2024 Hyundai Ioniq 7 Reviews

Hyundai has officially confirmed the first models that will receive its new range-extender (REEV) hybrid powertrain technology.The Hyundai Santa Fe and Genesis GV70 will be the first models. They both will launch in global markets from the first half of 2027.Hyundai has confirmed that REEVs are coming to Australia, but it won’t confirm an exact timeline or which models yet.REEV hybrids have a petrol engine but they don’t directly power the wheels. They instead act as a generator to charge up the high-voltage battery pack. This means all the driving power is done by electric motors, like an electric vehicle (EV).Hyundai has confirmed its Santa Fe REEV is launching in global markets in the first half of 2027. It’s unclear if or when it will come to Australia.The South Korean carmaker will manufacture this new REEV version of the Santa Fe in the US at its Hyundai Motor Manufacturing Alabama plant. It already produces standard petrol and series-parallel hybrid versions of the Santa Fe for the USA.Few details regarding the Santa Fe REEV’s powertrain have been confirmed yet. It will have a dual-electric motor set-up, likely meaning one on each axle and all-wheel drive. It’s unclear which petrol engine it’ll have.There’s also a new ‘high-performance’ battery, which has been designed in-house, allowing for a total range of over 965km.Hyundai has been readying a facelift for the Santa Fe for a while now following the middling feedback to the exterior design and this new REEV powertrain may launch in conjunction with it.Following Genesis launching the GV80 Hybrid, which has a parallel hybrid set-up, the GV70 REEV will be the brand’s first range-extender hybrid when it launches in early 2027.Few details about the GV70 REEV’s powertrain are confirmed yet, however it will feature an in-house designed ‘high-performance’ battery pack, like the Santa Fe REEV.Genesis claims the GV70 REEV will offer a total range of over 1030km.This new powertrain option for the GV70 will add to the standard petrol and all-electric configurations.The confirmation of these new REEV models were announced as part of Hyundai’s latest Investor Day.The South Korean carmaker plans to launch over 100 new vehicles across its Hyundai and Genesis brands by 2030. The Santa Fe REEV and GV70 REEV are just two of these models.Other highlights include the new-generation Tucson, a series of body-on-frame vehicles, new EVs and a number of vehicles especially for the Chinese market, like the Ioniq V.Among the other things confirmed at the event, another key point is Hyundai plans to launch a new ‘high-volume performance’ segment by 2030 to sit between N and N Line.It will apparently feature carryover powertrain and parts from Hyundai N, with a focus on value features for daily high-performance driving.

Hyundai now fully owns one of the world’s most advanced humanoid robot makers - Boston Dynamics - but don’t expect to be able to buy a Hyundai robot friend soon.In June United States robotics company Boston Dynamics became 100 per cent owned by Hyundai Motor Group after it bought SoftBank’s remaining 9.65 per cent share.Boston Dynamics has long been developing advanced robotics and you’d absolutely know its work.There’s Spot the robot guard dog, which can eerily open doors with its disturbing ‘mouth hand’ and runaround autonomously armed with sensors that can detect and identify intruders.But it’s Atlas, the humanoid robot, which is the company’s flagship. Atlas is 1.9m tall, weighs 90kg and is a fully-electric AI-powered robot that can lift enormously heavy objects, run and even dance.There’s nothing worse than a dancing robot. I don’t know about you, but a robot that can instantly do something humans spend their life trying to master is worrying. But I digress.  The Softbank buyout now means Hyundai can do whatever it wants with the Boston Dynamics company, including mass production and commercialisation of the robots. And that’s exactly what Hyundai plans to do, but don’t expect your next Hyundai Santa Fe to come with its own robot, not unless one has escaped the factory where the cars are made.See, Hyundai’s plan is to replace its human workforce in its car production factories with robots. Yes, robots are already used in areas like spray painting and transporting parts around plants, but in Hyundai’s case it will be large scale and in roles currently performed by humans.In the US, where Hyundai and sister company Kia build several models, 25,000 humanoid robots will be deployed starting in 2028.This will be just the start.Hyundai hopes to mass produce up to 30,000 robots per year and will see deployment to all its factories.When Hyundai first bought a controlling 80 per cent stake in Boston Dynamics in 2021 I interviewed executives at Hyundai’s HQ in Korea asking them why the car company needed a robot company. The answer was a typically general response.“Hyundai Motor Group strategically aims to transform itself from a conventional automobile manufacturer to a Smart Mobility Solution Provider,” we were told by Hyundai’s HQ.