EV Reviews

If bigger really is better, then Leapmotor might be onto something with the D19. Because the Chinese brand’s newest flagship SUV is a monster.Just launched in China, the D19 is a three-row, six- or seven-seat large SUV offered in either full BEV (with two or three electric motors) guise, or as a plug-in hybrid REEV, or range extender electric vehicle, which is the one we’ve tested.At more than 5.2m long and almost two metres wide, we’re talking bigger than a LandCruiser 300 Series here, but while the hulking Toyota is designed to reduce mountains to mere molehills, the D19 fulfills another brief entirely.This one is about space, and lots of it. Which is fitting really, given our brief test in China revealed a drive experience that felt a bit like being in zero gravity, only with fewer George Clooneys and Sandra Bullocks. But more on that in a moment. Before we get into the details, can I just put my cards on the table. I reckon that, in the three-row-SUV world, six seats are infinitely better than seven. I love the two-seat second-row layout in everything from this to the Hyundai Ioniq 9 and Tesla Model Y L. Unless you absolutely need every seat you can get your hands on, then six seats is the way to go.  Now, to the D19. In typical Chinese fashion there’s a lot of stuff. The standard features list includes 20-inch alloys, air suspension, a massive 15.6-inch central screen up front and two 9.0-inch touchscreens in the back. The first and second row seats are heated, ventilated and offer a massage function, too. For the record, this thing costs the equivalent of around $A45k in China, and it’s stacked. There’s even an 8.1-litre fridge, and a 21.4-inch rear screen that folds down from the roof, meaning you can kick back with a cold drink and a movie while someone else drives.The REEV philosophy, as opposed to traditional plug-in hybrids, relies only on the electric motors to drive the wheels, using a smaller ICE engine (in this case a 1.5-litre turbo-petrol) to recharge the battery or provide power to the motors. In short, it drives like an EV, but for longer.In the case of the D19, a lot longer. While something like a Chery Tiggo 9 Super Hybrid is fitted with a 34kWh battery — meaning an all-electric driving range of around 170kms — the Leapmotor is fitted with a choice or 63.7kWh or 80.3kWh LFP batteries, with the latter delivering an all-electric driving range of up to 500kms under CLTC testing.We’ll lose some of that range by the time we convert the promise to WLTP in Australia, but that should still be in the region of 400kms before you need to plug it in.All up, the petrol engine and twin electric motors produce 300kW and 520Nm, enough for a claimed sprint to 100km/h in six seconds, though we managed closer to 10 seconds, admittedly with four adults on board.Built on Leapmotor’s 4.0 platform, the D19 REEV runs an 800v architecture (the BEV version is 1000v), which means fast charging. The brand hasn’t gone too deep into specifics, but promises 30 per cent to 80 per cent in around 20 minutes if plugged into a high-speed DC charger. Leapmotor also hasn’t confirmed the D19's arrival in Australia, but it’s no doubt coming, and could be here in as little as nine months.“In Australia, it could work,” the brand tells me. ”Definitely it's a flagship right now. And wherever there is appetite, we will try to be there. The localisation for overseas is nine-to-12 months after what has happened in China. If tomorrow morning we say, ‘you know what, we want D19’, that is nine months.”So, to the drive. Our wheel time was limited to a rented track near Leapmotor’s Chinese headquarters, and challenging it was not. Corners are an endangered species here, and the only time we got the D19 shifting its weight was through a slalom course the brand set up for us. And let's be honest, at more than 2.5 tonnes, there is a lot of D19 weight to shift, and it feels it. Like a lot of Chinese products, it feels soft in its suspension, giving occupants that sort of weightless bouncing feeling as though walking on the moon.The steering does have a little bit of nice weight to it, though, and the power delivery is nice and smooth. It doesn’t leap off the line, the D19, but rolling acceleration is ample, and it will keep pushing well north of 100km/h.But the short version is this is not set up to feel anything like a performance car. Comfort is the order of the day in this, and that can mean something entirely different in China to the rest of the world.Stellantis (of Alfa Romeo, Fiat and Peugeot fame, among many others) owns 51 per cent of Leapmotor International, and the brand says the cars launched outside of China are tuned in Europe, and drive very, very differently to the butter-soft ride quality demanded in Leapmotor’s home market.A Euro-style drive with China-style pricing and equipment could make the D19 a player if (though we think it’s ‘when’) the big bruiser arrives in our market.

