Electric Cars

China’s GAC burst onto the scene in Australia earlier this year as one of the latest in a sea of new brands.It already offers a number of models locally and on test here is the GAC Aion V. Lining up as the brand's volume seller, it’s a mid-size electric SUV rival to the likes of the BYD Sealion 7, top-selling Tesla Model Y and Zeekr 7X among others.Two variants are offered locally, Premium and Luxury. The latter is the focus of this review and it’s priced from an incredibly competitive $44,590, before on-road costs. This undercuts all the aforementioned electric SUVs and is priced closer to the Geely EX5 and Leapmotor C10.For this affordable price you get a bucketload of standard equipment. Highlights include 19-inch alloy wheels, LED headlights, an 8.8-inch digital instrument cluster, 14.6-inch touchscreen multimedia system, wireless Apple CarPlay and Android Auto, a nine-speaker sound system and leather upholstery.There are also niceties including a panoramic glass sunroof, interior ambient lighting, a centre console fridge, a fold-out second-row tray table, a heated steering wheel, plus heated and ventilated front seats with a massage function as well as heated rear seats. That’s a lot for a car under $45K.While a lot of tech works quite well I experienced some issues reliably connecting with wireless Apple CarPlay. It would sometimes connect straight away, whereas other times it would refuse and I’d resort to using Bluetooth instead.In terms of design, the Aion V is largely non-descript on the outside. While it looks futuristic and spaceship-like, many brands have similar design themes and this means it doesn’t stand out from the crowd.The same can be said inside where it’s clear GAC has drawn inspiration from Tesla. You can tell this because there is a big central touchscreen, what appears to be two wireless chargers on the centre console but is actually only one, plus scroll controls on the steering wheel.One of the few differences is there’s thankfully a digital instrument cluster ahead of the driver which is much easier to glance at while driving.Due to the overall minimalist interior design, you need to use the central touchscreen for virtually everything. This includes changing the climate control or drive mode, toggling the heated and cooled seats, as well as altering the side mirror position. It’s a little too dependent.It’s even more annoying on the move because this car incessantly beeps at you when you take your eyes off the road to use the touchscreen. The driver attention monitor is too sensitive and needs a software update to either allow it to be switched off easily or change the sound and volume.I have similar frustrations with the intelligent speed limit assist, which, like the driver attention monitor, has loud chimes and defaults to 'on' status every time you hop back into the car.It’s worth noting the Aion V received a maximum five-star ANCAP safety rating based on testing conducted in 2025.Standard safety highlights include seven airbags, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, lane-keep assist, adaptive cruise control, front and rear parking sensors and a surround-view camera system.The Aion V is firmly a mid-size SUV and is roughly the same size as a Toyota RAV4. Riding on a dedicated electric architecture there’s plenty of space in the first- and second-row, plus a generous amount of boot space.Surprisingly you can opt for a space-saver spare wheel as a no-cost option which is great peace-of-mind for road trips out of town.Power comes from a single, front-mounted electric motor that produces 150kW and 210Nm. While these numbers may not seem earthshattering, they get this family SUV moving along at a decent pace.Unlike many EVs, especially from new Chinese carmakers, I appreciate the fact GAC hasn’t given the Aion V a ridiculous amount of power. A family hauler like this doesn’t need to be a performance car.The electric motor is fed by a 75.3kWh Lithium Iron Phosphate (LFP) battery which allows for a WLTP-claimed range of 510km.Claimed energy consumption is 16.7kWh/100km, according to WLTP testing, and during my 445km of urban and rural testing I achieved an average of 16.1kWh/100km, according to the trip computer, which is better than the claim.The Aion V is particularly efficient in and around the city where it can leverage its regenerative braking as much as possible, whereas out on the open road and in colder weather the energy consumption can skyrocket towards 25kWh/100km and above.DC fast-charging is available at rates up to 180kW, allowing a 10 to 80 per cent charge in 24 minutes, whereas AC charging is up to 11kW, allowing a 0 to 100 per cent charge in 8.5 hours. These aren’t revolutionary figures but are good for the price point.What surprises me most about the Aion V is that while it has the appealing price tag and heaps of standard kit, it isn’t a dog’s breakfast to drive, like some tech-heavy Chinese electric SUVs.This car has solid handling characteristics, even when you get out in the twisties. It’s helped primarily by the well-weighted steering that feels like it’s connected to something.You can tell the suspension is tuned more towards comfort than racy dynamic response but it doesn’t float and mope about like many of its similarly-priced rivals. The bigger bumps are soaked up with ease and it doesn’t take multiple movements to settle.Aion V owners are covered by an eight-year, unlimited-kilometre warranty, whereas the high-voltage battery is covered for eight years or 200,000km, whichever comes first.GAC is still scaling its dealer network in Australia and is currently targeting urban areas. It hasn’t detailed logbook servicing intervals or pricing for any of its models yet.

