• Price: From $32,990 drive away (Excite)
• Drivetrain: 1.5L 4-cylinder hybrid, 158kW/465Nm, 3-speed CVT auto
• Combined fuel economy, CO2 emissions, fuel type: 4.7L/100km, 110g/km, 95RON
• Warranty: 10-year/250,000km, one year of roadside assistance
• Five-year service cost: $1,995 ($399 per year)

Australia’s favourite small SUV for the past few years has been given a glow up and takes the crown as overall winner of Wheels Best Small SUV 2025.

Check back at WhichCar next week when we unveil the rest of our category winners – Best Small SUV 2025 Under $30K, Under $40K, Under $50K, Over $50K, Electric, Hybrid and Best Value.

Launched in late 2024, the MG ZS Hybrid+ was an immediate winner in our books because of its hugely appealing combination of efficient but powerful hybrid drivetrain, spacious cabin, long list of standard equipment and accessibly low pricing. On those scores it’s really the complete package among compact SUVs on sale in Australia.

Priced from $32,990 drive away, the ZS Hybrid+ is not the cheapest hybrid small SUV on the market but it is the best value for money thanks to its long standard equipment list, including a large 12.3-inch touchscreen with Apple CarPlay and Android Auto, automatic climate control with rear air vents, a 360-degree camera and a full active safety suite including AEB, adaptive cruise control, lane keeping assistance, blind-spot monitoring and rear cross-traffic alert.

For only $3,000 extra, jumping up to the top-spec Essence adds luxury features such as larger 18-inch wheels, synthetic leather upholstery with heated front seats, an electric driver’s seat with lumbar adjustment and a panoramic sunroof.

But there’s more to a car’s value than just loading it with features: the ZS also drives like a much more expensive car. Its ride quality, for example, is compliant and well judged, while it’s a reasonable handler too. Its refinement is impressive, and overall, it’s never less than enjoyable to drive.

Under the bonnet is a 1.5-litre four-cylinder hybrid drivetrain making an impressive 158kW of power, yet its claimed combined fuel consumption is just 4.7L/100km.

The interior’s practicality and quality is also impressive for the price with a mature and functional cabin design. The materials feel good for the price with either cloth (Excite) or leather-like trim (Essence) on the dashboard and door panels, and the switchgear is satisfying to touch.

The cabin is also practical with plenty of storage spots like big door bins, some open trays on the centre console and a bin underneath the central armrest. It’s also spacious with plenty of room and a large 443-litre boot that opens up to a huge 1457L with the rear seats folded.

Add in MG’s impressive 10-year/250,000km warranty and low $1232 five year/75,000km service cost, and the ZS Hybrid+ makes a strong argument as to why it should be awarded Wheels Best Small SUV 2025.

It’s a big improvement on the car it replaced and is more broadly talented thanks to its new hybrid drivetrain, more luxurious interior and larger dimensions that make it more practical and better to drive. If you’re looking for a small SUV, the MG ZS Hybrid+ is the current cream of the crop.

Revealed at Auto Shanghai 2025 , the new Mazda EZ-60 is the brand’s second electric SUV after the ill-fated MX-30 that was cut from Australia in 2023. Like the recently revealed EZ-6 sedan , the EZ-60 will also be available as a plug-in hybrid range extender hybrid with over 1300km of driving range.

Rivalling the Tesla Model Y as an EV and BYD Sealion 6 as a PHEV, the Mazda EZ-60 sits on
Changan’s ‘EPA’ rear-wheel drive platform and is related to the Deepal S07 that’s already sold in
Australia. The EZ-60 is yet to be confirmed for any markets outside of China, though like the 6e
sedan, it’s expected to be sold in at least Europe.

According to Chinese media, the electric EZ-60 has either 56.1kWh or 68.8kWh LFP batteries with
up to 600km of range (CLTC), while a long-range version with a larger 80kWh battery will also be
available eventually.

The range extender uses a 1.5-litre petrol engine with a 160kW rear electric motor and an electric
range of up to 200km on the Chinese cycle.

Measuring 4850mm long, 1935mm wide and 1,620mm tall, the EZ-60 fits in dimensionally
between the current CX-60 and CX-80 in the Mazda global SUV line-up, and is slightly larger but
narrower and lower than a Model Y. 

According to Mazda, the EZ-60 features a 50:50 front/rear weight distribution, strut suspension at
the front and multi-link suspension at the rear, and electronically controlled dampers.

The EZ-60 sports sharp styling with angular lines and a luxurious and futuristic interior dominated
by central and mirror screens. Inside, the EZ-60 features a 26.45-inch 5K display for its
infotainment system and passenger screen, and a head-up display.

