Electric Reviews

I’ll tell you, if there was a time to be winning CarsGuide’s long-term lottery, now is that time. I don’t know if you’ve been following the news, but the USA appears to have declared war on cheap petrol, or something, which has sent the pump prices soaring across Australia.People are hoarding petrol like its Covid-era toilet paper, and – as I write this – the price for the cheapest E10 fuel is $2.32 per litre. A month ago, it was $1.66. Now is not the time to be running a long-term vehicle with an engine that has any kind of ‘V’ in front of it, and a diesel dual-cab would make you weep, given diesel is even more expensive (and in fact sold out in many places right now).But not I, for my long-term chariot is the humble Leapmotor C10 REEV (in Design trim, currently $47,888, drive-away), which promises to properly sip fuel, given its pocket-sized petrol engine is only used to charge the battery or to provide power to the electric motor, but never to drive the actual wheels.An EV with the backup of a petrol engine should you run out of power. Or that’s the promise, at least. But there is one catch.If you read my first dispatch, you’ll know I treated the C10 REEV's power supply like an afterthought over our first month together, topping it up when I could but not overly stressing when it was running low on power or fuel, and trusting the universe (or Leapmotor’s engineers) to get me to where I was going. My fuel use was predictably higher than you might expect, averaging a pretty ordinary 7.3L/100km of fuel. But this month I tried, really I did, to make amends.I charged the C10 more frequently, either via my home wallbox or using Australia’s surprisingly expensive DC charging infrastructure. And my fuel use… got worse. Over the past 480 kilometres, my fuel use has been 8.9L/100km. Now to be fair, I haven’t been fiddling with the drive modes, though I will this month. I've just been letting the hybrid brain do its thing, but still, that's not great.But I think I have identified the issue. See, the C10 REEV’s 28.4kWh battery is way smaller than the EV version’s 69.9kWh, and so its all-electric driving range is somewhere between 100kms and 150kms. Now that’s pretty good for a plug-in hybrid, but if you do a lot of driving – and I do – you find that the battery can be depleted pretty quickly.And then it gets weirder still. Because this is designed to drive as an EV, when the battery is depleted you find you have almost no power underfoot while the petrol engine does double duties in charging the battery and providing power to the motors. It's a weird, perhaps even dangerous, feeling, when you pull out onto a busy road and not much of anything happens. Once the battery takes on a little charge things do return to normal.If you have a home charger, and plug in with zeal, then a microscopic fuel bill will be your reward. In fact, CarsGuide reader David tells me that he is averaging 4.2L/100km using higher-octane 98RON fuel, and that a careful charging schedule sees him using even less. But if you're a bit like me, then you can expect to see numbers slightly worse than a good hybrid mid-size SUV. Elsewhere, I’m finding the Leapmotor C10 REEV a little hit and miss in places. You’ve heard my rant about the key before (which you have to tap on the wing mirror to unlock, lock and turn off the vehicle), and it’s true that the Leapmotor app is a massive improvement.But I find the proximity lock and unlock function takes a pretty laissez-faire approach to its job, working sometimes, and then simply deciding not to. And the curse that is the key card continues to haunt my life. Even with the app enabled, you still need to place the credit card-style key on the wireless charging pad to actually start the car, which kind of defeats the purpose of using the app in the first place. The air-conditioning can take ages to chill on the hottest of Sydney days, and I find the lack of buttons infuriating. The wireless charge pad is only slightly less powerful than a sun dial (my phone has gone flat while sitting on it), and it also occasionally mistakes my empty baby seat for an actual baby, and honks the horn when I try to walk away. At least I think that’s the reason, though it’s possible it just doesn’t like me.The flipside, though, is its sharp pricing, clever powertrain, ferociously generous equipment list, oodles of space, and pretty agreeable driving dynamics in town. The cabin is impressively quiet, the ride pretty comfortable, and – with the battery charged – the acceleration is plenty perky, too.It's also amazing how quickly we've gotten used to equipment that was, until recently, reserved for only the most expensive cars. My C10 Design is less than $50k on the road, and arrives with heated and ventilated front seats, a heated steering wheel, an air purifier, an integrated dashcam recorder – the list goes on.There are some quirks to iron out, though. It's onto the next month.Acquired: January 2026Distance travelled this month: 480.1kmOdometer: 8974kmAverage fuel consumption this month: 8.9L/100km

