Alpine has offered its clearest look yet at the electric successor to the A110, with a development version of the new sports car set to make its public debut at this year’s Goodwood Festival of Speed.

The model represents a major step for the French brand, becoming the first vehicle to use Alpine’s dedicated Alpine Performance Platform (APP) and serving as a cornerstone of the company’s future performance-car plans.

While the current petrol-powered A110 has built a reputation for combining modest power with exceptional agility and low weight, Alpine says its electric replacement is being developed to deliver even stronger performance without abandoning those core attributes.

According to the company, the new A110 EV is targeting lap times quicker than a Porsche 718 Cayman around Germany’s Nürburgring circuit. Achieving that goal will rely on a lightweight aluminium architecture, advanced torque management systems and a bespoke electric drivetrain.

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One of the most unusual engineering solutions is the battery layout. Rather than placing a large battery pack beneath the floor as most EVs do, Alpine will split the battery into two sections. The primary pack will sit behind the occupants, mimicking the placement of a traditional mid-mounted engine, while a smaller pack will be positioned towards the front of the vehicle.

The arrangement is designed to preserve the A110’s low-slung proportions and deliver a targeted 40:60 front-to-rear weight distribution.

Power will come from a new integrated e-axle system featuring twin rear-mounted electric motors, a silicon-carbide inverter and sophisticated torque-vectoring technology capable of adjusting power delivery between the rear wheels every 10 milliseconds.

Alpine boss Philippe Krief has previously indicated the electric coupe will weigh around 1450kg, making it relatively light by EV standards. The company is also targeting a driving range of around 600km and will utilise an 800-volt electrical architecture to support faster charging and improved efficiency.

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Performance figures remain unconfirmed, although Krief has suggested output will comfortably exceed 370kW in higher-performance versions. An all-wheel-drive variant is also under consideration.

The electric A110 is expected to enter production in 2027 and will be joined by additional models using the same platform, including a roadster and a larger 2+2 coupe. Together, they form part of Alpine’s broader ambition to establish itself as a genuine rival to premium sports-car brands such as Porsche.

For Alpine, the challenge is significant. The current A110 has become something of a modern benchmark for lightweight driver engagement. Whether an electric successor can capture that same magic remains to be seen, but the brand appears determined to prove that electrification and driving enjoyment need not be mutually exclusive.

First published in the January 1995 issue of Wheels magazine, Australia’s best car mag since 1953. Subscribe here and gain access to 12 issues for $109 plus online access to every Wheels issue since 1953.

Scoop! Holden secret concept car.

Under the skin of this secret, swoopy Holden concept car is the next generation Commodore.

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Officially, it’s called the XP2000. Underneath, though, it’s the GMX127 – the still-born VT based car which was to be built in Australia and exported to the US as the Buick Century in 1997 (pictured, below) in a deal estimated to be worth $600 million a year.

Though fitted with a 3.5 litre quad cam V8, XP2000 is built on the same GM2800 platform as the VT. US sources confirm the production versions would have been powered by the 3.8 litre V6.

Scheduled to appear at this month’s Detroit Show, the XP2000, which wowed Buick dealers at a convention in San Diego late last year, also features a key that doubles as a debit card for toll charges and fuel purchases, a radar based anti-collision system, a voice activated navigation system and eight – count ’em – airbags.

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Styled in the US, the XP2000 was built right here in Australia. GM insiders are reportedly delighted with the finished product, and amazed at how much less it cost to build.

SUVs continue to dominate Australia’s new car sales charts, with buyers flocking to high-riding family haulers in record numbers. But while they’re immensely popular, they’re also far from the only way to enjoy the benefits of hybrid technology – boosted performance, greater fuel economy and lower running costs compared with ICE engines.

Whether you need extra passenger space, a huge boot, long-distance comfort or simply prefer the way a car drives compared to an SUV, there are plenty of alternatives to the usual hybrid SUV crowd. These five hybrid models prove you don’t have to buy an SUV to enjoy excellent fuel economy and everyday practicality:

Toyota Camry

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Price: From $39,990 plus on-road costs
Drivetrain: 163kW 2.5-litre four-cylinder hybrid, e-CVT, front-wheel drive
Combined fuel consumption: 4.0L/100km

One of the best examples of a hybrid family car that isn’t an SUV is the venerable Toyota Camry. One of the most successful sedans of all time, the Camry proves that you don’t need an SUV to achieve a comfortable, very fuel efficient, good to drive and practical family car with a large 524-litre boot. No wonder it still sells so well.

Prices start at $39,990 plus on-road costs, or some $6000 less than a RAV4 that it shares so much with, mechanically speaking, and even at the top-spec SL level, you’re still not spending even $60,000 once on-road costs are included. Every Camry uses a 170kW 2.5-litre hybrid drivetrain that uses just 4.0L/100km on the combined cycle. That economy in a large, comfortable sedan? That’s incredible, and we think you’d be mad to consider an equivalent SUV over one.

Kia Carnival Hybrid

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Price: From $56,310 plus on-road costs
Drivetrain: 180kW/366Nm 1.6-litre turbocharged four-cylinder hybrid, six-speed auto, front-wheel drive
Combined fuel consumption: 5.8L/100km

Although there’s been some recent action from new brands to our shores in higher price points, affordable people mover options on the new car market have significantly dwindled compared to, say, the early 2000s. In fact, the Kia Carnival is easily the biggest-selling people mover and sells in strong numbers locally, and while it also offers a diesel option, the hybrid is a great drivetrain choice.

