“What you can expect for the Octavia is that you will get pure-hybrid and plug-in hybrid solutions in future,” Skoda technical chief Johannes Neft told Autocar, stopping short of confirming when these options will be introduced.

The Octavia had been offered with plug-in hybrid (PHEV) power prior to its recent facelift, but never in Australia. Skoda Australia did, however, introduce a new mild-hybrid powertrain to its mid-size liftback and wagon lineup this year.

The new ‘full’ hybrid expected in the Octavia is the Group’s new turbocharged 1.5-litre four-cylinder hybrid powertrain, featuring a seven-speed dual-clutch automatic transmission, a 1.6kWh nickel manganese cobalt (NMC) battery, and dual electric motors.

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One of these electric motors acts as a generator, while the other is a drive motor that either exclusively drives the vehicle – for example, in low-speed urban driving – or works in tandem with the petrol engine.

Volkswagen says its new hybrid drivetrain has been developed to balance efficiency, dynamics and comfort, with the electric drive motor replacing or supporting the petrol engine wherever it can to achieve extra efficiency.

The drive system itself offers three operating modes – electric, series and parallel drive – depending on the conditions, much like other series-parallel hybrid systems. It’s also claimed to enable a higher proportion of electric driving than the Group’s existing mild hybrids.

In the T-Roc, the new hybrid powertrain will be offered exclusively with front-wheel drive, and with 100kW and 125kW outputs.

The new ‘full’ hybrid bridges the gap between the Group’s existing mild-hybrid and plug-in hybrid powertrains, and given it has thus far only been confirmed for vehicles on the MQB Evo platform, future applications could include the likes of the Skoda Kodiaq and Cupra Leon.

The new hybrid powertrain hasn’t been confirmed for any Australian-market models as yet. The second-generation T-Roc, for example, is launching here in 2027 only with mild-hybrid power to begin with.

The facelifted Octavia isn’t currently available with PHEV power, but when this option returns it’ll almost certainly be the Volkswagen Group’s 1.5-litre turbocharged four-cylinder 'eHybrid' PHEV powertrain, introduced in 2024.

This uses a six-speed dual-clutch auto and produces total system outputs of either 150kW or 200kW, depending on model and variant, and supports DC fast charging of its 19.7kWh (net) battery. Electric range is up to 143km on the WLTP cycle for the Volkswagen Golf eHybrid.

Skoda Australia introduced its first PHEVs this year based on the Kodiaq SUV and Superb large wagon, having previously ruled them out before tougher emissions regulations came into force under the New Vehicle Efficiency Standard (NVES). It also launched the mild-hybrid Octavia earlier this year.

Should Skoda introduce hybrid and plug-in hybrid Octavias, they wouldn’t face much competition.

An Octavia Hybrid would square off against hybrid variants of the similarly sized Hyundai i30 Sedan, as well as the larger Honda Accord and Toyota Camry. An Octavia PHEV, in contrast, would battle the BYD Seal 6.

MORE: Explore the Skoda Octavia showroom

Previously pitted mainly against European opposition, Lexus now faces competition from China in the form of Geely's Zeekr and BYD's Denza brands, and MG's IM sub-brand.

And while most newcomers have sought to beat 'legacy' brands on price and vehicle specification, some are now attempting to entice customers through post-purchase perks, as Lexus has long done with its Encore membership program.

For example, Denza has launched 'House of Denza' – a similar program that grants customers access to exclusive brand spaces and events, plus priority service.

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Denza Australia even hired the current director of its House of Denza initiative directly from Lexus in August 2025, fresh off the back of three years in charge of Encore.

Lexus Australia has stayed on top of these developments, and vows to elevate its offering in response.

"We respect the competition, and we actually welcome competition, because it ultimately serves customers," local CEO Jack Hobbs told CarExpert.

"At the same time, we like to focus on what we do and the brand proposition that we offer, which is that extension of not just the purchase but belonging to the brand long term.

"It's that full package and peace of mind that Lexus offers that we'll double down on."

Lexus has continued to refine and add to Encore since expanding the program in 2020, with all buyers of new and certified pre-owned vehicles now entitled to varying levels of complimentary membership.

The lowest level of membership – Encore – offers benefits including access to exclusive events, service loan vehicles, paid airport lounge access, and an Ampol fuel discount.

Encore Platinum, the highest level available, adds on-demand vehicle sharing, valet parking, and free lounge access.

"It's not just about product quality for us," explained Mr Hobbs.

"Lexus has spent 36 years establishing the brand and a brand position around an amazing lifestyle experience, and we continue to Kaizen our Encore offering that's very popular with our customers."

Kaizen is the Japanese philosophy of continuous improvement.

Lexus sales were down 13.8 per cent year-on-year at the end of April to 3914 units, while Denza ticked past 1000 sales after commencing local deliveries in January.

MORE: Explore the Lexus showroom

The OTA version 1.1.0 update is now being rolled out to owners of the plug-in hybrid B5 and B8.

The B5’s cruise control can now be activated while towing, while there’s a dedicated towing mode switch to allow drivers to easily enter or exit this mode.

You can also input the weight of your trailer, so that the vehicle can adapt accordingly.

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The B8 also gains the ability to activate cruise control while being driven in its towing mode and now offers dynamic range estimation.

Denza tackled Beer O’Clock Hill in Queensland earlier this year in the B5 and B8, with both receiving “software adjustment for traction, torque and throttle calibrations” and the company saying at the time it was collecting learnings to share with its R&D teams.

Now, Denza claims this new OTA update will improve the off-road capability of the B5 and B8, with greater stability and “enhanced flexibility in sandy conditions”.

BYD’s luxury brand says the SUVs have received revised traction control management algorithms “that better coordinate wheel speed and motor torque for improved off-road performance and control”.

Other changes for the B5 and B8 in this OTA update include a revised head-up display format that now shows whether your indicators are on, plus a driver password lock.

The B8, which features a third row of seating, now has improved anti-jam resistance for the folding second- and third-row seats to prevent them from folding if resistance is detected.

“We are listening to customer feedback, not only through our local engineering team but also through real-world experiences shared by owners driving on Australian roads and tracks,” said Denza Australia chief operating officer Mark Harland in a press release.

“Whether it’s improved towing capability, greater off-road confidence or enhanced convenience and safety features, these updates are designed to deliver meaningful improvements that customers will notice in everyday driving.”

The brand commenced deliveries of the B5 and B8 earlier this year, with the D9 electric people mover following shortly thereafter.

The Denza range will expand in the third quarter (July to September) of this year with the Z9 GT electric shooting brake, which will be the first vehicle in Australia from either the BYD or Denza brands with BYD’s next-generation Blade Battery 2.0 technology and ultra-fast ‘flash’ charging capability.

To the end of April, Denza has delivered 729 examples of the B5 and 394 B8s, plus a handful – eight, to be precise – of D9 people movers.

The B5 and B8 are thus far outselling the (admittedly more expensive) Lexus GX this year, which is currently sitting at 292 units.

The two Denzas have little direct competition, being large, body-on-frame, plug-in hybrid SUVs, apart from the GWM Tank 500. Total sales for this rival Chinese SUV are sitting at 411 year-to-date, but that’s inclusive of both hybrid and PHEV variants.

MORE: Explore the Denza B5 showroomMORE: Explore the Denza B8 showroom

The Supercar Blog reports word from sources that Ferrari will introduce a manual version of its 12Cilindri grand tourer.

It'll reportedly be revealed to clients during Ferrari Cavalcade, scheduled for June 29, 2026, before a global unveiling in July.

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The 12Cilindri manual is set to be the first production Ferrari with a V12 and three pedals since the 599 GTB Fiorano launched for 2007, of which just 30 examples were produced with a six-speed manual.

Ferrari also produced a tiny handful of V8-powered Californias with a manual, before manufacturing its final manual gearbox in 2011.

Like its 599 GTB Fiorano predecessor, the 12Cilindri manual will reportedly be produced only in limited volumes and offered exclusively to top clients, which will almost certainly make it highly sought after among collectors.

The Supercar Blog reports the naturally aspirated 6.5-litre V12 engine under the bonnet – which produces 610kW of power and 678Nm of torque – will be unchanged, but the eight-speed dual-clutch automatic will be replaced with a gated manual.

Ferrari isn’t alone in the exotic space in having moved away from manual transmissions.

Rival Lamborghini ended production of its last vehicle offered with a manual transmission, the Gallardo, back in 2013, and Aston Martin dropped manual options for the 2022 model year, though Porsche continues to offer vehicles with three pedals.

The 12Cilindri was revealed in May 2024 as a replacement for the 812 Superfast, and is the latest in a long line of grand tourers from the Prancing Horse brand with a front-mounted V12 engine.

It slots in above the Amalfi, which replaced the Roma. This also features a front-mounted engine, albeit a twin-turbocharged V8.

Ferrari’s lineup has grown beyond its usual mid-engine sports cars and front-engine grand tourers with the Purosangue, the brand’s first take on an SUV. Earlier this week it revealed its first electric vehicle and its first five-seater, the polarising .

MORE: Explore the Ferrari 12Cilindri showroom

The 2026 Volkswagen Tiguan eHybrid finally adds plug-in hybrid (PHEV) technology to the German brand's mid-size SUV in Australia, giving it a properly efficient and electrified alternative to top-selling rivals.

A PHEV Tiguan isn't news, given even the previous generation offered a plug-in option overseas after its mid-life facelift, and the latest iteration launched with PHEV tech three years ago in Europe. Better late than never, I guess.

The Tiguan eHybrid arrives alongside the larger, seven-seat Tayron eHybrid with the same powertrain, both offering two states of tune and over 110km of WLTP-certified EV driving range regardless of the variant you choose.

As PHEV demand continues to grow in Australia, VW is actually on the front foot among legacy brands in the mainstream mid-size SUV segment Down Under, beating Toyota to the punch with its upcoming RAV4 PHEV. In fact, the Mitsubishi Outlander PHEV hasn't really had any competition other than from Chinese brands, namely BYD which now dominates the PHEV space.

VW Australia has its work cut out for it, and that's probably why the German brand has gone hard on pricing and specs. Just $3000 separates the plug-in hybrid Tiguan from its petrol-only equivalent, which is substantially less than the norm for PHEV price premiums.

Furthermore, the eHybrid range is launching with sharp drive-away pricing before the end of financial year (EOFY), with its $63,990 D/A offer undercutting the cheapest plug-in RAV4 and Outlander despite being generally better equipped and hailing from Europe.

To find out if VW's attainable new PHEV SUV is worth a look in an ever-competitive market, we joined the Australian media launch in Byron Bay for our first drive on local roads. We'll touch on both 150kW and 200kW variants in this review, but focus on the former.

How much does the Volkswagen Tiguan cost?

The Tiguan and Tayron eHybrid model lineups offer two trim levels in Australia – Elegance and R-Line – with different powertrain variants for each trim.

The eHybrid variants are launching with sharp drive-away pricing offers until June 30, equating to savings around $6000-$7000 off retail pricing, meaning they also undercut equivalent petrol variants at least until the EOFY.

That's a little unusual in the current automotive landscape, even as the New Vehicle Efficiency Standard (NVES) takes effect, with most plug-in hybrids traditionally demanding much larger premiums relative to their petrol or diesel equivalents.

Even within the VW Group it's abnormal. The related Cupra Terramar commands nearly $10,000 more for the VZe PHEV (200kW FWD) versus the VZ (195kW AWD). And the Tiguan 200TSI R-Line comes within $500 of the Terramar VZ ($73,490 D/A).

Chinese brands still significantly undercut the Tiguan with similarly sized PHEVs, though. The BYD Sealion 6 costs $52,990 plus on-roads for the most expensive version, while the recently updated Geely Starray EM-i is even cheaper again, at $41,490 plus on-roads for the flagship Inspire Extended Range.

To see how the Volkswagen Tiguan lines up against the competition, check out our comparison tool

What is the Volkswagen Tiguan like on the inside?

Having spent some time with the petrol-only Elegance and R-Line, there aren't really any surprises here.

As with other members of the Tiguan family, VW really went all out with display tech while also re-honing in on tactility and perceived quality for the major touch points.

The banishment of fiddly touch-capacitive buttons on the steering wheel is a highlight, as is the smart dial on the centre tunnel that can be configured to toggle different functions. It can also light up in different colours based on the selected ambient lighting.

The massive 15-inch touchscreen infotainment system looks a little tacked on and won’t suit all tastes, but it’s running the latest version of Volkswagen’s software interface, meaning a dedicated (virtual) toolbar for climate controls, snappier load times than the infotainment system that launched with the pre-update Mk8 Golf hatchback, and a simplified menu structure.

Sadly, VW Australia still doesn’t offer proprietary connected services ex-factory, but does offer a third-party solution via the GoConnect smartphone app, which offers decent baseline functionality like vehicle status and being able to schedule services with your local dealer.

I also liked the Elegance's standard Harman Kardon premium audio system, which offers really clear and deep sound with the option to dial up the bass and surround effects for a more immersive experience – but I'm also not sure if I like it more than the excellent Sennheiser system offered in the Cupra Terramar.

The uplift in material quality is noticeable too, with more soft-touch surfaces and stitched leather-look detailing. As many premium brands continue to lower their standard of fit and finish, VW is heading in the right direction here. But while the presentation has improved in most ways, I’m not sure about how I feel about the bluff gloss-black dash insert that sits behind the touchscreen and incorporates the driver's display.

Combined with the etched ambient lighting cutouts, it’s a little naff and looks a little too much like VW is trying to ape the Chinese brands – just my opinion.

Little differentiates the Tiguan eHybrid from the petrol-powered version, though the 10.25-inch Digital Cockpit Pro instrument cluster has a power meter that combines with the digital tachometer, as well as additional symbols and widgets that go with the electrified underpinnings. You can also toggle a charge status meter in the infotainment system, as well as an animated energy flow graphic if that's your thing.

Also worth noting are the excellent front seats, which wear 'ergoActive' branding and feature 12-way power adjustment, three-position memory function, as well as three-stage heating and ventilation in addition to a pneumatic massage function.

Storage remains a Tiguan strong point, with plenty of nooks and crannies to stow your belongings in.

Of particular note are the huge, flock-lined door bins, which put the ones in my Golf to shame. The cubby under the centre console, complete with wireless phone charger, is also a nice touch.

Despite being one of the smaller models in its class (at least in terms of length), the Tiguan’s well-packaged rear means there’s surprisingly good passenger and boot space.

At 6'1" tall, I can easily sit behind my preferred driving position, with good room for two adults, or three at a stretch. The driveline hump in the floor will eat into the foot space of the centre passenger, but the footwells on either side are pretty deep and wide.

Clever features include a third zone of climate control, as well as a sliding and reclining rear bench in a 60:40 split. You can also fold down the rear seatbacks in 40:20:40 format, so if you need to stow a longer item you can still seat four adults in comfort.

Behind said sliding and reclining second-row seat there's 490 litres of boot space with the rear seatbacks upright in their 'forward' position, expanding to 1486L with them folded. Compared to the non-eHybrid Tiguan, the PHEV loses about 160L of capacity, largely due to the battery being mounted under the boot floor.

Another difference between the Tiguan PHEV and its ICE siblings is the removal of a space-saver spare wheel. Instead there's a tyre repair kit – which to be fair is pretty common for PHEVs and EVs.

To see how the Volkswagen Tiguan lines up against the competition, check out our comparison tool

What’s under the bonnet?

All Tiguan eHybrids employ a turbocharged 1.5-litre 'TSI' four-cylinder petrol engine teamed with an electric motor, lithium-ion battery pack, and a six-speed 'DSG' dual-clutch automatic transmission driving the front wheels only.

As we've found in other VW Group models with this powertrain, the Tiguan is very capable of achieving excellent real-world efficiency without much effort.

Our circa-40km loop in the 150kW model left largely in E-Mode and Comfort settings yielded an indicated energy consumption figure of 1.7L/100km and 14.1kWh/100km, pretty much bang on the official claim; while more spirited testing of a charged 200kW R-Line returned 2.9L/100km and 13.2kWh/100km – still pretty good considering the conditions, which we'll get to further down.

Even if left in Hybrid Mode with less than 50 per cent charge (about 25km indicated EV range), the trip computer showed 3.8L/100km and 7.1kWh/100km following a 59km transit leg, probably 95 per cent of which was spent at 110km/h on the freeway with plenty of uphill and downhill variations, dispelling the notion that PHEVs are inefficient on the open road.

While Volkswagen Australia doesn't quote a combined driving range with a full battery charge and a full fuel tank, like a lot of Chinese manufacturers do for their plug-in hybrids, the German brand does quote "more than 900km" of total range for European models, which should easily be achievable given those indicated figures achieved on the drive, despite the Tiguan eHybrid's relatively small 45L fuel tank.

The Tiguan eHybrid's 19.7kWh battery supports 11kW AC charging as well as 40kW DC fast-charging. At the former rate the battery will charge from 0-100 per cent in 2.5 hours, while the latter can fast-charge the battery from 10-80 per cent in 26 minutes.

To see how the Volkswagen Tiguan lines up against the competition, check out our comparison tool

How does the Volkswagen Tiguan drive?

We drove the 150TSI and 200TSI eHybrids back-to-back on slightly different routes in and around the Byron Bay area, including a good mix of road, traffic and weather conditions.

We started off in the 150TSI eHybrid Elegance, the more comfort-oriented version. The loop in the 'base' grade was a more varied route comprising mixed driving conditions, including urban, country, twisty and highway roads.

With a full battery and tank of petrol on board, I left the Elegance to its own devices to see how it would fare – as expected, it was mostly good.

The Tiguan eHybrid will default to EV mode with sufficient charge in the battery, prioritising electric power to minimise fuel use and emissions. The 85kW/330Nm electric motor doesn't sound all that powerful on paper, but it offers the sort of outputs that not long ago would have been quoted by a smaller diesel engine in a car like this.

As such, the immediacy of torque response and linearity of the e-motor's power delivery makes for smooth and quiet progress, even if you can occasionally feel the DSG shifting as you roll along.

Only if you hit the kick-down point will the powertrain fire up the petrol engine to give you its full beans, but since it only drives the front wheels and doesn't sport a proper mechanical limited-slip differential, full throttle isn't something I'd use often.

Attempting a quick blat from a side street onto a country highway, full throttle even in the 150kW eHybrid just elicits mad wheelspin at the front-end. Regardless of the wheel and tyre package specified, and forces the traction control to work overtime – it's best to be measured and patient when setting off.

Once rolling, the 150TSI eHybrid feels quite punchy and almost quicker than the figures would suggest. At full noise, the 1.5 TSI petrol engine is still quite muted, though the thrummy engine note isn't as coarse or grating as the naturally aspirated engines in its rivals – but it's hardly sporty, regardless of whether you opt for the 150kW or 200kW versions.

I actually prefer the synthesised sound generator in the Cupra Terramar, if only because it adds a little theatre when it's in its most aggressive setting, and offers a few different options to tailor it to your tastes. Might be a hot take, but anyway...

Ride and steering in the Elegance is quite clearly focused on everyday comfort and manoeuvrability, with very light steering and a supple ride especially in Comfort mode – remembering the Tiguan eHybrid comes standard with VW's trick 15-stage adaptive dampers.

Even in Sport mode it's far from harsh or uncomfortable, and in the more aggressive setting the steering adds weight for more engagement. However, the latter feels artificial and doesn't really add any extra feel, even if the steering response is pretty quick and accurate in general.

Moving into the more powerful 200kW R-Line, with its standard variable-ratio progressive steering rack and larger wheels shod in low-profile tyres, there's not a distinctly sportier feel save for the mildly spicier acceleration response and ever-so-tighter steering and chassis calibration.

Other than that, it's just slightly firmer and less cushy over sharper hits, slightly noisier at high speeds and on rougher roads, and that's about it. As you'd expect, body control and general compliance is fairly European in feel, being on the tauter side of comfortable without being too jarring or slappy over sharper hits in both grades – though as noted the R-Line is a little sharper in most respects without being a revelation.

What I'm trying to say is the Tiguan eHybrid isn't really going to be a glass slipper for keen drivers trying to keep that hot hatch feel in an SUV. If you want that more dialled-in feel and response, the Cupra Terramar is much more in that camp, if you can justify the extra spend for what is effectively the same vehicle underneath.

While not necessarily a standout for athleticism or engagement, the Tiguan's on-road manners are definitely in line with VW's 'premium for the people' schtick, offering a more upmarket and refined feel behind the wheel than a lot of electrified offerings at a similar price point. It's an excellent all-rounder, complemented by excellent real-world efficiency.

As noted earlier, we were able to match VW's official consumption claim, with an indicated 1.7L/100km and 14.1kWh/100km during our time with the 150kW Elegance. The 200kW R-Line upped that to 2.9L/100km and 13.2kWh/100km when driven more dynamically and in Sport mode over a more technical and undulating route, with greater time spent in Hybrid rather than EV mode.

Beyond the behaviour and performance of their plug-in powertrain, the eHybrids retain the same excellent driver assist calibration as the wider Tiguan range.

Travel Assist remains one of the better semi-autonomous highway assistants in the business, with adaptive cruise and lane-centring features working predictably, accurately and intuitively.

The blind-spot monitoring and rear cross-traffic alert systems also do what they say on the tin, and the audible speed limit assistant has a faint and peaceful chime rather than the incessant and annoying bongs presented by rival brands and models.

