Articles by John Mahoney

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.

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revisions, fresh low-rolling-resistance tyres and a front-axle disconnect, it remains an also-ran due to its outdated 400-volt electrics.In comparison, the Macan EV is quicker to charge while offering higher levels of performance.Since first being introduced in Australia in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

The new Range Rover GT is the British SUV brand's most car-like creation ever.Sleeker, lower, longer and wider than the firm's Velar, the all-electric Range Rover GT is a shock for fans of the luxury brand's more typical SUVs, even when supposedly disguised in camouflage.Built to be a fifth member of the Range Rover family, the new GT doesn't replace any existing model, execs told CarsGuide at a recent media event held at JLR's powertrain plant near Wolverhampton in the UK.Instead, the swoopy SUV is primed to sit above the Evoque and Velar but below the Range Rover Sport and flagship full-size Range Rover.Officially, Land Rover's posh brand won't tell us anything about its new GT as its full reveal is penned in for later this year, so we don't know if it will be a rival for the inbound BMW iX4 or the larger unannounced BMW iX6, but an unscientific walkaround suggests dimensions not far off the Range Rover Sport.In the flesh, it's hard not to draw parallels between the striking four-door SUV-coupe and the smaller Polestar 4, although we'll need to see it when stripped of its disguise.What we do know is that the new GT has been created to be nothing less than the most technologically advanced Land Rover ever.The first of many to be based on JLR's all-new flexible Electric Modular Architecture (EMA), the GT launches with all-electric power, but the platform can support electrified combustion engines, with a plug-in hybrid or range-extender hybrid version already in the pipeline.Although it sits low to the ground, the new car-like Range Rover will deliver on the brand's trademark comfort and refinement with even the promise of real off-road capability – although we expect it will need height adjustable air springs to jack its body high away from harm.Like the latest Jaguar Type 01, the Range Rover GT should come with powerful 800-volt electrics and a large battery over 100kWh.Expect ultra-fast DC charging beyond 350kW and, if you factor in its slippery styling, a range of more than 700km could be possible.Land Rover remains tight-lipped about how many e-motors the GT will come with, but all-wheel drive and, at least dual motors should be standard, although later on a hot SV variant might rock up with a triple-motor setup that's lifted from the Jaguar Type 01.Spy photographers have already caught what now looks like a Shooting Brake wagon version of the GT, but some reports suggest the more practical body style could be a replacement for the ageing Velar.Inside the Range Rover GT designers have applied their famed reductive approach to create the car-maker's most impressive cabin yet.Accessed via large frameless doors, perhaps the bravest decision was not to follow the trend of plastering the dash with screens that stretch from pillar-to-pillar.Instead, one designer told us they used the very smallest screens they could get away with and then attempted to hide as much of the onboard tech as they could.The result, Range Rover claims, is a calmer lounge-like atmosphere that doesn't even offer a passenger touchscreen as an option, offering instead the full digital detox experience for your co-pilot.As standard, the GT comes with four seats, but a more practical five-seat version is also available for families.Unusually for a Range Rover leather is absent. Instead, wool-rich blend materials cover the seat backrests, while ultrafabric is stretched over the simple-form seats. The approach helps slash the carbon footprint of the cabin while saving weight, with the fabrics weighing half as much as animal hides.The real reason for the lack of leather is the look, one designer told me, natural hide doesn't stretch in quite the same way, so it wouldn't achieve the show car's clean, minimalist look.From the woven textiles used on the dash that sneakily hide the speakers, to the metallic vertical strips on the door cards, or copper coloured centre console, to the 1970s-inspired steering wheel, the Range Rover GT feels stylish and special and makes some of the German rivals’ cabins feel overwrought in comparison.It's also been designed to be easy to use.There's an advanced AI-powered natural speak voice assistant, while above that ultra-cool oval-shaped steering wheel is a clear thin instrument panel that sits freestanding on the dash and provides the speed, estimated range and battery charge.It's hard not to read into the concept's dash reading 288 miles (464km) at 80 per cent charge, with the suggestion that a full 100 per cent charge would equate to a total range of 580km.As well as being stylish, climb into the rear pews and there's also plenty of headroom in the for the tall, while legroom is claimed to be on par with the firm's largest Range Rover.All models will also come with a full-width panoramic roof that turns opaque at the touch of a button.Thoughtful touches for the second row include two large rear air vents and a touchscreen control panel between the seats.Confirming the Range Rover GT will land later this year, Land Rover's luxury arm will reveal full details then, including powertrain specification, pricing and positioning, as well as local timings.Commenting on the new GT, the Range Rover brand's boss, Martin Limpert, said: "The Range Rover GT will redefine the grand-touring segment with the ability to deliver beautiful and engaging GT poise, proportions and long-distance refinement while offering capabilities no conventional GT can match. "We have spent the last few years working obsessively on the fundamentals of the GT formula, reinterpreted in a sophisticated, uniquely Range Rover way. The result is the most car-like, yet unmistakably capable."Its blend of effortless EV performance, first-class long-haul refinement and all-terrain capability is pure Range Rover; while its calming interior previews our vision of a modern grand tourer."

