Wagon

Originally a naturally aspirated V8-powered coupe, the Audi RS5 has evolved to become a high-tech, twin-turbo V6 plug-in hybrid, now offered in sedan and Avant (wagon) form. CarsGuide was invited to the Australian launch of the new iteration in Tasmania, covering some of the best driving roads in the country as well as a session on the Symmons Plains race circuit. Strap in.

Wagons are back on the agenda. Mercedes-Benz has just priced its CLA 200 Shooting Brake in Australia as the latest wagon to hit the local market.  The petrol variant starts from $70,800, while the electric variant starts from $72,990, both before on-road costs.  The petrol-powered wagon model is $4300 more expensive than its coupe sibling ($66,500), while the EV is only $790 extra ($72,200) on the coupe variant.  The CLA 200 Shooting Brake is substantially cheaper than the BMW i5 Touring that starts from $219,900. Australian buyers are getting a new suite of wagon choices, with the Audi A6 Allroad ($127,900) and Zeekr 7GT arriving Down Under soon. The new CLA wagon is on sale already and will hit Aussie showrooms in January 2027.  The petrol-powered CLA uses a 1.5-litre four-cylinder turbo-petrol engine, boosted by a 48-volt mild-hybrid system to produce 120kW and 250Nm.  It is front-wheel drive only, with an eight-speed dual-clutch automatic transmission.  The fully-electric CLA 200 is powered by a single rear-mounted electric motor that produces 165kW and 335Nm.  These figures match those on the equivalent coupe variants of the cars. It features less power than the incoming and much-hyped Zeekr 7GT that will have up to 500kW and 710Nm in its highest trim level.  The CLA 200 EV is equipped with a 60kWh lithium-iron-phosphate battery, offering a driving range of 511km, according to WLTP standards.  Its 800-volt platform means it can DC fast charge at up to 320kW, and from 10 to 80 per cent in roughly 20 minutes.  Inside, the CLA 200 has a 14.0-inch central touchscreen and 10.25-inch digital driver display that run on the brand’s latest operating system.  The multimedia display integrates both Microsoft Copilot and Google Gemini to enhance voice control functionality.  The cabin also features a wireless phone charger as standard.  Buyers can option for an additional 14.0-inch passenger display to complete the ‘superscreen’ layout across the dashboard as part of the ‘Premium’ package. The package adds a head-up display and premium Burmester sound system as well.  Elsewhere in the cabin, the seats are wrapped in Mercedes-Benz’s ‘Artico’ synthetic leather, with the front ones heated.  The car comes as standard with a panoramic glass roof, but an optional e-shade ($1600) allows you to toggle the transparency of the glass. 

Audi Australia has confirmed local pricing and specification details for the German maker’s much-anticipated, fifth-generation Audi A6 Allroad, with headline news including availability of ‘electrified’ turbo-diesel and petrol hybrid models as well as a scheduled arrival in the first half of 2027. The A6 Allroad e-hybrid quattro ($127,900, before on-road costs) is an all-wheel drive, plug-in hybrid combining a 2.0-litre turbo-petrol four-cylinder engine and an electric motor integrated into its seven-speed dual-clutch auto transmission for overall outputs of 270kW/500Nm. Its 20.7kWh (usable) battery is good for a combined cycle electric-only range of up to 87km (and an electric top speed of 140km/h) with 11kW AC charging capacity enabling a 0-100 per cent top-up in 2.5 hours. As its name implies, the A6 Allroad TDI quattro ($137,900, BOC) is also all-wheel drive, this time a mild-hybrid powered by a 3.0-litre turbo-diesel engine supported by a belt-driven alternator/starter/generator and electrically-powered compressor for outputs of 220kW/580Nm. In launching the new-from-the-ground-up Allroad Audi said this is “more than $10,000 in additional standard equipment compared with its predecessor”, the standard equipment list for both variants including: S line interior Nappa leather sport front seats Leather sport steering wheel Matt brushed shift paddles Aluminium inlays Stainless steel pedals Black headlining Electrically-adjustable front seats (heated/ventilated/massage) Four-zone climate control Dynamic ambient lighting Panoramic glass roof (with switchable transparency) 11.9-inch ‘virtual cockpit’ instrument display 14.5-inch OLED multimedia display 10.9-inch front passenger display Head-up display  Wireless Apple CarPlay/Android Auto  Bang & Olufsen 3D Premium Sound System (16-speaker/685 watts) Matrix LED headlights OLED tail-lights 20-inch Audi Sport alloy wheels (e-hybrid 21-inch) Equipment for home and public AC charging And standard safety includes: Adaptive cruise control Active lane assist Autonomous emergency braking Front cross-traffic assist Front and rear turn assist Side assist Rear cross-traffic assist Lane departure warning  360-degree camera view Park assist plus Speed sign recognition Front dash camera Nine airbags (including front centre bag) Tyre pressure monitoring. The new Allroad is 84mm wider than the previous model with adaptive air suspension offering a height adjustment range of 55 millimetres.  