Hybrid cars

The first rung up the Mercedes CLA ladder above the entry-level 180 is this CLA200 at $68,100, before on-road costs, which puts it in the same price ballpark as its German ‘Big Three’ rivals, the Audi A3 sedan and BMW 2 Series.

BYD is poised to step up its attack on the ute market, with a raft of possible Shark 6 expansion models under consideration.The Chinese brand’s decision to triple the Shark 6 line-up with the new 2.0-litre Performance model and the Cab Chassis variant is only the beginning of its growth plans for the popular ute.BYD Australia Chief Operating Officer Stephen Collins said the company is focused on expanding the appeal of the plug-in hybrid ute to potential fleet customers in the short-term, with more options on the table beyond that.“There's more sub-segments that are pretty obvious that we're talking to HQ about,” Collins told CarsGuide.“So nothing I can confirm at this point, but yeah, we're certainly looking to continue to grow where it makes sense in the range. So whether that be at the top, whether it be at the bottom, whether it be certain mining-spec cars or whatever it may be, definite opportunities there. And because we're the lead market I think we have a lot of pull in what we can bring to the market.”The addition of the Shark 6 Performance means the ute can now tow up to 3500kg, opening the market to customers who tow larger items, such as ‘grey nomad’ caravaners and other tradespeople. While the new Dynamic Cab Chassis gives the Shark 6 more appeal to tradies and fleet customers in need of a specific solution at the rear instead of the integrated tub.Collins wouldn’t be drawn on any specific areas where the Shark 6 range could expand to, but did underline just how important growing its share of the lucrative fleet market is.“I think the obvious one has been fleet. We said last night that 35 per cent is about the norm. We've been at 10, we're now at 20 . So I think fleet is probably the obvious one where we've really been missing out, and we've established a fleet department. We work closely with our retail partners. We've probably got, in combination with our retail partners, we've probably got 25 people working on fleet. So that's the obvious one.“I think we just appeal broadly now, and I think there's just more opportunity as the car's only been in the market for 14-15 months. We've quickly gained, I think, a strong reputation getting on the shopping list. And I think now we're just getting on the shopping list of more tradies, grey nomads, families who just want to go camping, sparkies, just all of the above. And I think this just widens the appeal.”One likely option would be installing the new 2.0-litre petrol engine in the Cab Chassis, which would allow it to tow up to 3500kg, instead of the current 2500kg. Collins wouldn’t confirm such a variant was locked in, but did say it was “on the radar” for the brand.

BYD’s Denza sub-brand has lifted its game.The brand has rolled out its first over-the-air software update, in the same way your smartphone improves itself periodically, for its plug-ing hybrid B5 and B8 4WDs.There are several headline grabbing improvements, but the real Toyota LandCruiser 300 Series smashing news is in the details.Denza’s B5 and B8 four-wheel drives have had their security improved with a driver password lock added to the vehicle.This is in direct contrast to the LandCruiser 300, which is being stolen in increasing numbers around Australia.Thieves are effectively using a device to clone keys to access and drive the vehicles.Toyota’s response is a bit more old school, with the company offering a steering wheel lock. The steering locks are available as a genuine Toyota accessory on all models, and in the past few decades were used as a deterrent to car thieves.The Denza B5 also now has a cruise control function when towing, a dedicated towing mode switch and users can select a trailer weight that Denza claims the vehicle to intelligently adjust its performance parameters to enhance stability and safety during towing.The bigger B8 also now has cruise control when towing and more accurate range estimates when hauling.The company also made tweaks to the duo’s off-road performance, with new traction control settings.This improves the off-road capability, driving stability and performance on sand.Increased safety includes anti-jam second and third row folding seats, which now stop if they detect resistance. It has also added turn signals into the head-up display alerts.Denza Australia Chief Operating Officer Mark Harland said this update shows the brand is listening to its customers right here in Australia.