The 2026 Toyota RAV4 Cruiser is the top-spec model in the new RAV4 line-up priced from $56,990 in front-wheel drive or $60,340 as an AWD before on-road costs.It features high-end inclusions like high-grade LED headlamps, leather-accented seat trim, head-up display, digital rearview mirror, four heated seats, two wireless phone chargers, plus a sunroof, a premium nine-speaker JBL audio system and 20-inch alloy wheels.It also comes with plenty of the RAV4’s standard features like LED headlights, privacy tinting, eight-way powered driver’s seat, dual-zone climate control, a 10.5-inch touchscreen display for multimedia, a 12.3-inch digital instrument cluster, five USB-C ports plus wireless Apple CarPlay and Android Auto. It also has a full-size spare wheel.Powering either the front or all four wheels via a continuously variable transmission (CVT) is a 143kW/221Nm series-parallel hybrid 2.5-litre four-cylinder engine, which Toyota claims uses 4.5 (2WD) or 4.6L (AWD) of petrol per 100km of driving. It also now needs 95RON instead of the previous minimum 91RON.Toyota expects a five-star ANCAP rating, though will not find out until later in 2026.Eight airbags, auto emergency braking (AEB) pre-collision, emergency steering assist, full-speed active cruise control, front and rear cross-traffic alert, lane trace, automatic high beam, parking support brake and blind spot monitor are all standard across the range.The brand’s five-year/unlimited kilometre warranty can be extended to seven years if you maintain your logbook servicing with Toyota. Capped-price servicing ($325 per service) comes every 12 months or 15,000km - this lasts five years or 75,000km. 

To describe the Leapmotor B05 as different to the Chinese newcomer’s other vehicles to date would be as obvious as describing night as different to day, or delicious beer as different to those powdered grass clippings sometimes referred to as matcha.The point is, it’s different. Very different.While Leapmotor products to date have focused on practicality and price as their raison d'être, the B05 is in fact not an SUV, is not overtly practical, and it has a sharper eye on performance than any model to have come before it.That’s the sales pitch for this electric hot(ish) hatch, anyway, which produces a Cupra Born-worrying 180kW and 320Nm in the flagship Ultra variant we’ve tested in China. Well, worrying for now. Cupra has its own flagship Born, the VZ, and it makes 240kW.Other important stuff? It’s rear-wheel drive, it promises a perfect 50:50 weight distribution, and Leapmotor has handed it to its European counterparts at Stellantis for its ride tuning.It runs an 800v architecture, which means fast charging, and there’s a choice of 56.2kWh or 67.1kWh batteries delivering a range of 500km or 600km under (the more lenient) CLTC testing.All of which sounds pretty good, no? There is a lesser version, which makes 160kW, but the Ultra is the one we’ve tested, albeit briefly, so far.So, let’s start with the key stuff, while the BO5 is confirmed for the end of the year, the Ultra is more likely to follow suit as a model-refreshing flagship.“With the Ultra version, there is probably some brand positioning, brand statement that could work for us. So, we are seriously considering it everywhere,” the brand told us.The other important caveat before we get into the drive experience is that the one we’ve tested isn’t all that indicative of the one we’ll get in Australia. We would get the European version, which Leapmotor says is very different. And not just in the way it’s tuned, but even in the positioning of the suspension components.“We have, after some assessments done in November, lowered the hook point of the suspension arms on the rear, and lowered the centre of gravity, and the car has totally changed behaviour. So if you drive a BO5 in Europe versus BO5 for China, it’s totally different," the brand says.So, with all of that in mind, let’s see what we’re dealing with. And first things first, the B05 doesn’t look like any Leapmotor product to have come before it. While the B10 and C10 SUVs have copped some criticism for what people say are bland looks, that’s not a claim you could level at the B05, which looks sleek and swept-back and properly sporty.I think it's one of the best-looking cars to come out of China in a hot minute, and should be the blueprint for Leapmotor's broader design language. I also think flip-flops are suitable everywhere but a funeral, so feel free to take my fashion advice with a grain of salt. But I like it, and so did my colleagues.That’s