Electric Cars

Australia's newest Chinese car brand Dreame says it will push back against the commoditisation of electric vehicles it says has befallen Tesla and BYD, saying its AI-driven products' late arrival to market will work in its favour.And that includes the way the vehicles are sold, with the brand exploring using an existing retail network, like Harvey Norman, as its showroom footprint.But first, what is Dreame? Founded in 2017, Dreame is now a giant of China's smart gadget and household electronics industry. The company is probably best known in Australia for its robotic vacuum cleaners, but it produces everything from drones to televisions, hairdryers and smart phones.And now it is turning its attention to cars, though it concedes it's late to the party. It has currently unveiled its supercar-chasing Nebula Concept range - carbon-fibre electric monsters with quad motors, 1400kW and a sprint to 100km/h in 1.8 seconds.But first to arrive in Australia (in concept form likely this year ahead of a launch in 2027) will be a mid-size SUV that will take aim at models like the BYD Sealion 7 and Tesla Model Y."You see the products today, from BYD, from Tesla, from all the major brands, are getting commoditised," says Dreame Chief Marketing Officer, Mr Ma."So everyone's trying to get bigger, trying to squeeze more screens, more battery power inside the car. And that's why, like I said, as a latecomer, we're not trying to compete on commoditised products."That's why one of the biggest competitive propositions for us is the ecosystem."The ecosystem Mr Ma refers to is the company's eagerness to embrace AI and connected services to link their vehicles with an owner's other appliances, using machine learning to adapt to schedules. An example given was, if a customer tends to arrive home at 6pm, the vehicle would activate household appliances – like a robotic vacuum cleaner – to ensure the house is clean on their arrival.Mr Ma likened the AI boom to the shift to electrification in terms of the impact it will have on the automotive market, both in China and abroad."It's getting crowded with Chinese brands. We definitely know that. And I think in our opinion we are already a late-comer to this industry," he says,"What we're offering is actually a package of products. So the value proposition for us is more about connectivity with the rest of our products together. Dreame as an ecosystem instead of just purely vehicles."That's one of the visions we have, to bring every aspect of technology to our vehicles. And because of that vision, we also see an opportunity, because AI is going to change everything."Let's turn the clock back to 10 years ago. We were thinking that there's no way for BYD or Tesla or some of the newer Chinese brands to have a market share in China. Because domestic brands or foreign brands like Mercedes, Audi, they're already dominating the market. But (then) there's a shift from gasoline to electric vehicles. That creates the window of opportunity for new players."Right now we're standing at a time where AI is creating a new time window for newer players. So that's why I think our vision, and also the window of opportunity, make it essential for us to come into the market."For the cars themselves, that remains something of a mystery. We know a mid-size SUV is coming, and a small SUV and passenger vehicle are also likely. They will be targeting mainstream players like Tesla, BYD, Toyota and Mazda, and will be all-electric, at least to start.Dreame is also confident its own solid-state battery technology, which it says will unlock a 1000km driving range, will also be ready for mass-production in 2027, though is more likely to appear in the Nebula range first.The design sounds promising, too, with words like "timeless" rather than busy used, and a focus on making products that visually age well."We want to have something a bit dynamic. We don't want an electric car which is like a fridge or a laptop or something like that. We want to give it something special. It won't be ultra-cheap, it won't be ultra-high, it'll be accessible for everyone," says John Warner, Dreame Chief Designer.Also unique could be Dreame's distribution method, with the brand all but ruling out a direct-to-consumer model and instead exploring the idea of selling through Australia's existing electronics retail footprint, including stores like Harvey Norman and The Good Guys."What we've done in our core business has been extraordinary. In Australia right now we have 700 distribution points for everything from floor care through to smart home and beauty," says James Moore, Dreame's country manager for Australia and New Zealand. "We're not afraid of going left-field. There's no harm in looking at those opportunities. I'd say watch this space."There are hurdles, too. Dreame doesn't currently have an automotive manufacturing facility in China, largely because of government restrictions on production put in place to counter a glut in manufacturing capacity. The brand says it is working on it, as well as exploring options in the Middle East and Europe.Those restrictions put Dreame in an interesting spot, with the brand suggesting Australia and New Zealand could be the first countries on the planet to receive its vehicles, ahead of even a domestic launch in China.

