Luxury

A top-seller in France, Germany and in the UK, Audi Q4 e-tron volumes have never quite made an impact Down Under.It's not exactly hard to work out why.First introduced back in 2021 in Europe, Audi Australia waited until 2024 before it rolled the Q4 e-tron SUV and swoopier Sportback variant out locally. When it arrived, the premium all-electric compact SUV attempted to woo buyers with its stylish looks and upmarket cabin but its high price ruled out a challenge to the high-grade Tesla Model Ys that still account for most EV sales.Originally ripe for a replacement in 2027, Audi has recently admitted delays to the next-generation platform that should underpin the sequel to the small EV have meant that its current Q4 e-tron will have to soldier on until 2030.Later this year, the Q4 e-tron will be joined by the new A2 e-tron, yet another small crossover that is similar in size but be positioned under the entry Audi SUV.To keep the Q4 fresh, Audi will continually update Q4 e-tron from now on, with faster and cheaper variants already in the pipeline but the latest facelift is one of the biggest model upgrades yet carried out to any Audi, says its maker.Not that many will spot the body-coloured single-frame grille, revised lower bumper design, or even the fresh digital LED headlamps.At the rear, another new bumper and rear OLED tail-lights smarten up the Q4, but it's inside where designers and engineers blew the development budget.Climb in and you're now greeted by the same 'digital stage' hardware as the bigger, pricier Q6 e-tron.You'll love the new 11.9-inch digital instrument cluster that lives behind a single piece of glass alongside a 12.8-inch multimedia setup, and admire how smooth and intuitive all the tech is and appreciate the augmented reality head-up display.For the first time there's even the option of a 12-inch passenger display, which is unheard of in its class, Audi says.Sadly, you'll probably hate that designers have deleted the physical controls for the climate control, but to help compensate, there's a new round steering wheel that replaces the old car's squared-off tiller, and it features proper buttons and rotary controllers to help control some of the tech without having to dive into sub-menus.All the new tech runs the brand's latest Android Automotive operating system that introduces a ChatGPT-powered personal assistant.Under the skin, engineers have added a vehicle-to-load (V2L) charging capability, that allow owners to charge laptops, or an e-bike via a power socket in the rear boot, plus a vehicle-to-home (V2H) feature that can see the Q4 e-tron sell energy back to the grid, power your home, or be topped up using solar.In a bid to boost efficiency, the Audi Q4 e-tron is among the first VW Group vehicles to come with its latest APP350 e-motor that is lighter, features less internal friction and is blended with a trick silicon carbide inverter, new power electronics and fresh software that slashes energy use by 10 per cent.For now, it powers a new 150kW entry version that is paired with a 59kWh battery that provides for a 440km range for the wagon shape and an 8.1 second 0-100km/h sprint.A better bet for Australians is the Q4 e-tron Performance that misses out on the eco-donk but gets a single 210kW rear-mounted e-motor and a larger 77kWh battery for the longer 592km range that is combined with a brisk 6.6-second 0-100km/h dash.Also available will be the fast all-wheel-drive Q4 e-tron Performance that produces 250kW and sees the small Q4 e-tron launch from 0-100km/h in just 5.4 seconds, although the distance it can travel on a single charge falls to 554km.When it comes to charging speeds, the entry and mid-spec Q4 e-tron can only be topped up at 160-165kW, while the all-wheel-drive flagship can now handle a top-up of up to 185kW.All take around 27 minutes for a 10-80 per cent top-up, which means the Q4 e-tron is about to be humbled by the inbound Mercedes-Benz GLA that arrives later this year, which should match the bigger GLB's maximum 320kW rate and 16-minute recharge.At least the Q4 e-tron is quicker than the older BMW iX1 that takes more than 29 minutes (130kW) but that car is also set to be superseded by a new model late next year.The good news is, when it comes to its 4.6m-long footprint, Audi says the Q4 e-tron still leads the small electric SUV class for interior space, with a surprising amount of rear leg- and headroom and a large 515-litre boot in the SUV/wagon versions.As part of the cabin overhaul there's said to be up to 25 litres of storage within, including a large 4.7-litre Jumbo Box between the driver