Articles by James Cleary

The Aussie ute market may have expanded dramatically in terms of choice but has a proliferation of new options upset the established order when it comes to sales? In recent years the Ford Ranger has been the top-selling ute in the country with the Toyota HiLux snapping at its heels and the Isuzu D-Max there or there-abouts. In late 2024 the BYD Shark 6 arrived to mix things up with its petrol-electric hybrid powertrain challenging the traditional dominance of turbo-diesel propulsion. And a few months later, after a high-profile pre-launch teaser campaign, the Kia Tasman hit local showrooms with the aim of muscling past top order players like the Mitsubishi Triton, GWM Cannon, Mazda BT-50 and Nissan Navara. Since then, we’ve seen newcomers like the MG U9, the all-new Foton Tunland and LDV Terron 9. And soon enough they’ll be joined by the Chery Stockman, JAC Hunter and a likely dual-cab from Hyundai. But has the category’s expansion fundamentally changed anything? There are now a staggering 25 ute options in the local new car market, including two- and four-wheel drive models as well as large, US-style pick-ups. And at the half way mark in 2026 the usual suspects remain at the top of the leader board. No big surprise that the podium contenders have shed some volume but the Ford Ranger is still out-selling the BYD Shark 6 by a ratio of three to one.  There have been explosive year-on-year gains recorded by selected newcomers, but that’s been from modest starting bases.   However, several evergreen models lower down the list have taken a sizable backwards turn, including the Nissan Navara (-46.5 per cent), Toyota LandCruiser 70 Series (-65.5 per cent), JAC T9 (-51.8 per cent) and Jeep Gladiator (-56.3 per cent). In total, year-on-year sales to June 30 this year for 4x2 utes are flat, 4x4s are down just over 11 per cent and the big pick-ups haven’t budged a millimetre. Here’s our rundown of utes sales, using industry statistician VFacts data to combine all ute categories into a single readout comparing H1 2026 to the same period last year. Light commercial, pick-up & cab chassis sales ranking (June 2026 YTD)      

It feels like everyone has a VW bus story. Someone’s sister converted their Multivan into a home-away-from-home, Uncle Ern had a pop-top kombi and Macca at the pub has had his since 1982. Which is no surprise because many peoples’ favourite VW has been around, in one form or another, for over 75 years. And this limited ‘Edition’ package has been applied to the most recent, seventh-generation version of the Multivan. Exactly 300 will be available, each costing $79,990, before on-road costs, or $82,990, drive-away as an introductory offer. That price puts it between the short- and long-wheelbase Multivan Life ($77,990 and $80,290 MSRP, respectively) and adds additional standard fruit including a black roof and gloss black 18-inch alloy wheels, LED matrix headlights (with dynamic cornering function), darkened (LED) tail-lights, dual-tone synthetic velour and synthetic leather seat trim, heated front seats and the Digital Cockpit Pro instrument display. There’s also puddle lamps, ‘easy open and close’ power sliding doors and tailgate, built-in nav, a 360-degree camera view and a sliding multi-function table. Put the Multivan Edition next to rivals like the Ford Tourneo Titanium ($74,590), Hyundai Staria HEV Lounge ($73,740), Kia Carnival GT-Line HEV ($76,840) and Mercedes-Benz Vito Tourer ($89,672), all before on-road costs, and the VW puts up a compelling value-for-money pitch. There are two colours, Pure Grey and Candy White, both with a Deep Black Pearlescent roof and door mirror combination and aside from Edition graphics this limited edition’s fundamental design is unchanged. It’s kind of like an expanded Golf with head- and tail-light treatments in particular clearly connecting it to the current VW family. The Multivan’s close to 5.0m length, near 2.0m width, 1.9 metre height and lengthy 3124mm wheelbase provide a comfortable interior for seven (an eight-seat Life is available). And while the interior has that typical VW look of teutonic efficiency it also feels welcoming thanks in no small part to the synthetic microfibre and synthetic leather seat trim.  