As our world becomes increasingly fractured, so too does the electric-vehicle line-up of Volvo’s sporty-premium offshoot, Polestar.

Each new Polestar model introduces a fresh consecutive number, and while that numerical nameplate strategy might make parts-ordering or vehicle chronology relatively easy, it ain’t so simple out in the real world.

After Polestar 1 (rare, expensive, high-performance coupe), 2 (medium EV liftback-sedan) and 3 (large premium SUV) comes the 4 (upper-medium coupe SUV), the supposedly imminent 5 (expensive, performance-focused four-door GT) and the potential 6 (a two-plus-two performance roadster, based on a shortened version of the 5’s aluminium platform with shared 800-volt architecture).

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Of those undoubtedly appealing models, however, only the now five-year-old Polestar 2 (which has just been updated for MY25) and the all-new 4 (tested here in early-production form) will be able to generate significant sales volume for the beleaguered Swedish EV brand.

Struggling? How so? Back in early 2022, CEO Thomas Ingenlath (who styled the Polestar 2 and was once the SVP of Design at Volvo) communicated hopes of the brand selling 290,000 units annually by 2025. But with the Polestar 3 and 4 only recently going on sale internationally, the volume reality was 54,600 units last year, with revised hopes of achieving 155,000-165,000 units in 2024.

A good majority of that total rests on the crisply rendered form of the Polestar 4. Underpinned by a relatively fresh, Geely-developed ‘SEA1’ bespoke EV platform, the 4 measures a considerable 4840mm in length (234mm longer than Polestar 2!) and 2008mm wide, stands 1534mm tall and rides on an enormous 2999mm wheelbase.

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Track widths are also substantial – 1703mm front, 1716mm rear – giving the Polestar 4 both a unique proportion and a four-square stance.

Compared to the upmarket SUVs the Swedes expect it to compete against (BMW iX3 and Porsche Macan E, among others), the Polestar 4 is longer, lower and wider – giving it a substantial foundation from which to achieve its sporty, techy, and undoubtedly fancy aspirations.

Launching in Australia in two varieties (Long Range single-motor and Long Range dual-motor, with a Performance Pack available for the latter), the rear-drive 4 starts at $81,500 RRP ($10,100 more than its Polestar 2 equivalent), though the drive-away price of the Gold AWD Performance Pack fitted with zinc Nappa leather by Bridge of Weir, as well as a Plus Pack ($8000) we tested in Spain, extends to a slightly unnerving $134,500.

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JUMP AHEAD

• Is the 2024 Polestar 4 worth my attention?
• What about inside?
• What powers the Polestar 4?
• How does it drive?
• Is it worth waiting for the 2024 Polestar 4?
• Specifications

Is the 2024 Polestar 4 worth my attention?

For that sum, you get a very rapid and nicely tailored designed-in-Sweden, made-in-China EV.

With a 0-100km/h claim of 3.8 seconds, the dual-motor 4 is also the fastest-accelerating Polestar up to this point, so it certainly has the performance to support its price tag.

From a design perspective, there’s a lot to like. The short-nosed, grilleless front is relatively unexceptional but the rest of the 4’s shape (with a 0.26Cd) is quite distinctive – in particular its shell-like, windowless rear.

Not having to accommodate a tailgate window – replaced by a Gentex rear camera system with digital rear-view mirror – meant the designers could shift the header point of the roofline rearward, creating a lounging, club-like space in the rear seat that feels both private and limousine-worthy.

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From rear-on, the Polestar 4’s stubby overhang completely disguises its overall size, and successfully distinguishes it from the wagon-shaped Polestar 3 and fast-back Polestar 2.

It also gives it a unique presence thanks to the absence of any glass, as well as a generously sized boot beneath its rear tailgate – capable of swallowing 526 litres of cargo, which is 42 litres greater than a Polestar 3’s.

Frameless door glass is also a feature – as it should be with anything ‘coupe’ in its title – as well as retracting door handles, and even the base 4 wears 20-inch alloy wheels. Our Performance Pack test car sported very handsome 22s fitted with 265/40R22 Pirelli P Zero tyres – a wheel design that also debuts on the flagship 2025 Polestar 2.

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What about inside?

Yet it’s inside where the Polestar 4 really makes its mark. It has a Tesla Model 3 vibe in its general layout, but the execution is much warmer, classier and more premium.

The 4 is the first Polestar to debut a vast landscape centre screen that operates virtually all functions, including the directional adjustment of the air vents (which is far less rubbish than it sounds).

While it takes a bit of time to set up short cuts and favourites, once all that is done, the overall functionality is superior to that of the Volvo-derived portrait set-up in the Polestar 3.

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The 4’s multimedia touchscreen is simpler, quicker and more intuitive, though its top-spec 16-speaker Harman Kardon audio set-up can’t match the superlative sound production of the 25-speaker B&W system in the pricier Polestar 3.

It presents a more minimalist environment than the 3, yet retains the pricier Polestar’s quality of materials, including available Bridge of Weir Nappa leather, as well as three other classy upholstery types including a Tailored Knit made from 100 percent recycled PET bottles.

A full glass roof that extends behind the heads of the rear passengers is standard, as is a high-definition rear-view screen that displays a real-time feed with an impressively wide field of view, though it does take some time to get used to.

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It works particularly well in tunnels, though – much like the glass roof which feeds heat and glare into the cabin in direct sun, and will demand the electrochromatic feature (to switch between opaque or transparent) in Australia, especially in summer.

Cabin detailing is interesting, too, including embedded ambient lighting radiating from all the trim inlays across the dash and doors, which makes the vast rear seat area feel a bit like a nightclub in the dark.

Back there, occupants enjoy a deep cushion and adjustable backrest rake, as well as loads of leg and foot room (providing the amply supportive front pair aren’t jammed all the way back) and a great view around the tombstone-shaped front buckets, making what is essentially an upper-mid-sized SUV (of sorts) feel like a limousine.

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What powers the Polestar 4?

Flatten the right pedal in the Long Range dual-motor and that limousine impression will rapidly transform into a sports-car feeling.

With a claimed 0-100km/h time of 3.8 seconds, the top-spec 4 is almost a second quicker than the flagship Polestar 3, which is a more powerful EV but also carries around 300kg of additional weight.

