Electric News

Toyota’s plan to make EVs cheaper, lighter and stronger is official. The Japanese carmaking giant is investing almost 13.4 billion yuan (roughly $3 billion) into its own self-developed gigacasting factory in Shanghai, China. Gigacasting uses machines to mould large chunks of the car’s body together, contrasting smaller individual fuses. The plant is already under construction, with production expected to begin in 2027 on models for its premium sub-brand Lexus. This process could be rolled out to more mainstream EVs such as the bZ4X and Chinese vehicles including the bZ3 in the future. The switch to China also signals a huge shift for Toyota because the brand has primarily developed its cars in Japan. Gigacasting is an absolute game-changer for EV production. The process involves large diecasting machines moulding body components into a single piece, in contrast to time-consuming welded assemblies. Toyota’s Chief Technology Officer Hiroki Nakajima said this decision reflected Toyota's move towards a new future. “This is a major opportunity to completely transform the manufacturing system,” Nakajima said in an interview in Brussels. “Our starting point has always been to insist on independent research and development.” Toyota is currently conducting testing and verification of the gigacasting technology in Japan before it sends the process global. A production version of the Lexus LF-ZL concept could be the first model as part of the project. The brand revealed the LF-ZL in 2023 and said it would be built using gigacasting. Most cars are built by stamping aluminium and steel pieces together, which is a longer process and doesn’t have the same structural rigidity as large connected pieces. Using gigacasting makes a car significantly lighter, because it doesn’t have individually-stamped metal weighing it down. Electric cars are heavier than petrol- and diesel-powered equivalents, which greatly impacts their overall driving range. A lighter EV means more driving. While battery packs are the main culprit for the weight disparity, gigacasting can reduce the overall body weight of a car by as much as 20 per cent. The move is also expected to significantly shorten vehicle development and production cycles. While gigacasting isn’t mainstream yet, it has been picking up steam among some of the world’s biggest carmakers. Tesla uses gigacasting to build many of its models including the best-selling electric car, the Tesla Model Y SUV, and the Model 3 sedan. BYD also uses gigacasting on some of its premium models, including the upcoming Denza Z sports car and Yangwang U8 ultra-luxury SUV. Ford, Hyundai and Nissan are exploring the possibility of implementing it into their production lines as well.

Polestar Australia Managing Director Scott Maynard has hit out at brands that aren’t electrifying their line-ups, saying they are now rightfully paying the price. “It’s a decision that every brand has had to face in the last five years and we have to be a little bit sympathetic to what must go on in those boardrooms when they consider the costs of R&D (research and development),” said Maynard to CarsGuide. “Do you invest billions of dollars in developing a new petrol engine, or do they commit to electrification? “Brave brands have dedicated themselves to electrification, or at least fast-paced or fast-tracked its development. “Some have chosen not to do that … and now sadly they’re paying the price for it. And many would argue it’s a price they deserve to pay.” “If looking to invest at the pace that others have … then they’ll be handing money to those brands via the NVES scheme,” said Maynard. The Australian Government’s New Vehicle Efficiency Standard (NVES) is helping to reward carmakers that are electrifying their line-ups, granting credits that can be held, traded or sold to brands that currently have fines for being above the targets. Polestar, along with Tesla, have fully electric line-ups in Australia and therefore plenty of NVES credits. As of 2025, the brands with the highest amount of NVES fines include Mazda, Nissan, Subaru, as well as Hyundai and Genesis. It’s worth noting all of these brands have ramped up their electrified vehicle line-ups in 2026. However, certain brands like Mahindra, Isuzu and Ineos currently don’t offer any electric vehicles (EV) or hybrids in Australia. “We’re also about to enter into a review of the New Vehicle Efficiency Standard,” said Maynard. “And equally, we’re really keen to see just how that rounds out, how it’s taken. “It doesn’t look like there’s going to be any fundamental changes made to the program, such as the targets. However, how it’s triggered and how some of the timings work might get moved around. “We’re looking to ensure that program remains intact and as it was intended because we consider that it’s been a roaring success to date.”