I’m guessing Shaquille O'Neal would have enough headroom in the Multivan, because at a lowly 183cm tall I had what felt like metres between my scone and the headliner. And it’s the interior layout’s incredible flexibility that makes this VW such a practical multi-passenger proposition. There’s a flat, walk-through floor and we’d need a separate website to detail all the available seating and storage combinations but suffice it to say rails running the length of the Multivan’s floor allow the seats to move easily so they can be adjusted to best accommodate the passengers onboard. With the driver’s and second-row captain’s chair seats set to my position I still have enough space in the third row, although toe room under the seat in front is a little tight. Up to teenage kids will be more than comfortable back there. Storage is everywhere including cupholders, bins and flip-up tray tables but the highlight in the Edition is its sliding multi-function table which can serve as a front centre console but has the ability to slip backwards, rise in height and sprout large tabletop surfaces for the second row.  There’s Qi-compatible wireless phone charging up front as well as six USB-C ports and three 12-volt sockets spread across the interior and cargo area which is more than enough to keep everyone happy with fully charged devices.  With all seats upright there’s 469 litres (VDA) of luggage space, expanding to 1316L with the third-row folded and a van-like 3672L with the second and third rows removed. The seats are lightweight and slide easily so removing them isn’t as hard as you might think. Maximum braked trailer towing capacity is a useful 2.0 tonnes. A 2.0-litre turbo-diesel four-cylinder engine sends 110kW/310Nm to the front wheels via a seven-speed dual-clutch auto transmission with the current Multivan riding on VW’s MQB Evo platform which also underpins the Golf and Tiguan. And the Edition feels far more car-like than any of its predecessors. Don’t get me wrong, this is a boxy bus but the way it drives, rides and steers is exceptional. The engine feels responsive and strong, picking up acceleration quickly without a hint of turbo hesitation and works hand-in-glove with the super-smooth auto. The front seats are comfy, ride quality is terrific for this class of car, freeway cruising is effortless and road feel from the steering is good. Even winding B-roads didn’t unduly upset the Multivan’s handling or stopping power. Unsurprisingly, wind noise starts to make its presence felt around the A-pillars and exterior mirrors at around 100km/h, but never to an alarming degree.  The Multivan scores a maximum five-star ANCAP assessment to the latest protocols with seven airbags (including a front centre bag) and the Edition boasts a laundry list of ADAS (advanced driver assistance systems) crash avoidance tech, the highlights being AEB (auto emergency braking) Park Assist (with front and rear proximity sensors), adaptive cruise, lane keeping, blind-spot monitoring and rear cross-traffic alert. There are child seat top tethers on the second row captain’s chairs and across the third row, with ISOFIX anchors on all of those except the centre rear position.   The official fuel economy figure for the Multivan on the combined (urban/extra-urban) cycle is 6.2L/100km which puts it ahead of all key competitors and translates to a theoretical range of around 1160km. On the roughly 350km launch drive program which took in urban, B-road and freeway running we saw an average of 7.3L/100km, which would translate to a real-world range of around 950km. Not too shabby for a roughly 2.0-tonne bus. The Multivan is covered by Volkswagen’s five year/unlimited kilometre warranty which is now being overshadowed in the mainstream market with many brands at seven-, eight- and 10-year terms. Roadside assist is included for the first year. Servicing is recommended every 15,000km or 12 months with fixed price and pay-as-you go plans available. You’re looking at an average of around $650 per workshop visit over the first five years. Not the cheapest but not outrageous. Volkswagen operates a network of around 180 dealers and service centres across the country.

