Speaking to CNBC, the Rimac founder and Bugatti Rimac CEO suggested exotic supercars are entering a “Swiss watch phase”, where high-net-worth buyers are shunning the latest tech for more conventional mechanical and handcrafted models.

“For normal cars, normal people, the vast majority will be electric, [but] the upper segment, like sports cars and upwards, are going to stay combustion for a very long time, exactly like watches,” Mr Rimac told CNBC.

“Only like five per cent of watches are made in Switzerland, but that’s where 90 per cent of profits are made. An Apple Watch or any kind of smartwatch can do so many more things, but no one will pay $200,000 for it.”

Ironically, Mr Rimac founded Rimac Automobili, an electric-only hypercar company, in 2009, with its first production model – the Rimac Concept One – one of the fastest electric vehicles (EVs) in the world at the time.

It was followed by the C_Two concept in 2018, which became the production-ready Nevera in 2021. The Nevera went on to set a number of EV performance records, including a production-EV top-speed record of 412km/h, and was priced at around €2 million (A$3.24 million).

In 2021, Rimac Automobili and Porsche formed the Bugatti Rimac joint venture, bringing together Rimac and the historic Bugatti brand – famous for making some of the fastest internal-combustion-powered cars in the world.

The Veyron, introduced in 2005, spawned the Super Sport that reached 431km/h in 2010, while the Chiron, introduced in 2016, saw the Super Sport 300+ reach 490.484km/h in 2019.

Yet Mr Rimac has no plans for a battery-electric Bugatti to follow the Chiron which, like the Veyron, used a quad-turbocharged 16-cylinder petrol engine configured in overlapping vees to form a ‘W16’.

Instead, the Chiron’s successor, the Tourbillon, will use a hybrid powertrain, combining an 8.3-litre V16 petrol engine making 746kW/900Nm with an additional 597kW kick from a trio of electric motors for a total system output of 1343kW.

“It’s kind of ironic that I’m now making the world’s biggest combustion engine,” Mr Rimac said.

“You have the crazy situation now at our facility in Croatia. On the same production line, you have the world’s most powerful electric car being built right next to the world’s biggest combustion engine. Life is strange sometimes.”

The comments come only months after iconic Italian supercar maker and Formula 1 mainstay Ferrari launched its first EV, the Luce.

While garnering a raft of criticism on social media, the first production example sold at auction in the United States (US) earlier this month for $US40 million (A$55.6 million) at RM Sotheby’s in California.

According to Ferrari Australasia, the Luce factory allocation for Australia and New Zealand has also sold out, although president Michele Comelli didn't disclose the number of cars coming to either country.

Yet Ferrari sold 13,640 vehicles globally in 2025, significantly more than the limited production run of 250 Bugatti Tourbillons, priced from €3.8 million (A$6.2 million) before taxes. Mr Rimac said he intends annual Bugatti production to never exceed “low three-digit numbers”.

Similarly, while Rimac doesn't regularly disclose sales numbers, it's also a low-volume brand. Just over 50 Neveras had been delivered as of May 2024 from a planned production run of up to 150, while only eight Concept One road cars were produced.

Mr Rimac told CNBC wealthy customers want a vehicle reflecting their own tastes, with a rise in customisation.

“For these clients, they want something that’s really theirs, that’s connected with them,” he said. “It tells their story, their personality, their preferences, not just like a car. It’s a story behind it.”

Brands are also recognising this, such as Porsche through its Sonderwunsch (special request) department, Maserati via its Fuoriserie (custom-made) and Mercedes-Benz with its Manufaktur options.

“What I want to do is make the world’s best cars, the most exciting cars in the world, and have the world’s most profitable car company on a percentage basis,” Mr Rimac said.

“You can get a car that’s faster than any performance car from 10 years ago for like $50,000 from China. Performance is really becoming secondary. It’s more about what I call the celebration of human skills. When you look at these cars, you see the amount of ingenuity and art and beauty.”

MORE: Explore the Bugatti showroom

This year, the electric GAC Aion UT was launched on the Australian market, along with the new MG 4 EV Urban which appears in the mainstream (ie: under $45,000) small car category in the Federal Chamber of Automotive Industries’ monthly VFACTS reports; the existing MG 4 EV sits in the $45,000-plus small-car segment.

July’s VFACTS report also marked the first two deliveries of the electric Leapmotor B05, although stock of another Chinese hatchback – the electric GWM Ora – has dried up. Its Ora 5 small SUV replacement, however, is set to gain a lower-riding, more hatch-style sibling that could return GWM to this VFACTS segment.

To the end of July, the sub-$45,000 small-car segment has declined by 10.5 per cent on the same period last year, to 29,733 units, while the $45,000-plus small-car segment is down by 21.1 per cent to 8241 units.

Overall, that means small car sales are down 13.1 per cent year-to-date, with significant drops for stalwarts like the Hyundai i30 (down 33.8 per cent to 4283 units), Mazda 3 (4578, down 28.9 per cent), and Toyota Corolla (8505, down 24.9 per cent).

In 2015, Australians bought 233,122 small cars across around 30 different nameplates, and the segment accounted for 20 per cent of the total market. However, small car sales have declined every year since then, apart from a bump in 2024.

In 2020, a total of 121,118 small cars were delivered from an array of approximately 25 nameplates for a total market share of 13.2 per cent, while in 2025 just 72,222 reached Australian buyers from around 20 nameplates, with market share skidding to just 5.8 per cent.

It’s clear where buyers have moved. Per VFACTS reports, small SUV sales have risen from 111,275 units in 2015 to 115,761 in 2020, plus 28,780 vehicles in the light SUV category which was formally established after 2015.

By 2025, small SUV sales had reached 202,643 units, along with 53,292 light SUVs.

Gone are the days when an SUV meant standard four-wheel drive or even all-wheel drive. Gone, even, are the days when an SUV designation implied any sort of ruggedness, as evidenced by models like the GAC Emzoom which is front-wheel drive-only and blurs the lines between SUV and hatchback.

Skoda this year pulled the plug on its slow-selling Scala small hatch in Australia, given buyers vastly preferred the closely related, higher-riding Kamiq small SUV.

The Cupra Born and Nissan Leaf electric hatchbacks were also axed in Australia last year.

These have been the latest departures from the small car segment, following the Holden Astra (2019); Alfa Romeo Giulietta (2020); BMW i3 and Lexus CT (2021); Ford Focus, Hyundai Ioniq and Toyota Prius (2022); and the Citroen C3 and Renault Megane (2024).

But over the past five years, new arrivals to the segment have included the BYD Dolphin, GWM Ora, MG 4 and MG 5, all from China, along with a pair of Euros (the Cupra Leon and the now-defunct Cupra Born).

More are on their way. In addition to the aforementioned Leapmotor B05, Chery’s Lepas brand is set to launch a small hatchback in 2027 (and Chery’s upcoming Q could also be classified as a ‘small’ car).

MORE: VFACTS July 2026: Record new-vehicle sales in July as Toyota RAV4, HiLux lead the market

During a call with investors discussing the automaker's second-quarter results, Lotus CEO Feng Qingfeng revealed to Autocar and others the company has a target weight of 1500kg for the Esprit V8 hybrid.

Mr Feng acknowledged that "achieving that target with an 800V architecture, a hybrid system, a V8 engine and electric motor in [the car] just is not easy". He also noted employing a hybrid drivetrain would allow the vehicle to meet emissions standards around the world while also "preserving essential Lotus DNA of lightweight engineering and extreme track-focus driving dynamics".

To help keep weight in check Lotus will apparently use lightweight electric motors, each tipping the scales at around 20kg. While some other supercars, such Ferrari 296 GTB and Lamborghini Temerario, are plug-in hybrids, the Esprit will be a hybrid, and thus have a smaller and lighter battery pack. 

For reference, the 3.0-litre twin-turbo V6 Ferrari 296 GTB has a 7.45kWh battery and weighs around 1540kg, while the 4.0-litre twin-turbo V8 Lamborghini Temerario has a 3.8kWh battery pack and weighs 1690kg. 

Total power output for the Esprit is said to be over 746kW or 1000 horsepower, and the car will use an eight-speed dual-clutch automated transmission capable of handling large dollops of torque.

Lotus is also developing a V6 hybrid-powered successor to the Emira. Mr Feng revealed this drivetrain will also be available in the Esprit, but didn't reveal any details about this powertrain.

The company currently uses Mercedes-AMG four-cylinder and Toyota V6 engines in the Emira, but it is moving away from both external suppliers.

Both the new V6 and V8 engines are being developed in conjunction with Horse, a joint venture between Renault and Geely, which owns a controlling 51 per cent stake in Lotus.

The next-generation Emira and the Type 135 supercar are part of the company’s new Focus 2030 plan, which includes Lotus setting itself a more realistic sales target of 30,000 cars per year. In 2025, the company made just 6520 vehicles and is nowhere close to meeting the 150,000 sales target laid out in its Vision 18 strategy.

At the turn of the decade Lotus, like many other automakers, planned to go all-electric by 2030, with the Emira being the company’s last ever petrol-powered car. Now Mr Feng admits the company “did act too fast”, and that “is why we made a change and decided to go hybrid”.

While the company's electric Eletre SUV and Emeya sedan are made in Wuhan, China, its sports cars are produced in the Hethel, in the UK. This setup will continue with the generation of cars, with the Esprit set to share factory space with Emira.

Mr Feng sees the Ferrari 849 Testarossa as the Esprit's main rival. The Testarossa has a starting price of $932,648 before on-road costs in Australia.

MORE: Explore the Lotus showroom

With the exception of the Tesla Model 3 and Toyota Camry, sales of the traditional three-box sedans have basically fallen off a cliff and, as a result, most car companies have moved away from offering them in Australia, particularly in the smaller segments.

Audi is not one of those automakers. The current A3 range maintains a sedan equivalent to the five-door Sportback hatch in every model grade locally – including high-performance S3 and RS3 versions – following a great showing from the previous-generation model.

Here on test we have the 2026 Audi A3 Sedan TFSI quattro 150kW S line (deep breath), the most recent addition to the local lineup. It bridges the gap between the base TFSI 110kW mild-hybrid and the Volkswagen Golf R-powered 245kW S3 quattro.

It pairs a detuned version of the German auto giant's 2.0-litre 'EA888' turbo-petrol engine from said S3 and Golf R with quattro all-wheel drive and a slick-shifting seven-speed S tronic dual-clutch auto. While it looks cutesy and demure, it packs GTI levels of performance underneath.

So while this little Audi sedan stacks up as a potential sleeper on paper, does it justify its existence in the local lineup when so many Australians are likely to jump straight to the S3?

Well, let's find out...

How much does the Audi A3 cost?

The A3 Sedan generally commands a $3000 price premium over the equivalent A3 Sportback, including the high-performance S3 and RS3 variants.

On test here we have the TFSI quattro 150kW S line, which starts from $65,800 plus on-road costs. Our test vehicle also included the $1990 Premium plus package, while the Mythos black metallic paint seen here costs another $1350. Other options as tested included the Black exterior styling package ($1200), a panoramic sunroof ($2000), and privacy glass ($650).

So that's $72,990 as-tested for this compact premium sedan, before on-road costs, which is nudging $80,000 on the road. That's no small amount for a small car, but it's still cheaper than the base price of the Mercedes-Benz A250 Special Edition (from $74,600), while the BMW 220 Gran Coupe starts around the same price as the Audi (from $64,800) and requires similar box-ticking to get equivalent spec.

If you really want all-wheel drive and turbocharged performance in a smaller sedan and you aren't fussed about the badge, the Subaru WRX (from $48,890) offers a range of variants with more power as well as the option of a six-speed manual transmission if you prefer to shift your own gears.

Perhaps the A3 TFSI quattro's biggest natural rival comes from within the Audi family, given the 245kW S3 Sedan starts from $81,800 before on-roads.

To see how the Audi A3 lines up against the competition, check out our comparison tool

What is the Audi A3 like on the inside?

There's not much to distinguish the cabin this mid-spec A3 from the base one, particularly when they both have optional packages specified.

Even I struggled to find differences at the beginning, and my partner recently bought a new A3 Sportback TFSI 110kW S line. But, there are a couple of little (or not so little) things that distinguish the 150kW from the 110kW.

If you're comparing the base specifications of each variant, the quattro picks up leather-appointed trim, electric front seats, an auto-dimming rear-view mirror, and configurable LED ambient lighting as standard, while they're relegated to the options list in the base model.

Further, it adds Audi drive select modes and surround cameras – we'll touch on that more in the driving section – and the exterior mirrors are auto-folding and auto-dimming on both sides. The base model doesn't offer the drive mode selector, and the cameras and extra mirror features are optional.

And our test vehicle's Premium plus package goes a little further than what's available even as an option on the 110kW S line, bringing memory functions for the side mirrors and the driver's seat, as well as a head-up display, and a 15-speaker Sonos premium sound system – though the projector-type HUD removes sound-insulating acoustic glass.

With 15 speakers, a subwoofer, and a 680-Watt quoted output, the A3's premium audio option offers really good sound quality, with crisp audio and solid, thumpy bass. It's noticeably meatier than the base 10-speaker Audi sound system, which is already very good in its own right.

Apart from the seat memory controls integrated into the door grab handle and the Sonos badges on the speakers, there's little to differentiate even an optioned A3 TFSI quattro from my partner's fully-optioned A3 TFSI 110kW, as everything else is pretty much carried over.

That could be good or bad depending on how you look at it, but it means the facelifted A3's excellent in-car technology and generally sound build quality remains present here.

Audi's 12.3-inch virtual cockpit plus remains one of the best digital instrument clusters in the business, for its classic layout and extensive configurability. It also offers slick response, sharp clarity and smooth animations, which keeps it looking fresh and feeling upmarket even several years on.

The 10.1-inch MMI touch infotainment system is on the smaller side of touchscreen dimensions in 2026, but like they say, size doesn't always matter. Like the virtual cockpit display, Audi's infotainment system is attractive to look at, and offers good configurability and functionality, as well as slick operation.

I also like the clicky haptic feedback that's a hark back to Audi's old physical infotainment controls. There’s additional app integration too, like a native Spotify application for music streaming, while wireless Apple CarPlay worked flawlessly during our time with the A3.

General comfort and perceived build quality remains very good for the segment, with the front Sport bucket seats offering great bolstering and support, as well as extendable under-thigh cushions (a personal highlight of mine) and three-stage heating.

Audi has retained clicky, tactile physical climate controls, as well as actual buttons for other functions like the Audi drive select control and parking assist features. However, as has been well documented with this fourth-generation A3, material quality has taken a dip in mid- and lower-tier areas of the cabin, where there are harder, scratchier plastics.

The plastic grab handles on the doors and plasticky air vents are perhaps the most conspicuous signs of cost-cutting compared to the previous generation, which was widely lauded as a benchmark for compact-car interior design, and featured a higher ratio of soft-touch materials mixed in with flourishes of metal and chrome accents.

The A3 rides on the same 2630mm wheelbase as the Golf, meaning it offers similar rear passenger accommodation. At 6'1", I can fit behind my own preferred driving position, though the chunky front sports bucket seats eat into the rear a little more than regular seats, meaning you might feel a touch hemmed in.

At least the deep footwells offer good foot and toe room on either side of the thick driveline hump in the floor, and the A3 Sedan's sloping rear roofline isn't detrimental to headroom – though it's not as airy inside as the Sportback.

Being a small car, the fifth seat isn't meant to be regularly used, but it's at least not too skinny or raised too high, so it can be used for smaller adults or kids when needed, though the driveline tunnel does mean you have to share the footwells with passengers on either side.

Rear amenities include air vents with temperature controls – though not a digital climate panel like in its Volkswagen and Skoda platform mates – plus a fold-down centre armrest with cupholders, net-type map pockets on the front seatbacks, bottle holders in the doors, and of course your requisite ISOFIX anchor points on the outboard seats and top-tethers on the backs of all three for child seats.

Further back there's a remote-opening boot lid, though it's not power-assisted like is optionally available on the Sportback hatch.

The quattro underpinnings means this particular A3 sedan loses some underfloor storage, thus dropping its quoted cargo volume to 390 litres versus the 425L quoted by the TFSI 110kW mild-hybrid.

For reference, the equivalent A3 Sportback TFSI quattro 150kW quotes 325L with the rear seats in use, upping it to 1145L with them folded. The Sedan doesn't quote a seats-down figure.

Regardless, the quattro maintains its space-saver spare wheel – whereas the S3 only gets a tyre repair kit.

To see how the Audi A3 lines up against the competition, check out our comparison tool

What's under the bonnet?

The Audi A3 TFSI quattro 150kW is powered by a version of the ubiquitous EA888 2.0-litre turbo-petrol engine, which shares its DNA with the higher-output unit used in the VW Group's compact performance models including the Audi S3, Cupra Leon VZx, Skoda Octavia RS, and Volkswagen Golf GTI/R.

Our indicated fuel consumption readout of 8.6L/100km is some 30 per cent up on Audi's official combined claim, though our 520km behind the wheel included plenty of peak-hour commuting in stop-start, bumper-to-bumper traffic. I also noticed the idle-stop system wasn't all that keen to cut in during high-traffic commuting compared to the eager 48V system in the base A3.

Our indicated consumption would suggest a real-world driving range of over 600km per fill of the 55L fuel tank, which requires a minimum of 95 RON premium unleaded. It's worth noting the quattro gets a slightly larger tank than the 110kW MHEV version, which has 50L of fuel capacity.

