Electric Reviews

The Farizon V7E joins a growing number of full-electric commercial vans on offer, but does it represent a compelling alternative to long established diesel rivals in Australia's popular mid-size van market?

The Mazda CX-6e Azami tops the electric SUV range in Australia, listing at $56,990. That’s only three grand more than the GT($53,990), but that’s because you don’t get a whole bunch more stuff. Both models get the following as standard: LED lights Panoramic glass roof Black Maztech trim Heated and ventilated front seats A massive 26.45-inch multimedia screen Head-up display Wireless Apple CarPlay and Android Auto 21-speaker stereo You do get bigger 21-inch alloys on the Azami, which we like, and digital wing mirrors, which we don’t, so we think the cheaper GT is the better bang-for-bucks purchase here.   There’s a single motor at the rear axle, making 190kW and 290Nm, while its 78kWh LFP battery, producing a WLTP driving range of up to 484kms. The CX-6e is covered by Mazda’s five-year, unlimited-kilometre warranty, which is a little underwhelming by today’s standards, though the battery is covered for eight years or 160,000kms.

The Skoda Epiq is a new entry EV that will join the compact Elroq and mid-size Enyaq SUVs from the middle of next year, with pricing estimated to inhabit the space between $35,000-$40,000. Developed alongside the Cupra Raval, Volkswagen I.D Polo and ID. Cross, the Epiq has more in common with the small VW SUV, although all four share the MEB Entry platform and come with the same battery and powertrain tech. We got some time behind the wheel at compact SUV's global launch to see how it will fit into Australia's ever-growing EV landscape. In Europe, the Skoda Epiq comes in three flavours – the Epiq 35, Epiq 40 and flagship Epiq 55. The base Epiq 35 and mid-spec 40 come with a smaller 37kWh lithium iron phosphate (LFP) battery that is combined with either an 85kW (35) or 99kW (40) e-motor driving the front wheels, each producing an identical 267Nm of torque. The lower-powered Skoda hatch accelerates from 0-100km/h in 11 seconds, with the Epiq 40 carving a second off the same sprint (9.8 seconds). For those who need more performance, the Epiq 55 obliges with the combination of a bigger 52kWh nickel manganese cobalt (NMC) battery and a punchier front electric motor that pushes out 155kW and a more muscular 290Nm of torque for a brisk 0-100km/h dash of 7.1 seconds. Whichever Skoda Epiq you choose, the small SUV comes with remarkable efficiency for an EV, with either version capable of averaging around 13kWh/100km. That means the Epiq 35 and 40 with the LFP battery can drive up to 310km on a charge, while the Epiq 55 with the NMC powerpack travels up to 441km, bettering the BYD Atto 2 with the longest range (430km), despite having a significantly smaller battery (52kWh vs 65kWh). Slashing real-world energy consumption is the heavily revised MEB Entry platform that has been redesigned to save weight, with even the flagship version tipping the scales at 1544kg, which isn't bad for an EV. A BYD Atto 2 with the bigger battery fitted weighs 176kg more. Helping it slip through the air easily, the Epiq also comes with some trick aero tech that slashes its drag coefficient to 0.275. Achieving that figure for an upright SUV wasn't easy and needed active air shutters behind the front bumper that only open when the battery needs cool air. Other additions include a set of wind-cheating wheels and a pair of air curtains that channel air through the bumper and around the front wheels. An optimised flat underfloor that leads air to a rear diffuser, plus a rear tailgate spoiler and tail-lights and wheel-arch cladding's that have all been fine-tuned in the wind tunnel complete the extensive aero tweaks. Choose the most basic Skoda Epiq 35 and DC charging is capped at just 50kW, which isn't the best for how long you'll be hanging around a fast-charge, with the benchmark 10 to 80 per cent top-up taking 33 minutes. A better bet is paying more for the Epiq 40 that can accept a 90kW charge for a quicker 25-minute recharge. The Epiq 55, meanwhile, thanks to its different chemistry, can be charged at up to 105kW for the quickest 24-minute 10 to 80 per cent refill. Using the standard 11kW AC charger a 10-100 per cent top-up takes four hours for the entry and mid-spec Epiq and around 5.5 hours for the Epiq 55. While its sister car, the Cupra Raval hatch, stuns you with its design, the Epiq wins you over with its classy cabin that mixes high-quality materials with loads of space and slick, intuitive tech. Even though it's not as