Suzuki Australia has confirmed the new Swift – unveiled at this year’s Japan Mobility Show in November – will come to Australia.

“As we introduce the latest [Swift], we’ll proudly carry forward the legacy of its nameplate which symbolizes fun, innovation, and a commitment to delivering an exceptional driving experience”, said general manager Michael Pachota.

Further details, such as release date, pricing and engines, are yet to be confirmed.

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According to Suzuki Australia, the new Swift – a rival for the Toyota Yaris, Mazda 2, and Volkswagen Polo – will be fitted with a new engine and CVT.

Replacing the existing four-cylinder in Japan is the ‘Z12E‘ petrol three-cylinder. According to Autocar India, the engine develops 60kW and 108Nm. Despite almost identical outputs to the Europe-market 1.2, the engine has a different model code.

It may also be assisted by a mild-hybrid system featuring a 2.3kW/60Nm DC motor though details are not confirmed.

Fuel efficiency and total power outputs – as well as other engine options that would be more on-par with the existing 66kW 1.2-litre four-cylinder or 82kW/160Nm 1.0-litre in the Swift Turbo – are yet to be discussed.

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Improvements have been made to stiffen the Swift, with more high-tensile steel and structural adhesives. There’s also additional insulation material for a quieter ride.

The new Swift has grown by 15mm in length and 5mm in height, though it rides on an identical 2450mm wheelbase. It’s also 40mm narrower in the body, and moves to conventional rear door handles.

Suzuki claims the mild styling changes have improved aerodynamic performance by 4.6 per cent with discrete spoilers, a reshaped bumper, and new alloy wheels.

Inside, the new Swift picks up the 9.0-inch touchscreen that is already standard on Australian models. It’s likely to have enhanced connectivity, including wireless Apple CarPlay/Android Auto as seen on the Jimny XL’s HMI.

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The Swift will be offered in 13 exterior colour permutations with nine paint hues and the option of a contrast roof. Frontier Blue pearl and Cool Yellow metallic are two of the new colours for 2024.

So far, Suzuki has not mentioned a next-gen Swift Sport. Given the small hatch’s need to compete in emissions-restricted European markets, Suzuki may not develop another generation of Swift Sport hot hatch.

The current swift range starts at $22,490 and runs to $32,490 before on-road costs. Pricing for the new model will be announced closer to its launch.

Sales in Japan will start on 13 December for CVT models, and four days later for the manual transmission. Australian details are yet to be confirmed.

One of the world’s largest collections of white Porsches has been sold at auction in America, fetching close to AU$50 million.

The enormous garage, known as the ‘White Collection’, includes some of the world’s rarest Porsches and is made up of 56 cars. It has also been a topic of mystery and intrigue among the Porsche community, with the collection’s exact location and owner both remaining top secret.

Uniquely, every Porsche in the collection is painted white, although two red Porsche tractors and a host of other Porsche memorabilia, including bikes, luggage, golf bags, skis and models, were also offered for sale. All up, more than 500 lots were included in the collection.

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The auction took place in Texas earlier this month and was handled by Sotheby’s, who claimed the collection “represents over a decade of dedicated collecting by one perfection-focused owner.”

The identity of that fastidious owner, and the location of the White Collection’s wonderfully minimalistic, Bond villain-esque warehouse have both been kept secret.

Sadly it seems the collection hasn’t been bought in its entirety and will instead be broken up for individual buyers. Some of the vehicles remain unsold, like a 1974 Porsche 911 Carrera RS 3.0 with gold decals, although most of the collection will be going to new homes.

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In total, seven cars went for more than USD $1 million

The most expensive car sold was the collection’s flagship: a 2015 918 Spyder with Weissach pack painted in Grand Prix White and optioned with a blue interior. It has travelled just 20km and sold for USD $3,937,500 which was well above its reserve and double the previous marker for a 918 Spyder.

Other high-price models included a Glacier White 1997 911 GT3, which is just one of 194 examples, and sold for USD $2,391,500. A 1993 Carrera RSR 3.8 also fetched more than $2 million, while a 1973 Carrera RS 2.7 Lightweight went for USD $1,875,000.

In total, seven cars went for more than USD $1 million, although there were some comparable ‘bargains’ to be had as well. A 1977 Porsche 924 Martini Edition sold for USD $29,120 and a 1990 944 S2 Cabriolet fetched USD $39,200.

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The White Collection is unique, of course, although it’s not the only car collection where every car is painted white.

UK radio announcer, and former Top Gear host, Chris Evans has his own “White collection” of Ferraris. Come on guys, get original…

The concept of hoarding a massive collection of high-value cars only to store them in a sterile environment with no plans to drive them might also go against the grain for some enthusiasts.

Our advice? Try not to think about it too much and instead flick though our image gallery of the Porsche White Collection and let the pleasing crispness and uniformity of the cars soothe your worries.

Another electric car battery swapping program is in the works, announced just days after Volvo parent Geely revealed it will soon begin a trial in the Chinese market.

This latest announcement sees Stellantis – one of the world’s largest carmakers with more than a dozen brands in its stable – kick off a partnership to test EV battery swapping in Spain.

“This technology has the potential to address customer infrastructure challenges such as charging time, range anxiety and battery wear,” Stellantis says.

For its program, Stellantis has partnered with a Californian company called Ample, which already runs a specialised battery-swap program in San Francisco with specially converted vehicles – primarily the Fuso eCanter light truck.

