It’s no easy task taking on the established torque-rich might of The Big Three in dual-cab ute country. But that’s exactly what GWM is trying to do with the all-new 3.0-litre turbo diesel unit crammed under the bonnet of its updated Cannon Alpha pick-up.

Bringing a new, larger diesel engine to market in these fuel-chastened times might seem like madness, but GWM is banking on the success of its new and beefy torque-laden 3.0-litre to help elevate it inside the top five in the cash-cow segment.

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The Cannon Alpha has been around for a couple of years now and positions itself as the flagship of the Chinese brand’s dual-cab range. Slightly larger than its regular Cannon sibling, the Alpha was initially available with a choice of 2.4-litre diesel, 2.0-litre petrol hybrid or plug-in hybrid powertrains.

But that wasn’t enough to take on the might of The Big Three – Ford Ranger, Toyota HiLux and Isuzu D-Max – prompting GWM to develop an all-new 3.0-litre turbo-diesel that provides it with the weaponry to become a serious player.

Making 170kW and 620Nm, GWM’s new oiler outmuscles the top-three sellers in terms of torque, and handsomely. The Ranger V6 diesel musters 600Nm, the HiLux Rogue 500Nm and the D-Max is some way off in the distance with 450Nm. Only the V6-powered Ranger offers any resistance on the spec sheet, its 184kW up on the Alpha’s 170kW.

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Offroad-focussed goodies across both variants include a mechanical rear diff lock and low-range transfer case, while the top-spec alone scores an electric front-diff lock.

The Cannon Alpha’s sharp driveaway pricing, married to an expansive list of equipment, is key to GWM’s ambitious goals. The brand has brought two 3.0-litre variants to Australia – the $58,990-driveaway Lux and the $63,990-driveaway Vanta, the difference down to bells-and-whistles features.

Both are generously equipped with the types of gear modern buyers expect, even in the rough-and-tumble world of dual cabs. Leather interiors (faux in the Lux, Nappa ‘accented’ in Vanta) combine with big screens, smartphone mirroring, power adjustable front seats, dual-zone climate controls and a comprehensive (and well-calibrated!) suite of advanced driver assist and safety systems.

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The Vanta scores extra goodies like heated and cooled front seats with massage function, a panoramic roof, and wireless smartphone charging.

Stepping into the top-spec Vanta reveals a cabin that feels properly premium. The Nappa leather-accented seats offer good support, and perch nice and high in the cabin to give a commanding view of the road ahead.

Material quality throughout is largely excellent, although the chintzy fake-wood trim adoring the dash isn’t entirely convincing. Still, there remains an inherent feeling of solidity that belies the Cannon Alpha’s pricepoint at the more affordable end of the segment. In short, there’s an awful lot of dual-cab for the money.

The second row isn’t an afterthought like it is in some pick-ups. Space is good while the reclining seatbacks remain unusual in the segment. It’s a nice touch from GWM.

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Other metrics worth noting. A payload of 945kg sits somewhere around the middle of the segment while 3500kg braked towing capacity is on par. Both variants are fitted with a dynamic trailer rear-view camera, making backing-up just that little bit easier.

I’m a big fan of the split-fold opening tailgate which can be opened either in barn-door fashion or dropped down in the more traditional manner. And the inclusion of a full-size spare is always a plus.

A nice spec sheet with big numbers is one thing, how GWM’s new 3.0-litre turbo-diesel behaves out in the real world is another. Here, the news is good.

A long run out of Melbourne and into the hills to test its off-road mettle highlighted several aspects. Firstly, GWM’s much vaunted local tuning, known as AT-1, is on full display.

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Yes, the 3.0-litre four-banger feels effortless and lazy, especially out on the highway where it’s barely ticking over at around 1500rpm at 110km/h. It’s no speedster but the full impact of its 620Nm is never too far away, peak available from a very usable 1400-2400rpm. It’s a refined unit too, with little of that gruff diesel clatter some dual-cabs are prone to.

The locally tuned suspension, the handiwork of former Holden guru Rob Trubiani, underscores the Alpha’s on-road refinement, bringing a supple and composed manner to a segment often not known for it. Even with the tub unladen (often the enemy of ride comfort in the segment) the big ute remained nicely settled over undulations and stretches of patchy surfaces once the urban environs had been left in the rear-view mirror.