BMW believes there's no such thing as too much choice with its all-new fifth-generation BMW X5.Why else would it go ahead and develop no less than five different powertrains that include a mild-hybrid petrol and diesel, plug-in hybrid, all-electric and, from 2028, a hydrogen fuel-cell?On sale in Australia late this year, the new BMW X5 is the third member of the German brand's Neue Klasse family of next-generation vehicles, lining up alongside the mid-size iX3 and more recently unveiled i3.Like the electric mid-size SUV and sedan, it adopts the firm's latest design language that sees the large SUV embrace striking monolithic proportions, a bold front end with the Neue Klasse visor and a large pair of illuminated vertical kidney grilles.You won't miss it in a car park.If you don't dig the double X LED running lamps, BMW says you can dial them back to double strikes, while the lamps themselves neatly integrate the indicators and provide a clean, imposing look.Along its flanks, the simple surfacing and a lack of any jarring door handles reinforce the X5's imperious stance, while muscular arches and large wheels that range from 21 to 23-inches mean this isn’t an SUV for shrinking violets.Measuring in at 4994mm long, 2000mm wide and standing a towering 1742mm, with a substantial 3035mm wheelbase, some family owners might lament the loss of both the handy split tailgate and the option of a third row of seats, with both the X5 and iX5 strictly five-seaters.Grab the door winglets and the front doors swing open automatically, like they would in a 7 Series limo or a million-dollar Rolls-Royce.Inside, the luxurious Mercedes GLE or Audi Q7 rival picks up where the iX3 left off, boasting the same Panoramic Vision that features a digital strip display that stretches across the entire top half of the dash.Complementing the configurable strip is a large 3D head-up display and a massive 17.9-inch infotainment touchscreen that can be combined with a passenger screen.Helping compensate for the lack of physical controls is a multifunction steering wheel that provides haptic feedback when in use.All the in-car tech runs the car-maker's latest OS X software that now embed Amazon Alexa AI tech within its handy virtual assistant.As well as a striking design, the X5 features a blend of new high-grade leathers and a fresh choice of natural materials, that even include slate for the first time around the gear lever.Helping BMW's latest X5 offer a wide range of powertrains, the large SUV misses out on the brand's next-generation Neue Klasse platform that is reserved for EVs.Instead, the new SUV sits on an upgraded version of the current car's CLAR underpinnings.Even though it misses out on the more advanced architecture, the all-electric iX5 still comes with BMW's latest sixth-generation eDrive powertrain that uses cylindrical cells that have a 20 per cent higher energy content than before.Sharing the same 800-volt electrics as the BMW iX3, the bigger SUV boasts a class-leading 800km range. The German brand says its unbeatable distance between charges comes from efficiency gains, although we think the enormous 140kWh battery does most of the heavy lifting.Plug it in and the charging rate is said to exceed 450kW, with a 10 to 80 per cent charge set to take less than 25 minutes.Add a tow hook and the iX5 can haul up to 2700kg (braked) – not too far off the maximum 3300kg the PHEVs can tow.Impressive, but it's worth mentioning the EVs won't arrive until late 2027.If you can't wait until then or you're not ready for an all-electric revolution, BMW will offer a pair of mild-hybrid combustion engines that combine a 3.0-litre inline six-cylinder with a 48-volt integrated starter-generator, plus an eight-speed transmission and all-wheel drive.The X5 40 xDrive produces 294kW and 540Nm of torque, which is enough for a 0-100km/h dash of 5.4 seconds. The second turbo-diesel, the 230kW/670Nm X5 40d xDrive takes 6.2 seconds for the same sprint but can also average a more miserly 7L/100km (versus 8.6L/100km for the petrol).For Australians, the two plug-in hybrid (PHEV) versions might be a perfect compromise when they arrive in the second half of next year.Both the PHEVs blend an EV range of up to 100km with either 360kW (X5 50e xDrive) or 450kW for the X5 M60e XDrive that takes just 4.2 seconds to launch from 0-100km/h.Until the sportiest twin-turbo