big as some of its rivals at 4171mm long, 1798mm wide and 1581mm tall, the Epiq's designers have managed to squeeze in generous rear head- and legroom, plus a huge 475-litre boot. If that's not enough those seats drop to provide up to 1345 litres of space, while under the bonnet lurks a 25-litre capacity storage bay to swallow all the cables. Despite being an entry Skoda, you'll still find an umbrella stashed in the door and an ice scarper in the boot, but it's the cabin's general look and feel that edges it over all its rivals. The large 13-inch Android-powered touchscreen is also intuitive and easy to use and even comes with a clear 5.3-inch digital instrument cluster. As well as proper buttons on the multi-function steering wheel, there's also a row of useful physical buttons below the centre console's vents. A large, central under-armrest bin, capacious door pockets and useful cupholders cement a deeply impressive cabin. Developed by a team of Cupra engineers sharing all the same parts bin items as the sporty Raval, it might be tempting to think the Skoda Epiq should drive like the little Spaniard that blurs the boundary between an EV and a hot hatch. Instead, the Epiq feels more grown up – not that it isn't an engaging steer, it's just the MacPherson struts up front and the torsion bar rear axle have been set up with a clear comfort bias, rather than outright thrills. The steering is precise and the ride remains smooth and controlled. Over some really challenging, bumpy roads you occasionally wish for some more pliancy from the dampers, but adaptive dampers are not an option, and our car rode on large 20-inch wheels, with the expectation things will improve on smaller rims. What was unexpected is how quiet and refined the Epiq is, giving the impression of a bigger, more expensive car. Behind the wheel, drivers can alter the amount of brake regeneration using a pair of steering wheel-mounted paddles that provide a one-pedal mode. It's also worth mentioning that, unlike many rivals in the class, all the driver assist tech seemed to work unobtrusively on the European roads, while the in-car tech is intuitive, clear and easy to use on the move. We've already mentioned the Skoda Epiq isn't as entertaining behind the wheel as a Cupra Raval, and some Australians might feel the entry models with a 310km range won't be enough. There's also a fear Skoda Australia might deny us both the Epiq 35 and 40 Down Under and only bring the flagship Epiq 55. If it does, the Skoda is likely to be priced well above $40,000, where the small entry EV will butt heads with the larger Skoda Elroq (from $48,990) and then start to look very expensive beside the bigger, more spacious, faster-charging BYD Atto 3 Evo. Since it's too early for prices and full specifications, we're forced to look at what's happened with the Skoda Epiq in Europe where the small all-electric EV is available in three different trims. Choose the Epiq and there are six different paint options. Standard on the Skoda Epiq are: 18-inch alloy wheels Multifunction steering wheel Black roof rails Ambient lighting Climate control Manual height-adjustable front seats 13-inch multimedia system 5.3-inch digital instrument cluster Variable boot floor LED tail-lights Rear parking sensors Mid-spec models in Europe add: Heated front and rear seats Digital key Reversing camera Privacy glass High-grade variants get: 20-inch alloy wheels Orange mirrors, window trim and seatbelts Three-spoke sports steering wheel with paddles for brake regen Contrasting black roof Options on the entry and mid-spec models include large 19-inch alloy wheels, LED headlights, a full-width panoramic roof and an electrically retractable tow bar (the Epiq can tug up to 1200kg braked). The Skoda Epiq has yet to undergo crash tests by either Euro NCAP or ANCAP but, when it does, expect it to be awarded the full five stars for protection. Standard safety kit includes: AEB, adaptive cruise Lane-keep assist Blind-spot monitoring Front and rear cross-traffic alert Traffic sign recognition Predictive speed sensor Exit warning Like any other Skoda, the all-new Epiq arrives with a comprehensive seven-year, unlimited-kilometre warranty, with eight-year/160,000km protection for the high-voltage battery, plus a further 24 months roadside assistance. The expected service interval for the Epiq should be every 24 months/30,000km, whichever comes earlier. Like the bigger Elroq, the new entry Skoda EV will come with either a pay-as-you-go fixed price servicing, or the option of pre-paid eight- and 10-year service packs for an additional cost on purchase.

