One of Sydney’s most notorious traffic bottlenecks is a step closer to being transformed, with work progressing on a $200 million upgrade to the intersection of Homebush Bay Drive, Australia Avenue and Underwood Road at Sydney Olympic Park.

Often dubbed Sydney’s – and even Australia’s – worst roundabout, the multi-lane intersection outside the Direct Factory Outlet (DFO) shopping centre has long been a source of frustration for motorists, particularly during weekday peak periods, weekends and major events at Sydney Olympic Park.

The Australian and NSW governments have jointly committed $200 million to replace the existing roundabout with a signalised intersection designed to improve traffic flow, reduce congestion and enhance safety for motorists, pedestrians and cyclists.

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According to Transport for NSW, the project aims to “ease congestion, increase safety, and improve travel times and connectivity to Sydney Olympic Park and Homebush for all road users”. Investigation work began earlier this year, including utility and geotechnical investigations, soil and groundwater sampling, and drilling at the intersection and surrounding areas.

Transport for NSW says construction planning is continuing following community consultation on proposed designs, with the preferred option featuring traffic lights and additional turning lanes to better manage the heavy traffic volumes.

The intersection carries almost 5000 vehicles every hour during weekday peak periods and has recorded 41 crashes between 2019 and 2023, highlighting longstanding safety concerns.

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A Transport for NSW spokesperson told Yahoo News the project is intended to provide “safer and more efficient travel for all road users” while improving access to Sydney Olympic Park, Homebush and surrounding destinations, with work progressing through the planning and design phases.

As part of the early works program, Transport for NSW carried out up to 15 daytime and 20 night shifts of investigation work between April and June 2026. Temporary lane closures, reduced speed limits and traffic control measures were put in place while crews completed site investigations, with most work scheduled overnight to minimise disruption.

The project represents the latest attempt to fix one of Sydney’s most heavily criticised intersections, which has become synonymous with lengthy queues, difficult lane changes and delays for shoppers, commuters and event traffic alike. Once complete, the upgrade is expected to significantly improve traffic flow through one of western Sydney’s busiest road junctions.

While Australians continue to buy electric vehicles (EV) and plug-in hybrids (PHEV) in record-breaking numbers, one region of Australia is accelerating the uptake.

Nationally, almost one in every four new cars sold in June was an EV while plug-in hybrids accounted for around 12 per cent of new car registrations. That translates to around 37 per cent of the new car market in June, according to data obtained from the Federal Chamber of Automotive Industries and the Electric Vehicle Council.

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Leading the way, certainly in percentage terms, is the Australian Capital Territory where 55 per cent of all new registrations in June were either an EV or PHEV. 

That makes the ACT the first state or territory in Australia where plug-in vehicles have outsold internal combustion vehicles (ICE).

According to data released by the ACT government’s Zero Emissions Vehicle Strategy Implementation initiative, 43 per cent of all new car registrations in June were full battery-electric while plug-in hybrids accounted for a further 12 per cent.

Of course, the raw numbers are low, with the ACT posting a total of 2169 sales across all types of vehicles for the month. Nationally, Australians bought just over 140,000 new cars in June.

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The ACT has long been at the pointy end of EV uptake, thanks in part to generous government incentives dating back to 2015 including stamp duty waivers, lower registration fees, zero interest loans and even road privileges where EVs are able use T2 and T3 transit lanes regardless of the number of occupants.

According to government data, by the end of June there were over 17,000 registered electric vehicles on ACT’s roads, accounting for around five per cent of all registered vehicles. That’s double the national average which sits at around two per cent, according to the most recent data from the Electric Vehicle Council.

If you’re a car maker and don’t offer a small SUV, your chances at big sales are low. Small SUVs remain one of Australia’s most congested new car segments, but few have enjoyed the long-term success of the Hyundai Kona. Constantly ranked among the country’s best-selling small SUVs despite the threat from newer brands and newer models, the Kona has built a strong reputation for value, a good driving experience and wide range of choice.

Hyundai has recently revised the line-up with a new Hybrid Elite variant, which slots between the entry-level and top-spec Premium to offer extra equipment for those whose budgets don’t stretch all the way to the top. Is this new mid-spec Elite the sweet spot of the Kona range or are buyers better off looking elsewhere in the range?

How much does the Kona Hybrid cost to buy?

Prices for the 2026 Kona range start at $33,700 plus on-road costs for the entry-level petrol, $39,950 +ORC for the hybrid reviewed here and $46,000 +ORC for the Kona Electric. Small SUVs are selling well with all types of propulsion, so giving them the choice of petrol, hybrid and electric in one model is great.

