Hybrid Reviews

BMW’s mid-sized sedans and station-wagons have always represented a classy, high-end way to move a family. Competing directly with vehicles such as Audi’s A6-based models and the Mercedes-Benz E-Class, the BMW 5 Series has won its share of admirers over the years as a quality car albeit at a premium price.But now that they’re second-hand, premium models like the BMW 5 Series tend to drop retained value pretty sharply, making them great used-car buys provided you buy the right one.As with any conventional sedan or wagon, however, the BMW has suffered in popularity terms at the hands of the SUV. In fact, while this generation of 5 Series sedans lasted from 2017 to 2023 as the G30 model, the G31 station-wagon that launched alongside it in 2017, left showrooms in 2020 as demand for SUVs made selling a conventional wagon a very tough job.BMW also made the 5 Series line-up a pretty complex, constantly changing animal, so there are the mainstream models to look for as well as some quite specific variants that are worth investigating.Of the mainstream four-door sedan versions, things kicked off with the 520i with its 2.0-litre, four-cylinder petrol engine, 135kW and 290Nm. The 520d was next with a 2.0 diesel, 140kW and 400Nm. The 530i was also a 2.0L four-cylinder, but claimed 185kW and 350Nm due to a different tune.The first of BMW’s famous inline sixes arrived with the 530d with its 3.0 inline six-cylinder diesel and 195kW and 620Nm. The 540i was a 3.0 petrol six-cylinder with 250kW and 450Nm, while the big hitter was the M550i with its twin-turbo 4.4-litre petrol V8, 340kW and 650Nm.In station-wagon variants, there was a 520d (diesel) and a 530i (petrol).The more specialised variants included the 530e PHEV with 185kW and 420Nm and a small EV battery and electric motor. And then there was the really specialised 530d xDrive wagon with the 530d’s engine teamed with an all-wheel drive platform. There was also a sedan called the M550i xDrive which was more or less a 550i sedan with all-wheel drive, 390kW and 750Nm.If that all sounds a bit complicated, that’s because it is. And it also means when you’re shopping for a second-hand G30 or G31 BMW, it’s vital to know exactly what you’re looking at as the used prices vary enormously.The BMW 5 Series has always been portrayed as the driver’s choice in four-door sedans and it remains an entertaining drive in this form. Its interior space has grown over the years to remain relevant in the face of SUVs and the level of standard equipment is good.The best thing about these cars is the way they depreciate heavily in the first few years, making them good value (compared to their new price) as relatively new used cars.BMW’s reputation for building a quality product has been questioned before this model was ever on sale. However, many of the potential issues are the same ones facing other modern cars with their complex drivelines and requirement to meet ever stricter emissions and fuel economy targets.While many owners of this make and model have had great experiences, the BMW 5 Series is not without its problem areas.Like any modern, high-performance engine, the turbocharged engines in the G30 5 Series are fairly highly stressed in their search for maximum performance with minimum fuel consumption. As such, turbochargers have a pretty hard life and can sometimes require complete replacement. Increasingly, the turbo unit is being seen as a consumable item in modern car design. The BMW’s is no different.Plastic fittings in the cooling system of modern BMWs have also caused their share of problems. Thousands of heat cycles can eventually take their toll on these plastic fittings, and relacing them is often the only option. Due to the engine layout, this isn’t always an easy or cheap job.Diesel engines have been known to experience premature crankshaft wear (if you’re unlucky) and crankshaft pulley failures are also not unknown. The turbo-diesel engine also shares a problem seen on many modern diesel designs, of having oil and soot clog the intake system, requiring disassembly and manual cleaning. EGR (Exhaust Gas Recirculation) systems can also fail.V8 engines have a reputation for poor valve stem seals which sees them start to consume oil. Brake wear will be high on performance models and like a lot of European cars, replacement often includes rotors as well as pads, making the job much more expensive. Tyre wear on all-wheel drive versions can also be very high.Beyond that, the LED DRLs can become yellow or fail, and the active flaps in front of the radiator (designed to get the engine to operating temperature quickly) can fail either through an actuator not working, or a simple physical fault in the plastic linkages.It also makes sense in the complex car like this to make sure every electrical function, from the power windows to the sunroof to the central locking, operates correctly.The G30 5 Series has had a relatively trouble-free run in terms of recalls, but there are a few to check if you’re buying this car.The first was for a batch of 2020-built hybrid cars