Chinese brand XPeng is entering a new chapter in Australia. With local operations now handled directly by itself rather than distributor True EV, the company is hoping to build stronger momentum locally, banking on an updated G6 to lead the charge.

Freshened with styling tweaks, a revised interior and a lot of technology upgrades, the updated electric medium SUV arrives at a time when competition has never been fiercer. But are the changes to the XPeng G6 enough to warrant serious consideration among Australia’s best-selling electric SUVs?

How much does the G6 cost to buy? 

Pricing for the updated XPeng G6 range starts at $51,800 plus on-road costs, which is actually $3000 less than the pre-updated G6. We tested the mid-range G6 Long Range, which is priced from $56,800 +ORC and competes with cars such as the BYD Sealion 7 Premium ($54,990 +ORC), Kia EV5 Earth ($61,170 +ORC but currently on offer for $59,990 driveaway) and Tesla Model Y Premium ($58,900 +ORC), the latter of which has been Australia’s best-selling vehicle for the past two months.

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2026 XPeng G6 pricing (excluding on-road costs):

A full list of standard features was not yet available at the time of testing, but highlights include a panoramic glass roof, 18-inch alloy wheels, a 10.25-inch digital driver’s display, a 15.6-inch touchscreen with wireless Apple CarPlay and Android Auto and live services, a 10.25-inch digital driver’s display, 18-speaker ‘XOPERA’ audio, dual wireless phone chargers, heated/ventilated/massaging front seats, a heat pump and vehicle-to-load (V2L) functionality at up to 6kW. 

Moving up to the Long Range models such as our test car and features like 20-inch alloy wheels, nappa leather upholstery and a digital rear camera are added. 

Safety kit include seven airbags, adaptive cruise control, adaptive lane guidance, autonomous emergency braking with forward collision warning, lane keeping assistance, blind-spot monitoring with rear cross-traffic alert, rear collision warning, door open warning, driver attention monitoring, traffic sign recognition and a 360-degree camera with a transparent chassis view.

Colour options include ‘Arctic White’, ‘Silver Frost’, ‘Midnight Black’, ‘Stellar Purple’ and the ‘Graphite Grey’ of our test car, plus there’s also the Black Edition model at the top of the range which paints everything on the outside in black. Any colour that’s not the white option adds a steep $1500 to the price, while the interior is available in either dark grey or the light grey of our test car. 

How practical is the XPeng G6?

The updated G6 gets off to a flying start on the inside because it makes an excellent first impression when you open the – frameless! (how cool) – doors. Its cabin is clean and modern, and while it uses a very similar layout to many electric SUVs we’ve seen since the Model Y entered the chat – ya know, a huge central touchscreen packed with every feature and no physical buttons – its material quality is a definite step above its main rivals. Not only are there soft touch leather-like materials covering most of the cabin, but the stitching is tight, and the ambient lighting is subtle and not in your face. Impressive.

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Seat comfort is less impressive, however, as there’s no under-thigh angle adjustment, robbing the driver of a crucial layer of comfort, and there’s a bit too much lumbar support. Otherwise, there is pretty good massaging functionality, while the heating and ventilation are quite effective. It’s just a shame that you must press the screen at least three times to access them, but more on that later.

Storage inside the G6 is positive, including deep bins underneath the centre console and arm rest, reasonable door pockets and effective cup holders, and dual wireless phone chargers on the centre console. But, for whatever reason, that panel you think is a glovebox is not actually a glovebox, and the car doesn’t feature one at all. Considering that the G6 is not a lightweight sports car like the Mazda MX-5 – which doesn’t offer a glovebox to apparently help save weight – it’s an odd oversight.

A 15.6-inch touchscreen dominates the dashboard design, and aside from the steering wheel buttons and overhead controls, is used to operate every function in the car. The display is very sharp and quite responsive, and while there are no physical controls for the heating and ventilation, the shortcut bar at the bottom of the screen is permanent for easier access. It’s also loaded with features, including wireless Apple CarPlay and Android Auto, DAB+ digital radio, sat-nav, live services, over-the-air updates and even access to an app store to download your favourite apps.