Genesis Australia has officially unveiled the updated version of its GV60 small electric SUV.It will start from $88,300, before on-road costs, which represents a substantial price drop compared to outgoing variants, wearing price tags of more than $100,000.The key reason for the reduction is the fact the GV60’s base model is rear-wheel drive, as opposed to all-wheel drive.It will closely rival the BMW iX1 and iX2, with those models also receiving substantial price drops, now coming in slightly cheaper than the GV60, and both have AWD.Price drops are a continuing trend in this segment with the Volvo EX40 now available from under $50K.It will also provide competition to the Zeekr X.There have been some significant upgrades to the new GV60, including an improved 84kWh battery, now offering a driving range of 561km (WLTP).DC fast charging for the car from 10 to 80 per cent now takes 18 minutes, courtesy of an 800-volt platform.There is also a new front bumper to reduce the drag co-efficient to a slippery 0.28 on the GV60, according to Genesis.The car’s single electric motor produces 168kW, which is somewhat of a downturn on the 234kW available on the outgoing base variant of the car.On the inside, the GV60 has a combined 27-inch digital driver display and central touchscreen as well as wireless phone charging capabilities.In addition to this new model of the GV60, there will be a performance-focused Magma version.Some details are confirmed for the Magma variant including outputs of 448kW/700Nm and an all-wheel drive driveline.This is substantially more than the outgoing Lux Performance variant's 360kW/700Nm.We also know it will have an electric limited-slip differential, drift mode and a virtual gearshift system, likely similar to the Hyundai Ioniq 5 N's.More information on the Magma GV60 is expected to be revealed closer to the line-up’s official launch in June.

Honda has become the first Japanese car manufacturer to offer a Chinese-built model for sale in its domestic market.The all-new Honda Insight, a mid-size, pure-electric crossover has been produced in right-hand drive at the joint-venture Dongfeng Honda plant in Wuhan, China.Riding on the same ‘e:N Architecture F’ front-wheel drive platform as the Honda e:NS2 it’s based on, the Insight is powered by a 150kW/310Nm permanent magnet synchronous electric motor, the compact five-seater using a 68.8kWh NMC battery and boasting a WLTC-rated range of 535km.Claimed 20 to 80 per cent charge time is approximately 40 minutes on a ‘standard’ 50kW charger.At close to 4.8 metres long, a bit over 1.8m wide and just under 1.6m tall the fourth-generation EV is appreciably larger than its hybrid predecessor, last seen in Australia over a decade ago.Offered in a single variant, the Insight features an ‘Intelligent Heating System’ (coordinating cabin, seat and steering wheel heating), 12-speaker Bose audio, genuine leather trim, an aroma diffuser, ambient lighting, a 12.8-inch central media screen, 9.4-inch driver information display, an 11.5-inch head-up display, multi-view camera system, an integrated dashcam, a slide and tilt glass sunroof, LED active cornering lights, 18-inch alloy rims and ‘Honda Sensing’ active safety.Given the Insight’s RHD availability CarsGuide contacted Honda Australia for comment on the car’s potential for local sale and a spokesperson said, "We’re constantly evaluating options from Honda’s global line up which we feel would be suited to our Australian customers however we do not have any new models to announce just yet."Japanese pricing of ¥5,500,000 (~$48,100) means if it did come to Australia the Insight would offer an interesting alternative to premium mid-size EV SUVs like the Deepal S07 (from $53,990), Hyundai Elexio (from $58,990), KGM Torres EVX (58,000, drive-away), Leapmotor C10 EV (from $49,888), Renault Scenic E-Tech (from $55,990) and Skoda Elroq (from $47,990). Speaking to Nikkei Asia about the car’s likely appeal to Japanese buyers, Honda Head of Development development Kunihiro Koike said, “We manage the Insight's quality according to global standards."We will continue to consider introducing vehicles manufactured overseas into the domestic market," he said.

