Hybrid cars

XPeng’s new Australia-bound SUV means business, as it is priced to severely undercut key rivals in China.The XPeng G9L, which was recently revealed in China and confirmed to arrive here in the next six months, will cost the equivalent of $55,000 for the range-topping model in China.XPeng also confirmed there will be plenty of cheaper grades to choose from.This means the most expensive G9L will be more affordable than the cheapest Zeekr 8X ($75,000) in China.And the general rule of thumb is: if it's cheaper than its rivals in China, it’ll be cheaper than them here.Chinese cars are usually about 20 per cent more expensive in Australia than in China, so expect the G9L to top out at about $70,000 when it arrives.The G9L is a big five-seat SUV in the domestic market, which follows the latest trend of giant Chinese SUVs with roomy interiors.It is 5120mm long, 1999mm wide and 1795mm tall, with a 3100mm wheelbase, and is bigger than most seven-seat SUVs.It is available with an electric or range-extender hybrid (REEV) set-up. The latter uses a small petrol engine as a generator to charge the battery, with only the electric motor(s) driving the wheels.Both electric and EREV versions will be available in two- or all-wheel drive.The 2WD EV has a single rear-mounted electric motor producing 270kW, while the AWD adds a front-mounted 160kW motor for a combined 430kW.REEV variants have a 1.5-litre turbo-petrol engine to charge the battery.The single electric motor in the range-extender makes 210kW, with the AWD adding an extra 160kW motor for a combined 370kW.There are several battery options. Two-wheel drive versions use a circa-92kWh lithium iron phospahte (LFP) battery that is good for 702km of driving range, according to the more lenient Chinese test cycle.All-wheel drive versions use a roughly 92kWh Nickel-Manganese-Cobalt (NMC) unit, which is good for about 660km of range. This can be upped to a 110kWh power plant that boosts range to 755km.REEV versions use a huge 64kW LFP battery for a claimed Chinese verified electric driving range of 435km.XPeng hasn’t revealed what versions will be available here.XPeng HQ has recently taken over from the Australian importer after a several issues, which is now playing out in federal court.The factory-backed operation has grand plans now it is allowed to sell cars here.It already has the updated G6 mid-size SUV and X9 people mover available for order.It has confirmed the L03 coupe-SUV will be next to land, followed by the G9L and L05 mid-size SUV, the latter is from its more affordable Mona range. The flagship GX, which will likely be called something else when it arrives due to Lexus already claiming that name, will land sometime in the future.

Toyota is commonly known for creating solid vehicles that are easy to recommend and generally simple to live with.However, the Japanese carmaker understandably has also had some vehicles that are solid, but not as class-leading or recommendable in their respective segments. Recent examples include the HiAce-based Granvia people mover and HiLux-based Fortuner SUV.But now Toyota has arguably one of the most perplexing new products on its hands in Australia that no matter which way you look at it, it doesn’t make sense.This is the LandCruiser 300 Series Performance Hybrid.The LandCruiser 300 Series Performance Hybrid, which itself is a mouthful, is a new flagship engine offering in Australia, sitting above the existing 3.3-litre six-cylinder turbo-diesel.It combines a 3.5-litre twin-turbo V6 petrol engine with an electric motor generator for total system outputs of 341kW and 790Nm. It’s called i-Force Max and it's a virtually identical set-up to the Tundra pick-up but there’s slightly more power.This makes it the most powerful road-going LandCruiser ever. In fact, it’s the most powerful Toyota production car ever offered in Australia. More than the GR Supra, TRD Aurion and even the previous V8-powered LandCruiser.Compared to other Toyota series-parallel hybrid powertrains, the LC300’s set-up is quite different. It’s a parallel set-up that has the electric motor generator sit between the petrol V6 engine and the 10-speed automatic transmission.This means the engine or the electric motor can independently power the wheels, or they can both provide grunt at the same time. There’s also a direct mechanical connection, meaning the full-time four-wheel drive system remains