Heated seats and parking sensors topped the list of most-desired features for new car buyers, ahead of anything to do with safety or driver assistance.

Survey results from 19,000 participants reveal an interesting list of must-haves for new car intenders. That data, based on research conducted in the USA, was compiled by automotive research and analyst firm AutoPacific.

The survey asked buyers to indicate which features they were looking for in a new car, with the largest percentage nominating heated seats as being on their shopping list.

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Almost half of those surveyed, 47 per cent, wanted a warm behind on a winter’s day. According to AutoPacific, heated seats didn’t even crack the top 15 in 2025’s survey.

Rather than prioritising features, the survey only accounts for the presence of features, so anything that tops the list was selected by more respondents, rather than being seen as more important.

Parking sensors took second place, with 45 per cent of buyers indicating it as a feature on their shopping list, followed by rear emergency braking, sought after by 44 per cent of those surveyed.

Features like lane-change assist, adaptive cruise control with lane-centring, and blind spot cameras also rated highly, sitting at 43 per cent. Interestingly, relatively uncommon night vision tech was also on the radar of 43 per cent of buyers.

Rear cross-traffic alert with AEB mattered to fewer buyers than simply having rear auto-braking (42 per cent), and an equal number of buyers (41 per cent) desired automated parking as those seeking wireless phone charging.

Trend analysis over the last three years also reveals that more buyers are coming around to automated assistance. In 2026, 56 per cent of people surveyed said they trusted safety systems that prevented accidents, up from 49 per cent in 2024.

Driver assist features, like lane-centring and automated parking, also saw an increase in acceptance, with 62 per cent trusting the technology, up from 57 per cent in 2024.

Although they didn’t crack the top 15 list, AutoPacific also noted increases in demand for driver assist systems like unresponsive driver stop assist, vehicle exit alert, and adaptive smart headlights.

Mercedes-Benz is calling it the most comprehensive update a new generation of its S-Class saloon has ever received, and judging by the stunning number of improvements the company has just announced, that’s anything but an empty boast.

The upcoming S 450 4MATIC and S 580L 4MATIC are due in Aussie showrooms on August 6, priced at $264,200 and $353,900 respectively, and they’ll arrive with a list of features that would rival the Australian tax code in length if we ran them all here.

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Mercedes says around 2700 components of the new models – or about 50 per cent of the vehicles – have been newly developed, updated or re-engineered, and the changes to the motors are among the most outstanding examples of that.

The S 450’s 3.0-litre turbocharged inline six has been heavily revised with optimised fuel injection and a higher compression ratio that keep power at 280kW, but up the torque to 560Nm, with an overboost function able to spike that to up to 600Nm for brief periods.

But the S 580L’s V8 has had the book thrown at it in terms of improvements. It gets a new-generation M177 EVO twin-turbo eight-pot with refined injection, a flat-plane crankshaft, revised intake camshaft, and changes to its intake and exhaust ports, turbo housing and compressor wheel. 

That translates to 395kW, 750Nm, a 4.0-second 0-100km/h time – 0.4 of a second quicker than its predecessor – smoother power delivery, better throttle response and increased efficiency, with both models feeding the grunt through the 9G-TRONIC transmission.

Rear-axle steering is still standard, with the optional Airmatic suspension and E-Active Body Control now uprated to include intelligent damping tech that transforms bumpy roads into billiard tables by remembering where obstacles are and preparing the suspension in advance.

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Mercedes’s most advanced driver assistance system, MB.DRIVE, gathers data from a host of integrated sensors to help the lucky motorist navigate lane changes, parking and reversing among a multitude of other functions, and the new Digital Light system produces an illumination field that’s been expanded by 40 per cent over the new models’ predecessors.

The interiors are everything you’d expect from one of the world’s benchmark limousines. Customers can choose from a standard Burmester 3D or optional High-End 4D surround sound system, and the overhauled climate control now refreshes and purifies the air in the cabin every 90 seconds. You can even get heated seat belts.

A 14.4-inch touchscreen is the cars’ digital centrepiece, along with the 12.3-inch instrument cluster, and an MBUX Superscreen is available for the front passenger. The MBUX High End Rear Seat entertainment system comes as an option, and buyers get a Virtual Assistant.

The exterior has been revamped with a radiator grille 20 per cent larger than the previous models’, complete with an illuminated surround and 3D detailing on the chrome star. The styling of the front and rear, plus the headlights and taillights, is new, and the AMG Line package is now standard, as are 20-inch AMG cross-spoke alloy wheels finished in Himalaya grey.

