Sedan Reviews

The 2026 Polestar 5 Performance is the top-spec version of this new flagship electric grand tourer (GT) in Australia. It’s priced from $193,000, before on-road costs in Australia. While this isn’t a small amount, it’s around $65,000 less than the Porsche Taycan GTS, which offers comparable levels of performance. Power comes from a dual-motor all-wheel-drive set-up with outlandish total system outputs of 650kW and 1015Nm. The 0-100km/h sprint is claimed to take just 3.2 seconds. The electric motors are fed by a sizeable 112kWh lithium-ion battery pack, which allows for up to 565km of WLTP-claimed range. Thanks to an 800V electrical architecture, peak DC fast-charging is available at rates up to 350kW, whereas AC charging is offered at rates up to 11kW. Standard equipment includes the following: Gold exterior and interior highlights 21-inch forged alloy wheels MagneRide adaptive dampers Matrix LED headlights Brembo brakes Panoramic glass sunroof 4+1 seating configuration 9.0-inch digital instrument cluster 14.5-inch touchscreen multimedia system Google Built-in and Google Gemini Wireless Apple CarPlay and Android Auto Head-up display 21-speaker Bowers & Wilkins sound system Digital rear-view mirror Microsuede headliner 'MicroTech' upholstery made from recycled materials 12-way power-adjustable front seats Heated front seats Heated rear seats Heated steering wheel Even though this is a lot of standard equipment, if you want genuine Nappa leather, you’ll need to fork out an additional $12,000. Like many luxury cars, there are a series of other cosmetic-related optional extras too which further inflate the price. The Polestar 5 hasn’t been crash tested by ANCAP or EuroNCAP yet and is therefore unrated. However, a full suite of safety kit comes as standard across the line-up. This includes the following: Eight airbags Autonomous emergency braking (AEB) Blind-spot monitoring Rear cross-traffic alert Lane-keep assist Lane-change assist Adaptive cruise control Driver attention monitoring Intelligent speed-limit assist Front, side and rear parking sensors Surround-view camera The Polestar 5 is covered by a five-year, unlimited-kilometre warranty, whereas the high-voltage battery is covered for eight years or 160,00km. This is fairly standard for premium brands. Every Polestar 5 comes with five years of roadside assistance and logbook servicing is required every 24 months or 30,000km. At this stage Polestar hasn’t announced servicing pricing for the Polestar 5.

The 2026 Polestar 5 Dual motor is the entry-level version of this flagship electric grand tourer (GT) in Australia. It’s priced from $171,000, before on-road costs. This is around $10,000 less than the entry-level Porsche Taycan, which is notably rear-wheel drive only. Power comes from a dual-motor all-wheel-drive set-up with healthy total system outputs of 550kW and 812Nm. It’s enough to send this car from 0-100km/h in 3.9 seconds. The electric motors are fed by a sizeable 112kWh lithium-ion battery pack, which allows for a WLTP-claimed range of up to 670km. Thanks to its 800V electrical architecture, peak DC fast-charging is available at rates up to 350kW, whereas AC charging is only offered at rates up to 11kW. Standard equipment includes the following: 4+1 seating configuration Matrix LED headlights Brembo brakes Panoramic glass sunroof 9.0-inch digital instrument cluster 14.5-inch touchscreen multimedia system Google Built-in and Google Gemini Wireless Apple CarPlay and Android Auto Head-up display 10-speaker sound system Digital rear-view mirror 'MicroTech' upholstery made from recycled materials 12-way power-adjustable front seats Heated front seats Heated rear seats Heated steering wheel Even though this is a lot of standard equipment, if you want genuine Nappa leather, you’ll need to fork out an additional $12,000. Like many luxury cars, there are a series of other cosmetic optional extras that further inflate the price. The Polestar 5 hasn’t been crash tested by ANCAP or EuroNCAP yet and is therefore unrated. However, a full suite of safety kit comes as standard across the line-up. This includes the following: Eight airbags Autonomous emergency braking (AEB) Blind-spot monitoring Rear cross-traffic alert Lane-keep assist Lane-change assist Adaptive cruise control Driver attention monitoring Intelligent speed-limit assist Front, side and rear parking sensors Surround-view camera The Polestar 5 is covered by a five-year, unlimited-kilometre warranty, whereas the high-voltage battery is covered for eight years or 160,00km. This is fairly standard for premium brands. Every Polestar 5 comes with five years of roadside assistance and logbook servicing is required every 24 months or 30,000km. At this stage Polestar hasn’t announced servicing pricing for the Polestar 5.

