Speaking to CarExpert at the 2026 Melbourne motor show, Zeekr Australia managing director Frank Li said the 9X PHEV will spearhead the brand’s new models over the next 12 months.

He also confirmed the 7GT electric wagon, with the 8X large PHEV SUV having previously been announced as the brand diversifies its lineup.

“We have three models coming, which is 9X, 8X and 7GT … either this year or early next year. I think the 9X will be the first one,” he told CarExpert.

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Both the 8X, expected in 2027, and the 9X, planned for later this year, will sit above the popular 7X electric SUV in the Australian range.

The bold, square-shouldered 9X brings styling that apes Rolls-Royce, with an upright front grille, massive 22-inch alloy wheels and six seats inside its 5.2-metre-long body.

Overseas 9X PHEV models are powered by a turbocharged 2.0-litre four-cylinder petrol engine mated with either two electric motors or three.

Total system outputs are 660kW and 935Nm in dual-motor guise, or 1030kW and 1410Nm in tri-motor guise.

A 900V electrical system is standard, and there’s a choice of 55kWh or 70kWh batteries with electric-only driving range on the CLTC cycle of up to 380km depending on the variant and up to 1250km of total range.

Pricing and further details haven’t been announced, but Mr Li said the 9X will be subject to Luxury Car Tax, meaning it will be priced above the current $91,387 threshold for ‘fuel efficient’ vehicles.

The sleek 7GT is a high-performance electric wagon, measuring 4817mm long with a 2900mm wheelbase seeing it sit between wagon versions of the BMW 3 Series and 5 Series in size.

Launched in Europe in January 2026, the 7GT starts at €47,990 ($79,585) in Germany, where it’s priced below the 7X already on sale in Australia.

The 7X starts at €54,990 ($91,194) in Germany, and is priced from $57,990 before on-road costs locally.

Australia doesn’t apply the same tariffs as Germany and other European markets, but the relative pricing suggests the 7GT could undercut the 7X when it arrives here.

The European-market 7GT range opens with a Core rear-wheel drive model, powered by a 310kW/440Nm motor and 75kWh battery offering a claimed 519km WLTP range and a 0-100km/h sprint of 5.3 seconds on 19-inch alloy wheels.

An 800V electrical architecture supports fast charging of up to 480kW. A 10 to 80 per cent charge can be completed in as little as 13 minutes.

For a €5000 ($8297) premium, the mid-spec 7GT Long Range uses the same powertrain with a larger 100kWh battery, extending range to a claimed 655km WLTP.

The flagship Privilege AWD Launch Edition boosts output to 475kW/710Nm with a second motor enabling all-wheel drive, paired with the 100kWh battery, 20-inch wheels, four-piston front brakes and active air suspension.

It has a claimed range of 558km and a 0-100km/h sprint of 3.3 seconds.

Inside, the 7GT features a 35.5-inch augmented reality head-up display, 15-inch central touchscreen and 13-inch digital instrument cluster.

Standard equipment in European models includes a leather-wrapped steering wheel, textile seat upholstery – with Nappa and synthetic trim on Launch editions – and wireless phone charging.

There’s also a power tailgate, 456L of cargo space down back and 65L under the bonnet, with the platform using multi-link rear suspension.

Advanced driver assist systems include adaptive cruise control, lane change assist, remote parking assist with ‘Drag & Drop Fingertip Parking’, and over-the-air (OTA) updates.

A refreshed 7GT was just revealed in China, featuring a new 900V electrical system and a choice of 75kWh or 103kWh battery packs.

Rear-wheel drive variants now produce 370kW and 535Nm – good for a 0-100km/h time in between 4.8 and 5.0 seconds – while dual-motor all-wheel drive variants have total system outputs of 585kW and 812Nm, for a 0-100km/h time of 2.85 seconds.

The 7GT, 8X and 9X will expand Zeekr Australia’s lineup as a spike in EV sales has delivered year-on-year growth of 768.2 per cent, led by the 7X which was launched last October.

Zeekr’s 1832 sales in the first three months of the year place it ahead of sister brands Volvo (1806) and Polestar (465), with all three marques part of Geely.

MORE: Zeekr 8X plug-in hybrid SUV locked in for Australia

MORE: Explore the Zeekr showroom

Headlining the updated range is a new mild-hybrid 'S' variant at the bottom of the lineup, which brings the Formentor's starting price to $53,990 drive-away nationally, down from $56,490 drive-away for the pre-update Formentor V.

The existing V, VZe plug-in hybrid (PHEV), and VZx variants have all been carried over, albeit with slight tweaks and price rises of roughly $5000, depending on the variant.

That gives the Formentor a total of five powertrains, including the flagship five-cylinder VZ5 that will arrive in Australia later this year.

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"This new Formentor range represents a major evolution for one of Cupra's most iconic models," Cupra Australia brand director Jerome Figuiere said.

"With new drivetrains, a bold design language and significant upgrades inside and out, it showcases exactly where Cupra is heading."

The range-opening Formentor S introduces 48V mild-hybrid tech to Cupra's small SUV for the first time, mated to a 1.5-litre engine producing 110kW of power. The S uses a seven-speed dual-clutch automatic transmission.

The refreshed Formentor V, meanwhile, retains its turbocharged 2.0-litre four-cylinder petrol engine, albeit with an increased power output of 150kW, up from 140kW. It still utilises a seven-speed dual-clutch auto and offers all-wheel drive.

The largest upgrade, however, has been applied to the Formentor VZe PHEV, now offering Cupra's second-generation PHEV technology. That gives it a maximum power output of 200kW, up from 180kW, along with DC fast-charging capability and a battery capacity that's "almost doubled".

Cupra says that gives it an electric-only driving range of "100km+", a drastic improvement over the outgoing VZe's 58km claim.

The performance-oriented VZx hasn't been neglected either, as it now boasts 245kW of power, up by 17kW on its predecessor. Its all-wheel drive system now also features a torque-vectoring rear differential, said to make it "more agile, more intuitive and more spirited in all conditions".

At the very top of the range is the more exclusive Formentor VZ5, which is powered by a 2.5-litre five-cylinder engine producing 287kW. This powerplant is borrowed from Audi, where it's employed in the RS3 and outgoing RSQ3.

Outside, the Formentor has received Cupra's 'shark-nose' front end with "distinctive" triangular daytime running lights, bringing it in line with the rest of the Spanish brand's current lineup.

Its redesigned rear end also now features an illuminated Cupra logo, while most variants get new alloy wheel designs.

Inside, Cupra has fitted a 12.9-inch touchscreen infotainment system and backlit climate and volume controls, along with its 'Supersport' steering wheel with integrated start/stop and drive mode buttons as standard.

Other highlights include Cupra's 'Dinamica' upholstery on the S and V variants, along with powered front seat adjustment with position memory. Sennheiser premium audio is also available, depending on the variant.

Additionally, Cupra has introduced its optional Extreme Package for the Formentor VZe ($6500) and VZx ($7000), previously only available on the refreshed Leon.

Highlights of the Extreme Package include carbon-fibre back sports bucket seats, unique upholstery, Akebono or Brembo performance brakes for the VZx and VZe respectively, matrix LED headlights, and dark gloss interior accents instead of copper.

The updated Formentor range will arrive in Australian showrooms in April 2026, ahead of customer deliveries commencing in late May. Deliveries of the flagship VZ5 are expected between December 2026 and March 2027.

2026 Cupra Formentor pricing is as follows:

Previous drive-away pricing for the Formentor VZe varied between different states and territories, ranging from $67,990 to $70,990 drive-away.

MORE: 2026 Cupra Formentor VZ5 prices – Hot five-pot SUV is brand's most expensive model yet

MORE: Explore the Cupra Formentor showroom

The Elite slots in under the existing Ultimate, with less power, fewer features but a lower price.

The seven-seat large SUV is priced from $52,990 before on-road costs, $7000 less than the all-wheel drive Ultimate.

Unlike the related Jaecoo J8, the Tiggo 9 is offered in Australia only with plug-in hybrid power.

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The Elite features a turbocharged 1.5-litre four-cylinder petrol engine with 105kW of power and 215Nm of torque, and dual 75kW/170Nm and 90kW/220Nm front-mounted electric motors, like the Ultimate.

However, it loses the 175kW/310Nm rear electric motor, with total system outputs dropping from 315kW and 580Nm in the Ultimate to 225kW and 450Nm.

It also uses a smaller 19kWh lithium-ion battery, down from 34kWh. Electric range therefore drops, from 170km to 90km on the more lenient NEDC cycle, and the DC fast-charge rate drops from 71kW to 41kW.

It uses less energy (15.6kWh/100km vs 19kWh/100km), while fuel consumption and CO2 emissions are a wash – it uses 1.3L/100km on the combined cycle and emits 35g/km, instead of 1.4L/100km and 32g/km.

Braked towing capacity is unchanged at 1500kg, while tare mass drops from 2220kg to 1985kg.

The Tiggo 9 Elite loses the following features seen on the Ultimate:

• Semi-autonomous parking assist
• Side parking sensors
• Head-up display
• Leather upholstery
• Ventilated front seats
• Massaging front passenger seat
• Heated and ventilated outboard second-row seats
• Heated steering wheel
• Auto-dimming rear-view mirror

It also drops from a 12-speaker Sony sound system to an eight-speaker setup, and from 20-inch alloy wheels to 19s.

Standard equipment still includes the following:

• Automatic projector LED headlights
• Automatic high-beam
• Panoramic sunroof
• Rear privacy glass
• Power tailgate
• Rain-sensing wipers
• Proximity entry and start
• 10.25-inch digital instrument cluster
• 15.6-inch touchscreen infotainment system
• Satellite navigation
• Wireless Apple CarPlay and Android Auto
• 50W wireless phone charger
• Colour-adjustable ambient lighting
• Leatherette upholstery
• Power tilt and telescopic steering wheel adjustment
• 6-way power driver’s seat with 4-way power lumbar and memory
• 6-way power passenger seat
• Heated front seats
• Dual-zone climate control with 2nd- and 3rd-row air vents
• Surround-view camera
• Front and rear parking sensors
• Adaptive cruise control
• Autonomous emergency braking
• Driver monitoring system
• Blind-spot monitoring
• Rear cross-traffic assist
• Safe exit warning
• Traffic Jam Assist
• Tyre repair kit
• Tyre pressure monitoring

The Tiggo 9 is Chery's closest competitor to the larger BYD Sealion 8, as well as more expensive plug-in hybrid versions of the Kia Sorento and Mazda CX-80.

MORE: Explore the Chery Tiggo 9 showroom

GM Authority reports word from insider sources that say the new combustion-powered, rear-wheel drive Chevrolet will likely be a four-door sedan, although a two-door coupe which could revive the Camaro nameplate in future has not been ruled out.

Should General Motors develop a new rear-wheel drive coupe, it would likely need to spawn a convertible version to satisfy rental fleet demand.

Whatever form it takes, GM Authority reported earlier this month that the new Chevrolet will enter production late in 2027.

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While GM Authority reports the new mid-size sedan won’t have a traditional three-box sedan profile, GM is reportedly hesitant to apply the Camaro nameplate to anything other than a two-door vehicle.

That’s in sharp contrast to its rival Ford, which calls its mid-size electric SUV the Mustang Mach-E, or Dodge which reintroduced the Charger nameplate on a sedan just over 20 years ago.

If it doesn’t use the Camaro nameplate, Chevrolet has a deep bench of iconic nameplates to choose from. It still has the trademark on the Chevelle name, for example, which wouldn’t ruffle enthusiasts’ feathers as it has previously been applied to sedans, wagons and coupes.

By featuring a sedan format, the new Chevrolet will help fill the void left by the SS (axed after 2017), the large front-wheel drive Impala (axed after 2020), and the mid-size front-wheel drive Malibu (axed after 2025).

The upcoming Chevrolet will reportedly ride on the same Alpha 2 platform as the dying Cadillac CT4 and the current Cadillac CT5.

This is an updated version of the Alpha platform that underpinned the defunct Camaro, which moved from the Holden-developed Zeta platform for its sixth (and thus far final) generation, produced from 2015 to 2023.

The Alpha 2 platform will also reportedly be used by the next-generation CT5 and a new Buick sedan.

The new Chevrolet, Cadillac and Buick models will reportedly be produced at the same facility – the Lansing Grand River plant in the US state of Michigan – as the current CT4 and CT5 and the sixth-generation Camaro.

This platform supports four-, six- and eight-cylinder engines, including the supercharged 6.2-litre ‘LT4’ V8 of the CT5-V Blackwing, though no Alpha II-based vehicle has ever used a hybrid or electric powertrain.

The next CT5 is set to be Cadillac’s only traditional sedan in the US market – the ultra-luxury electric Celestiq is a liftback – but the new Chevrolet and Buick will see these brands return to a sedan market they had exited.

Buick hasn’t offered a passenger car in the US market since 2020, the last model year of the Regal (aka the Opel Insignia and Holden ZB Commodore), and hasn’t sold a traditional sedan there since the LaCrosse, which was axed after the 2019 model year.

The brand’s last rear-drive sedan, much like Chevrolet’s, was also a Holden – the Park Avenue, a rebadged Caprice last sold in China in 2012. In the US market, it last sold one in 1996 with the old-school, body-on-frame Roadmaster.

Automotive News reports word from a supplier that said GM expects to produce 60-70,000 vehicles annually at the plant across the CT5 and unspecified Chevrolet nameplates. It’s unclear how much additional volume the Buick will provide.

Whether it’s a sedan or a coupe, the new Chevrolet will have a rival in the Dodge Charger range which is now available with a twin-turbocharged inline six-cylinder engine. Ford has also reportedly previewed the Mustang Mach 4, a sedan based on its pony car.

MORE: A look back at the Chevrolet Camaro, the Ford Mustang’s nemesis

MORE: Explore the Chevrolet Camaro showroom

Speaking to CarExpert at the 2026 Melbourne motor show, the Swedish brand’s local managing director Scott Maynard said record fuel prices were not the key driver behind EVs reaching an unprecedented 14.6 per cent share of new-vehicle sales last month.

“When the government talks about a four-step fuel rationing plan and uses the word ‘rationing’ in that plan, and when the media picks up that there are some 200 servos across New South Wales that are now out of either petrol or diesel or both, I think that motivates people,” the Polestar boss said.

The latest April 13 figures from federal energy minister Chris Bowen show 202 service stations nationally had run out of diesel, while 99 had run dry of unleaded petrol – pushing people into EVs, according to Mr Maynard.

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“They [EV buyers] want to be independent of that supply of fuel and be able to energise a car from multiple sources, be as independent as solar, rather than being tied to the supply of oil from faraway lands.”

While reports have focused on the cost savings of charging an EV compared to filling a tank – with record prices pushing the cost of refuelling Australia’s best-selling vehicle, the Ford Ranger, with 80 litres of diesel towards $300 – Mr Maynard said running costs are not the primary motivator.

If they were, the sales boost would be centred on budget-priced EVs such as the BYD Atto 1, priced at $23,990 before on-road costs, rather than models within Polestar’s lineup, which starts at $62,400 before on-road costs for the 2026 Polestar 2 Standard range Single motor and extends to $146,700 for the Polestar 3 Performance Plus.

“The buyers that we’re talking to at the moment are motivated by fuel security, not price,” Mr Maynard told CarExpert.

“They want a degree of independence from oil supplies – so to be able to charge your car at home, to be able to charge your car from public charging, or even to be able to charge your car from rooftop solar for free, so really appealing at the moment to buyers of all types of cars.”

Polestar Australia recorded 160 sales in March, down from 182 a year earlier when it had three full-time models in showrooms, with the brand currently transitioning to a new model-year Polestar 3 with orders to be fulfilled.

For the first three months of 2026, local sales were up 19.6 per cent to 465, contributing to the 13,126 global deliveries in Polestar’s best first-quarter result to date.

“I think it was building before this [fuel crisis],” the Polestar Australia boss said.

“The market responded so quickly to the changes [in fuel supply and price] and I think it’s because it [buying an EV] was already in their mind.”

“We saw in quarter one [January to March] the sale of electric vehicles [in Australia] was up almost double, 88.9 per cent, against a total market that was down by 2.6 per cent.

“We saw the share of electric vehicles in Australia move up to be around 14.6 per cent market share – so there’s a groundswell of interest.” MORE: Explore the Polestar showroom

It’s been about a year since GWM launched the Haval H6 GT PHEV mid-size SUV, offering a great electric range, a cabin packed with features, and frankly blistering performance – packaged in a coupe-SUV body.

But for those who need something more family-friendly, there’s the regular Haval H6, which comes in a traditional wagon body – with the plug-in hybrid variants joining the lineup last year.

Those looking at the Haval H6 have several options, from the entry-level Lux to the range-topping Ultra grade – both available with either a 2.0-litre turbocharged petrol engine, a 1.5-litre petrol-electric powertrain, or a plug-in hybrid system also based around a 1.5-litre petrol engine.

GWM offers two PHEVs in the Ultra equipment grade, one being front-wheel drive, and the other offering all-wheel drive. The range-topping H6 Ultra PHEV AWD is the one we're reviewing today.

Given there’s $3000 between the FWD and AWD versions, it seems like a bit of a no-brainer to get the latter, badged by GWM as the Hi4. The extra traction in wet weather, on gravel roads, and even during day-to-day driving makes the AWD cheap insurance.

Even at the top end of the model lineup, this Haval H6 Ultra PHEV Hi4 costs just $50,990 drive-away, making it a very attractive option for those wanting an electric family car for commuting, without giving up the freedom of petrol.

