EV Reviews

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 onboard Everything 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.

Two months into my three-month media loan of the 2026 Kia EV3 GT-Line Long Range and the little electric SUV has become part of the family. It fits perfectly in my cramped carport, and looks good there to boot. And, importantly, my partner is a fan. But is it a match made in heaven? There’s definitely a lot to like about the EV3, but in this instalment I deep dive into practicality, design and more. If you’re keen to learn more about pricing, spec and what the EV3 is missing, check out my first instalment. Kia’s current design language made its debut with the large and in-charge EV9 a few years back. That filtered down to all the other EVs and even to internal combustion models like the K4 and facelifted models like the Sportage. But I think the EV3 is the most successful example of that design philosophy to date. I mean, it looks like a Transformer! What more could you want? It’s a blocky SUV but with some curves, specifically on the EV3’s nose. But that duality works and never contradicts itself. Beyond the beautifully boxy silhouette, other winning design elements include the sharply shaped, blacked-out wheel arches and other chunky black elements like the roof rails, mirror caps, lower front and rear bumpers, pillars and the extended C-pillar. The black 19-inch GT-Line alloy wheels add to the vibe. The Volvo-esque tail-lights help frame the tailgate beautifully and the side view of the rear third of the EV3 is my favourite angle. That’s where the Transformer vibe is at its most pronounced. The headlights are in keeping with many current Kia models and look great. If you look closely you should count 12 tiny square LED elements on each side. And those lights are exceptional at night. But more on that in next month’s instalment. The EV3’s dimensions are 4310mm long, 1850mm wide and 1570mm tall (GT-Line is 10mm longer and taller than other grades) with a 2680mm wheelbase. It looks short in terms of length and tall in terms of height, but a quick look at rivals shows it’s exactly as long as a BYD Atto 2, but 20mm wider and 105mm shorter. That wheelbase isn’t as long as a Zeekr X (2750mm), but it’s got more space between the wheel arches than the Atto 2. While the exterior is something to behold, interior design is well executed without moving the game forward. Kia’s twin integrated screens dominate the dash which includes a mix of textured hard plastic, fabric, brushed aluminium panels and an ambient light bar. Two-tone interior and seat trim (light grey and mid-dark grey) brightens up the cabin and the two-tone steering wheel looks super cool. But how does it all function? Living with the EV3 every day for more than two months now, it’s clear this little car has some big ticks in the practicality column, but there are also some quirks and, frankly, some poor choices. Let’s start up front. Getting into the EV3 is the first quirk. The proximity key is temperamental. It constantly locks and unlocks the car if you hover near the vehicle. Just when you think it’s open, nope! Locked. It seems only French carmakers Renault and Peugeot know how to successfully operate this tech. Also, it has pop-out exterior front door handles, presumably for better aerodynamics. They’re the sort of handles where the rear arm pops out. Regardless of whether you’re left or right-handed, it feels awkward grabbing the handle, but more so if you have something in your dominant hand and you need to use the other one. A regular flush door handle you can put your hand under would suffice. Once in the driver’s seat it’s not hard to find your perfect driving position. The 10-way power-adjustable front seats help here. The seats are another quirk because they are not uncomfortable by any means, quite the opposite. But the back rest has a rounded shape, rather than traditional side bolsters and it makes for an odd sensation. But the base is comfy and supportive. I prefer nice cloth or synthetic suede to real or fake leather seats, but the Kia has the latter and it does the job. The height of the EV3 ensures ample headroom up front and there’s decent space across, although you might bump elbows with your passenger because of the central armrest. There’s more than enough legroom up front, but my knee regularly bumps the steering wheel-mounted gear selector stalk when I get in the car and occasionally when driving. If it were a little higher up it wouldn’t be an issue. I appreciate carmakers moving gear shifters from the console to make room for other things so I’m not mad at the stalk location. The only buttons are auto parking and auto hold on the centre armrest/table. There’s also a volume wheel on the centre stack, thankfully. While the air con is controlled via an always-on screen between the multimedia and driver display, you can change the mode, temperature and fan speed via toggles underneath. They feel nice to touch. Under the 12.3-inch multimedia screen you’ll find haptic buttons for nav, home and search. You can also do this via the touchscreen but it’s nice to have the option of a button. Kia’s head-up display is bright and clear and while the main driver display has a lot of information, it’s also clear and doesn’t overwhelm. Kia’s multimedia set-up is pretty solid. It consists of large tiles and sub menus and you can touch and swipe to your heart’s content. The EV3 includes connected services via 'Kia Connect' (in-car and app), so you can check the weather, your calendar, voice memos and EV data all through the screen. It’s a clever, high-tech car but, again, the tech never overwhelms. There’s a pair of USB-C ports under the dash and a wireless charging pad that is excellent for two reasons. It has a rubberised mat so your phone stays in place even when cornering, and the charger actually charges your phone. So many in-car chargers just heat up your phone and barely add charge, but this one does what it says on the tin. Thank God! Storage is a mixed bag in the EV3. The door bins will fit smaller, narrower bottles only. The base is actually huge but the door armrests impede it. The EV3 has a