The Mazda CX-6e range opens with the GT, which lists at $53,990 before on-road costs, and is — in our opinion — the pick of the two-grade line-up. That’s because, aside from bigger alloys and annoying digital wing mirrors, it gets the same and pretty generous equipment as the flagship Azami. That includes things like: 19-inch alloys LED lights Panoramic glass roof Black Maztech trim Heated and ventilated front seats A massive 26.45-inch multimedia screen Head-up display Wireless Apple CarPlay and Android Auto 21-speaker stereo There’s a single motor at the rear axle, making 190kW and 290Nm, while its 78kWh LFP battery, producing a WLTP driving range of up to 484kms.

The CX-6e is the second model to arrive in the Mazda's recent EV push, and it gives the brand a model to go head to head with top-selling EVs like the Tesla Model Y and the Zeekr 7X. And, like both those rivals, the CX-6e is produced in China, through Mazda's partnership with Changan. We put it to the test at is Australian launch to see how it measures up.

It may look like the old one but this new BYD Atto 3 Evo is a very different proposition. The company has given its popular mid-size SUV a major upgrade, introducing an all-new, rear-wheel drive option for the first time. So how does this new version stack up? We put it through its paces to find out if the unseen changes make up for the lack of new looks.

The Honda Super-One is the brand's first EV for Australia, and what a statement it makes! On paper, the big price and small battery range may put many buyers off, but it isn't trying to be a cheap urban EV like the BYD Atto 1. Instead, the Super-One is a sporty, driver-focused rival to premium Euro retro EVs like the Mini Cooper and Fiat 500e.

The latest lux EV is coming soon. The Range Rover Sport Electric will hit Australian shores in March 2027 and we had a brief taster at the global launch. Beneath the skin, the Range Rover Sport is almost identical to the similarly sized Range Rover, sharing the same MLA Flex platform, powerful 800-volt hardware, battery and drive units. All developed in-house, despite being based on an architecture chiefly designed to house petrol or diesel power, engineers claim the EV with a big battery weighs the same as the plug-in hybrid version. Borrowing an approach taken with the flagship model, there are few visual tell-tales you're looking at the all-electric Sport, unless you spot the closed-off grille and fresh wind-cheating 22-inch wheels. Just one powertrain will be offered with the Sport Electric when sales start early next year, the same set-up as the large Range Rover EV producing an identical 404kW of power which is joined by a muscular 850Nm torque peak. That translates to a reasonable 0-100km/h dash of 4.5 seconds, which is a bit behind rivals like the Porsche Cayenne S (3.8 seconds). The 118.5kWh battery doesn't come close to matching the forthcoming long-legged BMW iX5 (845km), but the 600km claimed NEDC figure beats the Cayenne S (571km, WLTP), especially when the Brit firm insists you can travel up to 536km in the real world. Plug it in and, thanks to those punchy 800-volt electrics, a 10-to-80 per cent top-up takes around 22 minutes, which isn't bad, but its 350kW peak charging is some way off the 460kW rate a BMW iX5 is capable of. After ten minutes, up to 220km of range can be added, says the Brit brand. This is decent, but can't match the 350km added in the BMW iX5 – but crucially – only if you can find a fast enough charger. Use the standard 22kW AC charger and a 0-100 per cent top-up takes less than eight hours. Like the Range Rover, there's no frunk to stow cables, but at least the 647-litre boot is large enough. Since there's so much in common between the Range Rover and the Sport, engineers have gone to greater lengths to distance the two models in the way they drive. That explains why it sports active anti-roll bars and firmer air suspension spring rates that are missing on its sibling, curbing body lean and providing a fractionally less cosseting ride but introducing sharper steering and better body control Compared with the regular combustion-powered version, it also helps that the battery pack mounted between the axles drag the overall centre of gravity down by 75mm. Behind the wheel, the Range Rover Sport instantly feels more engaging than its sister car but equally smooth and quiet, with plenty of performance available thanks to its instant torque. Land Rover hasn't bothered with a pair of paddles to alter brake regeneration. Instead there is light or standard regen, plus a one-pedal mode for those who live in town. The latter is also useful for those who go off-roading as it allows you to climb over large