Coupe

It has taken nearly a decade of development, but Tesla has finally done it - they have made the world’s dumbest car. And, in true Tesla style, they have over-delivered on their promise (a decade in the making), making it incredibly dangerous, too.  I’m not mad at the world’s media, including many of my motoring colleagues, for falling for the hype, I’m just disappointed. Because there are some pretty major holes in what Elon Musk and his team at Tesla showed off last week. Of course, that was the point, show off some flashy gimmicks and make everyone pay attention to these wild stunts and not question the ‘how’ and the ‘why’, as well as the major safety issues it raises.  Let’s start with the obvious - it’s not a flying car. As Buzz Lightyear would say, it was “falling with style” rather than taking flight. As for its ‘flip’ over the rest of Tesla’s line-up, to say that it was ‘flying’ would be akin to saying skateboards can fly.  The demonstration, while unquestionably real and not AI and understandably attention-grabbing, was not a true reflection of what Tesla and Musk are promising. Evidence suggests it was basically a full-scale drone, with no human inside and it was seemingly just a simple ladder-frame chassis with a body on top and thrusters and fans underneath. Musk admitted that they didn’t have a human inside the car “to make sure we don't kill anyone!” Which is not particularly reassuring from a brand that has consistently ‘beta tested’ technologies on public roads with owners.  Musk also said: “Now I should say that this is not necessarily a safety optimised car, but it takes the fun meter to 11 out of 10.” I’m all for having fun with cars, but safety must come first. To be candid, most motorists have a hard enough time driving safely on the ground. Adding in the complexity of flight is simply a recipe for disaster. Tesla has said the ‘flying’ elements will be autonomous, but again, based on the autonomous functions already in cars not exactly working with a perfect track record, launching cars into the air with rocket thrusters just seems like a recipe for disaster.  It was able to climb the vertical ramp because it has a series of fans to suck it to the ground. But this is not new technology, it was introduced in Formula 1 in 1978 and more recently the McMurtry Sterling has demonstrated it too can hold itself in place upside down. Of course, no-one is actually going to drive upside down, that’s just more attention-seeking behaviour from Tesla, but it will help produce more downforce for the road and track. Lars Moravy, VP for vehicle engineering at Tesla, told US media that the car can produce so much downforce that: “When we’re accelerating, we can break the laws of tyre physics.”  Hopefully that means they’ll develop newer, stronger, physics-defying tyres. Or else I guess your tyres will be destroyed every time you accelerate too hard.  Tesla’s own disclaimer on the website makes it clear the Rocket version of the Roadster will not be available in all regions and will be “subject to each region's legal requirements and applicable laws”, which means each country will need to decide if it feels kick-flipping cars are something they want on the road.  Musk’s gloating about the car almost sounds like an admission that it will have very limited scope.  “This will be an actual car that's on the roads. I'm not sure it's necessarily legal in all jurisdictions, but there will be such a car that someone can own,” he said.  The Plan B, or perhaps it's actually Plan A, is for a purpose-built test track facility to be built at Tesla’s headquarters in Texas. That would allow those invited to own the Roadster Rocket (because it is ‘invite only’) to have their fun in a private space, leaving the roads for proper cars. Although, once again it demonstrates the cult-like pull of Tesla and its limitation. If the special Texas facility is the only place you can fulfil its full potential, what does that mean for owners who don’t live in Texas? It’s hard to imagine Porsche or Ferrari telling customers they can only drive their expensive supercar in one specific location on Earth. Finally, perhaps the most important element that has been overlooked is that what we saw was not a production car. Nearly a decade after taking US$250,000 deposits for the second generation Roadster, Tesla is still yet to actually fire up the production line. No other car company on the planet, not even Ferrari or Lamborghini, could get away with taking people’s money and not delivering a car for over a decade. Sure, they’ve said it will enter production by 2028, but they’ve said it was going into production in the near-future since 2017. The fact that this car looks nothing like the original 2017 concept is another thing only Tesla can get away with, with its blindly-loyal customers. I do feel like Tesla will eventually put the Roadster into production (although I’d only say I’m 60 per cent confident), but the fact they have focused on the Rocket version and revealed little in the way of details about the Performance and Thrust variants that people will actually be able to buy is yet another red flag. While the attention-seeking