One of the persistent questions around electric cars – and fairly so – has asked when they might be properly affordable.

MG is one of only a few brands to answer the call, with its new MG4 hatchback that’s priced from $39,990 drive-away (after a recent move to national pricing). It’s among a trio of bargain-hunter battery vehicles from China priced below the $40,000 threshold, mixing it with the BYD Dolphin (from $38,890 before on-roads) and GWM Ora (from $39,990 RRP).

All are five-door hatchbacks, though only the MG4 looks as though it may have been imported from Europe. The cheekily styled Ora, complete with Mini-style round headlights, brings the most left-field exterior design.

Great Wall Motors’ EV in its most affordable Standard Range guise also comes with the shortest WLTP-rated maximum driving range of the group, with 310km compared with 340km for the Dolphin Dynamic and 350km for the base MG4 Excite 51. Each is a single-motor EV, with the MG 4 powering its rear wheels where the Dolphin and Ora are front-drivers.

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There’s similar power and torque for the MG and GWM, which share 250Nm and have just one kilowatt separating them (MG4’s 125kW versus the Ora’s 126kW).

The Dolphin not only features the smallest battery, at 45kWh, but also trails in electric-motor outputs at just 70kW and 180Nm. Value is evident elsewhere, though, as the BYD is impressively equipped for its price.

Heated front seats with electric adjustment, a 360-degree camera, wireless charging, heat pump (for improved driving range when cold), panoramic glass roof, and the largest infotainment display here (12.8 inches) are all standard.

GWM’s base Ora can’t match the front radar or pano-roof but otherwise is very similar for equipment, and even throws in bigger wheels (18-inches versus the Dolphin’s 16s).

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The MG4 promises the quickest performance, fastest charging, the longest range, and the biggest boot

The MG4 Excite 51 features cupboard looks a little barer in comparison. Although it sits on inbetweener 17-inch alloys, it’s missing the likes of wireless phone charging, surround-view camera, blind-spot monitoring and the related rear cross-traffic alert which are only available by upgrading to the $44,990 drive-away Essence 64. The seats also adjust manually and only the driver’s window has one-touch control.

On paper, though, the MG4 promises the quickest performance, fastest charging, the longest range, and the biggest boot, while its chassis should also benefit theoretically from a more sophisticated multi-link rear suspension where its rivals have a cheaper torsion-beam arrangement.

And in practice the MG is the clear leader for driving manners. There’s a firmness to the ride, even on relatively small 17-inch wheels, but the MG is generally comfortable for daily duties, its light and accurate steering works particularly well in the suburbs, and the turning circle is turn-on-a-dime tight.

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In contrast, the Dolphin and Ora steering set-ups are both flawed – inconsistent weighting blighting the BYD’s tiller and a vague on-centre feeling spoiling the precision of the GWM’s steering.

Neither impress for body control, either. The Dolphin’s suspension behaviour is particularly clumsy over potholes, while both exhibit plenty of lean through corners.

The Dolphin is the only member of this trio that doesn’t offer genuine one-pedal driving where the car can come to a complete stop purely by the driver lifting off the accelerator pedal.

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The MG4 offers four regen modes with varying response when you lift off the throttle, with the One Pedal mode selectable via the touchscreen. (The MG has the most natural brake-pedal feel here when you do need it, though.)

Although the Excite 51 is the slowest MG4 variant, it offers plentiful performance for most buyers – and its instantaneous, linear power delivery is highly satisfying.

The Dolphin is comparatively glacial with its 12.3 seconds for the 0-100km/h sprint. The Ora doesn’t feel that brisk for an EV, either, even if its 8.4sec time on paper is less than a second behind the MG 4’s 7.7sec claim.

As with BYD’s bigger hatch, the Atto 3, the Dolphin has a creative interior design. The MG4’s cabin is simpler and cleaner but it’s certainly not boring, and while the seats look basic they provide a good level of cushioning and bolstering support.

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Rear-seat space is surprisingly good in all three of these compact hatchbacks. The Dolphin’s headroom isn’t great, though, and the MG4 looks a bit sparse in the back.

The Ora’s boot is tiny at just 228 litres and compounded by a high loading lip. Nearly 20 litres separates the MG4 (363L) and Dolphin (345L) for luggage volume. There’s a wider margin of victory in this category, though.

While loading a car up with features and giving it an attractive price point is to be applauded for giving buyers value, creating a (relatively) cheap car that drives with the maturity of a more expensive one is a vastly harder exercise.

And the MG4 Excite 51 is currently the only EV priced below $40,000 that nails the formula.

Until now, an EV with 500km+ of range and a relatively affordable price tag has been frustratingly elusive – yet that’s exactly the promise offered with both of our circa-$60K hatchback contenders here.

Okay, neither is exactly ‘cheap’ — you can nab yourself a lower-spec MG4 Excite 51 for just $39,990 drive-away — but the appeal here is a package that strikes a strong balance between value, big real-world range, performance and equipment.

And on paper, it’s the MG that draws first blood. Our test car is the top-spec Long Range 77 which has just benefited from a substantial price drop and offers a WLTP range of 530km from a 77kWh battery. Performance is brisk, thanks to a 180kW/350Nm electric motor and a 0-100km/h claim of 6.5 seconds.

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That’s half a second quicker than the Cupra, which is no surprise given the Spanish car is 10kW/40Nm down on the MG4 and weighs 210kg more due to a rather portly 1960kg kerb weight. A two tonne hatchback? Welcome to the electric age.

The Cupra is also costlier with a starting price of $59,990 before on-road costs but our test car is armed with the optional interior package, which blows the price difference out even more.

The Born’s five-year / unlimited-kilometre warranty is also shorter than the MG’s seven-year / unlimited-kilometre coverage, and its 511km of claimed WLTP range from an 82kWh battery is shorter than the MG4’s official figure. On paper, then, the MG has a sizeable advantage.

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Where the Cupra hits back, however, is when you spot one in the metal. Both of these cars are attractive, yet to our eye it’s the Cupra that’s better looking – or at least the more creatively styled. Bronze highlights abound and nearly every surface and panel has been finessed to gift the Born a level of visual appeal that’s missing in the MG4.

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It’s the same story inside. While the MG is impressively minimalist and functional, the Cupra’s cabin feels more special thanks to a richer mix of materials and more attention to detail.

The Cupra also holds the advantage when it comes to recharging. On DC power the Cupra can accept up to 170kW while the MG taps out at 144kW. Things are more even on AC power, where both cars max out at 11kW providing you have a three-phase socket.

With both contenders showing just shy of 500km of claimed range from our morning recharge, we buy a dodgy servo sandwich and head for greener pastures. We’re aiming for some twisty roads about an hour away, so I slip into the Cupra for the transit leg.

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It’s immediately obvious the Cupra is a better car to cruise in. Tyre noise and road roar are less noticeable, the cabin ambience feels cosier and the optional, suede-trimmed seats are cosseting and supportive.

There’s not much to seperate them when it comes to the layout of their dashes and digital screens, though. Both cars employ a twin-screen layout, with a large centre touchscreen and a smaller digital driver display above the steering wheel.

The Cupra’s centre screen is bigger (12.0-inches plays 10.25-inches), and it’s also angled towards the driver, so Apple CarPlay displays more clearly. The Born’s reversing camera is also larger and the resolution of the 360 monitor is better than the fuzzy and occasionally laggy feed you get in the MG.

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But while the Born’s cabin and tech feel a cut above, it squanders its advantage with some frustrating ergonomic issues.

The steering wheel is festooned with haptic buttons that are inconsistent to use, and the HVAC system is plagued by touch sensitive sliders that make fine adjustments annoyingly difficult.

Happily the MG is far more functional. Despite an obvious effort to keep things minimal, MG’s design team has kept a row of useful physical buttons below the centre screen. And while you need to dive into the touchscreen to adjust the HVAC, it’s still a much simpler process than in the Cupra. The steering wheel also has programable hot keys that act as shortcuts for your favourite functions.

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The MG’s cabin has its own quibbles, though. The strip of buttons below the screen are big and mark easily from the oil in your fingers. The cabin materials also feel cheaper compared to the more luxe Cupra.

Both cars are evenly matched for phone connectivity, with wired connections for Apple Carplay/Android Auto and wireless charging pads. Things are fairly even for cabin storage, too, thanks to generous central storage cubbies and roomy door pockets.

We soon notice some strange equipment omissions, however. The MG has no auto wipers, for example, which feels stingy when you’re spending this much on an electric hatch. Neither car has an auto tailgate either, or rear air vents. Wired CarPlay connections also feel off the pace in 2024 and the MG’s connection was frustrating unstable during our time with the car.

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Still, with the road starting to twist and turn, we switch our attention to one thing these cars do have in spades: driver appeal. Both are rear-driven and with good amounts of power and torque available, the promise of some hot hatch-esque thrills awaits.

I start in the MG and it’s immediately clear this is the Chinese brand’s best shot yet at driving dynamics. The basic setup is nicely judged: the suspension is controlled and has a sporty edge, body roll is kept nicely in check and the steering (2.8 turns lock-to-lock) is light and reassuringly accurate.

There’s a good amount of grip available from its 235/45 R18 Bridgestone Turanza rubber and there are four levels of regenerative braking, including one for one-pedal driving.

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And while performance is perky rather than outright fast, the instant response from the e-motor means this is a fun and predictable little car to hustle.

One feature that requires more work, however, is the MG’s driver assist systems. On narrow country backroads it’s easy to spook the lane keep system and for the steering assist to make an unsettling intervention.

