Articles by John Mahoney

The Skoda Epiq is a new entry EV that will join the compact Elroq and mid-size Enyaq SUVs from the middle of next year, with pricing estimated to inhabit the space between $35,000-$40,000. Developed alongside the Cupra Raval, Volkswagen I.D Polo and ID. Cross, the Epiq has more in common with the small VW SUV, although all four share the MEB Entry platform and come with the same battery and powertrain tech. We got some time behind the wheel at compact SUV's global launch to see how it will fit into Australia's ever-growing EV landscape. In Europe, the Skoda Epiq comes in three flavours – the Epiq 35, Epiq 40 and flagship Epiq 55. The base Epiq 35 and mid-spec 40 come with a smaller 37kWh lithium iron phosphate (LFP) battery that is combined with either an 85kW (35) or 99kW (40) e-motor driving the front wheels, each producing an identical 267Nm of torque. The lower-powered Skoda hatch accelerates from 0-100km/h in 11 seconds, with the Epiq 40 carving a second off the same sprint (9.8 seconds). For those who need more performance, the Epiq 55 obliges with the combination of a bigger 52kWh nickel manganese cobalt (NMC) battery and a punchier front electric motor that pushes out 155kW and a more muscular 290Nm of torque for a brisk 0-100km/h dash of 7.1 seconds. Whichever Skoda Epiq you choose, the small SUV comes with remarkable efficiency for an EV, with either version capable of averaging around 13kWh/100km. That means the Epiq 35 and 40 with the LFP battery can drive up to 310km on a charge, while the Epiq 55 with the NMC powerpack travels up to 441km, bettering the BYD Atto 2 with the longest range (430km), despite having a significantly smaller battery (52kWh vs 65kWh). Slashing real-world energy consumption is the heavily revised MEB Entry platform that has been redesigned to save weight, with even the flagship version tipping the scales at 1544kg, which isn't bad for an EV. A BYD Atto 2 with the bigger battery fitted weighs 176kg more. Helping it slip through the air easily, the Epiq also comes with some trick aero tech that slashes its drag coefficient to 0.275. Achieving that figure for an upright SUV wasn't easy and needed active air shutters behind the front bumper that only open when the battery needs cool air. Other additions include a set of wind-cheating wheels and a pair of air curtains that channel air through the bumper and around the front wheels. An optimised flat underfloor that leads air to a rear diffuser, plus a rear tailgate spoiler and tail-lights and wheel-arch cladding's that have all been fine-tuned in the wind tunnel complete the extensive aero tweaks. Choose the most basic Skoda Epiq 35 and DC charging is capped at just 50kW, which isn't the best for how long you'll be hanging around a fast-charge, with the benchmark 10 to 80 per cent top-up taking 33 minutes. A better bet is paying more for the Epiq 40 that can accept a 90kW charge for a quicker 25-minute recharge. The Epiq 55, meanwhile, thanks to its different chemistry, can be charged at up to 105kW for the quickest 24-minute 10 to 80 per cent refill. Using the standard 11kW AC charger a 10-100 per cent top-up takes four hours for the entry and mid-spec Epiq and around 5.5 hours for the Epiq 55. While its sister car, the Cupra Raval hatch, stuns you with its design, the Epiq wins you over with its classy cabin that mixes high-quality materials with loads of space and slick, intuitive tech. Even though it's not as big as some of its rivals at 4171mm long, 1798mm wide and 1581mm tall, the Epiq's designers have managed to squeeze in generous rear head- and legroom, plus a huge 475-litre boot. If that's not enough those seats drop to provide up to 1345 litres of space, while under the bonnet lurks a 25-litre capacity storage bay to swallow all the cables. Despite being an entry Skoda, you'll still find an umbrella stashed in the door and an ice scarper in the boot, but it's the cabin's general look and feel that edges it over all its rivals. The large 13-inch Android-powered touchscreen is also intuitive and easy to use and even comes with a clear 5.3-inch digital instrument cluster. As well as proper buttons on the multi-function steering wheel, there's also a row of useful physical buttons below the centre console's vents. A large, central under-armrest bin, capacious door pockets and useful cupholders cement a deeply impressive cabin. Developed by a team of Cupra engineers sharing all the same parts bin items as the sporty Raval, it might be tempting to think the Skoda Epiq should drive like the little Spaniard that blurs the boundary between an EV and a hot hatch. Instead, the Epiq feels more grown up – not that it isn't an engaging steer, it's just the MacPherson struts up front and the torsion bar rear axle have been set up with a clear comfort bias, rather than outright thrills. The steering is precise and the ride remains smooth and controlled. Over some really challenging, bumpy roads you occasionally wish for some more pliancy from the dampers, but adaptive dampers are not an option, and our car rode on large 20-inch wheels, with the expectation things will improve on smaller rims. What was unexpected is how quiet and refined the Epiq is, giving the impression of a bigger, more expensive car. Behind the wheel, drivers can alter the amount of brake regeneration using a pair of steering wheel-mounted paddles that provide a one-pedal mode. It's also worth mentioning that, unlike many rivals in the class, all the driver assist tech seemed to work unobtrusively on the European roads, while the in-car tech is intuitive, clear and easy to use on the move. We've already mentioned the Skoda Epiq isn't as entertaining behind the wheel as a Cupra Raval, and some Australians might feel the entry models with a 310km range won't be enough. There's also a fear Skoda Australia might deny us both the Epiq 35 and 40 Down Under and only bring the flagship Epiq 55. If it does, the Skoda is likely to be priced well above $40,000, where the small entry EV will butt heads with the larger Skoda Elroq (from $48,990) and then start to look very expensive beside the bigger, more spacious, faster-charging BYD Atto 3 Evo. Since it's too early for prices and full specifications, we're forced to look at what's happened with the Skoda Epiq in Europe where the small all-electric EV is available in three different trims. Choose the Epiq and there are six different paint options. Standard on the Skoda Epiq are: 18-inch alloy wheels Multifunction steering wheel Black roof rails Ambient lighting Climate control Manual height-adjustable front seats 13-inch multimedia system 5.3-inch digital instrument cluster Variable boot floor LED tail-lights Rear parking sensors Mid-spec models in Europe add: Heated front and rear seats Digital key Reversing camera Privacy glass High-grade variants get: 20-inch alloy wheels Orange mirrors, window trim and seatbelts Three-spoke sports steering wheel with paddles for brake regen Contrasting black roof Options on the entry and mid-spec models include large 19-inch alloy wheels, LED headlights, a full-width panoramic roof and an electrically retractable tow bar (the Epiq can tug up to 1200kg braked). The Skoda Epiq has yet to undergo crash tests by either Euro NCAP or ANCAP but, when it does, expect it to be awarded the full five stars for protection. Standard safety kit includes: AEB, adaptive cruise Lane-keep assist Blind-spot monitoring Front and rear cross-traffic alert Traffic sign recognition Predictive speed sensor Exit warning Like any other Skoda, the all-new Epiq arrives with a comprehensive seven-year, unlimited-kilometre warranty, with eight-year/160,000km protection for the high-voltage battery, plus a further 24 months roadside assistance. The expected service interval for the Epiq should be every 24 months/30,000km, whichever comes earlier. Like the bigger Elroq, the new entry Skoda EV will come with either a pay-as-you-go fixed price servicing, or the option of pre-paid eight- and 10-year service packs for an additional cost on purchase.