In Spain, specifically Madrid, Stellantis will use a fleet of 100 Fiat 500e EVs, again modified to enable automated access to a new set of modular batteries compatible with Ample’s system.

As with the Nio systems already operating in China, the vehicles will drive into an Ample station – which can be set up in just three days – where it will be raised above a platform for machines to replace the spent battery packs with however many fresh units are required.

“Our system knows how many batteries are in the Fiat 500e, knows how to extract each one of those modules, and put them back in the same arrangement,” Ample CEO Khaled Hassounah told The Verge and assembled media last week.

The video below shows the system in action.

The companies claim a battery swap can be achieved in “less than five minutes”.

The program will begin in 2024, with a view to expanding to other parts of Europe if the trial is judged a success.

Whether this system can be easily launched into other segments and markets like Australia is unclear, although Ample claims its modular batteries are compatible with any EV – suggesting we could even see an aftermarket opportunity if carmakers themselves don’t embrace the technology.

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Korean carmaker Kia is looking at 2024 as a watershed moment for its electrification plans, with a host of new and updated EVs bound for Australia.

Kia’s Australian EV range already includes the small but deceptively spacious Niro, the large EV6 (Wheels Car of the Year 2022) and the massive seven-seat EV9.

Over the coming year and change, Kia will add to its Australian electric car roster with the Sportage-sized EV5 and a pair of new-generation small EVs – and a facelifted EV6 looks likely, too.

More than half of all Kia vehicles produced in 2030 will be all-electric, according to an updated plan released by the Korean brand.

Now, here’s everything we can expect from Kia’s EV plans in 2024, with links to our in-depth coverage of each new model!

JUMP AHEAD

New models

• Kia EV3
• Kia EV4
• Kia EV5
• Kia EV6 facelift

Here now

• Niro
• EV6
• EV9

Kia EV3: Small electric SUV

The upcoming new 2024 Kia EV3 was previewed during the company’s EV Day in October, showcased as a small electric SUV concept that will likely skate through to production with very few changes.

What the EV3’s launch will mean for Kia’s existing small EV, the Niro, is currently unclear. An early retirement, in some markets if not all? A price repositioning below the EV3? We’ve heard talk that the EV3 will actually be cheaper than the Niro.

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Kia EV4: ‘Small’ electric sedan

The lifted EV4 sedan, which gives off Polestar 2 vibes, is part of Kia’s ‘attainable EV’ push and one of 14 new electric models due by 2027.

Kia says the EV4, along with the small EV3 and midsized EV5, will form part of an affordable global offering with prices starting from AU$55,000.

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Kia EV5: Medium electric SUV

Only recently unveiled as a sleek concept, the Sportage-sized EV5 has now been shown in its final form – and it’ll be here in 2024.

The EV5 will come to Australia from China as the first Kia to be sourced from the People’s Republic, but don’t expect it to engage with the likes of MG, BYD and GWM in a price war.

Kia is aiming to push its smaller range of EVs at between $55,000-$80,000 – but the EV5 is surely to be closer to the top end of that range.

Kia Australia has confirmed a 2024 launch for the EV5, but exact timing is still to be revealed.

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Kia EV6 facelift: Large electric SUV

The facelifted 2025 Kia EV6 electric SUV has been spotted in South Korea.

Exactly what we can expect from the facelift is unclear, but the likes of CarScoops and NY Mammoth have had a crack at imagining how it might look.

As for when it will be revealed and get to Australia… the EV6 launched in Australia in 2021, as the South Korean carmaker’s first ground-up electric vehicle. If Kia sticks to the usual life cycle, we’d expect to see the new-look EV6 in Australia by late 2024 or early 2025.

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Kia’s current Australian EV range

These are the electric Kia models you can buy right now.

Kia Niro: Small electric SUV

The second-generation Niro is offered in hybrid, plug-in hybrid EV, and full EV forms.

Following its local launch in 2022, the Niro line-up has already suffered a moderate price rise this year, ranging from $260 to $1290. The brand seems to have made up for it, however, by blessing the entry-level EV S model with a bigger 10.25-inch​ touchscreen, sat-nav & connected-car tech.

Read our Niro reviews here, and learn about the latest pricing and features at the linked story below.

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Kia EV6: Large electric SUV

The EV6 is Kia’s first model on its dedicated E-GMP EV platform, impressing our judges with a Wheels COTY win in 2022.

The EV6 launched with three variants, including Air and GT-Line rear-wheel drive (RWD) and GT-Line all-wheel drive (AWD), and the high-powered GT flagship joined the line-up a year later.

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Kia EV9: Upper Large electric SUV

The EV9 is unique in Australia as the only seven-seat electric SUV from a volume-selling brand – making it the only ‘affordable’ model in that segment.

Of course, with a price that kicks off in the mid $90k range, your concept of affordable may vary. Luckily, our first experience with the big seven-seater suggests those who do spend up will be more than satisfied.

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Get everything you need to know about EVs in Australia

? MORE: All new incoming Kia models, including the Tasman ute!

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The 2024 Tesla Model 3 has been refreshed with a more upmarket design, new technology and slightly better driving range.

After a long rumour mill, the popular electric sedan is officially now on sale with a restyled front and rear, new interior with softer materials and ambient lighting, technology additions, and refinements to driving comfort, noise isolation and driving range – despite no changes to the batteries and powertrains.