Suzuki’s first electric vehicle (EV) is more than it seems.Badged e Vitara, it will be aimed directly at the BYD Atto 2 and Kia EV3 small SUV set when sales commence mid this year.And, despite the familiar name, this is like no other Suzuki that’s come before, as our preview test drive demonstrates.But let’s get one thing straight first.The existing, fourth-generation Vitara, released way back in 2015, continues with a facelift, upgraded mild-hybrid turbo-petrol engine and updated multimedia. That starts from a hefty $40K drive-away, raising the question: how much will the e Vitara cost?Suzuki’s not saying just yet, but we’re thinking from mid-to-high 30s for the e Vitara Motion 2WD, placing it in between the BYD Atto 2 and evergreen Atto 3.That base grade comes with a slightly smaller battery than most rivals. It's a 49kWh LFP item courtesy of BYD and capable of 344km WLTP range, yet is well specified, with a heat pump for greater thermal efficiency, climate control, 10.1-inch touchscreen, 360-degree camera, fabric seats, ambient lighting, a slide/recline rear bench and 18-inch alloys as standard.There’s also a decent level of advanced driver-assist systems (ADAS), including auto emergency braking (AEB), rear cross-traffic alert and lane-keep tech.Then there’s the e Vitara Ultra that’s expected to start from under $50K, adding AWD, a 61kWh battery for 395km of WLTP range, as well as adaptive LED headlights, a glass roof with sun shade, wireless charger, Infinity audio upgrade, heated front seats and artificial leather upholstery.Helping keep this electric Suzuki cost competitive is down to economics – the petrol Vitara comes expensively from Hungary while the e Vitara arrives from India, where it is built, in big volume, alongside its Toyota Urban Cruiser clone.Yep, there’s a Toyota version. There’s also a lot of Toyota underneath Suzuki’s freshman EV.Dubbed 'Heartect e', this box-fresh skateboard architecture was co-developed with Toyota, and features a Suzuki SUV-first multi-link suspension.Larger than the old one, the e Vitara measures in at 4275mm long, 1800mm wide and 1635mm high, while its 2700mm wheelbase represents a sizeable 300mm stretch. For an EV, a kerb weight between 1700kg and 1860kg is commendable.Yet the chunky design reflects Suzuki’s heritage with its exaggerated cladding extending up and over the wheel arches, broad stance and handy 180mm ground clearance.That sizeable wheelbase benefits interior packaging too.Two things stand out the second one steps (easily and effortlessly) into an e Vitara.Firstly, the cabin is longer and broader than the diminutive exterior proportions suggest, with decent space front and rear, including for headroom. Nice.And, secondly, this is a junior Toyota bZ4X/Subaru Solterra in its dashboard shape, style and character.We’re talking about the long, rectangular screen, the graphics within the 10.25-inch electronic driver display, the central touchscreen layout, the row of (thankfully) physical buttons and volume knob below for the climate control, as well as the entire ‘two storey’ centre console set-up, down to the gear selector, armrest and lower-level storage.Even the squarish steering wheel and related switchgear seem Toyota.These, along with the comfy seats, excellent driving position, strong ventilation, general practicality and high-quality presentation, really elevate the brand’s interior presentation. The e Vitara feels solid and expensive inside.The same applies with the rear seat, that also benefits from a slide and recline function for the split-fold bench. USB ports, ventilation and cupholders speak to family-friendly functionality.Except… out back. The floor is high and the aperture smallish. With the rear bench slid all the way back, VDA capacity is just 238 litres, rising to 306L pushed forward. With backrests down, that rises to 562L. And there’s no spare wheel, just an infernal tyre-repair kit. Not happy, Suzi.At the other end, the e Vitara offers a choice of two powertrains – a single, AC synchronous electric motor driving the front wheels, as well as second electric motor on the rear axle for AWD.The 2WD models make 106kW of power and 193kW of torque, compared to the AWD’s combined 135kW and 307Nm, as a result of the rear e-Axle, made up of an electric motor, inverter and reduction gears working simultaneously, contributing 48kW and 114Nm.Are these outputs enough for a 1.8-tonne electric SUV?A brief spin on mostly suburban and rural back roads around outer Sydney in the base FWD model revealed a quiet, smooth and competent EV.Designed to be as benign as possible, a squeeze of the throttle resulted in brisk acceleration, with plenty of power in reserve once speed quickly increased.Suzuki says the AWD can scoot to 100km/h from standstill in a lively 7.4 seconds, some 2.2s faster than the 2WD, yet the latter certainly seems rapid enough.Like the related Toyota bZ4X, a push of a button provides some single-pedal slowing-down braking ability.As with the regular Vitara, the electric version brings light yet responsive steering, so it’s quite enjoyable to dart around busy traffic.And even on bad roads, the suspension seemed to do a good job isolating us from bumps and noise intrusion. You’d never call the chassis sporty, but there’s an underlying solidness keeping things under control.In fact, and not surprisingly, the e Vitara seemed very Toyota-like in its dynamic abilities during our brief drive.Toyota, with Subaru’s support, also helped develop the electric Suzuki’s AWD system, which includes variable torque distribution between the axles according to traction needs, as well as a limited-slip diff in Trail Mode for extra-slippery conditions.A very short stint around a controlled 4WD course provided evidence of some decent off-road prowess.A promising start, then, but what will the electric Suzuki really be like on Australia’s roads? You’ll need to check back in with us when our full testing commences mid-year.That’s when we’ll also find out if the e Vitara’s efficiency claims come anywhere near the stated combined average WLTP figures of 14.9kWh/100km for the 2WD and 16.6kWh/100km for the AWD.It’s also worth noting that, while there is room for improvement with a 2025 European NCAP rating of four stars, the e Vitara is better than Suzuki’s recent form with the three-star Swift supermini.We’re also hoping the newcomer improves on the brand’s existing, mediocre five-year/unlimited km warranty, which is below many rivals’ seven-year schemes nowadays. More info, including service intervals and pricing, will be revealed closer to the e Vitara’s mid-year launch.

