Kia’s expanding EV range grows again this week, with the Australian arrival of the new 2025 Kia EV3.

Built on a new ‘simplified’ 400V version of the brand’s E-GMP platform, the EV3 will be offered in three trim levels: Air, Earth, and GT-Line.

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2025 Kia EV3 pricing

Debuting as a rival to models like the Hyundai Kona and Volvo EX30, the EV3 gives Australian buyers another fresh option at the smaller end of the market – if not so much the ‘affordable’ part.

The entry-level EV3 Air Standard Range is priced at $47,600 (RRP), with drive-away costs of $48,990 (excluding Western Australia) and $49,990 (in Western Australia).

Stepping up to the EV3 Air Long Range increases the price to $53,315 (RRP), with drive-away figures of $56,490 (excluding WA) and $57,490 (WA).

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The EV3 Earth Long Range is priced at $58,600 (RRP), with drive-away costs of $62,690 (excluding WA) and $63,690 (WA).

The top-tier EV3 GT-Line Long Range reaches $63,950 (RRP), with drive-away prices of $68,490 (excluding WA) and $70,490 (WA).

Drive-away pricing for the Australian Capital Territory is available only for the Air Standard Range variant, at $48,990.

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Battery, driving range and power

All EV3 variants are front-wheel drive, but two battery capacities are available, allowing for driving range estimates and pricing points to meet buyer needs.

The entry-level Air variant is available with two battery options: a 58.3 kWh Standard Range and an 81.4 kWh Long Range.

The Earth and GT-Line models are equipped exclusively with the 81.4 kWh Long Range battery. All battery systems are lithium-ion.

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The EV3 Standard Range battery delivers a claimed WLTP-tested driving range of 436 kilometres.

The Long Range battery achieves 604km in the Air configuration, and 563km in the Earth and GT-Line configurations.

Helping to achieve its range claims is a new iPedal 3.0 regenerative braking system, enabling one-pedal driving with adjustable regenerative braking levels.

According to Kia, the EV3 has a low drag coefficient of 0.263 Cd – compared to 0.27 for a Kona Electric, 0.28 Cd for an EX30 or 0.33 for a Seltos – with a full three-dimensional undercover.

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Kia EV3: Features and equipment

On the outside, all models feature flush door handles, and trim-specific alloy wheels: 17-inch wheels on the Air, and 19-inch wheels on the Earth and GT-Line.

The interior features a 12.3-inch digital driver cluster, a 5.3-inch climate monitor, and a 12.3-inch touchscreen infotainment system with Kia’s ccNC interface and the latest GUI.

Unlike other electric vehicles from brands such as Tesla and Volvo, Kia has retained physical controls for key functions like cruise control, entertainment, navigation and drive mode – plus traditional stalks and a column-mounted gear selector.

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Standard features across the range include:

• Kia Connect remote access
• Over-the-air updates
• Apple CarPlay and Android Auto (both wireless)
• Wireless phone charging
• Vehicle-to-load (V2L) functionality with a connector kit
• A column-mounted shift-by-wire gear selector

The GT-Line variant includes

• A head-up display
• A sunroof with a safety function
• An eight-speaker Harman Kardon sound system

• Highway Driving Assist 2 (HDA 2)
• A centre side airbag

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The EV3 is available in eight exterior colours and three interior colour schemes. Air models feature cloth trim, while Earth and GT-Line variants use artificial leather.

The Earth trim offers a choice of Subtle Grey or Light Warm Grey artificial leather, with differing console tray colors depending on the seat trim selection.

Kia has used recycled materials for the dashboard and door trims, as well as polyethylene terephthalate – said to be “among the most easily recycled plastics in the world” – for the seats, headliner, floor mats and luggage board.

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EV3 storage space

Interior cargo space includes 460 litres in the rear with the back seats upright, and an additional 25 litres in the front storage area.

The EV3 also boasts a two-tier storage board in the rear, allowing for 140 millimetres of load height flexibility.

By comparison, you’ll find 466 litres in the Hyundai Kona, 318 litres (plus 7 up front) in the Volvo EX30, 440 in the BYD Atto 3, 475 in the older Kia Niro and 433 litres in the petrol-powered Kia Seltos.

Mini matchup: Kia EV3 v Hyundai Kona v Volvo EX30 v BYD Atto 3 v Kia Seltos

Note: List scrolls horizontally.

Iconic die-cast vehicle makers Hot Wheels has announced a new 1:64 scale Formula 1 collection ahead of the Australian Grand Prix featuring eight F1 teams.

Unveiled as action at the 2025 Formula 1 Australian Grand Prix kicks off from March 13-16, the range brings to life eight Formula 1 teams across Hot Wheels Singles, five-pack assortments and Premium product ranges.

According to parent company Mattel, each 1:64 die-cast car is built to race on the iconic Hot Wheels orange track, while the premium cars replicate an actual F1 car, including a metal body and chassis, authentic team liveries and Pirelli branded tyres.