As for model availability, base model (eponymously named ‘Kona’), new mid-spec Elite and top-spec Premium are available with each fuel type, and in both Elite (non-electric) and Premium spec, a sporty-looking N Line package is available as well.

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For this review, we tested the new Elite spec with the popular hybrid drivetrain, priced at $39,950 plus on-road costs or around $45,000 driveaway depending on location. Before the Elite arrived, there was a huge gap in both price and equipment between the base model and Premium. We think the whole Kona range could be a bit more affordable, but the price threshold for buyers wanting features like leather trim is now lower.

For only $3000 more than the base model, the extra big ticket equipment items of the Elite include larger 18-inch alloy wheels, leather upholstery, heated and electrically adjustable front seats, an auto-dimming rear mirror and rain-sensing wipers.

What does the Premium (costing $6000 more) add? A sunroof, upgraded LED lighting, ventilated front seats, memory for the driver’s seat, heated outboard rear seats, a heated steering wheel, sat-nav, Bose audio, an electric tailgate and 64-colour interior ambient lighting. Is it worth the extra spend? That’s up to buyers, but we think the Elite represents the best value in the Kona range.

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

There are an abundance of hybrid rivals to the Kona, including the Toyota Corolla Cross, Honda HR-V, Kia Seltos, Nissan Qashqai, and Chery C5. We think that the Kona Hybrid Elite provides a compelling argument for value in the segment – it’s priced at under $40,000 before on-road costs, but offers a lot of standard equipment for the money.

How fuel efficient is the Kona Hybrid?

The growing popularity of hybrids is not only about fuel efficiency – they also generally give buyers superior performance as well. The Kona is a great example of that – the 110kW/180Nm 2.0-litre petrol engine is a fine performer, but the 104kW/265Nm 1.6-litre hybrid is not only more fuel efficient but its instant 170Nm low-end torque from the electric motor makes it more spritely off the line. It’s mated to a six-speed dual-clutch automatic transmission and sends power to the front wheels only, whereas the petrol is mated to a CVT.

The claimed combined fuel consumption for the Kona Hybrid Premium is just 3.9L/100km with CO2 emissions of 89g/km, which are healthy improvements of 2.7L/100km and 61g/km respectively over the 2.0-litre petrol model. In our testing of both urban and highway driving, we achieved a positive 4.3L/100km result. Running costs are further helped in that the Kona can run on 91RON regular unleaded, while its 38-litre fuel tank is 9L less than the petrol Kona and relatively small – a full fill won’t cost too much and it’ll easy last for over 800km.

Is the Kona Hybrid good to drive?

We really like the hybrid drivetrains on offer at Hyundai and sister brand Kia, be it the 1.6-litre used in the i30 Sedan and Kona, the turbocharged 1.6-litre in cars like the Sportage and Santa Fe or the new 2.5-litre used in the Palisade, they’re all quite refined, perform well and are capable of impressive fuel efficiency. Because they feature geared transmissions too, unlike the e-CVT in a Toyota hybrid, they’re more engaging to drive, which we think that enthusiasts will appreciate.

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Aside from low speeds when the electric motor does a lot of the propulsion heavy lifting, and the regenerative braking and engine switching off when braking, it feels largely like a regular Kona to drive. It’s also more refined than a Toyota hybrid system thanks to the gearbox, which doesn’t send revs flaring when acceleration is called for. Dual-clutch gearboxes are known for jerkiness, but the electric torque at low speeds helps the Kona smoothen the ride accelerating from zero.

The Kona Hybrid Elite offers a mature driving experience for the small SUV class, with a generally compliant ride quality, though it can be a bit sharp at lower speeds thanks to the larger 18-inch wheels compared with the 17s on the entry-level model. The extra 70kg heft of the hybrid also means that it’s not quite as comfortable as the petrol drivetrain, but you’d be hard pressed to tell the difference. The steering is quick and nicely weighted, and it’s a good handler for a small SUV too.

Road noise levels in the hybrid are a bit louder than some competitors, but its visibility is expansive and the safety systems are mostly well tuned. The annoying active speed limit warnings are now quieter and easy to defeat by holding the volume button on the steering wheel, though they still grate because they aren’t accurate. The lane keeping assistance is well tuned and the adaptive cruise control is very easy to set, though we wish the Elite featured the Premium’s 360-degree camera.

How practical is the Kona Hybrid?