The Carnival hasn’t been the most successful people mover in Australia by accident – it’s earned that position thanks to its good value for money, huge cabin space, comfortable driving experience and good fuel economy. Prices start at $56,310 plus on-road costs for the 180kW 1.6-litre turbo-hybrid engine, which is rated at just 5.8L/100km on the combined cycle, and it’s a great SUV alternative thanks to its space and seating for eight.

Skoda Superb Select PHEV

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Price: From $66,990 driveaway
Drivetrain: 150kW/330Nm 1.5-litre turbocharged four-cylinder plug-in hybrid, six-speed dual-clutch, front-wheel drive
Claimed electric driving range: 125km (WLTP)
Combined fuel consumption: 1.4L/100km

The current-generation Skoda Superb launched in Australia with a 195kW 2.0-litre turbo-petrol engine in sporty Sportline spec, but the brand has also just added a cheaper new Select plug-in hybrid model to the lineup. Priced from $66,990 driveaway, the Superb Select PHEV uses a 150kW 1.5-litre turbo-petrol plug-in hybrid drivetrain with a 25.7kWh battery that’s rated at a long 125km of WLTP range.

Because of that long range, the Superb Select is rated at just 1.4L/100km on the combined cycle, and unlike some other PHEVs, it can be DC fast charged so that you’re spending less time charging and more time enjoying is comfortable driving experience, excellent build quality and spacious cabin. The Superb is known for a massive boot, and the Select is no different – despite the PHEV battery robbing some space, it still offers 510 litres with the rear seats up and a cavernous 1770 litres with them folded. That alone makes it a compelling choice against a hybrid SUV.

BYD Seal 6

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Price: From $34,990 plus on-road costs (sedan), $39,990 plus on-road costs (wagon)
Drivetrain: 130kW (sedan)/163kW (wagon) 1.5-litre four-cylinder plug-in hybrid, single-speed transmission, front-wheel drive
Claimed electric driving range: 55km (WLTP – sedan), 100km (WLTP – wagon)
Combined fuel consumption: 1.1L/100km (sedan), 0.8L/100km (wagon)

BYD’s Seal 6 is the newest kid on the block on this page, having only just launched in Australia. But unlike the Seal electric sedan, the Seal 6 is a plug-in hybrid and also available in either sedan or – in a first for the brand locally – wagon bodystyles. Pricing starts at just $34,990 plus on-road costs for the Essential sedan, making it one of the cheapest PHEVs available locally, while the Premium wagon – which is better equipped, more powerful and offers a longer EV range, making it the pick of the range – is $5000 dearer at $39,990 plus on-road costs.

Both Seal 6 variants use a 1.5-litre petrol engine combined with an electric motor, with the sedan making 130kW of power and the wagon 163kW. Thanks to a larger 19kWh battery (versus 10.1kWh in the sedan), the wagon is capable of a WLTP-rated range of 100km, a combined fuel consumption of just 0.8L/100km and a total driving range of more than 1000km. Furthermore, its body is practical and spacious, while its 670-litre boot opens up to 1535 litres with the rear seats folded.

Honda Accord e:HEV RS

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Price: From $64,900 driveaway
Drivetrain: 152kW/335Nm 2.0-litre four-cylinder hybrid, e-CVT automatic, front-wheel drive
Combined fuel consumption: 4.3L/100km

Rounding up the best hybrid family cars you can buy that aren’t SUVs is the Honda Accord, which recently celebrated its 50th year in production. As it’s always been, the Accord is a spacious, practical, well equipped, good quality and reliable mid-sizer that deserves attention. Just a single model is available in Australia, the e:HEV RS, which is priced from $64,900 driveaway.

That means that it’s not cheap, but it’s very well equipped and it’s also great to drive. Its 2.0-litre hybrid drivetrain makes a reasonable 152kW of power but, crucially for this page, is rated at just 4.3L/100km on the combined cycle. Its 570-litre boot is huge for a mid-size sedan too, meaning that you can fit quite a lot in, while cabin space is impressive too. As with Toyota and its RAV4 and Camry, the excellent top-spec Honda CR-V SUV is priced around the same as the Accord, but we’d choose the latter every time.

There are times when the new car market seems almost formulaic. Carmakers know what sells and so are often risk-averse when it comes to trying something unusual.

Then there are the times that management has given the thumbs up to something that seems entirely off the wall. Unlikely cars with unusual styling or outrageous specs that make absolutely no rational sense.

A true automotive oddity is a rarity, but nonetheless, over the last 50 years here are some of the stranger cars to roll down the production line and into showrooms.

Chevrolet SSR

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In 2003, Chevrolet gave North American customers a car that no one asked for, the Super Sport Roadster, or SSR. With the market for high-end pick-up trucks expanding quickly, and retro designs riding a wave of success, the SSR seemed like the smart way to address both booming markets at once.

The concept seemed sound. A sporty pick-up with a V8 engine, unmissable looks and the added benefit of a folding hardtop to take advantage of summer days. Volumes were never predicted to rival mainstream trucks, but even then, GM quickly built inventory as SSRs sat unloved at Chevrolet dealers.

Dodge Viper

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The Dodge Viper concept wowed when it made its 1989 debut, but the insane proportions, with no consideration given to practicality, and oversized 8.0-litre V10 engine made it impractical as a production car. Public demand said otherwise though, and Dodge rushed development of the production model.