The Porsche Taycan officially has hot competition in the form of the Polestar 5 electric grand tourer. Essentially a concept car come to life, read on to see how it performs on Aussie roads.

The Lexus ES has come a long way and the latest eighth-generation version is the most advanced and diverse yet. Lexus launched the electric version a few months back and now the petrol-electric hybrid has arrived. A favourite of airport limo operators, the 2026 ES hybrid is expected to attract a similar clientele while also appealing to private buyers that aren’t ready for full electric power. My esteemed colleague Byron Mathioudakis already covered the ES EV in detail in July so check out the review for his deep dive on design, ownership and safety. I’m focusing on the ES300h for this review. One quick note on design - the new ES is a stunner. Easily the best looking Lexus sedan in years, it gets a lot of attention from curious admirers. The ES EV is offered in Sports Luxury spec with either front- or all-wheel drive, but the hybrid is offered solely in front-wheel drive Luxury guise. It’s $75,000, before on-road costs, which is only $2000 less than a FWD Sports Luxury EV. Given the extra spec and smooth electric powertrain, I’m not sure why you wouldn’t just pay the extra $2.0K and opt for the EV. Unless you have a serious aversion to battery electric vehicles. The new hybrid is $9460 pricier than the previous-generation ES300h Luxury ($65,540), which is a significant jump, however it is a vastly different car with next-gen tech and an uptick in luxury and standard features. There are few direct rivals for the big hybrid Lexus, but as an alternative you could look at a plug-in hybrid like the Audi A5 e-hybrid ($89,900) or Mercedes-Benz C350e (from $98,200) but nothing else in its class has the rear-seat space (more on that later) or standard gear. A size up is the Genesis G80 2.5T but that’s $104,128. That $75,000 starts to look pretty good against its premium rivals. Standard gear in the ES300h Luxury includes: 19-inch alloy wheels Auto-levelling LED headlights Acoustic windscreen glass Synthetic leather upholstery (in black, white or hazel) Panoramic roof with power sunshade Auto-dimming rear-view mirror Heated front seats and steering wheel Eight-way power front seat adjustment 14-inch multimedia touchscreen with embedded sat-nav Apple CarPlay and Android Auto 12.3-inch digital instrument cluster Five USB-C ports 10-speaker audio The example I’m testing comes with the $7000 Enhancement Pack, bringing the price to $82,000. That pack includes: Auto-dimming driver’s side exterior mirror Electronic rear-view mirror Ambient lighting Head-up display Ventilated front seats Power adjust lumbar on passenger seat Driver’s seat slide with memory function Panoramic view monitor Intelligent park assist 17-speaker Mark Levinson audio system Wireless charging Digital key Again, I won’t go into too much detail on cabin design, but there is no doubt this is a premium car. The intricate Japanese-inspired pattern of the door inserts is a highlight. The steering wheel is another highlight. It’s sporty, not overly thick, smallish, beautiful material. One of the best I’ve seen in years. The front seats are comfortable, as you’d expect from a Lexus ES. They’re not overly supportive but offer enough bolstering for a car like this. Byron isn’t a fan of the ‘hidden’ controls for cruise and phone functions on the steering wheel or climate under the screen that appear illuminated when you hover near them, but I don’t mind it. You can turn them on all the time in settings. For details on multimedia, storage and more, check out Byron’s review. That extra ride height makes getting in and out of the Lexus ES easy, which is a positive, especially given the more mature average age of a Lexus buyer. Slotting into the second row behind my 183cm (six-foot) driving position, it’s clear what the Lexus ES is built for. There is so much legroom it’s almost