If you’re looking to make the leap into an electric car, this is your guide to every EV launching in Australia this year – and beyond.

For now, it’s true that most electric options in the new-car market are still markedly more expensive than their conventional combustion-engined counterparts.

Of course, the argument is often made that EVs can reduce longer-term costs through cheaper and potentially free recharging, along with lower maintenance and parts costs.

We have a story on that topic here, crunching the numbers on the cost of EV ownership versus owning a regular car.

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Whatever your perspective…

This evolving article is where you’ll find every new EV available in Australia, and all of those on the way.

Indeed, the electric vehicle race has well and truly started in Australia. It had a slow start, with minimal incentives pushing supply towards more EV-friendly regions in recent years.

And that’s just what’s coming – the article promoted below, 2024 Best Electric Cars, will tell you which currently available EVs should be at the top of your list.

So, what’s coming?

Over 30 new or updated EVs are due in Australia over the next two years – and more are being announced almost weekly.

Traditional carmakers including Audi, BMW, Ford, Mercedes-Benz, Nissan and Toyota are paying strong attention to the EV rush, but there are plenty of newcomers – from the now well-established Tesla to the revived MG brand and the increasingly popular BYD, along with GWM, LDV, and many others.

Here’s your guide on what to expect in 2025 and beyond.

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JUMP AHEAD

• LINKS: Helpful guides for buyers
• Aion V and UT
• Alfa Romeo Junior
• Audi E-Tron GT update
• Audi Q6 E-Tron
• BMW iX3
• BYD Sealion 7
• Cadillac Lyriq
• Cupra Born VZ
• Cupra Raval
• Cupra Tavascan
• Ford E-Transit Custom
• Ford Mustang Mach-E update
• Ford Puma Gen-E
• Geely EX5
• Geely Riddara RD6
• Genesis Electrified G80
• Genesis GV60
• Hyundai Inster
• Hyundai Ioniq 6 N
• Hyundai Ioniq 9
• Isuzu D-Max Electric
• JAC T9 electric
• Jeep Recon
• Jeep Wagoneer S
• Kia EV3
• Kia EV4
• Kia EV5
• Kia EV6 facelift
• LDV eTerron 9 ute
• Leapmotor B10
• Maserati GranTurismo Folgore
• Maserati Grecale Folgore
• Mercedes-Benz G580
• MG ES5 (ZS EV replacement)
• Nissan Ariya
• Peugeot E-208
• Peugeot E-2008 facelift
• Peugeot E-308
• Peugeot E-3008 & E-5008
• Polestar 4
• Porsche Macan EV
• Renault 5
• Renault 5 3E Turbo
• Skoda Elroq
• Skoda Enyaq
• Smart #5
• Volkswagen ID.3
• Volkswagen ID.4 & ID.5
• Volvo EC40 & EX40
• Volvo EX90
• Zeekr 009
• Zeekr 7X
• What else? ?️‍♂️

MORE: 2024 launches on sale now

• Audi Q4 E-Tron
• BMW i5 Touring
• BYD shark 6
• Chery Omoda E5
• Deepal S07
• Hyundai Ioniq 5 facelift
• Jeep Avenger
• Leapmotor C10
• MG Cyberster
• Mini Cooper & Countryman
• Polestar 3
• Porsche Taycan facelift
• Smart #1 and #3
• Xpeng G6
• Zeekr X

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? Helpful links & guides

Before you buy an EV, you might want to know…

We’ve published many, many useful stories to help you understand how EVs work, which ones might be right for you, and all the things you should know as you embark on your journey to buy an EV. Check out our links below!

Okay, now, what’s coming to Australia?

Aion V and Aion UT

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Chinese automaker GAC is preparing to enter the Australian market in mid-2025 under its Aion brand, with two models confirmed for local introduction: the Aion V electric SUV and the newly unveiled Aion UT electric hatchback.

The Aion V is a compact SUV built on GAC’s AEP 3.0 platform, featuring a 150kW motor and a lithium-ion battery providing a range of up to 750km on the China Light-Duty Vehicle Test Cycle (CLTC).

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The Aion UT is a smaller electric hatchback designed to compete with budget EVs like the MG4 and BYD Dolphin, offering a 100kW motor and a range of up to 600km, depending on the battery configuration.

The Aion V stands out with a spacious interior, a three-tier trunk storage system, and support for fast charging, enabling a 15-minute charge to add approximately 370km of range.

In China, the Aion UT is priced from around 100,000 yuan (approximately AU$21K), which could see it become Australia’s most affordable EV.

Alfa Romeo Junior

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The Alfa Romeo Junior – revealed as the Milano before the Italian Government banned the name – isn’t due in Australia until the second half of 2025.

Based on Stellantis’s E-CMP platform, the Junior is closely related to the Jeep Avenger and Fiat 600e, offering a 400-volt electric system and a 54kWh battery pack.

Like the Fiat and Abarth 600e models, ‘Elettrica’ versions of the Junior open with a 112kW model, while the hero Junior Veloce leaps to 177kW.

A driving range of up to 410 kilometres on the combined WLTP test cycle is claimed.

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Audi E-Tron GT update

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Audi revealed the 2025 E-Tron GT earlier this year, and although the outside looks largely unchanged, there are significant enhancements under the skin.

The line-up now includes the S E-Tron GT, RS E-Tron GT, and the flagship RS E-Tron GT Performance. The S model delivers 500kW, achieving 0-100 km/h in 3.4 seconds. The RS variant offers 630kW with a 2.8-second sprint, while the RS Performance boasts 680kW, reaching 100 km/h in 2.5 seconds. 

All models are equipped with a 105kWh battery, providing a usable capacity of 97kWh. Charging capabilities have been improved, with the E-Tron GT now supporting up to 320kW DC fast charging, allowing a 10-80% charge in approximately 18 minutes.

The driving range has also increased, with the S E-Tron GT offering up to 609km, the RS E-Tron GT up to 598km, and the RS Performance up to 592km, all measured on the WLTP cycle. 

Pricing for the Australian market has yet to be announced, but an increase from the current starting price of approximately $182,000 is anticipated. 

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Audi Q6 E-Tron

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Audi Australia has announced the upcoming release of the 2025 Q6 e-tron and SQ6 e-tron electric SUVs, scheduled to arrive in early 2025.

The Q6 e-tron range comprises three variants:

Q6 e-tron performance: Priced at $115,500 before on-road costs, this rear-wheel-drive model features a single electric motor producing 240kW and 485Nm, enabling a 0-100 km/h acceleration in 6.6 seconds.

Q6 e-tron quattro: Starting at $122,500, it includes a dual-motor all-wheel-drive system delivering 285kW and 580Nm, achieving 0-100 km/h in 5.9 seconds.

SQ6 e-tron: The top-tier variant is priced at $151,400, equipped with a dual-motor setup generating 380kW and 580Nm, reaching 0-100 km/h in 4.3 seconds.

All models are built on an 800V architecture, supporting fast charging capabilities. The Q6 e-tron performance variant claims a WLTP range of up to 641km, while the quattro and SQ6 e-tron variants provide ranges of 625km and 598km, respectively.

Standard features across the range include a 14.5-inch MMI touch display, an 11.9-inch virtual cockpit digital instrument cluster, and a 10.9-inch touchscreen for the front passenger. The interior design emphasizes a digital experience, with the additional passenger display allowing access to entertainment and vehicle functions without distracting the driver.

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BMW iX3

Previewed by the Vision Neue Klasse X concept, the next BMW iX3 will be a different car to the fourth-generation internal-combustion X3 unveiled in mid-2024.

It’s expected to come in 2025, based on BMW’s new dedicated Neue Klasse (new class) electric vehicle architecture. The iX3 will be the first model on this platform, with a 3 Series-sized electric sedan previewed by the first Vision Neue Klasse concept to follow soon after.

Full technical details are still to come, although BMW has previously confirmed an 800V architecture, enabling charging speeds that should deliver around 300km of driving range in 10 minutes.

When it’s unveiled later this year and launched into the market in 2025, trademark applications suggest the second-generation iX3 will be offered in iX3 30, iX3 40 and iX3 50 forms.

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BYD Sealion 7

In October, BYD confirmed its Sealion 7, a midsize electric SUV, will touch down in early 2025.

The Sealion 7 is a pure-electric vehicle, distinguishing it from the recently launched Sealion 6 plug-in hybrid. This marks BYD’s first entry into the midsize SUV segment with an all-electric offering.

Positioned above the Atto 3 in BYD’s line-up, the Sealion 7 is expected to compete with models like the Tesla Model Y and the upcoming Kia EV5. Pricing is anticipated to range between $55,000 and $60,000.

Cadillac Lyriq

Cadillac has entered the Australian market with the Lyriq electric SUV, offering two variants: the Luxury, priced at $117,000, and the Sport at $119,000, both before on-road costs. Deliveries are expected to commence in late 2024 or early 2025.

The Lyriq is powered by a dual-motor all-wheel-drive system producing 373kW and 610Nm, enabling a 0-100 km/h acceleration in 5.3 seconds. It features a 102kWh battery, providing a claimed WLTP range of 530km. Charging capabilities include a maximum AC rate of 22kW and DC fast charging up to 190kW, with Cadillac claiming that a 10-minute DC charge can add approximately 128km of range.

Cadillac provides a five-year, unlimited-kilometre vehicle warranty, an eight-year, 160,000km battery warranty, and five years of roadside assistance.

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Cadillac has also announced the flagship Lyriq-V, with global production set to begin in 2025 ahead of an Australian debut expected for sometime in 2026.

While specific technical details have not been disclosed, the Lyriq-V is expected to offer enhanced performance metrics, aligning with Cadillac’s V-Series designation, which signifies a focus on elevated performance capabilities.

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Cupra Born VZ

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Cupra Australia has confirmed the Born VZ electric hatchback is set to launch in the first half of 2025, likely sometime in the second quarter.

This high-performance variant features a single-motor rear-wheel-drive powertrain delivering 240kW and 545Nm, enabling a 0-100 km/h acceleration in 5.7 seconds and a top speed of 200 km/h.

The Born VZ is equipped with a 79kWh battery pack, slightly larger than the standard model’s 77kWh, and incorporates a Dynamic Chassis Control (DCC) Sport setup with revised dampers, anti-roll bars, and rear springs. Exterior enhancements include wider tyres and 20-inch alloy wheels, available in forged or with 3D copper inserts, along with new colour options such as Midnight Black and Dark Forest green.

Pricing details have yet to be announced, but the Born VZ is expected to be positioned above the current model, which is priced at $59,990 before on-road costs.

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Cupra Raval

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Cupra is leading the development of the small front-wheel drive electric car platform (MEB Small) that underpins a production version of the Raval, as well as the ID.2, ID.2 X, and Skoda’s take on the tiny EV.

It’s essentially the VW Up all over again, but this time electric – that program spun off the Seat Mii, Skoda Citigo and multiple takes on the VW model itself including a GTI.