With the Shelby Cobra as its engineering inspiration, the Viper shunned the kind of modern considerations you’d probably expect. Side windows? No, those were an accessory. External door handles? What on earth for. But surely the driving position is dialled in perfectly? Actually, the massive transmission tunnel ruled that out.

As illogical as the original Viper was, Dodge refined the formula over three generations from 1991 to 2017.

Nissan Murano CrossCabriolet

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While it only made a brief appearance in Australia, the Nissan Murano has been a fixture of US showrooms across four generations. Between 2011 and 2014, the regular SUV was also joined by the convertible that surely no one asked for, the Murano CrossCabriolet.

The pool of Florida retirees that the CrossCabriolet was aimed at was, apparently, large enough to warrant building a version of the Murano with a two-door body and folding fabric roof.

The target market was affluent older buyers in the ‘lifestyle’ stage of their lives. The premise was the open-top fun of something like a Mustang, but with the ease of entry and egress provided by a crossover SUV.

While the project was short-lived, it seemingly inspired Range Rover to follow up with the Evoque convertible in 2017 and Volkswagen with the T-Roc Cabriolet in 2020.

Mitsuoka Orochi

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Mitsuoka found an unusual niche as a second-stage manufacturer, adapting the designs of existing Japanese domestic models into retro-inspired throwbacks. For the Orochi, Mitsuoka designed a mid-engined coupe without relying on another brand for its starting point.

That may have been a mistake. Steeped in Japanese mythology, the Orochi takes its name from an eight-headed dragon. The quad-headlight front, overabundance of swept lines, and small grinning grille fall short of the sinister name.

Adding to the disappointment, the Orochi takes its power from the 3MZ V6 found in a variety of early 2000s Toyota and Lexus models, tied to a five-speed automatic, offering just 172kW of uninspiring motivation.

Toyota Sera

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We have Japan’s unprecedented economic boom of the late 1980s to thank for all manner of over-engineered, and frankly unusual, automobiles. The great crime being that very few ever sold outside of Japan.

One of many attempts from Toyota was the compact Sera sports car. The Sera’s butterfly doors and glass canopy roof had absolutely no business being mounted on the bones of a sedate 78kW 1.5-litre Starlet chassis.

A lot of engineering effort went into those doors, which rivalled a Lamborghini for drama when operated. Gordon Murray even claims they inspired the McLaren F1’s door design. Between 1990 and 1995 less than 16,000 Seras were produced.

Suzuki X-90

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No matter how you slice it, a compelling reason for the Suzuki X-90 to exist never quite reveals itself. A version of the three-door Vitara, but with fewer seats and far less cargo space. Genius.

Suzuki perhaps looked at the enviable reputation the Mazda MX-5 was building among enthusiasts and figured that the body-on-frame Vitara could be its own shortcut to success. The rugged underpinnings gave the X-90 genuine off-road capability, but the coupe-style body stymied practicality.

Sporty drivers didn’t fall for the upright stance and compromised handling, and image-conscious trend seekers looked elsewhere. Finally, the much more sensible and still open-air experience of the RAV4 Convertible delivered a similar al fresco experience with far fewer compromises

BMW Z1

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The BMW Z1 was truly an experiment brought to life. Designed by BMW’s Technik division, which was set up to fast-track innovation, free from the slower committee-style processes that usually governed BMW’s decision-making.

Floated as the idea of a sports car with a connected driving feel that mimicked that of a motorcycle, the BMW board loved the idea so much that the Z1 was given the green light.

Its construction was unusual, pioneering a monocoque chassis that functioned like a spaceframe, bonded with composite panels and covered with a non-structural plastic body that made it possible to swap panels to change colours. The absolute centrepiece, though, were powered doors that retracted down into the body, rather than being traditionally hinged, and could be opened on the move, removing the traditionally enclosed feeling of a regular roadster. 

Isuzu VehiCross

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With so many brands offering overlapping SUV models today, the Isuzu VehiCross would fit right in, but at its 1997 debut, it arrived as an outlier that felt like a gamble for Isuzu at the time.

The chassis was shared with the three-door Isuzu Trooper, AKA the Holden Jackaroo, but Isuzu knew the VehiCross was always going to be niche, and replaced expensive tooling dies with lower-cost, shorter-life versions. The end product looked like a concept car brought to life.

Massive plastic cladding and a perpetually surprised face showed that Isuzu was happy to try something different in an emerging leisure-SUV market. Snug rear seats and a spare wheel mounted inside the tailgate proved that the idea perhaps needed a little further finessing.

Subaru BRAT

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The version of the Subaru Bumby ute sold in the USA offered a clever solution to avoiding the tax on imported pick-up trucks in that market… by disguising itself as a four-seat passenger car.

A pair of all-weather outdoor jump seats helped the BRAT (which stands for Bi-drive Recreational All-terrain Transporter, by the way) avoid the 25 per cent import levy on light trucks imported to the US. It also introduced some atypical features for the light truck segment, like all-wheel drive, and by its second generation, a removable targa roof.

The gamble paid off for Subaru, and a much more sensible solution, without rear seats, was able to be sold in other parts of the world, providing a compact ute as rivals like Nissan and Mitsubishi started to upsize their ute models.