ridiculous. This is the sort of space you’d get in a BMW 7 Series or Mercedes S-Class. It is the ideal business class airport transfer car. Headroom is also ample and there’s plenty of space across the bench. There is a smaller transmission tunnel, but because the two outboard seats are bucketed, the middle seat is set higher up and feels like an afterthought. Use only in emergencies. Those rear seats with high-grade synthetic leather are incredibly comfortable and easy to sink into, while still offering support. This really would be a lovely place to spend a few hours. A wide centre fold-down armrest oddly doesn’t have cupholders, instead it includes a rubber pad for holding your phone. The rear-row seatback is fixed so you can’t fold it down for extra storage in the incredibly long boot, which swallows 493 litres. No spare wheel is offered, just a useless tyre repair kit. The new Lexus rides on Toyota Motor Corporation’s TNGA-K architecture, albeit a heavily revised version compared to the old ES. The hybrid powertrain is a 2.5-litre Atkinson cycle four-cylinder petrol engine with a front permanent magnet synchronous motor, driving the front wheels via an electronic continuously variable transmission (CVT). The Atkinson combustion cycle effectively shortens the engine's compression stroke relative to the expansion stroke in the name of optimal fuel efficiency. Power is rated at 144kW - up from 131kW in the old car - but Lexus doesn’t provide torque figures for its hybrids. Fuel use is 4.5 litres per 100km on the combined cycle and CO2 emissions are 103g/km. I saw urban figures ranging roughly from the official claim to the low fives across the week. Full disclosure - I haven’t driven the electric ES, but Byron spoke highly of the EV’s on-road performance in his review. He briefly drove this hybrid and for his money, he’d pick the EV. I spent a bit of time behind the wheel of the previous generation ES and it was perfectly fine to drive - pleasant, quiet, inoffensive but somewhat forgettable. Lexus has upped the ante with the new ES when it comes to how it drives, but it’s not all sunshine and roses. Firstly, it sits quite high on the road for a sedan. I was sitting as high up as the drivers of some mid-size SUVs I passed. So, if you’re considering an SUV over a sedan because of ride height, the ES has you covered. The ES hybrid is responsive enough without being blisteringly fast in Normal mode. When you floor the accelerator, the petrol engine feels like it’s working hard. It doesn’t sound too unpleasant, but drones a little. Sport mode gives it a bit more bark and it feels quicker. At lower speeds the brakes have that hybrid sponginess to them but an 80km/h emergency brake test proved they’re strong when needed. Steering lacks a bit of engagement but it’s still direct. The ride is a little floaty, particularly on undulating roads. The hybrid lacks the adaptive dampers of the EV. It handles potholes well, and there are a lot around Melbourne right now. The Michelin 235/55 R19 tyres with high sidewalls help to soak up those bumps. Tyre noise creeps in only on the coarsest of road surfaces, but otherwise it's a well insulated, hushed cabin experience. The ES shines in urban settings and on freeways. I suspect it would be a dream on a long-distance road trip. But it’s no performance sedan. Sadly Lexus doesn’t have one of those after the demise of the IS. The ES undoubtedly feels like a premium car on the road, but it’s less convincing when pushed on twistier roads at higher speeds. But arguably, that’s not the point of this car. It has a big turning circle, not surprising given the 5145mm length and near three-metre wheelbase. You will notice its size in tighter urban streets. When it comes to safety and driver aids, the driver distraction warning is the only slightly annoying feature, but can be turned off in settings. All other functions like lane keeping only intervene when necessary. It’s a smooth and unobtrusive set-up.

