hatchback

Chery’s International boss confirmed a local research and development centre is in the works for Australia. Chery International President Zhang Guibing noted that Australian-based engineers would help the brand tune its cars to better suit local conditions. Zhang said an R&D centre is planned, and even suggested one of Chery’s sub-brands could be headquartered in Australia in the future. “We will create an R&D center in Australia,” he confirmed. “We will use more local labor to really teach Chery because we are far Australia. “The habits, the road conditions, the weather is a big difference. Even now… maybe in the future we are also different.” The move to build an R&D centre in Australia would make Chery an on-paper leader in localisation in terms of its Chinese compatriots, with GWM also employing a local ride and handling expert in former Holden guru Rob Trubiani. Chery earlier this year confirmed it would build an R&D centre in Millbrook in the UK, though given the emphasis Zhang places on Australia, it seems an Aussie localisation program will teach the brand plenty about getting ahead in the brutally competitive new-car market. The announcement goes against the brand’s local arm saying last year that local ride and handling work is ‘irrelevant’ because much of the tech in Chery’s cars is too new for local experience to tune. “I think as long as we have the intelligent and educated input, whether we do that work in China or Europe or North America is irrelevant,” Chery’s local Chief Operating Officer Lucas Harris said in late 2025. To further cement Australia’s importance in the eyes of Chery’s top brass, Zhang suggested Sydney or Melbourne as potential locations for one of Chery’s sub-brands’ international operations to be headquartered in future. Chery currently has several global sub-brands: Jetour, Exlantix, Lepas, Luxeed, iCaur, Freelander and finally Omoda and Jaecoo, with the latter often paired together. This came alongside the acknowledgement that many have suggested London as a possible headquarters for Jaecoo’s international arm. He also noted the Stockman, Chery's upcoming ute, will launch in Australia before any other market, including China. Zhang also said Chery’s sub-brands in Australia wouldn’t all be based in the same city, ideally. “Some of the brands, the headquarters maybe put in Sydney. Some of the brand we put not in Sydney, in other cities… Melbourne.” He outlined that even in Wuhu, the plan is for Chery’s sub-brands to at least have their own buildings and spaces to develop and engineer their vehicles, despite the regularly shared engineering and tech across the Chery group. Mr Zhang’s approach is to try and tailor the staff on each brand to best understand the intended audience of the brand by being closer to that demographic where possible. “Actually, the team, the people, the different R&D department people is completely separated. “Because we want this brand from R&D and later the sales the, marketing, the people really is the same customer group of the brand. “Even the building, the design is also a very strong link with the customer feeling. So this is our main decision.  “Even for me, I don't participate. Because I think I'm not the customer group. So if sometimes I make too many decisions, it’s wrong.  “So I will leave more power to the different brand groups. So they will make their own decisions on how to really make the customer happy, because they understand the customers.”

Mercedes-Benz has never been afraid to pioneer new tech, trends and styling. But you could argue the brand’s more conventional, old-school, take on what a compact family car could be, was the B-Class’ biggest hurdle. Certainly, by the time the world arrived at 2019, and the W247 (in Benz-speak) landed in showrooms, the concept Mercedes was chasing was definitely out of fashion. While other carmakers were adding plastic wheel-arch flares, larger bumpers and a jacked-up ride height to cash in on the tidal wave of compact SUV ownership, Mercedes-Benz stuck with a more traditional people-mover concept. The writing was already on the wall, of course, and you suspect that was the mood even within M-B, as the B-Class range shrunk from a choice of engines and trim levels to a single drivetrain package and a single trim level. And by 2024, it was all over for the concept as far as Mercedes-Benz in Australia was concerned, and the B-Class disappeared from price-lists. But a lack of fashion-sense has never meant a particular car has no other redeeming features, and the Mercedes B180 (as the single model was badged) certainly had its followers. You get the feeling, however, that much of the appeal might have been an adverse reaction in some quarter to the march of the SUV. But that was never enough to sustain the B-Class as a stand-alone, single-spec model (although, like many M-Bs, there were packages the buyers could specify). Mechanically, the B180 used a 1.3-litre turbocharged petrol engine driving through a seven-speed dual-clutch transmission to the front wheels. It was a five-door vehicle with seats for five and sold against vehicles like the Audi A3, BMW 2-Series Active Tourer and Volvo V40. The B180’s biggest