that had the potential for their high-voltage batteries to catch fire. The problem was to do with foreign objects entering the battery, rather than a battery flaw per se.The second recall was to check cars that had been given some software upgrades, In some cases, these upgrades could cause the engine to fail with predictable results if you were on the road at the time.The other recall affected many models across the entire G30 lifespan and was to check starter motors that could allow moisture in and catch fire as a result.For the full details of what cars were affected and what to do if yours is one of them, check out https://www.vehiclerecalls.gov.au/.There’s no particular build date to avoid here, but as is often the case, BMW got better at building the car the longer it did so. That’s why the earlier cars (2017 to 2020) tend to have more problems than later versions.Of course, as with any high-end car, you should always buy on the condition and service history of the car in question, rather than any rule of thumb.It’s not uncommon to see this make and model for sale with better than 200,000km on its odometer, which is impressive for a car so relatively new. That speaks highly for the overall robustness, but also – in an individual car sense – might be pointing to a history as a high-end taxi or city-hotel courtesy car.Most for sale now, however, have covered between 100,000km and 200,00km, and fewer kilometres is always better in a high-end car like this.You should also give any hybrid example a battery-health check to make sure the EV battery is still within specification and can provide a useful electric-only range.BMW’s diesel sedans have always been popular and with good reason. They’re refined, smooth and offer exceptional fuel efficiency. A V8 sedan or wagon with all-wheel drive is also an appealing prospect for skiing weekends and general safety, albeit with higher running costs.But for our money, the sweet spot in the range is the 530i which retains the four-cylinder turbocharged petrol engine, but in a fairly sharp and entertaining state of tune. It’s also one of the cheaper ways into G30 ownership right now. Plenty of these were sold with the M-Sport option pack, and that makes them even better.For low-kilometre, V8, all-wheel drive examples, you can still easily pay $70,000 to $80,000. But that’s against a brand-new price of about $150,000.At the other end of the price ladder, relatively high-mileage diesels and four-cylinder cars start at about $25,000, while there’s lots of choice across a range of specifications in the $30,000 to $45,000 region.You often hear owners of European cars complain about parts prices. And it’s true. If you want genuine BMW service and replacement parts, you’ll generally be slugged quite hard. But if you can live with non-genuine bits and pieces, then the picture is a bit different.The same goes for service and repairs. Use a BMW dealership and the cost will usually be higher than an independent BMW specialist.And because BMW is a global brand, there are lots of online sellers all over the planet who will have what you need.The BMW 5 Series often played second fiddle to the Mercedes-Benz E-Class in the sales race. That said, it usually finished second in its category, but BWM still often sold less than 100 units per month. Of those, the station-wagon accounted for less than five per cent which is largely why it didn’t survive the facelift in 2020 and disappeared from showrooms.Right now, you’ll find the bigger online sales sites will be listing a few dozen G30 5 Series cars.

BYD clearly has no plans on settling for second-best.The fast-rising Chinese brand looks set to finish 2026 as the closest rival to Toyota. And now, hot on the heels of announcing the cheapest electric vehicle in the country, it has now added the most-affordable plug-in hybrid, too.The Atto 2 DM-i is the newest addition as the brand looks to expand its range in Australia. In theory it ticks a lot of boxes, too. It gives buyers looking for cheaper running costs a new option. It should appeal to those looking to electrify but not ready for the all-electric switch. And, it’s also just an affordable small SUV, regardless of what’s under the bonnet. So, does it actually tick those boxes?Well, let’s start with the question of value, and the Atto 2 DM-i makes a strong opening statement. There are two models to choose from and both start under $30,000. The Essential kicks off the line-up at just $24,990, before on-road costs, which is cheaper than the Chery 5 hybrid (from $31,990), GWM Haval Jolion hybrid (from $32,990) and is even cheaper than the petrol-powered Hyundai Kona (from $33,700).Even the better-equipped Premium starts at just $29,990, before on-roads, which is an impressive number for a hybrid, let alone a plug-in hybrid. Especially when the Atto 2 EV is priced from an already appealing $31,990 for the Dynamic and $35,990 for the Premium.Despite its modest price the Essential still comes equipped with:360-degree view parking camerasAdaptive cruise controlTraffic sign recognitionForward