And GWM deserves credit for its nicely calibrated suite of safety tech in this update. No false positives, no annoying beeping and bonging, make a freshening change.

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Buyers who like to venture off-road won’t be disappointed, the Alpha capable of tackling the kinds of tracks and rocky trails that would thwart most of today’s all-wheel drive SUVs masquerading as four-by-fours.

Make no mistake, the Cannon Alpha has genuine off-road chops, climbing rocky, muddy and deeply-rutted inclines with ease.

The mechanical diff-lockers proved their worth on more than one occasion, the big ute happy to lift a wheel or two in the air while traction was never left wanting. The big lazy diesel helps here too, effortlessly piling on torque to keep the Cannon Alpha moving.

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The Alpha’s ground clearance of 224mm, along with an approach angle of 28.5 degrees, breakover of 19 degrees and departure at 23 degrees, provided plenty of reassurance when traversing steep and rocky inclines. Hill-descent control worked nicely in keeping speed in check on the downhill side. Wading depth is rated at 800mm.

And despite the handicap of wearing fancy 19-inch alloy wheels cloaked in Continental on-road rubber, the Cannon Alpha handled everything thrown at it.

GWM claims a reasonably miserly fuel consumption number of 7.3L/100km and while churning through mud and up-and-over steep rocky inlines will see that number blow out, the worst I saw was a still respectable 11.2L/100km. Once out on the highway, fuel use settled comfortably on 8.5L/100km. No need for Ad Blue either. The fuel tank measures in at 78 litres.

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First impressions point to the Cannon Alpha as an impressive bit of kit, both on the road and off. The new diesel powerplant is a bit of a revelation. Quietly powerful, the unit trades the gruffness common to many diesels for refinement.

It’s a flexible engine, equally at home trawling through mud at 10km/h as it is cruising the motorway at 110.

And GM’s local tuning is used here to good effect. Its road manners are good for the class thanks to a carefully recalibrated suspension tune while the integration of modern safety gizmos has been considered and carefully applied.

Throw in a nicely designed and feature-laden interior along with commendable off-road nous, and the GWM Cannon Lapha makes a solid case for anyone looking to join the dual-cab bandwagon.

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Specs: GWM Cannon Alpha 3.0TD Vanta

A Victorian council is bringing in a $1-per-minute fine for EV drivers who leave their vehicle in a public charging bay for too long as it also puts an end to free charges at the facilities it operates.

Glen Eira City Council, which covers suburbs in Melbourne’s south-east about 10km from the CBD, is bringing the penalty in as of October 1 as part of a shake-up of its charging stations.

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The overstay fee applies to drivers who leave their vehicle in a charging bay beyond the advertised parking time limit. Motorists will also be charged 25 cents per kWh to use the chargers from that date.

In a statement, the council said the changes are being made to “help keep the charging network reliable, available and sustainable for everyone who uses it”.

“As more residents switch to electric vehicles, it’s important that our charging stations are available to the people who need them,” said Mayor Simon Zmood. “A user-pays approach helps encourage drivers to use charging bays responsibly and comply with the advertised parking time limits.

“We’ve seen times when vehicles remain plugged in, or parked in charging bays, longer than the advertised parking time limits. Introducing charging and overstay fees will help improve access so more EV owners can use the network.”

Glen Eira isn’t the only council to adopt the measure. Canterbury-Bankstown Council in Sydney’s inner west also charges overstaying drivers $1 per minute, but it applies after two hours and they get 10 minutes to move their vehicle before the fine kicks in.

Tesla’s Supercharger network also slugs customers to the tune of 50 cents per minute if they remain plugged in after they’ve finished charging.

McLaren has followed the announcement of its first SUV and a $943 million expansion by unveiling a new, more understated logo with ties to founder Bruce McLaren that date back to before the beginning of the company. 

Gone is the familiar “Speedmark” brand symbol with its flash of the famous papaya colour and the name represented in chunky, bold lettering. Its replacement is far more restrained and subtle, with the clean and simple typeface taken straight from the lettering painted on the awning of the McLaren family garage in Auckland.

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That automotive sacred site is where Bruce McLaren built his first winning racing car, a 1929 Austin 7 Ulster that he pulled together when he was just 14 years old and learned to drive in. That was in 1952, and Bruce didn’t found McLaren until 1963.