medium-sized glove box. I’d like to tell you about the EV3’s central storage bin between the drive and passenger, but there isn’t one. Well, not in the GT-Line anyway. Air and Earth grades get a conventional storage bin under the front central arm rest, but Kia’s product planners opted for a small pull-out table instead. It’s a pointless inclusion. I have only once used this function when I was running late for my mother’s birthday and had to write in a card on the run. Aside from that, it’s pretty useless. I’d much rather a covered storage compartment because currently the only secure storage space is the glove box. Under the armrest/console/table is a large open space with plenty of room for small bags. That space includes two cupholders that open up if you require even more space. But the cupholders are quite low and far from the driver and passenger’s reach. These would've been better placed higher on the central console. One thing I can’t fault is the overall feeling of quality to the cabin materials. It feels like a well built, robust cabin. Moving to the rear seats, you’ll find ample headroom, but toe room under the front seats is limited. Knee room behind my 184cm driving position is just okay. The front seat backs are made from quite hard plastic so you wouldn’t want the seat to be too far back. Amenities back there include map pockets, a USB-C port on the back of both front seats, knee-level air vents, a small nook on the back of the console and a fold-down arm rest with shallow cupholders. There’s no chunky transmission tunnel because it’s an EV. Rear seats are flat but reasonably comfortable and the chunky head rests are adjustable. Earth and GT-Line grades get a standard power tailgate, which is always welcome and the boot comes with a light and side nooks. Kia says the EV3 can swallow 460 litres of cargo with all seats in place and it’s a sizeable space, especially given the compact dimensions of the car. I love the two-level boot floor. You can place the removable floor at the same level as the tailgate lip, making for ample secure under-floor storage, or place it lower for larger items. Very clever. A front trunk can stow 25 litres which is enough for a charge cable. The bonnet has gas struts, too, which I always appreciate. Sadly the EV3 only comes with a tyre repair kit and not even a temporary spare wheel. Not uncommon for EVs, but Australians deserve better. I clocked up just under 1000km of driving in the past month and the trip computer says it was a more efficient few weeks than my first instalment. It showed 16kWh/100km, which is a tick under Kia’s claim of 16.2kWh. Not a bad result. Factoring in usable battery capacity and my efficiency figures, the real-world range this month was about 488km. That’s it for my second instalment of the 2026 Kia EV3 GT-Line long-term review. Keep an eye out for my final instalment in a few weeks and an accompanying video wrapping up my time with the car and outlining everything I like and don’t like about this appealing little EV.   Acquired: February 2026 Distance travelled this month: 968km Odometer: 6931km Average energy consumption this month: 16kWh/100km

The small SUV market is getting busy. Plenty of aggressively affordable models are here, arriving, or soon to land thanks to the boom in China’s international new car market. Cars like the Kia Seltos can’t win on price alone anymore, as may have been the case in the past. It’s a good thing, then, that Kia has a new Seltos with some fresh tricks like a hybrid system for Australia and an interior that wouldn't look out of place in much more expensive Kias. This car isn’t due in Australia for some time - around October should be the launch - but an international preview in South Korea gave us a pretty solid look at what we can expect from Kia’s new small SUV. We don’t know quite how much the Seltos will cost just yet, but we have some clues. Given the last-gen Seltos pricing and the market positioning of the very closely related Hyundai Kona, we expect the Seltos to start in the high $30,000 region, before on-road costs. Chances are its line-up will look a lot like the previous Seltos range, with a few options ranging from a relatively basic ‘S’ to the fully-specified GT-Line. Specifications and features are also yet to be determined. The cars available to us during the test were likely representative of GT-Line cars that will arrive in Australia, with panoramic sunroofs, heated and vented seats, adjustable interior ambient lighting, synthetic leather upholstery and a large screen display. The three-part screen unit consists of 12.3-inch screens - one touchscreen for multimedia and one for the driver display - either side of a 5.0-inch touchscreen for climate controls. As is often the case with this section of the screen arrangement in Kias, it’s out of sight behind the steering wheel when you’re in a driving position. If you’ve been in a recently designed Kia like the EV3 or EV5, the interior design and layout will look familiar. There are still physical buttons and controls for important functions, as well as shortcuts to key sections in the multimedia menus, but the overall layout is relatively tidy. The driving position works well, visibility is good thanks to decently-sized windscreen and windows, and the seats are comfortable enough for a full day of driving. The second row is spacious enough for an adult on a decent drive, Kia says there’s another 20mm of legroom because the Seltos is now slightly bigger than the previous generation - 45mm longer with a 60mm longer wheelbase. There’s also 536 litres of boot space, and in Australia under that will be a spare wheel. This means we won’t have vehicle-to-load (V2L) capability, but it seems the sensible trade-off for Australia if only one of the two is up for grabs. In Australia, the drivetrain will be a hybrid-assisted 1.6-litre four-cylinder petrol engine mated to a six-speed dual-clutch automatic transmission. We’re expecting a front-wheel drive version with outputs to be approximately 113kw/265Nm, plus an all-wheel drive with 131kW, though its rear wheels will be powered by an electric motor and not mechanically connected to the front wheels. The