Skoda S110 Reviews

The all-electric Skoda Peaq won't land in Australia until early 2028, when we think it will be priced from around $80,000 for the base version and stretch to around $90,000 for the models with the large battery. That means the big three-row SUV should go up against the more expensive Hyundai Ioniq 9 (from $119,750) and Kia EV9 (from $97,000), as well as the much pricier Volvo EX90 (from $124,990), but it could face a threat from the mid-size Mercedes-Benz GLB Electric (from $74,990). Sadly, even with its late arrival, the all-new Peaq narrowly misses out on the Volkswagen Group's next-generation EV technology that isn't due to land until 2029, with Skoda hoping its combination of smart looks, high-quality, practical and versatile cabin, plus a smooth, comfortable drive will address that deficit. From launch, the Skoda Peaq comes with three different powertrains – the rear-wheel drive Peaq 60 and Peaq 90 and an all-wheel drive Peaq 90x. The entry Peaq 60 is powered by a 59kWh (useable) Nickel Manganese Cobalt (NMC) chemistry battery that is combined with a single rear-mounted motor that produces 150kW and 350Nm of torque. Off the line, the most affordable Skoda SUV takes 8.5 seconds to reach 100km/h from standstill. Towing is limited to 1800kg. Choose the middle-rung Peaq 90 and you bag a much bigger 86kWh battery pack and a beefier rear motor that pumps out 210kW/545Nm for a brisker 7.1 second 0-100km/h, although its towing capacity remains unchanged. To tug up to 2000kg, you'll need the all-wheel drive Peaq 90x that boasts an additional e-motor that drives the front wheels and ramps up power to 220kW. A combined torque output hasn't been disclosed, but with all four driven wheels, the 0-100km/h dash falls to 6.8 seconds. To provide some context, the entry rear-drive Kia EV9 takes around 8.2 seconds to sprint to 0-100km/h, but the dual-motor versions are much quicker than the Skoda, taking between 4.5-6.0 seconds to hit the same benchmark, depending on the version. The Korean can tow up to 2500kg. Not only does the Skoda Peaq adopt the brand's latest Modern Solid design language that draws styling cues from the well-received Vision 7S concept, but the new Tech Deck snout, smooth surfacing and aerodynamic tricks above and beneath the bonnet have slashed the drag coefficient to around 0.25Cd. This sees the Peaq 60 capable of averaging a respectable 14.7kWh/100km, although its modest 59kWh battery size and sheer weight mean its claimed WLTP-verified range is still limited to just 459km. A better match for many will be splashing out on the Peaq 90 which, with the 86kWh battery, still manages to return a claimed 15kWh/100km, which allows it to travel up to 649km before it needs plugging in. Choose the four-wheel drive Peaq 90X flagship and the quickest Skoda SUV still returns 15.8kWh/100km for a 613km claimed range. All of those figures are better than a Kia EV9, with the rear-drive entry model only able to cover 449km, while the longest range all-wheel drive models can only drive up to 512km. The Skoda Peaq is based on a heavily upgraded version of the Volkswagen Group's MEB platform that was first rolled out on the VW ID.3 back in 2019, so it has to make do with lowly 400-volt electrics that limit charging speeds, compared to the 800-volt electrics that come with the Hyundai Ioniq 9 and Kia EV9. That explains why, while a Kia EV9 can be topped up at between 210kW and 220kW, the Peaq 60 can only handle a charge of up to 160kW for a 27-minute 10 to 80 per cent charge. A Peaq 90 sees that rate increase to around 199kW, but the bigger battery sees top-up times increase to 28 minutes. Those wait times could seem less competitive with the arrival of a new Chinese seven-seater that will normally boast peak charging well beyond 350kW, for a top-up of comfortably less than 20 minutes. With its standard 11kW AC charger (a 22kW AC charger isn't available) a 0 to 100 per cent top-up takes six hours 30 minutes for the Peaq 60 and around nine hours for the Peaq 90. As you might hope, the new Skoda Peaq offers plenty of space inside for a large family. After all, it measures in at 4874mm long, 1865mm wide and stands 1664mm tall with a generous 2965mm wheelbase, designers have been able to maximise the space within. Even though it's aimed at the Hyundai Ioniq 9 or Kia EV9 rivals, both of those cars are larger still (5010mm, 1980mm, 1750mm). That explains why the third row in the Skoda is more suited to kids, rather than adults, but space can be made by sliding the second row forward. Luggage space with all seats in place is limited to around 299 litres - which probably isn't enough for most families of five, but stow the third row and its luggage-carrying capacity rockets to a plentiful 935 litres. Up front, there's even a decent 37-litre frunk that can store cables and the rear parcel shelf when not in use. Designed with families in mind, the rear doors open wide, there's loads of leg- and headroom in the second row, tri-zone climate control and lots of vents. ISOFIX mounting points are limited to the two outer pews and the front passenger seat. In the front row, the Peaq feels made up of premium materials, while the dash comes with a large 13.6-inch portrait-mounted multimedia display that runs a new Android-based software. Ahead of the driver is a 10.25-inch digital instrument cluster that's clear, with all the tech easy to use. There is even three big paddles that act as shortcuts for climate controls, proper buttons on the steering wheel and a large roller for the volume that could all be operated while wearing oven mitts, aiding the ease of use for even the most ham-fisted on the move. As well as loads of cubbyholes, we love the pair of illuminated Qi2 magnetic wireless phone chargers that handily secure your phone when charging. The Skoda Peaq is perfectly judged for its family wagon role. Even with the least powerful Peaq 60 powertrain, there's enough torque to shrug off the kerb weight that hovers around 2200kg. Like other MEB models, the Peaq comes with MacPherson struts up front that's combined for a multi-link rear suspension. Air springs, aren't even an option, but even without them, the big Skoda manages to deliver a smooth and comfortable ride over a rough road. Body roll is well contained, with the Peaq