It will be sold alongside the petrol-powered Polo in Europe and other markets. The two cars share little apart from their names as they ride on separate platforms, and have unique styling inside and out.

The ID. Polo is the first car to be designed under the aegis of Andreas Mindt using his Pure Positive design language. The automaker is especially proud of its friendly face, as well as the C-pillars inspired by the first-generation Golf.

While this is our first look at the production car’s exterior, Volkswagen unveiled the ID. Polo’s interior at the beginning of January. In response to criticism of its first generation of EVs, the ID. Polo’s cabin has physical switches for the windows, steering wheel, audio and climate control.

There’s also extensive use of fabric on the dashboard and door cards to impart a more upscale feel, and retro-looking digital dials and sound system controls are available.

Measuring 4053mm long, 1816mm wide, 1530mm tall, and riding on a 2600mm wheelbase, the ID. Polo is 27mm shorter, 65mm wider, 80mm taller and has a 36mm longer wheelbase than the petrol Polo.

Boot space is rated at 441L with the seats up, and 1240L when they’re folded down. That’s 90L more than the petrol Polo with the rear seats up, and 115L more when they’re down.

In Europe the ID. Polo will be available with a choice of three motors (85kW, 99kW and 155kW) driving the front wheels, and two battery options.

A 37kWh (net) lithium iron phosphate (LFP) battery is standard on 85kW and 99kW models. This battery has a maximum WLTP range rating of 329km, presumably with the 85kW motor, and supports DC fast charging up to 90kW.

The 52kWh (net) nickel manganese cobalt (NMC) battery pack is standard on cars with the 155kW motor. The larger battery has a maximum WLTP range of 454km, and is capable of DC fast charging up to 130kW.

Although it wasn’t revealed today, the ID. Polo GTI will have a 166kW motor and use the 52kWh battery pack. As the ID. Polo is based on the MEB+ architecture, it supports vehicle-to-load functionality, allowing it to send up to 3.6kW to power external appliances.

On the Continent, the ID. Polo will be available in three trim levels: Trend, Life, and Style. The base Trend features LED headlights, 10.0-inch instrumentation display, 13.0-inch infotainment touchscreen, climate control, faux leather steering wheel, lane keeping assist, and 17-inch steel wheels.

For the mid-range Life, the ID. Polo gains 17-inch alloys, adaptive cruise control, a reversing camera, front parking sensors, front cross traffic alert, an electrochromatic mirror, electric folding wing mirrors with memory settings, Apple CarPlay and Android Auto support, wireless smartphone charging, and a height adjustable boot floor.

In the range-topping Style models there’s 18-inch alloy wheels, LED matrix headlights, a light bar between the front headlights, illuminated badges at both ends, 3D LED tail-lights, sport comfort seats, ambient lighting, and more luxurious interior trim.

Options include a 425W 10-speaker Harmon Kardon sound system, panoramic glass roof, 19-inch alloy wheels, and front seats with a massaging function, 12-way electric adjustment and three memory settings.

In Germany pricing for the ID. Polo kicks off at €24,995 (A$40,900), which undercuts the €28,000 (A$45,800) starting price of the similarly-sized entry-level 40kWh Renault 5 E-Tech. It is, however, €4860 (A$7900) more than the base petrol Polo.

Pre-sales of the ID. Polo have begun in its homeland, but only one model is available currently: the €33,795 (A$55,200) Life with a 155kW motor and 52kWh battery. Other models will come online around the middle of the year.

MORE: Explore the Volkswagen Polo showroom

More than 13 million examples of the CR-V have found a home since the mid-size SUV came into existence 31 years ago, and Honda will be hoping that many more fly out the door following this latest batch of running updates.

Perhaps the biggest change is a strong shift towards hybrid power – the number of hybrid CR-V variants offered in Australia has leapt from one to four, at the expense of traditional petrol-powered versions.

You still can’t get a petrol-electric CR-V with seven seats, though.

Inside, a 9.0-inch touchscreen infotainment system remains standard across the range, but it now features Google Built-in with embedded Google apps such as Google Maps and Google Assistant. A 10.2-inch digital instrument cluster is also more widely available.

And at the top of the range, the e:HEV RS has gained all-wheel drive, several interior luxuries, and gloss-black exterior accents.

Is that enough for the CR-V to remain a top pick for families far and wide? Read on to find out.

How much does the Honda CR-V cost?

The CR-V lineup has been reshuffled for 2026, with more hybrids added and some turbo-petrol variants canned.

As a result, the base price of the CR-V is up by $3000, although the hybrid lineup now opens at $49,900 drive-away for the e:HEV X – $5000 more than the entry-level petrol-powered VTi X, but $7000 less than the cheapest hybrid option in 2025.

While there are more hybrid options than before, there’s now only one seven-seat option following the axing of the VTi X7. That leaves just the VTi L7 at $54,900 drive-away, $1500 more than its price tag last year.

We spent time in both the e:HEV X and e:HEV RS AWD during the local launch in Victoria, with the latter pictured throughout this review.

To see how the Honda CR-V lines up against the competition, check out our comparison tool

What is the Honda CR-V like on the inside?

From front to back, the CR-V prioritises function (and quality) over form.

The cabin isn’t what you’d call visually exciting. Aside from honeycomb-patterned air vent covers and some red stitching in the flagship RS, there’s not much design flair going on here. Rather, straight lines and monochrome materials dominate – boring!

However, there is joy to be found inside the CR-V. It comes in the form of tactile, high-quality physical controls – a mixture of buttons, switches, dials and rollers can be found throughout the cabin, all of which offer positive feedback and easy access to key vehicle functions, elevating the user experience considerably compared to screen-centric rivals. This is true of all CR-Vs, not just the fanciest version.

Interior materials, however, do differ in quality across the model range. The base X trim grade features fabric upholstery and a plastic steering wheel, while the e:HEV RS flagship tested here gets the leather treatment, as was the case pre-update.

The cowhide in question feels premium to the touch, as do the softer plastics that wrap around the upper door cards and dash. Best of all, smudge- and scratch-prone gloss-black plastic is in short supply, at least when it comes to high-traffic areas.

None of this is new, but the e:HEV RS AWD has picked up some valuable luxuries for 2026. The front seats now come with ventilation as well as heating, while the steering wheel is likewise heated. Such upgrades help the $65k flagship to compete with feature-laden alternatives from China, even if they come at a cost.

And the CR-V separates itself from the wave of new arrivals by providing seats that actually support your thighs and torso, although they’re narrower than most. At 90kg, I was just able to get comfortable, but broader drivers may find them too tight.

Honda has also made sure to add extra padding where your elbows are likely to rest, but sadly not where your left knee contacts the transmission tunnel.

That said, few drivers will complain about the driving position. There’s plenty of adjustability in both the chair – base cushion included – and steering wheel, plus electric lumbar support.

In addition to comfort upgrades for the e:HEV RS AWD, the 2026 CR-V brings a more modern infotainment system with Google Built-in. This allows you to enlist the help of Google’s AI Assistant while driving, and replaces the native navigation system with Google Maps – an interface that many will be familiar with.

There’s still the option to mirror your smartphone, of course, and cables aren’t required. They’re not strictly required for charging purposes either, given the standard fitment of a wireless phone charger right across the CR-V range. Two USB-C outlets and a 12V socket can also be found up front if passengers want to plug in.

Google integration helps liven up the 9.0-inch central screen a little, but it’s still dainty and visually uninspiring, especially considering some rivals offer substantially larger, fully connected systems. Honda’s tech is, however, easy to navigate, benefiting from physical shortcut buttons and a simple grid layout. Oh, and the absence of gimmicky features that you’ll probably never use.

Further, the 10.2-inch digital instrument cluster in all variants bar the base X is perfectly current. It’s large, looks good, and can be configured to display just about anything, including navigation directions and, importantly for geeks, the flow of energy through the hybrid system. This RS also gets a basic head-up display, which is clear and projects your speed and cruise control settings onto the windscreen.

All things considered, the technology in this year’s CR-V is representative of the car as a whole – it’s reliable and fit for purpose, just not jaw-dropping.

In a similar vein, you won’t be blown away by the cabin storage on offer, nor will you be disappointed – the glovebox, door bins and cupholders are all fairly standard for this class of car. I will at least shout out the centre console compartment, which is surprisingly deep and houses a removable tray fit for coins and keys.

Moving back, the rear doors open to near-90 degrees, making the second row ultra-accessible.

However, once inside it quickly becomes apparent the CR-V isn’t a class leader for back-seat space. At six-one, I was left with just a couple inches of kneeroom when sat behind the driver’s seat set to my preferred position. Headroom is even more limited, with those topping six-three likely to brush the headlining.

Still, it’s not all doom and gloom. The backs of the front seats are trimmed in soft leather, creating a soft surface against which to rest your knees if required, and more headroom can be accessed by reclining the rear bench. The latter function also comes in handy when passengers want to get some shut-eye on a long road trip.

Better yet, there’s not much of a hump in the floor, so the middle seat is more usable than most. You’ll want an outboard seat when riding in the e:HEV RS AWD on a cold day though, as they’re both heated.

Other rear amenities include a set of USB-C outlets, twin air vents, map pockets, door bins fit for a 600ml drink bottle, and a fold-down armrest with integrated cupholders. The aforementioned armrest has been cleverly designed to allow for arms to… rest either side of stored drinks without any interference.

You can get the CR-V with a third row of seats, but we didn’t have access to the VTi L7 at the launch event.

Instead, we spent time with the five-seat hybrid variants, all of which promise decent boot space. And, for the most part, that’s what they deliver.

The power tailgate lifts to reveal a wide, tall, square aperture with a completely flat floor and no load lip, which aids in the loading of bulky items. Smaller items are easily secured courtesy of recesses down each side of the boot floor.

Need more space? In typical Honda fashion, the rear bench folds almost completely flat, as if by magic.

The cargo area also contains a 12V power socket, ample lighting, and a retractable load cover. Hybrids come with a tyre repair kit, while petrol-powered CR-Vs get a space-saver spare.

To see how the Honda CR-V lines up against the competition, check out our comparison tool

What’s under the bonnet?

Changes in the powertrain department are limited to the introduction of all-wheel drive hybrid variants, which complement carryover front-wheel drive turbo-petrol and front-wheel drive hybrid offerings.

To see how the Honda CR-V lines up against the competition, check out our comparison tool

How does the Honda CR-V drive?

To set the scene, the launch drive took us from Honda HQ in Melbourne’s inner-west up to Marysville, with highways and winding country roads dominating the route.

As such, we were able to get a strong sense of the CR-V’s dynamism and high-speed manners, but not necessarily its behaviour in urban settings – a shame given that’s where the vast majority of these are likely to live.

Nevertheless, we know from previous experience the CR-V has one of the best ride and handling packages in the mid-size SUV class, and on open roads it does just about everything well without excelling in any particular area.

It negotiates highway on-ramps with relative ease, drawing on the immediacy of electric torque to leap off the line and build speed steadily – independent testing suggests a 0-100km/h sprint time of around eight seconds.

Unlike many similar SUVs, the CR-V features an e-CVT – an electronic continuously variable automatic transmission – which means there are no pronounced gears. Rather, the powertrain behaves like a rubber band, stretching and contracting in line with the demands of your right foot. While traditional CVTs cop some flak for feeling 'drony', this Honda system is smooth and refined – perfect for a family wagon.

Once up to speed, the CR-V e:HEV settles into a comfortable rhythm, coasting on electric power when possible to maximise efficiency. In these moments, you’ll see the letters ‘EV’ light up on the dash.

While not quite as frugal as a full EV or plug-in hybrid (PHEV) around town, the CR-V is well suited to cross-country touring. Our test vehicle sipped just 5.0L/100km when cruising at 100km/h and, importantly, it doesn’t require charging.

That’s not to say it’s without peer – the Toyota RAV4 remains the king of hybrid efficiency. Hybrid versions of the Hyundai Tucson and Kia Sportage aren’t far off, either.

Similarly, the CR-V rides well on the highway, but doesn’t necessarily stand out from the pack. It’s a bit softer than some rivals, especially at the rear, so you barely feel road joins and smaller potholes.

You don’t hear much of what’s going on outside either, as the cabin is very well insulated from both traffic and tyre noise.

Another highlight is the driving position. It’s high and commanding – factors that help the driver feel confident and ultimately secure behind the wheel. Front, side and rear visibility are all strong, which reinforces that sense of safety at high speeds.

On the subject of safety, the active safety systems in the CR-V help to ease the mental load of long road trips.

Several different cruise control modes can be easily programmed using clearly labelled buttons on the steering wheel – not silly stalks or haptics – and all CR-Vs come with sophisticated semi-autonomous driving technology that incorporates both adaptive cruise control and active lane-centring for a near hands-off highway experience. Don’t actually take your hands off the wheel though, as the car will quickly realise and demand your input.

That said, the driver attention monitor isn’t overbearing, like in many new cars these days. The CR-V won’t have a meltdown if you accidentally exceed the speed limit every now and then, either.

It does, however, get a bit nervous when you’re punting down a country road, as the lane-keep assist system isn’t necessarily attuned to the inconsistency of Australian line markings. And I couldn’t figure out how to switch lane-keeping off – an action that’s straightforward in Hyundai and Kia SUVs.

Indeed, the twisty ribbons of tarmac surrounding Marysville proved a more stern challenge for the CR-V, which had until then negotiated multi-lane motorways with relative ease.

Here, limitations to Honda’s hybrid system begin to surface. For one, the combined 135kW/335Nm outputs of the CR-V saw it struggle up steep inclines, barely able to sustain 100km/h under full load. All the while, the petrol engine screams for mercy in a rather undignified manner. Fuel economy also suffered during my run up Lake Mountain, blowing out to nearly 10L/100km.

Switching into the ‘Sport’ drive mode improves throttle response, yet there’s not much to be gained from improved response when the right pedal is already flat to the floor. Still, Sport mode is worth a try every now and then for the tasteful Civic Type R-esque engine noise it pipes into the cabin. The RS even throws in an ‘Individual’ mode, which lets you configure the engine response, steering weight, and engine sound for a more personal driving experience.

Being a hybrid, the e:HEV also offers regenerative braking. You can cycle between four levels of regen intensity – none of which are particularly aggressive – using the paddles behind the steering wheel, while the most intense ‘B’ mode is housed in a button on the centre console. Just be careful to not overuse this setting when navigating a prolonged descent, because once the small battery is full the engine will then roar at high revs to bleed off excess energy.

Many owners will instead opt to keep the CR-V in ‘D’ and rely on the brake pedal, which is effective and progressive through its range of travel.

Aside from a lack of ‘go’, the CR-V does a decent job of negotiating technical roads, especially in RS specification. It feels quite compact for a family SUV, while the combination of all-wheel drive and premium Michelin tyres ensures consistent grip during more enthusiastic driving.

This is reassuring, as the chassis pitches and rolls a bit through bends, and while the steering is accurate and direct, it doesn’t offer much insight into what the front wheels are doing. Still, it takes substantial effort to find the limit of what the CR-V can handle.

It also takes a lot to disrupt comfort inside the cabin. The primary ride of the CR-V is definitely soft, so uneven tarmac often induces moderate bouncing from the rear suspension, though it’s not excessive and the CR-V settles quickly. And the benefit of such a forgiving setup is that the car is able to absorb the harshness of sharp edges in the road, preventing any wince-worthy moments.

