Luxury Reviews

“Wow, is that a Bentley?”Our week with Hyundai Motor Group luxury brand Genesis’ GV60 provided its fair share of surprises.Yet the fact that onlookers mistook it for one of Britain’s (via Volkswagen Group) finest wasn’t actually one of them, given the blatant similarity with the badging and cross-hatch grille.Recently facelifted with a substantially lower starting price, the new base GV60 Series II enters a busier class of small electric SUVs from when the original launched in 2021.How does it play out today? Kicking off from $88,300 (all prices are before on-road costs), the GV60 Advanced rear-wheel drive (2WD) is now the most affordable new Genesis in Australia.But it remains a bit more expensive than most direct and more popular premium small electric SUV rivals, despite enduring a dramatic power cut from 234kW to 168kW.This includes the BMW iX1 AWD (from $77,900), as well as the substantially cheaper Mini Countryman SE, Renault Megane E-Tech, Volvo EX40 and Zeekr 7X.The Advanced claps back in a number of ways, however.For starters, it’s one of the few electric SUVs in this class (along with the Renault and Zeekr) using a dedicated EV architecture (E-GMP), instead of sharing a platform with an internal combustion engine (ICE) sibling. This cuts compromise and pays dividends for efficiency.Secondly, the GV60 features 800-volt electrification rather than almost every other rivals’ 400V system, substantially speeding up charging. This is a remarkably sophisticated machine.And, thirdly, convenience items abound, with walk to/away central locking, heated front and rear outboard and vented electric front seating, a toasty steering wheel and powered tailgate.Other GV60 features include:A (bigger) battery at 84kWh offering 561km of WLTP rangeA (significantly larger) widescreen display at 27 inchesA heat-pump heater with driver-only zoning to help rangeMulti-level single-pedal drive using regenerative braking via paddle shiftersVehicle to Load (V2L) external appliance poweringFive years free servicingBackup Light Guide – a reverse-gear light projection on to the gutter to help avoid alloy wheel rashThe consensus is the Advanced neither looks nor feels like an entry-level proposition. Expensive, but worth it. The facelifted GV60 remains an attractive, rounded compact SUV/crossover with a sporty premium hatch look.For 2026 it ushers in redesigned lighting elements, reprofiled bumpers, more body coloured trim, revised alloy wheels and a new underbody cover for improved aero efficiency.But the GV60 has always lived in the shadow of its somehow more glamourous E-GMP siblings, the elegant Hyundai Ioniq 5 and racy Kia EV6. Particularly as they cost significantly less.At least Genesis has been able to meet brand expectations inside. The GV60 seems more compact inside than other electric SUVs in its class, and even against the Ioniq 5 and EV6.However, the new elongated touchscreen with its improved graphics (whilst retaining button access functionality), sumptuous front seats, lovely steering wheel and quality materials do elevate it.Again, there’s nothing base about the Advanced.Genesis also provides plenty of surprise and delight items, like that anti-gravel-rash kerb illuminator, drawer-style glovebox, tunnel storage under the centre console, strange swivelling gear-lever ball and secret storage thanks to a compartmentalised boot floor.Cargo capacity is limited by the coupe-like styling, so can’t match a BMW iX1, though with 432 litres VDA (expandable to 1460L), it is far better than, say, a Mazda3 or Toyota Corolla.However, the lack of a spare wheel is a disappointment. Under the bonnet is 53L of additional ‘frunk’ storage, so that’s also helpful.That’s because the 168kW/350Nm electric motor is on the rear axle, driving the rear wheels. This layout gives the Genesis an unexpected athleticism, which in turn makes it fun to drive fast.Acceleration is still very brisk despite the power downgrade, and in Sport throttle response is downright rapid, while the smooth power delivery is matched by the linear, controlled steering, that provides a decent degree of feedback. In the wet it’s easy to momentarily break rear-wheel traction.And while the suspension possesses a sporty edge, the Advanced’s ride quality is also supple enough when comfort is a priority. The E-GMP’s chassis sophistication really shines through. If you’re a driving enthusiast, the small premium you pay for a GV60 is worth it for the dynamic flair delivered. Being an E-GMP EV, the efficiency’s not too bad at all, especially considering how much we enjoyed the Advanced out on our rural road drive. Our average was 15.8kWh/100km (indicated), and were on track to achieve about 485km range from the big 84kWh battery. The WLTP range is 561km. More sedate commuting would see that improve markedly. Scoring a five-star ANCAP rating in 2022, the GV60’s update saw the addition of a broader amount of advanced driver assistance systems (ADAS) tech – namely improved lane-support capabilities.Along with autonomous emergency braking (AEB), the Advanced includes 10 airbag, surround-view cameras, safe-exit assist and what Genesis calls Full Micro Lens Array LED headlights for better nighttime illumination.Still on security, Genesis offers a five-year/unlimited kilometre warranty (130,000km for fleet buyers) with roadside assistance, trailing Kia and Hyundai’s seven-year guarantee. Why not all for one and one for all?On the other hand, servicing is free for the first five years.