Arriving three years after its launch, the Ferrari Purosangue Handling Speciale isn't an unhinged track-focused creation in the same vein as the latest 296 Speciale. Instead, it's the Prancing Horse's answer for those current Purosangue owners who wish their four-seat, four-door Ferrari drove more like a lighter supercar. What's wild is the Purosangue was hardly a dynamic dunce and, even without the €40,000 ($A65,000) option ticked, it remains in contention as one of the sportiest SUVs ever, but as the Ferrari nudges middle age the upgrade could help it maintain its edge. Under the bonnet, engineers have left the glorious naturally aspirated 6.5-litre V12 well alone, with it still producing 533kW and 716Nm of torque for an identical 0-100km/h sprint of 3.3 seconds and a 310km/h top speed. The current car's eight-speed dual-clutch rear-mounted transaxle-style transmission also carries over but now punches home more aggressive upshifts over 5500rpm in Race mode and can kick down for the optimum gear around 25 per cent quicker than before. Further recalibration of the valved sport exhaust, meanwhile, provide for a noisier cold start and extra V12 noise when you're in the mood to annoy the neighbours. Achieving its aim of adding extra nimbleness to the 2033kg Purosangue, engineers say the big Ferrari benefits from all the work that went into developing both the F80 hypercar and upcoming Luce EV that all share the same active suspension. The suspension differs from usual active or adaptive dampers by using 48-volt motors to apply force to each individual wheel and reduce the pitch or drive associated with accelerating or braking. The same system effectively cancels out body roll too, with the tech able to adjust the trick dampers every 0.05 seconds. Without any hardware changes, engineers say the HS calibrations slash body movements by 10 per cent – crucially – without any penalty in ride comfort. A subtle advertisement that you've ticked the box for the HS upgrades, the sharper Purosangue comes with black diamond cut alloy wheels, black carbon-fibre fender shields, special kick plates, satin black exhaust tailpipe finishers and a black Prancing Horse. Inside, all models come with a Handling Speciale plaque but no other changes. Ferrari says it won't offer the pack retrospectively, with it only available from the latest 2027 Model Year Purosangue as a factory option. Behind the wheel, the Ferrari SUV still takes time to adjust to, not least once the V12 fires up. It's still hard to compute that such an exotic soundtrack accompanies something with four seats and a reasonable 473-litre boot. Select first gear via the oversized carbon paddles and the Purosangue smoothly shifts away and, if we're completely honest, it doesn't feel as fast as its claimed figures suggest. Of course it is, we're just spoilt by both turbocharged V8s and, whisper it, EVs. To extract the best from the Ferrari SUV, you have to drive it like a proper supercar. Luckily on a proving ground owned by the carmaker's former owner, we can stretch the Purosangue's legs. It's then you find how noise regulations have muted some of the Ferrari's voice. Over some narrow undulating blacktop that mimic an Italian country road, grip mustered from the wide rubber is overwhelming, while the body control is exemplary both when cornering and under hard braking. The Ferrari, of course, still isn't a supercar on stilts, it scuffs its snout too easily and feels too nose-heavy for that but it's still easy to extract plenty of joy from the driving experience and provides lots of confidence to push. Does it matter that it wouldn't be able to keep pace with a Cayenne Turbo Electric? Or an Aston DBX feels like it offers added mid-gear punch for more effortless overtakes? Probably not, the Italian still feels special in a way the other fast SUVs just can't. Fuel consumption is unaffected with the new pack and remains high at 17.3L/100km which limits range, even with a large 100-litre tank, to around 578km. What could be a problem is whether most owners will be able to tell the difference between a car that is and isn't fitted with the fancier suspension tune? Again, we doubt it, but when most owners easily spend between $100,000-$200,000 on options to make their Purosangue their own, what's another $65,000 in the mix? In Australia buyers are given a wide range of colour choices, with its classic Ross Corsa (Ferrari red), Blue Pozzi (navy) and Giallo Modena (bright yellow) all included in the price. Most ignore the free hues and splash out on premium colours that include everything from shades lifted from classic racing cars to more daring four-layer paints, like Rosso Magma. Standard features in the Ferrari Purosangue include: 22-inch front and larger 23-inch rear alloy wheels Carbon-fibre roof Power-closing rear doors Electric tailgate Leather and Alcantara seats Twin screens with Apple CarPlay and Android Auto 21-speaker Burmester sound system Four heated, massage seats Safety hasn't been neglected in the family-friendly V12 wagon, even though there's no official EuroNCAP test or ANCAP crash test result. Standard safety kit includes: Auto emergency braking (AEB) Adaptive cruise Lane-keep assist Blind-spot monitoring Rear cross-traffic alert Traffic-sign recognition Hill-descent control Every Ferrari arrives with a three-year, unlimited-kilometre warranty, with the option of extending coverage for up to seven years at the point of purchase. Also available is Ferrari's 'Power20' protection, which covers the engine, transmission and all other major mechanical and electronic components for 20 years from the point of purchase. The recommended service interval is 12 months/20,000km, and there's also a seven-year capped-price servicing program, called '7-Year Genuine Maintenance', which allows you to prepay for all your servicing needs.