rocks or traverse inclines without having to juggle two pedals. Even without locking differentials or a low-range gearbox, the Sport is claimed to go just as far in the rough as its combustion siblings, with torque carefully measured out up to 100 times quicker than a V8's hardware could. Wading through deep rivers remains pegged at an identical 900mm. The EV could submerge even deeper, thanks to a waterproofed battery, motors and inverters, but then water would start flooding through the air vents. While claimed to go further off-road than rivals, the Range Rover Sport is still ultimately outdriven back on road by the Porsche Cayenne Electric when it comes to thrills behind the wheel. The Porsche can also tow up to 3500kg with the towing package versus the Range Rover Sport's disappointing 2500kg, but we think many will still prefer the comfort and quiet of the Brit. Inside, the Sport still provides for a towering driving position and an impressive mixture of quality materials, aside from the black centre console, which is beginning to feel its age and is at odds with its high price of admission. In comparison, the Cayenne, feels much more modern and boasts plentiful physical switchgear to aid ease-of-use. In Australia, the Range Rover Sport will be available with Dynamic HSE or Autobiography trims. The entry model is likely to come with the following: 21-inch alloy wheels Meridian 3D surround sound system Soft semi-aniline leather 20-way-adjustable heated and ventilated front seats Head-up display The Autobiography will add: Upgraded headlights 22-inch alloy wheels 22-way-adjustable massage chairs Heated and ventilated rear seats The Range Rover Sport Electric has yet to be crash tested, but the combustion versions were rated the full five stars for protection by both EuroNCAP and ANCAP back in 2022. The large luxury SUV comes with Land Rover's five-year, unlimited-kilometre warranty and eight-year/160,000km protection for the high-voltage battery. Expect the Range Rover Sport to come with the option of pre-purchased, fixed-price servicing for up to five years. The Range Rover Sport Electric has been priced from $226,518 for the Dynamic HSE, and $249,518 for the flagship Autobiography, with all pricing excluding on-road costs.

There is no escaping the 2026 Tesla Model Y L. All you have to do is look around on our roads and you will see the massive impact the fully electric SUV has had in a short amount of time. Of course, the Model Y L is a long-wheelbase version of the ‘regular’ Model Y with six seats across three rows. Yep, there is a pair of captain’s chairs in the second row, so the occupants are getting similar treatment to the driver and front passenger. And there is the two-seat bench in the third row, which is handy when you’ve got more than five passengers to drive around. This turned out to be a very in-demand configuration, with zero-emissions drivers having largely been left in the cold when it comes to three-row options – but not anymore. That said, does the Model Y L deserve to be so popular? We are going to find out in this two-part long-term review, with this first instalment set to detail its pricing, features (including safety), powertrain, driving range, charging, warranty, servicing and design. The second and final part will deep dive the Model Y L’s practicality, my driving impressions and all-important final verdict. The 2026 Tesla Model Y L Premium All-Wheel Drive is priced from $74,900 plus on-road costs, which makes it $6000 dearer than the equivalent ‘regular’ Model Y, the Long Range All-Wheel Drive. The Model Y L only has few three-row EV rivals, with the new Mercedes-Benz GLB electric (from $74,990) almost matching it on price, while the Kia EV9 (from $97,000), Hyundai Ioniq 9 (from $119,668) and Volvo EX90 (from $124,990) are larger and much more expensive. Go broader and similarly sized and specified three-row SUV rivals include the Hyundai Santa Fe Calligraphy Hybrid (from $77,150), Toyota Kluger Grande Hybrid (from $85,065) and Kia Sorento GT-Line PHEV (from $86,115). Point being, the Model Y L is very well positioned, which is why our roads are flooded with examples since its March 2026 launch. The 2026 Tesla Model Y L comes with an impressively long list of standard equipment,  including: Dusk-sensing LED lighting Rain-sensing windshield wipers 19-inch Machina 2.0 alloy wheels with aero covers Multi-link suspension with adaptive dampers Tinted glass roof Keyless entry Rear privacy glass Hands-free power tailgate Keyless start Artificial leather and suede upholstery First-row 16-inch touchscreen multimedia system with over-the-air updates Digital radio 18-speaker sound system (three more speakers