object. On the surfaces – from the roof to the carpets, to the bottom of the storage bin – the characters of the name Twingo break down and reshuffle to become a graphic pattern. It is a very original lettering, made up of symbols that deceive the eye to be read as letters of the alphabet (the G is nothing more than the icon of geolocation).

The container-armrest positioned vertically between the front seats, which opens with a zip like a computer holder, is unexpected. The “lipstick” gear selector (already tested on the recent R5 and R4, the other two “Legendary Icons” created by Renault design) is decorated with colorful graphics. And there is no shortage of messages that welcome users when they open the car: from the writings inserted in the door sills to the slogan mediated by the original Twingo, “À vous d’inventer la vie qui va avec” (invent the life you like), as well as “Ouvert d’esprit” (free spirit), which is discovered by lifting the tailgate. A declaration of intent for a car with an affordable price and all to be interpreted.

The BYD Atto 2 made its European debut in 2025 with the electric model, featuring dimensions, shapes, and lines that appear conventional within the current B-SUV landscape, yet its character shines through in the details—a design vision shaped by former Alfa Romeo and Audi designer Wolfgang Egger. The lineup now expands with the plug-in hybrid model equipped with the Super DM-i system, which the manufacturer has chosen to customize with a few features that go beyond the differences dictated by “technical” requirements. Among these are, for example, the enlarged lower air intake with an “active” grille, whose slats open or close depending on the system’s needs, but there’s more.

In redesigning the bumper, a front camera has been added to the center of the front fascia, above the license plate, while at the rear, the BYD logo now stands out in large letters in the center of the tailgate, leaving only the badges for this specific version and the model name on the right side. Additionally, the color palette, consisting of just four shades, now features the new Midnight Blue color, exclusive to this variant.

There are differences inside as well, though almost all of them are functional. The instrument cluster remains the same, featuring an 8.8-inch digital display and a 12.8-inch central display, but the latter does not rotate because the built-in Google system integrated into the digital platform has not yet been optimized to support vertical display. The driving controls have also changed: the selector on the center console of the electric Atto 2 has been replaced by a dual cup holder and a slim control panel with the start button in the center—which perhaps deserved more prominence—while gear selection is handled via a lever behind the steering wheel. As with the other version, the interior design is appealing and the finishes are attractive and well-executed, contributing to an overall sense of quality and comfort enhanced by the hybrid system’s remarkable quietness.

Kia’s family of EV electric vehicles is gradually expanding to encompass all market segments. The latest addition is the EV5, a mid-size SUV announced almost three years ago and now finally making its market debut. The car offers a unique reinterpretation of the style of other models from the Korean manufacturer. 

It has a boxy look which, thanks to a clever interplay between the various surfaces, creates a muscular and dynamic impression, with a captivating three-dimensional effect, especially on the side. The interior design is consistent with the bodywork. The dashboard features enveloping shapes, and the strongly vertical trim conveys a sense of robustness. From the driver’s seat, the familiar three-monitor panel is visible: one display is for the instrument panel, the others are for climate control and the infotainment system. Overall, the perceived quality is high thanks to the use of premium materials and precise assembly.

With a length of 4.61 meters and a generous wheelbase, the Kia EV5 offers plenty of space for its occupants: even five people can travel without any compromises. The generous interior space is complemented by a trunk with a capacity of 566 liters and a useful frunk. The Kia EV5 arrives in Italy in just one mechanical variant (at least for now), with front-wheel drive and 217 hp. It has a range of 505 to 530 km, depending on the trim, and can charge its battery up to 80% in 30 minutes. On the road, the car is comfortable and well-insulated, responsive and surprisingly agile, thanks to its very low center of gravity, which makes direction changes smoother even on winding roads.