The Hyundai Santa Fe was CarsGuide’s overall Car of the Year for 2026 but to say it’s a polarising vehicle is putting it lightly.A through-and-through family car, this fifth generation of the Santa Fe marks a significant departure in terms of exterior design. It features a boxier, more Range Rover-esque look.While some like the look, others dislike it with a passion, and as a result Hyundai is reportedly readying an early mid-life facelift.The following is a rundown of what’s set or expected to change with this forthcoming update.What is the biggest change?Undoubtedly the biggest change with the updated Santa Fe will be the exterior styling.It’s understood that Hyundai will replace the low-mounted tail-light set-up with a more typical vertical lighting signature.Additionally the Pixel-style headlight design, which currently spells out the letter ‘H’, could be replaced by a full-width light bar and jagged daytime running lights (DRLs).What will be under the bonnet?Overseas reports have indicated the updated Santa Fe will come with the option of a range-extender (REEV) hybrid set-up.These types of hybrids use a petrol engine purely as a generator for the battery once it runs out of charge. This means the electric motor(s) only drive the wheels. The battery can also be charged by plugging it into a charger or household powerpoint.At this stage no details about the REEV powertrain this Santa Fe may receive have been confirmed, but it will likely deliver more than 1200km of driving range with the fuel tank and battery combined.It’s expected that the petrol, hybrid and plug-in hybrid power options will carry over with this update.Hyundai may ditch the eight-speed dual-clutch automatic in the turbo-petrol variant for a conventional eight-speed torque-converter automatic. Kia has already done the same in the Sportage and K4.Hyundai may go to a hybrid-only line-up with the Santa Fe with this update in Australia following tightening CO2 emissions targets. Toyota has already done the same with the Kluger, which is arguably this car’s closest rival.What else is expected to change?It’s understood Hyundai will likely introduce its new Pleos Connect multimedia software, which is built on Android Automotive OS.There could also be a larger touchscreen multimedia system to replace the current 12.3-inch unit that’s wrapped into a curved display with the 12.3-inch digital instrument cluster.A range of other small changes like new alloy wheel designs and a revised steering wheel are also likely.When will it be revealed?Overseas reports have indicated that this updated Santa Fe will be revealed later in 2026 or early 2027.When will it come to Australia?Given the expected global reveal timing, don’t expect the updated Hyundai Santa Fe to arrive in Australia until 2027.

The Mercedes CLA line-up kicks off at $66,500 for the entry-level 180, which puts it in the same price ballpark as its German ‘Big Three’ rivals, the Audi A3 sedan and BMW 2 Series.

The pile-on continues days after Maranello revealed its first electric car, with Lamborghini's CEO implying Ferrari has made a misstep with the new model.The 2026 Ferrari Luce debuted this week, designed by Jony Ive (of original iPhone fame) alongside Australian design veteran Marc Newson, and the internet has not reacted well.Nor has Ferrari’s customer base and investors - a drop in stock price of more than 6 per cent punctuated markets opening the day after the reveal.After that, external criticism from notable figures in the media and wider industry now includes Lamborghini CEO Stephan Winkelmann.While not the same direct admonishment as was handed down by former Ferrari boss Luca di Montezemolo who said he hopes “they at least remove the prancing horse from that car”, Winkelmann told CNBC plug-in hybrids are “the right way to go”.While he wouldn’t be drawn on directly commenting on the Luce as “ speak about its competitors”, he said “by observing the market ... we saw that the acceptance curve for our type of customers is not increasing, and that therefore we decided to move away from a full-electric car into a plug-in hybrid”.“Every brand, every company has to decide for themselves.”Lamborghini recently reversed plans to build a new model EV, the Lanzador, as well as an electric Urus, in favour of PHEV technology.Ferrari, on the other hand, went ahead with the move.Winkelmann’s comments and the more direct criticism from di Montezemolo aren’t the only high-profile snippets of ‘feedback’ aimed at Maranello, with Italy’s Deputy Prime Minister (and Transport Minister) Matteo Salvini having taken to X (formerly Twitter) to say “electric, incredibly expensive (€550,000!), and aesthetically speaking, it speaks for itself... It looks anything but a Prancing Horse car”.“And this is supposed to be ‘innovation’? I wonder what Enzo Ferrari would say…," he said.The technology under the Luce hasn’t been as widely criticised as its design departure from Ferrari’s tradition - 772kW and 990Nm from four electric motors and a 0-100km/h sprint in 2.5 seconds would be welcome in most other stables.