Small SUV buyers tell us that they want good levels of practicality but mixed with dimensions that aren’t huge, and we think the Kona is a great example of that. It measures a relatively small 4350mm on the outside, but the interior is surprisingly spacious and it’s clear that Hyundai thought a lot about how its owners will use it.

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We love the open centre console storage, big cup holders and the very effective wireless phone charger, while behind it is a centre armrest with storage below it, as well as reasonable door pockets, a big glovebox and a cloth-lined tray on the dashboard fascia. In a win for ease of use, the AC controls are separate from the touchscreen and are very simple to use.

One area we still think needs improvement, however, is the quality of the materials used, which are still plasticky and the only bit of soft touch is used on the door cards. An extra layer of finishing, such as a synthetic leather material on the tops of the doors and dashboard would make it feel more luxurious inside.

In the centre of the Kona’s cabin is a 12.3-inch touchscreen with Hyundai’s current ‘ccNc’ infotainment software. It’s an impressive system that’s quite easy to use, while screen quality is sharp too, though it could be a bit brighter so that icons stand out more from each other. The Elite doesn’t feature inbuilt sat-nav, but wireless and wired Apple CarPlay and Android Auto do feature, as well as digital radio and connected services as well.

The rear seat space is also a big improvement over the previous Kona, and is one of the roomiest in the segment. Two six-footers will be more than comfortable thanks to good knee -and headroom, while the seatbacks also recline for greater comfort. Amenities include two USB-C ports, air vents, a centre armrest with cup holders, two map pockets and reasonable door storage. Child seat provisions include two ISOFIX points and three top-tether points, while the doors open reasonably wide too.

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The Kona Hybrid’s cargo capacity is 407 litres with the seats up and 1241 litres with them folded, which is generous for the segment. There are also hooks, an adjustable floor height and under-floor storage, as well as a temporary space-saver spare wheel. The Elite misses out on the electric tailgate of the Premium, but the tailgate itself is quite light and easy to operate.

Is the Kona Hybrid expensive to service?

The Kona range is covered by a five-year/unlimited km warranty that’s extended to seven years in total if serviced at a Hyundai dealership in that time. The hybrid battery is then covered by a separate eight-year/160,000km warranty, and its service intervals are annual/every 15,000km (whichever comes first).

Servicing the Kona Hybrid is surprisingly expensive at $3176 over the first five years, or $635 per year. Buyers can choose to pre-pay that figure at the time of purchase to incorporate it into their finance payments, but it’s still not cheap. Servicing a Nissan Qashqai e-Power, for example, costs just $1995 over the same time period and a Honda HR-V is even less at just $995.

Should I buy a Hyundai Kona Hybrid Elite?

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Overall, the Hyundai Kona remains one of the best small SUVs you can buy, and we think it shines particularly well in new Hybrid Elite form. With the new mid-spec model, Hyundai has made the desirable added features like leather trim, heated seats and larger 18-inch wheels more accessible than before, and we think the $3000 step up from the entry-level model is well worth it.

Aside from its specifications, the Kona Hybrid appeals with its fuel efficient but peppy hybrid drivetrain, mature driving experience, very practical cabin for a small SUV and small exterior dimensions that make it easy to drive in town. A solid and reliable model in the small SUV segment, the new Elite spec has made it that much better.

Kona Specifications:

Ahead of local showroom arrivals from later this month, Australian pricing and specifications for the new Geely EX2 electric hatchback have been announced. Priced from just $26,490 plus on-road costs for the entry-level Complete model, the EX2 will be the second cheapest electric vehicle in Australia. Two models will be offered in the EX2 range with up to 345km of WLTP-rated range.

The EX2 sits on the same ‘Global Intelligent New Energy Architecture’ (GEA) platform as its larger EX5 and Starray siblings, and unlike front-wheel drive rivals such as the MG 4 Urban and BYD Atto 1, it’s actually rear-wheel drive.

The EX2 has also “been engineered with driving enjoyment in mind” and Australian-spec models of feature a ride and handling tune developed in collaboration with Geely Technology Europe (formerly Lotus Tech Innovation Centre GmbH) to better meet the preferences of European and Australian drivers.

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Two battery sizes are available in the EX2, with both using LFP chemistry. The entry-level EX2 Complete features a 35.3kWh battery for a claimed WLTP-rated range of 252km, while the Inspire upgrades to a larger 47.1kWh unit for a claimed 345km of range.

Geely says that the smaller battery can be DC fast charged at up to 60kW, which is increased to 80kW in the larger one, and both can be AC charged at up to 6kW. For performance, the EX2 Complete uses a 60kW/150Nm electric motor, and the Inspire an 85kW/150Nm one instead.