“It’s a reflection of the journey we are on as a company,” McLaren chief creative officer David Woodhouse said in a press release announcing the change.

“It marks the beginning of a new chapter for McLaren, giving a physical expression to the ambition, creativity and forward momentum that is shaping our future.”

The original McLaren crest, which featured a kiwi bird, was first seen when the racing team kicked off in 1963, and it was designed by Bruce’s mate Michael Turner. It was replaced by another symbol featuring a papaya kiwi bird in 1971.

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In 1980 the emblem was switched to the sort of chunky McLaren typeface that is only just now being replaced, with a graphic representing a chequered flag. The logo was simplified in 1991, and another revamp in 1997 introduced the Speedmark, which represents air vortices produced by a car’s rear wing.

There was a slight refinement in 2007, and a mono black Speedmark was introduced in 2017. The symbol that is being replaced first surfaced in 2021, with the Speedmark represented in papaya.

The switch comes hot on the heels of McLaren announcing that it will produce its first SUV as part of an immense expansion. That program will also include new supercars, in-house engine production, expanded carbon-fibre manufacturing and a second assembly plant in the UK.

Unlike previous McLarens, the SUV will feature two conventional rows of seats and four doors. It will target high-performance luxury rivals including the Lamborghini Urus and Aston Martin DBX rather than following the more unconventional approach taken by the Ferrari Purosangue.

Geely has revealed it’s striking a blow against BYD in the battle to reduce EV charging times with the introduction of new technology it claims can fill a battery in just four minutes using a system capable of delivering 2.2 megawatts of power.

That figure is an increase of more than 50 per cent over BYD’s vaunted 1.5MW Flash Charging 2.0 system and rivals the output of some massive systems designed for electric commercial trucks – like Tesla’s 1.2MW Megacharger stations.

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Geely made the reveal in a social media post ahead of the official announcement of the new tech on September 23 at its facility in Ningbo, China. Translated, it reads: “Charge in four minutes, drive with peace of mind. Global launch of Geely’s next-generation AI smart charging technology.”

The reveal leaves some important questions unanswered, however – especially what starting and ending battery percentages are covered by that four-minute charge. Most EV manufacturers recommend charging from roughly 20 to 80 per cent, and until Geely reveals that information, it is difficult to make comparisons with its rivals.

However, a four-minute charge, even if it’s not the full 20 to 80 per cent, reduces the top-up time for electric vehicles to about what you’d expect from filling an internal-combustion vehicle at the bowser.

It has also been reported that Geely’s charging system can deliver around 3500 charge/discharge cycles with limited battery degradation. That could come as a result of the AI aspect of the tech delivering improved algorithms to guard against damage.

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BYD began rolling out its 1500kW charging stations in China early this year. Videos showed the system and the company’s Super e-Platform architecture combining to add two kilometres of range every second. 

CarNewsChina reported that displayed pricing at the demonstration site was 1.3 yuan per kWh, equalling approximately A27 cents per kWh. Buyers of compatible flash-charge vehicles are reportedly eligible for 1000 kWh of free electricity annually, too. BYD is also reportedly targeting over 4000 locations for the installation of the new 1500kW chargers.

An immense reliability study that evaluated data from almost 50 million vehicles has shown that EVs with 145,000km to 193,000km on the clock are far more durable than internal-combustion vehicles that have travelled the same distance – and the gap widens as the mileage increases.

The research by British consultancy firm New AutoMotive on behalf of the British Vehicle Renting and Leasing Association examined the results of 47.4 million annual registration tests carried out by the Ministry of Transport, making them the UK’s version of our pink slip checks.

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Analysis of the figures showed that EVs which had been driven 90,000 to 120,000 miles were 25 per cent less likely to fail the test than internal-combustion cars. The failure rate for electric vehicles was 16.5 per cent compared to 22.1 per cent for their ICE counterparts.

Once the vehicles passed the 120,000-mile mark (193,000km), the results became even more stark, with EVs failing the MOT test 16 per cent of the time, and petrol/diesel models recording a failure rate of 23.5 per cent.

The study also looked at models that come in both electric and ICE versions, and the reliability results were either a tie or a victory for the EVs with the exception of one car, the Volkswagen Golf.