Naturally, the list of options is as luxurious and refined as it is comprehensive. You can get the Exterior Elegance Package for no extra cost, but the Comfort PLUS and Comfort Complete alternatives will hit the hip pocket nerve as they provide touches like a massage function for the rear seats and an augmented-reality heads-up display. The Business Class Package turns the rear seats into a high-tech office complete with temperature-controlled cup holders and folding tables.

Just a word of warning: the prices quoted at the start of the article include GST and luxury car tax, but not on-road costs… not that they’re likely to bother anyone with the sort of bank balance that lends itself to S-class ownership.

The Mazda2 is one of Australia’s oldest new cars, having been released in its current shape in 2014, yet it continues to prove that age alone doesn’t determine a car’s overall ability. While some rivals have grown larger, more expensive and increasingly electrified, Mazda‘s smallest model has stuck to a simple formula of sharp handling, efficient petrol power and lots of standard equipment. But in 2026, with fierce competition from newer and often cheaper rivals, does the veteran still deserve a place on your shortlist, or has time finally caught up with it?

How much does the Mazda2 cost? 

Two model grades are available in the 2026 Mazda2 range: the entry-level Evolve and top-spec GT, the latter available in either five-door hatchback or, uniquely, four-door sedan form. Pricing starts at $27,290 plus on-road costs, and the GT is currently priced at $28,490 driveaway, nationwide. 

2026 Mazda2 pricing (plus on-road costs): 

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Those familiar with the model will note that when the current ‘DJ’ series Mazda2 was released way back in 2014, it was priced from just $14,990 plus on-road costs for the entry-level Neo manual (+$2000 for the automatic), and that price often included on-road costs. Even using the Reserve Bank of Australia’s inflation calculator for the $16,990 version, that equates to around $22,500 in 2025 money (the latest year available). Yes, the entry-level Mazda2 is much better equipped than it used to be, but paying significantly more for what amounts to a car released 12 years ago feels mean. 

Standard features for the Mazda2 G15 Evolve include 16-inch alloy wheels, dusk-sensing automatic LED headlights, automatic rain-sensing wipers, single-zone automatic climate control, a 7.0-inch touchscreen, Apple CarPlay and Android Auto, a heads-up display, and safety features such as autonomous emergency braking, lane keeping assistance, adaptive cruise control and a reversing camera with rear parking sensors. A full list of features can be found at the bottom of the page. 

If you’re after a bit more, the top-spec GT then adds part-synthetic leather/suede trim, front parking sensors, a 360-degree camera, different alloy wheels and keyless entry. It’s also available in the aforementioned sedan body style. That’s a pretty solid list of extra kit for only $1200 more, but we’d be more than happy in the Evolve.

Petrol competition for the Mazda2 is depressingly sparse in 2026 because many car makers simply no longer offer a light hatchback. However, cars such as the Kia Picanto, Suzuki Swift, Skoda Fabia, Toyota Yaris and Volkswagen Polo are still available, and if you include electric models, options swell significantly to include the BYD Atto 1, MG 4 Urban, GAC Aion UT and from October 2026, the Honda Super-One. Thankfully, the small, cheap car is not as scarce as some prospective buyers think.

How fuel efficient is the Mazda2? 

As with any car, it depends on where it’s driven. Mazda claims 5.0L/100km on the combined cycle with emissions of 117g/km of CO2. We recorded 6.8L/100km in our driving, which skewed towards urban. Having said that, it will return around 4.5L/100km on highway journeys, and it uses 91 RON regular unleaded fuel to fill its 44-litre tank. You’ll note that number is still a lot higher than the hybrid Toyota Yaris, which can easily drop below 4L/100km in urban driving. However, the Yaris can cost significantly more. 

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One of the first motors from Mazda’s then-new ‘SkyActiv’ engine family, the 1.5-litre naturally aspirated four-cylinder mill is no powerhouse, but it’s a fun little number that loves being revved to get the best out of it. Making 81kW and 142Nm of torque – the latter figure from 3500rpm so you don’t have to wring its neck to make swift progress – it’s tied to a responsive six-speed automatic transmission that is fun to use, especially the manual mode with the correct direction for changing gears (that is: pull down to shift up, push away to shift down). 

Is the Mazda2 fun to drive? 

Yes, quite, as you’d expect for a Mazda product. Ever since its release – and arguably the generations before that – the current-shape Mazda2 has offered more driving fun than many of its mainstream rivals thanks to its tight chassis, darty handling and sharp steering. Despite the lack of grunt from the engine, it’s possible to have a ball with the 2 on a good bit of road, and we love it for that. It also copes well with conditions no matter where it is, and overall it’s certainly one of the best Mazda products from a ride and handling point of view. 

