The all-new sixth-generation Toyota RAV4 will arrive in Australia during the first half of 2026, featuring an all-hybrid line-up, a new range-topping GR Sport variant and the brand’s first-ever plug-in hybrid model offered in the Australian market.

Globally revealed on May 21, Toyota says the new-generation RAV4 plug-in hybrid will feature a ‘sixth-generation’ hybrid system with a 22.7kWh lithium-ion battery – enabling a targeted EV driving range of up to 100km (WLTP).

Fast DC charging capability combines with a 50kW onboard charger to deliver a 10 to 80 percent charge time of 30 minutes, while a new 11kW AC charger achieves the same boost in battery charge in three hours.

Toyota’s new 2.5-litre PHEV powertrain will be offered as standard on a new RAV4 GR Sport flagship variant. Combined with unique suspension tuning and a specific power-steering tune, as well as individual GR Sport styling and equipment such as 20-inch alloy wheels and a rear spoiler, the GR Sport will elevate RAV4 performance to a new level.

Offered solely in AWD form, the GR Sport delivers a total system output of 227kW and can sprint from 0-100km/h in a claimed 5.8sec. A “more affordable” front-drive PHEV system will also be offered on new RAV4, featuring a total system output of 201kW.

Toyota’s fifth-generation 2.5-litre series-parallel four-cylinder hybrid will carry over in FWD and AWD forms in the regular RAV4, featuring “enhanced efficiency for the transaxle, PCU, battery and electric motors” but a lower 143kW power output compared to its predecessor.

Visually, the sixth-generation RAV4 features Toyota’s ‘hammerhead’ styling cues with three variant-specific design treatments and debuts a more upmarket and sophisticated interior with a new-generation multimedia system offering much-improved functionality and extensive connected services.

Based on the first official images, the GR Sport will feature a dark-themed interior with red stitching while the luxury Cruiser offers a black and white colour scheme, and the adventure-flavoured Edge (if the variant name continues) retains its orange detailing but features a khaki horizontal dashboard band with camouflage-style perforations. Toyota also says the new RAV4 offers superior ‘Safety Sense’ driver assistance technologies.

Underneath, RAV4 continues to share its TNGA-K platform with the latest XV80 Camry, though with 20mm-broader track widths compared to the previous model for “improved stability and handling”.

In terms of model line-up, the Australian RAV4 will be available in front- and all-wheel- drive forms with both powertrains. The variant spread is expected to mirror the current GX, GXL, XSE, Cruiser and Edge model grades, with the new GR Sport acting as a halo model.

According to Toyota Australia’s Vice President Sales, Marketing and Franchise Operations, Sean Hanley, the availability of the new plug-in hybrid powertrain in other variants aside from the GR Sport “will be announced for Australian spec closer to the launch date”.

“[We’re expecting] huge interest [in the RAV4 plug-in hybrid],” said Mr Hanley. “PHEV was kind of the only vehicle we don’t have, so this is a really big step for us. I believe that plug-in hybrid will be a very big growth market, and I think we’re coming to it at exactly the right time.”

He said he expects the PHEV will be a “slightly dearer vehicle” than the regular petrol-hybrid RAV4, and that the standard HEV version will remain the biggest seller in the range.

The existing six-year-old RAV4 is already Australia’s highest-selling vehicle so far in 2025 – marginally out-numbering the Ford Ranger and Toyota Hilux utes – and Mr Hanley expects next year’s all-new model to further establish itself as Australia’s favourite vehicle.

“I think in 2026 we’ll see that RAV4 could potentially be the number one selling car, and PHEV will only add to that,” he said.

No pure-electric sixth-generation RAV4 will offered in any market. Toyota’s future electric medium SUV will be a production version of one of its concept SUVs shown in recent years – potentially with retro styling.

Mr Hanley said the recently revealed bZ4X Touring – essentially a wagon version of the updated bZ4X – will be joined by another yet-to-be-announced EV by the end of 2026.

In terms of pricing, expect the new-generation RAV4 to be moderately more expensive than the current model which spans $42,260 to $58,360 before on-road costs, with the GR Sport PHEV likely to cost at least $65,000 when it arrives in Australia during the first half of 2026.

BYD has announced that its new Seal 06 DM-i plug-in hybrid medium sedan and wagon will be made in right-hand drive for the UK market, opening up the doors for a potential Australian introduction.

Revealed for the Chinese market in early 2024, the Seal 06 DM-i will be made in right-hand drive, according to UK publication Autocar.

Measuring 4830mm long, 1875mm wide, 1495mm tall and riding on a 2790mm-long wheelbase, the Seal 06 DM-i is 90mm shorter, though 35mm wider and 50mm less tall than the current Toyota Camry, which would be its main rival in Australia.

Unlike the Camry, which is a regular hybrid only, the Seal 06 DM-i is only available in China as a plug-in hybrid with either a 10kWh or 16kWh LFP battery, rated at either 60km or 90km for electric range on the generous CLTC cycle.

The battery is paired with a 74kW/128Nm 1.5-litre naturally aspirated engine and a choice of two electric motor outputs: either 120kW/210Nm or 160kW/260Nm.

Unlike the Camry as well, the Seal 06 DM-i is also available as a wagon, which is important for a European market introduction as wagons sell well there. Introducing the Seal 06 DM-i wagon would give BYD Australia one of two non-prestige wagons on the local market, with the Skoda Octavia now alone since both the Mazda6 and Volkswagen Passat have been discontinued.

Notably, the BYD Seal 06 DM-i could become the cheapest plug-in hybrid on the Australian new car market, potentially undercutting BYD’s Sealion 6 plug-in hybrid mid-size SUV that’s priced from $42,990 plus on-road costs.

Considering that the Sealion 6 is $10,000 cheaper than the fully electric Sealion 7, the Seal 06 DM-
i could undercut the fully-electric Seal by a similar margin to be comfortably below $40,000.

BYD is yet to reveal any concrete plans for the Australian release of the Seal 06 DM-i, though has
said that it’s under consideration for our market.

Tesla’s most advanced self-driving system – named ‘Full Self-Driving’ by the company – has started testing in Australia with a video released showing an Australian-spec right-hand drive car self-driving through the Melbourne CBD.