The results are good news for anyone who is keen on buying a used EV but harbours doubts about how reliable they are. As electric vehicles continue to skyrocket in popularity, more and more of them will hit the used-car market, opening up electrified car ownership to far more drivers.

EVs have far fewer moving parts than petrol or diesel cars, drastically reducing the amount of features and mechanicals that can fail. In addition, their use of regenerative braking places far less wear and tear on their brakes. On the downside, their weight often leads to increased tyre wear.

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“Mileage is one of the first things people look at when buying a used car, and passing 60,000 or 70,000 miles can have a big impact on how a vehicle is perceived,” BVRLA chief executive Toby Poston said.

“What this data shows is that mileage alone should not put consumers off. A well-maintained, higher-mileage electric car can be an extremely durable vehicle.

“That matters because the used market is where the transition to electric becomes accessible to millions more motorists. Giving buyers confidence in these cars will be critical to creating a healthy and affordable secondhand EV market.”

Toyota will reportedly begin production of range-extending EVs in China next year, markedly expanding the brand’s line-up of drivetrains in a surprising move. The plan calls for 200,000 EREVs to be produced next year, rising to 400,000 in 2028.

The report by Nikkei says the launch is planned for April 2027 and will help the brand deal with intense competition in the huge Chinese market, where EVs are thoroughly outselling their internal-combustion counterparts.

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EREVs use electric motors to drive the wheels at all times, with the petrol engine acting purely as a generator to charge the battery. Petrol-hybrid EVs, on the other hand, use both the internal combustion engine and the e-motors to put power to the road.

The EREV drivetrain is not currently available in Toyota’s product line-up, illustrating the significance of the reported plan. 

According to Nikkei’s report, Toyota sold approximately 200,000 battery-electric vehicles and 180,000 PHEVs globally. So if the EREV production targets are met and the vehicles prove popular in China, EREVs would form a huge part of the Japanese brand’s offering. 

“Competition in China is intensifying as the market fixates on battery EVs, leading to a price war among automakers,” a Toyota executive told Nikkei. “We need to take steps to avoid being dragged into that competition.” 

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EREV sales in China reached approximately 81,000 units in August. It remains unclear which models Toyota will use as the basis for its drive into EREVs, but it already makes several models exclusively for the Chinese market. These include the bZ3, bZ3x, bZ5 and bZ7. The bZ3 and bZ5 are similar to the bZ4x Australians are familiar with, but they run BYD’s Blade batteries. 

Aussies who want an EREV can currently choose from cars like Leapmotor’s C10, and Chery’s plans to bring its iCaur brand down should lead to the introduction of the V25 SUV, which also uses the technology.

Hongqi, China’s oldest passenger-car brand, will launch in Australia under the shortened HQ name with three electric SUVs confirmed to arrive and first customer deliveries expected from January 2027.

Owned by Chinese automotive giant FAW Group, Hongqi was created in 1958 and has a long history of producing luxury vehicles for Chinese government officials. In Australia, however, HQ will reportedly position itself as a technology-focused luxury alternative to established brands such as Mercedes-Benz, BMW, Audi and Range Rover.

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Hongqi has already appointed a local CEO and managing director, Jim Wu, who has outlined the brand’s local ambitions, saying it expects to take market share from luxury rivals. HQ vehicles are expected to be priced below German marques, but still offer high levels of standard equipment and technology.

The first Hongqi product to launch locally will be the E-HS9 (pictured), which is a seven-seat large electric SUV that measures more than 5200mm in length. Overseas versions feature a dual-motor all-wheel drive drivetrain making 320kW of power and 600Nm of torque, with a 120kWh battery offering up to 515km of driving range on the WLTP cycle. The first Australian customer deliveries of the E-HS9 are expected in January, with local specifications yet to be announced.

The E-HS9 will be joined by the smaller EHS4 and EHS5 electric SUVs within six months, allowing the brand to cover the small, medium and large sections of the extremely popular market segment. The EHS4 is expected to compete with models like the BMW iX1, while the larger EHS5 will target the larger BMW iX3, as well as volume sellers such as the Tesla Model Y and Zeekr 7X.