especially true of the Ultra, which gets a bigger front splitter and rear wing, while its grey-look 19-inch alloys are linked by gloss-black side skirting.Inside, there are sportier-feeling fabric seats up front which offer heating, cooling and a massage function, while a 14.6-inch central screen and an 8.8-inch driver display handles all your entertainment and driving data needs.So, to the drive. I need you to keep two important thoughts front and centre here. The first is what we covered above — this is the traditional Chinese recipe, not the European a la carte, and so it is different in feel to the one that will land in Australia.The second is that our ‘drive’ was limited to a rented circuit not far from Leapmotor HQ in China. Our time behind the wheel, and the track itself was as dull and straight as a Young Liberals convention. There might have been a corner there somewhere, but I couldn’t find it.What I can tell you, though — even with limited wheel time — is that this is the most convincing Leapmotor product I’ve driven to date.The power delivery is smooth and plentiful — if never truly exhilarating, and slightly slower feeling than its 5.9s sprint to 100km/h claim — and the whole car feels more buttoned down and polished than the C10 and B10.The steering is direct, too, and while the ride was a little too spongey, and body roll a little too intrusive through a short slalom course, I’m willing to hold my judgement until I drive the car we’ll actually be getting. It should also be cheap. Local costs are yet to be confirmed, but pricing in China is sharp. The entry-level 160kW B05 starts there at the equivalent of $AUD25,000. Don't expect anywhere near that pricing here, but I would be shocked if it wasn't among the cheapest warmed-over hatch offerings.The signs here are good, and it seems the combination of Chinese battery and manufacturing know-how and European ride and handling experience (which is the whole point of the Leapmotor International business, which is 51 per cent owned by Stellantis) looks like it’s about to bear fruit.

Zeekr is one of the most interesting brands in Australia right now.The Chinese premium arm of Geely, Zeekr skyrocketed from relative obscurity to mainstream acceptance with its sharply priced and nice-to-drive 7X mid-size electric SUV earlier in 2026.Now though, it’s set to make a bigger, bolder impression with a car that's getting an incredible amount of hype.This is the Zeekr 8X. Imagine a Range Rover Sport, but at likely half the price with more innovative features and a sought-after EV-first hybrid powertrain.Sounds like it’s too good to be true? We’ve sampled it briefly in China to find out, so please read on to see what we think. Oh and a side note: Updated timing suggests we won’t see it hit Australian shores until 2027.First up, let’s talk about positioning and price. The thing that surprised me the most about seeing the 8X in the metal is its sheer scale. This is a massive SUV at more than five meters long. It even eclipses the dimensions of fellow five-seat rivals like the Range Rover Sport, having the visage of something that should have three rows of seating.Instead, the 8X leans into gratuitous interior space and an imposing style which will really set it apart on the road.The asking price? Expect the 8X to start north of where the 7X currently tops out, at $72,900, before on-road costs. For reference, in China, the large hybrid SUV starts from the equivalent of $A77,420 to the equivalent of $A106,183, so we wouldn’t be surprised to see prices north of at least $85,000 locally, topping out well in excess of $100,000.Despite its comparatively enormous price, even for the Chinese market, the 8X has generated massive hype there, preselling more than 10,000 units in the first 30 minutes of going on sale in a result the brand will no doubt be hoping to replicate in Australia. The 7X, which also generated quite a bit of hype, managed to amass more than 2000 pre-sales in Australia.One thing's for sure, even at its relatively high price for a Chinese car, the 8X will make a mockery of the pricing of traditional premium rivals. The most affordable hybrid Range Rover Sport comes in at $181,018, while Audi’s plug-in hybrid Q8 is $154,284 and BMW’s X5 xDrive 50e PHEV is $154,900. Mercedes doesn’t even offer a plug-in hybrid GLE in Australia.If the absurdly plush front seats with dash-spanning multimedia screens and even a leather-clad interior console that seems to reference the Porsche Cayenne isn’t enough to convince you, the VIP-style rear