To see how the Honda CR-V lines up against the competition, check out our comparison tool

What do you get?

All CR-Vs gain additional features for 2026, with Google Built-in topping the list of upgrades.

2026 Honda CR-V VTi X and e:HEV X equipment highlights:

• 17-inch alloy wheels (VTi X) or 18-inch gloss-black alloy wheels (e:HEV X)
• Full-size alloy spare (VTi X) or tyre repair kit (e:HEV X)
• Automatic LED headlights
  • Manual height adjustment
  • Automatic high-beam
• LED front fog lights
• Hands-free power tailgate
• Electronic parking brake with auto hold
• Proximity entry with push-button start
• 7.0-inch instrument cluster screen
• 9.0-inch touchscreen infotainment system
• Google Built-in (NEW)
• Wireless Apple CarPlay
• Wired Android Auto
• Wireless phone charger
• 8-speaker sound system
• 4 x USB-C outlets
• 8-way power driver’s seat with 4-way power lumbar
• Black fabric upholstery
• Dual-zone climate control with second-row air vents
• Tilt and telescopic steering column adjustment
• Beige headliner
• Honda Connect 3-year complimentary subscription
  • Remote control of locks, climate control, lights, horn, tailgate and immobiliser
  • Automatic collision detection
  • Speed and geofencing alerts
  • Emergency call button
  • Location search

The VTi L7 and e:HEV L add:

• 18-inch alloy wheels in silver (VTi L7) or gloss-black (e:HEV L)
• Space-saver spare (VTi L7) or tyre repair kit (e:HEV L)
• Rain-sensing wipers
• Smart KeyCard
• 10.2-inch digital instrument cluster
• Leather-wrapped steering wheel
• Driver’s seat memory
• 4-way power passenger seat
• Heated front seats
• Black leather-appointed upholstery
• Tri-zone climate control with independent rear controls, third-row air vents (VTi L7)

The e:HEV LX AWD adds:

• 19-inch alloy wheels
• Automatic LED headlights with auto height adjustment
• DAB+ digital radio
• 12-speaker Bose sound system
• Piano black interior trim
• Ambient interior lighting

The e:HEV RS AWD adds:

• Adaptive LED headlights
• LED active cornering lights
• Panoramic sunroof
• Piano-black door handles, exterior mirrors, spoiler, wheel-arch garnish and B- and C-pillar trims (NEW)
• Head-up display (NEW)
• Ventilated front seats (NEW)
• Heated outboard rear seats (NEW)
• Heated steering wheel (NEW)
• Red stitching
• Alloy pedals
• Black headliner

To see how the Honda CR-V lines up against the competition, check out our comparison tool

Is the Honda CR-V safe?

The Honda CR-V has a four-star rating from independent safety authority ANCAP, based on testing conducted in 2024.

Standard safety equipment includes:

• Autonomous emergency braking
• Adaptive cruise control with low-speed follow
• Blind-spot monitoring
• Driver attention monitor
• Lane-keep assist
• Post-collision braking
• Rear cross-traffic alert
• Traffic Jam Assist
• Traffic sign recognition
• Tyre pressure monitoring
• Reversing camera
• Front and rear parking sensors
• Airbags
  • Dual front
  • Side for first and second rows
  • Curtain for up to three rows
  • Front knee
  • Front centre

The e:HEV L, e:HEV LX and e:HEV RS also include a surround-view camera, new for 2026.

To see how the Honda CR-V lines up against the competition, check out our comparison tool

How much does the Honda CR-V cost to run?

The Honda CR-V is backed by a five-year, unlimited-kilometre vehicle warranty, with the hybrid’s battery covered by an eight-year warranty.

The first five services are capped at $199 each – less than you’ll pay to maintain most rival models. However, it’s worth noting that Honda’s 10,000km service intervals are on the shorter side.

To see how the Honda CR-V lines up against the competition, check out our comparison tool

CarExpert’s Take on the Honda CR-V

The CR-V rolls into 2026 refreshed and ready to take on old foes and new upstarts in Australia’s sprawling mid-size SUV market.

At its heart, the CR-V was already a practical, reliable, user-friendly and cheap-to-run family bus. It just wasn’t great bang for buck.

But the changes made as part of this facelift have had a palpably positive impact on the value proposition – range-wide Google integration helps the CR-V feel more modern inside, while the addition of cheaper hybrid variants affords more buyers access to efficient electrified motoring.

And, at the top-end of the range, the e:HEV RS AWD is now a more fitting flagship courtesy of a bolstered spec list.

However, it’s also $4500 more expensive than before, so my pick of the restructured CR-V range would be the e:HEV L, which still feels like a complete package for $53,900 drive-away.

CarExpert can save you thousands on a new Honda CR-V. Click here to get a great deal.

Click the images for the full gallery

MORE: Explore the Honda CR-V showroom

Billed as a “one vehicle for all scenarios”, the Tiggo V blends large seven-seat SUV practicality with ute-like flexibility, thanks to a unique modular design. Like the Deepal E07, its standout feature is the ability to transform from a three-row SUV into a dual-cab ute-like layout.

By removing the rear canopy and third row of seating, owners can create an open cargo area separated from the cabin by a partition. Chery says up to six configurations will be available, including lifestyle-focused setups such as a camper conversion or enclosed cargo module.

CarExpert can save you thousands on a new car. Click here to get a great deal.

This adaptability is aimed squarely at buyers who want the comfort and refinement of a family SUV for daily driving, but the added versatility to carry larger loads when required.

However, expectations should be tempered. The Tiggo V is unlikely to match the payload or towing capabilities of traditional ladder-frame utes, positioning it as more of a lifestyle alternative than a true workhorse.

Unlike dual-cab staples such as the Ford Ranger and Toyota HiLux, the Tiggo V rides on a car-style monocoque platform, prioritising on-road comfort and refinement over heavy-duty capability, although it does have a full-size spare wheel under the rear, alongside independent coil-sprung rear suspension.

In terms of size, the Tiggo V measures more than five metres in length and rides on a 2800mm wheelbase. That makes it slightly larger than the Chery Tiggo 9 large SUV, though still shorter than most dual-cab utes.

Inside, buyers will be able to choose between six- and seven-seat layouts, including a more premium 2+2+2-seat configuration with second-row captain’s chairs.

The cabin follows Chery’s latest design language, with dual digital displays, physical shortcut controls, and a focus on family-friendly features, including independent second-row seats with 380mm sliding adjustment and no fewer than 42 storage spaces.

These include a rear-mounted fridge, third-row air vents, and a 360-degree camera system with an ‘underfloor’ view to assist with low-speed manoeuvring.

Under the bonnet, Chery is expected to offer a mix of petrol and electrified powertrains. A sixth-generation Chery Super Hybrid (CSH) plug-in hybrid (PHEV) pairs a 1.5-litre turbocharged petrol engine with electric motors and a battery capable of around 90-100km of electric-only driving.

Total system outputs are expected to range from about 160kW of power to as much as 260kW and 330Nm of torque in higher-spec variants. A conventional 2.0-litre turbo-petrol engine will also be sold in some markets.

The PHEV version is claimed to offer average fuel consumption of 6.0L/100km, and the petrol-only variant will consume 7.84L/100km,

Despite its road-focused underpinnings, the Tiggo V claims respectable off-road capability including 220mm of ground clearance and a wading depth of up to 700mm for PHEV variants. That places it closer to soft-roaders than hardcore off-roaders, but should make it capable enough for gravel tracks and other light off-road adventures.

Production is scheduled to begin in China later this year, though local availability for Australia and New Zealand remains unconfirmed.

Chery’s local arm has previously indicated interest in the concept, particularly as a lifestyle-focused complement to its upcoming ladder-frame dual-cab ute, which is due to arrive Down Under in the fourth quarter of this year with plug-in hybrid diesel power.

If it makes it to right-hand drive markets, the Tiggo V could carve out a unique space in the new car market, where it would likely be positioned above the Tiggo 9, which is available here in a single all-wheel drive PHEV variant priced at $59,990 before on-road costs.

MORE: Explore the Chery showroom

"Due to a manufacturing defect, the engine air flow meter may miscommunicate with the Electronic Control Unit (ECU). As a result, it may cause the vehicle to enter limp mode leading to a loss of motive power whilst driving and/or STOP driving warning lamps may illuminate on the instrument cluster," the company says in its recall notice.

"A loss of motive power whilst driving increases the risk of an accident, causing serious injury or death to vehicle occupants and other road users."

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• A total of 94 vehicles are affected, produced between 2020 and 2023
• The Vehicle Identification Number (VIN) list is attached here
• The original recall notice is attached here

Owners of affected vehicles will be contacted by Renault, which will ask them to visit their nearest authorised dealership to have the repair work carried out free of charge.

For more information, Renault Australia can be contacted at 1800 009 008 or via email at .

MORE: Explore the Renault Megane showroom

The GWM Tank 400 is under consideration for an Australian launch, though it has yet to be locked in.

“Locally, we’ve heard consumer feedback that they want the car, and so we are pushing forward the business case,” GWM Australia product planning manager Tim Leong told CarExpert.

This could see it join the existing Tank 300 and Tank 500 large off-road SUVs, with the current Tank brand flagship – the Tank 700 – also being evaluated for local release.

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The Tank 300 and Tank 400 share the same ladder-frame platform, though the latter is 225mm longer and rides on a 100mm longer wheelbase. The Tank 400 is also 30mm wider, despite lacking the flared wheel-arches of the Tank 300.

However, like the Tank 300 but not the even larger seven-seat Tank 500, it’s only available with two rows of seats.

In addition to it being a slightly larger option in showrooms, GWM may also look to bring a different powertrain lineup to Australia, with the Hi4-Z plug-in hybrid (PHEV) powertrain under consideration for the Tank 400.

In contrast to GWM’s Hi4-T PHEVs, Hi4-Z vehicles – again, consisting only of large, body-on-frame models – feature larger batteries, less of an overt focus on off-road capability, and more on-road performance.

For instance, the Hi4-Z swaps the mechanical four-wheel drive system of the Hi4-T for “intelligent electric four-wheel drive”, though it retains rear and optional front locking differentials, plus a tank-turn function and off-road crawl mode.

The Hi4-Z upgrades to a 59.05kWh ternary lithium battery, up from 37.1kWh. This increases the maximum DC fast-charge rate from 103kW to 163kW, and bumps electric range from 105 to 200km on the WLTC cycle.

It features an 800V electrical system, and combined range is a claimed 1128km.

Even more marked is the difference in performance. While both the Hi4-T and Hi4-Z powertrains combine a turbocharged 2.0-litre four-cylinder petrol engine with a pair of electric motors, total system outputs are 310kW and 750Nm in the former and a whopping 635kW and 1195Nm in the latter.

The Hi4-Z has a claimed 0-100km/h time of just 4.3 seconds, down from 6.8 seconds with the Hi4-T. It uses a three-speed direct hybrid transmission.

GWM says the Hi4-Z has a peak output power of up to 600kW, with the front motor able to operate at full load at 215kW and the rear motor at 240kW.

In China, the Tank 400 is also offered with a 180kW/380Nm 2.0-litre four-cylinder turbo-petrol engine and a 135kW/480Nm 2.4-litre four-cylinder turbo-diesel.

GWM currently offers the Tank 300 in Australia with petrol, diesel and hybrid powertrains, with a Hi4-T PHEV on the way. The Tank 500, in contrast, is offered as either a hybrid or Hi4-T PHEV, though the former will soon make way for a new 3.0-litre four-cylinder turbo-diesel.

So, where will the Tank 400 – and the expected Tank 700 – fit into GWM’s local lineup?

“The Tank brand in China is meant to be off-road and luxury. But from an Australian point of view, we do have the ability and the flexibility to split that so the 400 and the 700 can be the more luxury-focused, and the 300 and 500 still remain very off-road-focused,” explained Mr Leong.

The Tank 400 and 700 have particularly similar styling, though the Tank 400 is older. It was first revealed in 2021, and launched in China in 2023.

At 4964mm long, 1970mm wide and 1905mm tall on a 2850mm wheelbase, the Tank 400 is 76mm longer than the Denza B5 – another large plug-in hybrid off-roader from China – but with the same width and a 50mm longer wheelbase.

GWM sells SUVs under its Haval and Tank sub-brands in Australia, but the plan is for Haval to continue offering only SUVs with car-like unibody construction in Australia – that rules out the Haval H5 and Haval H9 offered in China.

Tank models, in contrast, are all body-on-frame off-road SUVs.

The Tank 400’s interior closely resembles that of the updated Tank 300 cabin in China, which we won’t get, so there’s another point of local differentiation.

A 12.3-inch digital instrument cluster is standard, along with a head-up display, 15.6-inch touchscreen infotainment system, and digital rear-view mirror.

Standard luxury features include power-adjustable, heated, ventilated and massaging front seats, a 5.4-litre refrigerator with a heating mode, and tri-zone climate control.

Some Tank 400s also come with a 15.6-inch rear entertainment screen that folds out of the roof, replacing the panoramic sunroof, plus a night vision system.

The suite of active safety and driver assist technology is powered by cameras, radar and, on some variants, a LiDAR unit.

MORE: Explore the GWM showroom

All three models are being recalled to rectify a potential software issue which could lead to power steering failure.

It follows a separate recall announced last week affecting 5931 examples of the same three nameplates due to the same issue.

“Due to a software issue, under certain driving conditions the power steering motor system may not operate as intended. This may result in a sudden increased steering effort whilst driving,” says the latest recall notice.

“A sudden increase in steering effort could increase the risk of an accident causing serious injury or death to vehicle occupants and other road users.”

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• A total of 5116 vehicles are affected, produced between 2025 and 2026
• The Vehicle Identification Number (VIN) list is attached here
• The original recall notice is attached here

In total, more than 10,000 examples of the Golf, Tiguan and Tayron – the latter being a new nameplate that replaced the Tiguan Allspace in 2025 – have now been impacted by power steering issues.

The Tiguan was also recalled in October 2025, when 1482 vehicles affected by a potential software issue which could see some driver assistance systems deactivated.

A separate recall was issued in July 2025 for 2018 Tiguan Allspace vehicles due to an issue with their curtain airbags.

Until last week’s notice, the Golf hadn’t been recalled since January 2024, when it was part of a recall involving around 6000 vehicles (including the now-discontinued Passat) due to a potential braking issue.

Owners of affected vehicles will be contacted by Volkswagen Group Australia and asked to arrange with their nearest authorised dealership to have a software update carried out, free of charge.

Concerned owners can contact Volkswagen on 1800 504 076 or via email at recalls@myvw.com.au.

MORE: Explore the Volkswagen showroom

As reported by Automotive News, the world’s biggest automaker – including its Lexus, Century and Daihatsu brands – sold 11,282,215 vehicles in the period, setting a new all-time sales record.

It’s the first annual sales increase for Toyota in two years, up 2.5 per cent on the 11,233,039 figure it posted in the 2024 financial year, and was led by its best-selling model and Australia’s favourite SUV, the Toyota RAV4.

The final figure is in line with previous forecasts of 11.3 million vehicle sales and includes a record result for Lexus, though Toyota did not provide a specific sales number for its global luxury brand.

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It also includes increased exports to all regions, up 3.0 per cent to 2.05 million vehicles, despite volatile tariffs in the US on both imported vehicles and parts used for repairs, maintenance and manufacturing.