However, as is the case with many other modern vehicles, there’s simply too many features loaded into the screen and getting to many of them requires at least three touches of the screen. A good example is adjusting the heating and ventilation – yes, there’s a shortcut menu that expands when you press the temperature, but if you’re after specific tuning like the air zone, you must access the HVAC menu, meaning even more button presses. Also, both the mirror and headlights controls are buried in the screen. Annoying.

Some more obvious icons and fonts for important functions in the menus would also help, as much of the structure looks the same throughout, making it tedious and confusing to find certain functions. However, the 18-speaker ‘XOPERA’ audio system is effectively punchy, and is one of the best stereos we’ve heard from a Chinese manufacturer.

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Because of the sloping coupe roofline, rear headroom for tall adults isn’t amazing, but leg- and foot room is good, and thanks to the standard glass roof – which will get hot in summer as there’s no sunshade and flat floor, it feels spacious. Amenities include air vents, heated outboard seats – which are controlled through the touchscreen in the front – and air vents, two USB-C charging points, door and map pockets and a central armrest with cup holders.

Behind the rear seats lies a healthy 571 litres of boot capacity, which opens up to 1374 litres with the rear seats folded. It’s not as large as the Model Y (938 litres seats up/2022 litres seats folded) back there, but the materials used are of good quality and there’s also a hidden compartment under the boot floor for extra storage, but no spare wheel and, surprisingly, no front boot either.

How quickly does the G6 charge? 

Fun fact about the updated XPeng G6 is that it’s actually one of the fastest-charging electric cars currently on sale locally, as it’s capable of charging at up to 451kW. There’s actually no charger in Australia yet that can charge that quickly – a few are capable of 400kW, but not any higher – but when they are eventually available, the G6 will be able to be charged from 10 to 80 per cent in a claimed 12 minutes. AC charging hits an 11kW peak in the G6, which isn’t anywhere near as impressive, but it’s fine.

That’s slightly better than the very quick-charging Zeekr 7X, and more than twice as quick as something like the Toyota bZ4X, which was also just given a big update with improvements to its battery. Another upgrade for the updated G6 with its update is a switch from NMC (Nickel Manganese Cobalt) to LFP (Lithium Iron Phosphate) batteries, which are capable of charging to 100 per cent more regularly, plus they are safer and also cheaper to produce. 

Is the G6 good to drive? 

Let’s start with the positives about the driving experience for the XPeng G6. With 218kW and 440Nm outputs, it’s got more than enough grunt for most buyers. Its claimed 0-100km/h sprint time is 6.7 seconds, but the power delivery is also quite smooth as well, and it’s not an instant shove in the back like a lot of EVs. It’s also quite refined, with very little in the way of road noise and no wind noise either thanks to the noise insulating front glass and aerodynamic shape. Also, unlike the Model Y and Sealion 7, there’s a rear wiper!

However, we think there could be some final tweaks to make the driving experience of the G6 better. It’s not a sports car and isn’t marketed to be, and its ride and steering is improved compared to the pre-updated model, but ultimately needs more finessing. It’s not uncomfortable by any means and remains a fairly relaxing car to drive, but the ride quality on the 20-inch wheels of the Long Range model never settles properly in urban driving and you’re always feeling some sort of busyness.

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At higher speeds, it’s definitely better, but the body control needs firming up. The steering is also a mixed bag. In its standard mode it’s a bit lifeless and the large wheel doesn’t help with the G6 feeling heavy to drive, but switch it to sport mode and becomes too heavy. We think a local ride and handling tuning program, like GWM and Kia, would be a great idea.

Thankfully, its plethora of active safety tech is well tuned for the most part. Like a lot of Chinese cars, the adaptive cruise control is too sensitive and its active lane keeping assistance is a bit too overactive, but we like how you can adjust the sensitivity of its safety functions. There’s also a shortcut menu on the touchscreen to easily disable the speed alert, while the screen quality for the 360-degree camera is one of the best we’ve experienced. We also used the automatic parking functionality and it works quite well.

What warranty covers the G6? 

One of the biggest benefits for customers in the switch to factory distribution for the XPeng brand is that the standard warranty has grown from five years/120,000km to seven years/unlimited km, which is longer than Tesla and BYD, and equals Kia.

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The eight-year/160,000km battery warranty remains as before, while XPeng is yet to announce service pricing for the updated G6. We’ll update this review when it does. 

Should I buy an XPeng G6?