The Nio Firefly has been given a huge battery upgrade in China as it looks to muscle in on the increasingly competitive budget EV space. The budget-focused EV space has exploded in Australia as electric car sales continue to surge. The Firefly is designed to offer a premium-pitched alternative to the BYD Atto 1 compact SUV ($19,990, drive-away until 15 December 2026) and the Geely EX2 hatchback ($26,490, before on-road costs). At 4003 mm long, it's longer than the Atto 1 (3990mm) but shorter than the EX2 (4135mm). The Firefly now boasts a 60kWh CATL battery pack, offering a driving range of 560km, according to more generous CLTC standards. This is a sizeable upgrade on the previous 42kWh that had 420km of range. The top-spec grades of the Atto 1 and EX2 have 310km and 345km of driving range, respectively, although those figures were calculated using more realistic WLTP testing. The Firefly will continue to use a single electric motor that produces 122kW/205Nm. It will be rear-wheel drive like the Geely EX2, but outpaces the Geely's 67kW (or 85kW) and 150Nm output. Inside, the car still has a 6.0-inch digital driver display and 13.2-inch central touchscreen, as well as a ‘walk-through’ layout to allow easy access between the driver and passenger seats. The Firefly has almost 500L of storage with the rear seats up, which includes a 92L front storage space. The Nio brand looks to be on its way to Australia, but there are scarce details around its distribution. The Firefly went on sale in Thailand in March 2026, a fellow RHD market, leaving strong speculation the car is not too far away from Australia. Australian pricing would differ if it gets the green light but this new China model starts from 119,800 yuan (roughly A$25,000). The brand also offers Battery-as-a-Service, which is where buyers purchase the shell of the car, and pay for use of the battery on a subscription basis. This reduces the initial cost of the car to 79,800 yuan or about A$17,000. Cars imported from China are usually 20-to-30 per cent more expensive in Australia due to taxes and other associated costs, so the Firefly is likely to be more than $30,000 when it gets here. In Thailand, the Firefly is priced from the equivalent of A$35,000, so buyers can expect a similar price point if it arrives in local showrooms. Nio’s premium positioning means the Firefly will likely sit higher than true budget rivals like the BYD Atto 1.

Volkswagen’s new China strategy is in the works, and it could be a game-changer for the brand in Australia.  The German carmaker is evaluating selling some of its China-only models in Europe, according to a report from UK outlet Autocar.  It comes as brands face increasing pressure to offer models at competitive prices to fight off ultra-affordable Chinese competition.  “For the future, we’re getting ready for bringing one or more vehicles in from China,” Volkswagen Chief Executive Officer Thomas Schafer told Autocar.  Volkswagen Group remains one of the biggest carmakers in the world, with its footprint spanning Audi, Cupra and Skoda, among others. Volkswagen Group Chief Executive Officer Oliver Blume said in October 2026 the company is under “enormous pressure” from Chinese competition.  VW positions itself as a high-volume, low-margin company, but Chinese carmakers like BYD and Chery are eating into this segment because of high European production costs.  Consultancy firm AlixPartners recently said Chinese brands can build EVs for $11,000 less than European rivals, giving them a competitive advantage on pricing.  Volkswagen has a deep China presence via major joint ventures with SAIC Motor, owner of MG and LDV, as well as FAW and Volkswagen Anhui. VW will now look to lean into this presence that has seen them build cars in China at an affordable enough price to compete with Chinese peers.  The brand has already started to sell China-developed models globally, including in Australia, such as the Cupra Tavascan mid-size SUV.  "We’ve radically rethought the vehicles and worked with partners here and there ,” Schafer said.   “We’ve set up vehicles that are completely cost-competitive in the Chinese market. “We’re starting now to export to the global south and countries that have easier access from China than Europe, such as Australia and the Middle East.” It’s unclear what China-only models are under consideration for Europe. The VW boss promised any new models would not replace the current crop of offerings on sale in Europe.  Autocar speculated new European models could include the ID. Unyx 09 electric sedan co-developed with XPeng and the ID. Aura T6 large size SUV. Schafer ruled out the ID. Era upper-large SUV for the European market as it would be unsuitable due to its size. It’s unlikely Australia will see the impacts of this move for some time. The announcement does mean some previously China-only EVs will be built in right-hand drive, easing any local arrival. China is a left-hand drive market, so engineering to right-hand drive often requires substantial and sometimes prohibitive investment.  This news follows dramatic reports in July 2026 that VW Group is targeting up to 50 per cent fewer models. A spokesperson for Volkswagen Australia told CarsGuide at the time this decision would have no immediate impact on the local branch.  It’s likely to be a similar story with this latest announcement, but any models under consideration could provide the local branch with some renewed momentum.  Volkswagen sales are down more than 23 per cent to the end of September 2026 compared to September 2025, while Audi, Porsche and Skoda have also suffered declines.  VW models imported into Australia from China should be cheaper than those imported from Europe, and could provide buyers with some further affordable European-influenced choice.