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Featured in the Premium collection are cars from McLaren, Red Bull, Mercedes-AMG, Alpine, Haas, RB, Williams and Sauber, while five-pack assortment sets feature cars from McLaren, Alpine, Haas, RB and Sauber.

For fans unable to make it to the track, they can “feel the speed of Formula 1 at home” with two Hot Wheels Formula 1 Sprint & Grand Prix Race Circuit track sets. Racers will battle to overtake each other in high-octane racing on the sets equipped with either a kid-powered gas pedal booster or two-speed three-lane booster and manual DRS diverters, to give the car an extra edge.

“It’s fantastic to see the release of the Hot Wheels Formula 1 collection in Australia,” said Emily Prazer, chief commercial officer at Formula 1.

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“We want to increase our fans’ passion for racing, and these superbly and intricately designed cars will allow Australian fans to experience the drama and excitement of our exciting sport at home.”

Hot Wheels was conceived in 1968 and is the world’s number one selling toy. 16.5 Hot Wheels cars are sold every second and evolved from its simple iconic orange track to a significantly larger range for all ages. Parent company Mattel also owns iconic brands such as Barbie, Fisher-Price and Thomas and Friends.

Pre-orders for the Hot Wheels Formula 1 2025 collection will be available soon.

Hyundai has broken with tradition by naming a non-Korean as Chief Executive Officer of its Australian operation for the first time.

Don Romano, a Californian, has been announced as the new President and Chief Executive Officer of Hyundai Motor Company Australia (HMCA) and Advisor for Hyundai Motor Asia & Pacific Region, effective immediately.

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The former cargo pilot comes from 10 years as President and CEO of Hyundai Auto Canada (HAC), where he oversaw a period of record growth, and crowns a 40 year-career in the automotive industry. He will oversee both the Hyundai and Genesis brands in this territory.

Mr. Romano will replace current HMCA CEO Ted Lee, who after a successful three-year tenure will remain in Australia in an Executive Support role as HMCA CEC (Chief Executive Coordinator).

Under Mr Romano’s stewardship of the Canadian operation, Hyundai became the country’s second-largest import brand and fourth-largest automotive brand overall, with a network of 226 Hyundai Dealers and 31 Genesis distributors nationwide.

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He also piloted the company to become Canada’s largest mainstream seller of electric vehicles, as well as setting an all-time annual sales record in 2024 of 138,755. He achieved market share growth for Hyundai in Canada from 7.3 percent to 8.2 per cent.

Among his responsibilities, Mr Romano will focus on developing a fair and inclusive corporate culture and strong employee engagement. He has won many awards, including North American Champion for Diversity and Automotive All Star for Process Architecture, and last year was honoured with Canada Black Book’s Industry Icon Award as well as a Women’s Executive Network Alliance Ally of Excellence Award.

“It is an honour to join Hyundai and Genesis in Australia and the broader Asia Pacific region,” said Mr. Romano.

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“With 74 competitor brands – expected to rise to 80 within the next 12 months – Australia is one of the most challenging automotive markets on earth. I look forward to working with the HMCA team to promote our world-beating products and to exceed customer expectations at every touchpoint.”

Mr Romano arrives shortly after Hyundai’s innovative electric performance hatch, the IONIQ 5 N, won Wheel’s Car of the Year for 2024-25 – the world’s longest running annual car award.

Well-priced, good-sized, well equipped: the MG4 electric hatchback was a breath of fresh air when it launched locally in August 2023 because it was fun to drive thanks to its lovely rear-drive chassis.

Australians agreed and almost 7,000 of them were sold in 2024 – enough to significantly outsell its BYD Dolphin and GWM Ora main rivals.

There are five MG4 models available in Australia: the entry-level Excite 51 and Excite 64, mid-spec Essence 64 and Long Range 77, and the 300kW XPower at the top of the range. Pricing for the MG4 range starts at $37,990 plus on-road costs, though MG is currently offering sharp deals – the Excite 51 is priced at just $34,888 drive away, for example.

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But standard equipment on even the base MG4 is healthy with features like 17-inch alloy wheels, automatic LED headlights, a 10.25-inch touchscreen, Apple CarPlay and Android Auto, one-pedal driving, vehicle-to-load functionality and safety features such as AEB, adaptive cruise control, lane keep assistance and a reversing camera.

Move up the range to the Essence 64 and blind-spot monitoring, rear cross-traffic alert, synthetic leather and fabric upholstery, heated front seats, an electric driver’s seat, auto-folding mirrors and larger 18-inch wheels are added.

The 4 sits on a new rear-drive platform developed which is it was the first model to use – the Cyberster roadster was second – and it offers three different battery sizes: 51kWh, 64kWh and 77kWh for WLTP range ratings of 350km, between 400km-450km, and 530km respectively.

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The 51kWh battery is equipped with a 125kW/250Nm electric motor for a quick claimed 7.7-second 0-100km/h time, while the 64kWh model ups the power to 150kW. The 77kWh model increases that to 180kW/350Nm and the hi-po XPower adds a second motor on the front axle for 300kW/600Nm outputs and a searing 3.8-second 0-100km/h time.

