Articles by Justin Hilliard

Sales of fully electric cars are booming in Australia at the moment, having accounted for a record one in five new vehicles sold in May 2026.It is good timing, then, for Skoda to launch the first sub-$50,000 European EV to be sold Down Under, the 2027 Skoda Elroq Select 60 small-to-medium SUV.When the Elroq launched with its mid-range Select 85 and flagship 130 Years Edition variants in September 2025, it quickly established itself as one of CarsGuide’s favourites in the segment, having been shortlisted for the Medium SUV Under $60K category in our 2026 Car of the Year awards.But the entry-level Select 60 has since arrived to tempt buyers who crave European style and driving dynamics as much as they crave value and zero emissions.But is the Elroq Select 60 actually any good to own?I have got the keys to a Timiano Green example for the next three months to find out.In this three-part long-term review, I will detail the Select 60’s pricing, specifications, efficiency and aftersales support.The second instalment will deep-dive the Elroq’s design inside and out, as well as its all-important practicality, while the third will be headlined by our full driving impressions and overall verdict.With further ado, let’s get into it!As mentioned, the Elroq 60 Select is Australia’s first sub-$50K European EV.How much cheaper than $50K is it, though?The answer is just $10. Yep, the Elroq 60 Select costs $49,990 drive-away, which makes it $10K and $20K more affordable than its aforementioned 85 Select and 130 Years Edition siblings, respectively.That said, the Select 60’s relatively low price has it well positioned against its competition.Before I go too much further, though, it is worth noting that the Elroq is 4488mm long, which makes it large for a small SUV, and small for a medium SUV.Point being, the Select 60 has rivals all over the place, including one of our 2026 COTY award winners, South Korea’s brilliant Kia EV3 and its similarly priced range-opening Air Standard Range ($47,600 plus on-road costs, 4300mm long).Then there is the more affordable but similarly sized MG S5 EV Essence 49 ($42,990 d/a, 4476mm long) and Zeekr X RWD ($48,900 d/a, 4432mm), both of which are Chinese.Do not make the mistake of thinking that Skoda took a lot of ‘goodies’ out of the Elroq to make the Select 60 a sub-$50K proposition.Its list of standard equipment still includes:Keyless entryMetallic paintworkDusk-sensing LED lightsRain-sensing wipers19-inch Proteus alloy wheels with 235/55 tyresAuto-dimming side mirrors with power foldingLED puddle lightsBlack window surroundsBlack roof railsRear privacy glassKeyless start13.0-inch touchscreen multimedia systemWireless Apple CarPlay and Android AutoBluetoothDAB+ digital radioEight-speaker sound system5.0-inch digital instrument clusterWireless smartphone chargerFour 45W USB-C portsOne 12V power outletHeated front seatsHeated steering wheelDual-zone climate controlAuto-dimming rearview mirrorFabric upholsteryLED ambient lightingMeanwhile, the Select 60’s safety features include:Autonomous emergency braking with pedestrian, cyclist and junction detectionLane-keep assistSteering assist with emergency functionalityAdaptive cruise control with stop and go functionalityHighway assistBlind-spot monitoringDriver attention alertRear cross-traffic alertA reversing cameraFront and rear parking sensorsSafe exit alertTyre pressure monitoringA tyre repair kitSeven airbags (front-centre and dual front, front-side and curtain)Two ISOFIX child-seat anchorage points (rear outboard)Three top-tether child-seat anchorage pointsThe Select 60 has one option, with the tempting $6000 Signature package adding:Dynamic Matrix LED headlightsPower tailgate with handsfree operationDynamic LED tail-lights12-speaker Canton sound system with a subwooferHead-up display with augmented realityPower-adjustable driver’s seat with memory functionalityRear sunshadesSurround-view camerasDual rear-side airbagsFor reference, aside from a larger battery and a more powerful electric motor (more on both of those in a moment), over the optionless Select 60 the Select 85 adds:19-inch Regulus alloy wheels with mixed tyres (235/55 front, 255/50 rear)Dark-chrome window surroundsDark-chrome roof railsLED rear foglightsThen the 130 Years Edition goes the whole way the further addition of:Dynamic Matrix LED headlightsHeated windshield21-inch Supernova alloy wheels with self-healing tyres (235/45 front, 255/40 rear)Power tailgate with handsfree operationDynamic LED tail-lights12-speaker Canton sound system with a subwooferHead-up display with augmented realityTri-zone climate controlPower-adjustable front seats with memory functionalityMassaging front seatsHeated outboard rear seatsRear sunshadesFabric/artificial leather upholsteryExtended LED ambient lightingPark assistSurround-view camerasSo, what is the Elroq missing?Well, the 130 Years Edition’s surround-view cameras should be standard range-wide – it is strange to see a car of this size without them.Vehicle-to-load (V2L) functionality is also missing action, which campers and workers on the road are sure to miss.The Select 60 is powered by a single permanent magnet synchronous electric motor, which is fitted to its rear axle.It produces 150kW of power and 310Nm of torque, enabling a 0-100km/h acceleration time of 8.0 seconds, which is quite brisk in its EV reality, where instant torque is king.That said, the Select 60 falls short of the heartier 210kW and 545Nm, which the Select 85 and 130 Years Edition output for a triple-digit sprint time of a hot-hatch-like 6.6 seconds.Select 60 buyers will not be left wanting, though, because its straight-line performance is more than satisfactory.So too is its single-speed automatic transmission, which will make most drivers realise how much they do not miss a traditional gearset.The Select 60 is fitted with a 63kWh lithium-ion (NMC) battery, which has a useable capacity of 59kWh.That enables a WLTP-rated driving range of 395km on the combined-cycle test, which is a little underwhelming for an EV in 2026, when 500km-plus claims are increasingly becoming the norm.It is good news, then, that Select 85 and 130 Years Edition up the ante with an 82kWh NMC battery (79kWh net) that boosts the Elroq’s claimed driving range to a more acceptable 529km, albeit at a $10K or $20K premium.The Select 60’s claimed energy consumption is 15.9kWh/100km on