EV Reviews

The Zeekr 7GT has become one of the more hyped new cars headed to Australia before the end of 2026, which is surprising because it’s a station wagon. This new entrant into the fully electric arena will sit alongside the very successful 7X in the challenger brand’s line-up as a more low-slung option with seriously sporty aspirations. For this preview drive, right-hand drive cars weren’t quite ready yet, but we were offered the opportunity for a bit more wheel time than we’ve had before, on the track and in the snow. What does it tell us about this intriguing non-SUV option? Read on to find out. I know you’re probably hoping to know how much the Zeekr 7GT will cost, but we still don’t have that specific detail. What the brand did tell us is the fully electric wagon will come in the same three core variants as are available over in China and Europe - a base standard range rear-wheel drive, a mid-spec long-range rear-wheel drive and a top-spec performance-oriented all-wheel drive. If it follows the same pricing structure as it does overseas, the 7GT will be more affordable than its 7X mid-size SUV sibling, with a starting price of around $55,000 if the usual conversion stays true. Expect the range to top out around the $70K mark by the time you walk up to the top-spec all-wheel drive. This means you’re paying combustion car prices for EV performance, with rivals including the Subaru WRX Sportwagon (from $58,490), Skoda Octavia RS (from $64,990 in wagon form), or on the EV front, the Tesla Model 3 (from $54,900 - no wagon available). As to features, we can look to the European market for an idea of what to expect. There, all versions of the 7GT score the dash-dominating 15-inch multimedia touchscreen, and shaped 13.0-inch digital dash, similar to the 7X's. Higher variants get a 35.5-inch head-up display, while other standard kit includes a panoramic sunroof and LED headlights. Inside, trim ranges from black textile on the base car through to a blend of Nappa leather and synthetic materials on the higher-grade cars. In Europe these are able to be chosen either in black or white, while a wider array of interior colours, including sporty suede-style bucket seats. Zeekr even hinted at the possibility of doing a special fourth trim level which could be a range-topping sporty model. One thing is for sure, Zeekr is selling cars on the feeling the interior leaves you with. Like the 7X, the 7GT continues to subvert expectations of how a Chinese car can look and feel from the inside. The commitment to nice materials, solid ergonomics, and even slick software leaves you with the impression that you’re in something European rather than Chinese. This is no doubt largely to do with the fact Zeekrs are at least partially designed next door to Volvos and Polestars at Geely Group’s Gothenburg facilities in Sweden. The same goes for the outside, where the 7GT has the proportions of a sporty Euro wagon, with the more Chinese-leaning design motifs personifying its ‘hidden energy’ design language. To that end, it shares its minimalistic bar-style face with the 7X, familiar frameless doors, but with a bespoke rear design which integrates a bar-style LED below a little lip spoiler on the tailgate, with an edgy split-spoiler adding some intrigue to the roofline. It’s a cool looking machine, with an array of aggressive wheel choices, but I have no doubt that it will continue to set Zeekr apart from the rest of the Chinese pack. How does it drive? We sampled both rear-wheel drive versions (which have 310kW/440Nm) and the top-spec all-wheel drive version (475kW/710Nm) at the track, as well as just the AWD on the snow. What did we learn? Both drivetrains are punchy, and the steering and feedback on offer continues to be a highlight. This car has some attitude behind the wheel, and while the power might sound overwhelming, the somewhat strict stability control keeps things sane. That having been said, when we had the opportunity to turn it off on the snow, even the all-wheel drive version would get super rear-happy, proving it’s got a bit of chaos to share, allowing massive drifts in the right conditions. One big question mark is suspension. The 7GT has been criticised overseas for being a bit soft compared to the kinds of Euro rivals it’s planning to take on, and sadly with only Chinese-spec cars to test this time around on conditions hardly representative of Aussie roads it’s hard to tell how this all-important factor feels this time around. We hope the brand will have at least a regional suspension selection tailored more to the tastes of Aussie buyers by the time it arrives. I wasn’t a huge fan of the reliance on touchscreen menus, which can be a tad fiddly, even with a few shortcut buttons and a volume dial. However, the 7GT impresses with its 456-litre boot capacity (similar to many mid-size SUVs) and up to 65-litre frunk, too. Its electrical architecture also promises up to 450kW of DC charge speed, with a 13 minute estimated charge time from a slightly more common 350kW stack, according to Euro specs. It gets 3.3kW of vehicle-to-load as well. Safety kit is yet to be confirmed, but the 7GT was recently awarded a maximum five-star Euro NCAP rating to the latest tough standards, which the brand will no doubt be hoping carries across to Australia’s ANCAP scheme. Expect a so-so five-year, unlimited kilometre warranty, but service intervals for the related 7X are only every two years and reasonably priced.