Each brand will have its own take on the platform, with the Raval’s distinctive styling and high outputs likely to set it out as the most assertive and edgy of the four models to be spun off the line.

In fact, Sven Schuwirth, chief operating officer of Cupra, told Whichcar that the Raval concept at the 2023 IAA motor show was “more than 90 per cent” representative of what the production car would look like.

It is understood that the brand is assessing the merits of a small EV in Australia. The local market is moving fast in the ‘affordable electric’ space following the launch of value-focused cars like the MG4, BYD Dolphin and GWM Ora hatchbacks.

Could it be a very literal case of too little, too late? Time will tell.

Cupra Tavascan

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Cupra is set to launch its first electric SUV, the Tavascan, in Australia by the end of 2024.

The line-up includes two variants: the Endurance and the VZ. Pricing details will be disclosed closer to the launch date, but the base Endurance is expected to be priced slightly above the top-spec, petrol-powered Formentor VZx, which is currently $65,790 before on-road costs.

The Endurance variant features a single-motor rear-wheel-drive system producing 210kW and 545Nm, achieving 0-100 km/h in 6.8 seconds, with a WLTP range of 534km. Standard equipment includes 19-inch alloy wheels, illuminated Cupra logos, a hands-free power tailgate, tri-zone climate control, a 15-inch touchscreen infotainment system, and black fabric upholstery.

The VZ variant comes with a dual-motor all-wheel-drive system delivering 250kW and 545Nm, reaching 0-100 km/h in 5.5 seconds, and offers a WLTP range of 499km.

It includes all features from the Endurance’s Interior Package, plus 21-inch alloy wheels, Dynamic Chassis Control adaptive suspension, matrix LED headlights, and a fixed sunroof with a power sunblind.

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Ford E-Transit Custom

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A fully-electric version of Ford’s Transit Custom mid-size van is due in Australia imminently, although its scheduled “late 2024” window is quickly closing.

The cargo van features a 400-volt system with a 74-kWh battery pack, which shares its 81.2Ah pouch cells with the larger American-market F-150 Lightning.

The battery enables a WLTP-rated driving range of 380 kilometres.

Australian-spec E-Transit Custom models will have a single 160kW/415Nm motor driving the rear wheels.

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Ford Mustang Mach-E update

Ford unveiled the updated 2025 Mustang Mach-E electric SUV in October, confirming its Australian debut in the second half of 2025.

This mid-life refresh introduces several enhancements, including the addition of a heat pump to improve battery efficiency in colder climates. The updated electric SUV also features BlueCruise 1.5, Ford’s advanced driver assistance system, which now includes automatic lane-changing capabilities. Lastly, a new Sport Appearance Package joins the range for 2025, offering aesthetic upgrades for a more dynamic look.

Ford Puma Gen-E – CANCELLED

Confirmed for Australia back in early 2023, the Puma Gen-E has now been scratched from the company’s local plans.

Full story linked above.

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Geely EX5

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Volvo parent Geely has announced Australian plans for its EX5, a mid-sized electric SUV that will compete with models like the BYD Atto 3 and Tesla Model Y.

The EX5 is powered by a 160kW/320Nm electric motor and offers battery options of 49.52kWh or 60.22kWh, providing a claimed range between 440km and 530km on China’s generous CLTC test cycle.

In China, the EX5 is priced between 112,800 and 148,800 yuan (approximately A$23,800 to $31,400). However, Australian pricing will likely be higher, however, given the BYD Atto 3’s local pricing of $44,381 to $47,381.

Geely Riddara RD6

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Now known as the Riddara RD6, the electric ute from China’s Geely appears certain for Australia with a right-hand drive production schedule now locked in.

The Riddara RD6 is understood to be around 5.2 metres long and roll on a 3120mm wheelbase which makes it slightly smaller than a Ford Ranger. It’s also believed to be offered with three battery sizes: 66kWh, 86kWh or 100kWh. The largest battery is said to offer a range of 610km.

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Genesis Electrified G80 update

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Genesis has unveiled an updated version of its Electrified G80 sedan, featuring a 130mm longer wheelbase, now stretching to 3140mm with a focus on greater rear passenger space.

That luxurious feature is underscored with reclining seats and leg rests with memory functions, while an EasyClose system allows the rear doors to be closed at the push of a button.

The big sedan gets a larger 95.4kWh battery, up from the previous 87.2kWh, increasing the range from 427km to 475km on the Korean test cycle. WLTP figures are pending, but an improvement from the existing 520km is anticipated. The dual-motor all-wheel-drive system is unchanged, delivering 272kW and 700Nm.

Genesis GV60

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Hyundai’s luxury arm Genesis has introduced a styling and tech update to its first dedicated EV, the GV60.

For its midlife update, the GV60 gets a subtly refreshed exterior design, along with a bigger interior display and a new steering wheel. Technical details are yet to be revealed, however, with more to come to come in the next few months.

The updated GV60 will reach Australia in the third quarter of 2025.

Hyundai Casper Inster EV

This baby Hyundai already existed as a three-cylinder petrol city car known as Casper, but this year brought the debut of an electric companion: the Inster.

Hyundai’s smallest and most affordable new EV will reach Australia in early 2025, and while pricing is still to be confirmed, leaked details suggest a drive-away price in the low $40K range.

The Inster will be available in two configurations, with a driving range beyond 300km in base form and over 355km in top-spec form.

It’s a properly little thing, too. The Inster measures 3825mm in length, 1610mm in width, and 1575mm in height, with a wheelbase of 2580mm. This positions it as a compact SUV, smaller than the already small Hyundai Venue, yet offering a longer wheelbase.

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Hyundai Ioniq 9

Hyundai unveiled the Ioniq 9 in November, revealed at the Los Angeles motor show as its big new electric seven-seater.

The Ioniq 9 is built on Hyundai’s Electric-Global Modular Platform (E-GMP) and features a 110.3kWh battery, providing an estimated range of over 600 kilometres in its range-focused form.

Like most new upcoming EVs, the Ioniq 9 supports Tesla Superchargers, offers bidirectional charging, and includes advanced features such as “Relaxation Seats,” a sliding centre console, a UV-C sterilizer, and over-the-air software updates.

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Isuzu D-Max Electric

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An electric version of the Isuzu D-Max has been confirmed for Australia.

Previewed by a concept vehicle revealed in early 2024, the electric D-Max will first launch in mainland Europe in 2025, with an Australian launch expected in 2026 or later.

Based on the current D-Max ute launched in 2020, the EV concept features a 66.9kWh lithium-ion battery, full-time 4X4, dual electric motors with a 130kW and 325Nm total output, a one-tonne payload, and a 3.5-tonne braked towing capacity. It has a maximum speed of “over 130km/h”.

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JAC T9 electric

Chinese carmaker JAC Motors will launch an electric vehicle in Australia in 2024.

While the electric T9 has yet to be detailed, it will likely compete head-to-head with its only rival, the LDV eT60.

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Jeep Recon

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The Jeep Recon electric SUV shares familiarity with the rugged Wrangler, with the brand promising “true trail-rated capability”.

Highlights include a one-touch rooftop, removable doors and glass, a traction management system, e-locker axle technology, under-body protection, tow hooks, and off-road tyres.

Like the Wrangler, a spare wheel mounted on the tailgate will feature, while the iconic seven-slot grille is closed-off and illuminated.

Local arrival timing for the Jeep Recon is currently unclear.

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Jeep Wagoneer S

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Jeep’s new Wagoneer sub-brand will gain its first electric model, with a new Grand Cherokee-sized model called the Wagoneer S.

The marque claims the ‘S’ stands for “speed, striking and sexy”, featuring a 447kW dual-motor drivetrain, a 0-97km/h sprint time of 3.5 seconds, and a claimed 644-kilometre driving range.

Design elements include its coupe SUV shape, slim front end, and large rear wing for aerodynamics.

Local arrival timing for the Jeep Wagoneer S is currently unclear.

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Kia EV3

Kia’s electric SUV rival to the Hyundai Kona, Volvo EX30 and BYD Atto 3 has been unveiled with a 600-kilometre WLTP-rated driving range.

The EV3 will arrive in local showrooms during the first quarter of 2025, joining the EV6, EV9, and the forthcoming EV5.

In the UK, the EV3 is offered in three trim levels with two battery options. Pricing starts at £32,995 ($65K) for the base model and reaches £42,835 ($85K) for the top-spec GT-Line S with Heat Pump.

While direct currency conversions suggest higher prices, the EV3’s positioning relative to other models indicates a potential starting price around $50,000 in Australia. This would place it competitively against models like the BYD Atto 3 and MG 4.

The EV3 measures between 4300mm and 4310mm in length, 1850mm in width, and 1560mm in height, with a 2680mm wheelbase. It is similar in size to the Kia Seltos but slightly shorter and wider.

The base model features a 58.3kWh battery paired with a 150kW/283Nm electric motor, offering a WLTP range of approximately 429 kilometres. An optional 81.4kWh battery extends the range to nearly 598 kilometres.

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Kia EV4

Not too little, not too big… is Kia’s new EV4 just right?

Slotting in between the EV3 reported above and the EV5 described below, the new EV4 twins were revealed online in February ahead of Kia’s big EV day.

The EV4 sedan had long been expected, following its debut in concept form back in 2023, but the hatch arrived as a welcome surprise for those seeking a little more headroom and ease of entry in the rear. The perfect Uber car?

Learn more about the EV4 in the article linked above, and watch for news on exactly when we’ll see in Australia. And whether we’ll get both bodies!

Kia EV5

Kia announced Australian pricing for the 2025 EV5 midsize electric SUV in October, with the base Air Standard Range variant starting at $56,770 drive-away.

The mid-range Air Long Range is priced at $63,990, while the Earth AWD Long Range comes in at $68,990. The top-spec GT-Line AWD Long Range is available for $75,990 drive-away.

The EV5 offers two battery options: a 64kWh pack for the Standard Range and an 88kWh pack for the Long Range variants. The Long Range models provide a driving range exceeding 600km. Charging capabilities include 175kW DC fast charging, allowing a 10-80% charge in approximately 27 minutes.

The EV5’s pricing positions it competitively against rivals like the Tesla Model Y and Toyota RAV4, aiming to attract a broad range of consumers in the midsize SUV segment.

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Kia EV6 facelift

A mid-life facelift for the Kia EV6 electric SUV sees the addition of a larger 84kWh battery pack, more driving range, and long-awaited tech features.

The new-look EV6 will reach Australia in the first quarter of 2025, with more details to be revealed in line with Kia’s activity at the Australian Open.

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LDV eTerron 9

LDV, through Australian distributor Ateco, has confirmed the eTerron 9 electric ute will arrive in Australia in early 2025 as a replacement for the unloved eT60.

