Few vehicles capture the spirit of freedom and adventure quite like Volkswagen’s iconic split-screen Kombi. Now, one particularly distinctive example – owned by Take That member Howard Donald – is set to go under the hammer in the UK through Iconic Auctioneers.

The 1966 Volkswagen Type 2 T1 Sundial Camper combines celebrity ownership with one of the most sought-after configurations of Volkswagen’s beloved first-generation Transporter. Finished in cream and converted by Californian camper specialist Sundial, the van represents a unique chapter in the history of the Kombi’s rise from humble commercial vehicle to cultural icon.

Introduced in 1950, Volkswagen’s Type 2 was originally designed as a practical companion to the Beetle. Yet it was during the 1960s that the split-screen Kombi found a second life as the vehicle of choice for surfers, travellers and the emerging counterculture movement. Its simple air-cooled mechanicals, compact dimensions and adaptability made it an ideal platform for camper conversions.

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Unlike German converter Westfalia, Sundial built its reputation in California by transforming panel vans into campers, cutting windows into their sides and creating distinctive interiors tailored to the era’s growing appetite for road-trip adventures. The rare “double-door” configuration fitted to this example – featuring cargo doors on both sides of the vehicle – remains especially desirable among enthusiasts.

This particular Kombi was discovered in Colorado in 2007 before being imported to the UK, where it underwent extensive restoration and mechanical upgrades. Improvements included front disc brakes, a dual-circuit braking system, revised suspension and a larger 2.0-litre twin-carburettor engine.

Inside, the camper retains its period-correct Sundial character, complete with Sea Green upholstery, original Sundial badging, a fold-out bed, fridge, sink and roof tent. Modern touches such as a leisure battery and 240-volt hook-up add usability without compromising its vintage appeal.

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Donald, best known as a founding member of Take That, has owned and enjoyed the camper in recent years and even signed the interior before consigning it for sale.

For collectors, it’s a chance to acquire not only a highly desirable split-screen camper, but one with a celebrity connection and a story that stretches from 1960s California to modern-day pop stardom.

A key section of the Great Western Highway through the Blue Mountains will soon have a lower speed limit, making it the latest regional route in New South Wales to be targeted as part of a broader road safety push.

Transport for NSW has confirmed that an 8.1-kilometre stretch of highway between Faulconbridge and Linden will be reduced from 80km/h to 70km/h from July 23. The route currently includes an eastbound section already restricted to 60km/h for trucks and buses.

The change follows community concerns about the number of crashes recorded on the section, particularly during wet weather. The Great Western Highway is one of the state’s most important regional transport corridors, connecting Sydney with communities throughout the Central West and passing through a number of Blue Mountains towns and villages.

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Transport for NSW Executive Director Damien Pfeiffer said the revised limit better reflected the characteristics of the road.

“The new speed limit will better match the access density, crash history and risk profile of this section of the Great Western Highway,” he said.

According to Transport for NSW, feedback from local residents also highlighted concerns about limited shoulders for cyclists, restricted sight lines and congestion around intersections.

The new limit comes just weeks after another controversial speed reduction on the Mitchell Highway between Dubbo and Wellington. From June 22, two sections of that highway were cut from 110km/h to 100km/h following a safety review.

Authorities said the Mitchell Highway changes were prompted by a crash history that included 38 crashes, 38 injuries and five fatalities over a five-year period. Transport for NSW estimated the lower speed limit could reduce fatalities by around 27 per cent and serious injuries by 21 per cent.

However, the move attracted criticism from local communities and regional politicians, who argued that road upgrades would deliver greater safety benefits than lower speed limits.

The debate reflects a broader discussion taking place across Australia as road authorities examine speed limits on regional roads that were designed to standards well below those expected of modern highways.

Supporters of lower limits argue they reduce crash severity and save lives. Critics counter that governments should focus on improving road infrastructure, adding overtaking lanes and upgrading surfaces rather than relying on speed reductions.

