Hybrid Reviews

Being a mid-size SUV means the MG HS Super Hybrid is placed in one of Australia’s most competitive segments. But does it do enough to earn a spot on your shortlist?

Hyundai’s Staria people mover seemed destined to live in the shadow of its segment-dominating cousin, the Kia Carnival.Now though, Hyundai is rolling out a serious overhaul to the Staria van range, including the long-awaited introduction of fuel-sipping hybrid variants.The new Lounge grade we’re looking at seems expressly targeted at Carnival buyers. But in a people-mover segment that's suddenly been re-invigorated by a range of options from new brands, does the Staria have what it takes to stand out?Let’s take a look.First and foremost - pricing. While you can get a hybrid version of the cargo-hauling Staria Load delivery van at an appealing price point compared to some rivals, the people-mover version is only offered in this new top-spec Lounge variant, for now.A higher trim level than ever before, the Lounge moves the Staria into previously unseen levels of luxury, but it comes at a steep price.At $73,740 before on-road costs, the Lounge is nearly a $20,000 jump over the base people mover, making it a tall order not just to justify the leap to hybrid, but also among its core rivals.This is especially true since Kia has rolled out its version of the same hybrid technology to its Carnival, and you can now get into a base Carnival S HEV from just $56,310.Like-for-like when it comes to spec though, you’d be looking at a Carnival GT-Line, which costs $76,840.If you’re keen on what this taller and in some ways more spacious Hyundai offers, it might be worth waiting for more affordable versions. Hyundai will need a wider range of hybrids at more affordable price points imminently as it's facing tough fines under Australia’s recently implemented New Vehicle Efficiency Standard (NVES).Standard kit on this new Lounge grade includes refreshed LED headlights with an integrated light bar across the front and unique 18-inch alloy wheels. Inside it scores Nappa leather seat trim, heating, ventilation, and power adjustment for the first two seating rows, near fold-flat relaxation mode for the second row, suede headlining, privacy glass, acoustic lamination for the windscreen, and integrated sunshades for the windows in the rear rows.It’s a lovely place to be, and that’s before we mention the overhauls to the dash design. The pre-update Staria was already ahead of the pack, but the new version takes it to new heights with a fresh sporty steering wheel, a bigger digital dash, the re-introduction of physical buttons for the multimedia and climate controls (previously they were touch-capacitive), a stalk-mounted gear shifter from the brand’s EV range, and an update to the all-new software suite.The Lounge also gets a few extra bits of the interior clad with soft-touch finishes compared to the cargo van, particularly in the door cards, although this comes at the cost of dash topping and overhead storage areas.On the practical side, the Staria Lounge and its high roof and seven-seat layout (2 + 2 + 3) means access to the third row is one of the easiest of its contemporaries. You can just stroll between the second-row captains' chairs and room in all three seating positions is more than generous, with all three rows on rails for adjustability.The boot, as is the case with many van-based people movers, is not long, but it is tall and wide. This can be a challenge with baggage when all three rows are in use, as you’ll need to stack upward, but more room can also be found in the cabin behind the front seats. Some brands offer a shelf accessory for the boot to help with this. Hyundai does not.The Lounge only offers a tailgate rear. It provides nice shelter in the rain, but it's sheer size means there are limits as to where you can open it.One dire cost of the hybrid powertrain is its lack of any kind of tow rating.On the road, the Staria Lounge is unmistakably a van, missing out on the passenger-car feel of its Carnival cousin, but it’s still by far one of the best vans to drive.Visibility is commanding from the front two positions, while the inputs come with all the panache of other Hyundai vehicles. There’s nice organic steering and good feedback from the pedals, making it surprisingly confident on curvy stuff. The suspension, specifically improved for this version of the Staria, improves ride quality all-round, and the front-drive hybrid powertrain (180kW/304Nm) offers both strong electric torque and whisper-quiet operation at commuter speeds.Like other plugless hybrid systems though, the 1.6-litre turbo-charged four-cylinder engine can be noisy under load, at freeway speeds, and when travelling up steeper hills.It’s certainly more refined than any diesel offering though, and significantly more convenient than having to plug in as you do with rivals from China like the GAC M8.Fuel consumption isn’t as low as some hybrid SUVs, rated officially at 6.5L/100km. It’s a huge improvement on the 10.5L/100km of the previous V6 petrol version, but only a little better than the diesel (7.2L/100km), which can also tow. If you’re spending a lot of time on the freeway, the diesel may actually be better. Something to ponder.A boost to ownership costs, the hybrid costs an average of $487.80 per year under the five-year service schedule, which is slightly more affordable than the petrol or diesel.The warranty is seven years or unlimited kilometres, unless used for a commercial purpose, then it reverts to five years or 160,000km.Hyundai is conducting testing for the hybrid version with the hope it will be covered by the Staria’s maximum five-star ANCAP rating. It comes packed with all the expected safety gear at this price.