“To propel this transformation, the Group has invested substantially in the development of future technologies, including robots, autonomous driving, artificial intelligence (AI), Urban Air Mobility (UAM) and smart factories. The Group considers robotics as one of the most important pillars to transform into a Smart Mobility Solution Provider.”What Hyundai didn’t tell me was that the best thing about humanoid robots is that it means you don’t have to change your current factory design which is set up for humans.Hyundai says the robots will first start in the US at its Georgia factory in 2028, and then Kia’s Georgia plant in 2029.Hyundai says its robot roll-out will take place in phases with the first being centred on logistics and parts sequencing, before moving onto a second phase which will be more complex jobs such as assembly.The plan doesn’t begin and end with the US. Hyundai wants to deploy robots to all its factories and as you can imagine this hasn’t gone down well with workers who fear they will lose their jobs.The powerful Korean Metal Workers Union has 180,000 members and last week voted to strike over the threat of a robot workforce."We are concerned about job security because of robots," a union member told the Financial Times. "News reports and videos showing robots becoming more dexterous make workers nervous about the future."The union has demanded that no robot will be allowed on the factory floor without its approval and a tentative agreement between Hyundai Motor Group and the union had been drawn up with the details currently being finalised.Hyundai has argued robots were necessary, citing Korea's aging workforce and shrinking labour market. The unions argue something quite different, and say wages and other working agreements aren't being met.n a statement in January this year Hyundai said it would be “partnering humans with co-working robots”.  “Robots designed to assist and collaborate with people starting from manufacturing environments, performing hazardous and dangerous, as well as repetitive tasks,” the statement reads.I think we’ll look back on statements like this in a decade to come and wonder if we really believed it at the time, because of course robots will take over almost all duties in a factory completely. We’ve seen AI replace hundreds of thousands of people in the tech industry and I think we’d be naive to think AI robotics won’t move into physically demanding roles once performed by humans.The loss of knowledge and skills possessed by humans is bad but more importantly people need jobs in order to feed their families and, you know, actually live.But who am I kidding, Henry Ford probably would have replaced his human workforce overnight if there were humanoid robots in 1913.Besides, so much of a vehicle’s production is already done through automation from welding to spray painting. It’s only in the final assembly process that humans are involved to a much greater degree due to the small spaces and dexterity needed to install wiring and to put the interior together.But this will likely be taken over in a decade or so by robots who can carry out these duties just as well.Quality control at car plants is currently 100 per cent done by humans, but again... this could change, too.And just to be fair, the rise of humanoid robots in car manufacturing isn’t just a Hyundai thing, it’s an entire auto industry thing. It is also just a tiny part of global robotics and AI phenomenon that will affect all areas of business and our lives.I find it all worrying, especially as a parent of kids who are thinking about jobs and careers. Perhaps human-made will have a resurgence and we'll value anything created by people even more?

This family favourite three-row SUV has been given some serious off-roading credentials in Australia. The Hyundai Palisade will be available in a new XRT Pro grade from next month.It starts from $79,900 (before on-road costs), making it $3400 more expensive than the base variant, but $10,000-plus cheaper than the range-topping example.This off-road ready variant could provide the Palisade an edge for buyers over the popular Toyota Kluger three-row SUV.The Palisade XRT Pro still features a car-based chassis, but its upgrades bring it closer to the rugged ladder frame Ford Everest 4WD ($58,990). The new variant is powered by a 2.5-litre four-cylinder turbo-petrol engine, producing 207kW and 422Nm, paired with an eight-speed automatic transmission.This differs from other Palisade variants that are also equipped with a 2.5-litre engine but have a conventional plugless hybrid set-up and six-speed auto, making a combined 245kW and 460Nm.The Palisade XRT Pro comes with a factory-fitted towbar. When fitted with the towing accessory kit, it boasts a braked towing capacity of 2200kg, up from 2000kg as standard.It has XRT-specific 18-inch alloy wheels and a distinct metallic grille, along with blacked out and 'XRT Pro' detailing.Hyundai said the debuting XRT Pro grade adds genuine off-road capability, with focused hardware and other physical components geared for rugged activities.It features an electric limited-slip differential (e-LSD), dedicated off-road displays and a ground-view monitor.It also has improved approach and departure angles compared to the standard Palisade, with ground clearance up to 212mm from 187mm. The car has been given a specialist 4WD-tuned suspension in addition to the Aussie-specific set-up on other variants.It has separate mud, sand and snow terrain modes designed to help tackle different challenges.The new variant is slated to arrive in dealerships from September. 