problem was that it was simply an old-fashioned concept; a people-mover at a time when everybody wanted an SUV. But it was also flawed in terms of its driveline and the combination of the small turbocharged engine which could feel slow to build boost, and the dual-clutch transmission meant progress was not always as composed or serene as a Mercedes-Benz badge suggested. Quality, however, was better than some less recent Benzes and the multimedia system was modern and sophisticated. The B180 was also a very safe car with a great package of inclusions to keep you safe before and after a crash, including side-curtain airbags for every outboard seating position. As such, it makes decent sense for a younger or first-time driver, as well as smaller families. Modern Mercedes-Benzes don’t seem to share the same reputation for bank-vault reliability as some of the brand’s previous efforts. But to be fair, the B-Class of this era was a decently reliable car. That’s on the condition, of course, that it’s been serviced and maintained correctly and driven appropriately. The major problem areas with the Mercedes B180 are shared with many other cars of this era and this level of technology. Probably the main issue is the dual-clutch transmission which can be jerky on take-off and then shift harshly. Often, this is traced to old or dirty transmission fluid which a full service should solve. In some cases, the problem may be with the electronic control module for the transmission. Oil leaks are not unknown on the W247, so check under the car or on the ground where it normally parks. The fuel injectors are also somewhat prone to carbon build-up which reduces their efficiency and plays against performance and fuel economy. You should also perform a full and complete check of all the car’s electronic functions before making a decision to purchase. Make absolutely sure that every button and switch does what it is supposed to and run through all the functions of the multimedia system. Don’t forget to check the air-con blows cold and that the cruise-control works properly. The B180 was recalled only once, to warn owners that the emergency call function (after a crash) was potentially not working. A software glitch meant the car may have deactivated this function without the owner knowing. The good news was this recall required no action by the owner, as the software update was to be delivered to the car over-the-air from Mercedes-Benz. This vehicle was not subject to a facelift or other revisions during its lifespan, so there are no 'good' or 'bad' production years. In any case, as with any second-hand car, you should buy on condition, kilometres travelled and – above all else – the service history. Since the B180 was largely reserved for urban duties (and the fact that it’s still a relatively young car) only a handful for sale right now have travelled more than 100,000km, and the vast majority a lot less than that. That makes it a bit difficult to forecast what the useful life of a B180 might be, but you need to consider that the small turbocharged engine works pretty hard and that any car like this can fall victim to slack maintenance and servicing. The other point to remember is that racking up big distances in this model will make it potentially a lot more difficult to move on when it’s time to trade up. There was only one model and trim level offered in the B180 of this era, so there are no real choices to be made in terms of which variant to buy. That said, Mercedes-Benz has always been very keen on extras packages and this car was no different. With that in mind, we’d look for an example with the upgrade from synthetic leather to genuine hide, and what’s called the Vision Pack which included the full-length panoramic sunroof. The B180 was a sub-$50,000 car when it was brand-new, which means prices are getting more reasonable now, but still a substantial outlay for what is a small people-mover. The most affordable examples are now popping up for sale in the high-teens and for that you’ll be buying a car with something like 100,000km on its odometer. A fully loaded B180 with super low kilometres (less than 30,000km) on board will be closer to $30,000 with $35,000 being asked for the very best examples with all the option packs. The M-B brand has been around in Australia for a long time now, and even though its dealer network is not as extensive as some, you’d be surprised at some of the regional centres that do, in fact, boast a Mercedes dealership (the cars were always popular with farmers in the good years). But beyond that, there’s also an extensive network of independent specialists who know their way around the brand and the cars. They can also often supply parts at a lower cost than dealerships. There’s also a huge online supply of M-B parts thanks to its status as an established global brand. Mercedes cars are highly regarded in many countries, meaning there are some good bargains to be had by shopping globally on the internet. The B-Class generally and the W247 B-Class specifically, were never great sellers for Mercedes-Benz in Australia. It’s difficult to know how many were sold overall, but estimates put the number at around 3000 examples.