collision warningRear collision warning Rear cross-traffic alertLED headlights Keyless entry and ignitionFour-speaker sound system10.1-inch multimedia touchscreenWireless Android Auto and Apple Car PlayPremium adds:Vehicle-to-load (V2L)50W wireless smartphone charger12.8-inch multimedia touchscreenEight-speaker sound systemPanoramic sunroofSynthetic leather seatsAmbient lightingObviously the key difference between the Atto 2 models is the powertrain. The DM-i uses a 1.5-litre four-cylinder petrol engine paired with an electric motor that makes a combined 122kW in the Essential and 156kW in the Premium.Both are equipped with BYD’s trademark Blade battery with lithium iron phosphate (LFP) chemistry. The Essential has a 7.85kWh battery that provides 39km of EV range and a claimed fuel economy return of just 1.0L/100km.The Premium gets a much larger 18.03kWh battery, which means a 90km EV range, and a claimed fuel economy figure of 0.7L/100km. Obviously that is a very impressive and attention-grabbing figure but like all plug-in hybrids, the published economy is a best-case-scenario, so don’t expect to see 1.0L/100km or less in the real-world.Our test drive was predominantly on open roads, so it wasn’t representative of what you’ll likely find in a predominantly urban environment, which is where a PHEV shines. So we’ll reserve our judgement on the efficiency of the Atto 2 DM-i until a later date.What our test drive did clearly demonstrate is that the Atto 2 is a well-built car. It may not be particularly quick, but it’s not weak either, comfortably cruising at 80km/h and faster on the open road. It also did a nice job when the going got twisty. Again, measuring it against its mainstream and affordable peers rather than any dynamic benchmark, the Atto 2 DM-i felt solid and predictable on the road. The ride was respectable and soaked up bigger bumpers with relative ease, which is commendable on such an affordable car.One issue this reviewer had whilst driving was the seating position, which reminded me of my 1982 Alfa Romeo Alfasud. By that I mean I wasn’t able to find a comfortable position as the pedals felt too close and I couldn’t get the steering wheel close enough. That may be a specific issue for taller drivers, but driving comfort is important for anyone who tries it on for size.Fortunately there is plenty of space for other things, including a claimed 20 in-cabin storage spots and a new, larger boot. It now measures 425L, which is 45L more than the electric Atto 2. It may be a cheap car, but BYD has included all the safety features you should reasonably expect in any modern car. That includes the previously listed technology including forward and rear collision alert and similar smart safety assists, so BYD should be commended for not cutting corners.However, it must be noted ANCAP has not tested the Atto 2 independently yet.As for its ownership credentials, BYD offers a six-year/150,00km warranty, which is only average in this age of seven years (or more) and unlimited kays coverage from many of the big name brands.

The BYD Shark 6 has rapidly built an ever-growing fanbase in Australia. A new top-shelf variant of the Chinese-built plug-in hybrid electric ute – with more power and torque than before as well as 3500kg towing capacity and improved off-road capability – is here. The Performance has outputs totalling 350kW (up 29kW from the standard Shark 6) and 700Nm (up 50Nm) but is it actually better off-road?

The first-generation Toyota C-HR was popular in Australia, however the second-generation model hasn’t yet lived up to its predecessor when it comes to sales.One of the main reasons is because the current C-HR, which launched in 2023, is considerably more expensive. This is primarily due to it being built in Turkiye, rather than Japan, which in turn attracts import tariffs.The 2026 Toyota C-HR line-up is currently priced as follows:C-HR GXL Hybrid: $46,940C-HR Koba Hybrid: $53,890C-HR GR Sport Hybrid: $58,890All prices are before on-road costsOn test here is the mid-spec Koba Hybrid with the optional two-tone paint and panoramic glass roof ($2700). This brings the as-tested price to $56,590, before on-road costs, or $62,107 drive-away in Victoria.This is a lot of money for a mid-spec, mainstream, small SUV. It’s considerably more expensive than the Hyundai Kona Hybrid, Honda HR-V Hybrid and even the larger and more practical Toyota Corolla Cross.At this price point it's even more expensive than the European Volkswagen T-Roc and is somewhat in line with the larger UK-sourced, hybrid-only Nissan Qashqai.Another reason why the current C-HR is more expensive is because it's hybrid only.In Koba form there is a 1.8-litre hybrid powertrain with a total system output of 103kW. This may sound mediocre, but around town there’s plenty of oomph.The majority of the low-speed driving is handled by the electric motor and it will occasionally dip into EV mode at highway and freeway speeds.Toyota claims the C-HR Koba consumes an average of 4.0L/100km, which is very low. Surprisingly, fuel figures like this are achievable