This is a big moment for Hyundai's EV ambitions, with the brand introducing its first China-built model, the Elexio mid-size SUV, to essentially tackle the rise of models like the BYD Sealion 7. We put the one available trim level, the Elexio Elite, to the test at its Australian launch to see how it measures up.

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

The Leapmotor B10 Design LR is the top variant for the second model in Leapmotor’s range in Australia. The LR in its name stands for Long Range, given its larger battery compared to the base Style.

The Leapmotor B10 Style is the entry variant for the second model in Leapmotor’s range in Australia.

The 2026 Leapmotor B10 lands in Australia promising to be the most European of its Chinese compatriots. At its local launch, we get behind the wheel in scorching south-east Queensland to find out if that holds true for this electric small SUV, and to see if the B10 can bring with it a better first impression than the already-arrived mid-size C10.

I drive a lot of electric cars, but I’ve had somewhat of an epiphany in my time with the Nissan Ariya Evolve e-4orce these past few months.Dual-motor EVs are mostly unnecessary.This issue has been gnawing at me for awhile, and it isn’t just the Ariya that is affected, but all EVs.There are a few reasons.One, is it adds extra weight to an already heavy car, which then affects how the suspension performs. Most dual-motor EVs have a bouncy rode and struggle to keep their hefty weight in checkTwo, is that extra weight, combined with the extra energy consumed by the second motor, means driving range is reduced considerably.The Ariya’s claimed driving range is is only 17km less than the single motor version at 487km. It has been verified via the Worldwide Harmonised Light-Duty Vehicle Test Procedure (WLTP), which is the benchmark measurement for EV ranges.During our time behind the wheel we have seen the Ariya Evolve e-4orce deliver less than 400km per charge. CarsGuide’s previous experience with the Ariya single motor variant has seen it deliver more than 500km per charge.Another reason to not go the dual motor route for your EV is your wallet. Ditching the second motor will save you big time, or about $8000 if you are shopping for an Ariya. This does include a few specification differences, but nothing life changing.The extra motor also requires more space, and as nearly every automotive engineer has told me over the past few decades, saving weight and space are the two biggest challenges they face.In the Ariya's case the extra motor eats into the boot space, dropping it from 466 litres in single-motor guise to 406 litres in the dual-motor version. There is no spare tyre either, with owners making do with a fiddly tyre repair kit that doesn't pass the pub test.This packaging issue affects all dual motor EVs, and all-wheel drive petrol and diesel cars, so it is not an isolated issue.Having all-wheel drive does add some benefits.The Ariya Evolve e-4orce is exceptionally composed and poised in the wet, with it handling Sydney summer storm downpours with ease, where front- or rear-wheel drive vehicles can slip and struggle to put the power down in greasy wet conditions.Lets not forget the second motor brings plenty of extra grunt, too.The Ariya Evolve e-4orce pumps up the outputs to a beefy 320kW and 600Nm, which is good enough to drop the zero to 100km sprint time to 5.6 seconds.You might not want your family electric SUV to go that fast, but there are plenty out there who do.I think the sweet spot for most electric car ranges, including the Ariya, is the single-motor version that delivers a real-world driving range of more than 500km.That 500km range appears to be the marker that removes most of the range anxiety.Moving along from the all-wheel drive/dual-motor conundrum