The 400-volt electrical architecture consists of a 100kWh NMC battery in both single- and dual-motor versions, capable of up to 200kW DC charge capacity and a 10-80 percent charge time of 30 minutes.

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Polestar says the 200kW/343Nm Long Range single motor is good for up to 620km of WLTP range (as well as 0-100km/h in 7.1sec) whereas the AWD dual-motor with double the outputs (400kW/686Nm) can travel up to 590km WLTP.

In our enthusiastic testing through Madrid’s urban sprawl and up the through the mountains skirting this superb Spanish city, the Polestar 4 Long Range Performance Pack AWD averaged 22.4kWh/100km, which translates to a real-world range of 420km based on a useable battery capacity of 94kWh.

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How does it drive?

That energy-consumption figure may not entirely reflect what the Polestar 4 Performance Pack is capable of once it finds itself on Australian soil, and the same is true of the car’s dynamics.

Firstly, Spain’s mountain roads are beautifully surfaced, with (mostly) wide roads and well-cambered corners … which does not apply to Australia, other than perhaps our major eastern freeways and urban tunnels.

Secondly, the early-production Polestar 4s we drove on the international launch didn’t quite feature the full European suspension spec (which is what we’ll get in Australia). Instead, the AWD Performance Pack models we drove were fitted with Chinese-market adaptive dampers and suspension top mounts, combined with European tyres and software – something that wasn’t communicated until after we’d driven the car.

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According to Polestar: “the difference in the rear top mounts and the shock absorber valving contributes to a more relaxed response from the car, as desired from comfort-orientated markets like China.

During your drive you would likely have felt a difference – between the Long Range Dual Motor with Performance Pack and Long Range Single Motor with EU-spec hardware – in small initial steering wheel movements resulting in less precise steering feel around the straight ahead position.

The rear suspension mounts play a significant role in influencing steering feel … so what you experienced in this regard may not have been what you would have expected for our Performance Pack model.”

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Indeed, while the Performance Pack hung on gamely in corners – its neutrality helped by its 50:50 weight distribution – it felt relatively inert in its overall driving feel, and offered nothing in the way of adjustability.

And its ride quality – while well-controlled and quiet on smoothly-surfaced tarmac – completely disintegrated on rough sections, feeling choppy and jiggly. And that’s in Standard mode. A brief sample of the adaptive damping in the Nimble and Firm settings almost demanded a kidney belt.

That said, during lunch we managed to squeeze in a brief taste of the rear-drive Long Range single-motor wearing 255/45R21 Michelin Pilot Sport tyres and it felt noticeably different.

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With the full EU suspension and software spec, it offered crisper steering, a much more composed ride (on fixed-rate dampers!), a degree of adjustability and nuance in its handling (no doubt aided by its 48:52 weight distribution), and a far more satisfying dynamic experience.

Everyone who drove the rear-drive Polestar 4 preferred it to the bells-and-whistles Performance Pack, and even its far less urgent acceleration felt more than adequate and entirely liveable.

There’s a chance the properly-specced Performance Pack will be the sweet spot in the range, given its standard adaptive damping and serious braking package with Brembo four-piston front calipers and huge ventilated discs at both ends. But, much like the reconfigured Polestar 2, the entry-level rear-driver may prove to be the more involving, more appealing, and definitely more affordable option.

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Is it worth waiting for the 2024 Polestar 4?

There’s no doubt the all-new Polestar 4 has design excellence on its side, given the unusual treatment of its exterior and the lavish space of its interior.

It has more than a hint of the luxuriousness and specialness of its pricier Polestar 3 sibling for a cost saving of more than $50K when you compare entry-level pricing.

But, based on our first impressions, this is also a less sophisticated and less polished EV to drive than the larger, wagon-shaped Polestar 3.

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It doesn’t have that car’s ride isolation or refinement, and while the Performance Pack model we drove wasn’t representative of the full-production version we’ll see, I suspect that the base rear-drive Polestar 4, wearing the smallest wheels, without all the optional razzle-dazzle that can send its price soaring skyward, will be the one to go for – costing roughly $89K drive-away in NSW.

Yet not everyone views cars the way we do. And if your idea of a style-focused Swedish EV is one dripping with boast-worthy equipment – including optional Luminar LiDAR autonomous functionality in the future – then the Polestar 4 provides you with the potential to go massive.

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The Tesla Model 3 is an electric medium sedan, boasting high-tech features, a minimalist interior, and an efficient design.

It was launched in Australia in 2019, but has been sold overseas since 2017. The model was updated in 2021 with features such as a redesigned interior centre console, matte black exterior trims, an electric tailgate, and larger battery packs.

In late 2023, a more comprehensive update was launched in Australia with a more upmarket design, new technology and slightly better driving range.

The popular Model 3 sedan is currently offered in three variants. These include the rear-wheel drive (RWD) with a ‘standard range’ battery, while the more expensive Long Range and Performance versions feature a ‘long range’ battery. The Model Y electric SUV is based on the Model 3 platform.

JUMP AHEAD

• Pricing
• What body styles are available for the Model 3?
• What features are standard in every Model 3?
• What key features do I get if I spend more?
• How safe is the Tesla Model 3?
• How comfortable & practical is the Tesla Model 3?
• How much boot space does the Tesla Model 3 offer?
• I like driving, will I enjoy this car?
• Which version of the Model 3 provides the longest range?
• What is the Model 3’s towing capacity?
• How long is the warranty & what are the Model 3’s servicing costs?
• Which version of the Model 3 does Wheels recommend?
• What are the Model 3’s key rivals?
• What might annoy me?
• Does any upgrade have a downside?
• What might I miss that similar cars have?
• What’s the infotainment system like?
• Where does Tesla make the Model 3?
• Are there plans to update the Model 3 soon?

Pricing

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What body styles are available for the Tesla Model 3?

Five-door, five-seater sedan only.

It is classed as a medium sedan, even though its length is closer to that of a Hyundai i30 Sedan that sells in the small segment than that of a Toyota Camry that occupies the medium segment.

Officially competing in Australia’s passenger cars above $60K segment, the Model 3 is priced in line with petrol-engined sedans from luxury car brands.

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What features are standard in every Tesla Model 3?

The base Tesla Model 3 RWD features much of the available equipment as standard, with a single electric motor and a 57.5kWh usable lithium-iron-phosphate (LFP) battery (according to EV Database). It includes:

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What key features do I get if I spend more?