intact.While Toyota has attempted to hedge its bets with the Performance Hybrid naming, this vehicle is far from efficient.It’s claimed to consume 10L/100km on the combined cycle, according to ADR 81/02 testing. This is more than diesel-powered LandCruiser is claimed to consume 8.9L/100km on the combined cycle, according to ADR 81/02 testing.What makes it worse is the Performance Hybrid version of the LC300 has a smaller 98L fuel tank, compared with the diesel, which has an 110L fuel tank. This means the former has a significantly shorter overall driving range.The kicker is the LC300 Performance Hybrid requires a minimum of 95 RON premium unleaded petrol. While this may still be a little cheaper to purchase than diesel in some circumstances, premium unleaded petrol isn’t as prolific as diesel, especially in remote areas.Toyota prides itself on building vehicles that are capable of tackling the most challenging and remote terrain, but if you can’t find anywhere to fuel up, what’s the point?It’s disappointing as the LC300 Performance Hybrid is an incredibly capable vehicle off-road. In GR Sport trim it retains the front and rear diff locks, crawl control and turn assist functions, as well as the E-KDSS suspension system. The placement of the high-voltage battery pack in the LC300 Performance Hybrid limits the interior practicality.All versions of this car are currently only offered with five seats. For full transparency, the LC300 Performance Hybrid is only offered on the range-topping Sahara ZX and GR Sport trims and they only offer five seats with the diesel engine too.However, there are lesser versions of the LC300 with the diesel engine that offer the flexibility of seven seats. For some families this is a major consideration.While the LC300 Performance Hybrid does have 910L of boot space, this is 216L less than the diesel as the floor is slightly higher. Thankfully the boot packaging isn’t as awkward as it is in seven-seat versions of the Prado.There are two versions of the LC300 Performance Hybrid currently available in Australia – the Sahara ZX and GR Sport, which are already range-topping versions of this car.They’re currently priced from $156,740 and $156,990, before on-road costs, respectively. This is around $8000 more expensive than the equivalent diesel-powered model.Beyond the different engine, the Performance Hybrid gains the following over the diesel:Full electric power-assisted steering system (diesel models retain hydraulic power steering)Upgraded 1500W power socket in the boot40/20/40 split-folding second row of seats.Honestly I’m not sure. I see no feasible or justifiable reason why you could or should buy the Performance Hybrid version of the LC300 over the diesel.Sure it’s nice to have extra power, but how often are you actually using it? Plus, the diesel is already powerful and torquey enough.It doesn’t help that the transition from electric to petrol power can occasionally be a touch stilted. Plus, the car can barely accelerate on electric power alone, forcing the engine to fire again.One thing that’s undeniable is the petrol V6 petrol has a fantastic note. It’s gruff, burbly and full of character.The simple answer to this question is the diesel engine. However, if you like the LC300 Performance Hybrid’s 3.5-litre twin-turbo V6 petrol engine, there are a number of options available with the same engine, sans electrification.The most obvious answer is the Lexus LX, which is the luxurious version of the LC300. The entry-level LX600 is priced from $167,700 before on-road costs, which is almost $11,000 more than the LC300 Performance Hybrid.It produces slightly less power and is claimed to use more fuel, however you get the flexibility of having seven seats.Another option is the slightly smaller Lexus GX550, which is essentially a fancier version of the Prado. It has the same twin-turbo V6 petrol engine but it has a less powerful tune.The line-up starts from $118,320, before on-road costs and depending on the trim level there is the availability of seven seats, though it’s a smaller car than the LC300.If this is still too much money, the Denza B8 may be a good alternative. It starts from $93,195, before on-road costs, offers three rows of seating and has a 3500kg braked towing capacity.The B8 is also a plug-in hybrid (PHEV) and has a larger 36.8kWh battery pack which offers up to 115km of electric range, according to NEDC testing.

