Embarking on a road trip is not just about reaching a destination; it’s about the journey itself—the winding roads, breathtaking views and stops along the way that create those core memories for you and your family or friends, that will stay with you for years to come.

It’s also a fantastic excuse to get out of the office and drive a new car. So when Mahindra offered us to try their top-spec XUV700 we set out on an adventure from Melbourne to Daylesford, a journey that showcased the best of Victoria’s countryside.

The Mahindra XUV700  (pronounced: XUV seven double-oh) is the second new SUV recently launched by the Indian brand in Australia, following the off-road focused Scorpio. With plans for more SUV releases, Mahindra aims to establish itself as a leading “SUV brand” in the Australian market, moving away from its current international rural and agricultural image.

Our expedition commenced from the Wheels office in Melbourne’s south-east on a surprisingly nice Melbourne day, where we eagerly awaited the start of our journey. After all, how can you not be excited about the proposition of a road trip on a sunny day?

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Hopping inside the Everest White Mahindra XUV700, we were greeted by a spacious and inviting cabin. The premium white leather upholstery and ample legroom ensured that every passenger could relax and enjoy the journey in comfort. We were in the top-spec AX7L which packs in everything the XUV700 range has to offer, and for only $39,990 drive-away its clear to see the fantastic value proposition you’re stepping into.

At the heart of the dashboard lay an impressive 10.25-inch touchscreen infotainment system, seamlessly integrated with a matching 10.25-inch digital instrument cluster. The interface provided easy access to navigation, music, and vehicle settings, allowing us to customize our driving experience with just a few taps.

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Whether it was adjusting the climate control or selecting our favorite road trip playlist via Apple Carplay, the XUV700’s dashboard layout proved to be a valuable companion throughout our journey. And thankfully the air con was controlled by physical buttons and not through the screen, which we’ve struggled with in other marques before.

Similarly most of the touchpoints were quite pleasant to the touch, with the use of leather upholstery on the steering wheel and gear knob an impressive addition considering the price. The trim of the seats however, was entirely made of a soft feeling synthetic leather, but we weren’t able to really tell the difference.

As we made our way towards Daylesford, freeway driving was made simple with safety assist features like the adaptive cruise control and lane keep assist. Music was a contentious point in the cabin as we debated if Spotify’s road trip playlist or Outback hits was the ideal choice through the 12-speaker SONY stereo system.

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The memory seat function proved invaluable, ensuring seamless swaps between drivers. With just the press of a button, we returned to our preferred seating configuration, eliminating any frustrations of switching.

Our first pit stop was Lake Daylesford –about 134km away– a serene oasis nestled amidst lush greenery. The panoramic sunroof of the Mahindra XUV700 allowed us to appreciate the beauty of the surroundings. We soaked in the breathtaking views of the serene oasis, while the spacious boot accommodated all our essentials (sneakers) for an impromptu lakeside stroll. It’s stepping out of the car where I first noticed how the Mahindra logo looks somewhat like a chrome butterfly, which the brand has been using exclusively for their SUV portfolio. We finished our coffees and headed off to our main stop.

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Arriving in Daylesford, we were captivated by the town’s vibrant atmosphere and bustling main shopping strip. Although I’d been here plenty of times, I never get sick of the town. We parallel parked the Mahindra XUV700 along the main street which was made easy by the the parking assist technologies. Borrowed from Hyundai, the XUV700 features a live video feed of the blind spot in the digital instrument display when indicating a turn. This paired with the 360 degree camera removed my worries about parking a seven seater in a narrow spot (although I’m a notoriously cocky parallel parker).

Eager to explore the charming boutiques, cafes and art galleries that lined the main street I broke away from the group to explore. As I strolled through the streets of Daylesford, I couldn’t help but appreciate the seamless blend of old-world charm and modern amenities that the town had to offer.

We regrouped at the famous Pastry King Cafe and Bakery I grabbed a pie and a ridiculously yummy eclair for lunch. After wrapping up we embarked on a scenic drive through the picturesque countryside surrounding Daylesford, to soak in the natural beauty of the region.

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The Mahindra XUV700 handled the winding roads well, its light steering and unoffensive suspension ensured a comfortable ride for all. Along the way, the tyre pressure monitoring system provided peace of mind, as it could alert us to changes in pressure should they arise.

As a final stop we made our way to the Hepburn General Store, a cute little store offering an array of local produce and artisanal goods. As soon as we stepped inside the store I knew I’d be walking out with a new mug or two. It didn’t help knowing that there was plenty of spare space in the car to fill with gifts.