New signage and line-marking for the Great Western Highway changes will be installed ahead of the July rollout.

Hyundai Australia recently announced the new i20 N Shadow Edition, which, sadly, marks the end of its ferocious little hot hatchback. As the last remaining affordable hot hatch on the market, the i20 N is still revered by enthusiasts thanks to its fun factor, performance and practicality and its loss is a big one for those looking for an affordable performance car.

Thankfully, however, Hyundai has confirmed plans for a new-generation i20 N based on the new i20 that was recently revealed. It won’t be quite the same as before – hybrid power has been added to the mix for the first time.

Firepower for the new i20 N is expected to come from a 1.6-litre four-cylinder turbo-petrol engine, as before, but this time coupled to a clever twin hybrid motor transmission engineered in-house by Hyundai. The transmission can reportedly handle up to 224kW of power and 380Nm of torque, which will give Hyundai great potential for impressive grunt for the new version.

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For reference, the current i20 N develops 150kW and 275Nm from its non-hybridised 1.6-litre turbo-petrol engine, which is enough grunt for a claimed 6.7-second 0-100km/h sprint time. A six-speed manual transmission is the only available transmission, with a dual-clutch ‘box not offered, unlike in the larger i30 N.

The new, compact drivetrain set-up will incorporate two motors: A P1 unit, which acts as a starter/generator and can add torque into the driveline, and a P2 motor which can provide electric drive to the wheels and harvest regenerative braking energy for the battery.

The new i20 N is a project for Hyundai’s global R&D boss Manfred Harrer, who previously worked at BMW and Porsche. “We need this entry-level car back for our fans,” explained Harrer. “It’s hybridised and the prototypes are already running. It’s not so far out.”

Hyundai’s N Performance brand has been a massive success, especially given that many other brands have shied away from performance cars. The i30 N hot hatch has sold well, and the Ioniq 5 N and Ioniq 6 N have given electric vehicles far more engaging driving experiences. But they are quite expensive priced at $115,000 plus on-road costs, so the new i20 N will continue to give enthusiasts an affordable choice for a new performance car.

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As for the i20 itself, a new generation was recently revealed for the Brazilian market in a higher-riding form (above), something that may not translate to the European-spec i20 when its revealed soon.

Hyundai Australia is yet to confirm if the next i20 N will be sold locally, but considering that Australia and New Zealand have been the car’s only markets since 2024, it’s quite likely that we’ll see it eventually.

The number one selling car in China, the Geely EX2 electric hatchback, has been approved for the Australian market by the federal government.

The Chinese brand has already confirmed the compact hatchback although it is still to confirm local pricing and specification.

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However, documents filed with the Australian government (sighted by Whichcar by Wheels) now offer a glimpse into what to expect when local deliveries begin in the third quarter (July to September) of this year.

A rival to the likes of MG’s recently-launched MG4 Urban and the BYD Dolphin, the Geely EX2 is likely to cost around $30,000.

The documents reveal that two powertrain options will be making their way into local showrooms – a 60kW electric motor for the entry-level model or a more powerful 85kW motor for the rest of the range. All models are rear-wheel drive.

Not revealed by the government’s documents are battery sizes. But looking to the EX2’s home market of China (where it amassed sales in excess of 465,000 last year), two battery sizes are offered –  30kWh with a claimed driving range of 310km on the more lenient Chinese testing protocols (CLTC), and a larger 40.16kWh with a CLTC derived range of 410km.

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Other key details revealed by the government’s approval documents show multi-link suspension all round, 16-inch wheels, disc brakes front and rear, and overall dimensions – 4135mm long, 1805mm wide, 1580mm tall and sitting on a 2645mm wheelbase, smaller in length than both the BYD Dolphin and MG4 Urban.