At first sight, the Jaguar Type 01 EV has that rare power to stop you in your tracks. With a dramatic stretched bonnet and oversized wheels, it sits long, wide and low to the ground in a way that makes it difficult to fathom that the Type 01 is real but it is and will be on sale in Australia in the second half of next year, priced from around $300,000, plus on-roads. Delivering on almost all the promises made by last year's Type 00 concept, the new bold and daring four-door Jaguar GT has been created to snare buyers usually attracted by everything from a Porsche Taycan EV to a Bentley Continental GT. Developed to major in luxury, replicating its styling was so demanding it required an entirely new JEA platform. The underpinnings will eventually go on to support a large SUV that the reborn British brand desperately needs to survive. The low-volume GT, meanwhile, will serve as a brash statement of intent, repositioning the brand as a pukka Bentley rival, rather than an alternative to any BMW or Benz, the brand used to compete against.In the flesh, the sheer dimensions of the Jaguar are jaw-dropping, measuring in at 5235mm long, while standing at just 1403mm tall – which is lower than if you placed two of its enormous 23-inch wheels on top of one another. Overcoming a bluff front end, but tiny tweaks, active aerodynamics and a three-stage deployable spoiler, plus countless hours of virtual and physical wind tunnel testing have created the most slippery Jaguar ever with a low 0.23Cd drag coefficient. That figure has been crucial to achieving a 720km range (WLTP-verified) from its 118kWh battery. That distance is comprehensively humbled by the latest BMW i3 (900km), but is said to enable the brand's current customers to complete 99.7 per cent of all their journeys. Without being burdened by an old or outdated platform, Jaguar has been able to use its latest EV tech that benefits from all the knowhow earned from the I-PACE, Formula E and developing the new Range Rover twins. That explains why the Type 01 arrives with powerful 850-volt electrics that provide for fast DC charging up to 350kW and a 22-minute 10 to 80 per cent top-up. For those in a rush, after 13 minutes as much as 321km can be added using a fast DC charger – none of these figures set new standards, but in Australia even using our ageing 400-volt charging poles, the battery pack can still operate beyond 250kW. AC charging is 22kW, as standard, with dual AC charging ports on both sides to aid home top-ups. As well as looking the part and featuring the most up-to-date tech, engineers have ensured that the Type 01 drives like a proper Jaguar. We've already driven a prototype version and came away impressed, and the Brit brand has now confirmed the production car sports total of 757kW that's combined with an equally epic 1365Nm torque. That enables a 0-100km/h dash of around 3.2 seconds – which is brisk but lags the very quickest all-electric sedans out there, but the triple-motor powertrain has been designed to continue to deliver its relentless surge well above three figures, with 100-180km/h taking just 4.0 seconds. Catering for the keenest drivers the Type 01 has been designed to feature an optimum 50:50 weight distribution and an ultra-low centre of gravity. The dual-chamber air suspension and twin-valve active dampers, meanwhile, are said to achieve the aim of offering high levels of comfort one moment, and impeccable body control over the toughest of roads the next, with the system capable of monitoring the road ahead 500 times a second to pre-arm the chassis for what lies ahead. Rear-wheel steering and advanced torque vectoring afforded by having twin-motors driving the rear axle promise high levels of agility and engagement, if you're in the mood to play. When you're not, you can take delight in the look and feel of the Type 01's cossetting cabin, but might vent frustration with the lack of rear space. The new Jaguar isn't a svelte alternative to a Mercedes S-Class, with access to the second row being tight – blame a slim aperture and an imposing wheel arch that needs to be big enough to house those super-sized rims. Once seated, the biggest thing you'll notice is what's missing. There's no full-width cinema-like screen across the dash, with designers only adding a small seven-inch screen for ventilation and the seats that are mounted on a striking central spine that runs through the car. Ahead of the driver is a large 24-inch screen that incorporates both the instrument cluster and infotainment. With an almost complete absence of physical buttons, the driver will have to rely on the touchscreens, natural speak voice control or stab the buttons that adorn the seventies-inspired steering wheel. Compensating for the lack of a rear screen is a digital rear-view display that is mounted low within the dash, like an E-Type. Built into the dash is a large, almost full-width sound bar made up of 13 individual speakers which are combined with a further 25 speakers dotted out of sight around the cabin to provide the full immersive surround sound experience. By splitting the battery pack into two, engineers have cleverly been able to mount the front row seats low within the car while carving out space for added foot room in the rear. The former creates a sportscar-like driving position that helps set the mood for the drive. We've already mentioned the central spine, that features neat brass detailing and provides useful stowage and cupholders. While the front two gain 12-way heated and cooled adjustable massage seats, the rear seats are both heated and cooled and fold flat, boosting the modest (for such a big car) 450-litre luggage area. Highlights include fine attention to detail and the admirable resistance of the car-maker to rely on wood and leather, preferring a mix of unusual fabrics and textiles for a much more contemporary take on luxury materials. In the future, a five-seat variant will be offered, but even though leg and headroom are adequate, other similarly-sized limos offer more space to lounge back and enjoy the ride. Ensuring it will banish memories of any patchy reliability, the new Type 01 has undergone millions of kilometres of real-world testing, and torture testing that included plunging the hot battery pack into an ice-cold water bath to ensure it can cope with rapid changes in temperature. Keeping it safe on the roads is Jaguar's next generation of driver-assist tech that includes 10 cameras, 12 ultrasonic sensors and five radars that promise a sophisticated semi-autonomous cruise control. On sale in Europe within the first half of 2027, Australian deliveries are tipped to begin late that year. It's too early for pricing and full specifications, local bosses claim, but it's expected the Jaguar Type 01 will be priced from $300,000 (plus on-road costs), with the 60-run Chromatic Moments launch edition painted in London Red or French Ultramarine blue both commanding a sizable premium.

