Hybrid News

Lamborghini’s new ballistic hybrid sports car is here. The Lamborghini Revuelto SV is a track-focused plug-in hybrid two-door coupe, expected to claim a place at the top of the brand’s lineup.The car is a juiced up version of the standard Revuelto that fetches a price tag of $987,000, before on-road costs in Australia.Its upgraded sibling will likely break the $1 million mark, with deliveries beginning in early 2027.  There will be less than 2000 Revuelto SV examples available.SV stands for ‘Super Veloce’ (or super fast), and Lamborghini has significant history with the badge on its iconic Diablo, Murcielago and Aventador sportscars. SV models have increased power and less weight, with the Revuelto SV Lamborghini’s most powerful SV model yet. The Revuelto SV uses the same 6.5-litre naturally-aspirated V12 and three electric motor set-up, but output has been boosted to 783kW and 1425Nm. This is 50kW more power and around 400Nm more torque than the standard car.The bulk of this power comes from the V12, but the electric motor set-up contributes 190kW. It can accelerate from 0-100km/h in 2.4 seconds, and 0-200km/h in 6.7 seconds, going on to a top speed of more than 345km/h.The Revuelto SV will directly compete with the Ferrari SF90 Stradale ($846,888) that packs a 4.0-litre twin-turbo V8 plug-in hybrid set-up, making 574kW and 800Nm. Lamborghini’s new sports car has two front-mounted electric motors, with the other one fitted above an eight-speed automatic double-clutch gearbox. The car boasts a 7.3kWh lithium-ion battery, which is nearly twice as big as the unit in the standard Revuelto.There is a new adjustable dampers suspension system that has been race-tuned, designed to improve agility and grip. There are huge carbon-ceramic brakes capable of a 200-0km/h stop in just 116 metres. The Revuelto SV delivers 80 per cent more total downforce than the Revuelto, aiding the car's increased track focus.

Chery has confirmed its all-new Stockman ute will arrive later this year with all the “bells and whistles” but has revealed to CarsGuide plans for a more work-focused variant to target the tradie audience.Chery Australia Chief Operating Officer Lucas Harris has laid out the plan for the initial Stockman offerings, ruling out plans for a single cab variant with the new ute set to stick with a dual-cab design for the foreseeable future.“ So the launch model will be all of the bells and whistles,” Harris confirmed.“And then early next year we would look at introducing a lower tier variant to try and make it more accessible. “At this stage won't do a cab chassis. We'll look at potentially doing a flat deck tray. It's more straightforward from a homologation point of view. So basically just a flat tray with no sides on it.”He added: “We’ll focus on more of a conventional bed, which has been designed to be easily removable. So if people want to pull it off they can.” While single-cab, cab chassis utes are popular for many trade and fleet buyers, Harris indicated it would be too complicated and expensive for Chery to create too many variations of the Stockman. But he was adamant that, despite launching in a high-level trim, it will not be simply a ‘lifestyle’ ute and there is already interest from potential fleet buyers.“There is but if we want to capture any of the fleet volume, I think we'll need to go down and have that offering,” he said, referencing the customisable tray back.“We've had a huge amount of inquiry from fleets. I think we're just shy of 80 fleets who have put their names down for a demo. So you know, largely driven, I think, out of that plug-in hybrid diesel is a very unique option and can solve a lot of problems.” As previously reported, Chery will give the Stockman a unique edge against its extensive list of ute rivals by offering it with first-in-class diesel plug-in hybrid powertrain, as well as a a petrol-engined plug-in hybrid.Harris also explained the role of Premcar, the Melbourne-based engineering firm, in the development of the Stockman. Premcar, which has worked on the Nissan Navara ‘Warrior’ program, can trace its origins back to the Ford Performance Vehicles (FPV) days, where it established its local expertise and reputation.“ It's not the first time that we've worked with Premcar,” Harris said.“So we know them… Premcar is very well-known and very experienced around our market and what's required. And, I know they're quite famous for what they did with the Warrior, and some stuff with FPV, in the old days."But actually it does a huge amount of engineering and development work outside of that stuff with carmakers all around the world, and sometimes not even just for Australia, for other markets."So they're very experienced guys. It's good for us to be able to use a local company which understands our customers and understands the way customers in Australia think. So what better partner could you find to give you very candid and unfiltered feedback about what they like and what they don't,” said Harris.However, Premcar’s involvement is noteworthy as Harris has previously dismissed the need for a local ride and handling program to tailor the suspension and chassis to Australian conditions, but the Stockman appears to be a different case.“ So for this particular project they're doing assessment and validation across many different aspects of the vehicle and many different driving situations,” he said.“So it's not just off-road, but it's also on-road performance, and they'll give feedback on ride and handling and how the infotainment system works, and NVH (noise, vibration and harshness) and how the ADAS (advanced driver assist systems) works. So they'll give feedback on the whole vehicle across all those various systems and all different scenarios.”The Stockman is due to launch in the fourth quarter of 2026, when full pricing and technical specifications for both powertrains will be announced.