A similar dynamic temperament is also offered by the Kia PV5, a new MPV available in both van and passenger versions, which uses the same platform as the EV5 and also has similar dimensions, at 4.7 meters long. Awarded Van of the Year 2026, it is available in numerous variants, all sharing unparalleled versatility and a refined, highly distinctive design. It is precisely its aesthetics that make this electric vehicle unique in the current landscape. The front end is unmistakable, while the side view reveals generous glass surfaces that flood the cabin with light. Completing the look is the two-tone paint scheme, offered as standard across the entire range.

After its first static presentation in Dieppe, northern France, the Alpine A390 is back for a public viewing in Malaga. With much milder weather, we can test drive the French brand’s electric SUV to discover whether the essence of a brand that for seventy years has focused exclusively on producing gasoline-powered coupés is still present. Let’s start by saying that when seen in a real-world scenario, on the road, the A390 has a different effect. Its sporty nature is more evident: it’s clearly perceived from any angle. The hood is very steeply raked forward, seemingly biting into the road and emphasizing a clear aggressive stance thanks to the presence of very thin headlights and air ducts that channel airflow toward the windshield. The car is also wide, low, and firmly planted. And in profile, it has a steeply raked rear window that lightens the silhouette.

As Alpine’s head of design, Antony Villain, explained to us, the car surprised even those who designed it. “We worked a lot on the proportions,” he told us. “Lowering the roof, widening the track. It was meticulous work, every inch of it, and in the end, compared to what we initially designed, we even thought we’d gone too far. However, once we saw it on the road, we realized we’d done a good job. We’re very satisfied with both the overall proportions and the details. Like the triangular accents under the headlights: they lighten the front end and give a sense of movement.”

Indeed, on the move, the car displays an agile temperament beyond even the most exaggerated expectations. The three electric motors (one in front and two in the rear) allow for optimal torque distribution, and the low center of gravity, aided by the battery located under the floor, makes the vehicle stable and balanced in any situation. It doesn’t feel like you’re driving a 4,500-pound SUV, but rather a more compact and lightweight car. In short, the brand’s DNA is still present, albeit reinterpreted in a four-door, zero-emissions vehicle.

Kia Stonic continues its journey without changing direction, but refining its trajectory and language. The compact SUV that has contributed to the Korean brand’s growth in Europe since 2017 enters its third act with an update that isn’t just a cosmetic update, but rather an aesthetic and conceptual realignment with Kia’s new identity. The 2026 project is in line with the “Opposites United” philosophy, the stylistic movement that brings contrasting elements into dialogue—nature and technology, tension and purity of surfaces, solidity and visual lightness—translating this dialectic into clear, contemporary forms.

On the exterior, the Stonic gains a more mature expression. The redesigned front and rear feature sharper volumes and bright graphics reminiscent of the higher-range models, reinforcing the perception of belonging to a cohesive family. The proportions remain compact, at 4.17 meters in length, but the new surfaces make the car visually wider and more planted, while the details contribute to a more assertive presence in urban traffic.

Inside, the leap is more evident. The completely redesigned dashboard abandons all shyness and adopts a dual horizontality that organizes the space rationally and dramatically. The environment also changes character because technology is no longer an afterthought, but an integral part of the design. The two side-by-side displays of the GT Line create a single continuous band, while in the Urban and Style versions, the large central screen still retains a dominant role. The choice of two physical knobs for the climate control and infotainment deliberately breaks up the digital monochrome, in perfect Opposites United style, restoring a balance between analog gestures and virtual interfaces. The 258 cm wheelbase and 352 liter trunk confirm concrete functionality, with a space that prioritizes real use over appearance.

On the road, the new Stonic doesn’t surprise with its twists and turns, but it convinces with its consistency. The 115-horsepower three-cylinder mild hybrid engine is smooth and quiet in normal driving, with a genuine response when the pace picks up. The suspension filters the asphalt well without compromising control when cornering, and the chassis favors intuitive handling, more like a well-tuned compact than a caricatured SUV. It’s a crossover that doesn’t force its role, but plays it with restraint.