Toyota has 11 factories in the US, and chairman Akio Toyoda has confirmed that US-built Camry, Tundra and Highlander (Kluger in Australia) vehicles will soon be sold in Japan.

Mr Toyoda also announced a restructure of the company’s brand divisions at the 2025 Tokyo motor show, including an expansion of Century as a global ultra-luxury brand positioned above Lexus.

As the company’s chairman – and great-grandson of founder Kiichiro Toyoda – Mr Toyoda oversees the group’s core brands, including Gazoo Racing (GR), Lexus and Daihatsu, which is no longer present in Australia.

The news comes as China overtook Japan to become the world’s largest vehicle manufacturer for the first time, with brands including BYD and Geely now firmly entrenched in the global top 10.

BYD is now the top-selling Chinese brand in Australia, having peaked at third place overall behind Toyota and second-placed Kia in March 2026.

Toyota’s Australia sales between April 1, 2025 and March 31, 2026 – using VFACTS data supplied by the Federal Chamber of Automotive Industries (FCAI) – totalled 226,374 vehicles.

That’s down on its record 241,296 result achieved in the 2024 calendar year, which it nearly matched in 2025 with 239,863 sales, a decline of 0.6 per cent.

Toyota has been Australia’s top-selling automotive brand every year since 2003, having first achieved the milestone in 1991.

The Japanese brand continues to lead the local sales race so far in 2026, well ahead of second-placed Mazda, though its 44,490 sales in the first three months of this year were down 23 per cent year-on-year.

A new-generation RAV4 has now started arriving in Australian showrooms, while the brand’s other sales mainstay, the HiLux, was heavily updated in December 2025. MORE: Explore the Toyota showroom

“Due to a manufacturing defect, the mounting bolts connecting the brake pedal rod and the brake servo may not have been tightened to the sufficient torque and could become loose. If this occurs, the foot brake pedal could become inoperable leading to a loss of braking performance,” says the recall notice.

“A loss of braking performance could increase the risk of an accident causing injury or death to vehicle occupants and/or other road users.”

“Owners of affected vehicles will be contacted by Audi Australia Pty Ltd and are asked to arrange with their nearest authorised Audi dealership to have the work carried out, free of charge.”

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• A total of 320 vehicles are affected, produced between 2018 and 2024
• The Vehicle Identification Number (VIN) list is attached here
• The original recall notice is attached here

Note that the Audi e-tron was officially renamed the Audi Q8 e-tron in November 2022, co-inciding with a major mid-life facelift for the 2023 model year.

The plug-in hybrid (PHEV) Audi Q8 was part of a November 2025 recall, including the Audi Q7 PHEV, which saw 33 vehicles recalled for defective high-voltage battery packs that could catch fire.

Production of the battery-electric Q8 e-tron ended in February 2025 when the Belgian plant it was made in was closed after producing vehicles for brands including Citroen, Studebaker and Packard dating back to 1926.

It had been producing Audi vehicles since 2010, but was closed after Volkswagen Group – which owns Audi – began a cost-reduction drive including a plan to cut 50,000 jobs by 2030.

Concerned owners can contact Audi Australia on 1800 502 834 or via email at customerassistance@audi-info.com.au.

MORE: Explore the Audi Q8 showroom

And according to an Autocar report, at least the Giulia will be available in both internal combustion engine (ICE) and electric vehicle (EV) high-performance Quadrifoglio forms.

Specific details of what will power the new models – the first to emerge from Alfa Romeo since it became part of the Stellantis group, which was formed in 2021 – are yet to be confirmed, as the models move to the automaker’s new STLA Large platform.

The current Type 952 Giulia sedan and Type 949 Stelvio share the same Giorgio platform and have been built at the Cassino plant in Italy since they were first launched in 2015 and 2016 respectively.

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Alfa Romeo confirmed in October 2025 that both models will continue to be made until 2027 as it scrambles to add combustion engines to their second-generation replacements, which were originally designed to be electric-only as part of the Italian brand’s now-abandoned plan to sell just EVs from 2027.

Now Alfa Romeo CEO Santo Ficili has told Autocar: “We need to find a way to satisfy the needs of our customers. What does this mean? It means BEV [battery-electric vehicle] and it means all the other kinds of endothermic [powertrains], so ICE, PHEV, BEV. So that’s the direction.”

Four-cylinder petrol mild-hybrid (MHEV) as well as PHEV powertrains will be offered, with the latest STLA platform bringing an 800V electrical architecture and already incorporating a PHEV system in the Vauxhall Grandland, which is not sold in Australia.

Introduced in April this year in the UK, it combines a 1.6-litre turbocharged four-cylinder petrol engine, rear electric motor and 21kWh battery for combined outputs of 166kW of power and 350Nm of torque, along with an 82km (WLTP) claimed driving range.

The 800V architecture will bring rapid DC fast-charging capability for the electrified Alfa Romeos.

The move to the STLA platform and hybrid powertrains for the new Giulia and Stelvio has forced the current sedan and SUV – the only models in the current Alfa Romeo range apart from the Junior light SUV and Tonale small SUV – to remain on sale much longer than originally planned.

The existing Giulia, a rival for the BMW 3 Series and Mercedes-Benz C-Class, was introduced to Australian showrooms in November 2016, followed by the Stelvio – the first Alfa Romeo SUV – 12 months later.

Originally developed by Fiat Chrysler Automobiles, the Giorgio platform primarily underpins the Giulia and Stelvio, but was initially planned for more applications. It has since been used for the Maserati Grecale, and was then evolved into the ‘Giorgio Sport’ platform for the Maserati GranTurismo and GranCabrio.

Stellantis also has several petrol-electric PHEV powertrains at its disposal, including the 1.3-litre unit that produces 208kW/470Nm in the Tonale, and the 280kW/637Nm 2.0-litre dual-motor system in the Jeep Grand Cherokee 4xe, which has now been axed in Australia.

Autocar reports that Alfa Romeo will offer both electric and combustion-powered versions of the Giulia Quadrifoglio, which will go toe-to-toe with the next-generation BMW M3 sedan that will also be available in both EV and ICE guises from 2027.

The STLA Large platform underpins the Dodge Charger Daytona Scat Pack EV, which has a claimed 0-100km/h acceleration time of 3.3 seconds thanks to its 500kW all-wheel drive electric powertrain.

The new architecture means both Alfa Romeo models are expected to grow in size. The current Giulia measures 4643mm long overall, with the existing Stelvio being 44mm longer.

Exterior designs for both models will reportedly follow the blueprint of the Junior compact SUV, which was introduced here in 2025 with the choice of mild-hybrid petrol or battery-electric power.

Autocar also notes that Alfa Romeo’s penchant for offset front number plate positions is set to end, as new European Union (EU) regulations require new models to move their front plates to below the grille instead.

The new 2028 Giulia and Stelvio are expected to be the first Alfa Romeos to use the new ‘STLA Brain’ electrical system, bringing faster processing speeds, artificial intelligence (AI) integration, and active chassis control.

Stellantis, which lost €22.3 billion (A$36.5bn) in 2025, recently named four core brands as the focus for its future investment – and Alfa Romeo was not one of them.

The Dutch-based auto conglomerate said it will instead focus on Peugeot, Jeep, Ram and Fiat as it looks to strengthen its global business.

This includes a plan announced at the recent Auto China 2026 motor show in Beijing to manufacture Peugeot vehicles in China for export markets potentially including Australia. MORE: Explore the Alfa Romeo showroom

Following confirmation late in 2023 of its launch in Australia and New Zealand as an electric vehicle (EV)-only brand – led by the Cadillac Lyriq electric SUV, of which deliveries commenced early in 2025 – Cadillac’s retail network has grown slowly.

It opened the first of three planned company-owned ‘Experience Centres’ in Australia when the Sydney site at Rosebery began operating in November 2024.

A planned Brisbane location still has yet to open, though there’s a test-drive venue in Port Melbourne. The sole New Zealand site, located in Auckland, opened in April 2025, bringing the total to three outlets across both countries.

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In early 2026, Cadillac announced its second and third models – the mid-size Cadillac Optiq SUV and full-size, three-row Cadillac Vistiq SUV – prompting an expansion of its sales network.

“Following the growth of our EV line-up in Australia and New Zealand, our customers are telling us they want more ways to experience Cadillac – and partnering with trusted local experts allows us to do just that,” said GM Australia and New Zealand managing director Jess Bala.

“Adding new dealer locations in Melbourne and Brisbane, along with our Experience Centres in Sydney and Auckland, is expected to provide more access for our customers in more locations.”

This indicates a move away from exclusively operating company-owned retail locations, suggesting Cadillac will do as Genesis has done by supplementing its initial network of company-owned sites with other locations opened with retail partners.

Cadillac says it will share more details about its first dealer partners and its network rollout plans “in the coming months”.

The luxury brand’s retail network is currently separate from that of GM Specialty Vehicles, which sells Chevrolet and GMC vehicles through franchise dealer partners. It’s unclear if any GMSV dealers will begin selling Cadillac vehicles.

Unlike GMSV, Cadillac doesn’t report its sales figures in the monthly VFACTS report published by the Federal Chamber of Automotive Industries (FCAI), with no data on how the Lyriq has performed since its local launch.

Originally priced at $122,000 before on-road costs, the Lyriq has since been discounted, with the Cadillac website currently advertising the five-seat SUV from $95,000 drive-away based on Sydney postcode pricing.

It sits above the smaller Optiq – a rival to the Audi Q6 e-tron and Polestar 4 – which is powered by a 224kW/480Nm dual-motor all-wheel drive electric powertrain and priced from $80,000 before on-road costs.

The flagship three-row Vistiq starts at $116,000 before on-road costs and features a 445kW/880Nm dual-motor all-wheel drive powertrain, with a claimed 461km (WLTP) range from a 91kWh nickel manganese cobalt (NMC) battery. MORE: Explore the Cadillac showroom

Australian-delivered F-150s are built at the Dearborn Truck Plant in Michigan, before being remanufactured to right-hand drive in Melbourne ahead of customer deliveries via local Ford dealers.

Two separate fires at a New York plant in the past seven months – which supplies aluminium to Ford for F-150 production – have significantly impacted supplies of North America’s best-selling vehicle, according to Automotive News.

“It’s a heap of a mess – outside of COVID, I’ve never seen an F-150 shortage like this,” Nick Anderson, general manager of Chuck Anderson Ford in Kansas, told Automotive News.

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Regular supply of the F-150 in the US isn’t expected to resume until the second half of 2026.

Ford Australia told CarExpert the disruption won’t affect local availability for dealers or customers, as it rolls out the updated F-150 range – the first refresh since the extra-large pickup returned to Ford Australia showrooms in 2023.

A spokesperson said Ford’s local arm imports F-150 vehicles in bulk ahead of conversion, and that there are no supply issues for the updated model.

Australian showrooms are now receiving the updated F-150, including a new flagship Platinum grade, though it still isn’t the latest specification offered in the US.

The F-150 was the slowest-selling of the four full-size pickups officially sold in Australia in 2025, largely due to a stop-delivery order between July and October.

Last year the Toyota Tundra found 837 new homes, slightly more than the F-150’s 792, with sales of the Blue Oval brand’s largest dual-cab model down 67.4 per cent on its 2024 total of 2428.

Excluding larger (HD and 2500/3500) derivatives, the Ram 1500 was Australia’s favourite full-size pickup in 2025 with 2674 examples sold, ahead of the Chevrolet Silverado (2209).

Despite the supply disruption, the F-150 remained the top-selling model in the US in the first three months of 2026 with 157,841 sales, ahead of the Silverado and the third-placed Honda CR-V.

That figure excludes just over 2000 sales of the F-150 Lightning electric pickup, which is not officially sold in Australia.

The result is down around 14 per cent on the same period in 2025, when the F-150 recorded 190,389 sales and faced increased competition, with a 27 per cent spike in Ram 1500 sales last year. MORE: Explore the Ford F-150 showroom

“Electric vehicles, especially models like Ora, were originally designed as smaller city vehicles,” GWM chairman Jack Wei said via a translator.

“In the future, we will have more conventionally styled EVs.

“However, large EVs are less likely, because the original concept of EVs is for urban mobility. So the focus remains on smaller, efficient vehicles for city use.”

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His comments come despite GWM revealing an electric version of its new 5.2 to 5.3-metre long flagship luxury SUV, the Wey V9X, at this month’s Beijing motor show.

GWM has yet to release technical specifications for the battery-powered V9X, with the model launching first as a plug-in hybrid (PHEV).

Indeed, GWM offers a wide range of PHEVs, from mid-size crossover SUVs all the way up to large body-on-frame utes and off-road SUVs.

Its EV lineup, at least until now, has been limited to the range of Ora vehicles – including the Ora hatchback sold in Australia, and the Ora 5 crossover that’ll replace it later this year – all of which feature curvaceous, cutesy styling.

The Ballet Cat exemplifies this strategy, as a small hatchback explicitly referred to by GWM as a “women-only vehicle” and offering features like Goddess Mode and Warm Man Mode.

GWM established the Ora brand in 2018, but recently confirmed it would no longer be an EV-only brand.

Unlike other Chinese EV brands like Xpeng and Zeekr, which have transitioned to offering plug-in hybrids and extended-range electric vehicles (EREVs), Ora will add not only electrified powertrains incorporating petrol engines, but also combustion-powered vehicles with no electrification.

Notably, GWM still hasn’t launched a mid-size electric SUV, despite the Tesla Model Y earning the title of the world’s best-selling car in 2023 and inspiring a glut of competitors.

GWM will, however, launch the mid-size Haval Jolion Max crossover SUV in Australia later this year, which will be available with an electric powertrain – the first model outside of GWM’s Ora lineup to be available with electric power. As with the Ora 5, it’ll also be available with petrol and hybrid power, depending on the market.

When looking at other Chinese brands in Australia, Chery and Omoda Jaecoo both also have limited EV lineups, with just a small SUV for each.

BYD, however, offers everything from a city car through to a mid-size sedan and SUV, for a total of six EVs. It also sells full-size EVs in the Chinese market.

MG has five in Australia for now, with more to come, and offers a similarly deep bench including a large SUV and even a convertible, with a ute to follow.

GWM’s largest EV for now, at least until the Wey V9X launches in China, is the Ora Lightning Cat. It’s a mid-size sedan measuring just over 4.8 metres long, with a wagon version on the way. Though GWM brought an example to Australia for evaluation by media, the model has never been introduced locally.

The automaker did reveal a full-size electric sedan in 2021, the Mecha Dragon, but this never reached mass production.

MORE: Explore the GWM showroom

Known as the Lafa 5 Ultra in its homeland, the B05 Ultra features a 180kW/255Nm motor driving the rear wheels.

Buyers can choose between a 56.2kWh battery pack with a CLTC range of 500km, or a 67.1kWh battery that has a range rating of 600km, also under the more generous CLTC standard.

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With the smaller battery, the Lafa 5 Ultra/B05 Ultra can complete the 0-100km/h dash in a claimed 5.9 seconds, putting it in hot hatch territory. The 67.1kWh variant weighs 85kg more, tipping the scales at 1750kg. This extra heft means it needs an extra 0.3 seconds to hit the century mark. Both Ultra grades have a top speed of 170km/h.

By way of comparison, the base B05 Pro has a 132kW/175Nm motor making it good an 8.7-second claimed 0-100km/h time, while the B05 Max uses a 160kW/240Nm motor to complete the 0-100km/h dash in a claimed 6.4 seconds.