Suzuki’s first electric vehicle (EV) is more than it seems.Badged e Vitara, it will be aimed directly at the BYD Atto 2 and Kia EV3 small SUV set when sales commence mid this year.And, despite the familiar name, this is like no other Suzuki that’s come before, as our preview test drive demonstrates.But let’s get one thing straight first.The existing, fourth-generation Vitara, released way back in 2015, continues with a facelift, upgraded mild-hybrid turbo-petrol engine and updated multimedia. That starts from a hefty $40K drive-away, raising the question: how much will the e Vitara cost?Suzuki’s not saying just yet, but we’re thinking from mid-to-high 30s for the e Vitara Motion 2WD, placing it in between the BYD Atto 2 and evergreen Atto 3.That base grade comes with a slightly smaller battery than most rivals. It's a 49kWh LFP item courtesy of BYD and capable of 344km WLTP range, yet is well specified, with a heat pump for greater thermal efficiency, climate control, 10.1-inch touchscreen, 360-degree camera, fabric seats, ambient lighting, a slide/recline rear bench and 18-inch alloys as standard.There’s also a decent level of advanced driver-assist systems (ADAS), including auto emergency braking (AEB), rear cross-traffic alert and lane-keep tech.Then there’s the e Vitara Ultra that’s expected to start from under $50K, adding AWD, a 61kWh battery for 395km of WLTP range, as well as adaptive LED headlights, a glass roof with sun shade, wireless charger, Infinity audio upgrade, heated front seats and artificial leather upholstery.Helping keep this electric Suzuki cost competitive is down to economics – the petrol Vitara comes expensively from Hungary while the e Vitara arrives from India, where it is built, in big volume, alongside its Toyota Urban Cruiser clone.Yep, there’s a Toyota version. There’s also a lot of Toyota underneath Suzuki’s freshman EV.Dubbed 'Heartect e', this box-fresh skateboard architecture was co-developed with Toyota, and features a Suzuki SUV-first multi-link suspension.Larger than the old one, the e Vitara measures in at 4275mm long, 1800mm wide and 1635mm high, while its 2700mm wheelbase represents a sizeable 300mm stretch. For an EV, a kerb weight between 1700kg and 1860kg is commendable.Yet the chunky design reflects Suzuki’s heritage with its exaggerated cladding extending up and over the wheel arches, broad stance and handy 180mm ground clearance.That sizeable wheelbase benefits interior packaging too.Two things stand out the second one steps (easily and effortlessly) into an e Vitara.Firstly, the cabin is longer and broader than the diminutive exterior proportions suggest, with decent space front and rear, including for headroom. Nice.And, secondly, this is a junior Toyota bZ4X/Subaru Solterra in its dashboard shape, style and character.We’re talking about the long, rectangular screen, the graphics within the 10.25-inch electronic driver display, the central touchscreen layout, the row of (thankfully) physical buttons and volume knob below for the climate control, as well as the entire ‘two storey’ centre console set-up, down to the gear selector, armrest and lower-level storage.Even the squarish steering wheel and related switchgear seem Toyota.These, along with the comfy seats, excellent driving position, strong ventilation, general practicality and high-quality presentation, really elevate the brand’s interior presentation. The e Vitara feels solid and expensive inside.The same applies with the rear seat, that also benefits from a slide and recline function for the split-fold bench. USB ports, ventilation and cupholders speak to family-friendly functionality.Except… out back. The floor is high and the aperture smallish. With the rear bench slid all the way back, VDA capacity is just 238 litres, rising to 306L pushed forward. With backrests down, that rises to 562L. And there’s no spare wheel, just an infernal tyre-repair kit. Not happy, Suzi.At the other end, the e Vitara offers a choice of two powertrains – a single, AC synchronous electric motor driving the front wheels, as well as second electric motor on the rear axle for AWD.The 2WD models make 106kW of power and 193kW of torque, compared to the AWD’s combined 135kW and 307Nm, as a result of the rear e-Axle, made up of an electric motor, inverter and reduction gears working simultaneously, contributing 48kW and 114Nm.Are these outputs enough for a 1.8-tonne electric SUV?A brief spin on mostly suburban and rural back roads around outer Sydney in the base FWD model revealed a quiet, smooth and competent EV.Designed to be as benign as possible, a squeeze of the throttle resulted in brisk acceleration, with plenty of power in reserve once speed quickly increased.Suzuki says the AWD can scoot to 100km/h from standstill in a lively 7.4 seconds, some 2.2s faster than the 2WD, yet the latter certainly seems rapid enough.Like the related Toyota bZ4X, a push of a button provides some single-pedal slowing-down braking ability.As with the regular Vitara, the electric version brings light yet responsive steering, so it’s quite enjoyable to dart around busy traffic.And even on bad roads, the suspension seemed to do a good job isolating us from bumps and noise intrusion. You’d never call the chassis sporty, but there’s an underlying solidness keeping things under control.In fact, and not surprisingly, the e Vitara seemed very Toyota-like in its dynamic abilities during our brief drive.Toyota, with Subaru’s support, also helped develop the electric Suzuki’s AWD system, which includes variable torque distribution between the axles according to traction needs, as well as a limited-slip diff in Trail Mode for extra-slippery conditions.A very short stint around a controlled 4WD course provided evidence of some decent off-road prowess.A promising start, then, but what will the electric Suzuki really be like on Australia’s roads? You’ll need to check back in with us when our full testing commences mid-year.That’s when we’ll also find out if the e Vitara’s efficiency claims come anywhere near the stated combined average WLTP figures of 14.9kWh/100km for the 2WD and 16.6kWh/100km for the AWD.It’s also worth noting that, while there is room for improvement with a 2025 European NCAP rating of four stars, the e Vitara is better than Suzuki’s recent form with the three-star Swift supermini.We’re also hoping the newcomer improves on the brand’s existing, mediocre five-year/unlimited km warranty, which is below many rivals’ seven-year schemes nowadays. More info, including service intervals and pricing, will be revealed closer to the e Vitara’s mid-year launch.