It will be offered in single-motor rear-wheel drive (200kW) and dual-motor four-wheel drive (325kW) configurations, with the dual-motor variant accelerating to 100 km/h in 5.8 seconds. A 102kWh battery provides up to 430km of WLTP range, with 115kW DC charging and vehicle-to-load functionality included.

The ute features a “semi-monocoque” construction with ultra-high-strength steel, aiming for a five-star Euro NCAP safety rating. Multi-link rear suspension with air suspension allows the loading area to lower by 60mm, and six driving modes enable customisation of key settings, including suspension height and powertrain response.

Measuring 5500mm long and 1997mm wide, the eTerron 9 offers a payload of 650-750kg and a braked towing capacity of 3500kg. Additional features include a 236-litre front trunk, electric tailgate, and a loading area extendable to 2.4 metres for longer items.

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Leapmotor B10

Leapmotor unveiled the B10 at the Paris motor show in October, debuting as a compact electric SUV that will follow the larger C10 to Australia next year.

The B10 features a design and technology similar to the C10 but in a smaller form factor. This positions it to compete with models like the Kia EV3 and Hyundai Kona EV.

While specific pricing details for the B10 are yet to be announced, it is anticipated to be more affordable than its competitors, potentially making it one of Australia’s most cost-effective electric SUVs.

Maserati GranTurismo Folgore

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Riding on an all-new platform, the second-generation Maserati GranTurismo gains a fully electric variant.

The all-electric Folgore – Italian for Lightning – is the most forward-thinking GranTurismo, producing a combined 610kW from three 300kW electric motors, with a 0-100km/h claimed time of 2.7 seconds.

It is equipped with a 92.5kWh battery and an 800-volt architecture, with the ability to charge up to 100 kilometres of claimed driving range in just five minutes.

The 2024 Maserati GranTurismo Folgore is expected in Australia later this year.

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Maserati Grecale Folgore

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The 2024 Maserati Grecale Folgore is the pure-electric version of the company’s new mid-size SUV.

It is fitted with a 105kWh lithium-ion battery, a 400-volt electrical system, and a dual-motor all-wheel-drive system producing over 373kW and 800Nm.

Maserati’s first all-electric offering will arrive in Australia later in 2024, with full pricing and features to be announced closer to its arrival.

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Mercedes-Benz G580

Mercedes-Benz has unveiled the G580 with EQ Technology, marking the iconic G-Class’s transition to electric power.

Due in Australia from early 2025, the G580 features an electric motor at each wheel, all four collectively producing 432kW and 1164Nm of torque. A 116kWh battery provides a WLTP range of 473km.Mercedes says the G-Class’s off-road capabilities are maintained, with each motor connected to a two-speed gearbox, allowing for precise torque distribution. The big electric SUV includes a “G-Turn” function, enabling it to rotate 360 degrees on the spot. The battery is integrated into the ladder frame, ensuring structural rigidity and protection during off-road use.

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MG ES5

MG revealed its ZS EV-replacing ES5 in November, introducing a larger electric SUV that bridges the small and medium segments.

The ES5 measures 4476mm in length, 1849mm in width, and 1621mm in height, with a 2730mm wheelbase – dimensions that surpass the ZS EV by 153mm in length, 40mm in width, and 145mm in wheelbase, while being 4mm lower.

Built on the same rear-wheel-drive architecture as the MG4, the ES5 is expected to offer improved driving dynamics and efficiency. While specific powertrain details are yet to be disclosed, the platform suggests potential for various battery and motor configurations.

The ES5 is set to launch in Australia within the next six months, with pricing and detailed specifications to be announced closer to its release.

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Nissan Ariya

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Nissan Australia’s vital all-electric SUV is no closer to Australia, with the Tesla Model Y rival expected later in 2024 – if not 2025.

The Nissan Ariya midsize electric SUV was confirmed for our market in 2021, but the brand continues to delay its arrival, citing global demand, homologation requirements to meet the Australian Design Rules, and our relaxed fuel efficiency regulations before the New Vehicle Efficiency Standard was announced.

Globally, the Ariya offers a choice of front- or all-wheel drive and two different battery sizes, resulting in four different power outputs, ranging from 160kW to 290kW.

The top-rung Ariya E-Force Performance hits 100km/h in just over five seconds, while the most efficient will nudge 500km of range on a full charge. A hotted-up Nismo variant is also available in Japan.

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Peugeot E-208

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The Peugeot E-208 electric hatch, originally due here this year, is now a TBC, with only a ‘sometime in 2025’ line offered.

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Peugeot E-2008 facelift

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Peugeot revealed a facelifted version of its E-2008 electric small SUV in early 2023.

It was due here sometime in 2025, but has gone missing from the brand’s local website.

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Peugeot E-308

In November, Peugeot announced the all-electric E-308 hatchback for Australia, with an initial allocation of 14 units available for pre-order. This limited release serves as a preview ahead of a broader launch planned for 2025.

The E-308 is powered by a 115kW electric motor and a 54kWh battery, offering a WLTP range of up to 400km. It supports DC fast charging, enabling a 20-80% charge in approximately 25 minutes. The vehicle features regenerative braking to enhance energy efficiency.

Peugeot E-3008 & E-5008

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Peugeot Australia had announced the E-3008 would arrive here in the second half of 2024, but it is now a TBC.

The seven-seat E-5008 was said to follow the E-3008 in 2025, but this, too, is now unclear.

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Polestar 4

The 2024 Polestar 4 electric coupe SUV – positioned between the 2 and 3 in size and price – will arrive in Australia soon, based on parent company Geely’s all-new Sustainable Experience Architecture platform.

It is priced from $81,500 before on-road costs in Australia for the long-range single-motor rear-wheel drive variant, rising to $92,150 before on-roads for the long-range dual-motor all-wheel drive variant.

The long-range dual-motor brings a 3.8-second 0-100km/h sprint, with a 400kW and 686Nm maximum power output. All Polestar 4s support 200kW DC fast and 22kW AC home charging.

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Porsche Macan EV

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Porsche announced Macan EV pricing in July, introducing the all-electric SUV to the Australian market. The initial line-up includes the Macan 4, priced at $133,700 before on-road costs, and the Macan Turbo at $180,100.

In November, Porsche expanded the Macan EV range with two additional variants: the rear-wheel-drive Macan, starting at $128,400, and the all-wheel-drive Macan 4S, priced at $149,300.

The Macan features a single rear-mounted electric motor producing 250kW (265kW on overboost) and 563Nm, achieving 0-100 km/h in 5.7 seconds. The Macan 4S offers 330kW (380kW on overboost) and 820Nm, with a 0-100 km/h time of 4.1 seconds.

All Macan EV models are equipped with a 100kWh battery and 800-volt architecture, supporting DC fast charging up to 270kW. Porsche claims a 10-80% charge can be achieved in approximately 21 minutes.

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Renault 5

The reborn Renault 5 was unveiled in March, but alas it remains ‘under consideration’ for Australia, with the local distributor waiting on France to confirm availability.

Officially named Renault 5 E-Tech, the new hatch is a modern electric iteration of the classic 5. It’s available in Europe with two battery options: a 40kWh pack offering a claimed range of up to 299km, and a 52kWh pack providing up to 399km, both utilizing Nickel Manganese Cobalt chemistry. Charging capabilities include an 11kW AC charger and options for 80kW or 100kW DC fast charging. 

At launch, Renault reported that 50,000 buyers were already on the waitlist.

Renault 5 3E Turbo – yes!

We may or may never see the regular Renault 5 in Oz, but the company has at least confirmed we can expect to see its new hero model, the 5 3E Turbo.

Full details at the linked story above.

Skoda Elroq

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In October, Skoda unveiled the Elroq, an all-electric SUV set to replace the petrol-powered Karoq – hence, the similar naming.

Scheduled for an Australian release in July 2025, the Elroq will be Skoda’s second electric vehicle in the local market, following the Enyaq’s arrival in December.

The Elroq introduces Skoda’s ‘Modern Solid’ design language, featuring a slimmer grille adorned with S-K-O-D-A lettering and connected LED headlights.

Inside, it offers four interior themes—Studio, Loft, Lodge, and Sportline—with a standard 13-inch infotainment touchscreen, a 5.0-inch digital instrument cluster, and a head-up display. Safety features include nine airbags, adaptive cruise control, lane assist, and emergency assist. 

Built on the Volkswagen Group’s MEB platform, the Elroq will be available in multiple drivetrain configurations. The base model, Elroq 50, features a 125kW rear-wheel-drive setup, while the Elroq 85x offers a 210kW all-wheel-drive system. Boot capacity stands at 470 litres with the rear seats up and expands to 1580 litres when folded. 

Skoda Enyaq facelift

WHEN: MID-LATE 2025

In January, Skoda gave its Enyaq and Enyaq Coupe electric SUVs a facelift, improved technology, and better performance.

The exterior gets a “Tech-Deck Face” with a redesigned grille and headlights, while the interior boasts a larger 13-inch infotainment screen and an optional augmented reality head-up display.

The updated Enyaqs offer increased range and faster charging thanks to a more efficient electric powertrain. Australia is likely to again be offered only the Enyaq Coupe, although the brand has yet to confirm local details.

In its current form, the Enyaq kicks off at $69,990 for the Sport Line, with the Enyaq RS retailing for $83,990.

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Smart #5

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Smart unveiled the #5 electric SUV in August. Its largest model to date, the ‘Hashtag 5’ measuring 4705mm in length with a 2900mm wheelbase, positioning it competitively against mid-size SUVs like the Skoda Enyaq and Tesla Model Y. 

The #5 features a boxy, rugged design, with the Summit Edition offering an off-road package that includes a roof-mounted light bar, roof rack, side steps, storage box, and access ladder. Inside, it boasts a 10.3-inch ultra-HD driver’s display, dual 13-inch AMOLED screens for the driver and front passenger, and a 25.6-inch augmented-reality head-up display. A generative AI voice assistant is integrated with a Sennheiser sound system delivering over 2000 watts. 

Equipped with a 100kWh battery, the #5 offers a claimed range of over 740km according to the CLTC test cycle. Its 800-volt system architecture enables rapid charging from 10% to 80% in approximately 15 minutes. Leaked documents suggest various powertrain options, including single-motor models producing 250kW and 288kW, and a dual-motor all-wheel-drive version with up to 432kW. A top-tier variant with 475kW is also anticipated.

The Smart #5 is expected to launch in Australia in the second half of 2025. 

Volkswagen ID.3

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First revealed in 2019, the Volkswagen ID.3 – an electric Golf-sized small hatch – will arrive in Australia in 2025.

This means it will launch after the larger ID.4 and ID.5 medium SUVs, which are expected to be more popular despite a higher price.

It is also a twin to the Cupra Born, which is currently available here in a single flagship grade.

Volkswagen expects the ID.3 to be priced under $60,000 “in order to maximise national and state-based electric vehicle incentives,” but just how far under is unclear.