Overall, the updated XPeng G6 presents an overall positive look at the future of the company in this part of the world. The G6 is the first model that the company has launched here but on this basis, future models will likely have more of a chance at success. The G6 is now more attractive to look at and also more attractively priced, while it ultra-fast charging ability is also very appealing.

What would make it even better are retuned suspension and steering, less sensitive safety features, an easier touchscreen menu structure and a front boot to boost practicality further. We also don’t know how much it costs to service yet. But overall, the XPeng G6 is a well equipped, relatively luxurious, practical and tech-filled electric medium SUV that we think is worth consideration over key rivals like the top-selling Tesla Model Y.

XPeng G6 Long Range specifications:

There are hundreds of systems – some obvious, some running in the background – that make up a modern automobile. Over the years, engineers have worked long and hard to perfect technologies that make cars safer, smarter, or more luxurious.

As innovation evolves, it’s easy to forget that commonplace features found in cars today could be considered revolutionary, rare, or exclusive. Here are just a few examples of the starting point for tech we take for granted today.

Three-point seatbelts – Volvo PV544, 1959

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It’s almost second nature to reach for a seatbelt any time you get in a car, but the three-point design that’s widely used today owes its origins to Volvo in 1959. As with many early automobile innovations, the seatbelt’s safety benefits were recognised in aircraft, and adapted from there.

Lap-only belts were introduced on production cars in the late 1940s, but Volvo’s three-point system, spanning from hip-to-hip-to-shoulder, took a major leap forward by securing occupants upright in a collision, demonstrating a huge leap forward in protection.

Recognising how important the system could be, Volvo opened the patent to its design, allowing for adoption across the auto industry.

Power windows – Packard Custom Super Eight, 1941

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It’s rare to find a car without power-operated windows in 2026, but the pioneer of what we recognise today as the power-assisted raising and lowering function was first fitted to Packard’s luxurious Custom Super Eight line.

Back then, the system was hydraulically actuated by an electric pump and similar systems were used on early versions of power window systems. The result was effortless operation, but also a very real risk of injury with powerful hydraulics refusing to yield to any obstructions. 

Today, electric motors with jam protection are commonplace, and even the cheapest new cars on the market come standard with power windows, although workhorse vehicles like the LandCruiser 70 still offer manual wind-up windows in some versions.

Airbags – Chevrolet Impala, 1973

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Competition for airbag development was fierce. Another aircraft technology adapted for use on the road, competing patents in the 1950s proposed protection via compressed air, before moving to faster-inflating chemical compounds that form the basis of today’s airbags.

General Motors was first to introduce the technology on a production car, fitting a driver’s airbag as optional equipment on the 1973 Chevrolet Impala aimed at fleet buyers and an optional driver and passenger airbag on the 1973 Oldsmobile Toronado.

Initially proposed as an alternative to seatbelts, airbags were eventually discovered to work more effectively in combination with seatbelts. In 1981, Mercedes-Benz introduced the first supplemental restraint system airbag, the system used today, which worked in conjunction with seatbelt pretensioners.

Front-wheel drive – Cord L-29, 1929

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The definition of a ‘car’ as we know it today, and what constitutes a production car, makes this one a tough call. Some of the first self-propelled carriages drove their front wheels, and Australian inventor and engineer Henry Sutton is believed to have built the world’s first one-off front-wheel drive car, the Sutton Autocar, in 1899.

Though its production was limited, the Cord L-29 gave the world a front-wheel-drive powertrain that used constant velocity joints to smoothly transmit power to the front wheels while also allowing them to steer and ride out bumps. That mechanical format remains a mainstay of front-wheel drive cars today.

Shortly after, in 1931, German automaker DKW produced the first transverse-engined front-wheel-drive car, the DKW F1. Its transverse front-drive layout is now the most popular powertrain arrangement found in combustion-engine vehicles around the world.

Turbocharging – Oldsmobile F-85 Jetfire, 1962

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Originally conceived to compensate for power losses at high altitude in aircraft, the turbocharger provided a successful means of boosting the performance of ground-based vehicles too.

In 1962, GM equipped the Oldsmobile F-85 Jetfire with a turbocharged 3.5-litre V8, making it the first production car to be fitted with a turbo engine, and later that same year added a turbocharged version of the six-cylinder Chevrolet Corvair, though both were short-lived options.