Although the Ford Ranger is currently the best-selling vehicle in Australia for two years running, there's no denying BYD has had a lot of success with the Shark 6 plug-in hybrid (PHEV) ute.It’s even more of a big deal when Ford CEO Jim Farley comes to Australia to test it out, along with other key rivals to see how they stack up against the Ranger.“They’re totally different animals,” said Farley to Australian media, including CarsGuide, when asked how the Ranger compares to the BYD Shark 6 and GWM Cannon Alpha PHEV.“The [BYD] Shark is a ute, but if you put 500kg in the back, it’s not a Ranger, it’s not a HiLux.“But for someone who doesn’t do that every day and they want electrification, you know, it’s a pretty competitive product.“I have no idea how they make money.“The Great Wall is a very competitive product and I’ve talked to a lot of customers of both and those customers are very educated.“Yet again, [BYD and GWM] haven’t been doing it like our Ranger or the HiLux for decades, so they don’t have all the chassis and all the towing payload and all the experience.“So they’re coming at it with a huge deficit, but it’s a good, solid, competitive product.“I mean I much prefer the Ranger for real work. It’s no competition, but not everyone in buys a Ranger to do the kind of work that we design it for.“There’s a lot of different kinds of customers here.”The BYD Shark 6 ute is by far the best-selling PHEV ute currently in Australia. In 2025 a total of 18,073 examples were sold, making it BYD’s best-selling vehicle for the year, while also outselling a number of diesel-powered rivals like the Mazda BT-50, Nissan Navara and Volkswagen Amarok.While it has a body-on-frame chassis, the Shark 6 has an electric-heavy PHEV powertrain layout with no driveshaft down the middle of the vehicle and no locking differentials. It also has a slightly reduced braked trailer towing capacity of 2500kg.GWM has had success to a lesser extent with the Cannon Alpha PHEV in Australia, but due to how its PHEV drivetrain is configured, it allows for a mechanical four-wheel drive system plus a higher 3.5-tonne braked towing capacity.It’s worth noting the Ford Ranger PHEV also has a similar PHEV layout as the Cannon Alpha PHEV and similarly allows for a segment-meeting 3.5-tonne braked towing capacity and a mechanical four-wheel drive system.Ford doesn’t publicly disclose sales figures that split out Ranger PHEV sales from the wider Ranger family, which now also includes the beefy Ranger Super Duty. It’s therefore unclear how popular the Ranger PHEV has been in Australia to date.On paper, where the Ranger PHEV is let down over the Shark 6 and Cannon Alpha PHEV is pure-electric range. It only offers up to 49km of electric range, whereas the Shark 6 offers 100km and the Cannon Alpha PHEV offers 115km, all according to NEDC testing.Another notable disadvantage for the Ranger PHEV over the BYD Shark 6 and GWM Cannon Alpha PHEV is pricing.The Ranger PHEV currently starts at $71,990, before on-road costs, for the XLT and extends to $79,990, BOC, for the Wildtrak.The Shark 6 on the other hand is currently offered in one trim level, priced at $57,900, drive-away.The Cannon Alpha PHEV starts at $51,490, drive-away, and extends to $58,490, drive-away, thanks to a pricing offer that’s set to end at the end of March.

