SUV

The Denza B8 large plug-in hybrid off-roader and Hyundai’s Elexio mid-size EV SUV are the latest pair of vehicles to be awarded a maximum five ANCAP stars.

The recently launched Lexus NX 450h+ Luxury PHEV is a stylish mid-size prestige SUV, but does it have the right mix of features and performance to keep the popular NX range at the head of the pack?

Volkswagen has finally announced pricing for key plug-in hybrid versions of its strong-selling Tiguan mid-size SUV, and its larger Tayron spin-off.The German giant has made the new ‘eHybrid’ versions of each car available in two variants at two power levels for the mid-grade Elegance and top-spec R-Line.The eHybrid system consists of a 1.5-litre, four-cylinder, turbo-petrol engine, mated to an electric motor for combined outputs of either 150kW for the Elegance grade or 200kW for the R-Line.The system uses a 19.7kWh battery pack, which grants either car a fully-electric driving range of between 113-117km according to the usually more accurate WLTP measuring standard.On top of that, the Tiguan and Tayron eHybrids are equipped with DC charging at a maximum speed of 40kW allowing a charge time of around half an hour on a fast connector.Starting from $64,590 before on-road costs for the Tiguan 150TSI eHybrid Elegance grade, the plug-in hybrid represents a $3000 hike over the equivalent 150TSI 2.0-litre turbo-petrol AWD version or a $13,500 hike over the base 110TSI Elegance 1.4-litre FWD version.Meanwhile both the mid-size plug-in hybrid SUVs are available with a similar list of optional equipment as their combustion equivalents.The Tiguan eHybrid offers 490 litres of boot capacity, a significant reduction on the combustion version’s 652L capacity, while the Tayron’s boot capacity is reduced from 885L to 705L.See full pricing in the table below for the Tiguan and Tayron range but with pricing between $64,590 and $76,550, both mid-sizers are a way off the more affordable end of the spectrum, which is largely populated by newer Chinese brands.BYD, for example, offers its Sealion 5 from just $33,990, before on-roads, while the Chery Tiggo 7 Super Hybrid can be had from $39,990.However, the pair of plug-in hybrid Volkswagens will present more of a problem for more traditional brands, like Mitsubishi with its (outgoing) Outlander PHEV starting from $57,290, and Kia with its Sorento PHEV starting from $71,130.The PHEV mid-size space will also be shaken up later in 2026 with the highly anticipated arrival of the plug-in hybrid RAV4. It is also priced competitively for a mainstream brand, with the XSE 2WD from $58,840 before on-roads.Volkswagen was embattled locally over the course of 2025, ending the year down 20.6 per cent on 2024. It is facing increased competition from its traditional rivals as well as rising Chinese semi-premium and premium brands. The German giant was also awaiting many model updates over the course of the year which saw demand wane for outgoing versions of some of its most popular models.2026 Volkswagen Tiguan and Tayron eHybrid price (before on-roads)

The two-variant Sealion 5 range is topped by the Premium version which costs $37,990 plus on-road costs. For that, you get the basic Sealion 5's plug-in hybrid driveline, a mid-sized SUV layout, seats for five and some extra gear such as a panoramic sunroof, improved stereo, powered front seats and a powered tailgate.You also get a larger EV battery which takes the potential EV range to a claimed 100km and can be charged on a household socket in less than six hours.The rest of the driveline is the same as the Essential model, including the single electric motor driving the front wheels through a one-speed transmission and a 1.5-litre petrol engine whose main job is the charge the battery-pack. Power is a handy 165kW and torque is 300Nm.Safety gear runs to seven airbags including a front-centre airbag, and the full range of driver aids including autonomous emergency braking, lane keeping assistance, rear-cross traffic alert and active cruise-control. There's also an on-board tyre pressure monitoring system. The Sealion 5 has not yet been crash tested by ANCAP.The Sealion 5 carries BYD's six-year/150,000km warranty with an eight-year/160,000km on the EV battery.

With the 2027 Toyota Highlander EV potentially replacing the existing Highlander/Toyota Kluger in America, the doors open up as to which big Toyota Australia receives from the USA, including the big Grand Highlander Hybrid.