Thanks to its rear-drive chassis – or all-wheel drive in the XPower – the MG4 is enjoyable to drive. It’s well balanced, feels light on its feet and even though the steering isn’t the last word in feel, it’s satisfyingly weighted for most drivers. The ride quality is nicely taut, and the four levels of regenerative braking work well.

The MG4’s cabin is modern, practical and comfortable. It uses a minimalist layout and most of the functionality is controlled through the touchscreen, which can be a bit overwhelming initially but it’s easy to use once learnt.

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The rest of the MG4’s cabin is good quality and full of practical touches like a big centre console tray. The driver’s display seems small at first but displays a good amount of information.

The rear seat of the MG4 is practical for a small hatchback, with ample room for two six-footers, along with door and map pockets, as well as a single USB-A charger, though no central arm rest or air vents.

The boot measures up to 363 litres with seats up and between 1,165L and 1,177L when they’re folded down, with side storage. On the Essence 64 and above, there is a dual-level floor for a flat loading bay with the rear seats folded.

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Like other new MG models, the MG4 is covered by MG’s industry-leading 10-year/250,000km warranty and six years/120,000km of servicing costs just $1,478 ($246 per year).

Overall, it’s easy to see why the MG4 is so popular. Its qualities extend beyond its value pricing to a roomy and good quality cabin, a wide range of battery sizes with healthy ranges, solid performance and a fun chassis that keen drivers would enjoy. If you’re after an electric hatchback, it should be at the top of your test drive list.

01 – ZF 8HP Transmission

2009 – BMW 760Li

For a while it looked as if the dual-clutch transmission would retire the flabby old torque converter auto, right? Not so fast, hoss. Zahnradfabrik Friedrichshafen, or ZF to most of us, had other ideas.

The company that was originally formed to produce gear wheels for Zeppelins developed a compact eight-speed transmission with four planetary gearsets, three clutches and two brakes that could shift gears in as little as 200 milliseconds with a beautifully oiled slickness that suddenly made DCTs seem clunky.

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Compatible with rear- or all-wheel drive layouts with torque outputs from 220Nm to 1044Nm, the ZF 8HP even prompted some manufacturers like Audi and BMW (with RS5 and M5 respectively) to ditch DCT installations and return to automatics.

The added length of a torque converter has proven prohibitive in high performance mid-engined applications, but otherwise the ZF 8HP is the transmission that demonstrated that when it comes to shift quality, the auto remains king.

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02 – Sequential twin-turbo

1986 – Porsche

Although the design for exhaust-driven turbos dates back to 1905, and parallel-sequential forced induction systems had been toyed with in aviation until the advent of the jet engine, it wasn’t until 1986 that Porsche commissioned KKK to build a series-sequential setup.

Unlike its predecessor, where both turbos would operate under high load and only one would be used at lower outputs, the KKK K26 turbochargers fitted to Porsche’s 959 would see one spool up and then pass the baton to the next at 4000rpm, neatly eliminating turbo lag and improving driveability.

Since then, innovations in variable geometry turbocharging have largely rendered the cost and complexity of sequential twin turbocharging redundant. Those who have ever tried to troubleshoot an FD3 RX-7 turbo issue, we feel your pain.

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03 – Active aero

1986 – Porsche

Without wanting to make this entire feature a Porsche 959 hagiography, Weissach’s supercar was there with the first automatic ride height adjustment. Vehicles like the 1988 Volkswagen Corrado with its active rear wing and the 1990 Mitsubishi 3000GT with its automatically adjusting front and rear spoilers followed.

Since then we’ve had oddities like the Pagani Huayra with its four moveable control surfaces at each corner or the Zenvo TSR-S with its crazily tilting rear wing. Lamborghini’s ALA system on the Huracán Performante featured aero vectoring to apply or reduce downforce to each individual wheel.

Latterly, Ford’s Mustang GTD uses adjustable ride height, flaps under the front of the car and a rear wing that alters its angle of attack. Leaving aside high performance applications, active aero can improve efficiency with features such as the active grille shutters found on the current Hyundai Santa Fe.

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04 – Stability Control

1995 – BMW/Mercedes

Let’s pause for a moment and examine cars before stability control became widely fitted. A Ferrari F40 with 356kW was a handful and Porsche’s last GT car without the fitment of stability control was the 355kW 996 GT2. It was clear that there was a definite power ceiling that a car driving through its rear wheels could reasonably be foisted upon the general public.

These days, you’d happily drive a 610kW Ferrari 296 GTB without checking your life insurance provision beforehand, largely thanks to advances in stability control technology.

Even Gordon Murray has fitted the tech to his latest wares. Rather than prove a drag, stability control has morphed into an enabler, coming from its roots back in 1995 on Mercedes-Benz and BMW products through to BMW’s slick M Dynamic Mode and Ferrari’s otherworldly Side Slip Control. Along the way it has saved many lives as well as the blushes of more than a few motoring writers.

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05 – Over-the-air updates

2009 – GM

It’s been more than a decade since a Tesla Model S connected itself to the internet and downloaded a software patch. Yet, while Elon might like to claim that as a first, it ignores the fact that General Motors introduced its Vehicle Intelligence Platform that could update OnStar and infotainment back in 2009.