BMW has made so much noise about its latest electric ‘Neue Klasse’ models, the iX3 and i3, it’s easy to forget about its expansive line-up of internal combustion models. While the shift to electrification is undeniable, there’s still a healthy appetite for petrol cars, especially when it comes to high-performance models like the BMW M135. Even though the hot hatch segment is slimmer than it once was, there’s still a few solid options at the premium end. At $85,500 before on-road costs, the BMW competes with other Germans including the Volkswagen Golf R ($71,990), Audi S3 ($78,800) and Mercedes-AMG A35 4Matic ($89,700) as well as Japan’s finest, the Honda Civic Type R ($85,000), although the latter is manual only. So it’s more affordable than the Benz but pricier than the Audi. Luckily BMW includes a healthy standard features list for the M135. The M135 comes with the following: 10.25-inch digital driver’s display 10.7-inch multimedia display with BMW Operating System 9 Wireless Android Auto and Apple CarPlay Wireless smartphone charger Digital radio Keyless entry and start Head-up display Powered tailgate Active LED headlights with high-beam assistant 12-speaker harman/kardon audio system Heated front seats Heated M Performance leather steering wheel Panoramic sunroof Front sports seats with lumbar support and massage function Over-the-air updates BMW Intelligent Personal Assistant Personal eSIM and onboard 5G connectivity On top of that the safety offering includes: Auto emergency braking (AEB) Steering and Lane Control Assistant Adaptive cruise control with Stop & Go Lane keeping assistant with active side collision protection Lane change warning Front and rear cross-traffic warning Rear collision warning Overspeed warning Surround-view camera with 3D view Park assist The Brooklyn Grey metallic paint of the test car is a $1700 option. For too long BMWs and other European carmakers scrimped on features, instead relying on their premium brand position to sell cars. Not anymore. The standard features list in the M135 stacks up and it makes for a properly premium small car. A couple of years into its lifecycle, the 1 Series is still a handsome little hatchback, with a squat stance and lovely proportions. The redesigned front end gives it a sharper modern look, too. Inside it features integrated twin screens familiar to other BMW models and while it doesn’t have the latest in-car tech from the iX3, it’s still an appealing cabin. The screens and air con vents are all angled towards the driver which adds to the cockpit feel. There are few buttons aside from what’s next to the gear shifter on the console - drive modes, demisters, hazard lights - but the cabin doesn’t feel overly minimal. Being an M Performance model the M135 gains some snazzy interior touches like red and black synthetic leather upholstery on the seats and door panels which brightens the space considerably. It’s sporty yet still looks premium. Those front seats offer the perfect level of upper and lower body support. Some BMW M car seats are so heavily bolstered they’re almost uncomfortable. That’s not the case here. The M steering wheel has a flash of red at 12 o’clock and like most BMW tillers it’s a bit too thick for me. But the paddle shifters look good and got some use during a dynamic drive. Storage wise there’s a long but shallow centre bin, a couple of cupholders and a wireless charger. The door bins are awkwardly shaped so only smaller bottles will fit, but there is an extra nook for other items. The multimedia setup is not as intuitive as the latest setup in the iX3. The app page features lots of little icons that change dynamically based on what you’ve used most recently. It’s not a challenging system to navigate, which is a plus. There’s two USB-C ports up front if required. The panoramic glass sunroof only has a mesh fabric blind and while it’s much better than some similar shades from other makes, nothing can beat a solid blind when it comes to keeping Australia’s blazing sub out of the cabin. Sitting behind my six-foot tall driving position, the rear row is quite cramped. Legroom is tight - my knees touch the back of the front seats. The roof has been scalloped out for more headroom but it’s still tight because of the sunroof. It has a bulky transmission tunnel so the middle seat is all but useless. There’s two USB-C ports, short and narrow bottle holders, a centre armrest with two cupholders and knee-level air vents. Boot space is 380 litres (increasing to 1200L with the rear seats folded) which is better than the Audi S3 (325L). It has a powered tailgate standard. There’s no spare wheel, only an awful repair kit, but the M135 has handy dual-level boot storage. Under the sculpted bonnet of the M135 is a 2.0-litre four-cylinder turbocharged petrol engine delivering 233kW of power and a meaty 400Nm of torque. It drives all four wheels via BMW’s xDrive system and has a seven-speed dual-clutch ‘Steptronic’ transmission. It can hit 100km/h in just 4.9 seconds and official fuel use is 7.8 litres per 100 kilometres. Over a week of both easy urban driving and enthusiastic back road blasts, I recorded a thirstier 10.3L/100km. Poke your right foot and you’re met with a beat of turbo lag followed by incredible acceleration - that 0-100km/h time is no joke. The engine note is also a delight and adds to the whole experience. BMW’s smooth seven-speed dual-clutch snaps through the gears at the perfect time almost every time. Accelerating quickly to a lower speed limit might require a flick of the paddle shifter. The brakes with the sexy blue callipers are incredibly strong and the steering is super sharp, changing direction crisply. The M135 has loads of grip, holding on to the road even when pushed up a sharp, sweeping incline. Phenomenal stuff. Ride quality is mixed - it’s firm which isn’t surprising for a European hot hatch that’s designed for performance driving. It’s less noticeable at speed on a twisty back road. That firmer ride is more evident driving on pockmarked urban roads at lower speeds, where it can get a little jiggly. But by no means would this sway me from owning the M135. Drive modes include Personal, Sport and Efficient - I didn’t bother trying the latter. Sport mode makes the BMW even quicker, to the point where you need to hold the steering wheel even tighter, particularly on uneven road surfaces. I never felt in danger of losing control or even losing traction.The engine note amps up a notch, too. One quirk that won’t annoy everyone is the auto stop/start. I turned it off every time I drove the car as I found it a little laggy. The advanced driver assist systems work without interruption in the background. No need to switch any of these off. European brands like BMW continue to lead the way with this tech. The M135 is covered by BMW’s five-year/unlimited kilometre warranty which is now the norm for premium brands. BMW’s ‘condition-based servicing’ means the car’s computer tells you when it needs a service. Currently a five-year/80,000km pre-pay package is $2470.