Volkswagen's spicy Spanish brand, Cupra, is finally launching the updated version of its Formentor small SUV in Australia. It's now offered in more flavours than ever, ranging from mild to extra hot.

Honda’s HR-V hasn’t been a consistent member of the local new-car community. While Honda launched the original HR-V in early 1999, before 2002 was out, the badge had disappeared from showrooms. And it wasn’t until 2015 that the HR-V made its return to Australia.In the meantime, the local market had changed with the cult of the SUV sweeping all before it. Which meant the new HR-V, rather than trading on the novelty of its 1999 original, hit the market as just another compact SUV.Mind you, this wasn’t just an HR-V thing, the whole aura around the Honda brand had also pretty much dissipated during those years, making the new HR-V’s job even more difficult.With its hidden rear door handles, the CR-V at first glance looked like a three-door, but was actually a five-door in line with buyer expectations in 2015. Even so, the rear seat was pretty cramped and if the HR-V is destined for family-car duties it will suit younger families with smaller kids best.There was only one driveline offered, a 1.8-litre four-cylinder petrol engine mated to a continuously variable transmission (CVT). The engine did not feature turbocharging as many did by then, but instead used Honda’s 'V-Tec' variable valve timing system which helped boost output. But the numbers tell the story and with just 105kW of power and 173Nm of torque, the HR-V was definitely on the mild side. All HR-Vs were front-wheel drive.Trim levels started with the VTi, VTi-S and the flagship VTi-L. Honda updated the vehicle in 2017 to include sat-nav, but the basic car remained unchanged.Within Honda, this model HR-V is known as the 'RU5'.The HR-V is a good car generally, although the accommodation has come in for some criticism over the years. The main complaints are that tight rear seat, but the front seats have also been criticised for a lack of comfort.But all is forgiven when the HR-V shows off its party piece, its clever rear seat which sees the cushions fold up to meet the backrest and you suddenly have a space wide and tall enough to swallow a push-bike.Reliability seems to be up to Honda’s usual high standards with very little in the way of known, recurring faults.The HR-V seems to follow Honda tradition here by being a pretty solid deal. Some owners have reported problems with the electronics, however, so a close check of all the buttons and switches is important before handing over the money.The biggest shadow is the one that lurks over every car with a CVT - the prospect of transmission woes in the future.The most common mechanical issue we uncovered concerns the HR-V’s CVT. But it’s worth noting even though the CVT is the main contributor to repair bills, it’s by no means a big chance to run amok. In fact, compared with the CVTs used by many other manufacturers, the Honda’s unit is a much better durability proposition.This is possibly because, unlike many carmakers, Honda doesn’t just buy in its CVT. Instead, the company designed and engineered its own CVT to take advantage of its efficiency potential without the long-term reliability hassles. And it seems to have worked.That said, some HR-V owners have reported juddering on take-off, a whining noise from the CVT and even slippage as the car tries to accelerate or travel up a hill. In some cars, these symptoms would symbolise the beginning of the end. But in the Honda’s case, the good news is the fix is usually quite simple.Those problems are very often caused by nothing more challenging than contaminated transmission fluid. This is crucial stuff in a CVT as the fluid not only cools the transmission, but also provides the driving force and the friction the steel belts need to make the whole thing work. Which is why a change of fluid in a HR-V has often fixed all these problems at once and for good.For the record, the experts reckon changing the fluid in your Honda CVT every 40,000km at the outside is the way to go, and should keep any problems at bay.Beyond that, some owners have reported the multimedia system freezing, but Honda dealers can usually fix that with a re-boot or a re-flash of the computer.The RU5 Honda HR-V is almost completely clear of safety recalls. The only one listed for the car was for examples built between 2018 and 2020 which could have had a faulty fuel pump. The pump had the potential to suddenly fail without warning, leaving the vehicle stranded wherever