Has it really been 40.5 years since Hyundai entered the Australian market?Bankrolled by the Western Australian tycoon, Alan Bond, who also helped this country win the America’s Cup yacht race in 1983, ‘Bond Motor Sales’ quietly launched the X1-series Excel in February, 1986.This was an Italian-designed front-wheel drive small car from Korea about the size of a Toyota Corolla but the price of a Toyota Yaris, with a name that even the importer could not pronounce correctly, as early adverts on YouTube prove. “Say Hi to Hyundai!”With just 1786 registrations in that first year, sales were slow to start with. But the severe economic recession heading into the 1990s that “Australia had to have” fuelled demand to the point that, 10 years later in 1996, the Excel was number three overall, behind the Holden VS Commodore and Ford EF/EL Falcon.But it wasn’t just down to one model.Soon to be free of Bond and with a firmer financial footing due to a new importer, Hyundai rapidly expanded with the mid-sized Sonata (from 1989), Scoupe (from 1990) and Lantra (from 1991, and later badged Elantra). The latter also brought greater independence from ‘technology partner’ (read: engine supplier) Mitsubishi, ushering the brand’s first in-house powertrain.From the “Drive-away, no more to pay” mentality that quickly became a rod on Hyundai’s back when they finally went beyond mere cheapness, to the hugely popular X3 (1994-2000) Excel’s alleged propensity to lose steering control due to bad welding, big hurdles certainly lay ahead for Hyundai.However, it came good eventually.So good, in fact, that today Hyundai has outgrown Mitsubishi by several multiples, while one model ranks as the best car of the 2020s so far, period.Which one? Read on!Inspired by the contemporary VW Polo, the Getz was the first time Hyundai introduced an internationally focused model built to beat the world’s best.For the price, it was certainly compelling, with crisp (and now timeless) styling, rorty engines, agile handling and great packaging. A giant leap from the charmless LC Accent range.The Getz heralded Hyundai’s outward-looking philosophy, bringing with it a new maturity.Prior to the i30, Hyundai’s answer to the VW Golf, Ford Focus and Mazda 3 was the XD Elantra hatchback.Coarse, uncomfortable and cheap are words to describe the interior, suspension, powertrain and styling of the 2000’s XD series.In contrast, the German-developed i30 was created to run with the best from Europe. The resulting taut styling, strong architecture and ergonomic packaging elevated the Hyundai to new heights for the brand.The CW wagon was uniquely appealing in its practicality and aesthetics, while all local models benefited from Australian road tuning.Subsequent generations continued the class act, leading to the hot-hatch redefining i30N a decade on.The Ford Transit Custom, VW Transporter and Mercedes-Benz Vito have long slogged it out for world’s-best mid-sized van honours, but their lofty pricing and often-exxy running costs won’t suit all budgets.Here’s where the Korean/German co-developed TQ iLoad really stepped up.Unveiled in 2007, it adopted best-van engineering practices in its short-bonnet front-engined/rear-drive layout, rigid platform construction, advanced crumple zones and car-like yet work-orientated cabin presentation, and all within a big and boxy carryall.The masterstroke, of course, was pricing that substantially undercut the A-league Euros. The iLoad democratised the modern van, fair and square. Just like today’s Staria continues to do.The most impressive new model released this decade (so far)?Easy, that would be the Ioniq 5. With breathtaking ambition and drive, the Hyundai EV punches so far above its weight on so many fronts that, privately, most rival carmakers must surely look at it with equal parts reverence and fear.What’s not to love?There’s the retro-futuristic design that defies sizing categorisation like it defies time; the E-GMP 800-volt architecture that provides a rock-solid base for cutting-edge EV tech that, until recently, was reserved for $250K-plus Porsches; a minimalist yet thoughtfully-executed interior offering the luxury of space, ambience and exquisite detailing; and a rapid, refined and rewarding driving experience that is as relaxing in the standard versions as it is rabidly rousing in the uniquely unhinged 5N.Five years on, still one of the world’s best EVs.The fifth iteration of Hyundai’s three-row mid-to-large SUV is a breath of fresh air to look at, sit inside, drive and live with.Unusually easy and relaxing to use, its square-edged styling affords excellent vision, perfect practicality and a source of endless debate, while the petrol-electric hybrid powertrain and sophisticated drivetrain provide pleasing performance as well as parsimony.A bold and brash statement