On paper, the H6 Ultra PHEV AWD comes across as a rare bargain in today’s market – but does the reality match?

How much does the GWM Haval H6 cost?

The Haval H6 range kicks off at $35,990 drive-away for the base petrol grade, with this range-topping H6 Ultra PHEV AWD variant costing $50,990 drive-away.

However, GWM has had several bonus offers available in recent times, making the H6 even more of a bargain.

While there were only a handful of plug-in hybrid models on sale in Australia when the third-generation Haval H6 was launched in 2021, the competition is heating up.

Along with the seven-seater Mitsubishi Outlander and the MG HS PHEV, BYD has also introduced several plug-in hybrid models, including the Sealion 5 – the cheapest PHEV on sale right now – and the seven-seater Sealion 8 mid-size SUVs.

To see how the GWM Haval H6 lines up against the competition, check out our comparison tool

What is the GWM Haval H6 like on the inside?

The Haval H6 is technically in the medium SUV category, but it has to be at the upper end of the segment’s dimension limits, because it does feel very spacious.

Despite this, it doesn’t feel overwhelmingly big, as vehicles in the large SUV category sometimes can. But unless you need a seven-seater, the five-seat H6 would be plenty enough for most families.

Greeting you is a somewhat minimalistic interior, with a large 14.6-inch infotainment screen, a 10.25-inch digital instrument display, a head-up display, a dished steering wheel, and quite a high centre console that helps give the feeling of being wrapped in the car. It’s the same basic layout pioneered by Tesla that now features widely across the industry, but with a small handful of shortcut buttons for things like demisting windows.

My colleagues haven't always loved the seats, but I found them to be good enough. And while the GWM suffers from a steering wheel angle that makes it feel more akin to a bus – not uncommon in Chinese cars – there’s enough adjustment in the column and the seat to find a comfortable driving position.

There’s a lot to like about the cabin of the Haval H6, including plenty of soft-touch surfaces, classy trims, and aluminium speaker grilles that have been ‘borrowed’ from Mercedes-Benz. I also really liked the knurled thumb wheels on the steering wheel.

There’s obviously been a lot of attention given to the interior, so it’s a little surprising that those physical shortcut buttons in the centre stack seemed out of alignment. But then again, this is a $50k car with a tonne of features and an impressive powertrain, so if misaligned buttons are the compromise, that seems like a fair deal.

The infotainment touchscreen can take a little while to get your head around – particularly if you’re over the age of about 25. Thankfully, it features wireless Apple CarPlay and Android Auto. We used the former for the majority of our time with the car.

Audio quality is on the average side of things, despite the impressive-looking speaker covers. Weirdly though, both times I took calls while driving, after a few minutes in the system clearly decided our conversation was boring (fair), and randomly hit play on the Mudvayne playlist I had on high rotation that week. It was like being played off stage at an awards night for heavy metal music.

It’s clearly a glitch that may be worked out once the engineers read this review, but little things like that can knock your confidence and make you question whether everything has been tested fully before being released into the world.

The infotainment screen is large and crisp, and the high-definition reversing camera is one of the best I’ve used in recent memory.

As part of the refresh introduced last year, the shifter has been relocated from the centre console, and is now where the right-hand indicator stalk would normally be, which I'm not at all a fan of. More on that later.

However, there is a good swag of features at the Ultra grade, including remote entry and start, auto headlights and wipers, panoramic sunroof, head-up display, heated and ventilated front seats, and a heated steering wheel.

You can also control many of the car’s features using voice commands, which I want to make fun of, but it can be helpful if you don’t want to dig through the menus on the screen to find something.

There’s a good amount of space for second-row passengers too – both for legs and toes – helped by the flat floor and the sunroof, which helps to keep the space light and airy. There are also USB-A and USB-C outlets below the rear air vents, adding to the USB ports up front.

Out back is a 560-litre boot, which increases to 1445L with the back seats folded almost flat, complemented by a powered tailgate.

To see how the GWM Haval H6 lines up against the competition, check out our comparison tool

What’s under the bonnet?

Being a plug-in hybrid, the H6 PHEV combines a 1.5-litre turbocharged four-cylinder petrol engine with a 19.1kWh battery and an electric motor powering each axle, together with a two-speed automatic transmission.

GWM claims total outputs of 268kW of power and 760Nm of torque, and a combined fuel consumption figure of just 1.1L/100km, in a vehicle weighing in at 1980kg.

To see how the GWM Haval H6 lines up against the competition, check out our comparison tool

How does the GWM Haval H6 drive?

GWM has made a big deal about its Australian-market vehicles having their suspension and steering locally tuned by former Holden engineer Rob Trubiani.

And while the result is no doubt an improvement over earlier Haval H6s in terms of ride and handling, this is a mid-size SUV that weighs just shy of two tonnes, so there’s a lot of mass to deal with. No doubt, Mr Trubiani had his work cut out and did what he could.

At freeway speeds, the H6 is quiet and pleasant, but during turns the handling feels very rubbery, as if the light steering and pedal inputs aren’t directly connected to the vehicle’s responses.

At the time of testing, I noted the vehicle “felt like a metal ball on a paddle”. I remember being quite proud of the analogy when I wrote that, but I haven’t the faintest idea what I meant by it now.

What I can tell you is the H6 soaks up bumps well enough most of the time, but hit a few larger potholes through roadworks and that extra mass from the battery and powertrain is hard to hide, with the suspension getting a little overwhelmed.

The biggest complaint has to be levelled at the ADAS – the advanced driver assist system. What is meant to be a series of functions designed to improve vehicle safety felt like it was out to unalive me every time I got behind the wheel.

It was like having an invisible drunk passenger next to you who yanks on the steering wheel at random intervals. A few times I had to put some real effort into wrestling the steering back to stop the car from driving itself into a solid object, like a traffic island or roadworks bollard.

Now, thankfully GWM has given owners the ability to turn down the sensitivity of the ADAS, with things like steering interference able to be turned off completely. But the point is that people buy brand-new cars to ensure their families have the latest safety equipment, and this stuff really should just work straight out of the box.

Returning to the drive selector, which as I’ve mentioned is now the same size, shape, and location as a typical right-hand indicator stalk. So, if you're like me and find yourself swapping between different cars, it’s incredibly easy to put the vehicle into neutral when you’re approaching a left turn.

Then there’s the cruise control, which requires a second tap of the shifter stalk to initiate the feature, or a double tap to begin semi-autonomous cruise control. Without instruction, I don’t believe anyone would intuitively know how to turn the cruise control on, and it’s another example of car companies trying to be different just for the sake of it.

However, those complaints make up maybe five per cent of the driving experience. The other 95 per cent of the time, the H6 PHEV is quiet, comfortable, spacious, and drives well.

Much of that is thanks to its plug-in hybrid powertrain, which provides a decent level of performance along with good efficiency and smoothness. The 1.5-litre four-cylinder petrol engine only makes 110kW and 240Nm – which is about what you'd find in a small hatchback – but the addition of front and rear electric motors boosts those total outputs to 268kW and 760Nm. That's no pocket change.

For context, the F15-series BMW X5 M50d, a large diesel performance SUV made between 2013 and 2018, produced 280kW and 740Nm from its tri-turbo diesel engine. Except the BMW cost $145,000 eight years ago, and could only cover the 0-100km/h sprint in 5.2 seconds – whereas the GWM H6 PHEV is said to be able to do it in 4.8 seconds.

Having said that, those figures quoted by GWM do feel quite optimistic.

GWM also claims 100km of electric-only driving range, and while we didn’t quite hit that figure, at least 80km should be achievable with plenty of headroom to spare.

Add the petrol engine into the mix and you've got a combined driving range of more than 1040km, according to GWM. Once the battery is dead though, expect the fuel economy to jump from 1.1L/100km to at least 5.5L/100km. We managed 6.2L/100km.

Ultimately, the H6 is best suited to just rolling down the road at a relaxed pace, with a car full of your family and luggage, and your destination somewhere on the horizon.

To see how the GWM Haval H6 lines up against the competition, check out our comparison tool

What do you get?

The GWM Haval H6 range is well-appointed, with buyers able to choose between Lux and Ultra model grades.

2026 Haval H6 Lux equipment highlights:

• 19-inch black alloy wheels
• Automatic LED headlights
• Automatic high-beam
• Rain-sensing wipers
• Power-folding, heated exterior mirrors
• Puddle lights
• Electronic parking brake + auto hold
• Hands-free power tailgate (excludes petrol Lux)
• Proximity entry with push-button start 
• 14.6-inch touchscreen infotainment system 
• Wireless Apple CarPlay and Android Auto 
• DAB+ digital radio
• 8-speaker sound system
• 10.25-inch digital instrument cluster
• Microfibre, leather-wrapped steering wheel
• 4-way steering column adjustment
• Leatherette upholstery
• 6-way power driver’s seat
• Dual-zone climate control with rear vents
• 50W wireless phone charger
• 2 x front USB outlets
• 2 x rear USB outlets
• 2 x 12V outlets (1 x front, 1 x boot)
• Cargo cover

The Ultra adds:

• Front parking sensors
• Rear privacy glass
• Panoramic sunroof
• Head-up display
• Heated steering wheel
• Heated and ventilated front seats
• Driver’s seat memory and welcome
• Driver’s seat lumbar
• 4-way power passenger seat
• Front stainless steel scuff plates
• 9-speaker sound system

Hamilton White comes as standard, with premium colours available from $495.

To see how the GWM Haval H6 lines up against the competition, check out our comparison tool

Is the GWM Haval H6 safe?

The Australasian New Car Assessment Program (ANCAP) awarded the Haval H6 a five-star safety rating in 2022, and includes all engine options.

Standard safety equipment includes:

• Adaptive cruise control
• Autonomous emergency braking
• Pedestrian and cyclist detection
• Junction assist
• Driver fatigue monitoring
• Hill ascent and descent control
• Blind-spot monitoring
• Emergency lane-keep assist
• Lane-keep assist
• 360-degree cameras with 180-degree transparent chassis mode
• Rear parking sensors
• Traffic jam assist
• Traffic sign recognition
• Tyre pressure monitoring
• 7x airbags

To see how the GWM Haval H6 lines up against the competition, check out our comparison tool

How much does the GWM Haval H6 cost to run?

GWM provides a seven-year, unlimited-kilometre factory warranty, while the battery gets an additional year of warranty coverage (for eight years in total). Buyers also get five years of 24/7 roadside assistance, provided the vehicle is serviced by GWM.

Service intervals for the Haval H6 are 12 months or 15,000km (whichever comes first), but GWM does things a little differently, in that the first service is required at 10,000km.

The company provides capped-price servicing for the first five years, ranging from $230 and $570 per visit.

To see how the GWM Haval H6 lines up against the competition, check out our comparison tool

CarExpert’s Take on the GWM Haval H6 Ultra PHEV Hi4

The GWM Haval H6 Ultra PHEV isn’t perfect, but there are still a lot of positives for buyers to consider.

For around $50k, the plug-in hybrid Ultra represents great value, with a long list of features normally found in much more expensive vehicles – to say nothing of the quality of the interior, which certainly impresses.

Then there's the claimed straight-line performance, which can be used to embarrass your friends' sports cars, scare your partner, and brag about to people at parties. Just brake hard before any corners.

Dynamically, the H6 isn’t anything to write home about – even in the mid-size SUV space – but for the vast majority of owners this vehicle will be relegated to being the family bus, and for that job it’ll do fine.

Although small in the overall scheme of things, we did come away with some real concerns about the car’s ADAS, along with some gripes with the overall user-friendliness of the infotainment and driving controls. However, owners can customise the settings and shortcuts to improve matters.

While we encourage those looking at the H6 Ultra PHEV to spend the extra on the all-wheel drive version, those who don’t feel the need might actually find the front-drive H6 Lux PHEV a more attractive option, with prices from $44,990 drive-away sweetening the deal.

The GWM Haval H6 Ultra PHEV is very impressive in many ways, yet imperfect in a few small areas, for which it could arguably be forgiven due to the value it offers.

Interested in buying a GWM Haval H6? Let CarExpert find you the best deal here

Click the images for the full gallery

MORE: Explore the GWM Haval H6 showroom

The local arm of the Japanese brand says the cancellation of several 0 Series electric vehicles (EVs) amid a global product reshuffle hasn’t significantly impacted its electrification plans, with the remaining SUV still on its wish list.

It had previously said it was evaluating all 0 Series models for Australian showrooms.

“The decision made globally doesn’t mean that 0 Series is completely dead,” Honda Australia director Robert Thorp told CarExpert.

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“There’s still opportunities for us to look in that space, which if it all works, we’ll do our best to market.”

One of those opportunities is the remaining 0 Series Alpha small SUV.

“There were two models that were ultimately discontinued, but in terms of development there is still the 0 Series name, and there is still a 0 Series vehicle I think we’ll launch [overseas] next year,” the Honda boss said.

“We’re looking at that [for Australia], but along with anything else that’s available to us.”

The two cancelled 0 Series models – a sedan and a large SUV – were targeted at the US market, while the remaining 0 Series Alpha small SUV will be positioned as a more affordable EV for Asian and Pacific Rim markets.

The Alpha is still scheduled to enter production in India in 2027, and has been confirmed for release in both Japan and India.

The cancellation of the US-focused models comes as Honda deals with financial pressure amid slowing sales and lower profits, as well as the US ending incentives for EV buyers in September 2025.

The easing of emissions regulations in the US following the repeal of the 2009 ‘endangerment finding’ in February 2026 – which had underpinned vehicle emissions laws for more than a decade – was also a factor.

While not on its Australian division’s public wish list, Honda has also cancelled its planned tie-up with Sony to build an electric sedan – the Afeela 1 – which had been due for launch later this year, along with a follow-up SUV slated for mid-2028 release.

The removal of the 0 Series sedan and large SUV won’t dent Honda Australia’s growth ambitions, Mr Thorp said, following its 9.2 per cent sales increase in 2025 – although the brand has not specified a future sales target.

“It’s a broad strategy,” Mr Thorp told CarExpert. “The Australian market hasn’t fundamentally changed as a result of the 0 Series decision… our plans always had 0 Series with a niche volume.”

“Zero Series was always going to be a model that was a brand opportunity for us – a demonstration of technology – but they were always going to be niche.

“So yes, it’s a bit upsetting to lose that opportunity, but it doesn’t really change a broad strategy in the short term.”

The Honda Super-ONE will be the first EV in local Honda showrooms when it arrives in the second half of 2026 with styling inspired by the original Honda City hatchback sold here between 1984 and 1993.

Before it arrives, Honda’s local new model rollout will include the born-again Prelude sports coupe – priced from $65,000 drive-away – which will soon join the updated CR-V mid-size SUV in showrooms.

The latter includes a lower-priced entry-level CR-V hybrid variant priced at $49,900 drive-away, $7000 less than the cheapest petrol-electric version offered last year.

“We’ve been very open in that. We still believe that the transition to an electrified era is via hybrids first,” said Mr Thorp.

“The majority of consumers that transition to hybrid first is what’s going to happen en masse and therefore our strategy, particularly in the short term, is very much geared around that.” MORE: Explore the Honda showroom

As fuel prices reached record levels across Australia in March 2026, the proportion of EVs sold also surged by 88.9 per cent to a new high of 14.6 per cent market share.

The best-selling EV, the Tesla Model Y, was the third most popular vehicle overall behind the Ford Ranger and Toyota HiLux utes.

Yet as EV sales climbed, the expected announcement of a road user charge neared. It was previously set to be outlined in the federal budget this May, ahead of its implementation in 2028.

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Transport Minister Catherine King has now all but ruled out the announcement of a road user charge in next month’s federal budget.

“It’s obviously going to have to be legislated through the parliament, and I’m not clear that there’s a pathway for it through the parliament at this stage. We’ll wait and see,” she told ABC Insiders yesterday.

“At the moment we’re trying to encourage as much electric vehicle uptake as we possibly can, we don’t want to disincentivise that at all, so there is a balance to be struck here.

“We want to try and not disincentivise electric vehicle uptake, particularly right at the moment when we are seeing such a surge in that, so it may not be the time for it right now.”

The proposed road user charge had previously been raised by federal Treasurer Jim Chalmers in 2025, who said the government was “accelerating work” on how it would be implemented.

Charged per kilometre travelled, it could see motorists report annual mileage, or use in-car GPS tracking to calculate distance driven.

A key motivation for the EV road user charge is to recoup lost revenue from drivers not paying fuel excise, which was also halved for three months from April 1, 2026 to reduce petrol and diesel costs.

This pause may provide the government an opportunity to reconsider its approach as EV numbers continue to rise on Australian roads.

Victoria was the first Australian state to implement such a road user charge, back in 2021, and the New South Wales, South Australia and Western Australia state governments all proposed similar charges.

Before the charge was removed, Victorian EV owners had to pay 2.8 cents per kilometre travelled, with plug-in hybrid (PHEV) owners charged 2.3 cents per kilometre.

The High Court of Australia ruled the scheme unconstitutional in 2023, forcing the state to abandon the policy and refund revenue collected under it, thereby paving the way for a federal scheme.

Polestar Australia boss Scott Maynard told CarExpert the road user charge presents a broader opportunity than simply adding costs to EV ownership.

“There’s a degree of inevitability to this, and I don’t dispute the government’s need to top up the fuel excise with the road user charge, but it would be a crying shame to see it slammed on electric vehicles and imposed as a thinly veiled tax,” Mr Maynard said.