A fourth model is also on the cards, with HQ confirming plans for an electric sedan roughly comparable in size to the BMW i5 and Mercedes-Benz EQE. That model could be the EH7, which is already sold in some overseas markets with up to 655km of WLTP driving range.

The company is targeting around 1000 sales per month once all three SUVs are established locally, with a longer-term goal of 30,000 annual sales. It also plans a 15-dealer national network, including company-operated flagship locations in Sydney, Melbourne, Brisbane, Adelaide and Perth.

Unlike Hongqi’s domestic range, which also includes hybrid and ICE-powered models, its line-up down under will be electric-only. We’ll know more about the Australian HQ range closer to its early 2027 local launch.

After its global reveal back in April, more details about the next-generation Nissan X-Trail medium SUV have been revealed thanks to its Rogue identical twin, which goes on sale in North America later this year.

The previous X-Trail also debuted much later than the Rogue in markets like Europe, Japan and Australia, so we’re not expecting it to launch locally until at least the final quarter of 2027. Until that happens, we can use North American-spec model as a preview of what we’re likely to see.

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The new Rogue rides on an updated version of the same platform that the current model uses, and its dimensions haven’t changed much, either. It measures 4651mm long, 1849mm wide, 1720mm tall and rides on an unchanged 2705mm wheelbase, making it 30mm shorter in length, 9mm wider and 5mm shorter in height than the current model. Its reported weight is 1844kg to 1890kg, which is around 30kg lighter.

The new Rogue’s styling is a clear evolution on the previous model, with a similar but more angular overall look but with more modern detailing throughout, such as the new hexagonal shapes in the grille. It’s also more modern inside, with more angular shaping for the dashboard tops and air vents, and a more open centre console that joins a large dual-14.3-inch display for the driver and touchscreen.

There are many physical buttons for the climate and transmission selectors, while available features include Google Built-in features like Google Maps and Gemini AI, magnetic wireless phone chargers, ventilated front seats, a head-up display and 64-colour ambient lighting.

Available new safety tech includes Nissan’s ‘ProPilot’ adaptive lane guidance with new hands-off traffic jam assistance, a 360-degree camera with an invisible bonnet mode and up to nine airbags.

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In a move that may surprise given how popular it already is in the Aussie X-Trail, this is the first time that North American markets will receive the ‘e-Power’ hybrid system. It appears to be the same drivetrain that we see down under in the Qashqai small SUV.

Using a 1.5-litre turbocharged three-cylinder engine to charge the 1.67kWh lithium-ion battery, which then powers the wheels, the system outputs 165kW of total power, up 8kW on the current model. In the US, the Rogue e-Power AWD is rated at 6.2L/100km, a figure we expect to drop once it eventually arrives on local soil thanks to a different testing cycle, plus we’ll also receive a front-wheel drive version.

Nissan Australia is yet to confirm local availability for the next-generation Nissan X-Trail but we’re predicting its arrival to be at least 12 months away.

Geely’s upcoming EX5 has broken cover with its official launch in China, sporting a few revisions to its looks but far more significant changes under its panelwork as it looks to cement its place as one of Australia’s most popular medium SUVs. 

The headline change is the switch from front-wheel drive to rear-wheel drive, complete with a huge jump in power. When it goes on sale, the updated EX5 will have ditched the 160kW/320Nm e-motor that currently drives the fronts in favour of a 245kW unit powering the rear rubber.

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An upgrade to an 800-volt electrical system is also on the way, according to launch details revealed by CarNews China. While the current EX5 has a 68.4kWh battery, the newer version will get a choice of a 61.5kWh or 70kWh pack, delivering a claimed 451km and 521km of range respectively – an improvement over the 430-475km of the model that’s on sale now.

The switch to rear-wheel drive – which matches competitors like the BYD Atto 3 – has opened up a luggage compartment under the bonnet, claimed to be 160 litres, with an electrically powered hood. The new EX5 is slightly bigger than the current version at 4636mm long, 1920mm wide and 1670mm high.

Changes to the exterior don’t exactly jump out at first glance, but they are meaningful. The front bumper is new, with accents in matte chrome, and the pop-out door handles of the outgoing EX5 have been replaced with conventional items due to Chinese design rules.

