Green Cars

Aussie car buyers have plenty of affordable EV choices in Australia. From hatchbacks to city SUVs, there are now several compelling options around the $30,000 mark. The BYD Atto 1 compact SUV became the cheapest new car on sale in Australia, while the Geely EX2 hatchback has had a surging start on the sales charts. Other competitors include the GAC Aion UT hatch and the incoming Leapmotor B03X small SUV, which provide buyers with some further thinking to do. Here is how the four stack up on the numbers. The Atto 1’s $19,990 (drive-away) price tag isn’t just the cheapest on this list, it’s the cheapest new car currently on sale in Australia. This deal does run out in December, when it will revert to $23,990. The premium grade of the Atto 1, which adds a bigger 43kWh battery with 310km WLTP range, starts from $27,990 (before on-road costs), which is on par with its rivals. The B03X starts from $29,990 (drive-away), making it the cheapest small electric SUV in Australia. Geely’s EX2 entered the Australian market in July 2026 at $26,490 (before on-road costs), which pushes the final drive-away price closer to $30,000. GAC’s Aion UT is available from $31,990 (drive-away), but the new Chinese brand will add a cheaper standard range variant in December, 2026. The MG4 Urban hasn’t been included in this list, but the electric hatch is currently available from $29,990 (drive-away) until October 31, courtesy of a $2000 cashback offer. The Aion UT’s single electric motor produces 150kW and 210Nm, edging out the B03X’s 130kW and 200Nm. Geely’s EX2 produces 85kW/150Nm - closely rivalling the Atto 1’s 65kW/175Nm. The EX2 stands out with a rear-wheel-drive configuration, potentially providing an on-road edge over its front-wheel drive rivals. The Aion UT’s 60kWh battery trumps the rest of the competition, offering a driving range of 430km, however, the incoming and cheaper short range Aion UT will only offer 320km from a 44kWh unit. The EX2 has a 35kWh unit with 280km, close to the B03X (292km from 40kWh) and besting the Atto 1 (220km from 30kWh). Inside the cabin, the Aion UT and the Leapmotor B03X have 14.6-inch central touchscreens and 8.8-inch digital drivers displays, but the former boasts synthetic leather seats as standard, instead of fabric. The EX2 also has synthetic leather seats as standard, but a smaller 12.3-inch central touchscreen and 8.0-inch digital driver display. The Atto 1 has a 10.1-inch central touchscreen and 5.0-inch digital driver display, with fabric seats as standard. As an SUV, the B03X has 1325L of storage space, including a 105L storage area under the main boot. The EX2 offers an impressive amount of storage space for a hatch, with 1320L, which includes a 70L front storage space. The Atto 1 still has 1037L, despite being the smallest car in this comparison. The Aion UT provides 689L of total cargo when the rear seats are folded, but this is noticeably less than the rest of the pack. The Atto 1 is the smallest car of the pack, with Aion UT longer than the EX2 and the same length as the B03X. The Aion UT is also the widest of the cars and has the longest wheelbase. The B03X is the only SUV here and is naturally taller than its hatchback rivals. The Atto 1 and EX2 were awarded a five-star Australasian New Car Assessment Program (ANCAP) safety ratings. The Atto 1 performed well in crash testing, with 82 per cent adult protection and 86 per cent child protection. ANCAP assessed the EX2 using its new ‘Stages of Safety’ criteria. Features like its driving monitoring system and adaptive cruise control guided the EX2 to a 79 per cent safe driving rating. It rated crash avoidance at 72 per cent, and overall crash protection at 86 per cent. The GAC Aion UT also received five stars and performed well in all categories. The Leapmotor B03X remains untested by ANCAP, but it has a suite of active safety features, including auto emergency braking and adaptive cruise control. The Aion UT wins the warranty battle, with an eight-year/unlimited-kilometre warranty for both the car and its high-voltage battery. The EX2 also has a strong warranty guarantee, with seven years/unlimited kilometres for the car and eight years for its high-voltage battery. The Atto 1 and B03X are offered with similar warranties. Both guarantee six years or 150,000km, and an eight-year or 160,000km battery warranty. BYD does further guarantee the Atto 1’s battery will still have at least 70 per cent after eight years. The Atto 1, EX2 and B03X all need to be serviced every 12 months or 20,000km, while the Aion UT is every 12 months or 15,000km.