“The road user charge is a fantastic opportunity for the government to reconcile all of the various fees, taxes, charges and duties that are imposed on the Australian motorist who wants to buy a car, register it, get a licence, and drive it,” he added.

“Instead, it’s just been slapped on top – if the current rhetoric were to see its way through – so this is potentially an opportunity lost, and I hope that’s not what happens.”

It’s unclear whether the Australian Government will follow New Zealand’s example when it eventually introduces a road user charge.

In August 2025, the New Zealand government announced plans to remove its fuel excise and instead apply its road user charge (RUC), based on distance travelled and vehicle weight, across all vehicle types by 2027. Petrol-powered vehicles will join a system that already applies to diesel vehicles, EVs and PHEVs.

MORE: Australian Government weighs EV road user charge this year amid fuel excise criticism

BYD’s first ute was launched in a single body style in October 2024 and has since become BYD’s second-best seller, as well as the fifth most popular ute overall behind the Ford Ranger, Toyota HiLux, Isuzu D-Max and Mitsubishi Triton – despite offering only plug-in hybrid power in a segment dominated by diesels.

All four of those rivals offered cab/chassis variants in 2025, typically positioned as more affordable and work-focused alternatives.

Speaking through an interpreter at the Melbourne motor show last week, BYD Asia Pacific boss Liu Xueliang said the cab/chassis Shark 6 was never part of the original plan for Australia.

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“About three years ago I promised the consumers in Australia that every year we will bring in new models to really impress consumers and fulfill the needs in the local market,” he said.

“We have just launched the Shark cab/chassis which has been very much welcomed by a lot of consumers.

“We didn’t consider this model before, [but] we were hearing the voices from consumers about the requirement, the need for this cab/chassis truck model.

“That’s why we developed this special model just for the consumer here, and [hopefully] it turns out to be very popular model.”

BYD had to warn customers in January 2025 that the Shark 6’s tub wasn’t designed to be removed due to the PHEV hardware underneath, and confirmed it would launch a cab/chassis version.

The Shark 6 Dynamic cab/chassis, on sale now, is priced at $55,900 before on-road costs, $2000 less than the standard ‘style-side’ version already on sale with the same PHEV powertrain.

It’s thus far the only cab/chassis PHEV in Australia.

The Ford Ranger PHEV launched in 2025 doesn’t offer a cab/chassis variant, with Ford Australia citing key components of its hybrid system being housed in the pickup tub.

The GWM Cannon Alpha PHEV is also available only as a pickup, although its $53,490 before on-road costs starting price undercuts the Shark 6 Dynamic cab/chassis.

The new body style is expected to further boost the Shark 6’s strong sales, after it finished as the best-selling PHEV ute and the 18th best-selling vehicle overall in Australia last year.

The Shark 6 lineup will also expand with a new flagship Performance, featuring a more powerful 2.0-litre turbocharged four-cylinder PHEV powertrain.

MORE: 2026 BYD Shark 6 pricing: Range expands with cab/chassis, quicker and more capable Performance

MORE: Explore the BYD Shark 6 showroom

Speaking to media in Melbourne, BYD Asia Pacific boss Liu Xueliang confirmed the brand – which placed third behind only Toyota and Kia in Australian sales last month – is continuing development of a larger ute to sit above its Shark 6 plug-in hybrid (PHEV).

While the Shark 6 rivals the Ford Ranger and Toyota HiLux in size, the larger model would compete with full-size locally converted US pickups such as the Ford F-150, Ram 1500, Chevrolet Silverado and Toyota Tundra currently on sale in Australia.

Mr Liu said feedback from Australian customers has highlighted demand for a larger ute, particularly from fleet buyers including mining companies.

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“Some customers have requested a full-size Shark 6, similar in size to the Ford F-150,” he said, adding: “We are on our way to try to get there.”

No launch timing or further details have been confirmed for the larger BYD pickup.

It comes as BYD unveiled the first cab/chassis version of the Shark 6, which Mr Xueliang said was introduced in response to local customer feedback.

While the company has not confirmed a powertrain for its entry into the full-size segment, BYD currently produces only hybrid and battery-electric vehicles, meaning it is likely to adopt a hybrid setup similar to the Shark 6.

Of the current full-size pickups on sale in Australia, only the Tundra is offered with a hybrid powertrain, which Toyota will also introduce in the LandCruiser 300 Series later this year.

Rivals such as the Ford F-150 employ a turbocharged V6 petrol engine, while the Ram 1500 features a twin-turbo inline six-cylinder and the Chevrolet Silverado retains a 6.2-litre petrol V8.

The larger ute would compete in a smaller segment than the Shark 6, which sits in the high-volume mid-size ute category dominated by the Ranger, which recorded 56,555 sales in 2025.

By comparison, the Silverado was the best-selling full-size pickup with 3863 sales last year, with the segment totalling 8763 deliveries. Excluding larger 2500-class pickups, however, the Ram 1500 was the top-seller with 2674 sales.

Sales of full-size pickups have increased by 3.2 per cent so far in 2026, including in March despite record fuel prices across the country.

The Shark 6 became the first BYD pickup offered in Australia when it was launched in late 2024 in a single dual-cab pickup body style. Before BYD announced the higher-output Performance version and the Dynamic cab/chassis last week, it was available with a single all-wheel drive PHEV powertrain and in a single Premium equipment grade.

Despite this, the Shark 6 was Australia’s best-selling PHEV ute last year with 18,073 deliveries (thanks in large part to its low $57,900 starting price before on-road costs), followed by the GWM Cannon Alpha PHEV (1371 sales, priced from $61,490 drive-away) and Ranger PHEV (1143 sales, from $71,990 plus ORCs).

MORE: Explore the BYD Shark 6 showroom

Chery Australia has confirmed it will launch the Freelander brand here next year, after the news was first broken by TheAutoExec last week.

“The plan is to introduce the Freelander brand here in 2027, but no further details at this time,” said a spokesperson in a statement to CarExpert.

Previewed last month with the Concept 97, the Freelander brand is the creation of not only Chery but also its joint-venture partner JLR (aka Jaguar Land Rover).

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Chery and JLR have had a joint venture in China since 2012, which has seen the Chinese automaker manufacture vehicles for its British partner to sell on the domestic market.

Now, this partnership is pivoting, with Chery to produce Freelanders for both Chinese domestic and global markets.

Freelander has yet to reveal a production model, while details on its only concept thus far are scarce, which explains the brevity of Chery Australia’s statement.

It won’t be the only brand from Chery’s menagerie to land here between now and the end of 2027.

Lepas is due to be launched here midway through this year, and is expected to offer a range of small to large crossover SUVs – like Chery and Omoda Jaecoo – but with a focus on bold colours.

The iCaur brand, which offers a range of electric vehicles (EVs) and extended-range electric vehicles (EREVs) with boxy SUV bodies, is expected to land here early in 2027.

Jetour has also sent out media invites ahead of a planned market launch around mid-2026, though it’ll operate independently of Chery Group brands.

Those brands will have to establish themselves in Australia with unfamiliar names, though this is something Chery-owned Omoda Jaecoo has been working on since it commenced deliveries in 2025.

The Freelander brand, first announced in 2024, will have the benefit of an at least somewhat familiar name.

This name was borrowed from a Land Rover sold here across two generations from 1998 to 2015, with a total of 15,218 examples reaching customers.

The Concept 97 revealed this year is named after the first year of Freelander production, and features various exterior design elements from both generations of Land Rover’s former entry-level SUV.

Inside, however, the concept is very much a product of the 2020s. That includes a large free-standing infotainment touchscreen, plus a pillar-to-pillar display at the base of the windscreen.

No details have been released yet about what will power the production version, though it’s expected to use Chery’s T1X platform which supports plug-in hybrid and electric powertrains.

Chery says its brands don’t fall on a typical ladder from entry-level to luxury, and that instead they’re aimed at different customer groups.

At least on paper though, there’s significant overlap. Chery and Omoda Jaecoo both offer duelling small, mid-size and large crossover SUVs, for example, with Lepas to follow; iCaur and Freelander will also both offer boxy and likely electrified SUVs.

MORE: Freelander Concept 97 previews first model from Land Rover, Chery joint venture

MORE: Yet another Chinese car brand confirmed for Australia

MORE: Chery’s boxy SUV brand is coming to Australia, but we’re still unsure how to pronounce it

MORE: Chery-owned Lepas to differentiate itself with the help of fashion brands

Following the end of F-150 Lightning production in the US, local converter AUSEVwent into receivership on March 17, a week before it issued a nationwide product safety recall on March 24, warning owners not to use DC fast-chargers due to the risk of being burnt by overheated charge port pins.

“Vehicles that are fitted with a Combined Charging System (CCS2) charge port may experience increased electrical resistance during high-power Direct Current (DC) fast charging causing the internal charging pins to overheat,” said the recall notice at the time.

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Owners were directed to only charge their vehicles using AC power, a process that could take up to four days to complete via a household power outlet.

“Please avoid charging the vehicle using DC fast chargers. Use AC (Alternating Current) charging instead,” said the recall notice.

“If a person makes direct contact with the overheated charge port pins immediately after a charging session, there is a risk of burns or serious injury.”

However, AUSEV parent company BossCap had gone into receivership a week earlier, and its public website no longer loads, emails to its info address are bouncing back to senders, and calls to the company’s phone number are automatically forwarding to voicemail, leaving affected owners in the dark about how their vehicles can be fixed.

Now, per a March 30 update to the original recall notice, owners are being directed to have their vehicles repaired by Performax International, another independent Queensland converter of pickup trucks, which is based in Gympie.

“In the interests of public safety Performax has offered their services to rectify vehicles affected by this recall,” says the updated recall notice.

However, it adds that because Performax “did not design or modify these vehicles or supply them to the Australian market”… “A cost may be incurred for these repairs”.

The recall notice lists the supplier of the F-150 Lightning as “AUSEV PTY LTD (company in receivership)” and urges owners of affected vehicles to contact Performax to schedule an appointment to have their vehicle inspected by emailing warranty@performax.com.au.

A full list of vehicle identification numbers for the 146 vehicles involved in the recall can be found here.

Established in 2012 in Queensland, BossCap is the owner of AUSEV, which was best known for importing electric F-150 Lightnings and converting them to right-hand drive in the Brisbane suburb of Brendale. The subsidiary claimed Brisbane Airport and BHP among its customers.

In a statement issued to Yahoo Finance, BossCap – also the company behind Advanced Manufacturing Queensland – put the blame at the feet of the Blue Oval, citing “sudden change in global production strategy from Ford”.

Ford confirmed it had axed the F-150 Lightning in mid-December 2025 after less than four years in production as part of a strategic switch on battery-electric vehicles – with the US car giant instead focusing on developing electric models with petrol generators, better known as extended-range electric vehicles (EREV), for segments like this.

Despite “strong market interest and growing sales”, the receivers claimed the inability to supply vehicles had “significantly disrupted the company’s forward pipeline”.

The conversion and distribution of F-150 Lightning vehicles by AUSEV is unrelated to the petrol V6-powered F-150s officially ‘remanufactured’ for and sold by Ford Australia. AUSEV vehicles aren’t backed by the Blue Oval’s five-year factory warranty.

While the company had focussed on selling the F-150 Lightning to fleet customers, just a day before BossCap was placed into receivership AUSEV posted an image of customers taking delivery of their electric pickup, and advertising the vehicle from $109,990 before on-road costs.

“Just a few recent customer deliveries, and many more to come,” said AUSEV in a social media post, suggesting many in the organisation were unaware of the impending shutdown. It’s understood about 100 staff are affected.

“The F-150 Lightning is arriving across Australia, driving a genuine shift in the future of trucks,” the post said.

Within days, creditors of BossCap had initiated the receivership process – which differs from a voluntary administration.

“We regret to advise that the BossCap Group was placed into receivership on 17 March 2026,” the receivers said in a statement issued to Yahoo Finance.

“Accordingly, operations have been suspended whilst the receivers undertake an assessment of the business. At this stage, BossCap is unable to undertake warranty repair works.”

AUSEV was formerly known as AUSMV, before being rebranded as part of a shift to EVs.

BossCap’s SCD Remanufactured Vehicles subsidiary – which previously imported and converted various combustion-powered American models including the Ram 1500 and Dodge Challenger to right-hand drive – ended local conversions in March 2024.

Like Harrison F-Trucks, which contracts Melbourne-based converter Vehicle Development Corporation (VDC) to remanufacture its vehicles, Performax was a major retailer of remanufactured Ford F-Series pickups until Ford Australia relaunched the F-150 after contracting Melbourne-based RMA Automotive to convert its vehicles in 2023.

The other three full-size US pickups officially sold here – Ram Trucks Australia’s Ram 1500/2500, GM Specialty Vehicles’ Chevrolet Silverado, and Toyota Australia’s Tundra – are all developed and remanufactured on a contract basis by Walkinshaw Automotive in Melbourne.

MORE: AUSEV’s Ford F-150 Lightning conversion recalled for charging fault, but where can it be fixed?

MORE: Australian EV conversion firm collapses, Ford blamed

The Venus sedan and Earth SUV are two China-specific concepts that signify a drastic departure from Hyundai's established EVs sold elsewhere, and are claimed to embody a new "lead, don't follow" strategy for the Korean brand's Chinese EV efforts.

Part of that is a new naming convention. Instead of adopting nameplates similar to its current EV models – like Ioniq 5, Ioniq 6, and Ioniq 9 – Hyundai will name its new lineup after planets in reference to "a universe centred on the customer".

The concepts are also visually distinct from existing Ioniq models, departing from the retro, pixel-heavy look introduced by the Ioniq 5.

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Headlining the Venus concept is a "sleek one-curve profile" that incorporates the bonnet, cabin, and boot into a single smooth arch. It's vastly different to Hyundai's current electric sedan, the Ioniq 6, which is far more curvy than the angular concept.

The Venus concept is finished in radiant gold, in reference to the planet it's named after, and features a "lightweight roof structure" and a transparent spoiler. Inside is a "driver-focused interior" with layered mood lighting, "premium materials", and a screen that nearly spans the width of the car.

The Earth, meanwhile, is far more rugged on the outside, but retains the angular styling and slim headlight elements. With pronounced body cladding and far more robust pieces on the front and rear bumpers, it seems Hyundai is angling for a more adventurous, outdoor vibe.

Its interior is just as radical as that of the Venus, though it does away with the monolithic dash-mounted screen in favour of "air-hug" seats, "nature-inspired lighting", and "subtle shy-tech features" to create a "comfortable and breathable" space.

Not much else is currently known about these two concepts, including the platform on which they'll be built. It's unclear if they'll use a new EV architecture separate from Hyundai's E-GMP framework, which underpins the bulk of its current electric lineup.

It's also unclear whether Hyundai plans to roll out its new China-focused range of EVs globally, but there are a couple of hints suggesting it could. One is its claimed "In China, For China, To Global" ambition, which may point at the global expansion of either these new models or at least its newest tech.

Hyundai's recently launched Elexio electric SUV is built in China through Hyundai's joint venture with BAIC Motor and is exported to global markets such as Australia.

The Beijing Hyundai joint venture has already been responsible for several Chinese-market models, and it's possible Hyundai could leverage it to expand the global presence of these future EVs.

Hyundai's launch of its Ioniq EV sub-brand in China will be its most prominent push yet to sell EVs there. Though it offers a wide range of EVs globally, it's so far been slow to make a dent in the Chinese market.

Besides the new Elexio, it has previously only built and sold a handful of EVs in China including the now-defunct Lafesta EV sedan. The Ioniq 5 N is imported and therefore attracts significant import duties there, while the regular Ioniq 5, Ioniq 6 and Ioniq 9 aren't available.

The Beijing Hyundai joint venture sold over a million vehicles in China each year between 2013 and 2016, before sales dropped to 755,659 units in 2017. While they rose slightly in 2018, they subsequently continued a downward slide, culminating in just 125,726 sales in 2025 – its worst number in around 20 years.

Not all of this decline in sales can be attributed to a lack of suitable models for the Chinese market, as the Chinese government also introduced retaliatory measures against brands from Korea after the country deployed a US-made missile defence system in 2017.

Hyundai's announcement is consistent with recent plans from other brands to make a concerted effort regarding Chinese EVs. The EV5 from sister brand Kia, for example, is a Chinese-built EV related to the Elexio, and it's also exported overseas.

Volkswagen is also involved in several partnerships with Chinese brands, through which it's developed several EV and internal combustion models for the Chinese market. It also preceded Hyundai in outlining its “In China, For China” strategy.

Fellow Volkswagen Group brand Audi has also launched a China-specific EV brand in collaboration with MG owner, SAIC Motor, confusingly named AUDI. Meanwhile, the Group is after a continued sales slide, with the Czech brand never launching any of its EVs there.

Japanese brands like Nissan and Toyota have also invested in developing China-specific EVs with their joint venture partners, with some like Mazda also exporting such vehicles widely to global markets like Europe and Australia.

MORE: Explore the Hyundai showroom

Dubbed 'Every little bit helps', the campaign will see ads appear on television, radio and on billboards and posters, reminding Australians that we’re currently at level two of the four-level National Fuel Security Plan.

Level two is referred to as “keeping Australia moving”, with level three requiring the government to “take targeted action” and level four – if we reach it – to see the government intervene to ensure critical fuel users are protected and to prevent major economic disruption.

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The federal government’s fuel conservation ad campaign is reported to cost $20 million, according to multiple media reports, and criticism from the opposition has seen ministers – including the Prime Minister – take to breakfast radio today to defend it.