If you love the looks of the stunning BMW i3 but aren't quite ready for an EV, the German brand has got you covered with its all-new BMW 3 Series. To the untrained eye, the petrol-powered 3 Series will look identical to the sharp-suited mid-size battery-powered sedan when it rocks up early next year priced from around $85,000. Once again created to rival the Mercedes C-Class and Audi A5, it's only side by side that you begin to spot the huge differences between the i3 and 3 Series. The first is the eighth-generation 3 Series has a longer snout, needed to home a 3.0-litre inline six-cylinder engine that powers the flagship M350 and the inbound M3 that arrives later. The combustion BMW sedan also has a shorter wheelbase and slimmer sill, as there's no need to house a chunky battery pack between the axles. A set of taller four doors completes the changes. Beneath the skin, the new-gen 3 Series is based on the previous model's platform (G20) but grows in every dimension, with it measuring 4765mm (+52mm) long, 1850mm wide (+23mm) and standing 1455mm (+7mm) tall, with a 2860mm (+9mm) wheelbase for a bit more room inside. Space in the second row is still at a premium, but without a battery pack the floor is lower for more space for feet, and the boot is also bigger than the EV with up to 450 litres (+30L) available. Inside, if anything, the 3 Series remains as impressive as the outside, with the BMW gaining the same Neue Klasse cabin design as the i3 and iX3 SUV, which sees the full-width, configurable Panoramic Vision screen stretch from pillar to pillar, replacing a conventional instrument panel. The cabin also combines both a generous, tilted 17.9-inch infotainment system and a huge 3D head-up display, the driver relies on a multifunction steering wheel that features physical buttons to help operate the tech. If you're wondering, the ugly tiller, with its 12 o'clock and 6 o'clock spokes, can be replaced by a more conventional M steering wheel. Bathing the cabin in light are an expansive panoramic roof and large glass windows, which add a light and airy feel to a cabin with an impressive mix of high-quality materials. All the tech runs an Android-based BMW X operating system that introduces an AI-powered Amazon Alexa voice assistant that is capable of a natural conversation. In Australia, just two variants will initially be offered – a rear-wheel drive 320 with 155kW and 330Nm of torque, for a 0-100km/h dash of 7.4 seconds, while the flagship all-wheel drive M350 xDrive punches out 326kW of power and 540Nm of torque. Looking like a proper BMW M product, the flagship version gets M Performance upgrades that see an aero kit added, bigger black 20-inch alloy wheels and a yellow daytime light signature that reminds you of the recent BMW M5 CS muscle car. Off the line, with all-wheel drive the quickest M350 takes just 4.1 seconds for the 0-100km/h sprint. For the first time, as well as looking like the M3, the M350 gets something called Drift Moment that switches it to rear-wheel drive to allow the driver to provoke lurid slides (hopefully on track). BMW engineers are confident the i3 and 3 Series will raise the bar for both driver enjoyment and handling, but without compromising long-distance comfort. That explains why, as well as adaptive suspension, the German brand has rolled out its latest Level 2 semi-autonomous cruise control that provides hands-free highway driving up to 130km/h. The same tech is promised to be rolled out to work in urban environments at much lower speeds before the end of next year. Available in up to 11 colours, BMW Australia says it will release pricing and full specifications of the 2027 BMW 3 Series in a few days’ time. When it lands, expect the base 320 to ride on either 18- or 19-inch rims and come with 8-way adjustable heated and ventilated seats, get an electric tailgate and come with adaptive cruise, blind-spot monitoring and lane-keep assist. Pay more for the M350 and you'll bag 20-inch alloy wheels, a premium sound system and the sportier BMW M styling kit inside and out. When it launches next year, the 2027 BMW 3 Series will go head to head with the equally fresh soon to launch next-generation Mercedes C-Class and the Audi A5 ($79,900-$89,900) which was introduced in 2025. Shortly after its debut, the German car-maker will reveal both a plug-in hybrid version with a long EV range, and the eagerly-awaited M3 that will be offered with both petrol and all-electric powertrains, with the latter expected to produce more than 750kW from a state-of-the-art quad-motors.

