Sedan

The Australian market hasn’t truly revolved around a sedan since I was a kid. These days it’s all about SUVs, and anything low-slung is easy to overlook when it comes to family hauling. Add to that the current fixation on hybrid and electric powertrains, and a mid-size petrol sedan feels almost out of step.And yet, here’s the MG7.It’s a mid-size fastback with a turbo-petrol engine and just one trim level. Its sharp styling is matched by an even sharper price, and it doesn’t seem particularly concerned about not fitting the current mould.It lines up against the Toyota Camry SL, Skoda Octavia Sportline and Hyundai Sonata N Line and raises an interesting question. Is this the sedan comeback nobody saw coming? And could it remind modern families why sedans were once king?

A combination of increasing component costs, ever-higher safety and emissions requirements as well as the need for new-generation tech to match fast-moving competitors has driven the domestic entry price for Toyota’s Corolla close to 60 per cent higher over the last decade.According to data from the Statistics Bureau of Japan (SBJ) as originally reported by Nikkei Asia the price of an entry-grade Corolla sat at ¥2.28 million yen (~$20,600) in 2025, up from ¥1.45 million (~$16,100*) in 2015. *Based on an average 2015 Yen/AUD exchange rate.For reference, in Australia a base Toyota Corolla Ascent auto cost $21,790, before on-road costs, in 2015. And in 2025 the entry-level Corolla Ascent Sport was $29,610, BOC, an increase of just over 35 per cent.As the statistical arm of the Japanese Ministry of Internal Affairs and Communications, the SBJ not only manages the country’s population census but tracks thousands of day-to-day consumer costs - from school fees and railway fares to baby clothes and soy sauce.A range of factors, including inflationary pressure driving up component supplier costs, increased standard safety requirements and tightening fuel economy and emissions legislation has driven the price rise.In recent years, emerging global competitors, particularly from China, have also placed greater emphasis on driver assist tech and multimedia functions driving the need for additional cameras, radars, microchips and more.Over the same 2015-2025 period, average Japanese worker income increased around 10 per cent and in early 2024 the Bank of Japan’s policy interest rate rose for the first time since 2007 and has been gradually rising since).Much of Japan’s car finance business is underpinned by residual loans (similar to a finance lease) at low interest rates and the rising cost of money is pushing car ownership out of reach for many potential buyers.SBJ data show even ‘kei’ city cars, the production of which is shaped by government incentives to provide low-price, fuel- and space-efficient new vehicle options to help keep the population mobile and the domestic car manufacturing business humming, have risen steeply in price.Specifically, 33 per cent from an average entry-price of ¥1.18 million yen in 2015 to 1.76 million yen (~$15,900) in 2025.And in heavily built-up areas car-sharing is an increasingly popular kei car alternative; a contributor to Japanese domestic market new-vehicle sales being down 10 per cent in 2025 compared to 2015.Evolving tastes have impacted relative pricing as Japanese consumers lean more towards full-size SUVs and people movers than compact cars.Prices of ‘Compact Passenger Cars’ increased 31 per cent to ¥2.39 million (~$21,500), while ‘Full-sized Passenger Cars’ rose 24 per cent to ¥3.72 million (~$33,500).At the same time, sales of full-sized passenger vehicles were up 30 per cent in 2025 compared to 2015, while compact passenger cars softened by 40 per cent.

China’s BYD has revealed details of the forthcoming Seal 07 EV sedan ahead of its imminent launch in the domestic market.The 2026 BYD Seal 07 EV is a fully electric counterpart to the Seal 07 DM-i plug-in hybrid sedan which is already offered in China.Slotting above the Seal and Seal 06 EV, the Seal 07 EV measures in at 4995mm long, 1910mm wide and 1495mm tall, with a 2900mm wheelbase. This makes it a fraction larger than a Toyota Camry.Power comes from a single, rear-mounted electric motor that produces 240kW and is fed by a 69.07kWh lithium iron phosphate (LFP) 'Blade' battery.BYD claims the Seal 07 EV can travel up to 705km on a single battery charge, according to lenient CLTC testing. It also has a CLTC claimed energy consumption of 10.8kWh/100km.For context, the Tesla Model 3 Long Range RWD offers up to 750km of electric range and a claimed energy consumption of 12.5kWh/100km, both according to more stringent NEDC testing.In terms of design, the Seal 07 EV shares many of its highlights with the Seal 07 DM-i. These include a closed-off front fascia with narrow headlights, a full-width rear light bar, flush door handles, a panoramic glass sunroof, plus a roofline that plunges down at the rear.Inside there is a digital instrument cluster, a 15.6-inch central touchscreen multimedia system, wireless charger, dual cupholders and a row of physical buttons for key vehicle controls.At this stage it’s unclear whether the Seal 07 EV will ever come to Australia. BYD already offers the smaller Seal electric sedan which is more of a rival to the Tesla Model 3.However, BYD has previously been spied testing the Seal 06 DM-i sedan, as well as Seal 06 DM-i Touring wagon in Australia.Both of these are notably plug-in hybrids (PHEVs) and were approved for local sale by the government regulator in January 2026. This approval usually happens only a few months before a vehicle goes on sale.BYD currently doesn’t offer any plug-in hybrid sedans or hatchbacks in Australia. It only sells the Sealion 5, Sealion 6 and Sealion 8 PHEV SUVs, as well as the popular Shark 6 PHEV dual-cab ute.