The new campaign isn’t just to remind Australians that fuel is expensive and scarce, something you’d have to have been living under a rock to miss. The government has launched fuelplan.gov.au to provide drivers with fuel-saving tips, which include:

• Buying only the fuel you need
• Using air-conditioning and heating on low settings
• Driving with your windows closed
• Pumping up your tyres to the highest recommended pressure
• Removing unnecessary exterior parts like roof racks and spoilers to reduce drag
• Carrying less weight
• Minimising idling

The campaign has been attacked by the opposition, with shadow defence minister James Paterson telling Sky News Sunday Agenda: "Frankly, I don't think Australians want to be lectured by taxpayer-funded political propaganda about driving less."

"They want a government that does its job and makes sure that we are supplied with the refined fuel that we need … and an advertising campaign is not going to make that happen.”

As of Tuesday, April 7, 2026, the Australian Government had 38 days of petrol remaining based on the normal rate of consumption, as well as 31 days of diesel supply – up from 29 days and 26 days, respectively, in mid-March.

The Australian Government has already reduced the fuel excise for three months, starting from April 1, 2026, halving it from 52.6 cents per litre to 26.3cpl. This was quickly followed by state and territory governments across the country discounting fuel by 5.7cpl, funded by revenue raised from the goods and services tax.

These discounts will run until June 30, 2026.

The government has also temporarily amended Australia's fuel quality standards to return to higher sulfur levels from March until May, allowing for around 100 million litres a month of new petrol supply, and lowered the flashpoint for diesel fuel to allow for more supply options.

Other moves by the government include: a three-month removal of the heavy vehicle road user charge for vehicles with a gross vehicle mass (GVM) of over 4.5 tonnes; the underwriting of oil shipments; and the appointment of a Fuel Supply Taskforce Coordinator.

The government has ruled out fuel rationing for now, but provisions within the Liquid Fuel Emergency Act – updated in 2019 – outline a rationing mechanism that would limit motorists to a set dollar amount of fuel per transaction.

Prime Minister Anthony Albanese is flying to Brunei and Malaysia this week in a bid to shore up the supply of fuel and fertiliser into Australia.

MORE: Petrol prices fall as diesel rises despite excise cut

MORE: Fuel prices cut again in Australia after GST deal

MORE: The fuel excise has been cut, so why aren’t petrol and diesel prices cheaper?

MORE: Record fuel prices spark gouging probe as government threatens crackdown

MORE: Australia’s fuel rationing plan revealed: $40 fuel cap explained

Tata first launched here in 1996, lasting almost a decade before quietly shutting up shop in 2005 – before another attempt kicked off in 2013 by a different importer and distributor.

Now, around seven years after Tata closed its doors for a second time, evidence suggests the Indian automaker may be about to make a third attempt.

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CarExpert has unearthed trademark filings by Tata for the ‘Styzor’ and ‘Ladaq’ names with government agency IP Australia, suggesting the trademarks could be nameplates for potential future models to be launched here.

Following the success of Chinese car companies in Australia, along with an increasing presence from Indian rival Mahindra and other Indian-made vehicles from Suzuki, Fusion Automotive – the Australian importer and distributor, owned by Walkinshaw Group – may feel the stars are aligning to bring the Tata name back.

Not including several utes and trucks, Tata currently has around nine passenger vehicles on sale in India – ranging from small cars to family SUVs – with a selection of petrol, diesel, and electric powertrains.

While global trademark filings are not unusual – even if the company does not have a presence in a particular market – what makes this unusual is that the Styzor name was originally trademarked overseas in early 2022.

However, these latest trademark applications were submitted in Australia in March 2026 under Class 12, which is the designation for vehicle model names.

The last time Tata registered a model name in Australia was August 2013.

Like Japan, the UK, Thailand, and South Africa, India is one of the world's few right-hand drive markets with an automotive manufacturing base – making the importation of Tata vehicles here a more straightforward process, provided the company can meet strict Australian design rules.

Many here may know Tata for its entry-level Xenon utes that were sold here via Fusion Automotive between 2013 and 2019, but its parent company is a global powerhouse, with financial and commercial entities already operating in Australia – and the Indian powerhouse is also the owner of Jaguar Land Rover.

MORE: 25 years of failures – The car brands that didn’t succeed in Australia, Part II

Little is known about Hyundai's first global pickup, but in recent days the Korean automaker unveiled the Boulder – an off-road SUV ‘design study’ which shares its ladder-frame platform with the company's future “mid-size pickup”.

But the ute could end up sharing more than just its underpinnings with the concept.

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“The production version of the Boulder concept will no doubt be subject to many design clinics and market studies as it progresses toward final sign-off,” revealed Hyundai Australia’s General Manager of Public Relations, Sponsorship and Events, Bill Thomas.

“But there always needs to be a balance between giving buyers what they know they like, and giving them something they've never imagined. Feedback has been extremely positive for Boulder – you can expect the production vehicle to be highly appealing as well.”

While the model name has yet to be locked in, these illustrations (above and top) by digital artist Theottle provide an idea of what a Hyundai Boulder dual-cab 4x4 ute could look like when it arrives, based on the concept’s styling cues.

However, with the Kia Tasman’s looks receiving widespread criticism following its unveiling in late 2024, Hyundai’s approach to designing a ute may take a more cautious approach.

“There are lessons to be learned across the market, from all rival brands and in every segment,” Mr Thomas told CarExpert.

“Australia is one of the most competitive car markets on earth, and we have a great deal of respect for our competition. If we weren't constantly learning – not only here but globally – we would be doing ourselves a great disservice.”

But despite increasing competition within the Australian ute segment, Hyundai’s local PR boss says the popularity of utes here “shows how strong the segment is and highlights the need for Hyundai to have a player there”.

“We see a long future for utes in the Australian market, and it is our aim to be highly competitive when we launch,” he explained.

“No doubt we are late to the party, but when we arrive we will give it everything we've got. Judging by the reaction to the Boulder concept, we're confident we're on the right track.”

Exactly what Australia’s involvement will be in the final production version of the ute isn’t yet known, but Mr Thomas says the company’s local arm will play its part.

“The production version of Boulder will be tested in Australia, most certainly,” he told CarExpert.

“It's too early to say what kind of involvement local teams will have, but we will be keen to assist and input however and whenever possible.”

MORE: Explore the Hyundai showroom

We bought 53,484 PHEVs last year alone, up 131 per cent on 2024, and that’s despite the Fringe Benefits Tax (FBT) exemption ending on April 1.

The technology is clearly seen as a palatable bridge between traditional combustion motoring and full electrification, with Aussies taking comfort from the fact they can run errands on electric power but not worry about running out of charge on a long road trip.

This mindset is especially prevalent among Mazda CX-80 shoppers. While plug-in hybrids still only accounted for 4.3 per cent of total new-vehicle sales last year, more than a quarter of CX-80 buyers chose a PHEV.

That’s no majority, but it’s somewhat surprising considering PHEV versions of the CX-80 cost up to $13,050 more than the equivalent turbo-petrol or turbo-diesel variants.

It does, however, make more sense when you take into account the fact that families wanting a large, seven-seat SUV with dual-fuel flexibility haven’t had many options to choose from… until now.

Over a period of just a few months, the Chery Tiggo 9, BYD Sealion 8, plug-in Skoda Kodiaq, and cheaper versions of the Kia Sorento PHEV have all arrived to steal Mazda’s thunder.

So the question becomes: is the CX-80 P50e the pick of the bunch? And is the PHEV even worth it anyway?

How much does the Mazda CX-80 cost?

The P50e Touring may be the most affordable CX-80 PHEV, but it’s by no means cheap at $75,250 before on-road costs.

For context, the Chery Tiggo 9 asks $59,990 before on-roads, while the BYD Sealion 8 is priced from just $56,990 plus on-roads.

With that said, the CX-80 compares more favourably with the Kia Sorento, which is arguably the Mazda’s main rival. The Sorento PHEV range opens at $70,880 plus ORCs and tops out at nearly $90k – similar to what you’ll pay for the equivalent CX-80.

To see how the Mazda CX-80 lines up against the competition, check out our comparison tool

What is the Mazda CX-80 like on the inside?

A little nicer than your average family hauler, and the price tag reflects that.

All the fundamentals you'd hope for are here – enough space for seven people, plentiful cabin storage and basic amenities from front to back. However, Mazda adds elegant design and premium materials to the mix, elevating the CX-80 Touring above cheaper offerings.

The lines of the dash are flowing and natural, while occupants benefit greatly from armrests that are generously padded, rather than simply topped with thin decorative trimmings.

Likewise, the black leather-trimmed seats are hugely inviting, with a thick base cushion, perforated centre panels and a soft head restraint. There's also something to be said for the use of 'real' leather, which feels more premium than artificial alternatives. Power adjustment and lumbar support are standard for the Touring, along with three-stage heating.

All CX-80s come with a leather-trimmed steering wheel, although it's entirely smooth and too slippery for my liking. But in terms of cabin touch points, that's where the negatives end – all the physical controls have a satisfying click, toggle or spin to them, and our test vehicle was completely free of rattles.

An abundance of buttons and switches is a positive for usability too, allowing the driver to adjust the cabin temperature, fan speed, air direction and seat heating without averting their eyes to navigate the central touchscreen.

In fact, Mazda seems intent on discouraging drivers from using the infotainment system altogether – the display is positioned too far from the driver to be used comfortably as a touchscreen, and even if that wasn't the case, touch inputs only register when smartphone mirroring is active or the car is stationary.

Otherwise, operation of the infotainment system is reliant on the use of a rotary controller – very 2015. This dial comes with a learning curve, especially for those who haven't used the likes of it before, and the whole system can become slow and laggy when overloaded with rapid inputs or fast scrolling through menus. It's hard to know whether full touch capability would remedy this issue, but I'd rather have the option regardless.

It'd also be nice to see Mazda update its native satellite navigation offering, given the current system is visually average and time consuming to operate.

There's not much to get excited about with other screen functions, either. You won't find an integrated app store, nor any unique extras – a win for traditionalists, but not for tech-heads.

Connected services are, however, standard across the CX-80 range. Remote features accessible via the MyMazda smartphone app include vehicle status and health, stolen vehicle assistance, remote locking, vehicle location services, geofencing, SOS emergency calling, and Mazda eCare.

And the P50e Touring is treated to an expansive digital instrument cluster that looks the business. It won't display navigation data, though.

Complementing this second screen is a large head-up display which helps to keep your focus on the road ahead.

Storage up front is adequate rather than outstanding – the door bins can only just swallow a large drink bottle, while the centre console compartment is shallower than it should be. A deep glovebox, overhead sunglasses holder, and lidded coin tray help to offset this somewhat.

As does the inclusion of a wireless phone charging pad at the base of the centre stack, with USB-C and 12V charging options also available. A wired connection is almost certainly necessary for those with thick phone cases, as the wireless charger couldn't penetrate my Quadlock cover.

Mazda may have missed a few tricks up front from a practicality standpoint, but it's a different story in the second row.

To begin with, getting in and out is made easy by rear doors that open to near enough 90 degrees.

The seating situation is likewise inclusive, courtesy of a sliding bench and a tall roofline that maximises headroom. It's possible to create even more space overhead by reclining back, not that most people will need it.

Both outboard pews offer plenty of cushioning and support, with the GT adding seat heating. The middle seat, on the other hand, is firmer and less sculpted, although legroom is still in strong supply.

When not in use, the centre backrest doubles as a fold-down armrest with integrated cupholders. Larger drink bottles fit snugly in the door bins. Got snacks too? Plenty of room for sweet and savoury goodies in the map pockets.

Two USB-C outlets can be found on the back of the centre console, as can twin air vents and a climate control panel.

The third row is accessed by using shoulder-mounted handles to fold and slide the second row forward – a fairly straightforward process. Squeezing through the gap and into the 'back-back' isn't too difficult either, even for a six-one adult like myself.

But would I recommend sitting back there as an adult? Probably not. Headroom isn't an issue, nor the supply of natural light, but legroom is limited. As such, the third row is best suited to children. Mind you, that's also the case with the larger CX-90 seven-seater, even if its wider body liberates more shoulder and elbow room across all three rows than the CX-80, which is based on the narrower CX-60.

Space aside, there's nothing to complain about, as third row passengers are treated to USB-C outlets, cupholders, and air vents.

In this sense, the CX-80 is quite generous, and no less accommodating than the Chery Tiggo 9 and Kia Sorento. It's also worth remembering the Skoda Kodiaq PHEV misses out on a third row altogether.

With all seven seats in place, boot space is capped at 258 litres (including under-floor storage) – enough for the grocery run, but probably not a family weekend away. The rear seats are easily stowed using pull tabs, which lifts capacity to 566L.

Aside from a configurable layout, the boot also boasts 12V and 220V/150W power outlets, plus a removable cargo cover. No spare wheel though, just a tyre repair kit.

To see how the Mazda CX-80 lines up against the competition, check out our comparison tool

What’s under the bonnet?

Plug-in hybrid versions of the CX-80 are powered by the combination of an atmo 2.5-litre four-cylinder petrol engine and a 129kW electric motor situated between the engine and gearbox. Mazda quotes hybrid system outputs of 241kW and 500Nm, while the P50e can also travel up to 65km on electric power alone courtesy of a 17.8kWh lithium-ion battery pack.

To see how the Mazda CX-80 lines up against the competition, check out our comparison tool

How does the Mazda CX-80 drive?

Mazda’s driving DNA is alive and well in the CX-80, even if I’m not convinced it works best as a plug-in hybrid.

We’ve come to expect sharp handling and communicative controls from the Japanese automaker and the CX-80 delivers on that promise, displaying car-like dynamics despite its hulking size and hefty kerb weight.

The CX-80 is as capable on a winding back road as it is weaving in and out of city traffic, thanks to well-weighted steering and a taut chassis which contribute to its impressive manoeuvrability and stability.

Tighter confines don’t faze it, either – an 11.6-metre turning circle is on par with other large SUVs, and the CX-80 offers excellent outward visibility courtesy of a large glasshouse and chunky side mirrors. You can lean on the standard surround-view camera plus front and rear parking sensors, and upgrading to the Azami brings an additional transparent chassis camera view.

Another advantage of the P50e in particular is that you can drive it to and from work on electric power alone – a PHEV party piece.

In EV mode, the CX-80 is impressively silent and smooth, but performance is noticeably limited. It takes some grunt to move a 2.2-tonne family SUV, and 129kW just doesn’t cut it, especially when you venture out of the suburbs and onto the highway.

But in fairness, you shouldn’t buy a PHEV expecting it to complete long road trips on electric power alone.

With that said, 65km of claimed EV range won’t even cover the daily commute for some, and that quoted figure is based on the more lenient NEDC testing cycle. By comparison, the Chery Tiggo 9 offers up to 170km of fuel-free travel, while the Sealion 8, Kodiaq and Sorento PHEVs also boast better EV ranges.

As such, you’ll need to stay on top of charging if you want to make the most of the P50e’s dual power sources, otherwise you may as well just save some coin and buy a petrol or diesel version.

Our consumption data supports that conclusion. We saw averages of 4.8L/100km for fuel use and 26.3kWh/100km for electric energy consumption over a week of mixed driving – neither of which disappoint in isolation. But it doesn’t make sense to be paying for both when the diesel sips 5.2L/100km and doesn’t require charging.

Treating the P50e as an extra-punchy hybrid doesn’t save its case, either. While the powertrain offers plenty of combined power and torque on paper, the numbers don’t quite translate to real-world performance.

There’s significant throttle lag in hybrid mode – I’m talking a solid two-second delay before meaningful acceleration occurs. In fact, it’s all a bit theatrical – a firm press of the right pedal prompts the power system to build thrust like a Star Wars spacecraft before launching the car forward. All the while, a chorus of electrical whirring and artificial engine noise plays through the cabin.

I may have painted an entertaining picture, but the CX-80’s all-or-nothing power delivery makes it difficult to trust, so you’re forced to plan overtaking and on-ramp manoeuvres in advance. It also detracts from the responsiveness of the steering and other inputs.

Driven gently, the powertrain is far more cohesive. It’s easy to pootle around smoothly, and the transmission treats efficiency as its guiding principle without drawing attention to shifts.

Having said that, I found it slightly annoying that the auto-hold feature switches itself off between drives, requiring reactivation if you want to take your foot off the brake at a red light.

Ride quality around town is generally acceptable, if not standout. The body structure can shudder over potholes and nastier imperfections, although I wouldn’t say the Sorento or Kodiaq are much better in this regard. All are on the firmer end of the spectrum, and the Hyundai Palisade is a better (and more expensive) bet if comfort is a top priority.

Still, the CX-80 does a decent job and this Touring benefits from the fitment of conservative 18-inch wheels. And I certainly don’t envy modern chassis engineers, as it must be difficult developing a suspension system to support an SUV that’s expected to carry seven people and a heavy battery onboard without riding like a cart.

Credit also needs to go to Mazda's advanced driver assist systems (ADAS) department, as none of the safety systems are overly intrusive. Driver monitoring and collision avoidance systems only intervene when strictly necessary, while any alerts and chimes that do sound are soft in nature.

With that said, the CX-80's adaptive cruise control is less convincing. It’s slow to react to changes in traffic ahead, and occasionally detects a leading vehicle that isn’t actually there, which results in unnecessary braking or hesitation.

To see how the Mazda CX-80 lines up against the competition, check out our comparison tool

What do you get?