The eHybrid range also comes standard with Area View surround cameras as well as front and rear sensors to make parking this SUV a little bit easier, and there's even a Park Assist Plus function which can semi-autonomously slot the Tiguan into both perpendicular and parallel spaces.

To see how the Volkswagen Tiguan lines up against the competition, check out our comparison tool

What do you get?

The Tiguan eHybrid is available in up-spec Elegance and R-Line trim levels in Australia.

2026 Volkswagen Tiguan 150TSI eHybrid Elegance highlights:

• 19-inch alloy wheels
• Adaptive Chassis Control Pro – DCC Pro 15-stage dampers
• Area View – surround cameras
• HD Matrix LED headlights incl. Dynamic Light Assist
• Keyless access
• Power tailgate
• Head-up display
• 10.25-inch Digital Cockpit Pro
• 15-inch Discover Pro Max navigation touchscreen
• Wireless App-Connect – Apple CarPlay, Android Auto
• 2 x wireless phone chargers
• Harman Kardon premium audio – 10 speakers, 700W output
• Leather-appointed upholstery
• ErgoActive 'comfort sport' front seats – electrically adjustable
• Front seats incl. heating, ventilation, memory functions
• Heated steering wheel
• Mode 2 and Mode 3 charging cables

2026 Volkswagen Tiguan 200TSI eHybrid R-Line adds:

• 20-inch alloy wheels
• R-Line exterior and interior styling

To see how the Volkswagen Tiguan lines up against the competition, check out our comparison tool

Options

A handful of optional features are available for the Tiguan eHybrid range.

Black Style Package – 200TSI eHybrid R-Line: $1500

• 20-inch 'York' alloy wheels
• Gloss Black exterior accents
• Black roof rails

Single-item options include:

• Metallic paint: $800
• Premium metallic paint: $1100
• Panoramic sunroof: $2100

To see how the Volkswagen Tiguan lines up against the competition, check out our comparison tool

Is the Volkswagen Tiguan safe?

The latest Volkswagen Tiguan has a five-star ANCAP safety rating based on testing conducted by Euro NCAP in 2024 – which applies to all variants including the plug-in hybrids.

Standard safety equipment includes:

• 9 airbags incl. front-centre
• Autonomous emergency braking
• • Pedestrian
  • Cyclist
  • Oncoming vehicle
• Blind-spot monitoring
• Dynamic Road Sign Assist
• Front cross-traffic alert
• Park Assist Plus
• • Semi-autonomous steer
  • Semi-autonomous throttle/braking
• Rear cross-traffic alert
• Safe exit warning
• Surround-view camera
• Travel Assist
• • Adaptive cruise control incl. stop/go
  • Adaptive lane guidance – centring
  • Traffic Jam Assist
• Turning Assistant 2.0
• • Oncoming turn AEB

To see how the Volkswagen Tiguan lines up against the competition, check out our comparison tool

How much does the Volkswagen Tiguan cost to run?

The Tiguan eHybrid is subject to the same five-year, unlimited-kilometre new-vehicle warranty as the wider Tiguan range, with separate high-voltage battery coverage that matches that of the brand's EVs.

Scheduled maintenance sticks to the same 12-month or 15,000km intervals as the petrol range, though VW's five-year prepaid 'Care Plan' is slightly dearer at $3391 (versus $3320 for the regular TSI).

To see how the Volkswagen Tiguan lines up against the competition, check out our comparison tool

CarExpert’s Take on the Volkswagen Tiguan eHybrid

One of my bigger criticisms of the latest Tiguan was the lack of hybridisation available in Australia, and finally that has been addressed.

Even with the added weight of the PHEV components, the Tiguan eHybrid range remains competent all-round, with highlights including a generally supple ride, punchy (but not earth-shattering) performance, and well-calibrated driver assist and infotainment technologies which clearly demonstrate the added engineering investment compared to some cheaper alternatives.

Volkswagen's sharp drive-away pricing offers also really sweeten the deal, slashing $6000-$7000 off the bottom line and also putting the European-made Tiguan eHybrid right in the thick of mainstream-branded competition from Toyota and Mitsubishi, while also offering more premium features than both brands for similar money.

Yes, we still lament the lack of proper net-based connectivity, the tacked-on display designs, and the touchscreen's fiddly capacitive touch sliders for the climate controls. But I'd probably opt for either the 150TSI and 200TSI eHybrids over their petrol-only equivalents if I had my sights set on the Tiguan as my next family SUV.

That said, I don't see the point in spending the extra $10,000 on the R-Line unless you're absolutely in love with the design, because it doesn't feel all that much more powerful from behind the wheel and doesn't offer a lot else over the objectively well-rounded Elegance trim.

Charge it regularly and you'll easily use less than half the fuel as the 150TSI 4Motion version does, and while it has a 13L smaller fuel tank you've still got over 900km of theoretical combined driving range if you start in Hybrid mode with a full tank of fuel and a fully charged battery. PHEV benefits are no longer limited to the city, though the lack of a spare wheel could be a problem outside of it.

So if you're in the market for a plug-in hybrid family SUV but aren't quite ready to take a punt on a Chinese brand, the new Tiguan eHybrids could easily be one of your top picks, particularly in Elegance trim.

Interested in buying a Volkswagen Tiguan? Let CarExpert find you the best deal here

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MORE: Explore the Volkswagen Tiguan showroom

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

Those are reductions of just over 30 per cent, and follow similar – but far less substantial – cuts made to the prices of the RZ’s Toyota bZ4X and Subaru Solterra platform-mates with their latest updates.

However, Lexus Australia doesn't think it got RZ pricing wrong the first time around.

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"I think there's a number of contributing factors that go into the price repositioning in terms of battery technology and production efficiencies," Lexus Australia CEO Jack Hobbs told CarExpert.

"Three years has been a long time, actually, and we've seen lots of improvements over that period.

"The market is also shaping and moving the direction of where a vehicle like this is best placed."

Local RZ sales fell off a cliff last year, with just 41 finding customers after a combined 480 examples were delivered across 2023 and 2024.

However, Mr Hobbs expects the RZ to attract far more attention this year given its renewed price-competitiveness and an uptick in EV interest.

"We're excited to have the RZ as it stands, because it really does fit that nice battery electric option for our customers, and we think it has broader appeal at the price point that we've been able to offer," he said.

"There's been some global events that are reshaping the market, and certainly we've seen enquiries improve in BEVs, as well as plug-in hybrids and even hybrids, to some extent. In that sense, we're also very excited."

Despite considerable price cuts, the updated RZ boasts better technical specifications and more standard equipment than before.

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 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.

Improvements to existing RZ models have been supplemented by the introduction of a new, range-topping RZ550e F Sport variant, priced at $105,000 excluding on-roads. 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.

MORE: Explore the Lexus RZ showroom

It's the first all-new generation of the German brand's 'junior' mid-size sedan – or coupe, as Mercedes calls it – since 2019, and there's plenty of flashy tech inside plus a controversial new look to distinguish it from its predecessor.

Perhaps more significant is a new hybrid powertrain, and the introduction of fully electric alternatives for the first time. Hybrid versions should be in local customers' driveways within the next month, while the EVs are slated to arrive in July.

The new CLA is also cheaper than before, and a wagon version will return for the first time in a long time later this year, marking Mercedes-Benz's first electric wagon. What's enabled all this, I hear you ask?

Well, the new CLA is built on the Mercedes-Benz Modular Architecture, a platform that can be adapted to either electric or hybrid powertrains. That has helped bring the cost down, and the fact there's now more choice than ever is another huge plus.

It also means it's related to the new GLB mid-size SUV, which is also available with hybrid and electric power. For now, though, we're looking at the 2026 Mercedes-Benz CLA220 4Matic, the most expensive petrol variant in the new-generation CLA lineup.

Mercedes-Benz invited media on a launch drive through Victoria, after which we held onto the car for another week. Is the CLA hybrid worth the money right now, or should you wait a little longer for the electric CLA to arrive?

How much does the Mercedes-Benz CLA cost?

The CLA220 4Matic is the most expensive petrol-powered CLA currently on sale, priced at $84,300 before on-road costs.

There was no 220 trim in the previous-generation CLA, but the base price for the new CLA range has dropped from $73,200 plus on-roads for the old CLA200, to $66,500 plus ORCs for the new CLA180.

Rivals are limited, especially now that the non-electric BMW 4 Series Gran Coupe is no longer on sale. We can still look to Merc's traditional German rivals though: BMW and Audi.

BMW's closest competitor is the 2 Series Gran Coupe, which entered its current generation in 2025 and is therefore also quite new. Four-door variants top out at $87,700 plus ORCs for the all-wheel drive M235 xDrive.

Audi, meanwhile, still fields the A3 sedan, which has been with us in its current generation since 2021. It tops out at $65,800 plus ORCs for the 150kW S line. It's worth keeping in mind that both the BMW and Audi are roughly 200mm shorter than this new CLA, which is why you might also consider the rear-drive, six-cylinder Genesis G70 Signature Sport at $87,114 plus ORCs.

To see how the Mercedes-Benz CLA stacks up against the competition, use our comparison tool

What is the Mercedes-Benz CLA like on the inside?

Interior design be damned – who needs a stylish sculpted dashboard when you can have a stadium jumbotron?

In all seriousness, Mercedes' MBUX Superscreen is borderline absurd. It's standard fitment in the CLA220 and optional in all other variants bar the base CLA180, and we found no real need for all three screens in our time with the car.

The smallest of them is the 10.25-inch digital instrument cluster, which works as well as it needs to. Mercedes-Benz's graphic identity lends it a touch of class, and its overall style and colour scheme are easy on the eye.

Further, there are a handful of trip computer readouts accessible by swiping up or down on the steering wheel's right-hand side directional pad. This, like many of the wheel's other buttons, is piano-black and touch-sensitive, but all are easy enough to use.

The instrument display also has three layouts accessible via left-right swipes, including one with a map display in the background. This level of configurability is plenty, and this screen feels less intimidating as a result.

In the middle of the dashboard is one of two 14.0-inch touchscreens. This is the main control centre of the CLA and, suffice to say, it's a little more cumbersome to navigate than the smaller screen to its right.

It has its fair share of menus and settings to sift through, but it's snappy to interact with and looks sharp. Most of the icons are quite large and therefore easy to see/press while on the move, and there's reliable wireless Apple CarPlay and Android Auto connectivity as standard.

You'll notice the climate system is locked behind a tiny icon on the bottom ribbon, which is always inconvenient. We also find it odd that the car's seat heating controls aren't found in the climate system, but rather in a seat-specific menu alongside position memory. You'll get used to that, but it's a CLA-specific quirk.

Then comes the real party piece: the second 14.0-inch touchscreen on the passenger's side. This is almost completely unnecessary unless you often have a front-seat companion who likes basic video games, and even then, you can't play them while the vehicle is in motion.

You can also watch movies here, utilising the glorious Burmester sound system, but it's still a novelty at best. Most of the other functions this screen houses can just as easily be manipulated via the central infotainment screen, which is no further away.

And there's simply no attempt at design here; the third touchscreen makes for a completely flat panel across the entire dashboard, with little consideration as to how to integrate it stylishly, and it makes the dash look more like a wide-screen TV than a high-tech car interior.

The ambient lighting around the circular air vents and below the screen helps a little, but it's all still a little much. Mercedes-Benz says this is an "intentional minimalist design"... so at least it's on purpose.

All that aside, the interior feels rather premium. Though we've had complaints about the build quality of recent Benz interiors, the CLA feels like it's been bolted together remarkably well – no amount of pushing or pulling could generate any squeaks or wobbles from any surface or fitting. The stalks are a tad flimsy, though.

The key touchpoints also look and feel high-quality. The aluminium-look panels on the centre console and door cards feel cold like real metal, and their dull metallic sheen exudes an understated elegance.

There's synthetic leather on the chunky steering wheel, seat bolsters, and armrests, while the rest of the seats and door cards are finished in synthetic suede. It's all pleasant to the touch, and the seats are comfortable to sit in despite being sportier AMG-Line units, which lack ventilation.

That said, there's still a fair bit of glossy black plastic on key controls, notably the touch-sensitive steering wheel buttons and the small ribbon below the central air vents. Being such high-touch areas, these quickly attract smudges and scratches.

You'll also notice some scratchy plastic around the bottom of the door cards, dashboard, and centre console, which looks a bit naff. At least it'll be durable.

Storage up front is decent, with highlights including a large tray with an elastic strap under the centre console, two cupholders up top, and a split-opening central storage box with a small tray inside. Phone charging options are limited to a wireless phone charging pad or two USB-C ports.

One of the best parts of the cabin is undoubtedly the Burmester sound system, which frankly sounds incredible. Even with its out-of-the-box settings, the overall clarity and low-end punch far exceed those of many systems in other luxury cars.

There are four modes to choose from, with tangible differences between each. We found the 'Intense' setting more enjoyable, though there is a plethora of settings to tweak within the customisable 'Individual' mode for all of the Mercedes-buying audiophiles out there.

Plus, it has a neat feature that automatically focuses the sound on different areas of the cabin based on where people are sitting. It uses the seatbelt sensors to do so, which is the level of detail that's commensurate with the money you pay.

The second row is fairly spacious, as expected, given this new CLA is larger than its predecessor and has a wheelbase of nearly 2.8 metres. The result is loads of legroom and, at 173cm, I was able to fit comfortably behind a front seat that was adjusted for someone noticeably taller.

Headroom, however, felt tight. The thin glass roof helps free up some vertical space (thankfully, it'll protect you from UV and other harmful rays from the sun), but taller passengers will feel cramped.

It doesn't help that the roof's edges are quite bulky, either. There's still slightly more room than in the previous CLA, but it's an unfortunate byproduct of the aggressively sloped, coupe-like roofline.

The rear bench is finished in the same fake leather/suede mix and is well-cushioned, and there are rear-facing air vents, two USB-C ports, and a fold-down centre armrest housing cupholders and a simple device holder.

The upshot of that low roofline is that, despite the typical sedan-shaped rear decklid, the boot appears huge. It seems to stretch forever towards the front of the car, and offers loads of space for groceries and luggage.

Yet its 405-litre capacity is smaller than the 430L of the BMW 2 Series Gran Coupe because the Merc's load area is shallower. But it's still larger than the Audi A3 sedan's 390L.

A bonus here is the powered bootlid, which is nice to have but always feels unnecessary in anything resembling a sedan. It's operated via the key fob, the rear three-pointed star emblem, or by waving your foot under the rear bumper.

Naturally, a spare wheel has been excluded in favour of a tyre repair kit. Unlike the electric alternative, the CLA hybrid also lacks any under-bonnet storage – for obvious reasons.

To see how the Mercedes-Benz CLA stacks up against the competition, use our comparison tool

What's under the bonnet?

Powering the new CLA220 4Matic is a 1.5-litre turbocharged four-cylinder petrol engine assisted by a transmission-integrated electric motor. Outputs are quoted at 140kW of power and 300Nm of torque, with drive sent to all four wheels via an eight-speed dual-clutch automatic transmission.

Our week with the car began with Mercedes-Benz's short launch drive through Victoria's hilly, twisty east, followed by typical highway commuting and suburban errand-running. The result was an impressively low recorded fuel economy figure.

To see how the Mercedes-Benz CLA stacks up against the competition, use our comparison tool

How does the Mercedes-Benz CLA drive?

Driving the CLA – at least the hybrid one – leaves a bit to be desired.

That impression starts before you even set off, when you're faced with a mildly confusing start procedure. All the screens will light up once you hop in, and you'll be prompted to press the button on the end of the right-hand column stalk to start the engine... or you can just push the stalk down to Drive, or up to Reverse.

That's weird because it gives you the impression the car is on before you've done anything. Of course, column-mounted gear selectors are nothing new, but that isn't really the issue here. If you look closely at this particular column stalk, you may also realise it has a 'Shift' label on the top.

Instead of steering wheel paddles, Mercedes has opted to make this stalk the manual shifter. You push it towards the front of the car to shift up, and pull it back to go down – who thought this was a good idea? It's awfully unintuitive to use, and makes the manual mode more trouble than it's worth.

The plastic stalk is also thin and feels too flimsy to shift accurately, particularly during spirited driving when you might actually want to shift manually. This is just another instalment in the saga of poorly engineered stalks/gear shifters, I suppose.

Capping that off is the fact the start/stop button on the end of the stalk doubles as the Park button, which means it's impossible to shift to Park without killing the engine. The only workaround I could find is to delicately locate Neutral on the stalk and then manually engage the park brake, which will trigger a warning that the car could roll away.

Once you wrap your head around all that, it's time to set off. But more flaws quickly present themselves once on the move, the most notable being the awkward transition between electric and petrol power.

The CLA hybrid can actually drive itself on electricity alone, provided you don't need more than 22kW of power. Once you exceed that threshold, it'll fire up the petrol engine to provide the power you need.

The only issue is that the car always seems to be surprised when you need more power, waiting for you to demand more than 22kW before even thinking about moving a piston. We understand driving behaviours are nearly impossible to predict, but the result is an uncomfortable dead spot while it shifts from electric to petrol every time you accelerate.

You'll also notice some turbo lag as the engine winds up. Because you're likely to have already pressed the throttle further than normal to get past the electric/petrol pause, this lag means full power can hit quicker than expected. This can make crawling in traffic a chore.

It's a similar story when decelerating. We found it difficult to brake smoothly, for many reasons: the pedal response is vague due to the regenerative/friction braking mix, the switch from petrol back to electric can be quite rough, and there's adaptive regen braking that varies in strength depending on the vehicles in front.

That's all bookended by the dual-clutch auto, a transmission type that already struggles to be smooth at low speed. The result is a car that seems uncomfortable in low-speed environments, which means it isn't all that fun to drive in heavy traffic or carparks.

On the bright side, you can make a game out of trying to drive it on electric power alone. The only way to avoid all of this entirely is to flick it into a different drive mode. All of the above issues apply in both Comfort and Eco modes, but switching to Sport resolves some of them by keeping the engine running at all times.

That negates the powertrain's need to switch between electric and petrol power, and makes it much easier to predict how power will be delivered once you press the throttle. The dual-clutch auto prevents it from ever being flawlessly smooth, but it's certainly much better.

In fact, once everything comes together under the bonnet, the CLA is fairly enjoyable to drive. Power delivery is strong without being outstanding, and the gearbox feels snappy when you're hauling up to freeway speeds in a hurry – the CLA hybrid feels much more at home on highways and country roads.

There are four fake engine sounds to choose from – including completely off. I'm not usually a fan of synthesised engine noises, but I found one of the more pronounced ones here fairly enjoyable. Even if it sounds far beefier than a 1.5-litre four ever should, it's nice to hear something when cruising around.

Nicely complementing that, the handling of the new CLA is a highlight. It won't challenge a real AMG or any of its high-performance German brethren, but it's more than capable of holding its own on a twisty road.

That's true even in Comfort mode, and in any setting you'll struggle to push the car beyond its limits. It feels slightly sharper in Sport mode, likely because the CLA200 and CLA220 incorporate a ride height-lowering function intended to lower the car's centre of gravity. It's only subtle and doesn't make the car feel meaningfully stiffer because there's no adaptive damping system, but it helps.

Its natural damping is certainly on the stiffer side, though it isn't bone-shattering. We actually found it quite comfortable on rough Victorian roads, with Comfort mode soft but controlled, and Sport mode sharper but still capable of soaking up bumps well.

The only ride-related issue is that the front-end seems to scrape on everything. Speed bumps and hairpin bends with a sharp drop compress the front suspension to the point where the front of the car briefly contacts the pavement.

A quick visual inspection indicated the contact was happening at the lowest point of the car's plastic undertray, rather than the chromed bumper lip. Still, it's one of few cars I've had such an issue in, and I own a lowered Japanese coupe!

The steering communicates just enough info from the front wheels to feel confident in Sport mode. It's not the most 'alive' setup ever, but for a sporty sedan, it's appropriate.

In normal driving, the steering errs on the lighter side. This aids manoeuvrability in urban environments and generally makes for easier cruising, without the tiller feeling too flimsy.

We're also impressed with the CLA's cabin refinement. It's very quiet, even on the 19-inch wheels fitted to the 220. It's easy to have a conversation without yelling at your passengers, and it really lets the Burmester sound system shine the way we described earlier.

Safety tech is another thing Mercedes-Benz always seems to get right, and it's no different here. The CLA's driver assistance functions are reliable and well-calibrated.

Cruise control does well to adapt and react to traffic around you, while the lane-keep system only pipes up if you're genuinely close to the lane markings. We had no issue with driver attention monitors or the like, either.

Yes, it's still annoying to have to fine-tune some of these settings (along with others, such as the fake engine noises) by delving into the infotainment system, but at least they are adjustable if needed. Not that you're likely to have to make any changes.

The cherry on top is a neat, Tesla-esque display of everything around the car that can be shown on the instrument screen while driving, plus a handy self-parking feature that works well (if not slowly) if you're too lazy to do it yourself.

Oh, and the CLA220 is fitted with phenomenal automatic high-beam headlights. I'm not usually a fan of auto high-beam, but the way this system quickly and accurately shields cars ahead is unreal – and the way the beam turns on and off like a curtain opening and closing is very satisfying.

To see how the Mercedes-Benz CLA stacks up against the competition, use our comparison tool

What do you get?

There are four grades of the new CLA available in Australia.