An electric version of the fifth-generation Range Rover (L460) wasn't meant to be this late.The delay that sees it land four years after the current car first went on sale, was triggered first by having to reconfigure the Range Rover's MLA Flex platform's outdated 400-volt electrics to more powerful 800-volt hardware and then by the huge decision to go ahead and design, develop and engineer the battery and drive units in-house.The final barrier to its launch was when, after extensive testing, engineers realised the all-new front motor that it had developed from scratch was prone to overheating in extreme off-roading, prompting a costly last-minute switch.In the end, the pioneering tech developed needed no less than 300 patents, not that the new Range Rover Electric advertises its state-of-the-art tech.Just a tweaked front grille, revised underbody and set of fresh 22-inch wheels give the game away. All have been aerodynamically optimised to benefit range.The reason for the under-the-radar approach is that even deep into its middle age, the current Range Rover's design remains a major attraction for buyers.The same well-heeled bunch are pretty partial to the way the big SUV looks and feels within, and that's why the Electric version's cabin is also unchanged, which is a very good thing when it comes to the fit, finish and the intuitive tech available, plus the Range Rover's trademark towering driving position and incredible comfort.The decent 575-litre boot also remains undisturbed and is still accessed via the excellent split tailgate, although there's no space for a spare wheel and no frunk up front for cables.The Range Rover Electric can't match the all-new BMW iX5's 845km range, but data from 350 million journeys collected from owners suggests the 600km NEDC range provided by its 118.5kWh battery is more than enough, especially since that figure translates into up to 535km in the real world.Plug it in and, thanks to its 800-volt electrics, a 10 to 80 per cent top-up takes around 22 minutes, which isn't bad, but its 350kW peak charging is some way off the 460kW rate a BMW iX5 is capable of.While a 10 minute burst of charge adds up to 220km of range, its German rival will have squeezed in as much as 350km into the battery, but in Australia, finding a charger powerful enough to realise those numbers won't be easy.For now, just one powertrain will be offered that combines two 260kW e-motors that drive each axle to produce 405kW and 850Nm.That translates to a brisk 0-100km/h dash of 4.5 seconds and an 80-120km/h sprint of 2.7 seconds, which is said to demonstrate that this EV is as quick to overtake at higher speeds as the V8 version.What's remarkable is that performance is achieved with a kerb weight in excess of 2800kg, with the battery accounting for 700kg of that mass.Behind the wheel on our brief drive, the Range Rover Electric is effortless, off the mark and gathering pace, it doesn't feel heavy.Helping disguise the weight is an 88mm lower centre of gravity, but the large SUV hasn't quite morphed into anything remotely sporty.Like other models, rear-wheel steering and twin-chamber air suspension are present, but the star of the show is the new Integrated Traction Management tech that can monitor and adjust torque in 50 milliseconds – 100 times faster than the combustion version.Capable of climbing 45-degree slopes, there's now even a one-pedal off-road mode for when you're in the mud, snow, sand or rocky terrain for a safer, more precise way of tackling unfamiliar territory.The system is so quick and smooth to work that it's difficult to detect any slip, even with clumsy stabs of the throttle.Come to a river crossing and the Range Rover can still wade through water up to 900mm, although there is one drawback of going electric – towing is wound back to just 2500kg – 1000kg less than the V8 and 500kg behind the plug-in hybrid.In Australia, the Range Rover will be available with HSE, Autobiography and SV trim, with the entry model likely to feature:22-inch alloy wheelsMeridian 3D surround soundSoft semi-aniline leather20-way adjustable front seatsHeated and ventilated front and rear seatsLarge head-up displayThe Autobiography will add:Upgraded headlightsSliding panoramic roofMore powerful sound systemBody and Soul 24-way adjustable massage chairsQuad-zone climate controlThe Range Rover Electric has yet to be crash-tested but the combustion versions were rated the maximum five stars for protection by Euro NCAP and ANCAP back in 2022.The large luxury SUV comes with Land Rover's five-year, unlimited-kilometre warranty and eight-year/160,000km protection for the high-voltage battery.Expect the Range Rover to come with the option of pre-purchased, fixed-price servicing for up to five years.The Range Rover Electric has been priced from $317,718 for the HSE, $357,718 for the Autobiography and $417,418 for the flagship SV, with all pricing excluding on-road costs.The new battery-powered SUV is offered with the standard and extended-long wheelbase, but a seven-seat version will be off the menu.

