China’s auto industry has grown up fast. The industry cut its teeth teaming up with (and in some cases, straight copying) Western automakers to make cut-price ‘appliance’ cars.

In the wake of the pandemic and rising electric vehicle demand, though, there’s been a perfect storm brewing through which China is striding toward electric dominance.

Perhaps no better demonstration of this are the two affordable electric small cars you see here: MG’s excellent 4 hatch and BYD’s quirky new Dolphin.

A phoenix risen from the ashes of BL’s demise, the MG4 is undeniably a better hatch than the Brits ever produced. It’s built for us in a state-of-the-art factory in Ningde, China, and caused the motoring press to sit up and pay attention when it landed locally in August.

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Sparking controversy in the segment is its latest challenger, the oddly-named BYD Dolphin which pettily carries ‘Australia’s cheapest EV’ title by $100 in base Dynamic guise.

The primary question we’ll be answering is which attainable EV you should put your money towards right now. But there’s a secondary angle, and that is whether the time is right to ditch your gas-guzzling hatch and dive into an EV.

After all, while these two aren’t quite as affordable as a base model Toyota Corolla, they aren’t much dearer than flagship trims to buy. Plus, if you have home solar, they’re essentially free to drive – or so the theory goes.

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JUMP AHEAD

• What are they and how much do they cost?
• How are sales going so far?
• Interior comfort, space and storage
• How good is the technology?
• Warranty and ownership costs: crunching the numbers
• Range, charging and efficiency
• Which is better to drive?
• SCORING
• Specifications

What are they and how much do they cost?

Perhaps the equipment levels in the MG that follow in the footsteps of traditional family hatches aid its mass appeal.

The base Excite gets a good amount of equipment such as 17-inch alloy wheels, LED headlights, a 10.25-inch central touchscreen with wired smartphone mirroring, keyless entry and start, 7.0-inch digital cluster and cloth-appointed manual adjust seats.

The $44,990 (before on-road costs) Excite 64kWh tested here commands a $6000 premium over the base 51kWh car and that’s all battery and motor you’re paying for.

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With a 62.1kWh usable NCM lithium-ion battery, its WLTP-rated driving range is 450km. Spend an extra $3000 on the Essence and you’ll score nicer cabin materials, powered seats, a 360-camera and 18-inch alloys – it’s a no-brainer for private buyers in our book.

BYD’s effort is a little unconventional, essentially offering one equipment-packed variant in two battery sizes – the $38,890 Dynamic price leader and the $44,890 premium tested here.

The Dynamic’s spec sheet is enough to embarrass the MG4: heated seats, a heat pump, 12.8-inch power rotating touchscreen, four auto up/down windows (a surprising omission from the MG) ‘vegan leather’ upholstery, adaptive LED headlights, crisp 360-degree camera, and wireless smartphone charging.

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The premium brings a bigger 60.4kWh in-house made ‘Blade’ LFP battery pack for 427km of combined WLTP driving range. It also adds 17-inch alloy wheels and a two-tone paint scheme in either Surf Blue, Coral Pink, Atlantis Grey or the tested Ski White.

In our book, the limited edition blue-wheeled Dolphin sport is a rather pointless $5000 indulgence – the Premium’s where it’s at.

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How are sales going so far?

Silly name aside, BYD’s Australian importer is bullish about the Dolphin’s local success. And, to be fair, CEO Luke Todd has stats to back this up.

Sure, the Atto 3’s may not have been ‘the most successful local car launch ever’ as he claims, but sales figures don’t lie. Electric cars only make up about 7.0 per cent of our market, but so far this year there have been more Atto 3s delivered than Toyota Camrys and Mazda 3s. BYD will look for the Dolphin to build on the Atto 3’s success.

For comparison’s sake, since its August introduction MG has been able to shift a similar number of 4s each month as BYD has with the larger Atto 3.

