Hatchback Reviews

The Geely EX2 Inspire is the top-spec version of Geely’s entry into the small EV market, competing with the likes of the BYD Atto 1, GAC Aion UT and MG4.Starting from $30,990, before on-road costs, the Inspire is $4500 pricier than the base Complete but gains plenty of features. Standard on the EX2 regardless are: Auto LED headlights and tail-lightsPowered seat adjustment14.6-inch multimedia touchscreen 8.8-inch driver displayWireless Apple CarPlay and Android AutoUSB-A and USB-C portsFour-speaker sound systemDigital radioGeely connected servicesKeyless entry and startLED interior lightingFeatures added when you upgrade to the Inspire are: Coloured ambient interior lightingWireless phone chargingPower tailgateHeated front seats and steering wheelDecorative metallic trim Contrast black roofRain-sensing wipersIt’s 4135mm long, 1805mm wide and 1580mm tall, with a 2645mm wheelbase. There’s a segment-defying 450L of luggage space between the 375L boot and 75 under-bonnet storage or ‘frunk’.Upgraded from the Complete in terms of its drivetrain, the EX2 Inspire is powered by a 85kW/150Nm motor, mounted at the rear axle. Geely claims it is able accelerate from 0-100km/h in 11.5 seconds and it’s limited to 130km/h.A 47kW battery provides power, while the EX2 Inspire uses a claimed 15.5kWh/100km, which results in a driving range of 345km according to Geely. DC Charging is 80kW, while AC is just 6.2kW.Geely says it was designed with current ANCAP testing protocols in mind and expects a maximum five-star rating later this year, though this is yet to be determined. Regardless, the list of standard safety features in the 2026 EX2 includes:Seven airbagsOccupant sensor and reminderSurround-view camera Rear parking sensorsHigh-beam assistPedestrian alert (low speed)Traction and stability controlHill-descent controlAdaptive cruise controlFront- and rear-cross traffic alertFront and rear collision warningBlind-spot monitoring Driver monitoringEmergency lane-keepLane-change assistTraffic sign detectionGeely offers a seven-year, unlimited km warranty on the EX2, with eight years' coverage for the high-voltage battery.Roadside assistance for seven years is standard and the option to buy up to seven years' of prepaid servicing at $1642 also provides peace-of-mind, the latter saving you $410 compared to the $2052 it costs paying per service. Intervals are every 12 months or 20,000km.

The Geely EX2 Complete is a budget-friendly entry into the EV market from fast-growing brand Geely, competing with the likes of the BYD Atto 1, GAC Aion UT and MG4.Starting from $26,490, before on-road costs, the base Complete comes with plenty of features as standard including: Auto LED headlights and tail-lightsPowered seat adjustment14.6-inch multimedia touchscreen 8.8-inch driver displayWireless Apple CarPlay and Android AutoUSB-A and USB-C portsFour-speaker sound systemDigital radioGeely connected servicesKeyless entry and startLED interior lightingIt’s 4135mm long, 1805mm wide and 1580mm tall, with a 2645mm wheelbase. Between the 375L boot and 75 under-bonnet storage (or ‘frunk’) there’s a segment-defying 450L of luggage space.It’s powered by a 60kW/150Nm motor, mounted at the rear axle, which Geely claims is able to drive the EX2 from 0-100km/h in a sluggish 14.2 seconds. It’s limited to 130km/h.Drawing power from a 35kW battery, the EX2 uses a claimed 15.9kWh/100km, which results in a modest driving range of 252km according to Geely. DC Charging is 60kW, while AC is just 6.2kW.While there’s no ANCAP rating for the EX2 yet, Geely says it was designed with current testing protocols in mind and expects a maximum five-star rating.The list of standard safety features in the 2026 EX2 includes:Seven airbagsOccupant sensor and reminderSurround-view camera Rear parking sensorsHigh-beam assistPedestrian alert (low speed)Traction and stability controlHill-descent controlAdaptive cruise controlFront- and rear-cross traffic alertFront and rear collision warningBlind-spot monitoring Driver monitoringEmergency lane-keepLane-change assistTraffic sign detectionGeely offers a seven-year, unlimited km warranty on the EX2, with eight years coverage for the high-voltage battery.Seven years of roadside assistance and the option to buy up to seven years' of prepaid servicing at $1642 also provide peace-of-mind. Intervals are every 12 months or 20,000km.