If it’s truly engaging handling you’re chasing, though, you want the Cupra. Where the MG is quick, capable and enjoyable, there’s something more analogue about the Born’s chassis, as though there’s some Golf GTI DNA lurking in there somewhere.

The steering is fluid and slightly quicker (2.5 turns lock-to-lock) and while the suspension is marginally firmer, which makes for a bumpier urban ride, it has greater control and superior damping at speed.

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The Born also has an ‘ESC Sport’ setting that allows you to better exploit the balance and to revel in some controlled, rear-driven thrills.

Again, the Born feels quick rather than fast, but despite its power and weight deficits to the MG, there’s actually very little to separate them in terms of real-world pace.

Undermining the Born’s dynamic appeal are fewer settings for the regen braking (there’s no one-pedal option and only a B mode for stronger resistance) and a brake pedal that can feel inconsistent in its travel despite a good amount of initial bite.

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Both cars offer decent rear room for six-foot adults, but the MG’s softly padded bench lacks under-thigh support. There’s no centre arm rest either, only a single USB-A port compared with the Born’s twin USB-C arrangement, and the MG’s rear window line is also higher which makes rear passengers feel more hemmed in.

The Born also edges ahead for boot space. Outright literate is greater in the Cupra (385L versus 350L in the MG) and it beats the MG for amenity with more bag hooks, tie down points and a 12V socket.

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Another notable omission in both cars is the lack of a spare tyre of any sort. The MG at least offers a puncture repair kit, whereas the Cupra rolls on ‘self sealing’ tyres.

So in most metrics, it’s the Cupra that just has its nose in front. It feels more premium, is better to drive, is quieter and more refined, and it also proved to be more efficient on test.

Over our 300km loop of highway and dynamic driving, the Cupra ‘drank’ 19.1kW/100km, giving it a theoretical range of 403km in our hands. In contrast, the MG used 21.5kW/100km, meaning it could travel about 315km.

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For some, the MG’s value advantage over the Cupra will be enough to sway them (though we think the Excite or Essence 64 are the MG4 range sweet spot).

Even with its recent price drop from $55,990 RRP to $52,990 drive-away, the Long Range 77 doesn’t quite deliver the improvement in range, equipment or cabin ambience over lower-spec MG4s to justify its price premium.

The Cupra Born feels the more expensive car here, even if its value is put into harsher perspective by a $61,900 Tesla Model 3 RWD.

Summing up how the Cupra ends up denying the MG4 a hat-trick of Best EV wins, fellow tester and former ed Dylan Campbell said: “It’s more stylish, better engineered and feels better built, and it also eats fewer electrons. Although the haptic controls could be a deal-breaker…”

VERDICT

Cupra Born: 8/10

MG4 Long Range 77: 7.5/10

Specifications

Browsing beyond base grades is an Aussie pastime, but does increasing your budget by $10K change our choice of best small electric car?

Beyond the $40,000 barrier the MG4, BYD Dolphin, and GWM Ora all offer more range, equipment and colour choices that their cheaper variants covered in our Under $40K category. On paper, that makes each model more complete.

Nissan’s ageing Leaf is priced from $50,990 to just miss this category’s cut-off, which leaves us with just three main vehicles in the segment starting with the Ora Extended Range ($45,990 plus on-road costs).

Compared to the cheapest Ora model, it scores a larger 59.3kWh NCM lithium-ion battery with the same 126kW/250Nm front-mounted electric motor. Known as the Funky Cat in the UK, its endearing styling lives up to that promise with vibrant colours to capture a bit of Mini’s pop-car magic.

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That image comes at the cost of practicality, however. Despite similar exterior dimensions to the Dolphin and MG4, the Ora’s boot is small and the rear seat is tight.

Its funky velour upholstery doesn’t feel that classy and the driving position is compromised. The higher-spec Ultra (still under our $50K ceiling at $48,990 RRP) gets a heated steering wheel, power tailgate, sunroof, power driver’s seat, and heating/ventilation and massage functions for both front chairs.

The Ora offers a smooth ride around town, although the calibration of its acceleration, brake pedal and steering could do with a little bit of work. It’s not the sort of car you’ll want to drive great distances and feels best suited to light-duty urban work – in that sense, it’s not a complete vehicle.

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BYD’s Dolphin suffers from a similar fate. Soft springs and dampers, vague steering and unpredictable handling mean it’s best kept as a suburban companion.

This makes the $44,890 Dolphin Premium’s 87km extra WLTP range and faster DC charging compared to the Dynamic base model largely moot.

And the base car already has a heat pump, heated seats, adaptive LED headlights, a 360-degree camera, wireless smartphone charging, and vinyl upholstery so the Premium’s only real upgrade is multi-link rear suspension. And in our testing, we didn’t find the different suspension to be particularly sophisticated on the road.

There’s no upgrade to the Android-based software that runs through a vast 12.8-inch rotating touchscreen or other interior features for the $5800 extra charge. Outside you’ll be able to spot the Premium with different two-tone paint options and bigger 17-inch alloy wheels. The upholstery matches the technicolour paints, which some will find fun and funky.

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The result is a small car that feels at its best value in base guise rather than dearer, longer range Premium. (The hotter Sport variant was cancelled before it even had a chance to land.)

With a more accommodating rear seat and larger boot, the Dolphin jumps ahead of the Ora for desirability.

Today’s MG bares almost no resemblance to the one that constructed iconic sports cars and the bonkers Metro 6R4 Group B special. The MG4 proves that a passion for vehicle engineering remains in the now Chinese-owned company.

The brand offers two trims in this price bracket: the $44,990 Excite 64 and the $46,990 Essence – both driveaway figures after MG dramatically cut prices across in range in late March in a move to nationwide pricing.

Both use a 62.1kWh battery and have respective WLTP driving range figures of 450km and 435km.

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And they both extend the appeal of our favourite electric small car, the Excite 51. The Excite 64 adds more range; the Essence 64 further adds equipment.

The Excite gets a little more range than the Essence thanks to 17-inch alloys and lower rolling-resistance rubber, which also give a bit more cushion to the ride.

The MG4 is as spacious as a Volkswagen Golf in the rear seat and boot and it has a great driving position, even with the base Excite’s manual-adjust seats. The specification is complete with few frills. It also drives beautifully on the narrower tyres, with an adjustable rear-drive chassis that has hints of excellent British small cars of old.

Power is plenty adequate (150kW/250Nm) up to 100km/h, though on motorways and highways efficiency does suffer. It’s still more capable of dealing with Australian back roads than the other two cars here.

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Additionally, the MG4’s DC rapid charging is comfortably the fastest at 140kW, allowing it to race from 10-80 per cent charge in 28 minutes.

The BYD takes 40 minutes for the same interval and the GWM a fairly glacial 50 minutes at public infrastructure. Both have 80kW peak DC charging rates.

The real question is, which MG4 is the better trim? The $2K-dearer Essence adds a six-speaker stereo, roof spoiler, wireless phone charging, vinyl-accented upholstery, power driver’s seat, 360-degree camera, rear cross-traffic alert, blind-spot monitoring and one-touch windows.

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All nice-to-haves, sure, but going up to the 18-inch alloys equipped with Bridgestone Turanzas does introduce a little more ride harshness.

Also, in having more contact patch, the Essence loses some of the Excite’s handling delicacy.

Sales figures show the higher-spec Essence is more popular with buyers and, given its extra comfort and safety equipment, we can see why.

But with the more affordable price tag, plusher ride and marginally more engaging chassis, there’s no need to move beyond the Excite when looking at an MG4. We’d save the money and put it towards fitting out your home with charging gear.

Of all the burgeoning electric car segments, the small SUV category is easily one of the most competitive and cut throat.

Small SUVs are big business in Australia, meaning there’s a huge opportunity here for brands to convert customers away from combustion power and into an electric future. If they can offer the right product, that is…

Price, size, equipment levels and packaging are all crucial ingredients to get right in a segment where owners use their cars for multiple tasks. City transport, weekend adventures, family duties and shopping runs: a small electric SUV needs to do it all.

Here we have four of the best on offer right now.

JUMP AHEAD

• 4️⃣ Peugeot e-2008
• ? 3rd: BYD Atto 3
• ? 2nd: Renault Megane E-Tech
• ? 1st: Hyundai Kona
• VERDICT
• Specifications

The contenders

BYD’s Atto 3 is one of the best-value electric vehicles on sale today and a rare example of (near) price parity.

While a little smaller outside, thanks to the skateboard-style EV construction the Chinese-made SUV has more space than a Volkswagen T-Roc R-Line and bang up-to-date cabin technology.

It’s this competitiveness that might make the case for families to swap into the BYD from combustion-engined vehicles, especially with tantalising loan deals available for electric vehicles under the luxury car tax threshold. The Atto 3’s sales speak for themselves and, it’s safe to say the BYD arrives in this four-way as a favourite.

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It comprehensively beat the MG ZS EV in a twin test (Wheels December 2022) and is the most affordable here at nearly $9000 less than the Peugeot e-2008 GT ($59,990).

Speaking of, the French small SUV is the only vehicle developed as a combustion vehicle first and EV second and the lone flag-flyer of torsion beam rear suspension in this test.

The Hyundai Kona launched in January this year and we have the richest grade – Premium Long Range, $68,000 before on-road costs – for our testing. The $10K-cheaper Extended Range was our ideal candidate though Hyundai did not have one to supply for our testing dates.

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Like the e-2008, Renault’s Megane E-Tech Techno EV60 ($65,000 before on-road costs) is old news in Europe but has taken its time to arrive down under.