Mercedes-Benz is entering a new era in Australia. The fully electric Mercedes-Benz C400 will start from $105,700 (before on-road costs) as the first ever C-Class EV. This means it's $8800 more expensive than the base BMW i3 40xDrive ($96,900), but $7200 cheaper than the flagship i3 50xDrive ($112,900). However, it's $17,900 more expensive than the base petrol-powered C-Class and $7500 more than the plug-in hybrid version. The electric C-Class is available to order now and is due to arrive in showrooms in early 2027. The C400 uses two electric motors to produce 360kW and 800Nm to all four wheels, which means it can complete the 0-100km/h sprint in four seconds. It is equipped with a huge 100kWh battery pack, offering up to 753km of driving range, according to WLTP standards. The BMW i3's base grade offers 710km of range, increasing to 912km in its top grade. Riding on an 800-volt platform, the car can DC charge at up to 330kW, so it can add 325km of range in roughly 10 minutes. DC charging from 10 to 80 per cent is expected to take around 22 minutes. Inside, the C400 has Mercedes-Benz’s standout 'superscreen' across the dashboard. It comprises a 10.25-inch digital driver display, 14.0-inch central touchscreen and 14.0-inch front passenger display. The C400 has over-the-air update capabilities as well as ChatGPT, Microsoft Bing and Google Gemini artificial intelligence agents embedded into the multimedia set-up. Seats are wrapped in the brand’s in-house synthetic leather, to complement a birch wood centre console. Buyers can pay an extra $8200 to add climatised front seats, heated rear seats and a ‘hyperscreen’ that spans the full length of the dashboard. Additional air suspension with intelligent damping control and rear-wheel steering is available for $5200. Look up, and there’s a high-tech panoramic glass roof with individually adjustable segments to control the level of shade allowed into the cabin. The C400's boot capacity is 470L, but its new EV status means there is also now an extra 101L front storage space.

From Australia's most slow-and-steady car brand to two major launches – at opposite ends of the segment spectrum – in a matter of months, Mitsubishi is entering a new era. And while the reborn Pajero will steal most of the headlines, it's the Mitsubishi ASX VR-e that is arguably the more interesting model, given it will be one of the most globe-trotting EVs to launch in Australia this year. The small SUV (4315mm/1535mm/1885mm) was developed by Foxtron, the auto division of Taiwanese iPhone manufacturer Foxconn (the ASX VR-e is known as the Foxtron Bria in other markets). It was designed by famed Italian auto styling house Pininfarina. It was tuned and tested at the Lang Lang Proving Ground in Victoria. And it will be badged and sold by Mitsubishi in Australia. There's little doubt what the VR-e represents for Mitsubishi. The brand was among the first to the EV market with the ahead-of-its-time i-MiEV way back in 2010, before pivoting to a plug-in hybrid strategy that it's stuck to ever since. This is step one of its fight back in the EV space. To do it, it turned to Foxtron and the Bria, which, when it arrives in Australia later this year wearing the VR-e badge, will launch in four trim levels – LS, Aspire, Exceed and GSR. All share the same 57.7kWh LFP battery, and all but the GSR get a single, rear-mounted electric motor delivering 171kW and 350Nm. Stepping up to the GSR earns you a second front-mounted motor, which not only ups the grunt to 342kW and 700Nm, but its 3.9-second sprint to 100km/h makes it the fastest production Mitsubishi ever sold in Australia. Charging is less impressive, with DC charging capped at 134kW, and AC limited to 6.6kW.  All were tuned at the Lang Lang Proving Ground in Victoria where Mitsubishi engineers laid out their ride and handling requirements for Australian conditions. "This collaborative process resulted in suspension and steering upgrades and tuning, creating a unique Mitsubishi-ness on the Foxtron platform and improved ride and handling on Australian road conditions," says Tim Clarke, Mitsubishi's Product Strategy Manager.  