The mid-pack Long Range also gains a larger 75kWh usable nickel-manganese-cobalt (NMC) battery (according to EV Database), dual electric motors and all-wheel drive traction, plus:

The flagship Performance gets a more powerful dual-motor tune, and:

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How safe is the Tesla Model 3?

The updated Tesla Model 3 remains unrated by the Australasian New Car Assessment Program (ANCAP).

Pre-facelift models received a five-star ANCAP safety rating under older 2019 testing criteria.

Assessment scores included: 96 per cent for adult occupant protection, 87 per cent for child occupant protection, 74 per cent for vulnerable road user protection, and 94 per cent for safety assist systems.

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The electric sedan uses camera-only active safety assistance technologies. It features ‘Basic Autopilot’ as standard, including front auto emergency braking (AEB) with vehicle/pedestrian/cyclist/junction detection, rear AEB, adaptive cruise control with lane-centring assist, lane-keep assist, and blind-spot monitoring.

A reversing camera, blind-spot monitoring, and blind-spot view cameras come as standard.

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How comfortable and practical is the Tesla Model 3?

The Model 3 sedan includes an interior made from animal-free black trim as standard on all variants. However, in our experience, the black vinyl seats can become sweaty on hot days.

Potentially alleviating this issue is the option of an all-white cabin design, available for an extra $1500.

Keeping the cabin cool on warm days isn’t helped by the fixed panoramic glass roof either, which doesn’t come with a built-in sunshade – despite Tesla’s strong ultraviolet protection claims (after all, glass is glass).

The rear seats offer good legroom, with the ground-up EV platform enabling a flat floor. However, the higher floor (needed to accommodate batteries) and low-slung bench result in a knees-up seating position. Foot space is also limited and the sloping rear roofline restricts headroom.

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The rear bench has two ISOFIX child seat anchor points in the outboard seats and three top-tether points.

All seats (including the rear middle seat) feature three-stage heating functionality as standard. Air ventilation is offered for the front seats.

The Model 3’s dual-zone climate control is powered by ‘invisible’ air vents across the front dashboard that must be adjusted via the central touchscreen, while rear passengers have physical centre console vent controls.

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Tesla’s cabin overheat protection function automatically activates the climate control to cool down the interior when the temperature exceeds 40ºC, but it doesn’t operate when the battery is below 20 per cent charge.

Further related benefits include ‘Keep Climate On’, camp mode, and dog mode operation that all run the air-conditioning system while the vehicle is stationary and locked – features still rarely found in other EVs today.

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How much boot space does the Tesla Model 3 offer?

The Tesla Model 3 sedan has a 561-litre boot volume, which includes the underfloor well, and a sizeable 88-litre ‘frunk’ (front trunk) storage space under the bonnet.

However, the company doesn’t specify a cargo capacity figure for when the rear seats are folded down via their 60:40 split.

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The Model 3’s boot aperture is more restricted than that of its Model Y SUV counterpart, but the space is usefully long and has a decent width.

The underfloor storage is generously deep, a space where the rear motor and speaker hardware would usually limit storage capacity in other EVs.

Electric boot opening and closing is operated via the boot lid button, the touchscreen inside, or the Tesla smartphone app, but it lacks an automatic hands-free function.

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Will I enjoy driving the Tesla Model 3?

Drivers will be pleased with the Model 3’s quick and precise steering, responsive front end, and low centre of gravity across all variants.

Even though the entry-level variant is only rear-wheel drive, it maintains grip and traction in damp conditions, with more-forgiving Hankook tyres than the Michelin Pilot Sport 4S sports rubber used previously.

According to EV Database, the single-motor rear-wheel drive Model 3 generates 208kW of power and 420Nm of torque, with Tesla claiming a 6.1-second 0-100km/h time.

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The base model already provides satisfyingly strong and smooth acceleration, outperforming most combustion-engined cars at the lights.

Stepping up to the all-wheel drive Long Range introduces dual electric motors, producing a combined 366kW and 493Nm. Tesla claims a 4.4-second 0-100km/h acceleration time for this model.

Meanwhile, the Performance variant increases the output to 461kW and 741Nm, achieving a 3.1-second 0-100km/h time. However, it isn’t entirely realistic because Tesla subtracts a one-foot rollout.

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This variant also raises the top speed to 262km/h (not that you’ll reach this on most Australian public roads) and includes performance front brakes, lower-profile 20-inch wheels, lowered suspension, and a dedicated Track drive mode.

For a more relaxed drive, Tesla provides a ‘Chill’ drive mode to dampen the intensity of the acceleration.

Conversely, Tesla’s regenerative braking system quickly becomes intuitive to drivers, enabling them to slow down or stop by only modulating the accelerator pedal.

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• What is a Powertrain or Drivetrain?
• Power vs torque
• Car suspension explained
• Automatic transmissions (‘gearboxes’) explained
• Chassis control systems explained
• Car vs Ute vs SUV: How the vehicle you buy should guide the way you drive

Unsurprisingly, the mid-spec Model 3 Long Range offers the greatest driving range, boasting up to 629 kilometres on a full charge based on the combined WLTP testing cycle.

This impressive figure equates to an energy efficiency claim of 11.9kWh/100km.

However, it’s worth noting that Tesla recommends regularly charging the Long Range and Performance models’ NMC long-range battery to 90 per cent to maintain its health, whereas the RWD’s LFP standard range pack can be charged to 100 per cent.

Remarkably efficient, the base Model 3 RWD offers a claimed WLTP range of 513 kilometres, with an even lower energy consumption of 11.2kWh/100km.

Meanwhile, the flagship Model 3 Performance claims a WLTP range of 528 kilometres from a 14.2kWh/100km efficiency rating.

All Model 3s benefit from a more aerodynamic sedan body shape compared to the Model Y SUV, and Tesla’s in-house-developed electric drive units that offer both power and efficiency.

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What is the Tesla Model 3’s towing capacity?

Tesla Model 3 EVs fitted with a towing package are rated to tow up to 1000kg braked or 750kg unbraked.

Tesla recommends using an approved roof rack, and it sells a first-party accessory in Australia for $705, capable of carrying up to 68kg.

All Tesla Model 3s have a maximum payload of 439kg. Remember that the more weight in the vehicle (including the tow ball download), the less the towing capacity is.

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How long is the warranty and what are the Tesla Model 3’s servicing costs?