If you’re looking for an electric mid-sized SUV but don’t really want to drive another BYD, Geely or Zeekr just like everybody else seems to, then the Cadillac Optiq probably has your name all over it. Well, you’ll know if it does after you read this quick review. Yes, American brand Cadillac is back in Australia although you may not have missed it because it was the 1960s that the brand was here last. Now it’s back but this time with an all-electric line-up.Cadillac is General Motors' luxury sub-brand. Think Lexus to Toyota, only with way more history and a strong, glitzy show-biz connection. Elvis had more than 100 of them, although would he have an electric one today?So the Optiq is a little upmarket, a little bit luxurious even, but hoping to win over Aussies at a competitive price. Oh and yes that is Optiq with a “q”.In Australia the Optiq range consists of one grade and it lists for $80,000, before on-road costs. That prices it above many affordable, mainstream electric SUVs like the Geely EX5 or BYD Sealion 7 but not quite as high as the Mercedes-Benz EQB, Polestar 4 and BMW iX3. Instead the Optiq competes with the pricer end of Hyundai’s Ioniq 5 range, Skoda Enyaq and Zeekr 7X.Standout features include the 33-inch display which stretches from the centre of the dash to the driver’s side for media and the instrument cluster. The standard 19-speaker AKG stereo is excellent. The seats are heated up front and in the second row. The panoramic glass roof is expansive and opens, plus there’s a thick screen to close and keep the glare out.The Optiq has two electric motors - one at the front and the other at the rear - making this SUV all-wheel drive. The combined output of the motors is 224kW and 480Nm which isn’t huge especially considering its rather hefty 2379kg weight, so a 0-100km/h time isn’t outstanding for a sporty EV at 6.3 seconds.According to Cadillac the 75kWh battery provides 425km of driving range and energy consumption of 19.9kWh/100km.My own testing saw our car use slightly more at 21.2kWh/100km. The range is relatively normal compared to other EVs this size, as is the consumption.The Optic feels lower to the ground than most SUVs but also more solid and planted than a lot of its rivals. That said the steering feels heavy and acceleration isn't nearly as brisk as some rivals.But this is a super comfortable car - from the seats to the ride and dynamically, the Optiq is impressive for its weight and size.Adding to the serene driving experience is a super quiet cabin with active noise cancellation.A head-up display would make driving through Sydney’s ever-changing speed zones easier and the overly enthusiastic safety alerts are annoying - from the seat belt chimes the moment you get into the car to the driver distraction and speed warnings. The Optiq isn’t small at 4820mm end-to-end l but it is sleek rather than tall and boxy, and this reduces its cargo carrying ability.The boot is large at 744 litres, but the large sloping hatch means it’s deep rather than high. Oh and the Optiq is a five-seater only.Rear seats are comfortable and head and legroom is great back there, even for me at 189cm tall. Cabin storage is also impressive with big door pockets, a cleverly designed wireless phone charger, along with shelves and lots of storage under the floating centre console.So as a sleek and low SUV the Optiq is surprisingly practical. We lived with it for a week with my young family of four and I am happy with almost everything… but there are some things I’d change on this car.The Optiq is a nicely crafted, comfortable SUV, but there’s a few things I’d have trouble living with having spent a week testing this car. First, the door handles would be high on my list of things to change. The thin, stick-like handles just made opening these big heavy doors so hard for me and impossible for my children. Second, the Optiq has vibrating seats - yes, you read that right. They vibrate as parking sensors to let you know how close you’re getting to objects and also in conjunction with  blind spot warning. It’s gross and I don’t like it.Third, the styling. I don’t mind the Optiq from the front, but the side profile is very awkward to my eyes, while the rear is ungainly.It’s disappointing. A Cadillac should have a large, confident, show-stopping presence with a hint of Hollywood and the Optiq really misses the mark in the style stakes. Cadillac offers a five-year/unlimited kilometre warranty in Australia with an eight-year/160,000km warranty on the EV battery. Servicing is required every 12,000km and 12 months.

Audi’s A8 is the third member of the big German luxury sedan crew, sharing marketplace space with the BMW 7 Series and Mercedes-Benz S-Class. It boasts the same sharply-cut-suit looks as its peers but, in some ways, is the more technically advanced car. Somehow, however, it was never as popular as the other big Germans. Which is not to say it isn’t worth looking at now.Code-named the 4H series in Audi-speak, the 2010 A8 was available in long- and short-wheelbase forms and with a choice of either a 3.0-litre V6 turbo-diesel with 184kW or a 4.2 litre petrol V8 with 273kW. Just for something left field, Audi also offered a 4.1-litre twin-turbo diesel V8 with 258kW but a stonking 800Nm of torque.All variants used an eight-speed automatic and the A8 was all-wheel drive, which is something its major competitors didn’t have.The car was facelifted for the 2014 model year at which point the magnificent petrol V8 was dropped from the line-up and two revised turbo-diesels appeared. The first was a V6 with 190kW and the other a V8 with 283kW and now 850Nm. The latter was available only as a short-wheelbase car.Standard equipment levels and inbuilt safety were major features of the big Audi and it remains an impressive car to drive and look at. The A8’s other big selling point was its aluminium chassis which helped offset some of the mass of the 'quattro' all-wheel drive system.The A8 is a lovely car to ride in and a decent thing to drive as well. It was set up with comfort in mind, but