Genesis Australia has confirmed it plans to introduce hybrid power, but it’s unclear which models will receive it.This comes after the South Korean carmaker revealed the GV80 Hybrid, its first hybrid model. It will launch in South Korea next month and it’s unclear if the company plans to export it to other countries.“Genesis will introduce its first hybrid model next month in Korea, with Australia to follow in 2027. At this time, we can’t confirm which Australian models will receive hybrid powertrains or when,” said a Genesis Australia spokesperson.“In parallel (to our HEVs), we are also developing EREV technology as part of our ongoing efforts to broaden our electrification portfolio – however we cannot confirm a timeline for introduction at this stage.“These new electrified powertrains are being developed not only to deliver greater efficiency, but also to provide the refinement, performance, and driving experience that customers expect from a Genesis.”The GV80 Hybrid is claimed to have the company’s “next-generation hybrid system”. It adopts a parallel hybrid system that, unlike Toyota-style series-parallel hybrid systems, mechanically links both the engine and electric motor(s) to the driven wheels.The Genesis system uses a 2.5-litre turbocharged four-cylinder petrol engine with a starter-generator electric motor and a drive electric motor.Total system outputs are 258kW and 529Nm, which is 34kW and 107Nm more than the standard, non-electrified 2.5-litre turbo engine in the GV80. It’s claimed to be able to do the 0-100km/h sprint in 7.1 seconds.Power is sent to the rear wheels only through a seven-speed transmission. There’s a higher first-gear ratio to enhance initial acceleration, as well as a lower final drive ratio to reduce drivetrain noise. Reverse is conducted on electric power alone.At this stage Genesis hasn’t confirmed the GV80 Hybrid’s fuel consumption figures. This will be announced after certification has been completed.Genesis claims the GV80 Hybrid is around 25 per cent more fuel efficient than the regular GV80, with the non-electrified 2.5-litre turbo engine, rear-wheel drive and 19-inch wheel configuration.This vehicle isn’t offered in Australia. The entry-level GV80 2.5T Signature locally features the 2.5-litre turbo engine, but it’s all-wheel drive and has larger 22-inch alloy wheels. It’s claimed to consume 10.4L/100km.Genesis claims the GV80 Hybrid utilises its EV mode until around 30km/h when the engine is cold, plus it’s maximised in urban areas with stop-and-go traffic. There’s also a hold function to keep the battery charged at a certain level, as well as smart regenerative braking.The GV80 Hybrid differentiates itself from the rest of the GV80 line-up with a redesigned front grille and alloy wheel design.Inside there are four new two-tone interior colourway combinations to choose from, including Obsidian Black and Taiga Green, as well as Ultramarine Blue and Travertine Beige.Additionally, there are two new real wood trim options and quilting patterns available.At this stage it appears the GV80 Hybrid will only be offered in five-seat form as the South Korean carmaker hasn’t disclosed anything about offering a six- or seven-seat version. The location of the high-voltage battery pack likely limits packaging for the third row.It’s understood that Genesis is soon revealing its GV90 flagship electric SUV, however the brand is also working on various hybrid technologies, despite previously saying it would skip this to go all-in on EV technology.In addition to the parallel hybrid technology seen first in the GV80, Genesis is working on range-extender (REEV) hybrid technology which uses the engine to charge up the battery pack. It does not directly power the wheels.At this stage it’s unclear which Genesis vehicle will be the first to adopt this REEV hybrid technology. It could also feature in the GV80 given it’s the brand’s current flagship combustion-powered SUV.Other Genesis vehicles that may receive hybrid powertrains in the future include the GV70 SUV, as well as the G80 sedan. It’s understood this may happen within the next two years.