providing plenty of confidence behind the wheel. The Czech brand will offer adaptive dampers as an option, which might be worth considering as they will be able to switch from a soft, plush ride to the extra body control you might need when driving loaded with passengers and luggage. Around town, a tight turning circle for the rear-drive versions means the Peaq feels more agile than its rivals, and should be easier to park than the longer Kia EV9. The drawbacks of buying the Skoda Peaq involve its limited charging speeds that aren't as competitive as they should be, meek performance off the line and a lack of thrills behind the wheel, although many owners will warm to its relaxed, laid-back nature of how the Skoda drives. Our car had an irritating hardware or software glitch that saw the multimedia undergo multiple factory resets unprompted. With more than a year to go until it arrives in Australia, there's little intel on how the Skoda Peaq is shaping up for our market, instead, we're forced to look at what's happened in Europe, which might indicate what the local line-up might look like. In markets like the UK the Peaq is available in nine different paint options. Standard on the Skoda Peaq are: 19-inch alloy wheels Multi-function steering wheel LED headlamps and tail-lights Seven seats Two USB-C ports in front, two USB-Cs in 2nd row, two USB-Cs in third row Climate control Heated height-adjustable front seats, with electric adjust lumber support 13.6-inch multimedia system 10.25-inch digital instrument cluster Variable boot floor Dual Qi.2 magnetic chargers Electric sliding parcel shelf Mid-spec models in Europe add: Matrix LED headlights Remote park assist 360-degree camera view Lane assist and traffic light detection Illuminated grille High-grade Sportline variants get: 20-inch alloy wheels Gloss black exterior features Adaptive dampers Three-spoke sport steering wheel with paddles for brake regen Options include the Relax pack that adds massage seats, a folding table and a more powerful Sonos sound system. There's also the option of adding ventilated seats with adjustable footrests. Acoustic glass, brackets for iPads and an electric folding tow bar are all cost extras. The Skoda Peaq has yet to undergo crash tests by either Euro NCAP or ANCAP but, when it does, expect it to be awarded the full five stars for protection. Standard safety kit includes: AEB with pedestrian and cyclist detection Adaptive cruise with traffic jam assist Lane-keep assist Blind-spot monitoring Turn and crossroad assist Front and rear cross-traffic alert Traffic sign recognition Front and rear parking sensors 11 airbags Predictive speed sensor Exit warning  Like any other Skoda, the all-new Peaq arrives with a comprehensive seven-year, unlimited-kilometre warranty, with a further eight-year/160,000km protection for the high-voltage battery, plus a further 24 months roadside assistance. The expected service interval for the Peaq should be every 24 months/30,000km, whichever comes first. Like the small Elroq, the new flagship Skoda EV will come with either a pay-as-you-go fixed price servicing, or the option of pre-paid eight- and 10-year service packs for an additional cost on purchase.

Petrol- and diesel-powered cars are back on the agenda in Europe. France and Germany are brokering a deal to see the European Union will walk back from its 100 per cent CO2 emissions reduction target, opting for a 90 per cent reduction instead, according to a report in Auto News. The old rules would have completely phased out petrol- and diesel-powered cars by 2035, but the EU has changed its tune. The EU is expected to also remove any offset requirements for the remaining 10 per cent that would have required carmakers to pursue expensive low-carbon steel or alternative fuels. This news means European carmakers will continue to build internal combustion cars for the foreseeable future. Rumours of the EU rolling back its emissions targets started in 2025, when multiple reports speculated the ground-breaking ban was in doubt. President of the European Parliament’s biggest party, the EPP, Manfred Weber told German newspaper Bild in December 2025, the 2035 plans were “off the table”. Weber said that “there will also be no 100% target from 2040 onwards”, ruling out a complete combustion engine ban in the future. The rules have come under extensive scrutiny from key stakeholders, including German giant Mercedes-Benz. Chief Executive Officer Ola Kallenius criticised the inclusion of offsets as part of the rules in March 2026, with offsets now all-but officially ruled out. “I know the market for green steel and how unrealistic those expectations are,” Kallenius said. He also said the rules could trigger a collapse in demand and distort the market. New cars sold that emit high levels of CO2 incur fines for brands under Australia's New Vehicle Efficiency Standard (NVES). By contrast, brands earn credits for cars that emit no CO2. The federal government has no plans to ditch NVES and is targeting five million EVs on Aussie roads by 2035, but some carmakers have criticised the rules. Ford Chief Executive Officer Jim Farley said regulations like NVES force carmakers to build cars to satisfy the rules, not buyers. “What we’ve seen around the world with this kind of pressure on pure EVs is that ultimately all OEMs develop compliance vehicles,” Farley said. “They’re not designed for customers. They’re designed for the OEM to be compliant and they’re subsidised by the OEMs and the customers have great choice. “That’s not a natural market and over time that winds up not being sustainable. “Something your government, or any government, has to be very sensitive to around the CO2 glide path. We want to reduce our CO2 footprint, but there’s a level that the customer can’t afford, and not all duty cycles can be electrified.” The NVES regulator handed down the inaugural 2025 performance period for NVES in early 2026. Mazda accrued over 500,000 emissions debits, which was the most of any brand, while Nissan and Subaru rounded out the top three. The regulator will release details of the 2026 performance period in February 2027, before the rules get even tougher in years to come. Some hybrid models will start to incur fines under the scheme, while utes will also come under scrutiny.