The recent Everything Electric show in Sydney provided an unintentional visual metaphor for the Australian car industry - and one brand in particular. Tucked away behind two towering, no-expense-spared Zeekr and Geely stands was a much more modest Subaru showcase. The Japanese brand had its electric range on display, the Trailseeker, Solterra and the new Uncharted, but many people I spoke to at the show didn’t even know that Subaru was there. And that feels very much like what is going on with the brand itself, the former favourite of so many Australians is now at risk of fading into the crowd and if that happens there is no guarantee for its long-term future here. Which would be sad not only for fans of the Forester, Outback and co. but also anyone who enjoys good cars. It had been a long-time since I had last driven a Subaru, but recent time in the Trailseeker and Uncharted has me scratching my head why more people aren’t considering them as electric vehicles (EV) sales soar. The Trailseeker starts at $63,990 plus on-road costs, which I concede does not make it an EV bargain by today’s standards. But the high-grade Touring is priced from $69,990, which is just $1090 more than the Tesla Model Y AWD Premium Long Range. The Trailseeker makes 280kW of power, takes just 4.5 seconds to run 0-100km and has 533km of range. By comparison the Model Y has 220kW, takes 5.9 seconds and has 551km of range. So, on paper, the two are closely matched in the key areas. However, the Subaru has a far more functional and intuitive cabin, thanks to its button-filled, traditional car design ethos. To be fair, the Tesla is a much younger, more tech-savvy company, but it takes its cost-saving-disguised-as-minimalism design approach to a level that just looks cheap to me. Maybe this is a sign I’m getting old, but the Trailseeker is a much more user-friendly car to drive, and for older buyers, those with $70k to spend on an EV, it makes a lot of sense. It also just drives nicer than the Model Y. The Trailseeker is a joint-venture between Subaru and Toyota, two companies with decades of experience developing, engineering and fine-tuning cars. The Model Y is only the fifth car Tesla has made - ever. That is painfully obvious when you drive the two on the road. The Subaru is quieter, with better insulation from both the outside world and the mechanical sounds of the car. It is also more composed and pleasant to drive, with nicely tuned steering and a comfortable, controlled ride than the Model Y simply doesn’t match, in my opinion. The problem for Subaru (and so many other legacy brands) is Tesla is the ‘Esky of EVs’, with the brand seemingly the default choice for so many buyers when they go looking for an electric car. Sales of the Model Y have been huge this year, and while it has many good attributes and I’m not suggesting people shouldn’t buy them, it’s surprising just how far away the Trailseeker is in terms of sales. Subaru has sold 517 Trailseeker since it went on sale in June, which is an average of 129 per month, while Tesla is selling an average of 3166 Model Y per month. So while they may be similar on paper and the Subaru has an edge on the road, where it really counts - sales - the Model Y is leaving the Trailseeker eating its dust. This is very-much indicative of the wider challenge Subaru is facing, as it is getting overwhelmed not only by Tesla but also the influx of Chinese brands that can offer either something equivalent or something for even less money. Subaru sales are down 29 per cent, despite having a relatively fresh line-up, with the new Forester arriving just last year and the Outback earlier this year. The Forester, Crosstrek and Outback remain the brand’s three most popular models, but all three are down dramatically in 2026. As I have written previously, Subaru’s decision to evolve the Outback from a more-conventional wagon to a line-blurring wagon/SUV is a calculated risk. Unfortunately it appears to be a risk that it is not paying off, with Outback sales down 42 per cent in 2026. The compounding problem is, while these traditional petrol and hybrid models are struggling, the brand’s new electric options aren’t filling the gaps. The Solterra, Trailseeker and the Uncharted are all appealing cars in their own way, but obviously Subaru has not made a compelling case to Australian buyers yet. The challenge for the brand is to turn this around and get the attention onto its EV options to try and, if not compete against the likes of Tesla in pure volume, not get overshadowed by Geely and Zeekr like it did at the Everything Electric show. Subaru still sells more cars than Zeekr and is only a few thousand sales behind Geely, at the time of publication, so it’s not too late to turn it around. But getting more attention for its appealing electric options should be a priority if Subaru doesn’t want to fade into obscurity.