Pricing – at least compared to the latest outgoing 2023 Model 3 price – has increased by up to $4500 and the flagship Performance variant is missing at launch, but will join sometime in 2024.

The Model 3 electric sedan has become one of Australia’s best-selling cars, displacing the Toyota Camry. But, with regular pricing changes – unusual for the new-car market – it has proven tricky to keep track of how much the Model 3 costs in Australia.

Here, you’ll find the exact price of every Tesla Model 3 variant at the time of publication – and how it’s changed over the years.

JUMP AHEAD

• Current pricing
• Pricing history
• Features
• Colours
• Options
• Powertrains, charging, and driving range
• Safety
• Dimensions
• Warranty and servicing
• Availability

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2024 Tesla Model 3 pricing

September 2023

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Tesla Model 3 price history charted

Here’s an illustration of how Model 3 pricing has changed since its September 2019 launch. It peaked in April 2020, but has inconsistently fluctuated since.

Tesla introduced a 2021 update in October 2020 and 2024 facelift in September 2023.

As per Tesla style, it makes continuous ‘running changes’ without notice, improves manufacturing processes and vertically integrates its supply chain to cut costs. It claimed to have reduced manufacturing costs of the related Model 3 sedan and Model Y SUV by around 30 per cent between 2018 to 2022.

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2024 Tesla Model 3 features

The base Tesla Model 3 rear-wheel drive (RWD) includes most features as standard.

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The Tesla Model 3 Long Range gains a more powerful speaker system and different interior door cards.

A flagship refreshed Tesla Model 3 Performance is also confirmed to debut next year.

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Colours

The refreshed 2024 Model 3 introduces Stealth Grey and Ultra Red exterior colour options (replacing Midnight Silver and Red Multi-Coat respectively) – but they come at a higher cost.

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Options

• 19-inch Nova wheels – $1800

• White and black interior – $1500

• Tesla Mobile Connector trickle charging cable – $550

• Tesla Gen 3 11kW AC Wall Connector – $750 (excludes installation fees)

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• Premium Connectivity – $9.99 per month

• Enhanced Autopilot – $5100

• ‘Full Self-Driving’ Capability – $10,100

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Powertrains, charging, and driving range

The 2024 Tesla Model 3 carries the same battery and drivetrain as before – split by either standard-range single-motor and long-range dual-motor configurations.

The Model 3 RWD features an unchanged 57.5kWh usable (estimated) lithium-iron-phosphate (LFP) battery pack (estimated according to EV Database [↗]) delivering up to 513km claimed WLTP driving range.

Meanwhile, the Long Range nets a larger 75kWh usable (estimated) nickel-manganese-cobalt (NMC) battery (according to EV Database [↗]) providing up to 629km claimed WLTP driving range.

Compared to the outgoing 2023 model, claimed driving range on the combined WLTP test cycle has been slightly improved by 22km on the RWD and 27km on the Long Range.

That’s thanks to a range of aerodynamic optimisations to bodywork surfaces, sharper body lines, and new wheel designs aimed at reducing drag and maximise range.

Softer materials in the cabin, all-round acoustic glass (now on the rear windows and windscreen) and new springs, dampers, bushings, subframe mounting points, and dedicated tyres claim result in a quieter and more comfortable ride, too.

The base Model 3 RWD is powered by an unchanged single rear-mounted electric motor that can accelerate the electric sedan from 0-100km/h in a claimed 6.1 seconds.

Tesla doesn’t provide power figures, but the latest official filing to the Australian Government’s road vehicle regulator [↗] and EV Database [↗] confirms 208kW of power. The latter suggests 420Nm of torque.

Meanwhile, the Long Range has two electric motors for all-wheel drive and a claimed 0-100km/h time in 4.4 seconds. According to EV Database [↗], it produces 366kW and 493Nm.

A flagship refreshed Tesla Model 3 Performance is set to join next year.

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Safety

The 2024 Tesla Model 3 hasn’t been tested by the Australasian New Car Assessment Program (ANCAP) yet, but it did receive the full five-star safety rating [↗] under the 2019 testing criteria.

Tesla claims around 50 per cent of parts are changed compared to the outgoing model

It features a new front bumper and redesigned doors with anchors that slot into the chassis to improve stability, so it’s unknown whether the current ANCAP rating will still apply.

According to the Model 3 owner’s manual [↗], there are six airbags, but it lacks a front-centre airbag.

The Tesla electric car comes with a Cabin Overheat Protection feature, which automatically turns on the climate control to try to keep the interior cool under 40-degrees Celsius when parked. It also offers ‘Keep Climate On’, camp and dog modes.

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The Model 3’s safety assistance technologies are powered by all-round cameras only, called ‘Tesla Vision’.

• Enhanced Autopilot – $5100

• ‘Full Self-Driving’ Capability – $10,100

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Dimensions

The facelifted 2024 Tesla Model 3 is classed as a medium sedan.

While it uses the same Tesla second-generation ground-up EV platform, it appears the new bumper has stretched the front nose, resulting in a 25mm longer overall length than the previous 2023 model.

The boot is now 33-litres larger than the outgoing Model 3, but retains the same 88-litre frunk volume under the bonnet.

While the electric sedan is rated to tow overseas, the Australian 2023 Model 3 owner’s manual [↗] warns:

“Do not use Model 3 for towing purposes… Using Model 3 for towing without Tesla-approved towing components and accessories may void the warranty.”