This month marks the 40 anniversary of the launch of the Holden VL Commodore in Australia.The fifth and final iteration of the original, German Opel Rekord E-derived (and ultimately HZ Kingswood-usurping) VB Commodore series released back in October 1978, it ranks alongside the most revered Holdens ever.Now a cultural phenomenon, it’s become, to Gen Xers and Millennials mainly, what the 1963 EH is to Baby Boomers. Peak Holden. Here's why.The most changed Commodore to dateThat 1970s-era VB changed little through its VC (1980), VH (1981) and VK (1984) facelifts, though the latter did adopt an extra side window, plastic bumpers and truly ugly square instruments to set it apart.Frankly, buyers became bored, rivals were trying harder and sales were in a worrying downward spiral.Stylistically, then, the VL’s strikingly low, sloping bonnet, featuring slimmer yet far-more effective headlights, seemed almost revolutionary compared to any previous Commodore.Inspired by the mid-sized JD Camira’s facelift of 1984, they also provided a welcome change after seven years of samey front-end design themes. The flagship Calais, meanwhile, added pop-up light covers for dramatic visual demarcation. How Eighties is that?And while the mid-body and cabin sections carried through from the preceding VK, save for a tacky rehash of the upper-dash architecture and refurbished seats in Calais, further back, a small kick-up at the trailing edge of the boot lid gave the sedans a distinctive duck-tail silhouette, for a five-per-cent aero improvement. The wagon, meanwhile, made do with a bumper that merely hung back there like a full nappy. Never mind.But the VL’s defining change lurked underneath the bonnet.Breaking with traditionWildly controversial leading up to the launch, to meet unleaded petrol requirements, the VL ditched Holden’s venerable 3.3-litre overhead-valve iron-block in-line six-cylinder (I6) Black petrol engine (in 86kW carburettor and 106kW fuel-injection guises), for Nissan’s more-advanced 114kW 3.0-litre overhead-cam RB30E, which also debuted soon after in the locally made R31 Skyline.Remember when they actually made Skylines in Australia?Dubbed Powertech 6Ei and imported from Japan, it was 33 per cent more powerful yet 15 per cent more economical than the previous 3.3 base, bringing with it a GM-H-first electronic four-speed auto.Fitting the Nissan I6 in “Australia’s Own” was seen as a betrayal amongst some loyalists, politicians and unionists (since the switch meant a Holden engine factory closed), though it quickly became the literal heart of the VL’s enduring appeal.Especially the cop-car-favourite 150kW RB30ET turbocharged option that followed from July, which even blitzed the 122kW 4.9-litre V8 (an unleaded revamp of the 1969-vintage original still stuck with a three-speed auto option) – as well as anything arch rival and market-leader Ford bothered to muster.Perhaps that’s why the contemporary XF Falcon generally commands a fraction of this-era Commodore’s resale values. Burn!Too little, too late, for GM-HYet, for all intents and purposes, the VL helped end General-Motors-Holden’s (GM-H) as we knew it.Firstly, the Commodore failed to reel in the high-flying Falcon, which was comfortably Australia’s most popular car at the time, owning some 15 per cent of the total vehicle market at its peak. Though more popular with private buyers, only once, in April 1986, did the VL hit the top spot, and only by three units. The end-of-year tally was nearly 55,000 versus over 66,000 registrations. The 1987 results were worse: 53,000 against nearly 70,000, in the XF’s favour.Fleet buyers preferred the visibly-wider (by nearly 140mm) Falcon over Commodore because of the former’s greater size, perceived higher-quality interior (Holden’s build quality was dreadful) and more-predictable road manners. No doubt Ford’s brilliant marketing helped, too.Secondly, the VL also suffered at the hands of an increasingly more-aggressive Mitsubishi, which burst back into the large-car segment in 1985, after a four-year absence following the end of the ancient Chrysler Valiant it inherited, with the innovative, wide-bodied Magna – the first of its kind among medium-sized cars anywhere in the world.A massive hit, the latter embarrassed the VL for interior space and set new local standards in refinement, and continued to challenge Holden and Falcon for the next 20 years.Thirdly, that Nissan engine was a financial disaster for GM-H, reportedly costing more than twice as much per unit than when the deal was struck years before, due to unfavourable currency fluctuations. Unable to make