I don’t think I’ve ever been able to say this about a car before, but I can pretty much guarantee that at some point in the not-too-distant future, you will find yourself sitting in this new Tesla Model 3, whether you want to or not. Just not necessarily in the driver’s seat. This is the Tesla Model 3 Rear-Wheel Drive, the brand’s newest model and one that arrived after the existing range was stamped with a new 'Premium' tag, opening the door for this entry-level model to sit below. Tesla says this is what its version of affordability looks like, and that it expects this model to be a runaway hit with rideshare drivers – which is why you’ll definitely be sitting in one at some point – given it undercuts even its Chinese competition with a sharp $45,900 price tag, before on-road costs. For the record, the next cheapest model in the Tesla family is the Model 3 Premium, which starts $9.0K above this model, at $54,900. That is a sizeable saving. And it’s cheaper than the BYD Seal Dynamic ($49,888), Kia EV4 ($50,040) and Mazda 6e ($49,990). Before we get to all the driving stuff, let’s cover just how Tesla was able to shave the better part of 10 grand off its cheapest model, especially given — from the outside, at least — this still very much looks like a Model 3. Step one is the tyres, with the Hankooks or Michelins usually preferred by Tesla swapped out for cheaper Giti rubber, which comes from China. The 18-inch wheels themselves now wear new black aero covers. But that’s the only sizeable change outside, with the Model 3 still sporting a glass roof and LED lighting. Inside, though, the changes are more noticeable. The seats front and back are now mostly cloth (though they’re still heated up front), and the screen for rear-seat riders has been deleted. There are no floor mats included, and the door trims are a harder plastic. There’s also no cabin ambient interior lighting, with interior lights confined to the footwell, and there are now only seven speakers. Perhaps the weirdest delete, though, is the electric seat controls, which are usually knobs attached to the lower left- or right-hand side of each front seat. The seats are still electric, only now they’re controlled through the central screen. Deleting the plastic knobs must have saved Tesla about 80 cents. But it all adds up, I guess. Like other Teslas, there’s a five-year unlimited-kilometre warranty on the vehicle itself, while the battery is covered for eight years or 160,000km. And Tesla has joined the V2L (Vehicle-to-Load) party with what the brand calls Power Share, which means you can plug in to the vehicle’s battery to run or power up your devices. You will need an adaptor, though. Finally, it also shares the rest of the range’s maximum five-star ANCAP rating. Would you pay $9.0K for better seats, more speakers, more interior lighting and a rear screen for the kids? I know I wouldn’t. Tesla is annoyingly mysterious when it comes to the technical specification of its vehicles. I don’t know of any other brands that will take your money but won’t tell you what you’re actually buying. But there is some crucial stuff we do know. This Model 3 will travel an impressive 572km between charges, and will reportedly clip 100km in 6.2 seconds on its way to a licence-shredding top speed of 201km/h. That’s more than 50km in extra range than you get in the more expensive Premium version, but down on the huge 750km range offered in the Model 3 Long Range. Apart from that, we think it's single electric motor makes up to 208kW, and that the battery on board is a 63kWh Lithium-Ferro-Phosphate (LFP) unit. Charging is thought to be up to 130kW DC. Like the new Model Y, Tesla has largely fixed the annoyances that plagued earlier versions of the Model 3, namely too-sharp steering and a too-harsh ride. But before we get to that, there is something refreshingly seamless about the way this Model 3 operates. Not all of its tech is unique, but the way it operates without making you want to strangle whoever designed it increasingly is. Lots of brands offer mobile-phone keys and get-in-and-go access, for example, but Tesla’s is seamless. The credit-card key access is clunky — often requiring several goes on the sensor before the door unlocks — but approach with your phone in your pocket and you’re in and moving without any delay. I’m even getting used to the digital gear selector, which now lives on the 16-inch central screen. You swipe forwards for Drive, backwards for Reverse, and tap for Park, but the Model 3 can also predict the gear you need based on your steering inputs. So, if you’re reversing with the wheel locked left, for example, then turn the wheel to the right, it assumes you want to move forwards and will automatically select Drive for you. I hated it at first, but now it’s weirdly intuitive. Less helpful is having to access the screen to activate everyday driving functions like with windscreen wipers. A minimalist interior is fine, but not if it makes the drive experience more annoying. Elsewhere, though, the Model 3 is easy and familiar. The steering is direct but doesn’t feel darty or overreactive, and the ride on its 18-inch alloy wheels is pretty good on all but the dodgiest of Sydney road surfaces. You never feel like you’re sitting on top of, rather than in, the Model 3, which is a good thing. Nor does the damping give you that kind of soft, bouncy and busy ride you can find in some newcomer EVs. That is, of course, if you choose to drive it at all. This cheapest of Model 3s can be had with Tesla’s Full Self-Driving (Supervised) for an extra $149 per month. This is the new V14 version, too, which is the first that I’ve really liked.  Whether this is the Model 3 for you or not all boils down to how much you enjoy the finer things in life. But buy it or not, you will be riding in one at some point. I can see Australia's ride-share fleet booming with these cut-price EVs in the very near future.

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.