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During our drive back home the day grew quite warm and sometimes the stop-start system would shut off the engine for too long in traffic, causing the air-conditioning to struggle to maintain its coolness.

On a more positive note, the second row is impressively designed. The rear doors open wide, and the rear seats providing rear passengers with a spacious area and large windows to enjoy view of the outside world. There’s ample knee and foot room, and the almost nonexistent transmission tunnel contributes to the sense of spaciousness.

As far as road trips go, the Mahindra XUV700 AXL7 was the perfect companion for this group of music-debating car journos. It provided ample features and exceeded expectations, especially considering its price, making it a compelling choice in terms of value.

This is the Taycan Turbo GT. It still has no turbo, but it’s comfortably Porsche’s most powerful series production model of all time.

With up to 815kW and 1340Nm at its disposal, the Taycan Turbo GT claims a 0-100km/h time of just 2.2 seconds.

For those keeping score, those numbers make the Taycan Turbo GT markedly quicker than not only the Taycan Turbo S (2.8sec) but also the tightly-packed Porsche 918, 991 Turbo S and 991.2 GT2 RS trio (2.6, 2.7 and 2.8sec respectively).

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To achieve this level of performance, Porsche has equipped the Taycan Turbo GT with a more powerful and efficient pulse inverter on the rear axle, using silicon carbide semiconductor materials.

An expanded use of carbon-fibre has also reduced total weight by up to 75kg compared to the 2295kg Taycan Turbo S.

Accessing the Turbo GT’s highest performance capability comes through the new ‘Attack Mode’, delivering up to 120kW more (to achieve that 815kW figure) for 10 seconds. This feature is inspired by the push-to-pass function used in Formula E racing cars, providing an instant increase in power for overtaking or achieving faster lap times.

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All of this comes together to give the Taycan Turbo GT new record lap times for an EV in its Weissach Package form, hitting 1:27.87min at Laguna Seca and 7:07.55 on the Nordschleife.

That impressive latter figure, while 26 seconds quicker than the Taycan Turbo S managed, is outdone by a number of recent petrol-powered Porsche heroes. [↗]

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2024 Porsche Taycan Turbo GT pricing for Australia

The Taycan Turbo GT will join the recently refreshed 2024 Taycan range in Australia from the middle of this year, priced from $416,600 before on-road costs.

Volkswagen Group (VW, Audi, Skoda and Cupra) has stepped away from the policymaking committee of Australia’s peak car industry body over conflicting views on the federal government’s proposed efficiency standards.

The German brand’s decision is the latest move against the FCAI’s position on Australia’s proposed New Vehicle Efficiency Standard, after EV brands Tesla and Polestar announced they were leaving the new-car lobby group entirely.

VGA will not exit the industry group entirely, however: a spokesperson told WhichCar today that VGA will remain a member – including other committees it is involved in – and will continue to provide data for the VFACTS new-car sales wrap collated by the FCAI.

“Our NVES submission was written internally and submitted without reference to external organisations or other brands. Volkswagen Group Australia (VW, Audi, Skoda and Cupra) speaks for itself on public matters. That holds true for this one,” the spokesperson said.

“Essentially, VGA is in favour of the Government’s Option B, though with the inclusion of ‘super-credits’ from Option A. We’re told that some other brands might have this preference too.”

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In its submission to the Federal Government, the FCAI said it opposes the proposed ‘Option B’

Responding to VGA’s announcement, the FCAI said: “The Federal Chamber of Automotive Industries has a range of committees that focus on elements of the automotive industry. These include emerging technology, tax, policy, advocacy, technical, legal, logistics, motorcycle and others.”

“Volkswagen Group Australia (VGA) has advised the FCAI that they would leave one of these committees. VGA is still a member of the FCAI.”

In its submission to the Federal Government, the FCAI said it opposes the proposed ‘Option B’ as it would “cause significant disruption for large sections of the industry, and will result in less choice and higher retail prices for Australian consumers”.

The FCAI also claims the proposed standard would have a “disastrous impact” on some manufacturers who could discontinue certain vehicles, leave the Australian market, or significantly increase vehicle costs.

Australia is one of the last developed countries to introduce a vehicle efficiency standard.

If passed through parliament, the proposed policy would come into effect from January 1, 2025.