hybrid version will be it for Australia, with the brand forgoing petrol-only variants. This means more efficiency to be expected from the new Seltos, and while Kia hasn’t provided indicative fuel economy expectations for this variant, the Korean test drive provided some insight. While not a perfect indication of the efficiency we can expect in Australia (given South Korea’s roads are flatter, straighter and slower for the most part), our test averaged between 4.8L/100km and 6.1L/100km. Tyre pressures were a few kilopascals higher than you’d expect them to be on an average Australian commute, by the way. We’re going to wait until later this year for a more definitive judgement on the Seltos, but first signs are impressive. Of course, a local Australian tune is already in the works thanks to Kia Australia’s Chief Engineer for Ride and Handling, Graeme Gambold, but the starting point built to suit the Korean market is a good basis. It’s soft and can get wafty on uneven surfaces, but generally easy to control in dynamic cornering without sacrificing comfort on long stretches of old roads. We can expect a firmer tune for better input response here in Australia, with the aim of reduced body roll and more accurate steering. The drivetrain, aside from its efficiency, is also a big plus for the Seltos, though its regenerative braking caused a couple of unexpected minor lurches during braking. While not entirely lacking urgency, keen drivers might be disappointed by the outputs, especially in front-drive. The nature of Korea’s highways and roads meant we were only able to get a matter of minutes rather than hours of twisty-road dynamic driving in, but given Kia Australia’s history of decent suspension work, there’s reason to expect the new Seltos will handle well once it lands in Australia.

One of Volkswagen’s most important vehicles has welcomed what will almost certainly be its most important powertrain, with a plug-in hybrid variant here to capture all those people tired of having to black-market an organ every time they need to fill up. And it turns out that there are a lot of those people. Plug-in hybrid sales are up 119 per cent so far this year — and more than 500 per cent in April alone — and it’s into this PHEV feeding frenzy that Volkswagen launches its plug-in Tiguan, which is available in Elegance guise, or as a sportier and more powerful R-Line. In Elegance guise, the sticker price is $64,590 before on-road costs, while the R-Line ups the cost to $74,550. Both have sharp drive-away price deals at the moment that will see you on the road for less than the RRP. There's a solid inclusion list too, mirroring the non-hybrid range, as well as some driving kit, like adaptive damping, and a clever e-diff that smooths out understeer and dials up grip. Well, VW calls it an eHybrid, which is company parlance, but the end result is the same, with its powertrain combining a 1.5-litre turbocharged petrol engine with a front-mounted electric motor and a 19.7kWh battery. Electric driving range is around 115km (WLTP), and both grades are set up for 40kW DC charging, or 11kW charging at home — the latter meaning you can essentially use a regular power point, or a much faster wallbox-style charger. Opt for the Elegance, and the total system power is 150kW and 350Nm, while the R-Line is tuned to deliver 200kW and 400Nm. Both feed their power through a six-speed dual-clutch automatic gearbox, and are front-drive only, with the electric motor positioned on the front axle. Power is only ever a small part of a new-car story. Producing grunt is often the easy part. Delivering it in a car that feels properly ready to receive it is seemingly much harder. Happily, the Tiguan is a definite bright spot on the soft and spongy horizon of new-car sales in Australia. It feels properly engineered from behind the wheel, with a ride that delivers true connection with the road surface below, even if it does definitely stray into too-hard (and even a bit jittery) territory over corrugated road surfaces. There's not a huge amount of body roll when cornering, and it feels sorted from behind the wheel. The way the electric power is delivered in this car is also a bonus. It is very noticeable that it is using exclusively electric power from low speeds. The torque is instantaneous and it propels you forward before the engine kicks in at about 20 kilometers an hour or so. The result is an SUV that feels more like a nippy little EV at city speeds, before turning into plug-in family transport elsewhere. There are only two quirks that irk me a little. One is the consistency of the brake pedal feel, which sometimes feels like there is plenty of pedal travel, and other times feels like there isn't much at all, which makes how much pressure to apply a little unpredictable at times. The other is the weight of the steering, which can go from very light as you brake into a corner, before quickly weighting up as you accelerate out. Neither are major problems, but can take a little getting used to. Inside, the interior lighting is customisable and has a nice, sporty touch in the R-Line, while the twin screen setup – including the gigantic centre screen – is premium in look and feel, too. Be warned though, the driver-distraction monitor doesn't just sound an alarm, but locks you out of the screen until it decides that you're paying attention again, so if you're doing something on the screen, it then freezes. But kudos to Volkswagen for concocting an iPhone wireless charging solution that actually holds your phone in place, with a little lift flap in the centre console that keeps things secure while charging, whether that's via the twin USB-C ports or via the twin wireless charging pads. Elsewhere, and apart from the plastic-feeling centre console edging, everything in the cabin is nicely wrapped, and it does give the sense of a car that just feels well sorted, both on the road and from the driver's seat. Space in the backseat is ample for my 175cm frame, and boot space is pretty family friendly – despite a slight space penalty to pay compared to non-hybrid models –with 490 litres with the rear seats in place, and 1486 litres with the second row stowed.