In dynamic mode, the Allroad lowers 20 millimetres “to support stability and handling” and offroad and offroad+ modes raise the suspension by 15 millimetres “with revised damping and traction control characteristics designed to improve capability on uneven or low-grip surfaces.” An additional 35mm lift is available at speeds up to 35 km/h for even more extreme terrain. Standard all-wheel steering sees the rear wheels turn up to five degrees in the opposite direction to the fronts at slow speeds reducing the turning circle by almost a metre to 11.4 metres.  At higher speeds, the rear wheels can turn up to two degrees in the same direction as the fronts for added stability. Introducing the new Allroad Audi Australia A6 Product Manager Peter Strudwicke said, “The Audi A6 Allroad has always occupied a distinctive position in our portfolio, combining the practicality of an Avant (wagon) with the confidence and capability of quattro all-wheel drive.” “The introduction of the e-hybrid is significant for our market. Together with the advanced V6 TDI, it gives customers two compelling interpretations of the Allroad, while delivering the performance and refinement they expect from Audi,” he said. 2026 Audi A6 Allroad option pricing:

Avatr has confirmed that the 07L electric vehicle (EV) will not be the only new model that the brand is preparing for Australia next year. The large-sized SUV rival to the popular Zeekr 7X will also be joined by the 06T mid-sized wagon, and that’s set to launch several months after the 07L’s second quarter arrival, probably towards the end of 2027. While no pricing or specification details have yet to be revealed, both models will feature an elevated level of technology and features expected by buyers in Australia. The Avatr 06T is the wagon – or shooting brake – version of the 06 four-door mid-sized luxury sedan released in China last year. Already sprung in Australia and exposed on various social media platforms, the five-door model mirrors its fastback counterpart by offering EV and range-extender EV hybrid powertrains. In the EV models, the base model features a rear-mounted electric motor with rear-wheel drive, while more money buys all-wheel drive, courtesy of two additional motors (two on the back axle, one over the front axle). In China, the most powerful of these makes 712kW of power and 996Nm of torque, for a 0-100km/h sprint time of under 2.8 seconds. Just as impressively, if range is your thing, Avatr claims the most efficient is capable of averaging a staggering 741km, though that is using the more-lenient CLTC, not WLTP, methodology. According to Changan Automobile Australia Head of Brand and Marketing, Andrew Haurissa, both the 06T wagon and closely related 07L SUV will position the Chinese brand directly against premium and luxury offerings. Along with Zeekr (part of Geely), these include Denza (part of BYD), Wey (part of GWM), IM (part of MG), Tesla and others, like BMW, Audi and Mercedes-Benz. “Definitely in the premium segment to begin with (is our goal),” Haurissa said. “So, the Germans (definitely)… and we’re coming in as an emotive luxury proposition for Avatr. “I would like to think (it will sit higher than Zeekr… but) the public will decide. The kit itself is there. It has all the pedigree to compete.” Expect the 07L (pronounced Zero Seven L – and L is for long wheelbase) to mirror the 06T by offering single-motor rear-wheel drive and tri-motor all-wheel drive guises, as a laser-focused alternative to the 7X. Looking beyond next year, Avatr is set to offer up to five different models in Australia by the end of 2028, though what they are remain a tightly guarded secret. “The indication we’re getting right now, is that… a lot of the products coming out of Avatr moving forward will be a new generation. Because Avatr has been around for five years now," said Haurissa. “We’re planning four to five models. There’s a lot in the pipeline that needs to be decided. For right-hand-drive (RHD) markets, it needs to be decided cohesively with other RHD markets, similarly to the other Chinese brands coming in. Along with the Nevo mainstream brand that is also coming next year, Changan is aiming to launch with up to 50 dealers around Australia, with around 10 of these dedicated Avatr outlets in line with luxury consumer expectations.