There’s still no word on when it will be available to customers in Australia, many of whom have spent up to $10,100 optioning the technology under the promise that it will be unlocked after regulations change.

A video released by Tesla on X (shows a Tesla claimed to be running the Full Self-Driving tech completing Melbourne’s complicated hook turns – where cars get around tram tracks by moving to the left to turn right – and other complicated manoeuvres. The driver does not control the car, rather, hovers their hands near to the steering wheel.

Full Self-Driving is not a true autonomous piece of technology because it requires drivers to focus on the road, which the car monitors through a camera, as they are still legally in control of the car.

But it’s a step beyond the current semi-autonomous features of the Tesla range, where drivers must have their hands on the steering wheel at all times. The Full Self-Driving is also intended for all roads, which is more than the current system’s highway intention.

Australia is the first right-hand drive market for the company to debut Full Self-Driving, with North America and China the only global markets that it operates in. European markets are yet to receive it as well.

Local Tesla customers have been able to purchase FSD since 2017 at a price of $10,100 and have been promised that it would be ‘unlocked’ in a free software upgrade when regulation allows.

Tesla is yet to announce any local timing regarding the release of its Full Self-Driving tech.

Price: $54,950 plus on-road costs
Engine: 3283cc turbocharged inline six-cylinder petrol, 48V mild hybrid
Outputs: 209kW/450Nm
Transmission: Eight-speed automatic, all-wheel drive
Fuel consumption (claimed/on test): 8.4L/100km / 8.8L/100km
CO2 emissions, fuel type, tank size: 197g/km, 91RON, 74-litres
L/W/H/WB: 4990/1949/1710/3120mm
Kerb weight: 2084kg
Boot: 258L (third row up)/566L (third row folded)/1971L (third and second rows folded)
0-100km/h: 7.0 seconds (est)
Warranty: Five-year/unlimited km, five years of roadside assistance

Mazda raised eyebrows when it announced a new range of SUVs to sit above the hugely successful CX-5. Using a new platform with a range of new engines – including, impressively, two inline sixes – the CX-60, CX-90 and CX-70 were launched to new heights in pricing for the Mazda brand, with high-end variants in the CX-90 topping the $100,000 mark.

Enter the fourth and final member of the group for now: the CX-80. We attended the local launch late last year and found its value equation to be the best of the four CX-00 models, while the refinement issues of its siblings weren’t quite as pronounced either. Is that a winning recipe? Let’s find out by exploring the entry-level CX-80 Pure.

Price and equipment

For now, there are four CX-80 models in Australia and while the Pure tested here is only available
with a petrol inline six badged ‘G40e’, upper models are also available with a ‘D50e’ diesel inline
six, as well as a ‘P50e’ four-cylinder plug-in hybrid.

2025 Mazda CX-80 pricing (plus on-road costs):

CX-80 Pure standard equipment:

• 18-inch alloy wheels with a tyre repair kit
• Dusk-sensing automatic LED exterior lighting
• Rain-sensing automatic wipers
• Keyless entry with push button start
• Heated/auto-folding mirrors with driver’s side auto-dimming
• Tri-zone automatic climate control with vents in all rows
• Black cloth upholstery
• Eight-way manual driver’s seat
• Leather-wrapped steering wheel with paddle shifters
• 7.0-inch digital driver’s display
• 10.25-inch infotainment screen
• Mazda Connected Services
• Wired and wireless Apple CarPlay and Android Auto
• Satellite navigation
• AM/FM/DAB+ digital radio
• Eight-speaker sound system
• 6x USB-C charging ports
• 150W AC power outlet
• Head-up display

CX-80 Pure safety equipment:

• 360-degree camera
• Eight airbags
• Autonomous emergency braking with pedestrian, cyclist and intersection assistance
• Adaptive cruise control with stop and go functionality
• Lane keeping assistance with lane departure warning
• Blind-spot monitoring with vehicle exit warning
• Front and rear cross-traffic alert
• Driver attention monitoring
• Auto high beam
• Traffic sign recognition
• Front and rear parking sensors
• Auto-dimming rear mirror
• Automatic rear braking
• Tyre pressure monitoring

The CX-80 range achieved a five-star ANCAP safety rating in October 2024 with scores of 92 per cent for adult protection, 87 per cent for child protection, 84 per cent for vulnerable road user protection and 83 per cent for safety assistance.

The Pure is well equipped for a base model, though there are some notable exceptions to its equipment list, such as leather trim, powered front seats and an electric tailgate. Those are added alongside heated front seats with driver’s memory, rear door sunshades and a wireless phone charger for an extra $7000 with the next-step-up Touring. If you’re after the diesel or plug-in hybrid as well, the Touring is the least expensive model they’re available in.

Performance and economy

Only one engine is available in the CX-80 Pure: a new 3.3-litre turbocharged petrol inline six mated to a 48-volt mild-hybrid system. Outputs are a keen 209kW of power and 450Nm of torque, which is put to the road through an eight-speed multi-clutch automatic transmission and a rear-biased all-wheel drive system. Thanks to the new design and mild-hybrid system, the new inline six presents a tempting offering against four-cylinder petrol and hybrid competitors.

The CX-80 Pure is rated at 8.4L/100km for claimed fuel consumption, or officially 0.7L/100km less than the 206kW/422Nm turbocharged 2.5-litre four-cylinder petrol Santa Fe. We achieved a thrifty (for its size) 8.8L/100km in our week with the CX-80 Pure, including a low-6s highway run – anybody with memories of how thirsty the first CX-9 was will understand how much of an achievement that is. Helping running costs further is that the CX-80 Pure can use 91RON regular unleaded fuel, and it has a large 74-litre fuel tank for good range.

On the road

Each of the CX-00 models has been criticised by local and international media for needing more mechanical refinement and a stiff ride quality, so much so that the CX-60 underwent a facelift that’s about to go on sale locally to fix the issues. The CX-80 is the last developed of the models, providing hope that Mazda has learnt its lesson. Plus, the small-looking 18-inch wheels of the Pure will help, right?

Mostly, is the answer. There are times where the CX-80 Pure is still too stiff for its intended family car useage, like travelling over lower speed bumps that have you moving around in the seat. The first gear is also oddly short, meaning that you lurch forward as it shifts gear. But generally, it’s an improvement on the CX-60 in particular and while a Santa Fe is softer, the CX-80 is keener in the corners if that matters to you.