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The front wheel arches get black trim, the wheels have grown to 19 inches from the previous 18, additional sensors have been placed in the front fenders and there’s a LiDAR unit mounted on the roof. The only noticeable interior changes are the flat-bottom steering wheel and brown option for the upholstery.

Contacted for comment about Aussie pricing and availability, Geely told WhichCar by Wheels, “We have no updates to share regarding the Geely EX5 at this time. Any new developments or changes will be communicated in due course.”

Transport is one of the biggest drains on the Aussie household budget – especially in light of the way petrol and diesel prices have spiked since the federal government’s fuel excise relief ended. According to the Australian Institute of Petroleum, the national average price of petrol is 227.3 cents a litre, with the average cost of diesel at 273.6 cents a litre… and climbing.

Fuel consumption matters for another reason, too. While Australians continue to favour larger vehicles such as SUVs, choosing a more efficient model can help reduce both running costs and emissions – without necessarily making the jump to a plug-in hybrid or fully electric vehicle.

So, if you want the practicality of an SUV without the hefty fuel bills, which models are the most economical? Here’s the WhichCar by Wheels guide to the 10 most fuel-efficient non-plug-in SUVs currently on sale in Australia:

Toyota Yaris Cross 2WD and Lexus LBX: 3.8L/100km

Flexing Toyota’s muscle in hybrid vehicle efficiency, the Yaris Cross small SUV and its luxury cousin, the Lexus LBX, are the most fuel-efficient SUVs in Australia with a claimed combined fuel consumption rating of just 3.8L/100km. Both also have very low CO2 emissions: 86g/km for the Yaris Cross and 85g/km for the LBX.

Both use a 1.5-litre three-cylinder petrol hybrid drivetrain making 85kW of total power in the Yaris Cross and 100kW in the LBX. The Yaris Cross is priced from $31,790 plus on-road costs and the LBX is $47,550 +ORC, though both have more expensive and better-equipped grades for buyers to choose. Using the same platform, both the Yaris Cross and LBX drive well and they’re practical for their size, too.

Hyundai Kona Hybrid: 3.9L/100km

Coming in just behind the Yaris Cross and LBX is the Hyundai Kona Hybrid, which uses a 1.6-litre four-cylinder hybrid drivetrain for a claimed combined fuel consumption rating of just 3.9L/100km and combined CO2 emissions of 88g/km.

The Kona Hybrid is priced from $36,500 +ORC and is also available in sportier-looking N Line and more luxurious Premium forms for buyers who want more features. Unlike the Toyota hybrids, the Kona uses a six-speed dual-clutch automatic transmission for a refined and natural driving feel, and the Kona is also quite well equipped across the range.

Toyota Yaris Cross AWD and Toyota C-HR: 4.0L/100km

Rounding out the top three are the all-wheel drive version of the Yaris Cross and the slightly larger Toyota C-HR. Unlike most all-wheel drive cars on the market, the Yaris Cross employs an electric motor on the rear axle so that there’s no mechanical link between the front and rear wheels. As a result, its rating is just 0.2L/100km above the front-drive version and for keener drivers, the AWD replaces the 2WD model’s torsion beam with an independent set-up for better ride and handling. However, that also gives it a smaller boot.

The larger C-HR (priced from $42,990 +ORC) uses a 103kW 1.8-litre hybrid drivetrain, yet gets the same 4.0L/100km rating as the Yaris Cross. Priced from $45,000 +ORC, the Kia Niro Hybrid uses a 104kW 1.6-litre hybrid drivetrain with a six-speed dual-clutch automatic transmission. Importantly, all three drive quite well – especially the Kia with its locally tuned suspension and geared transmission making it feel more natural to steer than Toyota’s e-CVT.

Nissan Qashqai e-Power, Alfa Romeo Junior Ibrida and Toyota C-HR GR Sport: 4.1L/100km

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Nissan Qashqai

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Alfa Romeo Junior

The updated Nissan Qashqai launched locally earlier this year and while it doesn’t appear all that updated on the outside, it’s a different story underneath. The brand gave it its latest e-Power drivetrain with upgraded internals and an even lower combined fuel consumption rating of just 4.1L/100km, which is especially remarkable given that it makes 140kW of power.