unveiling of the Roadster did what it set out to do, making headlines and distracting from the massive delays, ultimately this is a car that answers questions nobody asked. People were happy with the idea of a second-generation Roadster that wasn’t based on a Lotus Elise and felt like it was built in an industrial estate by hand (which is very much what the first generation Roadster felt like). Instead, in what has become his calling card, Musk has pushed Tesla into unchartered territory for the car industry - for better or worse. I hope I’m wrong, but it feels inevitable that we’ll be writing about the first death of a Roadster driver not long after it enters production - whenever that may be. I loved watching Back to the Future II and day-dreaming of a flying car as much as the next kid, but when I grew up I realised the pure impracticality of flying cars and the dangers they create. There’s a reason why getting your pilot’s licence takes a lot longer than getting your driver’s licence.  This feels like the automotive equivalent of Google Glasses or Apple Vision Pro, technology designed by billionaires in Silicon Valley for millionaires in Silicon Valley (or, in this case, Texas) and that makes it as dumb as it is dangerous. But, after all this, if you’re still looking to buy a Tesla Roadster so you can jump over traffic or drive up walls, don’t spend your money yet because I have some magic beans to sell you…

The brand may be in limbo in Australia but Peugeot has made a big statement at this week’s Paris Motor Show with the unveiling of a new-generation RCZ Vision sports coupe concept. And the big news under the four-seat GT’s svelte exterior is what the French maker states is a 110mm thick solid-state battery sitting within a 1000-volt electric architecture. Developed in collaboration with US energy specialist, Factorial Energy, Peugeot said the car’s solid-state cells have been tailored to deliver high energy density with “outstanding” charging and power capabilities.  Although its configuration isn’t detailed, Peugeot said the concept’s pure-electric powertrain is good for around 375kW with energy consumption of 11.5kWh/100km, while the battery’s state of charge is capable of rising from 10 to 80 per cent in just 10 minutes. Design highlights include the latest interpretation of Peugeot’s ‘Three Claws’ head- and tail-light signature, a ‘double-bubble’ roof echoing the original production RCZ’s (offered globally from 2009-2015) and a ‘future-generation’ version of the i-Cockpit instrument and steering wheel layout, the latter including transparent Micro LED displays. Underpinned by the Stellantis Group’s modular, multi-energy STLA One platform, scheduled to roll out in production form for B, C, and D segment models from 2027, the sleek concept features active aero, 21-inch front and 22-inch rear rims and a mix of top-shelf materials throughout the cabin, including Alcantara, recycled leather, machined aluminium and frosted glass. The dashboard clock, designed by French watchmaker, Serica, is in the form of the brand’s Parade watch, a floating centre console unites multiple functions including driving modes and climate control, while the air vents are mobile and can disappear into the dash when not in use. Unveiling the car, Peugeot CEO Alain Favey said, “With Peugeot RCZ Vision, we are setting out our vision with a car firmly focused on the future, dedicated to delivering the ultimate driving pleasure.   “With emotion at its heart, this manifesto embodies the boldness of Peugeot and shows that design and technology can work together seamlessly to create an experience that is instinctive, refined and intensely desirable,” he said.

Ford has put out a recall notice and stop-sale order for some of its Mustang sports car examples in Australia.  The recall impacts 7724 units built between 2023 and 2026, across both its 2.3-litre four-cylinder and 5.0-litre V8 engine options.  The Mustang is one of the most popular choices for sports car buyers on the market. Nearly 500 vehicles in dealer stock will not be sold until the issue is rectified. Any stock built since the start of June is not affected by the issue as well as upcoming Mustang Dark Horse and Dark Horse T8 Spec Pack examples. The issue concerns potential vibrations causing the engine wiring harness to break loose. “Due to a manufacturing defect, the engine bay wiring harness ground terminal may become damaged due to vibrations,” the notice reads.  “This may cause the wiring harness to break, resulting in a loss of engine power. Additional safety functions such as the headlamps and windshield wipers may fail to operate as intended.  “A loss of motive power and safety functions whilst driving increases the risk of an accident, resulting in serious injury or death to vehicle occupants and other road users.”  A spokesperson for Ford Australia said there have been no reported instances of the issue occurring in Australia.     Ford will contact affected vehicle owners in writing to request they contact an authorised dealer to arrange inspection and repair, free of charge.  Owners can also contact Ford Australia for additional information. 