The latest lux EV is coming soon. The Range Rover Sport Electric will hit Australian shores in March 2027 and we had a brief taster at the global launch. Beneath the skin, the Range Rover Sport is almost identical to the similarly sized Range Rover, sharing the same MLA Flex platform, powerful 800-volt hardware, battery and drive units. All developed in-house, despite being based on an architecture chiefly designed to house petrol or diesel power, engineers claim the EV with a big battery weighs the same as the plug-in hybrid version. Borrowing an approach taken with the flagship model, there are few visual tell-tales you're looking at the all-electric Sport, unless you spot the closed-off grille and fresh wind-cheating 22-inch wheels. Just one powertrain will be offered with the Sport Electric when sales start early next year, the same set-up as the large Range Rover EV producing an identical 404kW of power which is joined by a muscular 850Nm torque peak. That translates to a reasonable 0-100km/h dash of 4.5 seconds, which is a bit behind rivals like the Porsche Cayenne S (3.8 seconds). The 118.5kWh battery doesn't come close to matching the forthcoming long-legged BMW iX5 (845km), but the 600km claimed NEDC figure beats the Cayenne S (571km, WLTP), especially when the Brit firm insists you can travel up to 536km in the real world. Plug it in and, thanks to those punchy 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. After ten minutes, up to 220km of range can be added, says the Brit brand. This is decent, but can't match the 350km added in the BMW iX5 – but crucially – only if you can find a fast enough charger. Use the standard 22kW AC charger and a 0-100 per cent top-up takes less than eight hours. Like the Range Rover, there's no frunk to stow cables, but at least the 647-litre boot is large enough. Since there's so much in common between the Range Rover and the Sport, engineers have gone to greater lengths to distance the two models in the way they drive. That explains why it sports active anti-roll bars and firmer air suspension spring rates that are missing on its sibling, curbing body lean and providing a fractionally less cosseting ride but introducing sharper steering and better body control Compared with the regular combustion-powered version, it also helps that the battery pack mounted between the axles drag the overall centre of gravity down by 75mm. Behind the wheel, the Range Rover Sport instantly feels more engaging than its sister car but equally smooth and quiet, with plenty of performance available thanks to its instant torque. Land Rover hasn't bothered with a pair of paddles to alter brake regeneration. Instead there is light or standard regen, plus a one-pedal mode for those who live in town. The latter is also useful for those who go off-roading as it allows you to climb over large rocks or traverse inclines without having to juggle two pedals. Even without locking differentials or a low-range gearbox, the Sport is claimed to go just as far in the rough as its combustion siblings, with torque carefully measured out up to 100 times quicker than a V8's hardware could. Wading through deep rivers remains pegged at an identical 900mm. The EV could submerge even deeper, thanks to a waterproofed battery, motors and inverters, but then water would start flooding through the air vents. While claimed to go further off-road than rivals, the Range Rover Sport is still ultimately outdriven back on road by the Porsche Cayenne Electric when it comes to thrills behind the wheel. The Porsche can also tow up to 3500kg with the towing package versus the Range Rover Sport's disappointing 2500kg, but we think many will still prefer the comfort and quiet of the Brit. Inside, the Sport still provides for a towering driving position and an impressive mixture of quality materials, aside from the black centre console, which is beginning to feel its age and is at odds with its high price of admission. In comparison, the Cayenne, feels much more modern and boasts plentiful physical switchgear to aid ease-of-use. In Australia, the Range Rover Sport will be available with Dynamic HSE or Autobiography trims. The entry model is likely to come with the following: 21-inch alloy wheels Meridian 3D surround sound system Soft semi-aniline leather 20-way-adjustable heated and ventilated front seats Head-up display The Autobiography will add: Upgraded headlights 22-inch alloy wheels 22-way-adjustable massage chairs Heated and ventilated rear seats The Range Rover Sport Electric has yet to be crash tested, but the combustion versions were rated the full five stars for protection by both EuroNCAP 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 Sport to come with the option of pre-purchased, fixed-price servicing for up to five years. The Range Rover Sport Electric has been priced from $226,518 for the Dynamic HSE, and $249,518 for the flagship Autobiography, with all pricing excluding on-road costs.

The ageing Volvo XC60 was set for the chop as part of bold plans by the Swedish brand to go all-electric but it's now been granted an indefinite stay of execution in the wake of slowing EV sales. To help keep it relevant, the near ten-year-old mid-size SUV, which remains Volvo's best-selling car globally, has undergone a huge facelift that heralds a big overhaul inside and out while under the bonnet the XC60 gets the firm's next-gen plug-in hybrids that deliver up to 200km of EV range. On sale in Australia from next year, it's expected the refreshed XC60 will continue to be priced from around $75,000 (plus on-road costs) for the entry mild-hybrid B5, with the most expensive T8 plug-in hybrid to cost around $90,000. Originally, the XC60 was primed to be replaced by the EX60 in the Swedish manufacturer’s line-up and, if you're wondering why the all-new, battery-powered successor wasn't adapted for combustion or hybrid power, engineers told Carsguide it wasn't possible without massive reengineering of its SPA3 platform that was designed specifically for EVs. That means the facelifted XC60 will continue to have to fight off newer opposition like the BMW X3, Audi Q5 and Mercedes-Benz GLC. In the flesh, the XC60, that is now the biggest-selling Volvo of all time with more than 3 million sold, gets a completely new front end, with the fresh fenders, bonnet and bumper that aligns it with the EX60 EV, and provides a cleaner, more modern look. A pair of new matrix LED lamps display a sharper take on the firm's Thor's hammer graphic, while at the rear new LED lamps and a restyled bumper provide a wider, lower look. Other changes are new 20- and 21-inch alloy wheels, plus a fetching Heather Bronze brown paint. Within, there's now the option of a Charcoal Nappa leather and non-leather options that can be blended with Brown Ash wood for the first time for a proper Scandinavian experience, although the cabin design remains dated. When it comes to tech an earlier facelift already upsized the