Electric Reviews

The 2026 Subaru Trailseeker AWD is the entry-level version of this electric SUV line-up in Australia.It’s now priced from $63,990, before on-road costs, following a $4000 price cut it received before its arrival.This entry-level model sets the Trailseeker apart from the related Toyota bZ4X Touring which is only offered in a single, flagship trim level locally.The pricing is also competitive against many rivals including the Skoda Enyaq, Tesla Model Y, Volkswagen ID.4 and Zeekr 7X. There are cheaper rivals but they typically don’t offer all-wheel drive.Power comes from a dual-motor all-wheel drive set-up with a healthy total system output of 280kW. This is enough to send it from 0-100km/h in just 4.5 seconds, making it the fastest production Subaru model ever offered in Australia.The electric motors are fed by a 74.7kWh lithium-ion battery pack sourced from CATL. Claimed range for this entry-level model is 533km, according to WLTP testing.Standard equipment includes LED headlights, a hands-free power tailgate, 7.0-inch digital instrument cluster, 14.0-inch touchscreen multimedia system with wireless Apple CarPlay and Android Auto, dual wireless chargers, a digital rear-view mirror and synthetic leather upholstery.The Subaru Trailseeker received a maximum five-star ANCAP safety rating based on testing conducted by Euro NCAP on the related, European-spec E-Outback and Toyota bZ4X in 2025.The entire line-up receives the full safety suite, which is great peace of mind. Highlights include autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, adaptive cruise control, driver attention monitoring, front and rear parking sensors as well as a surround-view camera.Like all Subarus, the Trailseeker is covered by a five-year, unlimited-kilometre warranty, which is getting rather lacklustre for a mainstream brand now.The warranty coverage for the high-voltage battery is eight years or 160,000km, which is standard across many brands.Logbook servicing is required every 12 months or 15,000km, whichever comes first. The first five services are capped and total $984.18, averaging out to around $197 per service.

The 2026 Kia PV5 Cargo is the first time Kia’s built an electric van, and it’s coming with a futuristic design, low price, and competitive electric driving range to take on rivals like the VW ID.Buzz Cargo, the Renault Kangoo E-Tech or Peugeot E-Partner. We took a test drive at the Australian launch in Sydney’s industrial inner-south to find out how the PV5 handles its intended environment.

Subaru's newest EV in Australia is its fastest production model yet locally and with more than a sprinkling of all-terrain wagon looks, it's essentially an electric Outback. But how does the Trailseeker fare in the real world?

