Long term reviews

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

If you’re on the hunt for a spacious, family friendly SUV, you’ve never been more spoiled for choice. You can now pick big SUVs in all sorts of formats. Five seats, seven seats, petrol, diesel, electric, hybrid. There’s so much choice it can be overwhelming. This car, which I have for my next long-term test, is Volkswagen’s new Tayron. It replaces the Tiguan Allspace, but follows the same formula, effectively being a stretched Tiguan allowing space for a third row of seating. Only, this one doesn’t get three rows of seating, trading it away to facilitate large plug-in hybrid (PHEV) batteries under the floor. It’s an SUV that asks - do you prefer your extended family or kid’s friends over 100km of electric driving range and glorious boot space? Is it worth the trade? I’ve been finding out. I'm testing the Elegance, which is the more affordable of the two plug-in hybrid grades. Its priced at $62,390 before on-road costs. It sounds like good value when you compare it to the equivalent combustion version, which is only $2000 less at $60,390, but the eHybrid loses both the third row of seating and all-wheel drive traction in favour of its electric driving range. On that topic, the eHybrid version comes with a 19.7kWh battery pack granting it a 116km driving range (WLTP), but more on that later. Not so long ago, only plug-in hybrids from China would offer that kind of electric driving range at this price, so the Tayron highlights how competitive the market is. This is especially true when you consider it against its natural rival, the Kia Sorento, which, in its most affordable plug-in hybrid form is $71,175 before on-roads. However, it keeps all-wheel drive and its third seating row. Another key rival is the BYD Sealion 8 Dynamic AWD, from $63,990 (BOC), another three-row SUV. Other rivals like the Hyundai Santa Fe and Toyota Kluger are only available as plugless hybrids in Australia, but other competitors are more affordable like the Chery Tiggo 8 Super Hybrid (FWD - $45,990 drive-away) and Jaecoo J8 (AWD - $59,990 BOC). This version sits in middle of the Tayron line-up, bringing with it highlights including 19-inch wheels (with efficient Hankook Ventus Evo tyres), synthetic leather interior trim with power adjust for the driver and front passenger, memory settings, as well as heating, ventilation, and even massage settings, which is already a solid level of inclusions. However, our car also has the ‘Sound and Vision’ pack ($4200) which adds upgraded Matrix headlights and animated rear light clusters, an even larger multimedia touchscreen (from 12.9-inch to 15.0-inches), a premium audio system and a sportier steering tune. But wait, our car also has the panoramic sunroof, which adds another $2100 to the price. That brings the total for ours to $69,690, which is approaching premium territory.  You don’t want for cabin luxuries at all though, and it comes with the usual air of Volkswagen refinement. While you can probably live without all-wheel drive, missing out on the extra seating changes the value dynamic. Then again, losing them brings massive benefits, making this version of the car one of the more practical choices in the segment.  One such benefit is the enormous 705-litre boot which makes our largest CarsGuide case look tiny. The sheer volume of space here makes it a really clever family hauler, because you could fit a pram and loads of luggage without issue, but in some other mid-to-large SUVs that might be a squeeze. There is also a ridiculous amount of room for passengers in the second row. There's heaps of airspace between my knees and the back of the front seat set to my driving position. I’m 182cm tall, for reference. It has some clever additions like window shades built into the rear doors, dual USB-C outlets, and rear heated seats with a rear climate zone. It does all of this while being as narrow as a regular mid-size SUV (1866mm), unlike the now-discontinued Touareg or a size-up rival like the Hyundai Palisade, both of which are more than 100mm wider. This pays dividends when it comes time to park it in a tight city or unit-sized parking spot. In the cockpit, storage is solid, but there are also annoyances. I like the huge door storage which is carpeted, so things don’t rattle around. I also like the versatile centre console trench. This is a single area that extends under the armrest console, and features a removable dual cup holder with spring loaded edges, and a single divider piece you can slot in where you please. This is an excellent use of space. In addition, the centre console area is well utilised, with dual wireless phone chargers covered by a flip-open shelf for additional storage. It’s even rubberised, so objects don’t slide around on it, and the phone chargers are partitioned so they also can’t slide around. This is a lot better than the new Toyota RAV4, which also has a lot of storage, but some of it is tightly packaged. Physical buttons also make a return to the steering wheel, with VW hearing loud and clear that owners didn’t like the weird haptic controls from some new-gen cars. Sadly, this doesn’t extend to the touchscreen. The optional screen in this version is enormous, almost comically large for the space it takes up, and, frustratingly, it doesn’t feature physical switchgear for the climate controls. There is a single multi-function dial on the centre console, which can be used to adjust volume or drive mode by default, but you can add other settings in the somewhat convoluted menu system for themes. For a while I’ve heard that this Volkswagen multimedia system can be prone to glitches, but in the past I’ve only experienced minor ones. However, the day I picked this car up, I experienced a doozy. It was an unseasonably hot day, and I figured I’d crank the air conditioning. Easy, right? Just hit auto on the touchscreen and away you go. Wrong. The car started blowing warm air on to me. I figured the AC wasn’t actually in the correct mode, so I used the touchscreen-based menu to try and figure out what was going on, and despite pressing a whole bunch of settings (MAX mode, full fan speed, auto on/off, minimum temperature) nothing happened. I gave up, assuming the air conditioning was glitching, only for it to spring to life a full five or so minutes later and blast me with the cold air I had asked for earlier. Very strange. I have other gripes with this system, too. Not only does it feel unsafe jabbing my way through an unfamiliar menu while trying to drive, but even things as basic as switching back to Apple CarPlay can be annoying. The shortcut is in a tiny system tray at the top, and jabbing at it while you’re driving isn’t easy. Then there's the collection of confusing sub-menus for various functions. I find the theme setting particularly fiddly. Thankfully, Volkswagen’s excellent digital dash continues to be a highlight. It’s fast, customisable, and shows the correct information in style. The touchscreen really tarnishes an otherwise lovely Volkswagen cabin experience. It feels like the brand has taken the wrong lessons from user experience design from Tesla and Chinese rivals. I have decided to run a bit of an experiment on this car given I have it for a longer period. Picking