You may note a few key small SUVs are missing, the most crucial being Volvo’s EX30. A combination of factors have delayed its local arrival by several months. Similarly, the Chery Omoda 5 EV wasn’t yet available for testing.

The Kia Niro – a twin to the Kona – didn’t impress enough on Wheels’ last EV megatest to warrant inclusion (though that’s not to say it shouldn’t be a buyer consideration over one or more of the models featured below).

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4th: Peugeot e-2008: 5.5/10

Youthful looks and daring LED lighting details mean that, on appearance alone, the e-2008 is off to a great start.

The cabin continues this theme with clever capacitive touch buttons for seat heating to complement the signature row Lion’s claw switches. It has the best interior door pulls on test, too.

Practicality is good with generous door bins, two cup holders in the centre console, a slick hidden phone tray, and both USB-A and C ports for device charging. Quality soft materials and contrast stitching in obvious places fail to justify the Pug’s steep price – digging deeper reveals some less-than-stellar fit and finish, especially around the dash.

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The Peugeot’s unique driving position divided testers. Its small squared-off steering wheel has to sit low so you can view the dazzling 3D digital driver’s display.

With the driver’s power seat adjusted (featuring massage function!) I found the position agreeable though Jez struggled to get comfy.

The compact rear seat has twin USB charge points, though is compromised by the remains of a transmission tunnel, hard seat backs, no centre armrest or vents, and a restricted view out. The Peugeot has the smallest boot but smart touches like shopping bag hooks, a bright light, space beneath the false floor for charging cables, a minimal load lip, and seats that fold nearly flat.

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Off the mark, the e-2008 was surprisingly nippy considering there’s only 100kW and 260Nm to propel 1548kg worth of small SUV.

It struggled beyond 50km/h, though, ending up 15km/h slower than the other three in a rolling acceleration test.

It was the least efficient in the suburbs at 14.7kWh/100km between our sunrise rendezvous and photo spot number two. Regen is either off or on, and it doesn’t come to a full stop.

Consumption increased in the country to a point where we the Peugeot had to limp to a fast-charger with the air-con off. Still, thanks to the smaller 46.3kWh battery it’s the quickest to replenish with 101kW DC capability.

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Suburban roads reveal a soft if slightly lumpy ride that could do with improvement.

The e-2008 was noisy with low-frequency suspension boom over bumps and tyre roar from coarse chip surfaces. Although the lightest, the Peugeot felt leaden on country roads and freeways – perhaps because it’s 301kg heavier than the featherweight petrol 2008 GT on which it’s based.

Where French cars typically step up to the challenge of a technical road, the e-2008 floundered. A lack of body control and vague steering eroded any confidence during turn-in and, despite a total lack of feedback, the wheel kicked back strongly over mid-corner bumps.

It’s a ragged ride at speed yet not one that improves when you slow down to find a flow. As Ponch noted, the e-2008 experience lacks rhythm and groove.

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? 3rd: BYD Atto 3: 7.5/10

Every other vehicle allowed us to reset the trip computer to track consumption but the Build Your Dreams stubbornly shows its overall lifetime figure or what’s happened in the last 50km. A frustrating quirk that tells the tale of a great value vehicle a little light on for maturity.

Calculating efficiency using charge lost vs kilometres saw the BYD finish last, recording 19kWh/100km. Its more stable LFP battery chemistry is slower charging (80kW) but you can regularly charge to 100 per cent without accelerating battery degradation, unlike the others.

The BYD is also handily the cheapest here, undercutting the short-range Pug despite more modern equipment like a rotating (why?) 12.8-inch touchscreen, technicolour ambient lighting and connected Android Automotive-based software that allows you to run Spotify natively.

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Its internal mapping is the closest in vibe to Google/Apple Maps, and like the Peugeot, a cable can be employed for Apple CarPlay/Android Auto phone mirroring.

The small digital driver’s display feels half-baked compared to the centre screen and the cabin materials are best described as strange. Design solutions for problems no one had? The BYD has ’em: guitar string door bins and vege-chopper vents to name a few. These quirky features seem odd given BYD’s head of design Michele Jaunch-Paganetti spent 18 years at Mercedes-Benz’s Italian Advanced Design studio.

Back seat space is equal best with Kona – that means generous width and leg room. Snags include the bulky bucket seats (that aren’t particularly supportive or comfortable for front passengers) that impede the view out and sticky vinyl upholstery that gets hot and sweaty in summer.

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Under the power tailgate, the BYD is a winner with 440L of VDA-approved space, 40:60 split seats that fold flat, a twin-level boot floor, two storage pockets off to the side and a tyre repair kit.

Our test car (not a press car but a customer demo vehicle) suffered from some build anomalies like a creaky A-pillar trim and door cards, as well as unreasonably weak air conditioning.

The Atto’s lane-keep assist was intrusive at times, too.

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We suspect the 0-100km/h claim of 7.2 seconds wasn’t set with the Atlas Batman tyres. The budget rubber is all too easily overcome by the Atto’s 150kW/310Nm front-mounted electric motor.

More adjustment for the regenerative braking and a firmer feel to the brake pedal are two things for BYD engineers to work on for the facelift.

Yet it came as a surprise that the BYD was more sophisticated than the Peugeot. Put that down to its multi-link rear end and underpinnings designed to carry the battery’s weight. Occasionally spooky lateral body movements and lifeless steering aside, the plenty comfy BYD ticks most boxes for a family vehicle.

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? 2nd: Renault Megane E-Tech: 7.5/10

Attractive the Peugeot may be, Renault’s design team – led by Laurens Van Der Acker – managed to bring the 2020 eVision concept to life.

Sitting squat with an almost impossibly low roof line and caricature 20-inch alloy wheels, the E-Tech appears to have escaped the motor show. Any ties to Meganes of old are strenuous – perhaps there’s some Megane I and III coupe influence in the E-Tech’s organic lines – meaning this is Meg’ redefined.

Inside the shapeliness is highlighted by tactile recycled materials that are far above the biscuit-tube plastics of yesteryear’s Renaults. The 12.3-inch digital driver’s display has beautiful graphics and there’s a prominent wireless charging pad to support cable-free phone mirroring.

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Right hand-drive models get a small (in present company) 9.0-inch touchscreen for the R-Link HMI and if you go hunting there are scratchy plastics.

The airy console provides plenty of storage options with configurable bottle holder/odds and ends storage. Typically generous door bins and a comfy centre armrest with covered storage finish it off. Manual seat adjust is all you get and there’s no chair ventilation or leather upholstery.

These things didn’t bother testers as the fabrics are very agreeable, the driving position excellent, the seats supportive, and the square steering wheel pleasing… but at $65K the E-Tech’s family value equation isn’t outstanding.

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That’s before you arrive at the back seat, which suffers from the small rear windows that don’t let much light in and no sunroof to help. The Megane features vents and two USB-C charge points but space is tight.

Renault promises a 440L boot but it’s short and tall with a pronounced load lip and cyclists won’t like that the load bay doesn’t flatten out with the seats folded. The awkward opening button suggests a power tailgate but it’s all manual here.

The Megane E-Tech’s ride is beautifully resolved. Firm and athletic, no doubt, but sharp edges are rounded off by the springs and dampers. This translates into the most dynamic car on a good backroad though we were found wanting for a bit of extra steering weight for the delightfully accurate 2.2-turn lock-to-lock rack even in Sport mode.

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The front-mounted 160kW/300Nm e-motor never felt lacking in punch and drivetrain calibration is up there with the Kona.

Four drive modes manipulate steering weight, regen management and drivetrain response with a ‘Perso’ configurable setting.

There’s no one-pedal option (it creeps like an auto) but the Renault’s wheel-mounted pedals mean you can adjust regen power between four settings on the go. The Megane was comfortably the most efficient giving it almost the best real-world range. Its fast 130kW DC charging rate would make it most usable on a trip as well.

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? 1st: Hyundai Kona: 8/10

Lining up this comparison we had the mid-spec Kona Extended Range ($58,000) in mind but only the Premium was available for our dates.

The Premium’s biggest problem comes not from this quartet, but the cheaper base Ioniq 5 which is bigger and uses a bespoke EV platform with faster charging.

Yet the new Kona has a convincing response for (nearly) every question it’s asked. An interior that feels remarkably premium for a small SUV (yes there are hard plastics if you go looking) headlined by soothing light leather upholstery and heated/ventilated seats for front occupants.

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Technology is sharp with twin 12.3-inch displays and attractive graphics that are distinctly Hyundai.

Wireless CarPlay wasn’t enabled in our car but an over-the-air software update promises it shortly. Storage solutions abound just like the Renault, there’s the expected wireless charging and myriad USB ports from front and rear passengers as well as a three-pin socket.

In the second row, it’s a matter of preference whether the BYD or Kona is best. A fold-down armrest, wide bench, flat floor, and air vents make this a genuine family vehicle. The boot is biggest on test (507L) with a twin-height floor and bag hooks. It’s the exclusive carrier of a temporary spare tyre in this company, too.

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On the road, the Kona’s well-documented nannying driver attention and speed sign monitoring continue to annoy.

You can now shortcut to the menu using the configurable star button but it’s still not good enough. That four-star ANCAP rating needs mentioning, too, though the Kona was knocked down due to driver assist scores rather than crashworthiness.

Aside from those niggles, the Kona is the star all-rounder here. Even on the Premium’s 19s (that sap 61km WLTP range compared to the Extended Range’s 17s) it rides well. Cabin noise suppression is right up there with the Renault and there’s minimal audible suspension intrusion.

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It feels very familiar behind the wheel with the paddles to adjust regen efficacy from coasting to ‘i-Pedal’ model that can bring the Kona to a full stop.

It’s brisk away from the lights without the scrabbliness of the old Kona (thanks to the torque-restricted front motor). Visibility is the best of the lot and Hyundai’s 360-degree camera quality matches the BYD’s.

The Hyundai doesn’t fall over on a testing road either. Its brake feel and steering aren’t as sporty as the Megane’s, but the chassis is still plenty talented and – crucially – safe. The reassuringly weighty tiller adds confidence to proceedings.

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VERDICT

Leaving price out of the equation it’s easy to pick the all-round excellent Kona as a winner, but saddled with an ask north of a basic Ioniq 5 and Tesla Model Y the tested top-spec small SUV had a tougher time when it came to sifting through spec sheets.

The Peugeot’s status as a quirky curio best suited to the suburbs was reached unanimously, though splitting the Renault and BYD was more difficult.

The BYD drives well enough and is cracking value, yet its gimmicky styling, asterisk-filled warranty (four years for lights and suspension, three years for the infotainment and so on) and slow charging are detractors.

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The Renault’s five-year/100,000km warranty is shorter but it does cover all components.

It’s also a more pleasant car to drive with better efficiency and faster charging giving it the edge over the BYD. That it’s a desirable object does it no harm.

Ultimately, it’s the Hyundai that emerges with first place honours. The Premium probably would have won on its own but taking into account the broad range that kicks off at $54,000 is what sealed the deal. It’s undoubtedly the most complete and well-engineered electric small SUV on sale today.

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Specifications

In 2023, the Tesla Model Y wasn’t merely the world’s best-selling electric car – it was the most popular car, full stop.

No Taylor Swift tickets, then, for guessing that mid-sized SUVs have the most frenetic market activity of any EV category.

Audi, BYD, Polestar, Porsche, Skoda, and Volkswagen are all set to bring competitors to Australia later in 2024, but right now we have the first-ever electric cars from Ford, Subaru, and Toyota.

Ford has undoubtedly the most controversial nameplate, daring to trade on its V8 muscle-car heritage by calling its battery-powered crossover the Mustang Mach-E.

Subaru has gone all Latin with Solterra (a combo of ‘sun’ and ‘earth’), while Toyota has gone leftfield with the alpha-numerical bZ4X.

The Japanese brands’ EVs are more than mere architecture twins like the Hyundai Ioniq 5 and Kia EV6 platform buddies also in this group – they’re basically the same car with subtle design and spec differences.

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While the bZ4X offers a $66,000 front-wheel-drive variant as one key difference, we’ve opted for the $74,900 bZ4X AWD for proper price and technical (near) parity with the top-line $76,990 Solterra Touring AWD.

We did, however, choose to split the Korean twins to give us the two different levels of performance available for both the Ioniq 5 and EV6. We have the $84,000 Ioniq 5 Epiq AWD and for our 2022 Wheels Car of the Year winner, we’ve got the $79,590 EV6 GT-Line RWD.

Ford’s Mach-E is available from $72,990 in base Select form, though we instead selected the mid-range Premium that’s still rear-drive and quite a jump at $86,990 before on-road costs, though it brings the biggest battery and biggest on-paper range to the group.

We also have the mid-range model of the car they would all dearly love to outsell – the $78,400 all-wheel-drive Model Y Long Range.

JUMP AHEAD

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Ford Mustang Mach-E Premium

Oddly marketed Mach-E shines for range and curiosity

Ford’s newcomer, the Mustang Mach-E, makes a bold play for attention in the booming electric medium SUV category, wearing styling cues from the world’s best-selling sports car (somewhat awkwardly) and coming in swinging with a 358kW/860Nm GT AWD flagship that hauls itself from 0-100km/h in just 3.7 seconds.

As the brand’s first ground-up EV (albeit using a re-engineered ICE platform), the Mach-E is out to make a big impression and is instantly identifiable as a product of the Ford Motor Company – even though it doesn’t wear a single Blue Oval, which it eschews for stylised Ponies.

Fewer ponies in the paddock, though, because our budget didn’t stretch to the $104,990 GT AWD – so we settled for the mid-spec Premium rear-driver that offers 216kW/430Nm and falls inside the LCT threshold for efficient vehicles at $86,990 plus on-road costs, making it the priciest EV on test.

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And that’s after a pre-launch price adjustment lowered Mach-E entry points by between $2675 and $7000, with the range-opener Mach-E Select benefitting from the largest cut to wear a $72,990 sticker.

Press a small, circular button on the window frame and the Mach-E’s driver door pops open – a tiny winglet providing the handle. (Rear occupants don’t get winglets and instead grab the door edge.)

A black-on-black cabin treatment makes for a dark vibe inside, though there’s a tinted glass roof letting light in (as well as heat, seeing as there’s no sunshade).

From red-stitched perforated-vinyl seats that look and feel flat (and are crying out for seat ventilation), front occupants are presented with an appealing mesh-fabric-upholstered upper dash (with matching door trim inserts) that evokes 1980s Alfa, with a swathe of carbon-fibre-effect trim below.

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A Tesla-style 15.5-inch central portrait display screen and B&O audio also feature, with a dinky but functional cluster display and a nice leather wheel for the driver.

The rising beltline makes the rear equally dark, though forward vision is good, the bench is comfortable, and shoulder and leg room are great. There’s also central air-con outlets, plus USB-A and USB-C ports.

Back up front, the central display provides access to driving settings that make a big difference to how you get on with the Mach-E. With the level of braking regeneration tied to the drive mode, ‘Whisper’ allows for coasting while ‘Untamed’ brings heavier deceleration on a lifted accelerator, as well as an artificial propulsion sound that’s pretty unobtrusive, though it’s slow, gradual whirring would struggle to arouse anyone.

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Thankfully, you can switch it off. There’s also a one-pedal mode – and it’s essential for avoiding the horribly grabby brake pedal in urban driving.

With its respectable outputs, the 2098kg single-motor Mach-E is good for 0-100km/h in a quoted 6.2 seconds. But it doesn’t feel quick off the mark – only gathering pace briskly above 30km/h – and the power delivery is a fraction grainy. It’s way off the pace of the Ioniq 5 and Model Y, feeling more the level of the less powerful Solterra/bZ4X twins.

The Mach-E’s rear-wheel drive and underlying balance brings an unexpected reminder of former local heroes, with an arse-out attitude attempting to introduce itself when punched from slower corners (before it’s quashed by the electronics), as well as roll-oversteer when punting the Mach-E one-up in faster corners.

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Low-speed urban ride is unsettled and, in these conditions, the steering gives up little communication.

With speed and cornering load, the wheel starts to suggest some classic Ford tuning nous, yet the Mach-E’s ride continues to buck occupants in line with its nameplate. Sharp-edged back road bumps intrude more than in any rival here, and jar through the steering; larger undulations are dealt with more adeptly.

In the absence of engine NVH, other sounds are seemingly magnified and the Mach-E’s combination of surface-dependent tyre noise, road vibrations, and wind rustle around the side mirrors will grow tiring on a trip.

The Ford holds an ace in its large-capacity battery, however – at 91kWh it’s 21 percent bigger than the next-best Tesla, which it rivals for real-world efficiency at 18.0kWh/100km.

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The result is the Mach-E will go farthest on a charge – our test indicated a range of more than 500km – but takes the longest to top up.

Efficiency is unlikely to be enough, though. The Mustang Mach-E is relatively pricey, with a polarising image – the retro cues desperately trying to evoke an emotional response the powertrain can’t.

The Mach-E is far more conventional than the futuristic Ioniq 5, and lacks the oomph of the Hyundai and Tesla, which make better driver’s cars and superior family wagons.

Meanwhile, the Kia EV6 is a better fit if the oddly specific brief calls for an ‘SUEV’ that channels the Pony Car.

James Whitbourn

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Subaru Solterra Touring AWD

Twinning with Toyota doesn’t equate to a winning electric SUV

To drive the newly arrived Subaru Solterra and its sibling, the Toyota bZ4X, is to drive the same car … but for some subtle differences.

That’s true as tested, at least, with the $83,065 drive-away Solterra Touring AWD playing the $2854-cheaper bZ4X AWD with identical 160kW/337Nm dual-motor powertrains and broadly similar equipment.

It’s possible to have a $71,521 drive-away bZ4X front-wheel-drive, while the two-grade, AWD-only Solterra starts at $75,715 drive-away.

Brand loyalty may be the decider here, then, unless one of those subtle differences is a personal deal-breaker.

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Not content to redefine the medium SUV as a pricey, battery-powered manga machine, the Subaru also reinvents the wheel – the steering wheel, that is, which features in flat topped and bottomed form.

Sure, it works stylistically against the backdrop of the Solterra’s ker-azy Japanese dashboard – complete with goofy yet functional 7.0-inch cluster display, upswept console, and 12.3-inch landscape centre screen. But the hand position it promotes leaves something to be desired – the Toyota’s round wheel.

In further differences, the Solterra Touring gets black synthetic leather while our Toyota tester brought the no-cost-option light grey. Our Solterra featured a powered passenger’s seat and rear-seat heaters; the bZ4X ventilated front seats with manual passenger’s adjustment (including height).

Finally, there’s a robust Harman Kardon audio in the former and JBL sound in the latter, while both have that new-Subaru smell.

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Further range-standard kit includes Wireless Apple CarPlay and Android Auto connectivity, navigation, LED head- and tail-lights, a powered tailgate, a heated leather steering wheel, dual-zone climate-control with rear outlets, and front and rear USB-A and USB-C ports.

There’s also extensive standard safety tech including AEB, radar cruise control and road-sign recognition, as well as front, side, curtain, and front-seat centre airbags.

The Touring grade adds to the base spec with 20-inch alloys, a panoramic glass roof, wireless Qi charging, and advanced park assist.

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On the styling front, the test crew generally preferred the Toyota’s snout to the Subaru’s, which inexplicably looks like the Mustang’s. Perhaps there are only so many ways to not have a radiator grille.

Yet the drive experiences differ only in that the Subaru offers a noticeably livelier Power mode beyond both models’ Eco and Normal, and intuitive plus/minus column paddles to adjust the regenerative braking rate, rather than the Toyota’s centre-console button.

You quickly get used to the sensations of driving electrically, such as that faint buzz that follows you around, like you’re surrounded by a swarm of electromagnetically charged bees.

No synchronous motor will ever rival history’s great combustion engines for soundtrack, nor involvement, yet here you’re unlikely to miss the droning CVT and characterless four that would’ve had a run if global warming wasn’t a thing.

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Although the two-tonne Toyobarus’ outright performance lags behind most rivals, it has every EV’s syrupy low-speed torque, and with a 6.9sec 0-100km/h time they’re swift enough. Once rolling, the pair have a nice vein of mid-range urge that makes them agreeable in the city.

Ask easy questions of Solterra’s chassis and it’s quick to respond with a well-damped urban ride and easy-going, Japanese-light steering. However, a back-road grilling that introduces higher speeds, greater cornering loads, and lumpier surfaces sees the Subaru stammer.

A reluctant nose is the overlying trait, while lateral loads fail to make their way to the steering wheel, which remains resolutely numb.

The ride, while not the last word in polish around the city, reveals a more obvious mismatch between the front and rear damping, with slower bump recovery from the front pointing to a slightly underdamped setting, and a lively rear suggesting a tad too much rebound.

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As well, there’s some tyre drone and some wind rustle around the side mirrors, though both are more muted than in the Mach-E.

Country driving reveals a further shortfall. With the smallest battery here (at 64kWh usable) and a relatively high tested energy consumption – despite only modest performance – the Solterra (like bZ4X) provides a real-world range of just under 350km. (Subaru quotes a range of 485km on the NEDC test, which is more generous than the now industry-standard WLTP.)

Factor in the 150kW maximum DC fast-charging capability – to charge from 10-80 percent in a claimed 30 minutes – and the Subaru is also on the slower side to fill its cells.

We can appreciate that the economics of EV development and manufacturing mean this is an expensive product. But no maker can afford to leave so much on the table while asking customers to part with more than $80K for a five-seat electric SUV.

Or, to put it as one tester did: do you want an electric Forester that much?

James Whitbourn

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Toyota bZ4X AWD

Safe, sturdy and quietly punchy, though lacking any X-factor

Sharing development costs is nothing new for Toyota and Subaru. They’ve been doing it for more than a decade now with two generations of 86/BRZ coupes, so following the same principle with the first-ever EV for each brand clearly made a tonne of sense. Make that two tonnes.

Externally, the styling differences between the EVs are greater than 86/BRZ, with Toyota’s bZ4X arguably clinching victory over the fussier Subaru Solterra thanks to its smoother front-end, black-accented (same-design) 20-inch alloys, and cleaner tail-lights with a red light band spanning the width of its (electric) tailgate.

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Inside, the bZ4X AWD uniquely includes a round steering wheel and a ‘greige’ colouring to its synthetic-leather perforated seating and door trims that lightens the cabin mood considerably, though the exclusive front seat cooling whispers its effect rather than blows – even on maximum.

They share rear-seat USB-C ports, but the bZ4X misses out on the $2K-dearer Subaru’s wheel-paddle-adjustable regenerative braking (it’s simply on or off in the Toyota), and its one-pedal mode also works in name only, given that it can’t stop the car and doesn’t provide much braking retardation.

Unlike both generations of 86/BRZ, however, the bZ4X and Solterra are identical under the skin, meaning not only the same driveline and electrics (reportedly developed by Toyota) but also the same suspension tune (reportedly honed by Subaru).

And what that delivers is an unexceptional EV that feels solid and rides with a degree of firm authority (despite considerable tyre noise and surface sensitivity), yet lacks finesse in almost all areas and, perhaps consequently, any character. A base Corolla would drive rings around a bZ4X.

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Chief offender is the steering, which feels heavy-ish when parking but light and numb at speed, as well as leisurely in its response when deviating from straight ahead – the polar opposite of the ultra-keen Tesla Model Y.

The only saving grace is the bZ4X’s round steering wheel, which partly obscures the (basic) digital instruments but at least avoids the perpetual irritation of the Subaru’s heavily squared-off version.

The Toyobarus seem disinterested in changing direction and, while they display neutral handling balance when set up properly in a corner, they’re clearly front-biased, with both front wheelspin and power understeer rearing their ugly heads at times, despite being AWD. And it’s here, more than anywhere, that the Japanese EVs feel significantly inferior to their Korean and American alternatives.

At least the Toyota AWD’s electric drivetrain has its appeal, with a strong surge from a standing start and a 0-100km/h claim of 6.9sec (compared to 7.5sec for the bZ4X front-driver).

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Featuring a 64kWh (usable) lithium-ion battery and an 80kW/168.5Nm electric motor on each axle, Toyota claims a 10-80 percent charge time of 30 minutes at the maximum DC capacity of 150kW, which is competitive with cheaper EVs but well below the standard of the Hyundai and Kia.

Toyota also claims a combined WLTP energy consumption of 18.1kWh/100km, which is close to our 18.6kWh/100km test figure.

The bZ4X AWD’s range claim (WLTP) is a fairly average 411km, though the real-world range from our testing calculated to 344km, giving the electric Toyota the stumpiest capability on a country journey by just 2km from its Subaru Solterra twin.

On these adventures, you might notice that the designers have tried to give the bZ4X some interior sparkle, with meshed cloth dashboard trim, a classy 12.3-inch centre touchscreen, a reasonably impressive JBL stereo, a modest digital instrument pod mounted Peugeot-like above the steering wheel (in theory), and mostly sensible switchgear, as well as the aforementioned two-tone colour treatment.

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The seating is comfortable, front and rear – though lacking in rear under-thigh cushion support – and cabin space is competitive, but the detailing falls well short of what you’d expect for a list price of $75K.

For that kind of money, the bZ4X’s hard plastics, modest door storage, weirdly separated glass roof (it’s a single pane but has a headlining bar inserted across the middle), and cheap-looking instrument graphics are exposed. This is no Polestar rival for cabin slickness, let alone Hyundai’s designer-chic Ioniq 5.

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If you approach the Toyota bZ4X AWD pragmatically, it’s inoffensively appealing. It seems well-equipped, appears intriguingly different to a Corolla or Yaris, and costs just $180 a year to service.

We’re sure the bZ4X will provide painless, effective, and satisfying ownership for many customers – supported by the largest dealer network in the country.

But for a first-ever EV attempt this late in the game, we hoped for more from the bZ4X. It seems to be relying on the loyalty of Toyota’s ownership base rather than trying to introduce something fresh or interesting to the category. For the asking price, there are better, classier alternatives.

Nathan Ponchard

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Hyundai Ioniq 5 Epiq AWD

Timeless design meets great packaging and performance

Remember when car designers thought that a pukka Hybrid should somehow look like a Hybrid, and an EV should, for some reason, be slightly weird without being attractive or genuinely cool … aside from the decade-old, still-handsome Tesla Model S?

In more than any other area, the Hyundai Ioniq 5 has broken the mould for automotive design, in a way that EVs from many legacy manufacturers (such as Mercedes-Benz) have failed at spectacularly.

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Ultra-modern yet intriguingly retro and wonderfully individual, the Ioniq 5 ranks among the handful of 21st-century designs that can truly be labelled ‘instant classic’.

But styling alone isn’t enough to make a car – not in a Wheels comparison test anyway. Thankfully for the Ioniq 5, Hyundai seems determined to keep finessing its now three-year-old icon – turning what was already a quite impressive thing into something potentially even better.

Come mid-year, the Ioniq 5 gets comprehensively upgraded with a larger battery (84kWh versus 77.4kWh for this MY24 model, and Kia’s related EV6) for expanded range, a sportier N-Line variant, a stronger body structure, improved suspension tuning and noise isolation, re-engineered switchgear, revised infotainment, enhanced active-safety features, new bumpers and new wheels for MY25.

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We must applaud Hyundai for its perpetual desire to make the Ioniq 5 better, because many of those ‘revised’ areas mentioned are exactly where the MY24 model stumbles.

Not to any large degree, but enough to warrant further investigation – particularly its ride. While the 239kW/605Nm Ioniq 5 Epiq AWD is a hoot to hustle thanks to its superb grip, rear-biased handling balance, keen steering response and tremendous performance, its ride quality often sees it lolling about … in a somewhat charming way because it isn’t too discomforting, especially on smoother roads. It’s just not finessed.

Following an initially fairly terse primary ride, the Ioniq 5 will easily absorb big lumps at urban speeds – better than any EV here.

But this underlying plushness leads to it being underdamped at speed, where the lack of compression damping sees the Hyundai nudge its bump stops quicker than its rivals, with recovery also a little lax.

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It does all this in a smooth-edged fashion, but that contrasts starkly with the Kia EV6’s well-controlled firmness and level demeanour. If there’s one word you’d never use to describe the Ioniq 5’s ride, it’s ‘level’.