However, it’s not the most refined light car on the market. It’s quieter at speed than it used to be, but even at moderate velocities, road noise rears its head. Thankfully, its active safety features are well tuned and place trust the driver. We remember when even autonomous emergency braking was an optional feature on the 2 (at least you could purchase it, unlike many of its rivals), so it’s good to see features such as adaptive cruise featuring. 

Is the Mazda2 practical?

The 2 is reasonably pragmatic for a light hatch, but a Skoda Fabia is noticeably more spacious and can fit a lot more into its boot. Still, there’s an air of quality in the Mazda2’s cabin that has been present since it launched, with solid materials and classy switchgear still used today. The leather on the steering wheel is one of the only soft-touch materials in the whole cabin, and it feels great in the hand. The plastics aren’t scratchy, however – just hard. 

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Infotainment duties are handled by a 7.0-inch touchscreen that still uses Mazda’s MZD Connect software from 2014. It’s a good feature for the price with sat nav, wired Apple CarPlay and Android Auto, AM/FM/DAB+ digital radio and Bluetooth calling and audio streaming

However, the screen is somewhat slow to use and feels a bit dated. We like the way it’s mostly controlled by the wheel on the centre console, which gives it a more expensive feel, but in Japanese Mazda2 models, the more recent Mazda Connect system features a larger 8.8-inch screen with wireless smartphone mirroring. Hopefully that gets added to the Australian models soon, as it would give the interior a far more modern feel. 

Storage is severely lacking as it offers just a shallow cup holder section in the centre console, small bottle holders in the doors, an average-sized glovebox and a shallow tray underneath the climate control, where the two USB-A chargers and SD card holder lie. There’s no covered storage as standard, but a centre console armrest is available as a dealer-fit accessory for an extra $531. it does cover the cup holders, but we think it should be standard equipment. 

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Two averaged-sized adults will be fine in the back seat, but if they’re any taller than six feet, they certainly won’t be very comfortable. There are also no amenities in the back pews, aside from a map pocket and a storage tray with no air vents, or even cup holders of any kind. It’s literally just a seat with two ISOFIX points. 

The boot measures 250 litres with the rear seats up. Mazda doesn’t quote a figure with them folded, but around 1000 litres sounds about right. The boot itself is surprisingly deep with a large lip as a result, which could be annoying when loading and unloading heavy items. It has no features except for a light, and a space-saver spare lies underneath the floor. Some more clever features like hooks and nets, like the Fabia, would make it more practical. 

How much does the Mazda2 cost to service?

Mazda covers its range with a five-year/unlimited-km warranty with five years of roadside assistance, which is the bare minimum in 2026. Volkswagen, Toyota and Suzuki all match this, though BYD adds a year, and Skoda, GAC and MG add two years.

The 2’s service intervals are once-yearly/every 15,000km (whichever comes first) and the cost for servicing it over five years/75,000km is $2290, or $458 per annum on average. That’s not what you’d call cheap, but it could be worse – the Volkswagen Polo, for example, costs $2957 to service over the same period. 

Should I buy a Mazda2 G15 Evolve? 

We had a good time during our week with the G15 Evolve. We miss the heyday of light cars and the 2 is a reminder of how great they can be. Sure, it’s feeling a bit dated as it approaches its 13th year on sale in Australia, and it’s a lot more expensive than it used to be, but it’s just a fun car to drive and is excellent for city trips, or even the occasional highway jaunt. 

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The engine lacks guts and isn’t that fuel efficient for urban driving, but it loves to rev, and the six-speed automatic is responsive and decisive. Yes, the cabin is tight and lacks storage, the infotainment system is feeling old and lacks wireless phone mirroring, and the five-year warranty is lacking. But despite its foibles, if you’re still interested in a light car, the Mazda2 is a good place to start your search. 

Mazda2 G15 Evolve standard equipment: 

• 16-inch alloy wheels (with a space-saver spare)
• Dusk-sensing automatic LED headlights
• LED frontal daytime running lights
• Rain-sensing automatic wipers
• Remote central locking with push-button start
• Auto-folding mirrors with black mirror caps
• Electric windows with automatic up/down front
• Black cloth trim with red highlights
• Manual height-adjustable driver’s seat
• Single-zone automatic climate control
• Leather-wrapped steering wheel, gearknob and handbrake
• 7.0-inch touchscreen with controller wheel in centre console
• Satellite navigation
• AM/FM/DAB+ digital radio
• Wired Apple CarPlay and Android Auto
• Bluetooth calling and audio streaming
• 2x USB-A ports
• Six-speaker sound system
• Heads-up display
• Auto-dimming rear mirror
• Six airbags
• Autonomous emergency braking with pedestrian detection
• Low-speed automatic braking in reverse
• Adaptive cruise control
• Lane-keeping assistance with lane departure warning
• Blind-spot monitoring with rear cross-traffic alert
• Traffic sign recognition
• Rear parking sensors
• Reversing camera
• Tyre pressure monitoring

Mazda2 G15 Evolve specifications:

A new survey has revealed that despite a huge surge in interest in EV ownership down under, almost half of Aussie motorists don’t feel prepared or informed enough to move away from their current combustion-engined vehicle.