If there’s one thing you can’t complain about in 2026 it’s a lack of affordable electric vehicles. There are now plenty of zero-emissions options and they’re not the kind of short-range hatchbacks you might be imagining either.Cars like the Leapmotor B10 we’re testing here are cleverly-sized small SUVs with all the ingredients to set them up for success (and to keep away those ever-higher fuel bills).There are also options in this class and at this price-point from BYD, Chery and Jaecoo. But what sets this Leapmotor apart? Let’s take a look.For this review we’ve got a top-spec Leapmotor B10 Design. To get into one of these, you’re looking at a before on-roads cost of $40,888, which puts it in a similar league to the BYD Atto 3, Chery E5, Jaecoo J5 and MG S5.All of these rivals land in a very close price radius, with most of them being more affordable than our top-spec Leapmotor, but one key difference is its significant driving range.At a WLTP-certified 434km from its 67.1kWh battery pack, it should out-drive the Chery E5 (430km), Atto 3 (345km), and Jaecoo J5 (402km) to the same measure, and you’ll have to spend several thousand dollars more to get into the longer range versions of the Atto 3 or MG S5, at which point you may as well buy a Geely EX5 or GAC Aion V which have more range and are in a full size-category up.So, in some ways, the B10 Design is the ideal blend of spec, price and driving range in this entry-level part of the market.Like all Chinese cars, this Leapmotor small SUV is value-packed with highlights of its spec including generous synthetic leather interior trim, heated and ventilated seats, a 12-speaker audio system, panoramic sunroof (with powered shade, no less!), a 14.6-inch central multimedia touchscreen with wireless Apple CarPlay and Android Auto.Most importantly (aside from the aforementioned driving range) the brand has responded to negative feedback on the safety suite of its larger C10 SUV by adding a custom settings shortcut to the steering wheel of the B10, allowing you to pre-set a driving profile and activate it with the double-tap of a button.It’s also very much right-sized for city slickers. It’s a small SUV which is narrow enough to dart down laneways and easily fit in parking lots, with a big enough interior space for a growing family. At 182cm tall, I fit comfortably in all five seating positions.Drawbacks? There’s no key? More accurately, the brand expects you to use your phone as the key, with the only back-up being a credit card thing.You tap it on the mirror to unlock, and have to place it on the wireless phone charger to start the car. It’s weird and annoying and makes me wonder what would be so hard about having an actual remote with buttons.On the topic of buttons, the B10 hardly has any on the inside for controlling key functions. Almost everything has to be done through the central screen which is inconvenient at best and dangerous while you're trying to drive at worst.In addition, the strange flip-down cupholders are useless for holding anything which isn’t the right-sized bottle. So, get used to putting things in the armrest box or listening to them slide around in the tray below.For a car so focused on software, what’s on offer here is only just fine. It’s better than some of its rivals in that the menus and shortcuts are at least logically located, but it’s never fun scrolling through menus to find a setting which should have been a button in the first place.And the Leapmotor B10 drives surprisingly well. Like other cars in this class it’s got soft and spongy suspension, which makes it very comfortable but means it lacks body control in the corners. It’s not as overtly soft as the GAC Aion UT I drove recently, so there’s at least something to be said for it in the handling department. Doubly so, since the B10 is rear-wheel drive - an oddity in this small SUV segment.The steering is heavily electrically assisted and very light as a result, although it maintains a bit of feel to the front wheels.I’m sorry to report its rear-driven nature doesn’t exactly make it feel like a sports car. Cleverly-tuned traction systems make sure the 160kW/240Nm is strong but not wild enough to overwhelm the LingLong factory tyres.Sporty machine, this is not, but I walked away relatively impressed with how quiet, comfortable, and smooth it is. With the car set to my custom safety settings, it has no dealbreakers from behind the wheel.I drove mine in mainly commuter scenarios and beat the official energy consumption handily. My car was reporting an amazing 12.7kWh/100km in my travels. When I subtract the distance I travelled from the remaining range it landed at about 480km which is a lot more than the WLTP 434km official figure.Confusing things further, the trip computer has two methods for calculating range, static or dynamic, and both were way off. The static one reported the less accurate NEDC range pro-rata, and the dynamic computer consistently and drastically underestimated the remaining range. Very strange.This longer-range version of the B10 can charge at a maximum speed of 168kW on a fast DC charger which is plenty. Officially the charge time is around half an hour, and on a 75kW unit, mine charged from 10-90 per cent in around 40 minutes.