The Tesla Model 3 is backed by a four-year/80,000km vehicle warranty, which is shorter than some competitors.

Not everything is covered by this warranty; the touchscreen and media control unit come with a two-year/40,000km warranty, while the seatbelts and airbag system have a five-year/100,000km warranty.

The base Model 3 RWD carries a standard eight-year/160,000km battery and drive unit warranty, whereas the warranties for the Model 3 Long Range and Performance extend to eight years or 192,000km.

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Tesla also provides coverage for battery degradation, promising that all Model 3s will retain at least 70 per cent of their battery capacity within the warranty period.

Under Tesla’s condition-based servicing scheme, the vehicle’s sensors detect when specific parts need maintenance based on usage. The vehicle then notifies the owner via the touchscreen or mobile app to schedule a checkup.

Tesla also recommends a range of routine maintenance tasks, listed here [↗].

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Which version of the Tesla Model 3 does WhichCar recommend?

We would recommend the entry-level Model 3 RWD.

It offers the best all-round value with almost all features included, boasts the most efficiency with a longer-lasting LFP battery, and provides sufficient power for everyday driving.

The differences between the Long Range and Performance models are marginal, as they are essentially distinguished by battery sizes and electric motor count.

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The Performance model does include additional cosmetic and hardware features, but fundamentally, it remains largely the same car; it looks and feels the same from the inside.

For buyers who place a premium on practicality and prefer a more commanding seating position, the slightly pricier Tesla Model Y is worth considering.

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What are the Tesla Model 3’s key rivals?

The top-selling Tesla Model 3 finds itself competing with a burgeoning number of small electric cars, including:

• Hyundai Ioniq 6
• BYD Seal
• Polestar 2
• MG4
• Cupra Born
• Volvo EX30

What might annoy me?

The Model 3‘s passive damping setup can be firm, tending to feel a bit uneasy over uneven bitumen when travelling at low speeds.

However, it does become more comfortable as the speed increases.

As well as being controversially named, Tesla’s ‘Autopilot’ (essentially a marketing term for adaptive cruise control and lane centring assist) is known for its occasional ‘phantom braking’ in some situations.

The Model 3 also lacks an instrument display directly in front of the driver, meaning you’ll need to glance to the left at the central touchscreen for essential information, including the speedometer, drive direction selector, and safety assist visuals.

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The removal of steering wheel stalks in the updated Model 3 has been controversial. The left and right indicators are now found on the left side of a new-look steering wheel, which can take some time to get used to.

Another change that requires some adjustment compared to other cars is the new touch-based gear selector. The driver now scrolls up or down a ‘transmission bar’ on the right side of the central touchscreen for Drive or Reverse, respectively. Or, alternatively, there are PRND buttons overhead between the sun visors.

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Does any upgrade have a downside?

Typically for all cars, the ride becomes harder and the interior is noisier when fitted with the larger, lower-profile optional 19-inch wheels, and the 20-inch rims standard on the Performance model.

Going for the $5100 Enhanced Autopilot package brings a suite of features: Navigate on Autopilot (which assists with steering towards highway off-ramps), automatic lane-change assist, automatic parking assist, Summon (which remotely moves the car forwards/backwards), and Smart Summon (which remotely drives the car to the user).

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However, these features aren’t essential and haven’t proven to be fully reliable, with Navigate on Autopilot and auto lane-change assist sometimes gratuitously changing lanes.

The $10,100 ‘Full Self-Driving Capability’ package only adds traffic light and stop sign control while in adaptive cruise control (it can still detect them without this option). Tesla has long promised to deliver a game-changing autonomous driving future via this software-enabled pack, but the beta has been unreliable overseas and could be seen as an unnecessary expense.

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What might I miss that similar cars have?

Unlike many other rival EVs, the Model 3’s minimalist interior lacks an instrument cluster display directly in front of the driver.

Tesla’s touchscreen forgoes the use of Apple CarPlay and Android Auto smartphone projection systems, favouring its own built-in software and applications instead.

Additionally, the Model 3 lacks a rear bumper radar, meaning it’s missing rear cross-traffic assist. It does, however, use side-facing cameras for blind-spot indicators built into the upper speaker grilles, along with a blind-spot camera view.

The latest Model 3 does not use front and rear ultrasonic parking sensors in Australia, instead relying on camera-based distance estimations.

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Compared to the related Tesla Model Y SUV, the Model 3 doesn’t have a centre crossbar interrupting the fixed panoramic glass roof and it boasts a stronger high-efficiency particulate filter (HEPA) for the cabin.

Additionally, all newly-delivered Model 3s no longer include a three-pin home trickle charging cable. This means you’ll need to purchase it separately from Tesla for $550, buy from a third party, or opt for a higher output AC wall box installation instead.

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What’s the infotainment system like?

The Model 3’s 15.4-inch horizontally-oriented touchscreen uses Tesla’s proprietary operating system, capable of receiving over-the-air (OTA) software updates.

It features built-in Google Maps navigation, including automatic Tesla Supercharger stop planning, as well as music and video streaming apps such as Apple Music, Spotify, and Netflix. Arcade games and built-in voice control are also included.

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Tesla’s software remains unmatched in the automotive industry, boasting a modern and intuitive user interface, slick animations, and power from a fast AMD Ryzen processor. After all, Tesla is known first and foremost as a technology company.

However, the Model 3’s interface is more crucial than in most cars because it’s responsible for about 95 per cent of the vehicle’s controls and functions. This includes adjusting the steering wheel and wing mirrors, as well as directing the airflow from the air vents.

There is a learning curve involved, and we initially found ourselves distracted for longer periods while trying to figure out various functions.

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Where is the Tesla Model 3 made?

The Tesla Model 3 for the Australian market is produced in Shanghai, China, at what is referred to as ‘Giga Shanghai’ or ‘Gigafactory 3’.

Are there plans to update the Model 3 soon?

The Tesla Model 3 recently received a significant update.

Following a subtle refresh in 2021, the electric sedan now features a revised exterior design, a stalkless steering wheel set-up, higher-resolution ‘Hardware 4.0’ camera, and improved driving range.

Unlike traditional car brands, Tesla tends to make frequent ‘running’ hardware changes to its cars, often without notice, in addition to delivering consistent over-the-air (OTA) software updates for existing owners.

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• ? All advice stories

As a photographer, the opportunity to test out new equipment is always exciting. So, when I was handed the keys to the MG HS Essence, one of MG’s most popular models, I was eager to see how it would handle my demanding schedule and large amounts of gear. I planned a two-day adventure down to the South Gippsland region to capture the beauty and magic that Victorian winter light offers. Along for the ride was my new road trip buddy, Cleo, my nine-month-old pup.

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My initial impression of the MG HS Essence was positive. I loved the bright blue colour and the panoramic roof, which made the interior feel airy and spacious. Loading the car, I was pleased to find that the rear seats folded completely flat, which is a photographer’s dream. The space then had a huge loading platform for all my camera gear, lighting tripods, and other paraphernalia. I packed the back with all my equipment and our overnight luggage, leaving Cleo to ride up front. Fortunately, I had the ideal setup to keep her safe and comfortable in a designated dog bed with a harness and car restraint.

Setting off down the South Gippsland Highway, I aimed to arrive in time to capture the sunset over Western Port Bay. Engaging the cruise control was simple, and I found the lane distancing setting easily adjustable for maintaining a safe distance from other vehicles on the highway. As someone who is small in build and stature, I found the seat design to be particularly comfortable, with excellent lumbar support for the two-hour commute.

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Rolling through Grantville and onto my location, we were met with perfect sunset conditions, which only improved as the evening progressed. The vibrant colours of the sky provided a stunning backdrop for my photos, and the HS handled the journey with ease. I got some amazing shots with my little model that I’ve since made my phone wallpaper for good reason.

After the sunset shoot, I headed to my parents’ house for a home-cooked roast and an early night, planning to catch the sunrise the next morning. At 6 am, the breeze was up before the sun, and I gathered my bags and Cleo for a brisk beach walk and some more photos at Cape Paterson. The MG’s heated seats were a welcome comfort in the early morning chill, and the temperature controls were easily accessible via the touchscreen.

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The sunrise wasn’t as epic as the sunset, but we still enjoyed a long walk, some doggo zoomies, and a strong coffee with a toasted croissant at the Kilcunda General Store – which is most certainly a requirement when an early morning shoot is involved. With some miles on the odometer, we twisted through rolling dairy country, navigating both paved roads and off-road gravel paths with spectacular views across to Phillip Island. We checked out the rolling sand dunes at Powlett River before heading to San Remo to grab some fresh fish and chips at the co-op.

As we rolled our way through the back roads towards the city, I reflected on the car’s performance. The MG HS Essence drove smoothly and handled various terrains without any issues, which is exactly what’s needed from a work vehicle: no fuss. The 360-degree camera and blind spot monitor were particularly useful, providing excellent visibility and making manoeuvring effortless. One thing when on a shoot is how many times the car needs to be moved ever so slightly for the perfect positioning, and thanks to these features we nailed the placement on the first go most times.

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There were several features of the MG HS Essence that I particularly liked considering my line of work.

First the lumbar support in the seats was excellent, making long drives comfortable. The skylight roof added to the airy feel of the cabin, and the electric tailgate made loading and unloading gear hassle-free. The flat-folding rear seats created ample space for all my equipment, and the good vision throughout the vehicle ensured I always had a clear view of my surroundings.

Next, the car offered all the standard modern tech in a simple, user-friendly format. The infotainment system, with Apple CarPlay and Android Auto, made it easy to stay connected and entertained throughout such a long trip there and back.

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And another highlight of the SUV was how it seamlessly integrated practicality with comfort and technology. The car’s interior was designed with the user in mind, offering plenty of space for passengers and cargo alike. The thoughtful touches, like the height-adjustable seat belt meant that shorter drivers like myself can benefit.

Driving back to the city, the MG HS Essence handled the traffic with ease. The start-stop system worked smoothly, and the responsive steering made navigating busy streets a breeze.

I’m fortunate in my role to experience a variety of cars through work opportunities like this one. What’s particularly interesting is finding cars that suit my line of work without causing any hassles. I can now check off the MG HS as a car I could definitely live and work with. From the ease of loading my gear to the comfort of the interior, the MG HS Essence delivers a well-rounded driving experience, perfect for both work and leisure. Whether you’re planning a road trip or navigating the daily commute, the MG HS Essence is more than capable of meeting your needs with a touch of style and sophistication.

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When I heard my friends were coming down from Sydney for the weekend, I offered to pick them up from the airport. “Easy, done,” I said on the phone, before remembering that my hatchback wouldn’t be able to fit all the kid gear they’d be bringing down with them.

So when MG offered us a loan of their MG HS Plus EV, a midsize five-seater plug-in hybrid SUV, I was the first to jump at the chance. After a quick Google search of the specs, I was excited to see that it could easily fit a pram, a child seat, and hopefully all the luggage they were bringing.

I’ll be the first to admit that, on paper, I didn’t totally understand how the plug-in hybrid system would help with real-world economy, but I was curious to learn more. Even more so as it’s also Australia’s most affordable plug-in hybrid. Hello value!

The MG HS Plus EV impressed me from the moment we loaded up the boot in the airport pick-up bay. The spacious 451L boot area easily accommodated little Zoe’s pram, along with all their weekend essentials and the rear seats offered plenty of legroom, ensuring a comfortable ride back from the airport for everyone. It surprises me every time how much gear kids require just to get from A to B.

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Funnily enough, my partner’s mother sent me an Instagram reel a few days before featuring a group of men struggling to unpack a pram. I laughed, assuming it would be easy, but I ended up having just as much trouble. After a few futile attempts to compress the pram, I embarrassingly pressed the electric tailgate and gestured for my friends to handle it themselves.

My passengers peppered me with questions once we set off, particularly about plug-in hybrid cars and how they work. I explained that the car combines a petrol engine with an electric motor and a battery that you can recharge by plugging it into an outlet. This allows you to drive short distances using only electricity, with the petrol engine assisting the electric motor for longer trips. I even pointed out that the battery recharged during the freeway drive back from the airport.

The hybrid system transitioned seamlessly between electric and petrol power, offering both efficiency and performance. If you’re on top of charging the car nightly, and using electric-only driving on your daily commute then your consumption can drop down to 1.7L/100km on a combined cycle. Over the week my consumption sat at around 6L due to me forgetting to charge the car (my bad), but still a fantastic and competitive result for a car lugging around three adults, a child and a heap of luggage.

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They were also pleasantly surprised by the gigantic panoramic sunroof, which caught Zoe’s eye as she exclaimed “bird” from the back seat, pointing out some feathered friends flying above. I won’t pretend I wasn’t dazzled by it myself.

Personally, one thing that frustrates me to no end is an intrusive safety systems, and a weird highlight for me were how seamless lane-keeping assist made freeway driving feel without any forceful intervention. There were no annoyingly loud beeps or chimes but at the same time I knew the car had plenty of safety tech looking after us while driving.

Next came parking the car at the cafe I had planned to pop into for brunch, Jerry’s Milkbar, on a mission to get their famous Chilli Scramble. Parallel parking in the busy area was thankfully stress-free, thanks to the 360-degree camera system and blind spot monitor, which provided excellent visibility and made manoeuvring into the tight spot effortless. The things I’ll do for a Chilli Scramble are endless. After enjoying a delightful brunch (thanks Jerry’s), we headed towards a nearby park to let Zoe enjoy some playtime.

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At the playground, the car continued to impress with its practicality and family-friendly features. The spacious interior allowed us to easily manage the pram and other gear, making the outing enjoyable for both us adults and the little one. The rear seats, which offered ample space and comfort, were perfect for taking a break and enjoying the beachside scenery.

Throughout the day, the MG HS Plus EV’s infotainment system kept us entertained with music and provided easy access to various controls. The cabin’s quality materials and ambient lighting added a touch of luxury, enhancing the overall experience. The touchscreen interface was pretty intuitive, allowing us to easily navigate through different functions and settings. I appreciated features like Apple CarPlay and Android Auto, which made it easy to toggle between our smartphones and playlists.

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Driving back home after dropping my friends off at their accommodation, the MG HS Plus EV handled the city traffic with ease. The start-stop system worked smoothly, shutting off the engine at traffic lights and restarting it without any noticeable delay.

One aspect that stood out during our weekend adventure was the car’s advanced safety features. The MG Pilot suite of driver assistance technologies provided an extra layer of confidence on the road. Adaptive cruise control, forward collision warning, and automatic emergency braking all worked seamlessly to keep us safe. It’s definitely front of mind when carrying around precious cargo.

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The family SUV proved to be an ideal companion for our weekend adventure. Its combination of modern technology, practical design, and luxurious touches left my passengers quite interested. I even got a text upon their return asking me to send them the details of the car. Its versatility and practicality made it perfect for a variety of activities, from airport pickups and brunch outings to leisurely drives and playground visits. The plug-in hybrid system provided the best of both worlds, offering the convenience of electric driving with the range and flexibility of a petrol engine.

The vehicle’s impressive fuel economy, advanced technology, and family-friendly features made it a standout choice for anyone in need of a reliable and stylish SUV. Also, let’s not beat around the bush, this is great value. As Australia’s cheapest plug-in hybrid, the car feels the furthest thing from cheap.

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The 2025 Hyundai Inster micro electric car has been unveiled at the Busan motor show in South Korea ahead of its Australian launch.

Based on the internal-combustion Casper hatch revealed in 2021, the Inster – meaning “intimate” and “innovative” – is intended to rival European electric A-segment cars like the Fiat 500e and Dacia Spring, as well as China’s BYD Dolphin Mini/Seagull.

It is due in Australia at the start of 2025 with a pricing target “below” 25,000 euros (around AU$40,000 before on-road costs), similar to larger electric hatches from China, like the GWM Ora ($35,990 drive-away), BYD Dolphin ($36,890 before on-road costs) and MG4 ($39,990 drive-away).

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The most-affordable Hyundai electric car currently sold in Australia is the Kona Electric small SUV, which starts from $54,000 before on-road costs. Hyundai says it developed the Inster because people want more-affordable EVs.

Compared to the petrol Casper, the Inster – which will be known as the Casper Electric in its Korean home market – has a 180-millimetre longer wheelbase at 2580mm, closer to vehicles in the B-segment like the Toyota Yaris and Mazda 2.

The Inster and its Casper twin are based on the same combustion-first ‘K1’ platform as the Kia Picanto, rather than the dedicated electric vehicle platforms found in Hyundai’s Ioniq-badged line-up.

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A crossover-styled version of the Inster, the ‘Inster Cross’, is due in 2025. Hyundai will not offer an internal-combustion version, with the related Casper to remain exclusive to Korea (it also offers the i10 in Europe, but the i20 N is the smallest petrol Hyundai hatch available in Australia).

Under the skin, the standard-range Inster will offer a 42kWh nickel-cobalt-magnesium (NCM) lithium-ion battery and a front-mounted 71kW/147Nm electric motor, with an 11.7-second 0-100km/h time and a 140km/h top speed. It has a projected 300-kilometre driving range on the WLTP test cycle.

Flagship versions will receive a slightly larger 49kWh NCM lithium-ion battery pack and a more-powerful 84.5kW electric motor, with a WLTP-rated 355-kilometre driving range. It can reach 100km/h in 10.6 seconds.

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All models are based on a 400-volt electrical architecture – compared to the more-advanced 800-volt technology available in the Ioniq 5 and Ioniq 6 – and support external and internal vehicle-to-load functionality.

It supports DC fast-charging at speeds of up to 120kW, allowing for a 10 to 80 per cent top-up in around 30 minutes.

The exterior of the Inster is similar to the Casper, but it adds Hyundai’s parametric pixel design language, circular LED headlights, a front charge port, active air flaps, and unique alloy wheels.

Inside, the four-seat Inster features a steering wheel with four LED pixels, a column-mounted gear shifter to allow for a walk-through front row, a 10.25-inch digital instrument cluster, a 10.25-inch infotainment system, a sunroof, heated front seats, a heated steering wheel, cloth upholstery with black or beige/khaki brown options and 64-colour configurable ambient lighting.

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It is not fitted with Hyundai’s latest CCNC infotainment system, which has an improved user interface and supports wireless Apple CarPlay and Android Auto in cars with built-in satellite navigation.

Active safety equipment includes autonomous emergency braking, lane-keep assist, blind-spot monitoring, rear cross-traffic alert, safe exit assist, adaptive cruise control, driver attention warning, high-beam assist and leading vehicle departure alert.

It also sports Hyundai’s semi-autonomous Highway Driving Assist 1.5 feature, along with intelligent speed limit assist which becomes mandatory for all vehicles sold in Europe from July 1, 2024.