and passenger.Dual air-cooled wireless charging pads have been added, which sit ahead of two new and improved cupholders.Behind the wheel, engineers have not been tempted to inject any extra spice to the driving experience. That means the Q4 e-tron still offers a smooth, quiet and refined driving experience, with low levels of wind, tyre and road noise.The two cars we drove rode on 20-inch alloy wheels, but it was the single-motor 210kW version delivering better levels of ride quality, compared to the quicker 250kW all-wheel-drive quattro version.Efficiency also seemed impressive with the single-motor version averaging a better-than-claimed 14.8kWh/100km on a mixture of driving.What's missing is the Audi is neither fun or engaging in a way we expect the next BMW iX1 to be as it will share much with the excellent iX3.Audi Australia has yet to confirm official pricing or spec for the Q4 e-tron, but the German brand has announced that all models will come with more kit than before. That includes standard sport seats, the Digital Stage dash, the dual inductive chargers we mentioned earlier, ambient lighting and a new air conditioner that can work while parked.Extras will include matrix LED front lamps, the passenger display, the augmented reality head-up display, three-zone climate control, adaptive dampers, a heated front windscreen, acoustic glass, a panoramic sunroof and a powerful Sonos sound system.Back in 2021 the Q4 e-tron was awarded the full five stars for safety thanks to up to seven airbags and a long list of driver assist tech, although that rating will be up for review as soon as next year.Like every other Audi, the updated Q4 e-tron should come with a five-year/unlimited-kilometre vehicle warranty, with a further eight-year/160,000km protection for the high-voltage batteries.The Q4 e-tron gets capped-price servicing package, with service intervals primed to be every 24 months or 30,000km.There's no word on pricing yet, but expect a big adjustment over the current car, which is priced from $84,900 (plus on-roads) for the most basic wagon and stretches to $107,900 for the quickest all-wheel-drive Sportback quattro.

One of the most well-known brands in the world could be on the verge of ditching petrol power for good. The iconic 6.7-litre V12 petrol engine has been a staple of Rolls Royce’s modern line-up, but the brand is prepared to shelve it forever if customers stop requesting it and regulations demand it.It currently features in the Ghost and Phantom sedans and Cullinan SUV, the latter being the most popular Rolls Royce model. But it’s the fully-electric set-up in the brand’s Spectre sedan that will define the future, according to Global Director of Sales and brand at Rolls-Royce Julian Jenkins.Despite proclaiming Rolls-Royce has the best V12 in the world, Jenkins said the Spectre is a sign of things to come. “In terms of our path to electrification we are very confident in terms of where we are,” Jenkins said.  “If you think about it, you would argue electric suits Rolls-Royce better than it does any other automotive brand. It’s effortless, it’s silent, it’s instant torque. “Spectre has very much shown that. Our second best-selling Rolls-Royce after Cullinan.“In terms of our goal. We have publicly stated our aspiration and direction into EV.”Rolls-Royce will launch its second fully-electric model called the Spectre II in Australia later this yearWhile Jenkins said customer demand remains the key driver for its product line-up, environmental government regulations are having an increased influence.He said Rolls-Royce will need to comply with these regulations and the brand is looking at them.Jenkins further said there is no chance of the brand ever exploring a hybrid or plug-in hybrid adaptation of the V12, with it being considered an unacceptable compromise. This mean electrification cannot save the iconic engine.Rolls-Royce’s Regional Director for the Asia Pacific Irene Nikkein said it has the ability to ditch petrol power if the time comes.“We have the technology. We have the capabilities to be 100 per cent electric,” Nikkein said. “From a capability, production, technology and engineering perspective, we are able to. “We must consider , and Australia is not the only market that has that perspective.”The European Union recently rolled back its 2035 internal combustion car ban for a more lenient emission reduction mandate, and the US has reversed its plans, too.These moves will likely keep engines like Rolls-Royce’s V12 alive well into the next decade, but it looks like the brand’s ultimate switch to EV may not be far away.