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Warranty and servicing

The 2024 Tesla Model 3 electric sedan is covered by a four-year/80,000km vehicle warranty – which is shorter than the industry standard.

The battery warranty differs depending on the variant. The base RWD’s LFP battery pack is backed for eight-years/160,000km, while the Long Range’s NMC battery goes for up to eight-years/192,000km.

Both promise the pack won’t degrade by more than 30 per cent within the battery warranty period.

The touchscreen and media control unit are covered by a separate two-year/40,000 km warranty. Standard Connectivity for the touchscreen and mobile app is included for the first eight years.

Tesla uses a condition-based servicing scheme, instead of traditional scheduled logbook servicing.

The vehicle’s sensors detect when specific parts need maintenance based on usage and time, and notifies the owner via the touchscreen or mobile app to schedule a checkup. Tesla also recommends a range of routine maintenance tasks, which are listed here [↗].

Roadside assistance is included during the vehicle warranty.

The company offers a mobile service for general maintenance tasks, but some may require a service centre visit.

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Availability

The facelifted 2024 Tesla Model 3 is expected to start Australian deliveries between January to March 2024.

Reservations are open now via the Tesla website with an online-only, fixed-price purchasing model.

The Model 3 directly competes with the Hyundai Ioniq 6 sedan, cheaper BYD Seal, and upmarket Polestar 2 liftback. It’s also priced in line with the Volvo EX30 small SUV, Cupra Born hatch, and Renault Megane E-Tech crossover.

Below: Outgoing 2023 Tesla Model 3

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We’ve had the Mercedes-AMG G63 6X6, there are 6X6 versions of the Ford F-150 and RAM 1500 and now we have arguably the craziest of them all…the Lamborghini Urus 6X6.

First thing to note is that unlike the AMG, this Urus isn’t an official Lamborghini product. Instead it’s a regular Urus that has reportedly been modified by South Florida Jeeps, an American company that has form when it comes to 6X6 builds.

Ever heard of the Apocalypse Hellfire 6X6? It’s worth a Google…

Videos of the Urus build have recently been captured by YouTubers [↗] outside South Florida Jeeps and while they don’t include any official technical information they do show the extensive modifications that have been made.

The roofline has been heavily extended, there’s a new rear diffuser, wider rear wheel arches, additional windows and black aftermarket wheels.

What’s unclear is whether the additional axle is actually driven or simply there for show. Either way, it’s unlikely the modified Urus will be as capable as a Mercedes-AMG G63 6X6 off-road.

As for the design… You’d be hard-pressed to call it better-looking than a regular Urus, though it’ll undoubtedly attract more attention. Whether it’s the right kind of attention remains to be seen.

We’ll update this story if official details come to light but for now, what are your thoughts on the Lamborghini Urus 6X6? Magnificent? Or a monstrosity?

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Have you ever missed a postal delivery and felt a twinge of frustration, knowing you’re stuck with a narrow window on Saturday morning to visit your local post office?

That feeling is quite similar to what many experience when buying a car, after finding out there’s only one day they can make their visit.

It’s an already tense ordeal, what with forking over a significant amount of cash or committing to a lengthy contract for a car that might not be in your driveway for months, or even years.

Now, picture a scenario where you can’t go to a dealership on a Saturday and need to take time off work for your visit.

While most major retailers buzz with activity on Sundays, some car dealerships continue to keep their doors shut. But why do these automotive spots choose to dim their lights on a day when nearly every other shop is open?

The practice of car dealerships remaining closed on Sundays in Australia, as in other parts of the world, is rooted in a blend of historical, cultural, economic and practical reasons.

Australian retail laws

Let’s get some context and delve into the retail laws governing car dealerships in Australia.

In NSW and Victoria it’s legal to trade on a Sunday, with some dealerships choosing to do so. However in Queensland, South Australia and Western Australia, car dealerships are not authorised to be open under state trading laws for ‘non-exempt shops’.

In a recent interview on 4BC drive, CEO of the Australian Automotive Dealer Association (AADA), James Voortman said car dealerships are overwhelmingly opposed to the idea of opening on Sundays after a proposal to overturn the state laws currently prohibiting Sunday trade.

The AADA backs this sentiment, which highlights that opening on Sundays incurs additional costs without a guaranteed increase in sales.

Voortman said it makes working at dealerships less attractive due to the requirement of a seven-day work roster, potentially exacerbating the existing skills shortage in the industry.

Blue Laws

This phenomenon can be traced back to the early 1620s in the United States, where Sunday was traditionally observed as a day of rest and worship through the ‘Blue Laws’. Over time, their scope and enforcement have varied greatly.

Although these customs are no longer strictly enforced, they have become ingrained in the culture of the automotive industry, with many dealerships choosing to remain closed on Sundays out of respect for tradition and to give employees time with their families or for leisure activities.

Work-life balance

In recent years, the industry has seen shifts in consumer patterns and workplace culture, challenging the traditional practice of Sunday closures. Some dealerships that experimented with Sunday operations reported an increase in gross revenue.

However, this has also led to concerns about sales staff burnout, as many dealership employees already work long hours and six-day weeks.

In the modern era, where flexibility is prized, imposing a roster-based, seven-day work week on dealership employees seems counterintuitive – with many Australians asking our their employers for flexible working and then want that taken away from others.