BYD has surged up the sales charts, but its Australian Chief Operating Officer Stephen Collins is now turning his attention to an area other brands are lagging behind in. The brand has announced an extensive after-sales revamp, confirming more than 580,000 of parts are stored in Australia, allowing it to fill 95 per cent of dealer orders locally.  BYD doesn’t just want parts to be more accessible and delivered faster. It’s also targeting a less than seven-day wait to book a service. “I think it’s a big part of the whole ecosystem that BYD is investing in. Some other brands, I won’t name them, but you probably know them, are lagging behind in this area,” Collins told CarsGuide.  “We know that some brands are way beyond that , and we think that’s just not acceptable.” The brand has opened up a parts facility in Melbourne that houses parts across 15,000 square metres and is staffed by a team of 40 people.  It’s by far BYD’s biggest parts warehouse to date, and is designed to help with speedy delivery times to dealers.   The Chinese giant said it can deliver parts to local dealers within 24 hours or at most one week for remote and rural areas.  Most interstate deliveries should take two or three days, according to BYD.  Collins said these moves are designed to build trust with existing customers and future buyers.  “I think it’s just a basic requirement and expectation for customers when you get your car serviced or something goes wrong, we have the parts available, we have the service bays available,” Collins told CarsGuide.  A report from the Australian Automotive Dealer Association (AADA) in July 2026 revealed long car repair wait times.  Dealers admitted customers, especially EV owners, can face delays of between six and eight weeks for an issue just to be diagnosed due to workshop backlogs.  The report went on to read that some manufacturing faults can even take months or years to be correctly diagnosed.  Dealers have been refusing to accept tow-ins or diagnostic work for cars not originally sold in that specific showroom.  Some dealers pointed the finger at car manufacturers for slow resolution times to faults for customers.  Collins said BYD’s decision to announce these initiatives wasn’t driven by the findings in the AADA report, nor any other political factors.   “We made the decision well before that ,” Collins said.  “We took over from an independent distributor in July last year . Before that time, we’d already made these investment decisions. “It was very much a part of our longer term strategy not driven by any pressure or any political pressure.”

Leapmotor has taken its next leap forward with the arrival of its first hatchback - the B05. It brings more European handling and practicality, at a Chinese price. But there are still key areas it needs to improve in to become a more popular choice for Australian buyers.