The 2026 Geely EX2 hopes to come to Australia and take the lead in the small EV space. In fact, it sold in enough numbers in China last year that it alone would make up close to half of Australia’s total annual new car sales. We took the EX2 for a first-impressions drive around Sydney's northern suburbs to see if the little EV has what it takes.

The new MG4 EV Urban offers an affordable entry point to electric car ownership but does it have the right mix of price, practicality and performance to be a standout for small car shoppers in the BEV market?

The GAC Aion UT is the first GAC I’ve ever driven, so I went into this review not really knowing what to expect. Sort of like walking through a room in the dark, in a house that isn’t yours.It was full of discovery but without all the falling over and toe stubbing. First, what is the Aion UT? It's a fully electric small hatch that almost crosses into SUV territory with its slightly elevated ride height.At 4270mm long it’s a similar length to the BYD Dolphin, but shorter than an MG4 Urban, but it does match the MG's price at $31,990 before on-road costs. That’s for the entry grade Premium Aion UT tested here. The price is impressive. It’s an electric car for the same money as a petrol car of a similar size, like a Honda HR-V.The Premium grade has an almost identical features list to the top grade luxury, from powered and heated front seats to a 14.6-inch touchscreen. All it misses out on really, is ventilated seats, wireless phone charging and a power tailgate. The Aion UT is not just an affordable small car, it’s more practical than many larger vehicles thanks to clever storage andplenty of cabin space. The UT’s 2750mm wheelbase is on the longer side for cars this small and that’s a good thing for occupant space and excellent rear legroom is the result. Rear headroom is more than adequate too, thanks to a tall and flat roofline.Storage is outstanding with a deep centre console bin and an area underneath for bags. There’s even a hatch under the dash that opens to reveal a netted pocket. There are door pockets, cupholders and a phone tray up front that doubles as a wireless charger if you stump up the extra $4000 for the Luxury grade.The 321-litre boot isn’t enormous but it's large for a car this size with enough space for a week’s worth of shopping for my family of four or a couple of smaller luggage bags.The main practicality downside is the lack of physical buttons in the cabin for functions such as climate control and media. There are none at all apart from on the steering wheel and the window switches.Instead, all controls are accessed through the central touchscreen and not only is that more awkward to use but it's a safety concern. A driver could easily be distracted just trying to turn the cabin temperature down.We lived with the Aion UT for a week doing what families do: from school runs and weekend sports to grocery shopping and family visits. This is a front-wheel-drive electric car with a 60kWh battery and 150kW/210Nm motor. That battery size is good for 430km of driving range (WLTP) according to GAC and after 250km in one week there was 170km left, making that claim accurate. Our average energy consumption was 15.6kWh/100km according to the trip computer, which is less than the official 16.4kWh/100km.In the city and urban areas where we live the UT shines with brisk acceleration, its quiet and smooth nature, good visibility and small size. On motorways, as we found during a trip to a regional area, the UT feels slightly vulnerable among the trucks and the stability was tested in the windy, rainy weather. There were times I wished we were in something larger and higher up.The driving position is let down by the steering wheel's lack of reach adjustment. I got around this by adjusting my seat, although it's not ideal.Also not ideal is a persistent driver alert system that reminds you to slow down and avoid distraction. It activates far too easily and interferes with concentration while driving. It’s not just the driver being hassled either. My front passenger was told on one occasion not to put her feet on the dashboard even though they weren’t - she had her legs crossed and this seemed to trigger the system.Finally the styling of the Aion UT isn’t appealing to me. GAC boasts that the little electric car was penned at its Milan design centre, but Chinese rivals like Zeekr and BYD have much more interesting and beautiful creations.