Maintaining a day off on Sundays for dealership employees is viewed as a perk, and contributes to a healthy work-life balance. It boosts employee morale and retention rates, showing a respect for the balance between work responsibilities and personal time.

Financial closures

Then there’s the practical side of things.

With banks taking a day off too, sorting out the nitty-gritty financial details of buying a car would be even more challenging. I’m no finance expert, but I’m pretty sure you need money to buy a car.

So, while some may argue that Sunday closures mean missed sales opportunities​​, it seems like the industry is saying, “Let’s just hit the brakes for a day, shall we?” After all, there’s something nice about keeping one day a week a little less commercial and a little more chill.

• ⚡ ALL EV advice

When do electric car batteries need replacing?

Battery life. It’s the key source of fear and hesitancy when considering the electric vehicle switch, but is it valid?

Think of a smartphone, wireless earbuds or even a car’s 12-volt electronics module, and batteries have long had a reputation for a short lifespan.

However, it’s different EV battery packs. Yes, they do naturally degrade over time with more use, but they are more advanced, are composed of different materials, and have the backing of sophisticated cooling and heating systems.

Do EV batteries really last beyond ‘a few years’, when do they need to be replaced, and how much does it cost (if needed)? Let’s look at the evidence…

JUMP AHEAD

• ⏰ How long do EV batteries last?
• ? EV battery life tested
• ? What is the EV battery warranty?
• ? How to avoid EV battery degradation
• ? How much does it cost to replace an EV battery?
• ♻️ What happens to degraded batteries?
• ? Do EV batteries last long?
• ? Time to make the electric switch?

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⏰ How long do EV batteries last?

There’s no definitive answer, but generally, EV batteries are designed to last the lifetime of the vehicle – and are able to be repurposed afterwards.

EV battery health depends on a variety of factors, including the individual owners’ charging habits (learn more below), how much the vehicle is driven, in what conditions, and the battery manufacturer, cell type, and vehicle model.

According to Green NCAP [↗] and the University of Technology Sydney [ABC ↗], both project a typical lithium-ion EV battery pack will last for an average of 16 years, with the former estimating 240,000 kilometres driven.

Additionally, a study of 15,000 EVs by American battery research company Recurrent [↗] found most lithium-ion battery models generally retain at least 90 per cent capacity after driving 160,000 kilometres (or around 10 years for the typical Australian driver).

For most EVs, the reduced driving range should still not be a major impediment even after a decade, as the typical driver travels 30 to 40km everyday.

However, it does mean that long-distance trips may require more charging stops down the line.

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Battery technology has also significantly improved to extend longevity.

Lithium-iron-phosphate (LFP) batteries have emerged as a lower cost, less environmentally contentious, and thermally safer alternative to lithium-ion – used in EVs such as the base MG 4 Excite 51, BYD Atto 3, and Tesla Model Y RWD.

While it also has its own range, charging and weight disadvantages, LFP benefits from about double the lifespan compared to lithium-ion type batteries, with an estimated 3000 to 5000 full charge cycle counts before experiencing a significant degradation hit.

Similarly, battery management systems (BMS) have improved, with battery suppliers and automakers continuously learning to implement better module and cell designs, and there are more active and passive cooling methods to regulate and keep cells in their optimum temperature range – a key factor of degradation.

Importantly, battery buffers are also in place, which activate unused cells to offset the range hit over time.

Therefore, data from an old first-generation Nissan Leaf – which only has a passive air-cooled lithium-ion battery – isn’t comparable to a new EV model with a more sophisticated pack design, BMS calibration and active liquid cooling.

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? EV battery life tested

Real-world data highlight that electric cars can last the lifetime of the vehicle.

Independent EV content creator Bjørn Nyland has debunked degradation range concerns by testing real-world owners’ cars in Norway, the world’s EV capital:

• Despite older-generation battery technology, the original 2012 Nissan Leaf degraded by 24 per cent (5kWh or 42km claimed NEDC range) after nine years, more than 105,500km and 1010 charge cycles [YouTube ↗].
• A 2013 Tesla Model S P85 only lost 12 per cent capacity (8.1kWh or 60km claimed NEDC range) after seven years, 270,000km driven and roughly 1000 charge cycles [YouTube ↗].
• A 2019 Tesla Model 3 Long Range degraded by eight per cent (6kWh or 45km claimed WLTP range) after three years, an unusually long 165,000km and 601 charge cycles [YouTube ↗].

However, the degradation rate can vary significantly depending on how the EV is used and charged.

Nyland’s test of a 2021 Tesla Model 3 Long Range [YouTube ↗] found its lithium-ion battery degraded by 16 per cent in two years with only 98,000km – more than a nine-year-old Model S with more kilometres driven.

However, the electric sedan was used as a taxi and the majority of the 245 full charge cycles was on DC fast charging stations.

He suspected the degradation impact was higher because the driver regularly charged to 100 per cent (instead of the recommended 90 per cent limit), combined with high battery temperatures from fast charging, and keeping in a high or low percentage for extended periods.

Similarly, the German ADAC [↗] automotive association’s 2021 Volkswagen ID.3 lost seven per cent of its net battery capacity after two years and more than 100,000km.

Contrary to the brand’s recommendations, the lithium-ion battery was frequently fast charged to 100 per cent (instead of 80 per cent) and was sometimes left at the full charge state for several days.