Electric vehicle sales in Australia are booming, but not in the locations where you might expect them to be.There has been new insight into where Aussies are buying EVs in Australia from the National Automotive Leasing and Salary Packaging Association (NALSPA).NALSPA’s data shows where EVs are being purchased using a novated lease and the Electric Car Discount (ECD).Range anxiety is often quoted as one of the major roadblocks to the uptake on EVs in Australia. This data suggests it might not play on people's minds to the extent previously thought.Many of the suburbs on the list are not immediately located in the city centres, but further out.The top two postcodes are both on the outskirts of Melbourne in Victoria, around 25-30km away from the CBD.Next up on the list are two postcodes from the west of Sydney, before a rural area in the ACT.The outskirt city theme continues down the list, with a postcode roughly 30km from Brisbane, Queensland, followed by another outer Melbourne postcode.Rounding out the list is a postcode in the greater Western Sydney area, along with NSW/ACT border town Queanbeyan and a postcode around 10km away from Canberra’s centre.This point outer metro residents searching for some respite from high fuel costs from their long commutes and they have access to roof top solar power.Top 10 postcodes for electric vehicles using novated leasing and EDCThe ECD waives the Fringe Benefits Tax (FBT). The incentive applies to new battery-electric vehicles, up to a total cost of $89,332.NALSPA Chief Executive Officer Rohan Martin said the data demonstrates the importance of the ECD, especially to people living outside of the major cities. “Australians living in the outer suburbs often face longer commutes and are more likely to have access to rooftop solar and off-street parking so switching to EVs with the help of the FBT exemption is a smart cost-of-living and green choice for them, especially during the ongoing cost-of-living crunch,” Martin said. “We cannot increase EV uptake further, especially during this early adoption phase, without continued targeted demand-side incentives - that's the stark reality. The EV Discount is more than proving its worth but there is still much heavy lifting to be done.”This news comes after the federal government announced a statutory review in the EDC last year, with rumours the whole scheme could be pulled. Costs for the scheme have increased significantly beyond original forecasts, with it costing $1.35 billion last financial year. There is potential for these costs to blow out further as EVs become a more attractive option for buyers with petrol and diesel fuels soaring up in price, along with increasingly scarce availability.

“Let them eat cake.” The infamous quote attributed to ill-fated French queen Marie Antoinette shortly before she lost her head (literally) seems like a strangely appropriate comparison to today's motoring landscape.It seems the governments around the world have made the decision that we must drive electric cars and, as such, the car industry is being legislated down that path.In Australia we have the New Vehicle Efficiency Standards (NVES), while in Europe they’ve cut to the chase and will just ban cars that produce any CO2 emissions.Several Australian car companies are now staring down the barrel of millions of dollars worth of fines under the NVES policy and it’s highly likely some (or even several) brands will simply abandon Australia altogether as it will no longer be financially sustainable.In Europe, car brands are trying to figure out how to achieve the European Union’s new demands while still meeting customer expectations.And therein lies the challenge for both car companies and governments - how do you legislate electric cars if customers don’t want them?Make no mistake, I am a car enthusiast and I have a deep love of the internal-combustion engine, but I’m also a human being that requires clean air to breathe.Finding the compromise between market demands and what’s best for society is crucial, so crucial it cannot be done poorly.The Australian car industry had it too easy for too long, dragging behind the rest of the world, protected by the shield of the local industry.But as soon as Holden, Ford and Toyota stopped making Australian-specific cars, the government should have accelerated plans for cleaner cars.Instead it was years before NVES was announced and introduced, effectively condensing what should have been a decade-long transition into a rushed and compromised mess.The reality in Europe is even worse, with several high-profile car marques committed to the electric-only future to meet the government’s expectations, only to find customers didn’t want that. Porsche is perhaps the best example of this, pushing through plans to make its entire range electric, with the exception of the iconic 911 sports car, only to now find itself hastily reorganising itself in the wake of buyer backlash.That’s the harsh reality the governments in both Australia and Europe have seemingly ignored - you can’t force people into buying a certain type of car.You can try incentivising a certain type, which is closer to the NVES model, but you cannot make them buy a car they don’t want.If buyers are faced with the choice between a car that is either too expensive or doesn’t fit their needs and not buying a new car, they’ll often opt for the latter. And that is not what car companies want.Of course, there is no perfect solution and all sides will need to compromise in some way, shape or form in order to find a way forward.But right now it seems there is a fundamental disconnect between what the three sides want and ultimately the group most likely to suffer is you - the car-buying public.Hopefully as NVES and the CO2 emissions ban in Europe approach and it becomes obviously unsustainable commonsense will prevail, but we’re talking about politicians, so trusting in commonsense is… optimistic. But if consumers make it clear that they are not ready for an electric transition in the next few years, both government and industry will need to respond accordingly - otherwise, we’re all headed for a crash. As Marie Antoinette can attest, ignoring the will of the people and telling them what they should eat (or drive) is not always received well.