2026 Mercedes-Benz CLA180 equipment highlights:

• Mild-hybrid powertrain
• Comfort suspension
• 18-inch AMG five-spoke black alloy wheels
• Tyre repair kit
• Auto LED headlights
• Illuminated front grille
• LED tail-lights
• Full-width front and rear light bars
• Rain-sensing wipers
• Power-folding, heated side mirrors with position memory
• Sports steering wheel
• Comfort seats
• 'Artico' synthetic leather upholstery
• Power front seats with lumbar and position memory
• Heated front seats
• 10.25-inch digital instrument display
• 14.0-inch touchscreen infotainment system
• Wireless Apple CarPlay and Android Auto
• DAB+ digital radio
• Bluetooth
• AI-powered voice assistant
• Wireless phone charger
• Facial recognition
• Single-zone climate control
• Interior ambient lighting
• Black headliner
• Panoramic glass roof

CLA200 adds:

• Electric option (rear-wheel drive)
• AMG Line exterior styling
• 'Sporty engine sound'
• AMG floor mats
• Nappa leather-wrapped sports steering wheel
• Sports seats
• 'Artico' synthetic leather and 'Microcut' synthetic suede upholstery
• Light carbon-grain aluminium interior accents
• Dual-zone climate control

CLA220 4Matic adds:

• All-wheel drive
• 19-inch AMG five-twin-spoke black alloy wheels
• 'Multibeam' LED headlights
• Full-width rear LED light bar
• Head-up display
• MBUX Superscreen:
• • 10.25-inch digital instrument display
  • 14.0-inch touchscreen infotainment system
  • 14.0-inch touchscreen passenger display
• 16-speaker Burmester surround-sound system
• Sound personalisation
• Illuminated door sill scuff plates
• Rear privacy glass

CLA350 4Matic adds:

• Electric powertrain (all-wheel drive)
• Removes 16-speaker Burmester surround-sound system

Options

A handful of options are available for the 2026 Mercedes-Benz CLA.

Premium Package ($1800 CLA200, $2340 CLA350) adds:

• Adaptive Highbeam Assist Plus
• Illuminated door sills
• Head-up display
• MBUX Superscreen
• 16-speaker Burmester surround-sound system
• Hands-free keyless start

The Premium Package is standard on the CLA220.

Additionally, the following accessories can be optioned for the CLA200 for $1200:

• 19-inch AMG five-twin-spoke black alloy wheels
• Rear privacy glass

To see how the Mercedes-Benz CLA stacks up against the competition, use our comparison tool

Is the Mercedes-Benz CLA safe?

The 2026 Mercedes-Benz CLA has yet to be assessed by ANCAP and is therefore unrated locally. It did, however, earn a full five-star safety rating from Euro NCAP following crash testing conducted in 2025.

Standard safety equipment highlights:

• 8 airbags, incl:
• • Driver
  • Passenger
  • Driver's knee
  • Front-centre
  • Side
• Adaptive cruise control
• Blind-spot monitoring
• Driver attention monitoring
• Lane-keep assist
• Safe exit warning
• Surround-view monitor
• Tyre pressure monitoring

To see how the Mercedes-Benz CLA stacks up against the competition, use our comparison tool

How much does the Mercedes-Benz CLA cost to run?

Mercedes-Benz Australia backs its model range with a five-year, unlimited-kilometre warranty. Servicing for the CLA hybrid is required every 12 months or 25,000km, whichever comes first, with pricing covered by prepaid plans (see below).

For context, service pricing for the CLA electric is cheaper, though the intervals are the same. The three-year plan costs $2455, the four-year plan $3620, and the five-year plan $4295.

As for rivals, BMW offers a five-year prepaid service plan for the 2 Series Gran Coupe priced at $2470. Audi offers a plan of the same duration for the A3 that costs $2520.

Suffice to say that Mercedes-Benz service costs are still as pricey as ever.

To see how the Mercedes-Benz CLA stacks up against the competition, use our comparison tool

CarExpert's Take on the Mercedes-Benz CLA220 Hybrid

While there's a lot to like about the new CLA, it's fundamentally flawed – at least in 220 trim.

Starting with the positive, we like how its interior appears well put together, and that its key touchpoints all feel high-quality and luxurious. The sporty AMG-Line seats, with their faux leather and suede upholstery, are a highlight, and we quite like the proportions of the leather-wrapped tiller.

It's comfortable and practical inside, with plenty of space in the second row and boot despite the sloping rear roofline. Those things matter in a sedan-shaped car that isn't pitched as a hot performance model.

Then there's the ride, handling, and refinement. We thoroughly enjoyed driving the CLA on country roads, and its suspension tune impressed us with its ability to soak up bumps while still staying sharp in the corners.

It's also relaxing to drive a car that's as quiet as this one is, even with the large-ish 19-inch alloys. We also liked being able to dial up the fake engine noise when we wanted, and it wasn't nearly as grating as expected.

But it's difficult to get past the enormous, slabby dashboard. There's just no finesse about it, even in the CLA220, where the three-screen setup is standard. All other variants get a blank glossy panel in front of the passenger unless you opt for the over-the-top Superscreen.

We never quite got to grips with the hybrid powertrain, either. It's almost always rough when switching from electric to petrol power, or vice versa, so much so that it's more enjoyable to just leave it in Sport mode so the engine doesn't switch off.

While that's disappointing, we can give the CLA brownie points for being impressively economical, which proves the annoyance of its constant electric/petrol switching isn't all for nothing.

All said, the CLA220 hybrid is just fine, but its price and imperfections probably make the cheaper CLA200 hybrid a better pick. Like us, however, you may be keen to see what the electric alternative is like when it arrives in the coming months.

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MORE: Explore the Mercedes-Benz CLA showroom

Australia-specific information is scarce so far, but the German brand has confirmed it'll arrive with both 48V mild-hybrid and fully electric powertrains, as is the case for the recently launched third-generation CLA sedan on which it's based.

It's built on the new Mercedes-Benz Modular Architecture (MMA) shared with the new generation GLB SUV, and it's the brand's first-ever electric wagon.

When it arrives locally in the fourth quarter (October-December) of 2026, it'll be the first Mercedes wagon sold in Australia since the 2021 C-Class wagon. It'll also be the first CLA wagon to appear in local showrooms since the first-generation model exited production in 2019.

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Though local powertrain specifications have yet to be confirmed, it's likely the Shooting Brake will offer the same as what's available in the CLA sedan. At launch, the sedan offers a 48V mild-hybrid setup in three states of tune, available with either front- or all-wheel drive.

All have a 1.5-litre turbocharged four-cylinder petrol engine paired with a 1.3kWh lithium-ion battery and an eight-speed dual-clutch transmission, with outputs quoted at 100kW and 200Nm in the base front-drive CLA180.

The CLA200 bumps outputs up to 120kW and 250Nm, while the all-wheel drive CLA220 4Matic is the most powerful mild-hybrid variant with 140kW and 300Nm.

Two fully electric variants are available. The CLA200 electric features a 58kWh lithium iron phosphate (LFP) battery for a WLTP driving range of 470km, with 165kW and 335Nm sent exclusively to the rear wheels.

The flagship all-wheel drive CLA350 4Matic electric gets a larger 85kWh nickel manganese cobalt (NMC) battery for an increased WLTP driving range claim of 663km. This is also the most powerful CLA currently available, with 260kW and 515Nm.

There's also a middling CLA250+ electric available overseas, which has the same battery as the CLA350 with slightly reduced power and torque figures. This hasn't been confirmed for Australia in either sedan or wagon forms.

Both the sedan and Shooting Brake share the same wheelbase (2790mm), overall length (4723mm), and width (1855mm), though the wagon's overall height is ever so slightly taller. Of course, its roof is also considerably longer, but both still get a panoramic glass roof as standard.

The boot is naturally larger in the wagon than in the sedan, but not drastically. Mercedes quotes a seats-up capacity of 455 litres in the Shooting Brake, up from 405 litres in the sedan; both electric models get a 101-litre storage compartment under the bonnet.

Inside, the CLA can be optioned with a full-width MBUX Superscreen setup. This comprises a 10.25-inch digital instrument cluster and a 14-inch infotainment touchscreen, with an optional 14-inch screen for the passenger for gaming or streaming media. A 12.2-inch head-up display is also available.

The third-gen CLA's Superscreen runs the new Mercedes-Benz Operating System (MB.OS), which supports over-the-air software updates and a new, AI-powered Virtual Assistant can handle multi-part queries, has a short-term memory, and utilises both Google and Microsoft search functionality.

Also new is facial recognition, which allows different drivers to save system settings, seating positions, and mirror positions, which are automatically adjusted upon entering the vehicle.

The CLA Shooting Brake’s interior can be had with leather, Artico leatherette and Artico/synthetic suede combination upholstery in a range of colours, while interior trim options include brushed aluminium, wood, carbon-fibre and papered surfaces.

Pricing for the Shooting Brake has yet to be confirmed. However, we can look at the difference between older Aussie-delivered CLA sedans and wagons for an idea of how much it will cost.

When it was last sold in 2019, the CLA Shooting Brake in CLA220d guise cost $56,400 before on-roads – $1500 more than the equivalent sedan. This price gap was fairly consistent across the range.

Applying a similar $1000-$2000 difference to today's CLA sedan, which starts at $66,500 before on-roads, and considering inflation, the CLA Shooting Brake could start at roughly $70,000 before on-roads when it arrives.

Pricing for the electric Shooting Brake is harder to gauge, but given the electric sedan starts at $72,200 before on-roads, it's possible it'll be priced in the mid-to-high $70,000 range.

MORE: 2026 Mercedes-Benz CLA Shooting Brake – Sleek petrol, EV wagon a chance for AustraliaMORE: Explore the Mercedes-Benz CLA showroom

Priced from $66,500 before on-road costs, the third-generation CLA introduces an all-electric powertrain to the nameplate for the first time, enabled by the shift to the Mercedes-Benz Modular Architecture (MMA). It shares this with the new-generation Mercedes-Benz GLB.

Deliveries of 48V mild-hybrid CLAs will begin in June, with electric versions to follow in July – the latter priced from $72,200 before on-roads. That's cheaper than the entry point for the previous-gen CLA, which was $73,200 before on-roads for the petrol-powered CLA200.

The CLA features steel-sprung 'comfort' suspension incorporating newly developed three-link front and multi-link rear axles. The sedan has also grown, with its wheelbase stretched by 61mm and its overall length rising by 43mm.

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Mild-hybrid versions use a turbocharged 1.5-litre four-cylinder petrol engine and a 1.3kWh lithium-ion battery. Power and torque vary across the mild-hybrid range, from as low as 100kW/200Nm in the CLA180 to as much as 140kW/300Nm in the all-wheel drive CLA220.

Mercedes-Benz says the new CLA’s mild-hybrid system provides torque assistance across the rev range and can recuperate energy to improve efficiency. The electric motor and inverter are integrated into a new eight-speed dual-clutch automatic transmission.

At urban speeds or when less than 22kW is needed, mild-hybrid CLAs can run exclusively on electric power.

The ‘CLA200 electric’, meanwhile, combines a 120kW electric motor with a two-speed transmission at the rear and supports DC fast charging of its 58kWh lithium iron phosphate (LFP) battery at up to 200kW.

A standard DC converter enables the use of 400V chargers, and the WLTP driving range is quoted at 470km.

The CLA350 4Matic adds an 80kW front electric motor for all-wheel drive. The electric motor can decouple under low load to optimise range, and it's powered by an 85kWh nickel manganese cobalt (NMC) battery for a maximum range claim of 663km. The maximum DC fast-charging speed is 320kW.

The CLA range comes standard with a 10.25-inch digital instrument cluster and a 14-inch touchscreen infotainment system running the new-generation Mercedes-Benz Operating System (MB.OS). There’s also an AI-powered voice assistant integrating ChatGPT and Google Gemini.

A 14-inch passenger display is optional, allowing occupants to watch Netflix and Disney+, and forming the complete 'MBUX Superscreen'.

Pricing

Drivetrains and Efficiency

Dimensions

Servicing and Warranty

Mercedes-Benz Australia backs its range with a five-year, unlimited-kilometre warranty. Servicing for all CLA models is required every 12 months or 25,000km, whichever comes first.

Safety

The 2026 Mercedes-Benz CLA has yet to be crash-tested by ANCAP and is therefore unrated. It did, however, earn a full five-star safety rating in testing conducted by Euro NCAP in 2025.

Standard safety equipment highlights:

• 8 airbags, incl:
• • Driver
  • Passenger
  • Driver's knee
  • Front-centre
  • Side
• Adaptive cruise control
• Blind-spot monitoring
• Driver attention monitoring
• Lane-keep assist
• Safe exit warning
• Surround-view camera
• Tyre pressure monitoring

Standard Equipment

There are four grades of the new CLA available in Australia.

2026 Mercedes-Benz CLA180 equipment highlights:

• Mild-hybrid powertrain
• Comfort suspension
• 18-inch AMG five-spoke black alloy wheels
• Tyre repair kit
• Automatic LED headlights
• Illuminated front grille
• LED tail-lights
• Full-width front and rear light bars
• Rain-sensing wipers
• Power-folding, heated side mirrors with position memory
• Panoramic glass roof
• Sports steering wheel
• Comfort seats
• 'Artico' synthetic leather upholstery
• Power front seats with lumbar and position memory
• Heated front seats
• 10.25-inch digital instrument display
• 14.0-inch touchscreen infotainment system
• Wireless Apple CarPlay and Android Auto
• DAB+ digital radio
• Bluetooth
• AI-powered voice assistant
• Wireless phone charger
• Facial recognition
• Single-zone climate control
• Interior ambient lighting
• Black headliner

CLA200 adds:

• Electric option (rear-wheel drive)
• AMG Line exterior styling
• "Sporty engine sound"
• AMG floor mats
• Nappa leather-wrapped sports steering wheel
• Sports seats
• 'Artico' synthetic leather and 'Microcut' synthetic suede upholstery
• Light carbon-grain aluminium interior accents
• Dual-zone climate control

CLA220 4Matic adds:

• All-wheel drive
• 19-inch AMG five-twin-spoke black alloy wheels
• 'Multibeam' LED headlights
• Full-width rear LED light bar
• Head-up display
• MBUX Superscreen:
• • 10.25-inch digital instrument display
  • 14.0-inch touchscreen infotainment system
  • 14.0-inch touchscreen passenger display
• 16-speaker Burmester surround-sound system
• Sound personalisation
• Illuminated door sill scuff plates
• Rear privacy glass

CLA350 4Matic adds:

• Electric powertrain (all-wheel drive)
• Removes 16-speaker Burmester surround-sound system

Options

A handful of options are available for the 2026 Mercedes-Benz CLA.

Premium Package ($1800 CLA200, $2340 CLA350) adds:

• Adaptive Highbeam Assist Plus
• Illuminated door sills
• Head-up display
• MBUX Superscreen
• 16-speaker Burmester surround-sound system
• Hands-free keyless start

The Premium Package is standard on the CLA220.

Additionally, the following accessories can be optioned for the CLA200 for $1200:

• 19-inch AMG five-twin-spoke black alloy wheels
• Rear privacy glass

Colours

Seven colours are available for the new CLA, including two Manufaktur finishes for an additional cost.

2026 Mercedes-Benz CLA colours:

• Polar White solid
• Cosmos Black metallic
• High-Tech Silver metallic
• Aqua-Mint solid
• Sheer Blue metallic
• Manufaktur Alpine Grey solid: $1300 ($1690 with LCT)
• Manufaktur Patagonia Red metallic: $500 ($650 with LCT)

There are also four interior themes available.

2026 Mercedes-Benz CLA interiors:

• Black 'Artico' synthetic leather: Standard on 180
• Ivory Beige 'Artico' synthetic leather: $NCO on 180
• Black 'Artico' synthetic leather/'Microcut' synthetic suede: Standard on 200, 220, 350
• White 'Artico' synthetic leather/Black 'Microcut' synthetic suede: $NCO on 200, 220, 350

MORE: Explore the Mercedes-Benz CLA showroom

During a presentation, BYD Australia chief product officer Sajid Hasan announced the Shark 6 would soon receive Google Automotive Services, while an off-road mode launched on the Shark 6 Performance would also be rolled out across the lineup.

“Technology side, we didn’t just sit still. The Premium and the Performance versions will have a new software ecosystem,” Mr Hasan said, revealing that Google Automotive Services would be incorporated into the vehicle's infotainment system, featuring Google Assistant voice recognition.

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“We’ve launched that on the Sealion 8, which adds a whole suite of additional tech and entertainment that you’ll be able to access in the vehicle by using a Google account, and then you can download further Google apps to watch content on or do [other] things," he added.

“And this doesn’t require your phone at all, so it’s not Android Auto or [Apple] CarPlay. It’s using the vehicle’s embedded SIM card to access the internet to access these services.”

However, Mr Hasan says it won’t replace BYD’s DiLink infotainment system, but will rather be “a whole other sub-ecosystem” of infotainment.

While the Shark 6 Dynamic will miss out on this Google app integration – helping to add some differentiation between it and the Premium on which it’s based – the Chinese car brand has confirmed both the Dynamic and the Premium will receive Crawl Mode.

Already standard on the new Performance model, Crawl Mode simulates low-range gearing for loose surfaces, reducing throttle sensitivity and improving traction control at lower speeds, and can be used in conjunction with Hill Descent Control.

Crawl Mode also has a tug-of-war function, which can be used to help tow other vehicles out of danger when off-roading, or for those who wish to play the game with another car.

BYD says Crawl Mode will be rolled out via over-the-air updates in the near future.

MORE: Explore the BYD Shark 6 showroom

Featuring a new, yet familiar body, the Dolphin G is the first model that BYD has designed specifically with Europe in mind.

"The BYD Dolphin PHEV announced for Europe is not part of BYD’s Australia’s forward product lineup at this stage," said a BYD Australia spokesperson.

Measuring 4.16m from bumper to bumper, the Dolphin G is longer than most of its rivals, including the 3.94m Toyota Yaris, 4.05m Volkswagen Polo, and 4.06m Peugeot 208. At 1825mm wide, it is around 100mm wider than those three cars as well. 

It will, however, be shorter but wider than the facelifted Dolphin EV, which is 4290mm long and 1770mm wide.

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The Dolphin G's short, stubby bonnet hides its petrol engine and electric motor. With its petrol tank filled to the brim and the battery fully charged, BYD predicts the Dolphin G will have a total range of at least 1000km.

It's widely expected the Dolphin G's drivetrain will be similar to that of the Atto 2 DM-i available in Europe but not Australia.

The base Atto 2 PHEV mates a 1.5-litre four-cylinder petrol engine with a single electric motor for combined outputs of 122kW and 300Nm. It's paired to a 7.8kWh battery, and has a 39km EV range under the WLTP standard.

A more powerful 156kW/300Nm variant is also available in the Atto 2 DM-i, and this has a larger 18kWh battery for claimed EV range of 88km.

Unfortunately BYD hasn't revealed any other details about the Dolphin G. With the car's full launch scheduled for June, we shouldn't have to wait too long to find out more.

Sales in the UK and on the Continent will start in the next few weeks, with the first customer deliveries expected to commence at the end of the northern summer. 

From the supplied photos we can see the Dolphin G rides on Hankook Ion Evo EV tyres, and there's a G logo embroidered onto the front head restraints.

Reports from Europe indicate the Dolphin G will be made at BYD's factory in Hungary. With its heavy Euro focus, we don't know if BYD plans to produce the Dolphin G in China or elsewhere in Asia. 

Given BYD's value-focused pricing strategy, it may not make sense for made-in-Europe versions of the Dolphin G to be shipped here. 

MORE: Explore the BYD showroom

That's a pretty bold statement. But then again, at face value the sixth-generation 2026 Honda Prelude – a two-door, 2+2-seat hybrid coupe – is a pretty bold car.

And so it should be, because the Prelude has always served as a showcase for Honda's technical know-how and willingness to bravely break new ground.

Introduced in 1978, the original Prelude was the first Honda to feature a power moonroof. The third-generation model debuted four-wheel steering, and the fifth iteration brought the Active Torque Transfer System – a precursor to modern torque vectoring tech.

But despite its innovative nature and popularity among auto enthusiasts, the Prelude nameplate went into hibernation in 2001 due to declining sales and has remained dormant until now.

So, why bring it back?

Well, Honda says its initial intention wasn't to revive the Prelude nameplate. Rather, it was to "develop a new hybrid sports car for the EV era and tap into that latent demand". The decision to call it a Prelude apparently came later, once the project had taken shape.

Whether there is genuine demand for a vehicle like this remains to be seen.

As for whether the new Prelude deserves its hallowed name? We can more easily answer that after attending the model's recent local launch in Adelaide, South Australia.

How much does the Honda Prelude cost?

Priced at a flat $65,000 drive-away, the Prelude sits second behind the Civic Type R hot hatch ($85,500 drive-away) in the Honda hierarchy.

It's also positioned smack bang in the middle of Australia's 'affordable' coupe market. The Toyota GR86, Subaru BRZ, and Mazda MX-5 RF can all be had for less than $60k, while it'll take at least $80k to get behind the wheel of a Ford Mustang, Nissan Z, or BMW 2 Series.

Interestingly, Honda also made mention of the Mercedes-Benz CLA and Porsche 911 as reference points at the Prelude launch event.