The Volkswagen Tayron eHybrid might just be the hidden gem in VW’s SUV line-up, and it’s all because you get less of something, not more. Sounds weird, I know, but stay with me. It was once pretty easy to identify the difference between the Tiguan and the Tiguan Allspace. One had five seats, and the other mostly had seven. Simple. But this Tayron eHybrid changes that equation. It’s the plug-in hybrid replacement for the Allspace, joining the petrol-powered versions that have already launched in Australia. And like the just-launched Tiguan eHybrid, it’s exclusively a five-seat affair. But it’s also bigger, cheaper and I reckon better to drive than the Tiguan, if it doesn’t have the immediate nameplate recognition of its smaller sibling. Same five seats, same petrol-electric powertrain, just with more space for less money, even if its equipment list isn’t quite as generous as the one in the Tiguan. The Tayron eHybrid is the latest arrival in Volkswagen’s plug-in hybrid push, sharing its powertrain specifics with the Tiguan eHybrid. That means a 1.5-litre turbocharged petrol engine with a front-mounted electric motor and a 19.7kWh (net) battery, and an all-electric driving range of around 115km on the WLTP cycle. Both grades are set up for 40kW DC charging, or 11kW charging at home — the latter meaning you can essentially use a regular power point, or a much faster wallbox charger. There are two trim levels, the Elegance and the sportier-feeling R-Line, with the latter also adding progressive steering to the driving aid list (both also get adaptive damping and an e-diff lock). There are also different power outputs for each — in Elegance guise, that means 150kW and 350Nm, while the R-Line improves the grunt on offer to 200kW and 400Nm. Each trim has its petrol engine and electric motor up front, meaning front-wheel drive, with the battery at the rear, and feed their power through a six-speed dual-clutch gearbox. And all of that is largely identical to the Tiguan. But from there, things change. The Tayron PHEV might not sport the seven seats of internal combustion versions, but it’s still got the body size to fit them. It’s both longer and wider than its five-seat sibling, and it serves up wagon-like space in its boot, with a sizable 705 litres with the second row in place, and a massive 1915 litres with the row folded flat. That makes this a proper family transporter.  There is oodles of room in the back seat, too, though there is a comically large tunnel running through the centre of the backseat that will definitely impact leg room for adults riding in the middle seat. The window seats offer an adult-friendly amount of room, though. I’m 175cm, and had no issue getting comfortable. There’s also a pull-down divider, twin USB ports and tri-zone automatic climate with twin rear vents. Both the Elegance and R-Line interior treatments are clean and modern, with solid material choices and a genuine feel of quality in the elements you interact with. In more good news, I think the cheapest version is the stronger buy. The extra power on offer in the $75,990 R-Line version actually feels unnecessary in the context of the Tayron. The performance in the $62,390 Elegance feels ample, especially with the added zip from the electric motor when taking off at city speeds. Right now both models are significantly cheaper, too, with a limited drive-away offer on both grades that will see you on the road for less than the RRP. Anyway, the Elegance is officially about one second slower to 100km/h than the R-Line, sure, but a) it doesn’t feel it, and b) who cares? This is spacious family transport, not a Nurburgring rocket. It can get a bit revvy when when you really plant your foot from a rolling speed, and it can feel too firm on properly jittery road surfaces. But it’s otherwise a competent and pretty comfortable drive, with a confident weight to the steering and a feeling of connection between drive and car, especially on winding roads, that’s sometimes missing from its competition. There are subtle differences in the way the Tayron and Tiguan drive. Both feel competent and buttoned down, but the Tayron feels a little more stable and better balanced, likely owing to the 110mm longer wheelbase. Like in the Tiguan, the EV power delivered when you take off really eases forward progression so much so that you really don't want for more power. In Elegance trim, your spend buys you 19-inch alloy wheels, an auto-opening boot, and LED lighting. Inside, there’s leather trim with seats that offer heating, cooling and ventilation, a digital driver display, a 12.9-inch central screen and wireless charging. Springing for the R-Line nabs you a sportier look, as well as 20-inch alloy wheels and VW’s clever Matrix LED headlights. There’s a bigger screen and some other niceties, too, but how much all of that matters is up to you. Unfortunately, Volkswagen won’t budge on its now-too-short-feeling five-year and unlimited-kilometre warranty, which grates in a world of seven-, eight- and 10-year warranties. Volkswagen insists its customers don’t want or need more, but I’d like to speak to some of these customers. The battery is covered for eight years or 160,000kms.  Servicing is required annually, and a three-year prepaid package will set you back $1605, while a five-year package is $3391 For mine, the Tayran is the VW sleeper, and the Elegance eHybrid is the pick of the plug-in bunch.