It’s available with a 23-speaker sound system with speakers in the front headrests that allow the
driver and front passenger to listen to different music, and digital side mirrors that show a live
camera feed to interior screens to enhance efficiency.

Mazda Australia is yet to announce any local plans for the EZ-60, but it’s likely to be at least under
consideration for our market.

AUDI E5 Sportback

AUDI is Audi’s new Chinese sub-brand in China and revealed its first production vehicle at the Shanghai Motor Show. Called the E5 Sportback, it was developed with SAIC (Shanghai Automotive Industry Corporation, or MG and LDV’s parent company) and uses the same platform as the IM L6 that’s due to go on sale in Australia later this year.

Measuring almost five metres long, the E5 is a similarly sized wagon to the A6 and will compete against cars like the BMW i5 Touring. All versions will feature a 100kWh battery for up to a claimed 770km of range, with the E5 using an 800-volt architecture that’s reportedly able to add 370km of range within 10 minutes of charging.

Four power outputs have been confirmed so far: 220kW, 300kW, 420kW and 580kW, and the most powerful can sprint to 100km/h in a claimed 3.4 seconds. Inside the E5 Sportback appears to be a high-quality cabin with exotic materials like suede and a huge 4K 27-inch curved joined display that incorporates both the infotainment and driver’s displays.

The AUDI E5 Sportback will launch in China later this year and more models from Audi’s new sub-brand will arrive afterwards. It’s unlikely that the AUDI brand will be sold outside China for now.

Nissan Frontier Pro

To only be offered as a plug-in hybrid, the Frontier Pro uses a turbocharged 1.5-litre petrol engine with an electric motor integrated into the gearbox for outputs of “over” 302kW/800Nm.

Featuring a 33kWh battery, the Frontier Pro is reportedly capable of travelling 135km on electric power, 1046km on hybrid power and offering the crucial 3500kg capacity.

But while the Frontier Pro was revealed in China, Nissan executives have confirmed that it will be eventually sold in more global markets – possibly including Australia, where it will be differentiated from the more heavy duty next-generation Navara.

The Frontier Pro’s interior looks luxurious in comparison to the current Navara with a lemon-coloured leather-covered interior with a 14.6-inch touchscreen.

Nissan N7

Another joint venture with Dongfeng based on one of its models, the Nissan N7 is the brand’s first electric sedan and will rival cars such as the Tesla Model 3 and Hyundai Ioniq 6 in the critical Chinese new car market. Unlike the Frontier Pro, global sales plans for the N7 are yet to be announced. 

Measuring almost five metres long, the N7 is a large sedan that offers up to 635km of electric driving range on the Chinese cycle and features a coefficient of just 0.208.

Two lithium ion phosphate (LFP) batteries will be available: 58kWh and 73kWh, both with a 400-volt architecture for a claimed 10 to 80 per cent charge in as little as 19 minutes. All N7s are front-wheel drive and 160kW and 200kW power outputs will be available.

Lexus ES

Lexus debuted the new eighth-generation ES sedan, which will be offered in hybrid and – for the first time – all-electric forms globally, including Australia. Using the same ‘TNGA-K’ platform as the current ES, Lexus added an additional 165mm of length to the ES, making it the same length as a Mercedes-Benz S-Class.

Inside, the new ES employs a futuristic layout with a 12.3-inch touchscreen with the brand’s new ‘Arene’ software, while an optional passenger display will also be offered. The panoramic sunroof includes adjustable dimmable ‘Low-E’ glass and the rear seats will feature a relaxation function for the first time. 

The brand is yet to specify the battery size of the electric versions of the ES, but says that it can travel up to 685km on a charge (CLTC). Up to 252kW outputs will be on offer in the ES500h, with the most potent version capable of a 5.9-second 0-100km/h sprint time. For hybrids, both 148kW 2.0-litre ES300h and 182kW 2.5-litre ES350h variants will be offered

Zeekr 9X

Geely offshoot Zeekr revealed its new 9X ultra luxury SUV, which more than resembles luxury SUVs like the Rolls-Royce Cullinan and Bentley Bentayga. Using both electric and plug-in hybrid drivetrains, the 9X is not yet confirmed for Australian showrooms.

Measuring 5290mm long, the 9X will offer six or seven seats as standard, with a four-seat executive model also on offer. It sits on a 900V architecture with 480kW ultra-fast charging and while the electric version’s range is yet to be disclosed, it hits 100km/h in just 3.0 seconds. The plug-in hybrid uses a turbocharged 2.0-litre petrol engine and a pair of electric motors for up to 1500km of driving range.