How confidently can you drive on hardened snow, or in icy conditions? And what about electric vehicles (EVs)? Are they better or worse? The answers very much depend on the model of vehicle in question, as well as the level of advanced driver assistance technologies (ADAS) fitted. That’s because modern vehicles are immeasurably better at steering and braking control on very low grip surfaces, and are able to react far quicker than a human ever can. A high-grip or sticky road (usually dry and warm) has a high mu (denoted by the Greek letter m), while low mu represents a low-grip, low-friction surface like ice, snow or on a wet steel plate. Before the advent of safety aids like traction control, electronic stability control (ESC), anti-lock brakes, ADAS and all-wheel drive (AWD), vehicles in low mu situations required exceptional driving skills just to keep it from veering off uncontrollably into the scenery. Basically, the driver would often become the passenger. Now, in concert with advances in tyres and chassis engineering tuning, an electronic driving mode can be chosen according to the prevailing environment and conditions, for far-safer travel. It’s all the difference between progress and ploughing into something. Just as importantly, there are degrees of electronic intervention to allow for a variety of different ways to travel over low-mu surfaces, according to the level of driver skill. Here’s where Skoda steps into the picture. To demonstrate just how far modern vehicles have come, the Volkswagen Group brand organised a demonstration for a small number of Australian motoring media on a special closed circuit on an ice field in New Zealand. To keep it interesting, both vehicle types were performance-orientated grades of popular family-sized AWD SUVs that people might reasonably be expected to drive up to snowy regions during a ski season. Or navigate an ice-storm in on a freezing night on the other side of the globe. You never know. In this case, they were the 2026 Skoda Kodiaq RS 4x4 from $70,590 (all prices are before on-road costs) and a 2026 Skoda Enyaq RS 4x4 from $76,590 – with the latter being the go-faster EV version that is also known as the vRS in other markets. They wore winter tyres, a common addition in Europe, North America and other cold-climate regions, but not so in Australia due to our temperate climate. Several revealing demonstrations were prepared, and all on ice that looked like soft snow due to flurries but, in reality, revealed a mu surface as slippery as you’ll ever likely to experience out in the real world. Here we were shown the most basic level of ice-driving car control: attempting a low-speed cornering manoeuvre, without spearing off into a snowbank, and with limited ESC intervention. This introduced us to the three basic rules we would always have to adhere to: easing in intricate steering inputs, precise throttle control and very gentle tapping of the brake pedal, to allow momentum and the laws of physics to take the vehicle through the turn. Super difficult to achieve at first, and barely at walking pace initially, the speed was increased slowly over repeated exercises, until the balance and behaviour of driver and vehicle were in unison with the road and environmental conditions being negotiated. During these, we learned to importance of understanding and controlling ice-driving understeer (where the vehicle’s front wheels lose grip and then ploughs ahead whilst cornering regardless of steering angle) and ice-driving oversteer (where the rear wheels lose grip and the vehicle’s tail slides out to eventually spin out of control). After that, there was more of the same, but this time with a series of road twists and sharp turns combined with long straight pathways, with the goal of inducing controllable oversteer where possible in order to achieve the smoothest and cleanest route through a particular driving course. Note that understeer in such conditions is never desirable as it impedes progress. Sounds fun, is cool, but not as easy as the professionals on hand make it look. Especially at higher speeds Here’s the exception to the general rule of gently-gently car control. Sat in the Enyaq RS with nothing but icy snow behind, we were instructed to straighten the wheel, select reverse and floor the throttle, before tugging the wheel left or right once reaching 60km/h, then tapping the brake as the vehicle spins around 180 degrees backwards and slows to a momentary halt, before selecting drive and powering forward. The aim here is for a seamless transition turning the car from reverse to forward in a rapid getaway situation, as per every action movie involving a heist of some sort ever made. This was the highlight of the day. After countless exercises learning to control a vehicle better on ice than we ever thought possible thanks to the advances in electronic technologies like ADAS, we were driven to another location with two Skodas with all electronic systems switched off and instructed to temporarily forget about everything we had learned that day about smart, safe yet speedy ice driving. No ESC. No traction. No ADAS. And no safety net. Instead, we were told to drive around a point in the centre of a large field, but in a constant oversteer motion where the rear was sliding out to help pivot the vehicle around. In other words, we were told to drift our hearts out! With a cool and collected professional our only safety net in the seat next to us, the only instruction was full throttle and eyes fixed on the centre point. Doing that, with foot planted firmly down on the accelerator, resulted in a long, continuous circular drifting, yet within a chosen path and without losing control. This was the culmination of very particular steering and throttle inputs, designed to create spectacular drifting manoeuvres. Since these instructions require to do the very opposite of the extremely precise steering and throttle inputs that are the core of safe modern-vehicle ice-driving techniques, we do not recommend you try this on public roads. But, in the off-chance you have a private circuit away from danger for you or any other road user, it might be the most fun you’ll ever have on ice. And the Skodas behaved exactly as instructed, without missing a beat.