Data from Allianz Insurance reveals that EV policy inquiries have increased by 66 per cent compared to the same time last year, but new car buyers still harbour significant reservations about moving to an electric vehicle.

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A significant 47 per cent of respondents who don’t own EVs said they didn’t feel prepared to make an immediate switch away from petrol or diesel power. A lack of information or education stood as one of the primary reasons.

On the flip side, among the EV owners surveyed, 68 per cent said they felt prepared when they made the change away from combustion.

Non-EV owners cited concerns including a lack of confidence about battery longevity (34 per cent), uncertainty about public charging infrastructure (29 per cent), and a lack of confidence in making the transition (26 per cent).

Of the non-EV owners surveyed, 26 per cent revealed that they could be lured to an EV due to the potential financial benefits, with 22 per cent citing sustainability as a motivating factor.

Safety concerns also played a role. Worries about pedestrian and cyclist safety, owing to the quietness of EVs, were flagged by 42 per cent of respondents, with 35 per cent expressing uneasiness about adjusting to the brisk acceleration offered by some EVs.

EV owners also reported less-than-perfect initial experiences when they made the switch. Charging issues were reported by 19 per cent, while 18 per cent experienced frustrations at falling short of the expected or advertised range.

Survey results were drawn from 178 EV owners and 918 non-EV owners nationally.

“While many drivers feel confident transitioning to an EV, our research shows there can still be a learning curve when it comes to understanding some of the unique features and requirements that come with driving an EV,” Allianz emerging risks manager Chris Wood said in a statement.

“Building knowledge and experience behind the wheel is what helps Australians get the most out of their EV safely.”

Toyota’s GR GT halo car project looks set to expand, with plans for an open-topped version firming up, and moves to create an even more focused model underway.

For now, Toyota has revealed the GR GT as a fixed-roof coupe. Its motorsport ties are strong, essentially appearing as a road-ready version of the GR GT3 race car to meet homologation requirements.

Motor1 reports that Toyota has plans to expand the GR GT’s range, although it appears any future versions will retain the same 478kW/850Nm 4.0-litre twin-turbo V8 hybrid powertrain and rear-wheel drive.

The range-topper is set to be a more finely honed, rather than radically overhauled, model.

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Enhancements to the aero package are expected, borrowing from the GT3 version of the car, including a larger front splitter and towering swan-neck rear wing. Vented front guards and changes to the rear diffuser may also make the cut.

The final product isn’t expected to use race-prepped exterior parts from the GT3 car, but will echo the styling of the race version, and find a midway point between the regular GR GT and the GR GT3.

The Track Package name has been mooted, rather than Toyota’s GRMN ‘’Meister of Nürburging’ branding applied to other special edition GR cars. Despite this, suspension, steering, braking, or chassis tweaks may be included to further differentiate the Track Package from the regular GR GT.

Buyers less concerned with ultimate performance and more attuned to sensory immersion may be offered an open-roof version of the GR GT.

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A report from Japan’s Magazine X and shared by Car Sensor suggests that the structural demands of the GR GT’s all-aluminium frame will see a targa-style removable roof panel used, rather than a fully-folding top.

Other details remain unknown, including any impact on the coupe’s 1750kg estimated kerb weight.

Regardless of the version, the GR GT is set to be a strictly limited model globally, with production capped at 500 units. Lexus will also launch an electric LFA successor based on the GR GT’s platform, with powertrain details and production numbers yet to be revealed.

Cars don’t come much more important for a brand than this, the all-new Mercedes-Benz CLA electric. It heralds in a new electrified era for the German brand, the first EV created on the brand’s all-new MMA (Mercedes-Benz Modular Architecture) platform.

While that sounds like boring engineering guff, it’s worth noting that while MMA has been developed as an electric-first platform – and will underpin the forthcoming GLA and GLB range of electric SUVs – it also supports hybrid-combustion powertrains, not only helping to amortise production costs, but also broaden the brand’s portfolio.