Regardless of the battery, the B05 Ultra rides on a retuned and lowered 'Sino-European' suspension setup on 19-inch gunmetal grey alloy wheels. These are paired with 225/45 Hankook Ion Evo tyres up front, and 235/45 rubber at the rear.

Externally, the B05 Ultra is distinguished by a body kit comprising a deeper front splitter and larger rear wing, as well as grey logos and badging. Just three paint options are available: grey, green and yellow.

Inside, there are sports seats, and faux suede trim for the seats, headliner and pillars, plus a heated steering wheel, massaging front seats, and yellow highlight trim.

Other standard features include a 12-speaker sound system, an advanced driver assistance system with a LiDAR array, a 256-colour ambient lighting system, and a panoramic glass roof with an electric sunshade.

While the regular B05 has been confirmed for export markets including Australia, where it will go on sale in the fourth quarter of this year, Leapmotor is yet to make any official announcements about the Ultra’s availability outside of China.

However, at the B10 small electric SUV's global launch last November, the Chinese brand’s global head of marketing and sales Francesco Giacolone told media the hotter Ultra flagship will join the standard B05 on sale in Australia by early 2027.

MORE: Explore the Leapmotor showroom

The Korean brand's established electric SUV has entered 2026 with just four variants, all powered by the same 84kWh battery, dropping the old range-opening 63kWh option and raising the base price by $6400 in the process.

That followed range-wide price increases of $2300 in 2025, and led to the introduction of a handful of new variants. The second-cheapest variant is now called the Elite RWD rather than the Dynamiq, and it's no longer available as an all-wheel drive grade.

The Epiq has been replaced by the 2026 Hyundai Ioniq 5 N Line Premium on test here, which is now all-wheel drive exclusively and gets the previously optional N Line pack as standard.

Is the new sporty variant worth its hefty price tag, or do the cheaper, rear-drive options still make more sense?

How much does the Hyundai Ioniq 5 cost?

The N Line Premium is the most expensive non-performance Ioniq 5 variant (without a full-strength N badge) currently on sale, priced at $91,700 before on-roads.

The cohort of mid-size electric SUVs in Australia seems to be growing constantly, so we'll narrow the rivals down to a few key contenders.

One is the related Kia EV6 which, in equivalent GT-Line AWD trim, costs $87,660 before on-roads.

Another is the BYD Sealion 7, which is available for $63,990 before on-roads in all-wheel drive Performance guise. The segment leader, however, remains the Tesla Model Y, priced at $68,900 before on-roads in Premium Long Range trim.

A key point is that both the BYD and Tesla offer considerably more power, even if they aren't quite the premium offerings that Hyundai's Ioniq 5 can be.

To see how the Hyundai Ioniq 5 stacks up against the competition, use our comparison tool

What is the Hyundai Ioniq 5 like on the inside?

Luxuriously appointed, and way more spacious than you might expect.

That's consistent with the Ioniq 5 exterior that looks bigger in the metal than it does in images, which make it appear quite small by family SUV standards, thanks in part to its hatchback-like proportions.

But in the real world it looks like a hatchback that's been magnified two or three times, so it comes across as somewhat bloated when you're standing next to it. We'll detail the on-road effects of that later, but the benefit is that it translates into a large, open cabin.

The perception of space is aided by the 'floating' centre console, which creates a flat floor with no divider between the footwells on either side. As a driver, I don't love this setup – it almost gives you the impression of sitting on a bus, rather than being nestled into a sporty electric car.

Still, everything looks and feels lovely, and the general vibe is premium with sporty undertones. That's exactly what Hyundai's N Line range is supposed to be, making it noticeably different to the garden-variety Ioniq 5s and the full-fat N-car.

The nicest appointments are arguably the steering wheel and the seats. The former is wrapped in a mix of smooth and perforated leather, and despite being huge in both thickness and diameter, it's comfortable to hold thanks to sensible sculpting.

Its buttons are all solid and finished in durable, dull plastic. There's also a heating function and a sprinkling of edgier red accents, for the stitching and the drive mode button. It all comes across as fairly tasteful, apart from the huge 'N' logo on the horn pad of this non-N variant.

Likewise, the seats are upholstered in a mix of leather and suede, and the 'N' branding is a bit try-hard here too, but the front pews do offer strong bolstering and they feel sporty yet comfortable.

Power front-seat adjustment is standard, and the driver can even adjust the passenger seat position via a set of satellite buttons. The N Line also gets heating and ventilation functions up front, which are toggled via an array of switches on the centre console.

Front and centre is a 12.3-inch touchscreen infotainment system complete with wireless Apple CarPlay and Android Auto connectivity. It shares its housing with the digital driver's instrument display, which means it sits on somewhat of a shelf on the dashboard.

This is a neater integration than plonking the upright screen on top of the dash, and it all looks quite tidy. The system itself is graphically sharp and shows no major input lag, while offering connected services that include a suite of useful apps, such as weather.

On its right is the 12.3-inch instrument display. This is also as graphically clean as Hyundai screens tend to be, with plenty of information available at the press of a button. Its colours and visual theme also change depending on the drive mode.

Our only minor gripe is that square instrument clusters never quite work behind round steering wheels, as demonstrated by the way the Ioniq 5's tiller obstructs the display's upper corners.

As tactile as most of the interior is, we still find the climate system a little finicky. It's a touch-sensitive digital arrangement situated on a piano-black panel, and while it's easy enough to figure out on the fly, it can't hold a candle to real buttons.

Otherwise, the front of the cabin is fairly functional. Wireless smartphone mirroring means you can leave your phone charging on the wireless charger on the tray table-like centre console. You can also plug it into the USB-C ports under the dash, but they feel impossibly far away.

There are multiple generous storage options in the middle, including a bin below those USB ports, and a pair of large cupholders plus a phone-sized slot higher up. You also get decently sized bottle holders in the door cards and a regular passenger-side glovebox.

The second row is similarly spacious, though the position of the battery pack means the floor seems relatively high, and toe room is tight. Legroom and headroom aren't compromised though, and most people should have no issues fitting in the back.

Interestingly, there's power sliding adjustment for the rear bench, which seems a little unnecessary. At least the rear floor is completely flat, which makes it easy for passengers to slide across if need be, and allows for enough space to fit three people across in relative comfort.

Storage options include a small cubby on the back of the centre console, which sits below two USB-C ports. There are also map pockets on the front seatbacks, bottle holders in the doors, and a fold-down centre armrest with cupholders.

The Ioniq 5's boot is very spacious with a practical square floor. The sloped rear window allows for plenty of vertical space to lean in while loading up, and the power tailgate makes everything a little bit easier.

That said, there's only a little extra space under the floor, which means you only get a tyre repair kit. And under-bonnet storage is limited to a small, shallow tray.

To see how the Hyundai Ioniq 5 stacks up against the competition, use our comparison tool

What’s under the bonnet?

The Ioniq 5 N Line Premium is fitted with an electric motor on each axle, delivering peak outputs of 239kW of power and 605Nm of torque, and providing for all-wheel drive as standard.

Our week with the car involved a fair chunk of highway commuting, offset somewhat by running errands in the suburbs and pushing the car on twisty roads. The result was observed energy consumption noticeably lower than Hyundai's claim.

To see how the Hyundai Ioniq 5 stacks up against the competition, use our comparison tool

How does the Hyundai Ioniq 5 drive?

The Ioniq 5 is a car that wows initially, but we found ourselves enjoying it less as the week went on.

On first impressions, the cabin's layout and higher-end feel make it seem quite premium, and you'll immediately notice that everything feels substantial once you start moving. Power delivery is smooth, and it's fairly quiet inside thanks to decent sound insulation.

We also enjoyed the configurability of the driving systems, as with other Hyundai EVs. The main drawcard is multiple distinct regenerative braking strengths, ranging from nothing to full one-pedal driving capability.

This can be operated on a whim using the steering wheel paddle 'shifters'. Similarly, it's easy enough to enable or disable any of the car's safety settings via the infotainment touchscreen, and you can also program a shortcut button for them on the steering wheel.

Thankfully, the Ioniq 5 features Hyundai's mute shortcut for the speed-limit warning, allowing you to silence the infernal overspeed warning by holding down the volume scroll wheel for a few seconds. It isn't perfect, and you'll have to do it every time you get in, but it's something.

Our main issue with the Ioniq 5's on-road behaviour is perceived weight. It feels incredibly heavy, which is surprising given its 2.2-tonne tare mass isn't all that excessive by EV standards.

In the simplest terms, it feels like the suspension is overworked in its efforts to keep body roll in check, judging by the way it either bucks over bumps or ploughs through them.

This is partly why we say it feels somewhat bloated. Any expectation of a hatch-like driving experience is quickly banished on a winding road thanks to its weighty feel and physical size.

The compromise is non-adaptive suspension that's set up more stiffly than we'd like, even for an N Line model, yet still struggles to deliver solid road holding. It remains comfortable enough on typically poor Australian roads, but you can certainly feel every sharp edge in the surface.

Gritting your teeth and anchoring yourself in the driver's seat allows you to carry decent speed through bends, because the Ioniq 5 handles relatively well despite its heft, as evidenced by the next-level dynamic capability of the mighty Ioniq 5 N.

Steering feel is generous and communicative enough to give you a good understanding of what the front tyres are doing beneath the car. There are drastic differences available via the drive modes, too.

In Normal or Eco, the steering is appropriately light without feeling flimsy, striking a good balance between feedback and daily drivability. In Sport mode, a fair amount of artificial weight is piled on, but it still feels intuitive and makes nuanced inputs a little more precise.

The same applies to the powertrain. It's fairly docile outside of Sport mode, only winding up properly if you lay into the 'throttle' – perfect if you need to make an overtake or shoot into a gap in traffic.

Flicking into Sport mode, however, sharpens things up nicely. It reveals the car has plenty of power, and the more potent throttle response makes for a far more engaging driving experience when the intensity picks up.

This makes it an enjoyable car to drive, and one that's easy enough to live with thanks to its impressive cabin refinement and a decent audio system.

Unfortunately, our long-standing gripes with Hyundai's safety tech detract from the experience. We've mentioned the speed limit warning, but there's a more intrusive problem that'll make itself known.

The car will occasionally attempt to steer itself away from the side of the road for no apparent reason, aggressively grabbing the steering wheel without warning.

It's at its worst on roads with broken or no lane markings, or when driving over sharp crests with a slight bend. The sudden jerk of the wheel can be unsettling, and it always feels like an emergency measure rather than a considered evasive manoeuvre.

As with the audible speed limit warning, however, you can disable the lane-keeping system at the press of a button on the steering wheel, but it's still unnecessarily annoying.

Countering that are other driver aids that are fairly well calibrated. The adaptive cruise control and lane-centring functions, for instance, are reliable and adapt well to surrounding traffic, while confidently keeping the vehicle in its lane.

Overall, the Ioniq 5 N Line Premium is a solid EV, but sometimes seems a little unsure whether it's trying to be a sporting SUV or a slightly posher version of a docile commuter.

To see how the Hyundai Ioniq 5 stacks up against the competition, use our comparison tool

What do you get?

The Hyundai Ioniq 5 is now available in four trim levels in Australia.

2026 Hyundai Ioniq 5 equipment highlights:

• Heat pump
• Battery conditioning
• Vehicle-to-Load outlet (inside)
• Remote Smart Parking Assist 2
• Eco, Normal, Sport, Snow drive modes
• One-pedal drive mode
• 19-inch alloy wheels (new design)
• Tyre repair kit
• Automatic projector LED headlights
• Automatic high-beam
• Acoustic laminated windscreen, side door glass
• Heated, power-folding exterior mirrors
• Rain-sensing wipers
• Liquid Silver body cladding
• Satin chrome exterior trim
• Proximity entry with push-button start
• 12.3-inch digital instrument cluster
• 12.3-inch touchscreen infotainment system
• Wireless Apple CarPlay and Android Auto
• Wireless phone charger
• 6-speaker sound system
• 4 x USB-C outlets
• 2 x 12V outlets
• Dual-zone climate control
• 10-way power driver’s seat with 2-way lumbar
• Sliding, 60:40 split/fold rear seats
• Wool yarn/eco-processed leather upholstery
• Cloth knit headliner
• Leather-wrapped steering wheel
• Ambient interior lighting
• Alloy scuff plates
• Power windows with auto up/down for all windows

Ioniq 5 Elite adds:

• 20-inch alloy wheels
• 255/45 Michelin Pilot Sport EV tyres
• Rear privacy glass
• Hands-free power tailgate
• Head-up display
• 8-speaker Bose sound system
• Sliding centre console
• ‘Eco-processed’ leather-appointed upholstery
• Heated front seats
• 10-way power passenger seat with 2-way lumbar
• Alloy pedals
• Luggage net

Ioniq 5 N Line Premium adds:

• Vision Roof (fixed glass roof with power sunshade)
• Projector LED headlights with Intelligent Front Lighting System
• N Line-exclusive front and rear bumper, lighting signatures, badging
• Body-colour cladding
• 20-inch N Line alloy wheels
• Suede and leather upholstery
• Front ‘relaxation’ seats
• Ventilated front seats
• Heated rear seats
• Memory for all seats
• 2-way power rear seats
• Heated steering wheel
• Rear door sunshades
• Red stitching
• N Line steering wheel with red stitching

Ioniq 5 N adds:

• 21-inch forged alloy wheels
• 275/35 R21 Pirelli P-Zero HN tyres
• Adaptive suspension
• N e-shift
• N Active Sound+
• N Launch Control
• N Drift Optimiser Pro
• N Torque Distribution
• N Battery pre-conditioning
• N Race mode
• Electronic limited-slip differential
• 400mm ventilated front brake rotors
• 360mm ventilated rear brake rotors
• Alcantara and leather upholstery
• N light sports seats (without power adjustment)

To see how the Hyundai Ioniq 5 stacks up against the competition, use our comparison tool

Is the Hyundai Ioniq 5 safe?

The Hyundai Ioniq 5 has a five-star ANCAP safety rating, based on testing conducted by Euro NCAP in 2021.

Standard safety equipment includes:

• 7 airbags, incl:
• • Front
  • Front centre
  • Side
  • Side curtain
• Adaptive cruise control with stop/go
• Autonomous emergency braking
• • Pedestrian, cyclist and vehicle detection
  • Junction turning and crossing assist
  • Lane change oncoming and side assist
  • Evasive steering assist
• Blind-spot assist
• Blind-Spot View Monitor
• Driver attention warning
• Front and rear parking sensors
• Highway Driving Assist 2
• Intelligent Speed Limit Assist
• Lane Following Assist (lane centring)
• Lane-keep assist
• Leading vehicle departure alert
• Rear cross-traffic assist
• Rear occupant alert
• Safe exit assist
• Surround-view camera
• Tyre pressure monitoring

To see how the Hyundai Ioniq 5 stacks up against the competition, use our comparison tool

How much does the Hyundai Ioniq 5 cost to run?

Hyundai Australia backs its model range with a seven-year, unlimited-kilometre warranty (if you service on time at a Hyundai dealer), and its EV batteries with an eight-year, 160,000km warranty.

Hyundai Australia's individual service costs are detailed below:

Hyundai's two-year service intervals are fairly uncommon, even by EV standards. We'll therefore look at eight years of servicing for comparison's sake, which works out to a total of $2712.

That's understandably slightly more than the seven-year plan Kia offers for its related EV6, which costs $2319 for non-GT variants.