One thing it won't be, however, is cheap. While Mitsubishi is yet to detail pricing, the brand told CarsGuide it considers its newest model a rival for legacy brands, rather than cut-price Chinese newcomers, and that Mitsubishi's legacy and dealership network would go some way to offsetting any price premium. In New Zealand, the VR-e opens at NZ$57,990 (A$47,050), and climbs to a substantial $NZ72,990 (A$59,220) for the flagship GSR. "We understand that the current EV market in Australia is very competitive. When we price this vehicle, of course we are looking at the broader range of competitors, and we evaluate our product strengths, and our brand strengths as well, including the after-sales network strengths," says Shunichi Kihara, Mitsubishi Australia CEO. "So with all those elements considered, we will finalise our pricing, and we will announce it very soon. We don't necessarily say this is a rival to a particular brand, but... we think our primary target is more like a legacy automaker. So using all those considerations, we can finalise the pricing." The 2026 Mitsubishi ASX VR-e specifications include: ASX VR-e LS Single-motor, rear-wheel drive 18-inch alloy wheels Five-stage regenerative braking adjustment (including full single pedal mode Flush door handles Black/grey cloth seat trim Six-way driver seat manual adjustment Four-way passenger seat manual adjustment 2nd row 60/40 split fold flat Rear parking sensors Rear-view monitor Dual-zone climate control Six-speaker audio 57.7 kWh LFP battery CCS2 DC Charging – maximum 134 kW Type 2 AC Charging – maximum 6.6 kW Vehicle to load (V2L) via external Type 2 AC charging port LED headlights with auto high beam  LED daytime running lamps LED tail-lights 9.2-inch Digital Driver Display 15.6-inch multimedia touchscreen Wireless CarPlay and Android Auto connectivity ASX VR-e Aspire Automatic flush door handles Black artificial leather seat trim Eight-way driver seat power adjustment Driver seat memory Driver seat heating and cooling Four-way passenger seat power adjustment Passenger seat heating and cooling 64-colour interior ambient lighting Front trunk with electric bonnet release Adjustable height rear cargo floor Adaptive high beam Six front parking sensors Six rear parking sensors Surround-view monitor with 360-degree camera Autonomous parking ASX VR-e Exceed 20-inch two-tone alloy wheels Panoramic glass roof Electric tailgate with hands-free operation 12-speaker SEAS sound system ASX VR-e GSR Dual-motor all-wheel drive Black artificial leather with microsuede seat trim Blue stitching on seats Two-tone paint

The new 860kW all-electric Mercedes-AMG GT SUV has usurped the Porsche Cayenne Turbo to become the most powerful SUV ever sold in Australia when makes its debut in late 2027 priced from around $260,000 plus on-roads. Arriving just months after the AMG GT 4-Door Coupé touches down (March), the new higher-riding AMG shares the sedan's outrageous triple-motor powertrain and produces an identical 860kW and 2000Nm of torque. Off the line, the AMG GT SUV launches from 0-100km/h sprint of 2.7 seconds and has a 270km/h top speed. Despite its epic output, those blistering performance figures trail rivals like the 850kW Porsche Cayenne Turbo ($259,900) and the 772kW Ferrari Luce ($991,446) that both take a supercar-humbling 2.5 seconds for the 0-100km/h dash, with the Prancing Horse's controversy-courting EV even topping out at a much higher 310km/h. Sharing slightly toned-down design cues with the sedan, the latest AMG GT SUV owes much to the earlier 2022 Vision AMG and last year's GT XX. Like the lower sedan, the AMG GT is the second car to sit on the all-new AMG.EA architecture that allows it to embed the German performance sub-brand's next-generation powertrain technology. Measuring 5084mm long, 2001mm wide and standing 1656mm tall, with a stretched 3040mm wheelbase, the AMG GT SUV is 99mm longer, 21mm broader but 188mm lower than the battery-powered Cayenne wagon it competes with. On the scales AMG's new flagship EV weighs in at 2585kg, which sounds heavy but is 60kg lighter than the Porsche, provided you skip heavy options. The star feature of the AMG GT SUV, like its sibling, is its next-generation powertrain that has been developed with British-based, Mercedes-Benz-owned Yasa, with the SUV packing not one, but three of its pancake-shaped axial-flux motors. Two discus-shaped e-motors that are each 80mm wide drive the rear axle, while a thicker 90mm motor spins up the front wheels. Paired with single-speed transmissions, the triple motors are fed current by a 106kWh (useable) battery that provides for a range of up to 585km on the WLTP test cycle. If you regularly travel further than that, a more energy-dense 128kWh battery is also available that increases the WLTP cruising range to around 700km. The respectable range is combined with 800-volt electrics that provides for ultra-fast DC charging of up to 600kW - 200kW more than a Porsche Cayenne, with a 10 to 80 per cent top-up taking an unbelievably brisk 11 minutes. The catch is