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We’ve already seen the CLA mild-hybrid in Australia, built on the same MMA architecture. It’s a brilliant car, blending petrol power with an effective mild-hybrid system that delivers real world fuel efficiency gains.

Now it’s the turn of the pure battery-electric Mercedes-Benz CLA, which has started arriving in showrooms around Australia with the weight of expectation on its haunches. It’s the entry-point into what is effectively the German brand’s second generation of electric vehicles, banishing the underwhelming ‘EQ’ branded range of EVs to the history books.

And it does so with a new era of technology that brings next generation battery tech with improved charging architecture along with the type of driving range that was the stuff of engineers’ dreams only a few short years ago.

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How much is the Mercedes-Benz CLA electric?

Australia scores just two variants – the entry-level CLA 200 ($72,200) and the all-wheel drive flagship CLA 350 4Matic which starts from $91,300, both prices before on-road costs. Tellingly, both models come in under Australia’s Luxury Car tax threshold for EVs, set at $91,661 for the 2026-27 financial year. Smart move.

Despite its entry-level positioning, the CLA 200 electric tested here brings plenty of Mercedes hallmarks to the party. Under the skin, Merc’s all-new electric architecture translates to a single 165kW/335Nm electric motor driving the rear wheels, powered by a 58kWh lithium-iron phosphate (LFP) battery delivering a claimed 470km of WLTP tested driving range. That’s not earth-shattering by any stretch and to score the headline number of 663km, buyers will need to plump for the CLA 350 4Matic and its energy denser and larger 85kWh nickel manganese cobalt (NMC) battery pack.

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Both batteries support 800-volt architecture, the CLA 200 capable of 200kW DC fast charging, allowing for a 10-80 per cent top-up in 21 minutes. The CLA 350 supports 320kW DC charging for a 10-80 per cent refill time of 22 minutes.

Is there anything interesting about the Mercedes-Benz CLA electric’s design?

Mercedes-Benz isn’t ruffling any feathers with the design of the CLA electric, the sleek four-door ‘coupe’ near-identical to its petrol-hybrid powered stablemate. The biggest difference comes up front, where the EV’s nose features a solid ‘grille’ festooned with 142 illuminated stars. The petrol-hybrid’s array of stars on its functional grille are plastic, finished in chrome.

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Inside is pure Benz, with loads of premium materials – such as the Artico faux leather blended with Microcut suede-like seat upholstery with racy red contrast stitching – a Nappa leather perforated steering wheel and faux brushed aluminium interior garnishes. There are some harder plastics lower down on the door cards and under the dash, but overall the CLA’s interior looks proper premium.

The seats themselves are comfortable, although do sit up a smidge higher than in petrol models, thanks to the presence of the EV’s battery under the floor.

That marginally higher floor has also impacted on second-row comfort. While there’s plenty of room in the second row, the low seat bases mean thighs and knees are unsupported, absolutely fine on short journeys but potentially uncomfortable on longer drives. Head room in row two, despite the presence of a full-length panoramic roof, is good, benefiting from those same lower seat bases. 

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Boot space is adequate at 405 litres although Mercedes-Benz doesn’t quote volume with the second row folded in 40:20:40 fashion. There’s an additional 101 litres of storage under the bonnet.

What technology comes with the Mercedes-Benz CLA electric?

A big talking point of the entire CLA range, including the 200 electric we have here, is the in-your-face dimensions of Mercedes’ MBUX Superscreen which runs the width of the dash. It’s no shrinking violet, an illuminated behemoth that can be customised to your mood through several different backgrounds.

Housed inside its massive width is a 14-inch infotainment touchscreen along with another 14-inch screen for the driver display/instrument cluster. There remains the option of a third 14-inch touchscreen for the front passenger, allowing them to interact with apps, games and stream video (provided the car is stationary) but it’s a gimmick at best. 

Mercedes’ in-house developed MB.OS operating system is not-quite easy to use at first glance but prolonged use does bring a level of familiarity to the point where changing climate settings, or disabling pesky safety tech, becomes second nature.

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Apple CarPlay and Android Auto, both wireless and cabled, are standard across the range as is satellite navigation, wireless smartphone charging and an AI-powered voice assistant that integrates ChatGPT, Google Gemini and Bing tech and is claimed to deliver “natural conversation and contextual responses”. It doesn’t. A little more learning is needed.

While big screens and cutting-edge technology are all well and good, the true measure of the CLA electric is to be found on the road. It doesn’t disappoint.

What’s the Mercedes-Benz CLA electric like to drive?