the quattro all-wheel drive system also lends an added margin of safety in terms of grip in slippery conditions.If anything, though, it lacks the imposing visuals of the BMW 7 Series or Mercedes-Benz S-Class, and from some angles, looks like an enlarged A4 or A6. The interior is pure Audi, which is another way of saying excellent.Because new tech – including safety gear – is usually first seen in the high-spec models from each carmaker, the A8 hit the market as a very safe car for the time. Even now, it boasts some equipment that is still optional on cheaper brand-new cars.Sophisticated cars often wind up with sophisticated problems later in life. The Audi is not perfect in this regard, but it is well made and used quality materials. The fundamentals are good although, like any car, poor maintenance and servicing will show up eventually. And when repairs are needed on a high-end car like this, they won’t be cheap.The first thing to look for in an A8 is any evidence or history of crash damage. That’s because the aluminium chassis and body is difficult to repair properly and requires a specialist workshop to get it right. Even the factory used specialist techniques to build the cars and a lot of the bodywork and panel alignment was somewhat hand-finished. So a close check of the frame and underbody is a must.The A8 was also caught up in the Volkswagen family’s shameful 'Dieselgate' scandal where many brands and models were fitted with devices and software designed to trick the official fuel consumption test for a better number than the car could actually achieve in the real world. The V6-powered A8s were part of this and should, by now, have been returned to Audi for a software update to negate this 'cheat'.On 4.2-litre petrol V8 variants, some owners have reported a problem with carbon build-up on the intake valves. This is due to the direct-injection system where fuel is sprayed directly into the combustion chambers rather than across the back of the intake valve. As such, the valves don’t get washed clean and carbon can build up, affecting performance. To be perfectly fair, this is not an Audi-specific problem and can affect many engines using direct-injection.The A8 hasn’t had too bad a run with safety recalls, but that’s not to say there haven’t been some recalls over the years this generation A8 was on sale.Recalls for the A8 have included problems with the glass sunroof suddenly shattering, transmission oil leaks, power steering leaks in V8 models, engine-bay seals leaking, a potential for incorrect deployment of both front airbags and seat-belt pretensioners and another to check on the oil supply to the engine’s turbochargers.You can find the full details on these recalls by visiting: https://www.vehiclerecalls.gov.au/ .There’s no specific year to avoid here, but the one A8 we’d be very wary of would be an ex-hotel limousine. Flash Aussie hotels often used big German sedans for this task, so take a close look at the rear seat (which will be as worn as the driver’s seat in a hotel limo) and the rear bumper which could be scratched from having a million suitcases dragged over it. The mileage is also likely to be higher than the average A8 thanks to a lifetime of slogging between the city and airport and sitting in traffic in between.And, obviously, any big, sophisticated car like this must have a complete and up to date service history or you could be buying all sorts of trouble down the track.Aside from those ex-hotel limos we were talking about, the A8 doesn’t seem to rack up huge mileages. So, an example with less than 200,000km showing and a clean service history should be able to offer plenty of life for the next owner.Even with its all-wheel drive and aluminium structure, the A8 was hardly a sporty car in an overall sense. So why not make the most of the luxury on tap and find a long-wheelbase version which will also accommodate lanky teenagers in the back much better. And the all-wheel drive will be a great safety bonus when those same kids start learning to drive.While the turbo-diesels have the potential to be very frugal, the Audi 4.2-litre petrol V8 remains one of the sweetest, most sonorous production V8s ever made. So that’s the one we’d go shopping for.There’s a rule in the luxury car market when it comes to second-hand examples. And that’s called the Funnel Effect. Fundamentally, it suggests that while there are enough captains of industry to lease luxury cars brand-new, there aren’t enough private buyers willing to spend that sort of money for a second-hand one. And that’s when trade-in values plummet. The Audi A8 is far from immune to this.Which means there are some great buys out there for a fraction of the cost of the walk-up price when the cars were brand-new. You’ll find decent 4H A8s out there now for $20,000 or so, and they won’t necessarily have huge mileages on board. Pony up to about $30,000 and you are in the realm of some seriously good second-hand A8s.Many of the A8’s driveline components are shared with other high-end Volkswagen Group makes and models, so even though the A8 itself was a fairly niche model, there’s plenty of knowledge and parts available.The Audi brand is also popular with enthusiast motorists, too, so there’s a big online community offering support and parts supply.You need to bear in mind, also, that the Audi is a large, heavy, relatively powerful vehicle so it will consume its fair share of tyres and brake pads and this needs to be factored into annual running costs.

Ferrari has a proud history of front engine, rear-wheel-drive GTs, many with a V12 engine, but while the twin-turbo V8 Amalfi is down four cylinders it produces 'ample' power in a beautiful, refined 2+2 coupe.

When you're spending the best part of $200K on a family SUV you want more than a little luxury and performance to go with its day-to-day practicality. Add in petrol-electric plug-in hybrid efficiency and the Range Rover Sport Dynamic HSE P460e starts to look like a compelling proposition. We spent a week behind the wheel to test its credentials.