If you love the looks of the stunning BMW i3 but aren't quite ready for an EV, the German brand has got you covered with its all-new BMW 3 Series. To the untrained eye, the petrol-powered 3 Series will look identical to the sharp-suited mid-size battery-powered sedan when it rocks up early next year priced from $83,900 for petrol-powered version and $96,900 for the all-electric i3. Once again created to rival the Mercedes C-Class and Audi A5, it's only side by side that you begin to spot the huge differences between the i3 and 3 Series. The first is the eighth-generation 3 Series has a longer snout, needed to home a 3.0-litre inline six-cylinder engine that powers the flagship M350 and the inbound M3 that arrives later. The combustion BMW sedan also has a shorter wheelbase and slimmer sill, as there's no need to house a chunky battery pack between the axles. A set of taller four doors completes the changes. Beneath the skin, the new-gen 3 Series is based on the previous model's platform (G20) but grows in every dimension, with it measuring 4765mm (+52mm) long, 1850mm wide (+23mm) and standing 1455mm (+7mm) tall, with a 2860mm (+9mm) wheelbase for a bit more room inside. Space in the second row is still at a premium, but without a battery pack the floor is lower for more space for feet, and the boot is also bigger than the EV with up to 450 litres (+30L) available. Inside, if anything, the 3 Series remains as impressive as the outside, with the BMW gaining the same Neue Klasse cabin design as the i3 and iX3 SUV, which sees the full-width, configurable Panoramic Vision screen stretch from pillar to pillar, replacing a conventional instrument panel. The cabin also combines both a generous, tilted 17.9-inch infotainment system and a huge 3D head-up display, the driver relies on a multifunction steering wheel that features physical buttons to help operate the tech. If you're wondering, the ugly tiller, with its 12 o'clock and 6 o'clock spokes, can be replaced by a more conventional M steering wheel. Bathing the cabin in light are an expansive panoramic roof and large glass windows, which add a light and airy feel to a cabin with an impressive mix of high-quality materials. All the tech runs an Android-based BMW X operating system that introduces an AI-powered Amazon Alexa voice assistant that is capable of a natural conversation. In Australia, just two variants will initially be offered – a rear-wheel drive 320 with 155kW and 330Nm of torque, for a 0-100km/h dash of 7.4 seconds, while the flagship all-wheel drive M350 xDrive punches out 326kW of power and 540Nm of torque. Looking like a proper BMW M product, the flagship version gets M Performance upgrades that see an aero kit added, bigger black 20-inch alloy wheels and a yellow daytime light signature that reminds you of the recent BMW M5 CS muscle car. Off the line, with all-wheel drive the quickest M350 takes just 4.1 seconds for the 0-100km/h sprint. For the first time, as well as looking like the M3, the M350 gets something called Drift Moment that switches it to rear-wheel drive to allow the driver to provoke lurid slides (hopefully on track). BMW engineers are confident the i3 and 3 Series will raise the bar for both driver enjoyment and handling, but without compromising long-distance comfort. That explains why, as well as adaptive suspension, the German brand has rolled out its latest Level 2 semi-autonomous cruise control that provides hands-free highway driving up to 130km/h. The same tech is promised to be rolled out to work in urban environments at much lower speeds before the end of next year. Available in up to 11 colours, BMW Australia says it will release pricing and full specifications of the 2027 BMW 3 Series in a few days’ time. When it lands, expect the base 320 to ride on either 18- or 19-inch rims and come with 8-way adjustable heated and ventilated seats, get an electric tailgate and come with adaptive cruise, blind-spot monitoring and lane-keep assist. Pay more for the M350 and you'll bag 20-inch alloy wheels, a premium sound system and the sportier BMW M styling kit inside and out. When it launches next year, the 2027 BMW 3 Series will go head to head with the equally fresh soon to launch next-generation Mercedes C-Class and the Audi A5 ($79,900-$89,900) which was introduced in 2025. Shortly after its debut, the German car-maker will reveal both a plug-in hybrid version with a long EV range, and the eagerly-awaited M3 that will be offered with both petrol and all-electric powertrains, with the latter expected to produce more than 750kW from a state-of-the-art quad-motors.

