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 the third electric ute offered in Australia, after the LDV eT60 and KGM Musso EV.

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

The announcement follows the model's recent appearance in Australian Government certification documents, and confirms the Symbioz will be Renault's newest small SUV to go on sale here since radio silence fell on the arrival of the facelifted Captur.

As such, it seems likely the Symbioz will be Renault Australia's indirect replacement for the Captur, which remains available here in the form of the Mitsubishi ASX.

Renault says the Symbioz will arrive in Australia in the second half of 2026, before which pricing and full specifications will be announced.

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"We know not everyone wants to drive a ‘same-same’ SUV and we know this car will earn its place in this market," said Renault Australia general manager Glen Sealey.

"We have worked very hard with the factory to ensure the new Renault Symbioz is well equipped, delivers excellent real-world fuel economy, and will be available at an attainable price point."

Initial specifications confirm that the Symbioz will be offered in Australia with both mild- and full-hybrid powertrains, and will sit below the fully electric Scenic E-Tech, which was launched last month.

Mild-hybrid (MHEV) variants will utilise a 1.3-litre four-cylinder petrol engine producing 104kW of power and 245Nm of torque, mated with a seven-speed dual-clutch automatic transmission. It'll almost certainly be front-wheel drive, with overseas info suggesting 12-volt MHEV assistance.

Full-hybrid variants, meanwhile, get a 1.8-litre four-cylinder petrol engine producing 80kW and 107Nm, mated to an electric motor producing 36kW and 205Nm, with energy drawn from a 1.4kWh lithium-ion battery.

Renault says the Symbioz hybrid can drive on electric power alone at speeds of up to 60km/h, reducing fuel consumption "by up to 40 per cent in stop-start city driving". It also incorporates regenerative braking as standard.

The Symbioz measures 4412mm long, 1567mm tall, and 1797mm wide, on a 2639mm wheelbase. That makes it roughly 200mm longer than the Captur-based ASX, and nearly 100mm longer than Australia's best-selling small SUV, the Hyundai Kona.

Inside, it features a 10.4-inch touchscreen infotainment system with in-built Google connected services, a 10.25-inch digital instrument display, a Harman Kardon sound system, and a sliding rear seat "to optimise boot space".

It'll also have a dimmable panoramic sunroof and ride on either 18- or 19-inch alloy wheels depending on the variant, along with a suite of safety gear that Renault promises will be "well calibrated".

The Symbioz is arriving in Australia as part of a major lineup overhaul for Renault locally, headlined by the brand's commitment to introducing six new or refreshed models before the end of 2026.

That rollout was kickstarted by Scenic E-Tech and has now been bolstered by confirmation of both the next-generation Master large van and the Symbioz.

"What you are witnessing is a major model revitalisation of Renault in Australia," Mr Sealey said.

"We promised six new models over an 18-month period and the new Renault Symbioz is part of that rollout. Plus there is more to come."

MORE: Explore the Renault showroom

“A software issue in the Battery Management System (BMS) may cause an electrical short circuit while charging or parked leading to a vehicle fire,” said Hyundai in its recall notice, which echoes the recall notice for the related Kona Electric also issued today.

“A vehicle fire could increase the risk of injury or death to vehicle occupants, other road users and bystanders, and/or damage to property.”

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• A total of 1402 vehicles are affected, produced between 2018 and 2022
• The Vehicle Identification Number (VIN) list is attached here
• The original recall notice is attached here

If you own an affected vehicle, you’ll be contacted by Hyundai Motor Company Australia and asked to schedule an appointment with an authorised Hyundai dealer as soon as possible.

Your Ioniq EV’s battery will be diagnosed for a software update or battery cell rectification, free of charge.

If you have any further questions, you can contact Hyundai Customer Care on 1800 186 306, or via its website.

MORE: Explore the Hyundai Ioniq showroom

“A software issue in the Battery Management System (BMS) may cause an electrical short circuit while charging or parked leading to a vehicle fire,” said Hyundai in its recall notice.

“A vehicle fire could increase the risk of injury or death to vehicle occupants, other road users and bystanders, and/or damage to property.”

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• A total of 3478 vehicles are affected, produced between 2018 and 2023
• The Vehicle Identification Number (VIN) list is attached here
• The original recall notice is attached here

If you own an affected vehicle, you’ll be contacted by Hyundai Motor Company Australia and asked to schedule an appointment with an authorised Hyundai dealer as soon as possible.

Your Kona EV’s battery will be diagnosed for a software update or battery cell rectification, free of charge.

If you have any further questions, you can contact Hyundai Customer Care on 1800 186 306, or via its website.

MORE: Explore the Hyundai Kona showroom

It’ll arrive in Australian showrooms in June 2026, taking on rivals such as the BYD Atto 2 and Chery E5 electric SUVs.

The Ora 5 is the second model in GWM’s Ora electric vehicle (EV) lineup following the Ora hatch launched here in 2023, and brings increased passenger and cargo space but similarly curvaceous styling.

Two model grades will be offered, with the Lux priced at $33,990 and the Ultra adding more equipment – including upgraded audio, a panoramic glass roof and wireless phone charging – for an additional $3000.

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Its $33,990 drive-away price undercuts the BYD Atto 2’s $31,990 before on-road costs starting price once on-roads are factored in, and sits well below the Chery E5 that’s priced at $36,990 before on-roads.

Larger dimensions see the Ora 5 measure 4471mm long, 1833mm wide and 1641mm tall on a 2720mm wheelbase – 70mm longer than the Ora hatch – while offering 362L of cargo space.

It also has 175mm of ground clearance on standard ‘four-leaf clover’ 18-inch alloy wheels, and is available in a range of exterior colours including turquoise and pink finishes.

Inside, the cabin is offered in black or cream depending on the exterior colour, with leatherette seats, a 14.6-inch centre touchscreen, wireless Apple CarPlay and Android Auto, and a 10.25-inch digital instrument cluster.

While available with a hybrid powertrain overseas, the Ora 5 will launch in Australia exclusively as an EV, with a 150kW/260Nm electric motor driving the front wheels and paired with a 58.3kWh lithium iron phosphate (LFP) battery.

Claimed driving range is 430km (WLTC), with DC fast-charging at up to 120kW and vehicle-to-load (V2L) capability offering up to 6kW of discharge, allowing you to power small appliances.

Pricing

Drivetrains and Efficiency

There’s just one powertrain available in the Ora 5 lineup.

Dimensions

Servicing and Warranty

The Ora 5 comes with a seven-year, unlimited-kilometre warranty, while its battery is backed with an eight-year, unlimited-kilometre warranty for private users.

GWM has yet to announce service pricing for the Ora 5.

Safety

The Ora 5 doesn’t yet have a safety rating from ANCAP or sister authority Euro NCAP.

Standard safety equipment includes:

• Adaptive cruise control with stop/go
• Autonomous emergency braking (AEB) with junction assist
• Blind-spot monitoring
• Child presence detection
• Driver fatigue monitoring
• Lane-keep assist
• Emergency lane-keep assist
• Rear cross-traffic assist
• Safe exit warning
• Surround-view camera with transparent view
• Traffic sign recognition
• Traffic jam assist
• Tyre pressure monitoring
• Front, front-side, curtain and front-centre airbags

Standard Equipment

There are two trim levels, Lux and Ultra, for the Ora 5.

Standard equipment on the Ora 5 Lux includes:

• 18-inch alloy wheels
• Space-saver spare
• LED headlights with automatic levelling
• Rain-sensing wipers
• Rear privacy glass
• Keyless entry
• Six-speaker sound system
• 10.25-inch digital instrument cluster
• 14.6-inch touchscreen infotainment system
• DAB+ digital radio
• Wireless Apple CarPlay and Android Auto
• Front USB-A and USB-C outlets
• Rear USB-C outlet
• Leatherette upholstery
• Six-way power-adjustable driver’s seat
• Single-zone climate control with rear air vents
• Leatherette-wrapped steering wheel
• 4-way steering column adjustment

Additional equipment for Ultra includes:

• Power tailgate
• Heated, power-folding exterior mirrors
• Panoramic glass roof with electric sunshade
• Six-way power-adjustable driver’s seat with memory function
• Four-way power-adjustable front passenger seat
• Heated and ventilated front seats
• Heated steering wheel
• Dual-zone climate control
• Wireless phone charger
• Automatic up/down on all opening windows
• 64-colour ambient lighting
• Nine-speaker sound system

Colours

The Ora 5 is available in five exterior colours, which are yet to be officially named. All apart from White attract a $595 additional charge.

• White
• Green
• Turquoise
• Pink
• Black

MORE: Explore the GWM showroom

Revealed all the way back in November 2023, the new-generation large delivery van will land in Australian showrooms in June 2026 with a choice of mid- or long-wheelbase configurations, and either mid or high roof body styles.

Pricing and specifications will be announced closer to launch. The outgoing Master is priced from $55,200 before on-road costs in medium-wheelbase Pro guise.

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The new electric Master E-Tech uses an 87kWh battery pack and a 105kW/300Nm electric motor, for 410km of range on the WLTP cycle. The maximum DC fast-charge rate is 130kW.

While pricing has yet to be announced, it’s expected to be priced higher than that of its diesel sibling. The Master E-Tech will take on the Ford E-Transit, LDV eDeliver 9 and Mercedes-Benz eSprinter.

The outgoing Master was offered with electric power overseas, but a battery-powered option was never sold here.

Combustion-powered versions of the new Master will use an updated 2.0-litre turbo-diesel four-cylinder engine, producing 125kW of power and 380Nm of torque and mated with a nine-speed automatic transmission.

Service intervals remain at 12 months or 30,000km, whichever comes first.

Less powerful tunes of the diesel engine offered in Europe, as well as a manual transmission, won’t come to Australia.

Depending on the variant, diesel Masters have a payload of up to 1973kg and a gross vehicle mass (GVM) of up to 4000kg, while electric Master E-Techs have a payload of up to 1164kg and a GVM of up to 3500kg.

Renault notes the side door is large enough to fit a forklift pallet, while there’s a flat bulkhead behind the front seats to maximise load space.

The new-generation Master wears fresh, more aerodynamic exterior styling, while inside there’s a more modern dashboard featuring a 10.0-inch touchscreen running the OpenR Link infotainment system.

This includes wireless Android Auto and Apple CarPlay smartphone mirroring, a multitude of USB-C ports, and free over-the-air software updates for five years.

More upscale variants have the same screen, but the operating system is upgraded to include built-in Google apps, including maps, and voice recognition assistant, and the Google Play Store from which you can download supported apps.

An optional workstation folds down in the middle of the three-seat bench, and can be used for work or meals.

The Master has received a Platinum rating from safety authority Euro NCAP, based on assessment of its active safety and driver assist technology.

“Van drivers spend a lot of time on the road, which is why Renault has gone to great lengths to deliver comfort, safety, and excellent driveability with the new model,” said Renault Australia general manager Glen Sealey in a press release.

“Renault has been in the large van market since 1980 – when the original Master was introduced 46 years ago – so it has a lot of experience in this space, and all of that historical knowhow delivers significant improvements with each new model.

“The new-generation Renault Master is a key part of Renault Australia’s model revitalisation.

“Last year Renault Australia promised six new models in the next 18 months and the new-generation Renault Master shows we are delivering. Plus there is more to come.”

Of these six, Renault has already launched the Duster, Scenic and refreshed Arkana SUVs. The new Master brings the tally to four.

MORE: Explore the Renault Master showroom

Pricing for the all-new 2+2-seat hybrid coupe – which will be available in a single model grade, despite rumours of a more potent Type R version – includes any colour choice; Honda remains an outlier in not charging extra for ‘premium’ paint.

The new Prelude’s $65k price tag makes it cheaper than the Nissan Z, which starts at $76,160 before on-road costs, and also the Ford Mustang, with the turbocharged four-cylinder EcoBoost coupe priced from $72,990 before on-roads.

It’s also $14,000 lower than the Honda Civic Type R (with which it shares its front-wheel drive platform, suspension and brake components), which was priced at $79,000 drive-away before 2025 stock allocations of the hot hatch sold out.

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The Prelude nameplate was last sold by Honda Australia in 2001, when it was priced at $50,209 before on-road costs – equivalent to $95,980 in 2025 dollars, according to the Reserve Bank of Australia’s inflation calculator.

Alongside its more traditional rivals, however, the new coupe is more expensive than the Mazda MX-5 RF, the hardtop version of Mazda’s iconic roadster, which is priced between $53,790 and $56,790 before on-road costs.

It’s also significantly dearer than other compact rear-wheel drive coupes like the Toyota GR86, which ranges from $43,940 to $46,090 plus ORCs for the top-spec GR86 GTS, while the Toyota’s Subaru BRZ twin starts from $47,890 plus ORCs.