China’s automotive industry is facing an unexpected speed hump on its road to relentless global expansion, and it is from an unlikely place. As highlighted by this week’s Paris Motor Show, Europe’s biggest and busiest in years, carmakers have started looking back to move forward, with a number of affordable yet evocative production or near-production concept models leaning heavily into post-modern – or retro - realms. Most are electric or electrified, and all major on emotional design to lure consumers in. With little to no history, tradition or heritage for Chinese manufacturers to also lean upon, it seems that France and Italy especially are mining their back catalogues for their next big hits – and the world is hungry for it. In essence, European marques are leveraging their single biggest asset – brand character and national identity – to survive today. In fact, the key, recurring message from nearly every European manufacturer during their new-model press conferences and presentations at the Paris event could be distilled down to five words: “Made in Europe, for Europe!” The aim is to send the world in general and China in particular a loud and clear message that European manufacturers are not taking the actual and existential threats from rivals like BYD, Zeekr, XPeng, MG and GWM lying down. Not on their own turf at least. Making waves is Stellantis, with its brands Peugeot and Citroen from France and Alfa Romeo and Fiat from Italy, all putting on the rose-coloured glasses. But it was immediately apparent on the first press day that arch rival Renault – the 127-year old carmaker from Boulogne-Billancourt that predates even Ford – created the biggest stir, and a home-ground one at that. In what turned out to be one of the show’s genuine surprises, it presented no fewer than five retro-inspired models, which, in turn, attracted probably the longest and most sustained attention from the assembled media on press day. The stunning Renault E-Space people mover ushered in the revival least expected in today’s SUV age. Harking back to the avantgarde 1984 Espace original, it would return Renault to the multi-purpose vehicle (MPV) class it helped pioneer but is nowadays scarce for choice (barring the Kia Carnival and some electrified Chinese MPVs). But only the green light is given. This one’s a firm maybe. More importantly, a production E-Space could sit on the Renault Group’s coming next-gen electrified skateboard platform. Dubbed RGEV Medium 2.0, it follows China’s lead as a software-based EV-first architecture. Highlights include up to 750km of EV battery range or over 1000km with a range-extender powertrain, along with an 800-volt electrical setup for ultra-fast charging. Referring to China, as Renault Group CEO, François Provost, put it: “… we are not afraid of anyone.” Widely regarded as Europe’s best small EV, it was only a matter of time before the R5 E-Tech would receive the Turbo treatment. In 80s Renault-speak, and for motorsport homologation purposes, that meant stuffing the front-drive supermini with a powerful 1.4-litre turbo engine out back, driving the rear wheels. That necessitated massive biceps in the form of bulging arches, creating an instant classic in the process. Fast-forward to today and the EV is set to score a similar makeover, this time switching to an Alpine-tuned chassis with twin rear electric motors out back, to create a new breed of electric hyper hatch. Just 1980 of them will be built from 2028. Now largely forgotten in Australia, the original Renault 8 of the early 1960s was a small four-door rear-engined sedan, with the Gordini being Europe’s rally special sporty edition. Based on the R5 E-Tech’s flexible EV architecture, the reimagined R8 Gordini is a beguiling visual throwback that also conjures up other period classics with similar crisp styling – the Ford Escort, Datsun 1600 and BMW 2002 to name a few. A real knockout. As an exercise of intent, this is breathtaking. Will Renault build it? Time will tell. For a hot minute in the early ‘80s, the Alpine A310 V6 looked like it could become a serious Porsche challenger. Handsomely angular with gorgeous flared wheelarches giving it a total supercar stance, the Dieppe-based tuner of humdrum Renaults seemed on the same trajectory as AMG and M were with Mercedes and BMW respectively. Tragically, that never happened, as every consequent Alpine never looked as sensuous. But as Renault’s in-house special-vehicles department, reviving one of the sexiest models in the back-catalogue would be a no-brainer. Right now, Renault is saying this won’t be built, concentrating on the coming A110 EV first instead. But, this is the exactly the car that people think of when they hear the word Alpine. That and a pack of ciggies, but that’s another story. Enjoying a rapturous international motor show debut in Paris, the Twingo must have struck enough terror in compatriot Citroen’s heart when revealed last year for the latter to come up with its own beloved retro baby, the 2CV. More on that later. The Twingo is a tiny four-seater EV with looks evoking the 1992 original that influenced a generation of quirky city cars, most notably the 1999 Toyota Echo (Yaris outside of Australia and the US). This time around, it’s all-electric, of course, has won several car-of-the-year awards, and costs from about $31,000, or around $24,000 apres EV incentives. There’s economy of scale at play here, too, with Nissan (Pivo) and Dacia (Spring II) versions also being produced. Citroen’s twin-chevron logo literally denotes advancement. Going retro seems the opposite of what the brand used to stand for. But the world has changed since the pre-war design/post-war productionised 2CV put France on wheels. This one may look cartoonishly twee up front, but – like the original – this one promises to be an ultra-affordable (low-$20,000 AUD) urban EV with clever engineering for maximum efficiency at minimum cost. So, Citroen’s heart is in the right place. And, at the show, the boss promised that it will be built. Plus, China seems to have already cornered the avantgarde cheap-EV market already with models like the BYD Atto 1, so why not look back. Just don’t get into the habit, Citroen. PS. The van version, the Fourgonnette that nobody anticipated at the Paris show, is achingly cool. That’s the one we’d have. What you’re looking at is another reinterpretation of an ‘80s motorsport homologation special, and this time, there’s a mainstream affordable next-generation supermini lurking underneath. Peugeot’s e-T16 is an incredibly spot-on reimagining of the famous 205 T16 from 40 years ago, balancing retro themes with progressive design that makes us eager for the production e-208 coming next year. And the best news is, Peugeot is contemplating making an e-T16 hyper hatch like what you see here too! Just hurry up and sort out your Australian distribution mess, Stellantis. This could be the rebirth of cool, Peugeot-style. This is based on a cheap electric quadricycle originally marketed by Citroen as the Ami in 2020, though the Fiat Topolino version is prettier and truer to the Italian brand’s heritage for slow and cramped city cars that are barely any larger than a Smart ForTwo. The Multiplina is the four-seater version, with more space inside and greater performance, capable of hitting about 90km/h. And, evocative of the 1956 Fiat 600 Multipla (that was actually briefly sold in Australia), it’s super cute to boot. As far as retro revivals go, bringing back the RCZ seems a bit premature, given the last one was made as recently as 2015. But there aren’t enough 2+2-seater sporty coupes nowadays, so we’re glad that Peugeot is contemplating returning to the segment with this slick and slinky all-electric beauty. Especially as the Audi TT is no more.