OTA updates have yet to fully realise their potential, with most still only able to update infotainment functions, dubbed Software Over The Air or SOTA. Tesla has long supported Firmware Over The Air (FOTA) upgrades for the entire vehicle system as well as SOTA capability.

Ford has taken a lead in OTA updates and its Mustang Mach-E features electronics that contain A/B partitioning, which means that the car can install an update in the background while being driiven, and then switch over to the newly updated partition. After all, there’s never a convenient time for a software update, is there?

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06 – Electronically controlled torque vectoring diff

1996 – Mitsubishi

Mitsubishi’s Active Yaw Control, which debuted on the Lancer Evo IV GSR in 1996 was a revelation. It controlled which rear wheel got a greater or lesser share of torque with an electronically controlled wet clutch pack nestling either side of the differential gears on the rear axle.

Understeer was reduced by directing more torque to the outside rear wheel otherwise the system would detect which wheel could best accept drive and direct it accordingly. When equipped on both axles, these smart diffs can direct torque to any wheel.

The Twinster drive system on the Ford Focus RS and the 4Matic+ system on the Mercedes-AMG A45 S can send high percentages of drive to the rear axle and then to one particular wheel to deliver dedicated drift modes.

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07 – TPMS

1986 – Porsche

If you’re sensing a theme here, you probably won’t take too many guesses at figuring out which car introduced a tyre pressure monitoring system back in 1986.

And while TPMS is undoubtedly a handy thing to have to signal whether you’ve caught a slow flat, does it offer other benefits? You bet. Firstly there’s a significant safety implication that’s only exacerbated by today’s cars putting greater demands on their tyres.

Whether its indirect TPMS, which uses an algorithm based on wheel speeds and other driveline data to model tyre pressure, or direct TPMS which features an in-wheel pressure sensor, TPMS helps improve safety and extend the life of your tyres. It’s a boon for trackday drivers who are frequently monitoring tyre temperatures and exposing tyres to the risk of damage by running kerbs. It also benefits off-roaders who need to see how their tyres are performing in various states of high and low pressure inflation.

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08 – Dual-clutch gearbox

(1973-78)

We’re venturing into slightly controversial waters here, with a certain constituency of drivers holding dual-clutch transmissions largely responsible for the demise of the good old manual.

First seen on the 2003 Volkswagen Golf R32 in a production guise by BorgWarner – not, as some point out, the Smith’s Easidrive ’box of the 1960s – the DCT had its roots in racing applications. The Porsche DoppelKupplung (PDK) dual-clutch gearbox was first tested in 1984 in a 956.

Following further tests, in 1986 a 962 C, chassis 962-003, was fitted with the PDK transmission, claiming victory at the Monza 360km race. Dual-clutches shift quicker, shift smoother and are ultra-efficient when compared to manuals. Is that enough? Your mileage may vary on that one. Examining the buyer behaviour of many car customers, the answer would appear to be yes.

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09 – Michelin C3M

1994 – Michelin

Back in 1994, Michelin changed the way tyres were made. Prior to C3M (Carcasse, Monofil, Moulage et Mécanique) the construction of tyres relied on large-scale production facilities that required huge investments in raw material storage and therefore enormous tyre batches to cost-justify.

C3M introduced small, robotised drum-based stations that not only allowed Michelin to rapidly improve quality but also meant that building, curing and finishing could all be performed rapidly on the drum, with no inventories maintained between the building and curing processes. This enabled OEMs to order small batches of highly customised, high-quality tyres cheaply and rapidly.

Pirelli followed suit – and in many ways surpassed Michelin’s efforts – with its 1997 MIRS tech. So the next time you see a vehicle manufacturer logo on the sidewall of a tyre, that’s due to a French invention from Clermont-Ferrand.

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10 – Electrically-assisted Turbochargers

2022 – Mercedes-Benz

Once in a while, a good idea hangs around until technology catches up with it. BorgWarner had tested the concept of an electrically-assisted turbocharger (EAT) in the 1990s, but realised that the 12v architecture of production cars didn’t support its power requirements.

At this point it’s probably germane to get a little pedantic and point out the difference between an EAT and an electric compressor, or supercharger. The latter operates as a standalone item at the intake side, and it’s been used by manufacturers such as Volvo, on the 2016 XC90 T8, and Mercedes-Benz on the M256 engine from 2017.

An EAT still uses exhaust gases as the primary way to spool the unit, but relies on an electric motor to reduce lag. The 2022 Mercedes-AMG C43 was the first to use an integrated Garrett Motion EAT, drawing on the company’s experience in providing such tech to F1’s Scuderia Ferrari and the Le Mans winning Toyota Gazoo Racing program.

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The ability to develop useful torque lower in the rev range is a boon for driveability, but much of the difficulty in productionising the tech comes from packaging. After all, siting an electric motor inside the housing of a device that’s bolted to an exhaust manifold sounds like a great way to melt all of the electronics.