Expected to be priced from between 500,000 yuan (around AU$107,000 at current exchange rates) to almost 1 million yuan ($A215,000) for the top of the range Grand Edition with the four-seat layout, giving a cool $700,000 discount on the Cullinan.

The Auto Shanghai 2025 show commenced today with more reveals to come in coming days.

Ford Australia has launched the first plug-in hybrid van in Australia, as well as its E-Transit sibling,
with both due in local Ford showrooms in the third quarter of 2025. Orders for both are now open,
with pricing starting at $67,590 plus on-road costs for the PHEV and $77,590 +ORC for the EV.

Using a 2.5-litre four-cylinder petrol engine mated to an electric motor driving the front wheels, the
Ford Transit Custom PHEV makes a system power of 171kW. Using an 11.8kWh battery that can
be charged at up to 3.5kW for a four-hour charge time, the Transit Custom PHEV can travel up to a
claimed 54km of electric range.

The E-Transit Custom uses a 160kW/415Nm rear-mounted motor that draws power from a 64kWh
battery for a claimed driving range of up to 307km. The maximum DC fast charging rate is 125kW
for a 15 to 80 per cent charge in 32 minutes, while it can be AC charged at up to 11kW for a full
charge in just under seven hours.

Weighing between 1928kg and 1977kg for the PHEV (tare) and between 2114kg and 2163kg for
the EV, the new Transit Custom variants can tow a 2300kg braked trailer, while the GVM (gross
vehicle mass) ranges from 3225kg (PHEVs and E-Transit Sport) to 3350kg (E-Transit Trend), and
the GCM (gross combined mass) from 5225kg to 5350kg. Maximum payload capacity, based on kerb
weight, ranges between 1111kg to 1206kg depending on the variant.

The Transit Custom PHEV features three EV drive modes: auto EV, EV now and EV later, to let drivers
choose how they want hybrid and electric power to operate. Auto EV lets the vehicle do the work itself, while EV now operates solely on electric power and EV later utilises the petrol engine to use the battery later.

Standard equipment for the Transit Custom PHEV Trend includes 16-inch steel wheels with wheel
covers, keyless start, automatic lights and wipers, a 13-inch touchscreen with an embedded
modem for live services, wireless Apple CarPlay and Android Auto, sat-nav, wireless charging,
single-zone climate control, power-folding mirrors, tear twin barn doors and safety features such as
adaptive cruise control with stop and go functionality, AEB, blind-spot monitoring with rear cross-
traffic alert, exit warning, lane keeping assistance and a reversing camera.

The Sport then adds 17-inch alloy wheels, a 10-way electric driver’s seat, dual-zone climate
control, keyless entry, LED headlights, a bodykit, rear spoiler and exterior stripes.

Ford is yet to announce specifications for the E-Transit Custom, but they’re unlikely to differ
significantly from the PHEV variants.

Ford Transit Custom PHEV/EV pricing (plus on-road costs):

Orders are now open for the Ford Transit Custom ahead of the first deliveries commencing in the
third quarter of 2025.

Selling almost 60,000 units in Australia in 2024 and with its 2025 numbers already up 13.8 per cent over this time last year, the current-generation Toyota RAV4 has been a big success for its maker. Despite its potential wait list and the fact many rivals offer newer models, the RAV4 still does big sales numbers and it’s clear to see why: it’s an excellent all-rounder that’s also very fuel efficient.

What will the new Toyota RAV4 look like?

Like the current Camry, which is a heavily revised version of the old model, we expect the body of the new RAV4 to largely stay the same as the current shape car and use the same ‘TNGA-K’ platform as well. While the front and rear ends will likely be different and use the brand’s latest design language, the general shape will be largely identical with unchanged window shapes to avoid spending big money.

As with the new Camry, the new RAV4’s interior will be given a thorough work-over with new tech,
higher quality materials and more equipment. We could see a larger touchscreen fitted, as well as
more leather trim around the cabin. Given that its size won’t increase, there likely won’t be more
space on offer but given that the current model is one of the most practical in the mid-size SUV
segment, that’s unlikely to be an issue.

Given the need for the new RAV4 to be a five-star safety-rated car, we also expect the brand’s
latest ‘Safety Sense 3.0’ or newer to be fitted across the range with new features like active driver
monitoring, as well as a front central airbag.

What will power the new Toyota RAV4?

As with the current model, which became a hybrid-only line-up locally in 2024, it’s expected that the
new RAV4 will follow suit – in Australia, at least. The new Camry upgraded to the brand’s latest fifth-generation hybrid when it launched with newer battery tech, a move that we expect the RAV4 to follow. Both front- and all-wheel drive variants will be offered again.