in an all-too-often boring segment. And such great value. A great example of a single car that do everything, and with poise and panache to boot.The S Coupe, or Scoupe, was clearly created to be an affordable and fun sporty runabout.But the vague handling, sloppy gear shift and unrefined powertrain were leagues behind Japan’s coupes of the era from Toyota, Honda and Nissan.The problem stemmed with the platform – underneath the sleek silhouette was the humdrum, cheapo Excel econo-hatch. Great for keeping costs down. Terrible for finesse. And the unruly turbo version that followed was downright terrifying on wet roads.At least Hyundai listened, because the next-gen Coupe benefitted from a dynamic once-over by Porsche, and it showed.Can half a million Australians be wrong? Perhaps not, but the last, ‘90s-blobject Excel was an enigma.Big for its price and positioning, as well as powerful and reliable, it even became the best-selling car in Australia for a month in mid-1996.But it was crude to drive and ride in, and early examples suffered from sub-par quality in places where it really shouldn’t – namely the front-end structure that, due to insufficient welding, could lead to total steering loss. Oh dear. Remember, this was the era of sophisticated superminis like the Toyota Starlet and Echo, Nissan Micra and VW Polo.And how many generations of Aussies have had to endure Excels being driven with the rear fog light trying its best to sear off your retina?The early 2000s were the C-segment hatchback halcyon days.This was the era of the quality-defining VW Golf Mk4 and dynamics-redefining Ford Mk1 Focus, while the Toyota Corolla, Holden Astra, Honda Civic, Peugeot 307, Mazda 3 and Renault Megane all brought something individual to the small-car party.Yet the third-generation Elantra only brought noise, vibration and harshness to the fore. It looked, felt and drove like an economy car designed for American rental agencies.Thankfully, the i30 was waiting in the wings to fix all that.

Audi has officially launched the plug-in hybrid (PHEV) version of its new, third-generation Q5 mid-size SUV in Australia.Dubbed the Audi Q5 e-hybrid, it has launched much earlier in the model lifecycle this time around. There are still the classic SUV and swoopier ‘coupe’ SUV body styles.Competition in this segment is fierce and this new Q5 e-hybrid has to compete against the likes of the BMW X3, Lexus NX, Mercedes-Benz GLC and Volvo XC60, all of which now offer PHEV variants.The 2026 Audi Q5 SUV e-hybrid is priced from $96,818, before on-road costs, whereas the Q5 Sportback e-hybrid is $3500 more at $100,318, before on-road costs.This notably brings price parity with the Q5 TFSI quattro 200kW. It follows a similar structure Audi introduced when it launched the A5 e-hybrid last year and it’s a great motivator to incentivise electrification.The pricing also sees it compete with the following:Lexus NX450h+ F Sport: $96,090 before on-road costsMercedes-Benz GLC350e: $99,817 before on-road costsVolvo XC60 Ultra T8 PHEV: $101,990 before on-road costsIt costs a little less than the BMW X3 30e xDrive ($107,700 before on-road costs).Standard equipment for the Audi Q5 SUV e-hybrid includes:20-inch alloy wheelsMatrix LED headlightsPanoramic glass sunroofHands-free power tailgate11.9-inch digital instrument cluster14.5-inch touchscreen multimedia systemThree-zone climate controlLeather-appointed upholsteryHowever, opting for the e-hybrid brings unique features like:Sport suspensionBlack exterior packagePrivacy glass for the rear windowsRed brake calipersAuxiliary air-conditioningMultiple charging cablesOn top of standard the equipment, you can very easily add thousands to the asking price with optional extras:Premium pack: $5900Tech pro pack: $5400Winter pack: $1350Adaptive air suspension: $4650Ventilated front seats: $2200Front dash cam: $1000The 2026 Audi Q5 e-hybrid is powered by a familiar 2.0-litre turbocharged four-cylinder petrol engine with an electric motor. Total system outputs are an unchanged 270kW and 500Nm.It’s a step up in power over the Q5 TFSI quattro's 200kW and brings it in-line with the V6-powered SQ5. The claimed 0-100km/h sprint is 5.1 seconds. There’s plenty of oomph on tap, but when the petrol engine revs harder, the note isn’t awe-inspiring.Feeding the electric motor is a 25.9kWh lithium-ion battery pack that allows for up to 88km of WLTP-claimed electric driving range. This is up from 55km in the previous-gen car.AC charging has been upped from 7.2kW to 11kW, but fully charging the battery still takes 2.5 hours due to its larger size. There are no DC fast-charging capabilities.For 2026, all Q5s gain physical scroll wheels on the steering wheel. They’re easy to use and have a tactile feel. It feels like Audi should have had these from the start.However, it’s