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Despite its compact size at 3825mm in length – 230mm more than the Casper – the Inster offers a 280-litre boot, expanding to 351L with the rear seats in their forwardmost position. All seats, including the driver’s seat, can fold flat for added practicality.

The 2025 Hyundai Inster is due in Australia early next year with local details – including pricing and features – to be confirmed closer to its launch.

Mini match-up: Hyundai Inster vs Fiat 500e vs MG4 vs BYD Dolphin vs GWM Ora

Here are the latest cars from Grays that have appeared on our radar.

1967 Alfa Romeo GT 1300 Junior ‘Scalino’

First up this week is this classic vintage of Alfa Romeo GT in Le Mans blue. This example has been well-kept with considerable spent on its maintenance.

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2006 HSV Maloo VZ Manual Ute

Holden Special Vehicles delivered a bit of a cult classic with their Maloo ute, and this VZ harkens back to the years prior to the usual (if one could call a Maloo “usual”) VE and VF versions.

Being a manual makes it all the more interesting.

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1994 Ford Mustang GT V8

Before the ubiquitous Mustang you see on nearly every stretch of urban road there was this version of American muscle.

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2014 Audi A3 2.0 TDI

From the muscle and excitement now comes the luxury and comfort from this Audi A3 diesel.

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2011 Alfa Romeo Giulietta

Also from the European region comes Italy’s offering with the Giulietta hatchback.

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2011 Land Rover Range Rover Evoque

And rounding out this week’s auction is an SUV for those looking for a little luxury with their family duties. This Range Rover Evoque features the popular styling that has appealed to many over the past decade.

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Take a look at Grays’ entire listings here [↗]

A massive A$320m investment has seen the two-storey, 42,500sq m plant open adjacent to the existing Maranello plant.

Designed by Mario Cucinella Architect, this vast white edifice is a vision of Ferrari’s future, featuring autonomously operated handlers that silently carry the cars between workstations. With 3000 solar panels on the roof and a rainwater recycling system, it aims to reduce the overall carbon emission per car built, such that 60 percent of the energy used for battery and motor testing would be recovered and redirected.

Rather than increase overall capacity, Ferrari is keen to point out that the new assembly facility will instead allow it to be more flexible and cater better to the personalisation requirements of customers.

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Previously, both standard series production models and low-volume specials shared production lines.

Now the new plant can handle the less specialist cars, while the existing facility can devote more time to indulging customers who want a genuine one-of-one experience.

That’s key. CEO Benedetto Vigna, underlined how increasing volume is not the solution to growing the company. “So, more money per car basically. We want to grow the company but not because we increase volumes,” he said, refusing to cite a specific volume capacity for the dual plants.

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A quick and dirty calculation would seem to suggest that the two plants could achieve a maximum capacity of 20,000 cars per year, up on the 2023 figure of 14,000 vehicles, but to increase volumes would come at the cost of the brand’s exclusivity.

Ferrari’s first EV will be built in the new plant from 2026, and it’s a move that involves retaining a considerable amount of technological capital in-house. Although Ferrari will source the battery cells from an outside supplier, the pack itself, its cooling, the motors, inverters and axles will all be built at the e-building.

“The full electric Ferrari demands new technologies, components and processes, which we want to design, engineer and handcraft here in Maranello,” explained Vigna. “

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We have specifically invested in the E-building, it will enable us to keep our know-how in-house and maintain our competitive advantage in the years to come.

“By mastering this full system, we can make a palpable difference. It will ensure that an electric Ferrari continues to deliver the distinctive driving thrills that all Ferraris have.”

Reuters has previously reported that the first Ferrari EV is expected to carry a 500,000 Euro price tag, with a second model in development.

It’s been the subject of many rumours but Wheels can now confirm that Ferrari is building an updated Modificata version of its SF90 flagship supercar.

While visiting the special operations section of the Maranello factory, a mid-engined car sat beneath a drape. All of the fixings for the vehicle carried the F173M model designation where, in Ferrari-speak, F173 is the model code for the SF90 Stradale and M stands for Modificata, or mid-life update.

For a model that, upon launch in 2019, was Ferrari’s fastest road car (subsequently eclipsed by the wild SF90 XX version), the 735kW SF90 Stradale has almost managed to become the company’s forgotten flagship.

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Initial media drives were surprisingly equivocal, many testers claiming that while the car was undeniably quick and clever, it didn’t deliver the fun they’d hoped for. That now looks as if it could be being rectified.

Of course, in the intervening five years, it’s fair to say that Ferrari has taken on a few lessons regarding hybrid powertrains. The junior 296 GTB was launched to almost universal acclaim in 2021, and a version of that 3.0-litre V6 sits at the heart of the all-conquering 499P Le Mans champion.

Disguised SF90s have been seen in the vicinity of Maranello sporting larger air intakes and what appears to be revised rear suspension geometry.

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In line with current Ferrari design principles, expect the rear lights to move away from the four ‘squircles’ of the existing SF90 Stradale and mirror the look of the SF90 XX instead, with a skinny full-width LED bar.

The 4.0-litre hybridised V8 is expected to remain, albeit with marginally better electric-only range. A next gen version of Ferrari’s eSSC (electronic side slip control) dynamics software is set to debut.

Sadly, there doesn’t look to be a fix for the SF90‘s paltry luggage carrying capacity, but if you can’t pack light, there’s always the 12 Cilindri or Purosangue. Decisions, decisions…

The new-generation 2024 MG3 city hatch has landed in Australia – but the outgoing MY23 model will continue to be available in run-out until the end of this year.

MG Motor Australia told Wheels it will have enough stock of the previous MG3 to last until the end of 2024.

“We will also continue providing our old MG3 until the end of this year,” said MG Motor Australia CEO Peter Ciao. “Lots of customers are originally used car buyers but they go to MG3 [instead].”

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Based on the MG3’s average monthly sales figure in 2023, MG could have thousands of previous-generation MG3s still in stock.

The old MY23 MG3 is available in run-out for between $18,990 and $19,990 drive-away – making it the only brand-new vehicle available for under $20,000 drive-away following price rises for the new MY24.5 MG3 and the smaller Kia Picanto.

MY24 MG3s that remain in stock (old model) will continue to retail for $19,990 to $20,990 drive-away.