Mercedes-Benz Australia has locked in the launch of the new CLA Shooting Brake wagon to complement the current sedan body style.This marks the first time the CLA Shooting Brake has hit Australian shores since it was discontinued in 2019, when the second-generation model arrived.A Mercedes-Benz Australia spokesperson has confirmed the new CLA Shooting Brake will launch locally before the end of 2026.It will also be offered with mild-hybrid petrol and electric powertrains that already feature in the CLA sedan, which just launched locally.At this stage local pricing and specifications for the CLA Shooting Brake are yet to be locked in.It’s expected the electric CLA Shooting Brake will be the most affordable electric wagon in Australia by a considerable margin once it arrives.This title currently goes to the Porsche Taycan 4 Cross Turismo at $204,100, before on-road costs, and is followed by the BMW i5 M60 Touring at $219,900, before on-road costs.The CLA sedan line-up currently starts at $66,500, before on-road costs, for the entry-level mild-hybrid petrol trim. The most affordable electric sedan trim is $84,300, before on-road costs.It’s expected the Shooting Brake wagon body style will be a little more expensive than the sedan.Mild-hybrid versions of the CLA are powered by a 1.5-litre turbo-petrol four-cylinder engine with differing levels of power, depending on the trim level, plus a 22kW electric motor that’s powered by the 48V battery pack.Power is sent to either the front or all wheels, depending on the grade, by an eight-speed dual-clutch automatic transmission.The electric versions of the CLA has a variant with a single, rear-mounted electric motor, plus another with a dual-motor, all-wheel drive set-up.Mercedes-Benz Australia said it can’t disclose a projected sales split between the mild-hybrid petrol and electric CLA trims, however there have been more inquiries for the latter than expected.

Zeekr’s flagship family hauler is lurking on Australia’s door-step.The big and luxurious Zeekr 009 Grand people mover has been shown in right-hand drive in Hong Kong.The 009 Grand ditches the third row for a business class on wheels-like four-seat layout.Made to appeal to back-seat passengers, the 009 Grand has reclining seats wrapped in supple leather and synthetic suede. They will pamper the passengers with massage, heating and ventilation functions.A monster 43-inch LED display separates the front and rear rows, transforming the area to a boardroom on the move.There are lockable consoles in the rear, which open via a pin code, cubbyholes to put your shoes and a refrigerator. Zeekr Australia’s Managing Director Frank Li has previously confirmed to CarsGuide the 009 Grand would come Down Under later this year.“In the second half of the year, we will be welcoming a very luxurious model, the 009 four-seater.“In China this is called the 009 Grand and it will have even better features than the current car,” Li said.The 009 Grand hasn’t been updated in China like the rest of the range, which means it misses out on the brand’s new 900-volt architecture and subsequent circa-400kW DC charging speed.Instead it maintains the 800-volt set-up of the current version, which delivers a DC charging rate of about 200kW.At its heart the 009 Grand has a 108kW Nickel-Manganese-Cobalt (NMC) battery that delivers a driving range of more than 700km via China’s more lenient test cycle. Six- and seven-seat versions with the same hardware deliver a driving range of about 560km in Australia.The 009 Grand uses a dual motor set-up, with the two powerplants combining for 580kW and 810Nm.Big, luxurious people-movers are all the rage in China and several makers are going to get in on the act here.BYD’s Denza is offerings its D9 people mover and GAC has its more affordable M8 plug-in hybrid people mover on sale now, too.