Renault Avantime

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At the start of the 2000s, French brands had a staunch reluctance to accept the traditional SUV, and Renault’s stance saw it opt for a flagship model no one asked for. The Avantime arrived as a luxury 2+2 coupe, wrapped in a practical body modelled after the Espace people-mover.

Renault thought the Espace had grown so popular that once owners matured and found themselves with empty nests, they’d be so wedded to the idea of a people-mover that they would want the practicality of one with the elegance of a luxury two-door.

The Avantime’s massive glasshouse, B-pillarless construction, and huge doors on double-path hinges packed in plenty of innovation. Although probably never destined to be a runaway success, Renault further undermined its flagship efforts by unveiling the more traditional five-door Vel Satis alongside the Avantime, though neither proved commercially successful.

Kia is confident its new PV5 electric van is poised to take market share from established players thanks to its competitive pricing and electrified drivetrain.

Commercial van sales in Australia are dominated by the Toyota HiAce, claiming 46 per cent market share at $53,880 before on-road costs for a diesel automatic HiAce. The Hyundai Staria is also starting to make a dent in sales, priced at $53,978 before on-road costs. Into that battle enters the PV5, starting from $55,990 before on-road costs.

“I think we’re pretty fortunate in that there’s a lot of attention from our global president on PBV (Platform Beyond Vehicle)… it’s one of his projects and he wants to see this succeed,” Roland Rivero, General Manager of Product Planning told WhichCar by Wheels at the launch of the new PV5. “And he trusted our proposal. So we had pretty good support from HQ to ensure that PV5 worked well for the Australian market.”

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Rivero went on to explain that the PV5 – already outselling Volkswagen’s ID Buzz Cargo in its home market of Germany, for example – has a very strong footing globally, which assists when a smaller market like Australia is looking to lock in pricing.

“It does have a big volume globally,” Rivero said. “Amortising the development cost of PV5 across a bigger international volume also helps at the same time. If it was a very niche product, then having to amortise a small volume makes it difficult, and PV5 has got a lot of attention.”

There’s no doubt Kia is throwing its significant manufacturing might behind the PV5, with the all-electric modular van built at a dedicated PBV manufacturing facility at AutoLand Hwaseong. “It’s got it’s own plant, deliberately developed for that,” Rivero said.

The starting price, attractive as it might be in comparison to others, isn’t necessarily the most important factor when you’re focusing on fleet sales, according to Kia’s General Manager of fleet operations, Chris Forbes.

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“Because you’re looking at a van which is pretty much strictly going to be business, whether its a small or larger business, to them (purchase) cost is less of a factor behind whole-of-life cost,” Forbes said. “And we’ve done some whole-of-life costing against some of its competitors. And the price, yes, it’s the same or similar to what’s out there, but whole-of-life costs, we see that as being more competitive and that’s more important because to them this is just a tool.”

For private buyers, the sticker price is usually the most attractive lure beyond capped-price servicing, with whole-of-life cost rarely considered. But when it comes to fleet and business buyers, there’s a lot more taken into account beyond the initial purchase price. That includes service intervals and time off the road, as well as running costs.

“Bean counters are wanting to ensure that they’ve got the best bottom line in the business,” Forbes explained. “And so if you go to them and you show them that per kilometre, this is an incredibly good value vehicle to drive over some of the other competition, then they’re going to be able to submit those figures and show they are doing the right thing.”

Forbes is referring to companies that have headquarters overseas, where strict emissions targets must he adhered to, so that in addition to the costing on a spreadsheet the Australian arm can also show that it’s doing its bit to reduce carbon emissions.

Contenders

Volkswagen ID Buzz Cargo
Kia PV5 Cargo
Ford E-Transit

Winner: Kia PV5 Cargo

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Price: $55,990 before on-road costs
Motor: Single electric motor
Drive type: FWD
Power: 120kW
Torque: 250Nm
Battery size: 71,2kWh
Range: 416km (WLTP)
Charge time: 30m (10-80% at max charge speed)
DC charge speed: 128kW
Payload: 740kg
Kerb weight: 1910kg
Warranty: Seven years/unlimited kilometres
Six-year service cost: $1650

Kia’s new PV5 – it’s first electric van in Australia – is the newest entrant in the growing electric commercial van segment, and immediately jumps to the head of the class. It’s strongest purchase attraction begins with, but isn’t limited to, the price. With a starting price of $55,990 before on-road costs, the PV changes the electric van game by going head to head with conventional, diesel-powered segment favourites. As impressive as the Volkswagen ID Buzz is, it can’t lay a glove on the PV5 in regard to price.

The barrier to buying an electric van is less considerable than it’s ever been, thanks to the aggressive pricing of the PV5. It’s more than a sticker on the windscreen though, with excellent handling and ride quality – thanks to its Australian-tuned suspension. Even with a nominal 400kg strapped into the back at launch, the PV5 rides exceptionally well for what could be an otherwise heavy, cumbersome experience. The steering comes in for mention, too, with a meaty feel at any speed, side-stepping the numb sensation some electric vehicles deliver.

Cabin amenity and ergonomics are also excellent, with only a couple of hard plastic surfaces and the lack of adjustable seatbelts letting the PV5 down. It’s otherwise familiar Kia cabin execution from behind the wheel, ensuring the PV5 is as enjoyable to drive as it is practical. While the lack of a rear window – even as an option – might be a concern for some, the excellent camera system means you quickly get used to it. Parking and manoeuvring the PV5 is a cinch in town. PV5 is quiet inside the cabin, too, even at highway speed.