disappointing there still aren’t many physical buttons around the cabin. You’re required to use the touchscreen to change the climate control settings, for example. The few physical buttons are glossy piano black, meaning they easily attract fingerprints with use.Another difference is the new multimedia interface. It looks nice on the central touchscreen and the additional apps give the optional passenger display more use, but configurability on the digital instrument cluster has been reduced. It’s a big step back as Audi used to lead the game on this front.The rest of the Q5 e-hybrid’s interior is virtually identical to the regular Q5. However, boot space is reduced due to the placement of the battery. There is 438L in the SUV and 433L in the Sportback, expanding out to around 1300L with the seats folded for both.Like many PHEVs, there is no spare tyre available. There’s only a tyre repair kit which isn’t helpful if you have a proper puncture.The Q5 e-hybrid is a comfortable and serene place to be while driving around. It’s inherently quiet in EV mode and you barely notice when the petrol engine fires up.As standard there is sport suspension with frequency-selective dampers, but you can option adaptive air suspension which further irons-out road imperfections and allows the ride height to change.I’d personally save my cash as the standard set-up is compliant and supple enough.The Q5 gains a long-range radar for 2026 and it can occasionally be overly sensitive when using adaptive cruise control. Additionally, there is finally active lane-keep assist, but it tends to ping-pong within the lane.The Q5 e-hybrid comes with the following safety equipment:Nine airbagsAutonomous emergency braking (AEB)Blind-spot monitoringRear cross-traffic alertAdaptive cruise controlLane-keep assistFront and rear parking sensorsSurround-view cameraSOS emergency callingLike all Audis, there is a five-year, unlimited-kilometre warranty. Logbook servicing is required every 12 months or 15,000km. Pricing hasn’t been confirmed yet.There are a total of 82 Audi dealer and service centres in Australia.

Your next Toyota is about to get more expensive, that's the word from the brand’s top accountant.Toyota released its quarterly financial report, which detailed it was expecting material costs for building its vehicles to jump 1.3 trillion yen ($11.5 billion).That’s bad news for anyone considering a Toyota, as the extra cost to build the cars will be passed on to consumers, according to the brand’s top accountant Akanori Azuma.“The impact of higher material costs, including measures to strengthen our supplier base, is approximately 1.3 trillion yen. We intend to recover roughly half of that through price revisions,” said Azuma.The good news is buyers won’t be hit all at once, with the brand intending to space out the price jumps into next year.“We do not intend to pass these costs on to customers all at once. Rather, we will continue to carefully consider both the timing and the level of price revisions.“Since the effects of price revisions also carry over into the following year, we will closely monitor their effectiveness and respond accordingly,” he said.Toyota plans to make more than 10 million vehicles this financial year, which means that 50 per cent of that cost spread over those vehicles equals about $600 per car.Toyota has been under fire for steep price rises for its new-generation RAV4 Hybrid around the world. In Australia price rises varied, with the base GX version now $3830 more expensive and the Cruiser grade almost $6000 dearer.  Toyota South Africa Motors Senior Public Relations Manager Riaan Esterhuysen said China is the problem."We intentionally moved it into a more premium space. It occupies or plays in the higher part of the segment now, and that is intentional," he told BizCommunity."We can't compete with the emerging Chinese brands directly on an entry-level price point. They have changed that market. They have shaped the market or changed the shape of the market by driving customers down to a lower and mid-tier of the segment or taking used car buyers and upselling them."The new RAV4 was the best selling car in Australia in the past month, with 5564 finding a new home.Those numbers aren’t expected to drop anytime soon with the company holding a heavy order book.Supply is the biggest thing holding back the RAV4 and the rest of Toyota’s range from hitting astronomical numbers.Most models have a standard three month wait list, with more popular vehicles stretching out further.Toyota Australia has said it has managed to secure about an extra 20,000 vehicles for this calendar year, with most of that number being RAV4, HiLux and bZ4X vehicles.That increased stock is expected closer to the year's end, so expect an even stronger sales number at the book end of 2026.