Garrett mounts the motor closer to the compressor side than the turbine side. A water-cooled housing for the turbo already exists and these are also used to help cool the motor and controller.

Porsche also uses an electric turbocharger in the latest 992.2 GTS. This unit, built by BorgWarner draws up to 20 kW to spin the turbine up to 120,000rpm and 26psi in less than or equal to 0.8 seconds, from any point in the rev range. By contrast, the prior 992.1 GTS required more than three seconds to attain its full boost of a relatively modest 18.6psi.

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11 – Active Noise Cancellation

1993 – Lotus

Audio scientists have known about what’s called ‘destructive interference’ since the 1930s. Active Noise Cancellation (ANC) drew its first patent in the 50s to help mute aircraft cockpits. Amar Bose designed consumer-spec noise cancelling headphones in 1978, and brought them to market in 1989. The tech is reasonably straightforward, by today’s standards at least.

A reference microphone records ambient noise which gets processed and filtered with feedback from an error microphone that records what the user can hear. A speaker then plays an inverted wave, 180-degrees out of phase at exactly the right time so it lines up and cancels out the ambient noise.

The first automotive application came in 1993, when Lotus applied the tech to the Nissan Bluebird. Lotus? What experience did they have in cabin refinement or audio? It actually sprung from their F1 program, where they realised that destructive interference worked on suspension systems to reduce harmonic vibrations.

From there it was logical to consider how else it could be applied. Hence the Nissan. Nobody quite appreciated what a big deal the ANC was in the Bluebird and the tech sat on the shelf for nearly a decade before being picked up again. It’s fitted to virtually every high-end car built today.

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12 – Magnetic Dampers

2022 – GM

Yield point shear stress. Sounds like a pretty nebulous concept, but if you can control that aspect of a damper’s fluid by using an applied magnetic field to align particles within it, it’s possible to change its effective viscosity.

Bingo – instant adaptability. Developed by GM’s Delphi and first seen on the 2002 Cadillac Seville STS, it also featured on the 2003 Corvette C5 and the 2006 Audi R8. This ability to change ride quality from relaxed to firm was adopted by manufacturers such as Ferrari, Lamborghini, Ford, HSV, Honda, Land Rover and Chevrolet amongst others.

Aside from its flexibility, another advantage of MagneRide systems is that there are no moving parts or valving structures needed to actuate the state change, operating almost instantaneously.

Jeep has released another new teaser image of its forthcoming all-new Compass, signalling an imminent unveiling in the coming weeks.

This latest image offers a first clear look at the new Compass’s headlights and grille, potentially in its EV form, judging by the closed-off look to the grille panels.

Exact timing for the new model’s US and Australian debut is still to be announced, but a European-first launch is scheduled for the local Spring – making it sometime around late March.

Read up on everything we know about the upcoming new Compass in our earlier coverage below.

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OCTOBER 2024: New Jeep Compass teased at last

Jeep has handed down a first look at its next-generation Compass, ahead of a debut expected to occur sometime in 2025.

This mid-size SUV will expand Jeep’s powertrain offerings, incorporating petrol, hybrid, and fully electric options.

Built on the STLA Medium platform shared with the Peugeot 3008, the Compass distinguishes itself with a robust, SUV-centric design language, as evidenced by the released image.

The front end shows a clear resemblance to the smaller Jeep Avenger, featuring indented headlights and protective plastic cladding.

Squared-off wheel arches, a signature Jeep design element, house substantial wheels and tyres – although, as a sketch, it’s unlikely we’ll see quite this level of chunkiness reach production.

Jeep has positioned the Compass as its “four-wheel-drive mainstream compact SUV,” confirming the availability of 4×4 configurations alongside front-wheel drive base models, mirroring the 3008’s setup. The vehicle’s short overhangs suggest enhanced off-road capabilities.

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Additional design features discernible from the teaser include roof rails, darkened B, C, and D-pillars, and a relatively flat rear profile, which should contribute to improved practicality. In a competitive segment populated by models such as the Nissan Qashqai and Hyundai Tucson, practicality is a crucial consideration.

Drawing parallels with the 3008, the all-electric Compass variant may offer a range exceeding 640km. Hybrid models will likely utilise the 1.2-litre three-cylinder petrol engine with mild hybrid assistance, and a plug-in hybrid option remains a possibility.

Jeep’s UK managing director, Kris Cholmondeley, previously indicated a potential November reveal, placing the official unveiling in the near future. Production is set to commence in Italy next year, with North American production following in 2026.

The Cadillac Vistiq and Optiq electric SUVs have been confirmed for an Australian release in 2026 as the American luxury brand expands its global footprint.

Revealed as part of an announcement about greater commitment into right-hand drive markets such as Australia, New Zealand and Japan, the Optiq and Vistiq will join the Lyriq that went on sale locally in late 2024.

The Optiq and Vistiq will sit below and above the Lyriq in size, with the Optiq competing against a range of mid-size electric SUVs and the Vistiq competing with larger seven-seaters like the incoming Hyundai Ioniq 9. All three sit on General Motors’ ‘BEV3’ platform and use its ‘Ultium’ drive motors.