On the road, the headline 120kW and 250Nm power and torque figures are more than enough to tackle the daily grind faced by tradies, small businesses and delivery drivers. With a WLTP-claimed 416km (which you should be able to get close to in the city), it’s useful, too, and the vehicle-to-load capability means tradies can charge their cordless tool batteries on the go.

At it’s maximum charge rate of 128kW, and plugged into a 350kW charger, the PV5 will run from 10 to 80 per cent in as little as 30 minutes. That makes sense when you’re out on the road, but for businesses that run a back to base fleet, the PV5 will go from 10 to 100 per cent in six and a half hours on an 11kW charger.

A full suite of active and passive safety equipment ticks the OH and S box as well, meaning the PV5 is aligned with the expectations of fleet buyers. The PV5 also gets an ANCAP Platinum overall rating and a performance score of 91 per cent. The new PV5 isn’t just a quality electric van. It’s priced well, is excellent to drive, and provides a strong life of ownership equation.

Volkswagen ID. Buzz Cargo

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Price: $69,990 before on-road costs
Motor: Single electric motor
Drive type: RWD
Power: 210kW
Torque: 550Nm
Battery size: 84kWh
Range: 431km (WLTP)
Charge time: 30m (5-80% at max charge speed)
DC charge speed: 170kW
Payload: 774kg
Kerb weight: 2376kg
Warranty: Five years/unlimited kilometres
Six-year service cost: $1450

You could formulate a decent argument to buy the ID. Buzz Cargo on looks alone – such is the strong retro Kombi vibe and street presence. However, the price – $69,990 – is a steep climb from the much sharper-priced PV5. Already 10 grand cheaper than it was at launch, the ID. Buzz remains an impressive electric van – with the price taken into account.

Volkswagen has endowed the Buzz with a fair dollop of both power and torque, 210kW and 550Nm ensuring it should feel punchy – and it does. It’s a fast van, even though you don’t need super speed to be running around town, but its always effortless even with 500kg on board, as tested at launch. Laden or unladen, the Buzz rides nicely, although it’s not quite as accomplished as the Aussie-tuned PV5. Still, it can handle 500kg and remain composed, even over inner-city speed humps.

Inside the cabin, the key point to make is that the Buzz looks and feels like a Volkswagen. That’s a good thing, too, with hard wearing materials, attention to detail, quality fit and finish, and comfort all evident no matter how long you’re behind the wheel. An excellent seating position provides good visibility and makes for easy scything through traffic in the city. Like PV5, Volkswagen has ensured that tall drivers have enough adjustment to move back from the dash – something not all vans can match.

We’d like to see some of the optional equipment offered as standard – especially at this price point – and we’d stick to the smaller 18-inch steel wheels with chubbier tyres that provide a softer ride on poor surfaces. While the 19s don’t make it feel unbearable, the ride quality on the smaller rims is noteworthy. RWD is a point of difference, too, and the accelerator pedal is nicely tuned to the kind of stop/start driving we do in the city.

Cleverly – despite the higher initial purchase ask – Volkswagen has focused in on sharp service pricing: just $1450 for the first six years. With a 431km range, and up to 170kW DC fast charging, the Buzz makes a genuine case for the business owner, especially those operating in urban areas.

Ford e-Transit Custom Sport SWB

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Price: $77,890 before on-road costs
Motor: Single electric motor
Drive type: RWD
Power: 160kW
Torque: 415Nm
Battery size: 64kWh useable
Range: 301km (WLTP)
Charge time: 32m (15-80% at max charge speed)
DC charge speed: 125kW
Payload: 1080kg
Kerb weight: 2114kg
Warranty: Five years/unlimited kilometres
Six-year service cost: $1335

Available in LWB Trend, or SWB Sport, the e-Transit is a competitive option in this growing segment, but can’t match PV5 on price. You might think we’re harping on price here, but when a vehicle is a tool of trade of a business it is, of course, a very big factor.

With a 300km claimed range, the Ford can’t match the Volkswagen or Kia for real-world range, which is a shame, because it’s a good thing to drive around town or on the highway. With a single motor and RWD like the VW, the Ford feels punchy off the mark, with nicely tuned steering and brake pedal feel.

Cabin flexibility is excellent with clever touches like under seat storage, and the Mobile Office Pack option, which flips the steering wheel 45 degrees and turns it into a laptop stand or desk. It’s a small touch, but for the van owner using it as an office, it’s a really clever one. Visibility and seat comfort inside the cabin are both excellent, and the e-Transit quickly becomes an easy electric van to run around town in.

Van manufacturers generally tend to opt for FWD platforms due to packaging flexibility, which makes the choice of RWD for both Ford and Volkswagen here interesting. However, the lack of a driveshaft, mitigates that potential issue. Like the VW, the Ford rides nicely, handling the usual patchwork of urban roads easily, ensuring it remains comfortable at all times. The move away from a live rear axle to an independent rear makes for a quality ride.

While you’re essentially moving a big box down the road, the e-Transit still has impressive noise insulation and remains quiet even when you’re up at highway speed. The tech feels well thought out, is easy to use, and the screens are clear. While all three vans here provide a strong option for those wanting to make the switch to electric, neither the Ford nor the VW can compete with the Kia’s sharp pricing.