As market demand for electric cars continues to fluctuate it’s hard to predict how the Dolphin will settle into its sales life, though the similarly quirky GWM Ora has struggled to match the heavy hitters such as Tesla and MG.

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Interior comfort, space and storage

If the spec sheets are different, then the cabin executions are antithetical. The MG is recognisable with a Volkswagen-inspired design and mostly comprehensible layout, aside from the mirror adjustment hidden behind the steering wheel.

There’s another miss in the MG’s Tesla-like start procedure (that requires no key turning or button prodding).

If you twist the rotary dial before the car’s good and ready it puts the ‘transmission’ in neutral and disables the parking brake. Meaning that if you’re on a hill the MG4 will roll unnervingly before hurriedly re-engaging the handbrake. That never happens in a Tesla or Polestar.

Incidental storage is excellent, however, with the floating centre console doubling as a rubberised phone pad (and a wireless charger in Essence trim), a covered cubby with two small cup holders, a deep central storage bin under a comfy armrest, and door bins that take a one-litre camping bottle.

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Material quality is decent and consistent but not on par with Volkswagen or Skoda. Though ‘only’ manually adjustable, the cloth-appointed pews are comfortable and supportive over hours in the saddle.

The BYD has some quirks. You’ll be searching for the start button (laid horizontally into the dash and hidden behind the Fiat 500-esque steering wheel) and then potentially fumbling with yet another new take on the gear selector that’s built into the row of cylindrical switches. It works, but not intuitively.

Those power seats offer more granular adjustment but the ‘vegan leather’ is what we used to call vinyl, meaning the Dolphin’s black upholstery gets plenty hot and sweaty beneath the fixed glass roof. Like the MG, it has great storage solutions such as a secure wireless charger and nifty multi-tool that can be used to cut seatbelts or break glass in emergencies.

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Just like your average family hatch the MG4 has space for four with generous rear quarters that accommodate those over six feet. The view out the front and side windows is good, and there’s width enough to squeeze three.

The longer Dolphin offers more leg and toe space but the fixed glass roof kills headroom. Being narrower, too, it’s harder to squeeze three adults across the bench.

Amenity is better in the Dolphin with two USB charge points and a fold-down armrest – the MG does with just one USB. Neither car has adjustable air vents in the back.

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Neither car has a big boot though the MG4’s on-paper figure of 350L is higher. It has one shopping bag hook, a light, a single-height base and there’s a step when the 60:40 backrest is folded.

The BYD has a 345L space with a dual-level floor that makes for a fully flat load bay when the seats are folded and gives some hidden storage.

Thanks to a wider aperture, it’s easier to load bulky items into the MG’s rear end than the Dolphin’s. Frustratingly, neither car comes equipped with even a space-saver spare tyre. We don’t find this so bad in the city-focused Dolphin but the MG4 is fun enough to drive that a space-saver spare would provide extra peace of mind should you find yourself in the country.

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How good is the technology?

While the Dolphin’s dramatic layout is packed with quirky gimmicks (and plasticky materials), the core functionality is reassuringly effective.

The connected infotainment system, for example, is easy to use and allows you to download apps such as Spotify to avoid mirroring your phone using a cable (like the MG4, there’s a USB-A, USB-C and 12-volt port accessible from the front seat).

Those extra two speakers in the BYD’s sound system make for a cleaner and more powerful listening experience than the MG’s decidedly muffled four-speaker system, too.

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One of the MG4’s home screen panels allows adjustment of temp and fan speed quite simply, but the Dolphin is better in this area.

And, while both cars house the climate control within menus only the Dolphin ships standard with ‘Hey BYD’ voice recognition that’s remarkably intuitive and effective (though we hate to think about data privacy issues) backed up by persistent controls for fan and temp on the main menu.

One of the MG4’s home screen panels allows adjustment of temp and fan speed quite simply, but the Dolphin is better in this area.