While there is still a bit of work to do on refinement, Mazda’s active safety features are excellent with mature and confident coverage from the lane keeping assistance and adaptive cruise control. The auto high beam works well too, and each feature is easy to tailor to your taste. Impressively as well, features like the 360-degree camera and head-up display are standard across the range.

Mazda has also worked hard to improve its previous Achilles’ heel: road noise. In this regard, the CX-80 is impressive and the small-wheeled Pure is the best in the range. Even at highway speeds, it’s quiet and conversation between occupants is easy. The visibility is also generally good in the CX-80, with big windows and mirrors, though the sloping D-pillar limits over-the-shoulder vision.

Plus, the oddly close driver’s mirror that’s common to most modern Mazda products doesn’t provide enough field of vision.

Interior comfort, practicality and boot space

Anybody who’s sat in another Mazda product using this platform will not at all be surprised by the CX-80’s cabin as it’s near identical to its siblings. Some more interior differentiation between the four would be great, especially for those who have spent almost $100,000 on a top-spec CX-90.

But as we’ve seen in all those cars, the fundamentals are strong with generally great quality, lovely switchgear and easy to use technology. Having said that, the CX-80 Pure’s door trims are all hard plastic, as is the dashboard fascia – to get these in soft materials, a $7000 spend upwards to the Touring is necessary. Really, that’s the only detraction in the CX-80 Pure’s cabin – we’d expect plusher materials, even at its sub-$60k pricing.

Centre of the cabin is a 10.25-inch infotainment screen. Notice the lack of the word ‘touch’ there as the CX-80 Pure’s screen can only be controlled via the wheel on the centre console. Strangely, the larger 12.3-inch screen in the GT and Azami can be touched to use Apple CarPlay and Android Auto, so why not the smaller one? It would be nice to give users the option as smartphone mirroring is far easier to use that way.

The CX-80’s second row is a comfortable and spacious place to spend time, with three adults able to fit comfortably. There are also cup holders in the doors and central arm rest, map pockets, two USB-C charging ports and a third zone of automatic climate control.

The third row of the CX-80 is more spacious than a Mitsubishi Outlander or Kia Sorento, and pretty similar in space to the boxier Hyundai Santa Fe. That means that – unlike a lot of rivals – you can use it daily for more than children to sit in. It also features cup holders, air vents and two USB-C charging ports to keep occupants happy.

The CX-80’s boot is large, with 258-litres of space with the third row erected, 566L with the third row folded (to the belt line) and a big 1971L with both rear rows folded. The boot is also practical with hooks to hang bags off and under-floor storage with space for the cargo cover, though no spare wheel.

Service and warranty

Like other new Mazda products, the CX-80 Pure is covered by a five-year/unlimited km warranty with five years of roadside assistance.

The CX-80’s service intervals are once-yearly/every 15,000km (whichever comes first). Five years or 75,000km of servicing costs a pricey $3469 ($694 per annum).

Verdict: should I buy a Mazda CX-80 Pure?

With Mazda’s premium push, we’d gotten used to higher pricing than you might expect from the brand, but with the CX-80 Pure, it’s hit a home run for value. Sure, the base CX-80 lacks features such as leather trim, but against something like an equivalent Mitsubishi Outlander, it’s more practical, features more safety equipment, feels more modern, is better to drive and uses a lusty turbo petrol six that’s capable of impressive fuel consumption.

Sure, it’s not perfect and there are issues for Mazda to work on, namely the too-firm ride quality and the sometimes-jerky transmission, plus adding soft touch door trims and making its service pricing cost less. But the CX-80 surprises as the most appealing member of the brand’s new large platformed-SUVs and has genuine appeal against its also-talented rivals. A gutsy inline six seven seat SUV with the typical Mazda classiness for under $60,000 drive away? There lies its appeal.

Mazda CX-80 Pure rivals

Hyundai Santa Fe
Skoda Kodiaq
Kia Sorento

Mitsubishi Motors Australia has officially announced pricing and specifications for the upgraded 2025 Outlander ICE range, set to go on sale nationwide from June 2025.

A major focus of the upgrade to the medium SUV is the recalibrated chassis and steering, the result of a collaborative effort between Mitsubishi’s Australian R&D team and its global engineering centre. Led by Tony Dorrington, Mitsubishi says its local team refined the ride and handling balance for Australian conditions, with the improved suspension, EPS tuning, and new Bridgestone summer tyres delivering a more composed and responsive drive.

Front and rear shock absorbers were re-tuned for enhanced bump and rebound control, complemented by a revised front anti-roll bar and steering map. These enhancements, now adopted globally, are matched by new measures to reduce noise, vibration and harshness (NVH), including 18 structural modifications and the addition of a transmission tunnel isolator.

Mitsubishi’s partnership with Yamaha yields two premium audio systems: Dynamic Sound Yamaha Premium and the range-topping Ultimate in the EXCEED TOURER. The systems offer enhanced in-cabin audio through advanced digital processing, up to 1,650 watts of power, and strategic speaker placement.

The exterior has been refined with updated bumpers, new lighting elements, and revised 18- and 20-inch alloy wheels, depending on trim. LED rear turn signals and smoked tail-lamp lenses offer a sleek new finish.

Inside, the cabin sees ergonomic and material upgrades including repositioned cupholders, expanded central storage, extended rear seat padding, and ventilated front seats from the EXCEED grade upward. New touch-sensitive LED lighting and ornate interior stitching further elevate the interior experience.

Debuting in the Outlander lineup is Mitsubishi Connect, available from LS grade upwards. It includes a suite of remote access and safety features such as SOS assistance, geo-fencing, speed alerts, and remote climate control.

Technology has been elevated with a new 12.3-inch infotainment screen and matching digital instrument cluster across all trims. Wireless Apple CarPlay remains standard, with wireless Android Auto introduced for the first time. Multiple USB-C outlets are included for all rows.

Safety tech has also expanded with additions like a Driver Monitoring System, camera-linked rear auto braking, enhanced blind spot intervention, and an updated 360-degree camera system.