it up with a full charge and full tank of fuel, I decided to see how much combined range it gets in two circumstances - if you simply run it in electric mode then use the engine, then, once refuelled and recharged, when purely using hybrid mode instead. I’m curious to see which setting will yield more range, if any. Regardless, running it in pure electric mode has yielded some pretty solid results. I ran the battery down until the engine was forced to turn on, which happened at exactly 100km according to the odometer. That’s a good result, considering the official WLTP figure is 116km and my drive included a freeway stint, which isn't the most efficient way to use the electric motor. With a full tank now near-depleted in my first month with the car, total range for EV + hybrid comes in at around 700km. Keep in mind, the hybrid has a smaller 45-litre fuel tank compared to the combustion version’s 58-litre tank. Once the battery had drained to the reserve level, the Tayron also remained reasonably fuel efficient considering the extra hardware it drags around. For the month, mine has produced a figure of 5.4L/100km. So while it might not be the best value plug-in hybrid mid-sizer out there, it features tech from this generation of vehicles, with an appropriate electric driving range and decent fuel consumption, even with the battery drained. Stay tuned for the next chapter where I’ll delve a bit more into the Tayron’s driving characteristics, the kinds of lifestyles it might best suit, the kind of people who shouldn’t buy one, and the results from my EV mode vs hybrid mode test. Acquired: August 2026 Distance travelled this chapter: 588km Odometer: 1275km Average fuel consumption this chapter: 5.4L/100km

There is no escaping the 2026 Tesla Model Y L. All you have to do is look around on our roads and you will see the massive impact the fully electric SUV has had in a short amount of time. Of course, the Model Y L is a long-wheelbase version of the ‘regular’ Model Y with six seats across three rows. Yep, there is a pair of captain’s chairs in the second row, so the occupants are getting similar treatment to the driver and front passenger. And there is the two-seat bench in the third row, which is handy when you’ve got more than five passengers to drive around. This turned out to be a very in-demand configuration, with zero-emissions drivers having largely been left in the cold when it comes to three-row options – but not anymore. That said, does the Model Y L deserve to be so popular? We are going to find out in this two-part long-term review, with this first instalment set to detail its pricing, features (including safety), powertrain, driving range, charging, warranty, servicing and design. The second and final part will deep dive the Model Y L’s practicality, my driving impressions and all-important final verdict. The 2026 Tesla Model Y L Premium All-Wheel Drive is priced from $74,900 plus on-road costs, which makes it $6000 dearer than the equivalent ‘regular’ Model Y, the Long Range All-Wheel Drive. The Model Y L only has few three-row EV rivals, with the new Mercedes-Benz GLB electric (from $74,990) almost matching it on price, while the Kia EV9 (from $97,000), Hyundai Ioniq 9 (from $119,668) and Volvo EX90 (from $124,990) are larger and much more expensive. Go broader and similarly sized and specified three-row SUV rivals include the Hyundai Santa Fe Calligraphy Hybrid (from $77,150), Toyota Kluger Grande Hybrid (from $85,065) and Kia Sorento GT-Line PHEV (from $86,115). Point being, the Model Y L is very well positioned, which is why our roads are flooded with examples since its March 2026 launch. The 2026 Tesla Model Y L comes with an impressively long list of standard equipment,  including: Dusk-sensing LED lighting Rain-sensing windshield wipers 19-inch Machina 2.0 alloy wheels with aero covers Multi-link suspension with adaptive dampers Tinted glass roof Keyless entry Rear privacy glass Hands-free power tailgate Keyless start Artificial leather and suede upholstery First-row 16-inch touchscreen multimedia system with over-the-air updates Digital radio 18-speaker sound system (three more speakers than any other Model Y) Heated steering wheel Power-adjustable front seats with heating, ventilation and thigh extension Dual-zone climate control Second-row 8.0-inch touchscreen multimedia system Power-adjustable and -folding second-row seats with heating Power-folding third-row seats Ambient lighting Meanwhile, the Model Y L’s standard safety features impressively include: Forward collision warning Autonomous emergency braking (AEB) with pedestrian detection Lane-keep assist Steering assist Adaptive cruise control with stop and go functionality Blind-spot monitoring Cross-traffic alert Surround-view cameras with dash cam and Sentry Mode Front and rear parking sensors Note the Model Y L has a maximum five-star ANCAP safety rating based on the 2025 protocols, matching the regular Model Y despite its larger frame. For $149 per month, the Model Y is optionally available with Tesla’s hyped Full Self Driving (Supervised), which upgrades its autonomous capabilities to a staggering degree, with the driver inputs not required when active. I will soon be publishing a standalone article on FSD with all of my thoughts on its real-world use cases and performance, so stay tuned for that. But it is fair to say that my passengers and I have been astounded by how effective it is on Australian roads, which makes you wonder what the not-too-distant future will look like. So, what is the Model Y L missing? Well, there is still no smartphone mirroring of any description, including wireless Apple CarPlay and Android Auto, which are expected these days. And then there is the inexplicable lack of a driver’s display, be it a digital instrument cluster or a head-up display. In case you are wondering, the speedometer is in the top right corner of the first-row touchscreen, which is something you will get used to despite it lowering your eye line from where it should be: firmly on the road. The Model Y L also does not come with an onboard Type 2 charging cable, which is what you will need if AC charging at home or on the road. Tesla sells a mobile charger kit for $600, but it should be included in the purchase price. Disappointing. Similarly, Tesla sells a roof sunshade as an accessory for $180, but it should be standard in Australia, where the UV is known to punish locals. Speaking of the sun, a sunglasses holder is also missing in action. The Model Y L is fitted with dual electric motors, split across its front and rear axles for all-wheel drive. Infamously, Tesla doesn’t disclose power and torque outputs, but the Model Y L produces 378kW and 590Nm, according to industry sources. These outputs enable the Model Y L’s claimed 0-100km/h sprint time of 5.0 seconds, which despite its increased weight, is just 0.2s slower than the lighter Model Y Long Range All-Wheel Drive it is based on. The 2026 Tesla Model Y L has a confidence-inspiring WLTP-rated driving range of 681km, which is the longest of any Model Y variant, exceeding the Long Range All-Wheel Drive’s 600km claim. Tesla also infamously doesn’t publish battery details, but the Model Y L is fitted with an 88.2kWh NMC battery (86.0kWh useable), according