XPeng has unveiled its latest flagship SUV to take on BYD and Zeekr. The XPeng GX is an ultra-luxury large six-seater SUV, powered by a range-extender or fully-electric set-up.This puts it into direct competition with other high-end models in the Chinese market, such as the BYD Great Tang.It will also take on the Zeekr 9X, which is anticipated to launch in Australia over the next year or so. It is unclear at this stage whether the GX will launch in Australia.The brand’s in-limbo distributor TrueEV had previously announced a G9 large SUV and X9 people mover, but that is yet to materialise. The newly-formed XPeng ANZ has expressed interest in having the GX as a model on sale in Australia.The range-extender set-up in the new range-topping GX utilises a 1.5-litre turbo-petrol engine, producing 110kW to charge the battery combined with front- and rear-mounted electric motors, producing 210kW. This variant has a 63kWh battery, offering an electric-only driving range of 430km, with a combined driving range of 1585km. Both of these figures have been calculated using the more generous CLTC system. The all-electric variant also has dual motors, which produce a total of 270kW, along with a driving range of 750km (CLTC) from its 110kWh battery pack.  All variants of the GX have all-wheel drive. The GX utilises an 800-volt platform to facilitate a 10-80 per cent charge in under 12 minutes for the large SUV, according to XPeng. There is plenty of lavish luxury on the inside of the GX, with the usual large digital driver display and central touchscreen combo, accompanied by a 21.4-inch TV-like rear screen.Additionally, there is a panoramic head-up display spanning the width of the front windscreen. All seats are wrapped in Nappa leather, with plenty of electric adjustment options, as well as heated and ventilated functionality. The GX has been priced from just under 400,000 yuan, which is around A$80,000, but expect it to be around $100,000 if it ever makes it to the Australian market. 

A major brand in Australia has picked up its electric vehicle game in 2026. Hyundai has seen its EV numbers boom in Australia as it receives increased supply and orders. Supply (including unsold and pre-built stock) of its SUVs, including the Inster, Kona Electric, Elexio and Ioniq 5 have all risen by at least 50 per cent comparing Q1 to Q2. Supply of the Inster compact SUV is up 204 per cent, while the Kona Electric has risen to 315 per cent.The Elexio and Ioniq also has supply increases of upwards of 55 per cent.This has coincided with substantial boosts to order numbers between January and February and March and April. Inster orders rose by 205 per cent, the Kona Electric up 298 per cent, with the Ioniq 5 up 187 per cent. The Kona Electric had previously lagged significantly behind petrol and hybrid variants of the car on the sales charts, but this latest data shows it is catching up quickly.It's a positive boost for the Korean brand, which has previously been embattled by more affordable electric rivals from the likes of BYD and MG.Hyundai’s Australian Director of Sales David Rodda said confidence in buying EVs has increased substantially in recent times. "Anyone who was previously only considering an EV as a future purchase is now completely confident in making that decision, given the benefits of ownership,” Rodda said."Hyundai Australia has secured a 158% supply increase of EVs for quarter two to meet this unprecedented level of demand.“These vehicles will start to arrive from May due to the fast supply chain out of Korea. We are confident in securing equally strong support from the factory for the rest of the year."This EV sales spike is a welcome boost for Hyundai, following the announcement of the results for the first round of the National Vehicle Efficiency Standard (NVES).The brand incurred more than 84,000 liabilities for the 2025 NVES performance period, which was one of the highest, behind only Nissan, Subaru and Mazda. It is not just EVs which are tracking nicely for Hyundai, with hybrids also gaining increased attention, according to Rodda."Hyundai also grew hybrid orders from 3,049 in February to 3,966 in March, a 30% increase. In fact, 57% of Hyundai Australia's orders in March were for hybrids - that's the biggest percentage ever for us, and the highest in the Australian industry."Hyundai is also planning to bring in new EV models in the coming months, most notably the Staria commercial van and the Ioniq 3 hatch.The latter will be officially revealed globally soon and is confirmed for arrival in Australia, likely as an electric replacement for the gap left by the discontinuation of the previously-popular i30 hatchback.