The Skoda Epiq is a new entry EV that will join the compact Elroq and mid-size Enyaq SUVs from the middle of next year, with pricing estimated to inhabit the space between $35,000-$40,000. Developed alongside the Cupra Raval, Volkswagen I.D Polo and ID. Cross, the Epiq has more in common with the small VW SUV, although all four share the MEB Entry platform and come with the same battery and powertrain tech. We got some time behind the wheel at compact SUV's global launch to see how it will fit into Australia's ever-growing EV landscape. In Europe, the Skoda Epiq comes in three flavours – the Epiq 35, Epiq 40 and flagship Epiq 55. The base Epiq 35 and mid-spec 40 come with a smaller 37kWh lithium iron phosphate (LFP) battery that is combined with either an 85kW (35) or 99kW (40) e-motor driving the front wheels, each producing an identical 267Nm of torque. The lower-powered Skoda hatch accelerates from 0-100km/h in 11 seconds, with the Epiq 40 carving a second off the same sprint (9.8 seconds). For those who need more performance, the Epiq 55 obliges with the combination of a bigger 52kWh nickel manganese cobalt (NMC) battery and a punchier front electric motor that pushes out 155kW and a more muscular 290Nm of torque for a brisk 0-100km/h dash of 7.1 seconds. Whichever Skoda Epiq you choose, the small SUV comes with remarkable efficiency for an EV, with either version capable of averaging around 13kWh/100km. That means the Epiq 35 and 40 with the LFP battery can drive up to 310km on a charge, while the Epiq 55 with the NMC powerpack travels up to 441km, bettering the BYD Atto 2 with the longest range (430km), despite having a significantly smaller battery (52kWh vs 65kWh). Slashing real-world energy consumption is the heavily revised MEB Entry platform that has been redesigned to save weight, with even the flagship version tipping the scales at 1544kg, which isn't bad for an EV. A BYD Atto 2 with the bigger battery fitted weighs 176kg more. Helping it slip through the air easily, the Epiq also comes with some trick aero tech that slashes its drag coefficient to 0.275. Achieving that figure for an upright SUV wasn't easy and needed active air shutters behind the front bumper that only open when the battery needs cool air. Other additions include a set of wind-cheating wheels and a pair of air curtains that channel air through the bumper and around the front wheels. An optimised flat underfloor that leads air to a rear diffuser, plus a rear tailgate spoiler and tail-lights and wheel-arch cladding's that have all been fine-tuned in the wind tunnel complete the extensive aero tweaks. Choose the most basic Skoda Epiq 35 and DC charging is capped at just 50kW, which isn't the best for how long you'll be hanging around a fast-charge, with the benchmark 10 to 80 per cent top-up taking 33 minutes. A better bet is paying more for the Epiq 40 that can accept a 90kW charge for a quicker 25-minute recharge. The Epiq 55, meanwhile, thanks to its different chemistry, can be charged at up to 105kW for the quickest 24-minute 10 to 80 per cent refill. Using the standard 11kW AC charger a 10-100 per cent top-up takes four hours for the entry and mid-spec Epiq and around 5.5 hours for the Epiq 55. While its sister car, the Cupra Raval hatch, stuns you with its design, the Epiq wins you over with its classy cabin that mixes high-quality materials with loads of space and slick, intuitive tech. Even though it's not as big as some of its rivals at 4171mm long, 1798mm wide and 1581mm tall, the Epiq's designers have managed to squeeze in generous rear head- and legroom, plus a huge 475-litre boot. If that's not enough those seats drop to provide up to 1345 litres of space, while under the bonnet lurks a 25-litre capacity storage bay to swallow all the cables. Despite being an entry Skoda, you'll still find an umbrella stashed in the door and an ice scarper in the boot, but it's the cabin's general look and feel that edges it over all its rivals. The large 13-inch Android-powered touchscreen is also intuitive and easy to use and even comes with a clear 5.3-inch digital instrument cluster. As well as proper buttons on the multi-function steering wheel, there's also a row of useful physical buttons below the centre console's vents. A large, central under-armrest bin, capacious door pockets and useful cupholders cement a deeply impressive cabin. Developed by a team of Cupra engineers sharing all the same parts bin items as the sporty Raval, it might be tempting to think the Skoda Epiq should drive like the little Spaniard that blurs the boundary between an EV and a hot hatch. Instead, the Epiq feels more grown up – not that it isn't an engaging steer, it's just the MacPherson struts up front and the torsion bar rear axle have been set up with a clear comfort bias, rather than outright thrills. The steering is precise and the ride remains smooth and controlled. Over some really challenging, bumpy roads you occasionally wish for some more pliancy from the dampers, but adaptive dampers are not an option, and our car rode on large 20-inch wheels, with the expectation things will improve on smaller rims. What was unexpected is how quiet and refined the Epiq is, giving the impression of a bigger, more expensive car. Behind the wheel, drivers can alter the amount of brake regeneration using a pair of steering wheel-mounted paddles that provide a one-pedal mode. It's also worth mentioning that, unlike many rivals in the class, all the driver assist tech seemed to work unobtrusively on the European roads, while the in-car tech is intuitive, clear