Honda Australia has also announced capped-price servicing of $199 for each of the first five services.

While service intervals have not been confirmed, they are expected to mirror the Civic’s 12-month/10,000km schedule, so capped prices should cover the standard five-year, unlimited-kilometre warranty, which includes five years of roadside assistance.

Pitched as a grand tourer (GT), the reincarnated Prelude is front-wheel drive and employs the same e:HEV hybrid powertrain as the Civic and CR-V, pairing a 2.0-litre Atkinson-cycle four-cylinder petrol engine with two electric motors for combined outputs of 147kW of power and 315Nm of torque.

There’s no manual transmission, with the Prelude instead exclusively fitted with Honda’s direct-drive e-CVT (continuously variable transmission), featuring shift paddles and simulated throttle ‘blipping’ on downshifts.

The chassis includes adaptive dampers from the Civic Type R, along with its dual-axis front suspension and four-piston Brembo front brakes, riding on 19-inch alloy wheels.

Inside, the Prelude closely mirrors the Civic, with a similar dashboard design, leather-trimmed sports seats, a 10.2-inch digital instrument cluster, and a 9.0-inch infotainment touchscreen with Google built-in, plus wireless Apple CarPlay and Android Auto.

The Prelude marks a return to sports coupes for Honda as Toyota reportedly prepares to revive the Celica with hybrid power. The world’s largest automaker and Australian market leader has also been spied testing a mid-engined model widely tipped to be a reborn MR2 to slot below the GR GT supercar, although the Supra is currently in hiatus. MORE: Explore the Honda showroom

For MY26, the Zeekr X will open from $48,900 drive-away for the single-motor rear-wheel drive version (previously $49,900 before on-road costs), with the dual-motor all-wheel drive flagship now priced at $57,900 drive-away (previously $62,900 plus on-roads).

The updated lineup is due to hit Australian showrooms in May, and to sweeten the deal Zeekr is promoting pre-order and trade-in offers available until May 31.

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Extended pre-order offer:

• Complimentary exterior colour
• Complimentary interior colour
• Complimentary automatic doors
• Complimentary 7kW home charger
• 2 years of additional vehicle warranty
• 2 years of additional roadside assistance

Trade-in offer for current Zeekr X owners:

• $3000 trade-in support for any Zeekr X towards a new Zeekr X purchase
• OR $3000 additional purchase support on a new Zeekr X
• First owners of a current Zeekr X are eligible for an additional 2-year vehicle warranty

Pricing

Zeekr Australia is offering national drive-away pricing across the MY26 range, resulting in big savings (see below).

Drivetrains and Efficiency

As before, there are RWD and AWD variants, each of which now gets a 50kW peak power bump.

The 2026 Zeekr X RWD now gets the brand's new 'Golden Battery' technology, featuring a new 61kWh lithium iron phosphate (LFP) battery and Cell-to-Pack (CFP) architecture from the larger 7X. The new battery is claimed to have been "further optimised for faster charging, enhanced safety and improved thermal stability".

It means the base grade can now charge at a rate of up to 230kW using a DC fast-charger (up from 150kW) and the battery can be charged from 10-80 per cent in around 18 minutes, a reduction of around 12 minutes. The AWD's nickel manganese cobalt (NMC) lithium-ion battery retains its 150kW DC charging cap.

AC charging has also been improved for both variants, with the RWD now able to take 11kW (up from 7.2kW) and the AWD doubling its previous cap to 22kW (from 11kW).

WLTP range for the MY26 Zeekr X RWD is rated at 405km, while the AWD quotes 415km. For reference, the pre-update versions had ADR (NEDC) claims of 540km and 470km, respectively.

Dimensions

Servicing and Warranty

No changes to the five-year warranty have been announced, though Zeekr has confirmed shorter service intervals for the MY26 Zeekr X, with the previous 24-month/40,000km intervals revised to 12-month/20,000km.

For reference, each odd-year service (ie: the first, third, etc) costs $279 for both grades through to the seventh year, with the difference being the even-year visits (second, fourth, etc) which can cost as much as $1450 (AWD).

Safety

The pre-update Zeekr X achieved a five-star ANCAP safety rating based on 2024 testing by sister firm Euro NCAP, and this is expected to carry over for the 2026 model.

All X vehicles also receive the brand's new Zeekr AD driver assistance suite, which incorporates five HD cameras, five millimetre-wave radar sensors, 12 ultrasonic sensors dotted around the vehicle, as well as Remote Parking Assist "for tight urban conditions".

Standard safety equipment for MY25 models includes:

• 7 airbags (incl. front centre)
• Autonomous emergency braking (front and rear)
• Adaptive cruise control
• Automatic lane change
• Blind-spot monitoring
• Driver attention monitoring
• Front and rear cross-traffic alert
• Lane-centring
• Lane-keep assist
• Evasive Manoeuvre Assist
• Surround-view camera
• Tyre pressure monitoring
• Low-speed pedestrian warning sound
• Digital video recorder

It's worth noting that Euro NCAP has confirmed the Zeekr X was the first vehicle to be used for experimental 'research tests' as the European and Australian crash testers develop upcoming 2029 protocols that will provide a deeper evaluation of how advanced driver assist systems (ADAS) interact with each other.

You can read more on that here.

Standard Equipment

Both variants feature enhanced equipment lists despite the price cuts, with the AWD benefitting from the most upgrades.

Exterior changes include:

• New Khaki Green matte, Onyx Black colour options – AWD
• Optional 20-inch forged alloy wheels in Black – AWD
• Optional automatic doors – AWD

Interior changes include:

• Heated rear seats
• Massaging front seats – AWD
• Onboard fridge under front-centre armrest – AWD
• Touch-capacitive steering wheel shortcuts
• 13-speaker Yamaha surround sound system

Grey is now the standard interior option, with white available as an option on both the RWD and AWD. The AWD is exclusively available with the option of a black interior with red seatbelts.

Zeekr X RWD carryover equipment highlights:

• 19-inch alloy wheels
• 235/50 R19 Continental EcoContact 6 tyres
• Two-tone exterior paint – black roof, mirrors)
• Frameless side mirrors:
• • Heated
  • Auto-dimming
  • Power-folding
  • Memory function
• Panoramic sunroof
• Vehicle-To-Load (V2L) functionality
• Semi-autonomous park assist
• Rain-sensing wipers
• Black/grey “leather-free” interior upholstery
• 6-way power driver's seat
• 8.8-inch digital instrument cluster
• 14.6-inch touchscreen infotainment system
• • Apple CarPlay – wired, wireless
  • Android Auto – wired, wireless
• Wireless phone charger
• 7-speaker sound system
• Auto-dimming frameless rear-view mirror
• Dual-zone climate control
• Rear air vents (B-pillar mounted)
• 5G-WiFi hotspot
• Connected services – 5yr subscription
• Over-the-air software update capability
• Zeekr App functionality
• • Sentry mode
  • Pet mode
  • Rest mode

Zeekr X AWD adds:

• 20-inch forged alloy wheels
• 245/45 R20 Continental EcoContact 6 Q tyres
• 24.3-inch augmented reality head-up display
• 6-way power-adjustable passenger seat
• Driver’s seat memory
• 4-way power lumbar support
• Ventilated front seats
• Heated steering wheel
• 13-speaker Yamaha sound system
• ‘Ice Block’ LED ambient lighting

Options

Several options and upgrades are available depending on variant.

Zeekr X RWD + AWD options include:

• Premium paint: $1000
• Interior trim (non-Grey): $1000

Zeekr X AWD options include:

• Automatic doors: $2000
• Matte Green exterior paint: $2000
• Black interior with Red seatbelts, stitching and 20-inch Black alloys: $2000

MORE: 2026 Zeekr X review – Quick driveMORE: Explore the Zeekr X showroom

Yes, MG’s mid-size SUV challenger is still alive and well. Though the model range was recently expanded to include both plugless and plug-in hybrid variants, there are still three budget-minded petrol-only grades for buyers to consider.

But what was once one of MG’s strongest sellers has slipped since the second-generation HS arrived locally in 2024. The HS has always been less popular than Australia’s SUV favourites, including the Toyota RAV4 and Mazda CX-5, but sales of newer rivals like the GWM Haval H6 have skyrocketed in recent times.

Not much has changed for this iteration of HS since it was released, but while its sharp launch pricing has been retained, it’s still up to $7000 more expensive than the model that preceded it. Even this mid-spec 2026 MG HS Excite is $5000 pricier than its now-defunct equivalent.

With that in mind, is there something fundamentally wrong with the HS, or are its rivals just that much better?

How much does the MG HS cost?

The petrol Excite is the second-cheapest MG HS variant currently on sale, priced at $36,990 drive-away.

The petrol HS Excite’s most direct rival is the GWM Haval H6 Lux, priced at $35,990 drive-away, though upgrading to the better-equipped Ultra only raises the price to $38,990 drive-away.

You might also consider the non-hybrid Chery Tiggo 7 for as much as $33,990 drive-away, which is ever so slightly smaller than the HS. The larger Tiggo 8, meanwhile, starts at $41,990 drive-away for non-hybrid variants.

As a benchmark, the outgoing Toyota RAV4 range starts at $42,260 before on-roads for the base front-wheel drive GX.

To see how the MG HS stacks up against the competition, use our comparison tool

What is the MG HS like on the inside?

The HS’s cabin is tidy, with the mostly minimalist, screen-oriented layout that we’ve come to expect from MG.

It’s headlined by a large dual-screen display that houses two 12.3-inch units for the central infotainment system and driver's instrument cluster. It’s fundamentally similar to what you’d find in a Hyundai or Kia, only without the sleek graphics.

Its text and icons are still clear and legible, and there are a handful of informative menus to flick through using the steering wheel buttons. Those buttons could do with being a bit clearer themselves, and the use of delicate piano-black plastic in such a high-touch area is questionable.

The infotainment system, meanwhile, offers an array of large app shortcuts that are easy to figure out on the move. It’s still annoying that the climate system has no physical controls beyond the three glossy buttons below the screen, since you have to open a dedicated menu every time you want to make a basic change.

We find it even more cumbersome if you’re using Apple CarPlay or Android Auto, as you have to exit your smartphone’s interface to access basic functions like fan speed or temperature. Other MG models have more intuitive shortcuts, so it’s a shame the HS has these limitations.

It’s also worth noting that CarPlay is wired-only via USB-A. This might be a sticking point in a market where wireless connectivity is commonplace, even though MG’s own software addresses some shortcomings with features such as integrated satellite navigation, which can be displayed on the instrument cluster.

As for cabin materials, the HS Excite is fairly well-appointed. The steering wheel, for instance, is upholstered in a premium, perforated leather-like material, though MG’s brochure suggests it’s actually polyurethane. Whatever the case, it’s nice to hold.

The seats are upholstered in a similar leather-like PVC, which also feels decent in quality. Power seat adjustment is standard across the HS range, and the seats are comfortable enough, though they lack the heating function of the top-spec Essence.

Unfortunately there's more piano-black surrounding the leather gear selector – quite a lot of it at that. This area will scratch in no time, and it’s a shame that a handful of key controls, like the parking brake and Park button, are also glossy.

But there’s a reasonable amount of storage up front, including a pair of cupholders, bottle holders in the doors, a standard passenger-side glovebox, and a storage box under the padded central armrest.

Being the Excite, our HS tester misses out on niceties like a sunglasses holder above the rear-view mirror, and a panoramic sunroof. This isn’t the end of the world, but some may find the lack of a wireless phone charger an issue.

Phone charging is therefore handled via either the 12V outlet or the right-hand USB-A port up front, while the left-hand port is reserved for the aforementioned wired smartphone mirroring.

The lack of a wireless charger at least gives you a simple rubber pad under the central armrest on which to store your phone.

The second row is easy to access thanks to the large door openings, and you’ll find there’s plenty of room all around. Legroom is particularly impressive, with ample space behind both front seats regardless of the front seating position, and there’s only a tiny driveline hump in the middle.

MG has done a very good job of catering to families back here, with rear-seat occupants treated to dual air vents and a pair of USB-A ports on the back of the centre console. It’s not extravagant by any means, but there's plenty to keep everyone happy.

There are also two ISOFIX anchors and three top-tether points for child seats, and the central folding armrest flips up to reveal two cupholders surrounded by a bezel finished in yet more piano black.

Other design elements from the front are also echoed in the rear, like the three-dimensional patterns on the inside of the door cards and metallic elements like the door handles and speakers.