Mercedes-Benz has combined its GLB petrol and EQB electric models into one for the second-generation version. It is still boxy and offers space for seven, but is now heavier on Benz's latest tech. The line-up features two mild-hybrid and two electric grades, with the GLB220 4Matic (all-wheel drive) the pricier mild-hybrid. It's more affordable than the model it replaces and features a much greater level of standard gear than its predecessor. On top of the standard kit from the GLB200, the 220 adds: A ‘transparent’ bonnet Terrain mode Nappa leather sports steering wheel Suspension with adjustable damping AMG Line and Night Package styling 20-inch AMG multi-spoke alloy wheels Both mild-hybrid versions of the GLB are powered by a 1.5-litre four-cylinder turbo-petrol engine with 48-volt mild-hybrid tech that includes a 1.3kWh lithium ion battery. The all-wheel drive GLB220 4Matic gets a power and torque boost to 140kW/300Nm for a 7.5-second 0-100km/h time. Both petrol grades use an eight-speed dual-clutch automatic transmission. It sips 6.5L/100km, just 0.4L more than the 200. Standard safety gear is extensive and it works well on the road with few interventions. Like all grades, the GLB220 4Matic has seven seats but Benz says only people up to 171cm tall should sit in the third row. The second-row seat base rolls forward and back to make it easier to get into the back row.

XPeng is continuing to make moves both overseas and here, with a new model, likely destined for Australia, launching in its home market. Pre-orders for the 2026 Mona L05 SUV have opened in China, with the EV having been spied earlier this year testing on Australian roads. While the L05 is not locked in for Australia yet, the smaller Mona L03 is due to launch in Australia in 2027 and both have been testing together with evaluation in mind. In China, there will be full EV and range extender (EREV) powertrain options, the former being available in versions with driving ranges from 615km to 660km, the latter with a maximum combined range of 1310km thanks to a 37.2kWh battery. According to CarNewsChina the Mona L05 will launch from the equivalent of around A$36,400 in its home market, with prices reaching just north of A$41,000. Of course, that won’t translate directly to Australian pricing if the L05 does eventually land here. At 4870mm long, 1930mm wide, and 1636mm tall, with a wheelbase of 2940mm, the mid-size Mona L05 has a swoopy almost ‘breadvan’ rear shape and differentiates itself from the XPeng G6 by targeting a younger audience. It boasts a few key features like a 102L front-trunk to add to the 702L boot space, LEDs reminiscent of Volvo and Polestar’s ‘Thor’s Hammer’ lights at the front, a 26.8-inch head-up display for the driver and a huge 17.3-inch touchscreen for rear passengers. The front seats get massage, heating, and ventilation functions while the front passenger gets a ‘zero-gravity’ mode.

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

BYD has launched a new EV at the 2026 Paris Motor Show, but it’s one Australians might find a little familiar. The BYD Atto 8 launched this week is an electric version of the 2026 BYD Sealion 8 plug-in hybrid (PHEV) launched in Australia recently. Set to top the BYD range in Europe, the Atto 8/ Sealion 8 EV is the first in that market to feature cutting-edge ‘flash charging’. The new feature allows the large SUV to go from 10 per cent battery capacity to 97 per cent in just nine minutes, a feature yet to launch in Australia. BYD’s local arm told CarsGuide the Sealion 8 PHEV is, for now, the range-topper given how recently it launched, with no immediate plans to bring the EV version here. “We only launched Sealion 8 earlier this year and it’s ticking all the boxes for us at the moment so we’re not thinking too far ahead at this stage,” a BYD spokesperson said. The BYD Sealion 8 plug-in hybrid launched at the start of 2026 with a starting price of $56,990 before on-roads for its front-wheel drive base model, with a top-spec all-wheel drive grade at $70,990. In its home market of China, the Sealion 8 or Atto 8 is called the ‘BYD Tang L’ The base Atto 8 has a front-drive setup with 340kW and 365Nm, with a 115kWh battery and a WLTP range of 652km, while the top-spec AWD version has 570kW and 775Nm with a range of 602km but an impressive 0-100km/h sprint of 4.6 seconds. A huge 26-inch widescreen head-up display, a 15.6-inch central multimedia touchscreen, a 10.25-inch digital instrument display and a seven-seat layout with heating and cooling in the front two (outboard) rows join tri-zone climate control, dual wireless phone chargers, numerous USB-C ports and a front refrigerator/heating compartment. In each grade, the seat upholstery is all genuine leather. With “3000 stations to be installed across Europe by the end of 2027”, flash charging is about to become a much more common thing in the EU.  The system allows as much as 1500kW to juice the EV’s battery, in this case the Atto 8’s 115kWh battery, to near-full much faster than usual. In the Atto 8, this means 10 to 97 per cent in nine minutes, though in severely cold temperatures that normally limit charging the flash system still allows 20 to 97 per cent in 12 minutes, not bad. Just five minutes of charging is said to add 60 per cent (from 10 to 70 per cent) to the battery - all resulting in BYD’s line of ‘ready in 5, full in 9, cold add 3'.