This could be a huge problem for EV owners in Australia. Vehicle-to-grid (V2G) is the next big step to unlocking the full potential of electric cars. V2G allows an EV battery to send its power back to the grid, allowing owners to make money at peak times.Electric cars sales are already booming in Australia, but this added functionality gives them an even sharper edge over petrol- and diesel-powered alternatives. However, using V2G in Australia currently risks voiding the manufacturer's warranty of the car.Electric Vehicle Council’s Head of Energy, Infrastructure and Commercial Alina Dini told CarsGuide current warranties generally weren’t designed to account for undertaking V2G. “Unless it has been stipulated in those terms and conditions that vehicle to grid is allowed, it’s generally not,” Dini said. V2G can have a significant impact on battery condition, depleting its health more rapidly than standard use. Most EVs in Australia are not designed to have two-way power transfer, but that are a range of third-party chargers that can facilitate V2G capabilities.Hyundai Australia's Senior Manager Future Mobility and Government Relations Scott Nargar said third-party V2G set-ups don't allow the car to be in control of the energy transfer.This can lead to overheating and other safety issues, with any damage not eligible for repair under warranty.Hyundai Australia states that none of its vehicles support V2G in Australia."The use of unapproved bidirectional charging equipment introduces safety risks, potential vehicle damage and warranty implications for your vehicle," Hyundai's website said.These set-ups use workarounds to enable V2G that is otherwise prohibited by the car's software.Most brands including BYD, Hyundai, Kia, Tesla and Zeekr warn against the use of unapproved V2G set-ups, with it risking the validity of the warranty.Mitsubishi remains one of few brands to actively support V2G in its Outlander PHEV SUV warranty, but it suggests repeated fast charging will reduce battery capacity.V2G is not as much of a safety issue as it is one of technology moving quicker than the rules, according to Ms Dini. Many brands are laying the groundwork for a full-scale uptake of V2G.“What we’re finding now is that all of the automotive OEMs that we work with are having a really hard look at their warranties," Ms Dini said."They’re having conversations with their stakeholders overseas and looking to reshape the commercial arrangements for selling cars."Brands are also collaborating with energy providers and government agencies in trials that will see the technology become mainstream within the next couple of years. BYD has partnered with Amber Electric and the Australian Renewable Energy Agency (ARENA), while Hyundai, Kia and Zeekr are working with AGL. Developments are expected to be announced within the next few months.