It’s on X, so it must be right… right? Tesla’s official account on the social media platform has made a post signalling October 1 this year as the launch date for the much-anticipated Tesla Roadster. Sceptics might say they’ll believe it when they see it because the triple-motor EV hypercar has been ‘coming soon’ for close to a decade. Unveiled in concept form as a surprise addition to the brand’s ‘Semi truck’ reveal in late 2017, the sleek 2+2 Roadster was positioned as the fastest production car ever, with a launch originally scheduled for 2020. Claimed to sprint from 0-97km/h (0-60mph) in 1.9 seconds with a maximum velocity of 400km/h-plus and a range in excess of 1000km, the AWD machine generated huge interest with an initial run of ‘Founder’s Edition’ models priced at US$250,000 (~A$350,000). Those putting their hand up for a car from that first batch were asked to pay the full price to reserve their production slot. Purchase of the standard Roadster at US$200,000 (~A$280,000) required a $50,000 deposit. Less than six months later, Tesla CEO Elon Musk announced news of a ‘SpaceX Performance Pack’ using 10 cold-air thrusters powered by a high-pressure air tank (replacing the rear seats) to achieve sub-1.0-second 0-60mph acceleration. At the time, Musk said the car would provide "roller-coaster" intensity performance and briefly be able to "fly". With estimated delivery timing for the Roadster progressively slipping further into the future - to 2022 (thanks largely to COVID-19), then 2023, then 2024, then 2025 and most recently (no joke) April 1, 2026, this may be the time Tesla Roadster 2.0 rubber finally hits the road. Musk has previously thanked what he referred to as "long-suffering" Roadster deposit holders during Telsa’s Q3 2024 earnings call and in its Q4 2025 earnings update (released in January this year), Tesla noted the Roadster is in “the final stages of preparation” with Musk adding it would be showcased at a Roadster 2 demo event scheduled for April 1, with production to begin in 2027. Needless to say, that didn’t happen, with the joke seemingly still on those who stumped up a quarter of a million dollars for a Founder’s Edition Roadster nine long years ago. But documents lodged with the United States Patent & Trademark office in February this year indicated Tesla’s second-generation Roadster was getting ready for take-off with two ‘Trademark/service mark’ applications lodged by Tesla; “a triangle design consisting of three flowing, curved lines” creating a simplified impression of the car’s silhouette and “the word ROADSTER in stylized format”. Then in late April, an additional filing added a badge-style polygon logo, again, specifically for the Roadster.  Will this much-hyped, over-promised and so far under-delivered ‘new’ hypercar hit Tesla showrooms before celebrating a 10th birthday?  We might know in just a few weeks but the top comment on Tesla’s X post at the time of writing is telling with ‘Scott’ posting, “Perfect timing for my midlife crisis.”

Everybody remembers the Mazda RX-7. With its sexy looks and turbine-smooth rotary engine, it (and the rotary Mazdas that went before it) has a cult following. But what about the RX-8? With its somewhat odd looks and layout (including small, reverse-opening rear doors) even a newer version of the rotary engine couldn’t really save it from obscurity. Relative to the RX-7, anyway. It’s hard to know, therefore, whether to categorise the RX-8 as a two or four-door and that’s a pretty good metaphor for the whole thing; people didn’t understand it then and have largely forgotten about it now. As a used-car, what the RX-8 mostly has to offer is a point of difference. That little rotary engine will spin happily from one end of the tachometer to the other and it’s an engaging car to drive provided you can live with a manual gearbox. In automatic form, the car lost power and was overall a bit dull. Beyond that, it’s another Japanese coupe that is now definitely middle-aged and potentially well past its best. Which means the purchase of a used one requires much skill and judgment. The RX-8 is known internally as the FE model. The RX-8’s biggest selling point (then and now) is its rotary engine. Unlike conventional engines with pistons moving up and down, the rotary uses rotating segments that make for supremely smooth operation and brilliant power relative to its capacity. If that floats your boat, the Mazda will appeal. But if you’re looking for the sort of style for which Japanese coupes are famous, then the odd looks of the RX-8 might be a disappointment. And even though the turbocharged rotary engine has earned a reputation as a giant-killer in performance terms, in the heavier RX-8 with its non-turbocharged engine, it’s not a remarkable performer at all. Entertaining, sure, but fast? No. Like all rotary-powered Mazdas, there’s a huge question mark over the long-term reliability, particularly under the bonnet. The rest of the package is less problematic, but a trashed engine in an RX-8 could easily cost more than the car is actually worth. While technically interesting and great fun to thrash along, the Mazda’s rotary engine can be a bit fragile. It requires very specific oil (some of which will be consumed in normal operation) and can wear very quickly, especially if it’s been driven hard or