The Alfa Romeo Junior is a new model that launched in Australia in 2025. It uses the same 1.2-litre turbocharged mild-hybrid drivetrain seen in Peugeot products locally thanks to parent company Stellantis, and because of its small sizing, it’s also rated at 4.1L/100km on the combined cycle. Producing 107kW of power and 230Nm of torque, the Junior is peppier than you’d imagine.

The C-HR GR Sport’s larger 146kW, 2.0-litre hybrid drivetrain makes 43kW more than the smaller 1.8-litre hybrid system in lesser C-HR models, but official figures say it only uses 0.1L/100km more of fuel at just 4.1L/100km. The C-HR GR Sport is rated at 94g/km for CO2 emissions as well.

Lexus UX300h: 4.2L/100km

Using the same 2.0-litre hybrid drivetrain as the C-HR GR Sport, the Lexus UX300h – formerly known as the UX250h – is rated at just 4.2L/100km and 99g/km for CO2 emissions.

Pricing for the UX300h starts at $55,370 +ORC for the entry-level Luxury – just $380 more than the C-HR GR Sport – and extends to $73,210 +ORC for the top-spec F Sport.

Toyota Corolla Cross 2WD and Honda HR-V Hybrid: 4.3L/100km

The 2.0-litre hybrid system in the Corolla Cross is both powerful and frugal, though its larger body makes it thirstier than the C-HR with the same drivetrain. 

Honda makes it to this list with the HR-V Hybrid small SUV, which uses a 1.5-litre hybrid drivetrain making 96kW of power and an insanely practical body.

Toyota Corolla Cross AWD and Peugeot 2008 Hybrid: 4.4L/100km

The all-wheel drive Corolla Cross is slightly less frugal than the two-wheel drive model – not enough to likely notice in the real world, however – and it’s the same story with the 2008, which is 0.2L/100km off its lower 308 sibling.

While the Corolla Cross uses a naturally aspirated 2.0-litre engine, the 2008 uses a turbocharged 1.2-litre hybrid drivetrain mated to a six-speed dual-clutch drivetrain for the same 4.4L/100km rating. Running costs for the Corolla Cross are helped by the fact it runs on 91RON regular unleaded, whereas the 2008 must be filled with minimum 95RON premium unleaded.

Toyota RAV4 2WD: 4.5L/100km

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Toyota RAV4

Toyota’s best-selling product globally makes it on to this list for the first time with impressive efficiency that is undoubtedly one of the reasons why it’s so popular. The new-generation model launched earlier in the year with a switch to a newer 2.5-litre hybrid system, which is now rated to Euro 6 emissions standards and makes 143kW of power (19kW down on the last model) and it now uses even less fuel at just 4.5L/100km combined.

Toyota RAV4 AWD: 4.6L/100km

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Toyota RAV4 AWD

As with the previous RAV4, the new model features an all-wheel drive system on most models that runs through an electric motor on the rear axle instead of using a traditional mechanical link between the front and rear wheels. According to Toyota, that reduces weight and also gives the RAV4 superior traction because e-motors are faster and offer more torque. Compared to the front-wheel drive car, it officially uses just 0.1L/100km more fuel – an amount so small we doubt you’d notice during real-world driving.

MG ZS Hybrid+, Renault Symbioz and Peugeot 408 Hybrid: 4.7L/100km

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Renault Symbioz

The MG ZS Hybrid+ – priced from $30,990 drive away – is also impressively frugal. It runs the MG3’s hybrid system, which is rated for 155kW of peak power and makes it one of the most powerful entries on this list. However, it’s rated at just 0.4L/100km more than that model.

A newcomer to Australian shores also makes its debut on this list: the Renault Symbioz, which uses a 1.8-litre four-cylinder hybrid drivetrain making 116kW of power but consumes just 4.7L/100km on the combined cycle.

Finally, yet another Peugeot has earned a spot: the $57,990 +ORC 408 coupe SUV with its new 1.2-litre turbo-petrol hybrid system, which launched in Australia earlier this year after its maker decided on hybrid power to replace the former plug-in hybrid drivetrain.

With fuel prices and household expenses showing little sign of easing, choosing more fuel-efficient SUVs can make meaningful difference to running costs. And as this list shows, you don’t necessarily need to plug in to save fuel, with conventional hybrids now delivering impressive efficiency across a broad range of SUV sizes and price points.