The MG’s climate control is also unlike any other when it comes to temperature. I’m usually a 21º guy – perhaps 22º in an icy-cold Toyota – but the MG4? I found myself at 25º with anything lower simply too chilly. And yet, pushing it up to 26º turned the cabin into a sauna.

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Warranty and ownership costs: crunching the numbers

These two are still dearer than equivalent combustion cars to buy, but do they make it up in the long run? We’ve ignored the minefield of state-by-state incentives in this story, but these can further influence affordability.

The BYD has everything needed to wow in a dealership scenario and it’s backed up by a six-year/160,000km warranty (with eight years/150,000km for the battery and motor).

Servicing is due every 12 months/20,000km and can be carried out at an increasing number of BYD locations (or MyCar centres) at a fixed price of $1384 for five years.

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MG beats BYD on ownership with a seven-year unlimited-kilometre warranty and equal length capped-price servicing program.

The MG4’s service intervals are longer, too, requiring a trip to a mechanic every 24 months or 40,000km for $1478 over six years.

Compared to a Golf 100TSI R-Line, a home-charged MG4 will save you $3258 over three years in running costs (including fuel/power, insurance, and servicing) easily offsetting the $2000 price premium. Using public electricity ($0.60/kWh against about $0.34/kWh) narrows the gap to $1965.39 over three years.

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Yet put the dearer-to-run Dolphin and Toyota’s fuel-sipping Corolla hybrid into the picture and it’s less rosy for the EVs; the Corolla is about even with the EVs if you’re using powering it exclusively at public chargers.

Then there’s depreciation. As new brands in the Australian market with volume aspirations and affordable purchase prices, the BYD and MG have extremely weak three-year residuals according to Redbook (both list at 48.5 per cent).

That means the close contest with the Corolla opens up to a $7500 gap to the publicly-charged EVs (about $6200 for home charging) when it comes time to get rid.

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Range, charging and efficiency

Despite better lab figures, in the real world, the MG is less efficient. What this comes down to is hard to know – it could be aerodynamics or rolling resistance, but it’s probably BYD’s battery and motor technology.

The Dolphin averaged 10kWh/100km over our last 50km of mostly downhill driving back into Sydney. If you got that all the time you’d eke 600km-plus out of a charge from the medium-sized battery.

Our total time with the car showed a higher 14.9kWh/100km figure, for about 405km driving range.

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Meanwhile, the MG4 recorded 12kWh/100km on the downhill run (for 514km) and showed 16.2kWh for the whole test, representative of 381km roving range.

The MG’s rapid-charging stats are better though, with peak 140kW DC speeds enough to get it from 10-80 per cent in 26 minutes. We saw a peak of 89kW when rapid-charging the Dolphin (above its quoted 80kW speed) meaning the same fast-charge will take 40 minutes.

As the Dolphin’s battery LFP chemistry is more chemically stable, though, it’s safer to take it closer to full regularly using up to 11kW AC (the MG’s capped at 6.6kW) wall boxes.

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Which is better to drive?

With a van-like driving position and tall, narrow body the BYD’s proportions are ungainly – even if it is the more attractive looker overall – and this is reflected in the driving experience.

The Dolphin is soft and wallowy with minimal body control and yet, even though this variant has multi-link rear suspension (teamed with front struts), it falls clumsily into potholes leaving its 205/50 R17 Linglong Comfort Masters (with cutesy OEM Dolphin stamping) to deal with sharp edges.

Then there’s the 2.8-turn lock-to-lock steering. We’re not looking for the granular feel or high-def tread-squirm here, just a light and unobtrusive system which the Dolphin’s is not. Around the straight ahead it’s sticky like treacle making it difficult to make small corrections for cambers and crosswinds on the motorway yet becomes fingertip light off-centre.

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The BYD’s turn of speed is impressive, though, that front-mounted 150kW/310Nm motor drags the 1658kg Dolphin to 100km/h in 7 seconds (claimed) – that’s warm hatch quick.