Australia’s most treacherous car crash site has been identified through analysis of close to 400,000 insurance claims lodged across the country in 2025. The 2026 AAMI Crash Index highlights Springvale Road in Glen Waverley, Victoria as “Australia’s No.1 crash hotspot” at the same time calling out mornings and Fridays as “peak prang periods nationally”. Victoria, more specifically Melbourne, accounted for nine of the national top 10 sites listed, with Pennant Hills Road, Carlingford in Sydney’s north-west the only outlier. The index analysed more than 394,000 motor insurance claims lodged across Australia between January 1 and December 31, 2025.  And the data has highlighted clear similarities across these high frequency crash locations: busy arterial roads, traffic lights, major intersections, shopping precincts, car parks and heavy stop-start traffic. In announcing the results AAMI said, “These are roads where congestion, merging traffic, turning vehicles and momentary lapses in concentration create the perfect conditions for everyday driving mistakes.” And tellingly, Springvale Road, Glen Waverley has knocked off Plenty Road, Bundoora in Melbourne’s north-east as Australia’s No.1 crash hotspot for the first time in eight years. Unsurprisingly, nose-to-tail impacts remain the most common type of collision, followed by failure to give way and collisions with stationary objects. While Melbourne dominated the national Top 10, the rest of the country didn't receive a free pass, with the following locations having the dubious honour of topping their home state or territory. Melbourne: Accounts for nine of the national Top 10. Sydney: Pennant Hills Road in Carlingford ranked ninth nationally. Brisbane: Mains Road, Sunnybank. Perth: Albany Highway, Cannington. Adelaide: North East Road, Modbury. Hobart: Sandy Bay Road, Sandy Bay. Canberra: Hindmarsh Drive, Phillip.  Darwin: Trower Road, Casuarina.  AAMI cites bad habits like following too closely, braking late, misjudging turns and failing to anticipate changing traffic conditions as common precursors to a sheet metal interface. Announcing the index results AAMI Motor Prevention Manager Mary Kennedy said, “The hotspots topping our list all share similar traits — heavy traffic, multiple lanes, traffic lights, major intersections, shopping precincts and constant turning movements, where even a momentary lapse in concentration can lead to a crash. “Mornings and Fridays are peak prang periods nationally, when school pick-ups, commuters, shoppers and heavy traffic all converge. It is a timely reminder to slow down mentally as much as physically, stay patient and avoid distractions. “Whether you are driving through Melbourne, Sydney, Brisbane, Perth, Adelaide, Hobart, Canberra or Darwin, the message is the same: leave a safe gap, look further ahead, take extra care at intersections and avoid rushing through busy traffic,” she said.

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.

Mercedes-Benz Australia has introduced two new versions of its mid-size GLC SUV including the pure-electric GLC400 4Matic as well as the performance-focused AMG GLC 53 4Matic+, the latter in traditional SUV wagon and Coupé form. Adding the GLC400 4Matic Electric battery electric vehicle (BEV) to its most popular model line slots the dual-motor all-wheel drive SUV into the heart of the three-pointed star’s local line-up, delivering 360kW/800Nm, 0-100km acceleration in 4.3 seconds and a (WLTP) driving range of up to 630km. Underpinned by a dedicated platform featuring an 800-volt electronic architecture, the GLC400 is fitted with a 94.4kWh nickel-manganese-cobalt (NMC) battery and boasts a DC fast charging capacity of up to 330kW, which allows it to take on 300 kilometres of range “within 10 minutes.” Maximum AC charge rate is 22kW. WLTP tested energy consumption on the combined (urban/extra-urban) cycle is 17.1kWh/100km; the new EV running a two-speed transmission on the rear axle with a Disconnect Unit (DCU) on the front axle, which allows the drivetrain to decouple at the front to reduce mechanical drag-induced efficiency losses. Carspotters should look out for an illuminated grille, AMG aprons front and rear, 21-inch AMG alloy wheels and Night Package Styling elements including high-gloss black exterior accents. Inside, the MBUX (Mercedes-Benz User Experience) Superscreen stretches across the dash incorporating instruments, vehicle information and multimedia functions in one display. And Mercedes-Benz claims the optional 39.1-inch MBUX Hyperscreen is the largest screen ever offered in a Mercedes-Benz production vehicle. The electric GLC’s wheelbase is 84mm longer than its internal–combustion engine (ICE) siblings which is claimed to have increased head and legroom front and rear with luggage capacity at a handy 570 litres (rear seats upright) expanding