The most electrified Porsche 911 yet has arrived.Yep, the 2026 Porsche 911 Turbo S breaks from tradition with the electric motor wedged into its eight-speed PDK dual-clutch automatic transmission.And then there's the twin electric turbochargers fitted to its 3.6-litre six-cylinder boxer engine.That is one more e-turbo than its 911 Carrera GTS sibling, which debuted Porsche’s new power-boosting T-Hybrid system two years ago, complete with a 1.9kWh battery.In the all-wheel-drive Turbo S it helps it produce an astounding 523kW of power (+45kW) from 6500-7000rpm, and 800Nm of torque from a far broader 2300-6000rpm.Sprinting from zero to 100km/h in the coupe on test here now takes just 2.5 seconds (-0.2s), while 200km/h can be reached in 8.5 seconds (-0.5s) on its way to a top speed of 322km/h (a nice even 200mph).Needless to say, in reality this level of acceleration is neck-snappingly immense in any of the three available drive modes (Normal, Sport and Sport Plus).The PDK whips through its eight gears in a seemingly uninterrupted blur, during which the engine feels like it is always on boost thanks to its newfound electrification.That said, the Turbo S increasingly offers too much straight-line performance for Australian public roads, which have speed limits of up to 130km/h in limited locations.But I suppose it is nice to know you can accelerate faster than almost any other car you come across on your drive.You also can probably decelerate sooner than most other cars thanks to the mammoth carbon-ceramic brakes fitted to the Turbo S.The 420mm front and 410mm (+20mm) rear discs are the largest to be fitted to a street-legal Porsche yet and offer equally immense stopping power.The T-Hybrid system contributes plenty to the Turbo S coupe’s 74kg weight gain, to 1725kg, but the reality is you won’t really notice the difference in a straight line, let alone around corners.Handling wise, the Turbo S does not match the prowess of its track-focused GT3 and GT2 siblings, but it is still a 911, which means it's still among the best when it comes to despatching corners with its high level of AWD grip.The T-Hybrid system also helps to power the new active anti-roll bars, which reduce body roll when cornering hard. They are simply phenomenal when it comes to delivering lateral balance.And if you want even more body control and road feel, the adaptive dampers can be firmed up via a dedicated physical switch at any time, or via the Sport Plus drive mode.At this point the ride comfort is firm enough that you seemingly feel every little road imperfection.I prefer the adaptive dampers in their Normal setting, which is still stiff but can easily be lived with day to day.The 911’s electric power steering is the one of the best available today, with the level of feedback provided almost as good as a traditional hydraulic system.In any of the drive modes it is as direct as you would expect a high-end sports car to be, partly thanks to its brilliant wheelbase-shortening rear-axle steering.The beauty of the Turbo S is its split personality: it can be relatively docile when you are navigating city traffic, or it can be an otherworldly performance machine when you are lucky enough to find an open road.It is this duality that its GT siblings simply cannot match.Now, do not make the mistake of thinking the Turbo S coupe’s T-Hybrid system significantly reduces its fuel consumption because it is performance-focused after all.In fact, claimed fuel consumption on the combined-cycle test is 11.8L/100km, up 0.3L/100km.But in the real world I averaged a reasonable 14.3L/100km over 366km of driving, all of which was very much worth the high fuel bill.Design wise, the Turbo S has had an obligatory nip and tuck as part of this midlife facelift, one that Porsche says makes it 10 per cent slipprier, partly thanks to active aerodynamics front and rear.Either way, the 911’s iconic design elements remain, making it arguably the most recognisable multi-generation sports car of all time.I mean, look at those deliciously wide rear haunches!The 911 is also still one of the most practical sports cars you can buy, with two rear seats, which, while very tight for adults, is still a lot better than not having them at all.You even get two cupholders in the front row, which is two more than you get in most supercars.There are also plenty of physical buttons and switches for nearly all of the key functions, including the all-important climate controls.And let us not forget the frunk and its 128 litres of storage capacity, which is again a lot more accommodating than what you get with the 911’s mid-engine rivals.The price? The new Turbo S coupe costs $577,300 plus on-road costs, which is ‘just’ $39,700 more than its predecessor but more than reasonable against its competitive set, including the Ferrari 296 GTB ($604,000) and Lamborghini Temerario ($534,169).Despite its high price, in typical Porsche fashion several features that should be standard in the Turbo S coupe are not, including its sunroof ($4720), cooled front seats ($2220), Porsche InnoDrive highway assist ($2190) and all-important front-axle lift ($4950).All the regular advanced driver-assist safety features are otherwise present and work well, meaning they will not annoy you day to day, which is increasingly rare in 2026.But you do get shortchanged with Porsche Australia’s three-year/unlimited-kilometre warranty, which while comparable with the likes of Ferrari, Lamborghini, McLaren and Aston Martin, is off the five-year pace of BMW, Mercedes-Benz, Audi and other premium brands.