the combined-cycle test, which is exactly what I averaged in reality over 729km of driving in my first month of ‘ownership’, which included a good portion of inefficient highway mileage.Based on the Select 60’s useable battery capacity, that equates to a real-world driving range of 371km, which is just 24km short of that particular claim.I must admit, though, that a long weekend away from Melbourne to Venus Bay proved that long-distance EV driving is far from care-free in a sub-400km model like the Select 60.Personally, I would be paying at least $10K more for the peace of mind – and higher performance – provided by its long-range siblings.The Select 60 does have the 85 Select and 130 Years Edition beat, though, when it comes to DC fast charging, with its power peaking at 165kW for a 10-80 per cent charge in a respectable 24 minutes, compared to their 135kW peak and 28-minute duration.That said, it is an even playing field when it comes to AC charging, with an 11kW peak shared, which is perfect for an overnight wallbox charge at home or abroad, at 6.5 hours in the Select 60 or eight hours in the 85 Select and 130 Years Edition.Like all Skoda Australia models, the Elroq comes with a seven-year/unlimited-kilometre warranty, which is the best a European brand offers Down Under.That said, we are increasingly seeing eight- and 10-year terms from both Chinese and non-Chinese brands, so Skoda’s offering is by no means the absolute best.As is the case with nearly every EV in Australia, the Elroq’s battery is covered by a separate eight-year/160,000km term.Similar to other Skoda EVs, the Elroq also comes with two years of roadside assistance, which can be extended for a further two years each time it is serviced at an authorised dealership.Speaking of servicing, the Elroq’s service intervals are nice and long, at every 24 months or 30,000km (whichever comes first).A capped-price service pack is available for eight years/120,000km for $1750 (an average of $437.50 per visit), or 10 years/150,000km for $1990 ($398.00 average), both of which are rather good value.And with that we have reached the end of the first part of this long-term review of the 2027 Skoda Elroq Select 60.As mentioned, the upcoming second instalment will focus on its design and practicality.See you then!Acquired: May 6, 2026Distance travelled this month: 729kmOdometer: 1686kmAverage energy consumption this month: 15.9kWh/100km

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

Three months with the 2026 Zeekr 7X RWD have come and gone at an alarming rate.But I’ve immensely enjoyed my time with the fully electric mid-size SUV, which impresses on so many fronts.The 7X is so impressive, in fact, that it was recently awarded CarsGuide Car of the Year 2026 – Best Medium SUV Under $60K, which you can read more about here.In the first two instalments of this three-part long-term review, I covered a lot of the reasons why the 7X has been so successful since its Australian arrival last year.In the first edition I detailed its keen pricing, high specification and strong powertrain and efficiency, while the second saw me deep-dive its fetching design and genuine practicality. You can check out both in the links above.As promised, this third and final look at the 7X will be headlined by drive impressions and overall verdict.So, how does the Chinese newcomer stack up behind the wheel? Let’s find out!From the moment I picked up the ‘keys’ to the 7X RWD I was struck by how it could easily be mistaken for a European car, and not just design wise.Nearly every Chinese-branded car I’ve driven to date has been underwhelming to drive, but the 7X shows how far these marques have come in such a short period of time.In some instances these carmakers have started to catch up with the rest of the world.It no doubt helps that Zeekr can tap into the expertise of its Geely Group parent company, which also owns Sweden’s Volvo and England’s Lotus.Point being, there is a legacy element that Zeekr can make the most of, and it certainly has with the 7X.Yes, the 7X RWD on test here still delivers a relatively soft ride – which is a Chinese-brand signature as passenger comfort is front of mind – but it does so in a relatively controlled manner.The RWD goes without the air springs and adaptive dampers of its Performance sibling, yet its balance will satisfy most, with small bumps dealt with aplomb.It can become unsettled over larger imperfections, but it is more composed than its more expensive Polestar 4 cousin – and it is arguably half European!Handling-wise, the 7X separates itself from the Chinese-brand pack with stronger body control when turning into a corner at low or high speed.Being a high-riding SUV, though, physics cannot be denied, so there is some roll when tipping in the 7X, but the beauty of the RWD variant is its rear-wheel-drive dynamics.Being pushed out of a corner rather than pulled is a nicer sensation, as is oversteer in general.When it comes to the 7X’s electric power steering, it has three settings, with Comfort feeling too dead off-centre for my liking. Standard strikes the best balance when it comes to feedback, while Sport is too heavy for regular low-speed use.That said, the 7X still isn’t the most engaging model to drive in its segment, as that honour still belongs to the facelifted Tesla Model Y, which offers quicker steering and even stronger body control.Straight-line performance is another 7X RWD strong suit, with its single, rear-mounted electric motor delivering a relative high 310kW of power and a more modest 440Nm of torque.This enables a brisk 0-100km/h acceleration time of six seconds flat, which can be achieved when putting its Acceleration mode into Sport.The Standard setting is better balanced with energy consumption, so that is my pick, but you also have a Comfort option that dials down the performance too much for my liking, although it may please your passengers the most.There are two settings for the 7X’s regenerative braking, with Standard akin to engine braking in an internal-combustion model, while Sport has a noticeably higher level of deceleration, but it is still not strong enough in my books.A one-pedal drive mode is a separate option for bringing the 7X to a complete stop without the use of its actual brake pedal, but I found myself regularly using my left foot because the regenerative braking was not slowing things down quickly enough – even