The EX2 measures 4135mm long, 1805mm wide, 1580mm tall and rides on a 2650mm-long wheelbase, making it around 50mm longer than the current Mazda2. It features a large 70-litre front boot, while its rear boot measures 375 litres with the rear seats up and 1320 litres with the rear seats folded. Geely says that it also features a lot of interior storage, including a 10-litre sliding glovebox.

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The EX2 starts at $26,490 plus on-road costs for the entry-level Complete, and standard features include 16-inch steel wheels, dusk-sensing automatic LED lighting, synthetic leather trim, electric front seat adjustment, an 8.8-inch digital driver’s display, a 14.6-inch touchscreen with wireless Apple CarPlay and Android Auto, live services for two years and a long list of safety kit.

Above the Complete is the $30,990 +ORC Inspire, which adds the larger battery and more powerful motor, alloy wheels, heated front seats and a heated steering wheel, black contrasting roof, rain-sensing wipers, an electric tailgate and a 360-degree camera with a transparent view.

Geely has also announced a launch offer for the EX2, which will be available from 12 July to 31 August 2026. Customers who order and take delivery of an EX2 during this period will receive a complimentary 7kW home EV charger and premium paint upgrade. Eligible buyers can also benefit from a 0.68 per cent comparison rate on a 36-month finance term.

As with other Geely products in Australia, the EX2 is covered by a seven-year/unlimited km warranty with an eight-year/unlimited km warranty for the battery and up to seven years of roadside assistance.

2026 Geely EX2 pricing (excluding on-road costs):

• Complete: $26,490
• Inspire: $30,990

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Geely EX2 Complete standard equipment:

• 16-inch steel wheels with aero covers
• Dusk-sensing automatic LED exterior lighting
• Electric front seat adjustment
• Synthetic leather upholstery
• Automatic climate control
• 8.8-inch digital driver’s display
• 14.6-inch touchscreen
• Geely Connected Services (two-year subscription with 2GB of data included each month)
• Wireless Apple CarPlay and Android Auto
• Four-speaker sound system
• Eco, comfort, sport and snow driving modes
• Access to the Geely App to remote access to various vehicle functions including door and window control, climate control, vehicle status monitoring, scheduled charging and more
• 7x airbags
• Autonomous emergency braking with forward and rearward collision warning and evasive manoeuvring assistance
• Adaptive cruise control with adaptive lane guidance and automatic lane changing
• Lane keeping assistance
• Blind-spot monitoring
• Front and rear cross-traffic alert (with braking)
• Traffic sign recognition
• Door open warning
• Driver fatigue monitoring
• Rear parking sensors
• Reversing camera

Inspire model adds to Complete:

• Larger battery and more powerful motor
• 16-inch alloy wheels
• Contrasting black roof colouring
• Power tailgate
• Rain-sensing automatic wipers
• Heated front seats and steering wheel
• 256-colour cabin ambient lighting
• Two extra speakers (six in total)
• Illuminated sun visors
• Decorated metallic accents
• 360-degree camera with transparent view

Volkswagen’s ambitious restructuring plans have suffered a setback after the company’s supervisory board rejected key elements of a proposed overhaul, although the German car giant is still pushing ahead with plans to simplify its model range and reduce production capacity.

According to Reuters, Volkswagen management failed to win approval for its most far-reaching proposals – including potential factory closures and additional job cuts – after labour representatives on the supervisory board voted against the plan by 12 votes to seven.

The proposals reportedly included cutting up to 100,000 jobs across the Volkswagen Group and closing four German factories as chief executive Oliver Blume attempts to improve competitiveness amid slowing demand, rising Chinese competition and the financial impact of US tariffs.

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While those measures have effectively been put on hold for now, Volkswagen has reaffirmed broader objectives that do not require supervisory board approval, including reducing production capacity, streamlining its sprawling model range and trimming investment spending.

Earlier reports suggested Volkswagen planned to halve the number of vehicle models offered across brands including Volkswagen, Audi, Skoda and Cupra, while significantly reducing the number of variants and option combinations to lower manufacturing complexity.

Like many established carmakers, Volkswagen is under increasing pressure from lower-cost Chinese rivals, weakening demand in Europe and the cost of US import tariffs. The company has also seen profit margins fall sharply since 2021, prompting management to target a reduction in annual production capacity from 10 million to nine million vehicles.