to 1740L (rear seats folded). There’s also a 128-litre frunk in the nose. Standard equipment includes the AMG alloy rims and MBUX Superscreen as well as synthetic leather upholstery, Burmester 3D surround sound audio, an AMG Line Sport Seat Package (heated and power-adjustable with memory function in the front), open-pore birch wood interior trim, a panoramic roof, privacy glass and more. The GLC400 4Matic electric is on sale now at $112,200, before on-road costs. And a limited Launch Edition version offers a slightly lower entry-point thanks to deletion of the MBUX Superscreen at $110,000, BOC. The Mercedes-AMG GLC53 4Matic+ manages to hit the magic 100km/h mark a tenth of a second faster than its new electric stablemate (at 4.2 seconds), but its means of propulsion is dramatically different. A 3.0-litre, in-line six-cylinder turbo-petrol engine is supported by a mild-hybrid starter-generator unit to produce 330kW/600Nm (plus an extra 40Nm for 10sec on overboost). Drive goes to all four wheels via a nine-speed dual-clutch auto transmission (featuring a double-declutching function to allow multiple downshifts) and a fully variable all-wheel drive system. AMG Ride Control adaptive suspension is onboard as is rear-axle steering and the AMG Dynamic Plus Package incorporating an electronic rear-axle locking differential, dynamic engine mounts and the Race Driving Program (including Drift Mode). Euro muscle car devotees will surely love the “special resonators” in the exhaust system to “amplify the sound experience (with) characteristic crackling on throttle lift-off.” Standard features include 21-inch forged alloy rims (in matt black with a high-sheen rim flange), dark chrome AMG badging and grille elements, a front lip spoiler, black roof rails, MBUX multimedia, ‘metal structure’ interior trim elements, leather upholstery, heated front sport seats (with memory and four-way lumbar support), a panoramic sliding sunroof, head-up display, Burmester 3D surround sound and heat-insulating dark-tinted glass. A Golden Accents Package, Performance Ergonomic Package and Plus Package are optionally available. Like the Mercedes-Benz GLC400 4Matic, the Mercedes-AMG GLC53 4Matic+ is on sale now with before on-road costs pricing of $140,600 and $151,300, respectively. 2027 Mercedes-Benz GLC pricing 2027 Mercedes-AMG GLC pricing    

Details of Chinese carmaking giant GWM’s upcoming ‘next-size-up’ Ora 7 sportback-style wagon have finally emerged, just after the pure-electric Ora 5 compact SUV launched in Australia. Displayed as a production-ready ‘concept’ at last year’s Shanghai motor show, filings with the Chinese Ministry of Industry and Information Technology (MIIT) have filled out the technical picture for the new BEV (Battery Electric Vehicle). To be named Ora Lightning Cat in its home market, it’s likely the mid-size five-seater will replace the existing Porsche Panamera ‘inspired’ coupe-style sedan version of the car. Measuring just over 4.8m long, a little more than 1.8m wide and around 1.5m tall with a 2870mm wheelbase, the new Ora 7 is in the same size ballpark as medium BEV sedans, including the BYD Seal, Kia EV4 and Mazda 6e.  The new wagon will be offered with a choice of 58.3kWh and 68.9kWh NMC (Nickel Manganese Cobalt) battery packs across single-motor, front-wheel drive and dual-motor, all-wheel drive variants. The current Ora 07 sedan uses LFP (Lithium iron Phosphate) batteries.  A 150kW/340Nm motor on the front axle is used on two FWD versions, which is joined by a second 160kW unit at the rear for a combined 300kW/680Nm on the flagship AWD. Range claim for the base FWD version is 560km (to the more lenient CLTC - China Light-duty vehicle Test Cycle protocol), with a large-battery long-range FWD variant expanding that number to 630km and the heavier dual-motor AWD using the same pack coming in at 535km. Three tyre sizes are quoted - 225/50R18 (FWD standard), 235/50R18 (FWD long range) and 235/45R19 (AWD). And it’s interesting to note the concept version’s flush door handles have been swapped for traditional pull-out units in the production car in line with the Chinese MIIT’s ban on new vehicles models with flush handles applying for approval starting January 1, 2027. If the newcomer was to land here it will have to match or better that previously-mentioned EV sedan trio on price - BYD Seal (from $49,888), Kia EV4 (from $49,990) and Mazda 6e ($49,990), all prices before on-road costs. CarsGuide contacted GWM Australia for comment on the new Ora 7 wagon’s potential for local sale and a spokesperson told us, "Our current focus is on the Ora 5 platform and the opportunities to expand that range. "As confirmed at the recent Ora 5 launch, a touring/wagon variant is already on the roadmap which we feel would be more aligned to Australian market requirements," they said.

You may or may not know Australia was the first export market for the world’s best ever selling car. The vehicle in question is the Toyota Corolla and this was the first country to receive exports when 15 examples of the first-gen E10 model were shipped here in November 1966, just a month after it was revealed in Japan. During the 1966 Tokyo Motor Show (October 26 to November 8) Toyota had pulled the covers off the diminutive two-door, 1.1-litre city car which over the next six decades and 12 generations would go on to comprehensively out-sell automotive icons like the Ford Model T, VW Beetle and original Mini. So, yep, the Corolla turns the big six-oh this year and Australia was a VIP guest at its first party. Less than a year after the original E10 series debuted, a four-door sedan and wagon type van joined the initial line-up and the Corolla die was cast, the newcomer quickly building its reputation as an affordable, versatile and economical small car, initially going into bat against the similarly-sized, not to mention similar-looking, Datsun (Datto) 1000 and Subaru 1000. Another Aussie milestone for Corolla was assembly of the E10 in Port Melbourne, the first manufacturing site for the model outside Japan. Toyota Australia went on to build more than 666,000 Corollas across its Port Melbourne, Dandenong and Altona plants.     Only four years later, in 1970, the chubbier E20 Corolla was introduced, retaining the original’s front-engine, rear-wheel drive configuration but with more capacity, power and weight. The alpha-numeric model code convention continued in 1975 with the E30 / E50 ‘rolla, still rear-drive with later versions powered by a 1.3-litre four and the choice of manual shift or ‘ToyoGlide’ three-speed auto. The third-gen E40 / E60 Sprinter variants were JDM (Japanese Domestic Market) and (other) selected export markets only.  A more mature E70 Corolla arrived in 1981 with a new coil-spring, five-link rear suspension, but still rear-wheel drive, with a relatively conservative appearance. A clear ‘white goods’ Toyota period. The E80 kicked off the front-wheel drive Corolla era in 1985 and the ground-breaking E90 became a hugely popular small car option in Australia from 1989, bringing more contemporary looks and the availability of 16-valve, twin-cam engines (anyone remember ‘The O2 Advantage’ slogan?), especially the high-performance ‘4A-GE’. The E100 from 1994 looked more like a substantial E90 upgrade than a new-generation model but the E110 in 1998 was a clear design departure with a distinctive quad headlight face morphing into a wide-eyed, dual-headlight expression following a facelift. In 2001, the now imported E120 ushered in a sturdier, high-waisted look for the ninth-generation, with sedans, wagons and hatchbacks available. The E140/E150 continued that design theme from 2006 to the E170 sedan and E180 hatch launched here in 2014. The Corolla reached a million Australian sales, in September 2007. And for completists, the E160 (Corolla Axio sedan and Fielder wagon) was never officially sold in Australia.  Which brings us to the current 12-generation E210. Launched in 2018 it’s the longest-running Corolla model and has proved a huge success. It’s brought back hot hatch performance with GR and soon-to-arrive GRMN variants and looks set to soldier on until the 13th-generation Corolla arrives later this year, with (surprise, surprise) late October a short odds favourite for launch timing.  Speaking of hot hatches, in terms of motorsport the Corolla has done everything from Bathurst (its first success was a Class A victory in 1968) to the World Rally Championship as well as multiple Australian Rally Championships (at the hands of Neal Bates and Coral Taylor) and a multitude of other competition appearances around the globe. It’s recently spawned the Corolla Cross SUV as well as a host of other variants throughout its life (AE86 anyone?). And the Corolla shows no sign of slowing down with efficient hybrid powertrains keeping it relevant with sales numbers continuing to tick over locally. Last year, 18,968 new Corollas found homes in Australia, and with another 6277 sold to the end of May this year it remains the country’s best-selling small car by a comfortable margin.    Toyota has all but confirmed the next-gen Corolla will be available with hybrid, plug-in hybrid, pure electric and possibly hydrogen fuel cell powertrain options. Speaking at the showing of a Corolla Concept at last year’s Japan Mobility Show, Toyota President & CEO Koji Sato said despite the new powertrain options, the Corolla must remain a car for “everyone”.  “Whether it's a battery EV, plug-in hybrid, hybrid, or internal combustion engine vehicle - whatever the power source - let's make good-looking cars that everyone will want to drive,” Sato-san said.  Hear, hear to that. But facing more challenges than ever before in its 60 years, the 13th-generation Toyota Corolla will possibly be the most important for the world’s biggest carmaker.  Bring on the birthday party.