BYD shook up the ute establishment with the arrival of its ground-breaking plug-in hybrid, the Shark 6. Now it’s looking to target the heartland of the ute audience with its newest addition. The Shark 6 Dynamic is a cab-chassis variant, expanding the appeal of the Chinese-made ute to a more working-class audience, and in particular the lucrative fleet segment. Or at least that’s what the company is hoping for, as the Dynamic joins an expanded Shark 6 line-up that also includes the more powerful Performance variant, which introduces 3.5-tonne towing capacity. Priced from $55,900 plus on-road costs the Dynamic Cab Chassis is the new entry point to the Shark 6 line-up, $2000 cheaper than the existing Premium and $7000 less than the new Performance. It’s powered by the same combination of 1.5-litre turbocharged petrol engine and dual electric motors (one on each axle) as the Premium, which is good for a combined output of 321kW/650Nm.  The motors are supported by BYD’s signature Blade battery, a 29.5kWh lithium iron phosphate unit that's the same as the other Shark 6. That’s enough for a claimed driving range of 800km combining the battery and 60-litre fuel tank, with a 100km electric-only range and fuel consumption rated at 2.0L/100km. Interestingly, BYD has opted to limit the new, bigger 2.0-litre engine to the Performance, so the Cab Chassis, despite being the obvious workhorse of the range, is limited to a 2500kg braked towing capacity. Instead of targeting the towing market, BYD is clearly hoping the Dynamic Cab Chassis appeals to those looking for a flexible work solution, which is exactly what fleet buyers want. By offering a Cab Chassis, BYD will be able to target organisations that need a ute but also have specific needs for the tray, such as special toolboxes and other setups. However, if you’re looking for a solution direct from the showroom, BYD has partnered with Ironman 4x4 to develop an approved tray available as an option. It features eight integrated tie-down points and two lockable storage boxes, one of which houses the charging outlet. It measures 1679mm long, 1809mm wide and 259mm in height. BYD hadn’t confirmed the price of this Ironman tray at the time of publication. BYD has also avoided publishing a direct payload figure, only publishing the gross vehicle mass and kerb weight, which suggests a 900kg payload, albeit minus the weight of the tray (which is 150kg) or any other extras.  In addition to carrying over the same powertrain as the Shark 6 Premium, the Cab Chassis also has the same suspension setup, double wishbone type front and rear, instead of utilising the more capable leaf-spring rear end suspension favoured by most of its rivals. While this does limit payload, to a degree, it also helps ensure the Shark 6 Dynamic rides with a more SUV-like composure, rather than the busier, more bumpy ride that its rivals can suffer from - especially when unladen. It’s obviously a risk in this highly competitive market, but so was launching a plug-in hybrid ute in the first place, so it makes sense that BYD is sticking to the strategy that has worked so far. It translates to a ute that is quite quiet and pleasant to drive both on-road and off-road, although testing it alongside the new Performance did highlight the extra strength of the new, larger engined model. BYD did add approximately 400kg of payload to the tray for us to sample the ride and performance with some weight in the back. Given the amount of weight, it was entirely surprising that it managed to perform without any noticeable difference. Certainly, for fleet or private buyers needing to carry a few hundred kilos or add big toolboxes or similar to the back of the Shark 6, this new Dynamic variant will be up to the task. It has the same well-finished interior as the Premium, so it doesn’t look or feel like a ‘workhorse’ inside either. It has the same level of space and versatility that has made the Shark 6 a popular choice for so many ute buyers, presumably many with families, so the SUV-like cabin makes it feel family friendly.