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Volkswagen has not confirmed reports of specific factory closures or the scale of potential workforce reductions, and analysts say the latest supervisory board meeting produced few concrete decisions beyond reiterating the company’s long-term goals.

“There was no indication of progress towards an agreement having been reached” on factory closures or large-scale job cuts, Jefferies analysts said following the meeting, while Bernstein analysts described Volkswagen’s announced strategy as “long on ideals, but very short on specifics.”

Volkswagen Group owns brands including Volkswagen, Audi, Skoda, Cupra, Bentley, Lamborghini and Porsche, and continues to face mounting pressure to reduce costs while investing heavily in electrification and software development.

Genesis Australia has announced local pricing and specifications for the new high performance GV60 Magma, which is the first product from its new Magma performance sub brand. The GV60 Magma uses the underpinnings of the Hyundai Ioniq 5 N and 6 N, but dresses them up in a more luxurious and premium suit. The new Magma follows on from the introduction of the facelifted GV60, which went on sale locally last month.

In Australia, the GV60 Magma is priced from $130,000 plus on-road costs, making it $15,000 more expensive than the Hyundai twins, and $41,700 above the regular GV60. However, compared with the regular GV60, the Magma uses a dual-motor all-wheel drive drivetrain making 448kW of power and 740Nm of torque, numbers which are increased to 478kW/790Nm when Boost Mode is activated.

That’s enough output to make the GV60 Magma quick off the line. It sprints to 100km/h in just 3.4 seconds, to 200km/h in just 10.9 seconds and a top speed of 264km/h. Under the body is an 84kWh lithium-ion battery that’s good for a claimed 425km of WLTP range.

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Like the Hyundai N twins, the GV60 Magma uses many features aimed at increasing driver enjoyment, including the aforementioned Boost Mode, a drift mode, an electronically controlled limited-slip differential, adaptive suspension and, most important of all, Virtual Gear Shift, which introduces fake engine noises and fake gears. However, unlike the N twins that use fake noise replicating a turbo-four, the GV60 Magma replicates a high-revving six cylinder engine.

Other new features for the GV60 as part of the Magma transformation include 21-inch alloy wheels with Pirelli P Zero tyres, body changes with sportier styling, the huge rear spoiler and, as the halo colour for the Magma brand, availability of the hero Magma Orange colour.

Inside, the Magma uses the same interior layout as the regular GV60, though adds a number of sportier details. The huge 27-inch OLED touchscreen features a Magma skin, as well as Magma mode menus to adjust the driving dynamics, while there are also sports seats with power adjustment. Suede and leather upholstery with checkered patterns also features, as well as orange stitching.

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The GV60 Magma is loaded with standard features, including dusk-sensing automatic LED exterior lighting with adaptive high beam, rear privacy glass, a panoramic roof, a suede headliner, ambient lighting, electric seat adjustment with heating and ventilation, a head-up display, 17-speaker Bang & Olufsen audio and safety kit such as 10 airbags, semi-autonomous highway driving capability and a 360-degree camera.

2026 Genesis GV60 pricing (excluding on-road costs):

The updated Genesis GV60 range is now entering local Genesis dealerships ahead of local deliveries commencing soon.

GV60 Magma standard features:

• 21-inch alloy wheels with Pirelli P Zero tyres
• Dusk-sensing automatic LED exterior lighting with front and rear daytime running lights
• Rain-sensing automatic wipers
• Keyless entry with push button start, remote start, remote smart parking and digital key functionality
• Fingerprint authentication system
• Panoramic sunroof
• Rear privacy glass
• Dual-zone automatic climate control
• Suede and leather upholstery
• 10-way driver/8-way front passenger electric seat adjustment
• Heated and ventilated front seats, heated outboard rear seats
• Heated leather steering wheel
• 27-inch OLED display incorporating the touchscreen and driver’s display
• Over-the-air updates
• Wireless Apple CarPlay and Android Auto
• Satellite navigation with live traffic and augmented reality display
• 17-speaker Bang & Olufsen audio system
• 4x USB-C ports
• Wireless phone charger
• Head-up display
• In-car camera
• Sprint, GT and My Drive modes
• 10x airbags
• Autonomous emergency braking
• Adaptive cruise control
• Lane keeping assistance with adaptive lane guidance
• Blind-spot monitoring with camera feed and active braking
• Rear cross-traffic alert with braking
• Rear occupant alert
• Safe exit assist
• Traffic sign recognition
• Driver attention monitoring
• Adaptive high beam
• Front, side and rear parking sensors
• 360-degree camera

Ahead of its fourth quarter 2026 local release, essential details about the Chery Stockman diesel plug-in hybrid ute have been revealed on Chery’s local website. Performance, electric-only driving range, some of its available features and even which colours it will be available in are listed, though we’re yet to learn how much it will cost.