There are four trim levels in the CX-80 range, with the range-topping Azami also available with an optional SP package.

Mazda CX-80 Pure equipment highlights:

• 18-inch grey metallic alloy wheels
• Tyre repair kit
• Automatic LED headlights with LED daytime running lights
• Automatic high-beam
• Rain-sensing wipers
• Rear intermittent wiper
• Power-folding, heated exterior mirrors
• 10.25-inch infotainment screen
• Apple CarPlay and Android Auto (wireless and wired)
• DAB+ digital radio
• Satellite navigation
• 8-speaker sound system
• Head-up display
• 7.0-inch instrument cluster screen
• Dual-zone climate control with rear vents
• Black cloth upholstery
• Paddle shifters
• Tilt and telescopic steering wheel adjustment
• Leather-wrapped steering wheel and shifter
• USB outlets for all three rows
• Electric parking brake with auto hold
• Engine idle stop/start
• Hill descent control

Touring adds:

• Power tailgate
• 12.3-inch digital instrument cluster (P50e only)
• Leather upholstery
• 10-way power driver’s seat with two-position memory
• 8-way power passenger seat
• Heated front seats
• Wireless phone charger

GT adds:

• 20-inch black metallic alloy wheels
• Adaptive LED headlights
• Body-coloured wheel arches and lower cladding
• Hands-free power tailgate
• Panoramic sunroof
• 12.3-inch infotainment screen
• 12.3-inch digital instrument cluster
• Heated second-row seats
• Heated steering wheel
• 12-speaker Bose sound system
• Personalise system (auto restoration of settings)

Azami adds:

• 20-inch grey metallic, machined alloy wheels
• LED headlights with ‘bright signature’
• Black Nappa leather upholstery
• Ventilated front seats
• Ambient lighting
• Personalise system with Easy Entry & Driving position guide

The Azami’s optional SP Package, priced at $5000, adds:

• 20-inch black metallic alloy wheels
• ‘Dark-coloured side signature’
• Gloss black honeycomb grille, exterior mirrors
• LED headlights with dark signature
• Tan Nappa quilted leather upholstery
• Suede dashboard panel
• Two-tone steering wheel
• Second-row captain’s seats with ventilation
• Second-row centre console with storage

All CX-80 vehicles come with Mazda Connected Services, which allows you to use the MyMazda app to remotely control the locks and lights. Other features in this suite include:

• Emergency SOS call
• Geofencing capability
• Curfew notification
• Vehicle locator services
• Stolen vehicle assistance
• Vehicle status and health

To see how the Mazda CX-80 lines up against the competition, check out our comparison tool

Is the Mazda CX-80 safe?

The Mazda CX-80 has a five-star safety rating from ANCAP, based on testing conducted in 2024.

Standard safety equipment on the CX-80 includes:

• Adaptive cruise control
• Autonomous emergency braking (AEB)
  • Junction assist
  • Pedestrian and cyclist detection
  • Reverse AEB
• Blind-spot monitoring
• Driver attention monitoring
• Emergency lane-keep assist
• Lane-keep assist
• Front cross-traffic alert
• Rear cross-traffic assist
• Safe exit warning
• Surround-view camera
• Front and rear parking sensors
• Front and front-side airbags
• Front far-side and knee airbags
• Curtain airbags (front and rear)
• Tyre pressure monitoring
• Traffic sign recognition

The Azami adds:

• Surround-view camera with see-through view
• Cruising & Traffic Support

To see how the Mazda CX-80 lines up against the competition, check out our comparison tool

How much does the Mazda CX-80 cost to run?

The CX-80 is backed by a five-year, unlimited-kilometre warranty like the rest of the Mazda Australia lineup.

Beyond that, Mazda Australia offers seven years of capped-price servicing at an average of $559 per year. That’s less than you’ll pay to service a Sorento PHEV over the same period, but more than what Chery charges for Tiggo 9 maintenance.

Comparable conventional hybrid SUVs including the Hyundai Santa Fe and Toyota Kluger are also cheaper to service, but don’t offer the potential fuel savings possible with a PHEV.

To see how the Mazda CX-80 lines up against the competition, check out our comparison tool

CarExpert’s Take on the Mazda CX-80 P50e Touring

The CX-80 is a solid seven-seater – functional and familiar, with no glaring red flags. However, plug-in hybrid variants make the least sense.

Even this 'base' Touring is too expensive compared to increasingly impressive Chinese challengers such as the Sealion 8 and Tiggo 9, both of which can be had for less than $60k despite boasting significantly longer equipment lists and bigger batteries.

Prefer to place your stock in a long-established brand? The Sorento, Kodiaq and Outlander PHEVs all undercut the CX-80 on price, despite offering comparable levels of standard equipment and superior EV range.

And sure, the CX-80 handles better than any of the cars listed above, but it also suffers from throttle lag that diminishes its driver appeal.

As such, we'd either look elsewhere or pivot to the turbo-petrol G40e Touring, which is both $13,050 cheaper and sweeter to drive.

CarExpert can save you thousands on a new Mazda CX-80. Click here to get a great deal.

Click the images for the full gallery

MORE: Explore the Mazda CX-80 showroom

The 2026 Mazda CX-6e lineup will open at $53,990 before on-road costs, undercutting the base Model Y by $4910, the base BYD Sealion 7 by $1000, and the base Zeekr 7X by $3910.

Mazda is also giving the first 1000 customers who pre-order an entry-level CX-6e GT a free upgrade to the flagship Azami, worth $3000.

CarExpert can save you thousands on a new car. Click here to get a great deal.

Like the related Mazda 6e liftback, the mid-size electric SUV was developed and built by the Changan Mazda joint venture in China.

The two Mazdas are related to the S07 sold here under Changan’s Deepal brand, but benefit from being available through Mazda’s much wider dealership network.

While an extended-range electric vehicle (EREV) version of the CX-6e is available in China, Mazda has ruled out offering this here.

Pricing

Drivetrains and Efficiency

The Mazda CX-6e is available only with a single-motor rear-wheel drive electric powertrain.

Dimensions

The Mazda CX-6e is 58mm longer, 41mm narrower and 4mm lower than the Tesla Model Y.

Servicing and Warranty

Mazda backs its vehicles with a five-year, unlimited-kilometre vehicle warranty.

Service pricing and battery warranty coverage have yet to be announced.

Safety

The Mazda CX-6e has yet to be assessed by safety authorities Euro NCAP and ANCAP.

Standard safety equipment includes:

• Adaptive cruise control
• Blind-spot monitoring
• Cruising & Traffic Support
• Driver attention monitoring
• Lane-keep assist
• Rear cross-traffic assist
• Safe exit warning
• Surround-view camera with see-through view
• Traffic sign recognition
• Front and rear parking sensors
• 9 airbags

Standard Equipment

The CX-6e is available in two variants.

The GT comes standard with the following equipment:

• 19-inch alloy wheels in 235/55 R19 tyres
• Tyre repair kit
• Automatic LED headlights
• Automatic high-beam
• Heated, power-folding exterior mirrors with memory
• Hands-free power tailgate
• Rain-sensing wipers
• Proximity entry and start
• Panoramic glass roof with electric sunshade
• Advanced keyless entry
• 50-inch head-up display
• 26.45-inch central touchscreen display
• Wireless Apple CarPlay and Android Auto
• Satellite navigation
• DAB+ digital radio
• 23-speaker sound system
• Wireless phone charger
• Heated and ventilated front seats
• Leatherette upholstery
• 8-way power driver’s seat
• 4-way power passenger seat
• Leatherette-wrapped steering wheel
• Heated steering wheel
• 3-zone climate control with rear controls
• Auto-dimming rear-view mirror
• 256-colour ambient lighting
• 1 x front USB-A outlet
• 1 x front USB-C outlet
• 1 x rear USB-C outlet

The Azami adds:

• 21-inch alloy wheels in 255/40 R21 tyres
• Digital rear-view mirror
• Digital exterior mirrors

Both variants will also support Mazda EV Bluetooth key and smartphone app functionality, which allows remote operation of the vehicle’s climate control, locks and windows, while also offering remote vehicle tracking.

Colours

A black interior is standard on the GT and Azami, with a Warm Beige interior a $1000 option on both.

The following exterior paint finishes are no-cost options:

• Jet Black Mica
• Aero Grey Metallic
• Crystal White Pearl Mica
• Air Stream Blue Metallic

The following finishes cost an additional $995:

• Machine Grey Metallic
• Nightfall Violet Mica
• Soul Red Crystal Metallic

All exterior paint colours come with a Jet Black Mica roof.

MORE: Explore the Mazda CX-6e showroom

Former Mitsubishi Australia CEO Shaun Westcott was among several industry figures critical of the federal government's New Vehicle Efficiency Standard (NVES), which was introduced in 2025.

Effectively a carbon trading scheme for the auto industry, the NVES applies penalties to brands that sell cars and light commercial vehicles which exceed certain tailpipe CO2 emissions figures – and credits to brands that sell vehicles which undercut them – with targets reducing annually through to 2029.

Mr Westcott (pictured below) stepped down after five years in the top role in September 2025, with Shunichi Kihara taking over as CEO from January 5, 2026.

CarExpert can save you thousands on a new car. Click here to get a great deal.

Speaking at the reveal of the Mitsubishi Triton Raider – a rival for the Ford Ranger Tremor and Nissan Navara PRO-4X Warrior – Mitsubishi Australia's general manager of product strategy Bruce Hampel said the company’s position has not shifted under its new leadership.

“No, it hasn’t changed at this stage,” Mr Hampel said. “We’re trying to satisfy the Australian customer while also appeasing the government’s mandates.

“We strongly believe that we’ll need to support with a wide variety of powertrains from ICE [internal combustion engine], HEV [hybrid], PHEV [plug-in hybrid] and BEVs [battery-electric vehicles], so you’ll see more of us as we expand into EVs – we’ll have our first EV at the end of the year.”

While Mitsubishi has confirmed it will launch a fully electric SUV in Australia, further details remain under wraps.

It’s expected to be based on the Foxtron Model B (Bria), which went on sale in Taiwan last December, after Foxtron parent company Foxconn signed a memorandum of understanding with Mitsubishi in early 2025.

The Japanese brand has also confirmed the Nissan Leaf electric hatch will be rebadged as a Mitsubishi for sale in North America in 2026, though this has not been confirmed for Australia.

Mitsubishi's best-seller locally is the Outlander mid-size SUV, which was the third most popular PHEV in 2025 behind the BYD Shark 6 ute and BYD Sealion 6 medium SUV.

An updated Outlander arrived in March 2026 with a larger battery, more power, improved fuel efficiency and an extended electric driving range of up to 84km (WLTP).

Mitsubishi is also working on a hybrid version of its second-best seller, the Triton ute, which is scheduled for global showrooms in 2028.

While Mitsubishi Australia has said it supports a reduction in CO2 emissions, Mr Westcott previously proposed a longer 24-month grace period for penalties to be enforced, instead of the six-month period implemented in January 2025.

The former Mitsubishi boss also said the federal government had been unrealistic in suggesting the NVES would boost EV sales in Australia.

“I think there’s a degree of naivety that thinks that if you just penalise us as [manufacturers], all of us, that somehow that’s miraculously going to change the market,” Mr Westcott told media at the Mitsubishi Outlander launch in mid-2025.

“We need to understand the reasons that people aren’t buying EVs, and that includes, among other things – there’s a few things – but one of them is primarily infrastructure. Where do I charge this car?,” Mr Westcott said.

Mitsubishi Australia's former CEO also pointed to the relatively slow uptake of EVs a result of the lack of investment in public charging infrastructure.

“There’s a practicality, there’s common sense, maybe, but just some practicality that’s missing in what’s happened with NVES. The ambition is right, but there’s a gap between ambition and reality.

“And I don’t see anybody that’s talking about how we’re going to fix those gaps that exist between ambition and reality. Just penalising us is not going to force people to buy cars.”MORE: Explore the Mitsubishi showroom

If you’re looking for inspiration for a long-weekend getaway with the family, then we’ve got you covered with our series of drives presented by Mahindra.

We’re exploring a range of destinations that are perfectly suited for growing families, and offer as many surprise-and-delight features as the XUV700 we’re driving.

The XUV700 has space for seven with three rows of seating, an efficient 2.0-litre turbocharged four-cylinder petrol engine, loads of conveniences and the latest digital technologies to make a long weekend road trip both enjoyable and safe.

Our next instalment takes us from Melbourne into the Victorian High Country, which can be either an adventure playground or a laid-back return to nature.

How to get there

Bright is 322km – or a 3.5-hour drive – northeast of Melbourne in the heart of the Victorian High Country.

It’s an easy trip up the Hume Highway before turning off just past Glenrowan to head through the Milawa wine district and then join the Great Alpine Road before Myrtleford.

There are plenty of interesting places to take a break and stretch along the way, with numerous major fuel stations on the highway and countless rest stops that are well serviced with public amenities.

Glenrowan is a great mid-way point with quaint eateries and country shops under the shadow of a statue of infamous bushranger Ned Kelly, who was captured here in 1880.

And so is Milawa, just a little further on down the road. Renowned as one of Victoria’s finest wine districts, the area has plenty of vineyards with cellar doors, cafes and restaurants.

Where to stay

Bright is the bustling epicentre of the Ovens Valley and offers plenty of options for accommodation, from family-friendly caravan parks, budget motels, classic pubs and boutique bed and breakfasts.

There are also plenty of campgrounds in the area.

Where to eat

Bright is quickly gaining a reputation for its culinary diversity.

Naturally, there’s great quality – and convenient – Aussie options from the likes of the Beechworth Bakery in the main shopping strip on Ireland Street, and also authentic Thai, Indian and Chinese restaurants too.

Plus, there’s numerous top-quality cafes, including the gorgeous Riff Raff on the Great Alpine Road just before the bridge that crosses over Morses Creek, which has a beautiful garden section out the back overlooking the park and river.

And don’t miss out on one of the best hidden gems in the area, Tomahawks, for a truly special share plate dining experience.

Or you can grab an awesome burger – and some true American diner ambience – from the Pit Stop Cafe on the corner of the Great Alpine Road and Gavan Street in the middle of town, or chill out under the trees and explore the array of craft beers and delicious pub grub at the Bright Brewery.

What to do

A long weekend in the High Country can be anything you like – a laid-back, lazy run away from the hustle and bustle of city life, or an adrenaline-fuelled adventure.

Explore the High Country

The Victorian High Country is full of surprises and spectacular scenery.

So, why not just waste a day and cruise up to the ski resorts of either Mount Hotham or Falls Creek, which are both around a one-hour drive from Bright?

At this time of year, there’s no need for snow chains or winter clothing and the road ahead is just as thrilling as the vistas on either side, with plenty of safe places to stop and admire the view.

And, while not all the amenities are operating yet, there’s still a handful of cafes open to enjoy a hot chocolate while having a bite to eat for lunch.

Hiking

Whether you’re at the top of the mountains or down in the valleys, the High Country has some of the most breathtaking walking trails in Australia.

And you don’t need to travel very far to find the start for one of them. The Bright Canyon Walk, a 3km trek along the banks of the Ovens River that showcases the natural beauty of the area, as well as its gold mining history, has numerous information boards along the route.

Other short walk options in the region include the 2.8km Gorge Walk in Mount Beauty, the 4km Tronah Dredge walk in Harrietville and the 5km Mosaic Trail in Myrtleford, which is littered with mosaic artworks on the route, creating a little treasure hunt along the way.

Mountain biking

The Victorian High Country is renowned as one of Australia’s premier destinations for mountain biking.

While there is an endless array of cycling tracks and trails in the area, there are also four dedicated mountain bike parks close-by in Mount Beauty, Falls Creek, Dinner Plains and the Mystic Park near Bright.

Mystic Park is located in a working pine forest plantation and has more than 45km of trails that cater to all levels of riding skills, from beginners to pros, and offers expert tuition and bike hire.

Splash Park

If the kids need to cool off – or waste some energy – head down to Centenary Park on the banks of the Morses Creek and let them get soaked with smiles in the Splash Park.

There you’ll find water cannons, fountains, an old gold dredge bucket and more. Or enjoy the water slide into the River Pool.

Farmer’s markets

Everybody loves a good country market, and Bright holds a regular farmer’s market once a month that is filled with delightful stalls from across the region.

From arts and crafts to fresh food and produce, and from wellness products to local wines and loads more, the Bright Markets showcase the unique flavours and artisans from the Alpine region.

The markets are held on the banks of the Ovens River in Howitt Park on the third Saturday of every month from 8:30am-12:30pm.

Feed a deer

For something completely different, head to the Red Stag Deer and Emu Farm in Eurobin, a 20-minute drive from Bright.

Here, the kids can feed deer, emus and ostriches at the petting zoo, then play a round of mini golf and enjoy soft scones with local jam and cream with a Devonshire tea at the restaurant.

MORE: Long weekend family road trips presented by Mahindra: Canberra

MORE: Long weekend family road trips presented by Mahindra: Port Stephens

MORE: Explore Mahindra XUV700 showroom

Despite its name, the Audi A5 Sedan – which replaced the A4 Sedan and A5 Sportback last year – is technically a Sportback and not a Sedan. That’s because this BMW 3 Series and Mercedes-Benz C-Class rival is a five-door liftback, not a four-door sedan.

Audi has called it a sedan anyway, perhaps because it looks like a sedan… oh wait, it really doesn’t. It looks like a liftback. A fairly handsome one too, despite its somewhat overwrought front-end styling and a move away from the crisply tailored lines of the old A4 Sedan.