I’ve been dealing with the past six weeks, the Ariya has shown off some of its quality.Without a doubt the Ariya’s cabin is its standout feature. It is a warm, comfortable and inviting space for my family of four.Child seats — front and rear facing — fit in the back pew with ease, and the supple Nappa leather-trimmed seat upholstery is easy to wipe down if needed.The Ariya’s egg-shape gives it a lofty feeling inside, with the high roof — along with the full length panoramic sunroof — giving it an airy feel that few can match.A head-up display — which projects vital information such as your travelling speed, prevailing speed limit and safety warnings onto the windscreen in front of the driver — should be standard on every car.It reduces distraction and means you are unlikely to ever creep over the speed limit. Speed bracket creep is a real thing in EVs, where there are often no audible cues to you accelerating as there is with petrol or diesel vehicles.The cabin materials are excellent, with plush and high-end elements throughout.Many passengers were impressed by the haptic button integrated in the faux wood dash trim and centre console. You can control some climate functions and switch the drive modes and engage the single pedal driving functions with these buttons.There are still some functions, such as more advanced climate and comfort controls, buried in the touchscreen.Nissan’s multimedia software falls behind tech-leading alternatives from newer brands.The centre console is bulky but lacks any proper storage options.As mentioned earlier, the boot is on the small side. It isn’t horrendously small, but squeezing everything in for a family of four is a struggle I often lose. A slow leak in the tyre meant a running repair needed to be done by the dealer, but the lack of a space saver or full size spare meant negotiating with the tyre repair kit. And I don’t negotiate with terrorists. It was easier and quicker to drive to the nearest petrol station to top up then it was to charge the inflator via the car’s 12-volt plug and then hook it up to the tyre.Next instalment we’ll give our final verdict on the Ariya Evolve e-4orce.2026 Nissan Ariya Evolve AWD Acquired: December 2025Distance travelled this month: 528kmOdometer: 6742kmAverage energy consumption this month: 20.7kWh/100km

The GT-Line is the flagship model in the Kia EV4 range, and it shares its Long Range battery with the Earth, but gets a much more stacked equipment list.It’s $64,690 (almost $15k more than the cheapest Air), but is the only model to get its own look - thanks to the exterior plastics being swapped for gloss black - as well as things like a sunroof, a powered boot, dynamic welcome lights and projection headlights.Inside, there’s a heated steering wheel, full synthetic-leather seats, relaxation seats to get comfy when charging and ambient interior lighting. You also get ventilated front seats, a better eight-speaker Harman Kardon stereo and wireless device charging.The GT-Line’s battery is a 81.4kWh NCM unit, which delivers a claimed 612km range on the WLTP cycle. That’s not the very best in the business, but it’s almost certainly enough to cancel any ‘range anxiety’ talk.The EV4’s 400-volt architecture does slow down charging a little, though, with DC fast charging capped at 128kW. That means going from 10 to 80 per cent in around 30 mins when using the fastest chargers. If you’re using a 50kW charger, it’s up to almost an hour and 20 minutes for the bigger battery.

For many, Tesla is the generic term for an electric vehicle, but in recent years its grass has been progressively cut by a plethora of new pure-electric new car options. But the EV pioneer has fought back with a new Premium Long Range RWD variant of its Model 3 mid-size sedan. We drove it to see if it does enough to mount a fightback.