BYD’s Fangchengbao brand has officially revealed its new large, three-row SUV in China.Dubbed the Ti9, it’s essentially a longer version of the Ti7, which was revealed last year. Many of the car’s details were revealed as part of a listing from China’s Ministry of Industry and Information Technology (MIIT), as reported by Car News China.Power comes from a plug-in hybrid (PHEV) set-up including a 1.5-litre turbocharged petrol engine that produces 115kW and dual 200kW electric motors. No total system output figures have been disclosed yet.Feeding the electric motors is a 66.48kWh lithium iron phosphate (LFP) battery that allows for up to 310km of pure electric range, according to an undisclosed testing cycle.The Ti9 measures in at 5270mm long, 1999mm wide and up to 1880mm tall, with a 3130mm wheelbase. This makes it roughly the same size as Denza B8.It also offers a six-seat configuration in a 2+2+2 layout, meaning it will go up against rivals like the Denza N9 and Li Auto L9, among others, in China.The MIIT listing notes the Ti9 has a kerb weight of up to 2965kg, depending on the trim level, plus a gross vehicle mass (GVM) of 3495kg. This means it only has a payload of 530kg.The vehicle also offers a braked towing capacity of up to 2000kg.Fangchengbao hasn’t fully detailed the standard equipment list for the Ti9 just yet, however the MIIT listing shows the following:21- or 22-inch alloy wheelsSunroofFull-width light barActive intake grilleSilver skid plateSplit rear tailgateLarge central touchscreen that spills into the front passenger spaceInterior ambient lightingThe Ti9 also has a hump on the roof which typically means it’s fitted with a LiDAR sensor. This means the car should offer some level of semi-autonomous driving functionality.Additionally, the car is expected to feature BYD’s ultra-rapid flash charging capabilities.At this stage it’s unclear whether the Fangchengbao Ti9 will come to Australia as for now the company has only detailed it for China in left-hand drive form.The smaller Ti7 was recently confirmed for a UK launch with BYD branding. This means the car will be made in right-hand drive.BYD has reserved the Ti7 and Ti9 names in Australia, but that is no guarantee the vehicles will come here.Right now BYD currently offers two Fangchengbao models, the Bao 5 and Bao 8, as the Denza B5 and B8 in Australia.