Geely currently sells only two models in Australia, both medium SUVs – the electric EX5 and plug-in hybrid Starray. However, May sales data from the Federal Chamber of Automotive Industries reveals that the Chinese challenger brand has already racked up sales of 7463 this year, its most popular model the electric EX5 (4453 sales).

The headline story from the release of the new PV5 was always going to be price – and for business owners, that’s a good thing. Starting at $55,990 before on-road costs, the PV5 is very deliberately priced to go head-to-head with the likes of Toyota HiAce and Hyundai Staria – segment favourites that have diesel powertrains. It’s the first time a mainstream manufacturer has made that leap, with the PV5 some $14,000 cheaper before on-road costs than the ID. Buzz Cargo.

What that means is if you want an electric van, price isn’t the barrier it might have been. Post purchase, the cost of ownership is also a strong point for the PV5, sidestepping fluctuations in fuel pricing and with cheaper running costs across the life of the van. If you’re running a fleet, as many businesses are, that’s a good thing.

As the PV5 rolls out, there will be plenty of options available, not the least of which are specific load area fit-outs from local manufacturers tailored to suit your business needs. At the launch, we looked at a PV5 that had been set up for an electrician and the quality of the fit-out was excellent.

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For comparison, at the time of the PV5 launching, Volkswagen had shaved $10,000 off the smartly-styled ID. Buzz Cargo, which now starts from $69,990 before on-road costs. Over in the conventional van segment, a HiAce diesel with an automatic transmission started from $55,990 before on-road costs and the Hyundai Staria started from $53,880 before on-road costs.

While an electric van won’t work for all tradies or small business owners, those who want one can avoid an eye-watering price tag to park one in the workshop or warehouse. It’s a smart move from Kia, determined to remove as many obstacles as it can from the purchase of an electric commercial vehicle.

Standard features include the Clear White exterior and Deep Navy cloth interior, 16-inch steel wheels with covers, LED headlights and DRLs, a 7.5-inch driver’s display, 12.9-inch infotainment screen, wireless phone charging, side-hinged rear doors, vehicle-to-load charging capability, over the air updates, a tyre mobility kit, and a comprehensive list of active and passive safety equipment.

How powerful is the Kia PV5 Cargo?

Available in one specification, the PV5 Cargo is powered by a front-mounted, single electric motor, and hence FWD. While some have opted for RWD, Kia is adamant that the FWD layout – on the manufacturer’s dedicated E-GMP.S platform, makes for a more flexible rear load space despite the presence of a hefty battery.

On that subject, there’s a 71.2kWh battery pack, with the electric motor sending 120kW and 250Nm to the front tyres. Claimed range is as far as 416km on the combined cycle, with a claimed energy consumption of 19.1kWh/100km. Unladen, around town in regular city traffic, we saw a live reading consistently in the low 17 range.

Kia quotes cargo space at 4420 litres of useable space, a kerb weight of 1910kg and a maximum payload of 740kg. Those numbers are competitive with the other electric vans – of a similar size – currently on sale.

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How fast can the Kia PV5 Cargo charge?

The PV5 can be charged at home on a regular power point or wall box, or at a public fast charger. It’s a pretty hefty battery pack though, so if you’re parking the van at home overnight, we would recommend a wall box.

On a 350kW fast charger – at the PV5’s maximum intake rate of 128kW – you’ll be able to charge it from 10 to 80 per cent in around 30 minutes. With an 11kW wall box and AC charging, the PV5 will get from 10 to 100 per cent in approximately six and a half hours.

The wall box I use at home inputs almost 7kW regularly, so you could round that time out to nine hours or so on even the most cost effective home charging set up.

For the sake of the exercise, and because we get asked so often, if you plugged the PV5 into a regular powerpoint at home with the battery completely flat, given the 2.5kW average output rating it would take approximately 28 hours to get to 100 per cent. That said, if you own an electric van – or a fully electric vehicle of any kind really – installing a wall box at home is the smartest move you can make.

How energy efficient is the Kia PV5 Cargo?