to industry sources. For reference, the Model Y Long Range All-Wheel Drive makes do with a 79.0kWh NMC battery, so the Model Y L’s $6K premium is even more justified. In my first six weeks living with the Model Y L, I averaged a stunning 14.5kWh/100km over 2142km of driving, which included a high share of usually inefficient highway driving. This equates to a real-world driving range of 593km, which while 88km short of the Model Y L’s claim, is still a ridiculously good return in reality. Considering the Model Y L’s hefty weight and powerful dual-motor powertrain, this highlights how Tesla remains one of the market leaders when it comes to electric-motor efficiency. The Model Y L supports up to 250kW of DC fast charging, with a 10-80 per cent charge taking about 30 minutes, which is on par for most EVs these days. That said, one of Tesla’s DC fast chargers (aka Superchargers) can add up to 288km of driving range in just 15 minutes, which is pretty good if you are on the go. Up to 11kW of AC charging is also supported when using a wallbox instead, with a 0-100 per cent charge taking 8.2 hours. It is worth noting that 3.3kW vehicle-to-load (V2L) functionality is also supported by the Model Y L, with drivers able to handily power other devices (e-bikes, power tools etc.) using its battery. Like all Tesla Australia models, the Model Y comes with a five-year/unlimited-kilometre warranty, which, while a year longer than before, is still behind the seven-, eight- and 10-year terms we are now seeing from several brands. The Model Y L’s battery is covered by a separate eight-year/192,000km warranty, though, which is on par for an EV. When it comes to service intervals, the Model Y L does not have any. Like other Tesla Australia models, it has a condition-based maintenance plan instead, with the vehicle prompting the driver when something requires attention. That means capped-price servicing is unfortunately also unavailable, with service pricing dependent on what is involved. But as we know from years and years of EV ownership, the Model Y L will require more infrequent servicing than an internal-combustion model, which is one of the big benefits of zero-emissions driving. The Tesla Model Y L’s exterior looks like it was designed by three different people. The front end is very RoboCop following the Model Y’s recent facelift, while the side is overly familiar given it did not change with that update, aside from new wheel designs. And then there is the rear, which is arguably the Model Y’s coolest angle because of its tail-lights, which are actually reflected onto the tailgate. The Model Y L distances itself from the regular Model Y with its unique wheels, longer roofline and doors, and more upright tailgate, which integrates another brake light, a lip spoiler and exclusive badging. Point being, it is pretty easy to tell the difference between the Model Y and Model Y L in traffic. That said, you are anonymous when driving any Model Y, such is its prevalence these days. But depending on your point of view, that might not be such a bad thing. Inside, Tesla’s bare-bones approach has pioneered a generation of basic interiors, whereby large touchscreens dominate up front and, in some cases, are not accompanied by driver displays of any sort. As mentioned, I am not a fan of this trend, but there is no denying that Tesla interiors have a high-quality feel, with the selection of materials used better than what you see in most European premium models these days. And with that we have reached the end of my first instalment of this long-term review. Stay tuned for next month when I will explore the Model Y L’s practicality and driving performance before delivering my overall verdict. See you then! Acquired: August 5, 2026 Distance travelled this month: 2142km Odometer: 2603km Average energy consumption this month: 14.5kWh/100km

It’s our last chapter with the XUV 3XO - Mahindra’s super-affordable small SUV. We’ve covered three months and a couple of thousand kays in this diminutive thing, and it’s largely served its purpose as my daily runabout, with a few freeway kilometres thrown in for good measure. I’ve had friends and family ride along, I’ve packed the boot to its absolute capacity and I’ve fueled it up regularly. I’ve found annoyances and things I love about it along the way. Now, having handed the keys to my affordable little Mahindra SUV long-termer back, would I recommend it to someone looking for an affordable entry-level car? Read on to find out. Overwhelmingly the thing I’ve liked about this little car is how simple and straightforward it is. Unlike many of its rivals which are full of convoluted software, annoying over-thought features, and sometimes deal-breakingly intrusive driver aids, the XUV 3XO is the kind of car you can just hop in and go without thinking about it. It has a physical start switch, a simple shifter, familiar and logically-placed switchgear and sensible ergonomics. These things shouldn’t be a flex in 2026, but because so many rivals from China seem insistent on touchscreen dependency, cost-cutting disguised as minimalism, and tech for tech’s sake, the Mahindra is refreshing to use. In some ways I think of it as the successor to once-affordable small cars from Japan which were like this. The primary cost you’ll pay is that it isn’t as fancy or up-to-date as some rivals. It’s a shame there’s no hybrid powertrain option for example, and the screens feel small compared to rivals. For someone just looking for zero learning curve, though, this could be the small car antidote you need, especially at this one’s keen $26,990, drive-away price. Still, it has all the basic kit you really need, with some luxuries like a wireless phone charger and wireless phone connectivity. Small, traditional spec details ignored by a lot of cars at this cheap end of the spectrum have been thought of, too. For example, the 3X0 doesn’t get a cheap or no-name tyre package, featuring a nice set of Goodyears which soak up bumps pretty well and provide an appropriate amount of traction, even when the little turbo engine is pushed. I said in my last chapter I think the Mahindra XUV 3XO is sharply-styled and certainly Mahindra’s best looking product. Some folks I took for a ride-along disagreed, with opinions ranging from ‘weird’ to ‘ugly’. I really like that it comes in fun colours, but apparently you all want to stick to monochrome because I was told the ‘Citrine Yellow’ my car came in was "too much like mustard". Then again, I also think the concept of ‘resale’ is the most boring one to curse a lot of modern cars. Annoyingly, if you want the Citrine Yellow, Dune Beige, or Nebula Blue colours you have to splash for this top-spec AX7L version, as the base AX5L comes in the usual palette. Apparently people care about this ‘resale’ concept less these days, too, because they seem willing to take a chance on a new Chinese brand over brands which traditionally perform well in this department like Honda, Mitsubishi and Toyota. If you’re considering the Mahindra get the fun colours, this brand is hardly known for its great residuals. One thing universally praised by friends and family is the impressive amount of room on the inside of this little Mahindra despite its modest footprint. At 182cm tall I am