There’s good overtaking acceleration, too, with more puff at higher speeds than the MG. Finesse is lacking at full noise, with the Dolphin’s grunt enough to make the front end axle tramp and the Linglongs screech at any more than about half throttle.

The braking performance is about as convincing as the tyre grip with a pedal that feels mushy underfoot amplified by the clumsy blending of regenerative and physical retardation. There are two regen modes though neither promises a one-pedal drive.

The MG has more regen settings that can be tethered to one of the two configurable steering wheel buttons (same story with the four drive modes: Eco, Normal, Sport and Snow) and a pseudo-one pedal mode can be selected within the main menus. Its brake pedal feel is natural and even preferable to a Toyota hybrid’s stoppers.

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It’s a little slower (though no slouch) nailing 100km/h in 7.7 seconds thanks to 100Nm less from a rear-mounted electric motor. But the whole process is far calmer, as is the experience on our twisting country road.

Where the Dolphin’s appallingly underdamped body shimmies through corners and porpoises over bumps, the sophisticated MG 4 steers as accurately as any combustion-engined family hatch – and that’s meant in a most complimentary way.

It’s pleasant around town, too, with decent comfort aided by soft 215/50 R17 Continental Premium Contact C tyres that keep road noise to a minimum.

As for critiques, there were occasions on wet roads where the torquey MG4 dished out surprise oversteer, we found the light steering to be lifeless, and the multi-link rear-end’s ride around is a little bouncier than we’d like, but on the whole, the MG4 is a peach.

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The MG4’s tuning circle is superb though rear visibility is impeded by a tiny rear window and comedically large headrests with only a low-resolution reverse camera that pales in comparison to the BYD’s spectacular interactive 3D system.

MG doesn’t equip the Excite with blind-spot monitoring or rear cross-traffic alert, either, and the driver-aid tuning leaves something to be desired.

Where the Dolphin cajoles the driver back into the lane with more subtle inputs, the MG4’s lane-keep assist is snatchier. Both car’s front collision warning and speed limit assist with their associated beeps were also intrusive during testing.

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Both vehicles have adaptive cruise control systems that interface with lane-tracing for semi-autonomous driving in motorway and highway situations.

They are okay at best and still require driver attention when operating. The MG 4 was awarded five ANCAP stars in August, while the Dolphin scored its rating in October – both under 2022 protocols.

If you’re looking for a sharp-value electric runabout for the city that’s stacked with technology, good looks, and gimmicks to entertain your friends, the quirky Dolphin delivers.

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But electric cars have gone past the early-adopter era of Mitsubishi i-Mievs and BMW i3s. Where the Dolphin conforms to EV stereotypes, the MG kicks them back into the ocean where they belong.

The MG4 is a complete vehicle engineered to stand up against tough Japanese, Korean and and European rivals. There are still some gripes, such as the clunky touchscreen and awkward starting procedure (neither of which other companies like Volkswagen are immune to), but crucially its excellence runs far deeper than you’d expected of a bargain basement EV.

Much like Tesla’s Model 3, the MG4 has the potential to define the next decade of family cars – this truly is an electric alternative to a Corolla, i30, or Golf.

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

MG4: 8.5/10

BYD Dolphin: 7.5/10

Specifications: MG4 v BYD Dolphin

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In October, we saw an all-electric Toyota ute unveiled at the Japan Mobility Show – and I’m wondering just how many have spent more than five minutes thinking on what it means for the global car market.

Really, Toyota is late to the EV game in just about all respects. Its BZ4x is yet to go on sale in Australia, and while we’ve found it to be a good car, it’s hardly putting rivals to shame. Even Toyota admits it isn’t the first shot it should’ve been.

The Toyota EPU (Electric Pick-Up?) revealed last month isn’t the modern motoring world’s first electric ute, and it’s very far from being the first small monocoque ute in today’s market (see Santa Cruz and Maverick). More importantly, it isn’t even confirmed for production.

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What it is, though, is a critical signal to the market that it needs to get ready for Toyota’s electric onslaught.

The world’s biggest carmaker has dragged its heels on EVs, mumbling all sorts of excuses – but when it really fires, buyers will remember what the Toyota brand represents.

Whether the compact EPU will go into production is still unclear, but we do know an electric HiLux is on the cards – in a proper full-series form, not just the largely experimental ‘HiLux Revo’ that surfaced in 2022.

How would an electric HiLux look?

Without properly knowing how the next HiLux will look, we can only speculate on the electric version’s styling.

Will it be based on the same ladder-chassis of the 2025 HiLux, or will it go ‘full skateboard’ to properly utilise the structure for battery placement?

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We’ve previously imagined the new HiLux with 2024 Tacoma-inspired looks, but these latest renders by YouTube channel PoloTo looks to AI tools like Midjourney and Dall-E to imagine an even tougher look – in some cases with a monocoque body, and in others with a separate cab-and-tub design.

What do you think of this look? Would it drive you towards an electric HiLux, or do you have some specific criteria it’d need to meet first?

The second-generation 2024 Mercedes-Benz has arrived in Australia, with AMG variants to follow soon.

UPDATE: Mercedes-Benz GLC Coupe priced, and GLC 300 wagon driven

Mercedes-Benz Australia has confirmed pricing and features details for the GLC Coupe, which is due in local showrooms imminently.

We’ve also driven the new-gen GLC 300 petrol on local shores! Hit the link below to read Alex Inwood’s thoughts on Benz’s new mid-sizer.

This story, first published in April, has been updated to reflect the latest information.

Mercedes-Benz GLC priced for Australia

At launch, it is available in GLC 300 form, with the entry-level GLC 200 and plug-in hybrid GLC 300e axed from the local line-up.

Mercedes-Benz Australia said AMG GLC 43 and GLC 63 S E Performance models will follow in the second half of 2024.

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The new-generation GLC 300 is priced from $104,900 before on-road costs, representing a $12,600 jump over the previous GLC 300 – and a $24,100 rise compared to the preceding GLC 200 base model.

Meanwhile, the GLC Coupe is priced from $113,900 before on-road costs – up $10,430 over the previous GLC 300 Coupe.

However, as with the related C-Class sedan, both variants feature a stronger mix of standard equipment than the previous model, with new inclusions previously limited to option packages.

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This includes a panoramic sunroof, a head-up display, heated and power-adjustable front seats, and the AMG Line styling package.

Code-named X254 and C254, the second-generation Mercedes-Benz GLC is built on the latest MRA2 vehicle architecture that underpins the C-Class, E-Class and S-Class sedans.

While it appears to be a low-risk makeover of the current model from the outside, the cabin has been overhauled in line with the C-Class, with a portrait-orientated 11.9-inch MBUX infotainment system and a freestanding digital instrument cluster.

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JUMP AHEAD

• 2024 Mercedes-Benz GLC pricing
• 2024 Mercedes-Benz GLC features
• 2024 Mercedes-Benz GLC option packages
• Engine, drivetrain, and fuel economy
• Safety
• Dimensions
• Warranty and servicing

2024 Mercedes-Benz GLC pricing

Price excludes on-road costs.

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2024 Mercedes-Benz GLC features

2024 Mercedes-Benz GLC 300 features

2024 Mercedes-Benz GLC 300 Coupe features

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Option packages

Plus Package – $6900

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Engine, drivetrain, and fuel economy

The 2024 Mercedes-Benz GLC 300 is powered by a 2.0-litre turbocharged four-cylinder petrol engine, with 48-volt mild-hybrid assistance. It produces 190kW and 400Nm – up 30Nm over the previous GLC 300.

Power is sent to all four wheels via a nine-speed torque-converter automatic. A 0-100km/h sprint time of 6.2 seconds is claimed.