Hyundai has thrown the covers off of its highly-anticipated next-generation Tucson in South Korea, although further local details on the key RAV4 rival are yet to be confirmed.The new model adopts a more radical design language than the outgoing car, with new angular ‘H-shape’ light fittings similar to the incoming i30 Sedan, which was revealed several months ago. Both cars feature the brand’s latest ‘Art of Steel’ design language.The side profile shows a boxy and upright design, moving the Tucson more towards a resurgent off-road trend, with strongly contoured bodywork protruding over the rear wheels while the rear light fittings also consist of strip-style H-shape LEDs.Inside, the Tucson gets a complete overhaul, syncing the model up with the more high-end feel of other recent models like the Palisade large SUV, using a deeper ‘three dimensional’ design theme.It scores a new steering wheel, small digital instrument cluster, large central multimedia touchscreen running the brand’s latest software suite, as well as extensive padded surfaces and ambient interior lighting across the dash. The centre console features an extended asymmetrical armrest piece, with two large bottle holders and space for a wireless phone charger, while a limited array of physical controls appear attached to the base of the central screen.A stalk-mounted shifter also helps to free the console area from controls.The brand also showed two separate models, a standard Tucson and XRT version, which gets a revised grille.Unlike some other models in the Korean brand’s line-up the XRT looks to be available from launch and will feature an array of exclusive trim pieces to enhance its “outdoor sensibilities”.The Korean market at least will have access to a new array of colours including white, grey in matte or metallic, orange matte and copper pearl.Meanwhile the interior will be available in black, grey two-tone, black and beige two tone and a black and brown two-tone.The new fifth-generation Tucson has expanded in dimensions, now 4700mm long, 1905mm wide and 1685mm tall, with the wheelbase expanded by 30mm and total width expanding by 40mm for what Hyundai claims is “best-in-class” interior space.While no further information about the key new mid-size SUV was offered, it is expected to follow in the footsteps of other recent Hyundai models.This means by the time it gets to Australia, it will be offered only as a hybrid, using a familiar 1.6-litre turbocharged four-cylinder engine and gearbox-mounted electric motor, as is used by the larger Santa Fe.The fifth-generation Tucson is due in Australia in 2027, with its official global debut slated to happen in America before the end of this year.The current Tucson has been a strong-seller for Hyundai, and currently ranks in second place amongst combustion and hybrid mid-size SUVs amassing 12,724 units so far this year. It remains behind the dominant Toyota RAV4 (21,115 units), but ahead of the Mitsubishi Outlander (12,189 units), Mazda CX-5 (12,378 units), and the related Kia Sportage (11,187 units).The mid-size SUV segment is in a state of flux, however, as electric options begin to storm the charts. The Tucson is being outranked, for example, by BYD’s Sealion 7 (15,064 units), and the best-selling Tesla Model Y (25,040 units).Hyundai’s fully electric Tucson alternative, the Elexio, made its debut on the charts last month with a respectable 692 units for July, although the brands march toward electric and hybrid only will need to continue if it plans to evade fines under the Australian Government’s new vehicle efficiency standards (NVES).Expect to learn more about the fifth-generation Tucson closer to its 2027 arrival in Australia.

Hyundai began production of its newest electric car, the Ioniq 3, at its Türkiye plant during the week, with a promising price tag already attached to the car in the UK.Order books opened for the 2026 Hyundai Ioniq 3 in the UK with a starting price of £22,245, which directly converts to A$42,400.While that’s not confirmation we can expect the Ioniq 3’s price to land around $40,000 on arrival in Australia, it does show Hyundai might be able to compete with small electric SUVs from China.Hyundai already sells a 'Light' SUV, the Inster, at around the $40,000 mark, so expect the bigger Ioniq 3 (which comes in at 4155mm long, 1800mm wide and 1505mm tall) to sit above that.While the Hyundai Ioniq 3 likely won’t be able to undercut small electric SUVs (which it’s smaller than) like the BYD Atto 2 (from $31,990), GWM Ora 5 (from $33,990) or Jaecoo J5 (from $36,990), Hyundai’s positioning as a more premium offering should help it entice buyers away.While it’s not set to launch here until the first half of 2027, the Ioniq 3 is also being built in Hyundai’s Türkiye factory, so importing the car from Europe will bring its own costs.However, Hyundai will be keen to make the car as competitive as possible through pricing or spec to bolster its electric car sales.Five variants of the Ioniq 3 have been confirmed for the UK with two battery-size and drivetrain set-ups.The version with a “projected WLTP range” of 344km thanks to a 42.2kWh battery and 108kW output is dubbed Standard Range, while a Long Range version with an anticipated range of 496km but lower output of 100kW is also locked in.The former is only available in the base model and brings the aforementioned £22,245 price with it, while the other drivetrain is available in the base trim as well as three higher grades.An N Line Evo variant tops the line-up at £31,945 (A$60,900).