in the real-world too. I saw as low as 3.7L/100km in the city and around 5.5L/100km on the freeway.There is a 43L fuel tank which allows for a theoretical total range of up to 1075km. A minimum of 91 RON regular unleaded petrol is required.While the C-HR is zippy in urban areas, building up speed requires it to engage the petrol engine more. There is enough power to make do, but the engine sound above 80km/h is coarse and unrefined.It’s not helped by the road and tyre noise that enters the cabin at higher speeds. Given the price tag this is disappointing, but many European rivals also suffer the same issue.Even though the hybrid engine’s performance isn’t awe-inspiring, the way the C-HR drives is. It’s built on Toyota’s TNGA-C platform which it shares with the current Corolla and Prius, among others.This small SUV is nimble and fun to drive, even in your everyday commute. There’s an element of the driving experience that is similar to the go kart-feel of a Mini Cooper.Even the suspension is compliant, though the large 19-inch alloy wheels transmit harsher bumps into the cabin. Thankfully as the car is so small, you can typically dodge big potholes.Unlike many new-generation cars, this version of the C-HR is actually 30mm shorter than the original. However, it’s 37mm wider, allowing for more shoulder-to-shoulder passenger space.The exterior design looks sophisticated and upmarket for Toyota, however the flush door handles are a faff to use. Interestingly though, there’s no rear wiper, which is annoying.Inside there is a lovely cockpit feel with all the key touchpoints within easy reach of the driver. The front seats also have a sporty look and hug you in nicely.The second row clearly isn’t the main focus, but compared to the original C-HR it's not as claustrophobic. However, amenities are extremely limited. There’s only a single cupholder on each door. No rear air vents, no centre armrest.There is 388L of boot space with the rear seats upright, which doesn’t sound amazing on paper, but in practice it’s decent.The current Toyota C-HR Koba has a five-star ANCAP safety rating based on testing conducted in 2024.The following safety equipment is standard:10 airbagsAutonomous emergency braking (AEB)Blind-spot monitoringRear cross-traffic alertLane-keep assistAdaptive cruise controlDriver attention monitoringSurround-view cameraFront and rear parking sensorsSemi-autonomous parking assistThe C-HR is covered by a five-year, unlimited-kilometre warranty, and the high-voltage battery is covered for eight years or 160,000km. Servicing at Toyota dealers also allows the driveline and battery warranty to be extended out to seven and 10 years, respectively.Logbook servicing is required every 12 months or 15,000km. The first five services are capped at $275 each, which is competitive for the segment.

The Renault Symbioz is a new, small SUV from the French brand. We drove at its Aussie launch this year, but this is the first time we’ve lived with it for a week and I almost feel sorry for the thing.You see, the Symbioz was sparkling clean, fresh from being built in Valladolid, Spain before landing in the middle of a battlefield of Aussie suburbia with a four-year-old who immediately smudged chocolate in the seat and an 11-year old with more appointments and commitments than a prime minister.The Symbioz that I tested for family friendliness is the entry-grade Techno with the mild hybrid system.It was a long week. Here’s how it went...The Renault Symbioz model range is small in Australia consisting of only two grades. We tested the entry-level Techno mild hybrid, although you can get a full hybrid.The list price of the Symbioz Techno mild hybrid is $36,990 before on-road costs, which is a lot more expensive than some Chinese rivals like the Jaecoo J5 or a Chery Tiggo 4, and a smidge more than the Honda HR-V, Toyota Corolla Cross or Mazda CX-30. It is, however, more affordable than the hybrid-only Nissan Qashqai.The Symbioz Techno is worth the extra money even if the value isn’t as good as a Chinese SUV, because the difference is higher quality fit and finish and a more enjoyable car to drive.Standard features on the Techno include 18-inch alloy wheels, proximity unlocking, push-button start, a 10.4-inch media screen and 10.25-inch digital driver’s display, climate control, Apple CarPlay and Android Auto, plus Google Automated services.The seats are a synthetic fabric and that means chocolate wipes straight off, thankfully.Our test car is fitted with the optional electronic glass roof which turns from transparent to opaque thanks to a dispersed polymer liquid crystal film between the sheets of glass. The beauty of this is that there's no need for a sunshade that could reduce head room. Check out my video here to see it work.Yes, while value isn’t one of the Renault Symbioz’s strengths it does have a lot of compelling attributes.Four attributes stand out as the strengths: the design, quality feel, practicality and the way it drives.I truly believe that the Symbioz is the best-looking small SUV for the price right now. I love