At the 2026 Paris motor show Plenty of brands provided a preview of what’s to come for buyers . Some of the world’s biggest carmakers put their work on display from ultra-affordable EVs to retro reboots of past successes.  Here is some of the biggest news to come out of the show.  Smart has revealed a new compact EV called the #2.  Boasting a two-door and two-seat layout, it’s roughly 1200mm shorter than a BYD Atto 1 and slightly bigger than the original Smart ForTwo.  It has a 330km driving range, according to WLTP standards and can DC fast charge from 10 to 80 per cent in 20 minutes.  BYD sub-brand Denza has unveiled its answer to big hitters like Ferrari and Lamborghini with its Z electric sports car.  A close rival to the Mercedes-Benz SL Class, the Z is BYD’s first full-on performance model.  It will use a three electric motor set-up, producing 880kW, with a 0-100km/h time of less than two seconds.  Another Chinese brand is destined for Aussie shores.  Ultra-luxury brand Avatr showed off its T09 large plug-in hybrid SUV concept for the first time. It is due to launch in Australia in 2028 or 2029.  Citroen’s electric 2CV successor has landed.  The compact EV is due for launch in 2028, at 3760mm long shaping up slightly shorter than its petrol predecessor but still boasting a roll-top fabric roof.  It’s expected to be offered from a very affordable price point in Europe, but we’re unlikely to see it Down Under.  Fiat has revealed a bold new concept called ‘multiplay’, which can transform between a people mover, SUV and ute.  Measuring 4450mm long, the car shares a similar footprint to the BYD Atto 3. It features a sliding rear roof and C-pillar to enable conversion from a three-row family car, to a ute or an SUV depending on its specific requirements.  Alfa Romeo has given its iconic V6 engine a hybrid twist. Its Cuorerosso concept uses a conventional hybrid set-up, comprising a 2.9-litre twin-turbo V6 engine as well as some electric motor assistance.  The Italian brand developed the concept to show off the future direction of its Quadrifoglio sedan.  Renault unveiled two futuristic EV concepts.  The E-Space concept is an electric reboot of the Espace van and people mover.  The E-Space is similarly sized to the current Espace van on sale, but uses a fully-electric set-up and features a standout sleek design.  The French brand also showed off its radical Renault 5 Turbo 3E that is a limited-run production EV version of the Renault 5 Turbo.  Its electric motor set-up produces 410kW, while riding on a fast-charging 800-volt platform.  Renault will only build 1980 examples of the car to pay homage to the original birth year of the Renault 5 Turbo.  Peugeot provided a look into its future.  The rally-inspired E-T16 concept is a nod to the 1980s 205 T16 Group B rally car, and its three electric motor set-up, makes around 600kW. Its aggressive styling and blacked out accents are said to be a showcase into future styling for Peugeot.  The RCZ Vision concept is an electric sports car based on the original 2+2 sports coupe.  It features plenty of cutting-edge technology, including a solid-state battery with 10 to 80 per cent fast charging in under 10 minutes.  The car’s electric motor set-up produces 373kW, while a curved ‘double bubble’ roof is a reflection of the original design. 