Mercedes-Benz is officially walking back from its high-performance AMG four-cylinder models as it discontinues two key models.The Mercedes-AMG GLC43 and GLC63 S E Performance are being discontinued in Australia in favour of the new six-cylinder powered AMG GLC53.“At this stage, we don't have any further updates to share regarding future shipments of the model,” said a Mercedes-Benz Australia spokesperson.They also confirmed a “limited number” of AMG GLC63 S E Performance examples are still available in Australia. However, neither the GLC43 or GLC63 S E Performance can be selected using the carmaker’s stock locator on its website.Both the current-generation Mercedes-AMG GLC43 and GLC63 S E Performance launched locally in 2024 and saw a major change in the engine department.In previous-generation guise the AMG GLC43 had a six-cylinder engine, whereas the AMG GLC63 had a V8 engine. Both now have a 2.0-litre turbocharged four-cylinder petrol engine that’s shared with the AMG A45, among others.The AMG GLC43 is a 48V mild-hybrid with an electric turbocharger, while the AMG GLC63 S E Performance is a plug-in hybrid (PHEV) that’s augmented with an electric motor and has monstrous total system outputs of 500kW and 1020Nm.Ever since both electrified four-cylinder AMG GLCs launched locally, the reception has been lacklustre and feedback has been harsh. As a result Mercedes-AMG has corrected its trajectory to better mirror what Audi and BMW are doing.The new GLC53 has a 3.0-litre turbocharged inline-six-cylinder petrol engine with a 48V mild-hybrid system for total system outputs of 330kW and 600Nm.At this stage the AMG GLC43 and AMG GLC63 S E Performance are the only electrified four-cylinder-powered AMG models to be discontinued locally.A report from German publication Elektroauto-News from November indicated production of the aforementioned AMG GLC models, as well as the related AMG C43 and C63 S E Performance ended around May 2026.At this stage both the AMG C43 and C63 S E Performance remain on the Mercedes-Benz Australia website. It’s worth noting the German carmaker hasn’t globally revealed an inline-six-cylinder-powered C53 yet, if that’s in the plans.Other AMG models that are set for discontinuation, according to the Elektroauto-News report, include the GLA35. Mercedes-Benz recently revealed the new-generation GLA and the range-topping AMG version may become electric, like the related AMG CLA45.Regardless of the report, it’s clear Mercedes-Benz is moving away from its electrified four-cylinder engines. The German brand is currently testing a flagship version of the CLE coupe which is understood to have twin-turbo V8 power.In addition to the inline-six-cylinder-powered AMG GLC53, the current-generation Mercedes-Benz GLC continues to be offered in a number of core trim levels. These include the GLC200 and GLC300 which both feature turbocharged four-cylinder petrol engines.The GLC350e PHEV launched locally in 2025 and it similarly features a 2.0-litre turbocharged four-cylinder petrol engine, but has an electric motor for total system outputs of 230kW and 550Nm.It also features a 25.4kWh lithium-ion battery pack that allows for up to 104km of NEDC-claimed electric range.In addition to the combustion-powered GLC models, Mercedes-Benz is soon set to introduce an electric version of the GLC that’s based on a separate platform called MB.EA.So far a single GLC400 with a dual-motor all-wheel drive powertrain has been detailed, however it’s expected a high-performance AMG model, as well as lesser trims will come in the future.