Turbocharging persisted in motorsports applications, and advancements increased reliability and overcame turbo lag, with European manufacturers utilising the technology throughout the 1970s and ‘80s, and eventually using the performance boost as a means to downsize engines and stay ahead of emissions regulations for mainstream models.

Remote keyless entry – Renault Fuego, 1982

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Much like power windows, the idea of keyless entry has become an assumed expectation on a modern car, but not too long ago it was a feature reserved for high-tech or luxury cars. Renault first introduced keyless entry on the Fuego coupe in 1982, and through its partnership with American Motors Corporation, the tech made its way Stateside by 1983.

Early systems, and still some today on lower-priced cars, required manual operation by pressing a button on the key fob. The first passive system, without the need to press the lock or unlock buttons, was introduced on the 1993 Chevrolet Corvette.

By 1998, Mercedes-Benz adapted the system further, adding Keyless-Go, which allowed vehicle entry and engine starting without the need to remove the key from your pocket or purse, as long as you had it with you.

Anti-lock brakes – Jensen FF, 1966

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Systems to regulate brake pressure and prevent slipping first came from trains, but progressed with the advent of the aeroplane. In automobiles, the first mechanically-actuated anti-lock system saw use on the Jenson FF, albeit in a small production run from 1966.

Early ABS systems were developed in the late 1960s and early 1970s by Ford, GM, and Chrysler for their respective line-ups. In 1971, the Lincoln Continental and Toyota Crown introduced the first electronically controlled anti-lock braking systems, precursors to the multi-channel ABS fitted to every new car today.

Australian Design Rules mandated the fitment of ABS brakes to passenger cars from 2003, but the technology was already widespread by that stage and largely expected in most vehicle segments.

LED headlights – Lexus LS, 2006

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The electric headlight traces its origins back to 1898, first fitted on the Columbia Electric Car. Peerless made electric lighting standard in 2018, and Cadillac produced the first integrated electrical system in 1912. That latter system essentially underpinned headlights as we know them for almost a century.

Audi showcased LED lighting on the 2003 Nuvolari concept and introduced LED running lights in 2004. In 2006, Lexus introduced the first LED low-beam headlight on the LS600h luxury sedan. From there, adoption was fast-paced. Audi introduced all-LED illumination on the 2007 R8, and in 2011 Mercedes-Benz introduced the first adaptive LED lighting system on the CLS.

LED headlights are now expected equipment. Some lower-priced models have stuck with halogen headlights, but on everything from city-sized hatchbacks to luxury limos, rugged off-roaders to family SUVs, it’s commonplace to find LED headlights.

Cruise control – Chrysler Imperial, 1958

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Cruise control, in some ways, actually predates the variable throttle. Early steam and combustion engines were often designed to operate at a set speed – albeit usually a very slow one – with various systems to compensate for varying load and maintain momentum.

So-called ‘modern’ cruise control, designed to maintain a set road speed, functioned a little differently to what we use today, operating more like a speed limiter function preventing overrun from a set speed, but allowing increased throttle input if the system detected a loss of speed.

The first car with the system was the 1958 Imperial, Chrysler’s luxury flagship brand, and the name for the system: Auto-Pilot. Cadillac adopted the system in 1960, renaming it Cruise Control – the name that has since stuck.

In 1995, the Mitsubishi Diamante added lidar-based distance-keeping functionality, and allowed engine braking via transmission downsifts, but not friction braking, to regulate speed and adjust to slower vehicles ahead. Mercedes-Benz later switched to a radar-guided system for the 1999 S-Class with the ability to apply the brakes and slow the vehicle when required.

Electronic stability control – Mercedes-Benz S-Class, 1995

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As with many new technologies of its era, electronic stability control was designed with flagship applications in mind. In 1995, it first featured on the Mercedes-Benz S-Class, manipulating the accelerator and brakes via traction control and ABS to reduce the likelihood of losing control.

Toyota was not far behind with its version, Vehicle Stability Control, appearing on the Crown Majesta in 1995, and GM rolled out StabiliTrack to Cadillac models in 1996.

The rollout of ESC to much cheaper cars may have taken much longer, if not for the poor performance of the then-new Mercedes-Benz A-Class in Sweden’s notoriously challenging ‘moose test’ in 1997. Stability control became the best fix for the issue, and Mercedes-Benz accelerated its development for use on cheaper models.