Audi’s A8 is the third member of the big German luxury sedan crew, sharing marketplace space with the BMW 7 Series and Mercedes-Benz S-Class. It boasts the same sharply-cut-suit looks as its peers but, in some ways, is the more technically advanced car. Somehow, however, it was never as popular as the other big Germans. Which is not to say it isn’t worth looking at now. Code-named the 4H series in Audi-speak, the 2010 A8 was available in long- and short-wheelbase forms and with a choice of either a 3.0-litre V6 turbo-diesel with 184kW or a 4.2 litre petrol V8 with 273kW. Just for something left field, Audi also offered a 4.1-litre twin-turbo diesel V8 with 258kW but a stonking 800Nm of torque. All variants used an eight-speed automatic and the A8 was all-wheel drive, which is something its major competitors didn’t have. The car was facelifted for the 2014 model year at which point the magnificent petrol V8 was dropped from the line-up and two revised turbo-diesels appeared. The first was a V6 with 190kW and the other a V8 with 283kW and now 850Nm. The latter was available only as a short-wheelbase car. Standard equipment levels and inbuilt safety were major features of the big Audi and it remains an impressive car to drive and look at. The A8’s other big selling point was its aluminium chassis which helped offset some of the mass of the 'quattro' all-wheel drive system. The A8 is a lovely car to ride in and a decent thing to drive as well. It was set up with comfort in mind, but the quattro all-wheel drive system also lends an added margin of safety in terms of grip in slippery conditions. If anything, though, it lacks the imposing visuals of the BMW 7 Series or Mercedes-Benz S-Class, and from some angles, looks like an enlarged A4 or A6. The interior is pure Audi, which is another way of saying excellent. Because new tech – including safety gear – is usually first seen in the high-spec models from each carmaker, the A8 hit the market as a very safe car for the time. Even now, it boasts some equipment that is still optional on cheaper brand-new cars. Sophisticated cars often wind up with sophisticated problems later in life. The Audi is not perfect in this regard, but it is well made and used quality materials. The fundamentals are good although, like any car, poor maintenance and servicing will show up eventually. And when repairs are needed on a high-end car like this, they won’t be cheap. The first thing to look for in an A8 is any evidence or history of crash damage. That’s because the aluminium chassis and body is difficult to repair properly and requires a specialist workshop to get it right. Even the factory used specialist techniques to build the cars and a lot of the bodywork and panel alignment was somewhat hand-finished. So a close check of the frame and underbody is a must. The A8 was also caught up in the Volkswagen family’s shameful 'Dieselgate' scandal where many brands and models were fitted with devices and software designed to trick the official fuel consumption test for a better number than the car could actually achieve in the real world. The V6-powered A8s were part of this and should, by now, have been returned to Audi for a software update to negate this 'cheat'. On 4.2-litre petrol V8 variants, some owners have reported a problem with carbon build-up on the intake valves. This is due to the direct-injection system where fuel is sprayed directly into the combustion chambers rather than across the back of the intake valve. As such, the valves don’t get washed clean and carbon can build up, affecting performance. To be perfectly fair, this is not an Audi-specific problem and can affect many engines using direct-injection. The A8 hasn’t had too bad a run with safety recalls, but that’s not to say there haven’t been some recalls over the years this generation A8 was on sale. Recalls for the A8 have included problems with the glass sunroof suddenly shattering, transmission oil leaks, power steering leaks in V8 models, engine-bay seals leaking, a potential for incorrect deployment of both front airbags and seat-belt pretensioners and another to check on the oil supply to the engine’s turbochargers. You can find the full details on these recalls by visiting: https://www.vehiclerecalls.gov.au/ . There’s no specific year to avoid here, but the one A8 we’d be very wary of would be an ex-hotel limousine. Flash Aussie hotels often used big German sedans for this task, so take a close look at the rear seat (which will be as worn as the driver’s seat in a hotel limo) and the rear bumper which could be scratched from having a million suitcases dragged over it. The mileage is also likely to be higher than the average A8 thanks to a lifetime of slogging between the city and airport and sitting in traffic in between. And, obviously, any big, sophisticated car like this must have a complete and up to date service history or you could be buying all sorts of trouble down the track. Aside from those ex-hotel limos we were talking about, the A8 doesn’t seem to rack up huge mileages. So, an example with less than 200,000km showing and a clean service history should be able to offer plenty of life for the next owner. Even with its all-wheel drive and aluminium structure, the A8 was hardly a sporty car in an overall sense. So why not make the most of the luxury on tap and find a long-wheelbase version which will also accommodate lanky teenagers in the back much better. And the all-wheel drive will be a great safety bonus when those same kids start learning to drive. While the turbo-diesels have the potential to be very frugal, the Audi 4.2-litre petrol V8 remains one of the sweetest, most sonorous production V8s ever made. So that’s the one we’d go shopping for. There’s a rule in the luxury car market when it comes to second-hand examples. And that’s called the Funnel Effect. Fundamentally, it suggests that while there are enough captains of industry to lease luxury cars brand-new, there aren’t enough private buyers willing to spend that sort of money for a second-hand one. And that’s when trade-in values plummet. The Audi A8 is far from immune to this. Which means there are some great buys out there for a fraction of the cost of the walk-up price when the cars were brand-new. You’ll find decent 4H A8s out there now for $20,000 or so, and they won’t necessarily have huge mileages on board. Pony up to about $30,000 and you are in the realm of some seriously good second-hand A8s. Many of the A8’s driveline components are shared with other high-end Volkswagen Group makes and models, so even though the A8 itself was a fairly niche model, there’s plenty of knowledge and parts available. The Audi brand is also popular with enthusiast motorists, too, so there’s a big online community offering support and parts supply. You need to bear in mind, also, that the Audi is a large, heavy, relatively powerful vehicle so it will consume its fair share of tyres and brake pads and this needs to be factored into annual running costs.