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Smaller than the Lyriq, the Optiq measures 4,820mm long, making it longer than a Tesla Model Y. It uses an 85kWh lithium ion battery for a claimed 480km range, while power comes from a 224kW/480Nm dual-motor all-wheel drive system.

According to Cadillac, the Optiq can be DC fast charged at up to 150kW, reportedly adding 127km of range in just 10 minutes.

Pricing in the US for the Optiq starts at US$54,000 (around AUD$87,000 at current exchange rates) and is available in two models there: Sport and Luxury. Both models are well equipped with features like a 19-speaker AKG stereo, a huge 33-inch infotainment screen with inbuilt Google Maps and a full suite of active safety kit.

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Luxury features inside the Optiq include a Volvo-like woven fabric made from recycled materials on the dashboard, ‘PaperWood’ accents with tulip wood and recycled newspaper, and crystal-look air vent controls.

Cadillac claims best-in-segment cargo capacity of 744 litres, which expands to 1,603L with the rear seats folded. The front seats are electric, heated, ventilated and even give a massage.

Sitting above the Lyriq and Optiq is the Vistiq, which is a large seven-seat electric SUV. Measuring 5,222mm long, the Vistiq is even longer than the Kia EV9 and like its smaller siblings, features a dual-motor all-wheel drive drivetrain as standard. In the US, outputs of up to 459kW/880Nm are available, which is almost double that of the Optiq.

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The Vistiq uses a larger 102kWh battery for a range of around 480km, with Australian figures yet to be confirmed.

US pricing for the Vistiq starts at US$78,000 (AUD$123,000) and in that market, Sport, Premium Luxury and Platinum trims are available.

Available equipment includes heated, ventilated and massaging front seats, five-zone climate control system, a 23-speaker AKG Studio sound system, ambient lighting, unique speaker grilles with a herringbone pattern and a panoramic sunroof that is joined by a second glass panel over the third row of seats.

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The Vistiq is also available with air suspension and even rear wheel steering in the US, while Australian equipment levels are yet to be confirmed.

Further local details of the Cadillac Optiq and Vistiq will be announced closer to their 2026 Australian release.

Skoda Australia has announced pricing for the new Kodiaq seven-seat SUV, which is due on sale soon. Priced from $54,990 plus on-road costs, the new Kodiaq starts at $1,700 more than the last-generation model, though Skoda claims its value has increased by $5,700 thanks to more standard equipment.

As we discovered in our features walkthrough article last month, the entry-level Kodiaq, now called Select, has seen a big increase in equipment with features such as leather trim, tri-zone climate control, traffic jam assist, DAB+ digital radio, metallic paint, heated front seats and an electric driver’s seat now featured as standard.

All models are powered by a 2.0-litre turbocharged four-cylinder petrol engine making 140kW of power and 320Nm of torque, enough for an 8.2-second 0-100km/h time. That’s mated to a seven-speed dual-clutch automatic transmission and all Australian Kodiaq models are all-wheel drive.

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The 195kW/400Nm Kodiaq RS will reduce that sprint time to 6.4 seconds when it arrives locally later in the year.

Measuring 4,758mm long, 1,864mm wide, 1,678mm tall and riding on a 2,791mm long wheelbase, the second-generation Kodiaq is 59mm longer, 18mm narrower, 8mm shorter and riding on the same wheelbase as the previous model.

The Kodiaq’s boot measures 289 litres with all seven seats in use, 794L with the third row folded and 2,035L with the second row folded as well, which are respective increases of 19L/29L/30L compared with the last car. That makes it more capacious than main rivals like the Kia Sorento, which offers up to 1,966L of space, and the Mazda CX-80 and its 1,971L maximum.

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The Kodiaq is yet to be tested by ANCAP, but received a five-star safety rating from Euro NCAP in 2024.

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The second-generation Skoda Kodiaq is due in local Skoda showrooms from later this month.

In this post-pandemic world, it’s surprisingly (and frustratingly) rare to find a new car for under $30,000. Various factors are responsible, including emissions rules and the inexorable popularity of SUVs, which can make it difficult for manufacturers to continue to justify making cheap sedans. Thankfully, there are still some around, like the MG5.

There are two MG5 models in Australia: the entry-level Vibe and upper-spec Essence, and both are well equipped for the money: the Vibe asks just $24,888 drive away and the Essence, $28,990 drive away.

The Vibe is equipped with features like 16-inch alloy wheels, dusk-sensing automatic LED headlights, keyless entry and start, air-conditioning, synthetic leather upholstery and steering wheel, a 10-inch touchscreen with Apple CarPlay and Android Auto, cruise control, six airbags, tyre pressure monitoring, rear parking sensors and autonomous emergency braking (AEB).

The Essence adds larger 17-inch wheels, a sunroof, an electric driver’s seat, heated and auto-folding mirrors, paddle shifters, two extra speakers (six in total) and a 360-degree camera. For the price it’s a more than respectable offering, though we’d love to see a few extras added like wireless smartphone mirroring, a wireless phone charger and automatic climate control in a later edition.