The CLA 200 might be the baby of the electric range, but that doesn’t mean it’s not a mature and well-measured electric car when it comes to its on-road manners – effortless, predictable, and refined.

Around town, the urge from the 200’s single electric motor is more than enough to easily flow with traffic. Mercedes claims a 0-100km/h time of 7.5 seconds, more than enough for most situations.

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An innovative two-speed transmission (most EVs feature only a single-speed tranny) is on-hand to improve performance while also maximising efficiency. It’s been calibrated to maximise acceleration during urban driving, while simultaneously optimising energy efficiency, by reducing the electric motor’s RPM, at highway speeds.

The steering feels light navigating urban enclaves, while the chassis remains poised and comfortable, the CLA’s beautifully damped steel sprung suspension working nicely in ironing out scratchy and patchy road surfaces.

A lot of engineering has gone into the chassis, with a new three-link front axle, at once lighter and stiffer thanks to the use of forged aluminium. At the rear, the CLA has pilfered engineering from larger – and by extensions, more expensive – Mercedes models with a newly-developed multi-link setup said to enhance ride comfort and balance. 

And it works, with ride comfort nothing short of superb. Better still, body control is kept nicely in check during cornering or navigating roundabouts. It’s Mercedes’ technology trickle-down economy used to good effect.

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Refinement takes centre stage out on the motorway at highway speeds. The CLA’s teardrop shape and its drag coefficient of 0.21Cd plays a starring role, with minimal wind noise permeating the cabin.

Body control at highway speed is as good as it is at lower speeds. There’s no wallowing through undulations while the comfort-focussed suspension keeps road noise to a minimum. It’s – almost – like riding in an S-Class for CLA money.

Faced with some corners, the rear-drive CLA 200 is more than capable of injecting some fun into the drive. It’s not especially fast, but it doesn’t need to be either. Instead, the well-sorted chassis serves to keep the CLA flat through corners, while its nicely-weighted steering telegraphs what is happening at the wheels. Hot hatch fast? No. Balanced and tied-down through corners? Most assuredly.

The CLA’s brakes feel natural and progressive, despite Mercedes claiming that “most braking processes are handled through energy recovery”. In other words, not pads on discs. But that hasn’t dulled the good old-fashioned ‘pedal feel’ which remains smooth and linear, allowing for modulation during cornering, all while harvesting outputs of up to 200kW to feed back into the battery.

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There are several levels of regeneration too, from coasting to an aggressive single-pedal model that brings the car to a complete stop without ever touching the brake pedal. My preference remained on the lighter side of the recuperation ledger, the car feeling more natural to drive (and stop) than if left to its own devices in single-pedal mode which felt too aggressive. The transition between regen and friction brakes is flawless.

What’s the driving range of the Mercedes-Benz CLA electric?

Energy harvesting is vital to the CLA meeting its range claims. In the CLA 200 that claim reads 470km, the headline 663km reserved for the flagship 350 4Matic. Mercedes-Benz also claims the CLA 200 electric will consume electrons at the rate of 14.4kWh/100km.

A week behind the wheel putting the CLA 200 through its many paces – school runs, sports fields, shopping centres, visiting friends and a lengthy highway run – returned 14.5kWh, coming within a whisker of meeting Merc’s claim. That’s not a bad return on energy investment.

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Interestingly, a long stretch on the motorway at 100km/h – the natural enemy of EV batteries and energy consumption – saw an indicated 13kWh/100km. Impressive stuff.

What’s the verdict on the Mercedes-Benz CLA electric?

And that’s my underlying feeling around the CLA 200 electric. It’s an impressive car, and arguably its most cohesive EV yet. It puts its ‘EQ’ forebears in the shade, and does so with a refined and enjoyable driving experience, and exceptional ride comfort all wrapped in a premium cabin that plays to the brand’s primo strengths. It showcases the future direction of Mercedes-Benz’s electrification, and to good effect.

Mercedes-Benz CLA electric specs

Mercedes-Benz has set the 2027 CLA 45 AMG loose at the Nürburgring and returned with a ‘best in class’ lap time.

The three-motor EV was sent to the famed 20.832km Nordschleife circuit to demonstrate that the switch to an electric powertrain hasn’t diminished the CLA’s performance.

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With a time of 7:32.07, the new CLA 45 sits a long way from the fastest laps recorded at the ‘Green Hell’, but Merc is calling the officially measured and notarised result a record, albeit a very specific one.

The CLA 45’s effort makes it quicker around the circuit than the Porsche Taycan Turbo S EV, which posted a time of 7:33.35 in 2023, as well as the Ferrari 458 Italia (7:32.92) and BMW M8 Competition (7:32.92 on a slightly shorter 20.6km lap).