It’s rounder, with a hint of A7 at the rear – that chunky full-width light bar is distinctive, and we love the lighting animations it plays when you lock and unlock the vehicle. The daytime running lights also have multiple selectable signatures, a pointless gimmick that may entertain a handful of people.

Our tester was finished in Firmament Blue, a dull, inky shade that makes us realise why so many people buy grey cars…

Like its predecessors, this rides on a front-wheel drive platform, something hinted at by the long front overhang. The A5 sits on the new Premium Platform Combustion (PPC), for now exclusive to Audi models.

That’s in contrast with the 3 Series, C-Class, and almost everything else in this segment, which are rear-wheel drive by default.

Naturally, being an Audi you can get quattro all-wheel drive, but our tester was the base TFSI with front-wheel drive.

How much does the Audi A5 cost?

The TFSI 150kW sits at the bottom of the A5 lineup, which now consists solely of this 'Sedan' and the Avant wagon. Gone are the coupe and convertible, leaving Audi's lineup without any two-door models for now.

Also gone is Audi’s trim level naming structure that saw vehicles receive a two-digit number corresponding to power output. Evidently variant names like ’45 TDI’ and ’35 TFSI’ confused people, so Audi’s base A5 is now called the TFSI 150kW because, well, it produces 150kW.

Above the A5 lineup sits the sportier S5, priced at $114,900 before on-road costs in Sedan guise, and $117,900 before on-roads as an Avant.

To see how the Audi A5 lines up against the competition, check out our comparison tool

What is the Audi A5 like on the inside?

Audi used to be held up as the standard for interior presentation and quality in the luxury car market. What happened?

The A5’s cabin does look more modern than that of the car it replaces, but that doesn’t mean it’s better. Overall, it has an arguably less attractive design than its predecessor, plus inferior materials and reduced functionality.

There are still some nice materials here, including soft-touch trim across the top of the dash and doors, complete with stitching details. The brushed metallic trim on the sides of the centre console also looks convincing.

The “leather-appointed” upholstery doesn’t seem to have much leather in it, while the textured plastic trim on the doors reminds us of the same stuff in the MG QS.

Then there’s the centre console, which is absolutely slathered with gloss black trim that attracts dust and fingerprint smudges immediately. The sheer volume of this trim has reached heretofore unseen levels in the A5.

Then we get to the hard plastic that runs across the front of the dash, a wide piece of trim that creaks loudly when you touch it. The pointless 10.9-inch passenger touchscreen also creaks when pressed, while driving along coarse-chip surfaces revealed a rattle emanating from somewhere around the dash.

About that passenger display: it really only came of use once, when I needed to look up something in the owner’s manual but the car locked my passenger out of it because I was driving. Enter the passenger display, where my passenger could access the owner’s manual.

Otherwise, everything it does can be done on the centre touchscreen, which is only slightly angled away from the passenger anyway.

We get it: Audi was probably thinking of the Chinese market, where premium vehicles are now expected to have wall-to-wall screens. So, in addition to the digital instrument cluster and touchscreen, it added this passenger display. But the result is a lumpy, disjointed-looking dashboard.

The 14.5-inch touchscreen has neat graphics and handy anchored shortcuts to the right, though the menu structure takes a little while to get used to.

It was annoying being asked to login as a user or guest each time we started the car, then confirm whether we wanted to use mobile data. Given we were just logging in as a guest, this meant the vehicle would never remember our answer to the mobile data question and instead would ask us each time. If you create an Audi account, however, you won’t have to bother with this.

For some reason, though, the car would also always default to a particular FM radio frequency even if it wasn’t the last one selected in the car. In our case, it was static.

The 11.9-inch digital instrument cluster has the same thing you’ll see in myriad Chinese cars and an increasing number of vehicles from non-Chinese brands: a graphical display of the vehicle and the vehicles around it. Audi clearly figured it needed this feature, not realising it’s a completely pointless one.

I spent far too long trying to find a full-screen map view in the digital instrument cluster, long a common Audi feature. There isn’t one, though in terms of navigation you can see your turn-by-turn instructions here and in the head-up display. If you use Apple CarPlay, a map view will appear within the cluster, but no such luck for those of us who use Android Auto.

The head-up display is excellent, and can even display how much more of your song there is to go.

Traditional buttons have been almost entirely eliminated in the A5’s interior, though there’s still a traditional volume knob on the centre console.

The climate controls are now on the touchscreen, although at least they’re anchored to the bottom of it.

The steering wheel controls are touch-capacitive, so you can awkwardly slide your thumb across, for example, the volume controls, or press the buttons and hear their unsatisfying plasticky click. Thankfully, Audi has confirmed it’ll return slide wheels to the A5’s tiller.

The mirror and light controls have moved to the driver’s door and they’re also finished in, you guessed it, gloss black. If you’re not careful, they’ll look nasty in no time, and they also have that disappointing plasticky click.

Overall, the A5’s interior looks more modern than its predecessor’s, but it’s a step back in usability, material quality and, frankly, elegance.

There are still some thoughtful touches in the interior, however, including an easily height-adjustable and solid-feeling centre armrest up front and an Auto Gentle mode for the climate control. There’s also a felt-lined cubby to the right-hand side of the steering wheel.

You can also option Pearl Beige or Nutmeg Brown upholstery, which makes the A5 feel a little more special.

The front seats proved comfortable and supportive, even if this isn’t the most supple leather around. The seats have heating, power adjustment and extendable thigh support, plus memory for the driver.

You have to pay extra for seat ventilation, however, though at least Audi offers it – that’s more than can be said for rivals from BMW and Mercedes-Benz.

Bang & Olufsen sound systems are among the best in the business, up there with the likes of Bowers & Wilkins. I’ve been in Audis before with B&O sound systems that have been sublime.

I was baffled, then, to find the Bang & Olufsen system in this A5 was underwhelming. Usually, these systems are good straight out of the box, and you don’t need to fiddle around with any of the settings. With this one, it’s decidedly average, and we tried to fiddle around with the settings but couldn’t make it any better. It was a real letdown for what’s usually a top-tier audio brand.

Step into the back and there’s plenty of headroom for someone 180cm tall, and comfortable head restraints.

There’s decent legroom thanks to the scooped-out front seatbacks, but like in its predecessor, there’s a huge driveline tunnel that makes the centre seat a no-go zone except for children; the centre console also juts into the middle passenger’s space.

Audi cleverly made this a liftback rather than a sedan. There’s a hands-free power tailgate and the boot space is easily accessible. We were able to fit two large suitcases with no problem.

To see how the Audi A5 lines up against the competition, check out our comparison tool

What’s under the bonnet?

All Audi A5s come with four-cylinder engines, though the hotter S5 scores a six.

The e-hybrid plug-in hybrid arrived after the petrol-powered range, but only the S5 in Australia comes with Audi’s new ‘MHEV plus’ 48V mild-hybrid technology despite this being available with four-cylinder power in Europe.

There are also no turbo-diesel options in Australia, though Audi will happily sell you a diesel-powered Q5.

Over a loop comprising a mix of inner-city, suburban and highway driving, we recorded fuel consumption of 8.1L/100km. That increased to 10.8L/100km over the course of a week, though this was with a heavy urban skew.

To see how the Audi A5 lines up against the competition, check out our comparison tool

How does the Audi A5 drive?

Forgive us if we’re not blown away by a 150kW front-wheel drive mid-sizer costing more than $80k.

For context, a Toyota Camry Hybrid has more power, and there’s not as much of a gap in dynamics as you might think.

That’s not to say the A5 is bad to drive, by any stretch. Ride comfort, for example, is hard to fault – it’s firm but never uncomfortable, and the A5 laps up bumps and ruts without a fuss.

Engine noise suppression is also good. You can be revving the A5 and yet very little noise travels aft of the firewall. Tyre noise isn’t suppressed nearly as well, though, and there’s a fairly persistent roar – noticeable, if not quite obnoxious.

The A5 feels poised and planted, with good grip from the Bridgestone Turanza tyres. Turn-in is sharp, body control is excellent, and this has a good chassis for a front-driver.

The steering is rather disappointing for a mid-size sports sedan, however. The weighting in Comfort mode is fine, not feeling too feather-light. But there’s zero road feel here, which means when you’re tossing the A5 into a corner, the steering isn’t giving you much indication where the wheels are pointed or how much grip the tyres have.

Our A5 would always start in Individual mode, and only after a spirited mountain run did I realise the selected steering setting in this mode – one of just three configurable parameters, along with the ADAS systems and the instrument cluster layout – was ‘Comfort’.

No matter. Even in Auto mode, the steering continues to leave you wanting more. Change to Dynamic mode and a lot of artificial weight is added but there’s no extra feel. While I tend to like heavier steering, the A5’s artificially boosted weight felt like overkill on a winding road and I promptly switched off Dynamic mode after briefly experimenting with it.

In day-to-day driving, the lack of feel is less of a big deal, and the electrically assisted steering is inoffensive.

Dynamic mode also makes the seven-speed dual-clutch auto hold gears for too long. Even in the other drive modes the A5 has a tendency to do that, so Dynamic mode only amplifies this.

The transmission is otherwise quite good, for the most part. Being a dual-clutch unit, shifts are quick, but they’re also smooth and virtually imperceptible. We didn’t ever bother with the paddle shifters.

But being a dual-clutch unit, there’s some of that low-speed vibration as the clutches decouple. Creeping through heavy traffic, for example, is when you’ll notice it. It’s frankly the worst thing about dual-clutch autos, and even the A5’s isn’t immune.

While it’s not exactly a rocketship, the A5 gets up and going without feeling underpowered. Just be gentle off the line or you’ll chirp the tyres – this is a front-driver after all.

The active safety and driver assist systems worked well for the most part, though there were a couple of exceptions.

Taking a curved overpass one day, though, had the car almost slam on the brakes when I was in no danger of running into anything. The rear cross-traffic assist also intervened when backing into a spot because there was a car driving past on the other side of the garden bed.

On one occasion, too, the adaptive cruise control had the vehicle pottering along at 91km/h in a 100km/h zone on a straight road with no traffic ahead, but for the most part it would successfully hold the correct speed.

We don’t mind the continued use of Audi’s traditional cruise control stalk, either – if it ain’t broke, don’t fix it. If only Audi had followed that mantra elsewhere in the interior…

The absolute worst thing about this car is the atrocious reversing camera. With its fish-eye effect, you feel like you’re reversing into a hall of mirrors, with garage doors and parked cars becoming comically tall and narrow.

The resolution isn’t even that great and there can be a noticeable lag, too. Oh, and the parking sensors are overly sensitive. All this makes the A5 frustrating to park – you just end up ignoring all of the aids and just using the mirrors.

To see how the Audi A5 lines up against the competition, check out our comparison tool

What do you get?

There are three levels of specification within the A5 lineup, not including the hot S5.

2025 Audi A5 TFSI 150kW equipment highlights:

• 19-inch alloy wheels with gloss finish
• Tyre repair kit
• S line exterior
• Matrix LED headlights with selectable daytime running light signatures
• Keyless entry and start
• Digital key
• Puddle lights
• Hands-free power tailgate
• Paddle shifters
• 11.9-inch Audi virtual cockpit plus digital instrument cluster
• 14.5-inch touchscreen infotainment system
• Wireless Apple CarPlay and Android Auto
• DAB+ digital radio
• 10-speaker 180W sound system
• Wireless phone charger
• 2 x front USB-C outlets
• 2 x rear USB-C outlets
• 3-zone climate control
• Sport front seats with integrated head restraints
• Leather/leatherette upholstery
• Leather-wrapped steering wheel
• Wraparound interior elements in leatherette
• Power-adjustable front seats
  • Driver memory
  • 4-way power lumbar
  • Heating
• Colour ambient lighting
• Grey headliner

A5 TFSI 200kW quattro adds:

• 19-inch alloy wheels with black finish
• S line interior
• Door sill trims with aluminium inlays
• Inlays in brushed aluminium with linear embossing
• Sport leather steering wheel – 3-spoke, flat top/bottom
• S emblems on front seats, paddle shifters
• Stainless steel pedals
• Black headlining
• Roof rails (Avant)

A5 e-hybrid 270kW quattro adds:

• 20-inch Audi Sport alloy wheels
• Sport suspension
• Red brake calipers
• Black exterior styling package
• Black roof rails (Avant)
• Privacy glass
• Auxiliary air-conditioning

All A5s come with a complimentary three-year Audi connect plus subscription. This suite of connected services includes live traffic information and the ability to remotely see your vehicle’s location and control its door locks. There are also automatic service reminder and emergency call functions which are valid for up to 10 years.

To see how the Audi A5 lines up against the competition, check out our comparison tool

Options

There are a few option packages and standalone options available on the A5.

Style package: $3900

• 20-inch Audi Sport gloss black alloy wheels
• Rear privacy glass
• Black exterior styling package

Premium package: $4900

• Head-up display
• 'High-powered' USB charging ports
• 16-speaker Bang & Olufsen 3D premium sound system
• Acoustic glazing for front door windows
• Colour ambient lighting pro package

Single item options include:

• Metallic or pearl effect paint: $2100
• Premium metallic paint: $3400
• Panoramic glass roof with switchable transparency: $4990
• Ventilated front seats: $2200
• Inlays in Applewood natural brown: $1100
• Inlays in Chestnut natural grey inlays: $1100
• 10.9-inch MMI front passenger display: $1950

Our tester came with the optional Premium package, front passenger display, and metallic paint.

Is the Audi A5 safe?

The Audi A5 has a five-star rating from independent safety authority ANCAP, based on testing conducted in 2024.

Standard safety equipment across the range includes:

• Adaptive cruise control with stop/go
• Autonomous emergency braking
  • Pedestrian detection
• Blind-spot monitoring
• Driver attention monitoring
• Front cross-traffic assist
• Front and rear turn assist
• Lane-keep assist
• Rear cross-traffic assist
• Safe exit warning
• Swerve assist
• Traffic sign recognition
• Surround-view camera
• Front and rear parking sensors

To see how the Audi A5 lines up against the competition, check out our comparison tool

How much does the Audi A5 cost to run?

The A5 and S5 range is covered by Audi Australia’s five-year, unlimited-kilometre warranty. Roadside assistance is included for the duration of the warranty period, too.

To see how the Audi A5 lines up against the competition, check out our comparison tool

CarExpert’s Take on the Audi A5 TFSI 150kW

I’ll admit it’s been a while since I drove a previous-generation Audi A5, but it doesn’t feel like the new car really moves the game on – and in some respects, it’s actually a step back.

Merging the A4 sedan and A5 Sportback into one practical liftback was smart, making the A5 ‘Sedan’ more practical than most rivals, but the move away from physical buttons to touchscreen and touch-capacitive controls was less so.

At just under $80,000 before on-roads (and options), it’s not cheap – even if it undercuts the 3 Series and C-Class by thousands.

The A5’s price is approaching Genesis G70 3.3T territory, which delivers a lot more performance and equipment for your money, if with reduced practicality.

The Alfa Romeo Giulia is showing its age but is a more engaging drive, the Lexus ES is less fun to drive but built like a bank vault and lighter on fuel, and if you must have a German car (and not necessarily a luxury brand), the Skoda Superb’s value for money matches its name.

You buy an entry-level A5 because of the cachet of its badge, however, and for someone who wouldn’t consider putting a Skoda or even a Genesis on their shortlist, this Audi represents a much lower cost of entry to the mid-size executive car club than its BMW and Mercedes rivals.

If you don’t care that it’s a front-driver and that its steering lacks feel, it’s still a classy drive. Just bring a microfibre cloth to remove all the dust and smudges you’re going to accumulate inside…

CarExpert can save you thousands on a new Audi A5. Click here to get a great deal.

Click the images for the full gallery

MORE: Explore the Audi A5 showroom

Available as either a sedan or wagon (Touring), the Seal 6 is now available to order. Priced at $34,990 before on-road costs in sedan guise or $39,990 before on-roads as a wagon, the Seal 6 is Australia’s cheapest PHEV sedan and wagon.

Not only that, but the Seal 6 sedan is $5000 cheaper than the similarly sized Toyota Camry, which uses a conventional hybrid powertrain.

CarExpert can save you thousands on a new car. Click here to get a great deal.

It narrowly misses out on being the cheapest PHEV of any kind Down Under, with another BYD – the Sealion 5 Essential medium SUV – undercutting it by just $1000.

The Seal 6 Touring is not only Australia’s cheapest PHEV wagon, but also the cheapest wagon of any kind offered here.

While there’s a significant $5000 jump in price over the sedan, this brings more power, more equipment, and greater electric range.

Pricing

Drivetrains and Efficiency

The Seal 6 features MacPherson strut front and multi-link rear suspension.

Vehicle-to-load (V2L) functionality is standard, allowing you to power small appliances.

Dimensions

Servicing and Warranty

BYD backs its vehicles with a six-year, 150,000km warranty and their batteries with an eight-year, 160,000km warranty.

The company has yet to release details of the Seal 6’s service schedule.

Safety

The BYD Seal 6 has yet to be assessed by safety authority ANCAP.

Standard safety equipment includes:

• Adaptive cruise control
• Autonomous emergency braking
• Child presence detection
• Driver attention monitoring
• Intelligent Speed Assist
• Lane-keep assist
• Emergency lane-keep assist
• Rear cross-traffic assist
• Safe exit warning
• Front, front-side, curtain, and front far-side airbags
• Reversing camera
• Rear parking sensors
• Tyre pressure monitoring

The Touring adds:

• Surround-view camera
• Front parking sensors

Standard Equipment

The Seal 6 Sedan and Seal 6 Touring are each offered in a single trim level.