than any other Model Y) Heated steering wheel Power-adjustable front seats with heating, ventilation and thigh extension Dual-zone climate control Second-row 8.0-inch touchscreen multimedia system Power-adjustable and -folding second-row seats with heating Power-folding third-row seats Ambient lighting Meanwhile, the Model Y L’s standard safety features impressively include: Forward collision warning Autonomous emergency braking (AEB) with pedestrian detection Lane-keep assist Steering assist Adaptive cruise control with stop and go functionality Blind-spot monitoring Cross-traffic alert Surround-view cameras with dash cam and Sentry Mode Front and rear parking sensors Note the Model Y L has a maximum five-star ANCAP safety rating based on the 2025 protocols, matching the regular Model Y despite its larger frame. For $149 per month, the Model Y is optionally available with Tesla’s hyped Full Self Driving (Supervised), which upgrades its autonomous capabilities to a staggering degree, with the driver inputs not required when active. I will soon be publishing a standalone article on FSD with all of my thoughts on its real-world use cases and performance, so stay tuned for that. But it is fair to say that my passengers and I have been astounded by how effective it is on Australian roads, which makes you wonder what the not-too-distant future will look like. So, what is the Model Y L missing? Well, there is still no smartphone mirroring of any description, including wireless Apple CarPlay and Android Auto, which are expected these days. And then there is the inexplicable lack of a driver’s display, be it a digital instrument cluster or a head-up display. In case you are wondering, the speedometer is in the top right corner of the first-row touchscreen, which is something you will get used to despite it lowering your eye line from where it should be: firmly on the road. The Model Y L also does not come with an onboard Type 2 charging cable, which is what you will need if AC charging at home or on the road. Tesla sells a mobile charger kit for $600, but it should be included in the purchase price. Disappointing. Similarly, Tesla sells a roof sunshade as an accessory for $180, but it should be standard in Australia, where the UV is known to punish locals. Speaking of the sun, a sunglasses holder is also missing in action. The Model Y L is fitted with dual electric motors, split across its front and rear axles for all-wheel drive. Infamously, Tesla doesn’t disclose power and torque outputs, but the Model Y L produces 378kW and 590Nm, according to industry sources. These outputs enable the Model Y L’s claimed 0-100km/h sprint time of 5.0 seconds, which despite its increased weight, is just 0.2s slower than the lighter Model Y Long Range All-Wheel Drive it is based on. The 2026 Tesla Model Y L has a confidence-inspiring WLTP-rated driving range of 681km, which is the longest of any Model Y variant, exceeding the Long Range All-Wheel Drive’s 600km claim. Tesla also infamously doesn’t publish battery details, but the Model Y L is fitted with an 88.2kWh NMC battery (86.0kWh useable), according to industry sources. For reference, the Model Y Long Range All-Wheel Drive makes do with a 79.0kWh NMC battery, so the Model Y L’s $6K premium is even more justified. In my first six weeks living with the Model Y L, I averaged a stunning 14.5kWh/100km over 2142km of driving, which included a high share of usually inefficient highway driving. This equates to a real-world driving range of 593km, which while 88km short of the Model Y L’s claim, is still a ridiculously good return in reality. Considering the Model Y L’s hefty weight and powerful dual-motor powertrain, this highlights how Tesla remains one of the market leaders when it comes to electric-motor efficiency. The Model Y L supports up to 250kW of DC fast charging, with a 10-80 per cent charge taking about 30 minutes, which is on par for most EVs these days. That said, one of Tesla’s DC fast chargers (aka Superchargers) can add up to 288km of driving range in just 15 minutes, which is pretty good if you are on the go. Up to 11kW of AC charging is also supported when using a wallbox instead, with a 0-100 per cent charge taking 8.2 hours. It is worth noting that 3.3kW vehicle-to-load (V2L) functionality is also supported by the Model Y L, with drivers able to handily power other devices (e-bikes, power tools etc.) using its battery. Like all Tesla Australia models, the Model Y comes with a five-year/unlimited-kilometre warranty, which, while a year longer than before, is still behind the seven-, eight- and 10-year terms we are now seeing from several brands. The Model Y L’s battery is covered by a separate