Buyers looking for a mid-size electric SUV are absolutely spoiled for choice these days, with a bevy of options from new, near-new and established brands. GAC is one of China’s biggest carmakers and the Aion V is its answer to the Geely EX5, Kia EV5 and Tesla Model Y. The Aion V follows a familiar Chinese electric SUV formula with sharp pricing, high-tech features and mid-tier outputs and battery size. It does do something a little different, though. Its design is a break from the homogeneous silhouette of others, and its cabin is more family friendly than any other EV I’ve tested. It has been a slow seller, with 656 finding a home in the first eight months of this year. Things are picking up, with a third of those sales happening in August. It is still a long way off Australia’s favourites, with the Model Y selling more than 31,000 units through the same period, followed by the BYD Sealion 7 (17,277) and Geely EX5 (10,737). We’re about to find out if the Aion V deserves to be in more driveways through our long-term test. The range is simple, with just two grades to choose from and I’m testing the top-spec Luxury model. The base Premium starts at $42,590, before on-road costs, and the Luxury variant costs $44,590, BOC. That’s a competitive price, with the Geely EX5 line-up ranging from $41,990 to $45,990, BYD’s Sealion 7 starting at $54,990 and the Tesla Model Y costing upwards of $58,900. It also undercuts other Chinese rivals such as the Leapmotor C10 ($45,888), MG S6 ($49,990 drive-away) and Deepal S07 ($53,900). At its heart is a circa-75kWh Lithium-Ferro-Phosphate (LFP) battery that feeds a single electric motor that sends 150kW and 210Nm to the front wheels. It can drive up to 510km between charges, according to the benchmark WLTP test cycle. GAC claims it can absorb up to 180kW via a DC fast charger and 11kW when plugged into an AC connector. All that puts it at the upper end of the scale for mid-size electric cars, and better than anything in the $40,000 range.  The Aion V comes with all the bells and whistles, and there isn’t a whole lot separating the Premium and Luxury grades. On the outside buyers can expect 19-inch alloy wheels, LED lighting front and back, folding side mirrors and roof racks. The inside is pretty swish but has a minimalist vibe favoured by so many Chinese-sourced electric cars. Inside some of the biggest highlights are a 14.6-inch multimedia screen paired with a 8.8-inch driver’s display and a head-up display that projects vital information such as travelling speed and safety warnings onto the windscreen in front of the driver. There are synthetic leather wrapped, power-adjustable seats trimmed in a mix of synthetic and genuine leather with a massage function in the Luxury Grade. All grades have heated and ventilated front seats and heated rear seats. There is a spattering of USB-A and -C charging ports throughout, and a wireless device charger up front to keep all the family's devices fully juiced. A large panoramic sunroof lets the light in and it has an electric shade, which is a blessing in the hot Australian sun. The Luxury grade also gets a second-row tray table, sun visors with larger lit vanity mirrors, a car fridge in the centre console and a PM2.5 air quality sensor. The cabin is absolutely cavernous thanks the car’s boxy shape and long wheelbase - the distance between the front and rear wheels. Rear seat passengers are treated to hectares of leg, shoulder and headroom. I fitted two child seats in the second row — one forward and one rear-facing — with plenty of room to spare. Taller teens and adults would be able to sit comfortably on longer trip thanks to the flat rear floor and rear air con vents and large windows. The cabin fit out is fairly minimalist, with no physical buttons or dials, with every vehicle function controlled through the touchscreen. This is fiddly, distracting and screams of cost-cutting, but the worm has turned on this interior layout and many carmakers are going back to old school controls in their next vehicles. The cabin materials are pleasant enough, but they don’t feel of the highest quality. The two-spoke steering wheel was a particular annoyance. The