Known internally as ‘KP31’, the Stockman was revealed in late 2025 before Chery launched a naming competition to choose its moniker in Australia, of which over 20,000 names were submitted. Stockman ultimately won with over 25 per cent of the votes from the shortlisted submissions.

Using a new 2.5-litre four-cylinder turbo-diesel plug-in hybrid drivetrain – unique to the Australian new car market – the Stockman will make a keen 350kW of power and 800Nm of torque. That’s not quite as punchy as the JAC Hunter, but it matches the BYD Shark Performance for power and even punches out 100Nm more torque.

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We also now know that the Stockman will be capable of travelling up to 100km (NEDC) on a full battery charge, which is similar to the Shark and Hunter, though about 15km less than the GWM Cannon Alpha PHEV. We don’t yet know the battery size of the Stockman, but we’re expecting it to be around 30kWh like the BYD and JAC (and smaller than the GWM’s 37kWh unit).

Crucially for many ute drivers, the Stockman will be capable of towing a 3500kg braked trailer. It will also feature three differential locks and all-terrain tyres, crawl control and a tight turn assist feature to help off-road capability. Full features are yet to be announced, but we know that a head-up display will be available, as well as leather upholstery, heated and ventilated front seats, wireless phone charging and a premium audio system.

It will also feature a long list of active safety features, which Chery says will be locally tuned to our conditions, as will the ride and handling.

Chery’s website has also listed the Stockman’s dimensions: It measures 5450mm long, 2010mm wide, 1890mm tall and rides on a 3250mm long wheelbase. That makes the Stockman 3mm longer and 39mm wider than the Shark, though it’s 35mm shorter and its wheelbase is 10mm shorter.

Against other rivals, the Stockman measures 120mm longer than the Ranger, 130mm longer than the HiLux and 170mm longer than the D-Max and BT-50 twins. We also now know its tray dimensions: 1560mm long, 1560mm wide and 500mm tall, making it larger than the 1500mm x 1520mm tray of the Shark, though the BYD’s is 17mm taller.

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Like many competitors, the Stockman uses a leaf spring rear suspension set-up, and its minimum of 247mm ground clearance is a at least 17mm greater than the Shark and 13mm greater than a Ranger Wildtrak.

Finally, for now, the Stockman will be available in four colours: Obsidian (black), Sandstone (sandy beige), Serpentine (green) and White Opal. We’d wager that the white colour will be the only no-cost offering when the Stockman eventually goes on sale.

Full pricing and specifications for the Chery Stockman are likely to be announced closer to its launch later in 2026.

In the world of Toyota, a sales total of 1718 cars is pretty … miserable. It’s an underwhelming number for a single month of Australian deliveries, but in the case of the bZ4X that number is the car’s first-half total for 2026. So to call it a slow burn is probably cutting the battery-electric SUV too much slack.

But at least Toyota has a plan for the bZ4X, adding a little more fuel to the fire with the introduction of a larger and more flexible Touring AWD model after a slight tweak earlier in the year.

It looks a little different in the tail, has all-wheel drive, and is claimed to have the right ingredients for weekend getaways thanks to its ‘recreational nature’. But that’s a stretch when the claimed range of 488 kilometres is down considerably from the 591 for the basic two-wheel drive bZ4X.

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The bZ4X Touring is, as you would expect from Brand T, nice and a solid performer without being anything sensational. It’s not a winner in any way, beyond the appeal of that top selling T badge.

With a showroom sticker of $69,990, up from the basic $55,990 for a two-wheel drive bZ4X, it’s is also on the pricier side. But Toyota is late to the EV celebration and is still taking baby steps as part of the ‘multi-pathway’ program that spreads its bets without going all-in on anything specific.

“Toyota recognises there is no silver bullet. Our philosophy is to leave no-one behind,” said Ray Munday, senior manager product planning and pricing at Toyota Australia. “It’s more than just a slogan. Our role at Toyota is not to tell customers what they should drive. To allow customers to dictate the pace of change.”

In the case of its EVs, that pace is slow at best. If you were being unkind, glacial comes to mind. As a quick refresher, the bZ4X’s name uses bZ to signify ‘beyond zero’ emissions, 4 is for its size, and X means it’s a crossover. How the punctuation works is anyone’s guess. So it’s similar in size to the top selling RAV4, with a full battery-electric package. But the real comparison is with the existing bZ4X. The battery in the Touring is unchanged, at 74.7 kiloWatt-hours with lithium-ion chemistry and 104 individual cells.