suffered maintenance neglect. Wear will show up as a loss of engine compression, so a compression test should be part of any pre-purchase inspection. Internal seals can wear and fail at which point the engine can be very difficult to start. Owners have also found out the hard way that the rotary engine (even in good condition) doesn’t like to be switched off until it has warmed up. If it has been switched off before attaining operating temperature, raw fuel can flood the engine, breaking the seal between the metal parts and causing a loss of compression and hard starting. It’s important to determine what’s causing any loss of compression, but in reality, every RX-8 engine needs to be approached with caution. The RX-8 also attracted a type of buyer who was keen to extract every ounce of performance out of the car. As such, crash damage is a real possibility. Check for any mis-match between panel colours and make sure all the panel gaps are straight and uniform. Take a close look underneath for evidence of damage and be very wary of any modified example. Many owners extracted huge power by modifying these engines, but the end result was often a hand grenade missing its pin. The RX-8 can also be hard on clutches, so make sure there’s no shuddering or slipping from the clutch when taking off. A full and up to date service record is an absolute must with a Mazda RX-8 and any modifications to the driveline must be checked closely. Beyond that, be sure to check that all the electrical gear works properly, including the air-conditioning as these units were a bit problematic back in the day and won’t be any better two decades on. Early build (2003 to 2005) RX-8s were recalled to check for a flawed front control arm that could crack, leading to a loss of steering and control. Apparently, a manufacturing flaw was to blame, but it definitely needs to have been examined back in the day. A Mazda dealer should be able to identify affected cars and whether they’ve been checked. Other recalls included potential fuel leaks, electrical problems, and, of course, the dreaded Takata airbag fiasco which saw the RX-8 recalled no less than three times. For more details on these recalls, you can check out: https://www.vehiclerecalls.gov.au/. The RX-8 to avoid is not determined by a production date, but rather by the transmission fitted. To make the revvy rotary engine work with an automatic transmission, Mazda detuned the engine for that version to make slightly more torque but a lot less horsepower. So, instead of 177kW, the automatic RX-8 delivered just 141kW, and the transmission itself is an old-fashioned four-speed unit. Aside from anything else, the idea of an automatic transmission behind such a rorty, zingy little engine is missing the point entirely. This is a real crap-shoot because, depending on how a particular car has been serviced and driven, the rotary engine can last 200,000km, or it could be dead inside 80,000km. The problem there is that you can’t always be sure of a car’s history when it’s a 20-year-old used car. Many RX-8s still getting around are on their second or even third engine, so a car’s history is absolutely vital in this case. You can safely ignore trim levels, because with this car, it all comes down to performance levels. If you’re buying a manual RX-8, then the first generation cars between 2003 and 2008 are the ones to look for. That’s because the facelift in 2008 brought with it a reduction in performance to 170kW in the six-speed manual variant. But, if it’s an automatic you need, then the post-facelift car is the way to go. That replaced the original RX-8’s 141kW with 158kW and the tired old four-speed auto with a much more suitable six-speed unit. We’d still always buy the manual RX-8, however. Prices for relatively high-mileage RX-8s start in the very low teens or even a bit less. The best standard cars can cost closer to $30,000 or even $40,000 depending on mileage and condition. It’s worth noting that, unlike most cars, a modified RX-8 is not always a cheaper alternative to a stock standard example. But be aware that engine mods are fraught with danger and will only be as good as the mechanic who did them. Although the rotary engine in the RX-8 was not identical to rotaries that went before it, it still falls within the scope of the enormous aftermarket this engine has spawned. There’s a universe of replacement and go-fast bits and pieces for the Mazda rotary. On the other hand, the RX-8’s body panels were unique to what was effectively a pretty niche model. So, some trim items and body panels might be getting a bit harder to find. A local race series for the RX-8 probably consumed its share of spare body panels, too. Mazda Australia sold about 6500 RX-8s across the model’s lifespan here. That means there aren’t exactly hundreds of them for sale at any given time and you may have to be patient to find the right one. Again, that local race series for RX-8 will have thinned the ranks of survivors.

For more than 70 years the Chevrolet Corvette has been a sports car icon and the current eighth-generation version comes to Australia in factory right-hand drive form. The petrol-electric hybrid Corvette E-Ray is arguably the most interesting version and we spent a week behind the wheel to see how 'America's sports car' fares in local conditions.