Like the three-point seatbelt, patents for the system were opened to rivals, and the result was much more affordable systems developed and rolled out to mainstream models incredibly quickly. The impact on single vehicle incidents was soon noted, and ESC became mandatory on all passenger cars in Australia by 2013.

A proposed US law designed to block Chinese-owned vehicle manufacturers from entering the American market could have an unintended consequence: preventing Mercedes-Benz from selling cars in the United States.

The proposal, approved this week by the US Senate Commerce Committee, would prohibit the sale of connected vehicles from manufacturers that are more than 15 per cent owned by Chinese entities. The legislation is aimed at strengthening restrictions on Chinese automotive companies and reducing potential national security risks linked to connected vehicle technology.

However, Mercedes-Benz could also fall within the scope of the bill because almost 20 per cent of the company is held by Chinese investors, including BAIC Group and Geely founder Li Shufu.

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The bill still has a long legislative path ahead and is expected to undergo further amendments before it can become law. Senate Commerce Committee chairman Ted Cruz acknowledged the current wording would inadvertently capture Mercedes-Benz and said revisions were needed.

Ohio Republican Senator Bernie Moreno, one of the bill’s sponsors, said Mercedes-Benz would have until 2030 to comply with the ownership requirements and could seek a waiver from the US Department of Commerce if necessary.

The legislation builds on connected vehicle security rules introduced during the Biden administration that restrict Chinese-developed hardware and software in vehicles sold in the US. Those measures target technologies including wireless communications and connected vehicle systems that US officials believe could present espionage or cybersecurity risks.

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The issue has already affected other brands with Chinese links. Volvo previously secured an exemption allowing it to continue selling connected vehicles in the US, while Geely-owned Polestar (above) announced last month it would cease US sales from the 2027 model year after its application was rejected.

Mercedes-Benz said it supports legislation that protects US national security while emphasising its longstanding investment in the country. The company employs thousands of workers across its US operations, including vehicle manufacturing in Alabama, and says it supports around 160,000 jobs through its broader American business.

Neil Crompton could be heading back to television screens in a different role later this year, with the veteran Supercars commentator spotted filming what appears to be Repco’s latest Bringin’ the Bathurst television commercial.

The long-time voice of the Repco Supercars Championship was seen on set during production of the automotive retailer’s annual advertising campaign celebrating the lead-up to the Repco Bathurst 1000.

Details remain under wraps, but filming reportedly took place at an undisclosed circuit believed to resemble Melbourne’s Sandown Raceway, with a large production involving hundreds of crew members and multiple film trucks.

When asked about the apparent television appearance, Crompton gave little away.

“I haven’t been sitting around asking, ‘What about me?’,” he joked. “All I can say is everything is for sale.”

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If confirmed, the commercial would mark Crompton’s second appearance in the Bringin’ the Bathurst series, which has become an annual fixture ahead of Australia’s most famous endurance race since launching in 2021.

The former Bathurst 1000 podium finisher and Supercars Hall of Fame inductee has been synonymous with Australian touring car racing for more than two decades, serving as the championship’s lead television commentator and becoming one of the sport’s most recognisable voices.

His previous appearance in the campaign was brief, lasting only a couple of seconds on screen, but the 2024 advertisement went on to receive the Most Innovative Marketing Award at the Australian Automotive Aftermarket Expo.

Repco has not confirmed Crompton’s involvement or released details of this year’s commercial, with further announcements expected closer to the October running of the Bathurst 1000.

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The Bringin’ the Bathurst campaign has become known for bringing together prominent figures from Australian motorsport and car culture in humorous advertisements marking the countdown to the annual endurance classic at Mount Panorama.

Repco has served as the naming rights partner of the Bathurst 1000 since 2021 as part of its broader sponsorship of the Supercars Championship.

Automotive giants Ford and Geely have announced a new deal that’s set to save Ford’s manufacturing plant at Valencia in Spain (main) and see several new models produced there, including a new Ford SUV that will use Geely technology. Finally confirmed after months of speculation, the deal will see a new joint venture between the two companies created, with Ford holding a 66 per cent share and Geely 34 per cent.