Before the first decade of the 21 century was up, there was evidence the cult of the SUV was well and truly gathering pace. Conventional sedans, hatchbacks and even station wagons were falling victim to the almighty SUV, and even station wagon stalwarts like Volvo were revisiting their future model plans. Which is why diverse Volvo V70 station wagon line-up of previous generations was pared back to just a single model – dubbed T6 AWD - for the 2008 launch of the third-gen V70. Gone were the cooking models and five-cylinder variants with and without turbochargers and in was a high-spec turbocharged six-cylinder V70 with all-wheel drive. In a packaging sense, this was still very much a classic Volvo wagon with a boxy outline and lots of room inside relative to its footprint. But the sharp-edged look of previous V70s was softened a little. And where did the previous V70’s customers go for their next Volvo station wagon? To the new XC70, of course, with its jacked-up ride height, tacked on wheel arch extensions, range of trim and driveline options (including a then-sexy turbo-diesel option) and SUV persona. Which left the V70 with its more conventional looks and stance as some kind of orphan. Thing is, it was probably the better of the two Volvos to drive, with better suspension control and the lower ride height making it more dynamic. A facelift in 2010 brought a revised engine with slightly more power and a claim of better fuel efficiency. In an overall sense, the V70 was a great car. It typified Volvo’s approach to sensible car-making at a time when the company was being pushed into the fashion-driven SUV world. But when you consider that even a Volvo SUV was never going to be an off-road vehicle, the plane-Jane V70 is now the smarter buy. With a very similar all-wheel drive system to the XC70, the V70 is all but as competent on slippery or loose surfaces. And nobody has ever complained about the versatility or practicality of a Volvo two-box wagon. Volvo has made its name on reliability, but like any modern car, increasing complexity can take its toll on this aspect. Because of that, Volvo’s once rock-solid reputation for going the distance had faded a little by the time the V70 came along, and it’s fair to say overall reliability was no longer any better than most other mass-market European brands. Volvo’s simpler (non-turbocharged, front-wheel drive) designs were much less likely to give trouble; proof that complex machinery is often more highly strung. The biggest reliability glitch experienced by the V70 was a tendency for some engines to consume excess oil. In the worst cases, entire engines were being replaced under warranty, and you’d like to think any V70s still out there have been fixed or never had the problem in the first place. A compression check prior to purchase would still be a good idea, however. Some V70s also suffered from poor shift quality in the transmission, and this was sometimes traced back to dirty fluid or a transmission that required a reflash. In a smaller number of cases, the clutches inside the transmission were subject to premature wear. Like any high-performance turbocharged engine, the turbo unit can have a finite lifespan and is almost considered a consumable item. Allow for this in your budget. The same goes for the individual ignition coils which can break down over time, and the V70 seems pretty hard on suspension bushes (probably a function of its 1800-plus kilo kerb mass) and all-wheel drive loads. Cars like this are also hard on brakes, but in the Volvo’s case, the advice is to replace not just the brake pads but also the rotors at the same time. This can