Toyota, the usually unstoppable Japanese giant that has dominated Australia’s new-car market for eons, has shown a rare vulnerability, with sales falling across January as its new and hyped products fail to fire.It feels weird to write that, given how dominant a force Toyota is here. But January was a rare hard month for the brand — especially given it followed the launch of one of its most important models, the new HiLux — with sales plummeting more than 20 per cent.Toyota insists the results are a blip, exacerbated by the runout of the current RAV4 ahead of the new version's arrival next month and the new HiLux's incomplete range. Toyota said it has strong orders for both models on the books.But the question really has to be asked if the fact the two “all-new” models, which really aren’t all that all new, especially in the case of the HiLux, are playing a part, given the hyper competitiveness of Australia’s new-car market.Toyota’s iron grip on the number one position on the ute sales chart has already been relinquished, with the Ford Ranger now locked into that spot. But the Japanese giant’s ace up its sleeve was the RAV4 Hybrid, which rocketed up the charts even as the HiLux was falling.But January saw the RAV4 tumble, finishing the month in lowly 10th position, behind familiar faces like the Mazda CX-5, and relative newcomers like the Chery Tiggo 4 Pro and Haval Jolion.The new Toyota HiLux, which shares its platform, engine, transmission, tray and much of its body with the vehicle it replaces, is unlikely to scale the sales mountain again, with ute sales generally struggling and more and more entrants entering the fray.The LandCruiser Prado was down in January. The much-hyped Tundra is doing almost nothing. Conversely, the bZ4X is booming, and Camry, Corolla Cross and Yaris Cross are up, too.Still, the pressure is on the shoulders of the new RAV4, due in Australia in March. That means the brand could be in for another lean month in February before we get a clear picture of where the brand is in March.It’s never wise to bet against Toyota in Australia. From the early introduction to hybrids to its sometimes criticised “multi-pathway strategy” — in which the brand insisted diesel, petrol, hybrid and PHEV would be every bit as important as BEVs in Australia — Toyota’s crystal ball is clearer than most. But it’s also rare to see Toyota tumble, so the next eight weeks will be curious indeed.

At $34,990 plus on-road costs, the Essential trim level is the first step in the BYD Sealion 5 range. The vehicle is a mid-sized SUV with seating for five and features a plug-in hybrid driveline.Powering the vehicle is a 1.5-litre non-turbocharged engine which basically keeps the 12.9 kWh battery charged, although the petrol engine can also drive the wheel if maximum performance is required. A single-speed transmission is fitted and the Sealion 5 is front-wheel-drive. Peak power is 165kW and torque is 300Nm.The Sealion 5 can be charged on a household socket in under four hours, but there's no provision for using a commercial fast-charger.Standard equipment includes a central info-screen and separate driver-display unit, full wireless connectivity, digital radio, alloy wheels and dual-zone climate-control. The front seats are cushy and comfy, although the rear cushion feels a bit flat. There is, however, plenty of room in the rear seat, even for adults.Safety gear runs to seven airbags including a front-centre airbag, and the full range of driver aids including autonomous emergency braking, lane keeping assistance, rear-cross traffic alert and active cruise-control. There's also an on-board tyre pressure monitoring system. The Sealion 5 has not yet been crash tested by ANCAP.The Sealion 5 carries BYD's six-year/150,000km warranty with an eight-year/160,000km on the EV battery.