Mercedes-Benz claims the 48-volt mild-hybrid system saves fuel, with an estimated combined fuel consumption of 7.7L/100km – down from 8.2L/100km. It supports ‘gliding’, ‘boost’ and ‘recuperation’ functions, and can provide a 17kW and 200Nm boost.

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Safety

The 2024 Mercedes-Benz GLC is covered by a five-star ANCAP safety rating, based on testing conducted in 2022.

It scored 92 per cent for adult occupant protection, 92 per cent for child occupant protection, 74 per cent for vulnerable road user protection, and 84 per cent for safety assistance.

As with the related C-Class, the new GLC features a front-centre airbag.

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Dimensions

The new Mercedes-Benz GLC measures 4716 mm long, 1890mm wide and 1640mm tall, with a 2888mm wheelbase.

The GLC Coupe is 47mm longer than the wagon at 4763 millimetres and 31mm more than the previous GLC Coupe.

2024 Mercedes-Benz GLC boot space

With all seats in place, luggage capacity has increased by 50 litres over the previous GLC to 620 litres. The second row can be controlled remotely from the boot, with a 40:20:40 split.

The GLC Coupe has 545 litres of luggage space, expanding to 1490L with the rear seats folded

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Warranty and servicing

As per the wider Mercedes-Benz range, the GLC is covered by the brand’s five-year/unlimited-kilometre warranty.

A complimentary roadside assistance program during the vehicle’s warranty period. The program can be extended for $149.60 per year.

Service pricing can be pre-purchased, consisting of three-, four- or five-year packages with 12-month/25,000km intervals.

Mercedes-Benz has yet to announce pricing for the new GLC; however, service pricing for the previous model can be found below:

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There’s a moment with the new BMW 520i where you wonder if everything is OK.

You’ll have clocked the $114,900 price tag and looked at the modest 153kW power output from its four cylinder engine and doubts will begin to creep into your mind. Then you open the door, drop into the driver’s seat and you relax. You can see where your money has been spent.

Is that likely to be enough to sell the BMW 520i to its target market? It radiates an aura of quality, a warm and fuzzy feeling that BMW has spent more time and has thought harder in developing this car than is in any way reasonable.

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Friends and family who get into the 5 Series will not question your buying decision. It takes about two seconds to understand.

The latest G60 generation, the eighth version of BMW’s executive sedan, has slipped into Australia largely without fanfare. Some of that could well be due to the fact that its styling seems a fairly logical evolutionary shuffle on from its predecessor, the quietly handsome G30, which was sold from 2017.

The outgoing car was nevertheless the best selling car in a low-volume class, so should we expect the latest 520i to come strong out of the gate? Let’s just say that there may be a couple of bumps in that particular road.

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JUMP AHEAD

• How much is it and what do you get?
• How do rivals compare on value?
• What’s the BMW 520i like inside?
• What is it like to drive?
• How is it on fuel?
• How safe is it?
• How long is the warranty and what are the running costs like?
• Would you recommend it?
• Specifications

How much is it and what do you get?

Admittedly, that $114,900 asking price is a bit of a shocker., this being the first generation of 5 Series that opens above six figures here in Australia.

What’s more, it’s overwhelmingly likely that virtually every buyer will also tick the box marked Enhancement Package, which adds another $5400 to the asking price.

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This adds 21-inch BMW Individual aero wheels in lieu of the standard 20s, metallic paint and a 655-watt Bowers and Wilkins surround sound audio system which includes no fewer than 17 speakers.

The 520i is already very strongly equipped, with features such as adaptive LED matrix headlights, BMW Connected Drive services, M body styling parts, a panoramic glass roof, a 14.9-inch curved centre touchscreen, heated and memory-function front sports seats, the ‘Iconic Glow’ illuminated grille surround (your mileage may vary on that one), a whole stack of driver assist systems and even remote control parking via an app. You get a lot of gear.

What you don’t get is a lot of engine and, for some, that may be this car’s Achilles heel.

