EV Reviews

The 2026 Kia PV5 Cargo is the first time Kia’s built an electric van, and it’s coming with a futuristic design, low price, and competitive electric driving range to take on rivals like the VW ID.Buzz Cargo, the Renault Kangoo E-Tech or Peugeot E-Partner. We took a test drive at the Australian launch in Sydney’s industrial inner-south to find out how the PV5 handles its intended environment.

Subaru's newest EV in Australia is its fastest production model yet locally and with more than a sprinkling of all-terrain wagon looks, it's essentially an electric Outback. But how does the Trailseeker fare in the real world?

I guess the big question is, do you believe in love at second sight?The first time I drove the Leapmotor B05 (the brand’s Golf-sized electric hatchback), it was on a rented test track near the brand’s headquarters in China, and I came away thinking it had plenty of promise, but not enough dynamic polish to ever be considered a sporty threat in Australia.It was about quick enough and looked pretty enough, but its soft, spongecake dynamics culled any hope of it delivering on the warm-hatch promises Leapmotor had made about its sportiest offering to date.This second time, though, was different. Because the B05 that will arrive in Australia towards the end of 2026 (wearing a circa-$35,000 price tag) is not the same car I drove in China. Well, it is. It just no longer feels like it.To Leapmotor's credit, it has recognised Chinese driving tastes differ wildly to those in Europe and Australia. And that making a car that's fast in a straight line but offers all the dynamism and body control of a pot of just-set jelly isn't going to cut it in the rest of the world.And so the brand handed the B05 over to its Stellantis co-owners in Italy, and set them to work readying the warm hatch for a global release. The result, the brand says, "is a different animal" to the car we got to know in China.It had its chassis and suspension reworked at Alfa Romeo's Balocco Proving Ground, roughly halfway between Milan and Turin. And not just tuning either, they've also changed the way the suspension connects to the vehicle, shifting the mounting points to give it a lower center of gravity and a sportier feel.We’ll see if the changes have worked in a moment, but first, I think this is one of the best-looking cars to have come out of China in some time, and the brand tells me it will form the beginnings of a blueprint for all future Leapmotor models.The cars they've already got in Australia, the C10 and B10 SUVs, have been criticised in some quarters for being a bit bland. I don't feel that way about this car at all. The B05 looks grown-up, premium and modern, and while much has been done in the pursuit of EV-friendly aerodynamics, it doesn't look like a science experiment. It rides on 19-inch alloys as standard, and only the subtle rear roof spoiler gives away its sportier intentions, though a (presumably much angrier-looking) Ultra version is on the way which will no doubt dial up the exterior aggression.Cleverness abounds in the cabin, too. There's no escaping the use of budget friendly plastics, but the way the dash is laid out, with a perforated inlay framed by two architectural-feeling ledges, helps make the no-frills feel funky. The big glass roof helps lift the mood, too.You get a 14.6-inch screen in the centre of the cabin and an 8.8-inch letterbox display in front of the driver. The main screen controls almost all of the car's functions, which can get fiddly and annoying, but the locked climate control bar at the bottom at least allows for quick access to heating and cooling. The brand has also added the ability to shortcut to the wing-mirror adjustment screen from a button on the steering wheel, which is a good idea, because digging through screens when you want to quickly change the mirrors can be rage-inducing.Another clever addition is the inclusion of driving profiles, in which you can save your ADAS preferences (things like the lane keep assist, over-speed warning and driver attention alarm) to on or off. When you get in, you simply choose your profile and away you go. It reduces lots of screen poking and scrolling to two quick