Ford has launched its first high-performance Mustang convertible in more than a decade and the most powerful convertible Mustang ever with the introduction of the Dark Horse SC Convertible. Developed by Ford Racing, the new drop-top is powered by the same 593kW (795hp)/895Nm 5.2-litre supercharged ‘Predator’ V8 as its coupe stablemate. It sends its substantial grunt to the rear wheels via a seven-speed dual-clutch transmission and is good for 0-100km/h in 3.3 seconds. Now that’s wind in your hair. Introducing the car Ford Racing Global Director Mark Rushbrook confirmed a subtle shift in the newcomer’s personality. “If the coupe is the race-bred side of our DNA, this convertible is the pure street cred part of the formula. “It’s just pure fun, fast, freedom,” he said. To that end, the convertible adds ‘Precision Purple Metallic’ to the Mustang Dark Horse SC colour palette as well as unique brake caliper color options and interior details in Black Onyx and Space Gray. On the perennial question of body rigidity in a high-performance convertible, Ford Racing believes it has the issue covered. Mustang Dark Horse SC Chief Program Engineer Arie Groeneveld said, “Both the Dark Horse SC coupe and convertible have been developed by our Ford Racing engineers. “But instead of prioritizing the convertible for setting lap times, we’ve engineered it to be the ultimate top-down grand touring machine,” he said. The result is what Ford Racing positions as “a set-up tuned for a smooth, comfortable cruise that still stays planted when you lean into the accelerator”. With orders opening in the US before the end of the year, the Dark Horse SC Convertible’s scheduled to hit North American showrooms late in the first half of 2027. Ford Australia has previously stated it has "no news to share on any plans" to bring the Dark Horse SC to the local market, with the left-hand drive-only coupe and now convertible set to remain off limits for Aussie muscle car enthusiasts.

Lamborghini’s new ballistic hybrid sports car is here.  The Lamborghini Revuelto SV is a track-focused plug-in hybrid two-door coupe, expected to claim a place at the top of the brand’s lineup. The car is a juiced up version of the standard Revuelto that fetches a price tag of $987,000, before on-road costs in Australia. Its upgraded sibling will likely break the $1 million mark, with deliveries beginning in early 2027.   There will be less than 2000 Revuelto SV examples available. SV stands for ‘Super Veloce’ (or super fast), and Lamborghini has significant history with the badge on its iconic Diablo, Murcielago and Aventador sportscars.  SV models have increased power and less weight, with the Revuelto SV Lamborghini’s most powerful SV model yet.  The Revuelto SV uses the same 6.5-litre naturally-aspirated V12 and three electric motor set-up, but output has been boosted to 783kW and 1425Nm.  This is 50kW more power and around 400Nm more torque than the standard car. The bulk of this power comes from the V12, but the electric motor set-up contributes 190kW.  It can accelerate from 0-100km/h in 2.4 seconds, and 0-200km/h in 6.7 seconds, going on to a top speed of more than 345km/h. The Revuelto SV will directly compete with the Ferrari SF90 Stradale ($846,888) that packs a 4.0-litre twin-turbo V8 plug-in hybrid set-up, making 574kW and 800Nm.  Lamborghini’s new sports car has two front-mounted electric motors, with the other one fitted above an eight-speed automatic double-clutch gearbox.  The car boasts a 7.3kWh lithium-ion battery, which is nearly twice as big as the unit in the standard Revuelto. There is a new adjustable dampers suspension system that has been race-tuned, designed to improve agility and grip.  There are huge carbon-ceramic brakes capable of a 200-0km/h stop in just 116 metres.  The Revuelto SV delivers 80 per cent more total downforce than the Revuelto, aiding the car's increased track focus.