and easy to use on the move. We've already mentioned the Skoda Epiq isn't as entertaining behind the wheel as a Cupra Raval, and some Australians might feel the entry models with a 310km range won't be enough. There's also a fear Skoda Australia might deny us both the Epiq 35 and 40 Down Under and only bring the flagship Epiq 55. If it does, the Skoda is likely to be priced well above $40,000, where the small entry EV will butt heads with the larger Skoda Elroq (from $48,990) and then start to look very expensive beside the bigger, more spacious, faster-charging BYD Atto 3 Evo. Since it's too early for prices and full specifications, we're forced to look at what's happened with the Skoda Epiq in Europe where the small all-electric EV is available in three different trims. Choose the Epiq and there are six different paint options. Standard on the Skoda Epiq are: 18-inch alloy wheels Multifunction steering wheel Black roof rails Ambient lighting Climate control Manual height-adjustable front seats 13-inch multimedia system 5.3-inch digital instrument cluster Variable boot floor LED tail-lights Rear parking sensors Mid-spec models in Europe add: Heated front and rear seats Digital key Reversing camera Privacy glass High-grade variants get: 20-inch alloy wheels Orange mirrors, window trim and seatbelts Three-spoke sports steering wheel with paddles for brake regen Contrasting black roof Options on the entry and mid-spec models include large 19-inch alloy wheels, LED headlights, a full-width panoramic roof and an electrically retractable tow bar (the Epiq can tug up to 1200kg braked). The Skoda Epiq has yet to undergo crash tests by either Euro NCAP or ANCAP but, when it does, expect it to be awarded the full five stars for protection. Standard safety kit includes: AEB, adaptive cruise Lane-keep assist Blind-spot monitoring Front and rear cross-traffic alert Traffic sign recognition Predictive speed sensor Exit warning Like any other Skoda, the all-new Epiq arrives with a comprehensive seven-year, unlimited-kilometre warranty, with eight-year/160,000km protection for the high-voltage battery, plus a further 24 months roadside assistance. The expected service interval for the Epiq should be every 24 months/30,000km, whichever comes earlier. Like the bigger Elroq, the new entry Skoda EV will come with either a pay-as-you-go fixed price servicing, or the option of pre-paid eight- and 10-year service packs for an additional cost on purchase.

There are some sharply priced new car deals available for Aussie buyers at the moment. Brands including Chery, Geely and GWM are putting forward some strong deals. Here are a few of the best ones going around. GWM has discounted some of its most popular models in Australia until October 31, 2026 as part of its 18-year celebrations.  The Haval Jolion's Premium grade starts from $23,990, down from $26,990 on drive-away pricing. The small SUV has consistently been one of the best-selling cars in Australia in 2026.  GWM has discounted its H6 mid-size SUV range. The petrol Lux grade is available from $33,990 (a $2000 price cut), while the Lux hybrid starts from $37,990 ($3000 cheaper). The Haval H6 GT is now $2000 cheaper, starting from $44,490, drive-away, while the Cannon Alpha diesel ute Ultra grade is available from $54,990 - a $4000 discount.  Geely is offering six per cent off cars purchased through approved novated lease arrangements until October 31, 2026.  This is available on its electric EX2 hatchback and EX5 mid-size SUV, as well as the Starray EM-i plug-in hybrid SUV.  The six per cent discount is applied to the vehicle price, meaning buyers must still pay for on-road costs and other applicable charges.  Applying the discount, the EX2 is available from $24,900, the EX5 $39,470 and the Starray $35,240, all before on-road costs.  Chery is offering several deals on its popular SUV range.  The brand is selling its hugely popular Tiggo 4 small SUV with a $1500 bonus fuel card until October 31, 2026. The car is available from $23,990 (drive-away).  Tiggo 4 hybrid variants are now available with $2000 cashback until October 31, 2026, reducing its starting price to $27,990 (drive-away).  Chery is offering its Tiggo 7 ($29,990) petrol and plug-in hybrid ($39,990) mid-size SUVs with a $2000 fuel card, as well as its Tiggo 8 ($41,990) petrol until October 31, 2026, both drive-away.  The Tiggo 8 ($45,990) and Tiggo 9 ($52,990) PHEVs are available with a $3000 cashback deal, equating to a discounted price of $42,990 and $49,990, drive-away, respectively. The Mercedes-Benz GLC-Class is available with substantial discounts.  The GLC 200 Special Edition is priced from $65,490 (drive-away) as the cheapest GLC model in the line-up.  The regular GLC 200 now starts from $79,990 (drive-away) compared to its original $89,000 before on-road costs pricing.  The plug-in hybrid GLC 350e is also available with a sharp deal from $98,990 (drive-away), contrasting its $99,900 (before on-road costs) retail price.  These offers run until November 30, 2026 and the car must be delivered by December 31, 2026.  Mercedes-Benz has also discounted the EQA 250+ electric SUV that is available from $65,490 (drive-away) until December 31, 2026.  Skoda is offering its Kodiaq mild hybrid large SUV from $49,990 (drive-away), essentially representing free on-road costs, with this deal matching the car's retail price.  Buyers should note the Kodiaq is not powered by a conventional hybrid set-up, rather it has a 1.5-litre turbo-petrol engine powering the wheels and a 48-volt battery.  The deal runs until December 31, 2026. 