As noted above, Kia claims a range of 416km from the 71.2kWh battery pack, with combined energy consumption of 19.1kWh/100km. You may better that claim around town in stop/start traffic, such is the smarts of the regenerative braking system (controllable via paddle shifters), but you’ll also use more on a prolonged freeway run. We saw live readings below the claim on the city part of our launch drive, indicating that those of you who drive primarily around town will potentially better the 416km range claim.

Interestingly, on public roads in Germany, the Kia PV5 set a Guinness-verified world record by covering 693.38km on a single charge while carrying its maximum permitted payload. I’m not suggesting you’ll achieve that in regular driving, but it’s a stat worth noting.

Is the Kia PV5 Cargo practical?

In short, yes. There’s a cleverness to the way Kia has designed the PV5 that maximises the space on offer, and hides, as best as possible, the heft and size of the battery pack. Some of that comes from the reality of using a dedicated electric platform, rather than an internal combustion platform modified to suit the application, but a lot of it comes down to the practicality of the design and execution.

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Access to the load space at the rear is via side-hinged doors, which to my mind are more practical than the top-hinged version. As the owner of a Hyundai iLoad that I use to move heavy items often, I’m torn on the top-hinged door I have. It shelters me from the rain, but it’s a pain to tuck under and annoying when a forklift is required. If I had my time again, I’d go with the side-hinged doors that the PV5 has.

With a raised floor, you’ll be able to avoid the wheel arches, but even with them in play, space is useful. The taller door openings, side and rear, mean tall people can climb in and out easier, and combine with the lower floor height to make access as easy as it can be.

The rear cargo space measures in at 2255mm long, 1565mm wide and 1520mm high (maximum dimensions). Keep in mind that width measurement is narrower when you measure between the wheel arches.

Cabin amenity and ergonomics are excellent, with only a couple of hard plastic surfaces and the lack of adjustable seatbelts letting the PV5 down. It’s an otherwise familiar Kia cabin execution from behind the wheel, ensuring the PV5 is as enjoyable to drive as it is practical. There’s storage where you want it, the infotainment screen is huge, and forward visibility is excellent.

While the lack of a rear window – even as an option – might be a concern for some, the high-res camera system means you quickly get used to it. Parking and manoeuvring the PV5 is a cinch in town. PV5 is quiet inside the cabin, too, even at highway speed.

On the road, the headline 120kW and 250Nm power and torque figures are more than enough to tackle the daily grind faced by tradies, small businesses and delivery drivers.

With a WLTP-claimed 416km (which you should be able to get close to in the city), it’s useful, too, and the vehicle-to-load capability means tradies can charge their cordless tool batteries on the go.

A factor that comes in for mention here is the local suspension tune – as per the Kia passenger car brief. Shocks, springs, bushes and electronic mapping have all been tweaked to deliver a more Australian-required ride and handling combination. Having not driven the PV5 without the tune, it’s hard to know what the Kia Australia engineering team started with, but the result is excellent. The steering has a heft to it that some electric vehicles lack, removing the computer-game disconnected feel you might expect. Low speed stuff is still easy, though.

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On the road, the PV5 impressed unladen and then with 400kg strapped into the load space. It’s ability to soak up sharp edges and speed humps is as good as any conventional van I’ve tested, laden or unladen. The ride quality really did surprise, in what could otherwise feel like a heavy vehicle, given the weight of the battery pack.

PV5 remained comfortable and quiet at any speed, and those of you who don’t carry a lot of weight in the back, won’t feel like you need to in order to settle the ride down. We liked the steering and brake response at launch, and the regenerative braking – which you control via paddle shifter – doesn’t feel disconnected or too sharp. A van is a tool of trade more than enjoyment, but so far as commercial vans go, the PV5 is a good one to drive.

What warranty covers the Kia PV5?