As for LFP batteries, Build Your Dreams (BYD) claims its proprietary Blade Battery – found on models including the Dolphin hatch, Atto 3 SUV and Seal sedan – can last at least 500,000km or even 1.2 million kilometres after 3000 charge cycles in ‘standard conditions’.

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? What is the EV battery warranty?

All car brands include a dedicated electric car battery warranty, separate to the coverage on the rest of the vehicle, to allay concerns.

The industry standard is eight-years/160,000 kilometres (whichever occurs first).

The EV battery warranty covers for any defects or wear under normal use – determined by the manufacturer – and may be eligible for a free repair or replacement (usually with refurbished modules or a pack).

Importantly, select car brands explicitly promise a certain battery capacity retention percentage (typically no more than 30 per cent degradation) during the coverage period, so it’s worth checking the fineprint.

But, as highlighted above, this does not mean EV batteries won’t last after the warranty period.

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? How to avoid EV battery degradation

It’s impossible to avoid battery degradation entirely, but there are ways to prevent accelerated degradation during ownership.

Firstly, when buying, choose a longer lifespan LFP battery-equipped model if it suits your needs.

Additionally, if your budget can stretch higher, pick a bigger EV battery, so there’s less of a chance degradation will become an impediment in the long-run for everyday driving.

How to limit degradation

• Limit public DC fast charging – mainly plug in at home and at slow AC charging stations to reduce the stress on the battery, unless a fast recharge is necessary.
• Follow everyday charging limit recommendations – refer to the manufacturer’s touchscreen settings or owner’s manual for best-practice daily charging limits and habits to calibrate the cells. Owners can charge beyond the limit occasionally when the extra range is needed.
• Don’t go too low or too high for long – avoid discharging the battery to near-empty (below 10 per cent), which’ll subject it to a deep charging cycle. Likewise, don’t keep the battery in a low or high percentage state (beyond the recommended limit) for extended periods.
• Avoid extreme temperatures – if able, park the vehicle undercover or in a garage for long-term periods to keep the battery in its optimum temperature range.
• Servicing – while EVs have significantly fewer parts than combustion engine vehicles, they still share many ‘consumables’ and require routine maintenance. Follow the manufacturer’s recommendations to ensure checks are conducted on the battery health and physical condition.
• Stay up-to-date – if equipped, install over-the-air (OTA) software updates when available as it may improve the BMS and energy efficiency of the EV.

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? How much does it cost to replace an EV battery?

It’s true: if the EV battery degrades to the point that it’s a daily nuisance and is no longer covered by the battery warranty, it can be expensive to replace.

According to Recurrent [↗], whole battery pack replacement costs can range between US$5000 to US$20,000 (AU$7,500 to AU$30,000) depending on the vehicle model and battery size.

However, it notes out of the 15,000 EVs surveyed in the United States, only 1.5 per cent have needed a replacement (excluding defective battery recalls).

Importantly, the most-affected modules and cells can be replaced individually (instead of the whole pack), and reusing or ‘remanufacturing’ batteries from used or salvaged EVs to reduce repair costs.

Market battery prices are gradually falling as more lithium refineries are opened, including in Australia, to alleviate the high demand and cost-of-replacement, and LFP is already cheaper than lithium-ion technology.

Likewise, the availability of third-party EV technicians are growing – reducing repair costs thanks to the new ‘right to repair’ laws introduced locally.

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♻️ What happens to degraded EV batteries?

EV batteries will eventually reach their end-of-life, but they can still be repurposed for battery storage systems, and some materials can be recycled thereafter. Check out our detailed story below to learn more.

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? Do EV batteries last long?

Based on the evidence above, it’s clear that fears of short-lived EV batteries don’t hold true.

Yes, EV batteries do degrade over time, but by the time you want to sell – about 10 years on average – the reduced driving range still shouldn’t be a dramatic impediment to most Australians’ everyday driving needs.

However, as the vehicle goes through multiple owners, it can be a challenge for used EV buyers – with no standard for monitoring and displaying the battery health yet.

EV batteries – regardless of what type – will eventually reach their end-of-life.

This is true for combustion cars, too. There’s no guarantee that an old petrol or diesel car will be less expensive to get back on the road than an EV with a few degraded battery cells, which can be individually replaced.

Of course, it’s still early days for EV batteries. More time and data is still needed to comprehensively understand model-by-model, battery-by-battery degradation.

If you’re a regular long-distance driver, constantly fast charge and keep the battery in low and high percentages for extended periods, degradation can be accelerated.

But, as long as owners follow manufacturer battery care and charge limit recommendations, electric car batteries are designed to last the vehicle’s lifetime.

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? Is it time to make the electric switch?

EVs are not for everyone (for now), but they are right for most.

Driving range, price, and charging reliability remain key perceived issues. For more, check out our /Electric hub guides below.

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Hey, we get it. With dozens of news and reviews stories published every week, it can be hard to keep up with all the latest in the automotive world.

Obviously we reckon every story we run is a banger, but if you’re looking for the highlights reel, this is it. Read on and click away!

REVIEW: NEW TRITON! Could it be a Ranger rival?

New Triton sheds its value stigma to take the fight to the segment’s heavy hitters.

Grenadier, the born-again Defender driven!

The Ineos Grenadier is a much-needed addition to the off-road ranks of 4×4 wagons worldwide.