with some serious thought put into it.When it comes to noise, vibration and harshness (NVH) levels, the 7X benefits from being a fully electric vehicle with near-silent operation.That said, some wind noise over the side mirrors can penetrate the cabin at highway speeds, but it can be drowned out by the RWD's excellent 10-speaker sound system.Advanced driver-assist safety systems rightly cop a lot of flack these days for being poorly tuned and obtrusive in many instances, but the 7X’s overall package is one of the better ones.The driver attention alert springs into action when required, but I personally find it to be distracting in itself, although the good news is that when you turn it off it stays off.It is a similar story with the intermittent but mostly inaccurate drowsiness alert.With those two features turned off, the only intermittent challenge is the emergency lane keeping, which is occasionally overly cautious, providing steering-wheel resistance when you try and make what it deems to be an unsafe manoeuvre – but it can be physically overpowered.The forward collision warning is also a little too sensitive for my liking, but it’s not necessarily wrong when it does spring into action, if you get what I mean.As for the less exciting stuff, the 7X is a relative breeze to park, with a lot of the credit going to its clear, detailed surround-view camera, which has a handy steering-wheel shortcut button, which is seldom seen.In my third and final month with the 7X RWD my average energy consumption was 15.6kWh/100km over 655km of driving, which was a fairly even combination of city and highway trips.This compares to the 15.2kWh/100km and 15.9kWh/100km that I achieved in months one and two, respectively, all of which combine to 15.6kWh/100km over a total distance driven of 2383km.Given the 7X RWD’s useable battery capacity of 71kWh, that equals a real-world driving range of 455km, which again is very close to its WLTP claim of 480km – that’s a big win. Acquired: January 21, 2025Distance travelled this month: 655kmOdometer: 5415kmAverage energy consumption this month: 15.6kWh/100km

In month two of ‘owning’ a 2026 Zeekr 7X RWD, it has proven to be very easy to live with, which is something you can’t say about a lot of new cars these days (hello, annoying safety alerts).I introduced the all-electric mid-size SUV last month in part one of this three-part long-term review, covering its pricing, features (including safety), powertrain, efficiency, warranty and servicing.But in this second instalment, I will be deep-diving the 7X’s design inside and out, as well as its all-important practicality.Without further ado, let’s get to it!From certain angles, you could mistake the Zeekr 7X for any number of Chinese electric SUVs.That said, its signature design element is arguably the ‘eyebrow’ that connects its LED headlights together and wraps around the front wheelarches.This black panel is more apparent if your exterior paint isn’t also black, but it helps to break up the otherwise grille-less, concave wall of body colour.A full-width daytime running light (DRL) bisects the eyebrow, providing even more visual punch.Look a little closer and you’ll notice the 7X has a clamshell bonnet, which is seldom seen.Its haunches are muscular, a theme that carries over to the side, which has mostly smooth door panels with the obligatory pop-out door handles.For the RWD, the latter automatically opens the doors slightly when a hand is placed on them, significantly reducing the effort to open them fully.The windows are frameless, adding to the luxury feel, while the arms of the side mirrors are unusually separated and stacked to accommodate some cameras and sensors for the safety systems.Underneath the RWD’s well-defined wheelarches are a nice-looking multi-spoke set of 19-inch alloy wheels.The roofline avoids the headroom-reducing ‘coupe’ trend and remains relatively boxy, although its C-pillars spruce things up with floating elements.At the rear, the 7X is at its most anonymous with its full-width LED tail-lights and large, black bumper insert, although the former sits just below a ducktail spoiler of sorts, which is borne of the rear wheelarches and contributes to the concave theme that carries over there.Inside, the 7X RWD makes a very strong first impression.Instantly, you’ll find yourself searching for the spec sheet to double check its sub-$60K price, such is the high level of its perceived quality.This genuine sense of luxury carries all the way through the cabin, with soft-touch materials used on seemingly every surface.Covering the seats, armrests and door inserts, the RWD’s artificial leather upholstery is so supple that I initially thought I’d accidentally picked up the keys for the flagship Performance, which has high-end Nappa coverings.A textured vinyl is the secondary material, which is applied to the dashboard, centre console and door inserts.The door shoulders and cards are even stitched to make things that little bit fancy.Rubberised bottoms and felted sides elevate the door bins, while layered LED ambient lighting links the dashboard with all four doors, creating a wraparound effect.The general interior design is otherwise full of straight lines and features plenty of layers, resulting in a structured feel.And then there’s the technology, with a 13.0-inch digital instrument cluster ahead of the driver, providing all the key information they need, but without the level of customisation that some may want.Located to the left, the 16.0-inch touchscreen draws eyes with its ‘floating’ style and relatively thin bezels.However, the large display misses the mark with its positioning, as in most driving positions the left side of the steering wheel conceals the far end of its right side, which is where a number of shortcut buttons are displayed, whether you’re using the default multimedia system or wirelessly smartphone mirroring. Whoops.The multimedia system itself is easy enough to use once you’re familiar with it.Specifically, you will find yourself having to learn Zeekr’s names for some common functions, but once you are there you can confidently find what you need.It is great to see Zeekr include a row of physical controls below, but it is a shame that none of them are for operating the dual-zone climate system.Granted the touchscreen’s controls are omnipresent in its bottom row, but nothing beats the ease of something physical, which is a big reason why the increasingly rare steering wheel buttons here work so well.Another climate-related annoyance is the fact that the direction of the front air vents can only be controlled via the touchscreen.There are a multitude of options, but it would be nice to physically move the air to just the right spot – like the good, old days!I would also like it if the indicator stalk clicked into place when in use, as that physical feedback is currently missed.Visibility is also compromised via the wedge-shaped side mirrors and letterbox-shaped rear window, which is further compromised by the protruding second-row headrests.And then there is the square-shaped key fob, which inexplicably lacks an attached point for a key ring or the like, making it easier to lose than it should be.Other than that, the 7X’s interior is a practicality masterclass for a mid-size SUV.Up front, the seats are extremely comfortable. Perhaps Zeekr tapped into some of the expertise of its sister brand, Volvo.Amenities wise, the door bins accommodate up to three regular bottles, while there are two cupholders in the centre console, complete with a sliding lid.Behind them is a very deep central storage bin, which has a lid that opens from either the driver or passenger side.In front are two wireless smartphone chargers, which complete the bridge design, with a large, open storage tray located below, alongside two USB-C ports.The wide but shallow glovebox can only be opened via the touchscreen, which is becoming a bit of a trend these days.There is no overhead sunglasses holder in an otherwise faultless first row.In the second row things are arguably even more impressive, with a ridiculous amount of legroom available behind my 182cm driving position.Headroom is also generous, at more than two inches with the panoramic sunroof’s sunblind in place.Three adults can sit abreast in relative comfort, too, with the almost flat floor affording them plenty of foot space, while the availability of power reclining is a rare win alongside the B-pillar air vents that deliver vastly better upper-body ventilation.Three top-tether and two ISOFIX anchorage points are on hand for fitting child seats, a task that is made easier with the rear doors, which open up to a handy 90 degrees.When it comes to amenities, there are map pockets affixed to the front seat backrests, while the rear of the centre console features a small, pop-out cubby.The door bins can accommodate two regular bottles at a pinch, while the fold-down armrest features two cupholders and USB-A and -C ports.Behind the power tailgate is a generous 539L boot, which can expand to a cavernous 1978L by stowing the 60/40 split-fold rear bench, an action that can be done from behind with the available pull tabs.Either way, the boot floor is flat, with the lack of a load lip making loading bulkier items that little bit easier.Underfloor storage is also present and accounted for, with the front section featuring a deeper bin that happily swallows up EV charging cables, while the rear area is shallower but still useful.Loose loads can also be secured with either the four tie-down points or two bag hooks, while a 12V power outlet is on hand for a vacuum to clean up any messes.And there’s even more storage space in the 7X RWD’s 62L frunk, which can be accessed via the touchscreen inside.There is no additional latch to open, while gas struts mean the bonnet holds itself up. Nice.In my second month with the 7X RWD, my average energy consumption was a slightly higher 15.9kWh/100km, which equates to a real-world driving range of 447km.That is just 33km shy of its WLTP claim, which is seriously impressive considering my 932km of driving for the month included a long, relatively inefficient highway drive from Melbourne to Phillip Island.And with that we’ve reached the end of this second instalment of my long-term review of the 7X RWD.The third and final part will see me deliver my long-awaited driving impressions in full, as well as my overall verdict.See you then!Acquired: January 21, 2025Distance travelled this month: 932kmOdometer: 4760kmAverage energy consumption this month: 15.9kWh/100km

Zeekr? I hardly know ‘er.And if you think you do, no, we’re not here to talk about a virus.Part of Chinese automotive conglomerate Geely Group, Zeekr is a premium electrified car brand, which is aiming to cut BMW and Mercedes-Benz’s lunch – but at mainstream prices.Zeekr launched in Australia in late 2024 with the X small SUV, and followed in September last year with the 7X mid-size SUV, which recently won its category in our 2026 CarsGuide Car of the Year awards.The 7X is the subject of this long-term review, which will be comprised of three parts over the next few months.This introductory first instalment will focus on the 7X’s pricing, key specification, safety features, powertrain, charging, warranty and servicing, while part two will deep-dive its design and practicality.The third and final chapter will be headlined by my driving impressions and overall verdict, while I’ll be providing energy consumption updates along the way.Let’s get to it, shall we?The 7X line-up spans three variants, with the ‘standard range’ RWD on test here priced from $57,900 plus on-road costs.Adding a larger battery and a longer list of standard equipment (more on those later), the mid-spec Long Range RWD costs $6000 more, while the flagship Performance AWD adds another $9000 in exchange for a second electric motor and even more features.At this pricing, the 7X is almost half the cost of some of its similarly specified premium competitors, including the Audi Q6 e-tron (from $99,900), Lexus RZ (from $121,059), Porsche Macan Electric (from $129,800), Genesis Electrified GV70 (from $132,800) and second-generation BMW iX3 (yet to be priced), making it far better value pound for pound. Only the Polestar 4 (from $78,500) comes close.To be fair, though, buyers will inevitably cross-shop the 7X with mainstream rivals like the ubiquitous Tesla Model Y (from $58,900) in spite of its premium ambitions.Either way, there’s no denying that the 7X jumps out on paper in a very positive way.As mentioned, the entry-level 7X RWD already comes with a long list of features, which is sure to impress both mainstream and premium buyers.Standard equipment includes:Speed-sensitive electric power steeringSteel suspension (double-wishbone front and independent five-link