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Under the bonnet of the MG5 range are a choice of two 1.5-litre four-cylinder powerplants: a naturally aspirated version making 84kW/150Nm or a turbocharged one with 119kW/250Nm – the former uses a CVT automatic and the latter a seven-speed dual-clutcher.

Fuel consumption is rated at 6.6L/100km for the naturally aspirated engine, with the turbo reducing that to just 6.4L/100km and in our testing, those figures were fairly achievable in mixed driving.

The MG5’s road manners are generally pleasant, with a great ride quality – even in the larger wheeled-Essence, the MG5 is comfortable and especially so compared with some small SUVs that it will inevitably be cross-shopped with. It’s a reasonable handler too, and can be fun to drive, though road noise levels are a touch high.

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The MG5 also provides a spacious and practical cabin. Material quality could be a bit better but there’s no doubting the practicality: the door bins are large and there’s plenty of storage in the centre console, including a large tray underneath the dashboard.

The rear seat is also quite spacious with ample room for taller adults, plus door and seat map pockets, air vents and a USB-A charging port. The 401-litre boot’s opening is a bit on the smaller side, but it’s an otherwise large space – plus, the rear seat can fold if more space is needed.

While it could offer a bit more refinement or some more features, the MG5’s value equation is excellent – especially factoring in its excellent 10-year/250,000km warranty. In a world where everything is seemingly more and more expensive, it’s refreshing to know that a spacious and feature-packed small sedan is still available for a low price.

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Cards on table time. I loved the old Mercedes-AMG GT, especially the later, racier versions. They delivered a huge serving of charisma, demanded to be driven, and were never shy about reminding you exactly how they wanted to be driven. If you wanted something passive or low-involvement, go shopping elsewhere.

The all-new AMG GT caused a little trepidation. Looking at the headline stats, it’d be a reasonable assumption that it has gone a little bit soft. It rides on the platform of the new SL, it’s now a 2+2 rather than a strict two seater, drive goes to all four wheels rather than just the rears, weight has crept up by 248kg and that extreme cab-back, long bonnet look of its predecessor has transformed into something a little more mainstream.

Ask AMG and they’ll tell you that they are listening to customers and delivering what they want: something more everyday useable but which is still imbued with some old-school values.

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That’s why there’s still a thundering 430kW/800Nm V8 under the bonnet. No downsized two-litre four-pot here. In other markets you can get a rear-drive AMG GT 43 with that powerplant, but there are no plans to bring it to Australia at this stage.

Walk around the new car and it carries these newfound compromises well. Yes, the glasshouse is a little taller, but if anything it’s even more voluptuous than what went before. The tape says that it’s 17cm longer, 4.6cm wider and 6.6cm taller, so although it seems a less intimidating shape, it is a bigger car.

It pays to remind yourself that this is, for Australia at least, the base model, equipped as it is with swollen rear guards that are stretched and teased over the big 305/30 ZR21 rear Michelin Pilot Sport S5 tyres. This rubberware is the key differentiator in performance between this car and the identically-powered SL, which runs on a less focused but still all-round capable Pilot Sport 4S.

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The overhangs are tightly drawn too, and there are some neat details such as the subtle exterior brightwork that serves to visually elongate the car and the beefy pop-out door handles. It’s a more complex, sophisticated shape that what went before, and after it’s bedded in on your eye, it’s one of genuine subtlety. Beauty? I’ll let you decide on that one.

Drop into the AMG GT and it doesn’t feel anything but a Mercedes, despite the similarity of the rear to the Porsche 911. Some have carped at the inclusion of the huge 11.9-inch portrait-oriented screen which dominates the real estate in the centre of the cabin, but I have no great issue with it.

The controls within are, for the most part, sensibly resolved and it’s not as if Mercedes has compensated by lowering the carat count of the rest of the interior jewellery. The only ergonomic glitch is the position of the starter button on the left-hand side of the steering column which is awkwardly located behind the wheel and the edge of the screen. With time, you get used to ducking your hand up and under to give it a prod.

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The steering wheel is densely packed with controls, with the now familiar pair of illuminated multi-function switches suspended from the lower horizontal spokes of the wheel. The driving position takes a little bit of getting used to, especially if you’re expecting the long reach of before.

The standard seats also sit you a few centimetres higher than perhaps is ideal, just robbing you of that last degree of snug intimacy that you look for when getting acquainted with a powerful sports coupe. Should you want a snugger feel, swap the standard multi-contour front seats for the option of the racier AMG Performance seats.

There’s a lot to take in. The drive modes can be switched between Snow, Individual, Comfort, Sport, Sport+ and Race, then there are the AMG dynamics settings which shuttle between Basic, Advanced and Master. There’s the ability to open or close the exhaust butterflies for a throatier sound, the dampers are adaptive, and there’s a three-stage traction control system.

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In other words, this isn’t the sort of car you’re going to get the hang of in an afternoon. Fortunately the drive modes seem sensibly calibrated. There’s not a great deal of difference between Comfort and Sport, the latter just giving the feeling of added dynamism without asking too much of the driver.