Facing the competitive vortex created by more than a dozen new brands from China arriving in the local car market in the last couple of years, Hyundai has clearly embraced the adage ‘if you can’t beat ‘em, join em.’That’s because its pure-electric Elexio mid-size SUV is made by Beijing Hyundai, a Chinese joint-venture company the South Korean giant operates with state-owned carmaker, BAIC.The single-motor, front-wheel drive, five-seater launched here in February this year in a single Elite grade to take on ‘Made in China’ rivals like the BYD Sealion 7 and Tesla Model Y.And now it’s been joined by an entry-grade version, simply called Elexio, that drops cost-of-entry from $61,990 to $58,990 (both before on-road costs) bringing it closer to similarly priced, sized and specified alternatives like the previously mentioned BYD Sealion 7 (from $54,990) and Tesla Model Y (from $58,900) as well as the Deepal S07 (from $53,990), KGM Torres EV ($58,000, drive-away), Mazda CX-6e (from $53,990), Renault Scenic E-Tech (from $55,990), Cupra Tavascan (from $60,990) and Zeekr 7X (from $57,900).The good news is, while saving three grand you’re not giving away much in terms of standard features. Big ticket items like dual-zone climate control, a six-way power driver’s seat, all LED exterior lighting, a giant 27-inch multimedia touchscreen (more on that later), Android Auto and Apple CarPlay, wireless charging, a head-up display, six-speaker audio, alloy rims and a full-fat safety suite are all included.  For an extra $3.0K the Elite adds heated and ventilated front seats, a heated steering wheel, a power tailgate, 20-inch rims, leather-appointed seats, extra power adjustment for the driver’s seat and power adjust for the front passenger seat.   Proving a car’s looks are always subjective, I read the Elexio’s design as 1990s concept car. There’s something about those slim horizontal headlights with four cube-like LED units across each that says retro-futurism circa 1993.Other than that the car doesn’t stray far from the typical mid-size SUV template although a broad grey band running up the D-pillar and across the roof above the tailgate adds some visual pizzazz to the rear end.The interior is clean and functional but kinda boring, at least for me. The gigantic screen, filling around half the dash dominates things visually, but the otherwise predominantly grey colour palette feels flat.There’s plenty to like in terms of practicality, though, with lots of head, leg and shoulder room for me (at 183cm) front and rear and plenty of storage including generous door bins, a centre oddments box, glove box and a flying buttress style front centre console that creates additional space underneath it. There are multiple USB-C ports and a 12V socket.Also worth calling out is a simple device attached to the centre console cupholder unit. A frame with cup-sized detents in the centre either sits over the two cupholders on the left or flips over the storage tray to its right to create another pair of cupholders. Genius.The boot is a useful 506 litres with the 60/40 split-folding rear seat upright, expanding to 1540 litres with it lowered. No spare wheel, though, just an inflator repair kit, which isn’t good enough in Aussie conditions.The Elexio is powered by a single electric motor sending 160kW/310Nm to the front wheels. Decent outputs, although in a car weighing around 2.1 tonnes acceleration isn’t eye-widening. But this SUV has ample oomph in the city and suburbs as well as for easy highway cruising and overtaking. Ride comfort is more than acceptable, which is a stand-out in the EV era where newcomers often miss the mark on compliance and chassis dynamics. And even the steering passes muster with decent road feel and accuracy.But… then there’s ‘the screen’, confirming bigger isn’t always better.IMAX-like in width, it’s markedly offset to the left with key readouts like speed, battery level, time and climate settings located towards the right-hand end. There’s also a slender head-up display in front of the driver repeating key functions.But if, for example,  you need to adjust the air con on the move you have to take your eyes well and truly off the road and fiddle with on-screen controls. At which point the driver distraction warning slaps you over the wrist with an audible ‘bing’ and visual alert. Grrrr. Physical dials for at least the climate control would be a more user-friendly, safer set-up. An audio volume knob (other than the steering wheel scroll wheel) would be welcome, too.  And speaking of bings and bongs, safety is an Elexio strong suit with a maximum five-star ANCAP rating and nine airbags as well as every monitor, assist and warning known to human kind. But the lane-keeping assist and overspeed warning are overly intrusive, although amazingly, if you decide to switch these features (including the driver fatigue monitor) off, they stay off. No default reset on start-up. Hallelujah!Just to keep the whinging going for a minute, I’m not a fan of the flush-fitting exterior door handles. They pop out at an angle and are awkward to use. And I banged my left knee more than once on the chunky gear selector unit on the right-hand side of the steering column when exiting the car. Annoying and painful.    Claimed range from the 88.1kWh LFP (Lithium Iron Phosphate) battery is 562km (WLTP), with a 150kW DC fast-charge time from 10-80 per cent of 38 minutes. The Elexio also has 10kW AC charging capacity and V2L (vehicle-to-load) capability onboard, the latter accessed via a three-pin connector in the boot.Hyundai’s official combined (urban/extra-urban) cycle energy use figure is 18.2kWh/100km and over a week of city, suburban and freeway running we saw a real-world average of only 15.1kWh/100km, which is as unusual as it is impressive.  Warranty is a competitive seven years, unlimited kilometres and service intervals are two years or 30,000km. Hyundai’s service plans will see you paying $779 at the two-year mark, and another $1118 at four years, which puts your average annual cost at a category competitive $475.