The 2025 Outlander continues with the trusted 2.5-litre four-cylinder petrol engine producing 135kW and 244Nm, mated to a CVT. Front-wheel drive is standard on lower trims, while Super All-Wheel Control (S-AWC) is available across the range and standard on upper models.

Mitsubishi backs the Outlander with its 10/10 Diamond Advantage – 10-year warranty and 10 years of capped-price servicing – with up to four years of complimentary roadside assistance for eligible customers.

Pricing

Mitsubishi Outlander ES model 

• Updated front and rear bumper designs (ES-specific)
• 18” alloy wheel design – silver paint
• Black cloth upholstery
• 8-speaker system – Dynamic Sound Yamaha Premium
• 12.3-inch IVI with in-built navigation

Outlander LS adds:

• 18” alloy wheel – machined finish with black paint
• Updated front and rear bumper designs (LS, ASPIRE)
• Mitsubishi Connect
• Emergency Call System (E-call)
• USB x 2 power socket in rear console Type-C 3.0A

Aspire adds:

• Alloy wheels 20”x 8” – machined, two-tone finish
• Black Granlux® artificial leather (ASPIRE)
• Mi-Pilot – Lane Keep Assist and Traffic Jam Assist
• Heated Steering Wheel

Exceed adds:

• Updated front and rear bumper designs with painted lower skirts (EXCEED, EXCEED TOURER)
• Full-size alloy spare wheel
• Choice of black or grey quilted leather upholstery
• Ventilated and heated front seats
• Aluminium pedals – accelerator, brake and footrest
• Frameless interior rear-view mirror with digital monitor
• Outside rear-view mirrors with memory and reverse auto tilt
• Front door foot lamps
• Rear cargo floor box with lid
• Five-seat layout

Exceed Tourer adds:

• Two-tone exterior paintwork
• Alloy spare wheel – Full size
• Quilted Brick Brown semi-aniline leather upholstery
• Massage front seats
• Second-row seat heaters (outside seats)
• Dynamic Sound Yamaha Ultimate with 12 speakers

Price: Air: $97,000 plus on-road costs, Earth: $106,500 +ORC, GT-Line: $121,000 +ORC
Drivetrain: Single or dual-motor electric motor
Outputs: 160kW/350Nm (Air), 283kW/700Nm (Earth, GT-Line)
Battery: 76.1kWh (Air), 99.8kWh (Earth, GT-Line) lithium-ion
Claimed range: 443km (Air), 512km (Earth), 505km (GT-Line)
Peak charging capability: 350kW DC, 10 – 80 per cent charge in 20 minutes (Air), 24 minutes
(Earth, GT-Line)
Dimensions: 5010-5015mm long, 1980mm wide, 1755-1780mm tall, 3100mm long wheelbase
Tare weight: 2312kg (Air), 2552kg (Earth), 2636kg (GT-Line)
Boot: 333L (all seats up), 828L (third row folded), 2318L (second and third rows folded), 90L (Air)
or 52L (Earth, GT-Line) front boot
0-100km/h: 8.2 seconds (Air), 6.0 seconds (Earth), 5.3 seconds (GT-Line)
Warranty: Seven-year/unlimited km (7-year/150,000km for the battery)
Five-year/75,000km service cost: $1351 ($270 annually)

Kia’s rise to sales stardom has been amazing to watch. No longer the butt of jokes in the global car industry, modern-day Kia makes world class products that, unlike some car markers, still offer great value for money.

But in order to hunt for more segments to conquer, Kia had to think bigger, so here we have the EV9 seven-seat upper large electric SUV.

The EV9 is its most expensive product ever, and at over five metres in length, it’s also the largest passenger vehicle as well. Kia belives there’s definitely a market for it in Australia, and evidence of that is that it took only nine months from global reveal to reach Australian showrooms, which is much faster than most cars. Is the EV9 a good choice for the larger family?

Price and equipment

For now, there are three variants in the Australian Kia EV9 range, with the high-performance GT revealed late last year due to join the range soon.

2025 Kia EV9 pricing (plus on-road costs):

Kia EV9 Air standard equipment:

• 19-inch alloy wheels with a tyre repair kit
• Dusk-sensing automatic all-LED exterior lighting
• Rain-sensing automatic wipers
• Roof rails
• Keyless entry with push button start and remote start
• Auto-retracting door handles
• Heated and auto-folding mirrors
• Noise-suppressing windscreen and side glass
• Artificial leather steering wheel and seat upholstery
• Heated and ventilated front seats
• Heated steering wheel
• 10-way electrically adjustable front seats
• Tri-zone climate control
• 12.3-inch digital driver’s display
• 5.0-inch climate control screen
• 12.3-inch touchscreen
• AM/FM/digital radio
• Wired Apple CarPlay and Android Auto
• Satellite navigation
• Live services and over-the-air updates
• Eight-speaker sound system
• 6x USB-C and 2x 12V charging ports
• Wireless phone charger
• Recycled fabric headliner
• Eco, normal and sport driving modes

EV9 Air safety equipment:

• Nine airbags
• Autonomous emergency braking with pedestrian, cyclist and intersection assist
• Lane keep assist with lane departure warning
• Adaptive lane guidance for highway driving
• Blind-spot monitoring with rear cross-traffic alert (with braking)
• Speed sign recognition
• Driver attention monitoring
• Adaptive cruise control with traffic jam assist
• Auto high beam
• Safe exit warning
• Intelligent speed limit assist
• Front and rear parking sensors
• Reversing camera
• Alarm
• Tyre pressure monitoring
• Auto-dimming rear mirror

The EV9 received a five-star ANCAP safety rating in 2023 with scores of 84 per cent in adult
protection, 87 per cent in child protection, 76 per cent in road user protection and 85 per cent in
safety assist.