rear) with passive dampersDusk-sensing LED exterior lightsRain-sensing wipers19-inch alloy wheelsPower-folding side mirrors with heatingPower tailgatePanoramic sunroofKeyless entry and start13.0-inch digital instrument cluster16.0-inch central touchscreen multimedia system with voice controlWireless Apple CarPlay and Android Auto supportDigital radioDual 50W wireless smartphone chargersZeekr Sound 10-speaker sound systemTri-zone climate control14-way power-adjustable driver seat with heating & memory functionality10-way power-adjustable passenger seat with heatingHeated steering wheelPower-reclining rear seats with heatingArtificial leather upholsteryAmbient lightingSafety features include:Seven airbags (dual front, side and curtain, plus front-centre)Autonomous emergency braking (AEB)Lane-keep assistAdaptive cruise controlSteering assist, including auto lane changeTraffic sign recognitionBlind-spot monitoringFront and rear cross-traffic alertPark assistSurround-view camerasFront and rear parking sensorsDriver monitoringSentry ModeAside from its larger battery that I’ll detail in a moment, the 7X Long Range RWD adds:Rear privacy glass36.2-inch head-up displayZeekr Sound pro 21-speaker sound systemCooled and massaging front seats14-way power-adjustable passenger seatPower-adjustable steering wheelExcluding its dual-motor powertrain, the 7X Performance AWD adds:Single-chamber air suspension with adaptive dampers21-inch forged alloy wheelsAutomatic doorsPower rear sunshadesFull-grain Nappa leather upholsterySo, what’s the 7X missing? Well, there’s very little, although I would not reasonably expect cooled rear seats at this price point.Either way, the base RWD is undoubtedly the pick of the line-up value-wise.The 7X RWD and Long Range RWD both feature a rear-mounted electric motor, which produces a heady 310kW of power and 440Nm of torque, and enables a brisk 0-100km/h acceleration time of six seconds flat.Step up to the 7X Performance AWD and it adds a 165kW/270Nm electric motor to the front axle for combined outputs of 475kW/710Nm. That colossal set of numbers reduces the triple-digit sprint to a supercar-scaring 3.8s.I would argue you could save at least $9000 and not get the Performance AWD as you’ll never come close to testing the limits of its, uh, performance unless you plan on regularly taking it to a racetrack. And let’s be honest, you won’t be.The 7X RWD is fitted with Zeekr’s 75kWh ‘Golden Brick’ LFP battery, which enables a WLTP-rated driving range of 480km that is reasonable for an entry-level model.If you are planning on travelling long distances regularly, the 7X Long Range RWD might be more your speed with its 100kWh ‘Qilin’ NCM battery and confidence-inducing 615km driving range.If you opt for the 7X Performance AWD instead, you get the same large battery, but its driving range drops to a still useful 543km, which is the price you pay for dual-motor performance.That said, it’s the RWD that offers the better charging performance, with its 800V electrical architecture supporting 450kW DC fast chargers, which can charge its battery from 10 to 80 per cent in just 13 minutes.To put that into perspective, Australia’s existing public infrastructure tops out at 350kW in limited locations, so you can’t currently fully utilise the RWD’s charging power.Because of their different battery chemistry, the Long Range RWD and Performance AWD can ‘only’ DC fast charge at up to 420kW, with its 10-80 per cent charge taking 16 minutes.Either way, the 7X has a maximum AC charge rate of 22kW, which is great news if you want to charge at home using a wallbox but need to get back on the road relatively quickly.Note the 7X also supports 3.3kW V2L (vehicle-to-load) charging, meaning either of its battery options can be used to power large appliances while away from home. It could be the ultimate campside companion.In my real-world experience with the RWD, I averaged 15.2kWh/100km over 796km of driving in month one. This equates to a driving range of 467km, based on its useable battery capacity of 71kWh. That’s rather impressive considering I spent plenty of time on the highway, not to mention the closest I’ve ever come to an EV’s WLTP claim.Like all Zeekr Australia models, the 7X comes with a five-year/unlimited-kilometre vehicle warranty, with its battery covered by a separate eight-year/160,000km warranty. Both are on par for the premium and EV segments, respectively, but fall short of the seven-plus years we now regularly see in the mainstream.The 7X also makes its presence felt with five years of roadside assistance and long recommended service intervals, at every 24 months or 40,000km (whichever comes first).That said, a free first service at 12 months/20,000km is on offer alongside optional visits at 36 months/60,000km and 60 months/100,000km.If you opt for the annual schedule, the 60-month/100,000km capped-price servicing plan costs $2385 or $477 on average per visit, which is relatively good in the premium segment.Acquired: January 21, 2025Distance travelled this month: 796kmOdometer: 3828kmAverage energy consumption this month: 15.2kWh/100km

How am I already saying goodbye to the new Porsche Macan 4S?After three months of ‘ownership’, I am seriously going to miss this fully electric, second-generation mid-size SUV.This long-term review of the Macan 4S will explain why. It is broken up into three parts, with the first covering its pricing, features, safety and ownership credentials, while the second deep-dived its design and practicality. You can check those two out directly below – if you haven’t already.But for this third and final instalment, I’m going to finally share my driving impressions and overall verdict.Let’s get to it, shall we?I had very high hopes for how well the Macan Electric would drive.Why? Firstly, it’s a Porsche, so it has no choice but to be a phenomenal driver’s car, such is the legacy of the German sports car specialist.Porsche also has form with driver’s EVs with the Taycan large sedan and wagon. It was the first car I drove that was a phenomenal sports car that just happened to be all-electric.Point being, the Macan Electric is in very good company, so it has a lot to live up to.Thankfully, it has done exactly that. The 4S, in particular, strikes the best balance between everyday liveability and staggering performance – at least for me.Yes, its dual-motor, all-wheel-drive set-up produces 352kW of power