Plug-in hybrid (PHEV) and turbo-diesel versions of the A3 are also offered in overseas markets, though neither has been confirmed for Australia at this point in time. Diesels have effectively been ruled out by Audi's local product team for the marque's smaller models, while the A3 e-hybrid PHEV has long been "under consideration", though the needle has barely moved on this in two years.

To see how the Audi A3 lines up against the competition, check out our comparison tool

How does the Audi A3 drive?

It may look like a humble compact sedan, but the A3 TFSI quattro has the heart of a warm/hot hatch and, combined with all-paw traction, it might surprise you.

In typical Audi fashion, the A3 quattro is pretty understated and demure in the way it goes about its business. It leaves the theatrics and street cred to the S3, and instead offers pretty effortless torque for everyday commuting as well as highway stints.

I spent plenty of time behind the wheel commuting to and from events during my week with the vehicle, as well as a few family and social engagements outside of work, and I was surprised at how much it reminded me of my Golf GTI, albeit without a sporty exhaust note.

The seven-speed dual-clutch auto will still occasionally be hesitant off the line or when you try to make a quick run for it while rolling, but for the most part it's one of the better transmissions of this type in day-to-day use, and also allows the 2.0 TFSI's 320Nm of torque to do most of the heavy-lifting in the name of refinement and efficiency.

Left in 'auto' drive mode, the A3's drive select system will adapt to driving conditions and driver input to provide the best balance of efficiency and performance. I generally left it in this profile, only occasionally flicking it into dynamic if I hit a winding B-road.

The A3 quattro doesn't feature S sport suspension or dynamic damper control, with the Audi drive select system only tailoring the throttle and steering. I'm sure if you asked Audi nicely enough you might be able to add adaptive damping like you can in overseas markets, but truth be told the standard passive setup is fine.

Its ride is on the tauter side but is pretty well balanced for everyday driving, even if there's a firmer edge to how the A3 reacts to obstacles like potholes, road joins and tram/train tracks, which you'll commonly find in Australian capital cities.

As for handling, my partner's base A3 TFSI 110kW seems to only have one steering setting, given it doesn't have Audi drive select, so between the balanced and dynamic settings the A3 quattro felt a little tighter and better dialled-in, despite not being fitted with the S3's variable-ratio progressive steering rack.

While typically Audi in feeling overly assisted and therefore light-on in feel and weight, its linear and direct steering response makes for confident handling, both when pootling around town and taking on a technical set of bends at speed – like the backroads between my home in the Melbourne's eastern suburbs and the Yarra Valley.

It's got plenty of pace and grip for this kind of thing, but lacks the engagement and soundtrack to really elicit any emotion or excitement. It's quite clean and clinical, which to be fair works with the general vibe. The taut chassis, however, really shines through in higher-performance A3 variants like the S3 and RS3, which better exploit its well-sorted setup.

The BMW 1 Series and 2 Series Gran Coupe siblings are arguably more feelsome behind the wheel, but you can't get all-wheel drive without opting for the more expensive M135 xDrive or M235 xDrive which, in my humble opinion, is outclassed by the equivalent Audi S3.

The A3 quattro's standard 18-inch wheels and 225/40 Nexen N'Fera Sport tyres are up to the task, even if most target buyers will probably never test their limits, though on coarse-chip roads they aren't as quiet as you might expect for a luxury vehicle, perhaps a byproduct of removing acoustic windscreen glass for the head-up display – though this is a common trait among its premium-badged rivals also.

That said, wind noise is kept to a minimum and the A3 Sedan feels impressively settled at freeway speeds, helped no doubt by the fact this variant is capable of sitting at nearly 250km/h on the Autobahn back home.

As for driver assistance, Audi tends to set the tone for the core Volkswagen Group brands – its mantra translates to 'progress through technology', after all.

Standard adaptive cruise assist combines distance control and lane-centring to offer Level 2 driver assistance on the highway, though the cruise controls are on an old-school stalk under the indicator stalk, rather than having multifunction controls on the steering wheel.

It works very well and, like the Travel Assist system in related Cupra, Skoda and VW products, it's easily one of the most accurate and user-friendly highway driving assistance systems at the compact end of the market. One point of annoyance for me personally though is that the Audi doesn't allow you to adjust the speed in increments of 1km/h, only 5km/h or 10km/h.

Side assist combines blind-spot monitoring and rear cross-traffic assist, the latter applying braking intervention to help avoid collisions when reversing out of perpendicular parking spots, while an exit warning system will alert you if you're about to open your door into the path of a vehicle or cyclist.

The quattro adds a standard surround-view camera over the base variant (though it's optional on the TFSI 110kW), and while it's helpful in offering a wider field of view and multiple angles including the front and rear wheels to avoid kerb rash, the quality and clarity of the camera feeds just can't match those in numerous Chinese cars.

Other features include speed sign recognition, which is compatible with the head-up display, as well as park assist plus including front and rear parking sensors, which is capable of controlling the throttle, steering and braking to effectively park the A3 for you.

To see how the Audi A3 lines up against the competition, check out our comparison tool

What do you get?

The A3 TFSI quattro 150kW S line sits between the entry-level TFSI 110kW S line and the more potent S3.

2026 Audi A3 TFSI 110kW S line equipment highlights:

• 18-inch 5-spoke alloy wheels – gloss-turned
• Space-saver spare wheel
• S line exterior package
• LED headlights
• LED daytime running lights
• • incl. multiple digital signatures
• LED tail-lights
• S line interior package
• Sport front seats with integrated head restraints
• • incl. 4-way lumbar support
• Electric driver's seat adjustment
• Heated front seats
• Headliner in black
• Inlays in dark aluminium spectrum
• Stainless steel pedals
• S multifunction steering wheel
• • Perforated leather
  • Contrast stitching
• 3-zone climate control
• 12.3-inch Audi virtual cockpit plus
• 10.1-inch MMI navigation plus
• • Voice control incl. natural speech recognition
  • 3D map display
• Audi connect plus Navigation & Infotainment – 3 years
• • Online traffic information
  • Destination entry via myAudi, Google Maps
  • Parking information
  • Weather
• Audi connect plus Security & Assistance – 3 years
• • Car finder with remote signal
  • Remote lock, unlock
  • Emergency call (10 years)
  • Online roadside assistance
  • Automatic service reminder (10 years)
• Audi smartphone interface
• • Apple CarPlay – wireless, wired
• • Android Auto – wireless, wired
• Audi connect plus
• Audi phone box light – wireless charging
• Audi sound system
• • 10 speakers
  • 180 Watts
• Ambient lighting
• Illuminated aluminium sill plates

2026 Audi A3 TFSI quattro 150kW S line adds:

• 18-inch alloy wheels in 5-twin-spoke design – gloss-turned
• Audi drive select – driving modes
• Exterior mirrors – heated and electric folding
• • incl. auto-dimming both sides
• Sport front seats in leather-appointed upholstery
• Electric front seats incl. 4-way lumbar
• Auto-dimming interior mirror – frameless
• Colour ambient interior lighting – 30 colours

Options

The mid-spec A3 is available with one main option package and several single-item options.

Premium plus package: $1990

• Exterior mirrors with memory function
• Driver memory function
• Sonos 3D premium sound system
• • 15 speakers incl. subwoofer
  • 16-channel amplifier
  • 680W output
• Head-up display
• • *Removes acoustic glass

Single-item options include:

• 18-inch alloy wheels in five-Y-spoke design – gloss-turned: $NCO
• Metallic paint: $1350
• Audi Sport metallic paint: $1850
• Black exterior styling package incl. Audi rings in anthracite grey: $1200
• Electric tailgate – Sportback: $660
• Panoramic glass sunroof: $2000
• Privacy glass: $650
• Roof rails in aluminium or black – Sportback: $550
• Sonos 3D premium sound system: $750

To see how the Audi A3 lines up against the competition, check out our comparison tool

Is the Audi A3 safe?

The Audi A3 carries a five-star ANCAP safety rating for vehicles built from July 2025 and sold from September 2025. Assessed against the independent auto safety body's 2025 criteria, it applies to all variants. Earlier vehicles carry a separate 2020 date-stamped five-star rating that applies only to front-drive variants.

Standard safety equipment includes:

• 7 airbags incl. front-centre
• Autonomous emergency braking
• • Pedestrian detection
  • Cyclist detection
  • Intersection assist
  • Swerve assist
  • Turn assist
• Adaptive cruise assist
• • Adaptive cruise control incl. stop/go
  • Emergency assist
  • Lane-centring assist
  • Traffic jam assist
• Lane departure warning
• Lane-keep assist
• Park assist
• Parking sensors – front, rear
• Side assist
• • Blind-spot warning
  • Exit warning
  • Rear cross-traffic assist
• Reversing camera
• Tyre pressure loss indicator

A3 TFSI quattro 150kW S line adds:

• 360-degree cameras incl. kerb view function

To see how the Audi A3 lines up against the competition, check out our comparison tool

How much does the Audi A3 cost to run?

The A3 is covered by Audi Australia's five-year, unlimited-kilometre warranty, plus five years of roadside assistance.

Over and above the standard ownership provisions, there’s an available Audi Advantage Package which extends the warranty by two years (up to seven years).

In addition to two years of scheduled servicing (added to the end of any existing service plan) and roadside assistance – this costs $3250 for both A3 and S3 buyers.

Eligible owners can register for complimentary Audi Experience membership during the vehicle’s factory warranty period

To see how the Audi A3 lines up against the competition, check out our comparison tool

CarExpert's Take on the Audi A3

As nice to drive and easy to live with as the A3 TFSI quattro is, given the price point it's perhaps the least compelling A3 variant – at least in my humble opinion.

The added performance and traction from the larger 2.0-litre turbo engine and all-wheel drive makes for a premium compact sleeper sedan, but I'm not sure whether the $8000 upcharge over the base mild-hybrid is really worth it.

Sure, there are a couple of extra equipment items thrown in for the added spend, but our test car still required $7000 of options, pushing it perilously close to the full-fat S3, which brings a big wallop of extra performance and even more kit.

Given this car is more likely to be used as a daily driver for the work commute, the lack of electrification beyond idle-stop means this engine uses over 30 per cent more fuel than the mild-hybrid based on our real-world testing, which in today's climate of rising fuel prices is another knock against the quattro.

The base mild-hybrid may not have the same pep in its step, nor the full catalogue of features available to it, but it does have the same fundamental chassis and general design, plus a far more efficient powertrain for everyday usage. In lieu of the e-hybrid PHEV offered overseas, it's the more economical everyday premium compact.

Furthermore, there's minimal differentiation between the quattro and the base car, which might rub some people up the wrong way given the price difference, and a lot of the optional equipment fitted to our test car really should be standard – namely privacy glass and driver's seat memory, not to mention the head-up display.

In isolation, the Audi A3 TFSI quattro 150kW S line looks like a smart way to get most of the hot-hatch driving experience in a more premium and understated package, but only if you're willing to sacrifice some fun and theatre in the process.

BMW doesn't offer a mid-tier AWD performance option below the M135 xDrive or M235 xDrive, while the Mercedes-Benz A250 starts nearly $10,000 higher and no longer offers a sedan body style.

Still, at the as-tested price, you're probably better off getting the full-fat S3 with all of its extra performance and luxury gear.

CarExpert can save you thousands on a new Audi A3. Click here to get a great deal.

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MORE: Explore the Audi A3 showroom

The first new Patrol in 13 years should help Nissan level the playing field, especially given the current 300 Series LandCruiser is much younger than the outgoing Patrol, introduced both globally and in Australia in 2021.

The two nameplates have been sparring partners for more than 70 years, with the first Patrol launched in 1951, the same year as the Toyota BJ, which was renamed the LandCruiser three years later. Toyota launched the LandCruiser in Australia in 1958, while the Patrol arrived in 1961 under the Datsun brand.

The 300 Series saw Toyota drop V8 models for a 3.3-litre twin-turbocharged V6 diesel across the lineup. The Y63 Patrol has followed suit with a 3.5-litre twin-turbocharged V6 petrol engine replacing the Y62’s sonorous petrol 5.6-litre V8.

Earlier this year, Toyota added a hybrid option to the 300 Series, borrowed from the Tundra full-size pickup, which it now offers on the top-two model grades, both commanding around $9000 more than diesel equivalents.

On that front, Nissan has said there’s little call from its Patrol buyers for a hybrid in the Y63, with its petrol-powered range “the right powertrain for right now” and enough to challenge diesel powered LandCruiser.

It has also ruled out a performance-focused Nismo version, which is offered overseas, but hasn't quashed the idea of a new Patrol Warrior, which topped the previous range.

While the outgoing Y62 Patrol has sold well, despite several price rises as Nissan looked to capitalise on those wanting a V8 after news of its demise, the LandCruiser has outsold Patrol by more than two-to-one so far in 2026.

Yet that was with three variants, while the new Y63’s six model grades combine with a range of upgrades – including more seats, greater space and increased towing capacity – to make it a formidable on-paper rival.

Nissan Australia doesn’t expect the Patrol to lead an overall sales turnaround for the brand here, given how solid sales of the outgoing Y62 Patrol have been – but perhaps it's being modest?

We take a look at what we know about the two rivals ahead of the Y63’s official media launch and scheduled customer deliveries in early 2027.

How much do they cost?

The Patrol kicks off at $98,990 before on-road costs for the base Ti, with the entry-level LandCruiser GX officially $99,270 before on-roads for a relatively meagre $280 difference.

Yet this trend continues as you ‘walk’ up the range, with all six Patrol model grades undercutting their equivalent LandCruiser.

The biggest difference is a more than $10,000 advantage for the Patrol Pro-4X, a new model grade first used in Australia on the Nissan Navara for an off-road focused version.

This is where the Patrol lineup splits, in what it internally calls a ‘Y’ strategy.

The Pro-4X and top-spec Ti-L Reserve offer two divergent paths, with the former being more ‘rugged’ and the latter having a more ‘royal’ luxury tilt.

The LandCruiser, too, has an off-road-focused GR Sport version, with significant changes to its suspension and four-wheel drive system, which is priced almost identically to the more luxury-focused Sahara ZX. The two grades are the closest counterparts to the Patrol Pro-4X and Ti-L Reserve.

In comparing what we know about the Y63 so far against the 300 Series, we’ve left out the hybrid LandCruiser models.

They add another layer of depth to the LandCruiser’s appeal and, as mentioned, are the most expensive versions, adding around $9000 above the price of the diesel Sahara ZX or GR Sport.

What do you get?

Nissan Australia has announced key equipment levels for each model grade, but we don’t have the full specs of the Australian Y63 Patrol just yet. Nevertheless, we still have enough to show some key differences between the two vehicles.

2027 Nissan Patrol Ti equipment highlights:

• LED headlights and tail-lights
• 18-inch gunmetal alloy wheels with full-size spare
• NissanConnect connected-car services with Google Built-in and Google Gemini AI
• Tri-zone automatic climate control
• Synthetic leather upholstery
• Leather-accented steering wheel

Ti+ adds:

• Panoramic glass roof
• Privacy glass
• Power tailgate
• Roof rails
• Intelligent rear-view mirror
• Rain-sensing wipers

Ti-L adds:

• Dual 14.3-inch monolith display screens
• 12-speaker Klipsch premium audio system
• Head-up display
• Intelligent Dynamic Damping
• 20-inch machined alloy wheels
• 3D-rotation Intelligent Around View Monitor with invisible bonnet ‘skeleton view’

Ti-L+ adds:

• Genuine leather-accented seat trim
• Heated and ventilated front seats
• Driver’s seat massage function
• Heated steering wheel
• Centre console cool box
• ‘Biometric’ air-conditioning
• Multi-colour cabin lighting

Pro-4X adds (over Ti-L):

• 20-inch black-finish alloy wheels with all-terrain tyres
• Adaptive air suspension with Intelligent Dynamic Damping
• Unique front-bumper design
• Heated and ventilated front seats
• Heated steering wheel
• Centre console cool box
• ‘Biometric’ air-conditioning
• Trailer docking support
• Electric trailer brake controller

Ti-L Reserve adds (over Ti-L+):

• 22-inch machined alloy wheels
• Adaptive air suspension with Intelligent Dynamic Damping
• Driver and front-passenger massage seats
• Dual 12.8-inch second-row entertainment screens
• Trailer docking support
• Electric trailer brake controller

In contrast, here's what the LandCruiser 300 Series offers in its six model grades.

2026 Toyota LandCruiser GX equipment highlights:

• 17-inch steel wheels
• LED headlights with manual levelling
• Automatic high-beam
• Crawl control
• Hill descent control
• Proximity entry with push-button start
• Dual-zone climate control
• Black fabric upholstery
• 60:40-split/folding second-row seats
• Vinyl flooring
• Rubber floor mats
• One-touch power windows (all doors)
• 7.0-inch instrument cluster screen
• 8.0-inch infotainment touchscreen
• Wireless Apple CarPlay and Android Auto
• 6-speaker sound system

It’s the only LandCruiser model grade to come standard with a snorkel.