A power tailgate is reserved only for the flagship HS Essence, though the manual alternative here is still easy enough to open. The boot's 507 litres of seats-up capacity is down on rivals like the Haval H6 (560L) and RAV4 (580L) on paper, but it’s an appropriately spacious area in the metal.

Barebones as it is, the load floor is large and sits at a nice height for loading. There are also nets on either side to secure loose items, along with a small amount of extra storage space under the floor.

All variants also get a space-saver spare wheel as standard.

To see how the MG HS stacks up against the competition, use our comparison tool

What’s under the bonnet?

Powering all non-hybrid MG HS variants is a 1.5-litre turbocharged four-cylinder petrol engine that produces 125kW of power and 275Nm of torque. Drive is sent to the front wheels through a seven-speed dual-clutch automatic transmission.

Our week with the HS primarily involved highway commuting, offset by a long country drive. The result was a recorded fuel consumption figure that was lower than MG’s claim.

To see how the MG HS stacks up against the competition, use our comparison tool

How does the MG HS drive?

The HS generally drives well, but a few things quickly wear off the surface polish.

Our main complaint is with its safety gear. It’s all far too sensitive, with the driver attention monitor happily pinging you for spending a fraction too long looking out the side window or down at either of the two screens.

Given the lack of interior buttons forces you to pay closer attention to the screens, this is annoying. It’ll be especially irksome to drivers coming from older cars, or even from new cars with better safety system calibration – it’s just not good enough.

‘Passive’ lane-keep assist and the car’s speed limit warning are also particularly vocal, sometimes melding into a cacophony of beeps and bongs that makes it difficult to pinpoint what the car is actually warning you about.

Fortunately, these systems generally stop short of interacting with the physical driving controls, instead relying on audible and on-screen warnings. You can easily disable them via the infotainment screen, but they’re buried within several menus and need to be turned off every time you start the car.

Slightly less consequential is the ride quality, which is a little bouncy and could be more settled. You won’t notice too many issues from the driver’s seat, but my passengers in the back (who rarely ever get car sick) said they felt a bit nauseous after a drive through the country.

This was surprising, given the drive wasn’t particularly strenuous and nobody in the front seat felt unwell, though it may have been exacerbated by the slight plastic/glue smell inside the HS.

The HS handles okay but not exceptionally, and there is a bit of body roll. Its steering feel is appropriate for a family SUV, and it’s easy enough to drive day-to-day, feeling just as comfortable around town as it does on the freeway. But on twistier roads it could be a touch sharper.

A positive is that cabin refinement is very good. There’s next to no road or wind noise at 80km/h, and even at 100km/h or more it's still nicely subdued – impressive for an SUV at this price point.

The most audible sound inside the cabin is, in fact, the engine. Lay into the throttle and you’ll find the 1.5-litre powerplant opens up nicely without sounding too shouty; it doesn’t rival a Ferrari for exhaust note, but it won’t give you a headache either.

Performance is also decent for such a small-displacement engine. The HS pulls nicely, and you’d be hard-pressed to notice any significant turbo lag, which makes it fairly predictable.

This is backed up by a competent dual-clutch automatic transmission, which actually has a European quality. It’s a wet-clutch setup, so its shifts are smoother than those of dual-clutch autos you may have heard about before.

It’ll still exhibit slight stumbles at low speed, but nothing too obnoxious. There are no paddle shifters, but you can flick to Sport mode on the gear selector and shift manually that way – not a necessity, but certainly nice to have.

Some of its safety systems may be underdone, but the HS packs enough driver assistance gear to get you by. This includes blind-spot monitoring that works well enough, while the standard cruise control function is generally reliable.

The HS Excite also gets a surround-view camera as standard, but misses out on front parking sensors. That’ll be annoying if you regularly park in tight spaces, but the car’s cameras are good enough to help you manoeuvre safely. Visibility out of the cabin is also good if you want to do it the old-fashioned way.

So the fundamentals are solid, but the HS could do with some technological finessing.

To see how the MG HS stacks up against the competition, use our comparison tool

What do you get?

Three grades are available for the petrol MG HS.

2026 MG HS Vibe equipment highlights:

• 18-inch alloy wheels
• Space-saver spare wheel
• Auto LED headlights
• LED tail-lights
• Rain-sensing wipers
• Power-adjustable, heated side mirrors
• Cloth seat upholstery
• 6-way power driver’s seat
• Polyurethane steering wheel
• Leather-wrapped gear selector
• 12.3-inch digital instrument display
• 12.3-inch touchscreen infotainment system
• Wired Apple CarPlay and Android Auto
• DAB+ digital radio
• Bluetooth
• 2 x front USB-A ports
• 2 x rear USB-A ports
• 6-speaker sound system
• Climate control
• Keyless entry

HS Excite adds:

• 19-inch alloy wheels
• Front fog lights
• PVC upholstery
• Satellite navigation
• Navigation on instrument display
• 12-month complimentary iSmart access

HS Essence adds:

• Panoramic sunroof
• Power-folding side mirrors with position memory
• Driver’s seat position memory
• Driver’s seat power lumbar support
• 4-way power passenger seat
• Heated front seats
• Wireless phone charger
• 8-speaker sound system
• Dual-zone climate control

To see how the MG HS stacks up against the competition, use our comparison tool

Is the MG HS safe?

The new MG HS has a five-star ANCAP safety rating based on testing carried out by sister organisation Euro NCAP in 2024.

Standard safety equipment highlights:

• 7 airbags, incl:
  • Driver
  • Passenger
  • Side
  • Curtain
  • Far side
  • Front centre
• Adaptive cruise control
• Autonomous emergency braking
• Blind-spot monitoring
• Driver attention monitoring
• Front and rear collision warning
• Front and rear cross-traffic alert
• Intelligent cruise assist
• Lane change assist
• Lane keep assist
• Lane departure warning system
• Rear parking sensors
• Reversing camera
• Traffic jam assist
• Tyre pressure monitoring

The MG HS Excite adds a surround-view camera, while the Essence adds front parking sensors.

To see how the MG HS stacks up against the competition, use our comparison tool

How much does the MG HS cost to run?

MG Australia backs its passenger vehicle range with a standard seven-year, unlimited-kilometre warranty, which can be extended to 10 years or 200,000km if serviced on time at an MG dealer.

Servicing is required every 12 months or 15,000km, whichever comes first. MG details capped-price servicing for the first 10 visits, as follows:

For comparison, the equivalent non-hybrid GWM Haval H6 costs $2025 to service over five years, roughly $300 less than the HS over the same period.

Chery’s capped-price servicing for the non-hybrid Tiggo 7 is cheaper still, totalling $1445 over five years. Over the brand’s full seven-year capped-price program, the Tiggo 7 is also much cheaper than the HS at $2151.93.

Maintenance costs for the outgoing RAV4, meanwhile, undercuts them all; it costs only $1350 to service over five years.

To see how the MG HS stacks up against the competition, use our comparison tool

CarExpert’s Take on the MG HS Excite

For SUV buyers on a budget, the non-hybrid MG HS ticks enough boxes to be worth considering, but it’s far from perfect.

Those safety gremlins are the main thing holding it back, and they’re stark reminders of how far many Chinese cars have come. Even MG’s own newer models have far fewer issues, which may well turn potential HS buyers toward other brands instead.

That’s a shame, because aside from that and the apparent hatred for interior buttons, the HS isn’t a bad car. Its powertrain is solid, its road manners are par for the course, and it’s impossible to argue it isn’t strong value.

However, if you can’t spring for any of the pricier Japanese or Korean alternatives, something like the GWM Haval H6 might still be a better buy. It’s a slightly newer SUV that is generally more polished, and the marginally more expensive Ultra may well be worth the price premium in the long run.

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Click the images for the full gallery

MORE: Explore the MG HS showroom

The RZ500e Luxury is priced at $84,500 before on-road costs, down $36,559 on the RZ450e Luxury, while the RZ500e Sports Luxury is priced at $91,000 plus on-roads – a reduction of $42,059.

Those are reductions of just over 30 per cent, and follow similar cuts made to the prices of the RZ’s Toyota bZ4X and Subaru Solterra platform-mates with their latest updates. bZ4X pricing was cut by up to 15 per cent and Solterra pricing by up to nine per cent.

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The new RZ550e F Sport slots in atop the range, priced at $105,000 before on-road costs. It’s the only RZ to not slot in under the Luxury Car Tax threshold for fuel-efficient vehicles, with the Luxury and Sports Luxury now eligible for Fringe Benefits Tax (FBT) exemptions.

The dual-motor all-wheel drive RZ500e produces 50kW more than the outgoing RZ450e thanks to revised electric motors, bumping total power to 280kW. Torque is unchanged at 537Nm.

There’s also a larger-capacity 74.7kWh battery, up from 71.4kWh, yielding a 16 per cent increase in WLTP range to 460km. The AC charge rate has also been doubled to 22kW.

Lexus says the RZ has also received additional bracing and body rigidity measures, as well as retuned dampers and springs front and rear, plus measures aimed at reducing noise, vibration and harshness.

The new RZ550e F Sport, marking the first time Lexus has offered an F Sport version of its electric SUV here, features a 77kWh battery and a 300kW dual-motor all-wheel drive powertrain. WLTP range dips slightly to 437km.

The headline act of the new F Sport variant is a steer-by-wire system with a steering yoke.

Lexus says steer-by-wire makes “low speed manoeuvring easy while providing confident stability and precise response at higher speeds”, while the yoke “can turn from centre to full left or right lock in about 200 degrees, eliminating the need for hand-over-hand movement”.

The RZ550e F Sport also features Interactive Manual Drive, which allows drivers to use the paddles on the yoke to shift between eight simulated gears.

Artificial engine sounds and a virtual tachometer are among the means by which Lexus engineers have attempted to make the electric SUV feel like there’s a petrol engine under the bonnet.

An even sportier flagship is due later in 2026 in the shape of the RZ600e F Sport Performance, which is being referred to as a limited edition with “strictly limited local availability”.

Pricing for the RZ600e has yet to be announced, but it’ll offer a more powerful 313kW dual-motor all-wheel drive powertrain and larger six-piston blue brake calipers with ventilated 400x28mm discs.

Despite the bump in power, it has the same 4.4-second claimed 0-100km/h time as the RZ550e.

It features a more aggressive look than other RZs thanks to a 20mm reduction in ride height and the fitment of 21-inch Enkei matte-black alloy wheels, wide wheel-arch mouldings, a vented bonnet, a front lip spoiler and a two-tiered rear wing; inside it’ll also feature unique trim.

It’s all topped off with a carbon-fibre roof to reduce the electric SUV’s centre of gravity and the kerb weight.

The updated RZ will be offered in seven exterior paint colours, including new Sonic Selente and Neutrino Grey finishes. The F Sport will be offered with two-tone finishes.

The electric SUV takes on a wide range of models, including the Audi Q6 e-tron (from $99,900 before on-roads) and Cadillac Lyriq (currently priced from $95,000 drive-away).

Pricing

Drivetrains and Efficiency

Dimensions

The Lexus RZ is a large, five-seat crossover SUV.

Servicing and Warranty

Lexus Australia backs its vehicles with a five-year, unlimited-kilometre vehicle warranty and an eight-year, 160,000km battery warranty.

Service pricing for the updated RZ isn’t yet available, but the outgoing model was offered with five years of capped-price servicing with each visit costing $395.

Safety

The Lexus RZ was assessed by safety authority ANCAP in 2023, and received a five-star rating.

A full list of safety equipment isn’t yet available for the Australian-market 2026 RZ.

Standard Equipment

There are now three Lexus RZ variants, up from two, with the limited-edition RZ600e F Sport Performance to follow later in the year.

The RZ500e Luxury comes standard with the following equipment:

• 20-inch dark alloy wheels
• LED headlights
• Power tailgate
• 7.0-inch instrument cluster screen
• 14-inch touchscreen infotainment system
• Satellite navigation
• Wireless Apple CarPlay and Android Auto
• Wireless phone charger
• 10-speaker Panasonic sound system
• NuLux leatherette upholstery in Hazel or Greyscale
• Heated front seats
• 8-way power-adjustable front seats
• Power tilt and telescopic steering wheel adjustment
• Dual-zone climate control

The RZ500e Sports Luxury adds:

• 20-inch two-tone alloy wheels
• LED headlights with adaptive high-beam and dynamic auto-levelling
• Dimming panoramic roof
• Semi-autonomous parking assist
• Ultrasuede upholstery in Hazel, Greyscale or Storm
• Ventilated front seats
• Driver’s seat memory
• Heated outboard rear seats
• Heated steering wheel
• Head-up display
• ‘High-grade multi-information display’
• 13-speaker Mark Levinson sound system
• Digital rear-view mirror
• Tsuyasumi ornamentation
• ‘Dynamic multi-colour illumination’

The RZ550e F Sport adds:

• Gloss black alloy wheels
• Unique bumpers
• Rear spoiler
• Steering yoke
• Interactive Manual Drive
• Front sports seats in black and dark grey Ultrasuede
• Aluminium pedals
• ‘Micro-geometric pattern film ornamentation’

MORE: Explore the Lexus RZ showroom

“We’ve got the LandCruiser 300 Performance Hybrid coming, that’s coming just after the middle of the year,” Toyota Australia’s vice president for sales, marketing and franchise operations, John Pappas, told CarExpert.