With local arrival on track for June this year, Suzuki Australia has confirmed details of the brand’s first-ever pure electric vehicle, the e Vitara.Underpinned by Suzuki’s ‘Heartect-e’ EV-specific platform, the compact SUV will be powered by a single electric motor producing 106kW/193Nm in the two-wheel-drive Motion grade, while the dual-motor set-up in the top-spec, all-wheel-drive Ultra produces 135kW/307Nm.A 49kWh LFP battery in the Motion delivers a claimed range of 344km, while the Ultra’s 61kWh pack extends that distance to 395km.Outright charging capacities are yet to be confirmed but Suzuki said charging times under initial development for both models have been targeted at 45 minutes for a 10-80 per cent DC top up, 5.5 hours for 10-100 on 11kW AC three-phase power and nine hours from 10-100 per cent on a 7.0kW AC single-phase outlet. An integrated heat pump battery thermal management system, aimed at optimising battery performance, driving range and charging efficiency, is standard. Pricing will be released closer to the car’s launch but the e Vitara will be lining up against competitors like the BYD Atto 2 (from $31,990, before on-road costs), Chery E5 (from $38,990, drive-away), Leapmotor B10 (from $38,990 drive-away) and MG S5 EV (from $40,490, drive-away).Local specification has been set with standard feature highlights for the entry-grade Motion including 18-inch alloys, LED headlights (with auto high-beam), multiple drive modes, rain-sensing wipers, a 10.25-inch digital instrument display, 10.1-inch centre multimedia display (with Android Auto, Apple CarPlay and Bluetooth connectivity), a leather-trimmed steering wheel, climate-control air, 12-colour interior ambient lighting, fabric seats and four-speaker audio.As well as additional power and AWD capability, the Ultra adds adaptive high beam, front (LED) fog lights, a glass roof (with shade), Infinity audio (with subwoofer), wireless charging, fabric and synthetic leather seat trim, heated front seats and electric seat adjustment for the driver.ADAS crash-avoidance tech is extensive, including adaptive cruise control, auto emergency braking (AEB), lane keeping assist and lane departure prevention, forward collision warning, ‘High Beam Assist’, blind spot monitoring, a 360-degree camera view plus front and rear parking sensors and rear cross-traffic alert.If all that isn’t enough to avoid a sheet metal interface there are seven airbags onboard and multi-collision brake is fitted to minimise the chances of subsequent impacts after an initial crash.In announcing the e Vitara details, Suzuki Australia General Manager - Automobile Michael Pachota said, “Ahead of its Australian introduction, the e Vitara has already received strong interest and positive reception across global markets, reinforcing confidence in Suzuki’s electric vehicle strategy.”

The Leapmotor C10 REEV has entered the Chesto family garage, and it’s a model I’m pretty interested in. Well, its powertrain specifically. And that’s because I suspect I’m a lot like most of you; all aboard the EV train, right up until we find ourselves too far from the bright lights of the city.See, an EV mostly makes perfect sense for our little urban family, and when I have one through the garage I generally charge it once a week, if that. The suburbs are an EV’s best friend, and we can take seemingly limitless short hops before needing to top up.I say ‘mostly’, because (and this is just a hard fact of EV ownership, so don’t shoot the messenger in the comments) they are indisputably more annoying than their ICE-powered counterparts on really long trips.We duck off down the NSW South Coast every now and again – about 2.5 hours from our place in Sydney – and it’s on these adventures that I sometimes forget the ease of EV life in the city and begin cursing the lack of regional charging infrastructure, and pondering why my wife doesn’t enjoy spending her holidays sipping bad coffee in a service station forecourt while we wait to top up.The C10 REEV, though, promises to fix that. I’ve got the fancy Design variant (currently $47,990, drive-away, but usually $47,888, before on-road costs). And the REEV bit — or Range Extender Electric Vehicle — refers to the fact its rear-mounted electric motor is supplemented by a 1.5-litre four-cylinder petrol engine that acts as a mobile power generator for the C10’s 28.4kWh lithium iron phosphate battery.In simple terms, it drives like an EV, but when charge is low the engine kicks in to provide power to the battery. I have driven my C10 with a near-flat battery, and it keeps moving – albeit very gingerly at first as the battery recharges. And I’ve driven it with no fuel, surviving just on battery power. And both work, suggesting it really does offer a pretty comprehensive safety net for those motoring incompetents like myself who insist, against all odds, that we’ll make it to the next fuel station/public charger before we run out of juice.Leapmotor reckons that, with battery and tank topped up, you can expect a combined driving range of 1150km, albeit according to the more lenient NEDC testing protocol. Still, my car has promised a range of about 1000km via its on-board computer.There is a catch, though, and that is that you need to treat it like an EV and keep it topped up, because otherwise you’ll be using a lot of fuel. My test car’s on-board computer says over the last 2613km the REEV has averaged 7.3L/100km of fuel, which is worse than a good conventional hybrid. Get real lazy with the electrons and things are tougher still — I’ve seen 12.3L/100km pop up, which is almost dual-cab ute country.Still, the Leapmotor shouldn’t be punished for its owner’s laziness. It says EV in the title, so plug it in judiciously and you should see those numbers plummet, which is exactly what I’m doing from here out, so stay tuned for the next dispatch.What Leapmotor should be punished for, though, is the worst keyless entry system I have ever encountered. Mostly because it’s not keyless, and you can barely enter.The brand provides a credit-card-style fob which has no buttons. Easy enough, you think, because the proximity lock and unlock must be flawless. Um, nope. It doesn’t have that. Instead, you need to hold the card against a small square on the driver’s mirror to unlock the car as well as lock and switch off the vehicle. I discovered the latter when I got a call from my neighbour at 10pm asking me why my car was lighting up the street like a UFO landing.Now, to fully understand my hatred of this system, you need to know a little more about my life. We have a 14-month-old son, and so my relationship with Woolworths and Chemist Warehouse is at VIP level. And when we get back from the shops, I need to grab my son from his seat, grab the groceries from the boot, then carry both to the driver's door, dig around in my pocket for the card, and then lock the door. And then the same in reverse when we try to leave the house. It would be tricky if I had three arms, and it's near impossible with just the two I've got.Happily, Leapmotor does have an app that you will be downloading immediately, allowing you to lock and unlock the car remotely, as well as pre-cool the cabin.With all of that sorted, the C10 REEV has slipped pretty comfortably into our family life. There’s enough backseat space to comfortably fit my son’s baby seat, and the boot will swallow a pram with space to spare for shopping and all the other stuff we now require.So far on the road the Leapmotor has proven pretty easy living, too, with the power (158kW, down slightly on the all-EV version of the C10) ample for getting up and moving. Comfort over athletic capability is the order of the day, though, with some floatiness to the ride. The brake pedal also takes some getting used to. Presumably there’s some internal tussle over how the regenerative braking should respond to my foot, but the pedal can at times feel worryingly spongy, then overly grabby.But I think I’ve now got the getting-to-know-you stuff in hand, so we push on into month two to see how this relationship develops. And it could be important – if I make my wife sit by a dusty charger somewhere too many more times, it might well be my only relationship.Acquired: January 2026Distance travelled this month: 650kmOdometer: 2613kmAverage fuel consumption this month: 7.3L/100km