Before you get your hopes up… no, despite the name, this isn’t BYD’s answer to the Ford Ranger Raptor. But the new Shark 6 Performance might do something even better than just be quick. This is the brand’s first major update to its ute, coming after it became a sales hit despite paving the way for plug-in hybrid (PHEV) utes. However, while it has cemented itself as one of the top five most popular utes in Australia, it isn’t without its shortcomings. Specifically, the Shark 6 came under fire for its 2500kg towing capacity, when the industry standard is considered 3500kg, and some issues when the going gets slippery off-road. So, BYD has acted swiftly to try and address those criticisms and continue the Shark 6’s sales growth. That’s why the Performance, which sits above the existing Premium variant, has a new 2.0-litre four-cylinder turbocharged petrol engine, replacing the 1.5-litre version. BYD has also added a more powerful front axle motor (but kept the rear axle motor the same), for a combined system output of 350kW and 700Nm. That’s a 29kW/50Nm improvement over the Shark 6 Premium. While that doesn’t mean it’s much faster, the 0-100km/h sprint now takes 5.5 seconds which is only 0.2 seconds faster than the Premium, but the added torque means the Performance can tow up to 3500kg. Then to tackle the criticisms about its off-road performance, particularly on steep inclines and slippery surfaces, BYD has introduced a new off-road setting to the car’s complex computer, ‘Crawl’ mode. This new setting was developed in Australia, as we are the lead market for the Shark 6, and it goes a long way to rectifying the problems the PHEV ute would have on high angle, slippery surfaces at low speed, where the traction control system would struggle to get you out of a jam. So Crawl mode activates between 0-12km/h and uses the petrol engine to help get over rocks, steep climbs, deep ruts and soft sand. Notably, BYD opted against adding the mechanical locking differential featured in the sister-brand Denza’s B5 and B8 SUVs, which share the same 2.0-litre PHEV powertrain.  What there are though, are larger brakes, which helps if you’re towing an extra tonne, and revisions to the suspension, but otherwise changes are limited. Visually the Performance and Premium are the same externally, with the Performance getting a unique steering wheel and steering column-mounted gear selector. Driving the new Shark 6 Performance across a variety of conditions - on-road, off-road and towing - it doesn’t take long to realise why it has become so popular. BYD has had the rare fortune of meeting the market with exactly the right vehicle at exactly the right moment. With the rise of ‘lifestyle’ utes, the fuel efficiency of the Shark 6 Performance - using just 1.3L/100km and with a 80km electric range - combined with its new-found off-road improvements and ability to tow more, will only make it more appealing as diesel prices show no signs of diving anytime soon. On the road, the new engine doesn’t feel dramatically different to the existing 1.5-litre though, so if you are still thinking the badge makes it a sporty, high-performance ute, you will be disappointed. But it did manage to tow well over 2500kg during our test drive, pulling a large caravan without too much effort. Yes, you can feel the engine and motors are working harder to haul so much weight, but it doesn’t feel like it is straining. While we only did a basic towing test, BYD claimed that during local testing they pulled a 3500kg, 25ft caravan and saw a return of 18L/100km. Priced from $62,990 (plus on-road costs) the Performance is a $5000 premium on the Premium, but that will be a small price to pay for those looking for that extra 1000kg of towing capability.

Good things come to those who wait. Six years since Cupra showed off its first concept for the Cupra Raval, we've finally had our first chance to climb behind the wheel of the small Mini Cooper SE-rivalling all-electric hatch ahead of Australian sales kicking off in the second half of next year. The first of four new small EVs that includes the Volkswagen ID. Polo, ID. Cross SUV, plus the Skoda Epiq, it was left to VW's Spanish brand to lead all four cars' development, and it really shows with the Raval. By far the sportiest of the quadruplet, the Raval features Cupra's familiar angular styling, which includes a sharpened shark nose. Ramming home its hot hatch intentions, are large wheels and a hard-to-miss rear spoiler and oversized diffuser that could have been lifted off a racer but actually slash drag to boost efficiency. Measuring in at 4046mm long, 1784mm wide and standing at 1518mm with a 2600mm wheelbase, the Raval is surprisingly spacious within – even in the second row where a large adult can sit behind another large adult with just enough leg- and headroom. The boot is impressive too, at a large 441 litres. Unlocking space has been the choice of using the VW Group's new 'MEB+' platform that neatly packages the single front motor, transmission, inverter and power electronics under the front bonnet, carving out more room for people. Ensuring it has the dynamic edge over rivals and its platform mates, the Cupra Raval, has a 10mm wider front and rear track for higher levels of grip mid-corner. All models also sit 15mm lower to the ground than an ID. Polo for less body roll. Other unexpected differences are that the Raval boasts uprated front wheel carriers, plus a stability control system that can be completely switched off for track use. In its native Europe, the Raval is offered with either a small 37kWh lithium-iron-phosphate (LFP) battery or a, still-modest, 52kWh nickel-manganese-cobalt (NMC) power pack. With the littlest battery the Raval can travel up to 300km on a charge and is combined with either an 85kW or 99kW front motor. In Australia, it's been