The small SUV market is getting busy. Plenty of aggressively affordable models are here, arriving, or soon to land thanks to the boom in China’s international new car market.Cars like the Kia Seltos can’t win on price alone anymore, as may have been the case in the past.It’s a good thing, then, that Kia has a new Seltos with some fresh tricks like a hybrid system for Australia and an interior that wouldn't look out of place in much more expensive Kias.This car isn’t due in Australia for some time - around October should be the launch - but an international preview in South Korea gave us a pretty solid look at what we can expect from Kia’s new small SUV.We don’t know quite how much the Seltos will cost just yet, but we have some clues.Given the last-gen Seltos pricing and the market positioning of the very closely related Hyundai Kona, we expect the Seltos to start in the high $30,000 region, before on-road costs.Chances are its line-up will look a lot like the previous Seltos range, with a few options ranging from a relatively basic ‘S’ to the fully-specified GT-Line.Specifications and features are also yet to be determined. The cars available to us during the test were likely representative of GT-Line cars that will arrive in Australia, with panoramic sunroofs, heated and vented seats, adjustable interior ambient lighting, synthetic leather upholstery and a large screen display.The three-part screen unit consists of 12.3-inch screens - one touchscreen for multimedia and one for the driver display - either side of a 5.0-inch touchscreen for climate controls. As is often the case with this section of the screen arrangement in Kias, it’s out of sight behind the steering wheel when you’re in a driving position.If you’ve been in a recently designed Kia like the EV3 or EV5, the interior design and layout will look familiar. There are still physical buttons and controls for important functions, as well as shortcuts to key sections in the multimedia menus, but the overall layout is relatively tidy.The driving position works well, visibility is good thanks to decently-sized windscreen and windows, and the seats are comfortable enough for a full day of driving.The second row is spacious enough for an adult on a decent drive, Kia says there’s another 20mm of legroom because the Seltos is now slightly bigger than the previous generation - 45mm longer with a 60mm longer wheelbase.There’s also 536 litres of boot space, and in Australia under that will be a spare wheel. This means we won’t have vehicle-to-load (V2L) capability, but it seems the sensible trade-off for Australia if only one of the two is up for grabs.In Australia, the drivetrain will be a hybrid-assisted 1.6-litre four-cylinder petrol engine mated to a six-speed dual-clutch automatic transmission.We’re expecting a front-wheel drive version with outputs to be approximately 113kw/265Nm, plus an all-wheel drive with 131kW, though its rear wheels will be powered by an electric motor and not mechanically connected to the front wheels.The hybrid version will be it for Australia, with the brand forgoing petrol-only variants. This means more efficiency to be expected from the new Seltos, and while Kia hasn’t provided indicative fuel economy expectations for this variant, the Korean test drive provided some insight.While not a perfect indication of the efficiency we can expect in Australia (given South Korea’s roads are flatter, straighter and slower for the most part), our test averaged between 4.8L/100km and 6.1L/100km. Tyre pressures were a few kilopascals higher than you’d expect them to be on an average Australian commute, by the way.We’re going to wait until later this year for a more definitive judgement on the Seltos, but first signs are impressive.Of course, a local Australian tune is already in the works thanks to Kia Australia’s Chief Engineer for Ride and Handling, Graeme Gambold, but the starting point built to suit the Korean market is a good basis.It’s soft and can get wafty on uneven surfaces, but generally easy to control in dynamic cornering without sacrificing comfort on long stretches of old roads.We can expect a firmer tune for better input response here in Australia, with the aim of reduced body roll and more accurate steering.The drivetrain, aside from its efficiency, is also a big plus for the Seltos, though its regenerative braking caused a couple of unexpected minor lurches during braking.While not entirely lacking urgency, keen drivers might be disappointed by the outputs, especially in front-drive.The nature of Korea’s highways and roads meant we were only able to get a matter of minutes rather than hours of twisty-road dynamic driving in, but given Kia Australia’s history of decent suspension work, there’s reason to expect the new Seltos will handle well once it lands in Australia.

Audi’s global boss has hinted that the iconic R8 mid-engined supercar might be making a return, and this next-generation model could be powered by the Lamborghini Temerario's astonishing hybrid V8The brand’s CEO Gernot Dollner revealed that despite tightening emissions laws, he still had the V8s on his mind."I'm a big fan of the V8," he said, according to Motor1. Audi is in the process of replacing the revered 4.0-litre twin-turbo V8 in its high-performance saloons and SUVs with more efficient V6 hybrids.We’ve seen the Audi RS5 move from using a V8 10 years ago to a V6 plug-in hybrid in the just-launched new generation, Future versions of RS6, and others, are expected to also follow suit.But it appears there will still be a place for the V8, which Dollner admires. The new Lamborghini Temerario plug-in hybrid uses the same V8 paired with three electric motors. "There's no restriction to an engine like that," Dollner said.He’s not joking. The V8 in the Temerario can rev to 10,000 rpm, which is higher than any V8 production supercar has been able to hit. The output of the PHEV system is outrageous. The combined output of the V8 and motors in the Temerario is 676kW and the 0-100km/h sprint is over in 2.7 seconds.The same platform could easily be used for a new-gen R8 - Lamborghinis and Audi R8s have shared the same platform in the past.Production of the Audi R8 ended in 2024 after an 18-year run and during that time was powered by the V8 and a V10, also used by Lamborghini in its supercars.Whether a new Audi R8 actually happens will be down to demand, and of course Dollner.Emissions laws may not be the barrier some might think.Last year Audi Australian boss Jeff Mannering told CarsGuide the existence of more and more hybrids and EVs such as the Q4 and Q6 electric SUVs in the range means a couple of V8 models can be included without exceeding the overall fleet emissions limits.“A BEV, a PHEV, an ICE car - if you look at the market this is why the Q4 and Q6 are so important because it adds volume to BEVs, but we need plug-in hybrids as well because of those C02 targets,” he said. 