taps before you're on the road.There's also plenty of room in the backseat of the B05. It's 4430mm in length, 1880mm in width and 1520mm in height and its full-flat electric platform is a boon for backseat riders. I had more than enough knee and headroom to get comfortable behind my own 175cm driving position, and there's pull-down cupholders, twin USB ports and air vents for the back, too. The boot promises 345 litres with the rear seat in place and 1400 litres with them folded flat. Now, Leapmotor describes the B05 as its sportiest vehicle to date, and on paper, the ingredients that have gone into this recipe sound good. It has a perfect 50/50 weight distribution, the electric motor is housed at the rear for rear-wheel drive and the battery is integrated into the chassis for extra stiffness.That rear-mounted motor makes 160kW and 240Nm, or enough for a launch-control-assisted sprint to 100km/h in 6.7 seconds.We should also get both battery sizes when the B05 arrives in Australia, with the smaller 56.2kWh version delivering 401km on the WLTP cycle, and the bigger 67.1kWh version upping that to 482km. AC charging is rated at 11kW, while DC fast charging is 168kW, or enough to go from 30-80 per cent charged in 17 minutes.So, the drive. I think it is important to wrap some context around the B05. All this talk of sporty this and launch control that had me anticipating some kind of bristling hot hatch. But it doesn't feel like that.I don't mean that in a negative way, just that there's nothing hard, harsh or particularly violent about the driving experience here, including a pretty leisurely feeling run to 100km/h.But Leapmotor has delivered a car that feels far more engaged and far more compelling for the driver. There's a connection now between car and driver, and car and road, which was missing from the Chinese version, and which vastly improves the drive experience.It never feels underpowered either, and the rolling acceleration is strong. Put your foot down at rolling speed and there’s plenty of punch there for overtaking.Forget the super sporty stuff, what Leapmotor in Europe has instead managed to deliver is a far more coherent package. I like the steering, I like the ride, it's pretty quiet in the cabin (save for a bit of wind noise at higher speeds) and it feels far more put together, enjoyable and engaging to drive. We tackled plenty of winding hill-climb roads, and there was none of that sea-sickness swaying or bouncing, with the B05 feeling stable and sorted through the bends, with most of its weight cleverly hidden away behind its compliant but very competent suspension tune.It also feels like a solid base for the faster version coming, the Ultra, which makes more power and delivers more torque.Now, there are still some quirks to the Leapmotor experience I can't quite wrap my head around, and the first is there's still no physical key or engine start/stop button for this car. You're either using the key card, your phone, or the passcode system, which is still annoying. A proper key is coming in 2027.The other issue is the active safety package, which can be ferociously annoying, with the B05 constantly binging and bonging at you or tugging at your wheel. That's not really a problem exclusive to Leapmotor, and to its credit it has introduced those driver profiles, which means you can switch them off with a touch or two, but I long for the days when they didn't exist.And finally there's still just a little bit of clunkiness to the way the car's tech operates. I noticed, for example, when I got in and put the car in reverse, I was waiting for five seconds or so for the screen to wake up and switch to the reverse cameras. Maybe I'm just really impatient, but I find those kinds of delays a bit annoying.All in all, though, I am impressed with the B05. Even if it's not a particularly sporty feeling, it feels far more cohesive than the other version I drove and the ride and handling changes have made a massive difference. It might be one of the best-riding cars I’ve driven from China (via Europe) yet, but I will have to see how it performs on Australian roads before permanently bestowing that honour.The signs are good for the B05.