V8-powered X5 M arrives, the flagship PHEV and advanced iX5 60 xDrive remain the sportiest variants, with the latter dual motor EV pumping out 425kW and 805Nm of torque for a 0-100km/h sprint of 4.7 seconds.BMW will release full details of the iX5 Hydrogen later, which comes equipped with a third-generation fuel-cell that has been developed with help from Toyota.With plenty of praise already heaped on the BMW iX3, the German brand says its latest Neue Klasse SUV will blend best-in-class handling with high levels of comfort.Included in its dynamic repertoire is the same powerful Heart of Joy superbrain that seamlessly manages torque and all the chassis tech.Whichever you buy, all X5s come with a 50:50 weight distribution, air suspension and rear-wheel steer.A more sophisticated Adaptive Chassis height-adjustable suspension is also available, plus a further semi-active suspension that cancels out body roll for the most comfortable ride.Driver assist tech includes hands-free highway driving and a city assistant driverless mode that helps with working out who has right of way in unfamiliar cities.BMW Australia says it's too early for full details and pricing for the BMW X5 or iX5 but the new fifth-gen large SUV lands it is tipped to be priced from $150,000 plus on-road costs when sales begin at the end of this year.

Audi has confirmed that it is working on cheaper and faster versions of its recently facelifted 2026 Audi Q4 e-tron, with new additions primed to arrive on sale within 12 months.According to Audi product planner Herman Verbeek, speaking to Carsguide, the upgraded all-electric compact SUV will be continually improved from its introduction in Australia late this year as part of plans to extend the model's lifespan into 2030.Originally, the Q4 e-tron was supposed to have been replaced around 2028 by an all-new model that will sit on the Volkswagen Group's Scalable Systems Platform (SSP), which has now been pushed back until early 2030 over software challenges within VW's in-house Cariad division.Verbeek said the first model to arrive is likely to be a more powerful version of the Q4 e-tron that has been designed to sit above the current 250kW quattro performance.The product boss didn't disclose how much power the flagship Q4 would produce, but said that the new model wouldn't be badged either an S Q4 e-tron or RS Q4 e-tron, as neither model would offer the "agility or driving dynamics worthy of an Audi Sport model".The extra power will come from existing hardware, with the newly released APP 350 (up to 170kW) and existing APP 550 motor (210kW) will both be wound up to produce more power, while the front-mounted asynchronous electric motor (ASM) will have total output boosted from 80kW to more than 110kW.More good news for those on the hunt for a more affordable take on the Q4 e-tron, Verbeek said his team were working on two new batteries that would replace the current car's nickel-manganese cobalt (NMC) batteries, with today's entry 59kWh power pack set to be superseded by a new lithium-iron phosphate (LFP) battery that will be shared with the new inbound A2 e-tron crossover that will be released later this year.The cheaper LFP battery, which is expected to bring a 30 per cent cost saving over NMC cells, was originally destined to arrive earlier in the Q4 but was pushed back as Audi waited for the more energy-dense chemistry being developed by the VW Group's partner. The reason for the delay was that Audi was keen for the entry Q4 e-tron to weigh less than 2000kg, as some European underground car parks have strict weight limits that forbid any cars heavier than two tonnes from entering.The same weight limit is also applied to automated stackers, car lifts, ramps and car turntables.Verbeek did not confirm when the new batteries would arrive, but the senior Audi boss did rule out upgrading the current car's 400-volt electrics to 800-volts over the huge cost."We can't do it, we'd need to change everything, the battery, motors, inverters, control units, even the air conditioner condenser."The Q4 e-tron's MEB platform means current charging rates are limited at between 160-185kW, a long way off the 320kW the latest similarly-sized all-electric Mercedes GLA will be capable of, with the Audi taking around 27 minutes for a 10 to 80 per cent top-up, around 5 minutes slower than rivals with the more powerful electrics.