Currently, only the Ford Kuga – which was last sold in Australia as the Escape – is produced at the plant for European markets. Around 100,000 were built in 2025, which is approximately 20 per cent of its 500,000 unit annual capacity. However, the new joint venture will see the plant produce not only new Ford multi-energy vehicles, but also two new electric Geely SUVs.

That makes this new joint venture significant in itself because Geely will become one of the first Chinese manufacturers to produce vehicles in Europe, dodging local tariffs for Chinese-built models that can reach up to 33.5 per cent. The first European-built Geely models will start production in 2028.

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In addition to the sharing of the Valencia plant, Ford will launch a new SUV for European markets that will use a Geely platform. Not much is yet known about it, other than it will offer both electric and hybrid power, and be “engineered with Ford’s signature capabilities and driving dynamics”, “tailored for European drivers”.

The new Ford SUV will be one of five “rally-inspired” models that the company will launch in Europe by 2029, including a new variant of the Bronco family just for European customers, which will also be produced at the Valencia plant.

Ford will also launch two new small electric models twinned with current Renault products, though these will likely be produced by Renault in France. There will also be yet another multi-energy SUV, but nothing is known about it just yet, but we’re predicting that it will be a next-generation Kuga.

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An AI rendering of what the new European Ford Bronco SUV could look like

Geely is yet to announce which of its models will be produced at the plant, though is aiming for a massive European expansion and plans for 40 per cent of its European range to be made in Spain.

Ford originally opened the Valencia plant in 1976, and since then, it’s produced some of its most popular European models such as the Fiesta, Mondeo, Focus and Transit Connect. European production of the first Geely models will commence in 2028, the same year as Ford’s new Geely-based SUV.

New cars sold from 2029 will require additional electronic safety assist features to be eligible for sale in Australia.

The regulatory change will see emergency lane-keeping systems required on all passenger cars and light goods vehicles in Australia from March 1, 2029.

The expansion of mandatory driver assist features will also see requirements for autonomous emergency braking (AEB) systems expanded to include cyclist detection, adding to the vehicle and pedestrian detection already required.

A staged rollout would see newly introduced models to the Australian market required to have the technology from March 1, 2028, with all vehicles – including those previously introduced – required to comply by March 1, 2029.

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During the consultation phase for the proposal, the Federal Government cited data from the Monash University Accident Research Centre, which indicated 42 per cent of fatal crashes on Australian roads were the result of unintended lane departures.

The new Australian Design Rule requirement (ADR 107/00) has been aligned with similar international requirements and was developed in conjunction with United Nations Regulations, matching European Union and UN requirements for the operation and implementation of emergency lane keeping systems.

The requirement applies only to passenger cars, utes and vans with a Gross Vehicle Mass of under 3.5 tonnes, leaving ‘heavy commercial-class’ utes like the Toyota LandCruiser, Ineos Grenadier, and American pick-ups like the recently reclassified Chevrolet Silverado exempt.

Regulations for those vehicles, along with light trucks, still require AEB with vehicle detection and, from 2028, will need a lane-departure alert, but not the emergency-steering capability required on lighter vehicles.

Along with the requirement to have the new safety systems fitted, regulations also provide a framework for the operational parameters of the systems to achieve full compliance. The alignment of Australian regulations with those overseas should mean, in theory, fewer hurdles for automakers to achieve compliance.

AEB was first made mandatory on all new light cars in Australia from March 2025, and the requirement for pedestrian recognition was added from August 2026. Proposals to mandate lane assist technology started in 2021, initially planned for a 2024 introduction, but were held back to better align with international regulations.

Mercedes-Benz Australia has announced a new special edition version of the AMG CLE 53 4Matic+ coupe, which is called the Edition R. Building onto the standard CLE 53 4Matic+, the Edition R adds a number of special features, including the AMG Styling Package in Australia for the first time. Pricing starts at $159,900 plus on-road costs, or just $1000 more than the standard model, and it’s now available to order.

On the outside, the CLE 53 4Matic+ Edition R adds the AMG Styling Package, which includes a more aggressive-looking front apron with additional side flics, a high-gloss black rear apron and an AMG lip spoiler. Matte black forged 20-inch alloy wheels with a high-sheen finish also feature.