infotainment to the car-maker's latest 11.2-inch hardware, with the Android based touchscreen running Volvo's most recent software that introduced Google Gemini, allowing for natural speech voice control and an AI-powered onboard assistant you can have a chat with when you're bored. As you would expect from the XC60 that was rated the maximum five stars for protection in ANCAP testing, safety has not taken a back seat with the updates and to ensure it will exceed new driver-assist regulations every single radar, camera and sensors have been replaced, with the tech run by a single processing unit that can now be updated over-the-air. Adding to its semi-autonomous armoury is a new door-opening alert, lane-change assist and a new 3D 360-degree camera view. Under the bonnet in Europe there are three powertrains – an entry B5 mild-hybrid, plus two plug-in hybrids. All are all-wheel drive and use a 2.0-litre turbocharged four-cylinder. The B5 produces 184kW and 360Nm of torque, for a 0-100k/h dash of 6.9 seconds. To provide for the long range both hybrids ditch the current car's 14.4kWh (usable) battery pack for a much larger 37.9kWh that still lives under the rear seat between the axles. To help offset the extra mass and to enhance efficiency there's an all-new e-motor that drives the rear wheels and produces 130kW of power. Combined, the T6 variant produces 262kW for a 0-100km/h sprint of 5.7 seconds. Now capable of travelling up to 200km on a single charge, the XC60 can travel almost 2.5 times further than the 79km the old version achieved and, with a full tank of fuel, the Volvo can cover a total of 1240km. When it comes to the EV range, that's 70km further than the Mercedes GLC 400e is capable of with its much smaller 25.3kWh (usable) battery. At the top of the XC60 tree is the more powerful plug-in T8 that pumps out 339kW for a 0-100km/h sprint of 4.8 seconds. Even on the larger 21-inch wheels, the most powerful Volvo mid-sizer can still drive up to 189km on electric power alone. AC charging is limited to just 11kW, with a 0 to 100 per cent top up taking 4 hours using a three-phase charger. Unlike other rivals, like the Mercedes GLC plug-in hybrid, the Volvo doesn't even offer DC fast-charging, which will limit its efficiency on longer drives. Chat to the people who have designed and developed the XC60, and they are convinced most owners will still prefer the Volvo, thanks to its longer 200km EV range. In fact, the Geely-owned car-maker thinks many Australians will never trouble the combustion engine on the Monday-to-Friday commute, making it the perfect alternative stop-gap between a combustion and EV, with added bonus of ultra-low running costs. Set to share the showroom floor with the Volvo EX60 EV (from $86,990 plus on-roads) that arrive in Australia with a range of up to 810km before the end of the year, exact timing, specification and pricing for the 2027 Volvo XC60 will be announced next year.

The Volvo XC40 and EX40 have no right to look this good. After all, the small SUV, built to rival the BMW X1, Audi Q3, Mercedes-Benz GLA and Lexus UX, first went on sale as far back as 2017, which makes it ancient. Most car models live for seven- or eight years before pensioned off, but the Volvo XC40 bucks that trend by quite a margin. Helping it outlive the opposition is a big 2027 facelift that freshen up its already timeless looks ahead of its launch in Australian showrooms next year. Full costs have yet to be announced, but a new entry B3 variant should make the combustion-powered version even more attractive with a price of entry to around $50,000 (plus on-roads) – $5000 less than the B4. Last refreshed back in 2022, the latest updates are the biggest yet. Drawing plenty from the all-new EX60 mid-size electric SUV, the trio of small Volvos sports an all-new front end that adds a fresh bonnet, fenders and front bumper that's claimed to simplify, modernise and package a pair of all-new matrix LED lamps that display a sharper take on the firm's 'Thor's Hammer' graphic. With a narrower front grille and revised air intakes, the combustion version mimics the more closed-off EX60's snout while looking lower. Along its flanks there have been few changes other than the addition of a set of handsome solid diamond-cut 20-inch alloy wheels that feature a triple two-spoke 'V' graphic. The combustion and all-electric versions score a new tailgate, a pair of restyled lamps and a fresh bumper that are said to create the illusion of a wider SUV. Inside, there's no disguising the small Volvo's advanced years, even with the addition of upgraded ambient lighting and more premium materials. What has improved the cabin is the introduction of a larger 11.2-inch centrally mounted infotainment system that replaces the old 9.0-inch version that runs the Swedish firm's latest operating system and embeds Google's Gemini that features an AI-powered assistant that you can have a natural conversation with. More unseen tech includes replacing the small SUV's radars, cameras and ultrasonic sensors for more sophisticated driver assist experience, that now includes lane change assist and a 360-degree camera view. Under the bonnet there's little change, with either the mild-hybrid or all-electric powertrains currently offered in the range – with one exception. When sales start next year Volvo Cars Australia says it will sell the entry B3, sold in Europe, that will lower the price of entry to the XC40 range. Powered by the same turbocharged 2.0-litre four-cylinder mild-hybrid as the 145kW/300Nm B4, the base XC40 produces 120kW of power and 265Nm of torque for a 0-100km/h dash of 8.6 seconds (1.0 second slower). Fuel consumption is identical to the punchier B4 at 6.5L/100km on the WLTP test cycle. Prefer battery power and the EX40 comes with the upgraded all-electric powertrains introduced last year. That means in Australia the most affordable Volvo EV will be kitted out with a single rear motor that pumps out 175kW/420Nm and is combined with a 79kWh battery (usable) for a range of around 520km. A second dual-motor version produces 300kW and 600Nm with the 79kWh that still covers up to 500km on a charge. The drawback is DC charging is limited to 205kW, with a 10-80 per cent top-up taking 28 minutes, versus the 22 minutes the all-new Mercedes GLA 350 4MATIC takes. It's thought the Volvo XC40, all-electric EX40 were not supposed to live this long, but the global slowing transition to EVs has thrown it a lifeline and the current small SUV might now live beyond 2030. Despite elderly, last year out of the 7239 cars Volvo sold Down Under the XC40 was easily the Geely-owned brand's best-selling car with 2630 finding homes, although that number was 16.3 per cent down on the year before. In second place was the current XC60, with 2067 deliveries. Originally, the mid-size Volvo SUV was supposed to be replaced by the battery-electric EX60 but the near ten-year-old XC60 will now also be facelifted one final time.