Hybrid power is now mainstream for Aussie buyers.   It's an important choice for buyers transitioning from petrol- and diesel-powered cars to full EVs. Hybrid-powered cars are also important for brands as they seeks alternatives to internal combustion cars that incur fines under the New Vehicle Efficiency Standard (NVES). There are broad categories of hybrid cars in Australia, and each one has its own benefits for buyers. Here's a look at what hybrids are available, and which one might suit you best. Mild hybrid power is the first stage of electrification for cars. Mild hybrid cars can't drive on EV power alone, because they only use a small, low-voltage battery (usually) 48-volt, with a less than 1kWh capacity. The electric motor usual powers certain electrical features and the starter motor. They don't need to be charged, but they also don't offer noticeably better fuel efficiency than standard petrol- and diesel-powered cars. The popular Toyota HiLux ute is available with a 48-volt mild hybrid system, while Suzuki and Renault offer mild hybrid set-ups on some of their models. Conventional hybrid, plug-less hybrid or self-charging hybrid cars are popular in Australia. The engine works seamlessly with a bigger electric motor to maximise fuel efficiency. A conventional hybrid usually runs on electric-only power at low speeds or for short distances when cruising at higher speeds. The engine will kick in at higher speeds or when more power is needed, blending petrol and electric power. This makes fuels efficiency in urban environments or star-stop traffic better than what a petrol- or diesel-powered car would achieve. The battery in a conventional hybrid is charged by the engine and from regenerative braking, meaning the car doesn't need to be plugged in. The conventional hybrid car's battery is smaller than those in plug-in hybrid and fully-electric cars, and still requires a petrol engine to run. Toyota provides conventional hybrid set-ups on the vast majority of its Australian line-up, including its RAV4 SUV and Camry sedan. Other popular brands Kia, Hyundai and others also have affordable conventional hybrid variants on its popular models. Plug-in hybrids or PHEVs take hybrid power to the next level because they are equipped with a much larger battery and a more powerful electric motor set-up. PHEVs have a long electric-only driving range, with some capable of exceeding 200km, before the engine is needed to drive the wheels. Most new PHEVs have an EV range of at least 100km. This means daily commuters will rarely have to fill-up on fuel if they charge the battery every night. PHEVs also boast significant combined driving range as they have a regular sized fuel tank to power the engine, resulting in ranges of north of 1000km before the fuel tank and battery are depleted. Carmakers often claim PHEVs drink less than 2.0L/100km of fuel, but that requires owners to constantly charge their batteries and never let it deplete. Once the battery is depleted fuel use will skyrocket, as the small engine has to move around a heavy vehicle weighed down by the battery and electric motors. PHEVs suit a buyer with access to charging facilities, who also want outstanding fuel efficiency. Bigger Chinese vehicles usually employ PHEV set-ups, including the BYD Shark 6 ute and incoming Zeekr 8X and 9X. Range-extender hybrids, also known as Range Extender Electric Vehicle (REEV) or Extended-Range Electric vehicle (EREV), are gaining popularity globally. They are feature similar hardware to PHEVs, but work in a different way. The engine in a REEV's is used as a generator for charging the battery, and the wheels are driven by the electric motor, or motors, only. REEV's have an EV-sized battery that can also be plugged in to charge, giving these cars a driving range comfortably exceeding 1000km. Leapmotor's B10 and C10 SUVs use REEV set-ups in Australia, but the incoming Forthing Taikon 5 and the XPeng L03 will also employ the set-up when they hit showrooms. Nissan’s ‘e-Power’ hybrid system in the X-Trail and Qashqai SUVs employ REEV tech on a smaller scale, using the engine to power a small battery that powers the wheels, but this battery cannot be plugged in to charge.