EV9 Earth model adds over Air:

• Dual-motor drivetrain with larger battery
• Gloss black exterior trims
• 64-colour cabin LED ambient lighting
• Illuminated Kia logo on the steering wheel
• 360-degree camera
• Blind-spot camera
• Different 19-inch alloy wheels
• Automatic low-speed braking in reverse

EV9 GT-Line model adds over Earth:

• GT-Line exterior styling with front and rear skid plates
• Cube-shaped projector LED headlights with Matrix adaptive high beam
• 21-inch alloy wheels
• Rear privacy glass
• Digital side and rear mirrors
• Dual sunroofs
• Two-tone synthetic leather trim
• Augmented reality head-up display
• Alloy pedals
• 14-speaker Meridian sound system
• Heated and ventilated outer rear seats
• Remote parallel, perpendicular and diagonal parking functionality
• Second-row door sunshades
• Recycled suede headliner
• Electric steering column adjustment

Performance and efficiency

Using Hyundai e-GMP platform, the Kia EV9 is offered in two lithium-ion battery sizes in Australia: a smaller 76.1kWh unit in the base Air, or the larger 99.8kWh one in the Earth and GT-Line. The claimed range for the Air is 443km, 512km in the Earth and 505km in the GT-Line (WLTP).

Because the EV9’s platform uses an 800V architecture, it can charge quite fast: up to 350kW, according to Kia. That gives it a fast 10 to 80 per cent DC charging time of just 20 minutes in the Air and 24 minutes in the Earth and GT-Line.

The EV9 Air uses a 160kW/350Nm electric motor on the rear axle, providing more than enough shove for most buyers with a claimed 8.2 second 0-100km/h time. Going up to the Earth and GT-Line adds a second motor on the front axle for 283kW/700Nm outputs and much quicker acceleration: just 5.2 seconds is required for the GT-Line to hit 100km/h.

On the road

Using the same platform as its smaller EV6 sibling, the EV9 drives well. Thanks to Kia’s local ride and handling tuning program, regardless of model, the EV9 provides a comfortable driving experience. Despite the heavy up to-2636kg tare weight (GT-Line), the EV9 feels lighter on its feet and while it’s no EV6 GT for handling, it’s more fun than you’d expect with light but quick steering and excellent damping, even on the big-wheeled GT-Line.

As you’d expect for a $100,000+ car, refinement in the EV9 is excellent with very little in the way of road noise – even despite the lack of engine noise – and despite the boxy body, very little wind noise either. Because of the boxy body, the visibility is excellent, though the camera mirrors on the GT-Line should be optional equipment as their field of vision is limited.

Interior comfort, practicality and boot space

The dashboard of the Kia EV9 set the design language of the EV5, EV4 and EV3s that came after it with a very horizontal and practical design. Material quality is good though some could better reflect the car’s pricing. It’s also a fairly cold cabin – we’d love to see more colour options added for a warmer feel inside.

Every EV9 features a 12.3-inch touchscreen with a 5.0-inch unit and then another 12.3-incher sitting next to it for the climate control and driver’s display respectively. As we’ve seen in other Kia models, it’s quick and easy to use, while the sound systems are also quite good, especially the 14-speaker Meridian unit in the GT-Line. Though initial EV9 models feature wired smartphone mirroring, an over-the-air update will add wireless capability to match newer Kia models.

The storage on offer in the EV9 is good with a massive lower console bin and a big cup holder section, though the door bins are surprisingly small and the section underneath the centre armrest (which also has an excellent wireless phone charger with a raised island to accommodate blocky smartphone cameras) isn’t huge either.

The second row of the EV9 is one of the best on the new car market, with plenty of space for three adults. Even in the base Air, features on offer are impressive with charging ports, a third climate zone, map pockets, door pockets and a sliding tray for storage.

Jump up to the GT-Line and a sunroof, heated and ventilated outboard seats and sunshades also feature. Sliding the middle row forward is easy thanks to a button on the seat, moving forward and up to give access to those entering the third row.

The third row of seating in the EV9 is large for a seven-seat SUV, though not as spacious as its Carnival sibling. Two adults will be quite comfortable, and the large windows – and sunroof in the GT-Line – make it feel airy. There are also air vents, USB-C charging ports and cup holders.

Behind the third row of seating is 333 litres of space, which opens up to 828L with the third row of seats folded and a huge 2318L with the second row folded as well. As you’d expect for such a gargantuan vehicle, it’s a massive space and is even more impressive considering that it’s got a battery underneath to further complicate packaging. Open the bonnet and there’s a big 90-litre front boot (52L in the Earth and GT-Line) as well, though no EV9 features a spare wheel.

Service and warranty

As with all other new Kia products, the EV9 is covered by a seven-year/unlimited warranty with up
to eight years of roadside assistance.

The battery is covered by a seven-year/150,000km warranty and a five-year/75,000km service plan
costs $1351 ($270 each year).

Verdict: should I buy a Kia EV9?

If you’re after a large seven-seat electric SUV, your choices are currently limited in Australia, meaning the Kia EV9 is a great option that acts exactly as you’d expect of a modern Kia product. It’s huge but also very practical, the interior is spacious, it drives well, its charging speeds are some of the fastest in the industry and it’s loaded with equipment.

To consider is that the EV9’s is that its’s size can be a bit intimidating, the camera mirrors in the GT-Line just aren’t as useful as regular mirrors, and that even for the base Air, it will be over $100,000 once it’s driven out of the dealership. In all other respects, the EV9 is a great product for those who need space and more space.

Kia EV9 rivals

Hyundai Ioniq 9
Volkswagen ID. Buzz

Toyota has released a fresh batch of teaser images offering the most revealing look yet at what appears to be the next-generation RAV4, ahead of its official debut set for May 20. The company also shared a livestream link for the world premiere, fueling anticipation around its best-selling SUV.

While Toyota stops short of confirming this is the new RAV4, the teaser shots show a vehicle bearing strong resemblance to camouflaged prototypes spotted earlier this year in the US.

The test models featured what seemed to be a production-ready body with C-shaped headlights, a more upright stance, and a slightly larger footprint – possibly hinting at improved interior space and cargo capacity.

The teaser campaign includes dynamic aerial views of the vehicle traversing snowy landscapes, winding roads, and suburban streets. Toyota describes the model as ready for “urban streets to outdoor retreats,” though the name RAV4 is notably absent from the promotional material.

Introducing a sixth generation of the current model is a high-stakes move.

In Australia the RAV4 is the best selling car in Australia in latest figures to the end of April 2025, with 17,610 units sold, marginally ahead of the Ford Ranger (17,257) and Toyota Hilux (15,120).

In the US, meanwhile, it sold over 475,000 units last year – a 9.3 per cent increase – making the compact crossover America’s best-selling SUV for the eighth consecutive year.