the rear design especially with the razor-sharp tail-lights, but the entire vehicle is superbly styled and looks far more expensive than the price tag.The same goes for the interior and not just the design, but the feel of the fabrics and materials, switches and the steering wheel. Many SUVs try to aim for a stylish look, but few achieve the feel. This also goes for the thoughtful layout of this cabin that places everything within reach and where it should be.The practicality of the Symbioz is also outstanding. As a mum to two kids that insist on bringing everything everywhere, a small SUV (it’s 4.4m long) is generally too small for us. But the excellent storage, occupant space and boot, which expands from 460L-592L because the rear row is on rails, has me rethinking that rule. If you’re a family in an urban setting but need all the storage and room that kids and adults require, then seriously consider the Symbioz.The materials are also easy to clean and feel hard wearing, too.Finally, the way the Symbioz drives is so engaging. Yes the 1.3-litre four-cylinder petrol engine has a bit of the dreaded turbo lag and yes the seven-speed dual-clutch transmission can be a little clunky.In a world of fully electric cars with seamless stop and go, this engine and transmission feels a bit antiquated, but the Symbioz is still so enjoyable to pilot in an old-school way.As much as I love EVs for urban duties like the daycare drop off, grocery shopping and after-school sports dashes, I’d missed how fun these little runs can be in something with great handling and steering and a grunty little engine.Well, as mentioned the price is a bit steep, but you’re getting a nicer car for the money than many rivals.Also the warranty is only five-years/unlimited kilometres, which is falling behind many mainstream brands. Servicing is required every 30,000km or 12 months. You can buy a five-year service package for $2700 which is about $540 a visit and that’s expensive compared to a few rivals.And then there’s the fuel consumption. The mild hybrid isn’t as fuel efficient as the full hybrid and because I drove it like a rally queen, I used an average of 10.5L/100km over about 150km of driving.The official fuel consumption is 6.4L/100km but personally I don’t think they were flying this small SUV to school and pre-school to Scouts to Kung Fu to birthday parties and tutoring all with just 15 minutes to get to all of these places. With more moderate urban driving, a lower figure is certainly achievable.Finally, the Symbioz has not been rated by ANCAP, but its Continental equivalent, EuroNCAP only gave it four-out-of-five stars for safety. This was partly because it lacks a front centre airbag and front knee airbags, as well as average occupant protection for the driver.

Alfa's Tonale is a hit overseas, but you wouldn't know it in Australia. Are the latest updates for 2026 enough to reverse its fortunes from just a handful of sales in 2025?

As its name implies, the Junior is a city-sized Alfa Romeo SUV and Ibrida is Italian for hybrid, which reflects this car’s 1.2-litre, three-cylinder turbo-petrol engine working in concert with an electric motor housed in its six-speed dual-clutch auto transmission.But that Junior badge has history on various iterations of the much-admired 105-series Alfa GT coupe that polished the brand’s sporty road and race car cred through the 1960s into the ‘70s.So, is that bloodline strong enough to make an impact on the 21st century Junior? We spent a week behind the wheel to find out.Although it’s classified as a ‘light’ segment SUV, at $46,990, before on-road costs, the Junior Ibrida competes on price with next size up small hybrids like the Hyundai Kona Premium Hybrid ($45,950), Nissan Qashqai ST-L e-Power ($45,850), Renault Symbioz Esprit Alpine ($45,990), Subaru Crosstrek Hybrid S AWD ($47,590) and Toyota Corolla Cross GXL AWD ($44,190), all before on-road costs.When you’re starting to give $50K cost-of-entry a nudge it’s fair to expect a decent basket of standard fruit and included feature highlights for the Junior include:18-inch alloy wheelsLED matrix headlights (plus LED tail-lights and DRLs)Privacy glassLeather-trimmed steering wheelAlloy pedal covers10.25-inch multimedia screen10.25-inch instrument displayWireless Android Auto/Apple CarPlaySix-speaker audio (with digital radio)Climate control air (single-zone)Keyless entry and startPower-adjustable driver’s seatHeated front seatsThat list’s okay rather than outstanding for the money and relative to the competitors mentioned above.In terms of design, a car’s looks are always subjective, but my two bob’s worth on the Junior is… there’s a lot going on.The nose has strong hints of traditional Alfa with the V-shaped grille, angled heritage typeface branding and offset licence plate. But then, the slim, angular LED headlights and DRLs as well as the big egg-crate vents lower down state their case for a more contemporary presentation.You may love it, but to me it looks like at least two styling teams couldn’t resolve their differences.Other signature elements like the ‘teledial’-style wheels are in line with the rest of the current Alfa line-up and the rear is dominated by a horizontal tail-light graphic with a moustache-like droop at either end.    