it was when the failure occurred.A Honda dealer will be able to tell you whether a particular HR-V was affected and whether the pump has been replaced as per the recall.Since Honda left the mechanical package alone as the HR-V aged, there’s not much to choose between the various years of manufacture. Instead, the HR-V we’d avoid would be one with a tow-bar fitted.The CVT lacked sufficient cooling for the HR-V to be a tow-vehicle, although there’s a chance (a very slight one) some owners added a transmission cooler to get around this. In any case, a tow-bar is not what you want to see on a second-hand HR-V.Hondas have long had a reputation for going the distance and the HR-V seems to echo that. There are plenty still getting around with 200,000km-plus on their odometers and performing well.As with any second-hand car, however, you need to buy one with a complete and up to date service history, or you’re taking a bigger punt than you need to. Modern Hondas seem to follow the dictum that they’ll be good long-term prospects provided they’ve been serviced correctly, and potentially problematic if not. Fortunately, Honda owners seem to understand this.The price difference between the various specifications was a decent chunk of change when new, but these days, the difference between a VTi and a VTi-L is much less. So the smart money says buy the highly specified version and enjoy the trinkets and convenience items.On a more practical level, the VTi-S and VTi-L were fitted with autonomous emergency braking (AEB) which worked up to 32km/h, while the VTi didn’t have this feature. That makes the higher-spec models even more appealing if it’s a younger driver who is going to be using the vehicle.The cheapest RU5 HR-Vs around now will be relatively high-milers with an early build-date. The starting price seems to be around the $10,0000 to $12,000 mark, but be prepared for the car to have covered 200,000km or more. Clearly, though, the HR-V is capable of this sort of mileage without becoming too much of a gamble.A late-build example in decent specification with very low kilometres on board can be had for around the $30,000 mark, or perhaps a little more.As well as traditional parts stores, Hondas are generally very well looked after by online sellers when it comes to repair and service parts. The Honda brand also has a huge enthusiast following, making parts and service even easier in this country.Just be careful when buying from overseas online sellers you haven’t dealt with before. But that goes for any make and model, not just the Honda.Honda’s changes to the way it retails cars a few years ago, also came with a slashing of the number of dealerships. In Melbourne alone, 10 dealerships were closed leaving just three at the time. These days, there are about 90 Honda dealerships across Australia, with around 60 of those in regional areas which is a high percentage for a brand like Honda.The HR-V was never a huge seller here, although you will find anything up to 300 for sale on the bigger online websites. The problem is its stablemate, the larger CR-V with the option of seven-seats, was seen by many families as the better way to go, leaving the HR-V somewhat ignored.

Testing a family car isn’t all road trips and beach vacations, it’s the little things, the short trips, the meat and potatoes of life.That’s exactly what this month was about with the Geely Starray plug-in hybrid doing the daily daycare and preschool drop offs, shopping runs, work commutes and everything in between to find out how the Starray is to live with day in, day out.It’s a mid-size SUV, which rivals the BYD Sealion 6, Toyota RAV4 and Mazda CX-5. It measures 4740mm long, 1905mm wide, 1685mm high with 2755mm between the front and rear axles.There’s a reason this size of vehicle is the most popular in the nation, it balances the need for interior space with the ability to handle our compact city streets.I fit the Starray into my 1960s era carport, but I can only open one door the entire way, the other about halfway.The Starray's design doesn’t rock the boat. It is intentionally inoffensive from nearly every angle, with its rounded front and rear ends, sharp headlights, blocky G-E-E-L-Y badging on the rear tailgate and stylish 19-inch alloy wheels. It won’t turn too many heads, but it won’t furrow a brow either.Keyless entry grants access to the car as you approach and locks as you walk away. It makes a nice little musical sound as it locks and turns off - it’s an instant hit with the kids, they laugh every time.There is no