Australia's top 10 sales list looks very different when automotive groups are counted together, with Hyundai and Kia rocketing up the charts and Chinese companies taking out four places in total.While vehicles might wear different names, often they are owned by the same company, such as the Volkswagen Group with VW, Skoda, Cupra, Audi and more, Toyota with Toyota and Lexuz, or Geely with Geely, Zeekr, Polestar and Lotus.Counted as groups with a single corporate owner rather than as individual brands –which, it must be pointed out, is not how Australia's official body counts sales, making this more an experiment than anything else – and the sales results look very different.At the close of July, for example, Toyota led the YTD sales charts with a total 115,550 sales. BYD nabbed second spot, with 60,192 sales, followed by Ford, Kia and Mazda, with 48,696, 48,399 and 46,960 sales. Hyundai, GWM, Chery, Tesla and Mitsubishi round out the top 10.But counting group totals rather than individual brands paints a very different picture. Toyota and Lexus still comfortably hold top spot, with 122,902 sales, but it's the Hyundai Group (Hyundai and Kia) which take second spot, with a combined 94,113. Next comes the BYD Group (BYD and Denza) with 62,885. Ford and Mazda hold onto spots four and five, even as individual players.It's spot six through 10 where things get interesting, with the Chery Group (Chery, Omoda Jaecoo) storming into spot number six with 40,522 sales. GWM remains in spot seven, while the Geely Group arrives in the top 10 with 28,089 total sales. Mitsubishi and MG (the fifth Chinese brand/group inside this new top 10) fill spots eight and nine.For Chery, the July result was enough to elevate the group to spot number four for the month – a result which did not go unnoticed at HQ."Becoming the fourth largest automotive group in Australia is a significant achievement and demonstrates how strongly Australian consumers have embraced both Chery and Omoda Jaecoo," said Lewis Lu, CEO of Chery Motor Australia.   