easily able to find a comfortable driving position, but I also fit behind my own driving position with a small amount of airspace for my knees. Plus, the back of the front seat is clad in soft finishes, so even if you were taller than me, at least your knees will be pressing against something soft. Headroom is great in the front and acceptable in the rear, with the sunroof eating a little into headspace. I had enough room for my head still, however. The rear seat is also impressively wide, and there’s no rise in the floor for a driveshaft, as there’s no all-wheel drive 3XO, so there’s even room for a middle passenger to put their feet. Cabin storage is decent, with big cupholders in the front and rear doors, which it needs because the two in the front console and rear drop-down armrest are quite shallow for taller vessels. As mentioned in the last chapter, it also has an array of glorious buttons, even a dedicated climate panel, reducing the dependence on the touchscreen. On the flipside, there are limited additional storage options in the cabin, with only a tiny armrest box, and no big pass-under tray like many rivals with more luxurious bridge-style consoles get. For me, this meant a lot of objects ending up on the passenger side floor or on the back seat. The boot is the real party trick, though. Looking at this car in its side-profile, and you’d be forgiven for thinking it barely has one. There’s almost no distance between the rear window and the back of the car itself, and yet through brilliance of design the boot is good for a vehicle in this class. It’s deep, offering 364 litres of space (better than the 200-300 offered by many rivals) and is able to take two of the three CarsGuide luggage cases at a time. It even has a space-saver spare under the floor. I found some interesting, albeit minor, quality issues with my car. Stuff that you almost never see on Japanese, Korean, or even Chinese cars these days. The most egregious example was the rear LED strip which seemed like it was slightly loosely secured to the boot lid. This resulted in an irritating plastic squeaking noise, both when you shut or opened the boot lid, but you could also hear it over bumps and corrugations on the road. The boot seemed to creak and groan in the corners, perhaps flexing. It is made of a very light and thin metal. The floor mat across the rear also didn’t fit precisely and moved around when you put your feet on it as though it was an aftermarket accessory which didn’t quite get the floor measurements right. The 3XO is also pretty noisy at freeway speed, but this is to be expected for a small and light car in this class. Remember to check out part one of this review on why this car is actually pretty good to drive. Last chapter I singled out fuel consumption as a major downside, with this little SUV throwing back a less than impressive 7.4L/100km, but in the time since it has managed to redeem itself. Fuel consumption overall dropped to just 6.4L/100km, which is less than the official figure of 6.5L/100km. This is probably due to introducing a lot more more freeway kilometres, but it speaks to the difference between urban, mixed and high-speed fuel consumption on a car like this with a traditional six-speed automatic transmission. The fuel tank is also a bit small. At 42 litres I was re-filling more often than I would have liked. While the 3XO is largely free of the array of deal-breakingly annoying safety tech which plagues a lot of its rivals from China, it also hasn’t been ANCAP tested, and if it were, I fear it wouldn’t fare well. On paper it ticks a few boxes, with six airbags and things like auto emergency braking and lane keeping aids, but it rides on an older platform and misses out on blind spot monitoring, instead using a blind spot camera system.

Three months with the MY26 Skoda Elroq Select 60 have come and gone in the blink of an eye. The segment-straddling, fully-electric SUV has been a pleasure to ‘own’ because of its city-friendly size that would surely make Goldilocks blush. But there is more to the Elroq story than its practicality, as its European nature should mean it is also one for the keen drivers. But is it? That is what we are going to find out in this third instalment of our long-term review of the entry-level Select 60. In part one we detailed its relatively keen pricing and surprisingly high specification, while the second explored its Euro design and aforementioned practicality. To find out more click the links directly below. Now, it is time to go for a drive before I deliver my overall verdict on the Elroq. Let’s go! Simply put, the Elroq is a joy to drive. A lot of EVs these days are not particularly engaging behind the wheel, but this Czech model flips the script with its well-balanced ride and handling. The Elroq Select 60 may lack adaptive dampers, but its MacPherson-strut front and multi-link rear suspension delivers a level of suppleness over potholes and speed bumps – without being too soft like a lot of its new Chinese competitors. Some would say it is firm, but it is definitely not jarring. At the same time the Elroq maintains good body control when pushed hard through your favourite set of corners, enough that you will want to drive around them again. Handling in general is strong, offering plenty of confidence, with grip plentiful despite the rear-wheel drive set-up, which is a rarity in the small-car segment. RWD is much more fun than front-wheel drive, as you’re pushed out of corners rather than pulled, plus there is, generally, the benefit of a tighter turning circle, which is perfect for the city. The electric power steering is nice and direct, albeit on the lighter side when it comes to weighting, but I don't mind it around town, where it makes low-speed manoeuvres, like parking, much easier to execute. The steering wheel is a little too thin for my liking, but I got used to it quickly enough. The MY26 Select 60 on test here only produces 150kW and 310Nm from its single electric motor, which is a significant 60kW/235Nm short of other Elroq variants. As a result, the Select 60’s 0-100km/h sprint time of eight seconds flat is 1.4 seconds slower than the other Elroq variants, which you will certainly notice when merging onto or overtaking on the highway. But the reality is most of your acceleration in the Select 60 will be to 40-60km/h and in those instances it will feel very spritely, as most EVs do. Noise, Vibration and Harshness (NVH) levels are predictably good, given the Elroq is an EV that operates almost silently. Some road and tyre noise can be heard at higher speeds, but it thankfully never drones. Where the MY26 Elroq disappoints, though, is with its regenerative braking. Two levels are on offer, with the default the equivalent to engine braking in an internal-combustion model, while the B mode for the single-speed automatic transmission offers stronger energy recuperation. That said, the B mode is still not the equivalent of one-pedal driving, which is an EV signature I have sorely missed over the past three months. Thankfully, Skoda Australia has confirmed the Elroq’s MY27 update introduces a one-pedal option, meaning new owners will be able to drive by just modulating the accelerator pedal. The performance of the friction brakes is strong, should