Honda has launched the refreshed CR-V with more than half of its line-up sporting a hybrid powertrain. Is it a step in the right direction for Honda to keep up with its hybrid-focused competitors?

The MGS6 AWD Essence is the Chinese brand's new rival to the likes of the Tesla Model Y and BYD Sealion 7.Priced from $56,990, drive-away, this range-topping model comes with 20-inch alloy wheels, wireless smartphone charging, wireless Android Auto and Apple CarPlay, an 11-speaker sound system, a combination of synthetic leather and synthetic suede trim plus a panoramic glass roof.The AWD Essence has two electric motors, one on each axle, which combine to make a healthy 266kW of power.The motors are powered by a 77kWh NMC (Nickel Manganese Cobalt) battery, which MG claims is enough to provide 485km of driving range between charging.The MGS6 is well-equipped with all the usual passive and active safety features you’d expect in this day and age. These include autonomous emergency braking (AEB), lane departure warning, blind spot warning, adaptive cruise control and a 360-degree parking camera view.MG offers a standard seven-year/unlimited-kilometre warranty with the option to extend to 10 years/250,000km if you get all your servicing done at an MG dealer.Servicing intervals are every 12-months or 25,000km, whichever comes first. The five year service plan totals $1376 and the seven year plan $1987.

The MGS6 RWD Essence is the brand’s new mid-size electric SUV offering, sitting above the MGS5.Priced from $49,990, drive-away, it comes well-equipped with 20-inch alloy wheels, wireless smartphone charging, wireless Android Auto and Apple CarPlay, an 11-speaker sound system and a combination of synthetic leather and synthetic suede trim.The MGS6 RWD has a single electric motor, mounted on the rear axle, which makes 180kW of power. With its 77kWh battery, MG claims it has a driving range of up to 530km.The MGS6 is fitted with all the usual passive and active safety features you’d expect in this day and age. These include autonomous emergency braking (AEB), lane departure warning, blind-spot warning, adaptive cruise control and a 360-degree parking camera.MG offers a standard seven-year/unlimited-kilometre warranty with the option to extend to 10 years/250,000km if you get all your servicing done at an MG dealer.Servicing intervals are every 12-months or 25,000km, whichever comes first. For the RWD model the five year service plan totals $1321 and $1877 for the seven year plan.

The Lexus RZ, the brand’s first dedicated EV, disappointed with very low sales and arguably very high prices. Now, a big update and massive price drop could mean broader appeal for Lexus’ electric SUV.

Cadillac now has a new model, and a volume player, to kickstart its Australian sales ambitions, with the Optiq arriving to take on everything from the BMW iX3 to the Genesis GV60. So, does this all-electric medium SUV have what it takes to compete?

MG is looking to bounce back from a tough 2026 with an important new model - the MGS6. This is the brand's crucial new rival to the likes of the BYD Sealion 7, Tesla Model Y and a raft of other electric and hybrid powered family SUVs. We drive the new MGS6 to assess its performance, practicality, safety and more and find out if it has what it takes to get MG headed in the right direction again.