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 wheels Meridian 3D surround sound Soft semi-aniline leather 20-way adjustable front seats Heated and ventilated front and rear seats Large head-up display The Autobiography will add: Upgraded headlights Sliding panoramic roof More powerful sound system Body and Soul 24-way adjustable massage chairs Quad-zone climate control The 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.

The third-generation Mercedes-Benz GLA has been unwrapped ahead of its early 2027 debut, when the small premium SUV will rock up with a class-leading 657km range and some of Benz's latest EV tech. The all-new Mercedes GLA is no longer a higher-riding A-Class, but is now more closely related to the latest CLA small sedan, sharing its latest MMA platform and advanced EV tech. As well as being available with all-electric power, the compact SUV has also been engineered for mild-hybrid combustion engines that are set to arrive in the second half of next year. Both electric and mild-hybrid versions of the GLA have been built to rival the Audi Q3/Q4 and the BMW X1 that also lands later next year. Mercedes has equipped the battery-powered GLA with powerful 800-volt electrics for super-quick top-ups, with as much as 270km of range added in little more than 10 minutes thanks to fast-charging up to 320kW. AC charging is up to 11kW, with faster 22kW top-ups an option. A 10 to 80 per cent recharge takes between 20 to 22 minutes, ensuring the GLA should be among the quickest-charging small SUVs out there. In Europe, just three powertrains will initially be offered. The GLA 200 comes with a single motor that pumps out 165kW and 335Nm and features a 58kWh lithium-iron phosphate (LFP) battery that provides a range of up to 447km. The mid-spec GLA 250+ remains rear-drive, but is combined with the larger 85kWh nickel-manganese-cobalt (NMC) battery for the maximum 657km range, but delivers 200kW, while mustering the same amount of torque. At the top of the EV tree is the GLA 350 4Matic that picks out 260kW and 515Nm of torque for a brisk 0-100km/h sprint of 5.4 seconds, gains dual motors and all-wheel drive, and can still cover up to 643km on the same WLTP test cycle. Later on, a mid-spec 71kWh NMC battery will also join the line-up. It has not yet been revealed what variants of the 1.5-litre four-cylinder 48-volt mild-hybrid will be offered on the GLA, but the small sedan comes with versions offering 100kW/200Nm, 120kW/250Nm and 140kW/300Nm, with both front- and all-wheel drive available. Picking up where the recently launched GLB compact seven-seater left off, designers have tweaked the old car's slightly ungainly proportions to create a lower SUV (-20mm) with a longer wheelbase (+61mm) and wider rear track (+31mm), while the more muscular arches give the impression of a sportier car than before. Fresh aerodynamic wheels that range from 18- to 20-inches hint at the advanced air bending at work that has reduced drag to around 0.27Cd, while the black plastic cladding on the arches and underbody suggests some off-road prowess. Up front, like the latest C-Class Electric, there's a large dominant chrome-framed grille that is illuminated with 608 dots of lights. In some high-grade models, the grille frame features an LED light strip that is combined with a central star, which also glows. Those stars reappear within the headlamps, with the optional Multibeam LED lamps gaining star-shaped daytime running lights. Sportier AMG Line models ramp up the styling with a smoked chrome grille and a different front bumper that gets more aggressive air intakes and a lower splitter. There's the choice of gloss black AMG 19- and 20-inch alloy wheels. A further AMG Plus pack adds a spoiler and door sills, as well as different 20-inch alloy wheels that come finished in gloss black. Base spec models come with heated comfort seats wrapped in fabric and fake leather, while the AMG Line trim adds sports seats and steering wheel, plus shift paddles and brushed stainless-steel pedals. Thanks to a more generous 2790mm wheelbase (+61mm), the driver and front passenger have 7mm more legroom than before, with occupants in the second row getting an additional 38mm. Even though it's lower, the GLA gains 24mm extra headroom in the second row, while the boot is 70 litres bigger at 410 litres, with the EV versions boasting a generous 107 litre frunk up front. Mirroring bigger, more expensive Benz models, the panoramic roof can switch from transparent to opaque at the touch of a button and can even be specified with up to 172 illuminated stars. As well as more space, the overall impression of the GLA is just how much big car tech has been squeezed into the brand's entry SUV. Like the CLA sedan, the GLA comes with the optional MBUX Superscreen, which spans the entire width of the dash, blending a 10.25-inch digital instrument cluster, 14-inch infotainment system and 14-inch passenger display all placed behind a single piece of glass. Running the car-maker's latest software, highlights include a virtual assistant that has been enhanced by ChatGPT, Bing and Gemini that combined are said to provide a natural, intuitive conversation that can even help you remember a song title or artist, even if you can't. Front passengers can also use their own screen to stream YouTube or watch movies, while a powerful 16-speaker Burmester 3D 850-watt premium sound system can focus the sound to individual passengers, creating a quiet zone for the driver. More fresh tech includes a new Terrain mode for the all-wheel drive 4Matic versions that boosts traction on dirt, sand and mud, plus an optional transparent bonnet that provides a camera view of any obstacles that lurk beneath or ahead of the driver. With the GLA equipped with up to eight cameras, five radars and 12 ultrasonic sensors, plus a powerful supercomputer, the GLA can auto-steer, lane-keep, brake, accelerate and even change lanes by itself on the move, following a simple tap on the indicator stalk. Auto-parking is a highlight, with tech that even helps prevent nasty kerb strikes while slowly manoeuvring. On sale in Europe from this November, with the mild-hybrids joining the line-up in early 2027, it's thought the Mercedes-Benz GLA will land in Australia from early next year, when the most affordable EV version is expected to be priced from around $70,000 plus on-roads.