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NVES: The basics

The new standards – which will apply only to new cars – will establish emissions targets that car makers must meet across their vehicle fleets. Over time, this CO2 target will be lowered, forcing companies to provide more efficient cars.

The Government’s preferred emissions-limit model intends to catch up to the United States by 2028, with an average annual CO2 reduction of 12.2 per cent for passenger cars and 12.4 per cent for light commercial vehicles between 2025 and 2029.

The ‘Option A’ scenario is less ambitious – and includes ‘super-credits’ for the sale of low-emission electric and hybrid vehicles – while ‘Option C’ is “fast and aggressive” with stricter emissions reduction.

In February, the FCAI released modelling claiming the prices of Australia’s most popular new cars – such as the Ford Ranger, Toyota HiLux, Isuzu D-Max and Toyota LandCruiser – could increase between $6000 and $25,000.

It also said carbon credits would reduce the cost of the popular Tesla Model Y by around $15,000 in Australia – a claim Tesla Australia says is “false and misleading”.

Tesla referred the FCAI to the Australian Competition and Consumer Commission, saying “…the FCAI should be careful not to facilitate coordination among competitor companies about how they change prices or supply in response to regulations”.

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Volkswagen – which has long been calling for a fuel-efficiency standard – recently told WhichCar it is “not one of the dinosaur brands”.

Hyundai and Kia are also mainstream brands that publicly support the implementation of a fuel-efficiency standard.

However, some other brands – such as Toyota, Mazda, Mitsubishi and Isuzu Ute – are more cautious about the proposed efficiency standard, due to a far more limited range of electrified options in their model lines.

Toyota has Australia’s widest range of hybrid models, but the massive sales success of its HiLux ute – which has no hybrid option – and the only very recent addition of the bZ4X to its line-up is likely to hurt the company if Option B is approved.

Toyota said it wants additional leeway for large SUVs like the LandCruiser under fuel-efficiency standards and isn’t keen on buying carbon credits from other brands it does not have a stake in.

A bit of a theme with Grays Auctions this week, showing a few cars that promise gutsy performance, while hedging that with the desire for practicality.

2005 HSV Coupe 4

Holden created a storm when the two-door VT Commodore was revealed, giving way to the re-emergence of the Monaro, but HSV put their stamp on the car with their all-wheel drive effort that provided all the noise and fun of that Gen III V8, but kept enough back seat room for practicality.

This example is one of 134 made, and looks to have been well kept, so this one-owner car could well be waiting for a discerning collector.

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1978 Leyland Mini manual coupe

Those wanting a coupe that’s a little smaller, but no less classic, can take a look at this late-70’s beast.

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1974 Bentley Sedan T-Series

Well before influencers were breathlessly ASMRing into microphones and flicking hood ornaments, Bentley made these luxury highway yachts.

One for those who appreciate old school chic.

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2015 Land Rover Range Rover Evoque

The Evoque has always been striking, and time has been kind to the styling, in this author’s opinion. Up for grabs is this example from 2015.

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2003 Mazda RX8 manual coupe

Winner of the 2003 Wheels Car of the Year, this RX8 comes in manual guise, ready for those who want to experience that rotary’s smooth rev up to 9000rpm.

Those “freestyle” – ie suicide – doors add much needed practicality to this well-balanced sports car, if you don’t mind the added labour of maintaining a rotary engine – or dropping in an LS V8 instead.

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2017 Maserati Ghibli Sport sedan

Rounding out this week’s auction watch is one of the great ways to have your cake and eat it.

The Maserati Ghibli promises all the performance and theatre of an exotic Italian, but delivered with four-door practicality so you can share the experience with more passengers.

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

It’s hard to deny, electric vans are a thing now – and they’re becoming increasingly capable in range and capacity.

Now Ford is in the mix, with its new E-Transit promising lower running costs and an eco focus. Lower running costs come at the expense of a rather intimidating purchase cost, however – even despite a sharpened new drive-away price.

Ford’s pricing strategy will likely push the E-Transit out of relevance for the small independent business owner – but it’s the big fleets that are most likely to be drawn to electrification in the (expensive) short term.

For those fleets with big contracts, increasing electric vehicle quotas and big-number purchase orders, Ford is pitching its new E-Transit as the same Transit you know and love – with the added refinement, ease of use, and running cost advantages of an EV powertrain.

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JUMP AHEAD

• How much is it, and what do you get?
• How do rivals compare on value?
• Interior comfort, space and storage
• Technology in the cabin
• What is it like to drive?
• How much energy does it use?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

Two long-wheelbase E-Transit body variants are on offer, comprising a standard ‘mid-roof’ van and a ‘high-roof’ option.

For the standard mid-roof, there’s a new national drive-away price of $99,990 – marking an improvement on the $104,990 that was asked at its Australian launch in 2023.

Options include two special paint palettes, titled Prestige and Special Vehicle Options (SVO).

Buyers can also choose to swap the dual front passenger jump seats with a single seat (reducing cabin occupancy from three to two) as well as the option of dual sliding side doors.

Power, range & charging

All E-Transits are driven by a rear subframe-mounted 198kW/430Nm motor, powered by a 68kWh lithium-ion battery contained within the load floor structure.

The motor spins the rear wheels exclusively through a single-speed automatic transmission.

The basics

Ford’s new E-Transits claim a WLTP driving range of 307km for the mid-roof body, which is only slightly hampered at 295km for the high-roof variant.

Those aren’t headline numbers by today’s standards but, according to Ford’s research, it’s more than double the distance travelled by the average working diesel van in a day.

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A maximum DC fast charging rate of 115kW is claimed to restore the battery from 15 to 80 per cent in 34 minutes.

Overnight AC charging using a wallbox should complete a full 0-100 per cent cycle in around eight hours.

A variety of regenerative braking and driving modes are selectable via the interior rotary controller; comprising Normal, Slippery (for low-grip conditions) and Eco (to maximise driving range and minimise energy use) settings.

Like its combustion-powered counterparts in the rest of the Transit range, the E-Transit delivers a big step up in technology.

That includes a large 12-inch infotainment screen, Ford’s deft new Sync4 operating system, wireless Apple CarPlay and Android Auto, in-built satellite navigation with live features and scheduled cabin pre-conditioning (one of several pragmatic features available to owners via the FordPass app).

Differentiating an E-Transit from a standard Transit is a front grille adorned with blue highlights and a front-facing charging port, and E-Transit badging on the rear left barn door.

Its rear subframe, containing the electric motor, is somewhat visible when following one in traffic but, on the whole, Ford’s integration of its electric powertrain is very well done.

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How do rivals compare on value?

The LDV eDeliver 9 electric van joins the brand’s burgeoning electric range and similarly offers a large commercial-oriented van with an electric powertrain.

The LDV’s asking price undercuts the E-Transit slightly, starting at $99,990 before on-road costs.

Putting the two in perspective, among their combustible-consuming counterparts, the LDV eDeliver commands a 49.2 per cent premium over the flagship diesel-powered LDV Deliver 9 LWB van.

Ford’s entry E-Transit, however, is 66.4 per cent costlier than the $63,090 Ford Transit 430E Jumbo with automatic transmission.

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It’s no cargo carrier, but the Mercedes-Benz EQV is another electrified van based on an existing combustion variant.

As a large luxury people mover rather than a load-lugging workhorse, the price disparity between the $132,480 diesel-powered V300 Avantgarde and $155,338 Mercedes-Benz EQV, is 17.3 per cent.

That’s not too bad, considering that the popular Hyundai Kona Electric is about 30 per cent pricier than the equivalent combustion Kona variant.

Make what you will of Ford’s position, but it’s clear they’re eyeing fleet managers.

There are, of course, other popular commercial vans from established brands including the smaller Renault Trafic (from $48,200 to $62,200 before on-road costs) and Volkswagen Crafter (from $49,890 to $91,490 before on-road costs). These, however, are yet to offer a fully electric powertrain to match that of Ford’s E-Transit.

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Interior comfort, space and storage

Ford seems mindful that Transit vans earn a living for their owners and drivers, having thoughtfully designed the cabin to be a durable, ergonomic and functional place.

The driver’s seat has a good degree of adjustability, with a tilting base and flip-down armrest, and a steering column with both height and telescopic adjustment.

Fitted standard with a three-person configuration, things can get a little snug for an adult in the middle, as the base of the rotary gear selector impinges on leg space.

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Elsewhere, the E-Transit nails its in-cabin storage, with a big hidden bin under the front seat, large camping bottle holders in the doors and in front of the occupants’ knees, plus more pop-out cup holders next to the air vents, an open bin to the left of the centre console, sections of open cubbies across the dash top, a large enclosed glovebox and even overhead storage.

A 12-volt socket and USB-C port are provided ahead of the driver in one of the dash top’s open cubbies, with another USB port and front-facing 12v socket for passengers on the dash fascia.