For further context, the Prelude nameplate was last sold by Honda Australia in 2001, when it was priced at $50,209 before on-road costs – equivalent to just under $96,000 in today's money, according to the Reserve Bank of Australia’s inflation calculator.

To see how the Honda Prelude lines up against the competition, check out our comparison tool

What is the Honda Prelude like on the inside?

The Prelude may be a platform for innovation, but its cabin is unlikely to intimidate the average Civic or CR-V owner.

The T-shaped dash layout is wholly familiar, as are the screens and physical controls littered throughout the cabin.

With that said, the narrow, sloping window line is always there to remind you you're driving something special, and Honda has still found ways to give the Prelude its own unique interior flavour.

An example of this is the seating arrangement. The front seats are trimmed in a mix of navy blue leather and white leatherette – atypical of Honda – and their design, characterised by a sexy profile and supportive side bolstering, lies somewhere between what you get in a Civic and the hardcore Type R.

And, unlike any other model in the Honda lineup, the Prelude boasts asymmetrical front seats. That's to say, the driver's seat is firmer and more sculpted than that of the passenger, the latter of which prioritises everyday comfort. A clever arrangement, if you ask me.

However, I was a little disappointed to find that the chairs require manual adjustment. They also lack ventilation or lumbar support functions, although three-phase heating is standard. Further, the average Australian may find the driver's seat a bit tight around the ribcage, and the base of the passenger's pew needs a tad more rake.

Despite my nitpicks with the seats themselves, the driving position is excellent. Measuring in at 185cm (6'1"), I was able to find a low, dynamic setup that left a couple of inches of headroom.

Honda has put a similar level of effort into the steering wheel, both in terms of materials and design. You can easily wrap your hands around it, and a squared-off base ekes out some extra space for your legs. The leather is of a high quality, as are the dual-purpose paddles positioned directly behind the wheel.

Elsewhere, the materials are a bit of a mixed bag.

I've no qualms with the padded leatherette adorning the armrests, nor the soft-touch plastics up top. I do however, take issue with the blotchy 'leather-appointed' trim found across parts of the dash and centre console, which looks dirty from new and is therefore unlikely to age well. Had Honda simply continued the leather treatment across those areas, the Prelude would feel substantially more expensive and cohesive inside.

Having said that, Honda's hybrid coupe still comes off as noticeably more premium than alternatives, namely the GR86, BRZ, MX-5, and Z. You can chalk this down to its lovely physical controls, not limited to rotary dials, knurled rollers, solid buttons, and clicky switches.

The Prelude also offers a superior experience on the technology front. Standard features include a 9.0-inch infotainment touchscreen with Google Built-in and wireless smartphone mirroring, a 10.2-inch digital instrument display, and the latest iteration of Honda Connect services.

If wireless connectivity isn't your bag, two USB-C outlets can be found near the base of the centre stack, directly above the charging pad.

Meanwhile, none of the above competitors come with connected services, and the Z still requires a cable for Apple CarPlay.

The tech in this Prelude is relatively user-friendly, too. The centre screen is visually crisp, responsive enough and easy to navigate, while the bright instrument display can be configured to show information relevant to either relaxed or spirited driving.

There’s no head-up display, but it'd probably be unfair to expect one in a $65k coupe.

The Prelude's credentials as a weekday coupe are again boosted by a relatively comprehensive array of storage options up front, including a proper armrest compartment, wide door bins, an overhead cubby for sunglasses, and a conventional glovebox. It's certainly miles more practical than something like an MX-5 or Z.

That's especially true when you consider the Prelude has a second row of seats, not that they're worth writing home about.

Firstly, the material choice is bizarre – the rear bench is trimmed in plain black cloth that completely clashes with the rest of the interior, making it appear like a complete afterthought.

More importantly, the back is extremely cramped, and best reserved for very small children or emergencies only. And rear amenities are virtually non-existent. You'll find the same is true of many 2+2s, though.

My advice? Fold the rear bench away to hide its mismatched upholstery and maximise boot space. Doing so increases cargo capacity from 264 to 760 litres – more space than you get in many compact SUVs, let alone sports cars.

The Prelude's boot is also hugely accessible courtesy of its liftback design, an advantage it holds over all rivals bar the Nissan.

As such, this is just about the most livable compact two-door coupe money can buy.

Don't pick up a puncture while running errands though, as there's no spare wheel – just a tyre repair kit.

To see how the Honda Prelude lines up against the competition, check out our comparison tool

What’s under the bonnet?

The sixth-generation Prelude is still front-wheel drive and powered by a four-cylinder engine as all the previous generations were, but it now features a hybrid system.

Sourced from the current Civic hatch, the Prelude's powertrain comprises a 2.0-litre Atkinson-cycle four-cylinder petrol engine mated with a two-motor hybrid system.

All up, total system outputs are 135kW of power and 315Nm of torque, sent exclusively to the front wheels.

There’s no mechanical transmission in the Prelude. Instead, Honda has introduced 'S+ Shift', which simulates an eight-speed automatic transmission by offering the same “sharp gear shifting feel” you’d experience in a traditional automatic through steering wheel-mounted paddles.

To give the Prelude an even sportier character, Honda has also incorporated Active Sound Control, which is said to produce a “powerful engine sound in sync with engine RPM”.

To see how the Honda Prelude lines up against the competition, check out our comparison tool

How does the Honda Prelude drive?

The odds were stacked against the Prelude when we rolled out into peak-hour Adelaide traffic on a cold and very wet May morning – hardly ideal conditions for a sporty little coupe.

Or so I thought, because the Prelude actually does the boring stuff exceptionally well for a car of this nature.

For starters, the hybrid powertrain goes about its business with a minimum of fuss, and that should come as no surprise given it's the same system found in the Civic – a softly spoken commuter car.

Transitions between hybrid and electric power are often imperceptible, and despite its sporting pretensions the Prelude defaults to EV power wherever possible.

That means it's also very quiet, especially in Comfort mode, which dials down the level of artificial engine noise pumped into the cabin through the speakers. In addition to limiting powertrain noise, Comfort mode also takes any sting out of the suspension.

Chassis components, including a dual-axis front suspension setup and adaptive dampers pinched from the Civic Type R hot hatch, give the Prelude a unique edge over its rivals. There’s no doubt the hardware translates to impressive ride comfort, with ample vertical travel allowing minor imperfections to barely register in the cabin.

That bum feel is backed up by Honda's claims that the Prelude is softer than not just the Civic Type R, but also the standard Civic, when the dampers are left in their comfort setting.

Beyond being merely agreeable, the Prelude is pretty fun to steer around town, too.

It feels compact... because it is, and proves responsive to the kind of ducking and weaving you can expect to do on a daily basis.

The hybrid powertrain is likewise well suited to urban errands, offering precisely the right amount of instant electric torque at low speeds – the Prelude is zippy, but rarely demands much restraint from the driver. Don't bother trying to rev it at a set of lights either, as any attempts to disturb the right pedal while in neutral are met with the sound of silence.

Instead, it rewards you for driving sensibly, as we saw fuel consumption dip below 4.0L/100km in the city – less than many eco-friendly, yet far less interesting grocery getters. Better yet, the Prelude takes plain ol' 91-octane regular unleaded.

You can also make a bit of a game out of saving fuel by taking advantage of the Prelude's enhanced regenerative braking system.

Most plugless hybrids are quite limited in their recuperation capability, but not the Prelude, which offers seven levels of regen intensity via the steering wheel-mounted paddles.

As such, you can slow the car significantly using the paddles alone, flicking through the levels in quick succession after lifting off the throttle. It might not quite match the sensation of downshifting in a loud and proud combustion car, but it nonetheless adds some immersion to a drive.

Despite all the points I've made above, it'd be dishonest to label the Prelude as a perfect daily runaround.

Rear side visibility is poor, so I found lane changes to be tricky, and tyre noise is a constant source of frustration.

The fitment of 235/40 R19 Continental MaxContact hoops makes plenty of sense after you've tackled some twisty roads, although the loud road rumble produced by this particular rubber compromises everyday enjoyment.

And the unwanted chorus only grew louder once we exited greater Adelaide. Indeed, coarse-chip country roads see the aforementioned rumble escalate to an unpleasant roar that undermines the Prelude's credentials as a grand tourer.

Country roads and highways also challenge the driver to make diligent damping choices, as Comfort mode can start to feel too soft, bringing with it undesirable trampolining over longer undulations.

This brings GT mode – the Prelude's default setup – into play. In addition to reining in suspension rebound, GT mode ups powertrain response, engine volume, and steering weight – all key contributors to a positive open-road driving experience.

That said, the steering lacks much in the way of feedback or texture regardless of drive mode. It’s quick and direct, but you don’t really feel what the front tyres are doing beneath you – a common complaint aimed at modern electric systems.

Even still, you'd expect more from a low-powered, lightweight sports car like this, given that such vehicles rely heavily on communication and feel to create engagement.

While the Prelude's steering mightn't impress keen drivers, its overall handling characteristics certainly will.

We were afforded the opportunity to carve up some of the best roads in the Adelaide Hills, and to put it simply, the Prelude is unflappable. Honda has thrown all its best chassis bits at this platform and it shows.

Being a relatively light front-wheel drive car with a wide track, low centre of gravity, dual-axis front struts and wide tyres, the Prelude turns on a dime. Further, it maintains a neutral balance through high-speed bends without threatening to understeer – a trait that stood out even more given the wet conditions we drove in – and doesn't suffer from torque steer despite sending 315Nm to the front wheels.

I tried to unsettle the car on multiple occasions, like really tried (without switching off traction control, of course), but ultimately my attempts were futile – no matter when and how you apply throttle or steering, the Prelude just grips and goes.

And you'll never be caught short in the stopping department, either, thanks to the Brembo brakes that inspire confidence through strong, consistent performance and superb pedal feel.

All in all, the Prelude is incredibly competent when driven hard on tighter, more technical roads. And it's enjoyable to do so, provided you're not expecting the rear-end antics of an MX-5 or GR86.

But when the road opens up, even just for a moment, you're all of a sudden left wanting. Because while the Prelude feels alive through the twisties, it isn’t hugely exciting in a straight line.

Obviously there's the issue of speed – the Prelude isn't a fast car. Torquey at lower speeds? Yes. Thrilling under prolonged throttle? No. That's somewhat forgivable, although Honda is marketing this as a grand tourer, so it should deliver effortless overtaking power.

What's more, the powertrain doesn't sound great, and isn't brimming with personality.

As previously mentioned, Honda is banking on a synthetic soundtrack played through the interior speakers to make its hybrid system seem more sporty. Now, this can and has been done well before, yet here it amounts to a missed opportunity.

It's admirable that Honda has aimed for authenticity by aligning the Active Sound Control system to engine speed, throttle position and vehicle speed, but I still can't help but be disappointed that the result is a noise that lacks volume, texture, and emotion.

Treasured Hondas of yesteryear such as the S2000, NSX and previous Preludes encouraged the driver to chase the upper reaches of the rev range, whereas this new one does not.

Past Hondas also earned plaudits for their industry-leading manual transmissions, something that's altogether absent in the 2026 Prelude.

Rather, it features an e-CVT, albeit with a twist in the form of S+ Shift. Marked by a big S+ button on the centre console, S+ Shift simulates an eight-speed gearbox using software and motor control, with 'shifts' executed either automatically or manually through the paddle shifters.

It's a familiar concept (see Hyundai's N EVs and the related Kia GT models) that's intended to make electrified vehicles more engaging to drive, a pursuit I'm on board with.

I'm just not fully on board with Honda's execution of the concept.

Don't get me wrong, S+ Shift is relatively competent when it comes to the art of imitation – the Prelude is quick to 'upshift' when you pull the right paddle, and downshifts are accompanied by a throttle blip. Flirtation with the rev limiter even prompts a 'fuel cut'.

However, my main frustration with the system is that it doesn’t seem to allow full manual control at all times. There were moments where I'd shift down to second or third heading into a corner and involuntarily emerge out the other side in fifth – an automated intervention that breaks any illusion of driver authority. I just can't fathom why Honda wouldn't bake a proper manual shift mode into the system.

There's also a lack of physical feedback in the form of engine noise and vibration. So, while S+ Shift is a worthwhile technology, it needs some fine-tuning.

It's worth mentioning that Honda has calibrated S+ Shift to behave differently depending on the drive mode, so we'll make a point to test it out more thoroughly when we're able to spend more time with the Prelude.

Across all configurations, ride comfort remains a highlight. As does the Prelude's handling package.

Yet, by the end of our stint behind the wheel, I wasn't desperate for another drive. Perhaps that's a sign that the Prelude is best lived with, rather than just experienced.

To see how the Honda Prelude lines up against the competition, check out our comparison tool

What do you get?

The Prelude arrives in a single, comprehensively equipped trim level.

2026 Honda Prelude e:HEV equipment highlights:

• 19-inch alloy wheels
• Brembo 4-piston front brakes
• Adaptive damper system
• Dual-axis strut front suspension
• LED headlights with adaptive high-beam
• LED daytime running lights
• LED tail-lights
• Heated, auto-folding electric side mirrors
• Rain-sensing wipers
• Keyless entry with push-button start
• 10.2-inch digital instrument cluster
• 9.0-inch infotainment touchscreen
• Google Built-in
• Wireless Apple CarPlay, Android Auto
• DAB+ digital radio
• Wireless phone charger
• 8-speaker Bose premium sound system
• Heated, leather-trimmed front sports seats with houndstooth pattern
• Flat-bottom, leather-wrapped steering wheel with paddle shifters
• Dual-zone climate control
• Auto-dimming rear-view mirror
• Fabric rear seats
• Rear privacy glass

To see how the Honda Prelude lines up against the competition, check out our comparison tool

Options

A range of accessories will be available to Prelude buyers, including cosmetic, comfort and convenience enhancements.

2026 Honda Prelude accessories:

• Weathershield set: $370
• Car cover: $490
• Carpet mat set: $250
• Tailgate spoiler: $990
• Door mirror garnish set – black: $100
• Front under spoiler: $990
• Mud guard set – front and rear: $399
• Illuminated door sill garnish set: $990

To see how the Honda Prelude lines up against the competition, check out our comparison tool

Is the Honda Prelude safe?

The Prelude hasn’t been crash-tested by ANCAP or Euro NCAP, but it will come standard with the full Honda Sensing suite of safety technologies.

Standard safety equipment includes:

• 10 airbags – driver, front passenger, front side, rear side, front knee, full-length curtain
• Autonomous emergency braking (AEB)
• Adaptive cruise control with low-speed follow
• Lane-keep assist
• Blind-spot monitoring
• Rear cross-traffic alert
• Traffic Jam Assist
• Traffic sign recognition
• Unintended acceleration mitigation
• Post-Collision Braking system
• Reversing camera
• Front and rear parking sensors

To see how the Honda Prelude lines up against the competition, check out our comparison tool

How much does the Honda Prelude cost to run?

Honda vehicles are backed by a five-year, unlimited-kilometre vehicle warranty, while the hybrid battery in the Prelude is covered by a separate eight-year warranty.

However, Prelude owners can access three additional years of warranty and roadside assistance by servicing their vehicle at a Honda dealer.

The Prelude requires servicing every 12 months or 10,000km, with each round of maintenance costing $199 for the first five years – far less than what you'll pay to service alternatives such as the 2 Series, Mustang, Z, MX-5, BRZ, and GR86.

And don't forget the money you'll be saving on fuel, such is the frugality of this Honda hybrid.

To see how the Honda Prelude lines up against the competition, check out our comparison tool

CarExpert’s Take on the Honda Prelude

The task of assessing the sixth-generation Prelude – a car that's truly unique in its positioning, attributes and character – is enough to give any journalist a headache.

If we're ranking sporty, stylish coupes by their ease of ownership, then Honda's new hybrid halo shoots straight to the top of the charts.

It's efficient, cheap to service, comfortable, mostly practical, and loaded with modern tech and convenience features.

If, however, we're focusing on driving thrills, then the Prelude leaves a bit to be desired.

Because, while it boasts brilliant handling dynamics that shouldn't be understated, its powertrain never truly excites. The hybrid system simply doesn't produce enough punch to make the Prelude fun in a straight line, nor does it possess enough pizzazz – as previous Honda engines have – to make up for that power deficiency.

I hardly fell head over heels for Honda's S+ Shift simulated transmission tech, either. At least in this first iteration, it doesn't come close to the experience of modern dual-clutch autos, let alone three pedals and a stick.

So, what to make of this new Prelude?

As a sexy yet sensible daily driver that can carve up a technical stretch of country road, it's perfect.

But those who take their spirited driving a little more seriously – and don't mind making compromises in that pursuit – will probably prefer the rawness of a dedicated sports car.

What are your thoughts on the new Prelude? Let us know in the comments below.

Interested in buying a Honda Prelude? Let CarExpert find you the best deal here

Click the images for the full gallery

MORE: Explore the Honda Prelude showroom

Business news outlet Nikkei Asia reports Toyota has told suppliers it will be cutting output by approximately 83,000 vehicles over the next six months.

While the change is expected to predominantly affect Middle Eastern markets, the Japanese car giant has cited weakening demand and rising fuel costs as the main drivers.

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"At this stage, we’re not seeing any impact to production for Australian-bound vehicles," a spokesperson for Toyota Australia told CarExpert, adding they "expect strong supply for the remainder of the year".

The latest decision comes after Toyota scaled down production by 40,000 in recent months. A blockade of the Strait of Hormuz is also believed to be impacting operations.

The company’s accounting chief Takanori Azuma says Toyota exports as many as 600,000 vehicles to the region each year, with some reports claiming up to half may be affected.

It’s understood the RAV4, HiLux, Fortuner, LandCruiser FJ, Corolla Touring, and Probox will all be included in the drawdown.

A total of 10 million vehicles were previously forecast to be produced across Toyota and Lexus brands this Japanese fiscal year, which runs from April 1, 2026 to March 31, 2027.

Toyota has warned investors that global conflicts and oil prices will likely impact earnings, with consolidated net profits expected to fall by 22 per cent.

MORE: Explore the Toyota showroom

Speaking to media at the launch of the MY2026.50 Ranger and Everest, Ford confirmed that while it is evaluating the prospects of an all-electric Ranger, current EV technology – and customer demand – is not sufficient enough to justify the move.

The notion of a pure-electric Ranger was once considered to be just around the corner, following the launch of the now-discontinued F-150 Lightning EV in the US several years ago, the trademarking of the ‘Ranger Lightning’ moniker overseas, and the launch of the plug-in Ranger Hybrid lineup in Australia last year.

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But Ford Australia’s vehicle program director for the T6 'Global Truck' platform that underpins the Ranger, Everest and Volkswagen Amarok, Mario Brandini, said that while Ford is “looking at everything” when it comes to powertrains, EV technology is not currently able to do what a diesel or plug-in hybrid powertrain can do. 

“You could [make a Ranger EV] if the technology allowed it to deliver the capability we’re looking for,” he said.

“At the moment, I would say full EV in terms of what this type of vehicle can do, if you want to deliver that capability, the laws of physics… you can’t get there. But, that doesn’t mean you can’t in the future.

“We’re looking at technology and where it’s going and what it can offer, and can it offer something back to the customer that they use. At the end of the day it’s a business equation. We need to make sure that where the technology is going, can it deliver what the customer is looking for. 

“We are out with our customers, with our fleets, [asking] what do you need, what do you want, and how can technology close that gap.” 

Ford Australia director of marketing Ambrose Henderson added that Australia’s lack of EV charging infrastructure also undermines the chances of a fully electric Ranger.

“The plans that we work on are based on what these customers do. And when you think about what these customers do and the infrastructure that’s available around Australia, there’s not a point yet where a full [Ford] BEV is going to be delivered for these customers,” he said.

“In the market there’s lots of headlines around the surge in EVs and that sort of thing, but when you look into it the surge in EVs is coming from small and medium SUVs where they don’t require the capability, because that’s the level EV technology is at these days. You can deliver in that space. 

“But when you’re towing 3.5 tonnes, it’s not at that level. Nor is there the infrastructure around Australia to deliver at that level yet. I think it’s really important that we focus on what the customer needs – not just wants but needs – in the Australian environment. And we’re focused on delivering.” 

While there are a number of plug-in hybrid utes available in Australia, so far only two electric utes have been released Down Under – the slow-selling LDV eT60 and the new KGM Musso EV, which is based on a car-like unibody construction rather than a rugged ladder frame.

The traditional body-on-frame Toyota HiLux BEV is arriving in local showrooms shortly, while MG has confirmed the U9 EV, a twin to the LDV eTerron 9, for a local launch. However, it hasn’t confirmed release timing.

Likewise, the Isuzu D-Max EV was confirmed for Australia back in 2024, but the Japanese brand has yet to confirm local launch timing.

MORE: Explore the Ford Ranger showroom

“If I were to say what I truly think, I would damage Ferrari. We risk the destruction of a myth,” Luca di Montezemolo told Italian media.

Mr di Montezemolo became president of Ferrari in 1991, turning the then-struggling automaker around and making it a profitable business. He served in this role until he resigned in 2014 and is regarded by many as the man who saved Ferrari.

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“I am truly sorry. I hope they remove the Prancing Horse [logo], at least from that car,” he added.

“What are we supposed to do about China? This is certainly one car the Chinese will not copy from us,” he added.