Toyota confirmed the hybrid version of the LandCruiser 300 Series for our market in September 2025, and at the time said it would be launched here in March 2026 in a pair of model grades.

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Pricing still has yet to be confirmed.

Toyota is calling its electrified flagship SUV a ‘Performance Hybrid’, and it uses the same twin-turbocharged 3.4-litre V6 petrol-electric powertrain as the Tundra pickup, as well as the Lexus LX700h that has also been confirmed for Australia.

Per overseas specifications, the hybrid LandCruiser has total system outputs of 341kW and 790Nm, a 10-speed automatic transmission, a 1.8kWh nickel-metal hydride (NMH) battery, and fuel consumption of 10.9L/100km.

“The reason we’re launching this car is because there is no compromise on towing, on performance,” said Mr Pappas’ predecessor, Sean Hanley, last year.

“I think that’s important, because that’s the delineation between what we call the ‘efficient’ hybrid and ‘performance’ hybrid.”

While the LandCruiser 300 Performance Hybrid is locked in for a local release, a hybrid version of the Prado remains off the table for now.

“If it becomes available as a powertrain and we think that it can do the job for our customers, we’ll always consider it for our market requirement,” said Mr Pappas.

“Nothing to announce today on the Prado, but we’ll always be open to those things based on their availability and applicability.”

Mr Pappas‘ comments show there’s essentially been no change in Toyota Australia’s position on the hybrid Prado since its August 2023 reveal.

Mr Hanley said in June 2024 that this ‘performance hybrid’ was a “tangible alternative for this vehicle at this point” but Toyota Australia needed to “make sure it’s the right engine for the kinds of things people in Australia will want to do with that Prado”.

The hybrid Prado is currently produced in Japan like the diesel variants sold here, but only in left-hand drive for markets like the US.

Mr Hanley said Toyota would need to be able to sell over 10,000 Prado hybrids annually in Australia for the business case to stack up.

The hybrid version of the Prado – known in other markets as the LandCruiser or LandCruiser 250 Series – uses a 2.4-litre turbo-petrol hybrid powertrain with total system outputs of 243kW and 630Nm. An electric motor is positioned in the bell housing between the engine and the eight-speed automatic transmission, and there's a 1.87kWh NMH battery.

Claimed combined cycle fuel consumption is 10.2L/100km.

While Toyota already offers a large SUV with some electrification, the Prado sold here has only a 48V mild-hybrid system which doesn’t allow it to drive on pure electric power, even at low speeds, as can be done in the brand’s bevy of hybrid passenger cars and crossover SUVs.

GWM beat Toyota to market with hybrid versions of its Tank 300 and Tank 500, and has subsequently launched plug-in hybrid versions.

More recently, Denza commenced deliveries early this year of the B5 and B8 – Prado and 300 Series rivals, respectively – which are offered exclusively as PHEVs.

MORE: Explore the Toyota LandCruiser 300 Series showroomMORE: Explore the Toyota LandCruiser Prado showroom

Known as the KP31 for now, the Chery ute is set to launch initially with a diesel plug-in hybrid powertrain later this year, with a petrol plug-in hybrid version to join the lineup in 2027 – taking aim at the BYD Shark 6.

The interior styling has a mix of rugged off-roader and premium SUV design cues, much like the Kia Tasman.

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Surrounding a stubby, leather-trimmed automatic gear shifter are an electronic selector for low-range, another for off-road driving modes, and buttons to individually engage the front, centre, and rear locking differentials.

The pre-production prototype previewed also includes buttons for crawl control and a tight-turn feature, which can drag the inside wheel to help the vehicle pivot around hairpins on loose surfaces.

But there’s also plenty of luxury features – likely to be available on the range-topping variant – such as heated and ventilated electric front seats, dual-zone climate control, wireless smartphone charging, adaptive cruise control, sunroof, ambient lighting, and a premium sound system with stainless steel speaker grilles.

A leather-wrapped steering wheel, leather upholstery, and stitched suede on the dashboard, upper door cards, and roof lining also adorn the prototype.

Leather also extends to the rear bench seat, which appears to have some rake built into the backrest to improve comfort.

The large infotainment screen shows the vehicle’s trip distance, the total distance travelled, and its average speed.

All of this suggests Chery will be positioning the model at the pointy end of the dual-cab segment.

Aside from the turbo-diesel engine’s 2.5-litre capacity, exact details of what’s under the bonnet remain a mystery, but unconfirmed reports out of China claim the ute could offer some big performance figures – as well as up to 170km of electric driving range.

The ute’s off-road capabilities were said to be a priority for Chery’s development team, with the rolling concept fitted with front and rear bash plates, recovery points, a snorkel, and all-terrain tyres on six-stud alloy wheels.

Company officials have already confirmed the model will offer up to 1000kg of payload, along with a braked towing capacity of up to 3500kg.

While the vehicle is currently known by its internal designation ‘KP31’, Chery Australia launched a competition to help name it, promising the winner the first ute to arrive in the country.

Lasting just two weeks, the competition attracted more than 20,000 entries.

“We knew Aussies would have a strong view on what makes a great ute, and the response to this competition has absolutely reflected that,” said Chery Australia chief operating officer Lucas Harris.

“To receive this many entries is a tremendous result, but just as importantly, entrants took the brief seriously and explained why their name belonged on the ute, making the shortlisting process both exciting and difficult.”

Though not part of the competition, CarExpert’s comments section helpfully suggested ‘Chery Ripe’ as the ute’s new name. However, given Cadbury’s historic efforts to legally trademark a shade of purple, we suspect the chocolate giant might not want to share the name.

MORE: Chery claims diesel PHEV ute will be more capable than petrol PHEVs, even its own

The Triton Raider is a new model grade arriving with the model year 2026 (MY26) update, with the core lineup also benefiting from retuned front and rear suspension, while the number of manual transmission variants has been reduced to one.

The rally-inspired Triton Raider is based on the MY26 GSR dual-cab, which also gains Mitsubishi Connect services as part of its update, and comes with a black sports bar, roof rails and 18-inch alloy wheels.

The Raider goes significantly further, adding unique local suspension and steering upgrades from Melbourne-based Premcar, which Mitsubishi Australia says gives the Triton range a proper showroom off-road competitor.

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“Looking at the volume in that $60,000-plus price range where we haven’t really been, the Raider was really born to create that emotional derivative,” Bruce Hampel, Mitsubishi Australia’s general manager of product strategy, told CarExpert.

Pricing hasn’t been announced, but Mitsubishi has confirmed the Raider will sit above the MY26 Triton GSR’s $65,590 (before on-road costs) price – and it could push beyond $70,000.

Mr Hampel said the Raider is a showroom competitor to the Ford Ranger Tremor, which in updated ‘2026.5’ form – due in showrooms mid-year – is priced at $75,090 before on-road costs.

The upcoming Nissan Navara Warrior was also singled out as a Triton Raider rival – understandable, considering the new-generation Navara is a twin to the Triton.

While the new-generation Warrior has yet to be priced, the previous model was listed at $75,643 before on-road costs.

While the broader Navara range also benefits from steering and suspension tuning by Premcar, the Raider’s upgrades go significantly further.

The changes reflect the Raider name, which was chosen as a nod to the off-road rally raids the Triton has competed in, including the Asia Cross Country Rally it won in 2025.

The beefed-up Triton Raider starts with the GSR’s graphite front grille, sports bar and roof rails, but swaps its 18 x 7.5-inch alloy wheels for wider 18 x 9.0-inch items from ROH.

Finished in a unique Brushed Bronze colour with Raider-branded centre caps, the wheels feature a unique offset to increase track width by 20mm, and are wrapped in 285/60 Bridgestone Dueler A/T 002 all-terrain tyres.

Premcar engineering director Andrew Lynch said the chassis tuning was centred around the Bridgestone tyres, which were selected after evaluating multiple options against 20 key attributes.

Work then shifted to the front suspension, where taller coil springs with revised rates balance ride comfort on- and off-road, along with increased jounce travel to better absorb impacts.

The dampers feature larger pistons and increased oil capacity, allowing them to remain cooler for longer under heavy loads, including sustained off-road driving or towing.

Mr Lynch said the Raider’s dampers have their own unique ‘valve code’, meaning they’re specifically tuned to match the recalibrated steering and upgraded wheel-and-tyre package.

According to Mitsubishi, 7000km of outback testing was completed to finalise the Raider’s tune.

Combined, the changes add 25mm to the front ride height and 15mm to the rear, while a front sump protector forms part of the relatively subtle exterior updates.

Other visual changes include ‘sandstorm’ side decals and Raider tailgate badging, while the cabin remains largely unchanged from the GSR, aside from Raider embroidery on the front headrests and a centre console badge.

There are no changes to the 150kW/470Nm 2.4-litre four-cylinder turbo-diesel engine, six-speed automatic transmission or four-wheel drive system.

Mitsubishi hasn’t confirmed exact figures, but doesn’t expect changes to the Triton GSR’s 3500kg braked towing capacity or circa 970kg payload.

The current-generation Triton was introduced in 2023, with the Nissan Navara launched in 2026 as a restyled version of the Triton, albeit with its own Premcar-tuned suspension to further differentiate the two utes.

Both automakers are part of the Renault-Nissan-Mitsubishi Alliance, with some models and components shared across the brands.

MORE: Explore the Mitsubishi Triton showroom

The boss of Melbourne-based Premcar, Bernie Quinn, told CarExpert it had so far largely overcome setbacks from rising shipping and logistics costs linked to global spikes in diesel and petrol prices.

“We’ve had a few logistics issues generally – like getting parts that are on ships – but generally speaking we haven’t seen an effect yet, but who knows down the track,” said Mr Quinn, who founded Premcar in 2012.

“We will always find a way [but] hopefully this whole [Middle East conflict] situation ends soon.”

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Mr Quinn was speaking at the unveiling of the Mitsubishi Triton Raider, which uses suspension and steering components developed and tested by Premcar to improve off-road capability.

Mitsubishi says the Triton Raider is pitched against the Ford Ranger Tremor and Nissan Navara Pro-4X Warrior, and will be a permanent addition to the updated MY26 Triton lineup when it arrives in showrooms in May.

As well as the chassis upgrades, Premcar fits all the Raider’s components locally, including the wider ROH wheels, exterior badging and graphics, down to the embroidered front-seat head restraints.

The unveiling came shortly after fuel prices hit record levels across Australia, with petrol reaching nearly $2.60/litre and diesel almost $3.50/litre – prompting the federal government to halve the petrol excise and abolish the heavy vehicle road-user charge for three months from April 1.

Despite ongoing uncertainty, Mr Quinn said Premcar can handle any demand for the Triton Raider that Mitsubishi may place on the operation.

“It’s not a make the decision today, build the cars tomorrow,” he said. “We’ve got all the logistics systems and supplier agreements in place to be able to ramp up production.”

Premcar has become an integral part of the Australian automotive industry, with its first Navara Pro-4X Warrior tune – developed for Nissan Australia as a showroom model complete with a factory warranty – expanding overseas, including to South Africa.

It has also fettled the suspension across the new-generation Navara lineup launched in Australia earlier this year, helping the new-generation ute – which is based on the Triton – better suit local conditions.

A Warrior version of the new Navara has been teased by Nissan Australia, with a showroom version expected in 2026 or 2027.

Premcar also developed a Warrior version of the outgoing Y62-series Nissan Patrol, which is set to be replaced in Australia in by the new Y63 later this year. While not confirmed, a Warrior version of the Y63 Patrol is expected, and could reach showrooms in 2027.

MORE: Explore the Mitsubishi Triton showroom

MORE: Explore the Nissan Navara showroom

The company has unveiled its most capable dual-cab ute yet – the 2026 Mitsubishi Triton Raider – which is due on sale next month and will take on the Ford Ranger Tremor.

Speaking to CarExpert at the unveiling, Mitsubishi Australia general manager of product strategy Bruce Hampel said the Triton Raider is a toe in the water for potentially even more capable off-roaders to come.

“We think there’s this opportunity – and I guess we’re testing the water here now [with Triton Raider],” he said. “What we’re seeing is if the customer demand is really there for these types of products – if it is, we can go further, right?”

The Triton Raider is tuned locally by Melbourne-based Premcar, with upgraded off-road suspension and steering, wider 18 x 9.0-inch ROH alloy wheels and all-terrain tyres, fitted in Australia alongside visual exterior and cabin tweaks.

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While more capable, Mr Hampel said it’s positioned against the Ford Ranger Tremor and Nissan Navara Pro-4X Warrior, which are priced around $75,000 before on-road costs – a price point Mitsubishi hasn’t previously targeted.

That positioning means the Triton Raider doesn’t yet match the capability – or the $90,690 (before on-road costs) price – of the Ranger Raptor, but that doesn’t mean Mitsubishi isn’t preparing to take a slice of Ford’s pie.

“Across the range, we can deploy the Raider concept on other nameplates potentially, but we can also look to further enhance the Triton to a higher level again,” he told CarExpert.

The Ford Ranger Raptor was developed in Australia, with the first generation launched in 2018 featuring advanced off-road suspension, including Fox dampers, creating an instant class of its own.

The second generation, launched in 2022, addressed the main criticism of the original by replacing the 157kW/500Nm 2.0-litre bi-turbo diesel with a 3.0-litre twin-turbo V6 petrol engine producing 292kW and 583Nm for hot hatch-like acceleration.

While rivals have introduced more off-road-focused variants of their utes – including the Toyota HiLux GR Sport – and Nissan enlisted Premcar to develop the Navara Pro-4X Warrior, the Ranger Raptor still lacks a genuine head-to-head rival and remains the benchmark for dual-cab performance utes in Australia.

Premcar boss Bernie Quinn, speaking at the same event, said the Melbourne-based firm is ready to step in if Mitsubishi decides to pursue a more extreme Triton.

“We’re always going to be there to support,” he said. “No one knows what the ceiling is yet; I mean, the ceiling just keeps getting higher and higher, especially with dual-cab utes. So, I envisage this [Triton Raider] is step one and then we’re going to keep pushing out from the ceiling.”

MORE: Explore the Mitsubishi Triton showroom

Available to pre-order now, the 2026 Mazda CX-6e will be offered in two grades like the related 6e EV sedan: the GT and top-spec Azami.

Both grades will be powered by a 190kW/290Nm rear electric motor fed by a 78kWh lithium iron phosphate (LFP) battery pack, with claimed driving range pegged at up to 484km on the WLTP test cycle.

Mazda claims the CX-6e can be DC fast-charged from 30 to 80 per cent "in as little as 15 minutes", though hasn't confirmed the actual charging capacity.

Also like the Mazda 6e, the Japanese brand is opening orders with a launch offer – the first 1000 customers to pre-order a CX-6e GT will receive a complimentary upgrade to the Azami flagship, representing a saving of $3000.

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Mazda CX-6e GT highlights:

• 19-inch alloy wheels
• LED headlights
• Hands-free power tailgate
• 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
• Tri-zone climate control with air purification system (PM2.5 filter)
• Auto-dimming rear-view mirror
• Heated and ventilated front seats
• Heated steering wheel
• 23-speaker sound system
• Wireless smartphone charger

Mazda CX-6e Azami adds:

• Digital exterior mirrors
• Digital interior mirror
• 21-inch alloy wheels

Both models 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 allowing remote vehicle tracking.

Further, standard safety features include:

• Autonomous emergency braking (AEB) incl. pedestrian, cyclist detection
• Adaptive cruise control
• Blind-spot monitoring
• Driver monitoring system
• Emergency Brake Assist
• Lane-keep assist
• Rear cross-traffic alert
• Surround-view camera with See-Through View
• Front and rear parking sensors

Headlining the colour options will be the new Nightfall Violet Mica, exclusive to the CX-6e.

Other colour options include:

• Soul Red Crystal Metallic
• Machine Grey Metallic
• Aero Grey Metallic
• Airstream Blue Metallic
• Crystal White Pearl Mica
• Jet Black Mica

Both the GT and Azami will feature standard Black Maztex leatherette upholstery, with a Warm Beige interior available for an additional $1000 on both grades.

The 2026 Mazda CX-6e's base pricing undercuts key rivals including the Tesla Model Y (from $58,900), BYD Sealion 7 (from $54,990) and Zeekr 7X (from $57,900).

While classified as 'mid-sized', the CX-6e measures 4850mm long and 1935mm wide, on a lengthy 2902mm wheelbase – which is bordering on large SUV territory.

There’s 468L of quoted capacity in the CX-6e’s boot according to global specifications, expanding to 1434L with the second row of seats folded flat.

Previewed by the 2024 Mazda Arata Concept shown at the Beijing motor show of that year, the Mazda CX-6e is the international export version of the EZ-60 that's already on sale in China.

The CX-6e/EZ-60 was developed by the Changan Mazda joint venture in China, and is based on the same platform and running gear as the Deepal S07 which is also on sale in Australia.

Pricing

*First 1000 CX-6e GT customers get a free upgrade to the CX-6e Azami, worth $3000

MORE: Mazda CX-6e coming late 2026 with mid-$55,000 starting priceMORE: Explore the Mazda showroom

Pricing and full local specs are yet to be revealed, but the sleek Z9 GT electric grand tourer is aiming directly at the Porsche Taycan with a tri-motor powertrain and a claimed 0-100km/h acceleration time of just 2.7 seconds.

The Z9 GT will join the large B5 and B8 plug-in hybrid (PHEV) off-road SUVs launched late last year and the D9 electric people mover released in March as the new flagship for BYD’s luxury brand Denza.

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It will be the first all-electric vehicle (EV) sold in Australia with BYD’s next-generation Blade Battery 2.0 technology and Flash ultra-fast charging.

The first Flash charging sites at selected Denza dealers in Melbourne, Sydney and Adelaide are expected to become operational in the fourth quarter of 2026.

With a peak DC fast-charging capacity of 1500kW, Denza says the Z9 GT’s battery can be replenished from 10 to 97 per cent in about nine minutes.

Denza Australia has confirmed a CLTC driving range of no less than 1036km, and the fact we’ll receive the upgraded powertrain announced in China in February, producing a mammoth 850kW of power – up 140kW on the pre-update model.

In the Chinese market it features one 230kW electric motor at the front and two 310kW units at the rear, powered by a big 122.496kWh battery. The outgoing model has a 100.1kWh lithium iron phosphate (LFP) unit with up to 630km of range.

However, for now Australians won’t be offered a rear-wheel drive version with 370kW of power, or the PHEV version of the Z9 GT sold in China.

The PHEV version features a 152kW turbocharged 2.0-litre four-cylinder petrol engine and a 200kW electric motor up front, plus dual 220kW electric motors at the rear for a total system output of 640kW.

However, an upgraded version now features a larger 63.8kWh battery pack, up from 38.5kWh, thereby boosting its CLTC electric range from 201km to 400km.

The Z9 GT rides on the brand’s new e3 platform and will be the first vehicle to feature advanced DiSus-A air suspension, which together with advanced software are claimed to be able to manage a tyre blowout at highway speeds.

The new Denza flagship was created by more than 1200 designers and engineers, and its opulent interior features premium Nappa leather trim for the seats, which offer massaging, ventilation and extended leg rests.

There’s also a 50‑inch augmented reality head‑up display, Devialet premium audio, ambient lighting with 128 colour selections, and a built‑in fridge.

“The Denza Z9GT proves that electrification can deliver not just efficiency, but exhilarating performance, extraordinary safety and genuine long‑distance usability,” said Denza Australia chief operating officer Mark Harland.

“Australia is a market that demands performance without compromise, and the Z9GT has been engineered to meet or exceed expectations.”

No other details have yet been confirmed for Australia, but in China the Z9 GT is available with up to two onboard fridges and a 26-speaker sound system.

In the UK it’s fitted with a 17.3-inch central infotainment touchscreen, and a pair of additional 13.2-inch screens – for the driver and front passenger – plus rear-wheel steering that allows it to perform tight U-turns and ‘crab walks’ in narrow spaces.

At 5195mm long, 1990mm wide and 1490mm tall on a 3125mm wheelbase, the Z9 GT is 221mm longer than the Taycan Cross Turismo overall, as well as 23mm wider and 78mm lower.

Australian Z9 GT pricing is not yet clear, but the B8 is currently Denza’s most expensive model at $97,990 plus on-roads, while the Taycan Cross Turismo lineup starts above $200,000.

While both the B5 and B8 off-roaders are borrowed from BYD’s Fangchengbao brand for Australia, the Z9 GT is a 100 per cent Denza model.

MORE: Explore the Denza showroom

The Dynamic cab/chassis, now on sale, slots in below the carryover Premium ute, priced at $55,900 before on-road costs.

While that’s $2000 lower than the Premium pickup, for which pricing is unchanged at $57,900 before on-roads, BYD hasn’t announced pricing for the optional heavy-duty alloy tray pictured here.

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Pricing for the tray, designed and manufactured by Ironman 4×4 and featuring eight tie-down points, two lockable storage boxes and an available trundle tray, will be announced in the coming weeks.

The cab/chassis shares its turbocharged 1.5-litre four-cylinder plug-in hybrid (PHEV) powertrain with the Premium, with total outputs of 321kW and 650Nm and a 29.58kWh lithium iron phosphate (LFP) battery.

While BYD hasn’t released a full specification list, it has confirmed the Dynamic cab/chassis drops from a 15.9-inch infotainment touchscreen to a 12.8-inch one.

In New Zealand, the cab/chassis also does without a head-up display, heated and ventilated front seats, rear privacy glass, a leather-wrapped steering wheel, and rain-sensing wipers.

Arriving in May is the new Performance, which is priced at $62,900 before on-road costs. No images have been released of this variant yet.

It features a larger turbocharged 2.0-litre four-cylinder engine but the same battery, with total outputs increased to 350kW and 700Nm and fuel consumption of 1.3L/100km with a battery charge of 25 per cent or more.

Braked towing capacity is bumped up from 2500kg to 3500kg, allowing the Shark 6 to finally match the GWM Cannon Alpha PHEV and Ford Ranger PHEV in this respect.

The 0-100km/h time is slightly quicker at 5.5 seconds, a 0.2-second reduction, while the Shark 6 Performance gains a new Crawl Mode.

Also due to be rolled out to Dynamic and Premium owners via an over-the-air software update later this year, Crawl Mode builds on the existing Mountain Mode and is intended for driving across rocks, deep ruts, and up steep climbs.

When activated, the Shark 6 is limited to a top speed of 20km/h, with torque continuously adjusted to prevent the wheels from slipping.

All Shark 6s feature double-wishbone independent suspension front and rear, highly unusual for a ute.

“The BYD Shark 6 has redefined what Australians can expect from a modern ute,” said BYD Australia chief operating officer Stephen Collins in a release.

“By expanding to three distinct models, we’re giving customers more choice without compromise – whether it’s a Super Hybrid that is a capable workhorse, a family all-rounder, or made for serious towing and performance.”

BYD delivered 18,073 Sharks last year, against 1371 Cannon Alpha PHEVs and 1143 Ranger PHEVs. That’s despite BYD having just one variant of the Shark 6.

It was Australia’s 18th best-selling vehicle in 2025, notching 18,073 units and outselling every other ute apart from the Ford Ranger, Toyota HiLux, Isuzu D-Max and Mitsubishi Triton.

It remains to be seen how many additional customers BYD will be able to attract this year with the launch of the cab/chassis and the more powerful 2.0T variant.

Pricing

MORE: Explore the BYD Shark 6 showroom

Previously known for compact city cars, Smart previewed the Toyota Camry-sized #6 late last year with a striking yellow exterior, black accents and 19-inch wheels.

Pricing has yet to be announced, with the production version set to be shown at the Beijing show between April 24 and May 3, ahead of a mid-2026 on-sale date in China.

Australian importer LSH Auto hasn't confirmed whether the #6 will be offered locally, where it would join the #1 and #3 small SUVs and upcoming Smart #5 mid-size SUV.

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The #6 will be larger than the Smart #5 – due in Australia in the second half of 2026 – measuring 4906mm long, 1840mm wide and 1508mm tall.

That makes it similar in size to the Toyota Camry, which measures 4920mm long, 1840mm wide and 1445mm tall in Australia.

At launch in China, the #6 will be offered with a plug-in hybrid powertrain, though Autocar reports a battery-electric version is also under development.

If confirmed, the EV variant would position the #6 as a rival to models such as the Mazda 6e.

Inside, the #6 adopts a dual-screen layout, with the central infotainment display extending across to the front passenger side. Screen sizes have not yet been disclosed.