XPeng’s new Australia-bound SUV means business, as it is priced to severely undercut key rivals in China.The XPeng G9L, which was recently revealed in China and confirmed to arrive here in the next six months, will cost the equivalent of $55,000 for the range-topping model in China.XPeng also confirmed there will be plenty of cheaper grades to choose from.This means the most expensive G9L will be more affordable than the cheapest Zeekr 8X ($75,000) in China.And the general rule of thumb is: if it's cheaper than its rivals in China, it’ll be cheaper than them here.Chinese cars are usually about 20 per cent more expensive in Australia than in China, so expect the G9L to top out at about $70,000 when it arrives.The G9L is a big five-seat SUV in the domestic market, which follows the latest trend of giant Chinese SUVs with roomy interiors.It is 5120mm long, 1999mm wide and 1795mm tall, with a 3100mm wheelbase, and is bigger than most seven-seat SUVs.It is available with an electric or range-extender hybrid (REEV) set-up. The latter uses a small petrol engine as a generator to charge the battery, with only the electric motor(s) driving the wheels.Both electric and EREV versions will be available in two- or all-wheel drive.The 2WD EV has a single rear-mounted electric motor producing 270kW, while the AWD adds a front-mounted 160kW motor for a combined 430kW.REEV variants have a 1.5-litre turbo-petrol engine to charge the battery.The single electric motor in the range-extender makes 210kW, with the AWD adding an extra 160kW motor for a combined 370kW.There are several battery options. Two-wheel drive versions use a circa-92kWh lithium iron phospahte (LFP) battery that is good for 702km of driving range, according to the more lenient Chinese test cycle.All-wheel drive versions use a roughly 92kWh Nickel-Manganese-Cobalt (NMC) unit, which is good for about 660km of range. This can be upped to a 110kWh power plant that boosts range to 755km.REEV versions use a huge 64kW LFP battery for a claimed Chinese verified electric driving range of 435km.XPeng hasn’t revealed what versions will be available here.XPeng HQ has recently taken over from the Australian importer after a several issues, which is now playing out in federal court.The factory-backed operation has grand plans now it is allowed to sell cars here.It already has the updated G6 mid-size SUV and X9 people mover available for order.It has confirmed the L03 coupe-SUV will be next to land, followed by the G9L and L05 mid-size SUV, the latter is from its more affordable Mona range. The flagship GX, which will likely be called something else when it arrives due to Lexus already claiming that name, will land sometime in the future.

Toyota is commonly known for creating solid vehicles that are easy to recommend and generally simple to live with.However, the Japanese carmaker understandably has also had some vehicles that are solid, but not as class-leading or recommendable in their respective segments. Recent examples include the HiAce-based Granvia people mover and HiLux-based Fortuner SUV.But now Toyota has arguably one of the most perplexing new products on its hands in Australia that no matter which way you look at it, it doesn’t make sense.This is the LandCruiser 300 Series Performance Hybrid.The LandCruiser 300 Series Performance Hybrid, which itself is a mouthful, is a new flagship engine offering in Australia, sitting above the existing 3.3-litre six-cylinder turbo-diesel.It combines a 3.5-litre twin-turbo V6 petrol engine with an electric motor generator for total system outputs of 341kW and 790Nm. It’s called i-Force Max and it's a virtually identical set-up to the Tundra pick-up but there’s slightly more power.This makes it the most powerful road-going LandCruiser ever. In fact, it’s the most powerful Toyota production car ever offered in Australia. More than the GR Supra, TRD Aurion and even the previous V8-powered LandCruiser.Compared to other Toyota series-parallel hybrid powertrains, the LC300’s set-up is quite different. It’s a parallel set-up that has the electric motor generator sit between the petrol V6 engine and the 10-speed automatic transmission.This means the engine or the electric motor can independently power the wheels, or they can both provide grunt at the same time. There’s also a direct mechanical connection, meaning the full-time four-wheel drive system remains intact.While Toyota has attempted to hedge its bets with the Performance Hybrid naming, this vehicle is far from efficient.It’s claimed to consume 10L/100km on the combined cycle, according to ADR 81/02 testing. This is more than diesel-powered LandCruiser is claimed to consume 8.9L/100km on the combined cycle, according to ADR 81/02 testing.What makes it worse is the Performance Hybrid version of the LC300 has a smaller 98L fuel tank, compared with the diesel, which has an 110L fuel tank. This means the former has a significantly shorter overall driving range.The kicker is the LC300 Performance Hybrid requires a minimum of 95 RON premium unleaded petrol. While this may still be a little cheaper to purchase than diesel in some circumstances, premium unleaded petrol isn’t as prolific as diesel, especially in remote areas.Toyota prides itself on building vehicles that are capable of tackling the most challenging and remote terrain, but if you can’t find anywhere to fuel up, what’s the point?It’s disappointing as the LC300 Performance Hybrid is an incredibly capable vehicle off-road. In GR Sport trim it retains the front and rear diff locks, crawl control and turn assist functions, as well as the E-KDSS suspension system. The placement of the high-voltage battery pack in the LC300 Performance Hybrid limits the interior practicality.All versions of this car are currently only offered