and a heady 820Nm of instantaneous torque. And that’s before you engage launch control, at which point overboost kicks in to temporarily raise the former to an even handier 380kW.This all means the ‘mid-range’ Macan 4S can sprint from 0-100km/h in just 4.1 seconds. In reality it feels like a sub-four-second proposition – Porsche is known to underquote its acceleration claims.Either way, it’s that level of fully electric acceleration that will send you into the second row – or the boot, depending on where you’re sitting, and that’s even without the Sport drive mode active.That also extends to rolling acceleration, making overtaking as confidence-inducing as highway merging.Curiously, all of this straight-line performance isn’t accompanied by an electric soundtrack, as Porsche provides in the Taycan. The purist in me appreciates the Macan’s unashamed ‘silence’, but the fake noises can be a bit of fun when done well.But there’s more to performance than just what you can do in a straight line, because let’s face it: nearly all AWD EVs can accelerate quickly.The good news is the Macan 4S can also attack a corner with the level of vigour you’d expect from a two-door sports car.Yes, physics cannot be fully denied as the Macan 4S does have a higher centre of gravity owing to its SUV nature. But its body control is very strong, so much so that you’ll find yourself happily tipping it into any corner at speed without concern.Handling performance can be taken to the next level with the adaptive dampers in the Macan 4S’ steel suspension, which have Normal, Sport and Sport Plus modes.But the reality is Normal is so accomplished to begin with that you’ll find yourself sticking with the default setting in 99.9 per cent of situations.Sport and Sport Plus also progressively diminish the Macan 4S’ well-balanced ride comfort. Some will say Normal is itself on the firmer side, but it is damn-near perfect in my humble opinion, with road imperfections dealt with confidently.The standard 20-inch wheel and tyre package also helps here, with its high-profile rubber providing better ride comfort over its larger alternatives.It also helps that the Macan 4S benefits from Porsche’s market-leading steering, which is just about as good as electrically assisted systems get.The steering is well-weighted and direct, offering the driver a genuine connection with the road, one which will lead them to looking for excuses to go for a drive.As a result, parking is a breeze, with the Macan 4S able to be slotted into a space with ease. And if you need reassurance, its surround-view cameras have a high resolution, which is rarer than it should be.Visibility, in general, is pretty good all around, with even the steeply raked rear window providing an acceptable level of vision. The B-pillars are on the thick side, but not devastatingly so.When it comes to the real-world performance of the Macan 4S’ other advanced driver-assist safety systems, they fare very well. Mercifully, you don’t get any consistent beeps and bongs to annoy you to no end, like so many new cars these days.And when the lane-keep assist does spring into action, it does its steering wheel nudges progressively, while haptic feedback replaces any incessant audible alerts.The speed limit warning can also be turned off. Better yet, it will stay off until you decide to turn it back on again. That’s right; it will not default to active when the ignition is switched.Being an EV, the Macan 4S' NVH (noise, vibration and harshness) levels are another strong suit due to its lack of an internal-combustion engine. That said, wind noise can be heard at highway speeds, although it can be easily drowned out by the Bose sound system.So, what don’t I like about the Macan 4S’ drive experience? Well, there is one thing: its lack of convenient one-pedal driving, which most EVs offer as part of their regenerative braking systems.It helps to decrease energy consumption while improving driveability by allowing the driver to modulate the accelerator to come to a full stop – no second pedal required.I love one-pedal driving, but Porsche forges its own path by only offering regenerative braking with an optional level of deceleration that’s the equivalent of engine braking in an internal-combustion car. Point being, it won’t even come close to getting the Macan 4S to a standstill without engaging the brake pedal.Predictably, its actual friction brakes offer a strong level of performance considering the weight at play, with the seamless blending between them and the regenerative braking some of the best I’ve sampled.In my third and final month behind the wheel of the Macan 4S, I averaged 18.6kWh/100km over 841km of driving, which mostly took place in city traffic. That’s slightly better than the 18.8kWh/100km and 18.7kWh/100km I achieved in months one and two, respectively.My month-three effort equates to a real-world driving range of 514km, based on the Macan 4S battery’s useable capacity of 96kWh. Again, that is a confidence-inspiring number.Acquired: October 13, 2025Distance travelled this month: 841kmOdometer: 6891kmAverage energy consumption this month: 18.6kWh/100km

It’s now been two months of ‘owning’ the new Porsche Macan 4S Electric, but I’ve been an absent parent for most of the past month as I was on holiday.My Macan has been in good hands, though, as some other CarsGuide staff members, Production Editor Jack Quick, Senior Journalist Chris Thompson and Contributing Journalist Byron Mathioudakis, took custody.That said, I’m here to deliver on my promise of deep diving the latest Macan’s design and practicality in this second instalment of my long-term review of the premium mid-size SUV, with the first having introduced it (see link directly below).I’ll also provide a brief update on the team’s average energy consumption and real-world driving range with the 4S for the month.Let’s get to it!Yes, it’s true: when the Macan Electric was revealed, I did not like its exterior design, which is normally not something I’d say about a Porsche.I still think the first-generation Macan has a stunning, timeless look, so the second generation felt like an unexpected step or two backwards.But to be fair to Porsche, my negative opinion of the new model was based on seeing it in pictures, videos and traffic.So, when I got the keys to my 4S, I had some serious time to rethink my stance.Point being, I now firmly believe that the latest