I guess the big question is, do you believe in love at second sight?The first time I drove the Leapmotor B05 (the brand’s Golf-sized electric hatchback), it was on a rented test track near the brand’s headquarters in China, and I came away thinking it had plenty of promise, but not enough dynamic polish to ever be considered a sporty threat in Australia.It was about quick enough and looked pretty enough, but its soft, spongecake dynamics culled any hope of it delivering on the warm-hatch promises Leapmotor had made about its sportiest offering to date.This second time, though, was different. Because the B05 that will arrive in Australia towards the end of 2026 (wearing a circa-$35,000 price tag) is not the same car I drove in China. Well, it is. It just no longer feels like it.To Leapmotor's credit, it has recognised Chinese driving tastes differ wildly to those in Europe and Australia. And that making a car that's fast in a straight line but offers all the dynamism and body control of a pot of just-set jelly isn't going to cut it in the rest of the world.And so the brand handed the B05 over to its Stellantis co-owners in Italy, and set them to work readying the warm hatch for a global release. The result, the brand says, "is a different animal" to the car we got to know in China.It had its chassis and suspension reworked at Alfa Romeo's Balocco Proving Ground, roughly halfway between Milan and Turin. And not just tuning either, they've also changed the way the suspension connects to the vehicle, shifting the mounting points to give it a lower center of gravity and a sportier feel.We’ll see if the changes have worked in a moment, but first, I think this is one of the best-looking cars to have come out of China in some time, and the brand tells me it will form the beginnings of a blueprint for all future Leapmotor models.The cars they've already got in Australia, the C10 and B10 SUVs, have been criticised in some quarters for being a bit bland. I don't feel that way about this car at all. The B05 looks grown-up, premium and modern, and while much has been done in the pursuit of EV-friendly aerodynamics, it doesn't look like a science experiment. It rides on 19-inch alloys as standard, and only the subtle rear roof spoiler gives away its sportier intentions, though a (presumably much angrier-looking) Ultra version is on the way which will no doubt dial up the exterior aggression.Cleverness abounds in the cabin, too. There's no escaping the use of budget friendly plastics, but the way the dash is laid out, with a perforated inlay framed by two architectural-feeling ledges, helps make the no-frills feel funky. The big glass roof helps lift the mood, too.You get a 14.6-inch screen in the centre of the cabin and an 8.8-inch letterbox display in front of the driver. The main screen controls almost all of the car's functions, which can get fiddly and annoying, but the locked climate control bar at the bottom at least allows for quick access to heating and cooling. The brand has also added the ability to shortcut to the wing-mirror adjustment screen from a button on the steering wheel, which is a good idea, because digging through screens when you want to quickly change the mirrors can be rage-inducing.Another clever addition is the inclusion of driving profiles, in which you can save your ADAS preferences (things like the lane keep assist, over-speed warning and driver attention alarm) to on or off. When you get in, you simply choose your profile and away you go. It reduces lots of screen poking and scrolling to two quick taps before you're on the road.There's also plenty of room in the backseat of the B05. It's 4430mm in length, 1880mm in width and 1520mm in height and its full-flat electric platform is a boon for backseat riders. I had more than enough knee and headroom to get comfortable behind my own 175cm driving position, and there's pull-down cupholders, twin USB ports and air vents for the back, too. The boot promises 345 litres with the rear seat in place and 1400 litres with them folded flat. Now, Leapmotor describes the B05 as its sportiest vehicle to date, and on paper, the ingredients that have gone into this recipe sound good. It has a perfect 50/50 weight distribution, the electric motor is housed at the rear for rear-wheel drive and the battery is integrated into the chassis for extra stiffness.That rear-mounted motor makes 160kW and 240Nm, or enough for a launch-control-assisted sprint to 100km/h in 6.7 seconds.We should also get both battery sizes when the B05 arrives in Australia, with the smaller 56.2kWh version delivering 401km on the WLTP cycle, and the bigger 67.1kWh version upping that to 482km. AC charging is rated at 11kW, while DC fast charging is 168kW, or enough to go from 30-80 per cent charged in 17 minutes.So, the drive. I think it is important to wrap some context around the B05. All this talk of sporty this and launch control that had me anticipating some kind of bristling hot hatch. But it doesn't feel like that.I don't mean that in a negative way, just that there's nothing hard, harsh or particularly violent about the driving experience here, including a pretty leisurely feeling run to 100km/h.But Leapmotor has delivered a car that feels far more engaged and far more compelling for the driver. There's a connection now between car and driver, and car and road, which was missing from the Chinese version, and which vastly improves the drive experience.It never feels underpowered either, and the rolling acceleration is strong. Put your foot down at rolling speed and there’s plenty of punch there for overtaking.Forget the super sporty stuff, what Leapmotor in Europe has instead managed to deliver is a far more coherent package. I like the steering, I like the ride, it's pretty quiet in the cabin (save for a bit of wind noise at higher speeds) and it feels far more put together, enjoyable and engaging to drive. We tackled plenty of winding hill-climb roads, and there was none of that sea-sickness swaying or bouncing, with the B05 feeling stable and sorted through the bends, with most of its weight cleverly hidden away behind its compliant but very competent suspension tune.It also feels like a solid base for the faster version coming, the Ultra, which makes more power and delivers more torque.Now, there are still some quirks to the Leapmotor experience I can't quite wrap my head around, and the first is there's still no physical key or engine start/stop button for this car. You're either using the key card, your phone, or the passcode system, which is still annoying. A proper key is coming in 2027.The other issue is the active safety package, which can be ferociously annoying, with the B05 constantly binging and bonging at you or tugging at your wheel. That's not really a problem exclusive to Leapmotor, and to its credit it has introduced those driver profiles, which means you can switch them off with a touch or two, but I long for the days when they didn't exist.And finally there's still just a little bit of clunkiness to the way the car's tech operates. I noticed, for example, when I got in and put the car in reverse, I was waiting for five seconds or so for the screen to wake up and switch to the reverse cameras. Maybe I'm just really impatient, but I find those kinds of delays a bit annoying.All in all, though, I am impressed with the B05. Even if it's not a particularly sporty feeling, it feels far more cohesive than the other version I drove and the ride and handling changes have made a massive difference. It might be one of the best-riding cars I’ve driven from China (via Europe) yet, but I will have to see how it performs on Australian roads before permanently bestowing that honour.The signs are good for the B05.