The new PV5 gets a Platinum overall rating and a performance score of 91 per cent, so for the safety conscious buyer, it ticks that box. It’s covered by Kia’s seven-year/150,000km commercial vehicle warranty, which includes the battery pack and motor components. Kia also offers capped price servicing, which is required every 24 months or 30,000km, out to eight years. That will cost $2423 across the first eight years of ownership.

Should I buy the Kia PV5?

The new PV5 isn’t just a quality electric van. It’s a quality van in any company. And while the Volkswagen ID. Buzz set the tone for what an electric van could be, the PV5 has changed the game with much sharper pricing. Beyond that, it’s excellent to drive, and provides a strong life of ownership equation. With the price barrier removed, inner city businesses would be well advised to take a look at the PV5.

Kia PV5 standard equipment

• 16-inch steel wheels with hubcaps
• LED headlights
• LED DRLs
• 7.5-inch driver display
• 12.9-inch infotainment screen
• Cloth seats
• Driver seat lumbar
• Wireless phone charging
• Dual sliding doors (manual)
• Twin swing rear doors
• Paddle shifter region braking
• Column shifter
• Smart key and push button start
• Electronic park brake
• Two USB-C chargers
• Interior V2L outlet
• Rain sensing wipers
• Over the air updates
• Smart Cruise Control
• Surround View Monitor
• Blind-Spot Monitor
• Intelligent speed limit assist
• Highway driving assist
• Blind Spot Collision Avoidance
• Parking distance warning
• Rear view camera
• Driver monitoring camera
• Centre Side airbag
• Exterior V2L adaptor

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Kia PV5 specs

Few names carry as much weight in Australian motoring history as Torana. Produced from 1967, the Torana was one of our country’s most celebrated performance cars. Whether it was the XU-1s taking the fight to larger V8s at Bathurst or the awesome A9X, the Torana was, like the Commodore, far more than just another Holden.

Today, more than half a century after the first Torana arrived, the name remains one of the most revered among enthusiasts. Which begs the question: what if Holden had survived and decided to bring it back? Enter the fictional 2026 Holden Torana range. We used AI to design a Torana range for 2026, including its design, model range, drivetrain availability and even pricing for the Australian market.

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The design that AI rendered combines design cues from the original models with modern touches. Rather than directly copying the shape of the original LC, LJ or LX Torana models, the 2026 version uses the same low bonnet, wide stance and muscular rear haunches and applies it to a larger and more modern shape.

At the front, the the circular LED headlight signature is instantly recognisable. Framed within a broad grille carrying ‘TORANA’ script, the headlights instantly recall the Toranas of the 1970s. Large cooling ducts, a deep front splitter and sculpted bonnet vents signal the performance potential underneath.

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From the side, the 2026 model uses classic rear-wheel-drive proportions with a long bonnet, set-back cabin and broad shoulders. The coupe features a sweeping fastback roofline, while the sedan and – most shockingly for Torana fans – wagon introduce additional practicality without sacrificing stance.

According to AI, the rear design is “equally dramatic.” There’s full-width LED lighting stretching across the tailgate, while pronounced rear guards, quad exhaust outlets and an aggressive diffuser give more clues to its performance.

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Inside the 2026 Holden Torana, AI says that the cabin “blends Australian nostalgia with modern technology.” Its twin digital displays provide modern functionality, but the graphics intentionally reference the circular instrumentation of classic Torana models. Physical climate controls remain for ease of use, while premium materials, contrast stitching and Holden lion embossing throughout the cabin create unique character.

One idea from AI that we particularly like is that when you select Track Mode, the digital cluster transforms into a modern interpretation of the famous A9X dashboard with a big central tachometer, shift lights across the top, a lap timer and tyre temperature information.

The Torana’s rear seat “offers genuine usability rather than serving as an afterthought.” In the sedan and wagon forms, adults can comfortably fit in the second row, while the wagon also introduces additional legroom and a panoramic glass roof that floods the cabin with natural light. AI designed the wagon’s boot to hold “around 600 litres of space”, expanding to around 1800 litres with the rear seats folded.