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Toyota says it takes 22 kiloWatt AC and 150 kiloWatt DC charging, nothing special, with a headline charging DC charging time of approximately 28 minutes, or 3.5 hours using AC charging. The driveline upgrade for the all-paw Touring uses twin 167 kiloWatt-268.6 Newton-metre electric motors. For context, the all-wheel drive version of the ‘regular’ bZ4X uses 165/268.6 in the front and 87/168.8 motors for a combined output of 252 kiloWatts.

So the Touring wins with a combined output of 280 kiloWatts. And its output still goes to twin e-Axle transaxles, with three-mode driving choices of Normal, Snow/Dirt and Deep Snow/Mud. There is also a downhill assist system and regenerative braking with four levels of driver-adjustable deceleration.

Switching to the bodywork, the Touring has a longer tail to convert it into more of a SUV box than a coupe. The official number is an extra 136 millimetres, with additional height in the luggage space, and a stronger ‘ring frame’ at the back to improve rigidity.

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The tailgate is more upright and the luggage capacity improves by an extra 151 litres to a total of 603. The car’s suspension numbers remain the same, in length and width, but there is new tuning to cope with the extra overall length and weight in the back. As well as the potential for more luggage weight.

Visually, the Touring has been given (slightly) more impact with front and rear skid plates, black wheel arch mouldings and side skirts, and 20-inch black alloys.

Inside, there is a 14-inch multi-media touch screen, twin wireless phone chargers, and a 1500-watt inverter with a household pin to power small electric appliances. The Touring has the usual five-year/unlimited-kilometre Toyota warranty, with five-year coverage on the ’traction’ battery – not the regular 12-volt starter job – that can be boosted to 10 years with an annual heath inspection.

Viewed from the front, the Touring is only very slightly different. Perhaps a touch more muscular. But the rear end is obviously more family-focussed with the bigger box on the back pointing to carrying more ’stuff’ capacity for weekends away. There is plenty of space, a good shape, and it’s easy to load.

The cabin is same-same from the bZ4X, complete with one major failing. The siting of the adjustable steering column means it’s virtually impossible to see all of the instruments for all of the time. It’s the worst failing since the trendy i-Cockpit design used (unsuccessfully) by Peugeot, and means you have to adjust the steering wheel to sit uncomfortably in your lap if you want to monitor your speed.

On the trendy front, it has a digital rear-view mirror which requires significant adjustment – by the driver. There is a ‘panoramic’ fixed sunroof, which is becoming a must-have in many EVs but is not great for full summer driving with electric aircon. The Touring drives well, as you would expect, with lots of cabin quietness and comfort. A chilly morning on the introductory drive even allowed a toasty trial of the heated electric front seats. For the record, the front seats are well shaped for support and comfort and in the Touring a buyer can choose black or khaki for their synthetic leather.

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The take-off in the Touring is brisk, but not special for an EV. The all-wheel drive system means it tracks straight and is not upset by minor road rash. The power delivery is good for overtaking, with a solid surge and none of the jiggling through the steering that’s common on Chinese EVs. On twisting roads it’s well balanced, although it helps to toggle to maximum regen braking for the approach to slower corners to settle the car.

The re-tuned suspension copes well with all conditions, although 20-inch wheels mean there can always be thumps through potholes. It has a same-same feel to the regular bZ4X.

Toyota has made a sensible move with the bZ4X Touring, looking to broaden the car’s appeal for families and people who enjoy weekend getaways. Although there is the contradiction of a loss in range.

So … it’s still nothing special and a midfielder at best for performance, range and value. There are plenty of Chinese start-ups which deliver more for less, and it’s never going to trouble the Tesla Y as Australia’s top selling EV. Its biggest strength is still, and will always be, its place in the Toyota family with the advantages that brings for resale, service back-up and all-round quality and reliability.

Standard equipment

• LED headlights with adaptive high beam
• Fixed panoramic sunroof
• Roof tails
• Electric tailgate with kick sensor
• Front and rear skid plates
• 8-way electric front sports seats
• 14-inch touchscreen with 7-inch instrument cluster
• 9-speaker JBL sound system
• Wireless Apple and Android connectivity
• Four USB-C ports
• Dual wireless phone chargers
• 8 airbags
• Pre-collision safety system with autonomous emergency braking, pedestrian, cyclist and oncoming vehicle detection
• Active cruise control with curve-speed reduction, lane assist and departure warning
• Adaptive high beam
• Panoramic view monitor

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Toyota bZ4X Touring specifications

South Australia Police has introduced a fleet of low-profile “shadow” patrol cars designed to make it harder for dangerous drivers to identify police vehicles before committing traffic offences.