The Hyundai’s premium interior is a much classier, more expensive-looking and feeling place to spend time than the Kia’s (and its competitors), yet the flat 12.3-inch screens and hidden switchgear (the seat heating and cooling are buried in the centre touchscreen, for example) highlight its prioritising form and cost-savings over function.

That said, the MY25 model moves those controls, plus the wireless charging pad, to the centre ‘island’ between the front seats – much like the EV6 – for improved functionality. And the Ioniq 5 beats the EV6 for cabin lightness. Its low beltline and brilliant all-round vision make it a joy to drive simply for the view.

In the Ioniq 5 Epiq AWD, there’s also a glass roof with an electric sliding blind that protrudes from both ends before meeting in the middle – giving it the glassiness of the Tesla combined with proper sun protection on hot days.

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And while the same could be said about the Toyobarus, their curious centre beam robs their cabins of true airiness.

The Hyundai also offers some unique features such as camera-operated rear-view mirrors (which you do become accustomed to) and ‘Relaxation’ front seats that tilt backwards and have ottoman extenders for a quick, comfy nap while charging.

Speaking of which, it does so just as quickly as the Kia, taking 18 minutes to charge from 10-80 percent, while suffering little in real-world range (392km according to our testing and maths), despite its searing 5.2-second 0-100km/h acceleration.

The WLTP claim is 454km, so perhaps the AWD variants of Ioniq 5 and EV6 actually make more sense given their huge performance lift – especially when punching out of corners.

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Where the rear-drive Kia squeals its Continentals and ignites the ESC (unless you disable traction control), the lusty Ioniq 5 AWD hunkers down on its Michelins and charges ahead.

Judging by the extent of its forthcoming updates, I think the best is yet to come for the non-N Ioniq 5. But even as assessed here, it’s an interesting, rewarding and well-equipped EV.

If the MY25’s proposed improvements prove successful, the Ioniq 5 could place even higher in a future similar comparison, even with its comparatively small boot (versus the Tesla’s gaping cavity). That’s how good the rest of this design icon still is.

Nathan Ponchard

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Tesla Model Y Long Range

Ubiquitous ev combines popularity with genuine ability

The coupe-crossover carves keenly into the long left sweeper, settling onto its outside tyres with a neutral mid-corner attitude before riding a syrupy tidal wave of torque from apex to exit.

We haven’t previously been that enamoured with the Model Y’s dynamics, tested earlier in base RWD and flagship Performance guises, yet the ride and handling of the mid-spec Long Range is proving to be surprisingly good – at least on our long country test loop.

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We’d love to explain why this variant seems better to drive, but it would be easier to stage our own mission to Mars in a SpaceX rocket than extract specific information out of Tesla.

It’s almost impossible to escape Australia’s best-selling electric medium SUV, probably in ubiquitous Deep Blue like our test car – in a traffic jam, at the shopping centre, or in your neighbour’s driveway. The Model Y was private Aussie buyers’ favourite car in 2023.

In this trim, it produces 286kW and 510Nm unofficially (did we mention that Tesla is not big on providing specs), does 0-100km/h in a claimed 5.0sec, and unofficially draws from a 75kWh (usable) nickel-manganese-cobalt (NMC) battery to provide a claimed WLTP range of 533km. Our testing suggested a real-world 424km.

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Taking advantage of 250kW DC fast-charging capability, the Model Y is said to add 261km of range in 15 minutes, and our pit stop at a suburban Sydney Supercharger suggested this claim is on the money.

Highly equipped from the $65,400 (plus ORC) rear-drive range-opener, North America’s Shanghai-built SUEV brings a 15.0-inch touchscreen display, dual wireless smartphone charging, a glass roof, synthetic leather, a 13-speaker sound system, powered front seats, heated seats and steering wheel, powered tailgate, a dashcam, and 19-inch alloys.

To this, the $13K-pricier Long Range adds dual-motor AWD and … LED fog lights. Our tester came in extra-cost Deep Blue Metallic (of course) with a white interior for $1500 apiece.

On the safety front, every Model Y packs seven airbags including a front-centre unit, and safety tech such as AEB, blind-spot assist, lane-keep assist, reverse and side-view cameras, tyre-pressure monitoring, automatic high beam, and an intelligent speed limiter.

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The Tesla offers out its neat flush door handles by way of an introduction and, with the brand’s reputedly rising build quality, they’re increasingly unlikely to come off in your hand.

Cool frameless door glass provides a fleeting nostalgia hit because, from here on in, futuristic minimalism pervades.

The brand-signature central infotainment display dominates the cabin by virtue of its sheer size, and the fact you need to interact with it to do anything in a Model Y. The Tesla’s is certainly not the most intuitive interface if you’re fond of, say, wiper stalks or climate-control buttons, but it may be okay if you were raised by an iPad.

Think of the whitest thing you can, then add a bottle of White King, and you have the Y’s optional upholstery. It’s bright! And highly unlikely to hold up to the ravages of family life.

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It’s also non-ventilated and unperforated vinyl, so expect to suffer some form of builder’s crack on baking summer days.

There’s more matte-white on the dash and door trims – which also feature Alcantara inserts – and, just to brighten up the place, that massive glass roof (which also does a fine job of heating up the cabin).

A three-position backrest, a flat floor and central air-con outlets feature in the spacious second-row, with a huge cargo bay behind – accessed through a generous aperture – featuring a shallow loading lip and an Esky-sized bin beneath. There’s also a 117-litre front boot.

Driving the Model Y is as easy as tapping your key card behind the console cupholders, then selecting Drive using the column stalk (now gone from the updated Model 3 sedan twin) while pressing the brake. The Tesla conquers city driving effortlessly, though its fixed-rate regen is overly draggy for some tastes and its low-speed ride is often busy – and noisy.

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At suburban speeds, the Model Y’s poise, grip, and quick, crisp steering satisfy. It carries these qualities into its back-road behaviour while confidently despatching all but the biggest hits, which ruffle the chassis’ composure.

Like them or not, the most potent EVs have twin-turbo-V8-grade torque, and shifting the Tesla from 60km/h to 110 simply requires a brief stretch of your right foot’s toes. It’s impressive performance.

Yet Tesla’s attempt to simultaneously status signal and virtue signal surely violates one of the fundamental laws of nature.

If its popularity is any guide, the Tesla Model Y is the height of automotive fashion. It’s not, however – it’s merely a reminder that we are herd animals. I mean, how else do you explain why 28,769 buyers last year overlooked cooler and more polished alternatives to choose this stylistic nod to the Little Tykes Cozy Coupe?

James Whitbourn

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Kia EV6 GT-Line

2022 COTY winner proves it still has what it takes

If Toyota and Subaru completed their joint EV development via the path of least resistance, then Kia and Hyundai have shown us with the EV6 and Ioniq 5 what’s possible when the approach is both holistic and comprehensive.

Admittedly, both brands are wholly owned by the Hyundai Motor Company (rather than being co-conspirators like Toyota and Subaru), yet considering their shared development and EV underpinnings, these twins-under-the-skin are surprisingly different in their personalities – certainly in the areas that you can see, touch and feel.

What sets the EV6 apart, however – both from its close Hyundai relative and its main competitors – is the consistency of its all-round abilities. It’s a pertinent reminder as to how the Kia EV6 range managed to score a Wheels COTY win in 2022.

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Our test EV6 GT-Line RWD ($79,590) cedes quite a bit of output muscle to the Ioniq 5 Epiq AWD ($84,000), though our intention was to show the two different flavours available in both vehicles – each with their own personality traits and drivetrain benefits.

There’s no doubt the 168kW/350Nm rear-drive EV6 GT-Line feels slower and less grippy than the 239kW/605Nm Ioniq 5 AWD, but with its superb chassis balance and decent 7.3sec 0-100km/h time, the mid-spec EV6 still has loads to recommend it when it comes to dynamic ability and driver reward.

Indeed, the rear-drive GT-Line feels quicker than its acceleration claim suggests, and given its rear-drive foundation (rather than being front-biased like the Toyobarus), it’s also better at putting its power down – especially if you disable traction control with a quick stab of its ESC button (while retaining all the safety benefits of its stability system) when attempting to tame a twisty road. Think of it as an ESC Sport calibration.

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Doing so lets the EV6 breathe in corners, with delightful adjustability from its rear end combined with subtle tweaking from its ESC system. Handling is excellent and steering response is measured yet precise.

But what underpins these admirable qualities is the EV6’s terrific ride – easily the quietest, best-controlled and most serene of this bunch. And because the EV6 is so adept at absorbing what’s raging beneath, it can be driven with calming confidence on virtually any surface without disturbing its occupants.

About the only downsides are tyre squeal when pushed in tighter corners (this is a 2000kg car wearing comfort-biased 255/45R20 Continental Premium Contact 6 tyres) and ESC intrusion if you don’t switch it to the half-way point, though if either of these is a concern, there’s always the $87,590 GT-Line AWD with its Ioniq 5 AWD-matching outputs, 5.2sec 0-100km/h time, and the cabin-brightening benefits of a large electric glass sunroof.

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That last feature could come in handy because the rear-drive GT-Line’s all-black interior is very dark.

Spacious and comfortable, yes, but also a bit like falling down a well. When you’re seated up front, hugged by superb heated and ventilated buckets with perforated mock-suede upholstery, it’s not such an issue, but back-seat passengers might appreciate a bit less visual heaviness in their lives.

In this area, the EV6 is the opposite of the light-and-bright Ioniq 5. The Kia also misses out on the Hyundai’s interesting cabin materials – instead favouring a far more traditional (meaning less expensive) approach.