finding (and being close to) one of Australia's few megawatt chargers that should have opened by the time the SUV launches. With the bigger 128kWh battery, charging ramps up to 710kW, adding as much as 450km of range in just 10 minutes, although the 10 to 80 per cent refill is a minute longer at 12 minutes. AC charging, meanwhile, is limited to 11kW, with a 22kW charger likely to be added later. Two further powertrains might be on the menu to arrive in Australia later – a triple-motor AMG GT 55 (600kW/1860Nm) and the base AMG GT 53 (400kW/800Nm) that is driven by two conventional e-motors. Coming with the 106kWh power pack, the lesser AMG GT SUV variants have a range of between 668-700km, depending on the wheel/tyre package. Helping it defy physics, the AMG GT gains Benz's latest AMG Active Ride Control+ trick suspension that cancels out body roll while cornering and helps dial back the pitch and dive associated with strong acceleration and braking the Mercedes-AMG is capable of. Enhancing agility is a new rear-wheel steering that pivot the rear wheels up to 6 degrees. Top-of-the-range AMG GT 63 SUVs in Australia will be offered with standard carbon-ceramic brakes on both axles are standard. While others are experimenting with dystopian soundscapes, the AMG GT 63 is said to faithfully reproduce the sound of a proper V8, with it able to mimic Benz icons of the past like the old AMG GT R. For those not in the mood, a quieter 'Balanced' or even 'Silent' soundtrack is also available. Like the sedan, the AMG GT SUV comes with simulated gearshifts via steering wheel paddles. Customised driver displays as well as integrated seat shakers all add to the immersive experience. An AMG Race Engineer feature has been added that, via three rotary controllers in the centre console, allowing you to sharpen or dull the throttle or tweak torque vectoring or the amount of power being sent to the rear wheels. No less than nine levels of traction control intervention and seven driving modes are available, as well as the opportunity to turn off the ESP system completely. Featuring powerdomes, flared arches and oversized wheels, the AMG GT SUV is claimed to reference past AMG models, but the new car gains some trick active aero to keep it stable at high speeds. These include a pop-up roof spoiler that switches to a low-drag position at speeds above 150km/h. If it detects you're pushing hard on your favourite road and it switches to its steepest angle for maximum downforce to enhance traction. Vertical slats in the bumper, meanwhile, remain closed to minimise drag but open when the e-motor and battery need extra cooling. Inside, you sit low for an SUV to create a sportier driving position. Ahead of a driver is a 10.2-inch digital cluster, plus a large 14.0-inch infotainment that is angled towards the driver. A second 14-inch display is available for the passenger. All the tech runs the brand's newest MB.OS software which, as well as three AI assistants (ChatGPT, Bing, Gemini) also offers an AMG Performance menu that shows the active aero working, broadcasts the energy flowing from axle to axle and even shows you how to bring the tyres and brakes up to their optimum temperatures on track. Once ready, there's then a digital lap timer designed by IWC. If you need help finding a corner's apex, there's also the AMG Track Pace that's claimed to be akin to having a professional coach onboard. Augmented reality then superimposes the racing line from saved laps to help you nail the perfect lap. Bolting the driver and co-pilot in place are heavily bolstered AMG Performance bucket seats that are combined with a pair of big AMG Performance steering wheel paddles. Despite a rakish silhouette, the AMG GT SUV gets rear seats that offer decent head- and legroom, while a full-width panoramic roof bathes the cabin in light and can switch to opaque at the switch of a button. Since many will expect it to play the family wagon, as well as plenty of space within, there is a decent 607 litre boot, which expands to 1740 litres with the second row folded. Up front, there's even a respectable 78-litre frunk to stow cables. Available in up to 60 Manufaktur hues, special finishes apply to colour accents for the forged alloy wheels and even the seatbelts for those who love the idea of planning to making their AMG GT SUV unique. Mercedes-Benz Australia says ahead of its launch in late 2027 it is too early for pricing and specification for the AMG GT 63, with an announcement expected closer to its debut, as well as an update on whether we'll also see the AMG GT 55 and the entry AMG GT 53.