Interestingly, eight years of Ioniq 5 servicing costs less than eight years of BYD Sealion 7 servicing ($3184).

To see how the Hyundai Ioniq 5 stacks up against the competition, use our comparison tool

CarExpert’s Take on the Hyundai Ioniq 5 N Line Premium AWD

The Ioniq 5 is a great EV, but the N Line Premium gets lost in the fray.

The mainstream Ioniq 5 variants are clear in their brief: offer decent driving dynamics with a stylish interior and an electric driving range that doesn't render it completely irrelevant. The Ioniq 5 N, meanwhile, is intended to be the benchmark for high-performance EVs.

The N Line, though, brings sportier styling but lacks much of the substance required to back that up. It still feels heavy, its driving range is shorter than the rear-drive Ioniq 5s, and the sporty interior bits seem a little too try-hard.

And it's uncomfortably expensive. I'd rather own the equivalent EV6, which feels far more mature in both its presentation and driving experience. Hell, I'd even prefer the rear-drive EV6 GT-Line, given it's more affordable and feels lighter on its feet.

Of course, it's also impossible to ignore the value now presented by several Chinese rivals, particularly the Sealion 7, even if it isn't supposed to be as premium as the Ioniq 5.

There are plenty of positives about the Ioniq 5, though. Its interior is comfortable and exudes undeniably high material and build quality, and most of its appointments – including the sportier seats and steering wheel – are actually nice to live with if you're not bothered by the misleading 'N' branding.

The cabin is also practical and the boot spacious, which should be more than enough to keep all manner of occupants and cargo satisfied.

And the performance on offer here isn't bad at all, delivering noticeably more poke than lesser Ioniq 5 grades. At the end of the day, the Ioniq 5 still feels more like a car than a spaceship, but is all that enough to warrant spending more for the N Line? We don't think so.

If you're in the market for a solid mid-size electric SUV, the Hyundai Ioniq 5 N Line is well worth looking at. But unless you really want an N-flavoured example (for far less than N money), you'll be better off with a cheaper version.

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Click the images for the full gallery

MORE: Explore the Hyundai Ioniq 5 showroom

The Tank 500 hybrid is in runout, with only stock of the blacked-out, top-spec Vanta version of the large off-road SUV remaining alongside the Ultra plug-in hybrid (PHEV).

That leaves only the two most expensive Tank 500 variants in showrooms for the coming months, with these priced at $74,490 and $76,990 drive-away, respectively. The now-axed Lux Hybrid previously opened the range at $64,490 drive-away.

GWM’s answer to the Toyota Prado will – along with the closely related Cannon Alpha ute – gain GWM’s new 3.0-litre turbo-diesel four-cylinder engine in the third quarter (July to September) of 2026.

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GWM has confirmed it’s benchmarking it against the 3.0-litre turbo-diesel used by the Ford Ranger and Everest in terms of performance and drivability – despite that engine featuring a pair of extra cylinders.

And despite being a four instead of a six, peak torque is actually higher (620Nm vs 600Nm), with maximum power not far behind (170kW vs 184kW). The hybrid, by comparison, has total system outputs of 255kW and 648Nm.

The new diesel will be mated with a nine-speed automatic transmission and a four-wheel drive system.

GWM promises a five per cent improvement in fuel consumption on the NEDC cycle compared to the 2.4-litre turbo-diesel used in the Cannon Alpha, and a 20 per cent improvement in the claimed 0-100km/h acceleration time. And despite lacking electrification, at least for now, the Tank 500 3.0TD isn’t expected to pollute much more.

“The diesel is actually similar to the hybrid from a CO2 point of view,” GWM Australia product planning manager Tim Leong told CarExpert.

On the combined cycle, the existing Tank 500 hybrid emits 199g/km, only 1g/km less than the Prado, which has a mild-hybrid 2.8-litre turbo-diesel four-cylinder engine. Both beat the Everest V6, which emits 224g/km.

The axing of the Tank 500 hybrid means buyers will have to opt for the diesel if they want seven seats, as the PHEV is available as a five-seater only.

But while the diesel will likely be more affordable than the PHEV, it’s unclear what price the Tank 500 range will open at once the 3.0-litre arrives.

GWM is looking to manage complexity as its powertrain lineup swells

“Moving forward, potentially in the case of the Tank 500, instead of having Lux, Ultra etc, we just have Ultra,” said Mr Leong.

GWM Australia is looking to add another seven-seat SUV in the Haval H7 Plus – a crossover SUV with car-like unibody construction – which is likely to provide a more affordable alternative to the Tank 500 for buyers not after off-road capability.

The company offers petrol, diesel, hybrid, plug-in hybrid and electric powertrains, depending on the model, and has now confirmed diesel hybrid and diesel plug-in hybrid powertrains are in the works.

It’s part of a strategy to offer a wide range of powertrain types, with GWM chairman Jack Wei looking to Toyota for inspiration.

The new electrified diesels are due for release in China in 2027, and either one or both of these powertrains will come to Australia.

GWM has yet to confirm which models will be offered with these electrified diesel powertrains, however, it’s understood the hybrid and plug-in hybrid systems can be mated with the brand’s existing 2.0-litre, 2.4-litre and upcoming 3.0-litre four-cylinder turbo-diesels.

The Tank 500 is GWM’s third-slowest seller in Australia, with 1519 examples delivered here last year, down 9.2 per cent on the previous year. That tally was less than a third of the volume of the smaller, more affordable Tank 300 off-road SUV.

So far this year, GWM has delivered 282 Tank 500s as it depletes stock of hybrid variants. The recently launched Denza B5 – another large Chinese off-road SUV, but available only with PHEV power – has pushed ahead of it with 546 deliveries in the first quarter of 2026.

MORE: Explore the GWM Tank 500 showroom

The 3.0-litre diesel engine will produce 170kW of power and 620Nm of torque, up 35kW and 140Nm on the 2.4-litre turbo-diesel four it will replace in the Cannon Alpha.

It’ll be the first time a diesel has been offered in the Australian-market Tank 500, where it’ll replace the existing 2.0-litre turbocharged four-cylinder petrol hybrid variant that’s in runout.

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The 3.0-litre Cannon Alpha and Tank 500 are due on sale here in the third quarter (July to September) of 2026, and will come standard with a nine-speed automatic transmission and four-wheel drive.

They’ll both offer a braked towing capacity of 3500kg, something the Cannon Alpha already manages but the Tank 500 doesn’t, as it can only haul 3000kg.

GWM has confirmed it benchmarked the performance and drivability of its new 3.0-litre turbo-diesel four against the 3.0-litre turbo-diesel V6 that powers the Ford Ranger and Everest.

And despite the Ford mill having two extra cylinders, its peak torque output is slightly lower at 600Nm. The Ford engine does pull ahead of the GWM oil-burner in terms of power, though, with 184kW – 14kW more than the new Chinese 3.0-litre.

It’ll be the equal-largest-displacement turbo-diesel four-cylinder engine available in Australia, tied with the 3.0-litre in the Isuzu D-Max ute and MU-X large SUV, and the Mazda BT-50 utes. However, these vehicles only offer outputs of 140kW and 450Nm.

GWM hasn’t confirmed any other specifications yet, but promises a five per cent improvement in fuel consumption on the NEDC cycle compared to the 2.4-litre turbo-diesel, and a 20 per cent improvement in the claimed 0-100km/h acceleration time.

For context, the Cannon Alpha 2.4-litre diesel consumes 8.9L/100km.

In terms of emissions, at least in the Tank 500 the new diesel is said to offer similar CO2 figures to the existing hybrid.

“The diesel is actually similar to the hybrid from a CO2 point of view,” GWM Australia product planning manager Tim Leong told CarExpert.

On the combined cycle, the Tank 500 hybrid emits 199g/km, only 1g/km less than the Toyota Prado which has a mild-hybrid turbo-diesel four-cylinder engine.

The hybrid does have more power and torque, though, with total system outputs of 255kW and 648Nm.

The new diesel will be compatible with hybrid and plug-in hybrid systems currently in development, with GWM planning to launch electrified diesels in China early in 2027. Australia is set to follow, though it remains to be seen whether we will get both powertrain types.

MORE: Explore the GWM Cannon Alpha showroom

MORE: Explore the GWM Tank 500 showroom

Lepas (pronounced ‘lee pas’) is a premium brand owned by Chinese automaker Chery, and it’s set to launch in Australia in mid-2026 with at least six models.

Having already shown the hybrid-powered L8 large SUV, the automaker has said it will introduce models with badges ranging from L1 through to L9, with each number corresponding to an increase in size.

Similar in size to the Toyota RAV4, the L6 was first shown at Milan Fashion Week in Italy and has been confirmed with a 67kWh battery and 435km of driving range on the WLTC cycle.

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The smaller L4 had previously been revealed with petrol engines, with the Beijing show car providing the first look at the battery-electric version as part of the brand’s multi-powertrain strategy.

Neither of the new EVs has been officially confirmed for Australian showrooms, with the Lepas Australia website only displaying the L8 Super Hybrid above two SUV silhouettes labelled ‘Coming Soon’.

The Lepas L4 is a compact SUV based on the same underpinnings as the Chery Tiggo 4, which competes with the Mahindra XUV 3XO to be one of the most affordable SUVs on sale in Australia.

The L4 measures approximately 4406mm long, 1820mm wide and 1635mm tall on a 2700mm wheelbase, making it similar in size to the Toyota Yaris Cross and Volkswagen T-Cross.

While the petrol version sold overseas uses a 1.5-litre four-cylinder petrol engine producing up to 108kW of power and 225Nm of torque, the EV version is expected to use a front-mounted electric motor.

Few additional details have been confirmed, but the L4 EV is expected to share components with the Jaecoo J5 EV, which produces 155kW and has a 61.1kWh lithium iron phosphate battery offering a claimed 402km range (WLTP).

As the brand prepares to establish itself here, Chery Australia hasn’t confirmed whether Lepas models will be sold through Chery dealerships locally, or via Omoda Jaecoo outlets.

Set to join Chery, Omoda Jaecoo and the Chinese auto giant’s upcoming Jetour, iCaur and Freelander brands, Lepas will face competition from other premium brands from the world’s largest auto market, including BYD’s Denza and MG’s IM Motors – both of which are already on sale locally – plus GWM’s Wey brand, which is also due in Australia in 2026. MORE: Chery-owned Lepas to differentiate itself with the help of fashion brands

Speaking to CarExpert during a recent drive event near the company’s headquarters in Wuhu, China, an iCar product manager confirmed preparations are well underway to introduce the brand in both markets early next year.

The brand is expected to be renamed ‘iCaur’ locally due to trademark conflicts with Apple, and was originally launched in China in 2023 as a dedicated EV offshoot of Chery.

Positioned as more rugged and design-led alternatives to mainstream EVs, iCar’s boxy SUVs are set to rival affordable electric offerings from fellow Chinese auto brands like MG and BYD, while also appealing to buyers of traditional off-roaders such as the Suzuki Jimny and Jeep Wrangler.

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The local lineup is expected to be headlined by the iCar V27, which debuted in right-hand drive form at the 2026 Beijing motor show last Friday (April 24).

The V27 is an extended-range electric vehicle (EREV) that pairs a 1.5-litre turbocharged four-cylinder petrol engine with a lithium iron phosphate (LFP) battery. The engine acts as a generator rather than directly driving the wheels.

In all-wheel drive guise, the V27 features a 34kWh battery offering a claimed 150km of electric-only driving range, and a total range of up to 995km (NEDC).

Total system outputs are quoted at 335kW of power and 505Nm of torque, enabling a claimed 0-100km/h time of 5.9 seconds for the 2355kg large SUV.

Measuring 5045mm long, 1976mm wide and 1894mm high, the V27 is larger than the new Denza B5 off-road SUV recently launched by BYD, and also bigger than the Land Rover Defender 110. And its exterior design appears to have been at least somewhat inspired by the British off-roader.

A second iCar model, the V25, is expected to follow after launch. Still under development and due for reveal in mid-2026, it will be slightly smaller at around 4800mm in length, but will also adopt EREV powertrain technology.

In its home market, iCar already offers two fully electric models: the 03 and V23. The latter has drawn comparisons to the Suzuki Jimny thanks to its compact, boxy proportions and off-road capability.

The V23 features an 81kWh battery, produces 155kW and 292Nm, and has a claimed driving range of 430km. While not yet confirmed for Australia, it’s understood the model is a strong candidate for local introduction once right-hand drive production begins in 2027.

The rollout of the iCar/iCaur brand Down Under is expected to align with the start of right-hand drive V27 production in the first quarter of 2027, and the brand's launch model lineup and dealer network details are due to be announced in the third quarter of 2026.

iCar's local launch was previously confirmed to CarExpert at the 2025 Shanghai motor show, where Chery International president Zhang Guibing said extended-range powertrains (dubbed by iCar as REVs) would be more suitable than EVs for the longer distance travelled by Australians.

“iCar launched in China as an EV [brand]. But very quickly we will introduce REVs. The REV will address range anxiety, so I’m sure Australian customers will appreciate it,” said Mr Guibing.

“We are trying to make a difference. iCar is a completely different brand for Chery, and in the future we want to provide a different experience to different customers.”

Apart from its existing namesake brand and Omoda Jaecoo, which hope to become top-five and top-10 auto brands in Australia by the end of next year respectively, Chery will also launch the Lepas and Jetour brands here this year, and the Freelander and iCaur brands here in 2027.

MORE: Chery boss confirms iCar brand for Australia

MORE: All the Chinese auto brands coming to Australia in 2026 and beyond

The southern state already has Australia’s second-highest registration costs behind New South Wales, with its location-based fee structure often exceeding $900 per car in metropolitan areas.

But Victorian motorists will be able to apply for a 20 per cent rebate from June 1, reducing the price of each registration by up to $186 for the 2025-2026 financial year.

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The one-off registration bonus was announced by the Allan Labor government over the weekend and will be available to the owners of all light vehicles registered for personal use.

Individuals can claim rebates for up to two vehicles registered in their name, which would boost the cashback amount to $372 if they paid the maximum $930.70 annual registration fee.

Victorian premier Jacinta Allan said the scheme was a direct response to the surge in petrol and diesel prices due to conflict in the Middle East.

“I’m determined to use government to help Victorians who are under pressure,” said premier Allan in a press release.

“Like cheaper PT [public transport], this won’t fix everything, but it’s immediate action I can take to make a difference.

“We can afford it because it’s one-off cost-of-living help right now, while we are delivering a surplus.”

It’s understood the rego rebate will be applicable to up to four million vehicles – including cars, SUVs and utes, but not fleet vehicles or heavy commercial trucks weighing over 4.5 tonnes – and will cost the Victorian Government around $750 million in lost revenue.

That’s in addition to the $432m lost from reducing public transport fees. Public transport is free in Victoria until May 31, and half-price from June 1 until the end of this year.

Eligible motorists will need to apply for the 20 per cent rego rebate through the Service Victoria website, where they can fill out an online form and receive cash back in their bank accounts within 90 days.

Applications will be open between June 1 and July 31.

MORE: Petrol prices fall as diesel rises despite excise cut

The Chinese automaker also revealed a new T70 – a successor to the current Ford Ranger-sized T60 sold here – including a PHEV variant.