If you’re getting impatient for an affordable alternative to the blistering Hyundai Ioniq 5 N then you’ll have to wait a little longer. Soaring demand compounded by lagging production schedules have delayed the release of what promises to be one of the most exciting affordable electric vehicles (EVs) coming to Australia in the foreseeable future. That’s the Skoda Elroq RS (for Rallye Sport), a mid-sized SUV pocket-rocket from Czechia, with dual electric motors for all-wheel drive. Expected to start from about $65,000, it's now likely to arrive sometime in the second quarter of 2027. According to Skoda Australia Head of Product and Marketing, Kieran Merrigan, strong interest due to the spiking fuel prices caused by the war in the Middle East earlier this year caught the brand shorthanded. “One vehicle we said we were going to bring this year was the Elroq RS,” he admitted to the Australian media at a recent Kodiaq RS and Enyaq RS snow/ice-driving demonstration event in New Zealand. “We have delayed it slightly, not because we wanted to. It was more about during the high demand for electric cars (as a result of the fallout of geo-political issues that really took hold from the second quarter of this year). We also ran into production of Elroq.” Kerrigan added that working through the growing order bank for the regular Elroq, which launched late last year from $49,990 drive-away, making it one of the most affordable and best value European EVs in Australia, was the priority. In other words, there was no point releasing a 180km/h performance flagship grade with no hope of it arriving locally before 2027. “We wanted to focus on delivering the customer deliveries we've had, rather than introducing a new model just for the sake of it,” he said. “So, we are in the process of getting through that backlog of customer orders, and our plan is to go into production again, assuming everything lines up with customer deliveries. Currently, (we’re in production week) 48 this year, which means that (by approximately) March next year, we should have (Elroq RS) to market. “And we’re really excited about it.” Drilling down in the Elroq RS’ standout features, the dual electric motors make 250kW of power and 697Nm of torque, enabling a 0-100km/h sprint time of a tidy 5.4 seconds. Along with faster charging capabilities and bigger brake calipers, the Elroq RS boasts a body kit, unique front and rear bumpers, special 21-inch alloy wheels, additional LED headlight elements, bolder colour choices, glossier body trim, RS sports seats with driver’s side memory, carbon-look dash material, stainless steel pedal covers, suede style upholstery covering for the dash, door cards, seating and elsewhere.

Three months with the MY26 Skoda Elroq Select 60 have come and gone in the blink of an eye. The segment-straddling, fully-electric SUV has been a pleasure to ‘own’ because of its city-friendly size that would surely make Goldilocks blush. But there is more to the Elroq story than its practicality, as its European nature should mean it is also one for the keen drivers. But is it? That is what we are going to find out in this third instalment of our long-term review of the entry-level Select 60. In part one we detailed its relatively keen pricing and surprisingly high specification, while the second explored its Euro design and aforementioned practicality. To find out more click the links directly below. Now, it is time to go for a drive before I deliver my overall verdict on the Elroq. Let’s go! Simply put, the Elroq is a joy to drive. A lot of EVs these days are not particularly engaging behind the wheel, but this Czech model flips the script with its well-balanced ride and handling. The Elroq Select 60 may lack adaptive dampers, but its MacPherson-strut front and multi-link rear suspension delivers a level of suppleness over potholes and speed bumps – without being too soft like a lot of its new Chinese competitors. Some would say it is firm, but it is definitely not jarring. At the same time the Elroq maintains good body control when pushed hard through your favourite set of corners, enough that you will want to drive around them again. Handling in general is strong, offering plenty of confidence, with grip plentiful despite the rear-wheel drive set-up, which is a rarity in the small-car segment. RWD is much more fun than front-wheel drive, as you’re pushed out of corners rather than pulled, plus there is, generally, the benefit of a tighter turning circle, which is perfect for the city. The electric power steering is nice and direct, albeit on the lighter side when it comes to weighting, but I don't mind it around town, where it makes low-speed manoeuvres, like parking, much easier to execute. The steering wheel is a little too thin for my liking, but I got used to it quickly enough. The MY26 Select 60 on test here only produces 150kW and 310Nm from its single electric motor, which is a significant 60kW/235Nm short of other Elroq variants. As a result, the Select 60’s 0-100km/h sprint time of eight seconds flat is 1.4 seconds slower than the other Elroq variants, which you will certainly notice when merging onto or overtaking on the highway. But the reality is most of your acceleration in the Select 60 will be to 40-60km/h and in those instances it will feel very spritely, as most EVs do. Noise, Vibration and Harshness (NVH) levels are predictably good, given the Elroq is an EV that operates almost silently. Some road and tyre noise can be heard at higher speeds, but it thankfully never drones. Where the MY26 Elroq disappoints, though, is with its regenerative braking. Two levels are on offer, with the default the equivalent to engine braking in an internal-combustion model, while the B mode for the single-speed automatic transmission offers stronger energy recuperation. That said, the B mode is still not the equivalent of one-pedal driving, which is an EV signature I have sorely missed over the past three months. Thankfully, Skoda Australia has confirmed the Elroq’s MY27 update introduces a one-pedal option, meaning new owners will be able to drive by just modulating the accelerator pedal. The performance of the friction brakes is strong, should you need to properly use the left pedal. However, the blending between the regenerative and friction braking could be better. Also, the friction brakes start to bite when the right pedal is partly depressed, which takes some getting used to. In what