Mr di Montezemolo’s reference to the Luce needing to ditch Ferrari’s iconic logo has some precedent. The original Dino wasn’t sold as a Ferrari because company founder Enzo Ferrari reportedly didn’t consider a more affordable, higher-volume, V6-powered sports car worthy of the iconic nameplate at the time.

Evidently, Ferrari considers the Luce worthy of bearing its name, even if a senior figure in the Italian government disagrees.

Transport and infrastructure minister Matteo Salvini invoked Ferrari’s founder in a critical post on social media platform X.

“Electric, incredibly expensive (€550,000!), and aesthetically speaking, it speaks for itself... It looks anything but a Prancing Horse car. And this is supposed to be "innovation"? I wonder what Enzo Ferrari would say…” he posted.

He wasn’t the only Italian politician to slam the Luce.

“The Ferrari Luce is an aesthetic and technological insult to those who love Ferrari or, as in my case, have worked with it,” said opposition lawmaker Carlo Calenda, who worked at the automaker from 1998 to 2003, on social media platform X.

“Congratulations to [John Elkann], who, after having partially destroyed or sold off Marelli, Comau, Iveco, Fiat, Alfa Romeo, Maserati, Lancia, Scuderia Ferrari, Juventus, Repubblica, and Stampa, is now taking a chance on Ferrari. And it wasn't easy.”

Mr Calenda is referring to John Elkann, the head of the Agnelli family dynasty and the chairman of both Ferrari and Stellantis.

Ferrari's share price has slumped by roughly eight per cent since the Luce’s reveal yesterday. At the close of trading on Monday, May 25, they were sitting at €309.20 (A$501.51), and at the time of writing they’re sitting at €284.05 (A$460.72).

The Luce has been the subject of intense criticism online, including a number of withering memes.

Of the just under 200 comments on CarExpert’s Ferrari Luce reveal article, roughly 20 contained positive appraisals of its exterior design.

The design was led by LoveFrom, the creative collective founded by former Apple design chief Sir Jony Ive and Marc Newson.

The Luce features a quad-motor all-wheel drive electric powertrain, with total system outputs of 772kW of power and 990Nm of torque, and a claimed 0-100km/h time of 2.5 seconds.

The EV incorporates an 800V electrical architecture and a 122kWh battery, affording a range of more than 530km on the WLTP cycle and DC fast-charging capacity of up to 350kW.

The Luce will be available in Australia, though local pricing and launch timing have yet to be announced.

MORE: Ferrari Luce revealed: First electric Ferrari takes bold design approach

The fresh single-turbo 2.0-litre four-cylinder, derived from an engine employed across the brand’s Transit van range, replaces the volume-selling 2.0-litre 'Bi-Turbo' diesel that debuted in the original Ranger Raptor before eventually trickling down into the wider Ranger and Everest lineups.

Switching from a twin-turbo to single-turbo setup has resulting in the 'upgraded' Ranger and Everest producing less power and torque than their predecessors. 

Where the outgoing bi-turbo 2.0-litre produced 154kW of power and 500Nm of torque, the new single-turbo diesel makes just 125kW and 405Nm – a considerable 29kW/95Nm less.

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Ford defended the lower outputs of the new engine, which does away with the problematic wet cambelt design of the old bi-turbo engine, which has been discontinued globally, at the launch of the MY26.50 Ranger and Everest, claiming it is the most responsive diesel engine it had ever offered.

“Any of us can write down what we like on paper. What really matters is how an engine and a vehicle performs on the road," said Ford Australia director of marketing Ambrose Henderson.

"That engine, compared to others on paper, sure, but if you do a back-to-back comparison, you think about are they as responsive, they won't be. This is the most responsive diesel engine that we've ever produced. What's their torque curve look like? Actual usable torque, not torque that we write down on a piece of paper.

"The maximum available torque on that engine is over a far greater spread, even than the Bi-Turbo, which was a fantastic engine in its own right, and much bigger than most of the competitors. So, the actual real-world ability of that engine, the drive of that engine, the refinement of that engine, is far in advance of what the competitors have."

For reference, the new Toyota Hilux lineup is powered by a 2.8-litre turbo-diesel producing 150kW and 500Nm (420Nm for manual variants), while the Mitsubishi Triton and Nissan Navara (which now share the same platform and powertrain) are powered by a 2.4-litre bi-turbo diesel engine making 150kW/470Nm. 

Mr Henderson noted that the Bi-Turbo's retirement from the local Ranger and Everest lineup was part of a “global engine rationalisation” plan designed to help the Ranger meet emissions regulations in other markets.

While power and torque is down, Ford's new single-turbo diesel engine is claimed to be both more refined and efficient. In the Ranger, its official combined fuel consumption figures are 6.8-7.6L/100km (4x2/4x4), an improvement on the outgoing bi-turbo engine's 7.6-8.2L/100km.

Mr Henderson added that the Ranger lineup has the “broadest range of engines” in the dual-cab ute segment. Along with the entry-level 2.0-litre turbo-diesel, the Ranger is also available with a 3.0-litre V6 turbo-diesel, a 2.3-litre plug-in hybrid petrol-electric powertrain, and the 3.0-litre twin-turbo petrol V6 in the Raptor performance flagship.

“It's about choice. If the customer wants the all-out best on paper, we've got that,” said Mr Henderson.

“We've got a V6 petrol in Raptor, we've got a V6 diesel across the entire range. Now, if they want all the capability of Ranger with no compromise but lower fuel economy, we've got [an engine] that serves that. For the customer that wants the combination of capability and value, we've got the new 2.0-litre new engine.”

Apart from ditching a turbocharger, Ford's new single-turbo diesel engine brings a host of other hardware and software changes, and comes matched with a 10-speed automatic transmission (rather than the old six-speed unit), and a shorter final drive ratio.

"Based on listening, based on understanding our customers, we recognize that capability is still core, and with the 2.0-litre you get that capability, including 3.5-tonne towing, but you also get efficiency and refinement from pairing it with both the 10-speed transmission now and also a final drive ratio of 3.73," said Pritika Maharaj, the chief program engineer for Ford's global T6 platform.

"But we've also completed a full calibration of both the engine and transmission to really give you a connected, responsive drive experience. The 2.0-litre turbo is our most responsive diesel yet.

"We didn't just stop there, though. We've also upgraded the fuel system, so we've got [new] fuel injectors and fuel pumps, we've moved from the wet belt to a chain drive, and that's really in response to understanding that cost of ownership is a key priority for our customers.

"So we wanted to take out the servicing need and take that away, and we've also upgraded to steel pistons to take advantage of their thermal properties in combustion."

MORE: Explore the Ford Ranger showroom

Slotting below the eDeliver 7 and eDeliver 9, the eDeliver 5’s $47,990 drive-away price for ABN holders – a limited-time offer – makes it temporarily the cheapest electric van in Australian showrooms.

It undercuts electric rivals including the Peugeot E-Expert from $79,990 before on-road costs, and Volkswagen ID. Buzz Cargo at $69,990 before on-road costs.

The introductory price will run until July 31, 2026, with LDV Australia not disclosing the post-offer pricing, though the eDeliver 5 is expected to remain competitive with the Farizon V7E, priced from $49,990 drive-away.

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First customer deliveries of the LDV are expected in July 2026, pending any delays, with the eDeliver 5 launching in Australia earlier than the previously expected 2027 timing.

“There has been a seismic shift in consumer behaviour due to recent geo-political tensions, fuel insecurity, and surging diesel costs,” said LDV Australia general manager Dinesh Chinnappa in a statement.

Electric vehicle (EV) sales jumped to a record 16.4 per cent market share in Australia in April 2026, up from 6.6 per cent at the same point the previous year.

“With that in mind we brought forward our plans to introduce the LDV eDeliver 5 to the Australian market, which is why stock will initially be limited,” Mr Chinnappa said.

The entry-level short-wheelbase (SWB) eDeliver 5, priced at $47,990 drive-away, will be joined by a long-wheelbase (LWB) version in a choice of low- and high-roof body styles priced at $52,990 and $54,990 drive-away respectively.

The same 120kW/240Nm front-mounted electric motor drives the front wheels of all three models, paired with a 64kWh lithium iron phosphate (LFP) battery pack.

Driving range on a single charge is claimed to be 335km WLTP for the SWB model, up to 321km for the LWB low-roof eDeliver 5, and 301km for the LWB high-roof version.

70kW DC fast-charging capability enables a 20 to 80 per cent recharge in around 36 minutes, while the eDeliver 5 also offers vehicle-to-load capability to act as a mobile power source – a first for an electric LDV van in Australia.

In SWB form, the eDeliver 5 sits on a 3100mm wheelbase and measures 4800mm long, 1874mm wide and 1960mm high, making it similar in size to a Mercedes-Benz Vito and Ford Transit Custom.

The LWB version extends the wheelbase to 3450mm, while the high-roof version stands 2180mm tall.

Cargo volume is 6.6 cubic metres for the SWB, 7.5 cubic metres for the LWB low-roof, and 8.7 cubic metres for the LWB high-roof version, with windowless rear barn doors and windowless sliding doors on both sides standard across the range.

Payload is rated at 1200kg for the SWB low-roof, increasing to 1265kg for either LWB variant.

Options available overseas, such as two-tone paintwork, are not offered on Australian models.

The eDeliver 5 cabin includes a three-seat front layout, vinyl flooring, a 12.3-inch infotainment touchscreen with Apple CarPlay and Android Auto connectivity, and a 7.0-inch digital instrument cluster.

It comes with the same five-year/160,000km warranty as other LDV models, while the battery pack is covered for eight years/250,000km.

LDV’s cheapest van remains the G10, powered by a 2.0-litre four-cylinder turbo-diesel engine, though record diesel prices may have contributed to a 42.7 per cent drop in its sales over the first four months of 2026.

Although LDV doesn't provide a split between diesel and EV variants, combined sales of the Deliver 7/eDeliver 7 and Deliver 9/eDeliver 9 increased by 16.3 and 1.6 per cent respectively compared with the first four months of 2025.

Pricing

MORE: Explore the LDV showroom

While the second-generation Gamma, sold between 1976 and 1984, was available as an executive-class coupe and fastback-style sedan, the new model is a 'coupe SUV' with hidden rear door handles and the brand's Y-shaped driving lights.

Inside the minimalist cabin there are few physical switches, with most functions, including the air-conditioning, controlled either via the touchscreen or steering wheel. Like in the smaller Ypsilon, a semi-circular tavolino table juts out of the centre of the dashboard.

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The new Gamma is 4.67m long, 1.89m wide, and 1.66m tall, making it significantly larger than the 4.0m Ypsilon, which is closely related to the Peugeot 208 and Opel Corsa.

Based on the STLA Medium architecture, the Gamma will be available with a choice of petrol and electric drivetrains. So far the only confirmed combustion model is a 108kW hybrid, probably featuring the Stellantis 1.2-litre turbocharged three-cylinder petrol engine. 

The EV range kicks off with a 172kW front-wheel drive model that's said to have a WLTP range of at least 540km. In the middle is a 183kW variant with an estimated range of 740km, while at the top of the pile is a 280kW dual-motor all-wheel drive model with a range of 675km.

The Gamma will be produced at the company's Melfi factory in southern Italy alongside DS No. 7, DS No. 8, and Jeep Compass, all of which use the same platform.

Lancia's range will grow to three models in 2028 when the Delta goes into production. It's unknown what's planned for the brand after that, though.

When Fiat Chrysler and PSA Peugeot Citroen merged to form Stellantis in 2021, then-CEO Carlos Tavares gave each of the company's 12 distinct brands a high level of autonomy and a decade to sort themselves out with fresh product.

Under the FaSTLAne 2030 turnaround plan launched last week by current CEO Antonio Filosa, the French-Italian-American automaker will concentrate 70 per cent of its product budget on four core brands (Fiat, Peugeot, Jeep and Ram), as well as the commercial vehicle division.

While Alfa Romeo, Opel/Vauxhall, Citroen, Chrysler and Dodge have been relegated to regional status, the weakest marques in the company's portfolio, DS and Lancia, are now classified as "heritage brands" and come under the control of Citroen and Fiat, respectively.

In 2024, Lancia launched a new Ypsilon, finally replacing the third-generation model that had been on sale since 2011. Although it boasts a much more modern platform, new design language, and the company's first EV drivetrain, the car's step up in size and pricing has tanked sales from around 40,000 per year to just over 11,000 in 2025.

It’s no secret the first-ever Ford Ranger Super Duty was developed in Australia specifically to target the popular 70 Series, which dates back to 1984 and now faces its strongest competition yet.

According to Ford, the new locally developed Ranger Super Duty has attracted thousands of customers since its release in November 2025, and proved more popular than the 70 Series in the first quarter of this year.

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“It's been an incredible success for us, and many of you came to our Super Duty launch at the end of last year and got to experience for yourself how it is in a class of its own. There's simply nothing that can deliver the combination of capability that Super Duty does,” Ford Australia marketing director Ambrose Henderson told media in a press briefing last week.

“We've now delivered thousands of those vehicles since we launched at the end of last year, and in fact, for the first quarter of this year – the first quarter that Ranger Super Duty was on sale – it outsold LC70.”

Toyota delivered 1287 Toyota LandCruiser 70 Series utes in the first quarter of this year, per VFACTS industry sales reports. However, it bundles sales of the 70 Series wagon range in with the much newer LandCruiser 300 Series, and it's unclear how many of this 2857 tally consisted of 70 Series wagon and Troop Carrier variants.

Ford wouldn't reveal exact sales figures for the Ranger Super Duty, but you’d expect a new model to be more popular than an equivalent vehicle that largely dates back 42 years.

However, apart from single-cab and dual-cab derivatives, the 70 Series is also available in five-door wagon and Troop Carrier body styles, for which the Ranger Super Duty has no answer.

The Ford has also so far been available only in entry-level cab/chassis guise, with first deliveries of pickup variants taking place from last week, in both standard and new, more upmarket XLT forms.

“We're very proud of its performance so far, and this week marks the next historic step on Ranger Super Duty, and that is the arrival of the pickup version and of the XLT version,” said Mr Henderson.

“So, you'll note the sales that we've achieved so far, and delivering more than LC70 in quarter one this year, was just with the cab/chassis version. So, by the end of this week, our dealers around the country will have the pickup version and also the XLT version in their showrooms for customers to experience.

“We know we have a lot of pent-up demand for those cars, which we're really excited about. So we’re excited to see customers in them and using them to tow and haul and carry around the country.”

As we’ve reported, Ranger Super Duty sales could be further bolstered in future by potential contracts with defence and law enforcement customers.

The Australian-developed model could also be re-engineered for sale in left-hand drive markets including the US, and an Everest Super Duty spin-off could also eventuate, giving Ford a rival for wagon versions of the 70 Series.

The Ranger Super Duty is now being rolled out to other markets such as South Africa, and Ford has begun campaigning for defence contracts in North America and Europe, positioning it as a global military vehicle.

“Beginning last year, several governments in North America and Europe engaged with Ford to discuss how our highly capable commercial vehicles and cutting-edge technologies could support their modern defence needs,” said Ford in late 2025.

“Traditional, purpose-built military hardware takes years to develop and costs billions. By using commercial, off-the-shelf solutions from Ford, governments can access world-class technology at a fraction of the time and cost.

“Security is a collaborative effort, and our international operations are central to this vision. The Ford Ranger, for example, is built and sold around the world, making it an ideal candidate for international defence cooperation.”

A Ford Australia spokesperson told CarExpert separately at the time: “The Ford Ranger Super Duty was designed with a diverse customer base and use case in mind. If the defence and security sector sees a benefit in its increased payload, towing, and off-road capability, we would be happy to work with them.

“Ranger Super Duty comes to market as a result of extensive customer feedback from heavy-duty fleet operators revealed a gap in the market for a vehicle that met their needs without compromise.

“Customers told us they wanted the size, dependability, safety, and agility of Ranger with the heavy-duty capability that comes with Super Duty, resulting in a new mid-size truck engineered to conquer extreme conditions and demanding workloads straight from the factory.

“We are open to conversations with any and all organisations and customers who require a vehicle with this type of capability.”

If militaries in other parts of the world choose the Ranger Super Duty for service, it could increase the chances of the Australian-developed ute being used by the ADF here.

Defence organisations often prefer equipment that has not only been proven elsewhere, but is also in use by allied nations, due to efficiencies with parts supplies, repairs, training, and transport during military exercises and operations.

“We are still in the early stages of this work,” Ford told CarExpert at the Super Duty launch. “While we have not finalised any specific projects in the defence market, the dialogue with governments in North America and Europe remains productive.”

Conceived, designed, engineered, developed and tested in Australia, the Ranger Super Duty receives thicker chassis rails with reinforced steel, cast aluminium suspension arms, and strengthened leaf springs, as well as heavy-duty differentials, driveshafts, and wheel hubs.

Brakes and cooling have also been upgraded, while a new long-range fuel tank is protected from punctures by 4mm of armour plating.

Under the bonnet is Ford’s 3.0-litre turbo-diesel V6 producing 154kW and 600Nm, matched as standard with a 10-speed automatic transmission and four-wheel drive with selectable low-range gearing.

Aimed at retail buyers, XLT versions add leather-accented upholstery, power-adjustable front seats with heating and ventilation, carpeted floors, all-weather front floor mats, and 18-inch alloy wheels with all-terrain tyres.

Ranger Super Duty pricing starts from $82,990 before on-road costs for the single-cab/chassis, with an extra-cab body adding $3500 to the price, a dual-cab body adding a further $3500, a pickup tray adding another $4000, and XLT trim adding another $6000, with the XLT Double Cab Pickup topping the range – for now – at $99,990 plus ORCs.

MORE: Explore the Ford Ranger showroom

BYD also beat Ford to place third in March, when China became the biggest source of new vehicles for Australia for the first time, and it currently lies just a few hundred sales behind the Blue Oval in fifth place so far in 2026, when its full-year target is to become a top-three brand in Australia following an influx of new models.

“I think if you had a look at the positions between two and five in that month [March], there was a couple of hundred units between it… Our view is that's a point in time, based on what's happening in the overall environment, and that things will normalise,” said Ford Australia marketing director Ambrose Henderson at the launch of the updated MY26.50 Ranger and Everest.

“We'll see the results of that come over the next few months, but you know that wasn't a performance they were able to deliver over consecutive months at this point, and maybe they will in time, but we're here to run our own race, focus on the segments we're really strong in, and play where we can win.”

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Strong demand for plug-in hybrid vehicles (PHEVs) and electric vehicles (EVs) propelled BYD to the number-two spot in the local new-vehicle market in April, when China’s biggest auto brand delivered an all-time high number of 7702 vehicles in Australia – up 140 per cent on April 2025 – to beat its previous record of 7217 set just a month earlier, and finish ahead of not only Mazda and Ford but also Kia and Hyundai.

BYD’s best-selling model so far this year is the Sealion 7 mid-size electric SUV (6248), followed by three plug-in hybrids (PHEVs): the Shark 6 ute (4851), Sealion 8 large SUV (2491) and Sealion 6 medium SUV (2292).

New models like the Atto 1 electric hatch are also off to a strong start, with Australia’s cheapest EV almost knocking off the MG 3 for the title of Australia’s best-selling light car.

Meanwhile, at 5748 last month, Ford sales were down by 21.6 per cent compared to April 2025, due to sales declines for all models except the recently refreshed F-150 pickup and Mustang Mach-E electric SUV.

Year-to-date, BYD is sitting in fifth place with 25,243 sales, just 677 units shy of fourth-placed Ford (25,920), which it could well overtake by the end of 2026 – less than five years after it arrived here in 2022.

BYD has made no secret of its plan to dominate the Australian auto market, and continues to publicise its “first special shipment” of almost 5000 new vehicles, which is currently on its way from China, as part of an April commitment to ship 30,000 vehicles to Australia across May and June in response to record fuel prices driving a sales spike.

The fleet of 4810 new vehicles is aboard one of BYD’s eight purpose-built, roll-on roll-off (RORO) car-carrying vessels, called the BYD Zhengzhou, which has left Shanghai and will arrive in Melbourne on June 2, before heading on to Sydney and Brisbane.

BYD will hold a special media function to mark the vessel’s arrival in Australia next week, and the Chinese brand even cited the ship’s captain describing sea bird species en route in its latest press release promoting the special shipment.

However, Ford’s marketing chief dismissed all this activity as a publicity stunt.

“I'm going to speak specifically about the boat for a second and the reason is that three, four years ago we leased two boats of our own, and so we could also do a picture of our 5000 Rangers coming in every month at every port, because we leased two boats and all those two boats do is go between Thailand and Australia, delivering Rangers and Everests,” said Mr Henderson in response to a question about BYD’s latest shipment.

“So I think part of this is some PR, part of this is some, you know, sensationalism, if I can put it that way. So we are taking those actions and already took those actions to secure the logistics for the volume of cars we're selling years ago, so there's in my mind no new news about a boat of 5000 cars coming, because we do that every month.”

Mr Henderson said the influx of Chinese brands is just the latest chapter in a long history of auto brands setting up shop in Australia, rather than the biggest shift the local auto industry has ever seen.

“I think we've seen so many shifts in the industry over time, it would be a bold statement to say this is the biggest,” he said.

“I think it's a new wave of competitors that everyone is looking at, as we do all the time, both locally and internationally. Clearly, what the Chinese OEMs have done really well is really think through their future strategy and focus on BEV and BEV platforms to be able to vertically integrate those platforms right now.