a profit with the VL, Holden couldn’t catch a break.That, along with mounting debt partly accrued due to the over-capitalisation and long-term sales underperformance of the also-Opel-based Camira project – a doomed endeavour given how close in size and price the two Holden family cars were – effectively bankrupted GM-H.On December 9, 1986, GM in Michigan bailed Holden out, and split the operations into the Holden Motor Company (manufacturing) and Holden Engine Company, the latter becoming a key export earner later on, allowing the brand to be less-encumbered with debt in the lead-up to the larger, second-generation Commodore’s release in August, 1988.The car behind the complicated legacyWhether the VL was a success or failure depends on your point of view. Commercially it under-performed, but critically… well, things were complicated.Available in government cheapo-spec SL, fleet-fodder Executive, private-buyer-baiting Berlina, luxury Calais and performance SS grades – with the latter trio being sedan-only bar one brief exception – it offered a broader choice than a very-complacent Ford.Actually, that’s a little harsh, as Ford was stretched developing the largely new-from-the-ground-up EA Falcon, along with the SA Capri convertible.What Holden desperately lacked were responses to the XF-based ute, panel van and long-wheelbase luxury car (Fairlane rival), as these were the provenance of the full-sized WB line-up that ceased in 1985. The VN-derived VG ute and VQ Statesman/Caprice twins wouldn’t surface until 1990.Contemporary reviews loved the Nissan I6’s BMW-levels of power delivery and straight-line performance, especially at the SL’s price point, and swooned over the turbo’s sensational speed and smoothness. But many also criticised the VL’s retrograde steering and suspension revisions that were meant to fix previous models’ sharp steering, but instead resulted in duller handling, excessive body movement and a lumpier ride. Fail.Holden was praised for solely offering a cheap V8, since Ford dropped theirs years before (and not rectified until 1991’s EB series), giving caravanning and boating-obsessed Australians an affordably torquey towing option, which nobody could match.To stoke VL sales, a Vacationer special arrived by mid 1987, while another – badged ‘200 Series’ in time for Australia’s Bicentennial – largely served as a spoiler for the EA Falcon the following March.HSV is bornThis was also the era of Holden’s very public breakup with racing hero Peter Brock over his infamous Polarizer engine-efficiency enhancer that GM-H wanted no part of. This led to the in-house Holden Special Vehicles (HSV) replacing Brock’s Holden Dealer Team, resulting in the HSV VL SV88 as the first in a long line of hot Commodores.An early standout was the HSV VL SS Group-A SV, unkindly branded the Plastic Pig or Batmobile despite boasting up to 231kW, developed to meet racing homologation regulations by Walkinshaw. But, with its outrageous body kit and pricing, sales stalled (it was released as VN came on stream), though now they’re a highly sought-after.VL afterlifeWith so much at stake, the VN arrived with huge fanfare in August 1988, and immediately addressed many of its predecessor’s perceived shortcomings, being equal-largest in class with Falcon, far-more modern inside and out and dynamically a better-behaved proposition.A more suitable family car for Australia, in other words.But the thing is, with the financially debilitating Nissan engine deal cancelled, the VN’s powertrain replacement – this time to a rough old Buick 3.8-litre V6 from North America – sealed the VL’s place in Holden folklore. Even with the very non-GM engine code name, RB30E is now considered one of the greats.If nothing else, the Commodore’s quick ascension to the top (a position it would continuously swap with the Falcon until the disastrous AU a decade later, but that’s another story) proves that Australians are basically size queens.Overall, 151,008 VLs were made over about 30 months, a record for any Commodore at the time, with 134,795 built for Australia, 4322 exported mostly to South East Asia and 12,720 in assembled from completely knocked-down components in New Zealand and Indonesia.The final first-gen Commodore may have lost the battle against the XF, but the big Holden eventually overtook – and outlived – the Falcon. The journey back began here.More importantly, it won the affection of Australian enthusiasts and loyalists like no other before or since – thanks ironically to that controversial Nissan heart within, saving the Commodore for 33 more years.Happy 40 birthday, VL.