Inside there are more hints of classic Alfa in the dual-hooded shape of the instrument binnacle and racy red highlights through the cloth and synthetic leather seats and ambient lighting.It’s a cozy cabin because at just under 4.2m long, close to 1.8m wide and 1.5m tall with a 2562mm wheelbase there’s no denying the Junior’s diminutive footprint. Up front, the car feels small and rear room is modest even for an SUV of this stature. At 183cm tall, sitting behind the driver’s seat set to my position I’ve got just enough legroom, although headroom is fine.Forget three full-size adults for anything other than short, awkward journeys in the rear. Up to mid-teenage kids will be fine, though.   And when it comes to storage, the front door bins are a decent size with room for medium bottles, there’s a small-ish glove box, a lidded bin between the seats, an extra cavity with adjustable cupholders in front of it and a wireless charging bay ahead of that.  There are USB-C outlets front and back, but the rear space comes up short in terms of practicality. No door pockets, no fold-down armrest, no adjustable air vents and no cupholders. Backseaters have to make do with small map pockets on the back of the front seats. That’s it.Over and above that, the interior feels insubstantial. Push that carefully shaped instrument hood or the front centre console and they instantly shift with an audible creak. The car lacks the solid feel of its key rivals. Other gripes? I’m not a fan of the vertical rear exterior door handles (on any car), the Apple CarPlay proved flaky with occasional disconnects and a stuttery wireless link and the driver’s door armrest feels as solid as a piece of granite.Boot capacity is an impressive 415 litres, expanding to 1250 litres with the 60/40 split-folding rear seat lowered. There are numerous bag hooks and a 12-volt outlet in there and the floor can be set at two levels for extra space or a flat load surface.No spare tyre, though, just a repair/inflator kit which isn’t good enough.This is a mild-hybrid with the 107kW/230Nm turbo-petrol triple doing the heavy lifting and the 21kW electric motor, powered by a 48-volt lithium-ion battery, playing a supporting role, particularly at slow speeds.The small-capacity engine uses a Miller combustion cycle which effectively shortens the compression stroke relative to the expansion stroke in the name of optimal fuel efficiency.Its official combined cycle (urban/extra-urban) economy figure is a thrifty 4.1L/100km but over a week of city, suburban and some freeway running we saw a real-world average of 5.9L/100km.A sub-6.0L/100km result is still easy on the bank balance but beware you pay a price in terms of driveability.This powertrain is unrefined relative to the competition. The car feels on edge, with stilted throttle response and the dual-clutch transmission lacks polish. Even the stop-start function is rough. There’s enough oomph. Claimed 0-100km/h acceleration time is a reasonably rapid 8.9 seconds, there are ‘DNA’ drive modes and the Junior is well balanced in cornering with accurate steering and good road feel. But it’s not a particularly relaxed drive.The Junior boasts a full suite of advanced driver assistance systems (ADAS) tech and none of the assists, monitors or alerts are overly intrusive, although the speed sign recognition was regularly misfiring, including a 40km/h advisory on the deck of the Sydney Harbour Bridge. Back of a bus, perhaps?Six airbags are onboard, the Junior missing out on the increasingly common front centre bag. Alfa covers the Junior with a five-year, unlimited kilometre warranty with roadside assist included for the duration. Servicing is every 12 months/15,000km with each workshop visit averaging just under $670 over the first five years. Not the worst, not the best.   And it’s worth noting there are only eight primary Alfa dealerships and 18 service centres across Australia.

Forthing is yet another new Chinese brand that has officially arrived Down Under. It's being imported by Ateco Automotive which also sells Renault, Ram and LDV in Australia. Forthing's first model in Australia is the Taikon 5, which is a mid-size SUV available in both electric and range-extender hybrid guises. Does it have enough pull to draw your attention away from a BYD, Chery or Geely?

Toyota's LandCruiser has gone electric! Not quite. But it has joined the ranks of the new wave of hybrid vehicles with a powertrain that combines a 3.5-litre twin-turbo V6 petrol engine and an electric motor. The 'i-Force Max' set-up, from the Tundra, produces substantial increases in power (up 114kW) and torque (up 90Nm), but is this Cruiser better off-road than its turbo-diesel stablemate?

Renault has updated the Arkana, introducing a mild-hybrid set up for its small SUV. With a lot of its rivals now sporting full hybrid systems, is this a case of 'too little, too late'?