As with its Hyundai Tucson cousin, the last two generations of Kia Sportage have long been good cars in search of better petrol powertrains. The old 2.0-litre atmo unit lacked spark and the 1.6-litre turbo was too highly strung for a family runabout. The petrol-electric hybrid vehicle (HEV) that usurps both, on the other hand, strikes the right chord, but wasn’t available in base guise – until now. The entry-level S Hybrid, from $44,490, drive-away, puts the base Sportage right in the Chinese electrified mid-sized SUV heartland. Inevitably, several plug-in hybrid (PHEV) rivals cost less and yet bring more equipment, like the BYD Sealion 5, Chery Tiggo 7, Geely Starray and Jaecoo J7. But cheapness is their main attraction and most suffer from some worrying deficiencies. Oddly, though, the S overlaps with some hybrid-only alternatives from China, like the GWM Haval H6 and MG HS, though again, both require more development. The Kia undercuts Japanese base-grade hybrid equivalents, such as the Nissan X-Trail e-Power, Honda CR-V e:HEV and, of course, the Toyota RAV4 Hybrid that begins from about $6000 more. That said, the S isn’t scant on spec, with much of the expected convenience basics, like climate control, a reversing camera, advanced driver assistance systems (ADAS) and alloy wheels. You’ll also find: A space-saver spare wheel – thank you, Kia Seven years of free Kia Connect remote app services access Keyless entry and start A 12.3-inch touchscreen with wireless Apple CarPlay/Android Auto Adaptive cruise control Front and rear parking sensors In other words, all you need and a bit more besides. There’s no wireless phone charger or heated front seats at this price point, though. Now in its fifth generation since 1993, today’s Sportage has been an especially strong seller worldwide. Maybe that’s why last year’s facelift is subtle. An obvious difference is the removal of the fussy inverted ‘V’ LED lighting up front, connecting the mid-sized SUV to some of its younger SUV siblings. Similarly, the Sportage’s cabin presentation has also weathered well. At first glance, you’d be hard pressed to pick this as the entry-level Sportage. Yes, the seats are cloth instead of modish synthetic leather (though vinyl belongs in record sleeves not in SUVs) and the driver’s side lacks lumbar adjustment. But these are the only real concessions to cost cutting. Dominating things is Kia’s classy, curved dual-display dash, which remains visually contemporary and operates smartly, swiftly and smoothly, while a row of fixed virtual buttons below responds on the first touch and are paragons of clarity. China (and Mazda CX-5), please heed, since the Hyundai Motor Group knows how to balance dashboard design and ergonomics effectively. The front seats provide adequate comfort and support, the driving position is faultless, the ventilation works fine, there is an abundance of storage and the quality of execution stands out. As with the spacious front row, back-seat entry and egress is effortless. The Sportage’s roomy rear features cushions are fixed, but remain adequately comfy, aided by backrests that recline a little. Also present are air vents, cupholders, USB-C ports and a folding armrest. Not bad for a base bus. Further back, even with the spare wheel, VDA luggage capacity is a decent 586 litres, expanding to 1872L with the 60/40 split-fold backrests dropped. Electrification need not compromise practicality. The S Hybrid 2WD uses a 132kW/265Nm 1.6-litre four-cylinder turbo-petrol hybrid engine, paired to a 47.7kW/264Nm electric motor, driving the front wheels via a six-speed torque-converter automatic. Combined outputs are 173kW and 367Nm, while a 1.49kWh lithium-ion battery is located by the multi-link rear axle. The result is remarkably velvety performance, from stepping off the line in EV-first mode, to maintaining a strong and steady pace at speed once the internal-combustion engine seamlessly pipes in. A world away from the wheezy old 2.0L unit, the Sportage is especially adept at delivering immediate, muscular throttle response, especially in Sport mode, for satisfyingly instant overtaking, though it’s also refined enough to be licence-losingly rapid even before the driver notices. Beware. This fluid ease also describes the handling set-up, with engagingly linear steering for quick yet controlled cornering capabilities aided by finely calibrated brakes (not always a given in hybrids). While not as supple as, say, the latest CX-5’s, the S Hybrid's suspension tune remains acceptably firm. And, save for the tiring speed-sign warnings, the ADAS tech is sufficiently calibrated for Australian roads. Again, not a given nowadays. Fixes for the next model should include grippier tyres than what the Nexen Roadian rubber provide in the wet and a tighter turning circle. Still, the S Hybrid shows that the Sportage has evolved and matured remarkably. A far cry from the dynamic calamity of the earliest generations. Pump-to-pump, we averaged 5.8 litres per 100km over a week’s worth of often-spirited inner-urban, freeway and performance-testing driving, against 5.2L/100km on the trip computer and Kia’s claim of 4.9L/100km. In theory, the Hybrid 2WD is capable of 1060km between refills of (91 RON standard) petrol. Finally, tested back in 2022, the Sportage garnered a maximum five-star ANCAP rating, largely for “good” occupant protection. The long role call of ADAS tech includes multi-faceted autonomous emergency braking (AEB) and lane-support systems, blind-spot collision-avoidance assist and safe exit warning. Meanwhile, there’s a seven-year/unlimited kilometre warranty and up to eight years of roadside assistance if serviced at Kia. Intervals are every 12 months or 10,000km. Capped-price servicing is listed at $353, $561, $422, $880, $397, $703 and $716 over the first seven years, totalling $4032. That’s $1185 more than the albeit-$6K-costlier base RAV4 over the same period.