The Mercedes C-Class and BMW 3 Series rivalry is the stuff of automotive legend that dates back more than three decades, or even longer if you count the 190E that came before it. For almost all of that time, both fiercely proud German brands have thrown everything they could at the pair of mid-size sedans to gain the upper hand, and the latest Mercedes C-Class Electric that arrives in Australia early next year is no exception. Even though it shares the same C-Class badge with the current combustion model, almost nothing is shared under the skin, with the battery-powered version based on an entirely different all-new platform specifically created for the EVs. In the metal, that explains why not a single body panel is shared, and instead of a traditional three-box silhouette, the Mercedes EV is more of a four-door coupe, with a shape designed to minimise drag to boost range and efficiency. Helping it stand out in the executive car park, the C-Class Electric features a futuristic update of the upright chrome grille that's illuminated by no fewer than 1050 tiny LED elements, flanked either side by a pair of slimline lamps with star-shaped LED elements. At the rear, there's the merest sniff of the Nissan Z, or the latest flagship Mercedes-AMG GT 4-Door, with the quad-round tail-lights and full-width light bar. We'll leave it up to you to decide if you love the new look, or prefer the BMW i3's more striking styling, but it's hard not to fall in love with what's happened inside the Mercedes. Thanks to the underpinnings, engineers have been able to stretch the wheelbase to liberate more space within, with more legroom for both those up front and in the rear. You might think the rakish rear styling may have robbed the second row of valuable headroom, but there's still just enough for the tall, while the panoramic roof that turns opaque at the touch of a button and features 162 illuminated stars, will amuse kids and adults alike. Boot space is decent at 470 litres, which is boosted by a 101-litre frunk. A special mention has to go to the supremely comfortable seats that have a deep tissue massage function and can be finished in a certified vegan leather option for no extra cost. Top-spec versions even come with integrated speakers within the headrest. Ahead of the driver, the base-spec grades come with a 10.3-inch digital instrument cluster and a central 14-inch multimedia, with the further option of another 14-inch touchscreen for the passenger. Our car came with the 39.1-inch MBUX Hyperscreen that stretched almost pillar-to-pillar and would fool many into thinking you're being piloted around in an S-Class. Big and small screens run the firm's most advanced software that now provides a virtual assistant which, thanks to ChatGPT, Google Gemini and Microsoft Bing, is claimed to provide a natural conversation akin to a chat with an old mate. We've already mentioned the C-Class's 800km range, but that figure is set to be only for the rear-wheel-drive C300 that arrives later. The all-wheel-drive dual-motor C400 4Matic can travel 762km before it needs topping up, which is very respectable but a long way off the 900km of the all-wheel-drive BMW i3 50 xDrive. Some of the range discrepancy is because the Benz comes with a 94kWh battery, instead of the i3's much larger 108.7kWh power pack, but do the maths and it still falls short because the BMW can average an astonishing 12.5kWh/100km for efficiency, some way off the 14.1kWh claim for the C400. More bad news for the battery-electric sedan is when it comes to charging. Capable of being topped up at around 330kW, up to 325km of range can be added in just ten minutes, with a 10-to-80 per cent battery refill taking 22 minutes. The BMW, meanwhile, can charge at a rate of 400kW, adding 400km of range in the same 10 minutes, with the 10-to 80-per cent top up taking 20 minutes. In Australia, those figures might be largely academic, but with our more plentiful 400V chargers, which account for around 80 per cent of all posts, the i3 still claims victory with 200kW top-ups, compared to the 100-ish-kW of the C400. Where the C-Class Electric scores valuable points back is that its dual motors produce an impressive 360kW and 800Nm of torque for a 0-100km/h dash of just 4.0 seconds – a substantial 0.7 seconds quicker, with a 210km/h (+10km/h faster). Behind the wheel, Mercedes doesn't quite nail the brief of being the sportiest C-Class ever. With a kerbweight of 2460kg, it's far too heavy for that, but to boost both comfort and agility, the Mercedes sedan gains both the option of air suspension and rear-wheel steering. The fiendishly clever air springs and active dampers use Google Maps to remember both when to raise or lower the ride height and even make a note of nasty bump and lumps in the road, uploads the data to the Cloud, then let's other Mercedes models know where they are to pre-arm their suspension for a smoother ride. It's clever, but at times in comfort mode the ride feels a little uncontrolled, while the steering feels too quick at lower speeds. If you don't need the tighter turning circle, we think you should try the standard coil spring and active damper set-up and regular steering that still rides well, while offering better, more precise steering. In Europe, the base Sport grades come with 19-inch alloy wheels, heat and noise insulating glass, LED headlamps, the panoramic roof, the comfort seats with four-way lumbar adjust, parking assist, blind spot assist and adaptive cruise with lane-keeping. The AMG Line adds sport seats, the switchable panoramic roof, an AMG bodykit and uprated LED lamps. The 2027 Mercedes C-Class Electric has yet to be crash tested by either EuroNCAP or rated by ANCAP, but when it is, the mid-size sedan should be judged among some of the safest cars money can buy, with the German brand earning a fine track record for safety. The latest-generation Mercedes C-Class Electric comes with a five-year, unlimited-kilometre warranty and 10-year/250,000km protection for the battery. Expect it to come with at least three years of capped-price servicing. Mercedes Australia has yet to lock in prices locally, but when it does arrive early next year expect pricing for the C-Class Electric to kick off from around $105,000 plus on-roads, matching what will be charged for the BMW i3.