Toyota is working on a new strategy to cut down wait times for buyers. The brand introducing a new lithium-ion battery to expand production capacity for its cars, according to AutoNews. These batteries will cut costs by hundreds of dollars per vehicle and improve overall performance in a shift away from nickel-metal hydride unitsThe Japanese giant is targeting a surge in hybrid car sales over the next two years.It wants to convert battery capacity for 600,000 of its Japanese-built vehicles to the next-generation battery from 2027.There is no official news on the performance specifications for the new battery, but it will be more efficient.It could be a variant of Toyota's 2023 concept that offered more than 800km of driving range.A more efficient battery manufacturing process could accelerate production significantly and shift cars to buyers faster.Wait times on Toyota vehicles have been an ongoing talking point in Australia, especially for popular models the RAV4 SUV and Camry sedan hybrids.The brand appears to still be picking up the pieces from its ravaged supply chains during the COVID-19 lockdowns.  Its much-anticipated new-generation RAV4 was subject to significant delays of almost a year in part due slow production progress.Toyota sales slid substantially in the first half of 2026, with the carmaker desperate to get its hands on new RAV4 to turn it around. Units have finally started to ship in significant numbers for Toyota, and the RAV4 took its place as the best-selling car in Australia for July. A more efficient production process would help the brand to maintain its hold of the Australian market.Cheaper batteries could also mean lower price tags for buyers, after Toyota hiked the price of the new RAV4 this year.Toyota is facing increasingly tough competition from Chinese automakers like BYD and Chery that have huge production capacity and are already shifting plenty of units Down Under. Toyota is now planning to source batteries for up to 200,000 cars from external suppliers, including Chinese behemoth CATL. The carmaker's battery plans don’t stop there, with another new lithium-ion battery due in 2028 boasting 1000km of range and a 10 per cent cost reduction. 

If your next car isn’t electric, you need to ask yourself why.The days of choosing petrol or even hybrid by default should be consigned to history. I’ve just experienced one of the least popular electric vehicles (EVs) alongside one of the most popular hybrids, and I’ve come away convinced the EV is the better choice.Sales of EVs are up enormously in 2026, in part thanks to the on-going concerns about fuel prices due to the Iran War, but even if petrol prices go back to ‘normal’ levels and fuel security is resolved, it would be foolish for so many of us to revert back to our old way.You see, I just spent a week with both a Toyota RAV4 Hybrid and the Hyundai Elexio and the abiding takeaway from those seven days is that I - a petrol-loving, race-car-obsessed, motoring journalist - favoured the Elexio.To be candid, the Elexio is not the best EV on sale, by far. It has its quirks and foibles and yet its strengths as an EV made me choose it more often than I intended. This isn’t a direct comparison between the RAV4 and Elexio, to be clear. The RAV4 is an excellent SUV in its own right and it isn’t surprising to me that it comfortably out-sells the Hyundai.But having the choice between two similarly sized SUVs, but one that runs near-silently and has a smooth, uninterrupted flow of torque whenever I push the accelerator, made the choice easier than I expected.EVs are having their moment in 2026, in large part because of the cost-of-living pressures and fuel price fluctuations. According to the latest sales data (up to the end of July, at the time of writing), EVs have surged to account for one-fifth of all new cars sold in July.Four of the 10 best-selling vehicles in July were EVs, and a relatively diverse quartet too - the obvious Tesla Model Y, the surging BYD Sealion 7, the budget-friendly Geely EX5 and the luxury Zeekr 7X.The Geely starts as low as $41,990, less than many similar-sized petrol SUVs, the BYD sits comfortably in the middle of the broader SUV market at $54,990 and the Tesla and Zeekr both start below $60k but stretch into premium territory.And these four aren’t the only EVs that Australians are buying, year-to-date to July EVs now account for more than 17 per cent of the total number of new vehicles sold. That is a big jump from the previous figure that had hovered around 10 per cent for more than a year.It underlines the growth and evolution of the EV market, with more models available across a wider span of prices meaning that are both more affordable to Australians but also more choices that better suit our diverse lifestyles and needs.There are now choices from the pint-sized BYD Atto 1 all the way to the super-sized Kia EV9 and everything in-between. And the more I drive them, especially in direct comparison to a petrol or diesel-powered equivalent, like I did this past week, the more I feel like EVs have turned a corner in this market.It has been a long time coming, but I feel like now that people have been exposed to them, word-of-mouth will spread and EVs are likely to grow. Yes, we still have work to do on improving infrastructure and there are question marks over the long-term affordability of some models, but overall we may have finally reached a tipping point for EVs.They obviously aren’t for everyone, I do understand that, and I’m not suggesting EVs will account for 50 per cent of the market any time soon, but I do feel like enough people have been exposed that we won’t revert back to our previous EV skepticism.This past week with the Elexio has driven home just how far EVs have come and why there is no reason, even if cost-of-living pressures and fuel prices ease, that we should all rush back to the internal combustion engine.