suggested buyers will only get the larger 52kWh power pack that can see the Mini rival drive up to 440km on the WLTP test cycle, with a choice of either a 155kW or 166kW e-motor. When it comes to charging speed, the bigger battery can only be topped up at a peak rate of 105kW but despite that a 10-80 per cent charge still takes between 23 and 24 minutes, which is reasonable for a small EV within its class. Behind the wheel, the sporty angular looks are reflected within, especially in the range-topping VZ that comes with the option of grippier Cup bucket sport seats that clamp you in position. Featuring, a 12.9-inch multimedia set-up that comes with wireless Apple CarPlay and Android Auto, ahead of the driver is a sporty steering wheel with proper buttons and a clear 10.5-inch digital dash. What's missing are shortcuts for the touchscreen, although the multimedia is quick to react and has clear graphics. Highlights of the Cupra cabin include a 3D-knitted upholstery that uses 100 per cent recycled material. There's also a sporty steering wheel and cool new ambient lighting tech that projects patterns, colours and animations along the door cards. Bringing you back down to earth are the hard plastic door pulls that feel built to a price, but still don't detract from the fun. Developed under the mantra that Cupra was building a small EV you'd actually want to drive, at the top of the Raval tree is the VZ hot hatch that essentially will share much with the inbound VW ID. Polo GTI. Ensuring it can narrow the gap between it and more conventional petrol-powered hot hatchbacks, the VZ gets the high-output 166kW e-motor, adaptive dampers, an electronic-locking differential and large 19-inch alloy wheels wrapped in sticky tyres that, alone, slash the range from 440km to around 388km. All Ravals come with the variable ratio 'progressive' steering rack and a special 'ESC Sport' program, plus the ability to switch it off altogether. Off the line, the VZ offers plenty of performance with 0-100km/h taking around 6.8 seconds – just a tenth off Mini's claim for the Cooper SE. Top speed is 175km/h which apparently isn't enough for the Europeans, with a software patch on the way to raise the limit to a more palatable 190km/h later. Around town, most will prefer the Raval in either 'Comfort' or the more efficient 'Range' setting that softens the ride and is available with three levels of brake regeneration, plus a neat adaptive regen feature which monitors vehicles ahead and adjust the Raval's stops to suit. Cycle through to 'Performance' mode and the steering weights up to some something that feels more natural, while the damping forces increase for better body control, but at the expense of the ride – which we have concerns over. The largest 19-inch wheels might be a bit much on our roads, but engineers say the 17- and 18-inch wheels also fit the fastest model and improve ride quality. Escape the city and push on and the Raval is a lot of fun. There's lots of grip, commendable agility and decent cross-country pace. On track, if you push on you'll feel the electronically-controlled differential working hard for its living, pulling you out of corners with a gentle tugging of the wheel – just like a proper petrol hot hatch would. The Raval doesn't feel quite as lithe as you'd hope and after all it does weigh around 1600kg for the heaviest version but the engagement it offers up is impressive for an EV. What's missing is virtual gearshifts, like a Hyundai Ioniq 5 N, but they might be offered later as part of an over-the-air update or option. The little Cupra also comes with a synthetic sci-fi dystopian soundtrack in its sportiest 'Cupra' mode, plus a pair of configurable modes. One final issue we had with our first car, is the Raval's fancy new 'one-box' e-braking system which squeezes in the brake servo and anti-skid tech into one module served up inconsistent reactions in extreme circumstances. Our second car was much better but we look forward to further testing on more familiar roads. Since Australians aren't great fans of ill-equipped cars, Cupra Australia wisely thinks it might skip the entry and V1 trims, preferring to focus on the mid-spec V2 and flagship VZ. When it lands, expect the Raval V2 to come with a 155kW e-motor, 19-inch alloy wheels, electric folding door mirrors, LED headlamps, a 12-speaker Sennheiser sound system, a wireless phone charger, vehicle-to-load (V2L) power, two front and two rear USB-C sockets, ambient light projection, dual-zone climate control, a heated and wrapped multi-function steering wheel and heated sport seats. When it comes to safety, there are seven airbags as standard, adaptive cruise, lane-keeping, front and rear cross-traffic alert and autonomous emergency braking (AEB) that detects pedestrians and cyclists. Choose the VZ and, as well as the extra chassis hardware and extra power, you get different 19-inch alloy wheels, matrix LED headlights, 3D LED rear lighting, the Cup bucket seats, a 360-degree camera view and a more sophisticated adaptive cruise control. Like every other Cupra model, the new Raval will come with a five-year/unlimited-kilometre vehicle warranty, with a further eight-year/160,000km protection for the high-voltage batteries. We expect the smallest Cupra Raval to come with a capped-price servicing package, with service intervals primed to be every 24 months or 30,000km. As for pricing, Cupra Australia says it's too early for any indicative costs for the Raval but admits it will command a big premium over similar-sized Chinese rivals, like the Geely EX2. That said, early intel suggests the flagship Raval VZ could be priced from $50,000, plus on-road costs, which would mean it will still be cheaper than the less practical three-door Mini Cooper SE ($58,990, plus on-roads) and the much quicker MG4 XPower ($55,990).