If we know anything about BYD’s rollout in Australia, it’s that nothing stays the same for long. And so it’s unsurprising that the rumours that a new and tougher BYD Shark 6 will launch this year are gathering real steam.Those rumours solidified when BYD lodged Australian government documentation detailing the introduction of a new powertrain for the Shark 6, despite the current version being less than 18 months old in Australia.So CarsGuide has put on its detective cap to bring you everything we know so far about the Chinese ute that promises to now be just as tough as a Ranger, and to offer more tech than a HiLux.Why is this happening?We’re only guessing, but one of the criticisms the BYD Shark 6 faced when it first launched in Australia was its failure to hit some of the non-negotiables for dual-cab utes in Australia — towing and true off-road ability. While the fact the Shark 6 lags its traditional rivals hasn’t impacted sales one iota, it’s entirely possible those criticisms reached important ears.Add to that the fact that Denza has now arrived in Australia, and its B8 model addresses each of those concerns, with its 3.5-tonne towing and proper off-road equipment.In short, the blueprint for a new BYD Shark 6 had arrived.What will be the 2027 BYD Shark 6 platform and powertrain?We have more than a hint on this. In fact, we suspect the answer is already here in the shape of the B8.Government documents suggest the new Shark 6 model will adopt the B8’s 2.0-litre turbo-petrol engine – something the company's executives have been hinting at since 2025 – along with twin electric motors to improve the grunt and massively improve the capability.The Shark 6's homologation documents reveal that the new 2.0-litre engine will produce 180kW before the electric motors are taken into account, compared to the current model's 135kW 1.5-litre turbo.Also worth pointing out that total system power on the Denza B8 is 425kW and 760Nm, but the Shark 6 won't reach that level. Its lodged documents confirm the petrol engine will be joined by a 200kW front electric motor and 150kW rear electric motor for a combined total output of 345kW.Will it be able to tow?Yep, that’s really the core focus of this upgrade. The bigger engine unlocks a true 3.5-tonne braked towing capacity, and 750kg unbraked. That puts it on-par with the diesel dual-cab heavyweights of Australia.Will it improve its off-road ability?That’s a big maybe. If BYD is raiding the Denza product portfolio — and it is — then the B8 has a whole bunch of other kit, like front and rear diff locks, a digitised low range and infinite Terrain Modes.Both the B5 and the B8 have climbed the infamous Beer O'Clock Hill (a challenge the current Shark 6 couldn't rise to), so borrowing from the Denza grab bag of off-road goodies will be a huge step in the right direction.When will it arrive?BYD is yet to comment publicly on the arrival of a 2.0-litre BYD Shark 6, but the government filings suggest the launch is now approaching. We'd estimate an arrival in the second half of 2026, or in early 2027.

With fuel prices surging to around two dollars a litre nationally, and more that three dollars a litre in some regional areas, now is one of the best times to consider switching to a fully electric vehicle.Price was once one of the biggest deterrents for buyers wanting to make the switch, but now that gap has well and truly closed.To highlight this we’ve pulled together the most popular cars from last year in each mainstream car category, and the fully electric alternatives you can now buy for the same money.Seeking a practical small SUV? Top of the charts last year was the Hyundai Kona, and one of its most popular variants is the entry-level Kona Hybrid which starts from $36,950.To be fair here, the Kona Hybrid is a great choice anyway, as one of the most fuel-efficient small SUVs you can buy, but if you’re looking to wean yourself off fuel altogether, a great alternative is the Jaecoo J5.Surprisingly spacious and swish-looking, the J5 starts from just $35,990 before on-roads and offers a 402km (WLTP) range with a 155kW/288Nm electric motor driving the front wheels. It can even charge relatively quickly with its 130kW DC peak speed taking it from 20 - 80 per cent in just over half an hour.Read our Jaecoo J5 review hereYou actually can’t buy the popular GXL hybrid front-wheel-drive version of the Toyota RAV4 anymore, because production ended in the lead up to the launch of the new-gen version. The bad news is, the new one will cost even more than the outgoing car, which started from $45,810 before on-road costs.The RAV4 has earned its place as Australia’s most popular mid-size SUV through its family-friendly design, practical size and interior, and its no-nonsense approach to pretty much everything. The brand’s 2.5-litre 160kW hybrid system remains one of the most user-friendly hybrid systems on the market, too.What can you get as an EV for the same money? Quite