seems to be a shock these days, the Elroq’s advanced driver-assist systems are rather pleasant in the real world. The lane-keep and steering assist functions are relatively well measured, while the adaptive cruise control is nicely calibrated – although it is not particularly energy efficient if you are trying to maximise your driving range (more on that in a moment). There are also no incessant over-speed or driver-attention warnings to combat – hooray! That said, it is a shame surround-view cameras are unavailable in the MY26 Select 60, even as an option. And the reversing camera you do get is shockingly low-resolution, which should not be a thing in 2026. The front parking sensors are also intermittently a little too sensitive in traffic, but it is by no means a deal-breaker. In my third and final month behind the wheel of the MY26 Elroq Select 60 my average energy consumption was 15.8kWh/100km over 1068km, a slightly higher proportion of which was in the city. This more efficient environment meant that result was 0.1kWh/100km and 0.3kWh/100km better than I managed in months one and three. My three-month average was 15.9kWh/100km over 2797km, which equates to a real-world driving range of 371km, based on the MY26 Select 60’s useable battery capacity of 59kWh. That is just 24km short of the MY26 claim and still good enough for a regular urban commuter, but I would personally be paying the premium for the long-range MY26 Elroq, which promises up to 529km between charges. Acquired: May 6, 2026 Distance travelled this month: 1068km Odometer: 3755km Average energy consumption this month: 15.8kWh/100km

Volkswagen appears to have a  monster hit on its hands, as buyers line-up to get their hands on its latest machine. The new Volkswagen ID.Polo electric hatchback has more than 30,000 pre-orders, according to AutoNews. The frantic rush of buyers trying to jump into a ID.Polo has overwhelmed the brands expectations, with customers now facing a 10 month wait. Volkswagen’s little electric car has just gone on sale in Europe, and it appears its success will mean any future Australian arrival could be pushed back to meet demand on the continent. The German brand’s new entry-level electric car will go head-to-head with the new wave of cut-price EVs from China, such as the MG4, BYD Dolphin and GWM Ora 5. It is priced from the equivalent of about $41,000 in Germany, so expect it to be more if it arrives Down Under. Volkswagen is offering three electric motor choices: 85kW, 99kW or 155kW. The German brand has also confirmed a 166kW GTI version, but it won’t launch until next year in Europe. Lower grade versions will use a 37kWh battery, offering a driving range of 329km (WLTP), while higher specifications get 454km (WLTP) of range from a 52kWh unit.  Volkswagen has previously said the ID.Polo has a max charging rate of 105kW.  The ID.Polo is spawning a range of electric cars including the Volkswagen ID.Cross little electric SUV, Skoda Epiq and Cupra Raval. AutoNews also reported the ID.Cross had received very strong interest ahead of its arrival in European showrooms later this year. Skoda’s version of the ID.Polo, the Epiq, also has more than 35,000 orders. “The Epiq is generating very strong customer interest. We have clearly struck a nerve,” a Skoda spokesperson told Autonews. Cupra’s version, called Raval, also has a long wait list, with reports the Raval and Epiq orders stretch into May of 2027. Volkswagen has been struggling recently as sales in China, and of its first round of global electric cars, failed to fire. It has also experienced huge issues with its CARIAD software department, which has been losing billions of dollars. Volkswagen’s board has recently approved to cut 50,000 jobs, close several factories, cut half of the group’s models and even possibly delete the Seat brand.

With the aim of putting the once dreaded concept of ‘range anxiety’ firmly in the rear view mirrors it seems electric vehicle hypermiling is a key promotional focus for carmakers around the world. Skoda is the latest brand to wring an extreme number of kilometres from a single EV battery charge, with a team of drivers pushing the recently introduced pure-electric Skoda Peaq seven-seat SUV 936km from the company’s Mladá Boleslav headquarters in northern Czechia, north-west through Germany to the Netherlands. The recently introduced Peaq already has an impressive WLTP-rated combined cycle (urban/extra-urban) range figure of 647 kilometres. Somehow the car’s 91kWh battery was able to cough up an additional 289km of range, setting a new seven-seat EV range record in the process. The run was supervised by certification authority TÜV SÜD with average energy use coming in at 9.2kWh/100km, an exceptional number for a fully-equipped, three-row SUV weighing in excess of two tonnes. Despite its close to 4.9-metre overall length the Czech maker’s new flagship boasts a drag-coefficient of 0.249, which surely assisted in the distance attempt. Skoda said company employees, Marek Jež and Jakub Krs, wanted to test themselves and the new SUV’s range potential. “The aim was to demonstrate what the technology can achieve when pushed to its limits. To maximise the range, we selected the most suitable route and, of course, adapted our driving style accordingly,” said Jakub Krs (Head of high-voltage battery strategy at Škoda Auto). “In everyday use, customers are unlikely to drive the car this way.  Instead, they will take advantage of everything the Peaq has to offer in terms of driving dynamics, onboard infotainment and comfort,” added Marek Jež (Head of the Peaq model series). The car was a stock Peaq 90 which features the 91kWh traction battery (86kWh net), a single 210kW motor driving the rear wheels and its 19-inch wheels were shod with standard low-rolling-resistance rubber. Departing Mladá Boleslav (where the Peaq is produced) at midday on Tuesday August 25, the record team took breaks to change drivers, rest and eat before reaching the Netherlands early on the morning of Wednesday August 26. The big seven-seat electric SUV is expected to land in Australia in 2027, where it would complement the mid-size Enyaq and compact Elroq electric SUVs in Skoda's expanding local EV range. Based on European pricing it will likely sit above the $80,000 mark here, sending a shot across the bows of existing electric three-row SUVs like the Hyundai Ioniq 9 ($119,750) and Kia EV9 ($97,000), both before on-road costs.