The House of the Trident is grabbing its golden opportunity with both hands – and its timing is impeccable.In the very month production of the petrol Macan ends, Maserati is launching its facelifted three-year-old Grecale, the mid-to-large SUV that it hopes will soak up sales from those in the market for a fast, classy Porsche substitute.In the flesh, the updates are largely a success, with the replacement lower front apron and fresh 19- and 20-inch rims all adding extra visual drama that was previously missing from the current model, drawing inspiration from no less than the firm's wild track-only MCXtrema.The new aero tweaks are also said to both cut drag and improve cooling, while a new pair of air curtains and further revisions beneath the skin boost efficiency.Under the bonnet, engineers have tweaked the powertrain offering to match the former Macan.The former entry 221kW mild-hybrid 2.0-litre turbo four-cylinder that powered the base GT has been axed and replaced by a 243kW high-output version of the same engine that once powered the Modena.Peak torque remains identical at 450Nm, but it means the most affordable Maserati now accelerates from 0-100km/h in 5.3 seconds.The middle-rung Modena, meanwhile, gets a special detuned version of the flagship Grecale Trofeo – the same high-tech twin-turbocharged 3.0-litre V6 'Nettuno' engine that was first rolled out in the sublime MC20 supercar.Producing 287kW and 500Nm of torque, engineers claim the more affordable V6 will seduce you with its soundtrack while sprinting from 0-100km/h in 4.9 seconds.At the top of the Grecale tree remains the 390kW/620Nm Trofeo that takes just 3.8 seconds to launch from rest to the 100km/h benchmark.All come with all-wheel drive and an eight-speed automatic transmission, plus an electronically controlled rear differential.There's also the option of a battery-powered 410kW Grecale Folgore, but despite having a range increased to a decent 580km due to aerodynamic revisions, fresh low-rolling-resistance tyres and a front-axle disconnect, it remains an also-ran due to its outdated 400-volt electrics.In comparison, the Macan EV is quicker to charge while offering higher levels of performance.Since first being introduced in Australia in 2023, according to engineers, the Grecale has been subject to continuous improvements, with one claiming both quality and reliability have been improved significantly.Upgrades as part of the facelift include new metal gear selectors that provide haptic feedback and a fresh steering wheel that now has flat upper and lower sections.The Grecale's trademark centrepiece carriage clock has been overhauled and is now octagonal in shape and can display everything from the time, driving mode and even g-forces.One last addition is a driver attention monitor that was needed to pass inbound Euro safety regulations that can struggle to detect eyes when a driver is wearing sunnies.Inside, the Grecale feels better built than those early launch cars we drove, while the build was nearly flawless and some of the high-grade materials employed are impressive, even at its elevated price.While some might lament the familiar Android Automotive-based UConnect infotainment system, which is common to other more affordable Stellantis products, the Maserati's system – which blends a lower 'comfort' touchscreen for the climate functions – is all intuitive, responsive to touch and makes the Maserati easy to live with, even if it doesn't wow with its size or resolution.We're sure many families will also appreciate the larger dimensions of the 4.9-metre-long Grecale that provides rear-seat passengers with more than ample leg- and headroom, plus a large 570-litre boot, although the entry mild-hybrid sacrifices 35 litres of that luggage capacity to house its battery.Climb behind the wheel of the Modena V6 and it's remarkable how different it initially feels compared to the more urgent Trofeo.Engineers have worked hard on cultivating a worthy soundtrack for the lower-powered V6, with a deep growl low down in the rev range that, occasionally, thrums a little like a turbo-diesel. Pick up the pace and the twin-turbo sounds far more appealing and enthralling.In its default GT mode, the detuned Modena feels a little too lazy and lacklustre, with a dull throttle response blunting it, which doesn't quite compute with the Maserati badge, but switch to Sport and the supercar-like scalpel responses return, as well as strong acceleration that lives up to the badge and price.Ride comfort is decent in GT mode with our car's adaptive air springs, although sometimes you'll find yourself shifting the adaptive dampers to a firmer setting for a bit more body control, undoing some of the plush ride.If you've stepped out of a Macan, you might also miss that car's more direct and precise steering and greater sense of agility, but the faster Trofeo adds some of that back with its more reactive rear e-diff.For those not in the mood, the Grecale is a quiet and comfortable place and provides a high driving position that we think many owners will appreciate.In European markets like Italy or Germany, pricing for the 2027 Grecale has carried over largely unchanged.In Australia, that means the entry grade - now simply called Grecale - with the 2.0-litre turbo is likely to still cost around $122,500 (plus on-roads), the new Modena V6 from $148,000 and the Trofeo a punchy $188,500.That means the Maserati will continue to sit at $24,600-$46,800 higher than the outgoing Macan – which could prove a hurdle, not least when you consider the high cost of options.Previously, the base Grecale came with 19-inch alloy wheels, a 12.3-inch digital instrument cluster and a 12.3-inch Android Automotive-powered infotainment, with a head-up display and a powerful 21-speaker 1285-watt Sonus Faber sound system.Both Apple CarPlay and Android Auto were available, while adaptive cruise, blind-spot monitoring, lane-keep assist and rear cross-traffic alert were all standard.The Modena added active dampers and larger 20-inch alloy wheels, while the flagship Trofeo came with 21-inch rims, performance brakes, adaptive air suspension and an additional Corsa driving mode.The updated configurator now suggests the head-up display, premium sound system plus the 12-way or 14-way electrically adjustable premium leather seats will all be costly options.Then there are the glorious ways you can personalise and make your Grecale a true one-of-one bespoke build, which will prove irresistible to many.Since Maserati is a low-volume carmaker, the Italian firm hasn't volunteered its mid-size SUV for either Euro NCAP or ANCAP evaluation, but the Alfa Romeo Stelvio that shares the same platform was awarded the full five stars for protection back in 2017, suggesting that with its more modern driver-assist tech the newer, updated Grecale has the potential to deliver an impressive result.Perhaps predictably, running costs will be high, as the Maserati only averages 10.6L/100km on the combined WLTP test cycle.The Maserati Grecale comes with a short three-year unlimited-kilometre warranty that can be extended twice, but there are some eligibility requirements. The limited extended warranty also only offers protection for the engine and transmission.There's also the firm's Extra10 warranty program, which covers powertrain components up to the 10th year for unlimited kilometres, but only if they've been covered by all previous extended warranties.Other rivals, still available at a lower price point, include the more mainstream BMW X3 M50 xDrive ($126,900 plus on-roads) and the Mercedes-AMG GLC53 ($140,600) or the impossibly powerful 500kW GLC 63 S E-Performance ($194,000).