The Seal 6 Sedan Essential comes standard with the following equipment:

• 17-inch alloy wheels
• Tyre repair kit
• Automatic LED headlights
• Automatic high-beam
• Auto hold
• Proximity entry and start
• NFC card
• BYD digital key (via smartphone app)
• 8.8-inch digital instrument cluster
• 12.8-inch touchscreen infotainment system
• Apple CarPlay and Android Auto
• DAB+ digital radio
• 4G network cloud services
• Over-the-air updates
• 6-speaker sound system
• 1 x front USB-C, USB-A outlets
• 1 x rear USB-C, USB-A outlets
• Leatherette-wrapped steering wheel
• Leatherette upholstery
• 6-way power driver’s seat
• 4-way power passenger seat
• 60:40-split/folding rear seats
• Automatic single-zone air-conditioning with rear air vents

The Seal 6 Touring Premium adds:

• 18-inch alloy wheels
• Power-folding exterior mirrors
• Rain-sensing wipers
• Panoramic sunroof
• Power tailgate
• Heated and ventilated front seats
• Driver’s memory seat
• 8-speaker sound system
• Wireless phone charger
• Multi-colour ambient lighting

Colours

All Seal 6s come with a black interior.

Arctic White is the standard exterior paint finish, with the following hues available for an additional $600:

• Atlantis Grey
• Cosmos Black
• Sage Green

Despite the image above, Sage Green is exclusive to the Touring.

MORE: Explore the BYD showroom

The 2026 Farizon V7E will be available in two variants, with the entry-level Standard Range variant with a 50kWh battery priced at $49,990 drive-away, and the 66kWh version priced at $53,990 drive-away.

That means both grades significantly undercut the prices of the V7E’s only two direct rivals in the compact electric van segment: the Renault Kangoo and Peugeot Partner.

CarExpert can save you thousands on a new car. Click here to get a great deal.

The Peugeot E-Partner Pro long-wheelbase is priced at $59,990 before on-road costs, and the Renault Kangoo E-Tech is available in both short- and long-wheelbase forms priced from $61,990 plus on-roads.

However, Australian Farizon distributor Jameel Motors says the V7E will offer “payload, cargo capacity and real-world usability on par with or better than entry-level ICE vehicles, while quietly being 100 per cent electric”.

The petrol-powered Partner lineup starts at $39,990 plus ORCs, while the Kangoo range opens from $44,990, and Volkswagen Caddy prices start at $46,500.

Full specifications are yet to be announced ahead of first customer deliveries from May, but Jameel Motors says the V7E will compete directly with combustion-powered compact commercial vans with a 1338kg payload, 6.95m³ of cargo volume, and real-world usability “in a right-sized, agile urban commercial”.

Jameel Motors Australia country general manager Adam Lawson said the V7E is aimed at couriers, tradies and fleet operators seeking cost-of-ownership savings over the life of their vehicles.

“The V7E has been developed to meet the real expectations of commercial vehicle operators – capability, value and dependable day-to-day usability,” he said.

“With pricing that sits competitively alongside traditional ICE vans, combined with the potential for lower running and servicing costs over time, the V7E offers a strong total cost of ownership proposition for many businesses.”

The Farizon V7E will come with a CATL-sourced lithium iron phosphate (LFP) battery offering up to 329km of range in Extended Range guise according to the WLTP standard, while the Kangoo E-Tech offers up to 286km and the E-Partner up to 258km (both also WLTP).

It rides on a 3200mm wheelbase, has a total load length of 2860mm and a rear loading height of 510mm.

Like the larger Farizon SV, Jameel Motors says the V7E will offer a suite of modern safety, comfort and connectivity features including “comprehensive driver assistance systems, advanced connectivity with smartphone integration, and modern safety technology engineered to support driver confidence and daily productivity”.

Jameel Motors distributes a range of commercial and passenger vehicles from a number of auto brands – including Toyota, Lexus, BYD, GAC, MG, Changan, Geely, Omoda Jaecoo, Hino Trucks and Ford Trucks – in more than 10 countries across the Middle East, Africa, Europe, Asia and now Australia.

Farizon is one of a number of Geely-owned brands now present in Australia, including Volvo, Polestar, Lotus, Zeekr, Smart and Geely Auto.

MORE: China’s Farizon locks in a smaller electric delivery van for Australia

The first of the VW Group's new entry-level electric vehicles (EVs) on the MEB+ platform, the 2026 Cupra Raval is due to launch during the European summer with a base price of "around €26,000" (A$43,008), which will make the new EV the Spanish brand's most affordable model by some margin.

While the direct conversion to Australian dollars doesn't point to a price that's particularly competitive in our market, it's well below a base Leon Hatch in Spain, which kicks off at €31,632 (A$52,828) in its home market – whereas the Australian model kicks off from $46,990.

In its home region, the Raval will be offered with four electric motor outputs (85kW, 99kW, 155kW and 166kW), two battery capacities (37kWh and 52kWh), and maximum driving range of up to 450km on the WLTP cycle.

CarExpert can save you thousands on a new car. Click here to get a great deal.

Three launch editions will kick off proceedings in Europe – Dynamic, Dynamic Plus and VZ Extreme – with four model lines forming the core lineup: Raval, Raval Plus, Endurance, VZ.

Measuring 4046mm long, 1784mm wide and 1518mm tall with a 2600mm wheelbase, the Raval has roughly the same footprint as the existing Volkswagen Polo – which makes sense given it's a twin under the skin to the new all-electric ID. Polo – but it packs a massive 441L of boot space.

While a compact, entry-level product for the brand, the Cupra Raval offers a host of premium features and technologies from more expensive models, such as matrix LED headlights, ambient lighting that projects dynamic animations into the door panels, a 12-speaker Sennheiser premium sound system, an electronic limited-slip diff, and adaptive suspension.

Of course, most of this is reserved for the flagship grades, but all launch models get LED lighting, heated and power-adjustable front bucket seats, a reversing camera with front and rear parking sensors, and a six-speaker sound system as standard.

The infotainment touchscreen – measuring 12.9-inches – is also running new Android-powered operating software, while the 10.25-inch digital instrument cluster is shared with the new Born and Tavascan, offering new layouts and views.

Cupra says the 200 DPI pixel density offers "a level of detail well above standard car displays". Meanwhile, there's an online store for third-party apps to be installed, as well as integration with YouTube and Spotify.

A range of personalisation options will also be offered, including three special matte paint finishes alongside four standard paint options, as well as alloy wheels measuring 17- to 19 inches in diameter.

Inside, the Raval will be available with several configurations, including available recycled fabrics, Dinamica suede, vegan leather, and 3D-knitted upholsteries. A range of different seat designs will also be offered depending on variant.

The Raval is designed, developed and produced in Cupra's home of Barcelona, Spain, with the new EV to be assembled alongside its VW ID. Polo twin in the Catalonian capital.

As for Australia, Cupra's local division has previously said it has its hand up for the new electric hatchback, though definitive timing still hasn't been confirmed.

Given the April reveal points to a European launch during the second half of 2026, it's unlikely the Raval will dock Down Under until 2027 at the earliest – though we could be surprised.

The Raval will slot beneath the Born in the Spanish brand's EV lineup, and given its positioning relative to the Leon overseas its price could start with a '3'. Still, it's a little early to know how it will be positioned in Australia.

Click the images for the full gallery

MORE: Explore the Cupra showroom

The French commercial van still runs with a diesel engine but has a new automatic transmission, and it meets the most stringent current emissions standards.

It also scored a heap of standard safety tech in recent times, and it’s easier to live with than some rivals.

But is this mid-size delivery van still competitive in its class, especially given the price? Find out by reading on.

How much does the Renault Trafic cost?

There are several choices in the Trafic range, and as is the case with many of the work vans in the market, there’s a level of customisation on offer, too.

You may be able to find better deals if you’re an ABN holder, so be sure to call around and see if you can score a deal.

To see how the Renault Trafic lines up against the competition, check out our comparison tool

What is the Renault Trafic like on the inside?

Renault’s Trafic van has always had a clever cabin design for business buyers.

There’s a good amount of loose-item storage available, and some surprising inclusions that make it both user-friendly and fleet/business friendly.

One of my favourite interior elements of this van is the middle seat – which can fold down if you don’t need it, allowing yourself to have a workspace between you and your passenger.

It even includes a removable clipboard that can be positioned so you can write notes or your passenger can. There’s a cupholder in front of that area too.

And you can also flip up the seat bases of the bench seat to make use of some secret hidden storage, which is certainly handy to keep equipment away from prying eyes.

Other storage solutions throughout the cab are good too, with cupholders on top of the dashboard, an open section above the media screen in the middle of the dash with USB ports, and a closable section above the instrument binnacle – although it is a little bit finicky to open.

There is no overhead storage and no vanity mirrors, but you do get an auto-dimming rear-vision mirror, which is unusual for a van like this. There’s also a wide-view reflective mirror to help you see beside the van from the driver’s seat, because there’s no rear side window as standard.

The trim in the interior feels good quality but durable, and everything feels sturdy but strongly put together.

I like the fact you get a leather-lined steering wheel, but some of the controls on the wheel – or off the steering column – take some learning. It’s a French thing with peculiar buttons here and there, but it is pretty easy to get your head around.

There are grippable dials for your climate system, and just below the screen there’s a couple of quick buttons if you want to jump to different drive modes or to turn off the engine idle-stop system.

In the screen you’ll find a whole lot of depth in terms of the systems available to you – but you do have wireless Apple CarPlay and Android Auto available. And when it comes to radio there's FM, AM and digital.

Maybe the biggest frustration with that is the lack of a physical volume knob or any physical buttons – so you do have to use the menu panel on the side, which has a touch-sensitive control system.

The doors have multiple storage zones as well and, importantly, seat comfort is very good for the driver. It’s not bad on the bench side, either.

The cargo zone has a heap of tie-down points for securing items in place, both at floor level and up higher. The standard painted floor may be a little slippery, though there are options to make it a bit grippier. 

The bulkhead area includes a hidden hatch at the bottom with a magnetised flap, which is handy if you need to load through longer items like conduit. You can even load stuff pretty much all the way to the firewall, courtesy of a flap that opens up on the seat base (but the front window seat won’t be usable if you do that).

The barn-door rear-end includes 180-degree opening, which is helpful for forking items in, and the single sliding side door means you’ll be able to do kerb-side drop-offs.

Under the rear cargo floor is a spare wheel, too.

If you want all the nitty gritty info and images of the load blueprints, check out the Renault Trafic's official brochure.

To see how the Renault Trafic lines up against the competition, check out our comparison tool

What’s under the bonnet?

You’ll find the same turbo-diesel engine under the bonnet of the updated Trafic range, but with a new nine-speed auto managing proceedings. The entry-level manual variant has been dumped, too.

What’s impressive here is that the Trafic is considerably lighter than, say, the Volkswagen Transporter and Ford Transit Custom, and that means it hits harder when it comes to the power/torque to weight ratio.

Being lighter also means the Trafic is a bit better on juice, but as you can see from the weights and capacities above, it’s still a heavy-hitter when it comes to load capability.

The official fuel consumption number is eye-catching, but on test I couldn’t achieve quite that low a figure, despite leaving the fuel-saving idle-stop function on at all times. I saw 7.7L/100km across a mix of urban, highway and traffic-prone driving. 

What is interesting about this powertrain is its Euro 6 emissions compliance, which means it needs AdBlue – but it has a huge AdBlue tank at 24.7 litres, which should in theory last the full duration between services.

To see how the Renault Trafic lines up against the competition, check out our comparison tool

How does the Renault Trafic drive?

In the past few weeks I’ve found myself driving a few vans, including the new and much-fancied Ford Transit Custom and Volkswagen Transporter.

So I came at the Trafic with muted expectations, since it’s been on sale in its current generation for more than a decade.

But I was pleasantly surprised with the way the Renault has held up since it was released here ages ago.

Things have changed over that time of course, including the fact we now get a 2.0-litre turbo-diesel with a new nine-speed auto. 

For a bit of context, the Trafic launched here in 2015 with a 1.6L turbo-diesel and a six-speed manual, before a six-speed dual-clutch (EDC) auto was added in 2019, adjoined to the 2.0-litre engine.

Now it’s a nine-speeder managing proceedings, and I have to say it makes for an easier day-to-day driving experience, with less hesitation at lower speeds to contend with than the old dual-clutch unit.

The gearbox is clever in its reaction speeds, and it also offers smooth and intuitive shifts as well. I didn’t really have any stumbles with it during my time testing the van, and if you think you can do a better job than it there are paddle shifters to take matters into your own hands.

I don’t think you really need to though because, as I said, it seems like a pretty impressive experience from a powertrain perspective here.

There is still some lag from a standstill, especially if you leave the idle-stop system on (if you don’t like it, there’s a button you can quickly press to disable it). The engine has a bit of lag, too, but it gets along great once the turbo is spooling. 

Add to that the fact it has a better power-to-weight ratio than lots of its competitors, the Trafic does feel pretty perky.

Beyond the powertrain, it has a very impressive ride quality to it. There’s good comfort and control over bumps, and even the short-wheelbase version without any weight in the back is entirely comfortable to drive around on a daily basis.

If you do add a load things feel a little different, but it copes with a pretty sturdy amount of cargo without complaint. And the payload figures for this van are very impressive.

The steering has a good feel to it at highway speeds and is predictable at low speeds, but can be a little bit heavily weighted when you're trying to make a low-speed parking move.

It’s not too loud in the cabin, the steel partition between the cabin and the cargo zone is a welcome thing, and we're very grateful there is a sizable window to give you a better view out your back doors.

Speaking of visibility, there is a decent set of mirrors with a convex outer zone to help you (particularly if you buy the cheaper model and miss out on the blind-spot monitoring system) and the wide-view mirror on the passenger’s sun-visor is more useful than you may realise – especially in tight spots.

What isn’t as good is the reversing camera, which struggles with mixed light situations and just isn’t as clear as some others in the segment.

Overall, the Trafic delivers a solid driving experience – probably better than you might expect.

To see how the Renault Trafic lines up against the competition, check out our comparison tool

What do you get?

See below for the optional packages available across the Trafic range.

2026 Renault Trafic Pro equipment highlights:

• 16-inch steel wheels
• Full-size steel spare wheel
• Updated Renault badging
• Automatic LED headlights
• Automatic high-beam
• Heated side mirrors
• 8.0-inch touchscreen infotainment system
• 4.2-inch instrument cluster screen
• DAB+ digital radio
• Wireless Apple CarPlay, Android Auto
• 2-speaker sound system
• Cloth upholstery
• Leatherette steering wheel trim
• 8-way manually adjustable driver’s seat
• Fixed passenger seat bench
• Bulkhead with glazed window
• Passenger work station bench (van only)
• Keyless entry

Trafic Premium adds:

• LED cabin lighting
• 7.0-inch instrument cluster screen
• Half-painted rear bumper
• Painted tail-light column

Trafic Crew Lifestyle adds:

• Painted side body moulding
• Fully painted rear bumper
• Under-seat storage (rear seats)

To see how the Renault Trafic lines up against the competition, check out our comparison tool

Options

Preconfigured models might come with a deal price, but if you want to build your Trafic to your own specifications here are the optional packages available:

2026 Renault Trafic Pro options:

• Unglazed window on right sliding door: $800
• Glazed windows on rear barn doors (180-degree opening): $400
• 17-inch alloy wheels: $1000

Trafic Pro Trade Pack: $2000

• Anti-slip wooden flooring
• Full-height cargo area wall lining
• Heavy-duty battery
• Anti-theft spare wheel basket
• LED ceiling lights

Trafic Pro Peace of Mind Pack: $1200

• Front and side parking sensors
• Blind-spot monitoring
• Traffic sign recognition
• Power-folding door mirrors

Trafic Pro Comfort Pack: $1200

• Front fog lights
• Tyre-pressure warning
• Rain-sensing wipers
• Credit card-style sensor key and push-button start

2026 Renault Trafic Premium options:

• Glazed tailgate window: No cost
• No right sliding door: No cost
• Left and right sliding doors with glazed windows (N/A with Trade Pack): $400
• 17-inch alloy wheels (N/A with Business Pack): $1000

Trafic Premium Trade Pack: $2000

• Anti-slip wooden flooring
• Full-height cargo area wall lining
• Heavy-duty battery
• Anti-theft spare wheel basket
• LED ceiling lights

Trafic Premium Business Pack: $2200

• Climate control air-conditioning
• Factory-tinted rear windows
• 17-inch alloy wheels
• Heated driver’s seat
• Satellite navigation
• Over-speed prevention
• Painted door mirror covers
• Painted body-side mouldings
• Fully painted rear bumper

2026 Renault Trafic Lifestyle options:

• Tailgate with glazed window: No cost

To see how the Renault Trafic lines up against the competition, check out our comparison tool

Is the Renault Trafic safe?

The Renault Trafic scored a 'Gold' rating from ANCAP in its commercial vehicle safety assistance testing, managing a 69 per cent score back in 2024.

You’d hope so, because this is based on the same van that scored zero stars from ANCAP in 2021, when it wore a Mitsubishi badge and was sold as the Express. That model, and earlier Trafic models, had no advanced driver assistance systems (ADAS).

This one does have a host of safety tech, but also features an ADAS button that allows the driver to switch functions on or off as they see fit. It is possible to customise the experience, with adjustments for lane keeping, speed sign recognition, driver monitoring and more.