Subaru Australia has expanded its electric vehicle line-up with the launch of the new Trailseeker, a larger battery-powered SUV that becomes the fastest production Subaru ever offered locally.

Available to order now, the Trailseeker joins the Solterra and recently unveiled Uncharted as part of Subaru’s growing EV range, with the newcomer positioned as the brand’s flagship electric SUV.

Power comes from a dual-motor all-wheel-drive system producing a combined 280kW, enough to propel the Trailseeker from 0-100km/h in a claimed 4.5 seconds. That makes it quicker than any production Subaru previously sold in Australia, including performance-focused WRX and STI models.

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A 74.7kWh CATL lithium-ion battery provides a claimed WLTP driving range of up to 533km. DC fast charging at up to 150kW allows a 10-80 per cent recharge in around 30 minutes under ideal conditions.

The Trailseeker is built on Subaru’s dedicated electric vehicle architecture and retains many of the off-road credentials associated with the brand. Subaru’s dual-motor all-wheel-drive system is paired with Driving Trajectory Prediction Control, while Dual-Mode X-Mode, Grip Control and 211mm of ground clearance aim to provide confidence on loose or slippery surfaces.

Dimensionally, the Trailseeker sits above the Solterra and offers a practical interior layout thanks to its flat-floor EV platform. Boot space measures 609 litres in standard form, while a 128-litre front storage compartment adds extra carrying capacity.

Inside, a new 14-inch infotainment touchscreen dominates the dashboard and supports wireless Apple CarPlay and Android Auto. A 7-inch digital instrument display, digital rear-view mirror and dual wireless phone chargers are also standard.

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Higher-spec Touring variants add a panoramic glass roof, Harman Kardon audio system, ventilated front seats and an automated parking system with a surround-view camera setup.

Safety technology is extensive, with Subaru fitting its latest Safety Sense suite across the range. Features include adaptive cruise control, emergency steering assist, driver monitoring, blind-spot monitoring and rear cross-traffic alert.

Pricing

The Trailseeker also introduces Subaru’s latest software architecture, known as MB.OS, which controls vehicle functions, connectivity and driver-assistance systems.

Check pricing and full local specifications through Subaru retailers, with customer deliveries expected to commence later this year.

The first-generation Ford Escort changed the face of UK motoring when it launched in 1964. Now, 62 years later, it’s back in a limited edition special.

Built by Boreham Motorworks, the Ford Escort RS for the modern age is an officially-sanctioned Ford Motor Company project, looking for all the world like a restomod, but engineered unlike anything else.

At the heart of the project is a choice of two engines. The 1.8-litre Twin-Cam option with 136kW and an 8500rpm redline, or the Ten-K, which – as the name suggests – is a 10,000rpm beast rated to 242kW from 2.1 litres.

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The Ten-K engine takes its cues from Formula One, with individual throttle bodies, a carbon-fibre air box, forged connecting rods, a low-inertia single-mass flywheel, and ultra-lightweight construction that sees the engine itself weigh just 85kg. The Twin-Cam, meanwhile, is built to the same specs as the Alan Mann Racing Group 5 car that won the 1968 British saloon car championship.

Rather than shoehorning the engine into an existing Escort chassis, the Boreham version is an all-new car. The chassis number assigned to it is a new one, issued by Ford.

Subframes and suspension are bespoke and tuned to suit the car, with 300mm disc brakes and four-piston calipers up front, and 260mm rear discs with two-piston calipers at the rear. Rolling stock features 7×15-inch front and 8×15-inch wheels wrapped in 205/50 and 225/50 Yokohama A052 tyres.

The wheelbase has been extended by 30mm compared to a regular Escort, the suspension is fitted with the same two-way adjustable R53 dampers as the Gordon Murray Automotive T.50, while the steel body is fabricated using original Ford blueprints, formed on precision jigs and topped with a carbon-fibre bonnet and boot. Changes made during assembly result in a body 50 stiffer than that of the 1960s original.

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For all the modernisation, kerb weight comes in at just 895kg, giving the car a power-to-weight ratio of 270.4kW/t, putting it ahead of a Porsche 911 GT3, which manages 262.6kW/t in its lightest manual form.

The changes to the Escort RS don’t end there, with modernisation applied through LED lighting and an interior trimmed in carbon-fibre and leather. The instrument cluster features aluminium-faced analogue dials, paired with Breitling timekeeping equipment mounted in the centre console.

The price, as you’d expect, isn’t small. Pricing kicks off from £354,000 (A$666,600), and that’s before customisations or the as-yet unpriced Ten-K engine upgrade.

Numbers for the Boreham Motorworks Ford Escort RS will be limited to just 150 units, each individually tailored to the colour, trim, materials, and finishes of its client. And, as the cherry on top, the new cars will even come with a two-year, 20,000-mile (approx. 32,000km) warranty.

The full and final details of Tesla’s next new model are yet to be revealed, but information supplied to the US Environmental Protection Agency (EPA) gives a preview of the mechanical and battery tech included.

First revealed in October 2024, the Tesla Cybercab promised to arrive as a fully autonomous two-seat coupe. Despite its swoopy profile, the new model is intended as a self-driving taxi, rather than a sports car, and is claimed to operate without a steering wheel or pedals.

Whether or not the production version delivers on that self-driving claim remains to be seen, but information filed with the EPA reveals what to expect from the drivetrain of the new model.