Under the hood, hybrid and plug-in hybrid versions are expected to return, though it remains unclear if the base petrol variant will be dropped. If so, the RAV4’s starting price could climb above the current hybrid’s $33,695.

Production plans also remain under wraps, but reports in the US suggest Toyota may continue building the RAV4 there to avoid tariffs. If true, production at Toyota’s Kentucky plant could begin as late as 2027, with the new model arriving stateside by the 2026 model year. Australian deliveries are yet to be confirmed.

Last year the model passed 500,000 customer deliveries in Australia, and marked 30 years since its introduction down under.

Official sales figures reveal RAV4 reached a cumulative total of 501,546 local sales to the end of June 2024, following its introduction in July 1994. The model is credited with beginning the SUV revolution in the new car market.

“Customer demand has never been higher for RAV4 because it delivers a winning formula that combines SUV fun and adventure with passenger-car ride, handling and economy – just as it’s done for three decades,” said Sean Hanley, Toyota Australia Vice President Sales, Marketing & Franchise Operations, last year.

“RAV4 enters honoured company in reaching 500,000 sales in Australia, joining other Toyota icons in Corolla, HiLux, LandCruiser and Camry – all of which have now exceeded one million sales.”

When Tesla unveiled the Cybertruck in 2019, it was pitched as a game-changing, all-electric pick-up designed to redefine utility and design. With over 250,000 units planned for annual production, the expectations were nothing short of astronomical.

But in 2025, the reality looks grim. Over 10,000 Cybertrucks remain unsold in U.S. lots – amounting to nearly $800 million in inventory. Once a symbol of innovation, the Cybertruck now symbolizes Tesla’s waning influence and deepening troubles.

Several factors are converging to bring the Cybertruck – and Tesla itself – to a standstill. Elon Musk’s increasingly controversial political affiliations, including open support for Donald Trump and Germany’s far-right AfD party, have alienated large portions of the consumer base. Combined with erratic behavior involving cryptocurrencies like DOGE, Musk’s persona has turned from visionary to volatile, tarnishing Tesla’s once-untouchable brand image. As a result, sales are faltering worldwide, prompting serious discussions in major outlets about Tesla’s long-term viability.

International sales figures are stark. In the Netherlands, Tesla sales plummeted 75 per cent compared with April 2024, while the U.K. saw a 62 per cent decline. Germany, once receptive to Tesla’s gigafactory dreams, is seeing the brand lose ground to BYD and VW.

In a symbolic blow, a privately imported Cybertruck was even impounded in Britain, reinforcing regulatory and design concerns – its size, weight, and sharp exterior edges were flagged as safety issues. Even in China, Tesla’s most vital international market, year-over-year sales have dipped 6 per cent – a worrying trend given the country’s size and importance.

Domestically, Tesla hoped the facelifted Model Y would reverse its fortunes. Instead, it’s gathering dust on dealer lots. The Launch Edition failed to generate the expected hype, and anti-Musk sentiment continues to dampen demand.

Compounding Tesla’s challenges is fierce competition. The Kia EV3 undercuts the Model 3 in price and offers superior interior quality and comparable charging speed. Others have opted for cheaper, better-specced cars such as the XPeng G6. Chinese EV manufacturers have reverse-engineered Tesla vehicles and delivered better performance and value at lower prices.

In Australia, Tesla’s Model Y was most recently bested by the BYD Sealion 7 as Australia’s best-selling EV. The brand has recently launched two variants of the Model Y – a Rear-Wheel Drive and Long Rang AWD – as part of its ‘Juniper’ refresh, with deliveries beginning this month.

The Cybertruck’s design missteps, regulatory hurdles, and poor reception are just the tip of the iceberg. Unless Tesla swiftly confronts its price-quality gap and distances itself from the divisive antics of its CEO, the company risks ceding the EV crown to more agile, consumer-focused rivals. The Cybertruck isn’t just a sales disappointment – it’s a warning sign.

The Black Bay Chrono brings together some of the brand’s finest traditions – sporty appeal, rugged wear and reliable timing performance – now with an updated model.

Marking five decades since the introduction of its Oysterdate chronograph in 1970, the revised Black Bay Chrono model in steel features a reworked case with two dial options and a stylish 3-link or 5-link bracelet, both with ‘T-Fi’ clasp.

Inspired by that first generation of chronographs, the new model is available in two 41mm steel case versions – matt black or opaline – with two hollowed sub-counters in contrasting colours on the dial to maximise legibility. A 45-minute counter and a date aperture positioned at 6 o’clock, stainless steel pushers and fixed bezel in stainless steel with a tachymetric scale insert in black anodised aluminium are all nods to the earlier designs.

A signature of the Black Bay style is the famous ‘Snowflake’ hands, crafted here to ensure optimum readability under the domed dial.

The heritage inspiration extends to the beautiful 5-link stainless steel bracelet or 3-link stainless steel ‘rivet style; bracelet, inspired by the folding riveted bracelets made by the brand in the 1950s and ’60s. These were famous for their stepped construction and having rivet heads for attaching the links, visible on the side of the bracelet. Both bracelets feature TUDOR’s ‘T-fit’ rapid adjustment clasp, allowing the wearer to carry out a fine, instant adjustment of the total length of the bracelet along an adjustment window of 8mm. The clasp also features ceramic ball bearings that ensure a smooth and secure closure in addition to adding a pleasing tactile element to the action of the clasp.

Powering the Chrono is the Manufacture Chronograph Calibre MT5813, certified by the Official Swiss Chronometer Testing Institute (COSC) and with a silicon balance spring, 70-hour power reserve, a column wheel construction and vertical clutch. Where COSC allows an average variation in the daily rate of an uncased movement of between -4/+6 seconds’ variation per day, Tudor says it applies a -2/+4 seconds’ variation standard on the completely assembled watch.

Tudor’s art is to arm its retro-inspired timepieces with tech and styling improvements with each new iteration, and that mission is successfully achieved with the new Black Bay Chrono.

You could see the mild panic in their eyes.

What was assured confidence was giving way to creeping doubt. The current and ex-editors who formed the Wheels Car Of The Year 2024 jury were, at the cull of the three finalists, reasonably sure that the hugely exciting Hyundai Ioniq 5 N was going to win, and by some margin. Then, after the final round of drives, you could see chinks in the armour.