In 2021 there was the Porsche Taycan soon followed by its closely related corporate sibling, the Audi e-tron GT. The era of the large, powerful pure-electric, four-door GT had arrived and they were due to be joined around the same time by the subject of this review, the Polestar 5.But Covid threw a spanner in those works and here we are in 2026 getting behind the wheel for the first time.The 5 instantly leap-frogs Polestar up towards those heavyweights as well more recent newcomers like the BMW i5 and Mercedes EQE, with an initial two-model range - the Dual Motor at $171,100 and the Performance at $193,100 (both before on-road costs).Due in Aussie showrooms in the second half of this year, it’s ultimately very close to the design of the Polestar Precept concept that previewed the 5 way back in 2020.And at close to 5.1 metres long, just over 2.0m wide and a bit over 1.4m tall with a 2970mm wheelbase it’s a confidently sleek machine with a broad stance and an ultra-slippery 0.24 drag co-efficient.It’s underpinned by the bonded aluminium ‘Polestar Performance Architecture’ platform and clad with all alloy body panels to minimise weight and improve torsional rigidity. Kerb weight is still 2.5 tonnes, though. The interior is Scandinavian minimalism at its finest, but not at the cost of useful storage including generous door bins, a large central box, cupholders and wireless charging.The beautifully sculpted seats have been developed in collaboration with German specialist Recaro, the split-level dash is dominated by a central 14.5-inch portrait media screen, with a 9.0-inch driver display behind the wheel supported by a 9.5-inch head-up display. It looks cool and clean.Standard equipment highlights include a vast panoramic glass roof, top-end audio (up to a 21-speaker Bowers & Wilkins system), adaptive cruise, Pixel LED headlights, ambient cabin lighting, power-adjustable heated and ventilated front seats, four-zone climate control and heaps more.Lots of breathing space up front and the back seat is impressive. There are four primary seating positions, but Polestar positions the car as a ‘4+1’ so if you want to carry a fifth passenger (on shorter journeys) the enormous rear centre armrest/storage unit lifts up to a vertical position.And at 183cm I’ve got plenty of legroom, lots of headroom (helped by the height of the panoramic roof) and there’s a lot of storage in the doors, plus vents in the back of the front centre console as well as the B-pillar and hard shell map pockets in the seatbacks.Boot space is a passable 365 litres with the rear seats upright (including 52 litres under the floor), expanding to 1128 litres with them folded and there’s 62L in the frunk. But no spare, just a tyre repair kit, which is not good enough.Both grades are powered by dual permanent magnet synchronous motors, the entry-grade Dual Motor packing 550kW/812Nm and the Performance delivering no less than 650kW/1015Nm. More on those fireworks shortly…The drive battery in both models is a 112kWh lithium-ion pack, the car’s 800-volt electric architecture allowing DC charging at up to 350kW for a 10-80 per cent charge in as little as 22 minutes. An external charging indicator on the C-pillar is a cool touch. WLTP combined cycle energy consumption is around 18kWh/100km for the Dual Motor and a tick under 21kWh/100km for the Performance, for official ranges of 670 and 565km, respectively. For increased efficiency the rear motor of the Polestar 5 disconnects when not required.Behind the wheel, even the entry-grade Dual Motor is able to run 0-100km/h in 3.9 seconds and the aptly named Performance drops the number to an eye-widening 3.2sec. They are both properly quick!The front seats are equal parts comfortable and supportive. Superb location and not a twinge after several hours behind the wheel.Bespoke Michelin Pilot Sport 5 tyres are designed specifically for the chosen Polestar 5 wheel combinations ranging from 21s on the Dual Motor to 22 inches on the Performance. They are as quiet as they are grippy, which is to say, very.Then you can add ‘Active Road Noise Cancellation’ and the slippery shape means there’s virtually no wind noise, even up at highway speeds.Suspension is by double wishbones front and rear with ‘MagneRide’ adaptive suspension in the Performance. And while the roads we covered for this roughly 300km drive from Gothenburg on Sweden’s west coast to Copenhagen in Denmark, were high quality there were multiple bumpy, patched sections and even the Dual Motor soaked them up effortlessly. You can cover big distances in this car with ease.The steering is accurate, quick to respond and adjustable through three modes. But that doesn't modify road feel, which I’d put somewhere in the middle - not the worst, not the best.There are three levels of regenerative braking (if you count zero regen as one). The most aggressive is a single-pedal mode which pulls the car up rapidly.The physical brakes feature Brembo lightweight 400mm two-piece discs up front clamped by four-piston calipers and it decelerates strongly.Worth noting the 5 uses the same camera-based virtual rearview mirror as the Polestar 4 because, as with its sibling, there’s no back window. Takes a bit of getting used to because there’s no depth of field.Also pays to be aware this car’s turning circle is 12.3 metres, so not exactly a micro car in terms of its ability to park and manoeuvre in smaller spaces.Active crash-avoidance tech is extensive with 11 HD cameras, a driver monitoring camera, a mid-range radar and 12 ultrasonic sensors onboardEverything from blind spot monitoring and lane keeping assist to rear cross-traffic alert and tyre pressure monitoring are also present and correct. There are eight airbags if a crash is unavoidable.The Polestar 5 will be covered by Polestar’s five-year/unlimited km warranty with roadside assist included, which is still the norm in the luxury segment. The traction battery is covered for eight years/160,000km and there’s a 12-year corrosion warranty.