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The Cybercab will be the first Tesla model powered solely by a front motor, with a 162kW output listed. Conflicting information presented by the EPA does list the drive mode for testing as ‘all-wheel drive’, but this inconsistency is widely regarded as an input error.

Up to this point, Tesla models have been either rear-wheel drive or all-wheel drive.

Gross battery capacity for the Cybercab is listed at 53.3kWh, resulting in an EPA lab-tested maximum range of 673km (418.2 miles). To represent a more accurate real-world figure, the EPA applies a 30 per cent estimate reduction to account for elevation changes, weather, headwinds and the like, bringing the expected range closer to 471km.

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Details on charging speeds and recharge times have not yet been revealed, but at the model’s 2024 preview, the Cybercab was promised with wireless charging, to allow it to be used without operator input, and shown without a charge port that would give it access to Tesla’s high-speed Supercharger network.

Despite the emphasis on its purpose as a self-driving taxi, the Cybercab, estimated to be slightly more than 4.4 metres in length, or slightly shorter than a Toyota Corolla Cross, only includes seating for two but has a rear hatch that covers a large cargo hold. Tesla appears to have prioritised aero efficiency over utility with the coupe design.

Kerb weight is light, reported to the EPA at 1412kg, making it about the same weight as a base model Mazda 3 hatch in Australia (1418kg). Tesla’s current lightest model is the Model 3 Premium RWD sedan, which lists a 1761kg weight.

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This latest information suggests that the Cybercab may be on track to launch by 2027, in line with Tesla CEO Elon Musk’s statement when the model was first presented. An expected starting price of US$30,000 (A$42,760) was announced in 2024, but as with other Tesla presentations, the final figure may change before the model reaches production.

For years, plug-in hybrid vehicles promised the best of both worlds, but often came with a hefty price premium that put them out of reach for many buyers. But with the recent onslaught of Chinese ‘super hybrid’ models, plug-in hybrids are now far more accessible than they once were. One example of more recent PHEV affordability is the Chery Tiggo 7 Super Hybrid, which is actually the cheapest plug-in hybrid SUV on the Australian market.

But is its strong value equation alone enough to make it stand out in an increasingly competitive segment? Let’s find out.

How much does the Tiggo 7 Super Hybrid cost to buy?

The Tiggo 7 sells well in Australia because of its low pricing – the entry-level petrol Urban is priced from just $29,990 driveaway – and the plug-in hybrid ‘Super Hybrid’ is no exception. Pricing starts at $34,990 driveaway for the lower-spec Urban and $38,990 driveaway for the upper-spec Ultimate.

Pricing comfortably under $40,000 for a well equipped and practical plug-in hybrid medium SUV is a bargain and it’s no surprise to see Chery moving units in greater numbers in recent times.

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2026 Chery Tiggo 7 pricing (driveaway):

Having said that, there are also more rivals arriving to challenge the Tiggo 7. Since it launched in Super Hybrid form, new nameplates like the BYD Sealion 5 (priced from $33,990 plus on-road costs, so around $37,500 driveaway) and Geely Starray EM-i (priced from $37,490 plus on-road costs or around $41,000 driveaway) also launched onto the market.

Plus, there’s also the GWM Haval H6 in and MG HS available, both of which can be purchased in either Toyota-style regular hybrid or plug-in hybrid form. That decision comes down to personal preference as, for example, you can buy the new extended range version of the Starray with its claimed 136km WLTP EV driving range, but it will also cost you around $45,000 driveaway. Even though the Tiggo 7 Super Hybrid’s range isn’t as long as that, its pricing is also comfortably underneath.

How far can the Tiggo 7 Super Hybrid drive on a full charge?

The Tiggo 7 Super Hybrid features an 18.4kWh LFP battery, giving it an NEDC-rated electric-only range of 93km and a claimed total driving range of 1200km, both of which are healthy for a bargain medium SUV. In reality, we drove the Tiggo 7 Super Hybrid on a highway for our range testing and achieved 69km of pure electric range, and a trip to Yass and back to Sydney (around 600km) still returned half a tank of fuel afterwards, giving truth to Chery’s total range claim.

Chery claims a combined fuel consumption average of 1.4L/100km. Our trip to Yass, mostly at above 100km/h with some in-town driving as well, gave an average of 5.2L/100km (including the 69km of electric driving range). Considering that plug-in hybrids are theoretically at their worst in highway driving and that a regular hybrid medium SUV like a RAV4 will give similar if not worse consumption in similar conditions, it’s remarkable to see such low figures. Of course, add more charging and/or urban driving into the mix and consumption will fall even further.

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Importantly for those who don’t have regular access to charging infrastructure, the Tiggo 7 Super Hybrid can be DC fast charged at up to 40kW, and Chery claims that a 10-80 per cent charge takes around 20 minutes at that speed. But it can also be AC charged at up to 7.4kW for a full battery charge in under three hours, which is perfect for those wanting to charge it overnight.

The Tiggo 7 Super Hybrid’s drivetrain combines a 105kW/215Nm turbocharged 1.5-litre four-cylinder petrol engine with a 150kW/310Nm front-mounted electric motor. Chery doesn’t quote combined figures, so if you think adding them together is the answer, well, no. The electric motor does most of the propulsion, giving the Tiggo 7 Super Hybrid a peppy and torquey feel most of the time – the petrol engine will kick in largely at highway speeds to charge the battery or provide extra grunt, and when it does, it’s quite refined. In fact, the Tiggo 7 is quite refined in general, with little in the way of road or engine noise.