Mercedes-Benz tops the list of lap times for street-legal vehicles, with the AMG One laying down a record more than one minute quicker at 6:29.09. The fastest EV time is held by the BYD-produced Yangwang U9 Xtreme (6:59.157), while the electric Xiaomi Su7 Ultra claims the fastest unmodified four-door time (7:04.957).

By definition, the CLA 45 sits in Europe’s ‘C-segment’ vehicle class, putting it in the same category as vehicles like the Volkswagen Golf and Toyota Corolla. Its chief C-segment rival, the BMW M2 CS, set a much better time of 7:20.89 in 2025.

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To justify the record, Mercedes-Benz defines the CLA 45 AMG as the fastest ‘four-door compact car’ around the Nürburgring, allowing it to sidestep the BMW coupe’s quicker time, and putting the EV ahead of the Audi RS3 sedan’s 7:35.522 time, set in 2021.

Testing by Sport Auto in 2022 saw the previous-generation CLA 45 record a 7:45.34 lap on the shorter 20.6km circuit, 13.27 seconds behind the current model.

The pace-setting car was running with optional equipment including the AMG Dynamic Plus package, which adds a ‘Race’ mode driving profile, a higher 270km/h speed limiter (up from 250km/h), and adjustments to the operating parameters for the adaptive suspension, steering, accelerator pedal, and stability control.

The record attempt was set with the car running a set of Pirelli P Zero Trofeo RS tyres, the same as those fitted to the BMW M2 CS and Audi RS3 sedan for their record runs.

Specifications for the CLA 45 AMG include a 450kW constant power output that can increase to a 500kW peak, tri-motor all-wheel drive with one front and two rear motors, and a 94kWh battery for an estimated driving range up to 670km in calmer conditions. Acceleration to 100km/h takes a claimed 3.0 seconds from standstill, or 2.7 seconds with a one-foot rollout.

Compared to the 2.0-litre turbocharged model it replaces, the new CLA 45 is 190kW more powerful, 1.1 seconds quicker to 100km/h from a starting start, but its kerb weight is more than 590kg heavier.

EVs from BYD and MG make up the five of the most-researched vehicles in Australia as drivers look for alternatives to traditional combustion-engined cars, new figures show.

Data released by the RACV shows that buyers using its car search service have boosted BYD’s range of EVs to four of the five top spots, with MG coming in fifth.

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Small cars lead the charge with the BYD Atto 1 light hatch, Australia’s cheapest new electric vehicle, returning the highest number of search queries. Pricing for the Atto 1 range starts from $23,990 plus on-road costs.

The second-most searched vehicle was the BYD Atto 2 small SUV, priced from $31,990 plus on-road costs.

The only family-sized vehicle to break into the RACV’s list was the BYD Sealion 7 medium SUV, a five-seater with a more premium approach than the other vehicles in the top five, priced from $54,990 to $63,990 plus on-road costs.

BYD’s small car offering, the $29,990 Dolphin hatch, was the fourth-most popular search target.

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The fifth-placed MG 4 small hatch now comes in two models – the MG 4 and the cheaper MG 4 Urban – with pricing for the latter from $31,990 drive-away.

“Cost of living and a desire to find cheaper ways to stay on the road is top of mind for Australians, and we’re seeing how that is changing our local car market and consumer preferences,” said RACV head of policy James Williams.

Australia’s top-selling EV for the first half of 2026, the Tesla Model Y, didn’t feature among the RACV’s most-searched new vehicles.

The BYD Sealion 7 was Australia’s second-best-selling EV in that period. The Geely EX5, Jaecoo J5, and Zeekr 7X hold the third, fourth, and fifth positions respectively on Australia’s EV sales charts, but that didn’t translate to a spot on the RACV’s list.

Australia’s temporary fuel excise reductions came to an end on August 3, coinciding with an indexed rate increase of 17.1 cents per litre, with some retailers pushing prices up even further.

Australia’s new-vehicle market has continued its record-breaking run, with July becoming the strongest on record as demand for battery-electric vehicles remained at historic highs.

A total of 108,577 new vehicles were delivered during July (including FCAI and Electric Vehicle Council figures), edging past the previous July record of 104,244 set in 2025 and following an all-time monthly sales record in June. It also marked the second consecutive month in which battery-electric vehicles (BEVs) accounted for more than one in every five new vehicles sold.

Across all reporting sources, 23,510 battery-electric vehicles were delivered during the month, representing 21.7 per cent of the overall market. Year to date, Australians have purchased 127,244 BEVs, giving electric vehicles a 17.3 per cent share of all new-vehicle sales in 2026.