The instrument cluster is an intuitive blend of analogue dials and a digital central multi-function display featuring a digital speedometer and essential drive information.

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2023 Ford E-Transit cargo space

The cavernous hold, separated from the passenger compartment with a fixed bulkhead, is accessible through the rear 270-degree barn doors or through the standard single sliding door (dual sliding side doors are optional).

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The E-Transit has a cargo capacity of 11 cubic metres in mid-roof configuration and 12.4 cubic metres in high-roof guise.

The load floor measures 3494mm in length and 1794mm wide, shrinking to 1392mm between the wheel tubs.

This sees the load space emerge remarkably similar in size to existing Transit variants of this generation, with any load area fit-outs able to feasibly be transferred into a new E-Transit with little modification or vehicle downtime.

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Technology in the cabin

Ford’s latest infotainment system is displayed through a new, larger 12-inch screen featuring DAB+ radio and satellite navigation with real-time updates, as well as wireless Apple CarPlay and Android Auto.

It works to great effect, with crisp, responsive visual and haptic feedback, and largely intuitive menu trees displayed through a crisp, glare-resistant, display.

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What is it like to drive?

While many EVs boast headline power outputs and eye-widening 0-100km/h times, the electrified Transit’s pace can be fairly described as brisk, effortless, even, in the way it gets moving.

When unladen, it’s rather sprightly (for its size) and entertaining drive. The weight is low and centralised, which feels as though it helps the ride, helping tame the bucking and low bump resistance prevalent in lighter unladen commercial vans.

The throttle calibration is easy to key into, with a tractable and measured swathe of torque and the ability to confidently power down much earlier than in the comparatively laggy diesel vans.

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Overall, it’s a much more refined, intuitive driving experience.

Even when deliberately trying to upset the van in small suburban corners, it displays a confident level of resistance to understeer or oversteer resistance.

Regenerative braking forces can be varied between drive modes but the E-Transit doesn’t boast the aggressive deceleration of some EVs.

The scientific consensus on aggressive regen is still up in the air, and the Transit strikes a nice balance between making the most of its available range and delivering an instinctual, effortless learning curve.

The rotary gear selector is a breeze to use and agreeably responsive with only a slight delay experienced when flicking between reverse and drive during a hurried suburban three-point turn.

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Elsewhere, Ford has paid attention to making the e-Transit an entrusted workhorse, with great forward visibility and a surprisingly small turning circle.

The high-mounted rear camera is a quality unit, illustrating the van’s surroundings on the 12-inch screen with clarity, and makes reverse parking this long-wheelbase van a surprisingly easy assignment.

Overall, it still feels like the Transit we know and love, but with a noticeable step up in pace, refinement and the subtle arrest of unbecoming dynamic traits typical to combustion vans, like excess body roll and body shake.

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How much energy does it use?

The single-day launch route was rather short, which made reliable energy figures difficult to attain.

Most vans at the event were displaying around 24kWh/100km on the trip computer, but we will report back when we have an E-Transit through the office for more thorough testing.

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How safe is it?

Ford’s Transit van range, including the E-Transit, remain unassessed by ANCAP.

Despite this, the E-Transit concedes none of the Transit’s existing safety suite, including six airbags: dual front, side and curtains, as well as active safety features, including:

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Warranty and running costs

The E-Transit carries a Ford vehicle warranty of five years with unlimited kilometres, along with a battery and high-voltage componentry warranty spanning eight years or 160,000km.

Service intervals run annually, or every 30,000km, whichever occurs first.

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VERDICT

Ford’s E-Transit should prove compelling for fleets with the budget to take it on. It delivers a level of increased refinement and moves the game on from its established diesel-drinking counterparts in a meaningful, tangible way.

It’s the same well-known capable, ergonomic moving master and, in many ways, the quick, decisive development of the E-Transit’s EV powertrain – which Ford says is largely made up of existing Mustang Mach-E bits – just makes sense.

The same may not be said by private Australian buyers, however, when it comes to local E-Transit pricing. Sadly, the price disparity between conventional diesel-powered Transits and the six-figure E-Transit is hard to stomach.

Doubly so, when you consider that, in its domestic American market, the price difference between a conventional diesel Transit van and an E-Transit is a comparatively modest AU$15,000.

It’s a shame, as there are a lot of clever things going for the E-Transit. It’s a good product in isolation and, were it priced closer to its established diesel range, it would almost be a no-brainer. But, for working drivers without a fleet contract to lean on, along with the recent rollback of the instant asset write-off scheme, we’re left wondering whether the numbers really add up.

The humble Transit van has always been the quiet achiever of Ford’s product portfolio. More than Ford’s first dedicated electric powertrain delivered to the Australian market, it’s an ambitious pricing strategy that will likely relegate the otherwise meritorious E-Transit to a silent operator.

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Specifications

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The facelifted 2025 Audi A3 hatch and sedan has debuted in Europe with an updated look, more tech, and a new SUV-like model.

Exterior design revisions for the latest A3 include a flatter and wider grille, updated lower front bumpers, a new rear bumper with a more distinctive diffuser, and three new colours: district green, progressive red and matte daytona grey.

New headlights that allow drivers to choose between four different daytime running light signatures are fitted, which also support different coming home/leaving home scenarios.

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The customisable digital daytime running lights – which debuted in the Q4 E-Tron electric SUV – are possible with the 24-pixel elements in three rows on the upper edge of the housing.

An SUV-like version of the A3 hatchback, the ‘A3 Allstreet,’ has debuted for the European market. It features black plastic cladding and roof rails, similar to those of the Subaru Crosstrek.

Audi Australia has confirmed the A3 Allstreet will not be offered locally, like the A1 Allstreet which also has a higher ride height and plastic trim.

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Other unique design elements for the A3 Allstreet include a honeycomb grille pattern, front and rear grooves to “enhance the off-road character”, and dark rocker side skirts.

The suspension has been raised by 15 millimetres – taking the A3 Allstreet’s ride height to 1464mm, around 100mm less than an Audi Q3 SUV – to aid with ingress and egress.

To compensate for the added ride height, Audi has developed a specific spring/shock absorber tune for the A3 Allstreet. It also has a wider wheel diameter resulting in 30mm more ground clearance.

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Inside, the updated A3 features thinner air vents to emphasise the width of the cockpit, an updated centre console with a new finish and a flatter gear shifter toggle, and a newly optional Sonos audio system with 3D surround sound.

The ambient lighting system has been extended to the doors, footwell, centre console and cup holders, while the insides of the front doors are now backlit with the fabric panel laser-cut 300 times to enable this feature. Up to 30 colours can be selected via the infotainment system.

Like other recent Audi models including the Q4 E-Tron, optional infotainment and comfort functions built into the A3 but not enabled can be purchased post-delivery for a set period of time or permanently – such as adaptive cruise control, automatic high-beam, and dual-zone climate control.

The adaptive cruise control – which was recently made standard across the A3 line-up in Australia – now includes a lane change function which uses data from the rear radar to determine if it is possible to change lanes and assist the driver.

There are no updates to the A3’s powertrains for the update, including the 1.5-litre turbo-petrol 35 TFSI and 2.0-litre turbo 40 TFSI available in Australia, both matched to dual-clutch automatic transmissions.

The updated 2025 Audi A3 hatch and sedan line-up is due in Australia towards the end of 2024 with more details – including pricing and features – to be confirmed closer to launch.

Audi will unveil the 2025 S3 hot hatch and sedan at a later date. It will have more power to match its Volkswagen Golf R sibling and larger brakes, revised suspension geometry, and a new rear-biased drive mode.

Australian launch timing for the 2025 Peugeot E-3008 electric midsize SUV has been confirmed.

Peugeot Australia has announced the E-3008 will arrive here in the second half of 2024, with expressions of interest for the Tesla Model Y and Toyota bZ4X rival now open.

It will join the all-electric Peugeot E-208, E-308 and E-Expert models also due in Australia this year, along with the E-2008 and E-Partner already on sale.

“Further information on the next-level E-3008, including Australian specification and pricing, will be confirmed at a later date,” said Peugeot’s local arm.

The new E-3008 is the first model from Peugeot’s parent company Stellantis to use the group’s ‘STLA Medium’ dedicated electric vehicle platform.

In Europe, the French-built E-3008 will be offered in three powertrain configurations with two battery sizes.

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The smaller 73kWh battery can be paired with single or twin motors, both with a targeted driving range of 525km in the more-stringent WLTP combined cycle.

The Long Range steps up to a 98kWh pack which allows for a 700-kilometre maximum driving range, making the E-3008 the longest-range EV on sale if it is offered in Australia.

For comparison, the longest-range Tesla Model Y is capable of 533km from a single charge in WLTP testing, while the Toyota bZ4X offers just 436km in its longest-range form.

While the new 3008 will be electric-only at launch, Peugeot has confirmed hybrid versions of the car will also be launched in select markets – potentially including Australia.

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Inside, it is available with a single 21-inch widescreen for the infotainment and instrument displays, along with wireless Apple CarPlay and Android Auto, a touch-controlled climate control panel, and a toggle gear shifter.

The E-3008 measures 4.54m long, 1.89m wide, and 1.64m tall, which is about 100mm longer, 50mm wider and 20mm taller than the existing 3008. While it has a more rakish roofline, there is no reduction in rear headroom.

The 2025 Peugeot E-3008 is due in Australia in the second half of this year. Local details – including pricing and features – will be announced closer to its local launch.

GWM has announced improved aftersales support and a new connected services app for select models.

The soon-to-arrive 2024 GWM Tank 500 will include seven years of roadside assistance – with no dealer service requirement – and seven years of capped-price servicing, up from five years.

GWM’s existing seven-year/unlimited-kilometre warranty remains.

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The improved ‘Care 777’ aftersales support will also be retroactively applied to all GWM Tank 300 vehicles sold since it launched in mid-2023, while all other GWM vehicles – such as the Haval Jolion, Haval H6, Ute and Ora – retain the brand’s existing ‘Care’ package.

“It is expected that this initiative will also help drive GWM residual values and repurchase opportunities for the brand while continuing to drive further interest in the GWM range of hybrid vehicles,” said the brand.

The GWM Tank 500 will debut a new ‘GWM’ app, which has similar features to the connected services offered by Toyota, Ford, Hyundai, Kia and Honda.

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From launch, GWM Tank 500 owners will be able to remotely lock/unlock their vehicle, activate the climate control including the heated or ventilated seats, flash the lights or operate the horn, open or close the windows, and check the vehicle status including current fuel level.

An ‘e-fence’ to send a notification when the vehicle leaves a radius around a set address is also included.

GWM Australia says more features are in development for future integration into its phone app.

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According to the Chinese brand, the Tank 500 has had more “pre-launch interest” than any of its previous models, with over 1700 active leads since it was officially locked in for Australia in late January.

Priced from $66,490 drive-away, the 2024 GWM Tank 500 is due in Australia next month to rival the Toyota LandCruiser Prado, Ford Everest and Isuzu MU-X.

It is powered by a hybrid 2.0-litre turbo-petrol four-cylinder producing 258kW and 615Nm in total – equivalent to the smaller Tank 300 Hybrid – matched to a nine-speed automatic transmission and a low-range four-wheel-drive system.

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Braked towing capacity is rated at 3000 kilograms, equivalent to the current Prado but lower than the 3.5-tonne tow rating of the diesel-powered Everest, all-new Prado, and MU-X.

More details on the 2024 GWM Tank 500 off-road SUV will be confirmed closer to its local launch.

2024 GWM Tank 500 pricing

Polestar has followed fellow electric vehicle brand Tesla in leaving Australia’s new-car lobby group.

Samantha Johnson, the head of Polestar Australia, told the Federal Chamber of Automotive Industries (FCAI) that its position on Australia’s proposed New Vehicle Efficiency Standard is not aligned.

“Polestar is committed to working with the Australian Government in support of the long-term health, environmental, and cost benefits offered by a robust New Vehicle Efficiency Standard (NVES),” said Johnson in a resignation letter sent to FCAI chief Tony Weber.

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Australia is one of the last developed countries to introduce a vehicle efficiency standard. If passed through parliament, the proposed policy would come into effect from January 1, 2025.

The new standard – which will apply only to new cars – provides emissions targets that car makers must meet across their vehicle fleets. Over time this CO2 target will be lowered, forcing companies to provide more efficient cars.

“The FCAI’s commentary against the proposed ‘Option B’ framework of a NVES does not represent the position of Polestar and may have irrevocably damaged consumer perception and trust in the proposed policy,” said Johnson.

“The brand cannot in good faith continue to allow its membership fees to fund a campaign designed to deliberately slow the car industry’s contribution to Australia’s emissions reduction potential.”

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In its submission to the Federal Government, the FCAI said it opposes the proposed ‘Option B’ as it would “cause significant disruption for large sections of the industry, and will result in less choice and higher retail prices for Australian consumers”.

It also said the proposed standard would have a “disastrous impact” on some manufacturers who could discontinue certain vehicles, leave the Australian market, or increase vehicle costs.

“Delaying the implementation of a NVES, or changing the emissions reduction impact, only makes other sectors of the economy wear an additional emissions reduction burden. Further, it will most likely ensure that Australia continues to be a dumping ground for old automotive technology,” added Johnson.

In February, the FCAI released modelling claiming the prices of Australia’s most popular new cars – such as the Ford Ranger, Toyota HiLux, Isuzu D-Max and Toyota LandCruiser – could increase between $6000 and $25,000.

It also said carbon credits would reduce the cost of the popular Tesla Model Y by around $15,000 in Australia – a claim Tesla Australia has vehemently denied.

Tesla Australia referred the FCAI to the Australian Competition and Consumer Commission, saying “…the FCAI should be careful not to facilitate coordination among competitor companies about how they change prices or supply in response to regulations”.

Polestar Australia also addressed the issue in its resignation letter, stating that the FCAI has “over-blown” the claimed price rises and “cherry-picked what it thinks will progress the position of only some members”.

The brand cited modelling from The Grattan Institute that suggests vehicle prices may increase by an average of one per cent under the proposed fuel-efficiency standard.

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The departure of Tesla and Polestar means both brands will not be represented in VFACTS new-car sales data collated by the FCAI.

In 2023, Tesla and Polestar vehicles represented more than half (48,579) of the 87,217 electric cars reported as sold in Australia.

WhichCar understands Polestar Australia will provide its own sales figures as it looks into alternative reporting streams.

It is unclear if any others plan to follow Tesla and Polestar in leaving the Federal Chamber of Automotive Industries, though one brand said it would remain a member despite the concerns.

Volkswagen Group Australia – which includes the Volkswagen, Audi, Skoda, and Cupra brands – was reportedly assessing the situation late last week following the Tesla and Polestar exit.

However, a spokesperson told WhichCar today that Volkswagen Group Australia has not discussed leaving the FCAI – but its position on the fuel-efficiency standard “was written internally and submitted without reference to external organisations [like the FCAI] or other brands”.

“Volkswagen Group Australia (VW, Audi, Skoda and Cupra) speaks for itself on public matters. That holds true for this one,” the spokesperson said. “Essentially, VGA is in favour of the Government’s Option B though with the inclusion of ‘super-credits’ from Option A.”

The Government’s preferred ‘Option B’ emission-limit scenario intends to catch up to the United States by 2028, with an average annual CO2 reduction of 12.2 per cent for passenger cars and 12.4 per cent for light-commercial vehicles between 2025 and 2029.

The ‘Option A’ scenario is less ambitious – and includes ‘super-credits’ for the sale of low-emission electric and hybrid vehicles – while ‘Option C’ is “fast and aggressive” with stricter emissions reduction.

The 2024 Mitsubishi Outlander Plug-in Hybrid EV GSR midsize SUV has been announced for Australia.

On sale now, the Outlander PHEV GSR becomes the new range-topping electrified variant, sitting above the existing Exceed and Exceed Tourer with a distinctive blacked-out look.

Wheels first reported in July 2023 that Mitsubishi Australia planned to launch a GSR variant of the current Outlander PHEV after it used the name on a sportier version of the previous-generation model.

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The all-wheel-drive Outlander PHEV GSR is priced from $73,790 before on-road costs – up $2000 over the Exceed Tourer.

Like the standard Outlander Black Edition petrol model, the PHEV GSR features darkened exterior trim and black 20-inch alloy wheels – though it also has a two-tone roof, black ‘Outlander’ bonnet lettering, and a ‘GSR’ tailgate badge.

Available colours for the GSR include four finishes with a black roof (red diamond, white diamond, graphite grey or sterling silver) or black diamond paired with a silver-painted roof.

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Inside, the PHEV GSR swaps the Exceed Tourer’s quilted leather with tan accents for black upholstery with silver stitching, while it reverts to a gloss-black shift lever panel shared with lower ES and Aspire variants.

All other equipment for the Outlander PHEV GSR is equivalent to the Exceed Tourer variant. You can find out more about the wider 2024 Mitsubishi Outlander line-up here.

2024 Mitsubishi Outlander PHEV pricing

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2024 Mitsubishi Outlander PHEV features

2024 Mitsubishi Outlander PHEV Aspire features

2024 Mitsubishi Outlander PHEV Exceed features

2024 Mitsubishi Outlander PHEV Exceed Tourer features

2024 Mitsubishi Outlander PHEV GSR features