Inside the CLE 53 4Matic+ Edition R adds the AMG Performance Seat Package with AMG Performance front seats with the brand’s ‘Artico’ synthetic leather and ‘Microcut’ suede upholstery, red seat belts and a new metal structure trim and metal effect centre console.

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The new equipment for the Edition R joins the lengthy features already available on the standard AMG CLE 53 4Matic, including the AMG Night Package with gloss black exterior highlights, the AMG Performance steering wheel finished in Nappa leather and Mircocut suede, AMG illuminated door sills and AMG floor mats.

Other features include AMG Dynamic Select drive programmes, a Burmester 3D surround sound system, panoramic sliding sunroof, Digital Light with adaptive high beam, the ‘MBUX’ infotainment system with navigation, a head-up display, adaptive cruise control and autonomous emergency braking.

Under the bonnet of the CLE 53 4Matic+ Edition R is identical to the standard model, using a twin-turbocharged inline six-cylinder petrol engine paired with a 48-volt mild hybrid system making 330kW of power and 560Nm of torque.

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That’s mated to a nine-speed automatic transmission and Mercedes-AMG’s 4Matic+ all-wheel drive system, giving it a claimed 0-100km/h sprint time of just 4.2 seconds. Fuel consumption on the combined cycle is rated at 9.6L/100km.

2026 Mercedes-Benz CLE pricing (excluding on-road costs):

The Mercedes-AMG CLE 53 4Matic+ Edition R is now available to order.

As cost-of-living pressures continue to strain household budgets, vehicle owners are seeking new alternatives to find DIY solutions.

New data published by the RACQ has found an alarming number of car owners are turning to error-prone answers from generative AI providers to diagnose and repair vehicle issues.

A survey of RACQ members revealed that vehicle owners were frequently delaying regular maintenance and servicing, with 40 per cent of respondents indicating they were three to six months overdue for scheduled servicing and 21 per cent admitting they were more than six months overdue.

Along with routine servicing, issues like windscreen wiper replacement and tyre changes were also commonly being pushed back by owners.

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An alarming new trend has surfaced in the report, with 14.2 per cent of those surveyed revealing that they had consulted an AI service for information on diagnosing and repairing vehicle issues.

Another 23 per cent said they had sought assistance from a friend or family member for vehicle repairs, rather than using a qualified mechanic.

RACQ Principal Technical Researcher Andrew Kirk cautioned against the use of AI-generated diagnostics and repair solutions, highlighting the risks involved.

“While AI tools, internet searches and advice from well-meaning friends can provide general information, they cannot physically inspect a vehicle, accurately diagnose every fault, or verify that a repair has been performed correctly,” Kirk said in a statement.

“Attempting to diagnose and repair vehicle faults without appropriate training and equipment can result in critical safety issues being missed or incorrectly repaired. Car maintenance must be taken seriously – a fault in a safety-related system could lead to issues on the road and cause a fatal or life-altering crash.”

Underneath an Instagram post by ABC Brisbane about its interview with Kirk, one commenter thought the real problem was “that cars are not repairable by those who own them – deliberately by design”.

“The correct solution is to apply pressure to car manufacturers to do the right thing and make them repairable, instead of locking them up in consumables and soon to be obsolete gizmos.”

Despite the trends toward delaying maintenance and seeking alternative repair solutions, RACQ reported a lower number of roadside assistance callouts, with 736,924 calls for help received in the 2025 financial year (July to June), compared to 715,700 calls over the last 12 months.

Tesla has revealed its second-quarter financial figures, revealing strong vehicle sales, but weaker-than-expected financial results as the company invests heavily in automation and AI technologies.

Sales from Tesla’s automotive division remained strong, reporting its second-best quarterly result with 480,126 vehicles delivered globally, up from 384,122 for the same period in 2025.

Tesla’s Model 3 sedan and Model Y SUV contributed the lion’s share of sales, with 467,762 units, while ‘other vehicles’ including the Cybertruck, Semi truck, and final deliveries of the now-discontinued Model S and Model Y, accounted for 12,364 units combined.

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Tesla’s revenue, at US$28.2 billion (A$40.5b) exceeded estimates from analysts ahead of official figures, however, Tesla’s gross margin underperformed compared to expectations. Tesla reported a 16.3 per cent margin, down from analyst callouts of just over 18 per cent.