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Federal Chamber of Automotive Industries chief executive Tony Weber said the figures highlighted the resilience of the Australian market despite ongoing cost-of-living pressures.

He also warned that Australia’s public charging network would need to expand rapidly to keep pace with growing EV adoption, particularly in regional areas and for motorists without access to home charging. Accessible and reliable charging infrastructure, he said, would be essential to maintaining consumer confidence as electric vehicles become a larger part of the national vehicle fleet.

Toyota remained Australia’s top-selling brand in July with 20,409 deliveries, ahead of BYD (7857), Ford (6553), Kia (6458) and Mazda (6400). Toyota also retained a commanding lead year to date with 115,550 sales, followed by BYD on 60,192 and Ford on 48,696.

The Toyota RAV4 was Australia’s best-selling vehicle in July with 5564 deliveries, ahead of the Toyota HiLux (4721), Tesla Model Y (4644) and Ford Ranger (4042). The BYD Sealion 7 finished fourth on 2548 sales, ahead of the Chery Tiggo 4 (2156), Hyundai Kona (2096), Toyota Prado (2082), Geely EX5 (2034) and Zeekr 7X (1892).

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Top 10 brands (July 2026)

1. Toyota – 20,409
2. BYD – 7857
3. Ford – 6553
4. Kia – 6458
5. Mazda – 6400
6. Hyundai – 5991
7. Tesla 4778
8. Chery – 4615
9. GWM – 4518
10. Mitsubishi – 4284

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Top 10 models (July 2026)

1. Toyota RAV4 – 5564
2. Toyota HiLux – 4721
3. Tesla Model Y – 4644 
4. Ford Ranger – 4042
5. BYD Sealion 7 – 2548
6. Chery Tiggo 4 – 2156
7. Hyundai Kona – 2096
8. Toyota Prado – 2082
9. Geely EX5 – 2034
10. Zeekr 7X – 1892

Audi has given customers their first official look at its all-electric A2 e-tron small hatch, and claimed it will be the most efficient car the marque has ever produced.

The A2 e-tron is set to go on sale 30 years after the first-gen A2 was revealed to the public. That original model captured headlines when its most efficient version became the first five-door car in Europe to achieve fuel consumption of less than three litres per 100km.

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Audi says it has imbued the new A2 e-tron with a similar focus on frugality, claiming it sets a new efficiency benchmark for the brand with a focus on aerodynamic and powertrain efficiency.

The new A2 e-tron uses an updated version of the rear-wheel drive ‘MEB’ modular electric platform already used on cars like the Audi Q4 e-tron, Cupra Born and Skoda Enyaq. Audi claims consumption as low as 12.8 kilowatt-hours per 100km in the car’s most efficient guise, the 140kW version with the optional Efficiency Package.

Despite its smaller size and lower motor output, the A2 e-tron’s consumption is still beaten by the Tesla Model 3 Premium RWD with its claimed 12.5kWh/100km consumption, 250kW motor, and larger 82kWh battery. Within Audi’s own range, the A2 beats the Q4 Sportback 45 e-tron, which comes in at 16.8kWh/100km.

Audi has reached that level of economy by equipping the A2 e-tron with active grille shutters designed to stay closed under normal driving, front and rear wheel ‘gap reducers’ to reduce turbulence across the body sides, and channelled air paths across the body surface.

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Combined with the flowing roofline, minimised door handles, and sharply cut rear end, the A2 e-tron reports a drag coefficient of 0.24Cd, matching that of the RS e-tron, but higher than the A6 Sportback e-tron’s 0.21Cd. The original A2 claimed a mark of 0.25Cd.

The A2 e-tron retains traditional mirrors rather than the smaller ‘virtual exterior mirror’ cameras fitted to the Q8 e-tron. The Efficiency Package also adds low rolling-resistance tyres and specially designed aero wheels.

Audi claims aerodynamic measures across the A2 e-tron’s body contribute to a 0.9kWh/100km reduction in consumption.

An LFP battery will be fitted, capable of charging at up to 105kW on a DC fast charger, and with bi-directional charging capabilities. However, Audi has yet to release battery capacity and WLTP range estimates for the new model.

Alongside the hyper-efficient 140kW version, Audi will also add 125kW, 170kW, and 240kW models, and is expected to offer a range of battery capacities, resulting in an estimated 450km to 650km of driving range, depending on the specification.

The full reveal of the production A2 e-tron is expected later in 2026, with overseas deliveries expected to start in early 2027.