Both the T70 PHEV and Terron 9 PHEV could take on a growing number of plug-in hybrid dual-cab utes in Australia, including the GWM Cannon Alpha PHEV, BYD Shark 6, Ford Ranger PHEV, and the upcoming JAC Hunter PHEV.

LDV Australia hasn’t confirmed if the T70, T70 PHEV or Terron 9 PHEV will be sold here, but has been contacted for comment.

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It’s likely the T70 would wear the familiar T60 badge in Australia if it was introduced locally.

The current T60 is based on a now decade-old model – not unusual for a dual-cab ute – and few details of the new T70 were shared at the Beijing motor show announcement.

The T60 is sold here with a 2.0-litre four-cylinder turbo-diesel engine paired with an eight-speed automatic and dual-range four-wheel drive, priced from $41,025 drive-away.

There’s also an electric version, badged eT60 and priced at $92,990 plus on-road costs, with a single 130kW/310Nm electric motor, rear-wheel drive, and a claimed driving range of up to 330km (WLTP).

The sneak peek of the T70 in Beijing shows it will feature more squared-off styling, with slim headlights, an upright front-end, integrated roof rails and black wheels, bringing it closer in design to the newer Terron 9.

The diesel-powered Terron 9 arrived in Australia in 2025 as a value-focused dual-cab ute positioned above the T60 in the local LDV lineup, and is currently priced from $53,674 drive-away.

As with the T60/T70, the PHEV system will be the third powertrain offered for the Terron 9 in China, alongside the current turbo-diesel sold here and the battery-electric eTerron 9, which is still yet to arrive in Australian showrooms.

The Terron 9 shares its core underpinnings and 2.5-litre four-cylinder turbo-diesel with the more expensive MG U9 dual-cab, with both utes also using the same eight-speed automatic transmission and four-wheel drive system.

That’s notable because MG Australia has already announced plans to add a PHEV version of the U9 to the local lineup in 2027. Both brands are part of the SAIC Motor group.

Details of the Terron 9 PHEV and MG U9 PHEV powertrains – which are likely to be closely related – haven’t been disclosed by either brand yet.

The current best-selling PHEV dual-cab ute in Australia is the BYD Shark 6, which until recently was offered in a single model grade fitted with a 1.5-litre turbocharged four-cylinder petrol engine and two electric motors producing 321kW and 650Nm.

Earlier this month BYD added a new Shark 6 Dynamic cab/chassis variant with the same PHEV system and outputs, along with a new flagship Shark 6 Performance powered by a larger 2.0-litre engine delivering 350kW and 700Nm.

The larger engine also enables a 3500kg braked towing capacity, while other Shark 6 variants remain rated to tow only 2500kg. MORE: Explore the LDV showroom

GWM’s Haval brand in China offers a larger crossover SUV under the H6L (with petrol power) and Xiaolong Max (with plug-in hybrid power) nameplates, and it’s due in Australia early in 2027.

The new H6 was first launched in China in 2023, and CarExpert reported in 2024 it was bound for Australia as an H6 replacement. GWM Australia subsequently introduced a facelifted version of the existing H6 in 2025, which had been revealed for China in April 2024, after initially ruling the update out.

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The brand is now weighing whether it will continue to offer petrol, hybrid and plug-in hybrid (PHEV) powertrains in the new-generation model, given tightening emissions standards Down Under.

Until the recent fuel price spike, Haval H6 sales were evenly split between electrified and non-electrified powertrains.

The new-generation model is a larger vehicle than the current H6, measuring 4780mm long, 1895mm wide and 1730mm tall on a 2800mm wheelbase – up 77mm in length and 9mm in width, and 62mm in wheelbase.

For context, a Kia Sorento measures 4815mm long, 1900mm wide and 1700mm tall on a 2815mm wheelbase.

Despite the increase in footprint, boot space drops from 560 to 436 litres compared with the outgoing model, likely due to the more rakish tailgate.

There’s also still only seating for five, with GWM considering the introduction of the Haval H7 Plus – available with either five or seven seats – to help fill this gap in its lineup.

The brand has never offered a large, three-row crossover SUV, with buyers who need more than five seats having to step up to the Toyota LandCruiser-size Tank 500 (or, previously, the Haval H9).

GWM Australia will also squeeze the Haval Jolion Max into the gap between the Haval Jolion and the new Haval H6. It measures 4590mm long, 1877mm wide and 1675mm tall on a 2710mm wheelbase, putting it in the mid-size SUV segment unlike the small Jolion.

The existing Haval H6 GT is set to continue alongside the new Haval H6, as it’s running on a different model cycle. With the petrol-powered Ultra grade ending production next month, it’ll soon be PHEV-only.

The new-generation H6 is available with a 170kW/380Nm turbocharged 2.0-litre four-cylinder petrol engine mated with a nine-speed automatic and either front- or all-wheel drive. A smaller 1.5-litre turbo four is also offered in China.

Front-wheel drive hybrid versions mate a turbocharged 1.5-litre four-cylinder petrol engine with a direct hybrid transmission, a 1.53kWh battery, and total system outputs of 182kW and 535Nm

With all-wheel drive, total torque rises to 670Nm.

PHEV versions also use a 1.5-litre turbo four, mated with either 23.7kWh or 33.8kWh lithium iron phosphate (LFP) batteries.

With front-wheel drive, outputs are 240kW and 535Nm, and WLTC electric-only range is 110km.

All-wheel drive variants produce 280kW and 670Nm, and offer a range of 95km with the smaller battery and 140km with the latter.

Regardless of powertrain, the new H6 rides on MacPherson strut front and multi-link independent rear suspension.

Inside, there’s a 12.3-inch digital instrument cluster and a 14.6-inch touchscreen infotainment system.

GWM expects to continue to grow sales for the Haval H6 nameplate, particularly as it expands its dealership network.

Moving forward, it still expects the Haval H6 to be its strongest-selling mid-size SUV, even with the Jolion Max sliding in under it in the local lineup.

In the first quarter of 2026, GWM delivered 3844 examples of Haval H6, up 12 per cent on the same period last year and well above the niche Haval H7 (292 deliveries).

The Haval H6’s tally put it just two units ahead of the usually top-selling Toyota RAV4, as that vehicle goes through a generational changeover, and in sixth-place overall in the mainstream mid-size SUV segment. It beat fellow Chinese SUVs like the Chery Tiggo 7, Jaecoo J7 and MG HS by a considerable margin.

MORE: Explore the GWM Haval H6 showroom

The Chinese brand revealed the second-generation Yuan Plus electric SUV at last week's 2026 Beijing motor show opening. In its first generation, the Yuan Plus was rebadged as the Atto 3 in a vast array of export markets.

Notably, the first-generation Atto 3 was the first BYD model introduced in both Australia and New Zealand, arriving in both markets in late 2022.

However, the second-generation Yuan Plus is considerably larger than its small/mid-size SUV predecessor, prompting BYD's New Zealand division to badge it as the Atto 5 rather than continuing the Atto 3 nameplate when it arrives across the ditch in 2027, as first reported by Kiwi publication Auto Trader.

We've contacted BYD Australia for comment on whether its local lineup will follow suit.

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The higher number is logical and reflects the SUV's growth in size. Measuring 4665mm long, 1895mm wide, and 1675mm tall on a 2770mm wheelbase, the new Yuan Plus is a whole 210mm longer, 20mm wider, and 60mm taller than the SUV it replaces, with its wheelbase also lengthened by 50mm.

It will also be based on a new 800V electrical architecture, which brings with it the shift from a front-wheel drive layout to rear-wheel drive configuration. Two single-motor powertrains will be available, producing either 200kW or 240kW, both up considerably on the current Atto 3's 150kW.

Two battery packs will also be available, both based on BYD's second-generation 'Blade' technology. Capacities are quoted at either 57.5kWh for the 200kW option, providing 540km of driving range, or 68.8kWh for the 240kW alternative with up to 630km of range – both on the more lenient CLTC test cycle.

Confusingly, this all-new second-generation model has been revealed even before the Australian debut of the mid-life facelift for the original Atto 3. Dubbed the Atto 3 Evo, it brings substantial under-the-skin changes that are similar to those of the MkII Yuan Plus/Atto 5.

Of note is the switch to a rear-drive layout for the base 230kW single-motor variant, along with the introduction of a 330kW dual-motor all-wheel drive option. Both use an 800V electric architecture and offer WLTP driving ranges of 510km and 470km respectively, from the same 74.8kWh battery.

Visual changes have been far less substantial, with revised exterior styling, tweaks to the interior layout, and tech updates being the other highlights. The new electrical architecture has also allowed the addition of a 110-litre under-bonnet storage area.

The Atto 3 Evo went on sale in the UK in February 2026, but while the model has appeared in Australian Government certification documents, it's yet to arrive in local showrooms and BYD Australia is yet to reveal its plans for the Atto 3.

For reference, the current Atto 3 sold in Australia is priced from $39,990 before on-road costs and available only with a 150kW/310Nm motor driving the front wheels, powered by either a 49.9kWh or 60.5kWh battery pack.

The delay between the European and Australian launches of the Atto 3 Evo suggests BYD Australia could be waiting to introduce the Atto 5 instead, even if the first-gen facelift has been approved for sale.

This is supported by the fact the original Atto 3's introduction was consistent across most major markets, with launches in Australia, New Zealand, and Europe all occurring in late 2022, followed by the UK in early 2023.

Given their geographic proximity, it's possible the Australian and New Zealand launches of the Atto 5 could be synchronised some time next year.

Sales of the 3.5-year-old Atto 3 slumped by almost 33 per cent last year, when it was out-sold by the larger plug-in hybrid Sealion 6 and all-electric Sealion 7 in the mid-size SUV segment by a factor of almost three-to-one and close to four-to-one respectively.

MORE: 2026 BYD Atto 3 – Next-generation electric SUV revealed in China

MORE: BYD Atto 3 – Much more powerful rear- and all-wheel drive models approved for sale

MORE: Explore the BYD showroom

The Peugeot Concept 6 large electric sedan and Concept 8 large electric SUV were revealed at the Auto China 2026 motor show in Beijing, where the company also confirmed it will build vehicles in China for export markets – perhaps including Australia.

“China is a major driver of our global transformation, particularly in electrification, innovation and brand elevation,” Peugeot CEO Alain Favey said in a statement.

“Today we are showcasing two new concept cars which demonstrate our vision for a bold new future for the brand, combining feline French design and driving pleasure with world-leading electric and intelligent technologies, for China and for our global market.”

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The Concept 6 was described by the French automaker as merging “the elegance of a sedan with the dynamism of a shooting brake”. Sedans continue to sell strongly in China but are declining in popularity in other global markets.

The same ‘feline’ design language has been applied to a large battery-powered SUV in the form of the Concept 8, also revealed in Beijing.

Both vehicles remain concept cars and haven’t been confirmed for production, but they’re said to preview the design direction of future Peugeot models, as did the Polygon concept also shown in Beijing.

Inspired by the 1984-1994 Peugeot 205 GTi, the Polygon concept – first revealed in November 2025 – points to the design direction for the next-generation Peugeot 208 light hatch, which is expected to be released in 2027.

The new 208 could be built in China, with the company confirming it will tap its existing partnership with Dongfeng to manufacture Peugeot-branded vehicles in Wuhan for global markets from next year.

Peugeot currently builds vehicles in France, Spain, Slovakia and Portugal, and also operates plants in Argentina and Brazil. Most export models are produced in Europe, with factories in other regions typically serving local markets.

The current Peugeot model lineup in Australia includes vehicles made in France and Spain.

The French brand is part of Netherlands-based Stellantis auto group, which last week confirmed Peugeot will be one of four ‘core’ brands it will focus on, alongside Jeep, Ram and Fiat.

Stellantis was formed in 2021 when PSA Peugeot-Citroën merged with Fiat Chrysler Automobiles, and includes more than a dozen automotive brands. The group reported a loss of €22.3 billion (A$36.5bn) in 2025.

Last year Peugeot sold around 638,000 vehicles in Europe – its largest market – representing a slight 0.6 per cent year-on-year decline.

In Australia, Peugeot is imported by Sydney-based Inchcape, which also distributes Subaru, Deepal and Foton vehicles.

Local sales for the French brand fell 28.8 per cent in 2025, when its compact Partner (432 sales) and mid-size Expert (223) commercial vans were split by the 3008 (264), followed by the 2008 (158).

All of Peugeot’s other models failed to generate three-digit sales numbers last year in Australia, including the 408 (93), 308 (88), 5008 (64) and Boxer (22).

The trend has continued into 2026, with the Partner being the top-selling Peugeot model in the first quarter of this year, when overall sales for the brand were down 31.4 per cent. MORE: Explore the Peugeot showroom

As before, the Q4 e-tron is available in two body styles: a more practical and upright SUV, and the swoopier and more aerodynamic Sportback ‘coupe’.

Externally, the main changes take place up front where there’s a subtly modified bumper, and a grille that’s now body colour instead of silver. Its thick black frame remains, but the glossy black plastic no longer flows into the side intakes.

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There’s a lightly redesigned rear bumper too, but it’s inside where Audi has wrought the most visible changes, with a completely redesigned dashboard and centre console.

Gone is the current car’s edgy dash with its profusion of vent-related horizontal bars, and in its place is a simpler design heavily inspired by the latest A5 and A6.

A curved black panel housing an 11.9-inch digital instrumentation display, and a 12.8-inch infotainment touchscreen dominates the new dash. A 12.0-inch touchscreen ahead of the front passenger is an optional extra.

The instrumentation screen is 1.65 inches larger than before, while the touchscreen has gained 1.2 inches, but some of that extra real estate is now permanently dedicated to showing climate controls as the air-conditioning system’s physical buttons and dials, and dedicated displays, have now been deleted.

Also gone is the floating console jutting out from the lower dashboard. This has been replaced by a more traditional centre console that houses the wireless smartphone charging pads, cupholders, gear selector, hazard lights, drive modes, and a shortcut pad for the sound system. It also includes a small open storage area under charging pads.

At launch in Europe, the revised Q4 e-tron range will be offered with four drivetrains, which dispense with the current 35, 40, 45, and 50 nomenclature in favour of e-tron, e-tron performance, e-tron quattro, and e-tron quattro performance.

All models benefit from a new, more powerful APP350 motor on the rear axle, as well a more efficient transmission and electronics. The base battery pack has grown by 7kWh, and WLTP range has improved by 16 to 32km depending on the model.

For reference, the outgoing 35 drivetrain had 125kW to its name, the 40 made 150kW, the 45 quattro had 195kW, and the 50 quattro topped the range with 220kW.

Thanks to updated to the MEB architecture, the Q4 e-tron is the first Audi to support bidirectional charging.

With vehicle-to-load charging capability, the Q4 e-tron can now power external appliances, while vehicle-to-home charging functionality means the car can be used as a battery to store excess energy captured by, say, a solar panel system. After the sun sets, or when energy use is high, the car’s battery can help power the house.

Matrix LED headlights and OLED tail-lights with driver-selectable lighting signatures are on the options list.

Other available features include an augmented reality head-up display, rear USB-C charging ports, a Sonos sound system, and an Adaptive Driving Assistant that can make lane changes on a highway and stay within unmarked lanes on rural roads.

The facelifted Q4 e-tron goes on sale in Europe from May, although deliveries won’t begin until the middle of the year. Australian availability and timing has yet to be confirmed.