Mercedes-Benz is bringing two new V8-powered rides to Australia. The Mercedes-AMG GLE 63 S and GLS 63 S SUVs have both been detailed overseas ahead of their local launch. There are no confirmed launch timings for the cars, but Mercedes-Benz Australia has been contacted for comment to get a better idea of when we can expect them. These large luxury SUVs will be rivals to the V8-powered BMW X6 and X7 as well as the Audi SQ7 and SQ8. Both of Mercedes’ updated models use a 4.0-litre twin-turbo V8, producing 450kW and 850Nm, which are the same figures as the current model. The GLE 63 S can sprint from 0-100km/h in 3.9 seconds, while the GLS 63 S takes 4.2 seconds, with both going on to a top speed of 280km/h. The pair are equipped with Mercedes’ all-wheel drive system and have a 48-volt mild hybrid set-up, providing a small boost of power. There is a newly-developed performance exhaust system fitted to the cars, allowing for different settings of noise from the V8 engine. The car has been given a new exterior look that shows off larger air intakes and a rethought headlight design.Wheels are offered in sizes up to 22 inches on the GLE 63 S and 23 inches on the GLS 63 S. There is a range of Nappa leather seat colours, with carbon and aluminium elements elsewhere in the cabin. The car’s suspension can be raised by as much as 20mm, depending on road conditions and speeds.There is no official news on price yet, but the GLE 63 S currently starts in Australia from $266,900 (before on-road costs), so expect a slight price increase on that number. The GLS 63 S starts in Australia from $299,900, meaning this new model could break the $300,000 barrier. 

BMW has announced some details for its upcoming iX5 large electric SUV.A highlight of this car is it will come with a lithium-ion battery pack with a capacity of 144kWh in the USA and 141kWh in Europe in 60 xDrive trim.This makes it the largest battery ever offered in a BMW to date.It’s unclear the battery capacity that will eventually make its way to Australia, but either one will take the crown of the biggest battery of any EV offered locally. This record is currently held by the new BMW iX3.This massive battery pack in the new iX5 60 xDrive operates on an 800V electrical architecture and features cylindrical cells.BMW hasn't detailed what the claimed range of this big-battery iX5 will be yet, but it's likely to surpass the iX3 50 xDrive which offers 805km of WLTP-claimed range.It may be the first EV from the German carmaker to offer more than 1000km.The BMW iX5 60 xDrive will be powered by a dual-motor all-wheel drive set-up with a total system output of 425kW.The German carmaker is currently undergoing its final calibration drives of the new-generation X5 around its production base in Spartanburg, USA.In addition to the electric versions, the new, fifth-generation X5 will be offered with mild-hybrid petrol and diesel, plug-in hybrid (PHEV), as well as hydrogen fuel-cell (FCEV) powertrains.The latter will mark BMW first-ever hydrogen-fuelled production model ever when it debuts in 2028.Other details BMW has confirmed about the new-gen X5 is it will offer alloy wheels measuring up to 23-inches in diameter, plus standard mixed-size tyres which are claimed to “enhance comfort, stability and dynamism”.Adaptive dampers are standard, while adaptive air suspension, rear axle-steering and active roll stabilisation will be available as an option package on the iX5 and PHEV models.BMW also claims the new BMW will also offer an almost 50:50 weight distribution.On the safety front, the new X5 will offer SAE Level 2 driver assistance technology which will be able to operate on motorways and in urban areas. It’s unclear if this will only be available in certain markets and whether Australia will be included.Other standard safety equipment includes lane change warning, blind-spot monitoring with active steering intervention when there’s a risk of a lateral collision, as well as front and rear cross-traffic alert.