Nappa leather upholstery is offered in three colour themes – Grid Yellow, Shadow Black and Wild Brown – with matching door trims. The dashboard is finished in grey, while ambient lighting includes up to 800 lighting points with 256 selectable colours.

A ‘floating lift’ speaker sits atop the dashboard as part of a 20-speaker, 2000W Sennheiser sound system, while all models shown featured a panoramic roof.

The cabin also features a flat-bottom, three-spoke steering wheel with integrated controls, as well as turbine-inspired air vents and a few physical buttons to the left of the central display.

A split-lid centre console, Mercedes-Benz-style door-mounted seat controls and central cupholders are also fitted – reflecting Smart’s 50/50 ownership by Mercedes-Benz and Geely.

Power comes from a Geely-supplied plug-in hybrid system combining a 1.5-litre turbocharged four-cylinder petrol engine with a rear-mounted electric motor, delivering a claimed total output of 320kW.

Smart says the #6 can travel up to 285km on electric power alone (CLTC), though battery details have yet to be confirmed. A similar system in the #5 PHEV uses a 41kWh lithium iron phosphate battery and supports fast charging at up to 400kW.

The brand has been expanding into new segments, but it has encountered stumbling blocks with its larger vehicles.

Chinese outlet Yuan Auto reports the brand's current flagship, the #5, is proving a slow seller in China and has received significant discounts. The #1, the brand's entry-level model, reportedly accounts for around two thirds of the brand's sales in China.

Smart hasn't abandoned small cars, however, with a successor to its Fortwo electric city car recently spied testing. It's set to wear the #2 nameplate.

MORE: Explore the Smart showroom

The Australasian New Car Assessment Program (ANCAP) said the e Vitara’s result marks an improvement for Suzuki following lower scores for recent models.

The rating follows one- and three-star results for the Suzuki Fronx and Suzuki Swift respectively, which drew criticism from ANCAP chief executive Carla Hoorweg.

However, Ms Hoorweg said the e Vitara demonstrates improved safety performance, despite falling short of a five-star rating due to its adult occupant protection score.

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“It’s encouraging to see improvements in safety performance across the market,” she said in a statement.

“This latest rating achieved by the e Vitara is evidence Suzuki can produce a model that offers sound levels of safety performance.”

Under the outgoing 2025 protocols, the e Vitara recorded 77 per cent for adult occupant protection, 87 per cent for child occupant protection, 79 per cent for vulnerable road user protection, and 71 per cent for safety assist.

“These outcomes show that higher levels of safety are within reach, and that continued focus on delivering consistent performance across all areas is key to achieving the highest rating,” Ms Hoorweg said.

The Nissan Qashqai was also awarded a four-star rating following a re-test after specification changes, becoming the first Qashqai not to achieve five stars since the nameplate launched in Australia in 2014.

It scored 91 per cent for child occupant protection and 78 per cent for adult occupant protection, but was held back by ratings of 68 per cent for vulnerable road user protection and 62 per cent for safety assist.

Among the five-star performers, the new-generation Q3 achieved 86 per cent for adult occupant protection, 80 per cent for child occupant protection, 76 per cent for vulnerable road user protection and 75 per cent for safety assist.

The A3 and Leon were also reassessed following specification updates, with both retaining five-star results.

The A3 received scores of 87 per cent for adult occupant protection, 86 per cent for child occupant protection, 76 per cent for vulnerable road user protection and 75 per cent for safety assist.

The Leon achieved 88 per cent for adult occupant protection, 86 per cent for child occupant protection, and 82 per cent for both vulnerable road user protection and safety assist.

More stringent ANCAP protocols will come into effect in 2026, with increased scrutiny on the effectiveness and usability of advanced driver assist systems, aligned with developments from Euro NCAP.

MORE: 2026 ANCAP safety protocols are here: What you need to know

That’s good news – especially in the midst of a fuel crisis – and a great move by Honda considering we’ve just spent a couple of months behind the wheel of the only petrol-electric hybrid variant available up until now, the range-topping CR-V e:HEV RS.

As part of our long-term fleet, we’ve experienced the CR-V’s brilliance across a broad spectrum of driving environments, from everyday family duties like suburban errands and fully loaded weekend runabouts, to regular highway commutes and a long-distance getaway.

We’ve even fitted some genuine Honda accessories that improve the mid-size SUV’s cargo-carrying ability and been through the process of having it serviced as part of its regular maintenance schedule. 

It’s just like we’ve owned it. Except we haven’t, and its place in our long-term garage is now empty. So, here’s what we learned about the CR-V during our time.

How much does the Honda CR-V cost?

First of all, our e:HEV RS is the only variant of the soon-to-be-superseded CR-V lineup powered by a hybrid powertrain and consequently sits at the top of the range.

It used to cost $59,990 drive-away but remaining showroom stock has been discounted by $3000 to $56,990 drive-away.

And, if you hold out for the updated model, you’ll pay substantially more – but also gain all-wheel drive – with the incoming CR-V RS costing $64,400 drive-away.

Even with the discounted run-out price, the RS hybrid sits among the top end of the mainstream mid-size SUV market segment, alongside the likes of similarly hybrid-powered flagship models such as the Hyundai Tucson Hybrid Elite 2WD Elite 2WD ($48,350 plus on-road costs), Kia Sportage GT-Line HEV 2WD ($57,370 plus ORCs), Nissan X-Trail Ti e-Power ($54,415 plus ORCs), Subaru Forester Hybrid Touring ($55,990 plus ORCs) and Toyota RAV4 Cruiser 2WD ($56,990 plus ORCs).

It's undeniably the most competitive segment in Australia with a lot of options for families shopping for an electrified medium SUV.

To see how the Honda CR-V lines up against the competition, check out our comparison tool

What is the Honda CR-V like on the inside?

There's a lot to like about the CR-V's cabin, even if it isn't the flashiest in terms of design.

Instead, it focuses on perfecting the family-first fundamentals with plenty of space for every occupant across both the front and rear seats and a flexible layout that makes light work of carrying large loads as well as carrying out everyday chores.

The front seats are super-supportive with just the right amount of side bolstering, comfortable cushioning and an excellent amount of (electric) adjustment to suit a myriad of sizes.

There’s heaps of headroom for taller occupants and excellent vision through the extensive glasshouse.

All the controls for the driver are easy to access and use, from the start/stop button to the conventional gear shifter and simple buttons on the steering wheel to activate and adjust the cruise control settings, adjust the volume of the audio system and activate the Google Assistant voice control.

The 10.2-inch digital instrument cluster is crisp and clear with a logical layout of information, and it’s less prone to glare from harsh sunlight under its cowl than those that follow the modern trend of ‘floating’ screens. 

The display can be altered through different themes, from traditional round gauges to rising bar graphs on either side showing speed and energy deployment.

What the 9.0-inch central infotainment touchscreen lacks in size (and wow factor for the kids) it more than compensates for by being easier to use, with physical controls for the audio volume and track forward/backward, and buttons for home and back one step. 

The menu structure is also simple with phone-style widgets for all the main functions, including its array of Google Built-in elements such as Maps, Apps and Assistant.

And it has wireless smartphone mirroring for both Apple and Android devices, which connect seamlessly every time, plus a wireless phone charger in the large tray at the base of the centre console, and the Bose audio system is crystal-clear and has good staging throughout the cabin.

In terms of conveniences, there are two cupholders positioned just right in the centre console, as well as large door pockets big enough for one-litre water bottles, a decent sized glovebox, and a deep lidded bin between the front seats.

For those in the back, there is generous legroom for occupants in the outboard seats, along with adjustable air vents, two USB-C power outlets and a flip-down arm rest with cupholders. It's super-spacious for two but the raised transmission tunnel in the centre restricts the middle seat to little ones. 

Behind them, the boot offers a sizable 581 litres of cargo carrying capacity, which is more than enough to cater for everyday family duties, and it can expand up to 1636L with the 60:40-split/folding seatback down.

As mentioned at the top, our CR-V long-termer was fitted with a range of genuine accessories including a cargo organiser in the boot that features three storage areas to separate items and keep them secure.

It’s a convenient and simple piece of kit that easily folds flat and is quick to install or remove. It remains in place via sturdy Velcro tabs that attach to the carpet on the boot floor and has clip-down covers on the outboard boxes. For $200, it was a brilliant addition.

To see how the Honda CR-V lines up against the competition, check out our comparison tool

What’s under the bonnet?

The e:HEV RS is the only variant in the outgoing CR-V range available with a hybrid powertrain, which links a 2.0-litre four-cylinder petrol engine with a continuously variable automatic transmission (CVT) that includes a pair of electric motors. Unlike some other rivals, the system only drives the front wheels.

But all that changes with the updated model due in showrooms this month, as four of the six variants now feature the same hybrid setup, while the range-topping LX and RS versions also gain all-wheel drive.

Honda does not provide separate power and torque outputs for the combustion engine and electric motors but it does state combined figures of 135kW and 335Nm.

It also says the hybrid CR-V has combined fuel consumption of 5.5L/100km as a front-driver and 5.7L/100km with all-wheel drive. With a 57L fuel tank, that equates to just over 1000km between refills.

For the majority of our extended driving period, in which we covered more than 2600km over a couple of months, the average figure sat just under Honda’s claim – between 5.2 and 5.4L/100km – following mostly suburban driving where it uses the electric motor more often.

But a couple of long-distance drives at highway speeds near the end of our loan period bumped it up to just over the claimed number with a final readout of 5.6L/100km. That’s still pretty impressive for a car of its size and weight.

To see how the Honda CR-V lines up against the competition, check out our comparison tool

How does the Honda CR-V drive?

The Honda CR-V quickly became a familiar and user-friendly member of the CarExpert family and has left a void in our driveway since its departure.

It’s a brilliant example of modern family motoring that is as practical to use as it is enjoyable to drive.

Sure, it’s not pretending to be anything more than it is but, in some ways, you can feel Honda’s sports car heritage and engineering expertise in its bones, through its positive and well-weighted steering, excellent body control, and secure handling.

It is easy to use in any situation, with no tricky electronic suspension settings or different drive modes required to find its best driving character; just jump in, start the engine, select a gear and go.

You also don’t need a science degree to optimise the powertrain either. Just leave the computers to do their thing and find the best blend between the petrol engine and electric motors, and you'll get whatever you need whenever you want.

The electric motors do most of the heavy lifting around town and in stop-start traffic, delivering seamless acceleration away from a standstill and at low speeds.

Even though the battery pack is relatively small, it always manages to have enough juice in the tank in order to use the primary electric motor on its own as often as possible. 

That’s because the clever hybrid set-up uses a secondary electric motor in the CVT transmission that predominantly acts as an on-board generator to replenish energy in the battery even under light acceleration, and not just through regenerative braking like most other hybrids.

As for the petrol engine, the transition from electric-only propulsion to running both power sources is barely perceptible, and the end result is a superbly refined powertrain that feels stronger than its peak power output suggests.

The CVT auto is smooth and doesn’t instantly flare up in the rev range like some others do if you simply roll your toe on the throttle. Instead, it works in unison with the petrol-electric setup to deliver exactly what you asked for.

Another element that stands out is the natural brake feel. While the pedals in other hybrids can feel a bit two-stage when switching between conventional brakes and using the electric motor to slow down and harvest energy back into the battery, the CR-V has a much more consistent feel through the entire range of the brake pedal's stroke.

To see how the Honda CR-V lines up against the competition, check out our comparison tool

What do you get?

As you'd expect for the range-topping variant, the Honda CR-V e:HEV RS comes loaded with a generous level of standard kit.

2026 Honda CR-V e:HEV RS equipment highlights:

• 19-inch alloy wheels
• Acoustic windscreen and windows
• LED headlights and tail-lights
• Sequential front turn signals
• Power-operated tailgate
• Keyless entry with push-button start
• Dual-zone climate control
• Leather-appointed trim
• Power-adjustable front seats
• Heated front seats
• 10.2-inch colour digital instrument display
• 9.0-inch infotainment touchscreen
• Google Built-in functions including Google Maps, App Store and Assistant
• Wireless Apple CarPlay and Android Auto
• Bluetooth connectivity
• DAB+ digital radio
• Bose premium 12-speaker audio system with active noise cancelling

The incoming CR-V update brings a few extra features beyond all-wheel drive to hybrid variants, including a head-up display, ventilated front seats, heated outboard rear seats and a heated steering wheel.

To see how the Honda CR-V lines up against the competition, check out our comparison tool

Is the Honda CR-V safe?

Even though it’s equipped with an extensive array of safety features under the banner of Honda Sensing technology, the current CR-V launched in late 2023 scored a four-star ANCAP rating in 2024.