you need to properly use the left pedal. However, the blending between the regenerative and friction braking could be better. Also, the friction brakes start to bite when the right pedal is partly depressed, which takes some getting used to. In what seems to be a shock these days, the Elroq’s advanced driver-assist systems are rather pleasant in the real world. The lane-keep and steering assist functions are relatively well measured, while the adaptive cruise control is nicely calibrated – although it is not particularly energy efficient if you are trying to maximise your driving range (more on that in a moment). There are also no incessant over-speed or driver-attention warnings to combat – hooray! That said, it is a shame surround-view cameras are unavailable in the MY26 Select 60, even as an option. And the reversing camera you do get is shockingly low-resolution, which should not be a thing in 2026. The front parking sensors are also intermittently a little too sensitive in traffic, but it is by no means a deal-breaker. In my third and final month behind the wheel of the MY26 Elroq Select 60 my average energy consumption was 15.8kWh/100km over 1068km, a slightly higher proportion of which was in the city. This more efficient environment meant that result was 0.1kWh/100km and 0.3kWh/100km better than I managed in months one and three. My three-month average was 15.9kWh/100km over 2797km, which equates to a real-world driving range of 371km, based on the MY26 Select 60’s useable battery capacity of 59kWh. That is just 24km short of the MY26 claim and still good enough for a regular urban commuter, but I would personally be paying the premium for the long-range MY26 Elroq, which promises up to 529km between charges. Acquired: May 6, 2026 Distance travelled this month: 1068km Odometer: 3755km Average energy consumption this month: 15.8kWh/100km

Let’s skip to the good part. If you read my earlier dispatch on the Toyota bZ4X, you’ll know that, thanks to a big price cut, better driving range and more modern tech, it finally stacks up with the heavyweights of the electric SUV space, like the Tesla Model Y and BYD Sealion 7. Well, on paper at least.  And now we are at last up to the exciting bit where I tell you if it stacks up in the real world, too. And... it does. Don’t get me wrong, this is a very different car to something like the Model Y, and I have no doubt it will appeal to a very different buyer. While the Tesla is all stripped back minimalism (sometimes annoyingly) and bleeding-edge tech, like Full Self-Driving (Supervised), the Toyota is the opposite.  It feels, and there’s really no better way to say this, like an electric Toyota. It’s familiar, the cabin layout is easy to immediately understand, and even though the tech on offer is high by Toyota’s recent standards, there are no lessons required in how it all works. You just get in, select Drive, and go.  That familiarity extends to the drive experience, too. While some EVs make a big song and dance about supercar levels of instant performance, the bZ4X does the opposite. It’s simple, steady motoring, and while the power and torque is ample, and it benefits massively from not having a modern and whiny continuously variable transmission (CVT), it feels sensible, and not overly exhilarating. The positioning of the electric motor in this two-wheel-drive version at the front tyres does result in some front-wheel slipping and scrabbling at times, but it’s further evidence of where Toyota positions this bZ4X – a sports car it ain’t. But there's still a sense of connection from behind the wheel that is always refreshing to find these days. Yes, it can be a bit jittery over bigger bumps, the ride can feel too firm in places, and it does feel heavy. It definitely lacks the kind of all-around polish and resolve of something like a RAV4 hybrid, for example, but there's still a lot to like about the way this car goes about its business. There’s something else it lacks in the RAV4 comparison, too, and that is boot space. Open the bZ4X’s boot and you'll find 452 litres of storage, which is down on the 500 litres-plus you'll find in something like a RAV4, despite the formers gargantuan dimensions. And because we can't really lower the seats because of the baby capsule, the usable space in the boot is important to us. Don’t get me wrong; it’s not tiny, it’s more that when we had our giant pram in there taking up most of the space with little room for anything else. The flipside, though, is that there's ample room in the backseat. That babyseat I mentioned has apparently been modelled on giants, and in some cars it can push the front passenger seat forwards, but that's not the case here. Two more quick quirks. Actually, the first one is almost a positive. The bZ4X has (mostly) one of the most unobtrusive safety systems I’ve encountered recently. No chimes, no alarms, no fighting the steering wheel. I’m sure they’re all there beavering away in the background, but I was blissfully unaware of them. Well, unaware of most of them. An almost deal-breaking feature is the backseat occupant alarm, which usually reacts when weight is sensed on the backseat, setting off an alarm so you don’t accidentally lock your bub or dog in the back. Sensible, important stuff. But the Toyota can’t distinguish between an empty baby capsule and one with my baby still in it, which means just about every time I lock the car the loud, multi-beep alarm would sound. I even removed the capsule for the final CarsGuide video (which you should definitely watch if you haven't already) with the bZ4X, and the alarm was still going off – it turned out to be a water bottle I’d left on the seat, which was enough to trigger the sensors. Quirk number two, and I grant you this is a bit of a weird one, is the fact the front doors catch on absolutely everything, and specifically I mean the thick plastic strip at the bottom, which has actually popped off a couple of times when I've gone to close the door over the course of my time with the car. Happily for me, and Toyota, it's easy to pop back in. Now, we get a lot of cars through the garage, obviously, and I don't recall it ever happening this much before, or at least at the frequency it happens with this. I think it's a combination of quite a big door and quite a low ride height that means gutters are really not your friend.  Still, the good massively outweighs the bad with the bZ4X, which I do really like. And given the size of Toyota's national footprint, and the fact that its specs and range and all those kind of things now really stack up, the bZ4X has definitely elevated itself into the conversation with brands like BYD and Tesla in the electric SUV space. For mine, this very car is the pick of the range. There’s no substitute for range in the EV world, and given the two-wheel-drive variant also never feels like it's lacking for grunt, it’s the one I’d be shopping for.   Acquired: June 2026 Distance travelled this month: 590km Odometer: 5257km Average energy consumption this month: 13.5kWh/100km