In a world of more and more electric car drivers are you a Subaru Impreza driver? You either know this already or might know after our quick review of the Impreza 2.0S. Ten years ago the Impreza was one of the go-to small small cars buyers choose, along with the Hyundai i30, Mazda 3 and Toyota Corolla. These four small cars ruled suburbia and they’re still Aussie favourites, but the world is changing and now more people are heading to electric cars and hybrids such as the Chery Tiggo 4 SUV and MG 4 hatch. And that reminds me, opting for the Impreza represents a choice not to buy an SUV, too.  In fact, buying one of these is showing a bit of resistance to just doing what everybody else is and that’s pretty great. The 2.0S is the most expensive grade in the Impreza range at $40,990, before on-road costs, which is about $7500 more than the entry-grade 2.0L. Can I just also throw it out there that for less than $8000 more there’s the close-to-perfect-for-the-money sporty sibling to the Impreza - the entry grade Subaru WRX with the six-speed manual gearbox?  I don’t know… you’ve come this far, knocked back an EV, snubbed SUVs… and the WRX is iconic and probably one of the best performance cars I’ve driven for the dollars. Totally up to you. Did I say it had a manual? All right, I’ll stop. The 2.0S is good value and I think the standard features list is better than almost all its rivals with a 10-speaker Harman Kardon sound system, leather seats (heated up front and power driver’s), 11.6-inch media screen with Apple CarPlay and Android Auto, a wireless phone charger, proximity unlocking, 18-inch alloy wheels and LED headlights.  Some quality touches such as the alloy pedal trims and rear door sills with mountain motifs just reinforce the Subaru reputation for making affordable cars that (I think) are so much better than they need to be. That better-than-it-needs-to-be business I’m talking about is apparent in the driving of the Impreza, too. All-wheel drive is completely unnecessary, but the stability and traction it brings makes this a safer and more enjoyable car to drive. Same goes for the horizontally-opposed 'boxer' engine. A very different design to its rivals' powerplants, it sits lower and improves handling. The ride comfort is also lovely for a car at this price, and if that’s what you're looking for the WRX with its harder ride is definitely not for you. Really, the only part letting the side down here is the continuously variable transmission (CVT) which I’ve always felt stifles a car’s ability to lock in power to its wheels and that affects the fun factor for me, big time.  You can’t get the Impreza with a manual, unfortunately, so you’ll have to live with acceleration which isn’t bad but also not great. The Impreza’s four-cylinder engine with its 119kW and 196Nm is more than capable but, yes, the CVT clips its wings. Even with a dull CVT I think the Impreza is a lot more fun to drive than an EV, and being a regular hatch rather than an SUV makes it so lovely to pilot with none of that wobbling raised wagons do through every roundabout and over speed bumps. Talking of SUVs, the Impreza and the Subaru Crosstek small SUV are very closely related in almost every way apart from looks, but the engine and platform are identical.  Even so, the Impreza is much better to drive because of its lower ride height which brings better dynamics.  The only downsides are for those who want to sit a bit higher in traffic and the scrapping of the Impresza's surprisingly low front lip on driveways (occasionally... sorry, Subaru!).    The 2.0-litre four-cylinder engine in the Impreza does not have a hybrid system and its 7.5L/100km official fuel consumption is looking very high in an era where large hybrid SUVs are boasting 6.0L/100km. I saw that figure go up to an average of 16.5L/100km according to the trip computer and that’s after 177km of motorways, suburban roads and city streets. In the Impreza’s defence this test car had not been run-in and had less than 50km on the odometer at the start of my test and fuel consumption is considerably higher in the first 1000km of a car’s life. So, I’d expect the fuel consumption to drop a lot closer to the 7.5L/100km Subaru says you should see.    This is important. The Impreza was updated with new safety features last year which helped it achieve a maximum five-star ANCAP rating in 2025.  So, if you’re buying an Impreza make sure it was built after April 2025 as this version received the update which included traffic sign recognition to an already solid list of safety technology. Fortunately, the safety tech is not too intrusive in terms of alerts which are currently a big source of complaints regarding new vehicles. Standard safety features include’s Subaru 'EyeSight' camera-based system, AEB (auto emergency braking), lane keeping assistance and blind-spot warning. All of the expected safety items are covered in the Impreza. Onto another kind of coverage, the warranty, and the Subaru Impreza is covered for five year, unlimited kilometre. Servicing is recommended every 15,000km or 12 months. Subaru has capped price servicing for the Impreza and you can expect to pay about $2450 over five years.   That warranty is short compared to many rivals and that service pricing - ouch! It's high. As a prospective Impreza owner, ready to ignore what many buyers are doing in choosing an EV, you’re also picking a hatch over an SUV which is almost the default bodystyle for consumers now. I really like that individualism.  I also like the styling of the Impreza. It’s a pretty little beastie and the new Citron Yellow Pearl paint adds to the insect-like look. You can see my little video on the paint colour, too. It’s not as rare as you might think and many brands use it in their ranges. The Impreza is only offered in hatchback form which is better for practicality than a sedan with the rear tailgate opening wide and offering 291 litres of boot space which also happens to be the same cargo capacity of the Crosstrek SUV. That’s on the smaller side but the Impreza isn’t huge at 4490mm long. Cabin space is good, however, and even at 189cm tall I can sit behind my driving position with legroom to spare and headroom back there is good, too. Cabin storage is more than adequate too with big door pockets, shelves in the dash and four cupholders onboard.