Tesla’s reliance on its automotive division, once the powerhouse for the company, is under pressure as competition increases and rivals introduce newer and more affordable models. Tesla’s energy storage operations, meanwhile, saw a surge in demand as the company rushes to serve the needs of data centres and the growing demand for renewable energy.

Despite energy storage product sales hitting 13.5 Gigawatt-hours of capacity, up from 9.6GWh in the year prior, Tesla’s spending on its robotics program and self-driving vehicle technology is set to triple in 2026. The increased investment has kept profits in check.

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The publication of Tesla’s quarterly financials saw stock prices close 14.5 per cent lower, at US$319.69 (A458.82)

Tesla’s automotive sales in Australia over the first six months of the year saw the US automaker boost sales by a massive 66.7 per cent year to date, with 23,588 sales of the Model 3 and Model Y. Over the same period in 2025, Tesla delivered 14,146 vehicles.

Tesla’s bulk import schedule, rather than keeping a consistent flow of vehicles month-to-month, saw the brand deliver over one-third of its year-to-date sales in the month of June, with 8670 sales recorded for the month.

Chinese electric car maker and mobility specialist XPeng this week confirmed Australia is a priority market for its emerging flying-car technology, with the company planning to explore a local introduction once government approval has been secured.

Speaking at a local media event in Melbourne, XPeng Vice Chairman and President Brian Gu said Australia was a perfect fit for flying cars and that our vast distances, beautiful landscapes and appetite for new technology made it a natural fit for what the company calls “flying mobility”.

“Australia is a market where I think flying mobility has particularly strong potential,” said Gu.

“It’s a beautiful landscape, vast land, long-distance travel and a spirit of exploration. This fits very well with the flying imagination.”

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XPeng is developing two flying vehicles through its AeroHT subsidiary, starting with the ‘Land Aircraft Carrier’ shown at the event, which is a a large six-wheeled electric vehicle that carries the two-seat electric aircraft in its rear compartment.

The aircraft itself is intended primarily for private buyers and recreational use, and once deployed from the Land Aircraft Carrier, can be flown for approximately 20 minutes per charge.

At the event, Gu claimed that it was designed to be easy to operate and is controlled using a joystick controller, rather than the usual complex array of switches and controls you’d find in a helicopter. As for usage, XPeng expects it to be found at recreational areas like national parks.

According to XPeng, there are already more than 7000 pre-orders for the Land Aircraft Carrier, largely from customers and businesses in both China and the Middle East. To build it, XPeng is planning production for the flying cars at a new 120,000 square metre facility in its HQ of Guangzhou in China, which it says will be the world’s first large-scale flying car factory and will have capacity to produce up to 10,000 per year.

However, while the idea of flying cars sounds rosy, they’re not legally allowed to be sold yet. XPeng is currently still awaiting final certification in China, before pursuing the same in overseas markets such as the Middle East and, eventually, Australia.

“Once Chinese approval is obtained, we can start exploring international partnerships and bringing our products to other international markets,” Gu said. “Hopefully Australia can be one of the first as well.”

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XPeng is also developing a larger six-seat electric vertical take-off and landing aircraft, known as the A868, for longer distance travel.

Unlike the recreational Land Aircraft Carrier, the A868 uses a tilt-rotor system that allows it to take off vertically like a traditional helicopter, before transitioning to more efficient fixed-wing flight. XPeng claims a potential range of up to 500 kilometres, which is much further than the Land Aircraft Carrier.

The flying-car push forms part of XPeng’s broader “physical AI” strategy, which also includes humanoid robots, autonomous driving technology and autonomous taxis also previewed at the event. XPeng is aiming for Australia to become one of the first international markets outside China to receive elements of that broader ecosystem, though with the caveat of being subject to local regulations.

No timing or pricing has been announced for an Australian flying car launch, however, Gu is optimistic that it will happen before the end of 2027. Regardless of whether it does or not, XPeng’s media event provided the clearest indication yet that its local ambitions extend beyond just selling electric cars.

Alongside its flying car plans, XPeng announced plans to introduce five new vehicles to Australia within six months, as well as launching range-extender hybrid models in 2027, investigating local trials of its more advanced autonomous driving like the Tesla Full-Self Driving and even vehicle-to-grid energy technologies.