As judge after judge climbed out of the Toyota Camry and heaped praise upon it, maybe COTY wasn’t such a done deal after all. “Who needs a Lexus?”, asked Peter Robinson, impressed by the big sedan’s sophistication and value. I wasn’t too worried about the Camry winning. After all, when the final three were an EV, a family SUV and a Camry, whatever happened there were going to be some spittle-flecked detractors. It’s just what happens at COTY where only one vehicle can win. In the end, the Ioniq did enough to snag the win, but make no mistake, the unprepossessing Camry was the car that had shifted itself furthest against the expectations of this experienced jury.

I was reminded of COTY 2020 when the Toyota RAV4 kept creeping through the standings. In truth, had we only judged the hybrid version, it would likely have been a finalist, but on that occasion it was let down by the 2.5-litre petrol variant dubbed by some ‘the noisy nail’. A spell in the Wheels garage only underlined what a brilliant all-rounder the RAV4 Hybrid was, and we’re far from surprised to see it claim the crown of Australia’s best-selling SUV.

But the RAV4 never made the COTY podium and the Camry did. In 2025, Toyota expects the Camry to be outsold by the RAV4 by nine units to one among private buyers in Australia. All of this raises a rather obvious question. Are we all buying the wrong car?

Brand wars

In an attempt to answer that question, we’ve put the two head to head. Representing the old school is the flagship Camry SL Hybrid, packed with kit and yours for the princely RRP of $53,990. Facing it is the more familiar face of the RAV4 Cruiser Hybrid, also front-wheel drive, and wearing a $51,410 sticker price.

The fifth-gen, or XA50, RAV4 was first shown way back in March 2018 at the New York International Auto Show, and launched locally in May 2019. It rode on a version of the TNGA-K platform as used by the existing Camry, albeit on a shorter 2690mm wheelbase versus the sedan’s rather more luxurious 2820mm measurement. It got off to a strong start, instantly establishing itself as Australia’s medium SUV of choice, selling 38,537 units in its first full year on sale in 2020. By contrast, the next-best selling rival was the Mazda CX-5, languishing way behind at 21,979 registrations.

A modest facelift followed in 2021, with new wheels and headlights fitted, but the story stayed much the same, RAV4 beating CX-5 by a hefty margin. Then things changed. Supply chain issues meant that getting hold of a RAV4 was only marginally easier than finding Lasseter’s Reef and, as a result, Toyota edged out the CX-5 by a mere 7783 units in the 2022 figures. That supply-affected theme continued into 2023 and it was only when that situation rectified in 2024 that we got to see the RAV4’s true dominance. Last year, Toyota shifted 58,718 cars, more than double the number of its nearest competitor, the Mitsubishi Outlander. Australia’s favourite SUV? You’re looking at it right here. Heck, it’s the biggest selling vehicle Down Under if you choose to exclude dual-cab utes.

It’s easy to see why the formula works. Choose a RAV4 Hybrid and you’re getting a vehicle that’s reliable, easy to drive, practical, reasonably good looking and supremely economical. It’s as close to the template of the perfect family vehicle as we’ve probably ever come across, as evidenced by its popularity. So is it reasonable to expect that track record of success to be usurped by what many will dismiss as a glorified Uber?

No. No, it isn’t. But here’s the thing. The RAV4 is, by today’s standards, quite an old car. It’s no great secret that a replacement is well in the works, with prototypes spotted road testing. By the time you read this magazine, it may even have been unveiled at the Shanghai show, and then it would likely be a 12-month hiatus until production modes arrive in Aussie showrooms. In other words, this car still has around a year of life left in it before it gets hooked.

By contrast, the current XV80-gen Camry is a newer and fresher thing. It is, by the strictest definition, a refresh of the previous XV70 model, with some parts such as the doors and the roof line carried over, but Toyota has gone through this ninth-gen Camry with a fanatical attention to detail, improving so much about it that it feels a very different proposition.

Aside from the fact that you can no longer buy a Camry in Japan, the big change is that there’s now no V6 option, with just one engine option – the 2.5-litre four-cylinder hybrid. Australia gets a three-car range running through Ascent, Ascent Sport and this flagship SL model. The value proposition is impressive, with the entry-level car starting at $39,990. Let’s just pause on that for a moment. Less than $40k is buying you a 170kW hybrid that’s built better than a bank vault. You’d pay $55k for a 135kW Honda Civic Hybrid. By virtually any measure, the Camry delivers a heck of a lot of bang for your buck.

So what has Toyota done to this latest Camry to differentiate it from its predecessor? Aside from the obvious changes to the exterior styling, beneath the skin Toyota endeavoured to improve four key areas: comfort, response, efficiency and safety. There haven’t been wholesale changes to the fundamentals with the car still suspended by a pair of MacPherson struts up front with a multi-link rear end, but the bushings have been altered, and the springs and dampers tuned to reduce noise, improve body control and deliver a plusher ride.

The steering has come in for some remedial surgery, with a more rigid steering box and column for an improved response, and the software for the electric assistance has been finessed. And the braking system has been re-engineered to improve both pedal feel and control, with the transition from re-gen to friction braking now so smooth as to be almost imperceptible.

A 4.0Ah lithium-ion battery resides under the rear seats and has been treated to an improved cooling system, while the motor-generator mounted on the front axle gets six rather than three magnets. A lighter, simpler, dry-sumped transaxle features revised gearing and is bathed in lighter-grade oil for better efficiency. As a result of this suite of improvements, the Camry develops 10kW more than its predecessor yet fuel economy is improved to a claimed 4.0L/100km. On test around the city, the Camry supped 4.7L/100km with the RAV4 netting 5.9L/100km.

Inside, Toyota has striven to improve the impression of quality, although there’s still a muddle of fonts and hard plastics in the lower cabin that feels fairly mainstream. The fabric that runs across the step in the dash and the fluted passenger-side vents are a nice touch, and there’s a huge amount of oddments space, including a vast centre bin and multiple cupholders. You’re also extremely well provisioned for USB-C slots with three up front and two in the rear. I’m not a big fan of the fingerprint and scratch-prone piano black fillets around the centre console though.

This SL version gets a stack of kit thrown at it, including 18-inch alloys, leather trim for the seats, a panoramic glass roof, a digital rear-view mirror, rain-sensing wipers, a heated steering wheel, a head-up display and a nine speaker JBL stereo. It even features paddle shifters on the steering wheel, which seem superfluous in this car. While it’s nice to be in a Camry that feels so plush, I’m not sure that this is the sweet spot in the range. That’s probably the mid-spec Ascent Sport, which is 35 per cent cheaper and does without one feature that hobbles this SL version.

The dual-pane sunroof in the SL trim is a truly awful addition. Not only does it add weight and complexity, it robs you of fully nine centimetres of headroom. Had this version of the Camry been at COTY, this packaging shortfall would have likely relegated it from the top three. In the front seats, my head brushes the roof, while in the rear of the car I feel like Captain Kyphosis, so hunched am I from a lack of headroom. This wasn’t apparent in the far more accommodating Ascent Sport.

By contrast, the RAV4 feels far airier, with more headroom both front and rear. The pale leather seat trim adds to the feeling of expansiveness inside, a sharp contrast to the Camry’s unrelentingly dark interior colour palette. Taking headroom out of the equation, the Camry scores with 28mm more front leg room (1069 vs 1041mm) and a mere 5mm more rear leg room (965 vs 960mm). The rear doors also open wider than the RAV4, with a more generous foot swing area. The RAV4 counters with 18mm more rear shoulder room (1414 vs 1432mm) and squeaks ahead in front shoulder room (1465 vs 1468mm).

Move round to the back, and the boots aren’t too far apart in terms of carrying capacity. The Camry offers 524 litres while the RAV4 delivers 542 litres, with both offering a 60/40 split rear bench. In other words, the Camry offers 97 per cent of the RAV4’s carrying capacity and, because the boot floor is far bigger, offers a benefit there. After all, who wants to stack grocery bags on top of other bags? As long as you can post the item through the 1250x480mm boot aperture, you’ll find that the boot extends a massive 1170mm back before it reaches the rear seats, compared to the smaller 1020mm depth from the RAV4’s loading lip to the back of its non-sliding rear bench. If you’re planning on utilising the rear seats, the Camry is, for the most part, the more practical solution.

Flop the rear bench down in the RAV4 and its obvious advantage becomes apparent. Suddenly you have a massive 1690 litres of space in which to haul bikes, furniture, dogs or whatever takes your fancy. And this is the crux of this whole comparison. Be honest. How often will you use that space?

There will be some for whom this is an absolute non-negotiable, and that’s fine. For many of us, however, it’s the sort of excess capacity that we purchase just in case we may one day need it. Yet if we’re honest with ourselves, chances are we won’t. It’s a beguiling sell and plays on that fear of missing out that product planners and marketers have slyly tapped into.

Nuts and bolts

You see, the alternative is to choose the Camry and you’re treated to a vehicle that is not only sweeter to drive, which you’ll feel all of the time, but is also more fuel efficient. For the typical Aussie motorist that would translate to 105 litres of fuel saved every year. A quick Google search found that you can rent a hybrid RAV4 for $74 a day. So you could conceivably rent a RAV4 for the three days of the year when you really needed to pack it to the ceiling with large items and then spend the other 362 days of the year in something quieter, smoother, better equipped and which is better for the environment. It’s worth remembering that the Camry demands premium fuel whereas the RAV4 doesn’t.

The respective sales figures of the two vehicles will demonstrate that most buyers are prepared to forgo all of that, which seems a shame. It’s also a shame that the perceived safety benefits of sitting in a higher, heavier vehicle aren’t balanced against those of sitting in a more agile vehicle with better braking performance that’s less likely to be involved in an accident in the first instance.

In truth, they’re both pleasant vehicles to drive. The RAV4 still feels a smart piece of engineering, and its raised seating position and smaller turning circle (thanks to the shorter wheelbase for that) is a boon in town, as is the fact that it’s 285mm shorter overall, making it a little easier to parallel park.

The Camry counters with a more modern suite of safety systems, which hinges around a better camera sensor, a superior forward millimetre-wave radar sensor and the additional reassurance of two radar sensors scanning the outer front and sides of the car. Compared with the RAV4’s rather rudimentary sensor suite, it’s night and day better. As indeed is the infotainment system. As long as you opt for anything but the base variant, the Camry gets a big 12.3-inch colour touchscreen that puts the RAV4’s rather shonky JBL-branded item – with its maddening facility for dropping your Bluetooth phone mirroring connection – to shame. That’s before we get into how far superior items such as the Camry’s wireless phone charger or its LED headlights are.

Much of these arguments for modernity will be levelled when the new RAV4 appears but, as we mentioned earlier, that’s at least a year away. For now, the Camry is the better pick on almost every score. There is a practical edge to the RAV4 that’s appealing. The hip height of the rear bench makes loading and unloading kids easier, and the hatch allows you to easily carry large items and dogs. For a vehicle that’s been six years in market it holds up really well.

Should you not have to lug small kids and dogs about, think seriously about whether the compromises that the RAV4 imposes are worth those few occasions when you’ll need to carry a bulky item. In short, we’re hobbling how our car drives every day for an occurrence that may or may not materialise. Data shows that we grow into SUVs at child-rearing age, with only 9.5 percent of 18-24s choosing them, while 36.1 percent of 35-44s own them, that figure then receding to 22 percent of those aged 65+. That suggests that we don’t want SUVs if we don’t need them for family duties which, in and of itself, is encouraging.

The sedan was Australia’s car of choice for many decades and then something changed. Some of us became sold on the promise of an active lifestyle we never actually lived. We paid for capability that we never used. We believed we were buying better when, for many of us, we were merely deluding ourselves.

As we reach into a future where efficiency is king, perhaps that argument will return to the sedan or, better still, the low frontal area and space efficiency of the traditional family wagon. Wouldn’t that be a thing? It would probably take a company like Toyota to make it work, to have the mass communications clout to cut through. But it’s not impossible. Over to you, Toyota.

Specs – Toyota Camry

Specs – Toyota RAV4

This article originally appeared in the May 2025 issue of Wheels. Subscribe here.