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As for the model line-up, AI envisaged the LS as the entry-level car, the SS-H and GTR-X in the middle and a GTR-X Bathurst Edition as a limited edition at the top. The LS is priced from $45,990 plus on-road costs in sedan form (wagon: $48,990 +ORC, coupe: $49,990 +ORC) and uses a 220kW/400Nm turbocharged 2.0-litre four-cylinder petrol engine mated to an eight-speed automatic transmission.

Above the LS sits the SS-H, which uses a twin-turbocharged 3.0-litre V6 engine combined with a plug-in hybrid system making outputs of around 350kW/650Nm, but crucially for NVES compliance, would give an electric driving range of around 80km. Pricing for the SS-H starts at $59,990 +ORC for the sedan, $62,990 +ORC for the wagon and $63,990 +ORC for the coupe.

The GTR-X then uses a supercharged 6.2-litre V8 engine, with either six-speed manual or 10-speed automatic transmission availability. Making outputs of around 550kW and 800Nm, the GTR-X uses the pushrod architecture beloved by Holden enthusiasts but incorporates modern technology including direct injection and cylinder deactivation. A limited-slip differential would be standard equipment, as would sticky Michelin tyres, and pricing would start above $80,000 +ORC.

Finally, at the top of the Torana tree is the GTR-X Bathurst Edition, which would be priced comfortably north of $100,000 but capable of world-beating performance. It ups the GTR-X’s outputs to around 600kW and 950Nm and a six-speed manual is the only available transmission choice. Weight is reduced through the use of a carbon-fibre bonnet, carbon roof, lightweight forged wheels and thinner glass, and ‘Panorama Orange’ is the only available colour.

For many Australians, the Holden Torana represented performance, ingenuity and motorsport success, which is why it’s one of the nation’s most celebrated cars. Reimagining it as a modern coupe, sedan and wagon serves as a reminder of what our local manufacturers were capable of achieving in creating world-beating cars. Alas, we’ll likely never see something like that again, but it’s great to have some fun and imagine what our favourite cars from the past would look like today.

In a time where medium SUVs absolutely dominate Australian new vehicle sales charts, the Hyundai Tucson has carved out a reputation as one of the segment’s most compelling all-rounders. Combining handsome styling, a spacious and technology-packed cabin, a punchy yet efficient hybrid drivetrain and the value for money Hyundai is known for, the Tucson continues to be a favourite among family buyers. It was also the overall winner of Wheels Best Medium SUV 2025.

As fresh rivals arriving from every direction, however, does Hyundai’s popular SUV still have what it takes to remain near the top of the class?

How much does the Tucson Hybrid cost to buy?

There used to be quite a large line-up for the Tucson, but after a facelift the range is just nine variants, starting with the base petrol at $40,100 plus on-road costs and reaching the top-spec Premium N Line at $59,850 +ORC. We tested the upper-middle hybrid Elite N Line 2WD ($50,850 +ORC) for this review, but it’s not the Tucson we’d buy.

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2026 Hyundai Tucson pricing (plus on-road costs):

Competition is very strong in the hybrid medium SUV segment, including the Tucson’s Kia Sportage twin, the Nissan X-Trail e-Power, Honda CR-V, Subaru Forester and, of course, the big-selling Toyota RAV4. That’s before you add in lower-priced competitors like the Haval H6 and MG HS, let alone plug-in hybrids like the Chery Tiggo 7, Geely Starray and BYD Sealion 5 as well.

As with everything, we say do your research before committing to any of them and drive as many options as you can. But if you don’t, what you need to know is that the Tucson is one of the best hybrid medium SUVs you can buy in terms of overall value. But the N Line part of the model isn’t necessary because the Tucson isn’t a sports car, so why try and make it look like one? Save $1500 and go for the Tucson Hybrid Elite ($48,350 +ORC), and don’t bother with optional all-wheel drive either.