But judging from public comments made by the brand’s local arm, we could also see the plug-in
hybrid RAV4 offered locally for the first time as well. Toyota has offered a powerful 224kW RAV4
PHEV overseas for this generation, but Australia’s slow-until-now PHEV uptake meant that it missed
the boat. Thanks to new emissions regulations and advancements in battery tech for more than
100km of electric driving range, the RAV4 PHEV could be sold locally for the first time.

How much will the new Toyota RAV4 cost?

Of course, pricing and specifications for the new RAV4 are yet to be revealed but given the price
increases with the latest Camry when it launched, we can expect a reasonable increase to the current model’s $42,260 plus on-road costs price, marking a dramatic increase to when the current shape launched here in 2019 priced from just $30,990 +ORC.

Given the likely inclusion of a plug-in hybrid drivetrain, the current model’s top-spec Edge’s $58,360 +ORC asking price is also likely to increase. Could we see the first $70,000+ RAV4 in Australia? Potentially.

When will the new Toyota RAV4 debut?

While Toyota is yet to confirm a debut for the new RAV4, we’re likely to see it for the first time in the
second half of 2025, pointing to an Australian release date sometime in 2026.

Given the continued popularity of the current model and incoming emissions regulations, Toyota
Australia will want to get it here as soon as possible to continue sales momentum and help.

Meanwhile, plenty of excited online car sites are using AI programs to take a stab at what the new RAV4 will look like, including this effort from Youtube site MVP Auto below.

In a bid to reduce emissions and comply with new government-mandated standards, automakers are continuing to embrace a mix of electrification and hybrid technology in their new vehicles.

While electric vehicles (EVs) went through an initial boom period, the lack of charging infrastructure and, in a lot of cases, high purchase price mean sales have softened. They’re also not suited to everybody.

EVs represented just 4.9 per cent of total sales reported to FCAI in March 2025, compared with 9.5 per cent in March 2024. Ahead of the removal of the government’s FBT tax exemption for Plug-in Hybrid Vehicles (PHEV) on April 1, sales rose 380 per cent versus the same period last year as consumers rushed to secure their vehicle.

For many people, hybrids are their way into new car technology: they’re often less expensive to buy and eradicate range anxiety because they aren’t relying on charging.

But what is a hybrid, automotively speaking. In simplest terms it’s combination of both an internal combustion engine (ICE) and an electric motor to provide propulsion. Both Toyota and Honda were the pioneers of hybrid tech in the 1990s with the original Prius and Insight shocking new car buyers with low fuel use. Now there are more different types of hybrids than ever before and it can be tricky to work our which is best for you. Here’s WhichCar‘s guide to the different types of hybrid cars.

Hybrid

By far the most popular type of hybrid is a regular hybrid, sometimes referred to as a ‘series
parallel’ or ‘self-charging’ hybrid. Of the 108,606 vehicles registered in Australia until the end of
March 2025, almost 17,000 of them were hybrids. That number is a 34.8 per cent increase on
this time in 2024.

While they can never be truly zero emissions vehicles – unlike an EV or PHEV – they can cut your fuel bill significantly and only add up to $5000 to the purchase price of the car.

Combining a petrol engine and an electric motor to provide propulsion and increase fuel efficiency
and performance, hybrid models are expanding thanks to their efficiency. As an example, the Toyota RAV4’s claimed 4.7L/100km combined fuel consumption rating is excellent for a mid-size SUV and thanks to the clever tech, easy to achieve in the real world.

So hybrid buyers benefit from less fuel use, less emissions being pumped into the air and less pain
to their wallet, but they also benefit from not suffering from the range anxiety that EV owners can
be familiar with as they don’t need to be charged. What adds to the battery? Well, it depends on
the manufacturer but generally either regenerative braking or – depending on the environment – the
engine.

The regenerative braking process sees a hybrid vehicle convert the energy created by deceleration into electrical energy which is then used to recharge the battery. The engine can also supply the battery with power while in motion or idling as part of the vehicle’s self-charging capacity.

Once the battery gets full enough, it will then power the electric motor – and depending on the
speed and throttle load, that could be able to power the car by itself. Most hybrids let the electric
motor do the heavy lifting setting off from a start, which is where engines can be at their least
efficient. Once at speed, then the petrol engine kicks in to assist. While it seems like a complicated
process, the fuel efficiency results speak for themselves.