It was not so long ago plug-in hybrids looked to have found the middle ground between electrified power and long driving range. PHEV power experienced more growth than any other powertrain type in 2025 - and by some significant margin. It was up by more than 130 per cent compared to 2024.Leading the charge for PHEV power is the BYD Shark 6 ute, one of the few utes to experience sales growth last year. Its 1.5-litre turbo-petrol engine and dual electric motors provided outstanding fuel economy (when the battery was charged) capturing attention despite modest towing and carrying capacity. Most other brands have also jumped on the PHEV pathway, especially in the SUV segment. However, it now looks like a change might be on the horizon, as fully-electric sales continue to rise and at an even faster rate.There is a combination of factors likely contributing to this new set of circumstances in the new car sales space.While PHEVs offer incredible fuel efficiency, EVs do not need any fuel and obviously have far superior electric-only driving range with electric-only driving range remaining one of the biggest selling points for PHEVs. This is becoming an increasingly relevant point for buyers due to the current scarcity and cost of fuel in Australia.One of the other key factors which could erode PHEV sales is the substantial improvement in driving range of electric cars. Most EVs now offer more than 400km before needing to be charged, and even then charging times have also rapidly improved, with most brands targeting a 30 minute-or-less fast charge time compared to an hour previously.Charging infrastructure has been seeing rapid investment in Australia in the past 12 months, with governments as well as major brands getting on board. Just this week, the New South Wales government announced $45 million of funding towards new public fast chargers as part of its ‘2026 NSW Electric Vehicle Strategy’, and this adds to the existing federal ARENA public funding for EV infrastructure.BYD has also confirmed it will bring its ‘Flash’ charging to Australia this year, removing barriers to charge speed usually imposed by the grid thanks to an inclusion of a high-voltage buffer battery.There is also the question of increasing accessibility to electric vehicles in Australia, with many becoming available at a more affordable price point. The BYD Atto 1, for example, is available from $23,990, before on-road costs, while the cheapest PHEV, also a BYD, the Sealion 5 is $10,000 more. This is more reflective of the types of vehicles in which PHEV set-ups are offered as opposed to electric cars. The most common PHEV car body type is SUVs, which targets family buyers and more car (size-wise, with two powertrains instead of one) costs you more money.And yet, the models surging the most in the sales charts are the fully electric Tesla Model Y and Zeekr 7X, which are both in that core mid-size family buyer segment.This combined with the early adopter phase for much of this technology ending and electrified cars becoming more mainstream will mean some buyers who don't have access to home charging, like those who live in units, might not be able to utilise the key benefits of a PHEV.Many of this wider-audience may value the range on offer from an EV, which will see them charge only once or twice a week as a benefit at such a competitive price-point, not having to worry about not being able to charge at home, and not needing to fuel up altogether. This is also an audience which predominantly buys small or mid-size SUVs.PHEVs then, may be destined to be relegated to only larger vehicles, like utes and three-row SUVs where battery electrics become less cost competitive.

Denza says its incoming EV tech and charging infrastructure is so good, they will perform as well, if not better, than the brand's DM-i plug-in hybrid technology.In fact, Denza's local Chief Operating Officer, Mark Harland, says charging speeds and total range offered has them thinking twice about importing both PHEV and EV versions of certain models, given the latter delivers similar real-world range and refuelling, and much better performance.Speaking about the brand's incoming Z9 GT, which is offered as both a pure EV and a plug-in hybrid internationally, but will only be offered in electric guise in Australia, Mr Harland said that the brand's fast-charging EVs did the same job as a PHEV."The reason that we're not bringing the DM (PHEV) right now is, if we can offer flash charging and 800 kilometres of range, you're really getting to the point where it's the same kind of range as a DM, and then you're just running a pure EV system," he says."So I can charge it in nine minutes and go over 800 kilometres. It starts to lessen the impact of having a DM. But we're gonna watch, yeah, and if the demand is there, what I know is I can make a call, and I can get supply here pretty damn quick."What Mr Harland is referring to is the brand's 'flash charging', which is now confirmed to begin rolling out in Australia by the end of the year. The technology threatens to change the EV game in our market, effectively tripling the maximum charging speeds currently offered here.BYD’s flash chargers are capable of delivering up to 1500kW of DC charging – enough to take a big battery from empty to effectively full in nine minutes.In the Z9 GT, that means adding 500km of range in about five minutes, and almost fully replenishing its 820km range in less than 10 minutes.The network is expected to be small at first, focusing on metropolitan areas. Central to the idea is to install a big enough central battery to deliver the charge, so that vehicles are not drawing off the grid."It’s something we think can be a real game-changer to the industry, when someone can go for 400 or 500kms in the same time you would fill up at a bowser. They're doing the testing in China to understand the impact on the grid, but they want to back it with a battery, so you’re not drawing off the grid," Mr Harland has previously told CarsGuide. 