The Volkswagen Tayron eHybrid might just be the hidden gem in VW’s SUV line-up, and it’s all because you get less of something, not more.Sounds weird, I know, but stay with me. It was once pretty easy to identify the difference between the Tiguan and the Tiguan Allspace. One had five seats, and the other mostly had seven. Simple.But this Tayron eHybrid changes that equation. It’s the plug-in hybrid replacement for the Allspace, joining the petrol-powered versions that have already launched in Australia.And like the just-launched Tiguan eHybrid, it’s exclusively a five-seat affair. But it’s also bigger, cheaper and I reckon better to drive than the Tiguan, if it doesn’t have the immediate nameplate recognition of its smaller sibling.Same five seats, same petrol-electric powertrain, just with more space for less money, even if its equipment list isn’t quite as generous as the one in the Tiguan.The Tayron eHybrid is the latest arrival in Volkswagen’s plug-in hybrid push, sharing its powertrain specifics with the Tiguan eHybrid. That means a 1.5-litre turbocharged petrol engine with a front-mounted electric motor and a 19.7kWh (net) battery, and an all-electric driving range of around 115km on the WLTP cycle.Both grades are set up for 40kW DC charging, or 11kW charging at home — the latter meaning you can essentially use a regular power point, or a much faster wallbox charger.There are two trim levels, the Elegance and the sportier-feeling R-Line, with the latter also adding progressive steering to the driving aid list (both also get adaptive damping and an e-diff lock). There are also different power outputs for each — in Elegance guise, that means 150kW and 350Nm, while the R-Line improves the grunt on offer to 200kW and 400Nm.Each trim has its petrol engine and electric motor up front, meaning front-wheel drive, with the battery at the rear, and feed their power through a six-speed dual-clutch gearbox.And all of that is largely identical to the Tiguan. But from there, things change.The Tayron PHEV might not sport the seven seats of internal combustion versions, but it’s still got the body size to fit them. It’s both longer and wider than its five-seat sibling, and it serves up wagon-like space in its boot, with a sizable 705 litres with the second row in place, and a massive 1915 litres with the row folded flat. That makes this a proper family transporter. There is oodles of room in the back seat, too, though there is a comically large tunnel running through the centre of the backseat that will definitely impact leg room for adults riding in the middle seat.The window seats offer an adult-friendly amount of room, though. I’m 175cm, and had no issue getting comfortable. There’s also a pull-down divider, twin USB ports and tri-zone automatic climate with twin rear vents.Both the Elegance and R-Line interior treatments are clean and modern, with solid material choices and a genuine feel of quality in the elements you interact with.In more good news, I think the cheapest version is the stronger buy. The extra power on offer in the $75,990 R-Line version actually feels unnecessary in the context of the Tayron. The performance in the $62,390 Elegance feels ample, especially with the added zip from the electric motor when taking off at city speeds. Right now both models are significantly cheaper, too, with a limited drive-away offer on both grades that will see you on the road for less than the RRP.Anyway, the Elegance is officially about one second slower to 100km/h than the R-Line, sure, but a) it doesn’t feel it, and b) who cares? This is spacious family transport, not a Nurburgring rocket.It can get a bit revvy when when you really plant your foot from a rolling speed, and it can feel too firm on properly jittery road surfaces. But it’s otherwise a competent and pretty comfortable drive, with a confident weight to the steering and a feeling of connection between drive and car, especially on winding roads, that’s sometimes missing from its competition.There are subtle differences in the way the Tayron and Tiguan drive. Both feel competent and buttoned down, but the Tayron feels a little more stable and better balanced, likely owing to the 110mm longer wheelbase.Like in the Tiguan, the EV power delivered when you take off really eases forward progression so much so that you really don't want for more power.In Elegance trim, your spend buys you 19-inch alloy wheels, an auto-opening boot, and LED lighting. Inside, there’s leather trim with seats that offer heating, cooling and ventilation, a digital driver display, a 12.9-inch central screen and wireless charging.Springing for the R-Line nabs you a sportier look, as well as 20-inch alloy wheels and VW’s clever Matrix LED headlights. There’s a bigger screen and some other niceties, too, but how much all of that matters is up to you.Unfortunately, Volkswagen won’t budge on its now-too-short-feeling five-year and unlimited-kilometre warranty, which grates in a world of seven-, eight- and 10-year warranties. Volkswagen insists its customers don’t want or need more, but I’d like to speak to some of these customers. The battery is covered for eight years or 160,000kms. Servicing is required annually, and a three-year prepaid package will set you back $1605, while a five-year package is $3391For mine, the Tayran is the VW sleeper, and the Elegance eHybrid is the pick of the plug-in bunch.