The Honda CR-V is equipped with a comprehensive suite of advanced driver aids and crash avoidance systems under the banner of Honda Sensing.

Standard safety equipment includes:

• Autonomous emergency braking
• Forward collision warning
• Lane keeping assistance
• Traffic jam assist
• Adaptive cruise control
• Traffic sign recognition
• Blind spot monitoring
• Rear cross traffic alert
• Driver attention monitoring
• Tyre pressure monitoring
• Front and rear parking sensors
• Multi-angle reverse parking display

Now, while none of this is exclusive to the CR-V and almost all of its rivals feature the same level of active safety systems, the Honda really stands out for the way it is all calibrated and integrated.

In many new models these days, functions like the lane-keeping assistance, speed limit detection and adaptive cruise control systems are, in the worst-case examples, so annoying and overzealous that you immediately deactivate them the moment you start driving, which obviously renders them useless and is counterproductive to having them in the first place.

But the CR-V’s systems act like the safety net they are intended to be and only intervene when required. It’s a refreshing character trait in modern times, highlighting the quality of Honda’s engineering capability and elevating the refinement of the CR-V’s dynamic performance.

The cabin is equipped with eight airbags, including a driver's knee bag and a centre airbag between the front occupants, as well as ISOFIX and top-tether points for child restraints in the outboard rear seats.

Customers are also provided with five years of free access to the Honda Connect telematics system, which automatically contacts the customer care hotline in the event of a collision, and can help emergency services find your exact location if required.

Honda Connect also allows users to access vehicle functions via a smartphone app, including the ability to remotely activate the climate control system to cool down the cabin before departing, turn on the headlights or activate the car alarm, and lock and unlock the doors. 

They can also set geofence and speed limits for the vehicle when it’s being driven by another family member, friend or colleague, automatically notifying the owner when either parameter is breached.

To see how the Honda CR-V lines up against the competition, check out our comparison tool

How much does the Honda CR-V cost to run?

Honda compensates for its premium purchase price with class-leading running costs. The CR-V is normally covered by a standard five-year, unlimited-kilometre warranty with free roadside assistance. But runout vehicles are covered for an extended period of eight years.

As for scheduled servicing, the CR-V requires maintenance every 12 months or 10,000km (whichever comes first), with the first five visits capped at just $199 each. During our loan period, our long-term CR-V required its first visit back to the dealership for the 10,000km service, which proved to be a fuss-free and simple exercise.

Customers can book their next service online through the Honda website or at their nearest – or preferred – service centre. For us, it was Hunter Honda in Maitland, which provided a friendly welcome and offered a cosy and modern area to sit with free tea, coffee or water while we waited.

It was the first car in on the day, so our service took just over one hour to complete, including a comprehensive check of all mechanical components, tyre rotation, oil and filter replacement, and a diagnostic systems test for any electronic faults and software updates.

To see how the Honda CR-V lines up against the competition, check out our comparison tool

CarExpert’s Take on the Honda CR-V e:HEV RS

There’s a lot to like about the Honda CR-V e:HEV RS, especially the last remaining examples of this model variant considering the significant price jump for its replacement.

As a member of our long-term fleet, we’ve put it through the paces of everyday ownership, from running around town, a long weekend getaway to Canberra, and loading it up with kids and cargo.

We’ve even gone through the process of having it serviced.

And in every regard the CR-V has impressed with its quality, practicality, convenience and refinement. It’s a very easy car to live with and a five-star family car hiding in plain sight.

Sure, there are many cheaper options – especially in the highly saturated and ultra-competitive mid-size SUV segment – but the CR-V delivers the goods over the long term thanks to its efficient yet pleasing powertrain, low-cost service regime, and relatively strong resale value.

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Click the images for the full gallery

MORE: Explore the Honda CR-V showroom

Offered initially in a single grade, the PV5 Cargo S Long Range is due in showrooms from late in May 2026, with additional variants to follow.

The sharp pricing undercuts the $61,990 Peugeot e-Partner, while also coming in below the larger LDV eDeliver 7 (from $69,463 before on-roads) and the similarly sized Volkswagen ID. Buzz Cargo (from $69,990 before on-roads).

The PV5 also offers a claimed driving range of 416km (WLTP), placing it among the longest-range electric vans on sale in Australia. It sits just behind the ID. Buzz Cargo (431km), but ahead of the eDeliver 7 (up to 328km) and Ford E-Transit Custom (up to 307km).

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Measuring 4695mm long, 2255mm wide and 1899mm tall on a 2995mm wheelbase, the PV5 was recently named 2026 International Van of the Year.

It's the first model under Kia’s new Platform Beyond Vehicle (PBV) strategy and is the brand’s first electric commercial vehicle. It also becomes just the second commercial model in Kia Australia’s current lineup, joining the Kia Tasman.

The PV5 is also Kia Australia's first cargo van since the Pregio was discontinued around 20 years ago.

Power comes from a single electric motor driving the front wheels, paired with a 71.2kWh nickel cobalt manganese (NCM) lithium-ion battery delivering the claimed 416km of WLTP range.

Overseas models support DC fast charging, with Kia claiming a 10 to 80 per cent top-up can be completed in around 30 minutes, equating to approximately 330km of driving range. Vehicle-to-Load (V2L) capability is also included.

The PV5 has also benefited from Kia Australia's local ride and handling tuning.

Kia Australia is yet to confirm full local specifications, though the powertrain and range figures mirror UK-market versions. All UK-market PV5s produce 120kW of power and 250Nm of torque.

In the UK, the PV5 offers up to 4.4 cubic metres of cargo capacity — more than the ID. Buzz Cargo SWB’s 3.9 cubic metres — with space for two Euro pallets. Rear barn doors open to 180 degrees, and a low 419mm load height improves accessibility.

Inside, the cabin features a 7.5-inch digital instrument cluster and a 12.9-inch infotainment touchscreen with Apple CarPlay and Android Auto, along with a 100W USB-C port.

UK models also include Kia Connected Services with over-the-air updates, real-time traffic and charging data, remote vehicle functions and a valet mode.

Standard driver assist features include blind-spot collision avoidance, navigation-based adaptive cruise control, lane-keep assist, lane centring with hands-on detection, and parking collision avoidance assist.

The PV5 Cargo S Long Range will be displayed at the 2026 Melbourne motor show from April 10–12.

MORE: Explore the Kia showroom

The Californian-headquartered automaker produced its first model – the Lucid Air sedan – at its Arizona factory in September 2021, followed in December 2024 by the Gravity large SUV.

However, the Cosmos – a direct rival for popular EVs including the Tesla Model Y and premium electric SUVs including the BMW iX3 – will be the first of several smaller new mid-size models, including a more rugged SUV called the Earth.

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Unlike the Air and Gravity, all of these new Lucid models are now confirmed to be produced in both left- and right-hand drive for markets including the UK.

This therefore opens the door for an Australian launch for Lucid, although this has yet to be confirmed.

Speaking at the 2025 Munich motor show last September, where the EV brand staged the Gravity’s European launch, Lucid CEO Marc Winterhof confirmed the company “will enter the UK with a mid-size platform”, referring to the previously announced entry-level model to slot beneath the seven-seat Gravity and Air large sedan.

At the time, the new medium SUV was expected to be called the Lucid Earth, while a related electric sedan to rival the popular Tesla Model 3 and potentially an off-road model were also forecast to eventuate.

Mr Winterhof told Auto Express the new mid-size model family would arrive in December 2026 with a target starting price of less than US$50,000 (A$74,825) in North America, undercutting the base price of the Gravity which at that stage was priced from US$69,900 (A$104,575).

After prioritising the US and other left-hand drive markets including in Europe, which have similar safety and design certification requirements to Australia, RHD production for the UK also makes exporting the new mid-size SUV to markets like Australia easier.

According to this week’s Autocar report, Lucid’s smaller new SUV will be unveiled later this year before production starts at the company’s recently completed plant in Jeddah, Saudi Arabia.

It will be followed in 2028 by the “more off-road- and adventure-focused Earth” and then a larger, more practical derivative of the Cosmos.

All of these mid-size EVs will be based on a new platform employing a bespoke 800V electrical architecture and powered by more compact and efficient electric motors.

Lucid’s European president Lawrence Hamilton told Autocar that unlike the Air and Gravity, the Cosmos will be engineered for right-hand drive production from the start.

“It’s a case of making sure we’ve got the right product for the market opportunity that exists,” he said. “To engineer Air and Gravity for right-hand drive is a big investment, and there has to be a return on that investment. The volume opportunity really exists with the mid-size cars.”

Mr Hamilton said he expected strong demand for both the mainstream Cosmos and the Earth off-roader, citing the ongoing popularity of adventure-themed premium SUVs like the Land Rover Defender and Mercedes-Benz G-Class.

“So the more utilitarian direction, we definitely see appeal for that in Europe,” he said.

“It’s a statement piece about the way people want to spend their time. And there’s obviously huge market demand for the sleeker, sportier CUVs.”

“The strategy was always quite clear, which is to start relatively small and modestly. Arguably, Air and Gravity are proofs of concept and brand-building – they show the world what we’re capable of doing. Mid-size [models, like the Cosmos] will provide that capability to a bigger mass market.”

It’s a similar strategy to that employed by Tesla, which launched the large Model S liftback and Model X SUV before introducing the more affordable mid-size Model 3 sedan and Model Y SUV.

Lucid’s European chief added that if the Cosmos is a success, it may fund RHD development of the Gravity in future, but he ruled out extended-range electric vehicles (EREVs) and the prospect of Lucid producing anything other than EVs.

“We are not interested in having anything to do with fossil fuel-burning technologies. We are pure BEV, because we believe it makes a better product,” he said.

Lucid’s majority shareholder has been the sovereign wealth fund of Saudi Arabia since April 2019, while other investors include large index fund managers including Vanguard Group, BlackRock and State Street.

If it’s launched in Australia, Lucid would join other luxury EV brands here including Cadillac, Polestar and Zeekr.

Known only by its ‘HX’ internal codename — not to be confused with the 1976-77 Holden — Car News China reports GWM will reveal the model’s production name on April 10, 2026.

A rival for the Toyota Kluger, Hyundai Santa Fe and Kia Sorento, the HX shapes as a strong candidate for Australia – potentially becoming the first Haval-badged three-row SUV here since the previous Haval H9 was discontinued in 2021.

“The Haval HX is a model we are keen to introduce to the Australian market,” a spokesperson for GWM Australia told CarExpert.

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“It is currently under consideration; however, its availability remains some time away.”

The HX would be the largest Haval-badged SUV sold locally, measuring 4950mm in length – 94mm longer than the previous H9, though still 128mm shorter than the GWM Tank 500 and 240mm shorter than the Chinese-market Haval H5.

Its square-shouldered styling includes a Land Rover Defender-style stepped window line, flat roof and an externally mounted full-size spare wheel on a side-hinged tailgate.

Despite its rugged look, which bears similarities with GWM's own Tank 300, the HX uses a more car-like monocoque structure and rides on GWM’s new ‘One’ platform, announced in January 2026 as the basis for up to 50 models across multiple body styles and powertrains.

The example shown features a Hi4-Z plug-in hybrid (PHEV) system, combining dual electric motors with a 2.0-litre turbocharged four-cylinder petrol engine and an 800V electrical architecture.

In other GWM applications, this setup offers a claimed electric-only driving range of up to 200km.

The GWM One platform also supports fully electric powertrains, as well as hybrid and pure combustion power.

The HX's interior has yet to be revealed, though GWM has confirmed it will feature advanced driver assist systems including a roof-mounted LiDAR unit as part of its ‘Vision, Language, Action’ (VLA) system.

The system is expected to support functions such as Navigate on Autopilot (NOA) and autonomous parking.

GWM Australia has also not ruled out introducing the second-generation H9 locally, which would provide a body-on-frame alternative to the Ford Everest and Toyota LandCruiser Prado.

The company already offers a pair of body-on-frame SUVs, the Tank 300 and Tank 500. In Australia, GWM's range of brands – including Haval and Tank – are treated as sub-brands under a unified GWM banner.

MORE: Explore the GWM showroom

GM Authority reports the Camaro is indeed returning, with sources familiar with the matter confirming that it’s scheduled to enter production in late 2027.

It will reportedly be produced at the same facility – the Lansing Grand River plant in the US state of Michigan – as the sixth-generation Camaro.

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If you were worried Chevrolet would put the storied badge on something like an electric crossover – as had previously been rumoured – you can breathe a sigh of relief.

The seventh-generation Camaro will reportedly be based on the Alpha II rear-wheel drive platform that underpinned the last Camaro, as well as the outgoing Cadillac CT4 and CT5.