REVIEW: New-look 70 Series tested

The revised 70 Series is here, but can the four-pot live up to the legendary nameplate?

PRICING: Ford’s Mustang Mach-E gets cheaper

The Ford Mustang Mach-E has landed in Australia. Here’s everything you need to know about the electric SUV.

Ultimate Christmas Special!

The perfect gift this Christmas just got a little sweeter.

BYD thinks it can overtake Toyota in Australia!

China’s BYD reveals plans to open 30 new “retail outlets” over the next 18 months as it declares ambition to become the No.1 brand in Australia.

REVEALED: Australia’s best-selling cars in 2023

It’s no surprise that Australians love the Toyota HiLux and Ford Ranger, but rising EV demand and supply constraints write an interesting tale for the nation’s top 10 best-selling cars.

REVIEW: 5-door Jimny XL driven in Oz

Stretched Jimny is more practical and usable, though the list of positives isn’t as long as we’d hoped.

M4 v CLE 53: Which fast 2-door German wins?

AMG has revealed a new, angry-looking coupe with a high-output six-cylinder engine. But hang on, aren’t straight sixes BMW’s thing?

New Kona ‘lucky to avoid 3 stars’

Hyundai’s second-generation small SUV criticised by Euro NCAP after a disappointing crash test result, while the Honda ZR-V also missed a five-star result.

Are electric cars unsafe?

Media reports and videos of seemingly spontaneous electric vehicle fires regularly blow a cloud over battery safety.

Whether it’s a burned down home, car park or shipping vessel, the safety of EVs continue to be questioned – with often erroneous assumptions drawn at first glance.

In addition to perceived concerns around the purchase price, driving range and charging availability, this adds another layer to the fear and hesitancy of making the electric switch.

Yes, EV batteries can cause catastrophic fires when alight.

But, how likely (or unlikely) do EVs catch on fire compared to traditional internal combustion engines (ICE)? Let’s look at the evidence…

JUMP AHEAD

• ? How likely do EVs catch on fire?
• ? What is thermal runaway?
• ? Can EV battery fires be extinguished?
• ⚠️ Are ICE vehicles safer?
• ? How to prevent a potential EV fire
• ⚡️ EVs are becoming safer
• ? Time to make the electric switch?

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? How likely do EVs catch on fire?

According to research firm EV FireSafe [↗], six lithium-ion battery EV fires have been reported in Australia – out of more than 100,000 in circulation.

The Australian Government Department of Defence-backed company revealed all cases were attributed to damage to the battery as the causal factor:

• External fire (from surrounding structure) – 3
• Collision – 1
• Arson – 1
• Road debris – 1

There’s also the possibility of an internal short circuit due to improper battery sealing or poorly calibrated battery management system (BMS), as demonstrated by some car brands issuing voluntary recalls.

Unlike light and portable batteries (eg: smartphones, e-scooters and e-bikes), EVs have much bigger batteries and more advanced battery management systems (BMS) to ensure safe operation.

There are a range of active and passive thermal management provisions – including liquid cooling – and battery buffers in place to prevent ‘overcharging’, hence net (usable) and gross (nominal) battery numbers.

For any vehicle to be sold globally, battery suppliers and car manufacturers rigorously test their products internally and, locally, they must comply with strict Australian Design Rule (ADR) regulations to ensure that a car is safe for occupants and other road users.

Therefore, EVs are no different. It is safe to drive around with a large high-voltage battery under the vehicle floor.

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? What is thermal runaway?

While the risk of an EV battery fire is low, if liquid electrolytes do catch alight, the consequence is an intense, difficult-to-extinguish chain heating reaction called thermal runaway.

According to a joint peer-reviewed study by the Dalian Jiaotong University and Tsinghua University [↗], thermal runaway is triggered on the most common lithium-ion battery type with a nickel-manganese-cobalt (NMC) cathode when it reaches around 130- to 140-degrees Celsius.

Meanwhile, the less environmentally contentious, longer-lasting and cheaper-to-produce lithium-iron-phosphate (LFP) battery type triggered thermal runaway at around 180°C.

The Australasian New Car Assessment Program (ANCAP) and counterpart the European New Car Assessment Programme (Euro NCAP) also assess the EV battery after each crash test.

The safety authorities check if the safety cut-out feature is automatically triggered (as intended), for any fluid leaks, abnormal heat or fire, and physical battery damage.

It has reported no battery fires from any crash test – with 50-plus full electric models assessed since 2011 – demonstrating the durability of battery casings. This has been reinforced by Mercedes-Benz crashing two EVs head-to-head.

Furthermore, Chinese automaker Build Your Dreams (BYD) boasts its in-house developed ‘Blade Battery’ LFP cells having stronger safety credentials than other LFP batteries.

It claims to survive rigorous internal tests – including nail penetration, crushing, bending, extreme high temperature and overcharging tests – without causing any smoke, fire, explosion or thermal runaway reaction.

Manufacturers are also dividing the battery into smaller cells with separating fire-walls. If one cell catches fire, it at least delays it from spreading to neighbouring parts of the battery.

“[EVs are] very safe technology”

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? Can EV battery fires be extinguished?

If thermal runaway does occur, it can take days to completely extinguish. Even if it appears to have been doused, it can still re-ignite afterwards.

Batteries are positioned deep under the vehicle floor and as low as possible. Emerging new ‘structural batteries’ even embed cells within the chassis and are essentially inaccessible.