Porsche has continued the rollout of model grades for its all-electric Macan and the latest is the GTS. GTS grades are often the sweet spot of any Porsche model range, usually adding an extra dollop of performance and grade-specific styling.There aren't many high-end electric SUVs of this size in Australia, except for the Audi Q6 e-tron. And judging by the sales figures, Australians haven’t warmed to the electric version of the Macan. Porsche has sold 308 to the end of May this year, a 75 per cent drop compared with the same time last year.But perhaps the sportier and sexier GTS can grab premium buyers’ attention.Compared with the sleek internal combustion Macan with its hunkered down stance and hatchback-like rear, the new EV version looks much bigger on the road. But the design has grown on me and the GTS styling helps enormously.The GTS gains flourishes like wider side skirts, different front and rear aprons, a pronounced diffuser and gloss black inserts.My test car was also Carmine Red and combined with the black elements, and gorgeous but expensive ($4860) 22-inch RS Spyder Design wheels in Anthracite Grey (up from the standard 21-inch wheels), it all makes for a menacing, sexy look.The Macan gets the GTS treatment inside as well with signature red seat belts and a few other additions.The horizontal dash feels quite upright, as does the seating position. The design is appealing and functional without taking any risks.The positioning of the gear shifter on the dash is great for freeing up space and the Macan has decent storage. The device charger can be closed which is good for security.The multimedia system isn’t super intuitive - you have to drill down to multiple menus to find things. Some menu items overlap with the always-on side menu. That’s not very premium, Porsche! Even the Apple CarPlay was a little glitchy. Thankfully, air con has its own panel on the dash.There’s not a lot of knee room in the rear behind my (183cm) driving position, but lots of toe room. The middle seat feels like an afterthought, especially as the front centre console leaves virtually no legroom. But the rear seats are bucketed and super comfy.The boot can swallow 480L, down from 540L in lower Macan grades. There’s no spare wheel, just a tyre repair kit, and a massive Bose subwoofer consumes the underfloor storage. It has handy levers in the boot to lower the 60/40 rear seats and a button that lowers suspension to load heavy items.Elsewhere, the Macan GTS comes with a smallish 10.9-inch multimedia screen and this example was fitted with a passenger side digital display ($2810).Which brings me to one of my biggest issues with this car - the optional extras. The base price of a Macan GTS is $171,100 before on-road costs. That’s already pricey when you consider rivals like the Audi SQ6 e-tron (from $151,400), Hyundai Ioniq 5 N ($115,000) and upcoming BMW iX3 50e ($109,900). Then there’s the eye-watering options list.My test car was fitted with items that shouldn’t cost any extra, like $560 for black badging and $220 for ‘preparation for Porsche dashcam’. Then there’s the downright ridiculous $10,730 for the GTS Interior Package.Rear-axle steering at $3510 is understandable, but $4120 for the augmented reality head-up display that I turned off because it was too intrusive is just taking the mickey. My test car had $38,000 worth of extras, bringing the total price to $209,110.Porsche’s German rivals (Audi, BMW, Mercedes) have all improved their standard features offering in recent years, but Porsche clearly still lags.As the second-most potent Macan Electric grade under the Turbo, the GTS gains an extra helping of performance. It features permanent magnet synchronous motors on the front and rear axles, offering 380kW of power and a maximum 955Nm of torque with overboost.This is enough for a 0-100km/h sprint in a blistering 3.8 seconds on the way to a top speed of 250km/h.Porsche says the Macan GTS’s 100kWh high-voltage lithium-ion battery can be charged from 10-80 per cent capacity via a 120kW DC charger in about 46 minutes, while using its maximum charge power will take just 21 minutes. An 11kW AC home charge should take about 10 hours. One handy feature is two charge ports, one on each side of the car.Porsche claims the Macan GTS’s electric driving range is 513km. The official energy use figure is 20.6–18.5kWh/100km and after a week of mostly urban commutes and a quick back-road blast, I recorded 21.5kWh.It is incredibly quick off the mark, forcing you back into your seat when you floor it. Sport mode, which alters the chassis and ups acceleration, is brutal.Steering in any mode is super sharp and doesn’t require much input to get a response.The Macan GTS is a big, heavy electric SUV but it has a surprising nimbleness to it. It’s taller than the ICE version but it’s chuckable to a certain degree, with very little roll in corners.The grippy tyres aid roadholding and strong brakes help pull up the big SUV, too.Ride quality is undeniably firm and you feel and hear harsher corrugations and bumps. It’s far from jarring, but don’t expect a cushy ride.The Macan has a tighter turning circle than you’d think (11.1m down from 12.1m thanks to the rear-axle steering), making it surprisingly easy to park.Road noise is noticeable on coarse chip surfaces but otherwise most external noise stays out of the cabin.Another huge tick for the Macan is the advanced driver assist systems (ADAS), which works away in the background. It only kicked in once when I merged onto a new lane on a freeway and even then the steering intervention was subtle.Porsche covers the Macan with a three-year/unlimited kilometre warranty which is well behind the five-year terms of most premium rivals. The service schedule is every two years or 30,000km which is great and Porsche offers service plans of three ($1995), four ($3695) or five years ($3995). This is quite a bit more than Audi’s offer for the SQ6 e-tron ($2080 for six years).