“It's an economic environment that is very much favouring that type of offering, but that current economic environment is not going to be around forever, and at a point in time fuel prices and all that sort of thing will normalise again.

“I think that there's some things that have happened in the recent couple of months that are points in time, not systemic trends, and for us what we're focused on is our key segments – and those key segments, generally speaking, are not impacted from huge swings in electrification, or huge swings in terms of those manufacturers that are winning their volume.

“Those huge differences have been found in other segments, which we don't participate in.”

Australia has long been one of the world’s most competitive auto markets, though there are now about 75 players fighting for a slice of what’s been a static market of about 1.2 million new vehicles per annum for the past few years. Yet Ford says it has a strong track record of fending off competitors.

“This has been the most competitive market in the world for a long time, and it was the most competitive market in the world before the Chinese OEMs started to enter the market and have the impact that they've had,” said Mr Henderson.

“We haven't been around for 101 years in Australia without having to go through a few changes in the market – two world wars, GFC, COVID, depression, you know. We've seen a fair bit in our history, and I think what you've seen from Ford at every one of those changes in the industry is us refocus on what customers want, pivot and address that, to deliver and win.

“You've seen us go through that cycle many, many times. And I think what you're seeing from us is going through that cycle again, right? There's a new wave of competitors, of course. We're assessing what they're doing as we assess every competitor, as we assess what's happening around the world, and consider what might be coming next.”

Mr Henderson said Ford’s position as the only automaker with the capability to design, engineer and develop a vehicle from scratch in Australia gives it a competitive advantage, and dismissed efforts by various Chinese brands led by GWM to conduct local chassis tuning programs as mere window dressing.

“It's so important that we keep talking about capability today, because that is something that we think we have a sustainable long-term competitive advantage on, because we've made a decision to be based here and invest here, while others – that may be Chinese OEMs or it might be other OEMs – talk about Australian-tuned as a marketing plan,” he said.

“I'm in marketing, right? So I know how you can do a marketing splurge. Let's be honest, right? How much is Australian tuning? How much can you really change on the dynamics of a vehicle? I mean, I'd argue if it's any more than five per cent.

“It's really insignificant in terms of how a whole vehicle comes together. Our NVH engineers, brake engineers, performance engineers – they're all based here. So 100 per cent of the vehicle is really considering how it needs to perform in Australia, not just the final five.

“Tuning is the last end of it. If you're not designing it here from scratch and put the right hardware in at the start, you can't get the tuning you want. When you talk about the life of the car, you put the right hardware in the start and it gives it long life. If you mess it up at the start, it doesn't matter how hard you work on tuning, you're never going to get that.”

Asked whether the Chinese onslaught has forced Ford to adjust the pricing and/or specifications of its models to remain competitive, Mr Henderson pointed to new entry-level versions and wider availability of its V6 diesel engine in its top-selling Ranger and Everest as part of their MY26.50 upgrade.

“I would put it as two parts. There's a competitive environment, which existed regardless, and that's only getting more competitive, and that's great for Australian consumers, right?” he said.

“Because prices will continue to go down and value will continue to go up, and so I think the Australian consumer wins out of that. I don't think it's just because of the Chinese. I think it's a factor of a number of things… the economic environment, all of the competitors pushing really hard in segments that are obviously growth opportunities for many manufacturers.

“So has it had an impact? Sure, but have lots of other aspects of industry also impacted it? Yes. Are we in our key segments to win? Absolutely, we are. And part of that strategy is to operate in a broader part of those segments, with more competitive entry models that are more value-packed, that are more in keeping with what customers have told us they want in terms of retail appeal and things like that.

“So we have everything from that entry-level product to compete really hard in that space right up through to the premium series, and still to this day we don't have a real competitor to Raptor, and we don't have competitors that can truly match us in capability.

“So our job at Ford Australia is to make sure that those two products, Ranger and Everest, continue to be at the absolute peak of capability, and we continue to innovate so that we stay ahead of the competition.

“I think the proof's in the pudding, you know. These competitors have been around for some time now. It's not a May event or an April event. They've been around for some time now, and we've continued to be able to deliver number-one performance in both segments, and also the number-one selling car overall.”

MORE: Explore the Ford showroom

However, it's not the only electrified Chinese model that could come to Ford Australia showrooms – if there is local demand and they are fit for purpose.

Several non-Chinese auto brands have already released models in Australia sourced from China, to either fill a gap in their lineups or allow them to offer something more unique or more competitively priced.

These include Hyundai with the Elexio electric SUV, Kia with its EV5 electric SUV, Cupra with its Tavascan, Mini with its electric Cooper and Aceman, Volvo with most of its SUVs, and all Tesla vehicles except the Model Y Performance.

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Mazda has also locked in the 6e electric liftback and CX-6e electric SUV for our market, and Nissan is set to bring the plug-in hybrid Frontier Pro ute and potentially the electric N7 sedan and NX8 SUV. 

Ford is set to join the ranks with the Bronco New Energy, but the Blue Oval brand also produces a host of other models in China via its Changan Ford and JMC-Ford joint ventures, including the Escape, Explorer, Edge L, and the Equator and Equator Sport SUVs (which are produced in both left- and right-hand drive forms for export), and the Mondeo sedan and Mondeo Sport liftback.

While he stopped short of confirming the Bronco New Energy for this market, Ford Australia marketing director Ambrose Henderson said any of these models could be sold here if a business case could be established.

“You would have seen a Bronco running around here, because the team here designed and developed and tested [it]," he told CarExpert at the launch of the updated MY2026.50 Ranger and Everest at the company’s You Yangs Proving Ground southwest of Melbourne.

"That Bronco is based on the T6 platform, and that is what we would term the big Bronco in the US. Not available to drive on the correct side of the road, unfortunately for us, but it's extremely successful in America.

“The Bronco New Energy, which is what is on sale now in China, and also at the Beijing motor show, is on a different platform and is a super hybrid, so it's really exciting. It's extended-range technology, the first one in the Ford world, and lots of people covered that from the Beijing motor show with a lot of interest.

“We don't have anything to confirm today, in terms of future cycle plan, but one of the great things about being part of a global company like we are is we have a choice of products from around the globe, and we're constantly assessing which ones work for us, what the future environment looks like, what Australian customers need, and what makes a business case for us, but at this point we don't have any new announcements to make.”

Mr Henderson emphasised the fact there’s more to importing a model to fill a gap in a product range – such as a cheaper EV to slot beneath the Mustang Mach-E, which is priced from $65,990 before on-road costs – than simply meeting Australian Design Rule (ADR) certification requirements.

“While sometimes it seems very simple to bring cars in [if] they're already part of the global portfolio, the Australian market demands some things that the rest of the world doesn't, in terms of minimum safety standards, ADRs, et cetera,” he said.

“So it's not as easy as I think many would hope it would be. Each time we bring in a product, it's a very specific investment from us. So we make those decisions very carefully and when we bring in a product, we want it to win in that segment that we go into.

“So for us, it's not about ‘let's bring in as many products as we can and let's see which one works’. That's not our model. Our model is all about what do customers want, where is the Ford brand strong, where can we deliver a great outcome.

“And then we go hard at those areas, and I think that strategy has worked. You see what's happened with Ranger, what's happened with Everest. The Transit range is doing incredibly well, also Mustang… so our strategy is really about focussing on what is true to our brand, whether the Australian customer wants that product, and then go hard in those areas.”

The Mustang Mach-E has proved more popular since it received an upgrade and price cuts earlier this year, but Mr Henderson acknowledged there’s room for a cheaper EV from Ford.

“Mach-E is also going a lot better now since the facelift and the realignment. It's what we wanted to do with an EV in terms of bringing our heritage and the excitement of driving,” he said.

“It's clearly not a Chinese-sourced product, and therefore has a higher cost base, but as a result it also drives incredibly well. It’s a wonderful and joyful car to drive – my wife's favourite car.

“So we're assessing those things clearly. China provides a cost advantage, but… there's a lot of things that go into deciding whether we bring a car into the country. We have a lot of really exciting plans, and we'll announce those in due course.”

Mr Henderson stressed that the federal government’s New Vehicle Efficiency Standard (NVES), which penalises or credits auto brands financially if they exceed or undercut increasingly lower CO2 emissions figures respectively, was just one of many factors in the decision to launch a new model in Australia.

“So we've been on the record saying that we absolutely understand the need for an emission scheme, and we support that. What we encourage the government and the broader industry to really think about and consider is what is the right path to get to that goal,” he said.

“And the very aggressive path that is currently legislated… We have some concerns about what that might do for the core of Australia, in terms of tradies and people who need their vehicles for work, for those people traveling around the country, which is not a want – it's a need to have that capability.

“The other thing that needs to be considered is the [EV charging] infrastructure… just doesn't exist yet in Australia. It's difficult because of the vast space that we have in Australia to be able to implement that electrified infrastructure that's needed for really significant BEV adoption.

“So, for that reason… we're very much focused on transitional technologies, and we've seen a lot of announcements about hybrids, plug-in hybrids, et cetera. Of course, BEVs will play their role as well, but in areas that we’re strong – commercials, SUVs, 4x4s, things like that – our view is that those transitional technologies is what is really important for our journey towards a lower carbon-emitting environment.”

Despite the diesel-powered Ranger and Everest being its top-selling models, Ford was among the roughly two-thirds of automotive brands that met their initial NVES targets for the July-December 2025 reporting period, with figures released in February showing it comfortably undercut its mandated CO2 limits for light commercial vehicles (Type 2) and SUVs, recording an interim emissions value credit of 426,261 units – enough to offset millions of dollars in potential future fines.

“You would have seen what was reported in February, and I'm sure many were surprised in terms of Ford's position. We, of course, have been working and focused and planned on that for some time, and we have a plan going forward as well,” said Mr Henderson.

“As you can imagine, that plan involves a number of things, but the really important part around NVES is it's one part of the business equation. So the NVES is a cost, absolutely. Is it an important part we consider when we're deciding on products and futures and mixes? Absolutely, but it's one component.

“There's also exchange rates, and you know the cost of fuel, and you know what's happening in the macro environment, and you know sourcing costs and tariffs and all that sort of stuff is also a part of the decision making on what we do in our future.”

Ford’s Ranger Hybrid (PHEV) lineup, which has received updates and price cuts of up to $10,000 for MY26.50, will continue to play a vital role in reducing Ford Australia’s fleet-average emissions output.

We understand PHEVs now account for about 20 per cent of Ranger sales following a spike in demand for electrified vehicles amid recent fuel price hikes, but Mr Henderson declined to reveal Ford’s sales target for the Ranger Hybrid.

“We have one internally, [but it’s] not something that we would share externally. We're happy with the performance of where Ranger Hybrid is. We've now issued our 26.5 lineup, which is slightly different, and also clearly [has] a different MLP [manufacturer’s list price] rate, so a significant reduction in MLP to make sure that we're competitive in the market,” he said.

First local deliveries of MY26.50 Ford Ranger PHEV vehicles will take place in the third quarter of 2026 (July to September), but dealers have all but run out of MY26 Wildtrak Hybrid stock amid record-high diesel prices.

“Given the current demand, we’re looking to get more of those into the country as soon as we possibly can,” said Mr Henderson.

“We can get the vehicles that we need. We're obviously balancing that with what our customers are demanding as well, and getting that balance is always the big question.

“Interest has surged, so we've moved through a lot more of those vehicles in the last two months than what we had originally planned. So it's a great thing and now we're looking to get more of them in as quickly as we can.”

MORE: Ford Bronco coming to Australia, but not the one you expected

At the launch of the Shark 6 Dynamic cab/chassis and the Shark 6 Performance – which effectively tripled the lineup overnight – an executive for BYD Australia said the company was looking at expanding the range for the plug-in hybrid (PHEV) ute.

“We’re always looking at opportunities to grow,” BYD Australia chief operating officer Stephen Collins told CarExpert.

Looking for your next car? We'll help you research and compare so you choose with confidence.

“And it’s pretty well documented that competitors – particularly Ranger and HiLux – have top-performance models, more off-road models, and really [have variants] cascading right down to fleet and even mining-spec cars,” he explained.

“We’re constantly looking at all of those opportunities. We don’t have anything we can confirm today, but I think it’s always on our radar to look where we can feed into R&D opportunities to grow the lineup and take more share off some of the other brands and get more customers in Shark.”

However, BYD Australia chief product officer Sajid Hasan says an SUV based on the Shark 6 – as the Ford Everest is to the Ranger – isn’t on the cards.

“It’s not going to happen,” Mr Hasan said in an interview with CarExpert.

“You can rule it out. We have the Denza B5, which is essentially a very closely related vehicle to the Shark, and is a wagon. And the offering of that product – in terms of its spec features, designs, value-for-money proposition – is already really strong.

“If you look at the competitors in that segment, we’re already competing there with that product.”

While the Shark 6 Dynamic is similar to the Premium – but with a cab/chassis body – the Shark 6 Performance gets a larger 2.0-litre engine, more powerful front electric motor, re-valved shock absorbers, and larger front brakes, as well as a revised interior.

The result is braked towing has increased from 2500kg to 3500kg, while combined outputs have gone from 321kW and 650Nm to 350kW and 700Nm.

MORE: Explore the BYD Shark 6 showroom

The BYD Shark 6 was widely praised when it was launched here in late 2024 as the first plug-in hybrid ute to come to the Australian market – combining an electric driving range of up to 100km with the practicality of a dual-cab body.

And while critics loved the cabin, its on-road manners, and the way it consumed petrol like it was sipping a piping-hot cup of tea, the Shark didn’t match the segment-standard 3500kg braked towing capacity, and proved it wasn’t particularly strong off-road.

The other thing is the 1.5-litre petrol engine in the Shark 6 Premium looks a bit small on paper, compared to other dual-cab utes on the market.

Now, the BYD Shark 6 Performance swaps out the 1.5-litre engine for a bigger 2.0-litre engine, with outputs boosted as a result.

The exterior looks identical to the Premium's, with some changes to the interior. And while we may end up getting a Performance badge, it’s under the skin where the real upgrades have occurred.

Towing capacity is also up from 2500kg to 3500kg, thanks to upgraded brakes and suspension, as well as the stronger powertrain.

In response to criticisms from the four-wheel drive fraternity, BYD has also introduced Crawl Mode, which helps with low-speed off-road traction and throttle control.

So, is the new Performance worth the extra spend? Let’s jump in the deep end and meet the more powerful new Shark.

How much does the BYD Shark 6 cost?

The Shark 6 Performance costs $5000 more than the established Premium, and $7000 more than the new Dynamic cab-chassis – without the cost of a tray.

Given BYD has actually simplified parts of the cabin, it seems the extra money is going towards the new engine and brakes.

While the BYD Shark 6 remains a relative bargain within the dual-cab ute segment, the jump to the Performance is harder to justify, and should be reserved for buyers who will actually benefit from the changes.

For the same kind of money as the Performance, you can get the Ford Ranger Hybrid (PHEV) and the GWM Cannon Alpha Ultra PHEV. Otherwise, if you don't need the capability of a plug-in hybrid, there's always the Mitsubishi Triton GSR, Kia Tasman X-Pro, Mazda BT-50 XTR, and the Toyota HiLux SR5 for similar money.

To see how the BYD Shark 6 stacks up against its rivals, use our comparison tool

What is the BYD Shark 6 like on the inside?

The BYD Shark 6 Performance continues with the excellent fit and finish of the Premium, but with a few subtle changes.

First off, the aircraft-style pusher switches in the centre console have been banished, replaced by more traditional, cleaner buttons.

While the buttons themselves are really high quality, the toggle switches were a really cool feature of the Shark 6. The change definitely makes the cabin a little more generic – and potentially more appealing to a wider, more conservative buying audience – but it’s a bit of a shame to see the old ones go.

Next is the steering wheel. The almost-four-spoke style is now strictly a two-spoke design, with the leather wrap replaced by a lower-quality pleather, which doesn’t feel anywhere near as nice in the hands.

The nubbins that made the tiller look a bit like a four-spoker have disappeared, with the driving mode selector now relocated to a thumb switch down on the centre console, next to the new buttons.

Unfortunately, the most disappointing change has been the removal of the Ranger-style T-bar PRND selector in the centre console. What was the indicator stalk is now the drive selector, with the indicator moved to the left side of the steering column and combining duties with wiper functions.

Being the latest dumb industry trend, I’ve flagged this as an issue with several other makes and models, and in a recent op-ed. 

Those in the fortunate position to be able to purchase a vehicle worth more than $60,000 probably have a few years of driving experience under their belts, and are almost guaranteed to instinctively put the car into neutral when trying to indicate they're turning left while stopped.

The problem was exacerbated on this particular launch, given we were swapping between the Performance and the new Shark 6 Dynamic cab-chassis, the latter of which still has the right-hand indicator stalk in place.

Considering the automaker is actively chasing sales to fleet – in which employees may be driving a different pool car each day – it seems like a lack of foresight on BYD’s part. I will continue to call out this silliness until it stops. But if I suddenly disappear in mysterious circumstances, you’ll know why.

Other than those things, it’s all pretty typical Shark 6 inside. Besides one test vehicle that had a very minor squeak from the centre console – something I couldn’t replicate in other examples – the interior is exceptionally well built, using hardy and attractive materials. 

Honestly, the build quality feels like it’s not far off the likes of the Ford Ranger. She’s a solid unit.

There’s a good amount of adjustment in the comfortable (powered) seats, and it’s the same story with the (manual) steering wheel – allowing the driver to find their ideal seating position quickly and easily. We spent a couple of hours on country backroads, and it was comfortable and relaxing.

The large 15.6-inch infotainment screen does a lot of heavy lifting in the cabin, controlling most of the settings, which are typically buried in several layers of menus. There’s a decent processor behind the scenes, ensuring quick reactions and fast loading, coupled with a good user interface – though we’d prefer a few more traditional buttons for critical things like headlights.

Second-row passengers are well catered for. There’s plenty of legroom for those up to about 183cm tall (or six feet in the old money), with a comfortable rake for the backrest, touch-operated map lights, and a fold-down centre armrest with cupholders.

While it's not a deal-breaker by any means, the lip at the bottom of the B-pillar meant my foot kept getting caught when trying to get out. Still, I'd be happy to spend a few hours back there.

There’s also a good amount of space in the tub, with a capacity of 1200 litres, and the ability to accept Aussie and Euro pallets.

To see how the BYD Shark 6 stacks up against its rivals, use our comparison tool

What’s under the bonnet?

The change from the 1.5-litre engine to the 2.0-litre unit doesn’t really make a lot of sense in the real world.

It's not nothing, but there isn’t exactly a big jump between the Premium’s 321kW and 650Nm outputs and the Performance’s 350kW and 700Nm, and just a 0.2-second reduction in the ute’s claimed 0-100km/h time.

But there are two things here that you can’t judge on pure numbers alone.

Firstly, the psychological effect on buyers. Even though the engine is essentially just a generator to supply power to the battery and electric motors – only driving the front wheels at highway speeds – 1.5 litres just sounds a little too small for a dual-cab ute. 

Explaining to your uncle at Christmas lunch why the 1.5-litre engine isn’t a problem was always an uphill battle.

The idea of a 2.0-litre engine just feels right, like it’s more suitable for the car, as well as within social circles. No longer is there a feeling of inadequacy when entering the Bunnings car park.

The second thing is the way it drives, and we’ll get to that shortly.

Despite having the same battery as the Premium, the electric driving range for the Shark 6 Performance is quoted at 80km – 20 per cent less than before – thanks to the company now testing the vehicle using WLTP standards, rather than the more lax NEDC protocols.

Under WLTP, BYD lists a combined driving range of 640km for the Performance, which is quite a bit lower than the Premium’s claimed 800km under NEDC. Tailpipe CO2 emissions are just 23g/km.

BYD quotes fuel consumption of 1.3L/100km, provided you have more than 25 per cent charge in your battery. If that drops below 25 per cent, the figure jumps to 10.5L/100km.

To see how the BYD Shark 6 stacks up against its rivals, use our comparison tool

How does the BYD Shark 6 drive?

There is a noticeable difference between the 1.5- and 2.0-litre powertrains – but it’s not actually the performance, per se.

The larger engine is actually better to drive because it isn’t as whiny. The smaller engine sounds like someone has stuffed a Yaris under the bonnet and left a brick on the throttle.

But put your foot down in the Performance and the 2.0-litre hums along quietly, seemingly less stressed than the unit it replaces.

Whereas the previous 1.5 would produce a loud ‘waah’ whenever you leaned on it, the new one just has a more composed, mature energy to it. There's a bit more muscle on the bones, so it’s not trying as hard to do the same job as before. Throttle hang remains, but it's not quite as invasive as before.

The battery and electric motors in the Performance are almost the same as in the Premium, so it’s not like you’re gaining an additional e-motor. There’s just a greater amount of energy being produced by the petrol engine, with the front electric motor increasing from 170kW/310Nm outputs to 200kW/360Nm.

Straight-line speed is rapid. With the Performance, the Shark 6’s claimed 0-100km/h sprint time has dropped to 5.5 seconds, shaving 0.2 from the Premium.

Given its weight, that ain’t nothing, but it’s also roughly the same amount of time it takes to blink quickly, twice.