For more than 70 years the Chevrolet Corvette has been a sports car icon and the current eighth-generation version comes to Australia in factory right-hand drive form. The petrol-electric hybrid Corvette E-Ray is arguably the most interesting version and we spent a week behind the wheel to see how 'America's sports car' fares in local conditions.

The Renault Symbioz Esprit Alpine is the flagship model in the new small SUV’s line-up. Priced from $45,990, before on-road costs, the Esprit Alpine combines luxury and sporty touches to differentiate it from the Techno hybrid below it in the range. Naturally, the Esprit Alpine is loaded with the most equipment, including auto headlights, a wireless smartphone charger, heated steering wheel and automatic climate control. Plus there’s a 10.25-inch digital driver display as well as a 10.4-inch central multimedia touchscreen connected to a nine-speaker Harman Kardon sound system. Not only does it have wireless Apple CarPlay and Android Auto included, but also Google Automotive Services, which means it can act like an extension of your Android smartphone in many respects. Other niceties include performance seats that are heated and electronically adjustable and red, white and blue stitching on the steering wheel plus a power tailgate. The Symbioz is based on Renault’s latest design language, which gives it a distinctive European look. The Esprit Alpine gets some unique exterior design elements, including chrome exterior trim as well as a more muted grille and badge treatment. Inside there is a small ledge ahead of the stubby gear selector, with the wireless charging pad hidden underneath it. There are two cupholders and a small lidded console box as well, plus small door pockets, which makes for a very practical cabin. In terms of space for people, up front the seats are comfortable and roomy, while in the rear the back of the driver and passenger seats have been heavily sculpted out to create a good amount of kneeroom. The Symbioz Esprit Alpine uses the first hybrid powertrain offered by Renault in Australia, a 1.8-litre four-cylinder petrol engine and electric motor that makes 116kW of power and 265Nm of torque. With a 48-litre fuel tank and claimed fuel economy of just 4.7L/100km the Symbioz has a theoretical driving range of more than 1000km on a single fill. In terms of safety, the Symbioz Techno has a good level of active driver assistant systems that are better calibrated than many small SUV rivals, plus there is a single-button function to switch off the systems you don’t want to use. However, the Symbioz has not been rated by ANCAP and has a four-star (from a possible five) crash test score from Euro NCAP.  The Symbioz Esprit Alpine is covered by Renault’s standard five-year/100,000km warranty, The company offers ‘Assured Servicing Pricing’ which covers the first five years or 150,000km, whichever comes first. This will cost you a total of $2715 for the hybrid during that time.