Click through to Sport+ and the car feels far more purposeful. It never feels overtly all-wheel drive, with a maximum of 50 percent of drive can be diverted to the front treads. Even when provoking it, torque steer is noticeable only by its absence. The four-wheel steer system gives it a feeling of agility when diving into an apex, but it never feels flighty or that there’s a response issue between axles. It also serves to slyly mask that extra weight.

Unlike its predecessor, which featured a transaxle, this generation of GT features a more conventional gearbox slung at the back of the engine. That’s helped with packaging the rear seats and the luggage bay, but it also means that the old 47:53 weight distribution now morphs into a more nose heavy 54:46.

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I don’t mind that too much, as the extra weight removes the occasionally spooky feeling of aloof remoteness from the front end that sometimes afflicted the old car. This one always feels engaged. AMG has worked wonders at combining the weight distribution with a quick steering ratio and the all-wheel drive system to really allow you to build confidence. On road that translates into being able to engage more throttle, earlier in a corner. It’s a very effective ground coverer.

The gearbox software helps. It’s always the sign of great transmission mapping when you find yourself leaving the paddle shifters alone, the software able to accurately predict when to snick up or bang down through the gears and in Sport+ you’ll very rarely find yourself plucking at the shift tabs yourself to instruct the nine-speed auto. When you want it to, it’ll power in gearchanges with real aggression.

The 4.0-litre twin-turbo V8 engine is a known quantity, but familiarity doesn’t really dim our enthusiasm for it. On a decent stretch of road, it’s genuinely thrilling to extend the engine, basking in the resolve of its unapologetic internal combustion.

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It’s properly quick too, demolishing 0-100km/h in 2.9 seconds. Yes, you can quite happily drive on the torque response, but to clatter towards the redline feels gloriously impish and it’s addictive. Therein lies the triumph of this car.

It’s a common refrain that so many modern cars make going fast feel rather antiseptic. By contrast the AMG GT bucks and shimmies as you fire through the ’box, it crackles and bellows. You’ll feel like a hero right up until that moment that you glance at the speedo, and the number is surprisingly modest. Perhaps the way it should be. One suspects it’s a bit of clever artifice because gather everything up and drive it in a very ‘correct’ manner and there’s real talent in this chassis. The GT certainly feels more like AMG home turf than their work on the SL.

Want more aggression? Wait, and save, for the AMG GT 63 Pro, which features a little more power and a lot more aggressive aero. Its 420mm carbon ceramic brakes also help, but it’s worth bearing in mind that while many global markets don’t get a composite braking system as standard on their GT 63 models, Australia does. And it works brilliantly.

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The GT 63 works as a gran turismo car very well. No, it’s not a truly sybaritic mile muncher like a Bentley Conti GT, but there’s a rangy suppleness to the ride in Comfort that is easy to live with. Likewise, there’s a massive boot. Pop the electric tailgate and there’s 321 litres of luggage space on offer.

There’s a button to drop the rear seats from the luggage bay, extended luggage space to 675 litres. Those rear seats feature ISOFIX child seat mounts but, because of the swooping tail, those seats are best reserved for kids who have grown out of child seats but are smaller than about 150cm. For most people, the rears will be used to chuck a bag or two.

You also get a quality Burmester stereo, a glass panoramic roof with manual shade, some well-hidden massage seat functions, a head-up display and wireless Apple and Android with a wireless charging pad. A front lift system also takes the sweat out of negotiating city centres, with 41mm of extra chin clearance at the touch of a button.

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And yes, you can set it to remember the GPS coordinates for where the lift was engaged so that it does it without prompting next time.

Materials quality is, for the most part, good, and there’s a real sense of occasion in the AMG GT’s cabin. But then there needs to be. At $370,400, it handily undercuts the $401,300 Porsche 911 Carrera 4 GTS but start loading it up with the Night, Night II, Exterior Carbon or AMG Aerodynamics packages (not to mention the individualised Manufaktur options) and that price will start to creep towards blue bloods like the Ferrari Roma and the Aston Martin V8 Vantage.

On the plus side, you won’t need to jump through quite so many undignified hoops if you want your name on the registration document, servicing and ownership is a relatively straightforward proposition and it’s a car that you’ll want to drive rather than keep squirrelled away in a dehumidified garage.

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For more people, most of the time, it’s a markedly better car than its predecessor and I honestly didn’t think I’d conclude my review with that.

It’s certainly more useable on a daily basis. Does it cede a little of the drama of its predecessor as a result? Maybe, but that seems acceptable for a car that you’ll use and enjoy on far more days of the year. That it also delivers a dynamic package that also has its forebear covered seals the deal. In absolute terms, it’s now probably a more capable all-rounder than a 911.

It’s longer-legged, it’s got a bigger boot and there’s more bandwidth in its ride quality. But does it possess the same magic, the same ultimate reward when the traffic thins and your favourite road snakes ahead of you? That’s a tougher question to answer. But if you’re bored of 911s, add it to the shortlist. Heck, add it to the shortlist even if you’re not.