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.

New city cars aren't over yet, as the latest version of Volkswagen's nine-year-old Polo proves. Tested in mid-range 85TSI CityLife guise, the German alternative to the Suzuki Swift, Mazda2 and MG3 has evolved into a roomy, comfy and practical hatch. Great economy and driving dynamics are further bonuses. But there are issues, prompting us to ask if the VW is good value.

For decades Volkswagen Golf has been the generic term for high-quality small hatchback. And as much as the high-riding SUV configuration has become the new car default for compact car buyers this VW still attracts devoted fans. They say quality is remembered long after the price is forgotten but does this modern classic's value equation stack up?

Good things come to those who wait.Six years since Cupra showed off its first concept for the Cupra Raval, we've finally had our first chance to climb behind the wheel of the small Mini Cooper SE-rivalling all-electric hatch ahead of Australian sales kicking off in the second half of next year.The first of four new small EVs that includes the Volkswagen ID. Polo, ID. Cross SUV, plus the Skoda Epiq, it was left to VW's Spanish brand to lead all four cars' development, and it really shows with the Raval.By far the sportiest of the quadruplet, the Raval features Cupra's familiar angular styling, which includes a sharpened shark nose.Ramming home its hot hatch intentions, are large wheels and a hard-to-miss rear spoiler and oversized diffuser that could have been lifted off a racer but actually slash drag to boost efficiency.Measuring in at 4046mm long, 1784mm wide and standing at 1518mm with a 2600mm wheelbase, the Raval is surprisingly spacious within – even in the second row where a large adult can sit behind another large adult with just enough leg- and headroom. The boot is impressive too, at a large 441 litres.Unlocking space has been the choice of using the VW Group's new 'MEB+' platform that neatly packages the single front motor, transmission, inverter and power electronics under the front bonnet, carving out more room for people.Ensuring it has the dynamic edge over rivals and its platform mates, the Cupra Raval, has a 10mm wider front and rear track for higher levels of grip mid-corner.All models also sit 15mm lower to the ground than an ID. Polo for less body roll. Other unexpected differences are that the Raval boasts uprated front wheel carriers, plus a stability control system that can be completely switched off for track use.In its native Europe, the Raval is offered with either a small 37kWh lithium-iron-phosphate (LFP) battery or a, still-modest, 52kWh nickel-manganese-cobalt (NMC) power pack.With the littlest battery the Raval can travel up to 300km on a charge and is combined with either an 85kW or 99kW front motor.In Australia, it's been suggested buyers will only get the larger 52kWh power pack that can see the Mini rival drive up to 440km on the WLTP test cycle, with a choice of either a 155kW or 166kW e-motor.When it comes to charging speed, the bigger battery can only be topped up at a peak rate of 105kW but despite that a 10-80 per cent charge still takes between 23 and 24 minutes, which is reasonable for a small EV within its class.Behind the wheel, the sporty angular looks are reflected within, especially in the range-topping VZ that comes with the option of grippier Cup bucket sport seats that clamp you in position.Featuring, a 12.9-inch multimedia set-up that comes with wireless Apple CarPlay and Android Auto, ahead of the driver is a sporty steering wheel with proper buttons and a clear 10.5-inch digital dash.What's missing are shortcuts for the touchscreen, although the multimedia is quick to react and has clear graphics.Highlights of the Cupra cabin include a 3D-knitted upholstery that uses 100 per cent recycled material. There's also a sporty steering wheel and cool new ambient lighting tech that projects patterns, colours and animations along the door cards.Bringing you back down to earth are the hard plastic door pulls that feel built to a price, but still don't detract from the fun.Developed under the mantra that Cupra was building a small EV you'd actually want to drive, at the top of the Raval tree is the VZ hot hatch that essentially will share much with the inbound VW ID. Polo GTI.Ensuring it can narrow the gap between it and more conventional