seating with electrically adjustable outer seats complete with footrests should seal the deal.In the Chinese domestic market it even has the option of a slide-out drawer in the centre console that acts as a fridge or heater with a temperature range of -6 to +50 degrees celsius, and a drop-down entertainment screen in the roof mounted between two sunroof fittings, both with powered shades.It’s just a lot of car in every way, and will certainly go for shock factor on the showroom floor.Perhaps one of the most interesting things about it is how conventional it feels compared to some of its Chinese-market contemporaries. It gets traditional door handles, a traditional luxury SUV shape, and a relatively tame approach to its switchgear, even maintaining an array of physical controls to go with its very wow-factor software.If it weren’t for the over-the-top screen real estate, this interior could be in any Euro-market SUV.Okay, you’re wondering, but how does it drive?A fair question. After all, the 8X backs its gratuitous interior with a lot of hardware underneath. The Chinese market version of this car is available with either a 55kWh or 70kWh battery (which, if you keep track of this new era, are sizes normally reserved for fully electric vehicles).These offer either 320km or 410km of pure electric driving range, ignoring the fact that this car also packs a 2.0-litre turbocharged four-cylinder engine on top.Power is monstrous, starting from a total 660kW/935Nm and topping out at a terrifying 1030kW/1410Nm for the Performance grade. Even the turbo-petrol engine on its own produces an impressive 205kW/410Nm to back the electric motors.The 8X is primarily electrically powered, with either one or two electric motors on the rear axle depending on the grade, and an additional electric motor housed in a hybrid transaxle on the front, which also mates the engine to the front wheels.To drive, the 8X is an impressive machine. We had a brief test on a high-speed brake and acceleration course, which also featured a “moose-test” agility exercise.Despite its enormous kerb weight of at least 2660kg the 8X lurches forward with incredible, silent pace, living up to its claim of 3.7 seconds to 100km. As with previous Zeekr products, the steering is also a highlight, feeling every bit as European (if a little overly electrically assisted) as its Polestar and Volvo cousins.Its sheer heft seems to be its primary vice though. The frequency-responsive suspension took a moment to adjust to a speed bump test, while the test-drive staff stopped the car every lap to check its brakes weren’t overheating from the brake test, despite regen no doubt playing a significant role.At least it rode surprisingly flat and confident through the left-right-left agility test, if anything busting a cheeky touch of oversteer on the way out, putting to bed the idea it would feel front biased despite no mechanical connection from engine to rear wheels.

The 2026 Toyota RAV4 XSE is an all-wheel-drive, mid-size SUV priced from $58,340 before on-road costs.It features high-end inclusions like synthetic leather and suede sports front seats with contrast stitching and three-stage front seat heating and ventilation, plus a sunroof and 20-inch alloy wheels.It also comes with plenty of the RAV4’s standard features like LED headlights, privacy tinting, eight-way powered driver’s seat, dual-zone climate control, a 10.5-inch touchscreen display for multimedia, a 12.3-inch digital instrument cluster, wireless smartphone charger, a six-speaker audio system and five USB-C ports plus wireless Apple CarPlay and Android Auto. It also has a full-size spare wheel.Powering all four wheels via a continuously variable transmission (CVT) is a 143kW/221Nm series-parallel hybrid 2.5-litre four-cylinder engine.Toyota claims it uses 4.6L of petrol (now 95RON instead of 91RON minimum) per 100km of driving.Toyota anticipates the new RAV4 will score five stars thanks to extensive safety kit, but it is as yet unrated, that comes later in 2026.Eight airbags, auto emergency braking (AEB) pre-collision, emergency steering assist, full-speed active cruise control, front and rear cross-traffic alert, lane trace, automatic high beam, parking support brake and blind spot monitor are all standard across the range.A five-year/unlimited kilometre warranty covers the RAV4 and can be extended to seven years if you maintain your logbook servicing with Toyota. Capped-price servicing comes every 12 months or 15,000km and costs just $325 per service - this lasts five years or 75,000km. 