GXL adds:

• 18-inch alloy wheels
• Variable intermittent wipers
• Rear privacy glass
• Side steps
• Black faux-suede upholstery
• Eight-way power-adjustable driver’s seat
• Quad-zone climate control
• Centre console cool box
• Wireless phone charger
• Carpeted flooring
• 40:20:40-split/folding second-row seats

VX adds:

• LED rear indicators
• Rain-sensing wipers
• Puddle lights
• Vehicle Dynamics Integrated Management
• Sunroof
• Leather-accented shifter
• Woodgrain and leatherette inlays
• Black leatherette upholstery (Beige a no-cost option)
• Power-adjustable steering wheel
• Power driver’s seat lumbar adjustment
• Eight-way power-adjustable passenger seat
• Heated and ventilated front seats
• Second-row centre armrest
• Rear LED interior lights
• LED door courtesy lights
• Carpeted floor mats
• Remote power windows
• Four-zone climate control
• 12.3-inch digital instrument cluster
• 12.3-inch infotainment touchscreen (includes HDMI port)
• Satellite navigation
• 10-speaker sound system
• Power tailgate

Sahara adds:

• Sequential turn signals – front and rear
• Head-up display
• Heated steering wheel
• Black leather upholstery (Beige a no-cost option)
• Heated and ventilated outboard second-row seats
• Driver’s seat memory
• Power-folding third row
• 14-speaker JBL sound system
• Dual rear-seat entertainment system

GR Sport adds:

• 18-inch black-finish alloy wheels
• Unique grille with Toyota wordmark
• Adaptive high-beam
• Adaptive variable suspension
• Locking front and rear differentials
• Carbon-look steering wheel, centre console and door trim
• Tailgate puddle lamp

Sahara ZX adds (over Sahara):

• 20-inch alloy wheels
• Illuminated side steps
• Hands-free power tailgate
• Rear torque-sensing limited-slip differential
• Black and rose interior available

Are they safe?

The Nissan Patrol Y63 has not been tested by safety body ANCAP (Australasian New Car Assessment Program), and there's no Euro NCAP rating applicable either. However, the US Insurance Institute for Highway Safety (IIHS) awarded its US-market Armada twin Top Safety Pick status this year.

For Australia, Nissan has confirmed the Y63 Patrol will have rear cross-traffic alert on all models – which is missing from the base LandCruiser GX – and tyre pressure monitoring across the lineup.

Australia’s version may vary, but overseas, the Y63 comes with seven airbags, including dual front, dual front-side, driver’s knee airbag and two curtain airbags.

This compares to 10 airbags in the LandCruiser 300 Series, which achieved a five-star ANCAP rating in 2022 (although this doesn't apply to the GR Sport, given its different suspension and driveline tech).

Standard safety tech confirmed for the Patrol so far includes:

• Adaptive cruise control
• Autonomous emergency braking
• Trailer blind-spot monitoring
• Lane-centring
• Navigation-linked speed adjustment
• 3D surround-view camera with invisible ‘skeleton view’ bonnet
• Trailer sway control
• Tyre pressure monitoring system
• Rear cross-traffic alert
• Trailer docking support (Pro-4X, Ti-L Reserve)
• Electric brake controller (Pro-4X, Ti-L Reserve)

The Toyota LandCruiser 300 Series safety tech includes:

• 10 airbags
• Autonomous emergency braking with pedestrian, daytime cyclist detection
• Adaptive cruise control
• Lane departure warning
• Lane-keep assist (brake-based)
• Speed sign recognition
• Blind-spot monitoring (GXL and up)
• Rear cross-traffic alert (GXL and up)
• Lane Trace Assist (lane centring)
• Reversing camera
• Multi-Terrain Monitor with surround-view camera (VX and up)
• Front and rear parking sensors (GXL and up)
• Rear parking support brake (GXL and up)
• Trailer sway control

What are they like on the inside?

We’re yet to sit in an Australian-spec Y63 Patrol, but key spec differences between the base models include the Patrol Ti’s eight seats – which Nissan claims all accommodate full-size adults – compared to a five-seat layout in the LandCruiser GX, Sahara ZX and GR Sport, and a seven-seat layout in the GXL, VX and Sahara model grades.

The Patrol Ti also has 18-inch wheels, an inch larger than the base LandCruiser’s, with 244mm of ground clearance (on overseas models) compared to the Toyota’s 245mm on all diesel versions.

There's adjustable air suspension on the Patrol Pro-4X, which sits on 20-inch wheels with all-terrain tyres, and the flagship Patrol Ti-L Reserve, which may change that figure for Australia.

Using overseas specs, the Nissan has approach and departure angles of 32 and 25.5 degrees respectively, with the Pro-4X in its highest adjustable suspension setting offering 34-degree approach and 27.5-degree departure angles.

The LandCruiser 300 Series has 31-degree approach and 25-degree departure angles on diesel models, apart from the Sahara ZX diesel which has a 23-degree approach angle due to its unique front bodywork.

The Toyota hits back with greater fuel tank capacity, with 110L (combined) twin fuel tanks compared to the 97-litre petrol tank in the Y63 – not officially confirmed by Nissan Australia – which is down 43L from the Y62’s 140L tank.

Heading inside, the Patrol Ti comes with side steps standard on all models – with only the base model LandCruiser GX not offering them – and runs synthetic leather seat upholstery to the LandCruiser GX’s cloth. It also has larger screens plus tri-zone climate control, instead of dual-zone.

A power tailgate with hands-free operation is standard on the Patrol Ti+, where the LandCruiser VX and above has a power tailgate but doesn’t offer a hands-free function except in the Sahara ZX.

The Ti+ also comes with a panoramic sunroof where the LandCruiser VX (and above) have a smaller tilt-and-slide moonroof.

The Nissan offers dual 12.3-inch displays – meaning a 12.3-inch centre infotainment screen and a 12.3-inch digital instrument cluster. The entry-level LandCruiser runs an 8.0-inch centre screen and a 7.0-inch cluster.

The LandCruiser VX grade brings a larger 12.3-inch touchscreen and 12.3-inch instrument cluster, but the Patrol Ti-L it competes with comes with larger again dual 14.3-inch displays.

Across the entire range, both the Nissan and Toyota come with their respective apps and over-the-air update tech; NissanConnect Services, which comes with Google Built-in and Google Gemini AI (artificial intelligence); and Toyota Connected Services.

The base Patrol camera has an ‘invisible bonnet’ and skeleton view, where the entry-level LandCruiser has a regular reversing camera.

The Patrol Ti-L adds 3D-rotation to the camera feature, as well as a standard head-up display – standard in LandCruiser Sahara and up – while the Ti-L+ adds ‘biometric’ cooling, which senses occupants’ temperature and adjusts the temperature accordingly.

The Ti-L comes with a Klipsch audio system with 12 speakers, two more than the LandCruiser VX’s system.

The LandCruiser Sahara brings a 14-speaker JBL audio system to outdo the same 12-speaker Klipsch also offered in the Patrol Ti-L+, which is also standard in the GR Sport, which reverts to a five-seat configuration.

The GR Sport does bring Toyota’s Electronic-Kinetic Dynamic Suspension System (E-KDSS) – exclusive to the GR Sport – with the Patrol Pro-4X teaming adaptive air suspension with electronic continuously variable dampers.

Air suspension is also standard on the Patrol Ti-L Reserve, with the Nissan on 22-inch wheels to the Toyota Sahara ZX’s 20-inch alloys.

The Ti-L Reserve adds dual 12.8-inch second-row entertainment screens, with a pair of 11.6-inch rear screens standard in LandCruiser Sahara and Sahara ZX.

What’s under the bonnet?

The LandCruiser and Patrol are no longer V8 heroes, with both employing twin-turbo V6 engines – a diesel in the Toyota and a petrol engine in the Nissan.

The newcomer Nissan has a 3.5-litre twin-turbo 60-degree V6 petrol engine making 317kW at 5600rpm and 700Nm of torque at 3600rpm, mated with a nine-speed automatic.

The Toyota has a 3.3-litre twin-turbo 90-degree V6 diesel engine, making 227kW at 4000rpm and 700Nm of torque between 1600-2600rpm, with a 10-speed automatic.

Official Australian fuel consumption figures haven't been announced for the Y63, but overseas models offer around 9.9L/100km combined. The LandCruiser diesel's official combined fuel economy is 8.9L/100km.

Braked towing capacity for the Patrol is 3700kg on all model grades, while the LandCruiser is rated at 3500kg for all model grades (and both diesel and hybrid versions).

Every Patrol and LandCruiser 300 Series has trailer sway control as standard, with the Nissan also including trailer blind-spot monitoring and the Toyota a Back Guide Monitor.

Four-wheel drive with selectable low-range gearing is standard on every Patrol and LandCruiser, and while the Patrol comes with an electronic rear-differential lock across the lineup, the LandCruiser includes a centre diff lock and open rear.

The higher-spec LandCruiser Sahara ZX has a Torsen rear limited-slip differential (LSD) while the LandCruiser GR Sport comes with locking front, centre and electronic rear differential locks.

The Patrol comes with a centre transfer case and can transfer drive 100 per cent to either the front or rear, with all models offering eight drive modes (Standard, Eco, Sport, Tow, Snow, Sand, Rock, Mud/rut) against the entry level LandCruiser’s three (Eco, Normal and Sport).

That changes to five on the LandCruiser Sahara ZX and GR Sport, which add Sport S and Sport S+ modes.

Toyota separates its drive modes from its off-road multi-terrain select system, which is standard on the LandCruiser GXL upwards and includes Auto, Dirt, Sand, Mud, Rock and Deep Snow settings.

The Patrol has Auto, 4H and 4L settings, as well as the rear differential lock.

How much do they cost to run?

The Nissan Patrol comes with a 10-year/300,000km new-vehicle warranty, conditional on servicing to maintain the warranty after five years, with capped-price scheduled servicing for five years.

The Toyota LandCruiser 300 Series comes with a five-year, unlimited-kilometre vehicle warranty, a seven-year engine warranty and five years of capped-price scheduled servicing.

Australian order books for the Nissan Patrol Y63 opened in late August 2026, with the first customer deliveries scheduled for early 2027.

Further details, including full equipment lists and specifications, are expected sometime ahead of this at the official launch.

On paper, the Patrol lands a few quick blows on the LandCruiser, but the 300 Series is a formidable opponent and a genuine off-road icon, so it’s far from a sure thing – yet the competition might help buyers land a better deal.

MORE: Explore the Nissan Patrol showroomMORE: Explore the Toyota LandCruiser showroom

The new 3.0-litre four-cylinder turbo-diesel replaces the hybrid in local showrooms, though GWM is still advertising stock of the Tank 500 hybrid on its local website. It marks the first time a diesel engine has been offered in the Tank 500 in Australia, though in other markets it's available with a 2.4-litre turbo-diesel four.

Available in two grades, the Tank 500 diesel undercuts the carryover Tank 500 Ultra PHEV, which features a petrol plug-in hybrid powertrain. It differs from the PHEV in not only its powertrain but also by offering a new-generation Coffee infotainment operating system, greater towing capacity (up 500kg to 3500kg), and a third row of seating like the outgoing hybrid.

The Tank 500 PHEV will, however, eventually be upgraded to the new infotainment operating system, potentially for model year 2027 (MY27).

The Tank 500 diesel produces less power and torque than the hybrid it replaces (170kW/620Nm vs 255kW/648Nm), but uses less fuel (7.1L/100km vs 8.5L/100km).

GWM Australia says the new powertrain has undergone more than six months of local engineering and validation testing under its lead product dynamics and integration manager, former Holden engineer Rob Trubiani.

Pricing

For diesel Tank 500s purchased before October 30, 2026, GWM is offering either an additional discount of $2000 or a $2000 fuel card.

Drivetrains and Efficiency

While all Tank 500s are four-wheel drive and feature locking front, centre and rear differentials, diesel variants have a part-time four-wheel drive system while the PHEV uses a torque-on-demand full-time system.

Diesel variants don't require AdBlue.

Dimensions

Servicing and Warranty

GWM backs the Tank 500 with a seven-year, unlimited-kilometre vehicle warranty, with the PHEV's battery covered by a separate eight-year, unlimited-kilometre warranty.

The company offers seven years of capped-price servicing. While it hasn't announced diesel service pricing yet, below are service prices for the PHEV:

• 12 months/10,000km: $315
• 24 months/25,000km: $500
• 36 months/40,000km: $640
• 48 months/55,000km: $740
• 60 months/70,000km: $740
• 72 months/85,000km: $950
• 84 months/100,000km: $365

Safety

The GWM Tank 500 has a five-star safety rating from ANCAP based on testing conducted in 2024, though this currently applies only to PHEV and discontinued hybrid variants.

Standard safety equipment includes:

• Autonomous emergency braking
• Blind-spot monitoring
• Driver fatigue monitoring
• Lane-keep assist
• Emergency lane-keep assist
• Rear cross-traffic assist
• Safe exit warning
• Traffic sign recognition
• Traffic Jam Assist
• Reversing camera
• Rear parking sensors
• 7 x airbags: Front, front-side, front-centre and curtain

Standard Equipment

There are three members of the Tank 500 lineup.

The Tank 500 Lux diesel comes standard with the following equipment:

• 18-inch two-tone chrome alloy wheels
• Full-size alloy spare wheel
• Automatic LED headlights
• Cornering lights
• Side steps
• Sunroof
• Keyless entry and start
• Rear privacy glass
• Front and rear differential lock
• Hill descent control
• Electronic parking brake with auto hold
• 14.6-inch touchscreen with Coffee OS infotainment system
• Wireless Apple CarPlay and Android Auto
• DAB+ digital radio
• 8-speaker sound system
• Wireless phone charger
• 12.3-inch digital instrument cluster
• 4-way power steering column adjustment
• Light, Comfort and Sport steering modes
• 8-way power driver's seat with adjustable lumbar, memory
• 4-way power passenger seat
• Heated front seats
• Dual-zone climate control
• 7-colour ambient lighting

The Vanta diesel adds:

• Black 19-inch alloy wheels in Continental tyres
• Black grille, roof rails
• Soft-close tailgate
• Panoramic sunroof
• Black power-retractable side steps
• Head-up display
• 50W wireless phone charger
• Nappa leather-accented seat trim
• Heated, ventilated and massaging front seats
• Heated steering wheel
• Ventilated second-row seats
• Power-folding third-row seats
• Second-row manual window shades
• 64-colour ambient lighting
• 12-speaker sound system
• Active noise cancellation
• Auto-dimming rear-view mirror

Over the Lux diesel, the Ultra PHEV loses the third row of seating and new Coffee OS infotainment operating system but adds:

• Soft-close tailgate
• Panoramic sunroof
• Power-retractable side steps
• Head-up display
• 50W wireless phone charger
• Nappa leather-accented seat trim
• Heated, ventilated and massaging front seats
• Heated steering wheel
• Heated, ventilated and massaging second-row seats
• Second-row manual window shades
• 64-colour ambient lighting
• 12-speaker sound system
• Active noise cancellation
• Auto-dimming rear-view mirror

Colours

The Tank 500 is available in Marble White, Crystal Black, Onyx Silver and Dune Gold paint colours, with all bar Marble White costing an additional $595.

All Tank 500s have a black interior as standard, though you can opt for a black/apricot interior in the Vanta if you specify Marble White or Crystal Black as the exterior finish. The Ultra PHEV can also be had with a blue/cream interior.

MORE: Explore the GWM Tank 500 showroom

The Z9 GT, which will go on sale here in the third quarter of this year, steps Denza up a division. This sporty, luxurious electrified hatchback, which is perhaps better described as a wagon or shooting brake, will be the quickest, most powerful Chinese car ever sold in Australia. And it will have Taycan owners glancing nervously in their rear-vision mirrors.

The Denza Z9 GT is offered in Europe with the choice of two powertrains. The entry-level Z9 GT DM (for Dual Mode) is a plug-in hybrid with a 2.0-litre four-cylinder petrol engine under the bonnet that directly drives the wheels only at high speeds but otherwise works mainly to keep the car’s 63.82kWh battery pack charged to feed its three electric motors. This model has yet to be confirmed for Australia. Initially we’re getting the more muscular pure-electric version badged simply as the Z9 GT.

The Z9 GT is built on a platform created by BYD specifically for Denza vehicles. Dubbed e³ (pronounced e-cube), the platform accommodates either pure-electric or plug-in hybrid powertrains and has Denza’s second-generation Blade Battery built in as an integral part of its structure. It also has a sophisticated digital control hub called the Vehicle Motion Controller that oversees the regenerative braking and the dual-mode dual-chamber air suspension, as well as functions such as the standard rear-wheel steering and self-parking systems. 

At 5180mm long with a 3125mm wheelbase, the Z9 GT is a big car. Designed under the direction of BYD’s design director, former Audi design boss Wolfgang Egger, it is 206mm longer overall, and 221mm longer between the axles, than the Taycan Cross Turismo that clearly inspired its exterior styling. That long wheelbase delivers generous rear-seat accommodation that easily accommodates two adults.

How much does the Denza Z9 GT cost?

Australian pricing for the Denza Z9 GT has yet to be confirmed. But in Europe and the UK it retails for about the same money as the Porsche Taycan 4S. If that pricing logic holds here, the Z9 GT could cost about $215,000.

What is the Denza Z9 GT like on the inside?

The Denza Z9 GT’s door powers open with a touch on the handle. Once you’re seated, touch a button and the door will close. Press the brake pedal and the Denza wakes up. If you’re a traditionalist you can press the start button on the centre console. 

A quick visual sweep around the interior reveals good perceived quality in terms of materials, and tons of standard equipment. The eight-way power adjustable heated and cooled front seats include a massage function.

The driver’s seat has active side bolsters that share their air tanks with the car’s suspension, so the bolsters react to support you at precisely the same time as the air springs are supporting the car.

There’s a mini fridge in the centre console, three 50W wireless smartphone charging pads – two up front, and one at the rear – and a 20-speaker 1150W sound system from French high-end audio manufacturer Devialet.

There are screens, of course. Five of them, in fact – one in each door for the exterior rear-view cameras, plus a giant 17.3-inch central touchscreen that floats in front of the dash and is flanked by a pair of 13.2-inch screens, one of which displays all relevant information for the driver while the other allows the front-seat passenger to interact with the infotainment system.

But there are also physical switches for windows and mirrors, plus switches on the centre console for various functions including drive mode selection, although the graphics are somewhat hard to read.

What's under the bonnet?

The Denza Z9 GT has three e-motors, one at the front axle and two at the rear. Total system output is 850kW of power and 1210Nm of torque.

They’re big numbers, right up there with the 760kW and 1240Nm outputs of the most potent Taycan, the Turbo GT, and the 779kW and 990Nm of the Ferrari Luce (and in the ballpark of the 860kW Mercedes-AMG GT 63 4-Door Coupe, though its gargantuan 2000Nm puts it on another level entirely). 

But what will really get the attention of Porsche, Ferrari and Mercedes-Benz engineers is the fact the Z9 GT’s e-motors draw their electrons from a 122.49kWh battery pack that will accept charge rates up to 1500kW, enabling it to be taken from a 10 per cent state of charge to 70 per cent in an eye-popping five minutes, and from 10 to 97 per cent in just nine minutes. 

That hyper-fast charging is the result of BYD’s self-developed Flash Charge system and its lithium-iron phosphate (LFP) second-generation Blade Battery, which has taken six years to develop. BYD’s original Blade Battery concept, used in volume-selling vehicles such as the Seal and the Dolphin, features cell-to-pack construction in which long, thin cells are laid directly into the battery pack frame rather than installed in modules. This reduces the pack’s size and saves weight, important as LFP cells, though cheaper to make, are 30 to 60 per cent heavier than the more energy-dense nickel manganese cobalt (NMC) cells used in most EVs.

What makes the second-gen Blade Battery in the Denza Z9 GT different is the addition of manganese to the cell chemistry, which increases energy density by five per cent while maintaining the trademark thermal stability of regular LFP batteries that enables them to accept faster rates of charge than NMC batteries without overheating. BYD claims its latest Blade Battery is 2.5 per cent more durable than the original. 

How does the Denza Z9 GT drive?

BYD says the Z9 GT will sprint to 100km/h in 2.7 seconds and has a top speed of 270km/h.

It’s not quite as quick as the European EV elite – based on claimed figures, the Mercedes-AMG GT63 4-Door Coupe will get to 100km/h in just 2.1 seconds and hit 300km/h (equipped with the optional Driver’s Package), while the Weissach Pack-equipped Porsche Taycan Turbo GT will hit 100km/h in 2.2 seconds and tops out at 305km/h. And while the Z9 GT is only a 10th or two off the Ferrari Luce in terms of the 0-100km/h sprint, the Italian car has a top speed of 310km/h. 

But the Denza is nevertheless impressively rapid, a car that will both thrill and challenge the enthusiastic driver. To a point. The smooth punch of the powertrain is complemented by a ride that is supple and quiet, especially at low to middling speeds. But the steering is light and somewhat numb, and we noticed some float in the suspension above 160km/h on the empty backroads of our test route. 

The Denza also feels heavy when pushed hard, despite the trick rear-wheel steering and cross-axle torque vectoring systems – we could hear the tyres scrambling for grip when pushing through corners, even with all the traction and stability control nannies on full alert (thankfully, you can turn off all the annoying driver aids such as lane-keep assist). It feels heavy because it is heavy. That giant Blade Battery might deliver good range and blisteringly fast charging capability, but its LFP chemistry means it weighs a lot more than a comparable NMC battery. 

The Ferrari Luce is the proof point: It has a 122kWh NMC battery and weighs 2260kg, while the Denza Z9 GT tips the scales at more than 2800kg. Managing that mass is one reason the Z9 GT doesn’t dynamically join the dots in the same way as the Luce on a twisty road; it lacks the same precise control over its chassis and feels more digital in its responses.

The Z9 GT has five drive modes – Normal, Eco, Sport, Sport Plus, and Snow. Sport Plus can be accessed at any time by holding in the right-hand paddle for a few seconds. It’s like being fired from a cannon. Fortunately, given Z9 GT’s speed and mass, carbon-ceramic brakes are standard, and the 21-inch wheels are equipped with quality Michelin Pilot Sport 5 tyres, measuring 255/40 at the front and 275/40 at the rear.

As you’d expect in a modern high-performance EV, the Z9 GT offers even more adjustability in how you can set it up, via controls buried in menus on the central touchscreen or quickly accessed via a button labelled DiSus on the centre console. The air suspension can be switched between comfort-oriented or sport-focused damping profiles and three ride heights. The steering and brake assist functions can also be toggled between comfort and sport levels. 

Pressing a button labeled e³ on the centre console opens a whole new world of fun and games. There’s something called Pencil Compass Turning, which can pivot the Z9 GT by 360 degrees around a notional point at the nose of the car, and Intelligent Crab Walk, which enables the car to move diagonally.

Both functions are enabled by the Denza’s ability to spin its rear motors and turn its rear wheels independently in different directions. More conventional capabilities unlocked by the e³ button include a race mode, and a drift mode. For all that, the Z9 GT offers only two levels of regenerative braking, standard and high.

What do you get?

2027 Denza Z9 GT standard equipment highlights:

• Heated and ventilated front and rear seats
• 8-way electrically adjustable front seats
• Front seats with massage and memory function
• Rear-seat massage function
• 4-zone independent automatic climate control
• Premium rear centre armrest with two integrated cupholders
• Multi-colour gradient ambient interior lighting
• Active side lumbar support for driver's seat
• Satellite navigation
• Apple CarPlay and Android Auto
• Three 50W wireless smartphone chargers
• Augmented-reality head-up display
• Power-assisted soft-close doors
• Foot-gesture tailgate opening
• Panoramic roof

Is the Denza Z9 GT safe?

The Denza Z9 GT has yet to be tested by Euro NCAP, but it is equipped with a full suite of passive and active safety features.

Standard safety equipment includes: 

• Side curtain airbags
• Adaptive and intelligent cruise control
• Lane departure assist
• Emergency lane-keep assist
• Front and rear cross-traffic alert and braking
• Brake assist
• Parking assist with 360-degree camera
• Driver monitoring system
• Forward collision warning
• Automatic emergency braking
• Traffic sign recognition
• Blind-spot detection
• High-speed blowout stability control
• Hill descent control

How much does the Denza Z9 GT cost to run?

Denza offers a six-year, 150,000km vehicle warranty and an eight-year, 160,000km high-voltage battery warranty on its vehicles in Australia, and the Z9 GT is likely to have similar warranty coverage.

The Denza’s 122.49kWh battery pack delivers a WLTP-rated range of 600km. In Europe, the Z9 GT comes with a year's free Flash Charging as standard. BYD Australia plans to install 1500kW Flash Chargers in capital-city Denza showrooms by the end of this year, but it’s not known whether local buyers will be offered a similar deal.

CarExpert's Take on the Denza Z9 GT

The Denza Z9 GT isn’t quite a Porsche Taycan-beater, but it shows the best of China’s automakers are no longer an academic threat to manufacturers in North America, Europe, and elsewhere in Asia.

The Chinese aren’t tiptoeing into the markets with cheap and cheerful mainstream cars like the Japanese and Koreans once did. No, they’re coming at China Speed, and their ambition is boundless.

Click the images for the full gallery

MORE: Explore the Denza showroom

The Hunter PHEV ute, a rival to the BYD Shark 6 and Ford Ranger Hybrid, is now arriving in Australian showrooms with a unique suspension and steering tune developed locally by former Holden engineer Michael Barber.

Mr Barber, who now works for automotive engineering firm Multimatic, led the multimillion-dollar Australian program for JAC, which included local testing and validation. The former Holden engineer also worked with the JAC team in China to demonstrate the improvements and changes to have them signed off for production.

“There was discussion [in China] about ‘Are certain changes really necessary?’,” Mr Barber admitted to media, including CarExpert at a Hunter PHEV preview event earlier this year.

“It’s a pain, frankly, having specific components for a specific model, but I was very pleased with the level of reception. All the changes that I had proposed were accepted by JAC [China], and they’re in the vehicle.”

Now, the changes will also be adopted in Hunter PHEVs sold in other countries.

The chassis work was intended to deliver more ‘natural’ steering feel, high-speed stability and body control, as well as a more composed ride over rough surfaces, such as road surfaces with uneven repairs.

Mr Barber said Australia presented a unique combination of road types, making it ideal for extensive chassis tuning and testing. For the Hunter PHEV, this included around 72 damper rebuilds, for example.

It also included testing various spring rates, anti-roll bars, bushings and mounting points, as well as different tyre pressures.

“This work improved all aspects of dynamic performance, including vertical dynamics (meaning compliance and control), lateral dynamics (meaning steering and handling), hub and wheel control (this is road adhesion) and comfort,” Mr Barber said.

The Hunter PHEV is the second dual-cab ute from JAC Australia, following the diesel-powered T9 launched in 2024. Priced at $49,988 before on-roads, it's currently the cheapest PHEV dual cab on sale in Australia, undercutting the BYD Shark 6 Dynamic cab/chassis at $55,900 before on-roads.

A cab/chassis version of the Hunter PHEV has been confirmed, and while pricing is yet to be announced, is set to be priced even lower.

It, too, will have a raft of changes developed by the former Holden engineer.

“To see an Australian-developed tune adopted internationally is a strong endorsement of Michael’s expertise and JAC’s willingness to listen to local markets,” said Ahmed Mahmoud, managing director of JAC Motors Australia.

“Our ambition is for every future JAC vehicle launch to demonstrate this same level of Australian testing, engineering rigour and responsiveness. The Hunter is the beginning of that commitment, not the end.”

MORE: Explore the JAC Hunter PHEV showroom

The 6.2-litre naturally aspirated petrol V8 engine, codenamed ‘L87’, was recalled in Australia in May 2025 for a fault which could lead to catastrophic engine failure, after the issue was identified in the US. A total of 721,000 vehicles were impacted globally, produced between 2021 and 2024.

“GM discovered supplier manufacturing quality issues with the connecting rods and crankshafts used in certain vehicles within the affected population. While some L87 engines are affected, others are not,” said a spokesperson for GM.

The investigation has now been widened, after the US National Highway Traffic Safety Administration (NHTSA) Office of Defects Investigation (ODI) expanded its probe beyond the original recalled vehicles to more fitted with the L87 engine.

“[The] ODI is opening this Engineering Analysis to continue investigating complaints of post-remedy engine failure. ODI is expanding the scope of this Investigation to include engines produced after the production period cited in the recall,” the NHTSA investigation document said.

It sees the number of vehicles impacted in the US grow from 597,630 to 997,743.

Beyond the Silverado, other vehicles impacted in the US included the Chevrolet Tahoe and Suburban, Cadillac Escalade and Escalade ESV, and the GMC Sierra 1500, Yukon and Yukon XL – all produced between 2021 and 2026.

Here, GM Australia and New Zealand (ANZ) offered to fix or replace the engine in up to 9468 Silverado 1500s, a rival to the top-selling Ram 1500, Ford F-150 and Toyota Tundra.

The original recall didn't affect the 2025 GMC Yukon SUV launched in Australia in May 2025.

We've contacted GM ANZ to confirm the local implications of this expanded investigation.

NHTSA opened an investigation into the engine fault in January 2026, after several dozen complaints from owners whose vehicles suffered a further failure after their vehicle had been recalled.

By August 2026, the NHTSA reported this had grown to at least 499 complaints, with 26 of those complaints for vehicles that had already been given a replacement engine.

It also noted a further 191 reports of engine failures in vehicles produced after the recall production period, prompting it to extend its investigation to 2021-2026 GM models fitted with the L87 V8 engine.

GM has also said it has received 6953 complaints of its own after the recall remedies – changing the engine’s recommended oil viscosity or replacing the engine – failed to prevent further engine failures.

While GM ANZ hasn't confirmed any complaints from Australian Silverado owners, the issues have led to a legal action both here and in the US.

An Australian class action alleging certain Silverado 1500s were sold with defective L87 6.2-litre V8 engines was filed in Federal Court on December 30, 2025.

In June 2026, the US car giant announced new, sixth-generation V8s to replace both the 6.2-litre L87 and 5.3-litre L84 V8s offered in overseas models.

GM said the new engines, whose outputs have not been revealed, will make the new 2027 Silverado “the most powerful Silverado ever”, and will be offered in the US in 5.7-litre and 6.6-litre capacities.

GM ANZ confirmed the departure of its managing director, Jess Bala, earlier this week, with Greg Rowe, GM Australia and New Zealand’s director of sales and operations, becoming acting managing director before a permanent successor is named.

MORE: Explore the Chevrolet Silverado showroom

Now live on the Victoria Police website, you can search by a vehicle’s registration number, make or model to confirm if a vehicle has been stolen.

The search results will also confirm the date a vehicle was reported stolen and the suburb it was stolen from.

As of the time of writing this article, the database lists 1572 vehicles as being stolen, including not only cars but also motorcycles and other registered vehicles. Search results only list vehicles reported stolen within the last 90 days.

Victoria Police advises that if your registration search doesn’t return a match but the vehicle still appears suspicious, you should try searching by make or model as the registration plate on the vehicle may have been substituted.

If a vehicle doesn’t appear in the database but you still believe it to be stolen, you can contact the Police Assistance Line on 131 444 or make an anonymous report to Crime Stoppers.

Victoria Police says you shouldn’t approach or interfere with a vehicle suspected as being stolen.

Queensland launched its stolen vehicle database in 2024, and you can also search it using a vehicle’s registration number, make or model. However, while it’s refreshed daily, it only includes vehicles reported as stolen within the last 28 days.

No states besides Victoria and Queensland have publicly searchable stolen vehicle databases, although states such as Tasmania have online search tools that will confirm if a vehicle is registered and reported as stolen.

For a $2.00 fee, you can also check whether a vehicle has been stolen, written off or is free from debt nationwide, via the Australian Financial Security Authority's Personal Property Securities Register (PPSR), a paid service run by the federal government.

Around 32,000 vehicles were stolen in Victoria last year, the highest number for a calendar year since 2001, in stark contrast to lower theft rates across the rest of the country.

Car theft increased by almost 100 per cent over the past three years alone. Victoria Police says that within the state, more than 10,000 vehicles are now stolen annually by thieves using electronic devices, such as key cloners.

MORE: Expert Insights: Q&A with car security professional John SavinoMORE: The troubling numbers behind Victoria's car theft crisis

The company announced at its 2026 Investor Day in Seoul it has developed a major advancement in battery safety.

Called Thermal Runaway Protection (TRP), Hyundai says the technology isolates a damaged cell to stop it from propagating to surrounding cells – using cloud-based predictive software to diagnose potential failures.

While very rare, thermal runaway has become one of the toughest challenges since the popularisation of electric cars, with the batteries creating toxic and often uncontrollable fires at extremely high temperatures.

According to the Korean car giant, its labs have conducted more than 200 tests of the TRP system on high-nickel NCM (nickel cobalt manganese) batteries, and will begin rolling out the safety technology on the Genesis GV90 flagship SUV.

Along with identifying abnormalities in battery cells, the cloud-based Battery Management System will also incorporate adaptive charging, real-time optimisation, and pre-verification based on the state of battery degradation – resulting in a potential 20 per cent improvement in battery life and durability.

In real-world tests among a fleet of Hyundai Ioniq 5 vehicles operating in South Korea, the vehicles averaged a 94.5 per cent battery health after more than 400,000km.

Hyundai also says it has designed its own battery cell, claiming to offer twice as much power as NCM battery cells currently used by Hyundai, while also reducing charging times by up to 40 per cent.

Though full details have not yet been announced, the automaker has revealed the new battery technology will debut on extended-range electric vehicles (EREV) in 2027 – potentially debuting on the Santa Fe EREV.

As reported earlier this week, the Santa Fe EREV will offer up to 966 kilometres of combined driving range.

The advancement of smaller and more powerful batteries could have a snowball effect on vehicle efficiency, allowing for lighter cars and reducing the load on electric motors.

However, Hyundai’s engineers have also been working on more cost-effective batteries, too. A mid-nickel NCM battery is said to deliver 30 per cent more energy than equivalent lithium iron phosphate (LFP) batteries – while targeting a 30 per cent reduction in cost compared to high-nickel NCM batteries by 2027.

Hyundai has confirmed it will launch more than 100 new and updated models across the globe by 2030, while pivoting the company to focus on artificial intelligence (AI) and robotics.

MORE: Explore the Hyundai showroom

The German automaker announced in July 2026 that it would begin trimming its model offerings by up to 50 per cent, and reduce variant complexity in trim levels, equipment packages and drivetrain options by up to 75 per cent across the entire Volkswagen Group (referred to as the Group) – including Audi, Skoda, Cupra, and Porsche.

While the Group has yet to announce which models will be cut, Volkswagen Australia senior communications manager Annette Moellhoff maintains the decision to cut models currently has "absolutely no implications" locally.

"We are already quite selective because our main focus is, obviously, delivering and catering to the different customer needs. So our portfolio is already very tailored and targeted," she told CarExpert at the Australian launch of the Amarok W600.

"We are in conversation with headquarters, but as of right now, it has absolutely no implications for the entirety of the Group in Australia. We are in a really good spot."

Part of the reasoning behind the Group's decision is to reduce overlap between similar models, primarily across passenger car and SUV segments globally.

The Group previously confirmed it would concentrate on "the most attractive market segments" in its cull, and more recent reports suggest models like Audi Q5 Sportback, Skoda Fabia, and Porsche Taycan could be on the chopping block.

A Group division that has had less airtime related to the cull is Volkswagen Commercial Vehicles, which is responsible for models like the Caddy van, Multivan people mover, and Amarok ute.