Standard safety equipment includes:

• Autonomous emergency braking (AEB)
• Pedestrian detection
• Cyclist detection
• Lane departure warning
• Cruise control
• Driver attention monitor
• Advanced Driver Assistance Systems (ADAS) shortcut button
• QR rescue code
• Rear parking sensors
• Reversing camera

Buyers who go for the Premium variant get additional tech that is optionally available in the Pro grade for $1200: 

• Blind spot monitoring 
• Traffic sign recognition 
• Front and side parking sensors 

All Trafic vehicles come with six airbags – dual front, front side and curtain coverage.

To see how the Renault Trafic lines up against the competition, check out our comparison tool

How much does the Renault Trafic cost to run?

One of the big deal-makers here could be the servicing requirements and the warranty inclusions.

Those enormous servicing intervals may seem scary to some, but the reality is they result in far less downtime than other vans with needier servicing requirements – especially appealing for those who spend a lot of time in their Trafic in traffic.

To see how the Renault Trafic lines up against the competition, check out our comparison tool

CarExpert’s Take on the Renault Trafic

It’s not the best van in the segment, but the Trafic is not too far off.

This French van is a pretty decent thing to drive, and it offers a good amount of grunt for this class.

If you can find an even better deal than the list price, you could be on to a winner.

CarExpert can save you thousands on a new Renault Trafic. Click here to get a great deal.

Click the images for the full gallery

MORE: Explore the Renault Trafic showroom

The bulk order is roughly triple the brand’s typical shipment volume, following its second-best monthly sales result, and ramps up supply of new models such as the Shark 6 ute and Sealion 8 seven-seat SUV.

Speaking through an interpreter at the 2026 Melbourne motor show, BYD Asia Pacific managing director Liu Xueliang told media, including CarExpert, that the automaker was preparing to ship a record number of vehicles following unprecedented customer demand.

BYD delivered an all-time best of 7217 vehicles locally last month – behind only Toyota and Kia and up 50 per cent year-on-year – following 5001 and 5323 deliveries in January and February respectively.

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“We hope that by continuing this supply of our vehicles, we can make sure that consumers won’t be heavily impacted by the shortage of fuel,” Mr Xueliang said.

“In the coming months we are going to speed up the spread of EV [electric vehicles] in the Australian market … as you know, BYD has its own ships, so we are going to use our vessel to deliver these vehicle to the Australian market.”

While BYD made headlines in 2025 for widespread stockpiling of vehicles – including in the parking area of a theme park south of Sydney – the recent sales surge has significantly reduced its inventory levels.

BYD also said the increased volume will ensure faster customer deliveries, including for its Denza luxury brand.

“As you may be aware, other countries are increasing demand – this is a change because of the fuel crisis,” Mr Xueliang said.

“We always launch our strategy based on the market need. If the market requires more EVs, then we will launch more pure EVs. It’s mainly to catch up to market demand”.

BYD Australia chief operating officer Stephen Collins said: “If you look at January, February, March, we sold 5000, 5000, 7000, so that’s the sort of running rate.”

“So yeah it’s significantly more [than usual], obviously reflecting the order intake that we’ve seen in the last month or so.”

BYD’s year-to-date sales to the end of March totalled 17,541, compared to 8767 at the same point last year – an increase of 100.1 per cent.

It delivered 52,415 vehicles in 2025, and is on track to deliver its 100,000th vehicle in Australia later this year, having sold its first locally in 2022.

“We’ve got pretty significant back-orders, and obviously [expect] April, May and June to be strong – seasonally it’s always strong – so we’re expecting the vast majority of those vehicles will be sold,” said Mr Collins.

Mr Collins said the company expects weekly shipments to help distribute vehicles to dealers and customers.

The Sealion 7 electric SUV has been its best-seller, ahead of the Shark 6 plug-in hybrid (PHEV) ute and the Sealion 6 PHEV SUV.

BYD’s sales contributed to Chinese-made vehicles outselling all others for the first time in February 2026.

This followed Chinese brands overtaking Japanese makes to become the number one source of new vehicles globally for the first time in 2025.

After becoming a top-10 brand locally last year with over 52,000 sales, BYD is aiming for the podium in 2026 with help from at least eight new models, placing it alongside the likes of Mazda, Kia and Ford but behind perennial market leader Toyota.

MORE: Explore the BYD showroom

It’s related to the Solterra mid-size electric SUV, but features more Outback-like styling – so much so that in Europe it actually wears the E-Outback nameplate.

It’s priced slightly higher than the petrol-powered Outback range, which tops out at $62,490 before on-road costs in Wilderness Apex guise. The Trailseeker, in contrast, opens at $67,990 before on-roads.

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The Solterra, which has a less boxy body, is priced between $63,990 and $69,990 plus on-roads.

The two electric SUVs will be joined here mid-year by a third, the Uncharted, though the three-row Getaway large SUV revealed this month in the US has yet to be locked in for Australia.

All four electric SUVs were co-developed with Toyota, which offers lightly restyled versions of each in its lineup. The Solterra is twinned with the bZ4X, the Trailseeker with the bZ4X Touring (due here mid-year), the Uncharted with the C-HR+ (due here in 2027), and the Getaway with the Highlander.

Pricing

Drivetrains and Efficiency

Subaru says the Trailseeker will take approximately 12 hours to fully charge using a 7kW single-phase AC charger, four hours with three-phase power and an 11kW AC charger, and 30 minutes to charge from 10 to 80 per cent using a 150kW DC fast-charger.

Its battery is sourced from major supplier CATL.

Dimensions

The Subaru Trailseeker is 35mm shorter and 20mm narrower than the Outback, on a 105mm longer wheelbase.

It has more boot space, too, with between 595 litres and 609L of capacity behind the rear bench. The Outback has 530L.

Servicing and Warranty

The Subaru Trailseeker is backed by a five-year, unlimited-kilometre vehicle warranty and an eight-year, 160,000km battery warranty, as well as 12 months of roadside assistance.

Subaru offers five years or 75,000km of capped-price servicing, with maintenance required every 12 months or 15,000km. Pricing is as follows:

Safety

The Subaru Trailseeker has yet to be tested by Euro NCAP or ANCAP.

Standard safety equipment includes:

• Blind-spot monitoring
• Driver monitoring system
• Emergency Driving Stop System
• Emergency Steering Assist
• Lane Tracing Assist (lane-centring)
• Rear cross-traffic alert
• Parking Support Brake
• Road sign recognition
• Safe exit assist
• Tyre pressure monitoring
• Surround-view camera
• Front and rear parking sensors
• Front, front-side, curtain, driver’s knee and front-centre airbags

Standard Equipment

There are just two trim levels in the Trailseeker lineup.

The AWD comes standard with the following equipment:

• Grip Control
• Multi-Terrain Monitor
• 18-inch alloy wheels
• Tyre repair kit
• Automatic self-levelling LED headlights
• Adaptive high-beam
• Hands-free power tailgate
• Heated, power-folding exterior mirrors
• Puddle lights
• Electronic parking brake with auto hold
• Digital rear-view mirror
• Proximity entry and start
• 7.0-inch instrument cluster screen
• 14.0-inch touchscreen infotainment system
• Wireless Apple CarPlay and Android Auto
• Satellite navigation
• DAB+ digital radio
• Leatherette upholstery
• 8-way power-adjustable front seats with power lumbar for driver
• Heated front seats
• Reclining rear seats
• Dual-zone climate control with rear air vents
• Leather-wrapped steering wheel
• Heated steering wheel
• Tilt and telescopic steering wheel adjustment
• 2 x front USB-C outlets
• 2 x rear USB-C outlets
• 6-speaker sound system
• 2 x wireless phone chargers

The AWD Touring adds:

• 20-inch alloy wheels
• Semi-autonomous parking assist
• Vehicle-to-load (V2L) capability with 220V/1500W power outlet
• Panoramic glass roof
• Memory for exterior mirrors, front seats
• Ventilated front seats
• Leather-accented upholstery
• 10-speaker Harman Kardon sound system

Colours

The AWD has a black interior, while the AWD Touring has a blue and black interior.

Crystal White Pearl is the standard exterior paint finish, with the following available for an additional cost:

• Daybreak Blue Pearl
• Sapphire Blue Pearl
• Brilliant Bronze Metallic
• Magnetite Grey Metallic
• Crystal Black Silica
• Two-tone Crystal White Pearl with Crystal Black Silica (AWD Touring only)
• Two-tone Brilliant Bronze Metallic with Crystal Black Silica (AWD Touring only)

MORE: Explore the Subaru showroom

MG Motor Australia has been coy about the new mid-size electric SUV. It hasn’t confirmed local launch timing, and in terms of specifications it has said only that the S6 EV is “anticipated to be offered in both rear-wheel drive and all-wheel drive variants”, with up to 530km of WLTP range.

Already on sale in markets such as the UK and Europe, the MG S6 EV will be positioned in Australia as a “larger and more premium offering within the MG lineup”, slotting in above the MG S5 EV and also sharing showroom space with the MG IM6 that was launched here last year.

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Borrowed from the premium IM Motors brand but sold through MG showrooms in Australia, the IM6 is priced between $60,990 and $77,990 before on-road costs. The Tesla Model Y, which is over 100mm shorter, is priced between $58,900 and $89,400 before on-roads.

The S6 EV has been spied testing in Australia as far back as September 2024, and the company confirmed early in 2025 that it was due on sale here in the first half of 2026.

MG Motor Australia is now keeping its powder dry about when the Model Y rival will appear in showrooms.

Unusually, before the vehicle could make its global debut, its exterior was revealed first in an Australian Government certification filing in July 2025, with more images published by Euro NCAP in October 2025 following assessment that saw it receive a five-star safety rating.

The MG S6 EV replaced the Marvel R that MG previously exported to markets like Europe, but which was never offered in right-hand drive for Australia, New Zealand and the UK. It shares the Modular Scalable Platform (MSP) with the MG S5 EV and MG 4 EV.

Government approval documents from last year list a choice of single-motor rear-wheel drive and dual-motor all-wheel drive variants, and a choice of 62.2kWh lithium iron phosphate (LFP) and 77kWh nickel manganese cobalt (NMC) batteries.

The smaller battery is listed as being available only in an entry-level, rear-wheel drive variant with 151kW of power, while the larger battery is offered with rear-wheel drive in base and mid-spec trim levels with a 180kW electric motor.

It’s this long-range, rear-wheel drive variant that offers 530km of WLTP range.

There’s also a dual-motor all-wheel drive flagship, featuring a 119kW front motor and 180kW rear motor, for total combined outputs of 266kW.

The five-seat SUV measures 4708mm long, 1912mm wide and 1664mm tall on a 2835mm wheelbase. Ground clearance is 190mm.

That makes the MG S6 EV 84mm shorter than the top-selling Model Y and 70mm narrower.

Up front, there are slim headlights and an aggressive lower front bumper, reminiscent of the MG 4 hatch, MG S5 EV small electric SUV and the Cyberster electric sports car.

The MG S6 EV’s flanks are smooth and largely devoid of creases, while down back there are slim tail-lights contained within a full-width assembly.

Inside, there’s a cabin similar to the smaller S5 EV, with a 10.25-inch digital instrument cluster and a 12.8-inch touchscreen infotainment system, however, there’s a more curvaceous, flowing design overall – if not quite as ‘organic’ as the IM6’s cabin.

The MG S6 EV will take on not only the Model Y but also the popular BYD Sealion 7 and Kia EV5 in the hugely competitive mid-size electric SUV segment.

Though MG refers to the IM6 as a large SUV, when compared to similarly priced mid-size electric SUVs, it’s well behind in the sales race. MG has delivered 134 examples this year to the end of March, against 4468 Sealion 7s and 1725 Zeekr 7Xs.

MORE: Explore the MG showroom

The MG U9 EV is a lightly restyled version of the LDV/Maxus eTerron 9 that’s already on sale in other markets, but for which local launch timing remains unconfirmed.

While MG has shown off the U9 EV in Melbourne, it hasn’t confirmed any details – including launch timing – for the model.

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It’s set to be one of the next electric utes to be offered in Australia, after the LDV eT60 and KGM Musso EV, with the Toyota HiLux BEV locked in for a launch during the second quarter (April to June) of this year.

The U9 Black Edition, based on the diesel-powered U9, also made its debut in Melbourne.

As the name suggests, it has a darker aesthetic than the chrome-laden U9 utes already offered in Australia. That includes a dark-finish grille.

Launch timing has yet to be confirmed for the Black Edition, as well as pricing. The regular U9 lineup is currently priced between $52,990 and $60,990 drive-away.

The U9 EV is likely to attract a significant premium over these diesel variants.

It’s expected to use a 102kWh lithium iron phosphate (LFP) battery with 430km of WLTP range, like its LDV twin offered overseas.

Per a government approval filing from March, the U9 EV features a dual-motor all-wheel drive powertrain, with the motors producing 200kW of power and 125kW of power respectively, for a total system power output of 325kW.

Braked towing capacity is listed at 3500kg, with a payload of 685kg, while the U9 EV is listed as offering a choice of 18-, 19-, or 20-inch wheels.

The U9 EV ditches the flashy, intricate grille of the diesel-powered ute, for a largely closed-off front-end apart from some small air intakes.

There’s a full-width light bar connecting the C-shaped daytime running lights within the headlight clusters and a different front bumper overall.

Down back, the tail-light clusters are virtually identical, but the EV features a full-width light bar across the tailgate.

LDV was the first auto brand in Australia with an electric ute, launching the single-motor rear-wheel drive, body-on-frame eT60 here in 2023.

But this segment has proved a real ghost town, with the eT60 selling in small numbers and the eTerron 9 confirmed for a local launch that has still yet to happen.

The next electric ute to arrive in Australia, in 2025, was the unibody KGM Musso EV, which is offered with either single-motor front-wheel drive or dual-motor all-wheel drive powertrains.

In contrast, the US saw a boom of (full-size) electric pickups, though initial hype over this segment has cooled – sales of the Tesla Cybertruck slumped by almost half in 2025 and the Ford F-150 Lightning is being replaced with an extended-range electric vehicle (EREV).

Plug-in hybrid utes are growing in popularity at a much sharper rate in Australia than EV ones, with the BYD Shark 6 launched last year as the first such ute in Australia and being quickly followed by the Ford Ranger PHEV and GWM Cannon Alpha PHEV, with rivals from Chery, JAC and Nissan to follow.

So popular is the Shark 6 in particular that last year it became Australia’s best-selling PHEV, and even outsold ute stalwarts like the Mazda BT-50.

MORE: Explore the MG U9 showroom

Making its local debut at the 2026 Melbourne motor show today and available in showrooms now, the upgraded MG 4 gets a new interior closely resembling that of the related MG S5 EV small SUV.

The range has been pared back to just two variants: the single-motor rear-wheel drive MG 4 Essence 64 priced at $39,990 drive-away, and the dual-motor all-wheel drive MG 4 XPower at $47,990 drive-away.

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These variants were previously priced at $44,990 and $55,990 before on-road costs, respectively. Despite sharper pricing, they’re still more expensive than the new front-wheel drive MG 4 EV Urban, which is priced between $31,990 and $34,990 drive-away.

Both MG 4s feature a 64kWh battery pack, with the old 51kWh and 77kWh packs discontinued; the MG 4 EV Urban, in contrast, has smaller 43kWh and 54kWh batteries.

The Essence 64 uses a 64kWh lithium iron phosphate (LFP) battery providing 452km of WLTP range, up from 435km in the pre-update model. This battery powers a single 140kW/350Nm electric motor.

The XPower sticks with a 64kWh nickel manganese cobalt (NCM) battery, offering 405km of range. The performance flagship incorporates 150kW/250Nm and 170kW/350Nm electric motors, giving it a claimed 0-100km/h time of 3.8 seconds. 

Inside, MG promises “improved materials” and “a more refined finish”.

The 7.0-inch digital instrument cluster has been replaced with a more neatly integrated 10.25-inch unit, which is no longer free-standing.

The 10.25-inch infotainment touchscreen has been replaced by a larger 12.8-inch unit running a new infotainment system and including satellite navigation, DAB+ digital radio, and wireless Apple CarPlay and Android Auto.

There’s a row of attractive physical switchgear below the touchscreen, including buttons and knobs.

The prominent high-mounted ‘shelf’ that housed the rotary gear selector has been removed, with the dial now moved to the centre console near a wireless phone charger. A pair of cupholders sit at the base of the centre stack.

Standard equipment includes heated front seats, a heated steering wheel, a six-speaker sound system, and a surround-view camera.

A new MG Pilot Custom Function, as seen in the U9 ute, allows you to set your preferred safety settings and recall them easily each time you start the car.

The exterior is largely unchanged, apart from a new rear spoiler and three new exterior paint colours: Iris Cyan, Sterling Silver, and Piccadilly Blue.

The MG 4 is pitched as the more athletic of MG’s two small electric cars, with the brand touting its 50:50 weight distribution and choice of rear- or all-wheel drive. The MG 4 EV Urban, in contrast, is intended as more of a comfort-focused commuter.

“The new and extended choice of MG4 EV models means customers can drive everything from the efficient, super-spacious, practical and competitively priced MG4 EV Urban to the newly updated MG4 EV, which at its heart embodies a driver-focused performance hatch offering outstanding flexibility for all driving applications that require an injection of fun,” said MG Motor Australia marketing director Dimitri Andreatidis.

MORE: Explore the MG 4 showroom