starter button, the car turns on when it senses the key, you’ll just need to engage drive with the steering column-mounted gear selector. To turn off, select park, get out and walk away.Inside, the Starray’s inoffensive theme continues.The Starray follows the same trend as many of the new wave of Chinese cars that have landed on our shores in the past years.It has a slick looking interior that glitters on the showroom floor and jumps off the spec sheet, but after a few months living with it the lustre starts to rub off a little.The synthetic leather wrapped seats are comfy and the six-way adjustment means most will find the right spot to sit. Throw in the memory function for the driver and a multi-house can all steer in comfort. There are also speakers built into the driver’s headrest for phone calls, it sounds odd at first but I’m into it. It makes hearing with big and small kids in the car much easier.The steering wheel also has good adjustment, which will accommodate drivers of all shapes and sizes.Heating and ventilation functions for front-seat passengers are appreciated. As is the head-up display that projects vital information such as prevailing speed limit and travelling speed onto the windscreen in front of the driver.One of the Starray’s weak points is nearly all functions are controlled through the large 15.4-inch central multimedia screen. This means to you’ll need to jump into the screen to adjust most features.It wins back some points with a few shortcut buttons for the demister, internal air and auto air-con, plus a rotary dial for volume control.There are decent storage options with a two-tier centre console. The top deck has two cupholders, wireless device charger, and smallish covered bin. Underneath there is a large open area ideal for a handbag. Large bins in the doors can hold a water bottle and more.One thing that has constantly infuriated me is the Around View Monitoring (AVM) camera. This view is designed to help you not bump into things when you are turning.It switches on every time you engage your indicator, with the camera view taking over the central screen, which turns off CarPlay. Not a great user experience when you are relying on regular map directions, or have a toddler screaming for a song.It also just seems completely unnecessary when stopped at the lights waiting to make a turn.There is plenty of room in both rows. Front and back-seat passengers are spoiled for head, shoulder and legroom.The back seat during my test has been occupied by a forward and a rear-facing child seat, but a small adult has ridden in the middle seat with relative comfort.Rear seats have their own dedicated air-con vents, with two directional controls. And there is a USB-A and -C charging port for the bigger kids.A huge panoramic sunroof with a proper sunshade lets the light in when needed, and has been ideal to distract a fussy baby on the move.A power tailgate grants access to a 428-litre boot, which is an ok size. A full-size pram takes up a large portion of the space, but it can absorb a travel pram, baby bag and the weekly shop easily.It is a good shape — wide and not too deep — which means shorter people can reach all corners of the cargo area.You can remove the floor to boost capacity to 528 litres. This is because there is no spare tyre, which is one of my biggest gripes with modern cars. The fiddly repair kit is only good for small punctures, and is confusing for first-time users.Overall the Starray handles the family duties with aplomb, and will put some of the big names on notice.Next instalment I’ll cover how the Starray is to drive and give a final verdict. Stay tuned.2026 Geely Starray EM-i Inspire Acquired: March, 2026Distance travelled this month: 339kmOdometer: 3115kmAverage fuel use this month: 6.5L/100km

Mitsubishi was a pioneer in the plug-in hybrid (PHEV) space, launching the first PHEV SUV back in 2013, the Outlander PHEV.Thirteen years on the Japanese carmaker still offers the Outlander PHEV. It’s a new-generation model, however the fundamentals are still there.For 2026, the Outlander PHEV received an update that brings a larger 22.7kWh (up from 20kWh) lithium-ion battery pack, increasing the NEDC claimed range to 103km (up from 84km). That translates to 86km on the more real-world WLTP protocol.Additionally there’s a higher total system output of 221kW (up from 185kW).Other changes include a new Australian-specific ride and handling tune, new power steering mapping, new steel bonnet fenders, as well as new Bridgestone Alenza 001 tyres. These mirror