The all-new Renault Symbioz small SUV range begins with a mild hybrid variant in the Techno trim, priced from $36,990, before on-road costs.  The Techno mild hybrid comes equipped with 18-inch alloy wheels, auto headlights, a wireless smartphone charger, heated steering wheel, automatic climate control and 10.25-inch digital driver display plus a 10.4-inch central multimedia touchscreen connected to a six-speaker sound system. Not only does it have wireless Apple CarPlay and Android Auto included, but also Google Automotive Services, which means it can act like an extension of your Android smartphone in many respects. Renault’s designers have created a surprisingly spacious and well-considered interior for such a small SUV.  Up the front there are plenty of small item storage spaces. There is a small ledge ahead of the stubby gear selector, with the wireless charging pad hidden underneath it. There are two cupholders and a small lidded console box as well, plus small door pockets. In terms of space for people, up front the seats are comfortable and roomy, while in the rear the back of the driver and passenger seats have been heavily sculpted out to create a good amount of kneeroom. The rear seat slides to provide a trade-off between boot space and rear occupant space, so it does have an impressively large cargo capacity if you don’t need to take passengers. The mild hybrid Symbioz is powered by a 1.3-litre four-cylinder petrol engine and makes 104kW of power and 245Nm of torque. The mild hybrid has a fuel economy rating of 6.4L/100km, which provides a theoretical driving range of more than 750km thanks to its 48L fuel tank. In terms of safety, the Symbioz Techno has a good level of active driver assistant systems that are better calibrated than many small SUV rivals. However, the Symbioz has not been rated by ANCAP and has a four-star crash test score from Euro NCAP.  The Symbioz Techno mild hybrid is covered by Renault’s standard five years/100,000km warranty. The company offers ‘Assured Servicing Pricing’ which covers the first five years or 150,000km, whichever comes first, and the total cost for the period is $2695.

As more manufacturers chase buyers looking for an accessible entry into EV ownership, the challenge is no longer simply getting the price down. It's finding an electric car that doesn't make too many compromises along the way. That's what the updated MG4 Essence 64 is promising. But does it deliver?