with five seats. For full transparency, the LC300 Performance Hybrid is only offered on the range-topping Sahara ZX and GR Sport trims and they only offer five seats with the diesel engine too.However, there are lesser versions of the LC300 with the diesel engine that offer the flexibility of seven seats. For some families this is a major consideration.While the LC300 Performance Hybrid does have 910L of boot space, this is 216L less than the diesel as the floor is slightly higher. Thankfully the boot packaging isn’t as awkward as it is in seven-seat versions of the Prado.There are two versions of the LC300 Performance Hybrid currently available in Australia – the Sahara ZX and GR Sport, which are already range-topping versions of this car.They’re currently priced from $156,740 and $156,990, before on-road costs, respectively. This is around $8000 more expensive than the equivalent diesel-powered model.Beyond the different engine, the Performance Hybrid gains the following over the diesel:Full electric power-assisted steering system (diesel models retain hydraulic power steering)Upgraded 1500W power socket in the boot40/20/40 split-folding second row of seats.Honestly I’m not sure. I see no feasible or justifiable reason why you could or should buy the Performance Hybrid version of the LC300 over the diesel.Sure it’s nice to have extra power, but how often are you actually using it? Plus, the diesel is already powerful and torquey enough.It doesn’t help that the transition from electric to petrol power can occasionally be a touch stilted. Plus, the car can barely accelerate on electric power alone, forcing the engine to fire again.One thing that’s undeniable is the petrol V6 petrol has a fantastic note. It’s gruff, burbly and full of character.The simple answer to this question is the diesel engine. However, if you like the LC300 Performance Hybrid’s 3.5-litre twin-turbo V6 petrol engine, there are a number of options available with the same engine, sans electrification.The most obvious answer is the Lexus LX, which is the luxurious version of the LC300. The entry-level LX600 is priced from $167,700 before on-road costs, which is almost $11,000 more than the LC300 Performance Hybrid.It produces slightly less power and is claimed to use more fuel, however you get the flexibility of having seven seats.Another option is the slightly smaller Lexus GX550, which is essentially a fancier version of the Prado. It has the same twin-turbo V6 petrol engine but it has a less powerful tune.The line-up starts from $118,320, before on-road costs and depending on the trim level there is the availability of seven seats, though it’s a smaller car than the LC300.If this is still too much money, the Denza B8 may be a good alternative. It starts from $93,195, before on-road costs, offers three rows of seating and has a 3500kg braked towing capacity.The B8 is also a plug-in hybrid (PHEV) and has a larger 36.8kWh battery pack which offers up to 115km of electric range, according to NEDC testing.

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.

Your next Toyota is about to get more expensive, that's the word from the brand’s top accountant.Toyota released its quarterly financial report, which detailed it was expecting material costs for building its vehicles to jump 1.3 trillion yen ($11.5 billion).That’s bad news for anyone considering a Toyota, as the extra cost to build the cars will be passed on to consumers, according to the brand’s top accountant Akanori Azuma.“The impact of higher material costs, including measures to strengthen our supplier base, is approximately 1.3 trillion yen. We intend to recover roughly half of that through price revisions,” said Azuma.The good news is buyers won’t be hit all at once, with the brand intending to space out the price jumps into next year.“We do not intend to pass these costs on to customers all at once. Rather, we will continue to carefully consider both the timing and the level of price revisions.“Since the effects of price revisions also carry over into the following year, we will closely monitor their effectiveness and respond accordingly,” he said.Toyota plans to make more than 10 million vehicles this financial year, which means that 50 per cent of that cost spread over those vehicles equals about $600 per car.Toyota has been under fire for steep price rises for its new-generation RAV4 Hybrid around the world. In Australia price rises varied, with the base GX version now $3830 more expensive and the Cruiser grade almost $6000 dearer.  Toyota South Africa Motors Senior Public Relations Manager Riaan Esterhuysen said China is the problem."We intentionally moved it into a more premium space. It occupies or plays in the higher part of the segment now, and that is intentional," he told BizCommunity."We can't compete with the emerging Chinese brands directly on an entry-level price point. They have changed that market. They have shaped the market or changed the shape of the market by driving customers down to a lower and mid-tier of the segment or taking used car buyers and upselling them."The new RAV4 was the best selling car in Australia in the past month, with 5564 finding a new home.Those numbers aren’t expected to drop anytime soon with the company holding a heavy order book.Supply is the biggest thing holding back the RAV4 and the rest of Toyota’s range from hitting astronomical numbers.Most models have a standard three month wait list, with more popular vehicles stretching out further.Toyota Australia has said it has managed to secure about an extra 20,000 vehicles for this calendar year, with most of that number being RAV4, HiLux and bZ4X vehicles.That increased stock is expected closer to the year's end, so expect an even stronger sales number at the book end of 2026.