what the Outlander petrol line-up received last year.A lot of changes are well received and do improve the driving experience. Most notable is the new ride and handling tune and updated power steering mapping. The ride is much less bouncy and brittle, plus the steering doesn’t feel overly light anymore, especially at higher speeds.However, the ride still isn’t perfect and there’s a lot of head toss in the cabin when you go over pimply urban roads and big bumps. Part of this is likely due to the large 20-inch alloy wheels in this Exceed Tourer trim, though I’ve driven plenty of other similarly sized SUVs with wheels this big and generally they aren’t as crashy.Another change that isn’t the best is the price. The Outlander PHEV is now up to $2700 more expensive than it was, depending on the trim level.As a result this top-spec Outlander PHEV Exceed Tourer is now priced from a mind-blowing $74,490 before on-road costs. For context, this is around $10,000 more expensive than the top-spec Chery Tiggo 9 and Omoda 9 from China, and the forthcoming Toyota RAV4 PHEV.For this price you get adaptive LED headlights, a hands-free power tailgate, 12.3-inch digital instrument cluster, larger 12.3-inch touchscreen multimedia system, 12-speaker Yamaha sound system, two 240V powerpoints in the cabin and leather upholstery.Notably the Outlander PHEV Exceed and Exceed Tourer trims are exclusively offered with five seats now. If you want a seven-seat version you need to opt for the cheaper Aspire trim.The lack of third-row seats at this level isn't great, but they have always been crammed and basically for kids only.In the cabin it’s nice to have the larger 12.3-inch touchscreen which better suits the dashboard compared to the pre-update model. I also appreciate how many physical buttons there are for key functions, including the climate controls.In the Exceed Tourer there is brown leather upholstery as standard which is a little light and dull for my liking. I much prefer the black leather-appointed upholstery that comes in the Exceed.The extra electric range is welcome, but compared to rivals it’s still lacklustre. The Chery Tiggo 9 offers 170km of NEDC claimed range, the Omoda 9 offers 169km (NEDC), and the Toyota RAV4 PHEV offers up to 154km (NEDC).A full battery charge offers around 80km of real-world electric urban driving with an as-tested energy consumption of 20kWh/100km.Mitsubishi could likely eke more electric range by doing away with the dual-motor all-wheel drive. The amount of power the car currently produces is more than enough and for the most part it’s wasted in urban environments.When the battery runs out of charge, the Outlander PHEV does a good job of operating as a hybrid as it leaves a fair chunk of reserve charge for tootling around EV mode at low speeds, but when its 2.4-litre four-cylinder petrol engine fires up it sounds like a buzzy vacuum cleaner from the cabin.Fuel consumption isn’t a strong suit. The engine frequently consumes around 10L/100km so it can charge up the battery pack, though it switches off again once there’s enough charge or if you're coming to a stop.AC charging is available with a Type 2 plug at rates only up to 3.6kW, meaning a full charge takes up to 6.5 hours. Not bad if you can plug it in overnight while you sleep but not great if you’re in a rush.For DC fast-charging there’s still a CHAdeMO plug. The Outlander PHEV is now the only new car sold in Australia with this plug standard. It has been phased out in favour of the more popular Type 2/CCS combination plug.It’s getting harder to find chargers that have CHAdeMO plugs at public stations, but if you do, a full charge will take 32 minutes.For safety, the Outlander PHEV has a five-star ANCAP rating based on testing conducted in 2025. It features all the expected safety features and picked up an emergency SOS calling function with this latest update.Like all Mitsubishis, there is a 10-year, unlimited-kilometre warranty, but that's conditional provided you service within the dealer network. If you don’t this drops back to five years of coverage. There’s also 10 years of roadside assistance.Logbook servicing is required every 12 months or 15,000km and the first 10 services are capped. They total $5498 which averages out to $549.80 per service. That’s a lot compared to its rivals.

The Honda ZR-V Hybrid was previously only offered in a single, range-topping grade, however the Japanese carmaker has introduced a number of cheaper hybrid trims. Check out how the most affordable hybrid fares on Australian soil.