Hatchbacks are experiencing a renaissance in Australia, with a flood of new models hitting our shores, mostly from brands you might not be familiar with.It’s a market segment that's been increasingly abandoned by legacy brands, with nameplates like the Nissan Pulsar, Ford Focus and Suzuki Baleno disappearing to make way for lesser known models like GAC Aion UT, GWM Ora and MG4, and the car we’re looking at for this quick drive, the Geely EX2.These new challengers share a lot in common. They’re fully electric and ultra-affordable, opening up a world of low-running-cost opportunity, but where does Geely’s EX2 fit in? Let’s take a look.We tested the EX2 at a Geely drive event in China where we had limited time with the vehicle, and little information on Australian specification. But we got a little wheel time for a first impression.We know it will arrive in the third quarter of 2026, although we’re not sure how much it will cost. At this stage, we understand it is likely it will come in at least two battery sizesIn China, where it's known as the Geome, the EX2 is is smaller and priced lower than the GAC Aion UT (from $31,990 before on-road costs), but it's priced higher and is a size up from the BYD Atto 1 (from $23,990 BOC).With its bubbly styling, it will also fill a gap left by the departure of the GWM Ora hatch (from $35,990) later this year. Chinese prices range from the equivalent of $A14,121 to $20,276. It opens the possibility of sub-$30k starting price.The two battery sizes currently offered in China are a 30.1kWh unit, providing 310km or a 40.2kWh unit providing up to 410km range, although these are to the more lenient CLTC cycle.While this isn’t confidence inspiring for the kinds of ranges some of its rivals might be capable of, the CATL-sourced LFP batteries are at least water cooled in all spec levels, unlike the BYD Atto 1, which is good for maintaining range in cold or hot days, as well as the longevity of the battery. Charging speed is quoted from 30-80 per cent in 21 minutes, which suggests a slow but appropriate charge speed between 50 and 80kW. We hope Australian-delivered vehicles come with at least 6.6kW AC charging, meanwhile the China-delivered EX2 gets 6.6kW vehicle-to-load, too.Inside, this little car is quite clever in how space efficient it is. The front seat is an unmistakably small car, but offers enough adjustability for me to find a comfortable seating position at 182cm tall. The same goes for the back seat, which benefits from an EV-first platform and a nice flat floor, giving the EX2 above average space for a car in this category.There’s also lots of clever storage areas. It has a 70-litre frunk, which is a good starting point, as well as a 375-litre boot, and there's storage in the pass-through underneath the centre console. The console itself will look a little different in Aussie-delivered cars, as we understand it, because our right-hand-drive models will get a stalk shifter rather than the digital shifter on the left-hand drive versions we tested. A large storage bay up front makes the mistake of orienting the wireless charger right in the middle, wasting otherwise useful space.The 14.6-inch screen in our test cars looks good for a small vehicle, but I hope there’s been some significant software improvements to the brand’s ‘Flyme Auto’ software, which was a bit befuddling in the EX5 I drove in Australia recently. As usual, a lack of physical controls isn’t promising either.Things are good on the driving front though. This cute little hatch has a bit of attitude. It has two motor options, either a 58kW/130Nm, or 85kW/150Nm unit, both of which drive the rear axle rather than the front.This combines with a relatively light weight from the small battery capacities to make for an easily chuckable and cheeky little car.The steering wheel is even ultra compact, making it feel sharp to steer. The heavily electrically assisted rack isn’t as disconnected as the EX5, for example, making this car a sweet little thing to throw around the obstacle course set in front of us.Grip from the factory LingLong tyres wasn’t great (this made it extra fun to slide about in tight corners, but maybe not so great in every day scenarios where you actually want grip) which is something the local division might have some sway over before the car is delivered to Australia.The fully independent suspension front and rear no doubt helps with the handling, and the EX2 felt a little firmer than some of its competitors in our limited time with it.In terms of the drive experience, how nice this car is on the road will depend heavily on how invasive its safety kit is. We will hold off on judging that until we get to drive it on Australian roads.