But it compensates with its intelligent, ergonomic switchgear placement, its curved twin 12.3-inch screens, and its all-round ease of use (such as placing the wireless charging pad high and close to the driver, mounting its drive-mode button on the steering wheel, and perhaps even its conventional gear-selector dial).

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The Kia’s 14-speaker Meridian stereo is also superior to the Hyundai’s disappointing Bose, though both are comprehensively blasted by the Tesla’s ear-splitting audio, as well as the JBL and Harmon Kardon systems in the Toyota and Subaru.

As for charging and all-round efficiency, nothing can match the Kia’s 10-80 percent charge time of just 18 minutes … except for the Hyundai. And on test, the EV6’s 18.2kWh/100km consumption and 407km real-world range placed it comfortably third – neatly between the second-place Tesla and the Hyundai in fourth.

Kia’s WLTP claim is 504km for the GT-Line rear-drive and 484km for the AWD.

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Yet the most difficult aspect in assessing the EV6 was trying to come up with negatives for its plus-and-minus panel.

Some people may not appreciate its sombre cabin environment, but at least its climate control works quite well and there’s ambient lighting in 64 colours!

Others may find it a little dated in appearance compared to Kia’s latest design heros (such as EV9 and the forthcoming EV5), though you can hardly criticise the EV6’s distinctive, coupe-like shape, which fails to have any impact on its impressive packaging efficiency.

The EV6 has arguably taken a back seat to the more high-design Hyundai Ioniq 5 in terms of both media attention and design praise, but that takes nothing away from this electric vehicle’s immense breadth of ability. In avoiding both the highs and lows of its medium EV rivals, the Kia EV6 GT-Line quietly and satisfyingly proves that the loudest voice isn’t always the smartest.

Nathan Ponchard

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Winner

Difficult-to-fault Kia slays its rivals with consistency

Given that they cost between $75-87K before on-road costs, it’s reassuring to know that none of these EVs are duds. But three of the six could be categorised as disappointing.

The Ford Mustang Mach-E Premium brings up the rear, despite the electric Pony Car’s benchmark range and impressive efficiency. It’s sluggish off the line, unrefined at times, surprisingly unresolved in its dynamics, and underdone when it comes to cabin materials and thoughtful design.

In global terms, it’s already an old car – unveiled in 2019 in the US – so as Ford Australia’s great new EV hope, it falls some way short of where it needs to be in 2024.

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Despite the Toyota and Subaru’s relative lack of range, they beat the Mach-E because of their consistency.

They do most things quite well but nothing with any degree of distinction or panache, which unfortunately reminds us of the mediocrity of older-generation Toyotas – not the slick, classy, polished feel that has defined more recent attempts such as RAV4 and Corolla. For a new-from-the-ground-up design, they don’t feel like it.

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That leaves the Hyundai Ioniq 5 Epiq AWD, the Kia EV6 GT-Line and the Tesla Model Y Long Range.

The Hyundai is by far the coolest EV here – its design transcends its price and brand image like few cars in history – and its charging technology, drivetrain performance and outright acceleration and grip are all stupendous. But its lolling ride quality impinges on its otherwise-terrific handling and driving character.

The Tesla is the opposite. Chunky hips and classy frameless doors aside, its design is so unspectacular that if you were searching for what a generic ‘car’ looked like, it would probably be a Model Y (or a Model 3).

Its hot, reflective cabin struggles in summer weather and its wilfully different control layout takes some getting used to … but its packaging is brilliant, its steering and handling are infectious, and its all-round entertainment factor is huge. Sealing the deal is its outstanding stereo – easily the best here – as well as Tesla’s comprehensive fast-charging network.

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The EV6 GT-Line is a more cohesive car. Like the Tesla, not everyone loves the way it looks, but at least it’s distinctive. And the more you ask of it, the better this Kia gets.

Sure, the rear-drive EV6 lacks the AWD version’s corner-exit thrust and grip, but it offers plenty of punch, is still highly entertaining in corners, and is undoubtedly the best-riding, most refined, most comfortable and most resolved EV of this sextet.

It brings the latest 800-volt EV technology to the table, yet it doesn’t cost the earth, and it’s covered by the longest warranty.

Again, it’s not perfect, but as a likeable, characterful, genuinely useful medium-sized family EV, the EV6 is yet to be surpassed.

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Specifications

Medium electric SUVs: tested efficiency

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In a strange twist of fate, electrification has made medium sedans cool again. Camry, Sonata, and Mazda 6 are the only notable names left in the ICE camp besides Skoda’s liftbacks.

The Tesla Model 3 is the default and sells strongly month-on-month but new faces, such as the BYD Seal, Hyundai Ioniq 6 and recently updated Polestar 2 have rejuvenated competition in the middle class’s old favourite segment.

For simplicity, we’ve ignored (Seal notwithstanding) the high-performance variants because they push beyond $80K, and Jez is examining dearer sedans in detail next month.

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Forty-nine thousand dollars is where the nearly 4.8-metre long BYD Seal Dynamic starts with a 460km driving range, 150kW, connected technology, and a 12.9-inch rotating central touchscreen.

There’s also enough space for four on board. The Premium ($58,798) ups driving range to 570km WLTP and the Performance ($68,798) allies two electric motors for 390kW and a claimed 0-100km/h time of 3.8 seconds. That’s bloody enticing.

It all starts to fall apart from the driver’s seat, though: clumsy drivetrain calibration, unpleasant steering and unpredictable handling. We’d put our circa-$50K towards the Atto 3 small SUV which, without any performance pretense, isn’t so disappointing.

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The Polestar 2 was overhauled in August with minor styling tweaks and a major powertrain reconfiguration – switching from front- to rear-wheel drive.

A more compliant ride and enhanced efficiency improved the Polestar experience and customers retained the ability to choose myriad options to personalise their 2.

Style was never a shortcoming for the Sino-Swedish sedan; nor was material tactility. But it’s not a cheap option despite an attractive starting price of $67,400 for the Standard Range and the back seat experience could certainly be better.

If you want the Long Range ($71,400) getting stuck into the configurator easily pushes the price to and beyond $80K. A great choice for design-oriented buyers who appreciate the finer things in life.

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That leaves the two we awarded equal scores in a three-way comparison (including the Seal, Wheels February 2024).

The Hyundai Ioniq 6 is saddled with a higher price and quite a lot less kit in the entry-level Standard Range ($65,500) with a WLTP-certified 429km from a charge. We reckon the Dynamiq RWD (514km WLTP, $77,500) is the Ioniq 6 sweet spot.

Tesla, however, gives you pretty much everything in the $61,900 Standard Range spec including LFP battery chemistry that will more regularly accept 100 per cent charge with less degradation. It’s also more efficient than the Ioniq 6 with that on-paper gulf opening in real life – the base Tesla scores 513km in the combined WLTP.

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A bigger NCM battery (629km WLTP) and AWD justify the $10K upcharge for the Long Range.

It gets the same upholstery, seat adjust, ventilated seats, and although the base stereo is plenty good the upgraded 17-speaker item is fabulous. The Hyundai has greater legroom but the Tesla has more toe and head room.

Technology-wise, the Ioniq 6 gets a pair of 12.3-inch screens, one touch for the main HMI and an attractive digital driver’s display – something Tesla misses out on. The power and ability to connect the car to your phone will excite buyers in touch with cars rather than the world of consumer technology.

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That said, Tesla’s phone-like software is deeply intuitive and will please those who love talking tech.

There’s also the ability to stream video (including on the new rear-seat screen) as well as run Spotify and other applications natively rather than using phone mirroring (wired in the Ioniq 6 and non-existent in the Model 3). Computer on wheels is an apt cliché in the Model 3’s case.

Tesla’s latest update (which, like the Polestar 2, was heavily focused on what’s underneath) did away with ‘unnecessary’ indicator and shifter stalks – though after experiencing it we question how unnecessary stalks are – that save construction complications and lower costs. There’s also a more compliant chassis tune with new knuckles and bushes.

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This brings the Tesla closer to the Ioniq 6 for driving experience but the overall package remains unsophisticated.

Where the Model 3 will hit bump stops and deviate its course over nasty mid-corner bumps, the Ioniq 6 remains steadfastly composed.

In town, the Model 3’s suspension is still noisy despite a focus on NVH improvements (there’s almost no wind noise), the same can’t be said for the Ioniq 6 – you could hear a pin drop onto the Hyundai’s plush interior carpet.

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Both have fantastic drivetrain calibration, though, with just the right response from the accelerator and brake pedals. All variants are quick, but both Model 3 trims deliver a more savage snap when you squeeze the accelerator.

Hyundai’s Ioniq 6 range is broader, charge time shorter, and from behind the wheel you can tell it’s engineered by a car company rather than a tech one – not to mention its 18-minute fast-charge time.

The updated Model 3 is agonisingly close, but it’ll probably take Tesla’s eager engineers another generation to produce a car that beats the Ioniq 6 entirely on engineering and driving experience. So the Hyundai remains our pick.

The Mazda CX-8 and Mazda CX-9 three-row large SUVs have been axed globally, with both vehicles to be eventually replaced by three more-premium models: CX-70, CX-80 and CX-90.

Mazda Australia announced the CX-9 would be discontinued locally about 12 months ago – and directly replaced by the more-expensive CX-90 available now – though it ordered enough stock to last into 2024.

A spokesperson for the brand told WhichCar “just over 100” examples of the Mazda CX-9 remain available in new-car dealer stock.

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In 2023, 4696 examples of the Mazda CX-9 were sold in Australia for an average of 391 vehicles per month – meaning now might be your only chance to pick up a brand-new CX-9.