Ford has shown off a low-priced hybrid SUV, a four-door Mustang and the Fathom electric ute, which the company says are all part of a raft of fresh affordable models to come.Ford’s global CEO Jim Farley broke the news at the Ford Dealer Show event, according to Autonews.Farley showed the brand’s dealers early prototypes of a small hybrid SUV and a four-door Mustang. The small SUV, which effectively replaces the Escape that was discontinued only a year ago in the United States, will go on sale in 2029, according to Farley.While smaller hybrid SUVs aren't really anything new it's important for Ford, which hasn't had a model in recent times to compete with a multitude of rivals with this kind of vehicle.Just as significant is the price of the new hybrid SUV, which will only be about A$35,000, according to Farley. At this price the small SUV would become the new entry point into Ford's model range.People at the event, who wish to remain anonymous, said the new, small SUV was “boxy looking” and resembled a first-generation Ford Escape. Ford's executives told the crowd that a name for the vehicle was yet to be announced.Ford also showcased a prototype four-door Mustang. Again the full details of the vehicle weren't fully revealed.Executives said the four-door Mustang would have more room in the back seats then a Porsche Panamera, have a 0-100km/h time of about four seconds and be priced at about A$57,000 dollars, according to Automotive News.The name Mach-4 is unconfirmed but again, the rumours suggest this could be it.Ford dealers were also able to sit in the upcoming small electric Fathom ute.The ute will be priced about A$43,000 and will use Ford's new electric vehicle architecture called the Universal EV platform, which the company said will underpin at least five of its new models.As for any of these cars coming to Australia, this hinges on the vehicles being built in right-hand drive. If we see hints these models will be sold in the United Kingdom, which is traditionally a large Ford market and right-hand drive, then there's a good chance we may see them come to Australia. Ford's line-up in Australia is currently low on model variety with the brand's biggest sellers being the Ranger ute and Everest SUV.  A model to compete with affordable hybrid SUVs such as the Toyota RAV4 and Haval Jolion would help Ford.As for the Fathom, Ford has hinted this electric ute may have a future in Australia, but with the model not expected in the US until 2028 we may be waiting quite a bit longer to see it here. 

Electric cars are back in Honda's plans.Honda has chosen giant engineering and IT firm Tata Group subsidiary Tata Technologies to help develop a future EV and hybrid platform, according to NikkeiAsia.Tata Group owns Jaguar Land Rover and deals with a range of automotive and aeronautical projects, and its Technologies arm specialises in platform development.This will reduce costs for Honda as it grapples with heavy financial losses, expecting to lose $3.29 billion (or nearly $5 billion in Australian currency). Its new EV direction could have huge implications for Australia. This new platform is expected to be used on several new hybrid and fully-electric Honda models.These vehicles are earmarked for sale in Asia and other regions, but not North America.The brand has been undergoing a serious reshuffle of its future product lineup globally, ditching an EV strategy to focus on hybrid cars.The platform could help Honda get into the mainstream EV space at a cheaper rate than its now cancelled ‘0 series’ electric car plans.There is no news on what models will spawn from the platform, but don't expect official announcements anytime soon.The models developed from Honda’s Tata Group partnership will specifically target Asian markets and other non-North American regions, so Australia is a firm possibility.It is likely some of these cars will be built in right-hand drive, smoothing the path for any potential future launch Down Under.Honda is eager to obtain further electrified models in Australia as it faces substantial fines under the New Vehicle Efficiency Standard (NVES). Honda’s CR-V, HR-V and ZR-V SUV range now features hybrid set-ups, with electrified sales offsetting fines under the NVES emissions scheme. The brand released its Super-One electric city car as its first EV in Australia recently.Models will launch in Asia before feasibly entering Australia, but it is unclear when that might be.