As far as ‘compact’ SUVs are concerned, the MY26 Skoda Elroq is arguably in the Goldilocks zone. It is on the large side for a small SUV, and on the small side for a mid-size SUV, making it perfect for a city dweller like myself. Which is why the fully electric Elroq has been a great car for me to long-term test in this three-part review. More on that later. If you missed the first instalment covering the entry-level MY26 Select 60’s pricing and specification details, check out the link above. As promised, this second look will focus on the Elroq’s design and practicality, while the upcoming third and final part will be headlined by my full driving impressions and overall verdict. Let’s get cracking! Starting with design, the Elroq’s exterior is arguably unremarkable, but I like it all the same. Up front, Skoda’s new tech-desk face is in full force, with a black panel taking the place of what would have been a grille in an internal-combustion model. Flanking it are sharp LED daytime running lights, which are separate to the low and high beams below. I particularly like the heavily creased bonnet with its SKODA lettering, and the chunky front bumper, which has a well-executed black plastic element that flows through to the wheel-arch and door cladding around the side. The Elroq has a particularly strong character line with real doorhandles below – yes, they are an increasing rarity these days. And then there are the Select 60’s 19-inch 'Proteus' alloy wheels, which I initially thought were quite plain in design, but I now reckon look decent. At the rear the Elroq has unmistakably Skoda tail-lights and in case you still do not pick it, there’s even more SKODA lettering in between. I quite like how upright the tailgate is as you know that means good things for boot, but more on that in a moment. The bumper is quite plasticky, but even with light paintwork like my test vehicle’s Timiano Green, I do not think it looks bad in this instance. That said, the chunky tailgate spoiler looks noticeably cheap with its plastic finish, but we are talking about a base model after all. Inside, the Select 60 features the Elroq’s Loft interior theme, which means it is covered in a denim-like cloth upholstery with synthetic leather accents. We are talking about seats, armrests and even door and dashboard inserts here, so there is no missing the divisive material. I don’t mind it, but some of my passengers had strong opinions against it. The leather-trimmed, two-spoke steering wheel feels very premium in hand and is enhanced by its physical controls for key functions, which are welcome because they are another increasing rarity these days. There is also a row of physical buttons below the 12.9-inch touchscreen multimedia system, but sadly none of them are dedicated to temperature or fan-speed controls. There is a CLIMA button that opens the touchscreen’s climate-control menu, but it is only useful if you want to change the airflow direction as the temperature and fan-speed controls are permanently in the bottom row of the multimedia system’s shortcuts. The multimedia system is easy enough to use once you get your head around it, but the reality is most drivers will instantly take advantage of its wireless Apple CarPlay and Android Auto support and use smartphone mirroring instead. It is also nice to see physical air-vent controls as they too have come under threat recently as some brands irrationally try to move them to the touchscreen. Criticisms? Well, it is rather dark inside the Elroq, with only the light headliner trying to brighten things up. The touch panel for the volume controls is also annoying to use, but at least the driver still has access to a dedicated scroll wheel on the steering wheel. And then there is the 5.0-inch digital instrument cluster, which feels comically small these days, although it does still contain all of the key driver information. When it comes to practicality, the Elroq punches well above its weight. At 4488mm long (with a 2765mm wheelbase), 1884mm wide and 1625mm tall, the Elroq is not a large car by definition, but its well-packaged EV platform helps it to pretend to be one. The Elroq’s boot has a cargo capacity of 470L, which is large for a small SUV. Better yet, stow the 60/40 split-fold second row via the manual release latches, accessible via the boot itself, and luggage space increases to a cavernous 1580L, all with no load lip to contend with. There is also underfloor storage, which is large enough the Elroq’s onboard charging cables and tyre repair kit, which should be replaced by a spare wheel. The floor mat is double-sided, giving owners the choice between carpet or rubber, which may come in use if you regularly transport wet gear. If you are likely to have boxes or similar cargo in tow, the Elroq also has two box holders with Velcro, which can be adjusted as you see fit. You also get four bag hooks, a 12V power outlet, a storage net and a cargo strap, which is among the four side cubbies in the boot. Nice. Sadly, there is no frunk in the MY26 Elroq on test here, but the MY27 version does come with one, which will be perfect for storing the charging cables. In the second row, there are two ISOFIX anchors and three top-tether points for child-seats, and removable storage at the rear of the centre console which features air vents and two USB-C ports. Map pockets are affixed to the front seat backrests and even feature bonus pouches for small devices, while the rear door bins can accommodate one regular bottle each. There is also the obligatory fold-down armrest with two cupholders, but they need to be manually deployed, which I do not mind as they are not always in use when you want to rest your inner arm. Behind my 184cm driving positioning, I have oodles of legroom, a couple of inches of headroom and enough toe room to keep myself happy. That said, width is limited here, so while you can technically seat three adults abreast on the rear bench, I would only recommend doing so on short trips. Up front, centre-console amenities include two cupholders that are a little too European for my liking, meaning they can only swallow small bottles, even with their divider removed. Ahead of them is a wireless smartphone charger, while behind is a long but narrow open cubby, and a central bin that is deep but thin, featuring two removable bins and a lid that ratchets into your preferred position. Underneath this entire assembly is a second, open storage tier, which can be used for stowing small bags and the like. The front door bins can take two regular bottles each, while the glove box is half-width but tall enough to still be useful. What is missing? A sunglasses holder and not much else, that is how well occupants are taken care of here. In my second month with the MY26 Elroq Select 60, my average energy consumption was 16.1kWh/100km over 1000km of driving, which included a fairly even mix of highway and city trips. This equates to a real-world driving range of 366km based on the MY26 Select 60’s useable battery capacity of 59kWh, which is just 29km short of its claim. As I said in the first part of this long-term review, I would personally pay at least $10K extra for the larger-battery version of the MY26 Elroq, which has a 529km claim and, therefore, greater peace of mind for long-distance drivers. And with that we have reached the end of this second instalment. I will see you for the third and final part next month, when I will reveal my driving impressions and deliver an overall verdict.