Although there are some swings and roundabouts in the equation there’s no denying Tesla’s strong sales performance in the first quarter of 2026.According to Electric Vehicle Council data, local year-on-year sales for the pioneer EV maker are up no less than 40.7 per cent to 7260 registrations to the end of March 2026 versus 5160 for the same period in 2025.And Tesla was knocking on the door of the top 10 sellers for March, its 3485 total for the month within sniping distance of MG in tenth (at 4218 units).But there’s a distinctly different story for the two models the brand currently offers in Australia, with the long-serving Model 3 sedan down 33.4 per cent for the first three months (1363 units vs 2046) and the Model Y medium SUV up a whopping 89.4 per cent (5897 units vs 3114).While steep fuel price rises have significantly lifted overall EV sales, Tesla’s turnaround marks a solid comeback from a less than stellar 2025, during which the brand’s local sales fell by just under a quarter compared to 2024 (28,856 units vs 38,347).And it’s worth noting that 2024 Tesla figure was itself down just under 17 per cent from 2023’s 46,120 unit total. Tellingly, established Model 3 competitors are down from their relatively modest base sales; the BMW i4 20.4 per cent behind for the first quarter (246 vs 309) and the Hyundai Ioniq 6 down 61 per cent (17 vs 44).But the big clue to the Model 3’s decline comes in the shape of the BYD Seal, up a staggering 209.3 per cent (934 vs 302) with the Polestar 2 13 per cent ahead (139 vs 123).Alternately, several of the Model Y’s key rivals declined in Q1 with the Hyundai Ioniq 5 down 54.5 per cent (115 vs 253) and the Kia EV5 1.6 per cent behind (1148 vs 1167).But others (operating from much smaller bases) have eclipsed even the Model Y, including the Cupra Tavascan up 366.7 per cent (112 vs 24), Skoda Enyaq up 129.1 per cent (126 vs 55), Subaru Solterra up 246.5 per cent (149 vs 43) and Toyota bZ4X up 300 per cent (840 vs 210) as well as the VW ID.4 up 243 per cent (429 vs 125) and ID.5, 101.4 per cent ahead (143 vs 71).With the current shipping blockade in the Strait of Hormuz further unsettling global oil supply and impacting local fuel prices, it will be interesting to track what is set to be Tesla’s strengthening performance as the year progresses. CarsGuide contacted Tesla Australia for comment on the brand’s sales performance.

Just when you thought electric vehicles were getting more affordable and accessible for everyone - here’s an EV that costs $13 million.Rolls Royce would never call it a 'special edition' but the limited run of 100 electric convertibles codenamed Project Nightingale will each sell for about $13 million.Produced by the British brand's new Coachbuild Collection, Project Nightingale is an electric reincarnation of the Rolls Royce 17EX Torpedo complete with the long tail and oozing Art Deco elegance.More than just a very collectible Rolls Royce, Project Nightingale is expected to showcase the future of the company’s design.“Project Nightingale is built on the design principles that define this marque at its most compelling – grand proportions, absolute surface discipline, and a clarity of line that rewards the closest attention,” Domagoj Dukec, Director of Design, Rolls-Royce Motor Cars said. “And yet, it takes them somewhere entirely new. For me, this landmark motor car feels both inevitable and completely unexpected, and it will shape everything that follows.”  Full specifications haven't been released for Project Nightingale but Rolls Royce is reported to have said that it will share much of the same engineering under its Spectre - the brand's first  EV.The Spectre has a 107kWh battery and dual electric motors making 430kW and 900Nm. That oomph can throw the three-tonne super luxury vehicle from 0-100km/h in 4.4 seconds.At 5.76m long Project Nightingale is the same length as the brand’s flagship Phantom saloon.The example you can see in the images is painted in a pale hue called Cote d’Azure Blue with a red metal flake. The interior is finished in two tone pastel Charles Blue with a Grace White and Deep Navy seat inserts. Rolls Royce expects the vehicles to be bespoke to each of the buyers’ desires, and this will push that asking price into the stratosphere.While called Project Nightingale for now, an official name for the exclusive drop-top will be chosen soon, as will be the owners. Yes, Rolls Royce has already handpicked the new owners for each of the 100 cars.