Depending on how old you are, the name Testarossa either means something, or everything. In the mid-1980s, we're talking proper dog-eared-posters-stuck-to-bedroom-wall status here.There was also the small volume V12 Ferrari 250 Testa Rossa (250 TR) sports racer built from 1957 to 1961. But in the '80s it was a 4.9-litre, flat 12-cylinder engine producing the power, making an inconceivable 287kW and 490Nm, and earning the wedge-shaped icon a place among the most powerful supercars in existence at the time.I'm giving you this little history lesson because the Testarossa name is back, only this time it's attached to the plug-in hybrid Ferrari 849 Testarossa. And if you're one of those people who think electrification has no place in the supercar world, just relax for a second. Because the new Testarossa's outputs make the 1984 version seem every bit as exhilarating as a Segway.We're now talking 772kW and 842Nm, generated via the combination of a 4.0-litre twin-turbocharged V8 paired with three electric motors, all of which combine to produce an electrified powerhouse of genuinely epic proportions. The other thing that's gone skywards is the price. It's hard to believe, but that 1984 Testarossa listed for as low as US$85,000, or $121,000. This one starts at $932,648.The numbers only tell part of the 849 story, but we'll cover them off quickly anyway. The 100km/h benchmark arrives in 2.3 seconds, with 200km/h taking just 6.35 seconds from a standing start. Top speed is a claimed 330km/h. The turbo is the biggest ever fitted to a Ferrari production car, while the electric motors (responsible for around 160kW on their own) are arranged with one at the rear and two at the front. The 7.45kWh battery delivers an EV driving range of 25km.And yes, some of those are big and impressive numbers. But the bigger story here is the feel, the emotion, that the 849 Testarossa generates in great big bucketloads. The thrum (this time less orchestral and more mechanical) of the exhaust. The spectacularly direct steering. The sense of car and driver as one.But weirdly the thing that really got myself and my fellow testers the most excited wasn't the brutal acceleration (which was surprising, as this genuinely one of the fastest-feeling cars I've ever driven), but was instead the bull-whip crack of what might be the sweetest, sharpest gearshifts in existence.In this new Testarossa, it's an eight-speed dual-clutch transmission the brand says is derived from its F1 division, and the feel of a flat-footed shift upwards, or a hard-braking downshift into a corner, is genuinely visceral in its action. If you still long for manual gearboxes, the 849 will cure you of that ailment. You end up searching for extra reasons to reach for one of the paddle gearshifters, just to feel and hear the shifts.Driven at noise, this two-seat rocket is a vehicle that demands attention. And not just from the driver (seriously, this is a car that collects speed in such an other-worldly fashion that constant focus is required – blink too long and it feels like you're in a teleportation device as, when your eyes open, you're a long way away from where you were when you closed them), but from anyone in its vicinity, too, with the Ferrari seemingly sucking in bystanders like a vortex, especially in Italy, where even clapping eyes on the latest from Maranello is a near-religious experience.It's also, somehow, not terrifying. The fact that it's AWD and not a snap-happy rear-drive set-up probably helps to settle the nerves. But also the fact that it's something approaching comfortable as a commuter, helped by its adaptive damping, and even has a silent and front-wheel-drive EV mode for city motoring, helps to smooth some of the 849's more murderous edges. That and the fact that Ferrari has a whole heap of high-tech help on board – headlined by something called the Ferrari Integrated Vehicle Estimator, which adjusts its level of control to the quality of your driving – designed to keep you on the tarmac without ever feeling like it's babying you. Driven at noise, the Testarossa is a car that demands attention. And not just from the driver (seriously, this is a car that collects speed in such an other-worldly fashion that constant focus is required), but from anyone in its vicinity, too.The styling was controversial at its unveiling, mostly because of its two-level nose design and blocky rear end with its centralised and mid-mounted exhaust exits, but it grows on you fast. I can also attest that the nose feels every bit as low to the ground as it looks, and you will become quickly accustomed to the nose-lift function, which gives you an extra three centimeters of clearance.Downsides? As is pretty predictable with Ferrari, none turn up in the drive experience. But the interior tech takes some getting used to. With no traditional centre screen, almost all functions are controlled through the steering wheel – including some of the drive modes, like 'EV' – and you have to 'wake up' the digital panel before selecting one. Which I didn't know, and so instead just blindly stabbed at areas until the Ferrari did what I wanted.It also feels very, very big, at 4718mm in length and 2304mm in width. When you're driving at speed you don't notice it, as I'm sure you wouldn't on a racetrack, but I can assure you threading your way through tight Italian streets in a million-dollar supercar can feel like you're playing a very high stakes version of Operation.So, is the 849 Testarossa a worthy wearer of one of Ferrari's most iconic nameplates? You betcha.

Honda has launched the refreshed CR-V with more than half of its line-up sporting a hybrid powertrain. Is it a step in the right direction for Honda to keep up with its hybrid-focused competitors?

The Toyota RAV4 has revamped itself and the biggest changes come in the way of its technology but does it do everything else the way we want it to?