The ID.3 GTX sports variant could arrive in Australia at the same time as the standard variants.

According to the brand, every Volkswagen dealer in Australia will retail and service its electric vehicles, including the ID.4 and ID.5, and the ID.Buzz and ID.Buzz Cargo.

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Volkswagen ID.4 and ID.5

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The Volkswagen ID.4 midsize SUV and its ID.5 coupe SUV twin will arrive here in late 2024.

Similar in size to the Tiguan, and rivals to the Tesla Model Y, Kia EV6, Hyundai Ioniq 5 and Toyota bZ4X, the ID.4 and ID.5 were initially set to arrive in Australia in 2023.

The ID.4 and ID.5 will initially be Pro and GTX variants, featuring an 82kWh lithium-ion battery (77kWh usable) and a full suite of standard equipment.

While Volkswagen Australia has not formally announced prices for the ID.4 and ID.5, it has confirmed the most affordable variant at launch – the ID.4 Pro – will be targeted at the popular Tesla Model Y Long Range, which is currently available for $69,900 before on-road costs.

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Volkswagen ID.Buzz

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Expressions of interest for the electric Volkswagen ID.Buzz van have opened ahead of its December 2024 arrival.

Pricing and features are yet to be confirmed, so for now, VW is aiming to gauge how much buzz there is for the van locally.

Volkswagen will offer several body styles, including a long-wheelbase people mover and a load-lugging cargo carrier, with demand dictating market share.

The final specification for Australia will be locked in closer to its local launch, but expect our cars to have a high level of equipment to reflect demand for top-spec vehicles.

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Volvo EC40 & EX40

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Volvo has renamed its XC40 Recharge and C40 electric SUV twins to EX40 and EC40, respectively, matching the EX30, EX90 and EM90.

The EX40 is available right now, in two variants: the Single Motor Extended Range, priced at $79,990 before on-road costs, and the Twin Motor Performance, starting at $89,990.

The Single Motor Extended Range variant features a rear-mounted electric motor producing 175kW and 420Nm, enabling a 0-100 km/h acceleration in 6.9 seconds. It is equipped with a 69kWh battery, offering a WLTP range of up to 460km. The Twin Motor Performance variant adds a front motor for all-wheel drive, increasing output to 300kW and 660Nm, with a 0-100 km/h time of 4.9 seconds and a range of up to 420km.

Both models support up to 150kW DC fast charging, allowing a 10-80% charge in approximately 28 minutes. Standard features include a 9-inch central touchscreen with Google built-in services, a 12.3-inch digital instrument cluster, and a suite of advanced driver assistance systems. The EX40 measures 4425mm in length, 1863mm in width, and 1651mm in height, with a wheelbase of 2702mm, providing a cargo capacity of 419 litres with the rear seats up.

The EC40 will reach Australia in the first half of 2025.

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Volvo EX90

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The Volvo EX90 electric SUV, to be sold alongside the current XC90, was expected to arrive in Australia in late 2024, but is now scheduled for the first half of 2025.

Volvo has announced new active safety features debuting on the all-electric crossover – and fitted as standard – will include LiDAR sensors and an in-car driver monitoring camera.

It will also include bi-directional charging, with vehicle-to-load (V2L) and vehicle-to-grid (V2G) technology.

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Zeekr 009

Zeekr introduced the 009 electric people mover to Australia in November, offering two variants: the 009 WE and the 009 ME. The 009 WE is priced at $129,000 before on-road costs, while the 009 ME starts at $149,000. 

Both models feature a dual-motor all-wheel-drive system delivering 400kW and 686Nm, enabling a 0-100 km/h acceleration in 4.5 seconds. They are equipped with a 140kWh battery, providing a claimed range of up to 822km on the NEDC cycle. Charging capabilities include support for up to 360kW DC fast charging, allowing a 10-80% charge in approximately 28 minutes. 

The 009 offers a spacious interior with seating configurations for six or seven passengers. Standard features include a 15.6-inch central touchscreen, a 10.25-inch digital instrument cluster, and a suite of advanced driver assistance systems. The vehicle measures 5209mm in length, 2024mm in width, and 1856mm in height, with a wheelbase of 3205mm, providing ample space for passengers and cargo. 

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Zeekr 7X

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Zeekr has confirmed its larger 7X SUV will arrive in Australia during 2025. 

Built on Geely’s PMA2+ platform, the 7X features an 800V electric architecture. The entry-level model is equipped with a 75kWh lithium iron phosphate (LFP) battery, capable of gaining 500km of range with just 15 minutes of charging.

Higher-spec variants come with a 100kWh CATL-supplied ternary nickel manganese cobalt (NMC) battery. While full specifications are yet to be released, the 7X is expected to offer a single-motor rear-wheel-drive powertrain with 310kW, and a dual-motor all-wheel-drive variant with 475kW.

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2024 launches on sale now

Picked fresh from last year’s list, these are the EVs that reached Australia in 2024.

Audi Q4 E-Tron

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The Audi Q4 E-Tron mid-size electric SUV is on sale in Australia now, with price cuts already applied in September.

All Q4 e-tron models are equipped with an 82kWh lithium-ion battery, upgraded from the previous 77kWh, featuring optimized cell chemistry and higher density.

The Q4 45 models now support a maximum DC fast charging rate of 175kW, up from 135kW, aligning with the Q4 55’s capabilities. Audi states that all Q4 e-tron variants can charge from 10% to 80% battery capacity in approximately 28 minutes.

The updated battery enhances the driving range, with the Q4 45 Sportback achieving an indicative WLTP range of 540km, the Q4 45 wagon 524km, the Q4 55 Sportback 503km, and the Q4 55 wagon 488km.

These improvements, combined with the price adjustments, position the Q4 e-tron range more competitively against rivals such as the BMW iX3 and Mercedes-Benz EQB, both starting at $89,100. However, the Q4 e-tron remains priced above the Tesla Model Y, which starts at $55,900.

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BMW i5 Touring

BMW revealed pricing for the i5 Touring electric wagon back in February 2024, and the first examples reached Australia in the third quarter.

Priced at $219,900 before on-road costs, the i5 Touring is available exclusively in the M60 xDrive variant.

Power is provided by a dual-motor setup delivering 442kW and 820Nm, enabling acceleration from 0 to 100 km/h in 3.9 seconds. It features an 84kWh battery pack (81.2kWh usable), providing a WLTP driving range of up to 506km.

Standard equipment includes adaptive air suspension, M Sport brakes, and 20-inch alloy wheels. The interior is equipped with BMW’s latest iDrive 8.5 infotainment system, featuring a curved display that integrates a 12.3-inch digital instrument cluster and a 14.9-inch central touchscreen.

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BYD Shark 6

BYD announced the Australian launch of the Shark 6 plug-in hybrid ute in October, priced at $57,900 before on-road costs.

The Shark 6 is powered by BYD’s DM-O (Dual-Mode Off-road) system, combining a 1.5-litre turbocharged petrol engine with dual electric motors to deliver a total output of 321kW and 650Nm. This configuration enables acceleration from 0 to 100 km/h in 5.7 seconds. The vehicle features a 29.58kWh Blade Battery, providing up to 100km of pure electric range and a combined driving range of up to 800km.

Standard equipment includes a leather-wrapped steering wheel, a 10.25-inch LCD instrument cluster, imitation leather seats, wireless connectivity, a 15.6-inch rotating infotainment screen, and heated and ventilated front seats with power adjustments. The Shark 6 has a Gross Vehicle Mass (GVM) of 3500kg, a kerb weight of 2710kg, and a braked towing capacity of 2500kg. Colour options are Great White, Deep Sea Blue, and Tidal Black.

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Chery Omoda E5

Chery Australia launched its first all-electric vehicle in September, the Omoda E5. The entry-level BX variant is priced at $42,990, while the top-spec EX variant starts at $45,990.

The BX variant comes equipped with dual 12.3-inch screens, 18-inch alloy wheels, wireless Apple CarPlay and Android Auto, a wireless phone charger, and a full-size spare wheel. The EX variant adds features such as an eight-speaker Sony sound system, synthetic leather seats with heating, a powered sunroof, and a 360-degree camera.

Both models are powered by a front-wheel-drive single electric motor producing 150kW and 340Nm, with a claimed range of up to 430km. Charging from 30% to 80% can be achieved in less than 30 minutes using a DC fast charger.

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Deepal S07

Deepal has introduced the S07 electric SUV to the Australian market, starting from $67,990 before on-road costs. This positions the S07 competitively against the Tesla Model Y, undercutting the rear-wheel-drive variant by approximately $2000.

The S07 is powered by a single rear-mounted electric motor delivering 160kW and 320Nm, enabling a 0-100 km/h acceleration in 6.7 seconds. It features a 79.9kWh battery, providing a claimed range of up to 620km. Charging capabilities include a maximum DC fast charging rate of 150kW, allowing a 10-80% charge in approximately 30 minutes.

Hyundai Ioniq 5 facelift

July brought us the 2025 Ioniq 5 electric SUV, introducing design changes, safety enhancements, and increased driving range.

The 2025 Ioniq 5 now features redesigned front and rear bumpers, an extended rear spoiler, and new 19- and 20-inch alloy wheels. An optional N Line package is available for the Dynamiq and Epiq variants, adding exclusive bumpers, gloss black mirror housings, and specific 20-inch wheels.

The interior has been updated with a revised centre console that includes controls for seat heating and ventilation. The infotainment system now supports wireless Apple CarPlay and Android Auto.

The 2025 Ioniq 5 offers two battery options: a 63kWh battery for the Standard Range variant, providing a WLTP range of 440km, and an 85kWh battery for the Extended Range variant, offering up to 570km.

The Standard Range model delivers 125kW and 350Nm, while the Extended Range provides 168kW and 350Nm.

Pricing starts at $69,800 for the Standard Range 2WD, with the Extended Range 2WD priced at $75,800, and the Extended Range AWD at $85,300.

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Jeep Avenger

The Jeep Avenger was detailed earlier this year, but September saw a $4000 price reduction applied ahead of its November launch.

The entry-level Longitude variant is now priced at $49,990, positioning it competitively against rivals such as the Mini Aceman, Renault Megane E-Tech, Kia Niro Electric, and Hyundai Kona Electric.

All variants are powered by a 54kWh battery and a single 115kW/260Nm motor driving the front wheels.

This pricing strategy allows the Avenger to undercut key competitors and aligns it closely with high-spec versions of Chinese electric vehicles like the BYD Atto 3 and MG ZS EV.

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Leapmotor C10

Australian pricing for the larger Leapmotor C10 came in October, with pricing starting at $49,990 before on-road costs – positioning the C10 competitively against models like the Tesla Model Y and Toyota RAV4.

The C10 is powered by a 160kW/320Nm electric motor, enabling a 0-100 km/h acceleration in 7.9 seconds. It features a 76.6kWh battery, offering a claimed range of up to 610km.

Charging capabilities include a maximum DC fast charging rate of 150kW, allowing a 10-80% charge in approximately 30 minutes.

MG Cyberster

MG has officially launched the 2025 Cyberster electric roadster in Australia, pricing it at $115,000 before on-road costs. This marks MG’s most expensive model in the Australian market to date.

The Cyberster is equipped with a dual-motor all-wheel-drive system, delivering a combined output of 375kW and 725Nm. This configuration enables the vehicle to accelerate from 0 to 100 km/h in 3.2 seconds. The roadster features a 77kWh battery pack, providing a WLTP-rated range of 444km.

Standard features include a retractable soft-top roof, a digital instrument cluster, and a central infotainment touchscreen. The interior design emphasizes a driver-focused layout, incorporating premium materials and advanced technology interfaces. The Cyberster’s exterior showcases aerodynamic elements and distinctive styling cues, reflecting MG’s heritage in sports car design.

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Mini Cooper & Countryman

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The Mini Cooper hatchback and more all-terrain-focused Mini Countryman electric cars went on sale in Australia in late 2024.

While significantly different in size, proportions and mechanicals, the Cooper hatch and Countryman share much of Mini’s new electrified technology, including its latest Mini Operating System 9. The Chinese-built Cooper was developed in partnership with GWM, while the German-built Countryman is heavily related to the BMW iX1.

The new three-door Mini Cooper EV starts from $53,990 before on-road costs while the Countryman E is available from $64,990 plus on-roads.

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Polestar 3

The large five-seat Polestar 3 made its Australian debut in September 2024.

Along with the broader ranger, Polestar has also introduced a new entry-level variant – the Long Range Single Motor, priced at $118,420 before on-road costs. This model is $14,300 less expensive than the existing dual-motor variant, which has received a slight price reduction to $132,720. The flagship Long Range Dual Motor with Performance Pack is now priced at $144,420, reflecting a $2520 increase.

The Long Range Single Motor variant features a rear-wheel-drive setup with a single electric motor producing 220kW and 490Nm, achieving 0-100 km/h in 7.8 seconds. It is equipped with a 107kWh battery, offering a WLTP range of up to 700km. Charging capabilities include a maximum AC rate of 11kW and DC fast charging up to 250kW.

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Porsche Taycan facelift

Porsche’s first electric car, the Taycan, has come in for a mid-life update with more power, faster charging, increased driving range, a revised look, and price rises

Arriving earlier this year, prices for the updated model have increased between $7800 and $15,100, with the Taycan now priced between $175,100 and $374,200 before on-road costs.

Porsche claims revisions to the Taycan have improved it in “almost every discipline”. More than 150,000 examples have been built in Stuttgart, Germany since the Taycan launched in late 2019.

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Smart #1 and #3

Smart returned to Australia in September, debuting with the new #1 and #3 electric SUVs.

Both models are available in three variants: Pro+, Premium, and Brabus. The #1 Pro+ is priced at $54,900 before on-road costs, the Premium at $58,900, and the Brabus at $67,900. The #3 Pro+ starts at $57,900, the Premium at $61,900, and the Brabus at $70,900. 

Despite the #3 being slightly larger than the #1—measuring 4.4 metres in length compared to the #1’s 4.27 metres—both models share electric drivetrains and platforms with the Volvo EX30.

The Pro+ and Premium variants feature a single electric motor producing 200kW and 343Nm, with rear-wheel drive. The Brabus variants add a second motor for all-wheel drive, increasing output to 315kW and 543Nm. Battery capacity across all variants is 66kWh, with driving ranges varying between 400km and 455km on the WLTP cycle, depending on the model and variant. 

Xpeng G6

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Australian pricing for the Xpeng G6, a mid-sized electric SUV, was announced in October.

The Standard Range variant is priced at $54,800 before on-road costs, undercutting the base Tesla Model Y RWD by $1100. The Long Range model is available at $59,800, offering a more affordable option compared to the Model Y Long Range. 

The Standard Range G6 features a 66kWh lithium iron phosphate battery, delivering a WLTP range of 435km. It is powered by a single rear-mounted electric motor producing 190kW and 440Nm, achieving 0-100 km/h in 6.6 seconds. The Long Range variant comes with an 87.5kWh nickel cobalt manganese battery, extending the range to 570km. This model’s motor outputs 210kW and 440Nm, reducing the 0-100 km/h time to 6.2 seconds. 

Both variants support DC fast charging, with the Standard Range capable of charging at up to 215kW and the Long Range at up to 280kW. Xpeng claims a 10-80% charge can be achieved in approximately 20 minutes. The G6 measures 4753mm in length, 1920mm in width, and 1650mm in height, with a wheelbase of 2890mm. Boot capacity is 571 litres with the rear seats up, expanding to 1374 litres when folded. 

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Zeekr X

Zeekr launched the X here in November, offering two variants: the rear-wheel-drive (RWD) model priced at $56,900 and the all-wheel-drive (AWD) version at $64,900, both excluding on-road costs. 

The RWD variant is equipped with a 66kWh lithium-ion battery, delivering 200kW of power and 343Nm of torque, enabling acceleration from 0 to 100 km/h in 5.6 seconds. It offers a WLTP driving range of 446km. The AWD model increases output to 315kW and 543Nm, achieving 0 to 100 km/h in 3.8 seconds, with a WLTP range of 425km. 

Both models support DC fast charging, allowing a 10-80% charge in approximately 30 minutes using a 150kW charger. Standard features include seven airbags, adaptive cruise control, blind-spot monitoring, and lane-keeping assist. The interior accommodates five seats, with cargo capacities of 362 litres with seats up and 1182 litres with seats folded. Zeekr plans to establish nine franchised dealerships across Australia by the end of 2024. 

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What else?

This list contains electric vehicles that are confirmed for Australia, but have yet to be unveiled or aren’t expected in the next 24 months, or battery-powered vehicles that are looking likely, despite no local confirmation.

• ? All advice stories

Wheels Media thanks former staff writers Jordan Hickey, Alex Affat, Jordan Mulach and David Bonnici for their work on building out this story in its earlier forms.

Hyundai’s luxury arm Genesis has introduced a styling and tech update to its first dedicated EV, the GV60.

The ‘small on the outside, big on the inside’ EV will make its Australian debut in late 2025, following its initial local debut in late 2022.

Although subtle, the GV60’s updated exterior design includes a new front bumper, Micro Lens Array tech in the headlights, and new 21-inch alloy wheels.

Body-coloured wheel arch cladding and garnishes are now featured, along with a body-colour finish to the rear skid plate.

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Inside, the GV60 retains its signature Crystal Sphere revolving shifter, while a new 27-inch ‘connected car Integrated Cockpit’ (ccIC) is now featured in the dash.

The new displays combine the driver cluster and infotainment screens into a single uninterrupted unit, replacing the separate 12.3-inch screens of the outgoing model.

A redesigned three-spoke steering wheel rounds out the more obvious interior tweaks, doing away with the seemingly Lindt-inspired two-spoke and circular hornpad design.

In all, the refreshed GV60 appears to be an effort at dialling back the more eccentric details of its original design, although the quirky zigzag in the C-pillar garnish remains as a reminder of the powerful small EV’s attitude.

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What are the 2025 GV60’s technical changes?

Further details, including drivetrain options and battery specifications, are expected closer to the release date.

In its current form, the GV60 is available here in two grades, both featuring 77.4kWh batteries with two motors (one front, one rear) and all-wheel drive.

The standard GV60 AWD asks from $108K (before on-road costs) and is driven by a 74kW front motor, combined with a 160kW rear motor, delivering a combined 234kW output and 470km of range on the WLTP cycle.

The flagship GV60 Performance commands a $7000 premium with a list price of $115K (before on-road costs). It harnesses the same basic configuration but gets higher output motors, producing 180kW each for a combined 360kW output – and with only a 4km penalty to its quoted WLTP range.

Genesis says the GV60 Performance can cover the 0-100km/h sprint in 4.0 seconds, compared to the standard vehicle’s 5.5-second claim.

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When will the updated Genesis GV60 come to Australia?

The Australian release is scheduled for the third quarter of 2025.

Genesis says full specifications and pricing for the updated GV60 will be released in the first quarter of 2025, ahead of its launch in Korea.

The new-look GV60’s local debut could align with the launch of Genesis’s new performance sub-brand, Magma, which was confirmed back in early 2024. More details on that at the linked story below.

There it was, buried in the bowels of an otherwise upbeat Peugeot 3008 SUV press release. Just one line that you might well have skipped over as you glazed over reading about hybrid powertrains.

“In response to changing consumer preferences in the segment, Peugeot Australia has confirmed the 508 will be retired from the local range, with limited stock remaining in the network,” the company said, at a stroke killing off probably the most delightful car it had built in recent years.

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Regular readers of this page will know that this is the fate of most cars: a huge fanfare upon entry to market and then the most perfunctory announcement of their end, or worse, the ignominy of none at all. Only a handful of cars get the razzle-dazzle press shot of the final car, no doubt bought by some loyal fan of the marque.

The 508 always faced an uphill battle in Australia, largely due to three key issues. It wasn’t an SUV, it was French, and the pricing was so optimistic that only the most ardent Francophile would ever countenance it. As lovely as the outgoing model was, there’s something about the search string “$81K front-wheel-drive sedan with 165kW” that makes little in the way of sense. A Camry hybrid was bigger, unarguably better built and around half the price.

That’s not to say the 508 won’t be missed. It was a gem of a car. The first launch versions to make landfall were powered by a zesty BMW-developed 1.6-litre turbo four. I drove one to Alpe d’Huez for a combined driving and cycling feature back in the February 2019 issue of Wheels, and the car was a lot more fun than the bike, with a rock-solid front end, quick steering and a 1465kg kerb weight which made it lighter than some Ford Focuses.

The year after, it was on the wrong end of a tiebreaker with the Mazda 3 for a finals berth at COTY, but all of the judges came away with a stack of respect for the agile middleweight. Perhaps Ash Westerman summed it up best with a prescient: “Deserves way more attention than it will probably get.” Much of that was down to the price, which opened at $53,990, making it more expensive than an equivalent VW Passat. It was likely doomed from the outset.

It wasn’t helped by the fact that Peugeot’s remedial action was to make the car uglier with an unnecessary 2024 facelift, while in the process introducing a plugin hybrid version that was $18,000 more expensive, but which offered no performance advantage over the standard car (which disappeared off price lists soon thereafter) and which added 300kg of lard to help neuter the 508’s erstwhile drawcard, its almost addictive agility.

With the Peugeot 508, parent company Stellantis seems to have contrived to mismanage a fundamentally good product at virtually every step of its journey. Now it’s gone and we may not see its like again. For those who appreciate a genuinely well-engineered and executed sedan, that’s a crying shame.

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Aussie sales

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Japanese giants Nissan, Honda and Mitsubishi have confirmed talks for a potential corporate merger, with a recently signed memorandum of understanding (MOU) formalising the exploration.

EV-focused talks between Honda and Nissan were confirmed in early 2024, but the relationship is now looking to be a more complete coming together at the corporate and operations level.

Mitsubishi – of which Nissan owns a controlling 34% stake – has confirmed it will decide on its involvement by the end of January 2025.

The potential tie-up has already been dubbed ‘Nissondabishi’ on social media.

If the brands go ahead with the merger, they say the new entity would be listed on the Tokyo Stock Exchange in August 2026, with the individual companies delisting at the same time.

In a lot of legal speak, the announcement outlined plans to consolidate management resources and standardise processes across vehicle development, manufacturing, and supply chains.

All of this is a clear response to growing market demands for electrification – an arena these three have so far failed to make any significant moves in to rival the likes of Hyundai-Kia, Stellantis and Renault, among others.

In recent years, Honda has seemingly come-and-gone from its electric dreams, launching the niche Honda E electric hatch into Europe in 2020, only to kill it in 2023. It was followed in Europe by the HR-V-based e:NY1, while North American buyers got the more practical Prologue SUV in 2023, produced through an already terminated deal with GM.

The company has also partnered with Sony of all brands to launch a new electric marque called Afeela in 2026 – around the same time Honda claims it will finally introduce its own new ‘0 Series’ EVs.

Nissan has launched the Ariya overseas, and while it’s confirmed for Australia, there are still no firm details on timing. At this point, it’s likely we’ll see a midlife facelift first.

Nissan has confirmed new all-electric generations of the Juke, Qashqai and Leaf are in the works – thanks in part to a $5 billion investment into its UK manufacturing program – but it remains to be seen which of these will come to Australia, or when.

Mitsubishi’s Momentum 2030 plan was announced in May 2024, hinting at new-gen models and at least one electric car, but for now the brand has no battery-only EVs available in western markets, focusing more on its plug-in hybrid models.

How will it all come together?

The process is still in its exploratory stage, but the following timeline has been set.

The merger includes plans to consolidate platform development programs for internal combustion, hybrid, and electric vehicles.

In North America, the merger could see Honda’s off-roading and heavy-towing offerings grow beyond the car-based Ridgeline ute and Pilot SUV by leveraging the proper 4X4 truck architectures of Nissan and Mitsubishi.

As for future-focused models, all three brands have key electrification and autonomy technologies to offer towards a stronger combined business.

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Streamlining R&D operations and costs is also a top priority for any merger, while manufacturing and supply strategies would benefit from parts sharing and far stronger buying and lending power.

The latter would be come thanks to a Nissan-Honda-Mitsubishi merger creating the world’s third or fourth largest carmaker behind Toyota and the Volkswagen group, rubbing shoulders and butting heads with Stellantis and the Hyundai Motor Group.

What effect the merger would have on Nissan and Mitsubishi’s existing alliance with Renault, however, remains to be seen.

Under the proposed structure, Honda is expected to nominate the majority of the joint holding company’s board, including its president.

Big stakes, big questions

This move reflects the shifting dynamics of the global automotive industry, with alliances and mergers becoming more common as manufacturers grapple with the costs and complexities of electrification and autonomous driving technologies.

For Nissan and Honda, two companies with distinct legacies and approaches, aligning their strategies will be no small feat.

For now, the announcement marks the start of what could be a transformative collaboration. The coming months will determine if the synergies both companies have outlined — such as lower costs, increased efficiencies, and streamlined innovation pipelines — are enough to overcome the challenges of such a significant undertaking.

For Nissan, the merger represents a lifeline. Shares in the company on the Tokyo Stock Exchange dropped 7.8% on Friday (December 27) and as much as 6.7% on Monday, in response to concerns over the costs and complexity of executing the merger.

The dip followed a 20% surge when initial reports of the merger talks broke, highlighting the volatility surrounding the deal. Investors appear torn between optimism for a consolidated position in the global automotive market and apprehension about the financial and operational complexities of integrating three major manufacturers.

The Grand Tour is over, done, finito. Jeremy Clarkson, James May and Richard Hammond shook hands and called it a day in Botswana at the end of One For The Road, keying off 22 years as a presenting trio across Top Gear and The Grand Tour.

In the end, for all their extraordinary exploits, they fell victim to that most mundane of afflictions. They aged. They no longer had the energy or enthusiasm to reinvent the show and, given that Jeremy Clarkson is 64, not in great shape and has a number of other competing interests, that’s perhaps unsurprising.

At the wrap party for the final episode of The Grand Tour, Clarkson admitted his fatigue in keeping up with the new car market, confessing that he couldn’t identify 80-90 percent of today’s new cars. Yes, there’s the usual shovelful of hyperbole there, but it’s indicative of his attitude.

“I don’t know what they are. I don’t care,” he said. “They go, ‘We got a new hybrid drive system,’ I just couldn’t give a shit.”

For all the beautiful production of One For The Road, there was one fact that was evident throughout. It was recycling a woefully tired formula. Cars fell off cliffs. The soundtrack was dated dad-rock. Challenges were contrived, whether by selecting three of the most unreliable/unsuitable cars imaginable or by fabricating slapstick navigational errors. Only the undoubted charisma of the three presenters and an army of top-drawer film makers could drag the format’s careworn carcass over the finish line.

It wasn’t always that way. So well-honed were the editorial chops of Clarkson, Hammond, May and, in the background, executive producer Andy Wilman and script editor Richard Porter that, for some time, Top Gear was lightning in a bottle, a show that couldn’t come close to being replicated. Most production teams took a similar view to car manufacturers when considering a rival to the Porsche 911 or Mazda MX-5. Don’t bother trying, it’ll only emerge as an inferior concoction.

Top Gear was what the Guinness Book of Records hailed as the most-watched factual TV show on Earth, yet TV execs shied away from trying to create a rival. Yes, regional spin-off Top Gear shows were created with varying degrees of success (running the gamut from truly dismal to merely mediocre) around the globe, but they all wilted by way of comparison.

For some time, the production team had looked for a dignified way to bring the format in to land, and it’s fair to say they probably found it. Viewers found comfort in The Grand Tour’s formulaic nature, the in-jokes and the not-always-scripted friction between three very different presenting personalities.

Since 2019, when it abandoned its studio format, The Grand Tour comprised eight feature-length special shows, respectively filmed in Vietnam, Madagascar, Scotland, England/Wales, Scandinavia, Central Europe, the Sahara, and Zimbabwe/ Botswana. Each of them is something the production team can rightfully feel proud of, but you’d emerge from each wondering just how much was in the tank for this show. Well, now we know.

Clarkson admitted his contempt for electric cars in One For The Road when he felt the filter could be lifted a little. After the first of the Grand Tour specials in 2019, he considered the subject of driving EVs and asked: “What would you rather have, sex with Natalie Portman or [with] a sewing machine?”

The writing was probably on the wall then. Five years later, it’s over. It was probably time, but a heartfelt thanks to all involved for some fantastic memories.

When it comes to on-the-nose names, Superfast has to be right up there. It’s not as if we couldn’t have figured out for ourselves that a car with 800PS (588kW) wasn’t going to be somewhat brisk. In replacing the 812 Superfast with the 12-cylinder 12Cilindri, at least Ferrari is honouring a certain tradition for statements of the obvious.

When it first appeared in 2017, many took the 812 Superfast to be a modest makeover of the prior F12 berlinetta, and that’s because it largely was. But, as Ferrari enthusiasts know, small changes can spawn extremely consequential results. After all, the wonderful F355 was a development of the unloved 348 performed on a relatively tight budget.

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Behind all of the headline numbers, the Superfast represented something low-key but high impact. It was the changing of the guard within Ferrari’s styling policy. For years, Pininfarina has been responsible for penning Ferrari’s front-engined GT. All the way through to the 599GTB of 2006, the work of arguably the most esteemed of the Italian styling houses had shaped these cars.

The F12 arrived in 2012 and it was different. It was a joint effort between Pininfarina and Ferrari Centro Stile, the in-house design function at Maranello. It also foreshadowed Ferrari’s chief design officer Flavio Manzoni flexing his corporate muscles. Its successor, the 812 Superfast, was the first Ferrari flagship GT to cut Pininfarina out of the styling loop. Since then, cars like the Roma, the Purosangue, the 296, the SF90 and the new 12Cilindri have all been styled in-house.

The 812 Superfast was a statement of intent. Purposeful and deftly detailed, like its predecessor, it had the visual form factor of a GT car – all long bonnet and cab-back proportions – but the drive was anything but that of a syrupy mile-muncher. Drive one back to back with a Lamborghini Aventador SVJ and the Superfast felt marginally the angrier, more urgent thing, especially with the manettino thumbed into Race mode. There was never a moment in this car when you weren’t aware that all of the 718Nm was being directed at the two rear P Zeros.

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A key component of the 812 Superfast’s appeal was that it would be the last of its ilk. No longer would Ferrari sell us a normally-aspirated V12 in a world where arbiters within the EU could casually wipe them out with a line of legislation. Customers were drawn to the Superfast and its GTS and Competizione versions based on exactly this premise. Hindsight, however, proved us all wrong. Let’s be clear, Ferrari never explicitly made that claim. It was just the feeling in the water, with us, the motoring press, as guilty as anyone.

Thus, the 12Cilindri conspired to make us all look a little bit silly. Does it also serve to erode the 812 Superfast’s legacy in the canon of great Ferrari V12s? Probably. If you’re in the business of speculation, that will matter. If you’re more concerned with driving one of the very finest 12-cylinder performance cars to ever turn a wheel, chances are you probably won’t care.

How fast?

If you were pressed to name the automotive design icon of the 1990s, there wouldn’t be a glut of standout contenders. Compared to the two decades that bookended it, the Nineties was a time of transition, many manufacturers struggling to establish an aesthetic marker. If there was a theme for the vast majority of 1990s designs, it would probably be ‘bloat’. Cars generally became bigger, heavier and more complex. This was the era of twin-turbos, four-wheel steering, fledgling active aero and the dawn of the SUV. Meeting the forthcoming EuroNCAP crash regulations also added weight to vehicles with features such as airbags, extended deformable structures, side impact protection and pillar reinforcement. Body styling became heavier-handed as a result.

This gradual drift towards obesity only highlighted in starker relief those manufacturers striving to develop simple, clean designs that would stand the test of time in a fast-changing automotive landscape. The Audi TT stands as possibly the deftest, most original piece of styling of that generation. In an era awash with shamelessly retro throwbacks, the TT was something different. It paid tributes to Audi’s heritage without ever lapsing into pastiche.

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The TT came from the fecund imagination of Freeman Thomas. The alumnus of the Art Center College of Design in Pasadena had enjoyed the largesse of Ford to fund his education, but upon graduating, Thomas turned his back on a position with Ford and hopped the Atlantic to take up a position with Porsche instead. After three years with Porsche, Thomas found himself back in the US, freelancing for J Mays – the chief designer at the Volkswagen Design Center in Simi Valley, California – on the Concept One, the car that would become the New Beetle.

Thomas joined Audi in 1991, initially under Peter Schreyer, with Mays becoming Audi’s global design director in 1993. Back in 1991, Mays and Martin Smith had styled the striking Audi Avus quattro concept car that was to act as the centrepiece of the show stand at the Tokyo Motor Show. Many of the styling influences of that concept would find their way into the TT project. The clean arc of the roofline, the shape of the headlamps, the wheelarch treatment, the grille concept; even the unashamed hero treatment of shut lines and sills can be traced through a certain evolutionary arc. The engine, a mock-up made of wood, was thankfully not carried over.

The Avus wasn’t the only Audi concept revealed that year. There was also the clean shape of the Quattro Spyder, designed by Erwin Himmel, which found no favour with Louisa Piech, the largest shareholder of Porsche. “Don’t build that car,” she told her son, then-Audi boss Ferdinand Piech, realising that it was too close to Porsche’s Boxster in philosophy and was set to be steamrollered as a result. Ferdinand, a man who advice usually bounced off like airgun pellets off a Panzer, wisely listened to mum’s word.

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Perhaps an asymmetric attack was the way to go. While on a business trip with Mays in 1994, Thomas created a series of sketches riffing on the Avus. They depicted a bluff , foursquare coupe with marked shoulders and an almost breathtaking geometric boldness of line. When Mays saw the thumbnails, he asked if he could borrow what Thomas casually dismissed as a “little doodle” and took them straight to Franz-Josef Paefgen, Audi’s then head of development who realised that here was a coupe that could break the aesthetic legacy of the ur-quattro – a design language with a very long shadow within the halls at Ingolstadt.

Thus began the skunkworks genesis of the Audi TT. Thomas worked in the evenings, refining the shape of the coupe, as an adjunct to his day job. Eventually he cajoled Mays to squeak out the resources for some clay modellers to build a quarter-scale buck. Throughout the process, Thomas understood that the key to getting the TT project green-lit for production was not just the impact of its shape, but also the ease that it could be productionised which, at the time, meant that it had to almost seamlessly sit onto the chassis of the VW Group A4 platform, the underpinnings of the Mk4 Golf as well as the original Audi A3.

Paefgen was canny enough to realise that by basing the TT on such proletarian roots, it would appear no threat to Porsche. When Piech was shown the concept, he was delighted. This was exactly the sort of thing he loved: a design statement but one with an engineering story that made sense, and a pragmatic sharing of componentry.

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“Everybody will have roadsters at the Frankfurt Show,” said Piech, knowing that the Mercedes-Benz SLK and the BMW Z3 would appear at the 1995 Frankfurt Show. “I want a coupe; this coupe,” he reiterated. The soft-top version of the TT would be held over until the Tokyo Show.

“We used the quarter-scale model to solve production problems; to give us answers,” said Thomas. “If you like, to learn the rules before we broke them. Each detail had a rationale, not just economic but also emotional.”

“It’s the evolution of an idea I’ve had for a long time. I think there are others like me who will enjoy the car. I really believe in the maturity and intellect of the TT. There haven’t been any research clinics. This isn’t a marketing car like the Z3.”

Romanian-born Romulus Rost was put in charge of the cabin. “I wanted to make an interior for a basic sports car,” he claimed. “No gimmicks, only the things you really need from a sports car. I didn’t want to play with lots of forms. It was important that the interior be part of the car – simple, clean and not just a detail.”

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The TT Concept that appeared on the Frankfurt Show stand was close to the production car, the key difference being the massaging away of the bulky C-pillars in favour of a more elegant glasshouse with rear side windows that didn’t distract so much from the roof line. Torsten Wenzel was part of the exterior design team, noting that: “the greatest satisfaction was when the trade press noticed that from the prototype to the final model, the styling had remained virtually unchanged, even though, of course, we had to adapt many of the details to the technical specifications of the final version, including the proportions.”

It would take fully four years before the keys to a production Audi TT arrived here at Wheels. John Carey was the man responsible for the drive feature in a 132kW front-wheel-drive coupe, priced at $73K. It’s often said that the TT gets the rough end of the stick from many enthusiast publications because, after all, it’s just a Golf GTI in a prettier body. But when the Golf GTI in question is the unremarkable Mk4, it’s perhaps understandable why Carey was lukewarm in his dynamic assessment. While he loved the car’s aesthetics, the TT’s steering, power delivery, traction and ride quality all came under his withering gaze. There was one line, almost a throwaway near the tail end of the piece, that foreshadowed what was to come, noting “a decline in directional stability.”

At much the same time, I was driving an early production TT in south London. To this day it’s probably the new car that has attracted the most public attention, and that includes any number of exotica. It looked like nothing else on the road and people loved it. This was the 165kW quattro variant and it delivered enough straight-line speed and excitement to mask a few of its dynamic shortcomings.

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Those issues came to light in a series of high-speed accidents, mainly in Germany, with cars travelling at over 180km/h. Abrupt manoeuvres would often send the vehicles into unrecoverable spins, and Audi issued a recall in late 1999 in order to effect some remedial changes to the front control arms and bushings, to fit a rear spoiler that helped quell lift, and to install an electronic stability control system as standard.

You might well have suspected as much, but the original front control arms are now in serious demand from a certain cohort of TT enthusiasts who prefer the handling bias of the car without quite so much understeer built into it. Indeed there are some companies who can now retrofit a replica of the original front suspension, should you wish to own a TT that’s a little more immersive in its handling. I didn’t find anything too terrifying about the original, but then I didn’t spend too much time perambulating about above 180km/h in it. I attended the launch of the TT Roadster at the Goodwood hillclimb, only to watch three cars drive into the trees at the first corner. But that was probably more attributable to the ineptitude of overexcited motoring journalists than any significant shortcoming with the car.

The closest Audi got to building a true enthusiast TT Mk1 was not the 3.2-litre VR6 version, the first Audi to feature a dual-clutch transmission, but instead the stripped-out 1.8T quattro Sport model (dubbed Club Sport in mainland European markets), launched in 2005. This was a true gem, but unfortunately it never made its way down under.

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Some 1165 examples were built, with fully 800 in right-hand drive. Built by quattro GmbH, it packed 177kW and 320Nm which, coupled with a 75kg weight reduction, meant that the sprint to 100km/h dipped below six seconds. Out went the spare wheel, the rear bench seat, a rear harmonic damper and the rear parcel shelf. Air conditioning slid onto the options list. The 12-volt battery was relocated to the rear of the car for superior weight distribution, it featured stiffer suspension and was treated to a rear strut brace, an Alcantara-trimmed steering wheel and a set of optional Recaro Pole Positions. No, it was never quite Cayman-sharp, but it was still a very enjoyable and special-feeling coupe.

But then a simple 8N TT quattro coupe in silver, much like the car we photographed here, feels more like the definitive item. This is the car that everyone thinks of when they envision the TT, the car that came to life from Freeman Thomas’s sketchpad.

By today’s standards, it’s pared-back simple. The 1.8-litre turbo four drives the Haldex all-wheel-drive system. Its underpinnings pre-dated the Golf V and its all-new, Ford Focus-inspired multi-link rear suspension, meaning front-drive Mk1s get a rudimentary torsion beam, while the quattro features a relatively simple independent rear end with trailing arms and a pair of lateral links on either side.

While the TT undoubtedly became a better driver’s car as it progressed from the initial 8N version (1998-2006) through the 8J (2006-2014) and on to its final FV/8S guise (2014-2023), neither of the latter iterations ever came close to the impact of the original. Was it a game changer? Probably not. It never propelled Audi into a new sphere of desirability the way the ur-quattro did. But it remains a design icon and one of the most instantly recognisable cars of the Nineties. These cars will one day be worth strong money. Get hold of one before everybody catches onto that fact.

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Audi TT Quattro 8N Specs

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As far as hackneyed sales slogans go, ‘now is the time to buy’ has to be right up there. But just as a broken watch is correct twice a day, once in a while, now is indeed the right time to put your hand in your pocket for something. When that something is a Nissan 350Z, it’s worth examining that claim in a little more detail.

Most mainstream enthusiast cars follow a typical value curve. They start bullishly when they’re the fashion item du jour, before falling sharply. After around seven years, the curve levels off. They’ve fallen from favour, they’re long out of warranty, and their images have been tarnished as a result of falling into the hands of the wrong sort of owners who can afford the asking price but not the cost of upkeep. It’s all very familiar.

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From there, though, interesting and often unpredictable things can happen. Many cars trundle along in the bargain basement, falling into the category of rare but nobody cares: Ford Probe, Hyundai Coupe, Chrysler Crossfire. Then there are the shooting stars that everybody regrets missing out on when they were languishing in the bargain basement: cars like the BMW E30 M3, Mazda FD RX-7 and Toyota Supra RZ.

Between these two extremes are the more interesting vehicles where there’s every reason to expect prices to pick up but, for one reason or another, that’s yet to happen. Among these cars you could nominate the Alfa GTV, the original Audi TT, the Honda Prelude VTEC and the car we’re running the rule over here, the Nissan 350Z.

First introduced to the Australian market in 2003, the Z back catalogue is well known. From the 1970 Datsun 240Z, through the US-mandated 260Z, the flabby 280ZX and the blousy Z31 300ZX, the formline only came good again with the 350Z’s immediate predecessor, the sleek Z32 300ZX of 1990. Frustratingly, those iterations of the Z line we held to be the least competent were the biggest money spinners for Nissan thanks to an American market that put little premium on agility and design refinement.

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The irony that the 350Z was an American project isn’t hard to appreciate. By 1996, Nissan had no Z car in the US, the Z32 300ZX twin-turbo having become a victim of the yen-to-dollar exchange rates, effectively pricing it out of existence. This rankled with Jerry Hirshberg, the studio president of Nissan Design America (NDA), based in San Diego, California.

Hirshberg reasoned that although the company was focused on what would likely prove solid income-earners like the Maxima, the Sentra and the Xterra, a halo car was needed to remind the company what it stood for.

“To our way of thinking, we had killed off a part of our soul, a part that defined who we were,” said Hirshberg. Letting the Z nameplate lay dormant “was a bad idea, even though it could be justified economically.” In other words, the business case to revive the car seemed based on emotion, rather than dollars and cents. As a result, the first sketches of the new Z car were a strictly internal NDA skunkworks affair. There was zero budget.

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Enter Jason Vines, Nissan’s newly minted head of public relations. You might know him from a rather famous book – ‘What Did Jesus Drive?’ – where he tells the story of his experiences in automotive crisis PR. Vines’ antennae were always hyper-alert for any opportunity, and after visiting NDA, he asked Hirshberg about his ideas for the Z. The latter tapped his head, indicating that they were all internalised and Vines wanted to know what it would take to get them out into the real world.