Given the brand's commercial lineups are generally less complicated, Volkswagen Commercial Vehicles Australia (VCVA) head of marketing and product, Michelle Rowney, says there are unlikely to be any major changes in the near future.

"There's no immediate impact for us. We are always looking at our model complexity and variants, and that's something that people actually love about us: their ability to add the options that they want, especially in our van product range," she told CarExpert.

"But we always do look to help customers with that complexity. So looking at what the popular options are, what the popular specification is, and then bringing in our variants to meet those customer needs."

VCVA product manager Michael Cenci added that there was little need to strip back the brand's commercial range locally, as the brand is already very particular in which models it chooses to introduce.

"Each one of the Commercial Vehicles products does a very different job.
There's very little overlap between them. So we're already quite lean in the way that we offer our product," he told CarExpert.

"We have small, medium, large vans, electric versions, utes; each one has its own defined purpose. We're not impacted by any culling at this stage."

MORE: Volkswagen Group to cut model range in halfMORE: Volkswagen Group could axe Audi Q5 Sportback, Porsche Taycan, Skoda Fabia in massive model cull – reportMORE: Explore the Volkswagen showroom

"Due to a manufacturing defect, the windshield washing system may become inoperable and the wipers may only function at the high-speed setting," Ford Australia says in its recall notice.

"This could lead to poor visibility for the driver in certain conditions.

"Poor visibility may increase the risk of an accident, causing injury or death to vehicle occupants and/or other road users."

• A total of 4955 vehicles are affected, produced between 2024 and 2026
• The Vehicle Identification Number (VIN) list is attached here
• The original recall notice is attached here

If you own an affected vehicle, you'll need to schedule an appointment with an authorised Ford dealership for a free inspection and repair.

If you have any further questions, you can contact the Ford Customer Relationship Centre on 13 36 73.

MORE: Explore the Ford Mustang showroom

“There has been a lot of speculation about this, and we can confirm that Top Gear is coming back,” said the broadcaster’s director of entertainment, Ed Havard, according to BBC News.

UK newspaper The Sun last week reported that popular comedian Jimmy Carr was in negotiations to join as host.

"I'm not going to talk about talent today,” Mr Havard said.

However, after being asked specifically about Jimmy Carr, Mr Havard said: “Jimmy would be a great host; but I won’t be discussing that today.”

"We will have more information on Top Gear shortly.”

The popular stand-up comedian is arguably best known for hosting 8 Out of 10 Cats, but has been a regular face on UK panel shows like QI and Would I Lie to You?

Known for his love of automobiles, in a 2014 interview with Top Gear Magazine, Mr Carr told the story of driving at 290km/h in a Formula 1 car.

Having previously owned a Rover 75, Bentley Continental, and a Range Rover, in 2025 Mr Carr took delivery of a classic Aston Martin DB6 which had its six-cylinder engine swapped for an electric powertrain.

Joe Marler, a former professional rugby player and star of Celebrity Traitors, has also been named as a possible host.

With Jeremy Clarkson, Richard Hammond, and James May at the helm, Top Gear became the biggest factual television show in the world, with an estimated global audience of 350 million.

After the BBC declined to renew Mr Clarkson's contract following reports he'd punched a producer in March 2015, he and his co-hosts signed with Amazon to create The Grand Tour.

Top Gear continued with a revolving door of hosts, eventually settling on Andrew Flintoff, Paddy McGuinness, and Chris Harris.

Mr Flintoff was injured in a vehicle rollover during filming in 2022, causing the BBC to immediately shutter production and put the show on hiatus.

It’s understood the BBC has since apologised and paid compensation to Mr Flintoff for the accident, which caused facial injuries to the former international cricketer.

Meanwhile, The Grand Tour is also set to return on Amazon Prime Video in September 2026, this time with Canadian YouTubers Thomas Holland and James Engelsman as hosts, joined by train-spotting sensation Francis Bourgeois.

MORE: Clarkson, Hammond, and May sign off from Amazon Prime

The automaker held an event for members of the Brazilian press at the Interlagos race track. The new Mako has a monocoque design, and shares its platform with the Sealion 5 and Sealion 6. 

Named after a type of shark, the Mako will slot in underneath the significantly larger body-on-frame Shark 6. The Mako is thought to be around 4.8m long with a 2.9m wheelbase, while the Shark 6 is 5.46m in length and rides on a 3.26m wheelbase.

We don't know if BYD intends to market the Mako outside of Latin America.

"The Shark 6 is well accepted in this market and the lineup is pretty strong right now following the recent introduction of the Shark 6 Dynamic Cab Chassis and 2.0-litre Performance pickup," said a BYD Australia spokesperson in a statement.

"We’re pretty happy with that at the moment. But we are always looking at what might be available, then assess whether it may fill a gap in our lineup and if there would be sufficient customer demand to make a business case work."

According to Quatro Rodas, the Mako prototype shares its headlights, bonnet and front doors with the pre-facelift Sealion 6, which is sold in Brazil as the Song Plus. The Mako does, however, feature a unique front bumper with a more rugged design for the grille.

The rear door frames are taken from the Sealion 5, known as the Song Pro in Brazil, but the outer skin has been redesigned to better fit in with the unique rear end, which is patterned after the Shark 6.

The Brazilian publication says BYD prioritised passenger comfort over cargo space, and the Mako has more rear seat leg room than the Fiat Toro and Renault Oroch. Volume for the cargo bed is thought to be about 1000L, and load capacity around 750kg. 

Although BYD has yet to confirm drivetrain details, it's believed the Mako shares its plug-in hybrid system with the Sealion 5. Brazilian-market models feature front-wheel drive and a naturally aspirated 1.5-litre engine mated with an electric motor, for total system outputs of 161kW and 300Nm.

Crucially for Brazil, the Mako's plug-in hybrid drivetrain is flex fuel compatible, allowing it to run on ethanol blends up to 100 per cent. 

Depending on the spec, the Sealion 5 is available with either a 13.1kWh or 18.3kWh battery. It's unclear which battery options will be available on the Mako.

Motor1 Brasil reports the Mako will be produced at BYD's factory in Camaçari, Brazil, and will be pitched against the 4.9m Fiat Toro, which is based on the second-generation Jeep Compass.

Images from the event posted by Autohome (via Car News China) indicate the Mako has MacPherson struts up front, and an independent multi-link suspension setup at the rear. The Chinese website reports a four-wheel drive system with an electric motor for the rear axle will be available down the track.

It's been a busy week for the Latin American car-based ute segment, with Volkswagen revealing its new Tukan, and BYD previewing the Mako. These will soon be joined by another new entrant, a Toyota Corolla Cross-based ute. 

In South America there’s a very healthy market for passenger car-based utes stretching back to the 1970s. While early models were two-door vehicles based on small, Volkswagen Polo-sized vehicles, size inflation has crept in over the past decade and dual-cab models are now the norm.

MORE: Explore the BYD showroom

An RX prototype has been spied by our photographers, wearing the more aggressive front-end styling of the existing RX500h F Sport Performance flagship but with widened fenders to support a wider track.

There are also pronounced dual exhaust outlets, and bright red Brembo brakes with cross-drilled discs.

It rides on Michelin Pilot Sport 4 SUV tyres – 265/40 ZR 21 examples up front, 295/35 21s at the rear – wrapped around thin 15-spoke gloss-black alloy wheels.

Overseas reports suggest the RX Morizo RR will be released in 2028 and feature a next-generation 2.0-litre turbocharged four-cylinder petrol-electric hybrid powertrain with dual electric motors and a total system output of over 600 hp (447kW).

This will give Lexus a rival to the likes of the Mercedes-AMG GLE63 S, which uses a 450kW/850Nm twin-turbo mild-hybrid 4.0-litre V8 powertrain.

It’s unclear if this will feature a traditional plugless hybrid powertrain like the RX350h and RX500h F Sport Performance, or a plug-in hybrid (PHEV) system like the RX450h+… or, indeed, the controversial four-cylinder Mercedes-AMG GLC63 S E Performance.

Lexus’ current flagship RX is the RX500h F Sport Performance all-wheel drive hybrid, which mates a 202kW/460Nm turbocharged 2.4-litre four-cylinder petrol engine with a six-speed automatic transmission and 64kW front and 76kW rear electric motors for a total system output of 273kW.

It has a claimed 0-100km/h time of 6.2 seconds.

Beyond a potential new performance flagship, the RX is set to receive updates for 2027.

Previous spy photos have revealed a largely unchanged exterior, but the interior may receive a revised dashboard to align the RX with the newer ES and TZ.

The current, fifth-generation RX entered production in 2022, and arrived here in 2023.

Lexus typically redesigns its RX large SUV every five to seven years, so it’s about time for a mid-life update.

It’s unclear if Lexus will stretch out the current RX’s lifecycle, something many manufacturers are doing to keep development costs down as they invest in new technology and electric vehicles (EVs).

The RX was Lexus Australia's second-best seller last year with 2126 deliveries, making it one of the top five best-selling large luxury SUVs. The smaller NX mid-size SUV outsold it by almost three-to-one, however, with 6024 deliveries.

MORE: Explore the Lexus RX showroom

The Amarok W600 is the second Volkswagen ute to be tuned by Australian automotive firm Walkinshaw, sporting a raft of suspension and cosmetic tweaks to improve on-road performance and tap into a handling-focused niche often overlooked in favour of off-road-ready dual-cabs.

But while its chassis tweaks have been numerous, Volkswagen opted to stick with the 'TDI600' 3.0-litre turbo-diesel V6 already available across most of the Amarok range; a Ford engine sourced from the platform-sharing Ranger with 184kW of power and 600Nm of torque.

That's despite having several powertrain options on the table, according to Volkswagen Commercial Vehicles Australia product manager Michael Cenci.

"We had the option to take any engine that was existing in our range originally. So at the beginning of the project three years ago, it was single-turbo, bi-turbo, petrol four-cylinder, and V6," he told CarExpert at the W600's launch.

"We did have a big choice. We thought the V6 was the standout diesel in the segment – we still think it is – and it fit the character of the car really well, especially because we want to maintain that ute capability of 3.5-tonne towing and high payload. It's really the perfect engine for the chassis."

Indeed, the W600 maintains the Amarok's 3.5-tonne towing capacity, along with a strong payload rating of 954kg. It is, however, worth noting the W600 produces less power but more torque than the W580 that came before it, which was also powered by a 3.0-litre turbo-diesel V6.

Walkinshaw's chassis changes for the new Amarok include new Koni suspension dampers, the addition of a 22mm rear sway bar, and new 20x10-inch alloy wheels wrapped in Michelin Pilot Sport 4 SUV tyres. There have been no powertrain changes, and, at launch, no enhancements to the braking system.

As for other powertrain options, it's understood the 292kW/583Nm 3.0-litre twin-turbo petrol V6 from the Ford Ranger Raptor was firmly off the cards.

There is only one other engine within the Amarok range that logically could have been applied: the 'TSI452' 2.3-litre turbocharged four-cylinder petrol engine, which produces 222kW and 452Nm. It has more performance connections from Ford's catalogue in recent years, while also maintaining a 3500kg towing capacity and featuring the same full-time four-wheel drive system.

When asked whether customers could theoretically take an Amarok TSI452 to Walkinshaw for a W600-style conversion, Mr Cenci was clear in outlining that "it's only the 600".

"I'm sure if you wanted to go and bolt some bits on, you could, but it's not been developed with that engine, so it's actually a whole new project," he told CarExpert.

"That's the way that it's been set up. There's obviously chassis testing that's been done on certain weight balances, axle loads in the car; it wouldn't drive the same. It wouldn't have been developed with the petrol engine.

"Front-to-back balance and rotational balances were so important, as Walkinshaw mentioned, and that has been really, really fine-tuned for the weight of the V6."

Walkinshaw has applied several cosmetic enhancements to distinguish the W600, namely a new front bumper, grille, front light signature, and power-retractable side steps. It also has a dual-tip side-exit exhaust for a slightly different engine note.

In any case, Volkswagen Australia has labelled the W600 the "ultimate driver's ute" and outlined that creating such a vehicle was the overarching goal of the Walkinshaw partnership. It expects 200 examples to be produced for the 2026 model year.

MORE: 2027 Volkswagen Amarok W600 by Walkinshaw revealedMORE: Explore the Volkswagen Amarok showroom

That was unprecedented at the time, but fast-forward to today and the situation is vastly different. Three years in the electric vehicle (EV) space is a long time.

However, MG has taken what was a terrific-value compact EV and made it significantly better with a heap of interior changes and tech adjustments that help you enjoy driving it more than before.

The model range has been slimmed down to two variants, and it's the entry-level Essence 64 we're testing in this review. 

All the details of the lineup are below, and all the things you need to know, too.

How much does the MG 4 EV cost?

If you compare these model variants to their predecessors, the prices have been cut substantially.

The base model costs $5000 less than before, and the high-grade XPower hot hatch is $8000 more affordable than the most immediate model it replaces… but originally the XPower was priced at $59,990 plus on-road costs, so it’s effectively $12,000 less expensive than it was in August 2023 when it launched.

And it’s better equipped than ever, and more liveable than ever, too, as you’ll learn if you keep reading.

But it should be mentioned that the EV market has moved fast on price, and there are some terrific alternatives you should also consider – and two of them are MGs.

The MG S5 EV small SUV starts from $41,990 drive-away for the Essence 49 RWD 49kWh variant, and offers the extra space and comfort you might want from an SUV. Or if you’re budget-constrained and don’t need as much EV range as this model offers, check out the amazing MG 4 EV Urban hatch, which starts from just $31,990 drive-away.

Meanwhile, the GAC Aion UT offers hatchback vibes and loads of range for $32,990 drive-away in base trim, and there’s also the BYD Atto 2 small SUV, which kicks off at $31,990 plus on-roads. Likewise, Geely has the new EX2 light hatch from only $26,490 plus on-roads.

And this is just the start. More cheap EVs are coming!

To see how the MG 4 EV lines up against the competition, check out our comparison tool

What is the MG 4 EV like on the inside?

While it looks pretty much identical from the outside, the interior has seen significant change. 

A lot of what we've already seen in newer MGs, like the MG S5 EV, S6 EV and MG 4 EV Urban, has made its way into this car – and that's a very good thing.

The old MG 4’s infotainment system was clunky, the interface wasn't particularly intuitive, and there simply weren't enough physical controls. Thankfully, MG has fixed a lot of that.

A larger touchscreen is the start, and it's not better simply because it's bigger – it's better because, frankly, it's bloody better.

You've now got connected services, SOS and MG assistance functions, and a dedicated battery screen with scheduled charging, energy-consumption information, and vehicle-to-load settings. You can even set your discharge limit from here, or control some of those functions through the MG iSmart app.

There's online weather, navigation, Apple CarPlay and Android Auto, and the climate controls are integrated into the system.

And while those connected systems are welcome, it is worth noting that MG doesn’t offer over-the-air (OTA) software updates, so if you’re longing for that hassle-free update lifestyle, this one won’t do it for you.

But here's the really important bit: you don't have to use the screen for everything.

There are physical temperature controls, a proper fan on/off button, airflow controls, a volume dial, and a fan-speed dial.

However, in my test car – which had just 22km on the clock when I collected it – the buttons were already broken... not ideal.

I've also already had one or two little issues with Apple CarPlay in the short time I've had the car, so there's still some room for improvement there.

The MG Pilot ADAS system has also been given a bit more flexibility. A custom setting lets you tailor some of the driver-assistance features to your preferences, like speed-limit recognition, overspeed warning, lane-departure assistance, and driver-fatigue monitoring.

Once you've configured it, you can access those settings by way of a drop-down menu, rather than having to go hunting through five different menus every time you start the car.

Even with Apple CarPlay running, you've still got access to the car's own menus and the dropdown controls, which is something that isn't always the case in other cars.

Driving settings include different drive modes, a single-pedal mode, and an energy-saving mode. There's also a trailer mode because, yes, this little hatchback can tow, plus some other convenience and braking settings.

The driver display also gets more information and a few different configuration options. You can see things like the selected driving mode and whether you've got single-pedal driving switched on.

The physical controls are good, too – aside from the broken-button situation.

There are new air-vent designs, you’ll find cupholders between the seats, plus there's a little storage dock, wireless phone charging tray, and the familiar rotary controller with a push-to-park function and electric park brake.

There's a decent centre-console storage bin with USB ports, bottle holders in the doors and, thankfully, a glovebox. Some EVs these days don’t have them. Not that I’m a glove fancier…

The seats also get a new PVC-and-cloth trim, and I reckon they're quite comfortable.

There is manual seat adjustment for the passenger and electric adjustment for the driver.

The steering wheel controls might take a little getting used to. They aren’t marked, so things could be tricky for the uninitiated. But included are volume controls, favourites, and your cruise-control functions, but once you figure out what does what, they're reasonably straightforward.

The camera system is excellent, with a proper 360-degree view, so if you want to see what's happening around the car when you're parking, you've got a very good visual reference.

There's an auto-dimming rear-view mirror and a sunglasses holder, plus decent interior lighting up front.

However, the vanity mirrors aren't illuminated and the sun visors don't extend, which could annoy dawn and dusk drivers.

I also really like the light-coloured headliner. It's one of those small things that's easy to overlook, but a light ceiling finish makes a cabin feel considerably more spacious than a black one.

Plus there are proper window switches, mirror controls and interior door handles. It’s conventional. How novel!

Now, in the back seat things aren't quite as impressive.

I know it’s a small hatchback, but at six feet tall (182cm) with the driver's seat set for me, my knees brushed the seatback in front, with tight footroom, too. Headroom is okay, though.