Is the Tiggo 7 Super Hybrid good to drive?

As for dynamics, the Tiggo 7 Super Hybrid could still be improved. The steering is the biggest bugbear, offering not much in the way of feel… it’s just too artificial to give a proper sense of connection to the front wheels. The ride quality could also offer more consistency – around town, it’s a bit too firm so that even smaller bumps are felt more than they should be, but the body control is then a bit too soft so it takes a bit too long to settle after bumps. It’s better at highway speeds where it’s less bothered by even smaller bumps.

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Thankfully, the Tiggo 7 Super Hybrid’s active safety features are more refined than when Chery first launched the model locally. In particular, the lane keeping assistance was too sensitive and always tried to fight you for control when it thought something was wrong, but it’s calmed down since then and was much less bothersome than previous iterations on our roadtrip to Yass.

How practical is the Tiggo 7 Super Hybrid?

The Tiggo 7 Super Hybrid offers a practical and surprisingly high quality cabin given its bargain pricing. Almost every surface in the front cabin is covered by a soft-touch plastic or synthetic leather trim, while the switchgear is also good quality and feels nice to touch. It’s also a practical space with big door bins, a large box underneath the centre armrest, open trays on top of the centre console and an under-bridge tray that’s large (it’s also where the in-car hammer lies, to smash the windows in the event of submersion).

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Dual 12.3-inch displays are standard and integrated into one curved screen that looks good. They’re easy to read and screen quality is good as well, though their layout is initially a bit confusing. There are haptic touch buttons underneath the screen for the climate control, as well as a few hard buttons on the centre console, but more actual buttons would be appreciated to help user-friendliness. There’s also no home button, which is frustrating because it takes a few extra button presses if using CarPlay to get back into the home screen.

Front seat comfort is generally fine, even on longer trips like our 700km day, though under-thigh angle adjustment would be great, as would lumbar adjustment. While we’re on the seating, it takes at least three or four button presses to activate the seat heating and cooling, which is too many.

Rear seat space is not as plentiful as larger competitors like the H6, but two six-footers such as myself would be fine. Features include door and map pockets, a central armrest with cupholders, a single USB port and rear air vents, which is fine. The panoramic sunroof also lets a lot of light in, but features a proper cover so that summer sun won’t be too much of an issue.

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The Tiggo 7 Super Hybrid’s boot measures 565 litres with the rear seats up and 1396 litres with the seats folded, which is a good size considering that it’s a bit smaller on the outside than most medium SUVs. The boot itself is long and flat, and features under-floor storage, though because of the battery, there’s no spare wheel, just a tyre repair kit. Annoying, but hardly unusual for 2026.

How much does the Tiggo 7 Super Hybrid cost to service?

Over the first five years, the Tiggo 7 Super Hybrid is quite frugal to service at just $1595 or $319 per year, and its annual service intervals are every 15,000km.

As for warranty, Chery covers the Tiggo 7 with a long seven-year/unlimited km warranty with an eight-year/unlimited km warranty for the hybrid battery. Twelve months of roadside assistance is also included, which is extended by a further 12 months with each dealer service up to seven years in total.

Should I buy a Chery Tiggo 7 Super Hybrid?

Including on-road costs, the Chery Tiggo 7 Super Hybrid is currently the cheapest plug-in hybrid that you can buy in Australia and that alone makes it stand out in a crowded market. Plus, it’s also quite practical, well equipped, offers an impressive electric-only range and fuel efficiency, it’s cheap to run and features an attractive and good quality cabin. These qualities will undoubtedly earn it friends.

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On the flip side, its low-speed dynamics even on smooth road surfaces could be improved. The ride is too firm and even smaller bumps are felt too strongly in the cabin, and the steering is too assisted as well.

Overall, there’s clear appeal to the Chery Tiggo 7 Super Hybrid – not only can it cost very little to buy and run, but it’s also a good all-rounder for the typical urban family.

Tiggo 7 Super Hybrid Ultimate standard features:

• 18-inch alloy wheels (with a tyre repair kit)
• Dusk-sensing automatic LED exterior lighting
• Rain-sensing automatic wipers
• Keyless entry and start with remote start
• Rear privacy glass
• Panoramic sunroof
• Roof rails
• Electric tailgate
• Heated and auto-folding mirrors
• Synthetic leather steering wheel
• Synthetic leather upholstery
• Heated and ventilated electric front seats with driver’s memory functionality
• Dual-zone automatic climate control with rear air vents
• 12.3-inch digital driver’s display
• 12.3-inch touchscreen
• Wireless Apple CarPlay and Android Auto
• AM/FM/DAB+ digital radio
• Eight-speaker Sony sound system
• Wireless phone charger
• 3x USB ports, 2x 12V sockets
• Colour-selectable LED ambient cabin lighting
• 8x airbags
• Autonomous emergency braking
• Adaptive cruise control with traffic jam assist
• Lane keeping assistance with adaptive lane guidance
• Blind-spot monitoring
• Rear cross-traffic alert
• Door open warning
• Rear collision warning
• Driver monitoring
• Traffic sign recognition
• Front and rear parking sensors
• 360-degree camera
• Tyre pressure monitoring

Tiggo 7 Super Hybrid Ultimate specifications: