Audi is preparing to resurrect one of its most celebrated models, the TT, as an all-electric sports car, with a launch targeted for around 2027. The move would see the German marque reimagine the design-led coupe of the late 1990s for the EV era, blending its heritage with cutting-edge technology.

The original TT, launched in 1998, became a style icon and later evolved into a high-performance driver’s car. Despite being discontinued in 2023, Audi CEO Gernot Döllner said the TT badge could return, noting that sports cars remain integral to the brand’s DNA.

Audi’s new design chief, Massimo Frascella – formerly of Jaguar Land Rover – is expected to lead the project. He will reportedly draw inspiration from the first-generation TT, incorporating its rounded form into a wider, more planted stance, and adding modern touches such as flush door handles, digital mirrors and a cleaner glasshouse.

A concept preview could appear at September’s IAA Munich Motor Show.

The reborn TT is expected to be built on the Volkswagen Group’s new Scalable Systems Platform (SSP), which will also underpin Porsche’s upcoming electric replacements for the 718 Cayman and Boxster. The SSP architecture supports up to 1000bhp, 800-volt charging capability for rapid replenishment, and a range expected to exceed 640km. While Porsche’s models will target the high end of the market, the Audi is tipped to retain the TT’s tradition of relative attainability.

Döllner stressed the focus will be on road-going enjoyment rather than track use, positioning the electric TT as a grand tourer capable of fast charging “in the time it takes to stop for a coffee.” Battery capacity is yet to be confirmed, but the model is expected to be one of the lighter SSP-based cars.

Audi’s push for a new sports EV comes despite a challenging 2024, with profits down 38 per cent and restructuring costs including the closure of its Q8 e-tron plant in Brussels. However, the brand sees the TT’s return as a statement of intent in an increasingly competitive EV market, aiming to reinforce Audi’s design credentials while offering an alternative to rivals like the MG Cyberster, Alpine’s upcoming electric A110, and Lotus’s planned Emira-sized EV.

If approved for production, the electric TT would mark one of Audi’s most significant heritage revivals, delivering a blend of style, performance and advanced technology to a new generation of drivers.

Toyota has warned it expects to take a ¥1.4 trillion (A$13.8 billion) hit from U.S. trade tariffs as it posted weaker quarterly profits and downgraded its earnings outlook for the 2026 financial year.

The Japanese carmaker now forecasts an operating profit of ¥3.2 trillion (A$31.5 billion) to March 2026, down 16 per cent from its earlier ¥3.8 trillion (A$37.4 billion) guidance. The anticipated annual impact includes higher levies on Japanese vehicle exports to the U.S., increased material costs, and the effects of a stronger yen.

The warning comes as the latest wave of Donald Trump’s country-specific tariffs took effect, raising rates on imports from dozens of countries. Under a new framework agreed between Tokyo and Washington last month, Japanese automotive exports will face a 15 per cent tariff – lower than previous sector-specific duties of up to 27.5 per cent – though the implementation date has yet to be confirmed.

For the April-June quarter, Toyota’s operating profit fell 11 per cent year-on-year to ¥1.17 trillion (A$11.5 billion). Rival Honda was also hit hard, reporting a 50 per cent slump in profit to ¥244 billion (A$2.4 billion), citing a ¥124 billion (A$1.2 billion) tariff-related hit.

The automotive sector has been among the hardest hit by Trump’s trade policies. It accounts for about 8 per cent of jobs in Japan, with vehicles and parts making up over a quarter of the country’s exports to the U.S.

As part of the bilateral deal, Trump announced Japan would invest US$550 billion (A$820 billion) in the U.S., while pledging to open Japan’s market to more American cars, trucks, rice, and agricultural products.

Despite trade headwinds, Toyota achieved record first-half sales, delivering 5.1 million vehicles globally – up 5.5 per cent – fuelled by strong demand for its hybrid models. However, the company’s share price has fallen more than 10 per cent this year as investors weigh the uncertainty over U.S. tariffs.

Trump’s latest tariffs also target other nations, with rates exceeding 40 per cent for imports from Syria, Laos, and Myanmar, 15 per cent for the EU, and 10 per cent for the UK. The measures are part of the administration’s “reciprocal” trade strategy aimed at rebalancing U.S. trade relationships.

Just when it seemed the era of Bugatti’s legendary W16 engine had closed its final chapter, the marque has unveiled one final flourish – a one-off creation called the Brouillard.

Commissioned for a devoted collector, the Brouillard emerges from Bugatti’s newly launched “Solitare” customisation program, which offers completely bespoke, one-of-one builds for its most loyal clientele.

While the Brouillard takes its foundations from the limited-run Mistral – a 99-unit open-top farewell to the W16 – this new coupe diverges sharply in design and construction. The open roof has been replaced with a fully enclosed cabin, topped with a translucent roof panel and central spine. Every body panel has been redesigned to create a more robust, sculpted look. The muscular rear wheel arches, bold door panel contouring, and more prominent haunches give it a distinctly aggressive presence.

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At the rear, the active spoiler seen on the Mistral has been substituted with a fixed ducktail-style wing. According to Bugatti, this design maintains aerodynamic stability, despite its fixed nature. Traditional brand cues remain – from the signature horseshoe grille to the X-shaped taillights and oversized air intakes.

The interior is every bit as distinctive as the exterior. Green tartan upholstery, sourced from a Parisian fine textiles house, blends with green-tinted carbon fibre detailing. The enclosed roof allows for the return of the Chiron’s dramatic C-shaped ambient lighting across the cabin.

Among the most personal touches is a hollow gear shifter, within which resides a tiny silver horse’s head – a tribute to the namesake of the car, “Brouillard,” who was reportedly the beloved horse of a member of the Bugatti founding family. Equine motifs appear throughout the design, reflecting the deep personal connection the owner has with the car’s inspiration.

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Beneath its custom bodywork, the Brouillard retains Bugatti’s final iteration of its iconic powertrain – the 8.0-litre quad-turbocharged W16 producing 1,586 horsepower. Power is sent to all four wheels through a seven-speed dual-clutch gearbox, ensuring world-beating performance figures despite its one-off nature.

Given that the more common Mistral commands prices around £6 million (approximately A$11.5 million), it’s safe to assume this bespoke build surpasses that figure considerably – a price that fits comfortably within the collection of a buyer already well-acquainted with Bugatti’s rarest offerings.

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We’ll come clean, this was meant to be a simple Top 10 list of the greatest Australian muscle cars, but it quickly became clear that attempting to whittle it down to just 10 would be like stuffing a sleeping bag back in its cover – there’s just too much to fit in. 

As such, we’ve split it into classic and modern – with the cut-off at 1990 – in order to shine a light on some very worthy cars that would otherwise miss out. And of course, if we’ve stuffed up and missed something, do let us know. 

Unlike our recent Top 10 Australian Cars list, which concentrated on full ranges and gave precedence to industry impact, this list is all about individual variants, cars that were the hottest things on the road in their respective eras. 

Here they are in chronological order. 

1967 Ford XR Falcon GT 

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You can’t have a greatest Australian muscle cars list without the machine that set the template. There had been fast locally-fettled cars in the years prior, but the XR Falcon GT was the first home-grown beast with eight cylinders under the bonnet. 

With 168kW/414Nm from the 4.7-litre V8, it changed the narrative that big V8s were too heavy and cumbersome to win at Bathurst, though it was a close-run thing.  

Ian Geoghegan was only 0.5sec quicker than the Alfa Romeo 1600 GTV of Kevin Bartlett in practice and after 500 miles, a pair of Alfas were still on the same lap as the two leading Falcon GTs, but the big Ford triumphed and became a legend. 

1969 Holden HT Monaro GTS350 

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A case could be made for any of the first-generation Monaros, but let’s go with the middle child, the HT GTS350. It incorporated plenty of improvements over the initial HK 327, including the larger and more powerful 224kW/515Nm 5.7-litre V8, while having the Bathurst accolades that elude the later HG. 

The latter looked unlikely, Ford’s XW GT-HO occupying five of the top six grid slots after qualifying, but after 130 laps Colin Bond and Tony Roberts in the lead Holden Dealer Team car saw the chequered flag first.  

1971 Ford XY Falcon GT-HO Phase III

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There’s nothing more that needs to be said about the mighty Phase III. The ultimate evolution of the XR GT that had appeared five years earlier, it’s the poster child for racing improving the breed. 

Ford threw the kitchen sink at its most potent sedan to keep ahead of Holden and the fruits of its labour were evident in the fact Allan Moffat’s pole time for the 1971 Bathurst 500 was 10.4 seconds quicker than his effort in the XW Phase II 12 months earlier.  

But it wasn’t just a success on the racetrack, its phenomenal performance immortalized in Mel Nichols’ iconic HO Down the Hume feature in Wheels. 

1972 Valiant Charger R/T E49 

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The E49 Charger proved that eight cylinders wasn’t a prerequisite for class-leading performance. After all, having clocked a 14.4sec quarter mile, Wheels declared the hot two-door the fastest accelerating Aussie muscle car ever – yep, beating even the Phase III. 

While the E49 eked a little extra power out of the mighty 4.3-litre straight-six – up to 225kW/441Nm – it was the installation of a four-speed gearbox that really righted the wrongs of the earlier E38.  

A lack of Bathurst success – its best of third coming in 1972 – means the E49 has never scaled the same heights as its Ford and Holden contemporaries, but it’s certainly not for a lack of potency. 

1972 Holden LJ Torana GTR XU-1 

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With ever more powerful V8s having established that outright grunt was the key to Bathurst success, the Torana GTR XU-1 flipped the script once more with victory in the 1972 race. 

The sodden conditions undoubtedly helped, eventual winner Peter Brock the best of the Holdens in qualifying, 2.4sec slower than Moffat’s Phase III on pole, but it showed that light weight – the GTR XU-1 weighing just 1100kg – could match high horsepower.  

On the road this recipe was even tastier, its agility making the XU-1 a much more wieldy proposition on a tight, twisting road. 

1973 Ford XA GT Coupe RPO83 

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After The Sun-Herald’s infamous cover story put paid to the next generation of Aussie super muscle cars – including the XA GT-HO Phase IV, E55 Charger and LJ GTR XU1 V8 – Ford needed a way to get rid of leftover bits earmarked for Phase IVs. 

The solution was Regular Production Option 83, which shoehorned various bits into XA GTs. In a move that seems unfathomable today, this was all done in total secrecy and even today questions remain about what exactly constitutes RPO83. 

It’s believed 252 RPO83-optioned cars were built, 131 sedans and 121 coupes, but the actual content varied dramatically between each car. If you got lucky there would be the carburetor and extractors from the Phase III, the winged sump from the Phase IV and even rear disc brakes. 

1977 Holden LX Torana A9X 

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Of all the cars on this list, there’s no greater gulf between the race car that built the legend and the road-going version. Road A9Xs were relatively mild, but they were true homologation specials with everything engineered to make for a better race car. 

Rear disc brakes finally arrived, there was a larger 10-bolt Salisbury diff and Radial Tuned Suspension radically improved handling, but under the bonnet there was only an emissions-regulated L31 5.0-litre V8, as the race cars could use the already-homologated L34.  

As such, whereas a road-going Phase III wasn’t far removed from what Moffat drove at The Mountain, there was a world of difference between a road A9X and the car that won the 1979 Bathurst 1000 by a record six laps.  

1982 Ford XE Fairmont ESP 5.8 

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Ford’s decision to delete the V8 engine in the Falcon goes down as an all-time howler. In its defence, demand had dwindled substantially, but it handed Holden the performance high ground for a decade and forced its racing heroes into largely irrelevant imports.  

To get rid of the remaining V8 stock, it created the XE ESP, or European Sports Pack. It could be optioned on any-engined Fairmont, but the numbers at the end are very important for its inclusion on this list. 

We’re interested in the 178 examples that were built with the 5.8-litre (351ci) Cleveland, an engine that was only available with the four-speed manual. As the Fairmont designation suggests, this isn’t a road racer, but with the XE’s new coil-sprung rear end and plenty of toys (Scheel seats, power steering and windows, air-con, premium stereo and central locking) it’s a tasty cruiser that looks the part.  

1985 HDT VK Group A 

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There are a few worthy candidates when it comes 1980s Commodores, namely the original VC Brock and the wild HSV VL ‘Plastic Pig’, but the Blue Meanie is the true king, the apotheosis of Peter Perfect’s road car program.  

It was the most powerful Brock machine, the destroked 5.0-litre V8 producing 196kW/418Nm in a car that didn’t weigh a whole lot (1390kg), but while looks are subjective, we’d bet most would award it the best-looking, too. 

1986 Holden VL Calais Turbo 

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Should you have been sitting at the lights in your Blue Meanie in 1986 when a new VL Commodore rocked up next to you, however, you would’ve wanted to make very sure what variant it was. 

Not since the E49 Charger had the fastest locally-built muscle car had only six cylinders, but with the release of the VL Turbo a new era had arrived. Even in standard 150kW/296Nm guise it could give Brocky’s V8s a severe hurry-up, but it was the ease with which more could be extracted that really changed the game. 

It was far from a perfect car, but all of a sudden compressor surge and blow-off valves were as much a part of the Aussie muscle car soundtrack as the V8 rumble.

A new version of the MG4 has gone on sale in China, sharing little more than a name with the popular UK and Australian-spec model. The newly unveiled electric hatchback brings with it a groundbreaking development: semi solid-state battery compatibility – an industry first at its price point.

Starting from just ¥73,800 (around A$15,500), the new MG4 is offered in four variants and delivers a claimed range of up to 529 kilometres under the more generous Chinese Light-Duty Vehicle Test Cycle (CLTC). Although it initially launches with a conventional lithium-iron phosphate (LFP) battery, the highly anticipated semi solid-state battery variant is due to arrive in September.

Solid-state batteries are tipped as the future of EV technology, thanks to their lighter weight, greater energy density, quicker charging times, and improved thermal stability. SAIC, MG’s parent company, claims its semi solid-state unit has passed rigorous triple-axis penetration testing and exhibits superior low-temperature performance – both crucial factors in ensuring battery safety and reliability.

Further innovation lies in the car’s new “battery-to-body” integration architecture, which not only reduces vehicle weight but also increases structural rigidity and enhances crash protection. At 1485kg, the Chinese MG4 is notably lighter than the European-spec model, which weighs 1635kg.

Riding on an entirely new platform, the Chinese MG4 is longer by 108mm and features slightly larger overall dimensions than its European counterpart. Visually, the design is more subdued: a rounded front end, smaller grille openings, less aggressive bumper detailing, and a slimmed-down MG badge give it a more refined appearance.

This platform distinction raises the possibility of the Chinese MG4 coexisting with the current global version. Speaking at a recent event, MG’s Head of Product and Planning, David Allison, hinted at the potential for the new MG4 to reach international markets. “If we were to bring it [to markets like the UK], it would be as an enhancement, not a replacement,” he noted.

With the MG5 estate no longer in production, this larger MG4 could potentially fill that void in export markets. Meanwhile, the current MG4 – which shares a platform with the MG S5 electric SUV – may be due for updates, with tech from the S5 such as a 12.8-inch touchscreen and improved physical controls expected to trickle across later this year.

“We do a terrible job with EVs.” It’s not what you expect the CEO of Hyundai Australia to be saying at the launch of a new electric vehicle but Don Romano’s not mincing his words. He’s not talking about the new IONIQ 9 specifically, but he’s acknowledging that Hyundai hasn’t made the most of their opportunities in this country, due in no small part to trying to launch EVs with a direct sales model that they had no expertise in and which alienated and bypassed their dealer network.

All that has changed now, and dealers will have to be at the top of their game to get bums on Ioniq 9 seats. Without wishing to issue too much in the way of spoilers, it’s not due to any particular shortcoming of this new three-row electric SUV, more the fact that buyers aren’t used to seeing Hyundais wearing price tags that, with a typical option spend, will sail to over $120k. As many of you will doubtless know, high-end electric SUVs aren’t exactly flying out of dealerships no matter what badge they’re sporting.

In a way that takes the pressure off the IONIQ 9 a little. This isn’t the car that makes or breaks Hyundai’s EV aspirations in Australia. In terms of financials, it barely has to wipe its own nose. It’s there as a mild statement of capability and, a cynic may well point out, to lay the ground for a next generation Palisade that will step up from its current price ceiling of $80k somewhere nearer to six figures.

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“This is what we stand for,” says Romano, keen to see the quality, the engineering and the technical focus of the IONIQ 9 leach into the public consciousness. It’s easy to see why he’s so keen on this new big ‘un. It’s a bit special.

As well as being saddled with the highest list price of any Aussie market Hyundai to date, the Ioniq 9 also carries the biggest battery – a whopping 110.3kWh unit, good for a WLTP-rated 600km of range and, thanks to its 800v electrical architecture, can recharge from 10 to 80 percent in 24 minutes. That’s if you can find a vacant 350kW DC charging station.

There’s only one model on offer, the stacked to the gunwales Calligraphy, and there’s only one drivetrain choice, which features an electric motor on each axle combining for a total of 314kW and 700Nm. More than adequate to propel 2680kg of luxury SUV up the road.

Romano contends that it’s a model aimed at those already sold on electric vehicles, rather than one that is set to convert petrolheads. “What I’ve found is that people who drive electric vehicles seldom go back [to ICE vehicles],” he muses. “There are people now that have been in electric for some time that are graduating to higher levels,” he says. It’s these customers, who may have already owned a Tesla or a Polestar, that Hyundai thinks it can interest in the IONIQ 9.

Yes, it can quite easily be used as a family bus with all seven seats occupied. But perhaps the most appealing option for the IONIQ 9 is if you have, say, a pair of teenage kids. Spend another $2000 on the second row captain’s chairs, and you have a vehicle that’ll seat four in unashamed luxury, with enough space in the back for almost every conceivable journey.

In this regard, it’s hard to think of too much that competes at this price point. Its cousin the Kia EV9 is the obvious choice, but the Hyundai feels quite far removed from the big Kia in terms of cabin execution and quality, as indeed its should given its price premium. Indeed, the closest competitor may not be an SUV at all. The Zeekr 009 electric MPV is the only other thing we can think of in this ballpark that transports adults in quite such serenity. Acoustic laminated side glass, chunky door seals and a specially reinforced body structure featuring foam pads to cut noise all lower the decibel count inside. There are even sound-insulating pads incorporated within the tyres to quell resonant frequencies.

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Even though it rides on a similar platform to the Kia EV9, the Hyundai is undoubtedly a bigger vehicle. At 5060mm long, it’s 50mm longer than the EV9 and 25mm taller, with 30mm grafted into the wheelbase. The styling has been cleverly worked too, avoiding the monolithic look of the EV9, with a hint of tapered boat tail, a crisp rising beltline and no fewer than 306 lighting elements (that I could count) that comprise the Parametric Pixel design motif at front and rear. It offers decent walk-around cohesion from front to rear, and the only thing that does jar is the crease line that runs diagonally across the rear door. I know this is a Hyundai design cue, featuring on vehicles such as the Tucson, but it does sometimes create an disjointed and ungainly reflection in the side of the vehicle.

The IONIQ 9 is offered with ten different paint finishes and they all attract an option charge, which seems a bit cheeky. Two are metallics (Nocturne Grey and Celadon Grey), there are five pearl finishes (Serenity White, Abyss Black, Ionosphere Green, Biophilic Blue and Sunset Brown) and then there are three matte colours (Nocturne Grey and Celadon Grey, along with the quite spectacular Gravity Gold). The metallics and pearls cost $750 and matte paintwork is $1000 extra on your invoice.

Even the initial ‘handshake’ with the vehicle is a little different. Yes, you do get a conventional fob, but a whole suite of functions can be performed by your smartphone acting as the key. I’m unsure of whether this raises more issues than it solves, but the Digital Key 2 system has some smarts about it. It utilises both near-field communication (NFC) and ultra-wideband (UWB) tech and connects via Hyundai’s Bluelink smartphone app. It doesn’t require a mobile network to operate, the key can be shared with up to 15 devices and, for most handsets, the NFC functionality will operate even if the phone’s battery is flat.

Step inside and the dash layout features a now familiar curved 12.3-inch instrument cluster and infotainment displays, but the materials are next level. The dash features aluminium fillets, with a kind of industrial distressed look to the passenger’s side panel. The headlining is pale suede, studded with microphones for the IONIQ 9’s active noise cancellation system. The front seats are soft Nappa leather, with an air cushion massage function, heating and ventilation, a one-touch electric relaxation recline and adjustable side bolsters.

Visibility out is good, and there’s the option of sticking with the conventional door mirrors or paying $3000 to upgrade to a camera-based system. Having tried both, I’d keep that money in the bank. The definition of the screens doesn’t seem to be the best and the angle of view is so wide that it can be tricky to judge the speed of rapidly oncoming vehicles.

Space is rarely, if ever, an issue. With a huge flat floor, the IONIQ 9 scores on functionality. The front seats feature a huge array of storage bins, cupholders, a UV-C sterilisation tray, three USB-A sockets, a wireless charging pad, door pocket bottle holders, a low-level drawer, a decent glovebox, and there’s also a sliding centre console available if you choose the six seater option. This slides 190mm fore and aft and allows for storage for both first- and second-row occupants.

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Second-row accommodation is generous, with plenty of headroom and feet fit beneath the seats in front. Both rear rows get two 100w USB-C sockets and cupholders. Curiously the third row gets two cupholders on the driver’s side but only one on the kerb side. The second row also gets its own dedicated AC controls, the IONIQ 9 featuring a tri-zone air-con split. There’s a large dual pane sliding sunroof overhead, but thankfully it has a sturdy enough blind to keep the Aussie sun from roasting occupants. Access to the third row is quick and relatively easy due to an electric fold forward and slide function for the second-row seats.

The captain’s chairs are extremely comfortably, featuring slide, recline, heating and cooling functions. Unlike many such items, they also fold fairly flat, so that when the rear seats are also folded (it’s all electrically operated, naturally) there’s a largely flat load floor, albeit one with a gaping slot caused by the gap between the two individual chairs that you don’t suffer from if you stick with the three-berth bench.

You’ll squeeze in 338 litres of luggage with all three rows in place, and this jumps up to a huge 908 litres if you drop the third-row bench. There’s a 12v connector and a remote boot opening switch on one side of the luggage bay, while on the other are the four buttons for raising and lowering each of the two rearmost rows of seats. One notable omission is a spare wheel and tyre set.

The column-mounted gear lever features a neat integrated starter button. Twist it into Drive and give the throttle pedal a poke and the IONIQ 9 steps off the line cleanly, belying its heft. The steering is accurate and not too light, and there’s a decent transition between re-gen and fiction braking. It’s predictably quiet, noise-cancelling voodoo emanating from the 14-speaker Bose stereo. What it isn’t so notably cosseting is its ride quality around town. When the wheels suddenly go into droop, such as when you hit a pothole, there’s a noticeable thunk that runs through the superstructure.

Up the speed a bit on more open roads and the ride becomes a bit more convincing. Body control is well-judged for a big, luxury car, rolling in a reassuring fashion through corners while quelling the sort of chassis heave that can make some big SUVs feel like a ferry in a Biscay swell. You’re always aware that there’s a lot of unsprung mass at each corner, this Calligraphy model being shod with huge Continental Premium Contact C tyres, 285/45 R21 all round. Hyundai wisely resisted the urge to specify a lower sidewall profile, the relatively boofy rubber affording benefits in both ride and cabin refinement.

The SmartSense safety suite seems well calibrated, the sensors picking up speed limit signs accurately (assisted by GPS) and the radar cruise being particularly adept at lane-centring and keeping speed in check on downhill inclines. It’ll also slow the car when the mapping data shows a tight curve approaching. Assistance functions include second-generation Forward Collision-avoidance Assist 2, Highway Driving Assist 2 and Lane Following Assist 2 systems. You also get a very clear surround view monitor, remote smart parking using the key fob and 10 airbags.

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Servicing? There’s a 24-month/30,000km service that costs $660, and that’s followed by a 48-month/60,000 appointment that’s $685, so that’s eminently reasonable for such a big, luxurious car. Given the weight of the IONIQ 9, it might well be worth keeping an eye on tyre tread depths, because it could well need new boots before 30,000km, depending on how enthusiastically you pedal it. Over the air updates are part of the ownership experience, which ought to keep the UX fresh. In case you’re interested in towing with an EV, and very few are, the Ioniq 9’s braked towing capacity is 2500kg.

The Hyundai IONIQ 9 is an extremely polished proposition, contriving to make many of the established premium marques’ SUV offerings in this price bracket look quite complacent. Brand equity being what it is, however, it’s unlikely that too many of them will be worried about the big Hyundai eating into their share. As a statement of capability, the IONIQ 9 ought to have a few of them concerned about their medium term prospects. A vehicle with this feature set and a German badge on the bonnet would likely carry a $200k price tag.

Does that make the IONIQ 9 a conspicuous bargain? We’d hesitate there. Were the Aussie car market entirely meritocratic, it would be a big seller, and it earns the thumbs up from us, with the caveat that residuals remain a question mark. Knowing what we know about how we buy $100k+ cars, it’ll likely remain a relatively rare sight on our roads. The few that do take the plunge on an IONIQ 9 will be rewarded with one of the slickest and most accomplished luxury SUVs at any price.

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Specs

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The Australian Automobile Association (AAA) has revealed the latest findings from its Commonwealth-funded Real-World Testing (RWT) Program, showing a significant gap between manufacturer-stated electric vehicle (EV) range and real-world performance.

Across five popular EV models tested, real-world driving range fell between 5 per cent and 23 per cent below laboratory figures.

This independent data aims to equip Australian car buyers with transparent performance metrics as EV sales continue to grow.

AAA Managing Director Michael Bradley emphasised the consumer benefit, stating: “Our testing will help consumers understand which new market entrants measure up on battery range. Our program brings confidence to Australian fleets and families looking to buy an EV.”

The 2024 Smart #3 was the best performer, with a real-world range of 432km – just 5 per cent below its laboratory figure of 455km. At the other end of the scale, the 2023 BYD Atto 3 exhibited the largest discrepancy, recording a 369km range in real-world conditions, 23 per cent below its 480km lab-tested figure.

Tesla’s 2024 Model 3 and Model Y returned 14 per cent and 8 per cent lower real-world range respectively. The Kia EV6, also tested in 2022, matched the Model Y with an 8 per cent drop, recording 484km versus 528km under laboratory conditions.

Beyond range, energy consumption variation also raised concerns. The BYD Atto 3 again stood out with the highest deviation – using 21 per cent more energy than its lab-tested figure, rising from 149Wh/km to 180Wh/km. Conversely, the Tesla Model Y was the most efficient, consuming 167Wh/km – slightly less than the lab figure of 169Wh/km.

These differences are important for consumers concerned about operational cost. EV owners rely on manufacturer data for estimated range and charging needs, but the findings highlight that such figures may be overly optimistic.

With recent polling showing that 60 per cent of prospective EV buyers cite driving range and recharging as key hesitations, the AAA’s program fills a crucial knowledge gap. It also responds to historical concerns, including the post-Volkswagen emissions scandal, by enforcing transparency in real-world conditions.

Funded with $14 million from the Commonwealth, the RWT Program began in 2023 and has already tested 114 combustion and hybrid vehicles. Testing takes place on a 93km loop in and around Geelong using rigorous European-derived protocols to ensure consistency and accuracy.

The program will continue to expand, helping Australian consumers make better-informed decisions in the transition to electric mobility.

Chery has officially launched hybrid power for its top-selling Tiggo 4 range, introducing two electrified variants – the Urban and Ultimate – starting from $29,990 driveaway.

It makes the Tiggo 4 Hybrid Australia’s most affordable hybrid SUV. That compares with $32,990 drive-away for the MG ZS Hybrid+ and $31,990 drive-away for the GWM Haval Jolion Hybrid.

Having quickly risen through the ranks of Australia’s small SUV segment, the Tiggo 4 has already proven a market success. It was the nation’s best-selling small SUV in July 2025 and has recorded nearly 12,000 sales since its late-2024 launch. Industry accolades have followed, including winning Wheels’ 2025 Best Value Small SUV.

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Under the bonnet of both Tiggo 4 Hybrid models lies a newly developed series-parallel hybrid system. It combines a 1.5-litre petrol engine (71kW/120Nm) with a powerful 150kW/310Nm Permanent Magnet Synchronous electric motor. This setup enables a combined fuel efficiency of just 5.4L/100km, delivering smooth urban performance and efficiency across longer trips.

“The TIGGO 4 Hybrid combines smart design, real-world efficiency and unbeatable value – all in one package,” said Lucas Harris, Chief Operating Officer at Chery Australia. “Introducing hybrid power to the Tiggo 4 range was a no-brainer. Customers want more for less and we aim to meet these demands with all our products.”

The entry-level Urban ($29,990 driveaway) includes:

• 17-inch alloy wheels
• Dual 10.25-inch LCD instrument and infotainment screens
• Wired/wireless Apple CarPlay and Android Auto
• Voice control system (“Hello Chery”)
• 4-speaker sound system
• Dual-zone climate control
• Full suite of advanced driver-assistance systems
• LED daytime running lights
• Seven airbags

The range-topping Ultimate ($34,990 driveaway) adds:

• Synthetic leather seats with front heating
• Premium steering wheel
• Red brake callipers
• 6-speaker sound system
• 360° surround view monitor
• Ambient lighting
• Power sunroof with retractable sunshade
• 15W wireless phone charger

Both variants are available now in Australian showrooms and come with Chery’s comprehensive seven-year/unlimited kilometre warranty, capped-price servicing, and roadside assistance for up to seven years.

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Zeekr, the global EV brand backed by Geely (owner of Volvo, Polestar, and Lotus), has officially launched the all-new Zeekr 7X in Australia, revealing a premium five-seat electric SUV with industry-leading charging performance and luxury-grade tech.

Unveiled at the Australian Museum in Sydney, the 7X joins the Zeekr X and upcoming 009 people mover in the local line-up. It will provide yet another option in the premium EV SUV segment with cutting-edge design, comfort and performance, underpinned by Geely’s advanced SEA (Sustainable Experience Architecture) platform.

Pricing starts at $57,900 (MSRP, excluding on road costs) for the single-motor Rear-Wheel Drive model, $63,900 (excluding on road costs) for the Long-Range Rear-Wheel Drive and $72,900 (excluding on road costs) Performance All-Wheel Drive model.

“The Zeekr 7X delivers the kind of intelligent design, long-range confidence, and ultra-fast charging that Australian drivers are looking for,” said Frank Li, Vice President, Zeekr International and MD, Zeekr Australia.

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The Zeekr 7X introduces the world’s first “Golden Battery” on the Rear-Wheel Drive (RWD) model — a 75kWh unit capable of charging from 10 to 80 per cent in just 13 minutes using existing 360kW DC infrastructure. The Long-Range and Performance AWD versions use a larger 100kWh battery, completing the same charge in just 16 minutes.

All models come with an 800V electrical architecture, a 22kW onboard AC charger, and are capable of future-ready 450kW DC charging speeds.

Power outputs range from 310kW/440Nm (RWD and Long-Range) to a potent 475kW/710Nm on the AWD Performance, which accelerates from 0–100km/h in 3.8 seconds. The Performance variant adds off-road capability, active air suspension, and dual-motor AWD traction.

Styled in Sweden, the Zeekr 7X boasts sleek proportions, full-width LED lighting, and a spacious cabin with 539L rear and up to 62L front storage. Inside, luxury meets tech with features like power-closing doors, ventilated massage seats, and a Qualcomm Snapdragon 8295-powered infotainment suite.

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A 16-inch HD centre screen, 36.2-inch AR head-up display, and Zeekr’s third-gen Human Machine Interface create an intuitive, immersive cabin experience.

Safety and autonomy are delivered through a suite of ADAS features including Adaptive Cruise Control, 3D Surround View, Cross-Traffic Alerts, and Full Auto Park Assist. Ongoing over-the-air updates will ensure continual software improvements.

Early adopters benefit from a limited pre-order offer for the first 1,000 customers, including a 7kW home charger, Type 2 and mini portable cables, and complimentary exterior and interior colour options.

A seven-year warranty and roadside assistance package also comes standard. The Zeekr 7X is available for pre-order now across Australian dealerships.

For many electric vehicle drivers, charging is the most frustrating part of ownership. You plug into an ultra-rapid DC charger expecting the maximum advertised rate – yet the car rarely sustains it, and topping up from 20 per cent to 80 per cent often takes longer than the claimed half-hour.

The easy assumption is to blame the charger, but some charging infrastructure operators insists that’s not always true. To put this to the test, UK’s Auto Express took 10 EVs to the Braintree charging hub of Gridserve, a UK charge point operator, to compare real-world performance against the marketing promises. And while some of these specific these models are not available in Australia, the test remains an interesting exercise in how brands are progressing with EV charging technology.

Gridserve’s Technical Director Pete Bishop analysed each car’s charging curve, assessing not only peak speed but also how consistently that speed was maintained.

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How charging behaviour works

Battery temperature is key. Most EVs prefer charging between 20°C and 30°C, but heat from electrical resistance can force the system to slow the flow to avoid damage. Once the battery reaches a high state of charge, the car’s software steps in to progressively limit power. Sophisticated “continuously variable” systems make small, constant adjustments, while simpler “look-up table” systems cut power in set steps.

To ensure fairness, all cars were tested in 13–14°C ambient conditions without pre-conditioning. Each was charged from a similar starting point, measuring the time to add 60 per cent capacity and the rate from 80–100 per cent. Every car used its own 350kW-capable charger, ensuring the car itself – not the hardware – determined the outcome.

BYD Seal

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Test results:
Battery size: 82.5kWh
Claimed peak: 150kW
Peak achieved/duration: 123kW / 5 min
60% top-up: 32 min
Average to 80%: 104kW
Time to reach 80–100%: 56 min (99%)

After a hesitant start, the Seal settled above 120kW for much of the first phase, then saw a sharp step down after 60 per cent charge. Charging slowed to under 50kW by 85 per cent, taking nearly an hour to complete the final stretch – and stopping shy of full at 99 per cent.

Phases:

1. Brief spike, then drop as the cold battery adjusted.
2. Held maximum for five minutes, strong rate to 60 per cent.
3. Steep drop-off post-60 per cent due to programmed limits.
4. Very slow final phase, long time from 80–99 per cent.

Expert’s view:
“The staircasing you see on the BYD’s graph is indicative of a simple, look-up table algorithm*. After a slightly erratic start, it appears very contained after that, maintaining a consistent rate of charge until it throttles back down after presumably reaching the pre-programmed temperature limit.”

Citroën e-C3

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Test results:
Battery: 44kWh
Claimed peak: 100kW
Peak/duration: 69kW / 3 min
60% top-up: 34 min
Average to 80%: 57kW
Time to reach 80–100%: 47 min

The e-C3’s basic management system took its time ramping up and never neared its advertised rate. Step-by-step reductions meant it overshot its claimed 20–80 per cent time by 10 minutes. The last 10 per cent was painfully slow, delivering little more than home-wallbox speeds.

Phases:

1. Small spike then drop before gradual climb.
2. Hit 69kW peak for just three minutes.
3. Stepped descent to a plateau at 90 per cent.
4. Final 20 per cent crawled at ~8.5kW.

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Expert’s view:
“Like the BYD, the Citroen uses a look-up table algorithm for its battery management system, with very clean steps. This example is definitely in the simple category – a cheaper car can mean a cheaper system. It only maintains its maximum charge for a couple of minutes, but the aim is the best performance possible for the lowest cost.”

Ford Capri

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Test results:
Battery: 79kWh
Claimed peak: 187kW
Peak/duration: 187kW / 2 min
60% top-up: 20 min
Average to 80%: 154kW
Time to reach 80–100%: 15 min

The Capri emerged as one of the strongest performers, thanks to its VW-developed continuously variable management system. It hit the official peak rate immediately and held above it for eight minutes before a gentle decline. Ultra-rapid speeds lasted until roughly 70 per cent capacity, and even the final top-up phase remained impressively quick.

Phases:

1. Rapid ramp to peak, matching (and slightly exceeding) Ford’s claim.
2. Sustained high output for eight minutes before tapering.
3. Smooth curve downward as thermal limits came into play.
4. Fast final stretch — 80–100 per cent in just 15 minutes.

Expert’s view:
“The charge curve of the Ford indicates a sophisticated system that’s constantly trying to optimise the charge performance against thermal limits. It’s encouraging that the Capri hit its claimed charging rate for a decent amount of time, while maintaining a reasonable power all the way through the rest of the cycle.”

Kia EV3

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Test results:
Battery: 78kWh
Claimed peak: 135kW
Peak/duration: 128kW / 2 min
60% top-up: 27 min
Average to 80%: 117kW
Time to reach 80–100%: 28 min

Kia’s EV3 is clearly engineered for quick “splash-and-dash” stops. It hit near-peak speeds almost instantly and held them for around 20 minutes – enough to add 50 per cent capacity. Once past 70 per cent, rates dropped sharply before flattening out for a steady but slower run to full.

Phases:

1. Quick climb to 128kW – just shy of the claim.
2. Strong, sustained delivery optimised for short stops.
3. Sharp drop past 70 per cent, likely voltage/thermal limit.
4. Gentle decline to 30kW, then a crawl to finish.

Expert’s view:
“The Kia EV3 is an interesting example of how the manufacturer has optimised the system for getting as much power into the battery as quickly as possible, but at the expense of a longer experience. It eventually hits the thermal limit and slows charging, with a graceful decline that ends at around 85 per cent.”

Peugeot E-3008

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Test results:
Battery: 73kWh
Claimed peak: 130kW
Peak/duration: 123kW / 3 min
60% top-up: 38 min
Average to 80%: 86kW
Time to reach 80–100%: 74 min

The E-3008 was one of the slower chargers. It took over 10 minutes to hit its peak – already below Peugeot’s figure – and began stepping down almost immediately. The staircasing continued, with speeds dropping below 50kW before the 80 per cent mark and falling to near home-charger levels by 100 per cent.

Phases:

1. Gradual rise to 123kW, well off the claim.
2. Maintained decent speed briefly before a 30kW drop.
3. Fast staircasing down to ~50kW by 73 per cent.
4. Long, slow tail — 80–100 per cent took more than an hour.

Expert’s view:
“After ramping up, the Peugeot drops off a cliff after nearly no time at all. It didn’t get that near the maximum rate, so it sounds like Peugeot is either overstating what it can do, or it gets there under such optimised laboratory conditions, that – as an owner – you’re never going to see in the real world.”

Porsche Taycan

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Test results:
Battery: 97kWh
Claimed peak: 320kW
Peak/duration: 282kW / 3 min
60% top-up: 15 min
Average to 80%: 243kW
Time to reach 80–100%: N/A (stopped at 93%)

The Taycan demonstrated why Porsche is known for engineering. Despite falling short of the claimed 320kW, it maintained very high rates for much of the session, adding 60 per cent in just 15 minutes. A battery isolation fault ended the test at 93 per cent, but the performance up to that point was class-leading.

Phases:

1. Instant ramp to 282kW, ~40kW shy of claim.
2. Held ~250kW for 10 minutes for rapid replenishment.
3. Gradual fall-off only after 80 per cent.
4. Test ended early due to system fault at 93 per cent.

Expert’s view:
“The Porsche is another good example of how to optimise a car to take as much charge as possible in a short space of time. It’s almost straight in, holds a high level for a long time then doesn’t go off a cliff. The Taycan constantly tries to do the best it can with the constraints of battery temperature and state of charge.”

Renault 5

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Test results:
Battery: 52kWh
Claimed peak: 100kW
Peak/duration: 87kW / 2 min
60% top-up: 26 min
Average to 80%: 65kW
Time to reach 80–100%: 34 min

Renault’s retro-inspired EV shares an affordable price point with the Citroën e-C3 but delivers a more sophisticated charging profile. It took 10 minutes to reach its peak – still below claim – and switched to a stepped approach at high capacities to protect battery health.

Phases:

1. Overshot, then dipped before a slow climb.
2. Reached 87kW, higher than Citroën’s effort.
3. Shallow decline maintained decent speeds to 80 per cent.
4. Switched to step-down pattern from 90 per cent onwards.

Expert’s view:
“The Renault may be an inexpensive EV like the Citroen, but it’s doing a better job in its battery management – although, it doesn’t sustain power for long. It doesn’t quite reach maximum power, but it does have a long, shallow curve after its peak. After this, it goes from a variable rate to a standard staircase output.”

Tesla Model Y

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Test results:
Battery: 75kWh
Claimed peak: 250kW
Peak/duration: 145kW / 1 min
60% top-up: 30 min
Average to 80%: 103kW
Time to reach 80–100%: 63 min (99%)

Tesla’s long-standing experience in EVs didn’t prevent a disappointing showing. Without pre-conditioning (applied equally to all cars), the Model Y fell well short of its 250kW claim and throttled back early. The final top-up phase was notably slow.

Phases:

1. Fast ramp to 145kW, over 100kW below claim.
2. Continuously variable system tapered early.
3. 20–80 per cent took longer than Tesla’s own estimate.
4. Crawled from 80–99 per cent over an hour.

Expert’s view:
“Tesla has been in the game a long time and has a pretty sophisticated battery management system, so its cars tend to reach peak power quickly – although this didn’t get close, nor hold it for very long. Otherwise, it’s well controlled and it’s clear with Tesla’s battery longevity that it’s doing well at remaining in a safe operating area.”

Toyota bZ4X

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Test results:
Battery: 64kWh
Claimed peak: 150kW
Peak/duration: 147kW / 1 min
60% top-up: 26 min
Average to 80%: 96kW
Time to reach 80–100%: 29 min

Toyota’s first serious EV contender delivered a steady, if unspectacular, performance. It reached near-peak quickly, but the rate fell under 100kW within minutes. The last 5 per cent took over 12 minutes to complete.

Phases:

1. Smooth climb to 147kW, close to claim.
2. Sharp decline below 100kW after five minutes.
3. Further drop to 50kW past 60 per cent added.
4. Slow final 5 per cent, extended by step-down behaviour.

Expert’s view:
“The Toyota is very well controlled; it doesn’t staircase up and is updating its charge current every few seconds to get the best it can. However, look how short a time it spends at its peak – it does get pretty close to the claimed peak rate, but probably wouldn’t have stayed for much longer, even if pre-conditioned.”

Volkswagen ID.7

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Test results:
Battery: 86kWh
Claimed peak: 200kW
Peak/duration: 200kW / 3 min
60% top-up: 21 min
Average to 80%: 156kW
Time to reach 80–100%: 16 min

Built on VW’s MEB platform like the Ford Capri, the ID.7 matched its sibling’s strong charging performance. It hit its claimed peak and held it before a gradual, controlled decline, staying above 100kW until 76 per cent.

Phases:

1. Three-minute ramp to 200kW peak.
2. Sustained high rate until about 50 per cent SOC.
3. Smooth drop-off, staying strong past 75 per cent.
4. Finished 80–100 per cent in just 16 minutes.

Expert’s view:
“The Volkswagen shows similar results to the Ford and they’re almost certainly using a very similar battery chemistry and management system. After a quick ramp up, there’s a dip near the beginning of the charge, but it then does a good job of staying over 100kW for a large proportion of the time.”

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Key takeaways

Few EVs reach or sustain their advertised peak charging rates. Most averaged two-thirds or less of the claimed figure when adding 60 per cent capacity. Manufacturers often point to battery pre-conditioning as the missing step, but some cars achieved near-peak rates without it — suggesting that expectations should be tempered.

Charging above 80 per cent at public DC chargers rarely makes sense, as rates plunge dramatically. In real life, the charger is only half the story – your car’s software and battery design are the real gatekeepers of speed.

* Look-up table algorithm: In computer science, when a specific input is encountered, the algorithm directly retrieves the corresponding precomputed output from the table, rather than performing the calculation or executing the complex logic again.