McLaren has produced a new supercar, the McL 6GT, inspired by the brand’s founder and his vision for a road-going supercar bearing his name. In 1969, Kiwi race ace and budding car manufacturer Bruce McLaren made a bold expand from track to road car production with the McLaren M6GT, a brutal 5.7-litre Chevrolet V8-powered coupe based on the M6A Can-Am competition machine. Sadly, McLaren was killed in a testing crash before his road car vision could be realised and only three prototypes were produced. But of course McLaren has since matched its stellar on-track success with a series of stunning super sports cars, starting with the iconic, Gordon Murray and Peter Stevens developed F1 in 1992 through to the current W1 hypercar. Introducing a concept version of the car at the 2026 Monterey Car Week in California, McLaren said the McL 6GT “celebrates purity in design and driver connection”, the main headline being the fact it’s the first McLaren to employ a manual gearbox since the F1. Positioned as “a contemporary interpretation of the M6GT” the ultra-lightweight supercar features a full carbon-fibre monocoque and V8 internal-combustion power (with no spec details at this stage) sending drive to the rear wheels through the manual ‘box.  Another old school touch is hydraulic steering assistance, pretty much a thing of the past in this type of car for at least 15 years.  The car’s sleek, low and muscular design is a 21st century interpretation of 1960s sports prototype racing cars and McLaren aficionados should look out for details like the ‘Speedy Kiwi’ logo etched into the fuel filler cap. On the inside there’s tactile switchgear and “visible engineering details” including knurled machined aluminium controls and boxed-quilt trim. Even the digital instrumentation has been developed to “retain the clarity and emotional appeal of the original M6GT.“ In an enticing final statement McLaren said the McL 6GT concept precedes a production model coming in 2028 and “creates the space for a new type of exclusive McLaren supercar beyond the core portfolio.”

Let’s get a couple of things out of the way here. First, we know electric cars are fast, Tesla fans haven’t stopped talking about this since the mid-2010s and there have been countless videos with evidence of the Model S leaving supercharged V8s in the dust at drag strips. Even ‘slow’ EVs feel quick due to their instant application of torque from stand-still. An electric car with a 0-100km/h time of 6 seconds can feel fast because of it. And since I’ve mentioned 0-100km/h, that’s the method we’ll be using to rank which of the electric cars available in Australia is fastest - not their top speed, given you’ll almost never be able to do anything with that. Finally, we are talking about production cars currently available through manufacturers in Australia, so hypercars like the YangWang U9 or anything Rimac is cooking up are off the list. Some of you will be happy to know this means you’re not seeing a photo of the Ferrari Luce here. Conveniently, this means we have five electric cars with a claimed 0-100km/h acceleration figure in under three seconds.  Porsche’s frontiering Taycan might soon be on the chopping block according to rumours of an incoming VW model cull, but for now you can still get to 100km/h in a couple of smidgeons over two seconds. That’s if you have almost $300K to spare, given you’ll probably tick one or two boxes on the options list over its $419,000 before on-roads asking price. The Taycan draws power from a 93kWh battery, making 815kW and 1340Nm for all four of its wheels, and even without the Weissach pack removing some weight it’ll manage the run to the tonne in 2.3 seconds. Only second on this list because of alphabetisation, the top-spec Audi e-tron (the Audi RS e-tron GT Performance to give it the proper name) hits 100km/h in a claimed 2.5 seconds, on par with another Porsche. You won’t be surprised to know the e-tron shares a platform with the Taycan, though its most powerful version isn’t quite as vicious - 680kW and 1027Nm draw from a larger 105kWh battery, and it’s not quite as pricey either. A relative bargain at  $309,900 before on-roads, in fact. Tied for second place is this absolute unit, two-and-a-half tonnes of Stuttgart-Zuffenhausen (built in Bratislava, Slovakia, though) capable of hitting 100km/h in 2.5sec thanks to some frankly silly numbers. Its 850kW and 1500Nm outputs are available from even less than the two cars preceding it on this list, $272,100 before on-roads, and the 113kWh battery means the family SUV can travel up to 623km on a single charge, Porsche says. An oil-cooled rear motor, active aero, a drag coefficient of 0.25 and even the ability to tow 3500kg make the Cayenne Turbo a one-of-a-kind family car. England’s Lotus has ruffled feathers by ‘going electric’, likely something that would indeed upset founder Colin Chapman, but staying relevant in the 2020s probably required moving on from popping superchargers on Toyota engines and using them to power (extremely dynamic) cars about the size of shopping trolleys. Lotus claims the top-spec version of the Emeya, a $259,990 four-door grand-tourer with 675kW and 985Nm up its sleeve, can hit 100km/h in a very specific 2.75 seconds. It does weigh around 2.5 tonnes, so imagine how quick it would be if you took the classic quote often attributed to Chapman “simplify and add lightness” to the Emeya. Apologies to anyone hoping for variety in this list - we’ve got three Volkswagen Group cars and two Lotuses with essentially the same specifications. The Lotus Eletre R is two tenths slower to 100km/h according to the manufacturer, but the SUV uses the same 675kW/985Nm dual-motor drivetrain and 112kWh battery, it’s just a little heavier thanks to its SUV shape. It’s also a little more expensive, asking $20,000 more at $279,990 before on-roads.