This platform supports four-, six- and eight-cylinder engines, including the supercharged 6.2-litre ‘LT4’ V8 of the CT5-V Blackwing and Camaro ZL1, though no Alpha II-based vehicle has ever used a hybrid or electric powertrain.

However, GM Authority cryptically says “the Chevy Camaro replacement we’re discussing here might not be exactly what you would expect”, and has teased it will publish more intel shortly.

It’s unclear what the website is referring to, though one possibility is the introduction of a sedan body style. This is something the Camaro has never offered, though the Dodge Charger nameplate moved to a sedan just over two decades ago and Ford is reportedly working on a sedan version of its Mustang.

GM sources have previously told GM Authority a seventh-generation Camaro would need to be “affordable and attainable”.

The last Camaro rolled off the production line in December 2023, so this means the nameplate will return after a four-year absence – a much shorter gap than that between the fourth and fifth generations of the Camaro, which was around seven years.

While the Cadillac CT4 is being retired, there’ll reportedly be another sedan based on the Alpha II platform: a new, as-yet unnamed Buick.

Buick hasn’t offered a passenger car in the US market since 2020, the last year of the Regal (aka the Opel Insignia and Holden ZB Commodore).

However, it has continued to offer passenger cars in its largest market, China, including a new generation of the LaCrosse which was retired in the US after the 2019 model year.

A rear-wheel drive sedan is quite a departure for Buick. It hasn’t offered one since the Park Avenue, a rebadged Holden Caprice sold in China until 2012. In the US market, it last sold one in 1996 with the old-school, body-on-frame Roadmaster.

The new Buick sedan will likely be a different and significantly smaller beast, and it’s unclear what name it’ll wear.

Buick now has a lineup consisting entirely of plush, premium crossover SUVs, so the return of the iconic Grand National nameplate seems unlikely even if the Alpha II platform has been critically acclaimed for its dynamics and vehicles underpinned by it have been offered with hot V8 and turbo V6 engines.

The brand could re-use the Regal nameplate, which is still in use in China on a facelifted version of the defunct Insignia/Commodore/US-market Regal. There’s plenty of precedent for sporty Regals, with Buick’s mid-sizer having been offered with turbo V6 power in the past – including under the Grand National nameplate.

Automotive News reports word from a supplier that GM expects to produce 60-70,000 CT5 and Camaro vehicles annually at the plant, which indicates the automaker is expecting an uplift in sales for these two nameplates.

The sixth-generation Camaro’s US sales dropped steadily from 72,705 in its first year (2016) to 21,893 in 2021, before rising again.

The CT5 peaked in 2023 with 18,593 sales in the US, though it has always sold significantly better in China where it’s also produced.

The sixth-generation Camaro was officially sold in Australia between 2018 and 2020, with right-hand drive conversion work done by Holden Special Vehicles and a total of 1550 vehicles sold in that period.

Only coupes were offered locally, not convertibles, and only V8-powered SS and ZL1 variants were available, with the naturally aspirated V6 and turbocharged four-cylinder engines not making the trip.

When it was new in 2018, the Camaro 2SS with a 6.2-litre V8 and eight-speed auto had a starting price of almost $86,000 before on-road costs.

That put it at a severe disadvantage to the first global Mustang, which was factory-produced in right-hand drive and available here with V8 power for around $20,000 less. And the Camaro ZL1 was priced at $160,000 plus on-roads when it was sold exclusively between 2019 and 2020.

The Camaro was the only Alpha II-based GM product ever sold here.

While the previous fifth-generation Camaro used the Australian-developed Zeta platform, shared with the Holden VE and VF Commodores, it was never sold here.

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

MORE: Explore the Chevrolet Camaro showroom

“Due to a manufacturing defect, the ball joint brackets mounting bolts on the front lower suspension arm may break,” the company says in its recall notice.

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“This may cause the wheel to change direction and result in a loss of vehicle control.

“A loss of vehicle control increases the risk of an accident causing serious injuries or death to the vehicle occupants and/or other road users.”

The recall affects the 3008 Allure Hybrid, 3008 GT Hybrid, 5008 Allure Hybrid and 5008 GT Hybrid as being affected, but also lists the electric 3008 GT which was never officially launched here.

• A total of 310 vehicles are affected, produced between 2024 and 2025
• The Vehicle Identification Number (VIN) list is attached here
• The original recall notice is attached here

If you own an affected vehicle, you’ll need to schedule an appointment with an authorised Peugeot dealership to have the work carried out, free of charge.

If you have any further questions, you can contact Peugeot Australia on 1800 307 607.

MORE: Explore the Peugeot 3008 showroom

MORE: Explore the Peugeot 5008 showroom

According to GM Authority, General Motors' next-generation ‘LS’ V8 engine family will be deployed in Chevrolet's full-size pickup model line in 6.6-litre form, contrary to earlier speculation that the Ford F-150, Ram 1500 and Toyota Tundra rival would adopt the new Grand Sport's 6.7-litre unit.

Official confirmation has yet to come from GM, and GM Specialty Vehicles (GMSV) was unable to confirm details for Australia or New Zealand.

The 6.7-litre V8 was announced for the track-focused Corvette Grand Sport last month, producing 393kW of power and 705Nm of torque – making it the most powerful naturally aspirated V8 ever fitted to a production Corvette.

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The outputs are also well above those of the most powerful petrol V8-equipped Silverado currently sold in Australia, with the 6.2-litre ZR2 producing 313kW and 624Nm. The Silverado HD’s 6.6-litre turbo-diesel V8, meanwhile, delivers 350kW and 1332Nm.

The new 6.7-litre V8 has also been confirmed to replace the current LT2 6.2-litre unit in the entry-level Corvette Stingray – which is related to the L87 V8 used in the Silverado – fuelling speculation that it would be adopted for GM’s pickup range.

However, GM engineers are said to have originally planned a 6.6-litre engine for both sports car and truck applications, before increasing capacity for the Corvette during development.

“We were going to make it ‘only’ 6.6 litres, and then we started playing around and realised that by adding two millimetres to the stroke, we get more performance without compromising anything else,” a GM engineer reportedly told GM Authority.

With the standard crankshaft, the sixth-generation LS V8 displaces 6.6 litres and is expected to power both the Silverado and the GMC Sierra, which is not sold in Australia.

The Silverado remains the only V8-powered full-size US pickup on sale locally, after Ram dropped V8 power from its lineup in 2025, while Ford and Toyota offer only turbocharged petrol V6 versions of the F-150 and Tundra in Australia.

In May 2025, GM announced a US$888 million (A$1.4 billion at the time) investment in its Tonawanda Propulsion plant in Buffalo, New York, to produce the new V8 engines from 2027.

The development follows a recall affecting the current L87 V8 used in the Silverado and other GM models, impacting 9451 pickups in Australia and around 721,000 globally.

MORE: Explore the Chevrolet showroom

Priced from just $31,990 drive-away, the MG 4 EV Urban is amongst the most affordable EVs on sale in Australia... period. However, the Essence specification offered with two battery sizes in Australia is actually the flagship option, with a lower-grade trim available in other markets like the UK.

This could see the small electric hatchback's base price dip under $30,000 on the road if it were to be offered here.

Speaking with media at the Australian media drive of the MG 4 EV Urban, head of product for MG Motor Australia, Meng Chen, said the brand's customers tend to go for higher trim levels hence why the Essence is the sole offering at launch, but a cheaper trim could make its way Down Under.

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"Yes, we do have the [cheaper] trim line available, but we deliberately only debuted the Essence trim line because the data is telling us that EV buyers prefer premium trims. We've got very solid data to support that," Mr Chen said.

"90 per cent of our [EV] customers are buying the premium trims. The 10 per cent – who are they? They're fleet customers, government customers, who are focused on EV initiatives, but don't want the premium trim – they don't want [features like] a panoramic roof for a government car, that's wrong [for] perceptions."

For the launch of the MG 4 EV Urban, the brand's representatives made several references to the UK market as a strong indicator as to what to expect in Australia.

Australia's 'Essence' spec is pretty aligned with the UK's 'Premium' trim level, which is exclusively offered there with the 54kWh 'Long Range' battery pack – priced from £27,995 (A$53,549), mind you.

The lesser 'Comfort' trim, meanwhile, is offered with both 43kWh and 54kWh batteries. It's £2500 (A$4782) cheaper than the equivalent Premium spec, and does without niceties like heated front seats, ambient lighting and surround-view cameras, while subbing in cloth upholstery and smaller alloy wheels to achieve the sharper price point.

With that said, standard specification is still solid for an entry-level small car, with highlights including LED headlights; a full suite of MG Pilot active safety assists; a 12.8-inch touchscreen infotainment system with satellite navigation, wireless Apple CarPlay and Android Auto; as well as connected services.

Mr Chen maintained the reason not to launch the fleet-spec MG 4 EV Urban is a "business decision", but it could also have to do with the fact the new EV is yet to be awarded an ANCAP safety rating. Many fleets demand a five-star ANCAP rating in Australia.

The MG 4 EV Urban scored a full five stars in Euro NCAP testing, and that's expected to be carried over to Australian models soon. Maybe then we'll see a follow-up announcement from the Chinese brand that its cheapest EV will get even cheaper.

The electric hatch is offered in one trim level across two battery variants in Australia, with the range kicking off from just $31,990 drive-away.

That's right in the firing line of the BYD Atto 1 Premium ($27,990), BYD Dolphin (from $29,990), GAC Aion UT (from $31,990) – all before on-road costs – and the GWM Ora (from $33,990 drive-away).

The existing rear-wheel drive MG 4 Electric is currently in runout but was last sold new from $37,990 plus on-roads. MG Australia says it's planning on announcing more details of an updated model 'soon'.

MORE: 2026 MG 4 EV Urban reviewMORE: 2026 MG 4 EV Urban price and specs

Forthing is owned by Dongfeng, one of China’s ‘Big Four’ automakers, which also has joint ventures with Nissan and Honda.

The brand offers petrol, plug-in hybrid (PHEV) and battery-electric (EV) vehicles globally, and was established in 2001.

Forthing’s Australian rollout will be handled by Sydney-based Ateco Group, which distributes LDV, Renault, Ram Trucks and Maserati locally, and Fiat, Jeep and BYD in New Zealand.

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“We see huge potential in the Forthing brand in this highly competitive market, with its comprehensive line-up of new-energy vehicles,” said Forthing national manager Shaun Garrard in a statement.

“Forthing has a range of compelling future models that have been confirmed for Australia, and we will have more information to share closer to showroom arrivals.”

Ahead of its Australian launch, Ateco also confirmed Forthing will debut in New Zealand in April, as Dongfeng expands into right-hand-drive markets.

In Australia, Forthing is expected to prioritise a national dealer rollout, with showrooms planned in every capital city – an area where some new entrants have struggled.

Leading the launch on both sides of the Tasman will be the Taikon 5 SUV (not using its overseas ‘Friday’ name here), a mid-size model comparable in size to the Toyota RAV4 and Mazda CX-5. It has been in production since 2020.

Overseas, the Taikon 5 measures approximately 4600mm long, 1860mm wide and 1680mm high, with a 2715mm wheelbase – between the RAV4’s 2690mm and the new-generation Mazda CX-5’s 2815mm.

It’s also similar in size to the Leapmotor C10, launched in Australia in 2024 as an EV, with an extended-range (EREV) variant added in 2025.

Ateco has confirmed the Taikon 5 will be offered in Australia and New Zealand with a choice of EREV (REEV in Forthing parlance) and EV powertrains.

The REEV pairs a 1.5-litre four-cylinder petrol engine with a 31.94kWh lithium iron phosphate (LFP) battery, with a claimed electric-only range of 138km (WLTP).

The EV version is offered with a 150kW single-motor front-wheel drive powertrain and a 64.4kWh LFP battery. Claimed range on the more lenient CLTC cycle is 530km.

While the EV features torsion beam rear suspension, the REEV upgrades to a multi-link setup.

Standard equipment confirmed for New Zealand includes a 14.6-inch touchscreen infotainment system, 8.8-inch digital instrument cluster, and driver assist features such as adaptive cruise control, blind-spot monitoring and rear cross-traffic alert.

In China, the EV is priced from ¥151,900 (about $31,900), above the Geely EX5 which starts from ¥109,800 (about $23,000). In Australia, the EX5 is priced from $41,990 before on-road costs, while the Leapmotor C10 EV starts from $45,888.

For context, the Leapmotor C10 REEV is priced from $43,888 before on-road costs in Australia. It’s unclear if Forthing will undercut the rival Chinese brand.

Australian pricing and specifications will be announced closer to the brand’s June 2026 launch.

MORE: Chinese brands claim a quarter of Aussie auto market, but accounting firm says boom won’t last