The Geely EX2 Inspire is the top-spec version of Geely’s entry into the small EV market, competing with the likes of the BYD Atto 1, GAC Aion UT and MG4. Starting from $30,990, before on-road costs, the Inspire is $4500 pricier than the base Complete but gains plenty of features. Standard on the EX2 regardless are:  Auto LED headlights and tail-lights Powered seat adjustment 14.6-inch multimedia touchscreen  8.8-inch driver display Wireless Apple CarPlay and Android Auto USB-A and USB-C ports Four-speaker sound system Digital radio Geely connected services Keyless entry and start LED interior lighting Features added when you upgrade to the Inspire are:  Coloured ambient interior lighting Wireless phone charging Power tailgate Heated front seats and steering wheel Decorative metallic trim  Contrast black roof Rain-sensing wipers It’s 4135mm long, 1805mm wide and 1580mm tall, with a 2645mm wheelbase. There’s a segment-defying 450L of luggage space between the 375L boot and 75 under-bonnet storage or ‘frunk’. Upgraded from the Complete in terms of its drivetrain, the EX2 Inspire is powered by a 85kW/150Nm motor, mounted at the rear axle. Geely claims it is able accelerate from 0-100km/h in 11.5 seconds and it’s limited to 130km/h. A 47kW battery provides power, while the EX2 Inspire uses a claimed 15.5kWh/100km, which results in a driving range of 345km according to Geely. DC Charging is 80kW, while AC is just 6.2kW. Geely says it was designed with current ANCAP testing protocols in mind and expects a maximum five-star rating later this year, though this is yet to be determined. Regardless, the list of standard safety features in the 2026 EX2 includes: Seven airbags Occupant sensor and reminder Surround-view camera  Rear parking sensors High-beam assist Pedestrian alert (low speed) Traction and stability control Hill-descent control Adaptive cruise control Front- and rear-cross traffic alert Front and rear collision warning Blind-spot monitoring  Driver monitoring Emergency lane-keep Lane-change assist Traffic sign detection Geely offers a seven-year, unlimited km warranty on the EX2, with eight years' coverage for the high-voltage battery. Roadside assistance for seven years is standard and the option to buy up to seven years' of prepaid servicing at $1642 also provides peace-of-mind, the latter saving you $410 compared to the $2052 it costs paying per service. Intervals are every 12 months or 20,000km.

Renault is back with an all-new contender in the highly-competitive small SUV market. The Symbioz brings European style and a polished driving experience, along with hybrid powertrains. But we review it to see if it has what it takes to compete against a diverse array of rivals from Chery, Hyundai, Mazda and more.

The Geely EX2 Complete is a budget-friendly entry into the EV market from fast-growing brand Geely, competing with the likes of the BYD Atto 1, GAC Aion UT and MG4. Starting from $26,490, before on-road costs, the base Complete comes with plenty of features as standard including:  Auto LED headlights and tail-lights Powered seat adjustment 14.6-inch multimedia touchscreen  8.8-inch driver display Wireless Apple CarPlay and Android Auto USB-A and USB-C ports Four-speaker sound system Digital radio Geely connected services Keyless entry and start LED interior lighting It’s 4135mm long, 1805mm wide and 1580mm tall, with a 2645mm wheelbase. Between the 375L boot and 75 under-bonnet storage (or ‘frunk’) there’s a segment-defying 450L of luggage space. It’s powered by a 60kW/150Nm motor, mounted at the rear axle, which Geely claims is able to drive the EX2 from 0-100km/h in a sluggish 14.2 seconds. It’s limited to 130km/h. Drawing power from a 35kW battery, the EX2 uses a claimed 15.9kWh/100km, which results in a modest driving range of 252km according to Geely. DC Charging is 60kW, while AC is just 6.2kW. While there’s no ANCAP rating for the EX2 yet, Geely says it was designed with current testing protocols in mind and expects a maximum five-star rating. The list of standard safety features in the 2026 EX2 includes: Seven airbags Occupant sensor and reminder Surround-view camera  Rear parking sensors High-beam assist Pedestrian alert (low speed) Traction and stability control Hill-descent control Adaptive cruise control Front- and rear-cross traffic alert Front and rear collision warning Blind-spot monitoring  Driver monitoring Emergency lane-keep Lane-change assist Traffic sign detection Geely offers a seven-year, unlimited km warranty on the EX2, with eight years coverage for the high-voltage battery. Seven years of roadside assistance and the option to buy up to seven years' of prepaid servicing at $1642 also provide peace-of-mind. Intervals are every 12 months or 20,000km.

The latest generation of GWM's Haval H6GT PHEV introduces Hi4 all-wheel drive technology plus significant interior and multimedia upgrades, but does this sporty flagship hit a sweet spot for SUV buyers?