BYD’s Fangchengbao brand has officially revealed its new large, three-row SUV in China.Dubbed the Ti9, it’s essentially a longer version of the Ti7, which was revealed last year. Many of the car’s details were revealed as part of a listing from China’s Ministry of Industry and Information Technology (MIIT), as reported by Car News China.Power comes from a plug-in hybrid (PHEV) set-up including a 1.5-litre turbocharged petrol engine that produces 115kW and dual 200kW electric motors. No total system output figures have been disclosed yet.Feeding the electric motors is a 66.48kWh lithium iron phosphate (LFP) battery that allows for up to 310km of pure electric range, according to an undisclosed testing cycle.The Ti9 measures in at 5270mm long, 1999mm wide and up to 1880mm tall, with a 3130mm wheelbase. This makes it roughly the same size as Denza B8.It also offers a six-seat configuration in a 2+2+2 layout, meaning it will go up against rivals like the Denza N9 and Li Auto L9, among others, in China.The MIIT listing notes the Ti9 has a kerb weight of up to 2965kg, depending on the trim level, plus a gross vehicle mass (GVM) of 3495kg. This means it only has a payload of 530kg.The vehicle also offers a braked towing capacity of up to 2000kg.Fangchengbao hasn’t fully detailed the standard equipment list for the Ti9 just yet, however the MIIT listing shows the following:21- or 22-inch alloy wheelsSunroofFull-width light barActive intake grilleSilver skid plateSplit rear tailgateLarge central touchscreen that spills into the front passenger spaceInterior ambient lightingThe Ti9 also has a hump on the roof which typically means it’s fitted with a LiDAR sensor. This means the car should offer some level of semi-autonomous driving functionality.Additionally, the car is expected to feature BYD’s ultra-rapid flash charging capabilities.At this stage it’s unclear whether the Fangchengbao Ti9 will come to Australia as for now the company has only detailed it for China in left-hand drive form.The smaller Ti7 was recently confirmed for a UK launch with BYD branding. This means the car will be made in right-hand drive.BYD has reserved the Ti7 and Ti9 names in Australia, but that is no guarantee the vehicles will come here.Right now BYD currently offers two Fangchengbao models, the Bao 5 and Bao 8, as the Denza B5 and B8 in Australia.

Toyota is working on a new strategy to cut down wait times for buyers. The brand introducing a new lithium-ion battery to expand production capacity for its cars, according to AutoNews. These batteries will cut costs by hundreds of dollars per vehicle and improve overall performance in a shift away from nickel-metal hydride unitsThe Japanese giant is targeting a surge in hybrid car sales over the next two years.It wants to convert battery capacity for 600,000 of its Japanese-built vehicles to the next-generation battery from 2027.There is no official news on the performance specifications for the new battery, but it will be more efficient.It could be a variant of Toyota's 2023 concept that offered more than 800km of driving range.A more efficient battery manufacturing process could accelerate production significantly and shift cars to buyers faster.Wait times on Toyota vehicles have been an ongoing talking point in Australia, especially for popular models the RAV4 SUV and Camry sedan hybrids.The brand appears to still be picking up the pieces from its ravaged supply chains during the COVID-19 lockdowns.  Its much-anticipated new-generation RAV4 was subject to significant delays of almost a year in part due slow production progress.Toyota sales slid substantially in the first half of 2026, with the carmaker desperate to get its hands on new RAV4 to turn it around. Units have finally started to ship in significant numbers for Toyota, and the RAV4 took its place as the best-selling car in Australia for July. A more efficient production process would help the brand to maintain its hold of the Australian market.Cheaper batteries could also mean lower price tags for buyers, after Toyota hiked the price of the new RAV4 this year.Toyota is facing increasingly tough competition from Chinese automakers like BYD and Chery that have huge production capacity and are already shifting plenty of units Down Under. Toyota is now planning to source batteries for up to 200,000 cars from external suppliers, including Chinese behemoth CATL. The carmaker's battery plans don’t stop there, with another new lithium-ion battery due in 2028 boasting 1000km of range and a 10 per cent cost reduction.