XPeng has announced pricing and launch specification for its coupe-style L03 mid-size SUV in Europe, ahead of a likely Aussie arrival. The newcomer is offered initially as a battery-electric vehicle (BEV), with a Range Extender Electric Vehicle (REEV) version joining the line-up before the end of the year. Given order books are already open in China (where the car is called Mona L03) and examples have been spotted testing in Australia, the L03 is a likely 2027 arrival here, the Chinese maker already confirming it will “be available in 64 countries and regions”. With customer deliveries scheduled to begin in the fourth quarter of this year and priced from €35,600 (~$58,250), the German L03 range consists of five models, two rear-wheel drive (RWD) single-motor BEVs, a pair of dual-motor all-wheel drive (AWD) electric variants and a single range-extender option. It would likely be cheaper in Australia due to our close proximity to China and the existence of a free trade agreement. The REEV version features a plug-in hybrid powertrain with the wheels driven exclusively by an electric motor, with a (70kW) 1.5-litre internal combustion engine (ICE) acting as a generator only to recharge the 37.3kWh LFP battery while driving. Claimed WLTP range is 1000km on a single tank of fuel and full battery charge, with a pure-electric range in excess of 200km. The single-motor, RWD version of the BEV is claimed to accelerate from 0-100km/h in 6.6 seconds with combined cycle (urban/extra-urban) energy consumption of 11.9kWh/100km. German pricing:    It’s important to note these German prices include 19 per cent VAT (Value Added Tax) and as with most Chinese new arrivals, you can generally expect the L03 to be significantly more affordable when it lands in Australia. The L03 is priced from between the equivalent of $31,000 to $34,000 in electric form in China (where there are nine models on offer) and a local entry-grade is likely to be more in line with base versions of the BYD Atto 3 (from $39,990), GAC Aion V (from $42,590) and Geely EX5 (from $41,990). Developed by a global team led by former Ferrari Head of Exterior Design Juanma López, the L03 measures 4.65 metres long, a fraction over 1.9m wide and 1.6m tall with a 2850mm wheelbase. Drag coefficient is a slippery 0.23. All Euro L03 grades feature full LED exterior lighting, 18-inch alloy wheels (20s on the flagship Ultra BEV), Vehicle-to-Load (V2L) functionality, a panoramic sunroof, electrically adjustable, heated and ventilated front seats, electrically adjustable, folding, and heated exterior mirrors, nine-speaker audio (with two speakers integrated into the driver's seat), built-in navigation, dual-zone climate control, and three screen displays - an 8.9-inch digital instrument cluster, 15.6-inch central touchscreen and a 26.8-inch head-up display. The boot boasts a decent 367-litre volume and there’s an 89-liter ‘frunk’ up front. Safety includes seven airbags and “more than 13 driver assistance systems” bundled under the name ‘XPILOT’, including AEB (Auto Emergency Braking), blind-spot monitoring, lane change assist, rear cross-traffic alert adaptive cruise control and more. CarsGuide has contacted XPeng Australia for comment on the L03’s potential for local sale and likely arrival timing.