Big kids or growing teens? Try one for size before you buy.

It is a pretty bleak back-seat experience when it comes to features, too. 

There are overhead grab handles, but no map pockets, no rear lights, and no centre armrest. And, annoyingly, no directional air vents, either.

It’s disappointing because there are other cars around this size, and in some cases smaller cars for less money, that offer a considerably better second-row experience.

You do get ISOFIX points on the two outer seats and three top-tether anchors for child seats, plus a USB-C port.

In the boot, you’ll find a decent 350 litres of cargo capacity with rear seats in place, and while you don’t get a power tailgate, there are shopping bag hooks, little storage compartments on both sides, and a light, so MG has covered the basics reasonably well.

Under the floor, however, you're not getting a spare wheel – just a tyre repair kit. For some buyers, particularly those who do a lot of country driving, that could be a deal-breaker.

To see how the MG 4 EV lines up against the competition, check out our comparison tool

What's under the bonnet?

Okay, so you’ve got the choice of rear-wheel drive in the Essence, or all-wheel drive in the XPower. The kick up the backside for the dual-motor model is massive, but take note – the two also have different battery chemistry.

Yes, you might have noticed there are some things that make the Essence more enticing.

More EV range, faster DC charging, and impressive real-world energy consumption. I was shocked to be able to beat the claim with a mix of urban, highway driving and errand running. 

The main concern, if you can call it that, is the AC charge rate – 6.6kW is fine, but some rivals offer 11kW (but you’ll need three-phase power for that).

To see how the MG 4 EV lines up against the competition, check out our comparison tool

How does the MG 4 EV drive?

I've always really liked the MG 4 drive experience. And the good news with this updated version is that MG hasn't messed with the recipe.

It still drives brilliantly.

In fact, I'd argue it's even better to live with now, because you don't have to spend minutes buried in the screen trying to make the car behave the way you want it to.

It was one of my biggest frustrations with the old MG 4 – the safety systems could be pretty annoying and disabling the things you didn’t want on was time-consuming.

But now, if you’re in Park, you can simply swipe down, hit the MG Pilot Custom button, and configure the car to give you the driving experience you actually want.

And I think that's a really important change, because underneath all that, the MG4 is still a lovely thing to drive.

Like pretty much all EVs, effortless acceleration is one of this car's biggest charms.

You put your foot down and – yep – you're off. It's not brutally fast, but if you want something ridiculous, there's always the XPower.

But, honestly, I reckon this is the nicer car to drive. The power and torque are manageable, making it easier to live with every day.

And after nearly 20 years of reviewing cars, I reckon this is one of the sweetest little electric hatchbacks I've driven.

It's smooth, comfortable over speed humps with good body control and ride comfort, and the steering is nicely weighted, too. The chassis feels composed and the whole thing just has this lovely sense of effortlessness.

You can switch into Sport mode if you want a little more steering weight and some extra urgency from the powertrain. But I didn’t bother with that, because the Normal mode is terrific as is. 

There’s a single-pedal driving mode, and it does a particularly good job. You can simply lift off the accelerator and the car will progressively slow down, all the way to a complete stop, if you want.

The regen itself is really well judged, and even when you need to use the actual brake pedal, the transition is pretty much seamless. The brake pedal has good response and predictable feel, too.

So it’s all very positive in terms of the drive – it’s even pretty quiet at high speed on coarse-chip road surfaces, which many cheaper small EVs can’t boast.

The only real exception is if you leave all of the safety systems switched on, because some of them can still be a little annoying. But once you’ve got the car configured the way you like it, it's excellent.

To see how the MG 4 EV lines up against the competition, check out our comparison tool

What do you get?

Like-for-like, MG 4 prices are lower than before, but the standard equipment is better than it has been. Check out the list of standard specs in the two different grades, and you’ll see what I mean.

2026 MG 4 EV Essence 64 equipment highlights:

• Rear-wheel drive
• 18-inch alloy wheels with aerodynamic cap
• Tyre repair kit
• Auto LED headlights
• LED tail-lights
• Power-folding, power-adjustable heated side mirrors
• Leather-wrapped steering wheel
• Heated steering wheel
• PVC/cloth upholstery
• 6-way power driver's seat
• 4-way manual front passenger seat
• Heated front seats
• 10.25-inch digital instrument cluster (NEW)
• 12.8-inch touchscreen infotainment system (NEW)
• Wireless Apple CarPlay and Android Auto (NEW)
• DAB+ digital radio
• Bluetooth
• Satellite navigation
• Voice control
• Wireless phone charger
• 2 x front USB-C ports
• 1 x rear USB-C port
• 6-speaker sound system
• Single-zone climate control
• Rear privacy glass
• One-pedal driving
• 4-mode regenerative braking
• Vehicle to load (V2L) function
• Keyless entry
• 12-month iSMART connected services subscription

MG 4 EV XPower adds:

• All-wheel drive with more power, torque, different battery type and faster acceleration
• 18-inch five-spoke alloy wheels
• Metallic brake caliper covers
• Launch control
• Electronic differential system
• 'Sporty Garnish Design'
• PVC/suede upholstery
• Front sports seats
• Manual driver's seat lumbar support

To see how the MG 4 EV lines up against the competition, check out our comparison tool

Is the MG 4 EV safe?

The MG 4 EV has a five-star ANCAP safety rating based on testing conducted by Euro NCAP in 2022.

Standard safety equipment highlights:

• 7 airbags, incl:
• • Side
  • Curtain
• Adaptive cruise control
• Autonomous emergency braking
• Blind-spot monitoring
• Driver attention monitoring
• Intelligent cruise assist
• Lane departure warning
• Lane-keep assist
• Rear cross-traffic alert
• Rear parking sensors
• Surround-view monitor
• Tyre pressure monitoring

Honestly, the biggest advance in this department is the addition of the 'quick switch' for the safety assist tech, called MG Pilot Custom, which allows you an easier drive experience if you want it.

To see how the MG 4 EV lines up against the competition, check out our comparison tool

How much does the MG 4 EV cost to run?

MG has a promising ownership program, especially if you’re planning to take your car back to the brand for maintenance.

There’s a standard seven-year warranty plan, but if you service with MG you can get up to 10 years or a QUARTER OF A MILLION KAYS of warranty. Wow. Only Nissan outdoes that with 300,000km.

But the brand has reined in some things, with shorter service intervals for the updated model. Previously, the intervals were 24 months or 40,000km, but now the MG 4 requires maintenance every 12 months or 25,000km.

It’s still more convincing, even considering some of those changes and stipulations. And MG has a bigger service network than many newcomer brands, too.

To see how the MG 4 EV lines up against the competition, check out our comparison tool

CarExpert's Take on the MG 4 EV

If you like it, buy it.

This is a cracking small electric hatch, and the changes have made it even better than it already was.

CarExpert can save you thousands on a new MG 4 EV. Click here to get a great deal.

Click the images for the full gallery

MORE: Explore the MG 4 EV showroom

“Due to a manufacturing defect, the second-row centre and left-side seat belt buckle anchors may not meet specifications. As a result, the seatbelts may not operate as intended,” the recall notice reads.

“In the event of an accident, a seat belt not operating as intended could increase the risk of injury or death to vehicle occupants.”

• A total of 1262 vehicles are affected, produced in 2026
• The Vehicle Identification Number (VIN) list is attached here
• The original recall notice is attached here

Owners of affected vehicles will be contacted in writing and advised to contact an authorised Ram dealer to have the fault rectified free of charge.

The Australian campaign follows a broader recall affecting around 1.44 million Ram 1500s in the United States, Canada and Mexico.

While the overseas recall covers vehicles produced between 2019 and 2026, the Australian campaign is limited to examples produced in 2026.

The official local recall total is higher than Ram Trucks Australia’s initial estimate of approximately 800 MY25 and MY26 vehicles built since June 2025.

It follows a recall of 73 examples of the larger Ram 2500 earlier this month to rectify an issue affecting the vehicle’s electronic stability control system.

The Ram 1500, 2500 and 3500 were also included in a December 2025 recall over an instrument panel fault that could prevent safety warnings from illuminating when required.

Concerned owners can contact an authorised Ram dealer or the Ram Trucks Australia customer centre on 1300 681 655.

MORE: Explore the Ram 1500 showroom

The updated range is due in Australia during the first quarter (January to March) of 2027.

Mercedes-Benz Australia has confirmed the new Mercedes-Maybach S580 will be priced from $517,900 before on-road costs.

It's powered by an ‘M177 Evo’ 4.0-litre twin-turbocharged V8 petrol engine producing 395kW and 750Nm, supported by a 17kW/205Nm integrated starter-generator as part of a 48V mild-hybrid system.

The V8 is also used in the regular S-Class, while earlier versions of the M177 engine family power Aston Martin’s DB12 coupe and DBX SUV.

The Evo version gains a flat-plane crankshaft and revised fuel-injection system, among other changes designed to meet stricter Euro 7 emissions regulations.

The Maybach S680 will remain the flagship of the German brand’s sedan range, priced from $582,428 before on-road costs – an increase of $5828.

It retains its 463kW/900Nm twin-turbocharged V12 petrol engine, nine-speed automatic transmission and all-wheel drive.

Despite featuring more power, torque and cylinders, it has the same 0-100km/h sprint time as the S580 at 4.5 seconds.

The revised Maybach lineup follows the significantly updated Mercedes-Benz S-Class range on which it's based, which is due to arrive in Australia in November 2026.

The Maybach models receive the same core changes, including a 20 per cent larger front grille and revised front and rear styling, with star-shaped elements in the ‘digital’ headlights and new tail-light graphics.

The headlights use micro-LED technology to provide a claimed 40 per cent larger field of illumination than the previous units, with the high beams offering a range of up to 600 metres.

New front and rear bumpers increase overall length by 14mm to 5484mm, while Maybach-specific 20-inch alloy wheels, rear-wheel steering of up to 4.5 degrees and air suspension are standard.

The S580 also comes with E-Active Body Control, which incorporates adaptive damping and can memorise the locations of speed bumps and other road-surface interruptions for up to 14 days.

New exterior finishes include sparkling black paint with a glass-flake clear coat and satin-finish Verde Silver Magno.

The cabin gains a new leather upholstery choice, while a leather-free interior is available for the first time.

Mercedes-Benz has also added more sound insulation, which it claims makes the updated models quieter than their predecessors.

Up front, a 14.4-inch central touchscreen forms part of the MBUX Superscreen, which extends across the dashboard to incorporate a separate display for the front passenger.

The new Mercedes-Benz Operating System (MB.OS) brings faster processing and features including over-the-air software updates.

Two 13.1-inch displays are fitted in the second row and can be operated using new customisable remote controls.

Several option packages will be offered, including the $24,200 First Class Package, which converts the cabin to a four-seat configuration and extends the centre console into the second row, adding a refrigerator and champagne flutes.

The $34,900 Night Series Package adds unique 20-inch seven-spoke alloy wheels, darkened Maybach exterior badging and illuminated door sills, along with Nappa leather upholstery and open-pore walnut trim.

Manufaktur exterior paint and leather upholstery packages will also be available, priced from $24,300 and $27,600 respectively.

MORE: Explore the Mercedes-Maybach S-Class showroom

Nismo – a name formed from 'Nissan' and 'motorsport' – is the Japanese automaker’s performance arm, responsible for flagship road models and global racing programs including Formula E and Japan’s Super GT series.

It's also co-developing the specification engine that will power international LMP2 sports-car racing from 2028.

The Nissan Z sports car is currently the only Nismo-badged model sold in Australia. However, Nissan has announced one of the first Nismo Performance Centres outside Japan will open in Melbourne in the second half of 2026, with further locations planned across Australia and New Zealand.

The brand’s strong local following suggests there could be an appetite for the Patrol Nismo, which was revealed in 2025 with retuned steering, suspension and Vehicle Dynamic Control systems, along with lighter 22-inch forged RAYS alloy wheels.

A unique front bumper and grille form part of a revised aerodynamic package, while the 3.5-litre twin-turbo petrol V6 receives a power increase from 317kW to 369kW. Torque remains unchanged at 700Nm.

“It’s a case of never say never,” a Nissan Australia spokesperson told CarExpert.

“The [Patrol] Nismo vehicle that’s available globally has an on-road bias. It has the larger tyres; it has bumpers that are more designed for on-road use versus the kind of off-road use that might be befitting a remote Australian customer.”

The Patrol Nismo is sold in the Middle East, while a closely related Armada Nismo is offered in the US and Canada.

The Armada Nismo’s twin-turbo V6 produces 343kW – 26kW more than the regular Armada but 26kW less than the Middle Eastern Patrol Nismo – and the same 700Nm of torque.

In the US, the Armada Nismo is priced slightly below the flagship Armada Platinum Reserve, which is broadly equivalent to the new Y63 Patrol Ti-L Reserve priced in Australia from $145,990 before on-road costs.

“It’s more the usage; if you look at the [sales] volume, the volume for that on-road bias package would not necessarily make a strong business case for us,” the spokesperson said.

“It’s not something that we’re currently looking at for our market. But again, it’s never say never because we certainly see the Nismo nameplate as having strength.

“It brings a level of credibility and performance, but that package as it stands, you wouldn’t see that on Australian roads.”

MORE: Explore the Nissan Patrol showroom

Local order books have opened for the Y63, with Australia the first right-hand-drive market to offer the new-generation Patrol and the range expanding from three to six model grades.

While the Y63 lineup opens with the familiar entry-level Ti grade, priced from $98,990 before on-road costs, it also introduces the first Patrol Pro-4X – but no replacement for the outgoing Patrol Warrior.

Priced from $137,590 before on-road costs, the Pro-4X is an off-road-focused model featuring all-terrain tyres, a unique front bumper and adaptive air suspension.

That makes it $26,930 more expensive than the outgoing Y62 Warrior, priced at $110,660 before on-road costs, with the final Australian example set to be completed in November as production winds up.

However, Nissan says the Pro-4X won't necessarily take the Warrior’s place in the Y63 lineup.

“The Warrior’s been well-received,” a Nissan Australia spokesperson told CarExpert.

“We now have six grades, and we have Pro-4X – we’ve never had a Pro-4X before, but with that being said, we are actively studying the possibility of a future Warrior.”

The Pro-4X grade is also offered on the Navara ute, on which the Warrior name first appeared with the Navara N-Trek Warrior in 2019.

The most recent versions were the D23 Navara SL Warrior and the Navara Pro-4X Warrior, the latter of which sat above the regular Pro-4X. Nissan Australia has confirmed a new Navara Warrior is being developed by Premcar for the latest D27-generation range.

Asked whether there was room in the Y63 lineup for both the Pro-4X – which is considerably more expensive than the outgoing Y62 Warrior – and a new Warrior, Nissan Australia stopped short of confirming the latter.

“I think time will tell. I think let’s get Pro-4X into market and see. There is a lot of technology on that car. The design is different, even from the bumper, the wheels. You know, a lot of the visual differentiation that people are seeking is there," said the spokesperson.

“But again, that wouldn’t be a factor that will preclude us from introducing a potential Warrior. So all I can say is we’re actively studying, and watch this space.”

The Patrol Warrior, a hardcore off-roader developed by Melbourne-based engineering firm Premcar, was introduced in 2023.

Based on the entry-level Ti, it added a 50mm lift through suspension, wheel and tyre upgrades; 40mm-wider front and rear tracks; and an increased approach angle of 40 degrees.

It also delivered greater carrying capacity, unique styling and a more boisterous soundtrack courtesy of a bi-modal stainless-steel side-exit exhaust system for its 5.6-litre V8.

Speaking to CarExpert earlier this month, Nissan Oceania managing director Steve Milette said the company’s relationship with Premcar remained strong, with the engineering firm having delivered more than 12,000 Warrior models across the Patrol and Navara ranges.

“They have a longstanding relationship with us. They’re a trusted partner. I’d say they’re in here every week, and we’re in there every week. There’s a very symbiotic nature to the relationship,” Mr Milette said.

“I think there’s room for both [Nissan and Premcar/Warrior models], but we need to make sure that on the Nissan side we get our product right.”

MORE: Explore the Nissan Patrol showroom

The new Y63 Patrol, officially available to order this week, will be offered exclusively with a 3.5-litre twin-turbo V6 petrol engine producing 317kW of power and 700Nm of torque, mated with a nine-speed automatic transmission, making it more powerful than the outgoing Y62’s 5.6-litre petrol V8.

The Australian Y63 Patrol lineup will include six model grades, double the previous three-variant offering and going toe-to-toe with the LandCruiser 300 Series range – but offering petrol only, while the Toyota is available with diesel and hybrid powertrains.

“We haven't had feedback from customers jumping on our social channels, as is often the case, saying ‘Where’s the hybrid?’,” a Nissan Australia spokesperson told CarExpert when asked whether the lineup needed a hybrid.

That’s despite record sales of non-plug-in hybrid models year-to-date in Australia, with 123,548 sold to the end of July 2026, compared with 111,515 at the same point in 2025, for a 16.7 per cent market share.

Toyota Australia said 12 per cent of LandCruiser 300 Series sales in July were hybrids – with the powertrain offered only in up-spec Sahara ZX and GR Sport model grades – equating to 168 sales in its first full month in local showrooms.

The LandCruiser 300 hybrid uses a retuned version of the powertrain in the Toyota Tundra full-size pickup sold here, combining a 3.4-litre twin-turbo petrol V6 with an electric motor for outputs of 341kW and 790Nm. Toyota said the powertrain is geared towards performance rather than fuel economy, and costs around $9000 more than the 227kW/700Nm 3.3-litre twin-turbo diesel versions of the same 300 Series model grades.