‘Endaka’ is the Japanese term for an expensive yen, and with the country’s currency hovering near 20-year lows in key financial markets it’s returned to common usage across Japan’s export industries, including automotive manufacturing.Throw-in high import tariffs in the United States as well as aggressively priced and specified rivals from China and it’s no surprise some Japanese car brands are working to ‘fine-tune’ the specification and production process for some of their key models.For example, Mazda has made no bones about the fact it’s selectively trimming materials and altering manufacturing techniques to lower per-car costs.Speaking with Automotive News, Mazda Global CFO (and former CEO of Mazda North American Operations) Jeff Guyton cited a change “customers won’t see, to protect profit margins” on its updated CX-5 SUV.The example relates to the leather on Mazda’s current steering wheels being cut precisely and sewn on a curve so the stitching lines up horizontally.Mazda said it found people don’t value that detail finishing more than the cheaper angled stitching used by rivals, so the discipline has been abandoned in the new CX-5 to lower costs.“That’s great attention to detail from Mazda, but when we look at it, our customers are not really valuing that approach more than our competitors, but it costs us more money.”“Our competitors have an angled appearance to the stitches but the same leather,” he said.And Guyton confirmed it’s one of “many, many, many” unseen cost cuts in the new CX-5.“Simply, we put money where the customer is going to see it, and we’ve tried to find big cost efficiencies where the customer doesn’t value it as much or won’t see it,” he said.It’s worth noting Mazda has form in this department.Through the 1990s a volatile yen reached record highs and lows, culminating in the Asian Financial Crisis late in the decade.And after arriving in the early ‘90s, Mazda’s diminutive 121 sedan was a prime endaka victim.Affectionately referred to as the ‘bubble’ or ‘jellybean’ Mazda it started life in Australia as a 1.3-litre offered with a standard five-speed manual gearbox or four-speed automatic transmission.But despite the fact a 1.5-litre option joined it a few years later, cost-focused changes began to emerge as the decade progressed. No clear coat on the paint around the boot aperture, unpainted grey plastic bumpers and side mirrors instead of color-keyed ones and deletion of plastic wheel covers leaving the 13-inch steel wheels exposed on lower grades.Tachometers were removed from base models, sound-deadening material was reduced and interior trim was changed to a cheaper fabric. Base models became manual-only and power steering was made optional.Line up the first and last examples of that DB-Series Mazda 121 and the differences would be stark. So, it will be interesting to keep an eye on the new CX-5 as Mazda looks to its world-wide top-selling model to help it return to profitability after recording a loss across the first nine months of the Japanese financial year (April to March).