A top-seller in France, Germany and in the UK, Audi Q4 e-tron volumes have never quite made an impact Down Under.It's not exactly hard to work out why.First introduced back in 2021 in Europe, Audi Australia waited until 2024 before it rolled the Q4 e-tron SUV and swoopier Sportback variant out locally. When it arrived, the premium all-electric compact SUV attempted to woo buyers with its stylish looks and upmarket cabin but its high price ruled out a challenge to the high-grade Tesla Model Ys that still account for most EV sales.Originally ripe for a replacement in 2027, Audi has recently admitted delays to the next-generation platform that should underpin the sequel to the small EV have meant that its current Q4 e-tron will have to soldier on until 2030.Later this year, the Q4 e-tron will be joined by the new A2 e-tron, yet another small crossover that is similar in size but be positioned under the entry Audi SUV.To keep the Q4 fresh, Audi will continually update Q4 e-tron from now on, with faster and cheaper variants already in the pipeline but the latest facelift is one of the biggest model upgrades yet carried out to any Audi, says its maker.Not that many will spot the body-coloured single-frame grille, revised lower bumper design, or even the fresh digital LED headlamps.At the rear, another new bumper and rear OLED tail-lights smarten up the Q4, but it's inside where designers and engineers blew the development budget.Climb in and you're now greeted by the same 'digital stage' hardware as the bigger, pricier Q6 e-tron.You'll love the new 11.9-inch digital instrument cluster that lives behind a single piece of glass alongside a 12.8-inch multimedia setup, and admire how smooth and intuitive all the tech is and appreciate the augmented reality head-up display.For the first time there's even the option of a 12-inch passenger display, which is unheard of in its class, Audi says.Sadly, you'll probably hate that designers have deleted the physical controls for the climate control, but to help compensate, there's a new round steering wheel that replaces the old car's squared-off tiller, and it features proper buttons and rotary controllers to help control some of the tech without having to dive into sub-menus.All the new tech runs the brand's latest Android Automotive operating system that introduces a ChatGPT-powered personal assistant.Under the skin, engineers have added a vehicle-to-load (V2L) charging capability, that allow owners to charge laptops, or an e-bike via a power socket in the rear boot, plus a vehicle-to-home (V2H) feature that can see the Q4 e-tron sell energy back to the grid, power your home, or be topped up using solar.In a bid to boost efficiency, the Audi Q4 e-tron is among the first VW Group vehicles to come with its latest APP350 e-motor that is lighter, features less internal friction and is blended with a trick silicon carbide inverter, new power electronics and fresh software that slashes energy use by 10 per cent.For now, it powers a new 150kW entry version that is paired with a 59kWh battery that provides for a 440km range for the wagon shape and an 8.1 second 0-100km/h sprint.A better bet for Australians is the Q4 e-tron Performance that misses out on the eco-donk but gets a single 210kW rear-mounted e-motor and a larger 77kWh battery for the longer 592km range that is combined with a brisk 6.6-second 0-100km/h dash.Also available will be the fast all-wheel-drive Q4 e-tron Performance that produces 250kW and sees the small Q4 e-tron launch from 0-100km/h in just 5.4 seconds, although the distance it can travel on a single charge falls to 554km.When it comes to charging speeds, the entry and mid-spec Q4 e-tron can only be topped up at 160-165kW, while the all-wheel-drive flagship can now handle a top-up of up to 185kW.All take around 27 minutes for a 10-80 per cent top-up, which means the Q4 e-tron is about to be humbled by the inbound Mercedes-Benz GLA that arrives later this year, which should match the bigger GLB's maximum 320kW rate and 16-minute recharge.At least the Q4 e-tron is quicker than the older BMW iX1 that takes more than 29 minutes (130kW) but that car is also set to be superseded by a new model late next year.The good news is, when it comes to its 4.6m-long footprint, Audi says the Q4 e-tron still leads the small electric SUV class for interior space, with a surprising amount of rear leg- and headroom and a large 515-litre boot in the SUV/wagon versions.As part of the cabin overhaul there's said to be up to 25 litres of storage within, including a large 4.7-litre Jumbo Box between the driver and passenger.Dual air-cooled wireless charging pads have been added, which sit ahead of two new and improved cupholders.Behind the wheel, engineers have not been tempted to inject any extra spice to the driving experience. That means the Q4 e-tron still offers a smooth, quiet and refined driving experience, with low levels of wind, tyre and road noise.The two cars we drove rode on 20-inch alloy wheels, but it was the single-motor 210kW version delivering better levels of ride quality, compared to the quicker 250kW all-wheel-drive quattro version.Efficiency also seemed impressive with the single-motor version