Has it really been 40.5 years since Hyundai entered the Australian market?Bankrolled by the Western Australian tycoon, Alan Bond, who also helped this country win the America’s Cup yacht race in 1983, ‘Bond Motor Sales’ quietly launched the X1-series Excel in February, 1986.This was an Italian-designed front-wheel drive small car from Korea about the size of a Toyota Corolla but the price of a Toyota Yaris, with a name that even the importer could not pronounce correctly, as early adverts on YouTube prove. “Say Hi to Hyundai!”With just 1786 registrations in that first year, sales were slow to start with. But the severe economic recession heading into the 1990s that “Australia had to have” fuelled demand to the point that, 10 years later in 1996, the Excel was number three overall, behind the Holden VS Commodore and Ford EF/EL Falcon.But it wasn’t just down to one model.Soon to be free of Bond and with a firmer financial footing due to a new importer, Hyundai rapidly expanded with the mid-sized Sonata (from 1989), Scoupe (from 1990) and Lantra (from 1991, and later badged Elantra). The latter also brought greater independence from ‘technology partner’ (read: engine supplier) Mitsubishi, ushering the brand’s first in-house powertrain.From the “Drive-away, no more to pay” mentality that quickly became a rod on Hyundai’s back when they finally went beyond mere cheapness, to the hugely popular X3 (1994-2000) Excel’s alleged propensity to lose steering control due to bad welding, big hurdles certainly lay ahead for Hyundai.However, it came good eventually.So good, in fact, that today Hyundai has outgrown Mitsubishi by several multiples, while one model ranks as the best car of the 2020s so far, period.Which one? Read on!Inspired by the contemporary VW Polo, the Getz was the first time Hyundai introduced an internationally focused model built to beat the world’s best.For the price, it was certainly compelling, with crisp (and now timeless) styling, rorty engines, agile handling and great packaging. A giant leap from the charmless LC Accent range.The Getz heralded Hyundai’s outward-looking philosophy, bringing with it a new maturity.Prior to the i30, Hyundai’s answer to the VW Golf, Ford Focus and Mazda 3 was the XD Elantra hatchback.Coarse, uncomfortable and cheap are words to describe the interior, suspension, powertrain and styling of the 2000’s XD series.In contrast, the German-developed i30 was created to run with the best from Europe. The resulting taut styling, strong architecture and ergonomic packaging elevated the Hyundai to new heights for the brand.The CW wagon was uniquely appealing in its practicality and aesthetics, while all local models benefited from Australian road tuning.Subsequent generations continued the class act, leading to the hot-hatch redefining i30N a decade on.The Ford Transit Custom, VW Transporter and Mercedes-Benz Vito have long slogged it out for world’s-best mid-sized van honours, but their lofty pricing and often-exxy running costs won’t suit all budgets.Here’s where the Korean/German co-developed TQ iLoad really stepped up.Unveiled in 2007, it adopted best-van engineering practices in its short-bonnet front-engined/rear-drive layout, rigid platform construction, advanced crumple zones and car-like yet work-orientated cabin presentation, and all within a big and boxy carryall.The masterstroke, of course, was pricing that substantially undercut the A-league Euros. The iLoad democratised the modern van, fair and square. Just like today’s Staria continues to do.The most impressive new model released this decade (so far)?Easy, that would be the Ioniq 5. With breathtaking ambition and drive, the Hyundai EV punches so far above its weight on so many fronts that, privately, most rival carmakers must surely look at it with equal parts reverence and fear.What’s not to love?There’s the retro-futuristic design that defies sizing categorisation like it defies time; the E-GMP 800-volt architecture that provides a rock-solid base for cutting-edge EV tech that, until recently, was reserved for $250K-plus Porsches; a minimalist yet thoughtfully-executed interior offering the luxury of space, ambience and exquisite detailing; and a rapid, refined and rewarding driving experience that is as relaxing in the standard versions as it is rabidly rousing in the uniquely unhinged 5N.Five years on, still one of the world’s best EVs.The fifth iteration of Hyundai’s three-row mid-to-large SUV is a breath of fresh air to look at, sit inside, drive and live with.Unusually easy and relaxing to use, its square-edged styling affords excellent vision, perfect practicality and a source of endless debate, while the petrol-electric hybrid powertrain and sophisticated drivetrain provide pleasing performance as well as parsimony.A bold and brash statement in an all-too-often boring segment. And such great value. A great example of a single car that do everything, and with poise and panache to boot.The S Coupe, or Scoupe, was clearly created to be an affordable and fun sporty runabout.But the vague handling, sloppy gear shift and unrefined powertrain were leagues behind Japan’s coupes of the era from Toyota, Honda and Nissan.The problem stemmed with the platform – underneath the sleek silhouette was the humdrum, cheapo Excel econo-hatch. Great for keeping costs down. Terrible for finesse. And the unruly turbo version that followed was downright terrifying on wet roads.At least Hyundai listened, because the next-gen Coupe benefitted from a dynamic once-over by Porsche, and it showed.Can half a million Australians be wrong? Perhaps not, but the last, ‘90s-blobject Excel was an enigma.Big for its price and positioning, as well as powerful and reliable, it even became the best-selling car in Australia for a month in mid-1996.But it was crude to drive and ride in, and early examples suffered from sub-par quality in places where it really shouldn’t – namely the front-end structure that, due to insufficient welding, could lead to total steering loss. Oh dear. Remember, this was the era of sophisticated superminis like the Toyota Starlet and Echo, Nissan Micra and VW Polo.And how many generations of Aussies have had to endure Excels being driven with the rear fog light trying its best to sear off your retina?The early 2000s were the C-segment hatchback halcyon days.This was the era of the quality-defining VW Golf Mk4 and dynamics-redefining Ford Mk1 Focus, while the Toyota Corolla, Holden Astra, Honda Civic, Peugeot 307, Mazda 3 and Renault Megane all brought something individual to the small-car party.Yet the third-generation Elantra only brought noise, vibration and harshness to the fore. It looked, felt and drove like an economy car designed for American rental agencies.Thankfully, the i30 was waiting in the wings to fix all that.