MORE: Explore the Audi Q4 e-tron showroom

The Tayron is the successor to the longstanding but oft-forgotten Tiguan Allspace, which means it’s effectively a longer-bodied version of the new-generation Tiguan and has a longer wheelbase to accommodate a third row of seating. And it now has a different name to make it clear they’re different models on the showroom floor.

To Volkswagen’s credit, that seems to be working. The Tiguan and Tayron are neck-and-neck at roughly 650 sales so far this year, so any confusion seems to have been cleared up since the new generations of both models were launched in 2025.

That said, the Tayron is still being outsold by other similarly sized three-row SUVs, including more expensive ones. While that's not good news for Volkswagen's seven-seater, it’s also a reflection of the German brand’s overall sales, which are down 18 per cent year-to-date compared with the same period in 2025.

Does the Tayron deserve to be selling better, or is the Tiguan the more logical buy?

How much does the Volkswagen Tayron cost?

The Elegance is the penultimate grade in the non-hybrid Tayron range, priced at $60,390 before on-road costs.

Direct rivals for the seven-seat Tayron include the Toyota Kluger, which starts at $62,410 before on-roads and is offered exclusively with hybrid power.

There’s also the Hyundai Santa Fe, which ranges in price from $54,000 to $77,150 before on-roads, and the Kia Sorento, which is pricier at the top of its range. The Mazda CX-80 is also more expensive but, like the models already mentioned, it is outselling the Tayron.

For Volkswagen-specific context, the equivalent Tiguan 150TSI Elegance costs $61,590 before on-roads.

To see how the Volkswagen Tayron stacks up against the competition, use our comparison tool

What is the Volkswagen Tayron like on the inside?

Just like the regular Tiguan, the Tayron’s interior is visually simple but functionally somewhat complex, owing to its reliance on screens over physical buttons.

The only physical controls you get are the buttons on the steering wheel and the controls on the centre console. That means you’ll have to dive into the touchscreen to make even the most basic of adjustments, though Volkswagen has attempted to simplify this process by providing an array of customisable shortcuts.

While it’s far from ideal compared to a permanent array of dedicated physical buttons, it is nice to have control over what menus and functions are easiest to access. It’s particularly helpful to be able to access a menu like vehicle settings with a single touch.

That said, the piano-black haptic sliders below the screen are still horrid. There’s no reason for functions as basic as audio volume and air-conditioning temperature to be this fiddly when simple and effective buttons have existed for years, and the use of glossy black plastic means any greasy fingerprints will be on display for all to see.

All other climate controls are buried within the screen itself, albeit accessible via an always-on ribbon at the bottom of the display. It’s needlessly cumbersome and means even simple adjustments require you to divert your attention longer than you should.

At least there’s an alternative to audio volume: the multi-function dial on the centre console. This can toggle between audio volume and the drive modes, and it works quite well – even if it feels like an off-brand version of Skoda’s lovely Smart Dials.

If that’s not good enough, you’ll find the real steering wheel buttons clearly labelled and nice to press. We appreciate that Volkswagen is committed to reintroducing physical buttons here, and the Tayron is much easier to live with as a result.

The ones on the left are responsible for cruise control, and the ones on the right navigate the instrument cluster. The latter unlocks several different layouts and themes, and there should be plenty on offer to satisfy the needs and tastes of most motorists.

However, there was one confusing moment here. While driving along we received a tyre pressure warning, but we couldn’t for the life of us figure out which tyre was actually low. We sifted through everything – including all vehicle status menus we could find – but nothing provided a more detailed breakdown of the warning.

Even if we missed something, that proved there’s either a limitation in the monitoring system or in the way the car’s screens are configured – neither of which you want to grapple with when you’re travelling at speed. Oh, and none of the tyres were actually flat.

Beyond that, the Tayron’s cabin is a pleasant place to spend time. There’s no denying the pared-back design looks tidy, and the unique wood inserts and artistic ambient lighting elements of the Elegance really elevate its ambience.

It’s unfortunate that there’s still a fair bit of piano-black plastic on high-touch areas, namely the infotainment system’s sliders and the centre console. As is always the case, this looks nice and shiny in photos but smudges and scratches very easily.

That’s the only real misstep in Volkswagen’s material choices for the Tayron cabin. Everything else is super-plush: there’s plenty of soft-touch synthetic leather on the dashboard, armrests, and seats, while the steering wheel is a highlight with its premium look and feel.

You’ll also find the cabin is fairly configurable. While we could do with more reach adjustment for the steering wheel, there’s a good range of powered movement in the plush, massaging seats, including thigh and lumbar support.

Storage is also decent. There’s a central cubby with movable dividers and cupholders, allowing you to hide things under the central armrest as needed, along with a robust rubberised flap further forward. There, you can place loose items on top, or charge devices using the dual phone chargers and USB-C ports underneath.

Moving to the second row brings another comfortable, spacious area. It may not be visually interesting beyond the white accents in the upholstery, but it doesn’t need to be: the bench is well-sculpted and comfy, and passengers of all shapes and sizes should fit without issue.

The middle seat is even workable if need be, though there’s still a sizeable driveline hump on the floor. Otherwise, passengers can make use of a fold-down centre armrest with cupholders, and a simplified climate system on the back of the centre console, plus dual USB-C ports and even seat heating.

Further back is the third row; the whole reason you’d buy a Tayron over a Tiguan. Spacious is not a word that comes to mind, but once you’ve shuffled the second-row seats around and taken your seat, you’ll find it’s actually fairly practical.

The Tayron isn’t meant to be a people mover, so the third-row seat area is just large enough to work, which means you’ll be able to haul a car full of adults with relative ease. Of course, the seats lack meaningful bolstering, but that makes them slimmer and allows for a flat cargo floor when they're folded down.

You can do so using handy levers on either side of the boot, which unlocks 850 litres of space. That’s hardly much of a compromise on the 885 litres offered by the sole five-seat Tayron variant, and both boots are significantly larger than the 700 litres offered by the defunct Tiguan Allspace.

Better yet, all Tayrons offer a power tailgate with a kick sensor, and there’s a space-saver spare wheel under the floor as standard – along with provisions to store the retractable cargo cover.

To see how the Volkswagen Tayron stacks up against the competition, use our comparison tool

What’s under the bonnet?

Powering the Tayron 150TSI is a 2.0-litre turbocharged four-cylinder petrol engine producing 150kW of power and 320Nm of torque. Drive is sent to all four wheels via a seven-speed dual-clutch automatic transmission.

Our week with the Tayron was dominated by highway commuting, including a lengthy round-trip to the Lang Lang proving ground. The skew towards low-intensity driving provided a better-than-claimed fuel economy readout.

To see how the Volkswagen Tayron stacks up against the competition, use our comparison tool

How does the Volkswagen Tayron drive?

For all intents and purposes, the Tayron drives like a larger Tiguan. That’s both good and slightly less good.

Naturally, both cars are practically identical beyond the Tayron’s stretched wheelbase, so similarities are to be expected. That means both have the same dorky column-mounted, twistable gear selector, which will only be found by newcomers once they inevitably and incorrectly look to the multifunction dial in the middle.

However, there are far more significant consistencies between the two models than just their efforts to reinvent age-old automotive conventions. One is a well-balanced chassis, as the Tayron doesn’t feel any more unwieldy than the Tiguan in bends, despite its extra length.

That gives it a sensible character on the road, and it’s incredibly easy to understand the car from behind the wheel. It’s not particularly exciting, but it all seems to work just right.

The most significant part of this is the car’s powerplant. In 150TSI guise, the 2.0-litre turbo-four offers decent performance without setting the world alight, even if you have to work it a bit harder than many other cars to make the turbo do its best work.

It stays fairly refined across its rev range, keeping its voice down enough to prevent overpowering conversations, and transmitting no notable vibrations through the cabin. The 150TSI is arguably the sweet spot in the Tayron’s three-engine non-hybrid lineup, at least in terms of the compromise between efficiency and performance.

The automatic transmission is also solid. It’ll still exhibit some typical dual-clutch behaviour, stumbling while crawling at low speed in traffic, but its shifts are generally smooth once up to speed.

You can take control of changing gears using the steering wheel’s paddle shifters if you like, though you’ll notice some input lag in any drive mode that isn’t Sport. They’re still functional if you need to hold gears while towing, though.

On that note, it’s super-easy to flick through the various drive modes. While they’re accessible via the infotainment system, the most convenient way to make a change is to press the multifunction dial down and then twist to your desired mode.

All modes do what they say on the tin, though Sport mode has the advantage of stiffening up the Tayron’s steering and suspension. The former feels nice by default, despite the fact it isn’t Volkswagen’s fancier ‘Progressive Steering’ system that feels even nicer still. It’s just appropriately weighted and communicative enough.

The adaptive suspension damping, meanwhile, is enabled via Volkswagen’s Dynamic Chassis Control Pro (DCC Pro) system, which is as well calibrated as ever – though perhaps not as impressive as it is in other Volkswagens.

The main issue with the Tayron is that it feels somewhat crashy, at least more so than we experienced in the Tiguan. It’ll clatter over harsh bumps with some aggression, generally feeling firmer than we’d expect, regardless of the drive mode.

Naturally, the benefit is decent handling. The Tayron can take turns with decent composure even in its most comfortable suspension setting, with Sport mode there to give you an extra edge on twisty roads, or large roundabouts if you need to scoot around a slower vehicle.

Still, we could do with a little more compliance in the day-to-day, as the Tayron’s ride can wear on you during longer stints behind the wheel. You can at least take some of the load off by using any of the vehicle’s well-calibrated safety gear.

Aside from the tyre pressure monitor we mentioned earlier, we found the Tayron’s safety suite to be functional and reliable. The adaptive cruise control and lane-centring systems are highlights, with the former appropriately reacting to and matching surrounding traffic, and the latter confidently keeping the car on the straight and narrow.

We had no issues with any passive systems intervening unexpectedly, either. It’s simply a complete package that gets the job done in a no-fuss manner, and the minor hiccups we experienced aren’t exactly deal-breakers.

To see how the Volkswagen Tayron stacks up against the competition, use our comparison tool

What do you get?

Four grades of Volkswagen Tayron are currently sold in Australia.

2026 Volkswagen Tayron 110TSI Life equipment highlights:

• 7-seat capacity
• 18-inch ‘Bologna’ alloy wheels
• Space-saver spare wheel
• Auto LED projector headlights
• Animated LED tail-lights
• Illuminated front and rear Volkswagen logos
• Rain-sensing wipers
• Black plastic exterior cladding
• Auto-dimming rear-view mirror
• Power-folding, heated side mirrors with position memory
• Leather-wrapped steering wheel
• Paddle shifters
• Cloth and synthetic leather upholstery
• Manually adjustable seats with lumbar support
• 10.25-inch digital instrument display
• 12.9-inch touchscreen infotainment system
• Wireless Apple CarPlay and Android Auto
• Satellite navigation
• Bluetooth
• DAB+ digital radio
• 5-year connected services subscription
• 2 x front USB-C ports
• 2 x second-row USB-C ports
• Dual wireless phone chargers
• 8-speaker sound system
• Tri-zone climate control
• 10-colour interior ambient lighting
• Hands-free power tailgate
• Keyless entry
• 4 drive modes:
  • Eco
  • Comfort
  • Sport
  • Individual

Tayron 150TSI Life adds:

• 5-seat capacity
• All-wheel drive
• Adaptive chassis control (DCC Pro)
• 6 drive modes:
  • Eco
  • Comfort
  • Sport
  • Individual
  • Off-road
  • Snow

Tayron 150TSI Elegance adds:

• 7-seat capacity
• 19-inch ‘Catania’ alloy wheels
• 2-module auto LED projector headlights with dynamic cornering
• Chrome exterior accents
• Rear privacy glass
• Aluminium scuff plates
• Ash wood interior accents
• Heated steering wheel
• ‘Varenna’ leather upholstery
• Heated and ventilated front sport seats
• 12-way power-adjustable front seats with massage and position memory
• Heated second-row outboard seats
• 30-colour interior ambient lighting

Tayron 195TSI R-Line adds:

• 20-inch ‘Leeds’ alloy wheels
• Progressive steering
• Matrix LED headlights
• 3-mode animated LED tail-lights
• Dynamic rear turn signals
• R-Line exterior styling
• Black headliner
• Stainless steel pedals
• R-Line leather-wrapped steering wheel
• Head-up display
• 15-inch touchscreen infotainment system
• IDA voice assistant
• 10-speaker Harman Kardon sound system

Options

Two option packs are available for certain Tayron variants.

Black Style Package (Tayron 195TSI R-Line, $600) adds:

• R-Line bumpers with gloss black accents
• Gloss black roof rails
• Gloss black side mirror caps
• Black/dark anodised interior accents

Sound and Vision Package (Tayron 150TSI Elegance, $4200) adds:

• Matrix LED headlights
• Head-up display
• 15-inch touchscreen infotainment system
• IDA voice assistant
• 10-speaker Harman Kardon sound system

The Sound and Vision Package is standard on the Tayron 195TSI R-Line.

A panoramic glass sunroof is also available for the Tayron 150TSI Elegance and 195TSI R-Line for $2100, while 20-inch ‘York’ alloy wheels are available on the 195TSI R-Line for $900.

To see how the Volkswagen Tayron stacks up against the competition, use our comparison tool

Is the Volkswagen Tayron safe?

The Volkswagen Tayron has a five-star ANCAP safety rating based on testing conducted by Euro NCAP in 2025.

Standard safety features include:

• 9 airbags, incl:
  • Curtain
  • Front-centre
  • Rear-side
• Adaptive cruise control with stop/go
• Autonomous emergency braking
  • Cyclist detection
  • Pedestrian detection
• Driver attention monitor
• Front and rear parking sensors
• Front cross-traffic alert
• Junction assist
• Lane departure warning
• Park Assist Plus
• Rear cross-traffic alert
• Safe exit assist
• Surround-view camera
• Traffic sign recognition
• Travel Assist
  • Adaptive cruise control
  • Lane-centring
• Tyre pressure monitoring

The Tayron 150TSI Life adds hill start assist and hill descent control.

To see how the Volkswagen Tayron stacks up against the competition, use our comparison tool

How much does the Volkswagen Tayron cost to run?

Volkswagen Australia backs its range with a five-year, unlimited-kilometre warranty. Servicing for the Tayron is required every 12 months or 15,000km, whichever comes first.

Volkswagen Australia’s individual service pricing is detailed below:

For context, the Toyota Kluger costs $1400 to service over five years, while the Hyundai Santa Fe (non-hybrid) costs $2455, and the petrol Kia Sorento costs $2605.

Maintenance for the Tayron over five years is even slightly more expensive than that of the six-cylinder petrol-powered Mazda CX-80, which costs $3583.

To see how the Volkswagen Tayron stacks up against the competition, use our comparison tool

CarExpert’s Take on the Volkswagen Tayron 150TSI Elegance

The Tayron is a good thing and might just make more sense than the Tiguan, even if you don't need seven seats.

The Tayron has most of the positives of the Tiguan – namely, a comfortable interior and sensible powertrain options – but trades the good ride and general dynamic competence for a longer body that can accommodate up to seven people.

The ridiculous service pricing and firm ride are a shame, but at least you’re getting decent bang for your buck. The fact the Tayron on test here is cheaper than the equivalent Tiguan, yet packs two extra seats inside a larger body, is proof of that.

The 150TSI engine is also the most sensible pick of the bunch, but you’d probably be just as well off dropping down a rung on the variant ladder and going for the Life instead of the Elegance. The lack of dashboard buttons is a pain across the range, but at least most of the important things work as they should.