averaging a better-than-claimed 14.8kWh/100km on a mixture of driving.What's missing is the Audi is neither fun or engaging in a way we expect the next BMW iX1 to be as it will share much with the excellent iX3.Audi Australia has yet to confirm official pricing or spec for the Q4 e-tron, but the German brand has announced that all models will come with more kit than before. That includes standard sport seats, the Digital Stage dash, the dual inductive chargers we mentioned earlier, ambient lighting and a new air conditioner that can work while parked.Extras will include matrix LED front lamps, the passenger display, the augmented reality head-up display, three-zone climate control, adaptive dampers, a heated front windscreen, acoustic glass, a panoramic sunroof and a powerful Sonos sound system.Back in 2021 the Q4 e-tron was awarded the full five stars for safety thanks to up to seven airbags and a long list of driver assist tech, although that rating will be up for review as soon as next year.Like every other Audi, the updated Q4 e-tron should come with a five-year/unlimited-kilometre vehicle warranty, with a further eight-year/160,000km protection for the high-voltage batteries.The Q4 e-tron gets capped-price servicing package, with service intervals primed to be every 24 months or 30,000km.There's no word on pricing yet, but expect a big adjustment over the current car, which is priced from $84,900 (plus on-roads) for the most basic wagon and stretches to $107,900 for the quickest all-wheel-drive Sportback quattro.

The latest all-new third-generation Audi Q7 large SUV underwent a dramatic redesign ahead of its official launch earlier this month.Speaking to Carsguide, a source working closely with the German car-maker confirmed that the Q7 was originally set to adopt wing grip door releases in place of conventional door handles, but that decision was reversed at the very last minute over safety concerns.In what's thought to be an unprecedented move on a car that was believed to have already been homologated for production, the flush, power-operated wing grip or shark-fin style exterior door releases were dropped following new regulations being rolled out next year in China, with senior Audi execs expecting a similar response from European legislators.Attracting designers and engineers to embrace hidden, pop-out or wing grip power-operated door releases was the intense pressure to create the most aerodynamic shape possible, in a bid to maximise an EV's range, or boost efficiency.According to reports, by deleting traditional door pulls, on average a vehicle's drag coefficient falls by up to 0.01Cd, which can equate to more than 3km of range under the European WLTP test cycle.The smoother, cleaner, unbroken lines are also seen as another benefit by designers, but now Audi has abandoned them with wider implications for the Volkswagen Group as a whole.Triggering the rethink has been multiple high-profile accidents that saw either occupants trapped within a car with failing door releases, or first responders struggling to gain access to a cabin in the event of an accident or fire.From January 1, 2027, new Chinese regulations dictate that power-operated door handles will now have to include a physical release for the first time, plus a range of other measures designed to boost safety.Since the new regs require an easily grabbable mechanical door release both inside and out, early indications hinting many Chinese brands are abandoning power-operated releases altogether, rather than adapting or evolving current designs, signalling a return to proper door handles.With a growing debate on the safety of electronic door releases already underway in regions like Europe, it's been hotly tipped that EU regulators and crash safety body EuroNCAP are also racing to implement new measures, or roll out new legislation.If that's not enough to put the likes of Audi off, last year the US National Highway Traffic Safety Administration announced it too was investigating Tesla's pop-out door releases over safety concerns.A change in the rules could be costly for car-makers like Volvo who have recently gone ahead and introduced vehicles with the tech.To help circumvent the new rules, the Swedish brand introduced a mechanical override that incorporated a physical release.Should a crash or power failure occur, there's an internal power source that ensures the door release still operates.As well as safety, some owners have also reported reliability issues with power-operated door handles prone to fail in icy conditions when the mechanism can freeze over.The Audi insider did not state how much money it would cost to re-engineer the Q7 doors at such a late stage of development, but it's thought adding back conventional door handles will have cost the car-maker many millions of dollars, but will still be only a fraction of the cost of having to reintroduce them later on during the large SUV's model life.It's thought that instead of reverting to a set of conventional door handles, the new door levers still operate via a power-operated catches, as the large BMW X5-rival adopts some Rolls-Royce-style automatic doors that swing open via a touch of a button on the key fob.