a few options these days, as it turns out, and one of the most appealing is the just-updated Geely EX5 Extended Range, which is priced from $45,990 before on-roads.This relatively straightforward EV also provides a spacious interior and practical dimensions, but even combines it with more modern luxuries than the RAV4 offers in equivalent guise. It features synthetic leather interior trim, bigger screens with more connected technology, and its most recent upgrade brought with it a boost in driving range to 450km (WLTP). No wonder this one is storming up the sales charts.Read our Geely EX5 review hereFord’s big Everest off-roader is the most popular option in the large SUV space, and buyers tend to splash a bit more, reaching for the upper mid-grade Sport variant, which wields a 3.0-litre diesel V6 paired to a full-time 4WD system.This car wears a before-on-roads price-tag of $75,990, so what can you get as an EV instead?How about the just-released Tesla Model Y L? Starting from $74,900, sporting six-seats, and expanding in every dimension, this new take on the best-selling electric car in Australia offers more than you might expect.Sure, it’s not a big off-road oriented 4x4, but if it’s a fuel-free family hauler you’re looking for, you could do worse. With 378kW/580Nm it’s rapid, too, and with a huge battery offering up to 681km of range, it’s one of the furthest-travelling EVs on sale in Australia.Plus, it’s much more affordable than truly large electric SUVs, like the Kia EV9, which starts much higher at $97,000 before on-roads.Read more about the Tesla Model Y L hereThe Toyota Corolla continues as a perennial favourite among Australian buyers, and with the popular Ascent Sport hybrid starting from $32,110, why wouldn’t it?The swish little hatch offers Toyota’s perennial 1.8-litre four-cylinder hybrid drivetrain in a front-wheel-drive layout, sporting a modest combined 103kW. There’s no denying that as far as cars with combustion engines go, it’s pretty fuel efficient, officially consuming 4.0L/100km, but what if you could forgo fuel altogether?The obvious answer for some time has been BYD’s Dolphin Premium. Starting from $36,990 before on-roads it carries a slight price premium over the most popular Corolla variant, however, the Dolphin also brings with it a long electric driving range of 490km (WLTP), and a punchier 150kW/310Nm electric motor.It also scores a much more contemporary and screen-laden interior, with bonus luxuries like synthetic leather seats, plus it undercuts the nearest equivalent MG4 by a decent margin.Read our BYD Dolphin review hereKia’s Picanto soldiers on as a hold-out in an embattled city car segment, which, despite ever-rising fuel prices, Australians have turned their back on. It’s still a great option, offering both manual and automatic transmissions, although its 1.2-litre four-cylinder engine feels its age.Starting from $20,790 before on-road costs in automatic form, the Picanto is solid value, and while its wheezy engine produces just 62kW/122Nm it’s hardly the fuel sipping hero you might need, still managing to consume 6.0L/100km.This is where BYD’s Atto 1 comes into play. Now Australia’s most affordable electric car, the sharply-styled city hatch is slightly more expensive than the Picanto, as it starts from $23,990 in base Essential form.This entry-level Atto 1 is about even with the Kia on power, producing just 65kW, but it gets a boost in the torque department, with 175Nm. It also scores a middling 220km of range from its small 30kWh battery, but in a city runabout, do you need more?The smallest BYD also scores spec bonuses over its combustion Kia rival, with synthetic leather interior trim, a more contemporary interior design, and even a vehicle-to-load power distribution system.Read more about the BYD Atto 1 here

Honda has made the tough financial decision to cancel three electric vehicle programs in the face of a slower than expected global transition to EVs.The Honda 0 SUV, 0 Saloon and Acura RSX were all scheduled to be produced in North America, but in a statement the Japanese maker said it "determined that starting production and sales of these three models in the current business environment where the demand for EVs is declining significantly would likely result in further losses over the long term."The statement added, "As a result, in the consolidated financial results for the current fiscal year, (it) expects to record 1) operating expenses of ¥820 billion ($7.2B) to ¥1.12 trillion ($9.9B) and 2) a share of the loss of investments accounted for using the equity method of ¥110 billion ($975M) to ¥150 billion ($1.3B)."Moreover, Honda expects to record special losses of ¥340 billion ($3.0B) to ¥570 billion ($5.0B) in the non-consolidated financial results for the same fiscal year. "Combined with the losses to be recorded in the current fiscal year, the total amount of losses is expected to be a maximum of ¥2.5 trillion ($22.2B)," it said. Yikes!In summary, the statement confirmed, "The profitability of Honda automobile business is currently declining due primarily to 1) the unfavorable impact of changes in U.S. tariff policies on the gasoline and hybrid vehicle business and 2) a decline in the competitiveness of Honda products in Asia due to the impact of the allocation of more resources to EV development."Expected to arrive in the second half of 2026, the dual-motor AWD Acura RSX was "a dramatically styled premium, performance SUV" noted at the time of the concept version’s unveiling at last year’s Monterey Car Week as “a significant next step in the performance brand's electrification strategy.Honda said it was also "The first model engineered in-house on the new Honda-developed EV platform and the first EV produced at the Honda EV Hub flexible manufacturing facility in Ohio."Shown for the first time in prototype form at the CES in 2024, as it was "being developed for a North American market launch in 2026", the Honda 0 Saloon was positioned as the flagship model of the Honda 0 Series.In 2024 Honda said it would be "based on the newly developed dedicated EV architecture and feature a number of next-generation technologies that embody the ‘Thin, Light and Wise’ development approach" including "highly reliable Level 3 automated driving technology.”"Also presented as a concept at the 2024 CES in Las Vegas, the oddly-proportioned Honda O SUV, also set for a 2026 introduction in North America, was a mid-size five-seater featuring “high-precision attitude estimation and stabilization control based on 3D gyro sensors”, technology that came out of Honda’s original robotics program.Worth noting Honda retired its iconic humanoid robot, ASIMO in early 2022 after a 22-year development focus.Honda said it will now direct electrification investment into hybrids with a new hybrid powertrain and automated driving system under development for commercialisation after 2027. 

Tesla Australia has confirmed the pricing and specifications of the upcoming Model Y L six-seat SUV ahead of its launch in the second quarter of 2026.The 2026 Tesla Model Y L is priced from $74,900 before on-road costs, which positions it between the five-seat Model Y's Premium Long Range AWD ($68,900 before on-road costs) and Performance ($89,400 before on-road costs) variants.While three-row versions of the Model Y have been offered in other markets, the Model Y L marks the first time it has been offered in Australia.It has a six-seat configuration with second-row captain’s chairs that are heated, ventilated and feature adjustable headrests and armrests. Even the third-row seats offer heating.Every second- and third-row seat has ISOFIX and top-tether child seat anchorage points, meaning you can install up to four child seats.The Model Y L has the same body shape as the regular Model Y from the B-pillar forwards, however the rear doors have been lengthened, as well as the rear three-quarter panel. There’s also a higher roof line to account for the third row of seating.It measures in at 4969mm long, 1668mm tall and 2129mm wide with a 3040mm wheelbase. This makes it 177mm longer and 44mm taller than the standard Model Y.Power comes from a dual-motor all-wheel drive set-up with a total system output of 378kW and 590Nm.This is fed by a nickel manganese cobalt (NMC) lithium-ion battery of an undisclosed capacity, however Tesla claims there’s 681km of range, according to WLTP testing. For context, the Model Y Premium Long Range AWD offers 600km of WLTP-claimed range.The high-voltage battery pack can be DC fast-charged at rates up to 250kW and it offers vehicle-to-load (V2L) at rates up to 3.3kW through the use of an adaptor that plugs into the charge port. This is the first time a Tesla vehicle has offered V2L in Australia.2026 Tesla Model Y Australian pricing:2026 Tesla Model Y L powertrain:2026 Tesla Model Y L dimensions2026 Tesla Model Y L standard equipment:19-inch alloy wheels with aero coversSix-seat configuration16.0-inch central touchscreen multimedia system8.0-inch second-row touchscreen50W driver’s side wireless charger30W front passenger’s side wireless charger19-speaker sound systemHeated and ventilated front- and second-row seatsHeated third-row seatsElectric folding third- and second-row seats2026 Tesla Model Y L safety:Tesla has confirmed the Model Y L retains the regular Model Y’s five-star ANCAP safety rating.There are nine airbags which cover all passengers, including those in the third row.2026 Tesla Model Y L warranty and servicing:The 2026 Tesla Model Y L is covered by a five-year, unlimited-kilometre warranty, whereas the high-voltage battery is covered for eight years or 192,000km.Owners also receive five years of roadside assistance, including puncture repair and tyre replacement. Tesla will even offer you a loan vehicle if a repair isn’t possible.Tesla doesn’t enforce typical logbook servicing intervals for its vehicles.