If your next car isn’t electric, you need to ask yourself why.The days of choosing petrol or even hybrid by default should be consigned to history. I’ve just experienced one of the least popular electric vehicles (EVs) alongside one of the most popular hybrids, and I’ve come away convinced the EV is the better choice.Sales of EVs are up enormously in 2026, in part thanks to the on-going concerns about fuel prices due to the Iran War, but even if petrol prices go back to ‘normal’ levels and fuel security is resolved, it would be foolish for so many of us to revert back to our old way.You see, I just spent a week with both a Toyota RAV4 Hybrid and the Hyundai Elexio and the abiding takeaway from those seven days is that I - a petrol-loving, race-car-obsessed, motoring journalist - favoured the Elexio.To be candid, the Elexio is not the best EV on sale, by far. It has its quirks and foibles and yet its strengths as an EV made me choose it more often than I intended. This isn’t a direct comparison between the RAV4 and Elexio, to be clear. The RAV4 is an excellent SUV in its own right and it isn’t surprising to me that it comfortably out-sells the Hyundai.But having the choice between two similarly sized SUVs, but one that runs near-silently and has a smooth, uninterrupted flow of torque whenever I push the accelerator, made the choice easier than I expected.EVs are having their moment in 2026, in large part because of the cost-of-living pressures and fuel price fluctuations. According to the latest sales data (up to the end of July, at the time of writing), EVs have surged to account for one-fifth of all new cars sold in July.Four of the 10 best-selling vehicles in July were EVs, and a relatively diverse quartet too - the obvious Tesla Model Y, the surging BYD Sealion 7, the budget-friendly Geely EX5 and the luxury Zeekr 7X.The Geely starts as low as $41,990, less than many similar-sized petrol SUVs, the BYD sits comfortably in the middle of the broader SUV market at $54,990 and the Tesla and Zeekr both start below $60k but stretch into premium territory.And these four aren’t the only EVs that Australians are buying, year-to-date to July EVs now account for more than 17 per cent of the total number of new vehicles sold. That is a big jump from the previous figure that had hovered around 10 per cent for more than a year.It underlines the growth and evolution of the EV market, with more models available across a wider span of prices meaning that are both more affordable to Australians but also more choices that better suit our diverse lifestyles and needs.There are now choices from the pint-sized BYD Atto 1 all the way to the super-sized Kia EV9 and everything in-between. And the more I drive them, especially in direct comparison to a petrol or diesel-powered equivalent, like I did this past week, the more I feel like EVs have turned a corner in this market.It has been a long time coming, but I feel like now that people have been exposed to them, word-of-mouth will spread and EVs are likely to grow. Yes, we still have work to do on improving infrastructure and there are question marks over the long-term affordability of some models, but overall we may have finally reached a tipping point for EVs.They obviously aren’t for everyone, I do understand that, and I’m not suggesting EVs will account for 50 per cent of the market any time soon, but I do feel like enough people have been exposed that we won’t revert back to our previous EV skepticism.This past week with the Elexio has driven home just how far EVs have come and why there is no reason, even if cost-of-living pressures and fuel prices ease, that we should all rush back to the internal combustion engine.