The 2026 Toyota RAV4 Edge is a mid-size SUV available only in all-wheel drive, rather than having a front-wheel drive option like much of the RAV4 line-up. It’s priced from $55,340 before on-road costs.It comes with plenty of the RAV4’s standard features like LED headlights, privacy tinting, eight-way powered driver’s seat, dual-zone climate control, a 10.5-inch touchscreen display for multimedia, a 12.3-inch digital instrument cluster, wireless smartphone charger, a six-speaker audio system and five USB-C ports plus wireless Apple CarPlay and Android Auto. It also has a full-size spare wheel.The Edge has a unique (to the RAV4 line-up) 20mm wider wheel track and its own front-end design plus 18-inch dark matt grey metallic alloy wheels.Under the bonnet, a series-parallel hybrid 2.5-litre four-cylinder engine produces 143kW and 221Nm. It powers all four wheels via a continuously variable transmission (CVT).Toyota claims it uses 4.6L of petrol (now 95RON instead of 91RON minimum) per 100km of driving.The RAV4 is yet to be crash tested by ANCAP, but Toyota anticipates five stars thanks to extensive safety kit including eight airbags, auto emergency braking (AEB) pre-collision, emergency steering assist, full-speed active cruise control, front and rear-cross traffic alert, lane trace, automatic high beam, parking support brake and blind spot monitor. All this is standard across the range.Toyota’s standard five-year/unlimited kilometre warranty can be extended to seven years if you maintain your logbook servicing with Toyota, plus capped-price servicing (every 12 months or 15,000km) costs just $325 per service for five years or 75,000km. 

You may have never heard of this brand before, but if I say it rose from the ashes of SsangYong, things likely make a little more sense.The KGM Actyon, which has roots as a SsangYong model dating back to 2005, is now a mid-to-large SUV based on the smaller, yet still mid-size Torres SUV.It launched initially with petrol power last year, but now a new fuel-sipping hybrid powertrain is on offer.Pricing currently starts at $50,000 drive-away for the entry-level Hybrid K50 and extends to $53,000 drive-away for the flagship Hybrid K60. The latter is on test here and it’s $3000 more than the equivalent petrol model.It's worth noting there are hybrid versions of the Hyundai Tucson, Kia Sportage and Honda CR-V that are cheaper, but aren't as well equipped.Standard highlights include LED headlights, 20-inch alloy wheels, a hands-free power tailgate, dual 12.3-inch displays, dual-zone climate control, black leather upholstery, heated and ventilated front seats, plus heated outboard rear seats.Stepping up to the Hybrid K60 brings a surround-view camera, panoramic glass sunroof, rear door pull-up sunblinds and a wireless charger.One of the few things that's missing is wireless Apple CarPlay and Android Auto. You’re required to plug your phone into one of the USB-C ports which feels a little outdated now. However, it’s good peace of mind knowing your phone will reliably charge.In terms of the interior, the Actyon Hybrid is virtually identical to the petrol-powered equivalent. It’s minimal, screen-heavy and looks nice, however it can be a hassle to use certain functions, like climate control, on the move. I wish there were more physical buttons on the centre stack.What I do like is the vast amount of interior space, especially in the second row and the boot. The only catch is that the hybrid misses out on a spare wheel because that's where the high-voltage battery pack goes. You get a tyre repair kit instead, sadly.The hybrid powertrain features a 1.5-litre turbocharged four-cylinder petrol engine with an electric motor for a total system output of 150kW, which is 30kW more than the petrol trims.This is mated with an electric dedicated hybrid transmission (e-DHT) with drive sent to the front wheels only. No all-wheel-drive version is on offer.While 150kW may seem like a decent amount of power, it doesn’t feel it in practice, especially in ‘Normal’ drive mode. The throttle calibration is too tapered, making the car feel sluggish off the mark.Select ‘Sport’, however, and it’ll almost spin the front tyres if you’re not careful. A little too hot or cold for my liking.It doesn't help that the hybrid powertrain has a lazy logic. The system prioritises electric power, but it leans on it too much, especially at higher speeds, causing the battery charge to deplete sooner than you’d think.As a result, the petrol engine fires up to charge up the battery pack. You can’t hear or feel the engine start from behind the wheel, but it’s not great to have it idling away when you’re stopped at a traffic light.It just feels like this hybrid system isn’t as smart or intuitive as a Toyota, Kia or Honda hybrid.This reflects the fuel consumption. KGM claims the Actyon Hybrid consumes an average of 5.5L/100km, according to ADR 81/02 combined testing, which is roughly 2.0L/100km less than the petrol equivalent.In practice I saw figures close to this when driving in the city, but on my 1050km road trip, which included plenty of rural highways, I achieved an average of 6.6L/100km. Not as efficient as a Toyota or Honda hybrid…There are the other aspects of the driving experience that are mediocre. The steering has an indirect and artificial feel and the suspension is largely compliant, but gets unsettled and bouncy over bigger bumps.There are plenty of other cars that are more enjoyable to drive, especially on long-distance journeys.The KGM Actyon hasn’t been crash-tested by ANCAP and is therefore unrated. Standard safety equipment includes eight airbags, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, adaptive cruise control, lane-keep assist, driver attention warning, as well as front and rear parking sensors.Owners are covered by a seven-year, unlimited-kilometre warranty with five years of roadside assistance. This warranty term is becoming much more common for mainstream carmakers and doesn't push the boundaries like it once did.Logbook servicing is required every 12 months or 10,000km, which isn’t ideal if you do long-distance driving. The first seven services are capped and total $2903, which averages out to around $414 per service.While this may be cheaper than a Hyundai or Kia to service, Toyota and Honda cars are cheaper again.