eight-year/192,000km warranty, though, which is on par for an EV. When it comes to service intervals, the Model Y L does not have any. Like other Tesla Australia models, it has a condition-based maintenance plan instead, with the vehicle prompting the driver when something requires attention. That means capped-price servicing is unfortunately also unavailable, with service pricing dependent on what is involved. But as we know from years and years of EV ownership, the Model Y L will require more infrequent servicing than an internal-combustion model, which is one of the big benefits of zero-emissions driving. The Tesla Model Y L’s exterior looks like it was designed by three different people. The front end is very RoboCop following the Model Y’s recent facelift, while the side is overly familiar given it did not change with that update, aside from new wheel designs. And then there is the rear, which is arguably the Model Y’s coolest angle because of its tail-lights, which are actually reflected onto the tailgate. The Model Y L distances itself from the regular Model Y with its unique wheels, longer roofline and doors, and more upright tailgate, which integrates another brake light, a lip spoiler and exclusive badging. Point being, it is pretty easy to tell the difference between the Model Y and Model Y L in traffic. That said, you are anonymous when driving any Model Y, such is its prevalence these days. But depending on your point of view, that might not be such a bad thing. Inside, Tesla’s bare-bones approach has pioneered a generation of basic interiors, whereby large touchscreens dominate up front and, in some cases, are not accompanied by driver displays of any sort. As mentioned, I am not a fan of this trend, but there is no denying that Tesla interiors have a high-quality feel, with the selection of materials used better than what you see in most European premium models these days. And with that we have reached the end of my first instalment of this long-term review. Stay tuned for next month when I will explore the Model Y L’s practicality and driving performance before delivering my overall verdict. See you then! Acquired: August 5, 2026 Distance travelled this month: 2142km Odometer: 2603km Average energy consumption this month: 14.5kWh/100km

The flagship model grade of the new Porsche Cayenne Electric line-up is the Turbo. And while it doesn’t have an actual turbocharger, it has plenty of performance. Surprisingly, the Cayenne Electric Turbo is actually cheaper than the existing Cayenne Turbo E-Hybrid, starting at $259,800 for the SUV and $272,000 for the Coupe.  As the flagship it comes fully-loaded with equipment, including: 22-inch alloy wheels Unique lower front bumper Porsche Active Aero Dynamics with active Aeroblades HD-Matrix LED headlights Panoramic roof with variable light control Adaptive sports seats with 18-way adjustment 14-speaker Bose premium sound system While this new electric version has the same basic silhouette of the previous Cayenne, this new model is longer and lower than the internal combustion versions, giving it a more modern look. Inside, is a very contemporary and practical cabin, with curved screens for the digital instrument display and the multimedia system, as well as the option to add a third screen in-front of the passenger.  The overall level of fit and finish, the detail and quality of the materials is exactly what you’d expect from a premium brand and an SUV at this price point. Performance is always a high benchmark for any Porsche with a ‘Turbo’ badge and that’s no different for the Cayenne Turbo. Its dual-motor, all-wheel-drive electric powertrain can make a staggering 850kW of power and 1500Nm of torque, although that power is only on boost and it typically uses ‘only’ 630kW. With the full 850kW in use, the Cayenne Turbo has a claimed 0-100km/h time of just 2.5 seconds, which is hard to believe for such a big SUV.  The extra performance does come at a small cost, with the Cayenne Turbo having the lowest driving range of the line-up (only 5km less than the Cayenne), at 537km. This is courtesy of a 106kWh battery that Porsche builds itself at a special factory specifically for the Cayenne. As for safety, the Cayenne Electric is as well equipped as you should expect a car at this price to be. There are all the features that have become the norm, including speed limit warning, autonomous emergency braking, lane keeping assist, etc. But it’s not the fact that it has all the safety features that’s impressive, it’s the level of calibration. Yes, the speed limit warning will go off if you speed, but generally the other safety systems were very well-behaved and understated during our drive.