It feels like Audi’s Q3 has been with us since the dawn of automotive time, but it’s only 15 years since the compact five-door SUV began following in the wheel tracks of its larger Q7 and Q5 siblings.And this Sportback TFSI quattro 195kW is the current flagship of the third-gen version above the front-wheel-drive TFSI 110kW and mid-range AWD TFSI quattro 150kW.At $84,400, before on-road costs, it lines up against upper grades of its traditional German ‘Big Three’ rivals, the BMW X1 and Mercedes-Benz GLA as well as other premium contenders like the Lexus UX and Volvo XC40.For that kind of money it’s fair to expect a healthy list of included features and this Q3 tips in 20-inch Audi Sport alloy rims, an ‘S line’ exterior styling package, keyless entry and start, three-zone climate control, all LED exterior lighting, a big panoramic glass sunroof, a power tailgate, heated electric sports front seats and leather-appointed seat trim.There’s also multi-colour interior ambient lighting, a heated leather-trimmed steering wheel, 12-speaker 420W Sonos audio, an 11.9-inch digital instrument display, central 12.8-inch multimedia touchscreen, built-in nav, a head-up display, adaptive cruise, a 360-degree camera view and more, including exterior mirrors that do everything except sit up and beg, suspension with damper control and privacy glass.That’s a huge wodge of standard equipment for the category and to top it all our test car featured Madeira Brown matt effect paint for $6370, an Advanced lighting package (Digital Matrix LED headlights with selectable light signatures and animations) at $4225, a Black Exterior package ($2080) and different S design 20-inch alloys ($650). All up, $97,725, including GST.It may be a product of latent colour-blindness but I see this Q3’s eye-catching matt finish as a charcoal grey rather than brown. But either way, when combined with the angular slimline headlights, sweeping coupe-style profile and jagged tail-lights it gives the car a distinctive, borderline menacing personality.The standard S line treatment includes specific front and rear bumpers while a thin red light strip across the rear and illuminated four rings logo on the tailgate add a vibrant after-dark lighting signature.The cabin is clean, contemporary and brilliantly functional. A widescreen dashtop array houses the configurable digital instrument cluster and media display touchscreen. Ventilation control is via the screen but in typical Audi style there’s a physical dial for audio volume and other functions including the ‘drive select’ system.The steering wheel is flat on the top and bottom and the controls for indicators on the left and gear position on the right are more flat paddles than conventional stalks. A (successful) space-saving measure, it takes some getting used to but quickly becomes second-nature.Partial leather trim looks and feels quality, the sports front seats are top shelf and details like semi-floating armrests are a cool design touch while making it easier to close the doors.The Q3 measures just over 4.5m long but there’s plenty of room in the front and (for me at 183cm) a surprising amount in the rear. Lots of storage options around the cabin for cups, bottles and other bits and pieces with power and connectivity including a pair of USB-C sockets in the front and another pair in the rear.The boot holds a handy 488 litres with the 40/20/40 split rear seat upright, increasing to 1289L when folded. Not only that but the reclining rear seat slides for extra load flexibility.It’s also worth noting the Q3 can tow a 2.1-tonne braked trailer, which is pretty handy and a physical temporary spare is a much better option than the increasingly common repair/inflator kit.As its name implies, the Q3 Sportback TFSI quattro 195kW is powered by a 2.0-litre turbo-petrol engine sending 195kW/400Nm to all four wheels via a seven-speed dual-clutch auto transmission and Audi’s quattro permanent AWD system. There’s no electrical assistance for the engine.Claimed zero to 100km/h acceleration time is an impressively rapid 5.7 seconds. Which not only sounds good on paper but feels great in reality.Maximum torque is available from just 1650rpm through to 4350rpm and mid-range grunt is not only healthy but delivered in smooth, linear fashion.The dual-clutch auto is sharp (in a good way) with rapid manual shifts available via wheel-mounted paddles if you’re in the mood to swap ratios through your favourite set of corners.Overall refinement is excellent and even riding on the big 20-inch rims (shod with 255/40 Continental EcoContact 6 tyres) the Q3 handles urban bumps and thumps well thanks in no small part to the damper control suspension.The system reacts to the road profile factoring in parameters including steering, braking and acceleration to continuously adjust damping for each wheel. Steering feel and response are spot-on, as are the brakes.  Claimed combined cycle (urban/extra-urban) fuel economy is 8.2L/100km and over 300km of city, suburban and highway running we saw an on-test figure of 10.1L/100km which is okay for a car with this kind of performance potential.All the active (crash-avoidance) safety features you’d want and expect in a car in this part of the market are onboard and work subtly. But if a crash is unavoidable there are seven airbags, including a front centre bag.A five-year, unlimited kilometre warranty matches key rivals like BMW, Genesis, Land Rover, Lexus, Mercedes and Volvo but it’s worth noting an increasing number of brands in the mainstream market are stepping up to longer seven, eight and even 10-year cover.Service intervals are 12 months/15,000km and a five-year plan will set you back $3330 or $666 per workshop visit, which isn’t out of order for the class. There are around 50 Audi dealers covering all states and territories including key rural centres.