This year has thrown up two unforeseen events: the mainstream acceptance of electric vehicles (EVs) and the return of the sedan. Perfect timing, then, for the new Mercedes-Benz CLA electric. But, can the world’s oldest car company run with hip young things like the Polestar 2, Tesla Model 3 and BMW i4? And is this the Mercedes of compact EV sedans? The price leap going electric in this third-gen CLA four-door coupe is another surprise. Starting from $72,200 (all prices are before on-road costs), the CLA200 electric’s premium is a reasonable $5700 over the entry-level CLA180 petrol-electric hybrid version, and just $4000 more than the CLA200 hybrid equivalent. Now, most essentials are standard, with the following being standouts: a 14-inch central touchscreen and 10.25-inch driver display combo dubbed MBUX Superscreen a fixed glass roof a heat pump for efficiency enhancing climate control Google Maps with AI virtual assistant including car-to-X traffic communication for driving hazards alerts a 360-degree camera with parking assist artificial leather and suede-clad heated/powered front AMG sports seats with memory settings AMG 18-inch alloys and body kit Then there’s the CLA350 4Matic Electric from $91,300, adding an electric motor up front for all-wheel drive, an 85kWh – rather than 58kWh – battery for longer range, faster charging and 19-inch wheels. But we recommend the Premium Package ($1800 in the CLA200/$2340 in the CLA350) for worthwhile kit like: head-up display adaptive headlights keyless entry an orchestral audio upgrade a third, also 14-inch screen ahead of the front passenger Speaking of which, compared to its Chinese-sourced Polestar 2 and Tesla Model 3 rivals, the German CLA does cost more, but Mercedes has been making cars for 140 years, not 14 years, and there’s some very advanced EV engineering going on underneath that pretty body. Distinctively Mercedes, the Ford AU Falcon force is still strong with this CLA. But thanks to the Stuttgart brand’s box-fresh MMA electric-first 800-volt platform, it matures as well as grows in every dimension, including in height and wheelbase, while super-slippery, aero-enhancing details promise to boost efficiency. The CLA’s interior aesthetics are dominated by the MBUX Superscreen slab that, with the Premium Package, is lit like a Christmas tree fever dream. Yet, when switched off and blacked out, one onlooker reckoned the dash is reminiscent of a Holden LH Torana’s. Iconic Aussie influences abound! Luckily everything including ambient lighting is configurable. Getting in and out is tight – a reminder that the CLA is essentially a four-door coupe. Once inside, though, the front seat area is amply spacious, including for heads, and there’s a lot to like, including the logical and slick operation of Mercedes’ latest, AI-enhanced multimedia system. Brilliantly supportive seats, a superb driving position, beautifully crafted textures and abundant storage also make this CLA appealing. The cheapness of old is gone, though the plastics below knee level feel disappointingly hard and hollow. And while we’re whining, the loss of buttons for the touchscreen-sited climate system, no overhead grab handles, cost-cutting absence of rear window switches for the driver (what is this, a Skoda?), and missing glass roof blockout are fixes for the facelift. On the flip side, that vast ceiling sky vista makes an already roomier rear seat feel even airier, while most expected comfort amenities are present. Further back, the boot is OK, though smaller than before at 405 litres and there’s no spare wheel. Boo. There’s also a 101L frunk up front – a first for a Mercedes. That’s because the CLA electric’s MMA platform diverges from its front-drive/transverse ICE counterparts by being rear-wheel drive (RWD) biased. This means the main, 165kW/335Nm permanently excited synchronous traction motor is located out back, sending drive to the rear wheels via a two-speed e-transmission. In the CLA200, the 0-100km/h takes 7.5 seconds, while a second electric motor up front in the CLA350 4Matic makes for a combined 