Macan’s exterior looks awesome — largely.I’m still not 100 per cent convinced by its rear end, which I continue to find a little awkward, but darker paintwork — like my test vehicle’s Copper Ruby Metallic — does a good job of hiding some of those details, like the chunky tail-light section and equally chunky plastic bumper insert.Ironically, a lighter colour will do a much better job of showing off some of the Macan’s signature elements, like its creased body work and side blades.Either way, I really like the front end. It’s a contemporary evolution of its predecessor, one that feels muscular (those haunches) and hi-tech (those four-point daytime running lights).A particularly interesting aspect of the 4S is its standard 20-inch wheel and tyre package, which mercifully has high-profile rubber for better ride comfort — but it does come at the cost of not looking particularly sporty due to the pronounced side walls.You take the good with the bad, I guess.Inside, the new Macan is at its most familiar with its general layout, which is no bad thing as its forebear was pleasing to my eyes.But where it does separate itself is with the overdue introduction of a fully digital instrument cluster and the unrequested option of a passenger display, which flanks the continuing central touchscreen of the same size. If you count the available head-up display, that’s four screens in the first row!But I firmly believe that the passenger display is overkill, especially considering it’s a $2700 option. Even if it was included for ‘free’, I wouldn’t be a fan as it’s a waste of space given the front passenger can easily engage with the fully functioning central touchscreen instead. The former’s privacy screen is neat, though, as it reduces driver distractions. The touch-capacitive panel on the centre console returns, albeit with far fewer ‘buttons’, but it does retain its haptic feedback, which plays a key role in optimising its usability.The buttons that remain, though, are the critical ones for the climate controls. There’s also a physical volume knob, all of which demonstrate that Porsche hasn’t lost its sensibilities, unlike some other legacy brands.This technology teams with high-quality materials to deliver the premium feeling that you’d rightly expect for six figures.One of the obvious advantages of the Macan making the switch to a fully electric platform is the packaging benefits that come with being an EV.Interestingly, though, for a mid-size SUV the latest Macan doesn’t have a huge amount of space in the second row. Don’t get me wrong, it’s a nice improvement over the original, but it’s not as palatial as some of its competitors are (think Polestar 4).Behind my 182cm driving position I have two inches of legroom and two centimetres of headroom, both of which are enough to not to feel cramped – but, again, these are below-average measurements for the class.Another thing to note is that the outboard rear seats are bucketed, making them more supportive for their occupants, but the downside is that the middle seat is uncomfortable to use due to the protruding bolsters.A small central tunnel is also present, somewhat reducing foot space should there be three people in the second row, which is a possibility.If the middle seat is not in use, the fold-down armrest and its two cupholders can be used instead. Alternatively, the C-pillars unexpectedly have extra padding and make for better armrests than you’d expect. The rear door bins can also accommodate a regular bottle each.Curiously, there are no map pockets affixed to the front seat backrests, but you do get central air vents with touch-capacitive climate controls with haptic feedback, plus two USB-C ports.The front row features a decently sized central bin, the lid of which doubles as the central armrest. Ahead of it are two cupholders and a large, open storage tray with a 12V power outlet and another two USB-C ports above.A wireless smartphone charger is also present and accounted for. It even comes with its own sliding lid. A large glovebox is also on hand, but a sunglasses holder is not.The front door bins are interesting as they go beyond the usual accommodation of a regular bottle with a small upper cubby. You might quickly forget it’s there, though.The Macan’s ‘regular’ boot is enclosed by an always handy power-operated tailgate.Inside is a solid 540L of storage space, which can be expanded to a flat 1348L when the 40/20/40 split-folder rear bench is stowed, an action that’s made easy by the manual release latches in the boot area.If you want to raise the rear bench, though, you still need to walk around to it to do so the old-fashioned way.Either way, there is a small load lip to contend with, but at least it has scuff plates to deal with any challenging cargo.Sadly, underfloor storage is largely unavailable as it’s taken up by electrical gubbins and a Bose subwoofer in my test vehicle’s instance.That means you cannot store the removable parcel shelf there, and you can forget about a spare wheel, which is particularly disappointing in Australia. That said, four tie-down points are on hand for securing loose loads alongside one bag hook. You even get a three-pin power outlet, which can be handy for vacuuming the carpet if need be.In the CarsGuide team’s second month with the Macan 4S, we averaged 18.7kWh/100km over 844km of driving, which equates to an impressive real-world driving range of 513km based on the battery’s useable capacity of 96kWh.That’s a minor 0.1kWh/100km improvement over what I achieved in month one, so there is no denying that the Macan 4S can consistently deliver a confidence-inducing driving range in the real world.And with that we’ve reached the end of this second part of our long-term review. In the third and final edition, I will share my driving impressions and overall verdict. See you then!Acquired: October 13, 2025Distance travelled this month: 844kmOdometer: 6050kmAverage energy consumption this month: 18.7kWh/100km

The second-generation Porsche Macan might be the German sports car specialist’s most controversial model yet due to its fully electric line-up. But does the so-called Macan Electric deserve to be more popular?

If James Bond settled down, he’d drive an Aston Martin DBX707. Achingly close to 007 in name, the ‘entry-level’ DBX combines the style and performance of a traditional Aston Martin grand-tourer with the practicality of a large SUV.