Nissan Australia offers its e-Power hybrid technology in its best-selling X-Trail SUV, a rival to the Toyota RAV4, Mitsubishi Outlander and Hyundai Tucson, as well as in the smaller Qashqai SUV.

It's also set to add the Frontier Pro plug-in hybrid (PHEV) dual-cab ute, a BYD Shark 6 rival, to local showrooms in 2027.

Earlier this year, Nissan Oceania managing director Steve Milette told CarExpert the Nissan Terrano PHEV shown at Auto China 2026 in April was also at the top of a “prioritised lineup” for Australia. The Terrano, due on sale in China from around April 2027, hasn't been confirmed for local showrooms, but the automaker said at its reveal that it's designed for global export markets.

Yet the Patrol, which isn't offered with a hybrid powertrain in any country where it's sold, will remain petrol-powered for the near future.

“I think we're coming to market with a product that meets the requirements of the market today,” the Nissan Australia spokesperson added.

“It's not to say that it won't evolve and that the segment won't evolve, but if you look at what the Patrol customer wants, they want three rows, they want the big braked towing capacity, they want the space, they want all of those things.

“And at the moment, the excitement for the V6 twin-turbo with the performance figures that we’ve already put out has been such that we know that there is a strong interest … I think as we stand today and as we launch the car, we have the right drivetrain.”

As with the Y62, there's no diesel available in other markets, though in the Middle East it's also available with a 236kW/386Nm naturally aspirated 3.8-litre petrol V6.

MORE: Explore the Nissan Patrol showroom

That makes the entry-level eight-seat Patrol Ti $280 cheaper than the Toyota LandCruiser 300 Series GX, which starts at $99,270 before on-road costs.

The Ti is $2450 dearer than its outgoing Y62 equivalent, launched here in 2013, while the mid-spec Ti-L rises by a steeper $15,590. Both remain cheaper than comparable LandCruiser 300 Series variants while bringing significant on-paper gains over the existing Patrol.

While late to the party after the Y63 was launched in the Middle East and the United States – where it's sold as the Armada – in 2024, Australia will be the first right-hand drive market to offer the new Patrol.

While the new Patrol matches the LandCruiser 300 Series for the number of model grades offered, there are several key differences from both the Toyota and the outgoing three-model Y62 Patrol range, which tops out at $110,660 for the Patrol Warrior.

The Y63 is bigger, more powerful and better equipped than its predecessor, with eight seats on all versions, starting with the entry-level Ti priced at $98,990 before on-road costs, compared with $96,540 for the outgoing V8-powered version.

The six-grade range, twice as many as the outgoing model, doesn't include a Patrol Warrior at launch, but comprises the Ti, Ti+, Ti-L, Ti-L+, Pro-4X and Ti-L Reserve.

The lineup matches a leak of the local range earlier this month, and is topped by the Ti-L Reserve at $145,990 before on-road costs.

The six-grade Toyota LandCruiser 300 Series lineup starts at $99,270 before on-road costs for the entry-level GX and stretches to $156,740 for the Sahara ZX hybrid.

While Nissan Australia has released key equipment details for each Patrol grade, it will confirm full specifications closer to its arrival in local showrooms.

Other key changes include a new-generation ladder-frame chassis claimed to be 40 per cent stiffer, as well as electric power steering and independent multi-link rear suspension.

The Y63 measures 5205mm long, 2030mm wide and 1945mm high, while retaining its predecessor’s 3075mm wheelbase, with Nissan claiming it can comfortably fit eight full-size adults.

Its new ‘unbreakable’ design language is led by double-C headlights and a wider V-motion grille, which Nissan says pays homage to the second-generation Patrol.

In profile, all models have side steps as standard and a rising window line which leads to Patrol branding on the D-pillar, with a full-width rear light bar emphasising the new off-roader’s presence.

Official Australian cargo-capacity figures haven't been announced, but the equivalent US-market Armada offers more space than its predecessor, with 578L behind the third row – up 111L – and 1594L with the third row folded, an increase of 181L.

With both rear rows folded, maximum cargo capacity grows by 127L, from 2623L in the outgoing model to 2750L in the Y63.

Significantly, the previous naturally aspirated 5.6-litre 'VK56VD' petrol V8 and seven-speed automatic transmission have been replaced by a 3.5-litre twin-turbo petrol V6 and nine-speed automatic.

The new engine produces 317kW and 700Nm, increases of 19kW and 140Nm over the V8, with official local fuel figures yet to be confirmed.

Every Australian Y63 comes with electric power steering, full-time four-wheel drive, a two-speed transfer case with 4H and 4L modes, an electronic locking rear differential, eight selectable drive and terrain modes, and a 3700kg braked towing capacity to pip the LandCruiser 300 Series by 200kg.

Trailer blind-spot monitoring is also standard, joining trailer sway control which was also standard on the Y62.

The entry-level Ti comes with gunmetal-finish 18-inch alloy wheels, a full-size spare wheel, tri-zone automatic climate control, synthetic leather upholstery and a leather-wrapped steering wheel.

Inside are dual 12.3-inch displays and a 3D Intelligent Around View Monitor with a ‘skeleton’ view to assist with parking.

Google Built-in, Google Gemini AI and Nissan Connected Car Services are standard across the range, as is a tyre pressure monitoring system and the Nissan ProPilot system including rear-cross traffic alert.

Above the entry-level Patrol Ti, the Ti+ at $109,480 before on-road costs adds privacy glass for the second- and third-row side windows, roof rails, a powered panoramic sunroof and a hands-free power tailgate.

Next, the Ti-L ($122,690 + ORC) rides on larger 20-inch machined alloy wheels and is the first Patrol equipped with Nissan’s Intelligent Dynamic Damping, or e-Damper, continuous damping system.

The Ti-L also gains dual 14.3-inch displays, a head-up display and a 12-speaker Klipsch sound system.

Nissan says its Intelligent Around View Monitor also gains a rotatable 3D view in the Ti-L, rather than the fixed view offered in lower grades.

The Ti-L+ adds genuine leather upholstery, heated and ventilated front seats, a massaging driver’s seat, a heated steering wheel and a cooled centre console.

Priced at $134,690 before on-road costs, it also comes with multi-colour ambient cabin lighting and ‘biometric cooling’, which detects occupants’ body temperatures and adjusts the climate-control settings accordingly.

The $137,590 Pro-4X, sits above it in price and adds a stronger off-road focus, following the Navara Pro-4X ute.

For the Y63, this includes black 20-inch alloy wheels with all-terrain tyres, wider wheel-arch flares, adaptive air suspension with Intelligent Dynamic Damping and unique Pro-4X front-end styling.

Lava Red accents feature on the tow hooks, wheel caps and D-pillar lettering.

The Pro-4X also features Intelligent Dynamic Damping but gains adaptive air suspension, enabling the ride height to be adjusted for greater off-road versatility and easier passenger entry, exit and cargo loading.

At speeds above 90km/h, the system automatically lowers the Patrol to improve fuel economy and reduce wind noise, before returning it to its standard height once the speed drops below 70km/h.

The Patrol Pro-4X also comes with trailer-docking assistance and an electronic trailer-brake controller as standard.

It's based on the Ti-L but picks up Ti-L+ features including heated and ventilated front seats and a heated steering wheel.

At the top of the range is the Patrol Ti-L Reserve, priced at $145,990 before on-road costs.

It adds 22-inch step-machined alloy wheels, trailer-docking assistance and an electronic trailer-brake controller.

Like the Pro-4X, it also features adaptive air suspension with Intelligent Dynamic Damping.

Inside are massaging seats for the driver and front passenger, along with dual 12.8-inch second-row entertainment screens.

The Y63 will be covered by Nissan’s service-activated warranty and roadside-assistance programs for up to 10 years or 300,000km when serviced by an authorised Nissan dealer.

Scheduled servicing is required every 12 months or 15,000km, where the LandCrusier 300 Series has six-month intervals, with each of the first five services capped at $499.

MORE: Explore the Nissan Patrol showroom

At the company’s 2026 Investor Day, President and CEO José Muñoz said Hyundai would transform “into a technology and physical AI company that also produces cars”.

Along with artificial intelligence (AI), Hyundai will also move further into robotics.

In 2021, the Korean automaker acquired a controlling stake in Boston Dynamics – perhaps best known for its robotic canine – before purchasing the technology start-up fully in July 2026.

Hyundai’s latest Pleos Connect infotainment system appears to be one of the first major steps in this new company direction, featuring an agentic AI agent named Gleo. This was developed with 42dot, Hyundai's global software centre.

Australia and the Asia Pacific region account for just four per cent of Hyundai’s regional vehicle sales, while Europe contributes to 15 per cent of its annual sales, South Korea and India make up 16 per cent, and 32 per cent of sales come from North America.

Of the 100-plus new Hyundai and Genesis models coming, 58 of those launches will occur in North America, 49 in South Korea, and 41 in Europe.

These will include an all-new Tucson, a new i30 Sedan, a large commercial van, and a body-on-frame vehicle – potentially spawning a ute.

Hyundai says that with those new launches, the brand will be entering more than 18 new product and market segments.

India and China are also a key focus of Hyundai’s growth, with 26 and 22 new vehicles coming to those markets, respectively.

Though there was no specific mention of Australia, there’s no doubt the local market will benefit from the refreshed product range – likely taking several models from South Korean production facilities, as well as the forthcoming i20 N from Europe.

MORE: Explore the Hyundai showroom

In a press release outlining its Momentum 2030 plan for the US market, Mitsubishi has confirmed it’ll re-enter the North American pickup truck market “through its collaboration with Nissan”.

It also released a shadowy teaser of its future lineup, with the upcoming ute tucked away at the back.

"Central to the North American strategy is an expanded focus on adventure-oriented and off-road-capable vehicles. As customer demand continues to shift toward more rugged and versatile products, Mitsubishi Motors will broaden its portfolio with vehicles designed to strengthen the brand's presence in these growing segments," the company said in its release.

This will include a more rugged, off-road-focused Outlander variant due in the US in the first quarter (January to March) of 2027, and potentially the return of the Pajero to the US later in the decade where it could resurrect the Montero nameplate.

It’s hard to make out the new model in the teaser image, but it could be either a lightly restyled version of the current Frontier or of the upcoming next-generation Frontier, set to use new body-on-frame underpinnings shared with other future Nissan models like the revived Xterra.

Given the current US-built Frontier is only sold in the US, Canada and Mexico, it’s unlikely a Mitsubishi-badged version would be offered anywhere else.

Indeed, Mitsubishi sells its Triton throughout Latin America, Asia, and other global regions, including Australia. It even sells it in Mexico, which potentially means this new Nissan-based ute will be exclusive to the US and Canada.

While the US is a market which, like Australia, loves utes, Mitsubishi hasn’t sold its Triton there since 1996, when the Mighty Max – as it was known – was discontinued.

Since then, it has offered just one ute: the Dodge Dakota-based Raider, sold from model year 2006 to 2009.

This is in large part due to the Chicken Tax, a 25 per cent tariff on imported light commercial vehicles which has been in effect since 1964.

This tax has forced automakers to either produce their light commercial vehicles locally or find loopholes, as Ford did with its Transit Connect when it imported vehicles in people mover-spec with rear windows and then removed their rear seats and seatbelts once they reached the US.

An imported Triton would likely be prohibitively expensive against rivals like the Toyota Tacoma, Chevrolet Colorado and Ford Ranger, and besides, all vehicles in this segment in the US use petrol or hybrid power instead of diesels like the Triton.

Being based on a Nissan, the new Mitsubishi ute will likely feature a V6 or V6 hybrid powertrain.

While Mitsubishi will introduce a Nissan-based ute in the US market, in Australia last year it was the other way around.

Nissan launched a lightly restyled Triton badged as the Navara for markets such as Australia and New Zealand, leaving the Frontier for North America, with the previous D23 Navara living on in markets such as Latin America.

MORE: Explore the Mitsubishi showroom

When it begins hitting showrooms in 2027 the GV90 will be available with just one drivetrain: a dual-motor all-wheel drive electric setup that makes 490kW of power and 800Nm of torque. It's hooked up to a massive 123.5kWh battery that's said to yield a driving range of 500km, although it's not clear which test cycle this is under.

At the car's unveiling in San Francisco, Luc Donckerwolke, chief design officer for the Hyundai Motor Group, was asked if an extended-range EV (EREV) version was a possibility.

“Why not? It’s compatible. It’s another discussion," he replied.

Sihyeok Lee, head of the Genesis brand, concurred, adding: "In the future, the EREV door is still open. We will explore all opportunities depending on customer demand.”

Whether Genesis decides to offer a GV90 EREV will likely depend largely on demand from the US. EV adoption Stateside lags well behind Europe, with numbers from Kelley Blue Book indicating they accounted for just 5.8 per cent of new cars sold in the US during the second quarter of 2026. 

In contrast, the European Automobile Manufacturers' Association says EV sales in Europe and the UK made up 22.2 per cent of the market during the first half of the year.

Unlike a plug-in hybrid, where the engine can drive the wheels as well as recharge the battery, in an EREV the combustion engine is only there to recharge the battery when it starts running low. 

No details about the GV90's potential EREV system have been revealed, but it could feature the same 490kW/800Nm electric drivetrain as the EV. If EREVs out of China are any guide, the GV90 will likely include a four-cylinder petrol engine, and a slightly downsized battery pack in order to accommodate a fuel tank.

At Hyundai's 2026 Investor Day, the automaker confirmed it will be adding three EREV models to its lineup. The first is a Santa Fe EREV to be produced in the States with a dual-motor all-wheel drive layout, and a total range of 965km.

There will also be an EREV version of the Ioniq V for China, and another unnamed model for Genesis, although the shadowy image in the slide deck indicates it will be based on the GV80. This first Genesis EREV is due by "early 2027" with an "all new high-performance battery" and is said to have a total range of over 1030km.

Even if Genesis decides to equip the GV90 with a petrol engine, Mr Donckerwolke believes "EVs are the future" and that combustion engines are "going to be obsolete" except for exotic vehicles.

MORE: Explore the Genesis showroom

At a roundtable with Australian and international media, Hyundai President and CEO José Muñoz said there is a “big opportunity” to release a ute in Australia with a Hyundai badge – but has hinted at more models to come.

“We don't see body-on-frame as one model,” Mr Muñoz told media.

“We presented in New York this year, the Boulder [concept]. Probably next New York [motor] show we will present something new.

“I don't want to reveal it too early, but once we get into the body-on-frame, we want to develop a family of products capitalising on the platform – same as we are doing with other platforms.

“So you would typically see several models derived from the same platform, and will try to maximise the volume. It's going to be relevant.”

While Hyundai has previously confirmed a ute will be coming to the Australian market, the Korean car giant has remained tight-lipped on what buyers can expect.

“Australia has been a very important market, also for Chinese brands that are growing very much, but also it's a big opportunity market for us because some of the most important segments in Australia are the ones that we are just talking about,” Mr Muñoz continued.

“It could be a body-on-frame mid-size truck or a one-tonne pickup, depending on how they call it."

As reported in February 2024, Hyundai trademarked the names T7 and T10 in Australia, believed to be related to the body-on-frame platform.

“I see very interesting the expansion to Australia, and then the right-hand drive as a very real possibility for SUVs and for body-on-frame, as we [expanded with] the Genesis brand as well. So we're doing well. We are happy,” Mr Muñoz said.

It’s not clear at this stage whether Hyundai will follow in the footsteps of its sibling Kia by going with a traditional turbo-diesel powertrain, or if the company will pursue a hybrid, plug-in hybrid, or even an electric powertrain for its upcoming ute.

“We want to grow more, and Australia is kind of the most important market within the [Asia Pacific] region.

“So you'll be, I think, positively surprised,” Mr Muñoz added.

MORE: Hyundai ute previewed by rugged Boulder ConceptMORE: Explore the Hyundai showroom

It’s still posting reasonable sales figures so far this year, and it’s far from the lowest-selling model in Australia’s premium small SUV segment. It may be consistently outperformed by the arguably more niche Cooper hatch, though that is Mini’s oldest and best-known nameplate.

Regardless, the third-generation Countryman was launched in Australia in early 2024, and the petrol range was backed up by the arrival of fully electric models for the first time later that year. That gives us the model you see on test here, the 2026 Mini Countryman SE Favoured.

There are two electric versions currently available. There’s the base E, a front-wheel drive model, and the SE, a more premium, all-wheel drive version that naturally costs a bit more. There have been some changes across the Countryman lineup as of late, even if there were no visual tweaks.

Most significant is the introduction of Euro 6e-compliant powertrains including 48V mild-hybrid technology for the Countryman C and S. The EVs get new silicon carbide (SiC) inverter technology, which has improved the efficiency of the Countryman E and SE to offer more range.

The performance-oriented Countryman JCW has been updated to meet the more stringent emissions regulations too, though its powertrain specs are unchanged. These changes have also resulted in changes to pricing and the model lineup.

The base Core trim has been axed for both the petrol C and electric E powertrains, increasing the Countryman's starting price. There's now only one JCW variant, with the Classic axed in favour of a single, higher level of specification.

The Countryman remains roughly $10,000 cheaper than the equivalent BMW X1 in Australia, the donor vehicle for this particular Mini. These changes largely echo the changes applied to the X1 and the electric iX1 earlier in 2026, though Mini is yet to offer BMW's plug-in hybrid powertrains.

How does the Countryman stack up, and is it worth considering instead of its BMW sister model?

How much does the Mini Countryman cost?

The SE Favoured is the second-most expensive electric Countryman currently on sale, priced at $76,990 before on-road costs. That's up by $1000 on the pre-update model.