Using his experience from Chrysler, where the company had shown long-lead concepts more often as a way of energising the morale of its own staff than the general public, Vines realised that Nissan could use a dose of this exact pick-me-up. He pestered Nissan’s division head Mike Seergy and secured nearly enough funding for the Z to be built up as a full-sized clay model by Metalcrafters, a vehicle fabricator based in Fountain Valley. They rendered three-quarters of the car as a finished model, with the remaining quarter what Vines opportunistically dubbed ‘works in progress’.

In the summer of 1998, the car was shown at Nissan’s internal roadshows in New York, at Smyrna, Tennessee and in Los Angeles. Although the car was a mixed bag stylistically, the Z genie was out of the bottle. Nissan’s management found themselves somewhat backed into a corner, feeling obliged to move with the Z project. Just not that particular design.

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By 1999, a refinement of that shape had appeared and was displayed in public at the Detroit Show as the Z Concept. Hirshberg was sanguine about its chances, explaining later that what they were selling was the idea of building a new Z rather than that car in particular.

A howling blizzard had shut down the Detroit metro and kept half of the world’s media out. That was no bad thing as the car was a disappointment. Nissan’s top brass were aghast at this bulbous and unexciting concept car. The designer of the 240Z, Yosihiko Matsuo, described it as dull and recommended that it “should not be regarded as a suitable replacement for the current model.” The evening before the show, Vines had received a furious phone call from Nissan’s top brass, claiming that Nissan’s chairman, Yoshikazu Hanawa, had not green-lit the Z program and wasn’t willing to do so. After threatening to go on hunger strike, Vines managed to talk Hanawa round.

Further jeopardising the venture was Nissan’s parlous financial state. Just 10 days after the roadshow, a merger with Renault was announced, with Carlos Ghosn appointed as COO. Ghosn visited NDA as part of his global tour within the new conglomerate. Hirshberg knew that Ghosn was a fan of sports coupes and a Z32 300ZX owner. He outlined his vision to resurrect the Z car for a new generation.

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The mercurial Ghosn knitted his hands, frowned and paused for a long time before looking up and uttering one word: “Done.” The sole proviso was that it had to come to market for less than USD $30,000. All of the expensive componentry that had gone into the Z32 would need to be stripped away. No turbochargers, no four-wheel steering, no ritzy BBS wheels – this was to be a throwback, a blue-collar hero car that shared its mechanicals with other products within the business.

Having created a nakedly retro-looking concept, Hirshberg performed a stunning volte face, perhaps cued by a few words of encouragement from Ghosn. “Retro lost its edge when we crossed the millennial threshold,” he said. “Now we run the danger of cars becoming costumes on wheels.”

In fairness, he’d seen how the late ’90s retro designs such as Volkswagen’s New Beetle, the Toyota Classic and the Plymouth Prowler initially delivered strong sales, but, once the novelty had worn off , orders fell off a cliff . Given the required time in market of a Z car, that just could not be allowed to happen. The styling had to reflect Noughties design values and Nissan instigated a competition between NDA and its Japanese and European studios.

The European proposal was by far the most radical, with the Japanese preferring more conservative, cab-forward organic shapes. As a result, the European studio was dropped from the race and, on 5 January 2000, the number of proposals were trimmed to six: two from NDA and four from Japan. The most striking design of the bunch was from NDA: the work of 30-year-old Ajay Panchal.

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In 1996, the Leicester-born designer had won the Transportation Design Category at a competition held at the Royal College of Arts, and the prize was to a design centre of his choosing. He wound up at NDA in San Diego and was so enamoured of the place that he’d secured an interview and started work the same day.

Panchal’s proposal featured striking rear wheelarches giving the car a powerful, rear-drive stance. The jutting vertical exterior door handles, vertical headlights and bold geometric forms were anything but retro.

The two remaining proposals were evolved into full-sized models. Carlos Ghosn and Nissan’s design chief Shiro Nakamura oversaw the voting process, with 14 managers casting their ballots. All but one preferred NDA’s design. The Z car was about to become a production reality. Jerry Hirshberg decided that his work was done and retired in June 2000.

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Productionising the Z was the next challenge. Prior Z cars had sported hatchbacks, but Ghosn was a stickler for chassis torsional rigidity and suggested that a car with a boot would be preferable. A compromise came via the fitment of a large strut brace across the rear end, allowing a hatch – albeit one that was compromised in terms of practicality.

Cost-saving measures included sharing the FM chassis with the Nissan V35 Skyline and a host of Infiniti products. Likewise, Ghosn, dubbed ‘Le Cost Killer’, insisted that the Z would share an engine, too, and the 3.5-litre normally-aspirated VQ35DE V6 powerplant, built in both Iwaki, Japan and Decherd, Tennessee, found its way into vehicles as diverse as the Renault Espace, the Nissan Elgrand and even the Dallara race cars used in the Formula Renault 3.5 Series from 2005 to 2011.

The ‘350Z Concept’ was first shown at the 2001 Detroit Auto Show and it received a strongly favourable reaction. Road cars were trickled to the press in 2002 and Nissan had hit its price targets head on. The base car opened at $26,269 in the US while the flagship Track model listed for $34,079. That $8000 premium bought you a set of spoilers, 18-inch rubber, forged aluminium wheels, Brembo brakes and some clever underbody aero.

Nissan took 6200 orders in the first week that order books were opened and over 30,000 sales were registered in 2003. What’s more, the creation of the Z spawned the Infiniti G models – at the time the biggest money spinners for Nissan’s luxury arm.

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Wheels sourced an early review by Tony Swan from the US launch event and he was impressed by the Z’s execution, but complained of persistent understeer, likely a built-in safety-first handling bias. Perhaps Nissan had learnt from Audi’s travails with the first, somewhat oversteery TT coupes.

Our first opportunity to put the 350Z up against some local rivals came in March 2003, when it comfortably saw off the challenge of the Audi TT quattro and Subaru Impreza WRX STi.

It found COTY 2004 a hurdle too far, however – testers slating the kickback in its steering, the coarse engine note and the underwhelming quality of some of its cabin materials. In June 2004 we engaged in a spot of dynamiting fish in a barrel by putting the 350Z up against the Chrysler Crossfire 3.2 and Alfa Romeo GTV V6, both of which it steamrollered.

Nissan made some changes the following year, when it launched the car you see here. The manual-only 35th Anniversary version was introduced to celebrate 35 years since the introduction of the 240Z and it was a gem. It saw power step up from 206 to a chubby 221kW, thanks to higher-lift cams, revised pistons and a clever cam-phasing system. The cabin got some attention, too, with aluminium interior inlays, heated mirrors and better materials. The throw of the transmission was also shortened and the Anniversary rode on a set of unique alloys.

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So when can we expect the long-awaited uptick in 350Z values? The answer to that question is when they get rare enough. We’re already starting to see prices of clean, unmolested manual coupes tickle upwards and it’s only a matter of time before cars like this 35th Anniversary become a distinctly uncommon sight on Aussie roads. Only then will many realise what they could have picked up for relative peanuts and it’ll be too late. So there’s never been a better time to buy. No, really.

Nissan 350Z 35th Anniversary Specs

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What on earth is that?” comes the call from a neighbour across the street. I’ve just parked up the Kia EV9 in the evening gloom and after glancing back over my shoulder, I can see what he means. With its black paint reflecting the last of the day’s sun and its bold, geometric LED lighting signature cutting through the fading light, the EV9 looks so otherworldly that it’s more like a prop from Blade Runner than a large family SUV.

• Price as tested: $97,000
• This month: 1046km @ 18.5kWh/100km
• Overall: 1046km @ 18.5kWh/100km

Observation one, then: the Kia EV9 makes a hell of a first impression. Itu2019s also a brilliant conversation starter. Iu2019ve only had Kiau2019s flagship EV for a few weeks but already every neighbour has dropped by to ask about it. Most are surprised to learn itu2019s a Kia, although not quite as surprised as when they discover how much it costs. After an appraising gaze at the eye-catching exterior and a peek inside the vast cabin, most people peg the EV9u2019s value at u201cprobably $70K? Maybe $80K?u201d.

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You, though, already know this is a six-figure car. The Kia EV9 has been a regular in the pages of Wheels and its last appearance saw it finish runner up (to the Ioniq 5 N) for ‘best EV of 2024’. That’s how impressed we are with its ability to combine desirable good looks with tidy dynamics and a roomy, well-crafted cabin.

This test, however, is a little different. Both because it’s a chance for us to get into the nitty-gritty of living with an EV9 day-to-day, but also because this is our first chance to spend some proper time with the entry version, the $97,000 EV9 Air.

First impressions couldn’t be more positive. Okay, black isn’t its best colour – one neighbour remarked “it looks a bit like a hearse” and now I can’t unsee it – but there are six other exterior hues to choose from and beyond riding on smaller 19-inch wheels, there’s little to visually distinguish the Air from more expensive versions.

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Even better is the fact that those smaller wheels, rolling on balloon-like 255/60R19 Nexen tyres, lend the Air a gentler ride. There’s still plenty of performance, too. Unlike the AWD variants, the Air only has one e-motor and its battery pack is smaller, dropping from 100kWh in other versions down to 76kWh. Outputs are still healthy at 160kW/350Nm and while the Air’s 0-100km/h dash of 8.2sec sounds pedestrian on paper, in reality the instant response of the e-motor means it still feels remarkably brisk and muscular.

And it’s positively enormous inside. Okay, the cabin is another place that could benefit from a pop of colour – there’s a lot of grey going on in here – but there’s no faulting the cabin’s design or the sheer amount of technology on offer. Just like more expensive versions, the Air scores a panoramic digital dash and there’s loads of standard gear: heated and cooled seats, a heated steering wheel, Kia’s full active safety suite, tri-zone climate, and enough storage to make a cargo ship blush. Special mention has to go to the headrests which are so soft they feel as though they’ve been nicked from a Range Rover.

There are a few niggles, however. Unlike other versions, the Air doesn’t come with a front-facing camera or a 360-degree monitor and it’s such a vast thing – at 5m long and almost 2m wide, it has a bigger footprint than a LandCruiser 300 – that nosing it into car parks can be stressful.

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And then, after about a week of custodianship, the battery decided to go flat. I’d learn later this was a common issue caused by the control logic for the headlights drawing charge from the 12V battery when the vehicle was parked, but at the time it was a real head-scratcher. The EV9 was so unresponsive, I couldn’t even pop out the concealed door handles to get inside to give it a jump start. Luckily we were at home so it was only a minor inconvenience to call Kia’s roadside assist. Two hours later, I was back on the road, and Kia quickly resolved the issue with an over-the-air update, so no dealer visit required.

Minor blips aside, it’s been a strong showing from the ‘cheapest’ EV9 so far. We have some longer trips planned next month, so I’m keen to see how it fares on the open road.