Hyundai is entering the EV price war as it makes its smallest EV cheaper and culls the most expensive versions. There are now just two Hyundai Inster variants to choose from, down from four.  Hyundai has culled the Extended Range variant of the Inster and the tougher-looking Inster Cross with roof basket. This leaves the Standard Range Inster and the regular Inster Cross as the only two options. The range adjustment coincides with the 2027 model year car, examples of which have now started to arrive in Australia. Hyundai has also shaved $1500 off the price of the Inster Standard range to $37,500, before on-road costs, only about five months after the brand ripped more than $4000 off its price tag. The Inster Standard Range comes with a few less features now. There is no interior V2L (Vehicle to Load) port, portable emergency charging cable or heat pump. The latter is important as many carmakers have put heat pumps in to help improve the efficiency of heating and cooling systems and use less of the battery’s energy, which helps improve driving range. The Standard Range comes with a 42kWh battery that delivers a driving range of up to 327km, with power coming from a single electric motor making 71kW. The Inster Cross is also $1500 cheaper at $43,500. It comes with the bigger 49kWh battery and effectively fills the void left by jettisoning of the Extended Range version. It has had the same items removed as the Standard Range to help lower the price. At its heart is a 49kWh battery that provides a driving range of up to 360km and has a more powerful 84kW electric motor. Competition is heating up at the entry-level of the electric car market, as new budget-friendly models arrive in increasing numbers to take advantage of the increased demand due to high fuel prices BYD cut the price of its entry-level Atto 1 to $19,990, drive-away, until the end of the year. The Geely EX2, GAC Aion UT, GWM Ora 5 and Leapmotor B03X have all lobbed in the past few months with price tags at about or less than $30,000. Tesla slashed $9000 of the price of entry into its Model 3 electric sedan, with a new based rear-wheel drive (RWD) variant priced from $45,900, before on-road costs.

Honda America has moved to make what many driving enthusiasts already regard as the best even better by upgrading the brand’s Civic Type R hot hatch with extra performance, additional standard features and new-generation tech. Marking six generations across 30 years of the Civic Type R, the ultra-fast five-door sports a more aggressive front fascia with a larger grille opening claimed to improve cooling and a deeper front splitter to increase downforce. Inside, a “more refined cockpit” now includes heated front seats and a new trim perforation pattern as well as synthetic suede around the instrument surround and upper front door panels. The Type R's signature alloy shift knob, interior door handles and console trim have a dark grey finish and the climate control and air vent knobs in black, a diamond-pattern mesh dash panel (with black surround) and front door panel trims in silver are designed to up the cabin’s premium feel. Under the skin, the Type R’s ‘K20C’ four-cylinder turbo-petrol engine sends 235kW/420Nm to the front wheels (exclusively) via a six-speed manual gearbox. And under the bonnet, a redesigned engine cover is reminiscent of the powerplants in early-generation Type R models sold in Japan. Other technical changes include optimised suspension damping in +R mode to reduce bounce and impact harshness, more direct brake feel courtesy of a pedal yoke spring and an improved rev match system with faster engine response for smoother downshifts. Google built-in / Google Gemini / Google Maps / Google Play Alexa built-in Auto-dimming rearview mirror Two USB-C ports Improved (dual tone) horn New colour: Meteorite Grey Metallic Tech upgrades to the Honda Sensing safety suite include improved AEB (Auto Emergency Braking) with pedestrian detection incorporating increased system visibility for motorcycles and bicycles.  Adaptive cruise control is also enhanced with improved braking and acceleration response and lane keeping assist features “improved control over road camber and other disturbances for smoother operation”. And for the first time, the Civic Type R is equipped with multi-collision brake to minimise the chances of subsequent impacts after an initial crash. The 2027 Civic Type R will arrive in US Honda showrooms this month with a MSRP (Manufacturer's Suggested Retail Price) of US$48,695 (~A$69,900). While local sale of the upgraded Type R isn’t on the cards at this stage, CarsGuide expects another batch of current model Type Rs to land in Australia in 2027.