Most notably, the base Countryman C Core has been axed, increasing the lineup's opening price by $4500. The Countryman C Classic is the new base variant at $54,490 before on-roads – itself up $1500 on last year’s model.

As for rivals, premium-leaning small electric SUVs include the Zeekr X (up to $57,900 drive-away), the Volvo EX30 (from $49,990 before on-roads), and the Renault Megane E-Tech, which is currently available for $49,990 drive-away.

Of course, there’s also the BMW iX1, on which the electric Countryman is based, starting at $77,900 before on-roads.

To see how the Mini Countryman stacks up against the competition, use our comparison tool

What is the Mini Countryman like on the inside?

The Countryman is practically identical to every other modern Mini inside, and while that makes it unique in Australia’s crowded compact SUV market, it’ll still be a learning curve for newcomers.

A surviving trend in all Minis since the brand’s BMW-flavoured revival in the early 2000s is the circular panel in the centre of the dashboard. What was once simply a rev counter and trip computer has evolved into an all-encompassing control centre, now home to a touchscreen infotainment system housing nearly all vehicle settings.

There’s certainly a real ‘wow’ factor to this setup, but that doesn’t translate to intuitive functionality. It’s hindered by mountains of menus, each one opening into an expanse of various settings (typical for BMW), and it’s as if something new pops up in every direction you swipe.

We also dislike that the climate system is entirely digital, with fiddly little sliders on either side and a dedicated menu accessible by pressing the fan icon at the bottom. It’s obnoxious given there’s plenty of space around for a physical climate interface, though it does seem screen-heavy setups are becoming the norm for BMW.

At least the Mini’s graphics are tidy and characterful, and we can’t go without mentioning the car’s virtual assistant, ‘Spike’ the dog. This all helps to give the Countryman life, even if you may not realise the breadth of gizmos on offer here until you’ve owned the car for a while.

Wireless Apple CarPlay and Android Auto are standard, but their integration is clunky because their rectangular interfaces can’t fill the circular screen. It’s the same story for native Mini systems, like the reversing camera.

That said, the Countryman’s system follows other Minis in offering a vast array of personalisation options. Included as standard are eight of the brand’s ‘Experiences’, which change the screen’s look with distinct colours, styles, fonts, and widgets.

These range from a minimalist style and an older, weathered look to a racy ‘Go-Kart’ mode, and even to a Countryman-specific ‘Trail’ mode with an earthy look and various adventurous gadgets like a compass and off-road angle readouts. Some modes also bring light mechanical tweaks, which we’ll touch on later.

Regardless of the tangible benefits of this function, there’s no denying that it gives the Countryman character. The same applies to Mini’s unique switchgear located below the central circle.

These are visually simple, featuring a volume dial and three large switches, including one for those Experiences. In the middle is a fun key-like switch you twist to start or stop the car – more interesting than a typical push-button – and to the right is the gear selector.

Again, these will take newcomers a second to understand, but it’s nice having something you can physically grab here. All other interior buttons are found on the steering wheel, which is borrowed from the BMW parts bin and therefore features a simplified array of real buttons.

Even so, user-friendly is not a fitting description of the Countryman’s interior. You’ll notice there’s no instrument cluster; instead, it’s replaced by a basic head-up display mounted on a thin piece of plastic, and everything is best figured out via trial and error.

Further, the cabin’s proportions – with its upright windscreen, relatively large dash, and thin A-pillars – make it feel like you’re sitting inside a fishbowl.

Once you’re past all that, you’ll find the cabin’s physical fittings are all of high quality. The steering wheel is finished in smooth leather and boasts BMW’s characteristic thick design, which feels odd in the hands on first impressions but slowly becomes more natural.

The seats, meanwhile, have a sporty edge to their construction but remain comfortable. They’re on the firmer side but offer sensible bolstering and a wide range of powered adjustments, making it easy enough to get into a good driving position.

Storage is tight by segment standards, though there are various trays and cubbies for loose items. Highlights include a ‘shelf’ with a wireless phone charging pad below the centre stack, two cupholders, reasonably sized door bins, and Mini’s unique lidded central storage box, behind which are USB-C ports and a 12V outlet.

The overarching theme up front, however, is style. The woven dashboard covering, bronze accents, and minimalist overall layout make for a visually interesting place to spend time.

The same isn’t necessarily true of the rear seats, but they earn their keep by being the most spacious second row you’ll find in any Mini showroom. There’s loads of space in every direction, and I had no fitment issues at 173cm, while my taller colleagues were similarly satisfied.

Headroom will become tight for those of above-average stature. Amenities are still on par with what you’d expect from any small SUV: a fold-down centre armrest, dual air vents, two USB-C outlets, map pockets, and door bins. The Countryman’s internal combustion roots mean there’s a driveline hump in the middle, though.

Naturally, there are also the requisite ISOFIX anchors and top-tether points for child seats.

The boot of the Countryman Electric is generous, offering a claimed 460 litres of capacity, which is very competitive among its rivals. A power tailgate with kick sensor is standard across the range, making access to the boot via the large, square opening even easier.

The load floor extends far into the cabin and stays perfectly flat, with a sturdy cargo cover up top to shield the boot’s contents from prying eyes. On either side of the load space are nooks for loose items: on the left is a net, and on the right is a cubby in the floor.

You can also fold the rear seatbacks flat to liberate the maximum 1450 litres of storage space, which enabled us to pack in a full set of seats for a first-generation BMW-era Cooper S JCW with room to spare. Nothing like a new Mini to support an old Mini project.

Lifting the rearmost portion of the load floor reveals some extra space, ideal for discreetly stowing charging cables. Unlike many other EVs, though, there’s no under-bonnet storage.

To see how the Mini Countryman stacks up against the competition, use our comparison tool

What’s under the bonnet?

Powering the Countryman SE is a dual-motor, all-wheel drive electric powertrain, producing 230kW of power and 494Nm of torque. Energy is sourced from a 66.5kWh lithium-ion battery.

While the gross battery capacity is unchanged at 66.5kWh, usable capacity has been increased slightly. The addition of the new silicon carbide (SiC) inverter has also improved the electric Countryman's claimed efficiency. In the case of our SE ALL4 tester, the claimed WLTP driving range is up from 432km to 467km.

Mini also claims the SiC inverter tech improves energy recuperation under braking and optimises powertrain performance and efficiency in real-world driving, "particularly in urban and stop-start driving conditions".

Our week with the Countryman Electric involved a mix of highway commuting and suburban errand-running. While the latter environment is where this vehicle really shines, its lower-than-claimed energy consumption highlights its versatility.

To see how the Mini Countryman stacks up against the competition, use our comparison tool

How does the Mini Countryman drive?

Expanding a small-car brand philosophy to accommodate an SUV that's the largest Mini model ever produced might seem like a stretch, but the Countryman pulls this off quite well.

Glancing at it from any angle confirms it’s unmistakably a Mini, and applying the British brand’s current design language to what is effectively the iX1 doesn’t make it look too bloated or ungainly. That carries through to its driving experience.

The electric Countryman 'fires up' at the twist of the central ‘key’, then emits its fair share of characteristic Mini sounds that suggest it’s best driven with a somewhat lighthearted approach. Once you start moving, you’ll find the Countryman is an SUV that’s meant to be enjoyed, but not in the drive-as-fast-as-you-can sort of way.

Instead, it makes commuting more pleasant than many of its rivals do. It thrives in the city, where it happily soaks up speed bumps, tram tracks, and just about anything you can throw at it.

Its suspension setup is compliant without being too soft, and it’s far more livable than its Cooper and Aceman stablemates, even with the optional 20-inch ‘Windmill Spoke’ wheels fitted to our tester.

Body roll is well managed, and the car never seems unsettled over bumps at speed, even on the freeway. Its steering is predictable and nicely weighted, even if it's on the lighter side. You can adjust the weight by selecting a different Experience mode or by tweaking it individually on the screen if it’s not to your taste.

On that note, it’s worth mentioning what the Experience modes change when you’re on the move.

Not every mode brings mechanical tweaks, but highlights include Trail mode, which adjusts the traction control to allow more wheel slip when off-road, and Go-Kart mode, which stiffens the steering, sharpens the throttle, and plays synthesised sounds through the speakers.

The Star Wars-like sounds are a feature across Mini's EV range, and I find them far more preferable to fake sounds that attempt to emulate old-school engines. It's another display of character that doesn’t go unnoticed.

When it comes to performance, the Countryman SE isn't lacking. Despite what the internet engineers will tell you, a 5.6-second 0-100km/h sprint time is more than enough for any SUV, and this Countryman certainly hustles when you lay into the throttle.

Being all-wheel drive, it has no trouble getting its power to the ground either. Outputs of 230kW and nearly 500Nm are nothing to sneeze at, and they give the Countryman more zing than would reasonably be expected of a small SUV.

That makes the Countryman EV a breeze to get up to highway speeds, and making quick overtakes or shooting gaps in traffic takes no effort either. Throttle response is also sensible in the normal drive modes, and naturally becomes far more sensitive in Go-Kart mode.

Mind you, it’s not like this amount of power is required in the Countryman. You’d get by perfectly fine with the cheaper, more Mini-esque front-drive variants, as the instant electric torque is enough to make any car feel fairly zippy. This is just a bit more fun.

Supporting the solid performance is a decent regenerative braking system, which is configurable but always seems to take a second to engage when you come off the throttle. However, those not so keen on regen braking – including me – can still make use of the well-calibrated brake pedal.

Generally, though, the Countryman is an easy car to live with. It feels just as comfortable on the freeway as it does around suburbia, though you’ll probably want to stay in built-up areas given its comparatively short driving range and the fact that you get some road noise above 100km/h.

The latter is to be expected of any small SUV, and it was exacerbated by the large alloys on our press car.

It's worth mentioning that this year's updates don't really translate to tangible changes on the road. We certainly noticed improved efficiency compared to electric Countryman models of the past, but don't expect a revolutionary upgrade from what are undeniably small changes under the skin.

This Mini benefits from its BMW origins in terms of safety, as it gets the German brand's latest and greatest driver-assistance tech. That means it actually assists you and, unlike a trend emerging in newer cars, won’t annoy you.

We had no issues with the traffic sign recognition or lane-keep assist systems, and the Countryman's adaptive cruise control and lane-centring functions both worked reliably during our week with the car. In fact, we continue to be impressed by BMW’s lane-centring functionality in particular, as it's incredibly confident in following tighter bends while maintaining speed.

The cameras and sensors are also good when you're parking, but if you prefer to do it the old-fashioned way, outward visibility is generous in this not-so-mini… Mini.

To see how the Mini Countryman stacks up against the competition, use our comparison tool

What do you get?

The Mini Countryman comes in three trim levels – Classic, Favoured, and JCW Sport – while the full-fat JCW is now offered in a single standalone spec. The C, S, E, and SE designations represent different powertrains and/or states of tune.

2026 Mini Countryman Classic equipment highlights:

• Alloy wheels:
  • 18-inch ‘Asteroid Spoke’ silver alloy wheels
  • 19-inch ‘Runway Spoke’ black alloy wheels
• Tyre repair kit
• Gloss-black exterior highlights
• Rain-sensing wipers
• Auto LED headlights
• Auto-dimming, power-folding side mirrors
• Auto-dimming rear-view mirror
• Roof rails
• Velour floor mats
• Recycled polyester knit dashboard and door cards
• Leather-wrapped sports steering wheel
• Heated steering wheel
• Sports seats
• Synthetic leather and cloth upholstery (2 colours):
  • Grey/Blue cloth
  • Black/Blue cloth
• Heated front seats
• Head-up display
• 240mm circular touchscreen infotainment system
• DAB+ digital radio
• Wireless Apple CarPlay and Android Auto
• Mini Connected Services
• Wireless phone charger
• 6-speaker sound system
• Dual-zone climate control
• Panoramic glass sunroof
• Augmented reality navigation
• Interior camera
• Power tailgate with kick sensor
• 8 ‘Mini Experience’ modes:
  • Core
  • Green
  • Go-Kart
  • Personal
  • Timeless
  • Vivid
  • Balance
  • Trail
• Keyless entry

Countryman Favoured adds:

• Alloy wheels:
  • 19-inch ‘Runway Spoke’ black alloy wheels
  • 19-inch ‘Kaleido Spoke’ Vibrant Silver/black alloy wheels
  • 20-inch ‘Windmill Spoke’ Vibrant Silver/black alloy wheels (ALL4 only)
• Vibrant Silver exterior highlights
• Sun protection glazing
• Anthracite headliner
• Synthetic leather upholstery (4 colours):
  • Beige
  • Dark Petrol
  • Vintage Brown
  • Black
• John Cooper Works seats
• Power front seat adjustment
  • Driver’s seat massage function
  • Driver’s seat position memory
• 12-speaker Harman Kardon sound system

Countryman JCW Sport adds (over Favoured):

• Alloy wheels:
  • 19-inch ‘Runway Spoke’ black alloy wheels
  • 20-inch ‘Flag Spoke’ silver/black alloy wheels
• Adaptive damping
• John Cooper Works sport brakes
• John Cooper Works exterior styling
• Black sport stripes
• John Cooper Works steering wheel
• Black John Cooper Works Vescin/cord upholstery
• Paddle shifters

Countryman JCW adds (over Favoured):

• 20-inch ‘Flag Spoke’ silver/black alloy wheels
• Sport stripes (2 colours):
  • Black
  • Red
• Adaptive damping
• John Cooper Works performance brakes
• John Cooper Works exterior styling with gloss-black highlights
• John Cooper Works steering wheel
• Black John Cooper Works Vescin/cord upholstery
• Paddle shifters

To see how the Mini Countryman stacks up against the competition, use our comparison tool

Is the Mini Countryman safe?

The Mini Countryman has a five-star ANCAP safety rating, based on testing conducted by Euro NCAP in 2024.

Standard safety equipment highlights:

• 9 airbags, incl:
  • Front
  • Side
  • Head
  • Front-centre
• Adaptive cruise control
• Automatic speed limit assistant
• Autonomous emergency braking
• Blind-spot monitoring
• Cruise control
• Driver attention monitor
• Front and rear parking sensors
• Intelligent emergency call
• Lane-centring
• Lane-keep assist
• Parking Assistant Plus
• Rear cross-traffic alert
• Safe exit assist
• Speed limiter
• Surround-view monitor
• Tyre pressure monitoring

To see how the Mini Countryman stacks up against the competition, use our comparison tool

How much does the Mini Countryman cost to run?

Mini Australia backs its range with a five-year, unlimited-kilometre warranty. The brand doesn’t outline service intervals; instead, it follows its parent company, BMW, in adopting a ‘Condition Based Service’ maintenance schedule.

Mini says its vehicles continually monitor their own health using information collected from on-board sensors, and then alert their owners (and their local Mini workshop) when it’s time for a service. It says service intervals will depend on the owner’s driving style and the vehicle’s condition.

In any case, Mini Australia offers a four-year prepaid service plan for the Countryman Electric for $1575, or a six-year plan for $2360. The latter is identical to what BMW charges for six years of iX1 maintenance.

As for rivals, servicing for the pre-update Zeekr X costs $4220 over eight years, while five years of servicing for the Renault Megane E-Tech costs $1625. The Volvo EX30, meanwhile, is available with complimentary servicing for the first five years of ownership.

To see how the Mini Countryman stacks up against the competition, use our comparison tool

CarExpert’s Take on the Mini Countryman SE Favoured

The Countryman is a small SUV with big charm, and the addition of an electric powertrain only improves on the formula.

Indeed, the electric powertrain suits the character of the Countryman well, even if it’s a BMW system. Power delivery is smooth and predictable, it’s quick enough to keep you entertained, and it nails the basic driving fundamentals to avoid feeling lifeless from behind the wheel.

While the recent powertrain upgrades have been minor and don't necessarily change the driving experience, more electric range is never a bad thing. In fact, it shows BMW continues to develop and improve this model despite its niche status.

The interior is an acquired taste, but it’s a nice place to be regardless of whether Mini is your flavour. On that note, it should also satisfy rusted-on (modern) Mini diehards, and it's properly stylish when fitted with the optional gear seen on our tester.

The only kickers are the lack of buttons inside and the fact it is objectively expensive. Yes, even this high-spec Countryman Electric undercuts the base BMW iX1, but it’s not the most sensible value proposition – the normal E will do you just fine.

However, if you want a practical, spacious small SUV with a little pizzazz, the Countryman SE is well worth a look.

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

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MORE: Explore the Mini Countryman showroom

Announced at the company’s 2026 Investor Day, the as-yet-unnamed performance tier will sit between N and N Line models and will target high-volume sales.

According to Hyundai, the vehicles will combine “value features for daily high-performance experience,” but will borrow engines, gearboxes, and other componentry from N models.

The new vehicles are expected to be road-focused, rather than being designed for the track.

"And we're adding something between N and N Line – a new volume high-performance variant carrying over powertrains and parts from N," said Hyundai CEO and President, José Muñoz.

There are currently five Hyundai N models on sale around the world, equating to around 20,000 sales in 2025, while 12 models with N Line specification contributed an additional 161,000 sales.

N Line models currently range from vehicles adding an interior and exterior styling package, through to vehicles with more powerful engines.

It’s believed the new N-Lite lineup will bridge that gap, as well as provide an opportunity for younger buyers to get into sportier vehicles – but at a lower price point.

The strategy could win Hyundai a new generation of fans.

As reported in 2023, Australia has been an important market for the Hyundai N brand since it launched here in 2018, thanks to the great number of driving enthusiasts here.

MORE: Explore the Hyundai showroom