The most electrified Porsche 911 yet has arrived.Yep, the 2026 Porsche 911 Turbo S breaks from tradition with the electric motor wedged into its eight-speed PDK dual-clutch automatic transmission.And then there's the twin electric turbochargers fitted to its 3.6-litre six-cylinder boxer engine.That is one more e-turbo than its 911 Carrera GTS sibling, which debuted Porsche’s new power-boosting T-Hybrid system two years ago, complete with a 1.9kWh battery.In the all-wheel-drive Turbo S it helps it produce an astounding 523kW of power (+45kW) from 6500-7000rpm, and 800Nm of torque from a far broader 2300-6000rpm.Sprinting from zero to 100km/h in the coupe on test here now takes just 2.5 seconds (-0.2s), while 200km/h can be reached in 8.5 seconds (-0.5s) on its way to a top speed of 322km/h (a nice even 200mph).Needless to say, in reality this level of acceleration is neck-snappingly immense in any of the three available drive modes (Normal, Sport and Sport Plus).The PDK whips through its eight gears in a seemingly uninterrupted blur, during which the engine feels like it is always on boost thanks to its newfound electrification.That said, the Turbo S increasingly offers too much straight-line performance for Australian public roads, which have speed limits of up to 130km/h in limited locations.But I suppose it is nice to know you can accelerate faster than almost any other car you come across on your drive.You also can probably decelerate sooner than most other cars thanks to the mammoth carbon-ceramic brakes fitted to the Turbo S.The 420mm front and 410mm (+20mm) rear discs are the largest to be fitted to a street-legal Porsche yet and offer equally immense stopping power.The T-Hybrid system contributes plenty to the Turbo S coupe’s 74kg weight gain, to 1725kg, but the reality is you won’t really notice the difference in a straight line, let alone around corners.Handling wise, the Turbo S does not match the prowess of its track-focused GT3 and GT2 siblings, but it is still a 911, which means it's still among the best when it comes to despatching corners with its high level of AWD grip.The T-Hybrid system also helps to power the new active anti-roll bars, which reduce body roll when cornering hard. They are simply phenomenal when it comes to delivering lateral balance.And if you want even more body control and road feel, the adaptive dampers can be firmed up via a dedicated physical switch at any time, or via the Sport Plus drive mode.At this point the ride comfort is firm enough that you seemingly feel every little road imperfection.I prefer the adaptive dampers in their Normal setting, which is still stiff but can easily be lived with day to day.The 911’s electric power steering is the one of the best available today, with the level of feedback provided almost as good as a traditional hydraulic system.In any of the drive modes it is as direct as you would expect a high-end sports car to be, partly thanks to its brilliant wheelbase-shortening rear-axle steering.The beauty of the Turbo S is its split personality: it can be relatively docile when you are navigating city traffic, or it can be an otherworldly performance machine when you are lucky enough to find an open road.It is this duality that its GT siblings simply cannot match.Now, do not make the mistake of thinking the Turbo S coupe’s T-Hybrid system significantly reduces its fuel consumption because it is performance-focused after all.In fact, claimed fuel consumption on the combined-cycle test is 11.8L/100km, up 0.3L/100km.But in the real world I averaged a reasonable 14.3L/100km over 366km of driving, all of which was very much worth the high fuel bill.Design wise, the Turbo S has had an obligatory nip and tuck as part of this midlife facelift, one that Porsche says makes it 10 per cent slipprier, partly thanks to active aerodynamics front and rear.Either way, the 911’s iconic design elements remain, making it arguably the most recognisable multi-generation sports car of all time.I mean, look at those deliciously wide rear haunches!The 911 is also still one of the most practical sports cars you can buy, with two rear seats, which, while very tight for adults, is still a lot better than not having them at all.You even get two cupholders in the front row, which is two more than you get in most supercars.There are also plenty of physical buttons and switches for nearly all of the key functions, including the all-important climate controls.And let us not forget the frunk and its 128 litres of storage capacity, which is again a lot more accommodating than what you get with the 911’s mid-engine rivals.The price? The new Turbo S coupe costs $577,300 plus on-road costs, which is ‘just’ $39,700 more than its predecessor but more than reasonable against its competitive set, including the Ferrari 296 GTB ($604,000) and Lamborghini Temerario ($534,169).Despite its high price, in typical Porsche fashion several features that should be standard in the Turbo S coupe are not, including its sunroof ($4720), cooled front seats ($2220), Porsche InnoDrive highway assist ($2190) and all-important front-axle lift ($4950).All the regular advanced driver-assist safety features are otherwise present and work well, meaning they will not annoy you day to day, which is increasingly rare in 2026.But you do get shortchanged with Porsche Australia’s three-year/unlimited-kilometre warranty, which while comparable with the likes of Ferrari, Lamborghini, McLaren and Aston Martin, is off the five-year pace of BMW, Mercedes-Benz, Audi and other premium brands.