petrol-powered hot hatchbacks, the VZ gets the high-output 166kW e-motor, adaptive dampers, an electronic-locking differential and large 19-inch alloy wheels wrapped in sticky tyres that, alone, slash the range from 440km to around 388km.All Ravals come with the variable ratio 'progressive' steering rack and a special 'ESC Sport' program, plus the ability to switch it off altogether.Off the line, the VZ offers plenty of performance with 0-100km/h taking around 6.8 seconds – just a tenth off Mini's claim for the Cooper SE.Top speed is 175km/h which apparently isn't enough for the Europeans, with a software patch on the way to raise the limit to a more palatable 190km/h later.Around town, most will prefer the Raval in either 'Comfort' or the more efficient 'Range' setting that softens the ride and is available with three levels of brake regeneration, plus a neat adaptive regen feature which monitors vehicles ahead and adjust the Raval's stops to suit.Cycle through to 'Performance' mode and the steering weights up to some something that feels more natural, while the damping forces increase for better body control, but at the expense of the ride – which we have concerns over.The largest 19-inch wheels might be a bit much on our roads, but engineers say the 17- and 18-inch wheels also fit the fastest model and improve ride quality.Escape the city and push on and the Raval is a lot of fun. There's lots of grip, commendable agility and decent cross-country pace.On track, if you push on you'll feel the electronically-controlled differential working hard for its living, pulling you out of corners with a gentle tugging of the wheel – just like a proper petrol hot hatch would.The Raval doesn't feel quite as lithe as you'd hope and after all it does weigh around 1600kg for the heaviest version but the engagement it offers up is impressive for an EV.What's missing is virtual gearshifts, like a Hyundai Ioniq 5 N, but they might be offered later as part of an over-the-air update or option. The little Cupra also comes with a synthetic sci-fi dystopian soundtrack in its sportiest 'Cupra' mode, plus a pair of configurable modes.One final issue we had with our first car, is the Raval's fancy new 'one-box' e-braking system which squeezes in the brake servo and anti-skid tech into one module served up inconsistent reactions in extreme circumstances. Our second car was much better but we look forward to further testing on more familiar roads.Since Australians aren't great fans of ill-equipped cars, Cupra Australia wisely thinks it might skip the entry and V1 trims, preferring to focus on the mid-spec V2 and flagship VZ.When it lands, expect the Raval V2 to come with a 155kW e-motor, 19-inch alloy wheels, electric folding door mirrors, LED headlamps, a 12-speaker Sennheiser sound system, a wireless phone charger, vehicle-to-load (V2L) power, two front and two rear USB-C sockets, ambient light projection, dual-zone climate control, a heated and wrapped multi-function steering wheel and heated sport seats.When it comes to safety, there are seven airbags as standard, adaptive cruise, lane-keeping, front and rear cross-traffic alert and autonomous emergency braking (AEB) that detects pedestrians and cyclists.Choose the VZ and, as well as the extra chassis hardware and extra power, you get different 19-inch alloy wheels, matrix LED headlights, 3D LED rear lighting, the Cup bucket seats, a 360-degree camera view and a more sophisticated adaptive cruise control.Like every other Cupra model, the new Raval will come with a five-year/unlimited-kilometre vehicle warranty, with a further eight-year/160,000km protection for the high-voltage batteries.We expect the smallest Cupra Raval to come with a capped-price servicing package, with service intervals primed to be every 24 months or 30,000km.As for pricing, Cupra Australia says it's too early for any indicative costs for the Raval but admits it will command a big premium over similar-sized Chinese rivals, like the Geely EX2.That said, early intel suggests the flagship Raval VZ could be priced from $50,000, plus on-road costs, which would mean it will still be cheaper than the less practical three-door Mini Cooper SE ($58,990, plus on-roads) and the much quicker MG4 XPower ($55,990).

The 2026 Mini Aceman could be the perfect Mini - not too big and not too small - and with a fully electric powertrain. But what's it like at urban duties?