It doesn’t really feel like a rocketship, though. As with most vehicles propelled using electric motors, it seems like there’s a certain amount of mapping in terms of how much of that advertised power and torque is actually fed to the tyres at any given time. Using 100 per cent of the throttle does not necessarily mean access to 100 per cent of the horsepower. This isn’t a proven fact, though – just what I ascertained from my posterior-dyno.

Having said that, there’s no denying the powertrain is strong, and the Shark 6 Performance is now quicker than a Ford Ranger Raptor to 100km/h.

The BYD is also a really nice size. It’s got a good level of road presence, yet it avoids being prohibitively large and difficult to park, as can be the case with the full-size American pickups.

The Advanced Driver Assistance Systems weren't overbearing or overly annoying, providing a good balance on country roads and around town.

I also liked the way the suspension was set up on the road. It’s a little on the firm side, but was never uncomfortable or jarring. Enough to know when your Shark hits a bump or pothole, but not enough that your chiropractor will.

The benefit is the BYD corners relatively flat for what is a relatively heavy ute. Of course, it doesn’t feel like a ballet dancer, but I also didn’t realise the thing was around 2.7 tonnes (!) on the road until I looked it up. Stiffening up the vehicle's response to lateral load helps hide that mass, so it’s not wallowing around corners and falling over on itself.

In terms of hiding its heft, I certainly preferred what BYD’s chassis engineers have done compared to most automakers, which tend to just make the steering and pedals super-light.

Like the Premium, BYD has fitted a set of Continentals, rather than the Giti rubber on the Dynamic. Not only is there more grip than the Gitis, but there’s also more consistent traction as the steering is applied, with greater reporting to the driver through corners.

However, off-road – and I say that a little tongue-in-cheek, given our launch drive was pretty much only on gravel tracks which wouldn’t have been a challenge for my Ford Falcon – that suspension firmness comes to the fore. Hitting berms and bumps has the occupants absorbing the energy, rather than the suspension, making the experience a little uncomfortable.

Crawl Mode is an improvement, though. It appears this is an initiative by BYD’s local engineers to answer criticisms of the Shark's off-road capability, with the new feature designed to replicate low-range in some ways.

Rather than flick the Drive Mode thumb toggle, you have to dive into a menu on the infotainment screen to select it, at which point you need to accept the terms and conditions just in case you enter into a Merger and Acquisition dispute with a tree.

Essentially, Crawl Mode improves traction control at speeds below 12km/h, while also desensitising the throttle. It reduces the likelihood of the driver accidentally stabbing the accelerator as the car goes over bumps.

We were able to test Crawl Mode on some steep inclines at a proving ground near Anglesea, both on a rutted dry gravel track and on asphalt. We could get the car up those hills without the assistance of Crawl Mode, but I will concede the vehicle seemed to perform better with it engaged. The Continentals performed surprisingly well, considering they were road-oriented tyres at full pressures.

BYD now also includes a tug-of-war button. Apparently, people in other markets like to play the game with their cars, but the engineers told us it's also particularly helpful when trying to recover another vehicle using a snatch strap.

The fact the Crawl Mode is in a separate menu to the drive-mode selector is annoying, but the Hill Descent Control is in another screen entirely, which is more annoying. Like low-speed cruise control, HDC allows you to set a speed when going down a steep, loose track. We were told that the speed display for HDC is coming on the instrument cluster at a later date, but right now it feels like there isn’t enough attention being paid to the user interface.

BYD has told us both the Premium and Dynamic variants will receive Crawl Mode in a future over-the-air software update.

While less suited to off-roading, the Shark’s chassis setup makes it an excellent tow rig. We were given a chance to pull a 2.8-tonne caravan and a 2.6-tonne excavator with the new Performance, and it surpassed my expectations.

BYD has upgraded the brakes and revalved the dampers to accommodate its new towing capacity of 3.5 tonnes, but tells us the ladder-frame chassis was already strong enough and didn’t need any changes.

Naturally, the torque from the electric motors meant it was unfazed during hard acceleration, and showed considerable composure through long bends as well as in quick lane-change manoeuvres.

Generally, with a heavy trailer on the back and the front-end lifting, it’s not uncommon for understeer to become a problem through corners, with that additional weight also wanting to push the car to the outside. Nor was there oversteer, which can cause a jack-knife event. The Shark didn’t display any of those brown-pants moments, remaining planted and composed, even with ill-advised, sharp inputs to steering.

Then there was the braking, and this is really where the Continentals shone. A full-stop braking test from 80km/h with almost three tonnes on the back had the Shark 6 pull itself up in no time – and pin-straight.

Running this test back-to-back against a Shark 6 Dynamic cab-chassis – running the Giti tyres – was interesting. Of course, the braking distance was longer with the caravan-laden Performance, but the difference was shockingly small.

The Performance also has larger front brake discs and pads, which make a huge difference to its stopping power, and further help cut the perceived weight of the ute.

To see how the BYD Shark 6 stacks up against its rivals, use our comparison tool

What do you get?

Whereas there was only a single variant of the Shark 6 before, BYD is building the lineup and helping to differentiate each grade with slightly different features. But no matter which one you go for, all three are well-equipped straight out of the box

2026 Shark 6 Dynamic Cab Chassis standard equipment highlights:

• 18-inch alloy wheels with Giti tyres
• Full-size spare wheel
• Fixed side steps
• Aluminium roof rack
• Shark fin antenna
• Adaptive LED headlights
• LED tail-lights
• Front fog lights
• Heated, power-folding side mirrors
• Auto-dimming rear-view mirror
• Synthetic leather-wrapped steering wheel
• Black faux leather upholstery with orange accent stitching
• 8-way power adjustable driver’s seat
• 6-way power adjustable front passenger seat
• Mud, Sand, Snow, Mountain terrain modes
• 10.25-inch digital instrument cluster
• 12.8-inch touchscreen infotainment system
• Voice assistant
• FM and DAB+ radio
• Wireless Apple CarPlay and Android Auto
• Satellite navigation
• 12-speaker Dynaudio sound system
• Dual-zone climate control
• 2x USB-C ports
• 2x USB-A ports
• 50W wireless phone charger
• 12V power outlet
• 10A household power outlet
• Push-button start
• Keyless entry

The Shark 6 Premium adds:

• 18-inch alloy wheels with Continental tyres
• Puddle lights
• Rear privacy glass
• Spray-on tub liner
• 15.6-inch touchscreen infotainment system
• Head-up display
• Rain-sensing wipers
• Leather-wrapped steering wheel
• 8-way power adjustable driver’s seat with 4-way lumbar
• Heated and ventilated front seats
• Front footwell lighting

The Shark 6 Performance adds:

• Synthetic leather-wrapped steering wheel
• Google Automotive Services (GAS) with Google Maps
• NFC card

Colours

A Thaumas Black interior comes standard with orange highlights and contrast stitching.

Great White is the standard exterior paint finish, with the following colours available for an additional $700:

• Tidal Black
• Deep Sea Blue
• Outback Orange

Mist Grey is also available exclusively on the Shark 6 Premium for an additional $700.

To see how the BYD Shark 6 stacks up against its rivals, use our comparison tool

Is the BYD Shark 6 safe?

Better known as ANCAP, the Australasian New Car Assessment Program has awarded the BYD Shark 6 a five-star safety rating after the ute scored highly across three of the four categories, and only fell somewhat short for vulnerable road-user protection, meaning pedestrians and cyclists.

Standard safety equipment includes:

• 7 airbags, including:
  • Front
  • Front side
  • Side curtain
  • Far-side
• Autonomous emergency braking (AEB)
• Rear collision warning
• Blind-spot monitoring
• Front and rear cross-traffic alert
• Lane-keep assist
• Adaptive cruise control
• Intelligent Speed Limit Assist
• Hill descent control
• Trailer stability control
• Driver fatigue monitoring
• Child presence detection
• Surround-view camera
• Front and rear parking sensors

To see how the BYD Shark 6 stacks up against its rivals, use our comparison tool

How much does the BYD Shark 6 cost to run?

The BYD Shark 6 Performance comes with a six-year, 150,000km factory warranty, with the battery pack covered by an eight-year, 160,000km warranty. Buyers also get 12 months of complimentary roadside assistance.

Service intervals are 12 months or 20,000km, with capped-price servicing available for up to 220,000km or 11 years, at an average of $550 per visit.

To see how the BYD Shark 6 stacks up against its rivals, use our comparison tool

CarExpert’s Take on the BYD Shark 6 Performance

The difference between the Shark 6 Performance and its stablemates isn’t night and day – but it is worthwhile.

The Performance feels less like a new variant and more like a mid-cycle update (minus the exterior facelift), with several tweaks and improvements that add up to a more competent, enjoyable vehicle.

However, the interior changes feel like they’re a step backwards. The steering wheel doesn’t look as nice, and isn’t as enjoyable to hold, and we miss the aviation-style rocker switches that were a cool talking point and fun to use. The new drive selector stalk is trend-following dumbness, and probably our greatest complaint. The fit and finish of the cabin is still astonishingly good though, particularly for the price tag.

If 1HD-FTE means anything to you, you’ll be pleased to know the Shark 6 Performance isn’t about to dethrone the Toyota LandCruiser as off-road king. To be sure, Crawl Mode is a welcome addition to the BYD’s repertoire – even if its usability is a bit wonky – but this isn’t the ute I’d pick for a trip to Cape York, anyway.

Having said that, for something to access a campsite, it’s perfectly fine. There’s enough capability here to get you in and out of the bush in the majority of circumstances. Just be aware, your partner may complain about being thrown around inside if the track is rough or more than a few kilometres long.

No, despite the big show 'n' tell in the bush, the Shark 6’s natural environment is the road, and the Performance just doubles down on its strengths there.

The improvements to the suspension and brakes – all in the pursuit of the segment-standard 3500kg towing capacity – have made the Shark 6 Performance a more dynamically proficient and enjoyable ute to drive day-to-day.

Towing capability is now also a real highlight, and while it’s an overused cliché, it’s easy to see how a driver could forget there was something hitched up back there.

Both our time on the towing loop and the conditions were constrained, but there’s a lot of promise here and we’re looking forward to getting back into the Shark 6 Performance for some more serious testing in the near future.

Then there’s the 2.0-litre engine, which is also a big tick. Its more relaxed nature means, when it kicks in, the BYD doesn’t feel anywhere near as strained as before. Power was already good – now it’s just gooderer.

And let’s face it, there’s definitely some street cred in telling your mate your plug-in hybrid ute is faster than their twin-turbo V6 Ford Ranger Raptor.

For any buyer out there who is honest with themselves (and the rest of the world) and understands they won’t be summitting Mount Everest in their dual-cab, there’s a strong argument to shortlist the BYD Shark 6 Performance. It's just a matter of whether the extra money can be justified, given how much of a bargain the Shark 6 Premium is.

Certainly, the Performance is a remarkably competent, comfortable, and robust vehicle that just happens to have the capability of a ute. It makes a lot of sense on paper, but makes even more sense in the real world.

CarExpert can save you thousands on a new BYD Shark 6. Click here to get a great deal.

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MORE: Explore the BYD Shark 6 showroom

We’ve had a Cayenne Coupe before, of course, in the current third-generation (E3) combustion-powered large premium SUV model line, but now Porsche is giving us a fresh flavour of the genre based on the battery-powered fourth-generation Cayenne Electric.

Multiple powertrains – one of them with quite outrageous outputs – are on the table, as are impressive electric driving range figures and the usual prestige Porsche appointments in the cabin.

To see how good the new 2026 Porsche Cayenne Coupe Electric is, we headed over to Germany to see what this large sleek electric SUV is all about.

How much does the Porsche Cayenne Coupe Electric cost?

The Coupe version commands a small premium over the equivalent Porsche Cayenne Electric model, as is typical for coupe-styled SUVs compared to their wagon-bodied equivalents.

This means the basic Cayenne Coupe Electric will come in at $173,600 plus on-road costs in Australia, while the Cayenne S Coupe Electric has been priced at $194,600.

There’s a big leap from there to the flagship Cayenne Turbo Coupe Electric, which starts from $272,100 – but then there’s a big leap in performance, too.

Bear in mind there’s a $12,200 premium to go from the Cayenne Turbo Electric to the Cayenne Turbo Coupe Electric.

To see how the Porsche Cayenne lines up against the competition, check out our comparison tool

What is the Porsche Cayenne Electric like on the inside?

This fourth-generation Cayenne features Porsche’s new user interface, which is predicated on lots of big screens and the signature OLED Flow Display, a curved panel in the middle of the dash.

With all screens specified, there’s 50 per cent more digital real estate available in this Cayenne Coupe Electric than there is in the existing combustion-powered version of the SUV.

To use the Flow Display panel is a joy. The menu layout of it is understandable and sensibly arranged, the graphics are pin-sharp and super-responsive, and there’s a little bit of theatre as pixels from the lower, kicked-out section of the screen neatly ‘flow’ up onto the vertical upper – giving the touchscreen its name.

Better yet, Porsche provides a handy wrist-rest that means operating the screen on the move is not an exercise in minute control of your fine-motor skills.

Beyond this, there’s the biggest iteration of Porsche's Curved Display digital instrument cluster we’ve yet seen – it now measures 14.25 inches – while the Passenger Display is a 14.9-inch touchscreen. And, brilliantly, the driver can see none of its graphics while it is in use, due to clever blanking out of the pixels from side angles.

There’s even a vast, augmented-reality head-up display with an effective field-of-view of 87 inches.

Yet there’s still plenty of useful switchgear dotted about the place, all complete with Porsche’s traditionally superb haptics, plus a sense of top-notch material quality.

Some of the minor quality niggles we mentioned on the Cayenne Electric SUV when driving that only a month or so ago seem to have been eradicated, so we’re hopeful they were just early-production teething issues and not emblematic of the big Porsche’s general build standards.

If there’s an issue with the Cayenne Coupe Electric’s cabin, it’s that you lose a bit of space when compared to the regular Cayenne Electric wagon – but that only counts if you’re directly comparing the two vehicles, both of which remain five-seaters.

Judged on its own merits, the Coupe does fine. Legroom is still very generous in the second row, even if the model-defining slope of the roofline and the fitment of a panoramic-glass panel up top does erode headroom somewhat.

Also, remember the rear bench in this car is never a full three-seat affair; the standard arrangement is two outer buckets and a centrally mounted tray section, while a ‘2+1-seat’ second row can be optioned up for a fee.

The boot measures 534 litres with all seats in use, rising to 1347L with the 40:20:40-split/folding rear seatbacks stowed. In the Turbo, these figures fall back a little, to 500-1313L.

Sure, that’s less than the bigger-backed Cayenne Electric SUV, but the Coupe still has a large-enough cargo bay to suit most owners’ needs. Plus, it has a 90L frunk, for extra storage requirements.

To see how the Porsche Cayenne lines up against the competition, check out our comparison tool

What’s under the bonnet?

There are three Cayenne Coupe Electric variants, starting with the car wearing that very name, no epithets.

It runs 300kW nominally, rising to 325kW in Launch Control, with peak torque of 835Nm. Expect to do the 0-100km/h sprint in 4.8 seconds.

Stepping up to the Cayenne S Coupe Electric sees the outputs rise to 400kW in regular use and 490kW during either Launch Control or ‘Push To Pass’ mode – a time-limited, on-the-roll ‘boost’ phase activated by pressing the central button in the mode dial on the steering wheel – with torque rated at 1080Nm. This is enough to trim the claimed 0-100km/h time to 3.8 seconds.

At the top of the lineup is the Cayenne Turbo Coupe Electric, which Porsche says is the most powerful production model it has ever built – pumping out up to 850kW/1500Nm with Launch Control engaged. Even in its standard mode, it delivers 630kW, while Push To Pass liberates 790kW for 10 seconds.

As a result, it has a searing claimed 0-100km/h time of 2.5 seconds, it can run from 0-200km/h in just 7.4 seconds – a second quicker than the 992.2-series Turbo S Coupe manages, and fully 4.9 seconds brisker than the Cayenne S Coupe sitting just down the family tree – and it’ll top out at 260km/h.

All three Cayenne Coupe Electric variants have a motor on each axle, so they’re all four-wheel drive, and these propulsion units are mated to single-speed reduction-gear transmissions in all cases – this EV does not have a two-speed unit, as found in the earlier Taycan from Porsche.

All three versions of the Porsche Cayenne Coupe Electric use an NMC lithium-ion battery pack of 113kWh gross capacity, with 108kWh of that usable. With an 800-volt electrical architecture, peak charging rates are 400kW on DC and up to 22kW on AC, resulting in a 10-80 per cent top-up time of less than 16 minutes at a suitable charger.

Further, Porsche says you will get 318-335km of range added to the Cayenne Coupe Electric with just 10 minutes of connection at 400kW. The Cayenne Coupe, along with its SUV sibling, is also optionally available with wireless charging capability, with the German company selling a one-box unit that goes on your garage floor, and which can replenish the battery at up to 11kW (although Australian availability remains TBC).

Various safety cut-offs are programmed in to prevent the car charging if metal objects are detected in the zone between pad and vehicle – or, more pertinently, if household pets decide to snuggle in there.

Its slightly lower (-24mm) and more aerodynamic form than the Cayenne Electric means the Coupe will go slightly further to a charge, model-for-model. About 13-18km extra is possible across the range, so the Cayenne Coupe Electric will travel up to 661km between charges, the Cayenne S Coupe Electric improves that to 669km, and the Turbo range-topper peaks at 637km.

To see how the Porsche Cayenne lines up against the competition, check out our comparison tool

How does the Porsche Cayenne Coupe Electric drive?

Our test drive in Germany saw us exclusively behind the wheel of the monster Porsche Cayenne Turbo Coupe Electric, complete with the full gamut of chassis technology designed to ensure the SUV excels in all kinematic areas.

All versions of the Cayenne Coupe Electric use twin-axle air suspension with Porsche Active Suspension Management (PASM) dampers, but from there you can layer on all the usual technologies like Porsche Torque Vectoring Plus (PTV Plus – the electronically controlled rear differential lock, which is standard on the Turbo), Rear-Axle Steering, Porsche Ceramic Composite Brakes (PCCB) and the clever Porsche Active Ride (PAR) system, which is a fully active system which attempts to negate pitch, roll and dive before it even takes place.

There’s then active aerodynamics on all Cayenne Coupes, including front cooling vents for the brakes (which can open and close when needed) and a deployable spoiler on the lip of the angled tailgate, but the Turbo again goes further with Active Aeroblades which pop out of the extremities of the rear bumper to extend the lateral tear-off edges and improve airflow characteristics.

Fitted with everything, as our German test car was, what you end up with is a stunningly talented all-rounder, which isn’t just dominated by its ludicrous power.

Of course, the sheer speed of the thing is difficult to forget or ignore. Even with ‘just’ 630kW on tap, the 2720kg Cayenne Turbo Coupe is preposterously muscular.

It surges forward with smoothly calibrated yet savagely swift eagerness to anything beyond the opening few centimetres of accelerator pedal travel, while going the other way the regenerative braking – which can harvest up to a quoted 600kW of energy, putting it on a par with Formula E – is so potent that it is said to handle up to 97 per cent of daily-driving deceleration phases.

Put the Cayenne Turbo Coupe into Launch Control, by planting your foot on the brake and then flattening the throttle – and only letting go of the left-hand pedal when you’re ready – and the resulting explosion towards the horizon is one of the fastest-accelerating vehicles of any shape or size you’ll ever encounter.

We also like the Porsche Electric Sport Sound (PESS) tunes, which are vaguely V8-ish in voice, but which are suitably tasteful, so opting to use them in Sport or Sport Plus mode doesn’t ruin the whole experience with naff, obvious fakery.

But mega-power, dual-motor electric cars with the sort of straight-line speed to embarrass high-end supercars are almost a dime a dozen these days. What differentiates the Cayenne Coupe Electric is its glittering dynamic prowess.

When it comes to handling, something this large and hefty and with a high centre of gravity really shouldn’t feel as agile and approachable as this.

With the PAR system keeping the shell of the SUV almost preternaturally flat at all times – with just a delicious bit of squidge permitted in its movements to bring an organic feel to weight transfer, and the huge contact patches of the tyres delivering grip aplenty – you can truly exploit the underpinnings of the Cayenne Turbo Coupe Electric as if it were a sports car weighing about a third less than it actually does.

The chief weapon here is the steering, which is nothing short of an absolute delight to use. Porsche excels at this sort of weighting, consistency and accuracy at the helm, across all of its products, like no other car manufacturer. Yet when you want the Cayenne Turbo Coupe Electric to be quiet, dignified and sophisticated, it manages that with spectacular grace too.

Even on its gigantic 22-inch wheels, the Porsche soaks up lumps and bumps in the road in a glassy, unruffled manner. At higher speeds, there’s not a huge amount of road roar to report, while the exquisite body and wheel control means the ride comfort is uniformly exceptional. 

Yes, the Cayenne Coupe Electric is an SUV which puts the emphasis on the ‘S’ of its vehicle type, as you would expect of a manufacturer like Porsche. But it can serve up a level of rolling refinement and general comfiness that wouldn’t shame something like a Bentley or a Rolls-Royce if you so need it to. It’s quite a tremendous thing in all regards.

To see how the Porsche Cayenne lines up against the competition, check out our comparison tool

What do you get?