Until the late 1970s, when a car’s fuel needle began to slip towards empty, Aussies were still pulling into a service station to receive just that… service. An attendant would approach the driver’s window and ask how much fuel a customer wanted, the most common reply being, fill ‘er up! That helpful person duly filled the car, checked the oil and water, cleaned the windscreen, received the appropriate amount of cash, brought back the change and waved a happy motorist on their way. But then, the dominance of that wholesome exchange was blown away by the arrival of self-service petrol stations. All of a sudden the forecourt attendant was unceremoniously kicked to the kerb and a ripple of nervous trauma passed through the broader populace. The onus was on drivers to pull up and fill the car themselves. Second nature now, a revolution then. And with the rising popularity of battery electric vehicles (BEVs) and plug-in hybrids (PHEVs) we’re facing a similarly unsettling scenario with the switch from the familiar petrol bowser to intimidating charge pylons. No hose and nozzle, rather a thick cable and bulky connector plug. No panel operator to process your purchase, you’re on your own with a smartphone app or swipe card to get the job done. And arguably an even bigger shift is the ability to top up your car at home and/or where you work.  It’s still unfamiliar territory for many, so for the EV curious worried about the process of charging an electric vehicle, never fear CarsGuide is here with a pre-flight checklist to help you get to grips with the brave new world of public or home charging.  The first thing we’d recommend is a subtle mindset shift. Don’t think of an EV as you would a car powered by an internal combustion engine (ICE). Think of it more like your phone; a case of top-up rather than fill-up. The current crop of high-voltage lithium-ion EV drive batteries respond best to being kept between 20 and 80 per cent charged. Keeping that 20 per cent minimum in mind is helpful because driving an EV until the battery is close to depletion means you run the risk of failing to proceed before you can reach a charge point. Who needs the strain of pushing into the range anxiety zone? That mid-range charge band reduces the heat stress on a pack’s individual cells, which can accelerate chemical degradation and impact the battery’s effectiveness and longevity. To that end, DC fast-charging slows to a snail’s pace once the battery hits 80 per cent, anyway. So, better to save time and unplug at that point. That’s why so many car manufacturers quote a 10-80 or 20-80 per cent DC charge time for the EVs they’re hoping to land in your driveway.  If you need every last kilometre of potential range for a road trip, by all means go to 100 percent on DC, but best not to make it a habit. If you’d like to dig deeper into the characteristics of different EV battery types, and there are several, we’ve got you covered here. But what about those two letters - DC, not to mention their related cousins - AC? If you were paying more attention than I was in high school physics you’ll know they stand for Direct Current (DC) and Alternating Current (AC). Without getting into the weeds on the differences, the main things you need to know are DC is high-voltage while AC is generally lower output as found in typical household three-pin outlets.   And rechargeable EV batteries can only store DC electricity, which means they need an onboard charger to convert AC to DC. It’s a long way to the top if you want to charge a car. Home or work charging is by far the most common means of juicing up an electric vehicle with AC the dominant form. The highest output you’ll find in a home charger currently in Australia is 22kW, which matches the AC capacity of the Porsche Taycan, its Audi e-tron GT corporate sibling and several others. This will require a three-phase upgrade, as will a slightly lesser 11kW charger, which is why many EV owners opt for a 7.2kW (single-phase) set-up.  You’ll still need a registered sparky for the installation and charge times will be longer but you don’t run into the heat-related issues fast-DC charging brings, plus there’s less fuss and expense. And if you have solar and a storage battery, you're laughing. Or, simplest of all, use an adaptor cable that plugs straight into house power. Charging takes an age but that might be fine for you. There are a multitude of home wallbox-style chargers available. Even that massive hardware chain with the local primary school sausage sizzle out the front has multiple options available. You may have also noted council-provided AC chargers on a nearby telegraph pole. Free to use, they will range from 7.2 to 22kW output. The Australian Federal Government, as well as several state governments continue to invest in EV charging infrastructure, so the number of public chargers is set to continue growing steadily in years to come.   