homogenous nature of it meant you would lose where north and south were when undertaking three-point turns or parallel parking, meaning you'd have to take your eyes off where you were going to correct the steering wheel. There are plenty of handy storage options in the cabin, but the centre console fridge feels a bit like a gimmick. The boot is an okay size, but the lack of a spare tyre is a fail. You can get a space-saver as an optional extra, but it should be standard. A tyre repair kit is hard to use and doesn’t work on all punctures, and is a bad result for owners. GAC backs its vehicles with an eight year/unlimited km warranty and the battery is guaranteed for eight years/200,000km. That’s one of the best warranties in the business, only the conditional 10 year warranties from MG, Mitsubishi and Nissan trump it, but they require you to service your vehicle at that brand’s dealership every visit or it resorts to a shorter guarantee. GAC throws in five years of roadside assistance, too. GAC doesn’t have a capped priced servicing program, but has said it is planning to bring one in. It has recommended prices instead for its 15,000km/12 month service intervals, although they are not guaranteed prices. But if the service centre sticks to the recommended schedule it’ll set owners back $2446 for the first seven workshop stop overs, which is on the affordable end of the spectrum. Next instalment I’ll dive into how the GAC is to drive and how it handles daily life with a family of four. Acquired: July Distance travelled this month: 795km Odometer: 10,378 km Average energy consumption this month: 15.9kWh/100km

Mercedes-Benz has added new plug-in hybrid (PHEV) variants to its local GLE large SUV line-up with the arrival of the GLE450e 4Matic in Coupe and traditional SUV wagon form. The newcomer is powered by a 3.0-litre in-line six-cylinder turbo-petrol engine and a single 135kW electric motor integrated into the nine-speed automatic transmission, sending a combined 320kW/680Nm to all four wheels via the three-pointed star’s 4Matic all-wheel drive system. That’s enough to propel the 2.7-tonne five-seater from 0-100km/h in just 5.6 seconds. A 25.7kWh lithium-ion battery gives the sleek coupe version an electric-only range of 91km (WLTP), with the more upright wagon good for 87km. Both are capable of up to 140km/h in EV-only mode. Standard charging set-up is 11kW AC for a zero to 100 per cent top-up in under three hours.  An optional onboard DC charger ($1100) accepts 60kW for a 10-80 per cent recharge time of around 29 minutes. On sale from today (October 15, 2026), the Mercedes-Benz GLE450e 4Matic plug-in hybrid SUV and Coupé are priced at $156,900 and $160,900, respectively (both before on-road costs). Car-spotters should look out for AMG Line exterior styling and Night Package elements, jointly bringing: AMG front apron Matt black roof rails Gloss black exterior mirror caps Star pattern radiator grille Horizontal louvres in the nose air intakes Dark chrome faux underguard Tinted rear windows 20-inch AMG five-spoke alloy wheels (SUV) 21-inch AMG five-twin-spoke alloy wheels (Coupé) Inside, standard features include heated front seats, synthetic leather trim in the SUV (synthetic leather and microfibre on AMG Line sports front seats in the Coupé) and a new steering wheel marking the return of rocker switch and roller controls. Existing GLE standard features include: Three 12.3-inch screens (under single glass surface) Head-up display Burmester 3D surround sound Memory Package Keyless-Go Comfort Package (with hands-free access) 2026 Mercedes-Benz GLE450e 4Matic option pricing:

A new affordable electric SUV is here. The Lepas L6 mid-size SUV starts from $47,990, before on-road costs, available in a single grade. This means it’s $6000 more than the popular Geely EX5 and the smaller BYD Atto 3 Evo that both start from $41,990. The Toyota RAV4 plug-in hybrid boasts a similar footprint to the L6, but starts from $59,515. The L6 is the youth-focused Lepas brand's first model on sale in Australia and will hit dealerships from early November. The L6 uses a single electric motor, producing 160kW and 275Nm, while its 65kWh lithium-iron-phosphate battery offers a 440km WLTP driving range. The car will only be available with front-wheel drive, and there are no plans for an all-wheel-drive set-up at this stage. DC charging from 30-to-80 per cent takes 22 minutes at 120kW, according to Lepas. The car rides on 19-inch alloy wheels, and comes as standard with a panoramic sunroof that has a retractable sunshade. Inside, there is a 13.2-inch central touchscreen and 8.9-inch digital driver display, with a 50-watt wireless phone charger also standard. Seats are wrapped in synthetic leather, with the front ones heated and ventilated. Other features include automatic parking assist and other advanced driver assistance systems. The L6 will use Chery Group's next-generation LEXP platform specifically developed for the Lepas brand as dedicated EV architecture. The new platform has also been tuned by European engineers to limit roll in heavy cornering and manage pitch under braking. Lepas covers its L6 with a seven-year/unlimited-kilometre warranty, which is a year less than Omoda Jaecoo, but the same as Chery. It has an eight-year/200,000km high-voltage battery warranty and is available with a seven-year capped-price servicing deal, with intervals every 12 months. Lepas is the latest sub-brand to join Chery Group in Australia alongside Omoda Jaecoo, but the brand is just getting started with the L6 EV. It will launch a plug-in hybrid variant of the L6 in March 2027, with the smaller L4 EV arriving in June 2027. The L8 PHEV large mid-size SUV is scheduled towards late 2027, before the L9 full-size SUV makes its way here as well.

Honda is preparing a Toyota HiLux hunter.  The brand is gearing up to launch a new ute in 2028, according to a report from Japanese newspaper Yomiuri Shimbun.  It will take aim at the Ford Ranger and Toyota HiLux in a ute market that remains one of the highest-volume segments globally. It will mirror the Nissan Navara in using the Mitsubishi Triton as the basis for its mechanical DNA.  It could be the first model in an expanded collaboration between Honda, Nissan and Mitsubishi.  There are limited details on the new Honda ute at this stage, as it's still under development, but it will reportedly be built in Thailand.  It will sport the same ladder-frame chassis as the Triton, so buyers can expect Honda’s ute to provide some rugged off-roading and adventuring potential.  The current Mitsubishi Triton uses a 2.4-litre twin-turbo four-cylinder diesel engine, making 150kW and 470Nm.  Mitsubishi has plans to offer hybrid power in its future ladder-frame models and Honda's ute could benefit from this.  This comes as Honda too shifts its focus from fully electric cars to invest heavily in hybrid power from 2027. Mitsubishi’s Chief Product Specialist Itagaki Kunitoshi said in September 2026 the carmaker is developing hybrid set-ups for its future Pajero 4WD and Triton ute models. “Mitsubishi Motors is actively conducting research and development in electrified ladder-frame vehicles, including hybrid vehicles and plug-in hybrid vehicle technologies for products such as Pajero and Triton in the future,” Kunitoshi said. Hybrid power could help Honda steer clear of fines under Australia’s New Vehicle Efficiency Standard (NVES). It’s too early to say whether the incoming Honda ute will go on sale in Australia, but it's becoming increasingly likely.  The ute will launch in South-East Asia in 2028, a region with many right-hand-drive markets. While a RHD build improves its chances of an Australian arrival, the local branch hasn't officially confirmed it will land in showrooms. A spokesperson for Honda Australia told CarsGuide in October 2026 there was nothing to confirm yet.  “While Honda, Nissan, and Mitsubishi Motors are discussing various potential collaboration opportunities under the framework of our strategic partnership, there is nothing specific to share at this time,” they said.    Honda already sells a Ridgeline ute, but it is exclusively sold in North America. This means it’s built in left-hand drive, while it also uses a thirsty V6 engine that would incur fines under Australian emissions rules, essentially ruling it out Down Under.