This could be the future of car multimedia.Officially launched in May this year, Apple CarPlay Ultra is the next generation of Apple CarPlay, a smartphone mirroring platform that’s enjoyed by millions of iPhone users every day.Yep, Android owners, this review isn’t for you – unless you’re considering making the switch to Apple’s iOS mobile software.It’s the Apple CarPlay many have come to know and love, but it takes control of all of your vehicle’s screens, as opposed to just its central display.It also assumes control of (nearly) all of your vehicle’s functions, including its climate, camera and radio controls, plus all other general settings.Point being, it’s a complete Apple takeover, which is good news if you’re a fan of its ecosystem.And let’s face it, many car brands’ default multimedia systems are underwhelming for a multitude of reasons, including bad user interfaces and limited functionality.Apple CarPlay and even its Android Auto competitor don’t suffer from those issues as they are literal mirrors of the user-friendly and highly capable smartphones that we love to use every day.Most users will say their primary reason for preferencing Apple CarPlay or Android Auto over their vehicle’s default multimedia system is access to their favourite satellite navigation platform, be it Apple Maps, Google Maps or a third party.Several car brands have either launched or are in the process of rolling out new default multimedia systems based on Android Automotive, which is a car-specific derivative of Android Auto with Google Maps and Google Play built in.Much like Apple CarPlay Ultra, Android Automotive takes over all of a vehicle’s screens and functions – and sometimes even still offers Apple CarPlay support – but it differs by being the default multimedia system.Apple CarPlay Ultra sets itself apart as it can be wirelessly streamed on demand to any vehicle that supports it.Apple CarPlay Ultra’s first problem is availability. The first model to support it was the highly attainable Aston Martin DBX707 large SUV. It’s priced from a lazy $462,500, plus on-road costs, for reference. And yes, I am being sarcastic.You would’ve thought that car brands beyond Aston Martin would’ve jumped at the opportunity to offer the latest smartphone mirroring platform, but they haven’t for several reasons.Ford, BMW, Mercedes-Benz, Audi, Volvo, Polestar, Renault, Rivian and Lincoln have either cancelled or said they have no plans to support Apple CarPlay Ultra, with some saying they are not impressed with its first version due to the level of control it gives to Apple.General Motors’ Chevrolet, Cadillac and GMC brands are also unlikely to support Apple CarPlay Ultra in its new electric vehicles due to its controversial decision to not even support regular Apple CarPlay.That said, Hyundai, Kia, Porsche and Genesis, as well as Aston Martin, remain committed to adding support for Apple CarPlay Ultra in the 12 months from its launch, meaning they should start to release their versions by May 2026.Nissan, Honda, Land Rover, Jaguar, Infiniti and Acura also announced plans for Apple CarPlay Ultra support when it was previewed at Apple’s WWDC 2022 event, but it remains to be seen if they’ve changed like so many others have.Another sticking point for car brands is the implementation of Apple’s user interface and experience, which differs greatly from their own.However, Apple is open to working with car brands to put their own design spin on their version of Apple CarPlay Ultra, with Aston Martin being the first example.To work out what this actually means, I got the keys to a MY25 Aston Martin DBX707 to give it a red-hot go.First thing’s first, getting Apple CarPlay Ultra set up is a very similar process to that of regular Apple CarPlay, but you have to wait a little bit longer.Once you’re in, the central display has a very familiar look to it, but the home screen features three new apps: Climate, Radio and Vehicle.As mentioned, the Climate and Radio apps do exactly what you think they will and well.But it’s the Vehicle app that is the most interesting, as in the case of the DBX707, it features everything from Individual drive mode customisation to clock settings.That said, while the DBX707’s delightful Bowers & Wilkins sound system has its own setting menu, if you click on it, it will ironically boot you out to an inset version of the default multimedia system to make your adjustments. The same goes for its ambient lighting.Presumably this happens because Apple and the car brand (Aston Martin in this instance) haven’t configured some of these more bespoke settings.And for that reason Apple CarPlay Ultra doesn’t quite live up to the hype for me. Don’t get me wrong, it is very, very exciting for a tech nerd like myself, but it’s also very clearly a first version.When it inevitably becomes all encompassing with a future iOS update, it will be a true game changer due to its ease of use, particularly as drivers move from one car to another.But wait, there’s more! Apple CarPlay Ultra also takes control of the DBX707’s digital instrument cluster and it’s really where Aston Martin gets to flex its design muscle in conjunction with Apple.Different themes for the driver display are available, with the ‘traditional’ one featuring a speedometer and tachometer, which are split by an even more customisable section. It features either maps, current media, adaptive cruise control, the trip computer, tyre pressures or more.The colours and layouts are at the discretion of the car brand, with Aston Martin using its signature hues (think green) in the DBX707.The British marque also goes a step further with the aforementioned tachometer, which features very subtle ‘Handbuilt in Great Britain’ lettering in the top right corner.Another interesting thing about the Apple CarPlay Ultra experience is that every time you turn your vehicle’s ignition on, it automatically activates – but it takes a decent amount of time to do so, during which you get to experience the default multimedia system.It’s still very early days for Apple CarPlay Ultra, but the early signs are very promising. It offers iPhone users an interface that they’re familiar with and an experience that they’ll likely love.But Apple CarPlay Ultra’s success will mainly be dictated by the support of car brands, which need to play ball to roll it out. Also, it’s got a few more vehicle settings that it needs to fully integrate.But there’s no doubt that Apple CarPlay Ultra’s potential is very high.