Why do things grow on us? You know, when you don’t really like something but after a while you begin to appreciate it more. What is this phenomenon? Because it’s happening to me after two months of living with the Volkswagen ID.5. This car has me feeling conflicted.In my last instalment I testified that the ID.5 wasn’t pretty to look at and while I still don’t disagree with that first impression, the unique styling is growing on me. Having driven so many 'samey' electric SUVs I’m starting to think it is quite brave of Volkswagen to not just make another one that also looks like a bar of soap.Look at the ID.5’s side profile (see images) - it’s almost cartoon-like with its bulbous shapes. There are also small tocuhes of design flare I really like from the way the paint colour scoops into the black bumper and the white VW badge on the bonnet.The cabin styling is growing on me. I like the sculpted door trims and woven headlining but I’m also noticing the hard plastics and a colour scheme that feels a bit dull now. There are also cabin design elements that I didn’t really take in at first but after two months I find them unappealing. Really unappealing. The fold-down armrests on the front seats, for example - they look as though they’re from office chairs, so out of place and unstylish (see images).The instrument cluster is another example - it’s quite small and toy-like - and the lack of head up display is perplexing.From the start, I had my doubts about the practicality of the ID.5, especially from a family car perspective. That feeling has solidified after living with it daily with my family of four. The interior space just isn’t packaged as well as it could be.Overly large and thick front seats eat into rear legroom, and the coupe-like roofline limits headroom, combining to limit space for adults and make getting our child car seat in a squeeze.The rear doors don't offer the biggest aperture, either (see images).Storage is also an issue with a thin centre console area which lacks functionality along with cupholders that feel far from people but too close to controls.An opportunity for good storage is also missed under that floating centre console with no stowage area (see images).Topping off this bad run are the haptic controls which have been frustrating me. The climate controls are haptic and require constant swiping and pressing to work effectively.The door handles have a similar haptic feel and aren’t pleasant or easy to use.Finally the driver's master window switches have one set of controls and require you to toggle between front and back. I’m constantly having to look down at the switches to see if I’m about to put my widow down or the one behind me.My first impression of the way the ID.5 drives was a good one - comfortable, planted brisk accleration - and I still feel that way. However, I was also a passenger for some trips this month and I'd forgotten how electric cars can induce car sickness due to their sudden acceleration and one-pedal braking. I also found as a passenger the ID.5’s suspension is quite firm and body control can be a bit busy too.This month we covered only 547km and used quite a lot of energy doing so - 22.0kWh/100km. I have to say I’m not using the strong setting on regenerative braking as much now and the climate control has been getting a workout as we’ve headed into winter.Oh, and finally, the visibility out of the rear window is obstructed by the coupe roofline and headrests (see images).So, that’s it for another month. I’m still impressed by the quality feel and the comfort of the cabin and the quirky styling but there are practicality issue galore.Acquired: March 2026Distance travelled this month: 547kmOdometer: 2395kmAverage energy consumption this month: 22.0kWh/100km

The MGS6 AWD Essence is the Chinese brand's new rival to the likes of the Tesla Model Y and BYD Sealion 7.Priced from $56,990, drive-away, this range-topping model comes with 20-inch alloy wheels, wireless smartphone charging, wireless Android Auto and Apple CarPlay, an 11-speaker sound system, a combination of synthetic leather and synthetic suede trim plus a panoramic glass roof.The AWD Essence has two electric motors, one on each axle, which combine to make a healthy 266kW of power.The motors are powered by a 77kWh NMC (Nickel Manganese Cobalt) battery, which MG claims is enough to provide 485km of driving range between charging.The MGS6 is well-equipped with all the usual passive and active safety features you’d expect in this day and age. These include autonomous emergency braking (AEB), lane departure warning, blind spot warning, adaptive cruise control and a 360-degree parking camera view.MG offers a standard seven-year/unlimited-kilometre warranty with the option to extend to 10 years/250,000km if you get all your servicing done at an MG dealer.Servicing intervals are every 12-months or 25,000km, whichever comes first. The five year service plan totals $1376 and the seven year plan $1987.

The higher of two pure-electric Mercedes CLA models, and the flagship of the five-model line-up is the CLA350 4Matic electric, priced at $91,300, before on-road costs.

The MGS6 RWD Essence is the brand’s new mid-size electric SUV offering, sitting above the MGS5.Priced from $49,990, drive-away, it comes well-equipped with 20-inch alloy wheels, wireless smartphone charging, wireless Android Auto and Apple CarPlay, an 11-speaker sound system and a combination of synthetic leather and synthetic suede trim.The MGS6 RWD has a single electric motor, mounted on the rear axle, which makes 180kW of power. With its 77kWh battery, MG claims it has a driving range of up to 530km.The MGS6 is fitted with all the usual passive and active safety features you’d expect in this day and age. These include autonomous emergency braking (AEB), lane departure warning, blind-spot warning, adaptive cruise control and a 360-degree parking camera.MG offers a standard seven-year/unlimited-kilometre warranty with the option to extend to 10 years/250,000km if you get all your servicing done at an MG dealer.Servicing intervals are every 12-months or 25,000km, whichever comes first. For the RWD model the five year service plan totals $1321 and $1877 for the seven year plan.

The first of two pure-electric Mercedes CLA models, the CLA200 electric kicks off at $72,200, before on-road costs.

The Lexus RZ, the brand’s first dedicated EV, disappointed with very low sales and arguably very high prices. Now, a big update and massive price drop could mean broader appeal for Lexus’ electric SUV.