The return of an Audi wagon favourite is on the cards for Australia.The Audi A6 Allroad could return to the brand’s Aussie showrooms for the first time since 2024.The A6 Allroad remains a strong prospect for Australia, but the local branch was unable to confirm its arrival just yet."This model is currently under evaluation for the Australian market," a spokesperson for Audi Australia said."This model is highly appealing, and we would welcome it for Australia."It comes after the car appeared in Australian sales approval documents earlier this year, hinting a confirmation is not too far away.There is potential for A6 Allroad to launch as soon as the end of this year.It will again be available with a V6 diesel engine, but Audi has also introduced a plug-in hybrid set-up to the range for the first time. The A6 Allroad doesn't have any direct rivals in Australia.It will have to compete with the much cheaper BYD Seal 6 Touring PHEV wagon, starting from $34,990 (before on-road costs).Pricing details have not been revealed yet, but it is expected to sit above the sedan variant currently on sale, starting from $123,600 (before on-road costs). The A6 Allroad's 3.0-litre V6 turbo-diesel has more power than its predecessor, boasting 220kW and 580Nm , while the 2.0-litre four-cylinder turbo-petrol PHEV set-up boosts power to 270kW and 500Nm. The diesel variant is marginally faster from 0-100km/h than the PHEV at 5.4 seconds. Audi said the PHEV has an all-electric driving range of 95km from its 26kWh battery. It offers fuel consumption of as little as 2.6L/100km, when the battery is fully charged. The car does not have DC charging capabilities, but AC charging at 11kW takes around 2.5 hours. All A6 Allroad models come with all-wheel drive as standard. On the inside, there is an 11.9-inch digital driver display and 14.5-inch central touchscreen, along with four-zone automatic air conditioning. There is also a panoramic sunroof available with a dimmable setting as opposed to a conventional shade. 

Depending on how old you are, the name Testarossa either means something, or everything. In the mid-1980s, we're talking proper dog-eared-posters-stuck-to-bedroom-wall status here.There was also the small volume V12 Ferrari 250 Testa Rossa (250 TR) sports racer built from 1957 to 1961. But in the '80s it was a 4.9-litre, flat 12-cylinder engine producing the power, making an inconceivable 287kW and 490Nm, and earning the wedge-shaped icon a place among the most powerful supercars in existence at the time.I'm giving you this little history lesson because the Testarossa name is back, only this time it's attached to the plug-in hybrid Ferrari 849 Testarossa. And if you're one of those people who think electrification has no place in the supercar world, just relax for a second. Because the new Testarossa's outputs make the 1984 version seem every bit as exhilarating as a Segway.We're now talking 772kW and 842Nm, generated via the combination of a 4.0-litre twin-turbocharged V8 paired with three electric motors, all of which combine to produce an electrified powerhouse of genuinely epic proportions. The other thing that's gone skywards is the price. It's hard to believe, but that 1984 Testarossa listed for as low as US$85,000, or $121,000. This one starts at $932,648.The numbers only tell part of the 849 story, but we'll cover them off quickly anyway. The 100km/h benchmark arrives in 2.3 seconds, with 200km/h taking just 6.35 seconds from a standing start. Top speed is a claimed 330km/h. The turbo is the biggest ever fitted to a Ferrari production car, while the electric motors (responsible for around 160kW on their own) are arranged with one at the rear and two at the front. The 7.45kWh battery delivers an EV driving range of 25km.And yes, some of those are big and impressive numbers. But the bigger story here is the feel, the emotion, that the 849 Testarossa generates in great big bucketloads. The thrum (this time less orchestral and more mechanical) of the exhaust. The spectacularly direct steering. The sense of car and driver as one.But weirdly the thing that really got myself and my fellow testers the most excited wasn't the brutal acceleration (which was surprising, as this genuinely one of the fastest-feeling cars I've ever driven), but was instead the bull-whip crack of what might be the sweetest, sharpest gearshifts in existence.In this new Testarossa, it's an eight-speed dual-clutch transmission the brand says is derived from its F1 division, and the feel of a flat-footed shift upwards, or a hard-braking downshift into a corner, is genuinely visceral in its action. If you still long for manual gearboxes, the 849 will cure you of that ailment. You end up searching for extra reasons to reach for one of the paddle gearshifters, just to feel and hear the shifts.Driven at noise, this two-seat rocket is a vehicle that demands attention. And not just from the driver (seriously, this is a car that collects speed in such an other-worldly fashion that