It's laughable the new Bentley Bentayga Speed doesn't have a plug-in hybrid powertrain tucked up under its snout.After all, the luxury British carmaker has invested billions in electrification and gone ahead and developed its own high-performance plug-in V8 from scratch.But to focus on its lack of hybrid is a big mistake, says the British brand. Given the choice, Bentley says buyers of its fastest, most extreme Bentayga would prefer a pure-combustion V8 any day of the week.They might have a point. Even though it misses out on the massive 575kW of power and 1000Nm of torque of the hybrid, the Speed's twin-turbo 4.0-litre V8 still musters 478kW and 850Nm. Not exactly meek.Without an extra high-voltage battery, electric motors, inverter and all the extra wiring, the latest 2026 Bentayga Speed is at least 200kg lighter than it would have been if it came with a plug.While some might lament the loss of the old hard-charging twin-turbo 6.0 W12, the uprated twin-turbo V8 is more than up to the task. To earn its Speed badge, engineers threw on some bigger turbos, upgraded the fuel injection system and then lowered the compression ratio.Finally, for the first time Bentley is throwing caution to the wind by adding an Akrapovič titanium exhaust that also shaves off around 12.5kg.Off the line, the Bentayga Speed shrugs off its 2.5-tonne kerb weight by launching from 0-100km/h in just 3.6 seconds – exactly the same as the latest BMW M5 Touring – and 0.3 seconds quicker than the old W12.Top speed rises to 310km/h – 4.0km/h higher than before.The gains keep coming.Since the V8 is 25kg lighter than the old W12, the latest Bentayga Speed also has a better weight distribution, allowing engineers to comprehensively update its flagship SUV's chassis to improve the way it drives.While most of the air springs, adaptive dampers and 48-volt electric active anti-roll bars carry over, for the first time the big Bentley gets rear-wheel steer for extra nimbleness around town or on tight and twisting alpine roads.Highlighting the dramatic changes, for the first time there is something called an 'ESC Dynamic' mode that is said to, in the right circumstances (like a track), allow the driver to indulge in small drifts. It's not quite a proper drift mode but still almost unprecedented in a Bentley.Select 'Sport' mode and the dampers also firm up by 15 per cent, suggesting some serious intent by those honing the new Speed model.In the flesh, the fastest Bentayga adopts a pair of darkened front lights, smoked tail-lights, darker chrome, a larger tailgate spoiler, tweaked front and rear spoiler, plus Speed badging.Large 22-inch wheels are standard, but most will opt for the bigger-still 23s.Within, the Bentley is as glorious as ever and the perfect antidote for those who have grown weary of minimalistic cabins and boring pillar-to-pillar screens.From the lashings of chrome, proper dials and buttons, to the diamond-quilted leather and machine turned veneers, the attention to detail lavished on the cabin delights – but it's the experience behind the wheel that really counts.It's not all good news from the move from W12 to V8.The old twin-turbo 6.0-litre used to develop its peak torque from just 1500rpm, providing almost EV-like responses, while the new engine's 850Nm (50Nm lower) only arrives a little later at 2250rpm, providing a less instant response.The eight-speed auto is also a little slow to downshift, but once on the boil sees the big SUV fly and is accompanied by a far more appealing woofly V8 soundtrack than the old booming W12.We love the optional exhaust' too, which is never silly enough to upset your neighbours and adds plenty of drama with its pops and bangs in its sportiest mode.In its 'Comfort, mode the optional 23-inch rims added an unwanted edge to the ride at lower speeds and became quite busy at low speeds, which doesn't bode well when it arrives in Australia.The good news is, up the speed, and ride comfort is mostly decent, while the steering is accurate and, like many of its best rivals, manages to feel much lighter than it is.On public roads, we didn't get to see if the new Bentayga Speed can drift for England, but other rivals, like the Aston Martin DBX are perhaps even faster and more agile, while the latest Porsche Cayenne Turbo Electric is in another league for straight-line performance.As standard the Bentayga Speed bags matrix LED headlights, LED rear lights and a 10.9-inch multimedia screen that works with Apple CarPlay and Android Auto.A head-up display, night vision, park assist and traffic sign recognition are all part of the driver-assist tech.Out of the box the Bentley features a 12-speaker 590W sound system, but there are plenty of reasons to visit the options list.Our car came with the titanium sports exhaust that cost £7740 (A$14,500), the £10,370 (A$19,500) 'Dynamic Pack' that adds