When I say this is a rare review, I’m talking about the kind of rare that means you can’t even buy the car you’re reading about. In Australia, there are only 22 Audi RS6 Avant GTs. A couple of days to live with one should reveal how special this car feels, and result in at least one example of the rarity being driven good and proper.

It takes a brave carmaker to launch a new sedan variant into the market, given Australia’s obsession with SUVs.Kudos to Audi for expanding its A3 small sedan and hatch line-up with a new grade that sits at the top of the tree, before you get into S3 and RS3 performance car territory.The key difference with this new grade - called the A3 TFSI quattro 150kW S line - is an upgrade from the 1.5-litre mild hybrid petrol unit found in the A3 35TFSI, to a punchy 150kW four-cylinder turbo-petrol engine.You also get an extra helping of standard gear, different wheel designs and more premium options.The new TFSI 150kW grade is offered in Sportback hatch guise for $62,800, before on-road costs, and the sedan we tested from $65,800.Focusing on the sedan, that price is an $8000 bump from the entry-grade 35TFSI. On the flipside, it represents a $16,000 saving compared with the spicy S3 sedan, and you get a nice dollop of performance with the 150kW engine. More on that later.If you’re considering other small premium sedans, there are really only two - the BMW 2 Series Gran Coupe in 220 M Sport guise at $63,400 and the Mercedes-Benz A250 4Matic from $75,400. However, Mercedes recently dropped the A-Class sedan from its line-up so you’d be looking at whatever’s left in dealer stock.The Audi is $2400 dearer than the BMW. Their performance figures are similar, although the Audi gets 20Nm more torque and it’s one second quicker to 100km/h. Standard gear wise they line up pretty well.Equipment highlights include 18-inch alloy wheels, S line styling, keyless entry and start, heated electric folding, auto-dimming exterior mirrors, heated front seats, power-adjustable front seats, three-zone air-con, ‘MMI navigation plus’, digital radio, wireless Apple CarPlay and Android Auto, 10-speaker audio and a solid list of standard safety gear.Our test car came fitted with a panoramic sunroof ($2000), metallic paint ($1350), black exterior styling package ($1200) and the 'Premium plus package' ($1990) that adds a head-up display, privacy glass and Sonos sound system. That brings the price to $72,340.The current-generation Audi A3 landed in Australia in early 2022 but it benefited from a mid-life facelift in early 2025.Whether you opt for a sedan or hatch will depend on your own preferences and needs. I prefer the hatch design but the sedan tested here is handsome, if a little conservative. The optional black exterior styling package adds a sinister vibe. It’s sleek enough and the current Audi lighting design looks good, but it’s not breaking any rules.The A3’s interior is a mixed bag. The leather-appointed front sports seats look schmick and offer excellent support and comfort, while the three-spoke ‘S’ perforated leather steering wheel looks and feels perfect.I’m not sold on Audi’s current interior design. Angling the multimedia and central controls towards the driver is a good thing, but it creates this pointy centre element to the dash that results in a feeling of being hemmed in as a front passenger. The air vents have an appealing shape but there’s a lack of cohesion to the overall layout.The console design is functional with two cupholders, a small central bin, wireless charger and two USB-C ports, but the electronic park brake lives on a different panel to the gear shifter. BMW’s current set-up of having everything housed in the same section feels more considered.Audi gets a massive tick for keeping physical controls and buttons. The air-conditioning controls are housed conveniently just under the central screen and they are easy to use. Below that are buttons for hazard lights, the 'Drive Select' drive modes, auto parking and the idle stop function. Thank goodness you don’t have to trawl through a series of sub-menus to turn that off.The 10.1-inch multimedia screen looks small by today’s standards, but the system is mostly logical and easy to navigate. When Apple CarPlay is active, the Apple menu is displayed on the right of the screen, next to Audi’s in-house menu. It doesn’t take much to accidentally press the far right screen and end up in the wrong menu.Audi’s 12.3-inch ‘Virtual cockpit’ digital driver display is excellent and has for many years been one of the best in the business.One final gripe from the driver’s seat is the cruise control stalk on the steering column. It feels like an afterthought and it’s hard to see. Surely those controls would fit on the steering wheel?Rear-seat legroom is decent without being generous and there’s more than enough headroom for this 183cm (6.0') tall reviewer. Space across is okay but you wouldn’t want three adults back there.There are two more USB-C ports in the rear plus adjustable lower air vents and two map pockets. A fold-down centre armrest features two cupholders, while only narrow bottles will fit in the rear doors.The boot can swallow 425 litres and that increases when you lower the 40/20/40 split-fold rear seats. The boot is long but has a high floor. There’s a temporary spare wheel hiding under that floor.On the road is where the little Audi sedan shines. For the most part.The new grade is powered by VW Group’s excellent 2.0-litre turbo-petrol engine delivering 150kW of power and 320Nm of torque. It’s paired with a seven-speed dual-clutch auto transmission and drives all four wheels via Audi’s 'quattro' all-wheel drive set-up.There’s a lot to like about this powertrain, including the engine note. It sounds pitch perfect when pushed.Turbo lag is evident on take off and sometimes it’s more noticeable than others. But when you accelerate already on the move, it picks up speed rapidly. It’s so responsive.Sure, it’s not as punchy as an S3 or RS3, but for a non-performance grade, this 150kW A3 is plenty quick.Steering response is excellent. The A3 changes direction without hesitation, which is something of an Audi trait.The brakes are strong and the seven-speed transmission changes gears at just the right moment, although if you switch from 'Comfort' to 'Dynamic' mode, the transmission occasionally holds gears a little too long.Dynamic mode also improves response and makes the engine note a little shoutier.The A3 150kW TFSI sedan offers loads of grip which comes in handy in corners. It remains flat in tight bends and feels infinitely chuckable.The payoff is the ride quality which is firm, meaning you feel potholes, road joins and everything in between. It’s not busy, however. And it’s not so sharp that it’s a turnoff. Simply something to be aware of if you value comfort above all else.The grippy but low-profile Nexen 225/40/R18 tyres are partly to blame for this, as is the sportier suspension tune.It’s not the quietest cabin with some exterior noise like coarse chip road surfaces making their presence felt.On the plus side, the advanced driver assist tech is unobtrusive for the most part.My final fuel economy figure according to the trip computer was 7.7 litres per 100km, which is more than the 6.6L/100km official claim. In fairness, I could’ve reduced that figure if the A3 wasn’t so much fun to drive.

Mercedes-Benz Australia has confirmed details of a limited run version of its C300 mid-size sedan designed to combine the sporty character of an AMG enhanced model with a high-end luxury specification.The new Mercedes-Benz C300 AMG Line Plus Edition includes the normally optional ‘Night Package’ (high-gloss black elements on the radiator grille, exterior mirror housings, beltline trim strip and window surrounds), additional AMG styling elements (including an AMG spoiler lip) and unique 19-inch AMG ‘5-twin-spoke’ alloy wheels.Offered in Australia in “limited numbers only”, the edition also includes ‘metal-structure’ trim on the centre console and dashboard.These additions come on top of standard C300 features like an ‘AMG Line Interior’ (electric sports front seats with heating and memory, dual-zone climate control and synthetic leather upholstery).An 11.9-inch multimedia touchscreen and 12.3-inch digital instrument cluster are joined by wireless Android Auto and Apple CarPlay as well as wireless smartphone charging.There’s also ‘Agility Control’ suspension incorporating dual-chamber dampers to progressively adjust for optimal ride and handling balance.2026 Mercedes-Benz C-Class price Australia2026 Mercedes-Benz C-Class engine/powertrain and efficiency: The Mercedes-Benz C-Class is offered with five powertrain choices. The C200 is powered by a 1.5-litre, four-cylinder, mild-hybrid, turbo-petrol engine sending 150kW/300Nm to the rear wheels through a nine-speed auto transmission.The C300 features a 2.0L turbo-petrol four producing 190kW/400Nm, the C350e’s 2.0L plug-in hybrid combination delivers 230kW/550Nm and the AMG C43’s 2.0L turbo four is quoted at 310kW/500Nm with ‘4Matic’ AWD.The flagship Mercedes-AMG C63S E Performance winds up the 2.0-litre four to pump out a