2026 Porsche Cayenne Coupe Electric highlights:

• 20-inch alloys
• 8-way electric comfort seats with memory
• Heated front seats
• Electric rear seats (2+1 configuration)
• Power Steering Plus
• Adaptive air suspension with PASM
• Matrix-LED headlights
• Heated steering wheel
• Adaptive cruise control
• Dual-zone climate control
• Auto tailgate
• Soft-close doors
• Park Assist with 2D Surround View

Cayenne S Coupe adds:

• Cayenne S 20-inch aero wheels
• Privacy glass
• 14-way electric comfort seats with memory and ventilation
• Bose Surround Sound System
• Panoramic roof system
• Four-zone climate control

Cayenne Turbo adds:

• Cayenne Turbo 21-inch aero wheels
• 18-way adaptive sports seats front
• Heated rear seats
• Porsche Torque Vectoring Plus
• Sport Chrono Package
• Porsche Electric Sport Sound
• HD Matrix LED headlights
• GT Sports steering wheel
• Electric steering column adjustment
• Race-Tex roof lining
• Turbonite exterior and interior detailing

To see how the Porsche Cayenne lines up against the competition, check out our comparison tool

Is the Porsche Cayenne Coupe Electric safe?

The Porsche Cayenne Electric was tested by Euro NCAP in 2025, and scored a five-star safety rating – though a score from local crash-tester ANCAP is still pending.

*Euro NCAP scoring

To see how the Porsche Cayenne lines up against the competition, check out our comparison tool

How much does the Porsche Cayenne Coupe Electric cost to run?

There’s a mediocre three-year, unlimited-distance warranty on all new Porsche cars sold in Australia, while the high-voltage batteries fitted to its EVs – like the Cayenne Coupe Electric – are backed by eight years and 160,000km of cover.

You can extend the warranty for 12, 24 or 48 months at a time at each expiry date, provided the vehicle is up to 15 years old and hasn’t covered any more than 200,000km.

The expected service intervals for the Porsche Cayenne Coupe Electric are every two years, as the company says it requires less maintenance than its vehicles fitted with combustion-powered drivetrains.

To see how the Porsche Cayenne lines up against the competition, check out our comparison tool

CarExpert’s Take on the Porsche Cayenne Coupe Electric

If you were hoping that the Coupe treatment is transformative to the Porsche Cayenne Electric, then you might be disappointed.

It’s hardly any different from the regular SUV, bringing no more dynamism to the party and only offering a marginal range gain at the expense of rear-passenger space and boot capacity.

But, viewed on its own merits, the Cayenne Coupe Electric is of course a brilliant big machine. It drives superbly, goes like holy heck and yet is as refined, comfortable and beautifully built as you’d expect of a top-end Porsche.

Few coupe-SUV rivals will get close to the all-round blend of supreme talents that are at the disposal of the new Cayenne Coupe, that’s for sure.

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

Click the images for the full gallery

MORE: Explore the Porsche Cayenne showroom

The automotive giant had already outlined its product plans , where CEO Antonio Filosa described Alfa Romeo as a ‘regional’ brand along with Chrysler, Citroen, Dodge and Opel.

These brands will “leverage assets” launched under Stellantis’ four core brands “and make them distinctive for their own customers”.

Stellantis’ four core global brands – Fiat, Jeep, Peugeot and Ram – will be “natural first launchers” for all of the automaker’s “new global assets”.

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On a separate tier are DS and Lancia, which will be “specialty” brands managed by Citroen and Fiat, respectively.

In the Investor Day presentation, Alfa Romeo had only previewed two new models in its slide deck: a C-SUV, indicating a new mid-size SUV; and a ‘New Bottega Fuoriserie Project’, suggesting a customised or bespoke low-volume vehicle.

Now, Stellantis has filled in some of the blanks, though some questions remain.

“With reference to what was presented at the Stellantis Investor Day 2026 on May 21, and in particular to the information shared about the Alfa Romeo brand, we would like to provide some further clarifications,” reads a statement from a Stellantis spokesperson.

Its product plans see it focusing on more affordable, mainstream segments.

Stellantis has confirmed the Junior, launched in 2024, will continue to open the Alfa Romeo lineup and will receive a refresh during its lifecycle.

A new C-segment (ie: Toyota Corolla-sized) hatchback will join the Italian brand's range, based on the STLA One ‘multi-energy’ architecture.

It’s set to launch after 2027, and Alfa Romeo says it will “build on icons” like the 147 and Giulietta. Alfa Romeo has a long history of small hatchbacks, dating back to the Alfasud, but it left the segment when it ended Giulietta production in 2020.

A new ‘C-SUV’ (ie: Toyota RAV4-sized) will be based on the 'STLA M' platform, featuring a range of powertrain types.

Stellantis spent much of its Investor Day touting its new STLA One architecture, which appears to be a consolidation of its STLA Small, STLA Medium and STLA Large platforms announced in 2021.

It says this modular, scalable architecture will use common interfaces, with targeted cost efficiencies of 20 per cent. It’s unclear how different this new STLA M-based Alfa Romeo will be from models based on the existing STLA Medium platform, such as the Peugeot 3008.

It appears this new C-SUV will sit above the Tonale small SUV, which Stellantis calls a “strong pillar” and “key global model” in the Alfa Romeo lineup.

Alfa Romeo says it will develop a new, exclusive “few-off” project with the Bottega Fuoriserie team, “building on the success of the 33 Stradale”.

When it comes to the Giulia and Stelvio, things look a little murkier.

The current sedan and SUV, based on the Giorgio platform, had been due to be replaced by electric-only successors based on the STLA Large platform in 2025 (Stelvio) and 2026 (Giulia).

Patent images of the next-generation Stelvio surfaced in April 2025, before Alfa Romeo confirmed in October 2025 the current models would continue to be produced until 2027.

It confirmed it was looking to engineer available combustion powertrains following a move away from its previously stated goal of an EV-only lineup by 2027.

An Autocar report from last month suggested the new models, offering electric, mild-hybrid and plug-in hybrid powertrains, will now arrive in 2028.

The current cars will continue to be produced until next year, including their hot twin-turbocharged petrol V6 Quadrifoglio variants. However, Stellantis has provided no indication of launch timing for the new models.

“Alfa Romeo is studying solutions to continue competing in the D segment with new interpretations of the current line-up made of Giulia and Stelvio, remaining true to its performance-driven DNA while adapting to market evolution,” said the Stellantis spokesperson.

“The brand will leverage flexible platforms to progressively introduce multi-energy solutions, including hybrid and electric powertrains. Further details will be communicated at a later stage."

No mention was made of a flagship ‘E-SUV’ which Alfa Romeo had previously spoken of. It appears to be the latest large Alfa Romeo model to be cancelled before seeing the light of day, with BMW 5 Series and X5 rivals being scrapped from the brand’s pipeline in 2018 when it was part of Fiat Chrysler Automobiles.

Alfa Romeo will continue to sit below Maserati, which will produce two new E-segment (large) models: a passenger car and an SUV.

“Looking ahead, Alfa Romeo will leverage Stellantis’ global scale while differentiating its offering to continue developing authentic Alfa Romeos, further strengthening its distinctive positioning as a unique and iconic Brand,” said a Stellantis spokesperson.

Ultimately, this isn’t a complete departure from Alfa Romeo’s previously announced product plans since Stellantis was established in 2021. Models like the Giulia and Stelvio, for example, had already been set to move to corporate platforms; the current, roughly decade-old models are based on the Giorgio platform, which only spawned a non-Alfa Romeo model around seven years into its run.

However, it’s yet another example of Stellantis having to issue a statement to confirm one of its many brands wasn’t in danger – something it did for Maserati in 2024.

MORE: MORE: Explore the Alfa Romeo showroom

After announcing he’d headline a new campaign for the brand on March 26, 2026, Denza has now released a video advertisement of the brand’s new spokesperson behind the wheel of a Z9 GT.

The ad sees the British actor use the Remote Parking Assist feature on the Denza smartphone app to reverse the Z9 GT out of a parking space as his stubborn (yet adorable) dog doesn’t want to walk in the rain.

He then heads out to the countryside, dropping off the dog before taking the Z9 GT for a wild ride in the dirt, sending it sideways and then doing donuts before returning to his canine companion.

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Mr Craig will appear in television campaigns and global brand campaigns for a range of Denza models, including the large B8 plug-in hybrid SUV.

The partnership between the award-winning actor and the insurgent Chinese luxury brand was facilitated and produced by Sydney-based agency MGI Entertainment.

Denza is busily expanding its global presence, and will be launched in markets across Europe, Latin America, the Middle East and Africa. It commenced customer deliveries of the B5 and B8 plug-in hybrid (PHEV) off-road SUVs in Australia earlier this year, followed by the D9 electric people mover.

“Daniel Craig represents a compelling combination of strength, sophistication, and authenticity – qualities that resonate deeply with Denza’s identity,” said BYD executive vice president Stella Li in a press release.

“As we introduce the brand to global audiences, we are proud to collaborate with an actor whose presence and character embody the spirit of Denza. Together, we aim to showcase a new vision of premium mobility where technology, design, and emotion coexist.”

The Z9 GT will join the B5, B8 and D9 in Denza’s Australian lineup in the third quarter (July to September) of 2026.

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.

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

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

In the Chinese market the tri-motor all-wheel drive Z9 GT incorporates a 230kW electric motor at the front and two 310kW units at the rear for a total system output of 850kW, powered by a big 122.496kWh battery.

It’s also available with 370kW single-motor rear-wheel drive electric and 640kW tri-motor turbocharged 2.0-litre four-cylinder plug-in hybrid powertrains in China, though these haven’t been confirmed for Australia.

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 is claimed to be able to manage a tyre blowout at highway speeds.

Much like a James Bond vehicle, there are plenty of gadgets inside the cabin – though instead of ejector seats, machine guns, and smokescreens, there are luxury items like a built-in fridge and a 50-inch augmented reality head-up display.

Technically, you can control the vehicle from outside using a smartphone app like the BMW 750iL in Tomorrow Never Dies, though we'd advise against trying to use this functionality to fend off armed henchmen.

Don't try to drive it into the water, either, like the Lotus Esprit in The Spy Who Loved Me... though BYD does offer the Yangwang U8 which has an emergency floating mode.

Denza’s history dates back to 2010 when it was established as a 50:50 joint venture between BYD and Mercedes-Benz.

Its first vehicle was the EV, later renamed as the 500, which debuted in 2014. It was an awkwardly styled four-door sedan around the same length as a Toyota Corolla sedan and loosely based on the Mercedes-Benz B-Class.

Production ended in 2019, the same year Denza launched its second model, the short-lived BYD Tang-based X.

It’s understood Denza sold fewer than 15,000 examples of the EV/500 across its almost decade-long run, and Mercedes-Benz reduced its stake in the venture significantly in 2021 before selling off the remaining 10 per cent stake to BYD in 2024.

By this point, Denza was undergoing a renaissance, with a fleshed-out lineup of electric and plug-in hybrid vehicles.

In global markets, this also includes the B5 and B8 off-road SUVs which are sold under a different BYD brand, Fangchengbao, in China.

Between this Denza campaign and films such as those in the popular Knives Out franchise, Mr Craig has been keeping busy since his last James Bond film, No Time To Die, was released in 2021.

There's still no word on when the next Bond film, to be directed by Denis Villeneuve, will be released – nor whether Agent 007 will once again get behind the wheel of an Aston Martin.

MORE: MORE: Explore the Denza showroom

It's available only in Essence trim – traditionally the top trim level in MG's lineup – but starts at under $50,000 drive-away, undercutting the base Model Y Premium RWD ($58,900 before on-road costs) and Sealion 7 Premium ($54,990 before on-roads).

The mid-size electric SUV features MacPherson strut front and multi-link rear suspension, and shares its platform with the smaller MG S5 EV and MG 4. It replaces the Marvel R, which was never built in right-hand drive but which was exported to markets such as Europe.

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The MG S6 EV slots in above the aforementioned MG S5 EV (priced from $38,990 drive-away) and under the MG IM6, the latter a model borrowed from another SAIC Motor-owned brand called IM Motors and priced from $60,990 drive-away.

Pricing

Drivetrains and Efficiency

Both MG S6 EV variants use the same battery, and feature a heat pump, battery pre-conditioning, vehicle-to-load (V2L) capability and a one-pedal drive mode.

Dimensions

The MG S6 EV is a mid-size, five-seat crossover SUV.

Servicing and Warranty

The MG S6 EV is backed by a seven-year, unlimited-kilometre warranty, extended to 10 years or 250,000km if you service within its dealer network.

MG has yet to announce S6 EV service pricing.

Safety

While the MG S6 EV has yet to be assessed by safety authority ANCAP, sister authority Euro NCAP awarded it five stars in 2025. It received an adult occupant protection rating of 92 per cent, a child occupant protection rating of 85 per cent, a vulnerable road user protection rating of 84 per cent, and a safety assist rating of 78 per cent.

Standard safety equipment across the range includes:

• Adaptive cruise control
• Autonomous emergency braking
• Blind-spot monitoring
• Driver attention monitoring
• Lane-keep assist
• Emergency lane-keep assist
• Rear cross-traffic alert
• Safe exit warning
• Tyre pressure monitoring
• Front, front-side, far-side, and curtain airbags (7 in total)
• Surround-view camera
• Front and rear parking sensors

Standard Equipment

While there's a choice of two powertrains, there's only one trim level.

Both MG S6 EV Essence variants come standard with the following equipment:

• 20-inch alloy wheels in 245/50R20 tyres
• Tyre repair kit
• Automatic LED headlights
• • Manual levelling
  • Automatic high-beam
• Panoramic fixed glass roof (AWD only)
• Hands-free power tailgate
• Heated, power-folding exterior mirrors
• Rain-sensing wipers
• Mobile Bluetooth key
• Keyless entry and start
• 10.25-inch digital instrument cluster
• Head-up display
• 12.8-inch touchscreen infotainment system
• Wireless and wired Apple CarPlay, Android Auto
• DAB+ digital radio
• Satellite navigation
• 12 months of complimentary iSmart connected services
• 11-speaker sound system
• 50W wireless phone charger
• Heated, leather-wrapped steering wheel
• Tilt and telescopic steering wheel adjustment
• Power windows with one-touch up/down
• Heated and ventilated front seats
• Heated outboard rear seats
• 6-way power driver's seat with power lumbar
• 4-way power passenger seat
• Leatherette/suede upholstery
• 60:40-split/folding rear seats
• Dual-zone climate control with rear air vents
• 2 x front USB-C outlets
• 2 x rear USB-C outlets

Colours

Dover White solid and Stratford Gold metallic finishes are standard, with the following exterior paint colours offered for an additional $700:

• Sterling Silver metallic
• Camden Grey metallic
• Black Pearl metallic
• Diamond Red metallic
• Piccadilly Blue metallic

A 'Dark' interior with faux carbon-fibre trim is standard, while a Grey Ivory interior with faux Nordic Ashwood trim is a $500 option.

MORE: Explore the MG showroom

A petrol-electric GX was first mooted at the model's 2023 global reveal, with the powertrain described as “a Lexus first for a body-on-frame vehicle”.

It then took until earlier this year for Lexus to trademark the ‘GX550h’ name in North America, a naming convention it typically uses for hybrid models.

And while Lexus wouldn't comment on the trademark filing at the time, local product planning manager Julian Meldrum says a hybrid GX is indeed about to join the global lineup.

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"It's in a couple markets globally, and we've looked into it for our market," Mr Meldrum told CarExpert at the launch of the updated RZ in Melbourne.

However, the fuel-saving variant isn't destined for our shores, with Mr Meldrum citing deficiencies in capability compared to the twin-turbo V6 GX550 currently offered in Australia.

"Not to close the door on it or anything, but during the initial study we felt was that it was a little bit compromised for our market expectations... reduced towing capacity, reduced power and torque," he said.

"The main one for me is the battery, similar to Prado if you're familiar with that hump in the cargo area, that would be introduced as part of that powertrain on GX.

"So for us, we feel that the GX that we have in market delivers the best possible product to our customers."

The GX550h will adopt the hybrid system already offered in the Toyota Prado – which shares the same TNGA-F body-on-frame platform – in the US, where it's sold as the Land Cruiser 250 Series.

This setup pairs a 2.4-litre four-cylinder turbo-petrol engine with an electric motor for outputs of 243kW and 630Nm – 17kW and 20Nm less than the standard GX550.

The US-market hybrid Prado has a braked towing capacity of 6000lbs (approx. 2720kg) – 410kg down on the six-cylinder GX Sports Luxury and 780kg down on the Luxury and Overtrail variants.

Regarding Mr Meldrum's point on boot packaging, the LandCruiser 250 Series Hybrid features an unnaturally high boot floor to allow for the hybrid battery to be housed underneath, as is the case with Australian versions of the Prado. The boot of the current GX, on the other hand, is unimpeded.

Yet, despite all its shortcomings, Lexus Australia hasn't completely ruled out the GX550h for Australia.

"We've got regulations coming that make us reconsider options, so we haven't closed the door on that one yet," said Mr Meldrum.

The Australian New Vehicle Efficiency Standard (NVES) – a set of stringent new laws designed to reduce the carbon footprint of the local car market – was officially introduced last year, bringing with it fines for automakers that exceed their fleet-wide CO2 targets.

As such, it would benefit Lexus Australia to introduce the GX550h from an emissions perspective.

It would also further broaden the appeal of the GX, although Lexus Australia is currently struggling to keep up with demand for the rugged four-wheel drive SUV.

"The GX is unique in that it's driving a lot of conquest from other brands, we have a very full order book," concluded Mr Meldrum.

MORE: Lexus GX hybrid one step closerMORE: Explore the Lexus GX showroom

Toyota first announced plans to transform the previously Japan-only Century nameplate into a global standalone brand last October, prompting speculation that it could come Down Under.

Top executives from the local arms of both Toyota and Lexus confirmed that Century was being considered for Australia, with the latter marque tipped to be given the responsibility of selling Century models locally.

However, while the business study remains ongoing, Lexus Australia CEO Jack Hobbs says Century is unlikely to arrive here for a while yet.

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"It's certainly something that's under study," Mr Hobbs told CarExpert.

"This is an ultra-luxury vehicle, it's hand-built, it's a beautiful car. We're trying to understand and study where that would fit best, whether it's going to fit our market, and whether we can get it for our market.

"I think it will be quite a long process, because it's such a unique vehicle.

"Globally there's a lot of excitement about it, but it's at the top of the market... we aspire to push into that space, but it'll take some careful consideration, I think, before we finally make a decision."

Lexus Australia product planning manager Julian Meldrum further clarified the timeline, indicating that Century mightn't reach Australian showrooms until late this decade.

"We need to study the business case, and of course, the car would then need to be developed to meet all of our regulations," said Mr Meldrum.

"So yeah, it is a long process, and it will be years, I imagine."

As part of its presentation last year, Toyota established Century as one of the automaker’s five core brands, positioned above Lexus, Toyota, Gazoo Racing, and Daihatsu.

It also unveiled the Century Concept, a high-riding coupe with electric sliding doors and, according to Japanese publication Magazine X, a 6.0-litre twin-turbo V12 hybrid powertrain.

No details were given on when a production version of the concept will eventuate.

The Century name first appeared in 1967 and was thereafter associated with flagship rear-wheel drive sedans favoured by the Imperial House of Japan and political and business leaders, before an SUV – sharing its platform with the Toyota Kluger – was revealed in 2023.

MORE: Toyota shows Rolls-Royce-rivalling Century Concept, the ‘Pride of Japan’MORE: Century: Toyota’s ultra-luxury brand may be sold by Lexus in Australia

"At this point in time, we've got no news on retirement," Lexus Australia CEO Jack Hobbs told CarExpert.

"The only thing I can say is we are on a sales pause with LC currently, because we met an allocation and we don't want to take orders when we can't guarantee them, so you'll have to watch this space."

First unveiled in 2016, the LC has enjoyed a nine-year production run, with approximately 15,000 units sold worldwide over that time.

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However, it was announced in February the model wouldn't continue beyond the 2026 model year, and the LC has gradually begun to disappear from overseas showrooms since.

The LC's demise also signals the end for the 2UR-GSE 5.0-litre V8, which no longer features in a production vehicle.

Offered in both coupe and convertible body styles, the LC was also available with a 3.5-litre V6 hybrid engine mated to a continuously variable transmission (CVT). Both versions sent power to the rear wheels only.

Despite competing in a niche segment, the LC (54 sales) actually outsold the LS sedan (13) and the RZ mid-size electric SUV (41) in Australia last year, as well as direct rivals including the BMW 8 Series and Mercedes-AMG SL.

Just five examples have been delivered this year to the end of April.

The LC's axing leaves a glaring gap in the Lexus lineup, given the marque's remaining passenger models are a mid-sized sedan and a large sedan, the ES and LS respectively. The latter is understood to be on borrowed time too, having already been axed in the US market which is Lexus' largest.

With that said, a new two-door halo model is set to join the fold in the coming years, previewed last year by the LFA Concept.

But despite sharing a name with the iconic V10-powered supercar produced between 2010 and 2012, the LFA Concept won't house a highly strung combustion engine under the bonnet.

Instead, it will be fully electric, and share a platform with the petrol-powered Toyota GR GT supercar.

Previous reports out of Japan have also indicated there’ll be another coupe to slot in under the production LFA, replacing both the RC and LC.

MORE: Sexy Lexus LC and its V8 living on borrowed time, but no end date set for AustraliaMORE: Explore the Lexus LC showroom