More supply is available for the smaller CX-8 three-row SUV, which ended production in Japan in December 2023.

The Mazda Australia spokesperson said the brand has “roughly” two months’ worth of CX-8 supply in new-car dealer stock, mostly front-wheel-drive Sport, Touring and GT SP petrol variants.

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Based on the CX-8’s average monthly sales number in 2023, Mazda Australia would have around 900 examples left to sell, with the model expected to be sold out by the end of May.

Another model recently discontinued by Mazda Australia is the MX-30 mild-hybrid and all-electric small SUV.

According to the brand, one new MX-30 Electric model remains available, while around 60 mild-hybrid examples are in stock.

Mazda Australia will launch the two-row CX-70 and three-row CX-80 large SUVs this year, which – along with the CX-60 and CX-90 – should assist in reclaiming some of the circa-10,000 annual sales lost from the deletion of the CX-8 and CX-9.

Mazda CX-8, CX-9 and MX-30 stock update

The OCTA unleashed. Read about it here!

Original story continues

Land Rover has teased a new flagship for the Defender range that it says will be the “toughest, most capable and most luxurious Defender ever.”

Badged as the Defender Octa, the new model is powered by a mild-hybrid twin-turbo V8 and will debut a clever hydraulic suspension set-up that Land Rover calls 6D Dynamics.

We don’t know exactly how much power the Defender Octa will make just yet, or exactly what V8 will sit under the bonnet, but the promise of twin-turbos suggests the same 4.4-litre unit found in the fresh Range Rover Sport SV.

What we do know it is will be more powerful than the current supercharged 5.0-litre V8 Defender which makes 368kW and 610Nm.

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Land Rover’s images show big Brembo brakes will provide greater stopping power, while sportier, hip-hugging seats will also feature inside.

A new suspension system, known as 6D Dynamics, will help fulfil Land Rover’s promise that the Octa will be the most capable Defender ever.

Instead of traditional anti-roll bars, the Octa will pair air springs with hydraulically cross-linked dampers to help maintain a “near level stance during acceleration, braking and cornering on-road, while also maximising independent wheel travel and articulation across the most demanding off-road terrain”.

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If that sounds familiar, it’s largely the same tech you’ll find on many high-performance, road-focused luxury SUVs like the Porsche Cayenne and Audi RS Q8.

The V8 Defender’s long-standing and recently facelifted rival, the Mercedes-AMG G63, has also moved to a similar hydraulic suspension set-up. Now there’s a two-car comparison test we’re looking forward to.

As for the Octa name, Land Rover says it’s derived from a diamond’s eight-sided octahedron shape, which is why you’ll also find a new encircled diamond graphic at various points around the car.

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The new diamond badge, which Land Rover says is “representative of the vehicle’s strength, resilience and desirability” is stuck onto a sand-blasted disc of titanium and will identify all flagship Defender models going forward

An update for the 2024 Toyota Yaris Cross light SUV has landed in Australia.

The changes applied to the Yaris Cross are headlined by the addition of a larger 8-inch touchscreen running Toyota’s latest infotainment system, with wireless Apple CarPlay and Android Auto connectivity.

It also supports updated Toyota Connected Services functionality, which sees the previous three-year free trial move to a shorter 12-month complimentary period.

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GXL variants and above receive connected satellite navigation, which costs $12.50 per month to maintain after the 12-month free trial period expires as part of Toyota’s ‘connected multimedia’ subscription.

All variants are also fitted with a new 7-inch digital instrument cluster, which replaces analogue dials and a 4.2-inch multi-function display.

There’s also a new upper grille pattern and seat trim patterns for all variants except the GR Sport, a large rear side spoiler, new ‘HEV’ badges, and additional USB-C charge ports throughout to replace USB-A sockets.

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Active safety improvements include motorcyclist and vehicle head-on detection for the autonomous emergency braking system, which also has enhanced intersection detection during the day.

Emergency steering assist is now available for all Yaris Cross variants, while the cameras and sensors for the adaptive cruise control and lane-keep assist now operate over a wider area.

GXL variants and above add safe exit assist – which uses the same radar as the blind-spot and rear cross-traffic alerts – to prevent ‘dooring’ other road users, and low-speed emergency braking in forward and reverse when parking if an imminent collision is detected.

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Rear-side privacy glass is also added to the GXL, GR Sport and Urban, while the entry-level GX has additional convenience features, including sunvisor mirror lights, two rear grab handles, and a softer armrest.

Prices have increased between $880 and $950 for all 2024 Toyota Yaris Cross variants.

In December, Toyota Australia confirmed the Yaris Cross had gone hybrid-only, with petrol-only variants deleted from the line-up due to strong demand for the electrified powertrain.

JUMP AHEAD

• 2024 Toyota Yaris Cross pricing
• 2024 Toyota Yaris Cross features
• 2024 Toyota Yaris Cross colours
• Engine, drivetrain, and fuel economy
• Safety
• Dimensions
• Warranty and servicing

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2024 Toyota Yaris Cross pricing

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2024 Toyota Yaris Cross features

2024 Toyota Yaris Cross GXL features

2024 Toyota Yaris Cross GR Sport features

2024 Toyota Yaris Cross Urban features

Toyota Connected Services is standard on the Yaris Cross. Available features include automatic collision notification, SOS emergency calls, stolen vehicle tracking, guest driver settings, vehicle function statuses, and current vehicle location.

The SIM-based service is complimentary for 12 months from the date of vehicle delivery.

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2024 Toyota Yaris Cross colours

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Engine, drivetrain, and fuel economy

Front-drive hybrids use a 1.5-litre Atkinson cycle petrol engine paired with two electric motors, for a maximum combined 85kW power output. It is matched to a CVT automatic transmission.

All-wheel drive versions use the same hybrid engine and battery set-up as the front-drive hybrid, but add a 4kW/52Nm electric motor to the rear axle for improved grip in slippery conditions.

This variant can send up to 100 per cent of the power to the front wheels, or split delivery 40 per cent to the front and 60 per cent to the rear.

Torsion-beam rear suspension features in front-wheel drive variants, while the all-wheel drive includes a multi-link setup.

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Safety

The Toyota Yaris Cross is covered by a five-star ANCAP safety rating, based on testing conducted under the 2020-22 criteria. This rating covers all variants sold in Australia.

Eight airbags, including a front-centre airbag, feature across the range.

Blind-spot alert, rear cross-traffic alert, safe exit assist, front/rear parking sensors, and low-speed emergency braking are available on GXL grades and above.

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Dimensions

The Toyota Yaris Cross has a wheelbase of 2560 millimetres, and is 4180mm long, 1765mm wide and 1560mm high.

Despite sharing its name with the Yaris hatchback, the Yaris Cross is 240mm longer, 20mm wider and 85mm taller.

2024 Toyota Yaris Cross boot space

Front-drive Yaris Cross models have a 390-litre boot when the floor is in its lowest position.

In AWD trims, space falls to 314L due to the rear electric motor and independent rear suspension.

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Warranty and servicing

The Yaris Cross is covered by Toyota’s five-year/unlimited-kilometre vehicle warranty.

If a Toyota dealer services the vehicle, a seven-year warranty applies to the engine and driveline, while a 10-year warranty covers the hybrid battery.

The Japanese manufacturer also offers customers capped-price servicing, with the first five visits to a dealer for servicing costing $250 each.

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Okay folks, time for your best Dr Evil impersonations: Genesis, the luxury arm of Hyundai, has revealed plans to create its own performance sub-brand to rival AMG, BMW M and even Porsche.

Its name? Magma.

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Created to spawn an entire range of performance models, Genesis revealed four Magma concepts at the New York Motor Show ranging from ‘go fast’ versions of the GV80 Coupe SUV, G80 sedan, GV60 mid-size SUV and the sleek two-door X Gran Berlinetta concept.

Genesis says it “ultimately aims to develop a high-performance Magma model for each production vehicle in the existing lineup, maximising both aesthetics and performance.”

The Korean brand has even drafted in motor racing legend and six-time Le Mans winner Jacky Ickx to help develop the new range of Magma models.

The first concept set to make production will be the GV60 Magma Concept, an electric mid-size SUV likely to utilise the same hardware that underpins the well received Hyundai Ioniq 5 N.

As Genesis’s first dedicated EV, the regular GV60 uses the same E-GMP platform as the Ioniq 5 and Wheels COTY-winning Kia EV6 however it will benefit from “improved battery and motor technology”.

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Genesis is yet to reveal any details about the GV60 Magma’s powertrain, but for reference, the Hyundai Ioniq 5 N produces 478kW and 770Nm in Boost Mode.

The Hyundai also has unique driver-focused features like a simulated 8-speed gearbox, a drift mode and a convincing combustion-car soundtrack.

“The GV60 Magma Concept will deliver ample power, instilling customers with the confidence to drive with pure excitement and exhilaration,” said Genesis chief creative officer, Luc Donckerwolke.

Outside, the GV60 Magma’s body has been widened and lowered to improve its centre of gravity, and there’s a greater focus on cooling for the batteries, e-motor and brakes courtesy of larger front intakes.

Pumped-up wheelarches house 21-inch aero disk wheels and fins have been placed on the roof to direct air towards a new, downforce-generating rear wing.

The cabin has also been enhanced with bucket seats and fresh upholstery that combines Nappa leather and suede with double-diamond stitching in Magma’s signature orange colour.

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Genesis bringing Magma to Australia

Aussie customers will have the chance to buy the full range of Magma models, however the company’s local arm couldn’t confirm when they might arrive Down Under.

“Yes, we will take them but there’s no word on timing just yet,” a company spokesperson told Wheels.