prodigious 500kW (670hp)/1020Nm, going to all four wheels via nine-speed multi-clutch transmission.Claimed combined cycle fuel use for the C200 is 6.9L/100km rising to 7.3L/100km for the C300 with a 66-litre fuel tank in both models. The C350e’s official figure drops to just 1.5L/100km (although that number’s based on keeping the battery constantly charged) with a 50-litre tank.The Mercedes-AMG C43 is rated at 9.1L/100km and the full-fat Mercedes-AMG C63S E Performance sits at a relatively modest 6.1L/100km, both with a 66L fuel tank.All models require a minimum 95 RON ‘premium’ fuel.Maximum braked trailer towing capacity is 1800kg for the C200, C300, C350e and C43 while the C63S E Performance is a no-tow zone. 2026 Mercedes-Benz C-Class standard features: 18-inch alloy wheelsKeyless entry & startAMG Line Interior11.9-inch multimedia touchscreen12.3-inch digital instrument displayPanoramic sliding sunroofRain-sensing wipersSynthetic leather trim (leather on high grades)Heated front seatsHead up displayPower bootlidCruise controlActive Parking Assist360-degree camera viewLED headlights (with adaptive high-beam)Ambient interior lightingDual-zone climate control air-conditioningLeather-trimmed steering wheelDigital radioReversing camera2026 Mercedes-Benz C-Class colours: Standard:Polar WhiteObsidian Black MetallicGraphite Grey MetallicSodalite Blue MetallicHigh-Tech Silver MetallicSpectral Blue MetallicSelenite Grey MetallicOptional: Opalite White bright metallicPatagonia Red bright metallic2026 Mercedes-Benz C-Class safety:The Mercedes-Benz C-Class scored a maximum five-star ANCAP rating from assessment in 2022.  Adult occupant protection - 91 per centChild occupant protection - 90 per centVulnerable road user protection - 80 per centSafety assist - 84 per cent2026 Mercedes-Benz C-Class warranty and servicing: The C-Class is covered by Mercedes-Benz Australia’s five-year/unlimited kilometre warranty (with roadside-assist included). Three-, four- and five-year service plans are available for C-Class models. 2026 Mercedes-Benz C-Class dimensions:Overall length for the Mercedes-Benz C-Class is 4751mm, width is 1820mm and height is 1437mm with a 2865mm wheelbase. Boot space with rear seat up is 455 litres (C350e PHEV - 315 litres) with the split-folding rear seat able to liberate additional volume.

The all-new plug-in hybrid Audi RS5 is the latest member of the new breed of near-guilt-free performance cars.Available as either a sedan or roomier Avant wagon, the RS5 delivers epic levels of power but blends its supercar-troubling acceleration with zero-emissions on your daily commute, thanks to an EV-only range of more than 80km.Locked in for an Australian debut in the second half of this year, CarsGuide travelled to Munich, on the eve of its global reveal, to discover its secrets and find out if the first-ever Audi RS plug-in hybrid has what it takes to overshadow the likes of the BMW M3 and the fellow electrified Mercedes-AMG C63.It's the ballistic Benz C63 (500kW/1000Nm) that wins the arms race for outright punch, with the Audi RS plug-in producing a lesser 470kW of power and a still-thumping 825Nm torque output, but the RS5 fights back to win enthusiasts' hearts because beneath its bonnet it eschews the C63's four-cylinder engine and gains the Audi-Porsche-developed twin-turbocharged 2.9-litre V6 that, alone, pumps out 375kW.Helping it muster the total power output, the combustion engine is combined with a 130kW electric motor, 25.9kWh lithium-ion battery, plus an eight-speed automatic and Audi Sport's next-generation 'quattro' all-wheel drive.The latter gains a new centre differential, plus a trick rear transaxle that incorporates yet another tiny 8kW e-motor that's used for torque vectoring.Off the line, thanks to all-wheel drive, the Audi RS5 launches from 0-100km/h in just 3.6 seconds and, if you tick the box for the optional Audi Sport pack, the sedan and wagon keep accelerating until they top out at 285km/h. The same pack also adds carbon ceramic brakes and larger 21-inch rims.The choice by Audi Sport to develop its first-ever plug-in hybrid powertrain had little to do with emissions, engineers claim, and say the added weight of the battery and e-motors was well worth gaining the trick 400-volt electrics.That said, the mid-size RS5 sedan now tips the scales at a portly 2355kg, while the wagon is a hefty 2370kg – 625kg more than the, admittedly smaller, pair of RS models they replace.We'll have to take their word for it, but thanks to the extra torque vectoring, a new front and rear axle designed by Audi RS, plus