get pretty expensive. Make sure all the interior electronics work properly, too. If these are on the blink, you could be chasing intermittent problems for a long time. Despite Volvo’s reputation for building safe cars, it’s interesting to note the V70 was recalled on a couple of major safety fronts over the years. A batch of cars built in 2008 was recalled to check the operation of the side-airbag system, while some cars built in 2010 and 2011 were recalled to check the front airbag deployment. Long after the third-gen V70 was discontinued, a recall notice was also issued to check for front seat belt mounts (cables) that could fray and fail over time. The V70 was also recalled to check cooling fan and fuel-pump operation, and you can check out these recalls in detail by visiting: https://www.vehiclerecalls.gov.au/. Early-build cars were the ones most likely to suffer from reliability issues, so the later the build-date, the better the car is likely to be now. The oil burning problems were reportedly solved by the time the 2012 model landed, so a car with an earlier build date is the one to avoid. People don’t tend to buy Volvo station wagons to look at them in the driveway. So, it’s not uncommon to see examples with 250,000km or even more showing. With proper servicing, this should not signal the end of the vehicle’s useful life, but you’d need to see proof of the correct servicing before handing over the money. The post-facelift version of the V70 had more power from the same engine, so it’s probably the one to choose. Beyond that, there’s not much of a decision to be made as the V70 was only available in one trim level and specification (T6 AWD). If you’re looking for more options in the same package, perhaps look at the previous model (the second-gen V7 from 2000 to 2007) which had a choice of petrol engine outputs, two- or four-wheel drive layouts and different trim levels to suit different budgets. Failing that, the XC70 that sold alongside the third-gen V70 offers turbo-diesel power. Roughies with really high mileage are around for less than $10,000 now, but there’s probably better value in spending closer to the low-teens for something with a service record and more moderate kilometres on board. Volvo is a huge global brand and its cars are sold around the world. So, even if you are struggling to find a part in Australia (unlikely) you can always cast the (inter)net wider and shop overseas for cheaper parts. Be wary of seller you aren’t familiar with, and check out buyer feedback to make sure you’re dealing with a reputable supplier. While earlier versions of the V70 were decent sellers for Volvo in Australia, this version was a pretty slow mover in the showroom. It’s unlikely more than a few hundred were sold which is why they’re now hard to find second-hand.

The Zeekr 7GT has become one of the more hyped new cars headed to Australia before the end of 2026, which is surprising because it’s a station wagon. This new entrant into the fully electric arena will sit alongside the very successful 7X in the challenger brand’s line-up as a more low-slung option with seriously sporty aspirations. For this preview drive, right-hand drive cars weren’t quite ready yet, but we were offered the opportunity for a bit more wheel time than we’ve had before, on the track and in the snow. What does it tell us about this intriguing non-SUV option? Read on to find out. I know you’re probably hoping to know how much the Zeekr 7GT will cost, but we still don’t have that specific detail. What the brand did tell us is the fully electric wagon will come in the same three core variants as are available over in China and Europe - a base standard range rear-wheel drive, a mid-spec long-range rear-wheel drive and a top-spec performance-oriented all-wheel drive. If it follows the same pricing structure as it does overseas, the 7GT will be more affordable than its 7X mid-size SUV sibling, with a starting price of around $55,000 if the usual conversion stays true. Expect the range to top out around the $70K mark by the time you walk up to the top-spec all-wheel drive. This means you’re paying