How fuel efficient is the Tucson Hybrid?

While you can still buy a 2.0-litre petrol engine in the Tucson range – it’s only available in the base model and mid-spec Elite in front-wheel drive form – we wouldn’t bother doing so because for $2750 more, the hybrid is far superior in every way. Unlike the petrol engine, the 1.6-litre hybrid is turbocharged and makes healthy 172kW/367Nm outputs, which far outgun the lacklustre petrol’s 115kW/192Nm numbers.

Not only is the hybrid significantly punchier than the petrol model, it’s also one of the most powerful mainstream medium SUVs you can currently buy. Hyundai doesn’t quote a 0-100km/h time, but we’d guess that it’s around the 7.0-second mark. It’s not only punchier than the 2.0-litre petrol engine, but it’s also a lot more fuel efficient rated at just 5.3L/100km (front-wheel drive Tucson Hybrid variants with smaller wheels use even less at just 4.9L/100km), and in the real world, we achieved 5.8L/100km.

Is the Tucson Hybrid good to drive?

The Tucson is one of the best hybrid medium SUVs to drive, bar none, and that’s thanks to its mostly comfortable ride quality, linear steering, tidy chassis and pleasing overall dynamics. The N Line’s 19-inch wheels aren’t the perfect match for sublime ride quality and bumps are felt perhaps more than you’d expect. Drop the ‘N Line’ from the model and downgrade the wheels to more comfortable 18s; that’s what we’d do.

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It’s a better handler than most of the competition though, with a nimble chassis that makes it more fun to drive than many competitors. Part of that is the steering, which strikes a Goldilocks ‘just right’ feeling and it gives you far more information than Chinese rivals. It also grips hard and goes around a corner quite well.

As for the drivetrain, it’s excellent. It’s more than punchy enough, but also refined and quite eager to rely on electric power as much as it can to reduce fuel consumption. Unlike a Toyota hybrid system, it features a geared transmission with six speeds on offer. When the engine is actually running, it’s quieter than the somewhat noisy naturally aspirated 2.5-litre engine in the RAV4 Hybrid.

As for the active safety systems, they’re mostly well behaved. Hyundai’s annoying speeding buzzer – which can mis-read speed signs and ding at you even though you’re not speeding – can be easily be muted by holding down the volume knob on the steering wheel. The active lane keeping can tug a bit much at the steering wheel too when it thinks you’re about to veer into the next lane, but that too can be easily defeated with a hold of a button on the steering wheel. That’s exactly how these systems should be.

How practical is the Tucson Hybrid?

The cabin of the Tucson is one of the best options in the medium SUV segment thanks to its spaciousness, comfort, easy-to-use tech and quality. If you’re after a medium SUV with a great interior for your family’s needs – that’s the whole point of buying an SUV, right? – the Tucson is actually where you should start because it does so much very well. There are plenty of soft touch materials used too, giving it a quality feeling throughout.

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The Tucson range uses Hyundai’s ‘ccNc’ infotainment software and that’s a good thing because it’s so easy to use and offers a lot of features – wireless smartphone mirroring, DAB+ digital radio and live services like traffic for the navigation, and even information about the weather. The six-speaker audio system is reasonable, though the Bose unit in the upper-spec Premium is punchier.

Screen quality is sharp too, and it’s quick to respond to touch, but the best part is that it features a separate section of buttons for the climate control. It’s hard to believe that’s even worth mentioning but so many competitors leave the climate control in the touchscreen and they’re all infuriatingly difficult to use at speed. The driver’s screen is a bit of a waste of space though, as it offers only one view and doesn’t feature inbuilt mapping.

Another great point about the Tucson’s interior is its storage. The door pockets are large, as is the box underneath the centre armrest, while the cup holders are large and centrally located and there’s a second layer of storage in the lower centre console too that can handle a handbag, plus an extra tray on the passenger side of the dashboard.