retuned steering and trick twin-valve dampers, the German car-maker is confident that when it comes to agility and driving pleasure you'll pick the RS5 over all its rivals.In the metal, we think quite a few owners might plump for the Audi for its styling alone as designers have left little on the table to ensure the new RS5 sedan and wagon look special.Featuring wider front and rear fenders that are 90mm wider than the standard A5, the RS5 features a wider 3D single-frame honeycomb grille and unique front and rear bumpers that incorporate advanced aerodynamics that culminate in a large oversized rear diffuser.So much has changed that just the bonnet, roof and rear tailgate, plus the front doors carry over, with the RS5 gaining muscular, almost cartoonish superhero proportions that guarantee you won't mistake it for the standard car, especially if you add the new 'Carbon Camouflage'. The no-doubt-pricey option throws in exposed forged carbon trim on the side skirts, door mirrors and parts of the front and rear bumpers for some extra Lamborghini-style kerb appeal.Inside, the changes aren't so dramatic, but you'll still be greeted by a pair of heavily bolstered massage sport seats and an RS flat-bottomed Nappa-leather-wrapped steering wheel, combined with lots of synthetic-suede-wrapped surfaces, colour-coordinated seat belts and tonnes of RS logos.Final changes include RS graphics for the digital dash, the 14.5-inch infotainment and 10.9-inch passenger display, that provide keen drivers with access to performance data like G-forces, temps and tyre pressures plus lap times.Of course, even without driving it, we know that the RS5 isn't perfect. Not only does the plug-in hybrid tech add weight, it sacrifices space in the rear boot and the RS4-replacing RS5 Avant can only offer up to 331 litres of space.The new battery, meanwhile, can't be DC fast-charged for some reason, which means an 11kW AC charge for a full refill takes 2.5 hours.Finally, all that tech and enhanced performance will be felt not only behind the wheel but in the pocket.While prices haven't been announced Down Under, in Germany the Audi RS5 sedan has been priced from €106,200 (A$178,100), while the Audi RS5 Avant wagon costs €107,850 (A$180,100). Those figures represent a huge 20 per cent price bump over the models they replace, suggesting similar price rises are inevitable when Audi Australia introduces the plug-in hybrid RS5 in the second half of this year.

The GT-Line is the flagship model in the Kia EV4 range, and it shares its Long Range battery with the Earth, but gets a much more stacked equipment list.It’s $64,690 (almost $15k more than the cheapest Air), but is the only model to get its own look - thanks to the exterior plastics being swapped for gloss black - as well as things like a sunroof, a powered boot, dynamic welcome lights and projection headlights.Inside, there’s a heated steering wheel, full synthetic-leather seats, relaxation seats to get comfy when charging and ambient interior lighting. You also get ventilated front seats, a better eight-speaker Harman Kardon stereo and wireless device charging.The GT-Line’s battery is a 81.4kWh NCM unit, which delivers a claimed 612km range on the WLTP cycle. That’s not the very best in the business, but it’s almost certainly enough to cancel any ‘range anxiety’ talk.The EV4’s 400-volt architecture does slow down charging a little, though, with DC fast charging capped at 128kW. That means going from 10 to 80 per cent in around 30 mins when using the fastest chargers. If you’re using a 50kW charger, it’s up to almost an hour and 20 minutes for the bigger battery.

The $59,190 Kia EV4 Earth is the mid-point in the brand’s electric sedan range, sitting above the Air and below the GT-Line. Unlike the cheaper Air, the Earth gets the Long Range battery, unlocking the best driving range delivered by a Kia to date. It’s a 81.4kWh NCM unit in the Long Range models, which delivers a claimed 612km range on the WLTP cycle. That’s not the very best in the business, but it’s almost certainly enough to cancel any ‘range anxiety’ talk. The EV4’s 400-volt architecture does slow down charging a little, though, with DC fast charging capped at 128kW. That means going from 10 to 80 per cent in around 30 mins when using the fastest chargers. If you’re using a 50kW charger, it’s up to almost an hour and 20 minutes for the bigger battery.The Earth builds on the Air’s equipment list with 19-inch alloys, cloth-and-synthetic-leather seats, a powered seat for the driver, and Kia’s very cool and comfortable mesh headrests.