combustion car prices for EV performance, with rivals including the Subaru WRX Sportwagon (from $58,490), Skoda Octavia RS (from $64,990 in wagon form), or on the EV front, the Tesla Model 3 (from $54,900 - no wagon available). As to features, we can look to the European market for an idea of what to expect. There, all versions of the 7GT score the dash-dominating 15-inch multimedia touchscreen, and shaped 13.0-inch digital dash, similar to the 7X's. Higher variants get a 35.5-inch head-up display, while other standard kit includes a panoramic sunroof and LED headlights. Inside, trim ranges from black textile on the base car through to a blend of Nappa leather and synthetic materials on the higher-grade cars. In Europe these are able to be chosen either in black or white, while a wider array of interior colours, including sporty suede-style bucket seats. Zeekr even hinted at the possibility of doing a special fourth trim level which could be a range-topping sporty model. One thing is for sure, Zeekr is selling cars on the feeling the interior leaves you with. Like the 7X, the 7GT continues to subvert expectations of how a Chinese car can look and feel from the inside. The commitment to nice materials, solid ergonomics, and even slick software leaves you with the impression that you’re in something European rather than Chinese. This is no doubt largely to do with the fact Zeekrs are at least partially designed next door to Volvos and Polestars at Geely Group’s Gothenburg facilities in Sweden. The same goes for the outside, where the 7GT has the proportions of a sporty Euro wagon, with the more Chinese-leaning design motifs personifying its ‘hidden energy’ design language. To that end, it shares its minimalistic bar-style face with the 7X, familiar frameless doors, but with a bespoke rear design which integrates a bar-style LED below a little lip spoiler on the tailgate, with an edgy split-spoiler adding some intrigue to the roofline. It’s a cool looking machine, with an array of aggressive wheel choices, but I have no doubt that it will continue to set Zeekr apart from the rest of the Chinese pack. How does it drive? We sampled both rear-wheel drive versions (which have 310kW/440Nm) and the top-spec all-wheel drive version (475kW/710Nm) at the track, as well as just the AWD on the snow. What did we learn? Both drivetrains are punchy, and the steering and feedback on offer continues to be a highlight. This car has some attitude behind the wheel, and while the power might sound overwhelming, the somewhat strict stability control keeps things sane. That having been said, when we had the opportunity to turn it off on the snow, even the all-wheel drive version would get super rear-happy, proving it’s got a bit of chaos to share, allowing massive drifts in the right conditions. One big question mark is suspension. The 7GT has been criticised overseas for being a bit soft compared to the kinds of Euro rivals it’s planning to take on, and sadly with only Chinese-spec cars to test this time around on conditions hardly representative of Aussie roads it’s hard to tell how this all-important factor feels this time around. We hope the brand will have at least a regional suspension selection tailored more to the tastes of Aussie buyers by the time it arrives. I wasn’t a huge fan of the reliance on touchscreen menus, which can be a tad fiddly, even with a few shortcut buttons and a volume dial. However, the 7GT impresses with its 456-litre boot capacity (similar to many mid-size SUVs) and up to 65-litre frunk, too. Its electrical architecture also promises up to 450kW of DC charge speed, with a 13 minute estimated charge time from a slightly more common 350kW stack, according to Euro specs. It gets 3.3kW of vehicle-to-load as well. Safety kit is yet to be confirmed, but the 7GT was recently awarded a maximum five-star Euro NCAP rating to the latest tough standards, which the brand will no doubt be hoping carries across to Australia’s ANCAP scheme. Expect a so-so five-year, unlimited kilometre warranty, but service intervals for the related 7X are only every two years and reasonably priced.

Volvo is reportedly working on a next-generation version of its plug-in hybrid (PHEV) technology and it’s understood it will be applied to a series of vehicles. While it’s virtually guaranteed that this new Volvo PHEV system will make its way into a number of SUVs, new information indicates that it may power a successor to the S60 sedan. Tentatively dubbed the S70, a heavily camouflaged prototype has been spied in China. It’s understood to be based on the Lynk & Co 10. Official details are few and far between for now, but it’s understood it could be revealed before the end of 2026 and may initially be for the Chinese market, like the XC70 SUV. Based on this, digital artist Sugar Design has whipped up some renders of this forthcoming PHEV sedan. The digital renders of the forthcoming, so-called Volvo S70 show it has some design similarities with the XC70 PHEV SUV. There’s a faux front grille, large diamond-cut alloy wheels, flush door handles, as well as an elliptical tail-light design. Another notable design point is the LiDAR mounted on the roof which indicates that the car may have some level of semi-autonomous driving capabilities. No renders of the interior have been made yet, however a spied prototype showed it will have a central roller and button cluster like the new XC70, EX60 and ES90. At this stage we’ve only seen a sedan version of this forthcoming Volvo, however Sugar Design has mocked up what a wagon counterpart would look like. Tentatively dubbed the V70, it looks virtually identical to the S70 renders, but has a longer roofline, as well as a more upright tailgate and tail-lights that look more like the XC70. It’s unclear whether Volvo actually intends to produce a wagon version of the forthcoming S70. If it does, it could be a successor to the V60 which was axed during 2025. No official details about what may power the Volvo S70 and V70 have been confirmed yet, however PHEV power is likely. Given reports have indicated that the Lynk & Co 10 may form the basis of these cars, this potentially points to what may be on offer. The Lynk & Co 10 is powered by a PHEV set-up combining a 1.5-litre turbocharged four-cylinder petrol engine with two electric motors. Total system output is 390kW. The electric motors are fed by either an 18.4kWh or 38.2kWh lithium iron phosphate (LFP) battery pack, allowing up to 100km or 192km of CLTC claimed electric range, respectively. It’s understood that the forthcoming Volvo S70 sedan could be revealed before the end of 2026. Like the Volvo XC70, it’s expected the S70 will likely be aimed primarily at the Chinese market where sedans are still popular. However, export markets may be on the cards. While the S70 seems closer to production reality, it’s unclear whether Volvo actually plans to produce a wagon counterpart. No spied prototypes have been caught yet. If Volvo does plan to launch a new electrified sedan and wagon, the pair would form as successors to the S60 and V60.

Audi has introduced a series of updates for model year 2026 (MY26) to the A5 and S5 liftback and wagon, as well as the Q5 and Q6 e-tron SUVs. All models now receive physical scroll wheels on the steering wheel with haptic feedback. These replace the touch-sensitive sliders. Additionally there’s a new-generation multimedia software with new digital instrument cluster views and enhanced functionality thanks to an app store, upgraded USBs, as well as the capability to connect to headsets and game controllers via bluetooth. On the safety front, all MY26 Audi A5, S5, Q5 and Q6 e-tron variants receive a new long-range radar, as well as the inclusion of active lane-keep assist and a lane-change assist. Audi claims this has been optimised for Australian conditions. Audi S5 variants also receive a new ‘dynamic plus’ drive mode that allows for controlled oversteering by altering the stability control, torque distribution, brake torque vectoring, and the engine and transmission calibration. The S5 also receives a factory-fitted dashcam, as well as enhanced parking features including trained parking, a reverse assistant, kerb protection and a car wash mode. The 10.9-inch passenger touchscreen is now added via the