Prices for the all-new 2024 MG3 (MY24.5) have risen between $7000 and $8000 compared to the previous model, with the entry-level Excite petrol available for around $26,000 drive-away in New South Wales compared to the $18,990 national drive-away pricing for the old entry-level model.

Officially, the 2024 MG3 petrol line-up is priced between $23,990 before on-road costs for the base Excite and $25,990 before on-roads for the up-spec Essence. Full-hybrid versions add $4000, topping out at $29,990 before on-roads (around $32,000 drive-away).

Standard equipment has increased for the new MG3, including modern safety equipment like autonomous emergency braking (AEB), lane-keep assist, blind-spot monitoring and rear cross-traffic alert.

The MG3 has been undercut by the new-generation Suzuki Swift – a reskinned version of the outgoing model with a new three-cylinder mild-hybrid engine as standard – which costs between $24,490 and $29,490 drive-away.

The combined fuel consumption of the Suzuki Swift mild-hybrid is also narrowly less than the MG3 Hybrid+ at 3.8L-4.0L/100km and 4.3L/100km, respectively. However, the four-cylinder MG3 Hybrid+ offers more power than the three-cylinder Swift mild-hybrid at 155kW versus 61kW.

MG said it is not concerned that the new MG3 could follow the Toyota Yaris, which sold one-fifth of its 2019 total in 2023 after the current model launched in 2020 with a circa-$7000 price rise – from $15,390 in 2019 to $22,130 in 2020 and $28,500 in 2024.

“The Yaris is a big jump in the price but the MG has the best price [in the light car segment]. The new MG3 has bumped the price but we’re still the best price in this segment with all the technology and much more spec, so I don’t think I need to worry about that,” said Ciao.

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“There’s still ZS that’s available. That’s still quite attainable at its [$22,990 drive-away] price point,” added MG Motor Australia spokesperson David Giammetta.

Like the old MG3, the entry-level ZS Excite lacks advanced safety technology such as soon-to-be-mandated AEB, which adds to a vehicle’s overall cost. The ZST – available from $25,490 drive-away – includes these features.

An all-new ZS due in local showrooms at the very end of 2024 is likely to receive price rises that will push it closer to $30,000 drive-away.

The 2025 MG ZS small SUV and 2025 MG HS midsize SUV will arrive in Australia within six months, it has been confirmed.

MG Motor Australia said all-new ZS and HS models have been fast-tracked for our market, with both vehicles expected to land in local showrooms before the end of 2024.

Neither the ZS nor the HS have been officially revealed by the Chinese brand, though patent images for both vehicles emerged in late 2023.

The crucial new SUV models – the ZS was MG’s number-one seller in 2023 and the HS competes in Australia’s best-selling segment – will join the recently-launched all-new MG3 city launch, the $100,000 to $150,000 Cyberster halo electric convertible, and a crucial safety update for the zero-star ANCAP-rated MG5 sedan.

“[For HS], we are trying to bring things forward based on the feedback and market demand, our customers… we are also pushing to launch the new ZS within this year as well,” said MG Motor Australia senior product and strategy manager Akshat Ahuja.

MG has confirmed the new ZS and HS will offer the choice of value-focused petrol-only variants or more efficient petrol-electric options – the latter a first for both nameplates.

The new HS will also offer a plug-in hybrid option, as before.

“Hybrid for MG in the future is a standard spec [on] all models,” said MG Motor Australia CEO Peter Ciao.

As detailed here, the second-generation MG ZS will wear evolutionary styling that builds on the look of the facelifted ZST and ZS EV models launched in 2020 and 2022, respectively.

Under the bonnet, the ZS Hybrid will feature the same 1.5-litre non-turbo four-cylinder petrol-electric setup as the new MG3 Hybrid+, where it produces 155kW in total and is paired to a three-speed automatic transmission.

“This MG3 technology that we have done this huge investment on, we’ll also see that in the new ZS which is upcoming. The new ZS will mirror what MG3 has,” said Ahuja.

The 2025 MG ZS small SUV is due in Australia towards the very end of this year.

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Meanwhile, MG Australia will skip a facelift for the current MG HS – which was unveiled in China four years ago but only reached overseas markets in late 2023 – and jump straight to a second-generation version set to debut in China imminently.

It will arrive in local showrooms in the next few months, first in turbo-petrol guise and later followed by a traditional hybrid to rival the Toyota RAV4 midsize SUV sales king, along with the next version of the Mitsubishi Outlander and BYD Sealion 6-rivalling MG HS Plus EV plug-in hybrid.

“We are only focusing on the ICE engine [at launch]. The other powertrains, bigger ICE engine, plug-in hybrid and hybrid… they will come definitely but timing is still to be confirmed. It will most likely be next year,” said Ahuja.

If the Roewe RX5’s powertrain line-up is a guide, expect the new MG HS to offer three versions centred around a 1.5-litre four-cylinder turbo-petrol: an ICE-only variant, a conventional hybrid, and a plug-in hybrid.

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The 1.5-litre petrol produces 138kW and 300Nm, while the plug-in hybrid version adds a 180kW electric motor. It has a 570Nm total torque output and a 50-kilometre electric-only driving range.

Ahuja’s mention of a “bigger ICE engine” also suggests an updated version of the current 168kW/360Nm 2.0-litre turbo-petrol AWD powertrain could remain available in the new HS as another petrol-only option.

First revealed in patent images in December 2023, the second-generation MG HS will be a rebadged version of the Chinese-market Roewe RX5 available since 2022 – but with some minor differences including a more conventional grille and traditional door handles instead of pop-out units.

The MG 5 electric wagon – no relation to the MG5 petrol sedan sold in Australia – and MG Marvel R are existing rebadged Roewe vehicles, while the brand’s IM LS6 electric SUV is expected to come to Australia as an MG around 2026 with a sub-$100,000 price tag.

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Inside, expect the new HS to adopt a larger infotainment system and floating digital instrument cluster – potentially on the same panel – a new steering wheel, and a simplified centre console.

The Roewe RX5 measures 4655mm long, 1890mm wide and 1664mm tall, with a 2700mm wheelbase – 81mm longer and 14mm wider than the current HS, with an identical height and a 20mm shorter wheelbase.

The 2025 MG HS is due to be unveiled imminently ahead of its Australian launch in the next three to four months, pending any delays.