The 2026 Toyota RAV4 GXL is a mid-size SUV available in front- or all-wheel drive from $48,990 before on-road costs in 2WD guise or in AWD for $52,340.Standard features for the GXL include 18-inch alloy wheels, LED headlights, privacy tinting, eight-way powered driver’s seat, dual-zone climate control, a 10.5-inch touchscreen display for multimedia, a 12.3-inch digital instrument cluster, a wireless smartphone charger, six-speaker audio system and five USB-C ports plus wireless Apple CarPlay and Android Auto. It also has a full-size spare wheel.A 2.5-litre four-cylinder engine with series-parallel hybrid produces 143kW and 221Nm, just like in the rest of the range, and in both 2WD and AWD versions. It drives either the front or all four wheels via a continuously variable transmission (CVT).Toyota claims it uses 4.5L of petrol (now 95RON instead of 91RON minimum) per 100km of driving, the AWD 4.6L.There’s no ANCAP rating for the RAV4 until later this year, but Toyota anticipates five stars thanks to it being what it calls the “safest RAV4 ever”.Safety kit is extensive, with eight airbags, auto emergency braking (AEB) pre-collision, emergency steering assist, full-speed active cruise control, front and rear cross-traffic alert, lane trace, automatic high beam, parking support brake and blind spot monitor all standard across the range.Toyota’s standard five-year/unlimited kilometre warranty can be extended to seven years if you maintain your logbook servicing with Toyota, plus capped-price servicing costs just $325 per service for five years or 75,000km. Intervals are every 12 months or 15,000km.

The 2026 Toyota RAV4 GX is the entry-level variant of the mid-size SUV, available in front- or all-wheel drive from $45,990 before on-road costs in 2WD guise or in AWD for $49,340.Standard features include 17-inch dark grey alloy wheels, LED headlights, dual-zone climate control, a 10.5-inch touchscreen display for multimedia, a 12.3-inch digital instrument cluster, fabric upholstery, six-speaker audio system and five USB-C ports plus wireless Apple CarPlay and Android Auto.It also has a space-saver spare wheel which costs $300 to upgrade to a full-sizer.Its 2.5-litre four-cylinder engine with series-parallel hybrid produces 143kW and 221Nm, both in 2WD and AWD variants, and drives either the front or all four wheels via a continuously variable transmission (CVT).Toyota claims it uses 4.5L of petrol per 100km of driving, the AWD 4.6L, but note it now needs 95RON as opposed to the 91RON the last generation was able to sip.Toyota doesn’t have an ANCAP rating for the RAV4 yet, expect that later this year, but it anticipates five stars.Eight airbags, auto emergency braking (AEB) pre-collision, emergency steering assist, full-speed active cruise control, front and rear cross-traffic alert, lane trace, automatic high beam, parking support brake and blind spot monitor are all standard across the range.Toyota’s standard five-year/unlimited kilometre warranty covers the RAV4, which can be extended to seven years from delivery if you maintain your logbook servicing with Toyota.Capped-price servicing costs $325 per service and is available for five years or 75,000km, with intervals every 12 months or 15,000km.