optional Premium package for the A5 e-hybrid. It was previously a standalone optional extra. Before on-road costs pricing for the 2026 Audi A5/S5 line-up is as follows: A5 Sedan e-hybrid quattro 270kW S line: $89,900 A5 Sedan TFSI 150kW S line: $81,127 A5 Avant e-hybrid quattro 270kW S line: $92,818 A5 Sedan TFSI quattro 200kW S line: $89,827 A5 Avant TFSI quattro 200kW S line: $92,827 S5 Sedan: $116,827 S5 Avant: $119,827 After an initial batch of MY25 Q5 e-hybrid plug-in hybrid (PHEV) examples arriving in Australia, supply of the updated MY26 examples are now fully on tap. The Q5 is still available in TFSI 150kW, TDI 150kW quattro, TFSI 200kW quattro, e-hybrid 270kW, as well as the flagship SQ5 variants. Both SUV and Sportback ‘coupe’ SUV body styles remain on offer. Beyond the new multimedia and active safety updates, the optional 10.9-inch passenger touchscreen has been moved from the Tech Pro to the Premium package. Additionally, the Tech Pro package gains additional parking functions like trained parking, a reverse assistant, kerb protection and a car wash mode. A dashcam now comes standard on SQ5 variants. Before on-road costs pricing for the 2026 Audi Q5/SQ5 line-up is as follows: Q5 SUV TFSI 150kW: $83,627 Q5 Sportback TFSI 150kW: $87,127 Q5 SUV TDI 150kW quattro: $89,727 Q5 SUV TDI 150kW quattro sport: $96,227 Q5 SUV e-hybrid 270kW: $98,018 Q5 SUV TFSI 200kW quattro sport: $98,027 Q5 Sportback TDI 150kW quattro sport: $99,727 Q5 Sportback TFSI 200kW quattro sport: $101,527 SQ5 SUV sport: $110,027 SQ5 Sportback sport: $113,527 SQ5 SUV: $126,027 SQ5 Sportback: $129,527 For MY26 Audi has discontinued the mid-spec Q6 e-tron Performance trim, leaving only the entry-level Q6 e-tron and flagship SQ6 e-tron variants. Both are offered in SUV and Sportback ‘coupe’ SUV body styles. Range is claimed to have been "optimised" for all variants, plus there’s "optimised" regenerative braking, the addition of one-pedal driving, as well as additional charging information. The entry-level Q6 e-tron trims now get frequency selective comfort suspension as standard. This car previously had passive dampers. A dashcam comes as standard on all variants, plus there are additional modes for the augmented reality head-up display. Before on-road costs pricing for the 2026 Audi Q6 e-tron/SQ6 e-tron line-up is as follows: Q6 e-tron SUV: $101,017 Q6 e-tron Sportback: $101,017 SQ6 e-tron SUV: $152,517.81 SQ6 e-tron Sportback: $157,517

A new variant for the GWM Ora 5 has appeared in Chinese government filings. Dubbed the Ora 5 GT, it is a plug-in hybrid wagon sibling to the budget electric Ora 5 SUV already on sale in Australia. The car was spotted undergoing testing in China in June, and is GWM's latest addition to its busy Ora lineup. It is bigger than the Ora 5 electric SUV, measuring up at 4758mm long, up to 1844mm wide, 1630mm tall, with a wheelbase of 2720mm. There are no direct rivals for the car in Australia, with the BYD Seal 6 PHEV wagon ($34,990) a size up. The Ora 5 GT will be powered by a 1.5-litre four-cylinder turbo-petrol engine and electric motor set-up, making 115kW.  The car will be fitted with a lithium-iron-phosphate battery from Chinese giant CATL, but there is no official driving range figure yet. GWM Australia hasn't officially confirmed the arrival of the Ora 5 GT yet, but the local branch is considering it. The car won't launch this year, with it more likely to hit the market in early 2027 if it does come here. The brand axed its Ora hatch EV Down Under earlier this year, effectively replacing it with the Ora 5 SUV. A hatchback variant of the Ora 5 will launch in Australia before the end of this year, with a hybrid SUV variant not too far away either. Hybrids are on the agenda for GWM, with the brand plotting to bring across more Ora variants to Australia.  "In terms of the levels of adoption that we expect to see within this market, within the coming years, we expect (hybrids) to accelerate more quickly," GWM Australia Head of Marketing and Communications Steve Maciver told CarsGuide in late 2025.  "We think we can do a lot more with Ora… with plug-in hybrid, but EV will certainly come behind that as well, for sure."