The six new vehicles feature subdued, colour-matched police markings that are difficult to spot during daylight hours but become highly reflective when illuminated at night. While not fully unmarked, the cars are intended to blend into traffic more effectively than traditional highway patrol vehicles.

The new fleet will be deployed across metropolitan Adelaide and regional South Australia, where officers will target offences including speeding, drink and drug driving, distracted driving and other dangerous behaviours.

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According to SAPOL, 61 people had lost their lives on South Australian roads as of July 6 this year. Police say alcohol was identified as a contributing factor in 10 per cent of those fatalities, drug driving in 21 per cent, and dangerous road user behaviour in 36 per cent.

Police Commissioner Grant Stevens said the vehicles were intended to improve the force’s ability to detect high-risk driving before it resulted in serious crashes.

“These vehicles are about road safety and giving police another capability to detect dangerous driving before it results in tragedy,” he said.

Stevens said the presence of less conspicuous patrol vehicles could also encourage motorists to think twice before speeding, driving under the influence of alcohol or drugs, using a mobile phone or taking unnecessary risks behind the wheel.

The fleet comprises two Subaru Outbacks, two Toyota Klugers and two Toyota LandCruiser 300 Series SUVs. Each is equipped with the same enforcement technology as standard highway patrol vehicles, including speed detection devices, roadside alcohol and drug testing equipment, and collision response gear.

The shadow patrol cars will be used during routine policing duties as well as targeted enforcement campaigns, including Operation Safe Speed and Operation High Impact.

The move follows a growing trend among Australian police agencies to expand the use of less conspicuous enforcement vehicles, with authorities arguing they improve the detection of dangerous driving while complementing highly visible highway patrol operations.

SAPOL says the introduction of the new fleet reinforces a simple message to motorists: police may not always be obvious, but they are still watching the state’s roads.

The Goodwood Festival of Speed has once again become the epicentre of the performance car world, with manufacturers using the famous hillclimb to showcase everything from production supercars to future concepts and race machines.

Unlike a traditional motor show, Goodwood’s biggest attractions don’t remain static. Instead, they blast up the estate’s 1.86km hillclimb, giving fans the rare chance to see and hear some of the world’s most exciting new cars in action.

Among the hundreds of vehicles on display, six stand out as this year’s biggest highlights.

Red Bull RB17

Designed by legendary Formula One engineer Adrian Newey, the Red Bull RB17 finally makes its dynamic Goodwood debut. Powered by a naturally aspirated 4.5-litre V10, the track-only hypercar translates Red Bull Racing’s Formula One expertise into an ultra-exclusive machine built purely for private owners.

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Toyota GR GT

After appearing in camouflaged form last year, Toyota’s GR GT arrives in production-ready guise alongside its GT3 racing counterpart. Expected to feature a twin-turbo V8 and track-focused chassis, the GR GT signals Toyota’s return to the high-performance sports car arena, taking aim at rivals including the Porsche 911 GT3.

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Alpine A110 EV

Alpine has offered the clearest look yet at the electric successor to its acclaimed A110 coupe. Beneath the prototype bodywork sits an advanced three-motor drivetrain, with two motors driving the rear axle and one powering the front, giving a glimpse of the brand’s future performance direction.

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Audi Nuvolari

Audi’s dramatic Nuvolari concept continues its world tour after earlier appearances in Monaco. The low-slung flagship previews the brand’s future design language while hinting at a spiritual successor to the R8 supercar.

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Honda NSX Tribute

Italian design house Italdesign has reimagined the second-generation Honda NSX with a bespoke carbon-fibre body, upgraded chassis and redesigned interior. Only a handful will be built, making it one of Goodwood’s rarest attractions.

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Lexus LFA successor

Lexus is using Goodwood to showcase an early prototype of its long-awaited LFA successor. While final specifications remain under wraps, the concept is expected to feature an all-electric powertrain and serve as a development platform for Toyota’s next generation of high-performance EV technology.

From Formula One-inspired engineering to electric supercars and reborn performance icons, this year’s Festival of Speed once again demonstrates why Goodwood remains one of the world’s premier automotive events.

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