Popular examples: Toyota RAV4, Hyundai Kona, MG ZS Hybrid+, Toyota Camry

Mild hybrid

Mild hybrids (MHEVs), as their name suggests, offer a moderated version of the regular hybrid set-up. Most MHEV systems act like an extended start-stop system and can’t actually power the car alone, but are able to switch the engine off when coasting or braking for added fuel efficiency. This means that their fuel savings are significantly less than a regular hybrid. In addition, however, the jump in price from a regular ICE car up to a mild hybrid is significantly less than the increase to a hybrid. Expect more MHEVs to be offered locally as car makers look to comply further with incoming New Vehicle Efficiency Standard (NVES) emissions targets, when every gram of CO2 shaved will help.

Popular examples: Hyundai i30 N Line hatchback, Mazda CX-60, BMW X3

Range-extender hybrid

A range-extender hybrid is a hybrid which uses a combustion engine as a generator to power the electric motor. This set-up has no mechanical link to the wheels, and can be a plug-in hybrid like the BMW i3 REx and Leapmotor C10 REEV. However, Nissan’s e-Power hybrid system can also be considered a range-extender as it uses its engine to power only the electric motor, which then powers the wheels.  

While the Nissan e-Powers aren’t quite as efficient as their Toyota rivals – 6.1L/100km for an X-Trail
versus 4.8L/100km for an AWD RAV4 hybrid – they are smoother to drive because the wheels
aren’t powered by different sources: the electric motor always drives them.

Popular examples: Nissan X-Trail e-Power, BMW i3 REx, Leapmotor C10 REEV

Plug-in hybrid

Plug-in hybrids (PHEVs) are often seen as the best stepping stone to electric vehicle purchasing
thanks to their potential for zero emissions motoring. Using a larger battery than a normal hybrid, a
PHEV will – depending on the battery size – give owners at least 40-50km of electric driving. Newer PHEVs like the Haval H6GT PHEV and incoming Skoda Kodiaq provide over 100km of EV
driving ability.

So while PHEVs do need to be charged from the grid, they also eliminate range anxiety because
once the battery is depleted, the ICE engine kicks in and it runs as a hybrid – albeit less efficiently
because of the battery’s extra weight. In fact, some PHEVs can be less efficient than regular ICE
cars in the real world if they aren’t charged.

Popular examples: Mitsubishi Outlander PHEV, BYD Sealion 6, BMW 330e

Due to launch locally late this year in the new-generation Palisade large SUV, Hyundai has revealed further details about its new hybrid system that will also be incorporated into Genesis and Kia products in the future.

Using either a 1.6-litre or 2.5-litre capacity, the new hybrid system promises improved performance and fuel efficiency from multiple configurations. The new hybrid system features a new dual-clutch transmission with two integrated electric motors: one for starting, energy generation and propulsion, while the other will also handle propulsion and regenerative braking.

Hyundai says the combination of two motors is better than one because it “improves power,
performance, and fuel efficiency while achieving smooth shifting and reduced noise and vibrations
for a more refined driving experience”.

Multiple power outputs will be offered with the new drivetrains, ranging from around 100hp (75kW)
to the mid-300hp range (224kW and upwards) to cater for the whole Hyundai Kia and Genesis
range, from small hatchbacks to luxury sedans.

In the new Palisade, the 2.5-litre drivetrain develops 245kW of power and 460Nm of torque, which
is 19 per cent more powerful and 9 per cent torquier than the non-hybrid 2.5-litre turbo engine. Yet,
according to Hyundai, the hybrid is over 45 per cent more powerful than the petrol-only engine.

The company also showed off a new e-AWD system, which – like Toyota’s equivalent – uses an
electric motor to power the rear axle for greater performance and efficiency.

Which products the new hybrids will be offered in is unknown at this stage, but it’s likely to be the
vast majority of the three companies’ ranges in order to comply with ever-tightening global
emissions standards.

Offering hybrid models will likely fix the biggest issue with current Genesis models: thirst. For
example, a 3.5-litre turbocharged V6 petrol GV70 mid-size SUV’s combined fuel consumption
rating is more than 3L/100km more than the BMW X3 M50, despite the BMW being more powerful
(11.3L/100km versus 8.2L/100km).

Not much else is known about Hyundai’s hybrid expansion, though we’re likely to have more
details soon.

If Toyota’s entry into Supercars was one of the best-kept secrets in the automotive sphere, Ford’s plans to build a plug-in hybrid Ranger was possibly one of the worst.

At the local launch event in July 2022, we asked Ford’s engineers about the possibility of a hybridised version and they were quite happy to share with us that this P703 Ranger platform was built to be electrified.

The previous PX Ranger was on sale for 11 years and with the P703 likely to be in market for almost that long, it was clear that some capacity for electrification was required.

Ford chose the 2024 IAA Transportation Show in Hanover, Germany, to debut the new Ranger PHEV, due on sale here in the middle of 2025. The plug-in hybrid powertrain is set to be offered with Wildtrak, Sport and XLT variants within the Ranger line-up – as well as an all-new Stormtrak launch edition that’s a PHEV exclusive.

The Stormtrak is painted in a new Chill Grey hue and comes equipped with a Flexible Rack System, Matrix LED headlamps, Pro Trailer Backup Assist, and a 360-degree camera as standard. It also sports 18-inch alloy wheels, a honeycomb grille, front guard vents, decals, and a B&O stereo.

The PHEV powertrain pairs a 2.3-litre turbocharged four-cylinder EcoBoost petrol engine with a 75kW electric motor and 11.8kWh battery which can be charged externally, by the petrol engine in EV Charge mode, or via regenerative braking. The PHEV can be fully charged overnight using a standard household plug, and it has a range of more than 45km in electric-only mode.

A modular hybrid transmission (MHT) – consisting of the e-motor and separator clutch – has been integrated into the driveline between the engine and 10-speed automatic, and it’s this separator clutch that allows the two systems – EV and ICE – to either co-operate or decouple and work individually.

“The MHT is the key ingredient in ensuring Ranger PHEV delivers the capability we know our owners expect from a truck with a Ranger badge, along with enhanced versatility, impressive low-end torque, and an overall faster responding powertrain which means improved performance compared to regular Ranger,” said Rob Sharples, chief engineer of the Ranger Plug-in Hybrid at Ford.

“In high-demand situations, like overtaking, the combined power and torque of the petrol engine and e-motor can be sent to all four wheels,” added Sharples.

The Ranger PHEV features four self-explanatory battery modes: Auto EV, EV Now (provides all-electric drive), EV Later (stores a portion of charge for later use), and EV Charge (recharges the battery while driving). When the battery is nearly depleted, the system automatically reverts to Auto EV mode to optimise fuel efficiency.

In tandem with these EV modes, the Ranger PHEV’s Terrain Management System utilises the following selectable drive modes: Normal, Eco, Sport, Slippery, Tow/Haul, Mud/Ruts and Sand. The PHEV also gets the Sport mode from the Ranger Raptor, which enhances throttle response and holds lower gears for longer.

In addition, Ford says its newest Ranger will not lose any of the combustion-powered Ranger’s towing and off-road ability, with its towing capacity remaining at 3500kg. The implementation of Ford’s Advanced 4WD system, a dual-range transfer case, rear differential lock, and selectable drive modes means it will remain proficient off-road.

“The Ranger PHEV delivers all the versatility and capability people expect from a Ranger,” explains Sharples. “It can tackle tough terrain, tow a trailer with ease, be driven in town as an EV or, thanks to Pro Power Onboard, it can be used as a mobile power plant when you’re off grid.”

Pro Power Onboard tech enables owners to power tools, run a fridge at a campsite and keep devices charged while camping. It offers a maximum of 6.9kW, with a total of three power outlets throughout the vehicle – one in the cabin and two in the ute bed.

Unlike most Australian Rangers which are Thai-built, the Ranger PHEV is to be manufactured in Silverton, South Africa.

There’s no word on pricing or even a firm on-sale date as yet, but if Ford can nail the value proposition, the Ranger PHEV has the potential to convert many cynics to the benefits of electrification.

This article originally appeared in Wheels magazine.

Australians got their first glimpse of the IM Presented by MG Motor concept – the brand’s new foray into the luxury end of the market – at the recent Melbourne Motor Show.

One part of an ambitious roll-out of new models this year, the IM5 sedan and IM6 SUV shape as two of the most interesting both because of the tech capabilities of the cars but also the repositioning of MG as merely a ‘budget’ brand in Australia.

A joint venture between Chinese automobile manufacturer SAIC Motor and Chinese technology companies including Alibaba Group, IM stands for ‘Intelligence in Motion’, making vehicles with premium finishes, high performance and innovative technology.  The vehicles are already sold in China, the IM5 known as the IM L6 sedan and the IM6 badged as the IM LS6 SUV.

Both are expected to arrive into Australian dealerships before the end of 2025.

WhichCar recently spoke with Giles Belcher, Chief Operating Office, and Kevin Kou, Product Planning Manager, of MG Motor Australia, about the IM vehicles after their debut in Melbourne.

This is a significant step for MG in Australia – what more can you tell us about the IM cars?

Giles Belcher: They will be the most advanced cars on the Australian market when they launch. I got a chance to drive one for a day about a month ago now and I was just blown away by the technology in that car.

What are the expectations for these IM cars when they launch here – modest? Bullish?

GB: We’ll do our best to educate the dealers and the market about the cars. As always, the market decides whether they’re accepted or not. But we’re confident in coming into it. I’m super bullish because, like I said, they do things that other cars just cannot do. And they do them in a really kind of refined, prestige way as well.

You look back maybe 18 months ago now, the Model Y was doing insane numbers. Has that time gone in the EV market? There’s a lot more different products available now. It’s a lot more dispersed, the volume across different brands but I think the IM is good enough to do something extraordinary.

What sort of technical things are we talking about in terms of what the cars can do?

Kevin Kou: The vehicle may have had these certain elements that you might have seen in other cars in the past, but you need to take in the IM as a whole feature. One of the key foundations is the AI component.

We have what’s called an AI chauffeur or one-touch AID.  And it has four key components that utilizes some of the key technology from the chassis. One of them is auto park – auto parking for parallel parking and 90-degree parking. And what we call one-touch pullout, which is basically when you’re ready to come out of a parking spot, it will allow you to get into the car and it’s ready to be driven off. 

There’s also one-touch reverse. So if you’re going down a narrow alley and get stuck and you cannot get out, with one touch the car will reverse all the way back out and trace exactly the way you drove in, up to 100 metres.

From a platform point of view, there’s also some key technology around what we call the digital chassis. We have what’s called VMC – vehicle motion control, as well as CDC – continuous dampening control. These allow for the car to perform amazing in situations, high speeds, etc. 

The IM5, for example, has the on-road capability of performing a moose test at over 90km/h, a world record.

CDC and VMC is primarily to ensure that the driver and passenger are safe because these cars do have a lot of power – the IM5 does 0 to 100 in 2.74 seconds. These systems make sure that the driver can achieve the driving experience within safe conditions. 

GB: These cars are also nearly 5m long yet they’ve got the turning circle of a Mini Cooper because they do some clever things with the wheels.

KK: The SUV and the sedan have four-wheel steering. This allows it, as Giles says, not to have a turning circle of a 4.9m car.

There are really three key pillars with these cars – technology, performance and also luxury. Inside the vehicle there are beautiful trimmings, rosewood metal, 20 speakers and beautiful soft leather to give you a very luxurious, high-end premium experience.

You can talk to the car and it will respond via those 20 speakers, from activating a playlist to opening a window.

Any details on pricing as yet? Can we expect a value-for-money offering as per other MG vehicles?

GB: We haven’t finalized pricing yet but the sedan and the SUV will be launched at the same time. (Laughs) And always, always value for money.

Australians want dual-cabs and they want them with all the fruit. High-spec and flagship variants are disproportionately popular as the ute continues to transition from workhorse to a more everyday proposition.

The Ford Ranger and Toyota Hilux continue to duke it out for sales supremacy so here’s a breakdown of how two of the higher-spec variants compare.

Jump ahead

• Pricing and Features
• Dimensions
• Powertrains
• Chassis and Towing
• Off Road
• Safety

Pricing and Features

The Hilux GR Sport sits at the very top of Toyota’s dual-cab tree at $74,310 plus on-road costs, a roughly $11,000 premium over the volume-selling SR5 automatic.

This puts it almost lineball with the Ford Ranger Wildtrak V6 at $74,480 (+ORCs), though a four-cylinder variant is also available at $69,690 (+ORCs).

Being the flagship variant at launch – since usurped by the Platinum – means the Wildtrak possesses plenty of toys, including 18-inch alloys, LED lighting all ’round, leather-accented upholstery, heated and eight-way power-adjustable front seats, dual-zone climate control, wireless charging and plenty more.

Infotainment is handled by a 12.0-inch portrait touch screen with wireless smartphone mirroring, DAB+ radio, FordPass Connect app integration, in-built sat-nav with one complimentary year of connected navigation services and a six-speaker stereo.

Over in the Toyota land the Hilux GR Sport boasts its unique exterior styling, 18-inch wheels, LED headlights, GR Sport steering wheel with paddle shifters, dual-zone climate control, air-conditioned front cooler box, heated front seats with suede and leather accents (driver’s powered, passenger’s manual) and wireless charging.

There’s an 8.0-inch touchscreen infotainment display with smartphone mirroring, DAB+ radio, sat-nav, Toyota Connected Services and a nine-speaker JBL stereo.

The 4.2-inch digital instrument display is literally half the size of the Ford’s (8.0-inch), though even the latter feels a bit small if you’ve seen the full-width version in the Platinum, Raptor or F-150.

Colour is the only option on the GR Sport, whereas the Wildtrak can be specced with the $2000 Premium Pack that adds an auxiliary switch bank, Matrix LED headlights, cargo management system and 10-speaker B&O stereo.

Ford offers a five-year/unlimited kilometre warranty and roadside assistance that extends 12 months at each service up to seven years. A prepaid servicing plan costs $1516 which covers the first five visits, due every 12 months or 15,000km.

Toyota’s warranty coverage is also five years/unlimited kilometres but adds a further two years for the driveline. Servicing is required every six months or 10,000km and it’s expensive.

The first six visits are capped at $305 apiece but over the same five years (or 100,000km) the extra visits and higher pricing means you’ll need $4074.98. Roadside assistance is also not included, being either $99 or $139/year depending on the level of cover.

Dimensions

Adding some extra muscle to the Hilux frame means the GR Sport now virtually matches the typically larger Ranger in all dimensions bar wheelbase. It’s give and take when it comes to the tray, with the Toyota’s being longer and wider, the Ford’s being deeper with more than 100mm extra between the wheelarches.

The Ranger also boasts a drop-in bedliner with lighting, a 400W power inverter, adjustable aluminium tie down rails, side steps and a powered roller tonneau, though this latter feature does eat into the load space substantially. The Hilux offers a bedliner and multiple tie down points, but that’s it.

Powertrains

Like most other variants, the Toyota Hilux GR Sport uses the 1GD-FTV 2.8-litre four-cylinder turbodiesel engine, with a six-speed automatic the only available transmission.

There are a couple of key differences, however, including extra grunt and the lack of the 48v mild-hybrid system. Outputs are 165kW at 3000rpm (+15kW) and 550Nm from 1600-2800rpm (+50Nm).

Fuel economy suffers slightly, with a combined claim of 8.1L/100km compared to 7.8L/100km for the similarly flared mild-hybrid Rogue and 7.2L/100km for the SR5.

The standard engine in the Ranger Wildtrak is a 2.0-litre twin-turbo four-cylinder diesel producing 154kW at 3750rpm and 500Nm from 1750-2000rpm. Optionally available is a 3.0-litre V6 turbodiesel with 184kW at 3250rpm and 600Nm from 1750-2250rpm.

A 10-speed automatic is the only gearbox and claimed combined fuel consumption is 7.2L/100km for the four-cylinder and 8.4L/100km for the V6.

The Hilux and four-cylinder Ranger only offer rear-wheel drive and high- and low-range four-wheel drive, whereas the V6 Ranger also has full-time all-wheel drive.

Chassis and Towing

While both vehicles are capable of legally towing a maximum of 3500kg, it’s the Ranger that has the clear upper hand when hauling heavy. The table below shows that the Hilux’s lower Gross Vehicle Mass and, in particular, its lower Gross Combined Mass give it payload limitations.

Otherwise, the two are fairly similar in their chassis setups, beingladder frame utes with double-wishbone front suspension and leaf sprung, live axle rears, though unlike lesser variants the GR Sport matches the Ranger with four-wheel disc brakes.

It is worth noting that the Ford has plenty of modern towing tricks up its sleeve the Toyota lacks, such as the ability to check the Ranger’s lights remotely, Towing Mode and Pro Trailer Back-Up Assist. Nothing that experienced towers will need, necessarily, but handy nonetheless.

Off-road

Both these machines are towards the top of the dual-cab class when it comes to getting down and dirty. The Ranger’s case is helped by standard all terrain tyres on its 18-inch alloys, which when combined with multiple drive modes, excellent traction control and a locking rear diff means clearance will be the only obstacle to the Wildtrak getting to where you want it to go.

No such dramas with the Hilux GR Sport. At 265mm it has a whopping 49mm more ground clearance than an SR5 and even on highway-spec tyres it is ridiculously capable for a standard vehicle thanks to Toyota’s benchmark traction control system. Add a set of suitable rubber and it’s about as good as production 4x4s get.

Safety

The Ford Ranger is one of the safest utes on the market, with a five-star ANCAP rating from 2022 with scores of 84 per cent for adult occupant protection, 93 per cent for child occupant protection, 74 per cent for vulnerable road user protection and 83 per cent for safety assist.

This is courtesy of nine airbags and a comprehensive suite of safety assists including autonomous emergency braking, lane-keep assist and departure warning, blind-spot monitoring, active cruise control with stop&go, traffic sign recognition and a 360-degree camera.

Despite being a much older vehicle, dating back to 2015, continual updates have kept the Toyota Hilux much more current than you might expect in terms of safety. Seven airbags are standard as well as Toyota’s Safety Sense active driver aids.

This includes lane departure alert, autonomous emergency braking with pedestrian and daytime cyclist detection, speed sign assist, active cruise control, blind spot monitoring, rear cross-traffic alert and trailer sway control.

A panoramic view monitor, reversing camera and rear sensors help handle parking duties.