260kW/515Nm, slashing sprint time down to a rousing 4.9s. And the EV changes don’t stop there, either, making the electric versions drive unlike any CLA that have come before. With its strong and linear power delivery, both CLA electrics step off the line rapidly, and glide along smoothly with a newfound sophistication and control, aided by a new multi-link rear suspension set-up and stiff architecture that, incredibly, relies on passive – rather than the ICE variant’s available active – dampers. This results in a ride suppleness alien to older CLAs and other modern smaller Benzes. Better still, over the warm dry roads of the Queensland hinterland as tested, the CLA200e has evolved athletically, brandishing a RWD attitude that allows it to seek out curves with a handling joy we’d frankly never have anticipated in this series. Balanced, fluid and confident. The CLA350 4Matic feels even more agile, and is stirringly quick point-to-point if you’re up for some fun. Just lovely. Some drivers might ask for more steering weight at lower speeds, but otherwise the connected dynamics, isolating refinement and advanced driver-assistance systems (ADAS) tech tuning are outstanding, and worth the three-pointed star premium alone. You can also thank the CLA’s aero prowess for providing impressive efficiency, with both electrics sitting underneath the already decent 14.4kWh/100km (CLA200) and 14.9kWh/100km (CLA350 4Matic) official consumption averages, dipping well below 13kWh at one stage, despite being driven enthusiastically over rural back roads. That MMA 800V ultra-fast charging capability is a bonus, as is the standard 22kW AC charging set-up. EuroNCAP have awarded the latest CLA range a five-star gong, with a similar ANCAP rating expected, too. Mercedes’ obsession with pushing safety tech is undeniable, with all ADAS autonomous emergency brake (AEB) and lane-support systems present. On the airbag front, a front centre item is fitted, taking that total to eight. However, Mercedes’ five-year/unlimited kilometre warranty is nothing but average nowadays. Service intervals are every 12 months or 25,000km, and only pre-paid servicing in three-year ($2455), four-year ($3620) and five-year ($4295) blocks are available.

The 2026 BYD Seal 6, not to be confused with the electric Seal sedan launched earlier this decade, is a plug-in hybrid rival to the Toyota Camry with a competitive price and a long driving range. The Seal 6 comes either as a sedan in Essential grade, or as a wagon (Touring) in Premium grade. The Essential starts from $34,990, making it cheaper than its medium sedan rivals and most plug-in hybrids on the market. The base sedan comes with a decent amount of standard kit: Wireless phone mirroring Synthetic leather upholstery Power-adjustable front seats 12.8-inch multimedia touchscreen It’s powered by a hybrid system consisting of a 1.5-litre, four-cylinder petrol engine that helps an electric motor drive the front wheels, drawing power from a 10kWh battery to deliver 130kW and 210Nm in total. The battery provides enough juice for 55km of electric driving under WLTP conditions, though with its 65L fuel tank and either 1.1L/100km fuel consumption with a charged battery or 3.6L/100km with a run-down battery, BYD says the Seal 6 can top 1000km on a single tank and full battery. The BYD Seal 6 boasts a five-star ANCAP rating, with seven airbags and a safety suite including adaptive cruise control with forward collision warning and automatic braking intervention. BYD has a six-year/150,000km warranty, plus an eight-year/160,000km warranty for the battery. Servicing is every 20,000km or 12 months, with the first five services totalling $2775, an average of $555 a visit.

The 2026 BYD Seal 6 has arrived, and not just at a lower starting price with a more electrified plug-in hybrid drivetrain, but with a wagon option, too. In fact, the Seal 6 Touring Premium wagon is the halo variant of the Seal 6 range, and its price matches the Camry’s entry-grade. Should Toyota be worried? We attend the Australian launch of the Seal 6 Touring to find out.