NEW CARS

CX-6e Shows How Mazda Plans to Do EVs

Mazda has never been the brand to chase trends blindly. This is the company that kept rotary engines alive longer than common sense suggested and insisted on perfect steering feel while rivals obsessed over horsepower numbers. Which makes the new CX-6e something of a surprise: a large electric SUV that leans hard into screens, minimalism, and globalized design logic.

Unveiled at the Brussels motor show, the CX-6e marks a sharp stylistic pivot for Mazda, both inside and out. According to Jo Stenuit, Mazda’s European design boss, this SUV is meant to showcase where the company’s interiors are heading—and that future looks a lot more digital than anything currently wearing a Mazda badge.

The headline feature is a massive 26-inch infotainment screen that dominates the dashboard, accompanied by the complete removal of a traditional instrument cluster. Instead, the CX-6e relies on an enlarged head-up display to relay driving information. Add in camera-based wing mirrors, Bluetooth speakers embedded in the front headrests, and a cabin nearly devoid of physical controls, and you get the most tech-forward Mazda interior to date.

Stenuit admits that the decision to go screen-heavy didn’t originate in Europe. That call came from Japan, driven by the need for a cabin that “works globally.” Screens, after all, translate better than buttons across markets and regulations. While he personally isn’t a fan of ever-larger displays, Stenuit argues that size brings clarity—and clarity, in Mazda’s view, trumps nostalgia.

The CX-6e’s exterior design follows what Stenuit calls a “living art” philosophy, with smooth surfaces and restrained detailing. It’s sleek for an SUV, and notably lower and wider than the combustion-powered CX-60 it effectively replaces in the electric lineup. Measuring 4850 mm long, 1935 mm wide, and 1670 mm tall, the CX-6e is slightly larger in footprint but visually leaner, signaling that Mazda still cares about proportions—even when packaging batteries.

But there’s an important caveat here: the CX-6e isn’t purely a Mazda creation.

Under the skin, it’s mechanically identical to the Changan Deepal S07, built on Changan’s EPA1 platform. The two vehicles roll down the same production line in Nanjing, China, the result of a joint venture designed to accelerate EV development while keeping costs in check. Mazda has sold versions of this SUV in China and Australia under the EZ-60 name, but Europe gets a Mazda badge—and a strictly electric powertrain.

That means no plug-in hybrid option for European buyers. Instead, the CX-6e arrives with a single rear-mounted motor producing 255 horsepower, paired with a 78-kWh LFP battery. Range is quoted at up to 300 miles, which is respectable but hardly class-leading in a segment that includes the Audi Q6 E-tron, capable of stretching closer to 380 miles.

Mazda plans to launch the CX-6e in mainland Europe first, with UK sales following by the end of 2026. When it arrives, it will be one of only two electric Mazdas available in the UK, alongside the closely related 6e sedan.

Practicality is solid, if not standout. The rear cargo area offers 468 liters of space—nearly 100 liters less than the CX-60—though an 80-liter front trunk helps offset the deficit. Realistically, that frunk will mostly serve as a home for charging cables, but it’s a welcome addition nonetheless.

What the CX-6e ultimately represents is a crossroads for Mazda. It’s a vehicle shaped as much by global partnerships and market realities as by the brand’s traditional obsession with driver engagement. The interior suggests Mazda is willing to rethink long-held philosophies in the electric era, even if that means embracing the very screen-centric layouts it once resisted.

Whether that gamble pays off will depend on how well Mazda balances digital convenience with the tactile, human-focused design ethos that made enthusiasts care in the first place. The CX-6e may not feel like a classic Mazda—but it might be exactly what the brand needs to stay relevant in an increasingly electric, increasingly screen-filled world.

Source: Mazda

Restomod

Italdesign Gives the Honda NSX a History Lesson—and It Actually Works

Restomods are usually reserved for air-cooled Porsches and vintage Alfas, but Italdesign has decided to rummage through Honda’s greatest hits instead. The result is the NSX Tribute, a reimagining of the second-generation NSX that stitches together three decades of supercar heritage without tipping into cosplay.

At first glance, the strongest nod goes all the way back to 1989. The rear wears a deck-style spoiler that instantly recalls the original NSX, complete with a “floating ring” brake light that gives the whole assembly a satisfyingly architectural feel. The turn signals and reverse lights are cleverly hidden beneath the spoiler, keeping the tail clean while rewarding anyone who looks twice.