China’s automotive industry is facing an unexpected speed hump on its road to relentless global expansion, and it is from an unlikely place. As highlighted by this week’s Paris Motor Show, Europe’s biggest and busiest in years, carmakers have started looking back to move forward, with a number of affordable yet evocative production or near-production concept models leaning heavily into post-modern – or retro - realms. Most are electric or electrified, and all major on emotional design to lure consumers in. With little to no history, tradition or heritage for Chinese manufacturers to also lean upon, it seems that France and Italy especially are mining their back catalogues for their next big hits – and the world is hungry for it. In essence, European marques are leveraging their single biggest asset – brand character and national identity – to survive today. In fact, the key, recurring message from nearly every European manufacturer during their new-model press conferences and presentations at the Paris event could be distilled down to five words: “Made in Europe, for Europe!” The aim is to send the world in general and China in particular a loud and clear message that European manufacturers are not taking the actual and existential threats from rivals like BYD, Zeekr, XPeng, MG and GWM lying down. Not on their own turf at least. Making waves is Stellantis, with its brands Peugeot and Citroen from France and Alfa Romeo and Fiat from Italy, all putting on the rose-coloured glasses. But it was immediately apparent on the first press day that arch rival Renault – the 127-year old carmaker from Boulogne-Billancourt that predates even Ford – created the biggest stir, and a home-ground one at that. In what turned out to be one of the show’s genuine surprises, it presented no fewer than five retro-inspired models, which, in turn, attracted probably the longest and most sustained attention from the assembled media on press day. The stunning Renault E-Space people mover ushered in the revival least expected in today’s SUV age. Harking back to the avantgarde 1984 Espace original, it would return Renault to the multi-purpose vehicle (MPV) class it helped pioneer but is nowadays scarce for choice (barring the Kia Carnival and some electrified Chinese MPVs). But only the green light is given. This one’s a firm maybe. More importantly, a production E-Space could sit on the Renault Group’s coming next-gen electrified skateboard platform. Dubbed RGEV Medium 2.0, it follows China’s lead as a software-based EV-first architecture. Highlights include up to 750km of EV battery range or over 1000km with a range-extender powertrain, along with an 800-volt electrical setup for ultra-fast charging. Referring to China, as Renault Group CEO, François Provost, put it: “… we are not afraid of anyone.” Widely regarded as Europe’s best small EV, it was only a matter of time before the R5 E-Tech would receive the Turbo treatment. In 80s Renault-speak, and for motorsport homologation purposes, that meant stuffing the front-drive supermini with a powerful 1.4-litre turbo engine out back, driving the rear wheels. That necessitated massive biceps in the form of bulging arches, creating an instant classic in the process. Fast-forward to today and the EV is set to score a similar makeover, this time switching to an Alpine-tuned chassis with twin rear electric motors out back, to create a new breed of electric hyper hatch. Just 1980 of them will be built from 2028. Now largely forgotten in Australia, the original Renault 8 of the early 1960s was a small four-door rear-engined sedan, with the Gordini being Europe’s rally special sporty edition. Based on the R5 E-Tech’s flexible EV architecture, the reimagined R8 Gordini is a beguiling visual throwback that also conjures up other period classics with similar crisp styling – the Ford Escort, Datsun 1600 and BMW 2002 to name a few. A real knockout. As an exercise of intent, this is breathtaking. Will Renault build it? Time will tell. For a hot minute in the early ‘80s, the Alpine A310 V6 looked like it could become a serious Porsche challenger. Handsomely angular with gorgeous flared wheelarches giving it a total supercar stance, the Dieppe-based tuner of humdrum Renaults seemed on the same trajectory as AMG and M were with Mercedes and BMW respectively. Tragically, that never happened, as every consequent Alpine never looked as sensuous. But as Renault’s in-house special-vehicles department, reviving one of the sexiest models in the back-catalogue would be a no-brainer. Right now, Renault is saying this won’t be built, concentrating on the coming A110 EV first instead. But, this is the exactly the car that people think of when they hear the word Alpine. That and a pack of ciggies, but that’s another story. Enjoying a rapturous international motor show debut in Paris, the Twingo must have struck enough terror in compatriot Citroen’s heart when revealed last year for the latter to come up with its own beloved retro baby, the 2CV. More on that later. The Twingo is a tiny four-seater EV with looks evoking the 1992 original that influenced a generation of quirky city cars, most notably the 1999 Toyota Echo (Yaris outside of Australia and the US). This time around, it’s all-electric, of course, has won several car-of-the-year awards, and costs from about $31,000, or around $24,000 apres EV incentives. There’s economy of scale at play here, too, with Nissan (Pivo) and Dacia (Spring II) versions also being produced. Citroen’s twin-chevron logo literally denotes advancement. Going retro seems the opposite of what the brand