And it’s worth noting an EV can only take in as much energy as its AC/DC convertor will allow. Plug 22kW AC into a 7.2kW car and your maximum charge rate is… 7.2kW. When it comes to plugging in, that’s the process. Open the flap to the EV’s charge port, push the cable into the connector and press go on your charging device of choice. Only a few years ago there was VHS vs Betamax (for younger readers, they were competing video tape formats) style confusion over Type 2 and CHAdeMO connectors. Happily, the Type 2 style appears to have won the arm wrestle, which keeps things simple at home or when using a public charger. The car will indicate its battery’s state of charge as the electricity goes in, as will a readout on the charging cable, wall box or public pylon. Keep an eye on the number if you’re fast-charging but you can set-and-forget for a low-output overnight AC charge (potentially taking advantage of off-peak energy rates in the process). Simply switch off and uncouple when you’ve reached your desired level. To give you an example on time and charge rates, the pure-electric Renault Megane E-Tech is fitted with a 60kWh (kilowatt hour) lithium-ion battery, which Renault says will charge from 15-80 per cent, on a 130kW DC fast charger, in around 30 minutes. Switch to AC and the Megane’s 7.4kW capacity means you’re looking at a little over nine hours for a full (0-100 per cent) charge.    Using domestic 10-amp, single-phase power the wait time is 30.5 hours for a full charge. PHEVs are quicker to charge given their smaller batteries and ICE power onboard.    If you want to fast charge on a public DC pylon from providers like Chargefox and Evie Charging, one of the motoring clubs like RACV or NRMA or the Tesla Supercharger network, here’s how it goes. For reference, DC EV charge pylons in Australia will typically range from 50kW to 350kW output with a handful of 400kW Ampol Amplify sites now in place.  Best to start by downloading the relevant app and setting up an account for the option that works best for you. Once that’s in place, using Evie as an example, the app has a location map showing where your nearest charging site is, how many plugs are available, $/kWh (dollars per kilowatt hour) rate, the maximum power of the charger and more. As you would at home, extract the (in this case, hefty) cable from the pylon, open the car’s charge port door and plug in. The pylon readout screen will tell you a connection has been made and encourage you to press start. A swipe card to use on the pylon’s payment mat is another option to get things underway. Once the charge has started the pylon will keep you updated on the rate of charge and the battery filling up can be monitored in the same way you would at home. Press stop when you’re ready, the charge will subside and the machine will allow you to take out the connector cable and replace the plug. Job done. And if you’re wondering how much it costs to charge your EV at home versus a public outlet, we’re recently done the arithmetic here. That’s about it. Good luck on your EV charging adventure. Drop questions in the comments section below. And EV old-hands, feel free to add your two bob’s worth in the comments, as well.

Alfa Romeo is at a crossroads with the famous Italian carmaker’s upcoming mid-size SUV critical to its on-going viability. Currently owned and managed by giant auto conglomerate Stellantis, Alfa’s global year-on-year sales dropped 21 per cent for the first half of 2026, with Australian registrations down 51 per cent (to just 139 units) on a less than stellar 2025 H1 result. Arresting that downward slide is addressed in the group-wide Stellantis Fastlane 2030 initiative, which positions Alfa Romeo as a ‘regional brand’ focused primarily on Europe with two significant new models coming down the product pipeline - a C-segment (medium) SUV to replace the current Tonale and a new ‘Bottega Fuoriserie’ project, likely a compact hatch to compete with the BMW 1 Series and Mercedes-Benz A-Class. The Alfa Romeo Bottega Fuoriserie is a bespoke, limited-production division created in partnership with Maserati to “revive classic Italian coachbuilding.”     Speaking at the National Automotive Industry Roundtable organised by the Italian Ministry of Enterprises and Made in Italy (MIMIT), Stellantis Chief Operating Officer of Enlarged Europe Emanuele Cappellano has shown a teaser image of the new Alfa C-SUV showing a rear design detail. Cappellano confirmed the C-SUV is based on the group’s STLA Medium platform, will feature “multi-energy powertrains and will be introduced to compete in the heart of the market”. He added the new model has been designed at the Centro Stile Alfa Romeo in Turin, is set to be built at the Melfi plant in southern Italy and is scheduled to be officially unveiled in the fourth quarter of 2027. The new car is part of the Stellantis strategy for Enlarged Europe, the company targeting 15 per cent revenue growth and expanded portfolio coverage with a “C-segment offensive" underpinned by widescale use of the STLA One platform. There are 14 core brands under the Stellantis umbrella - Abarth, Alfa Romeo, Chrysler, Citroën, Dodge, DS Automobiles, Fiat, Jeep, Lancia, Maserati, Opel, Peugeot, Ram and Vauxhall.   The company has said Fastlane 2030 is aimed at sharpening management practices, investing in global platforms, powertrains and tech as well as optimising the company’s manufacturing footprint while raising product quality. Designed to focus on core strengths it positions Jeep, Ram, Peugeot and Fiat as global brands with Chrysler, Dodge, Alfa Romeo, Citroen, DS Automobiles, Opel and Vauxhall defined as regional brands.