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Rear seat space in the Tucson is plentiful for my six-foot frame, and taller folk will be happy as well because there’s excellent leg- and headroom on offer. Features include air vents, two USB-C charging ports, two map pockets, a central armrest with cup holders and bottle holders in the doors, though no separate climate zone, heated seats or inbuilt sunshades. The rear doors open wide – though not quite as wide as an X-Trail – and the two ISOFIX points are easy to access.

The boot of the Tucson Hybrid, as we’ve previously discovered, is actually the largest in the medium SUV segment. Behind the rear seats lies a solid 582 litres of space, but folding the rear seats unlocks a massive 1903 litres in total. Its practicality is aided further by a dual-level floor, some extra storage and remote releases to fold the rear seats. The electric tailgate can also be set to open automatically when standing next to it with the key.

How much does the Tucson Hybrid cost to service?

Five years of servicing the Tucson costs $2290, or $458 per year on average, which is not bad in the segment, though its short 10,000km service intervals are 5,000km shorter than rivals like the RAV4.

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For warranty, Hyundai covers the Tucson with a five-year/unlimited km warranty, which is extended a further two years in total if the vehicle is serviced through a Hyundai dealership. That’s a bit disappointing given that many Chinese rivals offer at least seven years of warranty no matter where they’re serviced. The hybrid battery is also covered by a separate eight-year/160,000km warranty.

Should I buy a Hyundai Tucson Hybrid?

Considering its fierce all-round ability, it’s pretty easy to see why we chose the Tucson as the best overall medium SUV in 2025. It does everything quite well: It’s spacious, good value for money, well equipped, good to drive, punchy but fuel efficient, quite large in the boot area and relatively affordable to maintain.

Counting against it are the slightly naggy active safety features, short 10,000km service intervals, that the sixth and seventh years of warranty are conditional. In this case, the N Line package adds little to the overall package and we don’t think it’s worth the extra $1500 outlay. But minus the N Line and the Hyundai Tucson is an excellent product, in fact, it’s the first vehicle we’d be considering if were after a hybrid medium SUV.

Tucson Hybrid Elite N Line standard features:

• 19-inch alloy wheels (with a space-saver spare wheel)
• Dusk-sensing automatic LED exterior lighting
• Rain-sensing automatic wipers
• Keyless entry with push button start and remote start
• Phone key functionality
• Roof rails
• Heated and auto-folding mirrors
• Electric tailgate with easy open functionality
• Leather steering wheel with paddle shifters
• Suede and leather upholstery
• 10-way electric driver’s seat
• Heated front seats
• Dual-zone automatic climate control with rear air vents
• 12.3-inch digital driver’s display
• 12.3-inch touchscreen with over-the-air updates
• Wireless Apple CarPlay and Android Auto
• Satellite navigation with live traffic
• Bluelink live services
• AM/FM/DAB+ digital radio
• Six-speaker sound system
• 4x USB-C ports
• Wireless phone charger
• 7x airbags
• Autonomous emergency braking with car, pedestrian, cyclist, direct oncoming and intersection monitoring
• Lane keeping assistance with adaptive lane guidance
• Adaptive cruise control with stop and go functionality
• Blind-spot monitoring (with braking)
• Rear cross-traffic alert (with braking)
• Safe exit warning
• Driver attention monitoring
• Traffic sign recognition
• Matrix adaptive high beam
• Front and rear parking sensors
• Reversing camera
• Anti-theft alarm
• Tyre pressure monitoring

Tucson Hybrid Elite N Line specifications:

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

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

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

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

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

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

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

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

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

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

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

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

Scoop! Holden secret concept car.

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

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

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

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

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

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

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

Toyota Camry

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

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

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

Kia Carnival Hybrid

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

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

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

Skoda Superb Select PHEV

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

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

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

BYD Seal 6

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

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

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

Honda Accord e:HEV RS

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

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

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