used to stand for. But the world has changed since the pre-war design/post-war productionised 2CV put France on wheels. This one may look cartoonishly twee up front, but – like the original – this one promises to be an ultra-affordable (low-$20,000 AUD) urban EV with clever engineering for maximum efficiency at minimum cost. So, Citroen’s heart is in the right place. And, at the show, the boss promised that it will be built. Plus, China seems to have already cornered the avantgarde cheap-EV market already with models like the BYD Atto 1, so why not look back. Just don’t get into the habit, Citroen. PS. The van version, the Fourgonnette that nobody anticipated at the Paris show, is achingly cool. That’s the one we’d have. What you’re looking at is another reinterpretation of an ‘80s motorsport homologation special, and this time, there’s a mainstream affordable next-generation supermini lurking underneath. Peugeot’s e-T16 is an incredibly spot-on reimagining of the famous 205 T16 from 40 years ago, balancing retro themes with progressive design that makes us eager for the production e-208 coming next year. And the best news is, Peugeot is contemplating making an e-T16 hyper hatch like what you see here too! Just hurry up and sort out your Australian distribution mess, Stellantis. This could be the rebirth of cool, Peugeot-style. This is based on a cheap electric quadricycle originally marketed by Citroen as the Ami in 2020, though the Fiat Topolino version is prettier and truer to the Italian brand’s heritage for slow and cramped city cars that are barely any larger than a Smart ForTwo. The Multiplina is the four-seater version, with more space inside and greater performance, capable of hitting about 90km/h. And, evocative of the 1956 Fiat 600 Multipla (that was actually briefly sold in Australia), it’s super cute to boot. As far as retro revivals go, bringing back the RCZ seems a bit premature, given the last one was made as recently as 2015. But there aren’t enough 2+2-seater sporty coupes nowadays, so we’re glad that Peugeot is contemplating returning to the segment with this slick and slinky all-electric beauty. Especially as the Audi TT is no more.

For over a decade we’ve been told the sedan is dying. Sales have declined, the amount of options available has dwindled and buyers continue to gravitate to SUVs and utes. And yet, the sedan survives. But not just survive, new models are now arriving and sales for the total mid-size sedan market have been on the rise in 2026. Mid-size sedans, both mainstream and luxury, are up 18 per cent year-to-date to the end of September. Geely is the latest brand to believe there is a future for sedans, confirming the new Emgrand L plug-in hybrid will arrive in Australian showrooms next year to compete against the likes of the Tesla Model 3, BYD Seal and Mazda 6e. Despite the relatively-fresh competition and the recent sales growth, sedan sales are still amongst the smallest in the country. The best-selling sedan is the Toyota Camry, with 9471 sales to the end of September, which compares to 31,209 sales for the Toyota RAV4 mid-size SUV. Geely Australia’s Director of Product Planning and Marketing, Andrew Tuitahi, said the brand is confident there will be buyers looking for an SUV alternative. “When it comes to Emgrand L EM-i that's designed to target a slightly different market, but we think there is an opportunity for a more traditionally styled sedan with high technology and alternate fuel offerings,” Tuitahi said. “There's a lot of metrics and a lot of research that we've conducted,” he added. “Certainly the response from customers is positive. The response from dealers is positive. And there are absolutely buyers who don't want to drive an SUV. They want something that looks a little bit more conventional, and they like that style of sedan.”  “ I think we'll put together a package and share it when we launch Emgrand. But certainly there is a buyer profile demographic that is finding sedans appealing,” he said. Looking at the latest sales figures there is a growing market for electric and plug-in hybrid sedans, led by the likes of the Tesla Model 3, BYD Seal and Seal 6 as well as the new Mazda 6e. All of those models have grown in volume in the first three quarters of 2026, although the Seal 6 and Mazda and both all-new models, so any sales would be incremental volume. While they have grown, that is from a small base and overall sales remain relatively small. Tesla has sold 5775 examples of the Model 3, which is a seven per cent increase on 2025, but that figure is dwarfed by the combined 35,930 sales of the Model Y and Y L. BYD has sold a combined 4727 Seal EV and Seal 6 PHEV sedans (and wagons), which does mean that two of the three best-selling sedans are electric, suggesting there is a demand from customers for efficient vehicles outside of the SUV market. However, it isn’t a large demand with the rest of the market contributing a combined 27,805 total mid-size sales, which is less than the RAV4 has managed on its own - just to underscore the dominance of SUVs. Kia’s EV4 has managed just 361 sales, the Skoda Octavia 340 and the MG MG7 only 230. Even the once popular premium sedans, including the BMW 3 Series and Mercedes-Class are down significantly in 2026. So, while Geely is confident there are buyers for the Emgrand L, and Tesla, BYD and Mazda are managing to make sedans work for them, the cold, hard fact remains that the traditional ‘four-door’ is unlikely to become a mainstream choice again for Australians. Sedans aren’t dead yet, but anyone expecting a resurgence shouldn’t be.

