Daily Drive: Abarth 600e turns up the heat, Durango Hellcat gets louder, Polestar plays to its fans, a Corvette in costume, and Tander bows out

I started the morning the usual way—keys on the dresser, coffee that’s a little too hot, and a stack of press releases. Only one had me underlining bits like a teenager revising for finals: the Abarth 600e. If you’ve been waiting for a small electric SUV with a naughty streak, this could be it. But first, the rest of the garage gossip: Dodge is letting more states taste Hellcat mayhem, Polestar’s courting superfans, there’s a coachbuilt “supercar” that’s secretly a Corvette, and Aussie legend Garth Tander is hanging up his helmet. Quite a spread.

Abarth 600e: the scorpion sharpens its sting

I’ve spent plenty of time in the old 595/695 Abarths—cranky at low speeds, brilliant when you lean on them—and the 600e reads like the same recipe cooked with electrons. The Fiat 600e is already neat and tidy around town; Abarth’s job is to add mischief without ruining Monday mornings. On paper, the tweaks land in all the right places.

• Sharper suspension tune for quicker turn-in and flatter cornering.
• Sportier e-motor calibration for a harder launch and punchier midrange.
• Beefier wheels, stickier rubber, and uprated brakes for repeatable fun.
• Abarth drive modes and a cheeky sound profile (think 500e Abarth’s “sound generator,” but with more theatre).

Early chatter suggests power in the “roughly 240 hp” ballpark, which makes sense given the standard Fiat 600e’s more relaxed output. I haven’t driven the 600e Abarth yet—honestly, I wasn’t sure the base car needed it—but when I tried the regular 600e over broken city streets, it felt composed and unflustered. If Abarth’s tightened things without turning it into a pogo stick, we might have the first small electric crossover you actually take for a Sunday blast just because.

Abarth 600e: quick rivals snapshot

Where does the Abarth 600e land against other small electric and sporty-leaning premium SUVs? Roughly here:

Polestar’s fan-first move: building a club around the cars

Carscoops points to Polestar leaning into Faraday-style engagement—premium programs, curated experiences, maybe even revenue between major launches. I get it. When I ran a Polestar 2 for a month, I loved the steering, the unfussy cabin, and the fact the infotainment didn’t feel like a beta test. Owners I’ve chatted with want fewer sizzle reels and more meat-and-potatoes support: prompt OTA updates, transparent timelines, and honest delivery dates. If these new programs bring genuine value (track days, early software, proper service perks), I’m in. If it’s just lanyards and hashtags, save your money.

Dodge Durango Hellcat: more states, same glorious nonsense

Good news if your school run needs a soundtrack: the 710-hp Durango SRT Hellcat is heading into ten more states, inching toward nationwide. I’ve driven a few Hellcats over the years; the first time you mat it in a big SUV, you laugh before the speed catches up with the joke. It’s ridiculous and brilliant.

• 6.2-liter supercharged V8, 710 hp and 645 lb-ft (factory-rated), AWD.
• 0–60 mph in the mid-3s when the stars (and tires) align.
• Surprisingly civil on a normal commute, firm on battered backroads.
• Tows like a champ (up to 8,700 lb when properly equipped).
• EPA figures live in the “budget like a speedboat” zone (think teens on the highway).

It’s one of the last, loudest howls of the American V8 in a family-friendly shell. If you want one for the scrapbook of your ears, now’s the moment.

There’s a Corvette under that supercar costume

Carscoops highlighted a coachbuilt special that started life as a C6 Corvette and now asks close to six figures. Underneath the couture: GM reliability, parts you can get without a treasure map, and a front-engine V8 with a proper soundtrack. I’ve driven everything from base LS3 C6s (430 hp) to the LS7-powered Z06 (505 hp), and the bones are fantastic—provided the bodywork doesn’t turn them into a wind tunnel experiment gone wrong.

• The upside: stout drivetrain, easy servicing, serious performance with the right setup.
• The worry list: cooling, aero stability, and build quality—don’t assume the pretty bits are functional.
• Paperwork matters: ensure the title, VIN, and insurance situation matches the car sitting before you.
• Inside job: unless fully reworked, a C6 cabin still feels like… a C6 cabin.

In short: it’s theater you can actually service at a normal shop. Just make sure the show has a solid stage.

Garth Tander retires: the Mountain’s metronome steps away

Autosport reports that Garth Tander is calling time on his Supercars career. Five Bathurst 1000 wins, the 2007 title, and a knack for pace management that felt like he had a separate clock in his head. What I’ll remember: that steely patience in long stints, and how he seemed to know when to let chaos tire itself out. He’ll make one of those TV analysts who tells you what actually happened—not just what looked dramatic on replay.

Today’s headliners at a glance

Abarth 600e: real-world notes from the driver’s seat (and driveway)

Imagining it in the grind: school drop-off, a wet roundabout, then a clear on-ramp. The steering should be quick enough to place it on a dime, the throttle mapping eager but not snatchy, and the brakes consistent after a couple of spirited stops. If Abarth nails NVH, you’ll still hear your kids arguing about who stole whose snack—which, oddly, is the mark of a good premium SUV these days.

• Cabin vibe: expect sport seats that hold you without pinching; check headroom with a helmet if you do track nights.
• Infotainment: the 600e’s system is clean enough—just confirm wireless CarPlay/Android Auto stability on your phone.
• Range reality: sport modes and sticky tires will trim miles; plan your weekend blast accordingly.
• Ownership: look for an Abarth-specific service schedule and brake pad options that don’t dust like a Victorian chimney.

Quick takes and buying notes

• Abarth 600e: City slicker Monday to Friday, B-road rascal on Sunday. Test ride quality on your worst pavement before you sign.
• Durango Hellcat: If you tow toys on weekends and blitz errands the rest of the week, it’s your unicorn. Try the third row with adults.
• Polestar programs: Great if they include early software and proper support; less so if it’s merch in a fancier font.
• Coachbuilt Corvette: Independent inspection is non-negotiable. Cooling and aero first, pretty panels second.

Conclusion: Abarth 600e sets the tone for a fun EV Friday

The Abarth 600e is the headline act today: a small, premium SUV that wants to play. Add a Durango Hellcat that still thinks fuel is a suggestion, a Polestar pushing community, a Corvette in a party frock, and Tander taking a graceful bow—and you’ve got a snapshot of this era’s wonderfully weird car world. If this is what the next few years look like, count me in—with a scorpion key fob in my pocket.

FAQ

• How much power does the Abarth 600e have? Abarth has hinted at roughly 240 hp, with final figures likely to vary by market and trim. Expect a noticeable jump over the standard Fiat 600e.
• When can I buy the Abarth 600e? Availability will depend on your region. Check with local Fiat/Abarth retailers for order banks and timing.
• Is the Dodge Durango Hellcat really expanding nationwide? It’s opening up in ten more states and edging toward nationwide availability. Allocation will be tight—call your dealer early.
• Are Polestar’s new programs worth it? They can be if they deliver tangible value like early software, track time, or service perks. Read the fine print before paying.
• Should I buy a coachbuilt Corvette? Maybe—but only with top-notch documentation and an independent inspection focused on cooling, aero, and structural integrity.