To say Toyota’s first major mainstream EV, the bZ4X, arrived in Australia with an arm tied behind its back would be something of an understatement. It arrived with both arms removed entirely. It was expensive, didn’t travel as far on a charge as its major rivals and had some tech quirks – and omissions – in the cabin. The fact that Toyota itself had spent much of the 12 months preceding its launch talking down EVs as impractical and unsuitable for much of Australia probably didn’t help much, either. Sales trickled along in minuscule numbers, while brands like Tesla and, later, BYD stole the limelight and the customers. But this is the bZ4X take two. It’s significantly (like $10K) cheaper, will travel much further on a charge, and hosts a more modern-feeling tech package in its cabin. And so I’ll be living with the two-wheel drive variant for the next three months to see if Toyota has at last got an answer to the sales-storming Tesla Model Y, or the BYD Sealion 7, for that matter. First things first: the price. My car opens the range, and you can have it finished in the same Eclipse Black you see in these photos for $61,320, on the road. That’s now cheaper than the cheapest Tesla Model Y, the rear-wheel drive, which is $64,215, drive-away right now. The cheapest Sealion 7, though, is a smidge over $59K, on the road. The Toyota now also outperforms the cheapest Tesla in terms of range. Toyota says my car, with its 74.7kWh battery, will travel 591km on the WLTP combined (urban/extra-urban) cycle, compared with the Model Y RWD’s 466km. In fact, to get a circa-600km range from Tesla, you’ll be dropping almost $75K drive-away on the Long Range AWD. The Sealion 7 offers just 482km on the WLTP cycle. So the price is right, or at least much better and the range stacks up well, too. In terms of power, Toyota has regrettably positioned its single motor on the front axle for front-wheel drive, and it develops 167kW and around 269Nm. Now, this is around two tonnes of metal, and Toyota says it will clip 100km/h from standstill in around 7.5 seconds. In real terms, it feels sprightly enough, but definitely not sporty in the way it goes about it. There is enough torque on offer to break front-wheel traction occasionally, but it’s otherwise a pretty sedate way of getting around. Nuts and bolts aside, the real test for the Toyota will be how well it fits into our family life. We have a home charger, by the way (just a cheap 7.0kW wallbox), so that makes EV life much easier for us. If we couldn’t charge at home, I think a true BEV would be off the list for us. The bZ4X is so far proving big enough for our one-kid family. The back seat swallows the baby seat with no issue, and the boot takes our two-part pram with little fuss, as well. But be warned, that’s about all it takes. For such a big car — around 4.7m long – the boot is a little underwhelming, and it’s hard to fold the seats flat when you need the second row for baby seats and the like. Toyota says you can expect 452L of luggage space, which is down significantly on the 500L-plus offered in the RAV4 Hybrid, chipping away at this EV’s family credentials. Another perk for my wife and me is the familiarity of the Toyota's cabin. I know some might view this as a negative, but I think the fact there are physical buttons for most core functions – things like your drive modes, mirror adjustments and core climate settings – is a major win. Now, no matter how much range your EV offers, if you're anything like me, you will find yourself running on the battery equivalent of fumes at some point. For me, that came when I was leaving my parents' place for the 29.8km journey home. For reasons known only to Murphy and his infernal law, I was unable to plug in during my visit, so I was forced to rely on the remaining juice to get home. No problems there, with some 45km of range remaining. Now, as I discovered so you don't have to, that estimate is very much a glass-half-full situation and – to my increasing horror – would drop in chunks of 5.0km at a time, seemingly at random. After much holding of breath, we made it back to our charger with about three per cent battery remaining, and the power output automatically throttled back as the Toyota went into make-it-home-somehow mode. Fully topped up, my in-car reader was telling me I had more than the maximum range at my disposal, some six-hundred-and-something kays. So take those readouts as a guide, not as gospel. Acquired: June 2026 Distance travelled this month: 427km Odometer: 4667km Average energy consumption this month: 13.5kWh/100km Note: The author, Andrew Chesterton, is a co-owner of Smart As Media, a content agency and media distribution service with a number of automotive brands among its clients. When producing content for CarsGuide, he does so in accordance with the CarsGuide Editorial Guidelines and Code of Ethics, and the views and opinions expressed in this article are solely those of the author.

Affordable cars from China have overrun the Australian market, forcing once favourites from Japan out of the top-10, and putting pressure on the rest hailing from South Korea to Europe. Yet amongst this, one Indian manufacturer is hoping to ride the affordable Chinese wave as an alternative. Mahindra has had a resurgence in Australia, releasing an array of surprisingly competitive new products as part of a renewed global push toward a wider audience. The car we’ve nabbed for this long-term test, the oddly-named XUV 3X0 is the brand’s latest. It’s a crossover SUV which represents the entry-point to the Mahindra line-up, starting from a very keen $23,990, drive-away. As rival Chinese brand Chery might know, though, just being affordable isn’t enough. The cars have to be good, too. Does the XUV 3X0 have what it takes or will you be wishing you spent a little more? Read on to see what I found in my first month. Okay, let’s set the scene before we get into impressions. You can have one of these from the aforementioned starting price, but the one we have is top of the two-variant range, the AX7L, which is priced at $26,990, drive-away. For exactly the same money, you could get into the best selling Chery Tiggo 4, also in top-spec Ultimate form, with the larger MG ZS Turbo (basic Vibe form, $25,990, drive-away), and Haval Jolion (basic Premium form, $26,990, drive-away) also options. If you’re looking for something from a longer established brand, your options include the ageing Hyundai Venue (auto - $25,750, before on-roads) or the Suzuki Fronx ($28,990, before on-roads), both of which are more size-appropriate in this city crossover space. So your choices are a larger, better equipped car from China, an older car from Korea, or a more expensive car from Japan. Some food for thought is the equipment list, which stays just on the right side of good, with a few omissions. The 3X0 ticks all the key boxes - 17-inch alloys, LED headlights, synthetic leather interior trim, dual 10.25-inch screens for the digital dash and the multimedia touchscreen, wireless phone connectivity and charging, as well as a panoramic sunroof, 360-degree parking camera, and Harman Kardon premium audio on this top-spec one. It might not have a few luxuries such as heated and power adjusting seats like a high-spec Tiggo 4 for example, but for a small basic car it feels the part. Looking at the 3X0 from the outside, I’m pretty impressed with its sharp design. From a brand once known for its particularly hideous takes on the standard SUV archetypes, the 3X0 is maybe its best looking car yet, featuring sharp contemporary headlight designs, a cohesive design front to rear (the larger Scorpio is yet to feel so tidy), angular design motifs with some nice highlight detailing and trendy touches like the two-tone roof and diamond-cut alloys. You could hardly tell from the outside that the 3X0 is an older Korean car underneath. Yep, that’s right, the 3X0 can trace its underpinnings back to the SsangYong Tivoli thanks to the South Korean automaker’s time being owned by Mahindra. It’s much more obvious inside, where some switchgear is identical to the SsangYong, while other bits, like the lower portion