Solid-state is often viewed as the holy grail of electric-vehicle battery technology.It promises to offer unprecedented driving ranges, faster charging and a safer overall set-up. Solid-state differs from other more conventional EV batteries because it uses a solid mechanism to transfer energy. Conventional batteries, such as lithium-iron, often contain a gel or liquid electrolyte to do so.It enables far greater energy density than other batteries.With the technology developing and brands edging closer to production, here is a look at some of the latest developments.CheryChery appears to be the brand with the most advanced solid-state strategy, having already announced two models which will feature the technology.The first was announced in December 2025, called the Exeed ES8, with its solid-state battery having a drive range of 1000km. It is scheduled to launch this year in China.More details were recently revealed about Chery’s second model, the Exeed Liefeng, with its Rhino S solid-state battery packing 600Wh per kilogram, bumping up the driving range of 1500km.While the Exeed brand name remains a China-exclusive premium arm of Chery, there is potential for it to make its way to Australia. Chery Australia COO Lucas Harris said he wants to have Exeed models Down Under. “I really like the Exeed product, and I think they make some really cool, really high end, actual luxury specification vehicles,” Harris told CarsGuide. “If I could make a wish tomorrow and it would come true, that would probably be what I would ask for.”BYDBYD is another brand considering solid-state batteries.In early February, it was reported the brand was targeting small-batch production of its batteries by 2027.There are limited other details on BYD’s solid-state battery, with no vehicles confirmed to be installed with it. It is expected it will use an oxide-based chemistry which is viewed as having greater commercial viability than sulphide electrolytes. This is down to easier manufacturing and benefits such as faster and safer charging. FAWFAW (First Auto Works - one of the oldest car manufacturers in China) has taken a different approach to solid-state, with its ‘hybrid’ solid-state battery. This is not to be confused with a traditional internal-combustion and electric-motor set-up. Hybrid refers to the make-up of the battery itself. As mentioned above, most solid-state batteries have a mechanical separator that has liquid qualities.FAW’s battery is different, because the mechanical separator substance is a slurry, meaning it is semi solid-state. The battery has a capacity of 142kWh, with an energy side of 500Wh per kilogram and a driving range of more than 1000km.The brand has installed this battery into a car, but there is no news on potential full-scale production.Mercedes-BenzMercedes-Benz unveiled a prototype solid-state powered version of its EQS sedan in September 2025, which travelled 1205km on a single charge.The car completed a journey from Stuttgart in Germany to Malmo in Sweden without a charging stop, and still had more than 130km of range left when it arrived.Chief Technology Officer Markus Schafer said Mercedes-Benz is targeting production of the battery by 2030. “Our goal is to bring innovations like this into series production by the end of the decade and offer our customers a new level of range and comfort,” Schafer said in a statement.SAICSAIC is another manufacturer targeting a 2027 launch date for its solid-state battery.It has reportedly completed its production line, with sample production beginning late last year.SAIC has stated the battery will have an energy density of 400Wh per kilogram.There is no news yet on whether the battery has been fitted to a car yet or when we might see go into full production.SAIC-owned MG has fitted a semi solid-state battery to its new-generation MG4 in China, but we are unlikely to see it in Australia.ToyotaToyota is aiming to launch a car with a solid-state battery in 2027-2028.The brand has teamed up with mining company Sumitomo Metal Mining to mass produce solid-state battery components.The partnership will produce cathode material needed to make the batteries.Toyota first announced its solid-state plans in 2021, but has not yet produced a prototype.CATLCATL is the world's biggest electric car battery maker, and is expected to have small scale production of its solid-state batteries in 2027.The battery is sulfide-based and its energy density is 500Wh per kilogram.Large scale production is not anticipated until 2030.ConclusionWhile brands, particularly from China, are stepping up their push towards solid-state batteries, it remains a technology in its infancy. There is still substantial opposition to the technology, including from some of the world’s largest automakers such as General Motors (GM). Other battery technologies are also showing promise, which could spell challenges for the development of solid-state.GM has been investigating the potential of silicon alternatives. Silicon graphite blend batteries store more lithium ions to achieve greater battery density, and is rumoured to be closer to commercialisation than solid-state.In addition to BYD's solid-state initiatives, the carmaker recently unveiled its all-electric Denza Z9 GT with 1036km of driving range. It uses a traditional 122kWh lithium-iron-phosphate battery, which might be on its way to Australia.It should be noted that this figure was established using lenient CLTC testing as opposed to more stringent methods such as WLTP.Solid-state remains an exciting future technology in the EV space but, development and production expenses, other battery solutions and technology improvements mean it is still up in the air as to whether we will see it on a commercial scale.