Look upward and you’ll spot another deep cut. The roof-mounted intake channels the ultra-rare 2005 NSX-R GT, the homologation special built for Japan’s Super GT championship. It’s an enthusiast reference that won’t register with casual observers—but that’s exactly the point.

The front end stays closer to the modern NSX playbook. The sharp-edged nose mirrors the final-year Type S, lending the Tribute a more aggressive, contemporary stance. Red Honda badges add a subtle Type R wink, while the headlights wear removable “eyelid” covers that echo the pop-up lamps of the original car. It’s nostalgia, but applied with restraint.

According to designer Cristiano Fracchia, the goal was to add tension and muscle without disturbing the NSX’s famously clean lines—and that balance is where the Tribute succeeds. The surfaces feel more dramatic, yet the silhouette remains unmistakably NSX.

Inside, Italdesign wisely resists the urge to reinvent the wheel. The cabin is largely carried over from the standard second-gen NSX, with bespoke upholstery tailored to buyer preference. In other words, the drama stays outside, where it belongs.

Mechanical details haven’t been confirmed, but the expectation is familiar hardware: Honda’s twin-turbocharged 3.5-liter V-6 paired with three electric motors, good for a combined 573 horsepower and 476 lb-ft of torque. In stock form, that setup launches the 1.7-ton coupe to 62 mph in 2.9 seconds—squarely in the territory of modern hybrid exotics like Ferrari’s 296 GTB.

The NSX Tribute doesn’t try to rewrite history or outgun today’s hypercars. Instead, it reminds us why the NSX mattered in the first place—and why it still does. In an era when nostalgia often feels forced, Italdesign’s take proves that a greatest-hits album can still sound fresh when the original tracks were this good.

Source: Italdesign

NEW CARS

Tesla Model 3 Standard Arrives in the UK with a Lower Price and Fewer Features

Tesla has never been shy about rewriting the rulebook, but its latest move in the UK feels more like a sharp edit than a reinvention. Enter the new Model 3 Standard, a cheaper, pared-back version of the electric saloon that drops the starting price by £2000 to £37,990—and trims a surprising amount of kit along the way.

Think of it as the Model 3 on a diet. The fundamentals remain intact, but Tesla has gone through the cabin and feature list with a red pen. Faux leather upholstery is out, replaced by cloth seats. The once-familiar centre console gives way to an open storage area, lending the interior a more minimalist, almost utilitarian vibe. Minimalism, after all, has always been part of Tesla’s brand—this version just leans harder into it.

The cost-cutting continues with the audio system, which loses its subwoofer along with traditional AM and FM radio. Electric adjustment for the driver’s seat and steering wheel is gone too, replaced by manual controls. Rear-seat passengers no longer get their own touchscreen, and there’s no physical key included—access is handled exclusively through the Tesla mobile app.

What Tesla hasn’t stripped away is Autosteer, its lane-keeping assistance system that can automatically change lanes once the indicator is engaged. For many buyers, that will matter far more than premium trim or extra speakers.

Tesla is staying coy about battery capacity, but the official 332-mile range strongly suggests the Standard uses the same hardware as the Rear-Wheel Drive model. Performance, however, is deliberately dialed back. The sprint to 60 mph stretches to 6.2 seconds, compared with the RWD’s 5.8, while top speed drops from 125 mph to 110 mph.

That slowdown isn’t accidental. Tesla has limited the Standard’s performance specifically to place it in a lower UK insurance group (32), significantly reducing running costs. It’s a pragmatic move—and a rare moment where Tesla openly prioritizes ownership economics over headline-grabbing acceleration figures.

There are other subtle tweaks aimed at long-term value. Standard models come fitted with 18-inch alloy wheels, chosen not for visual drama but for stronger residual values, helping to reduce lease and finance costs. It’s a reminder that this car isn’t chasing enthusiasts—it’s targeting spreadsheets.

Deliveries of the Model 3 Standard in the UK begin next month, timed neatly with the arrival of the £41,990 Model Y Standard. Together, they signal a clear shift in Tesla’s strategy: less luxury, less performance, but a lower barrier to entry.

For buyers who want the Tesla experience without paying for features they’ll barely notice, the Model 3 Standard may be the brand’s most rational car yet. And coming from Tesla, that might be the most surprising thing of all.

Source: Tesla

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