Aussie car buyers have plenty of affordable EV choices in Australia. From hatchbacks to city SUVs, there are now several compelling options around the $30,000 mark. The BYD Atto 1 compact SUV became the cheapest new car on sale in Australia, while the Geely EX2 hatchback has had a surging start on the sales charts. Other competitors include the GAC Aion UT hatch and the incoming Leapmotor B03X small SUV, which provide buyers with some further thinking to do. Here is how the four stack up on the numbers. The Atto 1’s $19,990 (drive-away) price tag isn’t just the cheapest on this list, it’s the cheapest new car currently on sale in Australia. This deal does run out in December, when it will revert to $23,990. The premium grade of the Atto 1, which adds a bigger 43kWh battery with 310km WLTP range, starts from $27,990 (before on-road costs), which is on par with its rivals. The B03X starts from $29,990 (drive-away), making it the cheapest small electric SUV in Australia. Geely’s EX2 entered the Australian market in July 2026 at $26,490 (before on-road costs), which pushes the final drive-away price closer to $30,000. GAC’s Aion UT is available from $31,990 (drive-away), but the new Chinese brand will add a cheaper standard range variant in December, 2026. The MG4 Urban hasn’t been included in this list, but the electric hatch is currently available from $29,990 (drive-away) until October 31, courtesy of a $2000 cashback offer. The Aion UT’s single electric motor produces 150kW and 210Nm, edging out the B03X’s 130kW and 200Nm. Geely’s EX2 produces 85kW/150Nm - closely rivalling the Atto 1’s 65kW/175Nm. The EX2 stands out with a rear-wheel-drive configuration, potentially providing an on-road edge over its front-wheel drive rivals. The Aion UT’s 60kWh battery trumps the rest of the competition, offering a driving range of 430km, however, the incoming and cheaper short range Aion UT will only offer 320km from a 44kWh unit. The EX2 has a 35kWh unit with 280km, close to the B03X (292km from 40kWh) and besting the Atto 1 (220km from 30kWh). Inside the cabin, the Aion UT and the Leapmotor B03X have 14.6-inch central touchscreens and 8.8-inch digital drivers displays, but the former boasts synthetic leather seats as standard, instead of fabric. The EX2 also has synthetic leather seats as standard, but a smaller 12.3-inch central touchscreen and 8.0-inch digital driver display. The Atto 1 has a 10.1-inch central touchscreen and 5.0-inch digital driver display, with fabric seats as standard. As an SUV, the B03X has 1325L of storage space, including a 105L storage area under the main boot. The EX2 offers an impressive amount of storage space for a hatch, with 1320L, which includes a 70L front storage space. The Atto 1 still has 1037L, despite being the smallest car in this comparison. The Aion UT provides 689L of total cargo when the rear seats are folded, but this is noticeably less than the rest of the pack. The Atto 1 is the smallest car of the pack, with Aion UT longer than the EX2 and the same length as the B03X. The Aion UT is also the widest of the cars and has the longest wheelbase. The B03X is the only SUV here and is naturally taller than its hatchback rivals. The Atto 1 and EX2 were awarded a five-star Australasian New Car Assessment Program (ANCAP) safety ratings. The Atto 1 performed well in crash testing, with 82 per cent adult protection and 86 per cent child protection. ANCAP assessed the EX2 using its new ‘Stages of Safety’ criteria. Features like its driving monitoring system and adaptive cruise control guided the EX2 to a 79 per cent safe driving rating. It rated crash avoidance at 72 per cent, and overall crash protection at 86 per cent. The GAC Aion UT also received five stars and performed well in all categories. The Leapmotor B03X remains untested by ANCAP, but it has a suite of active safety features, including auto emergency braking and adaptive cruise control. The Aion UT wins the warranty battle, with an eight-year/unlimited-kilometre warranty for both the car and its high-voltage battery. The EX2 also has a strong warranty guarantee, with seven years/unlimited kilometres for the car and eight years for its high-voltage battery. The Atto 1 and B03X are offered with similar warranties. Both guarantee six years or 150,000km, and an eight-year or 160,000km battery warranty. BYD does further guarantee the Atto 1’s battery will still have at least 70 per cent after eight years. The Atto 1, EX2 and B03X all need to be serviced every 12 months or 20,000km, while the Aion UT is every 12 months or 15,000km.