One of Volkswagen’s most important vehicles has welcomed what will almost certainly be its most important powertrain, with a plug-in hybrid variant here to capture all those people tired of having to black-market an organ every time they need to fill up.And it turns out that there are a lot of those people. Plug-in hybrid sales are up 119 per cent so far this year — and more than 500 per cent in April alone — and it’s into this PHEV feeding frenzy that Volkswagen launches its plug-in Tiguan, which is available in Elegance guise, or as a sportier and more powerful R-Line.In Elegance guise, the sticker price is $64,590 before on-road costs, while the R-Line ups the cost to $74,550. Both have sharp drive-away price deals at the moment that will see you on the road for less than the RRP.There's a solid inclusion list too, mirroring the non-hybrid range, as well as some driving kit, like adaptive damping, and a clever e-diff that smooths out understeer and dials up grip.Well, VW calls it an eHybrid, which is company parlance, but the end result is the same, with its powertrain combining a 1.5-litre turbocharged petrol engine with a front-mounted electric motor and a 19.7kWh battery.Electric driving range is around 115km (WLTP), and both grades are set up for 40kW DC charging, or 11kW charging at home — the latter meaning you can essentially use a regular power point, or a much faster wallbox-style charger.Opt for the Elegance, and the total system power is 150kW and 350Nm, while the R-Line is tuned to deliver 200kW and 400Nm. Both feed their power through a six-speed dual-clutch automatic gearbox, and are front-drive only, with the electric motor positioned on the front axle.Power is only ever a small part of a new-car story. Producing grunt is often the easy part. Delivering it in a car that feels properly ready to receive it is seemingly much harder.Happily, the Tiguan is a definite bright spot on the soft and spongy horizon of new-car sales in Australia. It feels properly engineered from behind the wheel, with a ride that delivers true connection with the road surface below, even if it does definitely stray into too-hard (and even a bit jittery) territory over corrugated road surfaces. There's not a huge amount of body roll when cornering, and it feels sorted from behind the wheel.The way the electric power is delivered in this car is also a bonus. It is very noticeable that it is using exclusively electric power from low speeds. The torque is instantaneous and it propels you forward before the engine kicks in at about 20 kilometers an hour or so. The result is an SUV that feels more like a nippy little EV at city speeds, before turning into plug-in family transport elsewhere.There are only two quirks that irk me a little. One is the consistency of the brake pedal feel, which sometimes feels like there is plenty of pedal travel, and other times feels like there isn't much at all, which makes how much pressure to apply a little unpredictable at times. The other is the weight of the steering, which can go from very light as you brake into a corner, before quickly weighting up as you accelerate out. Neither are major problems, but can take a little getting used to.Inside, the interior lighting is customisable and has a nice, sporty touch in the R-Line, while the twin screen setup – including the gigantic centre screen – is premium in look and feel, too.Be warned though, the driver-distraction monitor doesn't just sound an alarm, but locks you out of the screen until it decides that you're paying attention again, so if you're doing something on the screen, it then freezes.But kudos to Volkswagen for concocting an iPhone wireless charging solution that actually holds your phone in place, with a little lift flap in the centre console that keeps things secure while charging, whether that's via the twin USB-C ports or via the twin wireless charging pads.Elsewhere, and apart from the plastic-feeling centre console edging, everything in the cabin is nicely wrapped, and it does give the sense of a car that just feels well sorted, both on the road and from the driver's seat.Space in the backseat is ample for my 175cm frame, and boot space is pretty family friendly – despite a slight space penalty to pay compared to non-hybrid models –with 490 litres with the rear seats in place, and 1486 litres with the second row stowed.