carbon-ceramic brakes and launch control and the upgraded £7350 (A$13,800) Naim premium audio.While there's the choice of seven standard colours, 56 extended hues, Bentley can also colour match to any shade under the sun. There are also five standard leathers, a further 10 premium hide options, plus up to eight different veneer trims.While not tested by ANCAP, the Bentayga Speed gets six airbags as standard, lane-keep assist, blind-spot monitoring, front and rear cross-traffic alert and autonomous emergency braking (AEB) with pedestrian detection.The 2026 Bentley Bentayga comes with a three-year/unlimited-kilometre vehicle warranty, which includes complimentary scheduled servicing for up to five years at no cost up to 100,000km.The latest Bentayga Speed service intervals are likely to be every 12 months or 16,000km, whichever is sooner.When the 2026 Bentley Bentayga Speed arrives in the next couple of months it will be priced from $525,000, before on-road costs.That means it will command a six-figure premium over the Aston Martin DBX ($429,000 plus on-roads) and cost significantly more than the Lamborghini Urus Performante ($465,876) but seem an absolute bargain beside both the Ferrari Purosangue ($728,000) and the Rolls-Royce Cullinan Black Badge ($810,000).

Bentley says it will not leverage the Volkswagen Group's close ties with SAIC and XPeng to gain access to state-of-the-art EV tech or range-extender powertrains to help it succeed in markets like China.Following fresh reports that fellow luxury brand, Maserati, is in high-level discussions with both Huawei and JAC, Bentley boss Frank-Steffan Walliser was quick to rule out any possibility of borrowing any tech from China, however cutting-edge.Walliser said: "You have some specific technologies that are available in China. For sure, you can use them." people are looking for a British luxury car."Walliser went on to say that buyers look at both the product and the content and that both had to remain true to Bentley, and that it's the same reason the 107-year-old brand had not simply relocated some of its assembly lines to the US to avoid the recent tariffs that reportedly cost it €42 million (A$68 million) last year alone.While Maserati thinks that the addition of a range-extender hybrid powertrain and JAC's latest pure-electric power for models like its all-new seventh-generation Quattroporte will help it finally win over Chinese buyers in a way previous models haven't, again, Walliser isn't convinced."We already have a very nice range extender. A 4.0-litre twin-turbo V8 with a very small battery. I feel this is perfect", said the CEO, referencing the firm's latest Ultra Performance Hybrid powertrain that was launched on models like the Continental GT Speed, GTC convertible and Flying Spur.Despite producing as much as 575kW and 1000Nm of torque, each model can only drive in EV mode up to 80km on a single charge, a long way off the 200-400km some luxury limos are capable of with their range-extender hybrids, which feature bigger batteries and only employs a combustion engine as a generator, rather than driving the wheels.It's not just a long zero-emission range that sees Chinese buyers favour range-extenders over a plug-in hybrid (PHEV) from the likes of Bentley and other Euro brands.Range-extended hybrids as well as EVs attract both healthy purchase incentives and tax breaks, while PHEVs are sometimes lumped in together with traditional petrol and diesel combustion engines and can see them be hit by license plate quotas, which means any potential owner has to enter an expensive and highly competitive lottery just to be able to register their car.With Bentley's first-ever EV just a few months away, Walliser says he has high hopes for the Urban SUV that's being developed under the D-LEV codename, and believes its blend of innovative tech, styling, more compact footprint (compared to the Bentayga), generous levels of space and big power should prove a big hit in a segment yet to be explored by the brand."On our short to midterm strategy it's clear hybrid is right, but we will balance portfolio by offering a fully electric car. What I'm very happy about is 20-25 per cent of the market is already electric. And we see a movement, and all our luxury competitors will soon have an electric car on offer. It would be a mistake to not offer one."Sadly, for those waiting for a replacement for the largest Mulsanne limo, you might be in for a long wait.Walliser: "I'm very, very often asked about Mulsanne, just not by customers and mainly by media."We've looked at it and there's no market."Instead, the Supersports name introduced on the inbound rear-wheel drive Continental GT Supersports will spin off a new hardcore model variants based on core models, with a limited-run Continental GTC Supersports potentially already in the pipeline, hinted the Bentley boss.