Emergency fire services have recognised this challenge, and are adapting to the unique challenge with best-response techniques and even special equipment.

This includes; a water drill to directly go into the pack and eliminate the thermal runaway risk, a high-pressure water mist tray that slots underneath the vehicle, and a water container bath [Bjørn Nyland YouTube ↗].

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To ensure the safety of emergency respondents, the BMS instantly disconnects the high-voltage battery when the airbags are deployed in a collision – similar to a petrol or diesel fuel pump automatically shutting off.

In Australia, most states require hybrid, PHEV, full electric, and hydrogen vehicles to wear a sticker on the licence plate that indicates to emergency responders to be cautious around high-voltage components.

Not displaying the powertrain label risks incurring a fine for owners. But, these tiny triangular stickers may not be visible in a crash situation, so:

• Education needs to improve for first responders to identify an EV and know how to manually isolate the battery (via pulling a cut loop or pull fuse), rather than only relying on the automatic cut-off from triggering, according to EV FireSafe [↗]
• ANCAP provides manufacturer-supplied documentation to understand each EV model’s structure and potential hazards in order to safely free an occupant
• Hyundai Australia labels its EVs with multiple QR code stickers to help guide rescuers

Some fire services overseas are using personal protective equipment (PPF) as a precaution.

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⚠️ Are ICE vehicles safer?

There is always a safety risk with any car. Traditional combustion engine vehicles are powered by a tank of highly combustible and constantly igniting fuel.

Driving with a high-voltage EV battery isn’t too dissimilar.

Countless petrol and diesel cars have also been recalled for fire risks concerning a range of defects – including the 12-volt electronics battery, mild-hybrid and traditional hybrid batteries, anti-lock braking system (ABS), diesel particulate filter (DPF), and fuel leakages.

For conventional combustion engines, liquid fuel can leak and flow away from the vehicle, spreading the engulfed area. Petrol and diesel also require special foam and chemicals to adequately combat when on fire.

Of course, if a fire does occur, it is far less intense and easier to completely extinguish than an EV battery’s thermal runaway.

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Ultimately, EVs are less likely to start a fire than combustion engines, but when they do, they are much harder to extinguish.

According to an analysis by Auto Insurance EZ [↗] – which used official data from the United States National Transportation Safety Board and Bureau of Transportation Statistics – there were significantly fewer reported fires for full EVs than ICE and hybrid vehicles.

The car insurer found EVs were about 61 times less likely to be involved in a fire than ICE cars or around 138 times less likely than hybrids, according to the American data to the end of November 2023.

This aligns with reported reliability issues, with PHEVs in particular experiencing more problems due to the inclusion of both ICE and EV drivetrains.

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? How to prevent a potential EV fire

There’s no guaranteed solution to stop an EV battery fire from occurring, but there are ways to reduce the risk.

As demonstrated by the MG ZS EV lithium-ion battery fire at Sydney Airport in September 2023, EV batteries must not be damaged, detached and left precariously exposed.

☣️ How to reduce the fire risks

• Follow manufacturer-recommended everyday charging limits
• Abide by manufacturer-suggested servicing requirements – EVs still need routine maintenance
• Never tamper or remove an EV battery, without a trained technician and proper handling methods
• Comply with manufacturer-issued EV recalls as soon as possible

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• 2018-2020 Hyundai Kona EV recalled again
• 2018-23 Jaguar I-Pace recalled
• 2022-23 Porsche Taycan recalled
• BMW i4 and iX recalled
• 2021-22 MG HS Plus EV plug-in hybrid recalled
• 2022-23 Alfa Romeo Tonale mild-hybrid recalled

Additionally, the Australian Building Codes Board [PDF ↗] has recommended a range of safety measures for installing EV charging equipment.

It is in response to the 2022 National Construction Code (NCC), which requires all newly-constructed buildings – including apartments – from October 2023 to have electrical distribution boards ready for installing EV charging units.

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⚡️ EVs are becoming safer

There’s no refuting the reality that, when alight, EV battery fires can be intense and catastrophic. However, the evidence highlights that the probability of one occurring is far less than an ICE vehicle.

It’s still early days for EV battery technology and some automakers have had to issue major global recalls, requiring complete pack replacements.

But, as demonstrated by countless voluntarily-issued recalls, petrol, diesel and LPG cars also have fire risks with highly combustible and constantly igniting fuel or gas.

Smartphone, e-bike and e-cigarette fires simply cannot be compared to electric vehicle batteries – especially the cheaply-made generic products – and emergency services are tackling the challenge of thermal runaway with more training and new specialist equipment.

If you’re still concerned about EV safety, an LFP battery model – including the BYD Dolphin, Atto 3, Seal, MG 4 Excite 51, GWM Ora Standard Range, Tesla Model 3 RWD, Model Y RWD, and Ford Mustang Mach-E Select – are better choices with a wider operating temperature range and lower thermal runaway risk.

New technologies are also emerging, including sodium-ion and solid-state batteries. The latter is expected to appear in pricier EVs around 2030, with a non-flammable solid electrolyte (instead of liquid) and wider temperature window to further reduce the risk of thermal runaway.

However, no vehicle is immune from a fire risk – regardless of what is powering it.

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? Is it time to make the electric switch?

EVs are not for everyone (for now), but they are right for most.

Battery technology, longevity, and charging times remain key perceived issues. For more, check out our /Electric hub guides below.

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