constant focus is required – blink too long and it feels like you're in a teleportation device as, when your eyes open, you're a long way away from where you were when you closed them), but from anyone in its vicinity, too, with the Ferrari seemingly sucking in bystanders like a vortex, especially in Italy, where even clapping eyes on the latest from Maranello is a near-religious experience.It's also, somehow, not terrifying. The fact that it's AWD and not a snap-happy rear-drive set-up probably helps to settle the nerves. But also the fact that it's something approaching comfortable as a commuter, helped by its adaptive damping, and even has a silent and front-wheel-drive EV mode for city motoring, helps to smooth some of the 849's more murderous edges. That and the fact that Ferrari has a whole heap of high-tech help on board – headlined by something called the Ferrari Integrated Vehicle Estimator, which adjusts its level of control to the quality of your driving – designed to keep you on the tarmac without ever feeling like it's babying you. Driven at noise, the Testarossa is a car that demands attention. And not just from the driver (seriously, this is a car that collects speed in such an other-worldly fashion that constant focus is required), but from anyone in its vicinity, too.The styling was controversial at its unveiling, mostly because of its two-level nose design and blocky rear end with its centralised and mid-mounted exhaust exits, but it grows on you fast. I can also attest that the nose feels every bit as low to the ground as it looks, and you will become quickly accustomed to the nose-lift function, which gives you an extra three centimeters of clearance.Downsides? As is pretty predictable with Ferrari, none turn up in the drive experience. But the interior tech takes some getting used to. With no traditional centre screen, almost all functions are controlled through the steering wheel – including some of the drive modes, like 'EV' – and you have to 'wake up' the digital panel before selecting one. Which I didn't know, and so instead just blindly stabbed at areas until the Ferrari did what I wanted.It also feels very, very big, at 4718mm in length and 2304mm in width. When you're driving at speed you don't notice it, as I'm sure you wouldn't on a racetrack, but I can assure you threading your way through tight Italian streets in a million-dollar supercar can feel like you're playing a very high stakes version of Operation.So, is the 849 Testarossa a worthy wearer of one of Ferrari's most iconic nameplates? You betcha.

Not suitable for our vast landscape, too slow to charge and not practical enough are the usual tropes used to dismiss electric cars in Australia, but a new breed of EVs are blowing those arguments away.BMW's ballyhooed new iX3, which is built on its futuristic Neue Klasse EV platform, has achieved an astonishing feat.It has completed a real-world test of more than 800km, which actually beat its claimed 805km WLTP certified driving range.The test was completed in China using a long-wheelbase version of the iX3 50 xDrive, with the standard wheelbase version that uses the same battery and electric motors arriving in Australia in the coming months.The test was completed on public roads across a decent cross section of conditions. It went up and down mountains, through snow, rain and low temperatures, which can all have adverse effects on battery range.Key to this was the big 108kWh battery and advanced electric motors, energy management tech and regenerative braking that increases the car’s overall efficiency.Proof that an EV can achieve a driving range of more than 800km means range anxiety can finally be put to bed.No one should be driving 800km straight without a break.When you do stop at the slowly increasing number of fast chargers, the iX3 can soak up a max DC charge rate of 400kW.This would theoretically allow you to add 350km of charge in just 10 minutes, or to recharge from 10 to 80 per cent in 20 minutes.The new iX3 is 4782mm long, 1895mm wide, 1635mm tall and has a 2897mm wheelbase — the distance between the front and rear axles. That plants it in the mid-size SUV category, but its long wheelbase means it’ll be roomier inside than any petrol- or diesel-powered alternative.It’s fast, with its two motors pumping out 345kW and 645Nm. This ensures all-paw grip and a brisk 0-100km/h dash time of 4.9sec.The biggest hurdle to the iX3 is the price. This 50 xDrive version will cost $109,900 (before on-road costs) in Australia, which is more expensive than most can afford.There is a cheaper 40 variant with 635km of range, and a $89,900 price tag that makes it eligible for generous tax incentives.As with all car tech, this will trickle down into more affordable cars sooner rather than later.And this is just the start.Volvo will bring its new EX60 with more than 800km of range soon, and there are numerous Chinese makers with similar tech waiting in the wings.This is proof the age of electric cars is right now.