Many premium European carmakers have launched new mid-size electric SUVs, including BMW and Mercedes-Benz, but now it’s Volvo’s turn and it could be the pick of the bunch. The Volvo EX60 is an electric counterpart to the XC60, which has been the brand’s best-selling car for more than 15 years. This means the EX60 has a lot to live up to, however there is growing demand for electric vehicles (EVs), especially amid the fuel crisis. To get a feel of this new Volvo electric SUV, we got a spin on the outskirts of Barcelona ahead of its Australian arrival late in 2026. At launch there are going to be two versions of the EX60 – the Ultra P6 RWD, priced from $86,990 before on-roads and the Ultra P10 AWD, priced from $101,990. This entry price notably undercuts the BMW iX3, which starts at $109,900 before on-road costs. However, the German carmaker is launching with the top-spec 50 xDrive trim with 805km of WLTP-claimed range first, whereas Volvo is launching with mid-spec versions of the EX60 with smaller batteries and less range initially. It’s understood that the range-topping P12 AWD trim, as well as a more affordable, entry-level grade will arrive in 2027. The price tag is even more appealing when you consider the amount of standard kit you get. Australian-spec EX60s all receive 21-inch alloy wheels, matrix LED headlights, a power tailgate, 11.4-inch digital instrument cluster, 15-inch touchscreen multimedia system, 28-speaker Bower & Wilkins sound system, three-zone climate control and synthetic leather. Opting for the Ultra P10 AWD brings adaptive suspension rather than a passive set-up with frequency selective dampers, as well as Nappa leather upholstery. One of the biggest drawcards with this new Volvo electric SUV is the driving range. The entry-level P6 gets an 83kWh lithium-ion battery with 610km of WLTP-claimed range, whereas the P10 trim gets a 95kWh lithium-ion battery with 660km of WLTP-claimed range. That’s arguably enough to quell range anxiety for many, but the aforementioned P12 gets an even larger 117kWh lithium-ion battery with 810km of WLTP-claimed range which is slightly more than the iX3 50 xDrive and on par with many combustion-powered cars. Better yet is the charging. All EX60s have an 800V electrical architecture, meaning fast charging. The P6 trim has a peak DC fast-charging rate of 320kW, while the P10 can do up to 370kW and the forthcoming P12 up to 400kW. With the P6 and P10, this means a 10-to-80 per cent charge in 16 minutes – a game changer for long-distance road trips. AC charging is offered at rates up to 22kW which is currently the benchmark. Power in the P6 comes from a single, rear-mounted electric motor producing 275kW and 480Nm, whereas the P10 gets an additional electric motor on the front axle bringing total system outputs to 375kW and 710Nm. In practice, neither version of the EX60 feels slow or sluggish. There’s an instantaneous zip off the line, plus plenty of rolling acceleration available for quick overtakes. Adding to this, the EX60 feels nimble and dynamic which defies its circa-2.2-tonne heft. A lot of this comes down to the steering which is incredibly direct and only requires small movements to change direction. I’m also a big fan of the small steering wheel which is rather Peugeot-like and has plenty of physical buttons and toggles. Although the versions we drove in Spain were equipped with massive 22-inch alloy wheels, the ride is plush, comfortable and compliant. My only gripe is that the adaptive suspension in the softest setting can get a little too floaty over harsher imperfections or speed bumps. We’ll have to reserve full judgement of the suspension until we can drive the EX60 on Australian soil later this year. Now to the more polarising elements of the EX60. The exterior design is undoubtedly clean and aerodynamically optimised, hence the big range figures. However, the exterior door handles are far from conventional. You get into the EX60 by pushing a button on a small flap located just under the window. It’s a similar set-up to the front door handles on the Ford Mustang Mach-E. I’m sure you’d get used to it but initially the operation feels fiddly. I’d much prefer regular door handles and incur the slight range drop as this is something that didn’t need reinventing. Then there’s the interior. The landscape central touchscreen is a major departure for Volvo, but it’s easy to navigate around the native interface thanks to contextual shortcut buttons close to the driver. You need to adjust virtually everything using the touchscreen and for the most part this is easy thanks to key menus and shortcuts. However, adjusting certain things, like the steering feel for example, requires you to dig into sub-menus. It also doesn’t take long for the driver attention monitor to ding at you for glancing away from the road… Looking elsewhere around the cabin, it’s open and light. The glovebox is located at the front of the centre tunnel, plus the cupholders shoot out from the centre armrest. I would like some more covered storage up front, though. Speaking of storage, there’s massive front and rear boots. The latter even features a trick split load floor that allows you to reveal just a portion of the underfloor section. As expected with a Volvo, safety is a major focus. It’s expected the full safety suite will be standard, however exact Australian specifications will be confirmed closer to launch. The same can be said for the ownership package. To date all Volvos are covered by a five-year, unlimited-kilometre warranty which is standard for premium brands but mediocre when compared to mainstream marques.