Overall, the Tayron is a commendable family SUV, and while there may be some compromises compared to the Tiguan, in this case it’s difficult to argue with the lower price.

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MORE: Explore the Volkswagen Tayron showroom

“We have both [powertrain types in development], it can be hybrid and plug-in hybrid, you can choose what you like,” GWM chief technology officer Nicole Wu told Australia and New Zealand media.

She confirmed GWM is developing technical solutions to manage NOx and particulate emissions, typically a challenge for diesel engines.

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“Emission treatment systems on a diesel engine, built for a conventional car and a hybrid, are very similar,” explained GWM technical director and chief engineer Adam Thomson. “The solution to the emissions issue is basically the same one.”

Ms Wu said GWM believes diesel hybrids will be important for Australia, likely referring to our emissions regulations under the New Vehicle Efficiency Standard (NVES).

Given these diesel hybrids aren’t due in China until early 2027, a launch in Australia will likely follow after that – and allow Chery to get a jump on GWM, with its new diesel plug-in hybrid ute due here before the end of 2026.

However, GWM has been working on diesel hybrid and diesel plug-in hybrid (PHEV) technology for some time.

“The diesel hybrid technology is not new. It has been in development for around six years,” GWM chairman Jack Wei told Australia and New Zealand media through a translator.

“Testing in commercial vehicles has shown around 15 per cent fuel savings in flat conditions, and up to 30 per cent in more demanding environments like Australia.

“The traditional weaknesses of diesel, such as lag during acceleration and higher noise, are addressed by electrification. Electric assistance removes lag and reduces noise.

“At speeds of around 50 to 60km/h, noise levels are comparable to petrol vehicles. In many cases, customers would not be able to tell the difference.

“From GWM’s testing, diesel engines with hybrid systems can meet very strict emissions standards, including Euro 7, even without AdBlue in some cases.”

No specifications have been released as yet for these new electrified diesel powertrains, though GWM currently offers a 2.4-litre turbo-diesel four-cylinder engine in its Cannon and Cannon Alpha, with a new 3.0-litre unit due later this year.

GWM also hasn’t confirmed which of its models will offer the technology. It currently only offers diesel powertrains in its larger body-on-frame vehicles, including its utes and the Tank 300 and Tank 500 off-road SUVs sold in Australia.

While other brands currently offer or have previously offered diesel plug-in hybrid powertrains in other markets, including Mercedes-Benz, none of these have been offered in Australia.

There have been mild-hybrid diesel engines in the ute segment, including in the Toyota HiLux, but otherwise more electrified powertrains have used petrol engines at their core – including GWM’s own Cannon Alpha PHEV.

GWM has also previously offered a conventional petrol-hybrid version of the Cannon Alpha in Australia, though it has phased this out in favour of the PHEV.

The Chinese brand offers a wide range of petrol hybrid and petrol plug-in hybrid vehicles in Australia, including not only ladder-frame utes and SUVs but also more car-like crossover SUVs.

This allowed it to be the third-largest brand for hybrid sales in Australia in 2025, as well as third overall for PHEVs.

MORE: Explore the GWM showroom

Speaking with CarExpert at the Auto China 2026 motor show in Beijing, the chief engineer for mechanical architecture at Zeekr Europe, Kennet Pettersson, said he wants Zeekr to be considered alongside the German stalwarts in the upper echelons of the luxury SUV segment.

“[We are] targeting the premium Germans for sure in that segment. We want to beat them and be on the same level, or even better," he said.

“I think we are [already] better when it comes to BEV behaviour – how our car interacts and so on, infotainment, and that stuff – so I think we’re already there."

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Furthermore, when asked if the high-performance version of the 8X in particular could take on models from the Audi Sport, BMW M and Mercedes-AMG performance brands, Mr Pettersson replied "for sure, yes".

“I think [we] have a chance. If the emotion isn’t there for the ICE [internal combustion engine], driving dynamics would be the same," said Zeekr's European engineering chief, clarifying that while the 8X and 9X sound like plug-in hybrid vehicles (PHEVs) on paper, they drive more like extended-range electric vehicles (EREVs).

“When you start thinking about PHEV, like the cars on the street today that have maybe an [EV] range of say, 100km maximum, they have an ICE integrated with the wheels, so you have this driving behaviour from the ICE all the time.

“With this one [the 8X and 9X], it acts like a BEV. So you cannot recognise it’s PHEV because the engine runs very smoothly, it’s disconnected from the wheels at up to say 80km/h, and above 80 you can connect the wheels with a driveshaft to improve fuel-efficiency.

“But in general, it acts like a BEV. You have the same responsiveness, torque and instant response, the smoothness.

“[For] everyday driving, it has [EV] range of between 200-300km depending on driving style and climate. And when you go long distance with less charging infrastructure, you use the engine.

“You have 50-60 litres of fuel in it, so the range would be like up to 1200km, so you don’t need to be afraid of losing possibility to charge," Mr Pettersson added.

The Zeekr 8X and 9X have both been locked in for the Australian market, where they're scheduled to arrive in local showrooms either very late in 2026 or sometime in 2027.

Measuring 5100mm long, 1998mm wide and 1780mm tall on a 3069mm wheelbase, the two-row Zeekr 8X is almost as long as a BMW X7; while the larger and more slab-sided 9X bumps those measurements to 5239/2029/1819/3169mm.

Both SUVs offer EREV drivetrains, which mate a 205kW 2.0-litre four-cylinder petrol engine with either two or three electric motors, as well as either 55.1kWh or 70kWh battery packs – though as Mr Pettersson noted earlier, the engine can still drive the wheels.

Dual-motor versions quote system power outputs of 660kW/935Nm, while the most powerful tri-motor variants boast whopping 1030kW/1410Nm outputs. EV driving range, meanwhile, is around 350-400km on China's more lenient CLTC test cycle depending on the variant, with total combined range of well over 1000km.

For the smaller of the two SUVs – which is still positively large – the tri-motor drivetrain is offered in the '8X Dawn' variant, which has plenty of performance kit to take the fight to AMG and M.

Not only does its 1030kW electrified powertrain come with a rapid 2.96-second 0-100km/h claim, and an equally speedy 20-80 per cent battery fast-charging time of just nine minutes thanks to its 900V electrical architecture, the Zeekr 8X Dawn adds a range of upgrades over the standard model.

A carbon-fibre body kit claims to improve aero, and there's even an 'active tail fin' that extends the roof spoiler upwards at high speeds to improve downforce at the rear.

Tyres measuring 275mm wide up front and 315mm wide at the rear wrap around massive alloy wheels to improve grip, and behind them are 412mm front and 364mm rear vented and perforated brake rotors, with the front discs grabbed by six-piston Brembo calipers.

Inside, there's more carbon-fibre trim, a 'Boost' button on the steering wheel to optimise the powertrain for max attack "for up to 20 seconds", sports seats with integrated head restraints, active noise cancellation, and a Naim premium sound system – the same brand that does high-end audio for Bentley.

The Zeekr 8X and 9X will sit above the existing small X and mid-size 7X electric SUVs in the Australian lineup, in which they'll debut Zeekr's 'Super Hybrid' drivetrains locally.

Pricing and specifications haven't been confirmed for the Australian market as yet, though Chinese-market pricing for the 8X starts at 376,800 yuan (A$77,142), slotting it in below the cheapest 009 people mover at 439,000 yuan (A$89,876). Here, the 009 lineup opens at $115,900 before on-road costs.

Zeekr Australia managing director, Frank Li, told CarExpert earlier this month the 9X will be subject to Luxury Car Tax, meaning it will be priced above the current $91,387 threshold for ‘fuel-efficient’ vehicles.

With that in mind, expect the cheapest 8X to start around the $85,000-$100,000 mark and the 9X to kick off in the $100,000-$120,000 bracket. That's not cheap, but given the performance and electrification on offer here, it should represent strong value alongside similarly sized competitors from premium European marques.

The premium Chinese brand has also confirmed the 007 GT EV shooting brake wagon (likely to be known as the 7GT here) for release in Australia, where it's set to arrive within the next 12 months.

Stay tuned to CarExpert for all the latest on Zeekr

MORE: Zeekr 8X SUV locked in for AustraliaMORE: Zeekr 9X SUV, 7GT wagon confirmed for Australia

“In the future, the Tank 700 will also use a V8 engine. The supercar uses a high-performance V8, while the Tank 700 uses a normal V8,” said GWM chairman Jack Wei.

While these V8s may potentially share some components and may both be available with and without hybrid and plug-in hybrid systems, they’ve been developed for two very different use cases.

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“This is completely opposite to the current environment or trend in China; it does not fit the Chinese market,” Mr Wei continued.

“We developed this V8 to meet the needs of more global users, in markets such as Australia and New Zealand.”

GWM has stopped short of confirming launch timing for any market, and hasn’t explicitly confirmed the Tank 700 V8 for Australia – though it has hinted strongly the vehicle will come here.

It’s understood GWM may wait for an update or a next-generation version of the large, body-on-frame SUV, which entered production back in 2024.

CarExpert understands GWM Australia is looking to secure a plug-in hybrid V8 for this updated or new model, skipping the existing powertrains on offer in the Chinese-market Tank 700 lineup and avoiding a non-electrified version of the new V8.

Currently, the Tank 700 is offered with a choice of a turbocharged 3.0-litre V6 petrol engine offering 260kW of power and 560Nm of torque, or a pair of plug-in hybrids: the 385kW/800Nm Hi4-T which uses the V6, and the 720kW/1375Nm Hi4-Z which uses a turbo 2.0-litre four.

The V8 powertrain is intended to operate primarily as an EV at low speeds, with the engine kicking in for higher-load conditions like towing and off-roading.

V8s are rare in China, but GWM was working on a full-size pickup to rival the Ram 1500, Ford F-150 and Chevrolet Silverado 1500 in the US. However, GWM put its plans to enter the US market on hold, and it’s unclear what has happened with this model.

It’s understood the V8 was being developed for this application, and the Tank 700 is the most logical application among GWM’s existing models – and the only vehicle in which it’s believed to fit.

“As part of this broader strategy, the Tank 700 V8 represents a key step in expanding GWM’s high-output powertrain offering, enabling the brand to respond to demand in markets where large-capacity engines continue to resonate, such as Australia and New Zealand,” GWM Australia said in a press release today.

“It also reinforces the company’s strategy to invest in a diverse range of powertrain solutions aligned with satisfying the evolving customer demand across key international markets.”

MORE: Explore the GWM showroom

Revealed at the Beijing motor show after images were leaked online, the Sealion 08 is the new flagship for BYD's 'Ocean' series of models – comprising the Dolphin, Seal, Seal 6, Sealion 6, Sealion 7, and Sealion 8 – and will be launched in China later this year.

Though previous Chinese government filings have confirmed both plug-in hybrid (PHEV) and electric vehicle (EV) versions of the SUV, a report from CarNewsChina indicates that only the fully electric iteration has been revealed so far.

That's no bad thing, though, because BYD claims the Sealion 08 EV can travel up to 900km on a single charge, based on more lenient CLTC testing, and can complete the 0-100km/h sprint in as little as 4.9 seconds – as indicated by the '4.9s' badge that appears on a display car's tailgate.

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Enabling this is a dual-motor all-wheel drive EV powertrain producing up to 480kW of power, with some tech expected to be shared with BYD's Great Tang SUV, the flagship of its 'Dynasty' model series.

As such, CarNewsChina predicts the Sealion 08 will be powered by a 130.5kWh lithium iron phosphate (LFP) battery pack, a second-generation BYD 'Blade' battery that can reportedly be charged from 10 to 97 per cent in as little as nine minutes.

Though not confirmed, it's possible the PHEV version of the Sealion 08 could also share tech with the Great Tang PHEV, which is available in China with two plug-in hybrid powertrains incorporating 1.5-litre turbo-petrol engines, offering up to either 200kW (single-motor) or 400kW (dual-motor).

Other items on the list of shared equipment include BYD's DiSus-A dual-chamber air suspension system and four-wheel steering, while a prominent housing above the windscreen is expected to contain LiDAR hardware for BYD’s ‘God’s Eye’ advanced driver assistance systems (ADAS).

As expected, the Sealion 08 is among the largest BYD SUVs revealed thus far. It measures 5115mm long, 1999mm wide, and 1800mm tall on a 3030mm wheelbase, which makes it considerably larger than the Toyota LandCruiser 300 Series and only slightly smaller than the Mercedes-Benz GLS.

It's also larger than the similarly named yet still three-row Sealion 8 PHEV, which is the largest BYD-badged SUV currently on sale in Australia. It measures 5040mm long and rides on a 2950mm wheelbase.

BYD says the Sealion 08 packs six independent seats across three rows, and rides on 21-inch alloy wheels fitted with floating centre caps.

Furthermore, and most bizarrely, BYD claims it's fitted with "the longest tail-light motif in the industry", a so-called 'tide gradient' design measuring "almost two metres in length". This is part of the simplified design language seen on BYD's latest Ocean series models.

It's a similar story for the Seal 08, BYD's new flagship sedan, which was on display at the show alongside the Sealion 08. Measuring 5150mm long, 1999mm wide, and 1505mm tall on a 3030mm wheelbase, making it larger than the existing Seal sedan and larger even than a BMW 5 Series sedan.

Like the Sealion 08, the Seal 08 will be available with both EV and PHEV powertrains. The latter utilises a 1.5-litre turbo-petrol engine producing 115kW, a 200kW electric motor, and a 45.36kWh LFP battery providing more than 400km of EV-only CLTC range.

Pricing has yet to be confirmed for either model, though CarNewsChina expects the Sealion 08 to cost roughly 300,000 yuan (~A$61,000).

It's not yet known whether BYD plans to offer either Ocean series flagship model in Australia, let alone whether they'll be badged as BYDs or sold under the brand's recently launched luxury brand, Denza.

MORE: 2026 BYD Sealion 08 flagship SUV leaked ahead of Beijing reveal

MORE: Explore the BYD showroom

Named ‘Operation Interpose’, the blitz will target road safety during periods between the four major campaigns run during school holidays, ABC News reports.

Queensland’s year-to-date road toll is about 20 per cent higher than at the same point in 2025, according to government road-safety data.

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As reported by ABC News in November 2025, data published by Queensland Police shows a 46 per cent drop in road safety enforcement between 2019 and 2024 – despite the number of drivers in the state increasing by more than 500,000.

“There was a period of time undoubtedly that the general public felt that there weren't many police out there, so you could take more risks,” Chief Superintendent Mark Wheeler told the outlet.

“You could speed, you could have a few drinks at the pub and still drive home. Well, we're here to tell you, you can't do that.”

Enforcement time logged by police peaked in 2019, at 890,728 hours, and dropped to just 478,143 hours in 2024. Last year saw an uptick for the first time since before the pandemic, at 522,968 hours.

Chief Superintendent Wheeler says there will now be an “operational focus” on improving road safety by targeting speeding, impaired driving, and those who break the road rules.

The Queensland government raked in $464.3 million in fines from motorists in the 2024 financial year – almost three times the $171.2 million it pocketed in 2019-2020 – despite a fall of over 30 per cent in the number of speeding fines dished out, with 177,018 infringements issued in 2024 compared to 254,370 in 2020.

MORE: Toyota thefts – Enhanced security coming mid-year for LandCruiser 300, Prado and HiLux