of the centre console also share a familiarity. The digital dash and multimedia touchscreen, however, feel much more modern, giving the cabin an up-to-date touch courtesy of Mahindra’s latest software, which is easy to use. Aesthetically, the screens are pretty much the only thing keeping the 3X0’s interior in this decade, with old-school plastics and too much of the much-maligned piano black cladding the dash, but there’s something refreshing about the simplicity of it all. Those paying attention would have noticed the glorious abundance of buttons and dials making everything in this car easy to control and proving you can still build an affordable car without hiding all the climate functions in touchscreen sub-menus. My initial impression continues behind the wheel where the 3X0 feels like a car from 10 years ago but somehow in a good way. Let me explain. Too many compact SUVs in this class are dynamically a mess and dull to steer thanks to their continuously variable transmissions (CVTs), or are otherwise unintuitive in daily traffic thanks to fuel-saving dual-clutch automatics. Generally, you have to splash for something more expensive or to a hybrid to make many options in this class nice to drive. Not so in the 3X0. Don’t get me wrong, this car isn’t particularly special in what it offers, but it’s the refreshingly straightforward combination of a gruff little 1.2-litre turbocharged three-cylinder engine (82kW/200Nm) and a real old-school six-speed automatic transmission which makes it a surprising pleasure to steer. Its relative light weight and firm suspension keep it tidy in the corners, while little boosts of turbo surge are enough to put a smile on your face without getting out of sorts. Even the steering is a straightforward power assisted set-up without an annoying amount of artificial software weighting as in some of its Chinese rivals. I even found myself not needing to scroll through a bunch of sub-menus to turn off the usual array of poorly-calibrated safety systems. The 3X0 either doesn’t have them, or they’re not annoying enough to warrant turning off. In a way, this is a brand new car for someone who wants an old car. Tired of the annoyances of many modern vehicles, the 3X0 is a fun, basic little car to hop into as a palette cleanser. Our little crossover isn’t doing so great on the fuel consumption front. According to my calculations (which I had to do because the computer only shows the consumption in km/L rather than L/100km), the 3X0 is drinking around 7.4L/100km which is too high for such a compact unit. Perhaps it's the fact I drive it a little more aggressively than I would otherwise, as I try to push the turbo surge and resulting fun out of the meagre 82kW on offer, but it’s still a number I’d expect to see out of an older non-turbo model. One cost of having a six-speed auto, it seems, is driving style will weigh more heavily on how much fuel you use. It’s also a bit of bill shock having to refuel this car sooner than expected and during a fuel crisis. The roughly 450km travelled on my first tank of fuel cost me a whopping $61.33 at the pump, three times what it might cost me to travel the same distance in a larger EV. Next month we’ll talk about practicality, some quirks I’ve found and see if we can drill down on that fuel consumption a little more. Acquired: June 2026 Distance travelled this month: 446km Odometer: 6880km Average fuel consumption this month: 7.4L/100km

I’ve been driving the Geely Starray Inspire for the past three months, but in the past few weeks the Chinese brand has shown off its secret power. Geely launched the Starray in September last year, but it has already delivered a game-changing update to the range-topping Inspire grade. That’s record-breaking time for an update, which takes the big name brands four or more years. Geely has switched out the old test car I’ve been driving for the better part of the past three months for the new and improved version. The headline changes are a much bigger battery, with a 30kWh unit replacing the former 18kWh powerplant. This boosts electric-only driving range by 53km to 136km.  That’s good enough to force a name change to Starray Inspire Extended Range. Max DC charging speed doubles to 60kW, which allows you to fill the battery from 30-80 per cent in 16 minutes.  Claimed fuel use drops to 1.4L/100km from 2.4L/100km.  There have been other minor upgrades to the car, such as massaging front seats and towing enhancements. Besides that everything covered in my previous two instalments remains the same. All that costs just an extra $1500, with the Starray Inspire Extended Range starting at $41,490 before on-road costs. Crucially the Starray is now a more relevant competitor to the BYD Sealion 6 Extended Range, which starts at $46,990 (before on-road costs) but the Inspire is more inline with the full-fruit $52,990 Premium grade. That’s a fair chunk of change left in your pocket if you are searching for a plug-in hybrid mid-size SUV. After three months, more than 1000km travelled, and more than 24 hours of total driving time the Starray shines bright against its competition. The power adjustable seats wrapped in synthetic leather have excellent adjustment, which paired with the adjustable steering wheel allows drivers of all shapes and sizes to find the ideal seating position. There is great vision out the front, with the driver able to see all angles. Throw in a birds-eye view camera, multiple parking sensors and it's a cinch to negotiate tight carparks and city streets. The hybrid tech works seamlessly blending electric and petrol power. You’ll barely hear the petrol engine unless in Power mode, which only uses the engine to drive the wheels. It is a refined experience with minimal road noise or tyre roar entering the cabin. The 1.5-litre four-cylinder non-turbo petrol engine and electric motor combo makes a decent 193kW. In the real world that’s plenty, with the Starray bounding up steep hills and overtaking on the motorway with ease. If you are in Power mode or the battery is depleted then it can feel breathless. The steering is well weighted and predictable, which inspires confidence on tight, twisting roads. It exerts decent body control with minimal lean through the corners. Geely’s active driver aids are the best of any of the Chinese brands I’ve tested. All the tech worked as advertised and ditched the overbearing annoying beeps and bongs of rival brands. This is a big step forward and a surefire way to keep customers. The only constant was the speed warning that goes off when you exceed the speed limit by 1km. This is fine, except the speed sign recognition tech needs a bit of work to make sure it is holding you to the right speed limit. It’s not all rosy for the Starray, however. The suspension is far too firm, especially at the rear where you’ll hear and feel it crash over speed bumps and splutter over potholes and lumps along the way. Not ideal with kids in the back seat and items in the boot will move around if not secured. It would benefit from a local suspension tune that tweaks the set-up to better suit our roads and driving conditions, rather than the billiard table-like streets of China and Europe. The Starray could do with an all-wheel-drive option, too. All that power through the front wheels is never a good idea, with the wheels spinning at the slightest hint of a heavy foot when trying to turn. All-paw grip is a better and safer solution in the wet, which is an important consideration when buying a family car. Geely’s fuel-use claim is a tough one. You’ll need to be super disciplined in keeping the battery topped up to have any shot at getting close to the 1.4L/100km mark. The best I saw was 2.6L/100km for a 50km stint, and the worst was above 6.0L/100km. But if you can travel most of the time in Pure mode (EV only), then you’ll be laughing. The new battery is much better at achieving the EV driving range claim of 136km, while the older version routinely fell short of its 83km claim. 2026 Geely Starray EM-i Inspire Acquired: March, 2026 Distance travelled this month: 300km Odometer: 470km Average fuel use this month: 3.4L/100km