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How do rivals compare on value?

Perhaps we should qualify that statement about the 1998cc four-cylinder turbocharged engine.

At 153kW and 330Nm it’s got a little more about it than the ICE powerplants that reside under the bonnets of entry-level versions of the Audi A6 and the Mercedes-Benz E-Class.

Some meat on those bones? Well, the Audi A6 40TFSI fronts up with 140kW and 320Nm. Problem is, that’s a $94,300 car. For $113,400 – still less than the 520i, mind – Audi will sell you a 180kW/370Nm A6 45TFSI quattro S Line. Yep, that’s all-wheel drive and more power, which means the poor BMW wouldn’t see which way the A6 had gone.

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Choose a Mercedes-Benz E200 and, for $106,600, you get 145kW and 320Nm which seems short-changed somewhat, but given that the Merc is both tighter-geared and lighter than the 520i, it’s lineball in terms of performance.

Other rivals? The 221kW/400Nm Jaguar XF P300 Sport is ancient but still decently spry, and the 279kW/530Nm Genesis G80 3.5T AWD is well worth a look if you like to play by your own set of rules. Both are within a sniff of the 520i’s asking price.

It’s worth noting that Alpine White is the only non-cost paint finish. Step up to a metallic palette and you’ll need to square away another $1539, with Tanzanite Blue costing an additional $3385 and the matte finish Frozen Pure Grey and Deep Grey metallics attracting a hefty $5385 premium.

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What’s the BMW 520i like inside?

In a word, delightful. There’s really very little to complain about when it comes to the BMW’s cabin.

True nitpickers might point to the fact that a 97mm increase in overall length has translated to a mere 5mm of extra rear leg room, but this is nevertheless a big car now. Width has risen by 32mm, height by 36mm and the wheelbase eases out by an additional 20mm versus its predecessor. In fact, it’s the same size – more or less – as a Chris Bangle-era E65 7 Series.

If you’ve taken it for granted that the modern architectural trope for vehicle interiors is a massive tablet affixed to the dash and little else to consider, you’ll find the 5 Series fascia refreshingly dense.

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There’s a lot going on in terms of design elements, materials, different planes, angles, and ways to interact with the vehicle.

It all seems reassuringly expensive too. Animal lovers will also be glad to hear that the seats are trimmed in Veganza, a vegan material, and Alcantara although should you wish to have your 520i trimmed in leather, BMW will gladly oblige, relieving you of $5400 in the process.

Even with the panoramic glass roof, there’s a decent amount of headroom, even for taller drivers, and the sight lines out of the car are good. The steering wheel offers a huge range of adjustment, but it I personally felt that the driver’s seat was perched a little high on its lowest setting, as I’m one of those drivers who prefers to feel ‘in rather than on’ the car.

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I would have liked to have seen the Comfort seats and non-M Sport front apron on the 520i rather than the sportier treatment Australia gets.

The dash does indeed present you with a lot of black glass, the two rectangular multi-configurable digital displays arcing across the right-hand side of the car in much the same way as we’ve seen in the 7 Series. Thankfully, there are a lot of buttons and switches such that many of the key functions you’ll use for driving aren’t nested within menus on the screen.

The steering wheel controls are sensibly configured and not overwhelming and the dual wireless phone chargers are a very neat touch. The flat-bottomed M steering wheel does look a bit racy for a car with such modest performance, but at least BMW doesn’t slather the 520i in fake carbon fibre given that it tips the scales at 1725kg.

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The head-up display deserves special mention as it’s large, crisp and is capable of displaying comprehensive sat-nav directions clearly.

Should you wish, there’s also an augmented reality feature within the latest iDrive 8.5 system that’ll show an image from the 8MP front camera in the dash binnacle with arrows to show the exact exit you need to be taking.

The centre screen can stream YouTube videos, which turns your 5 Series into a mini cinema and there’s also Air Console in-car gaming. Your kids are going to love this, as they get to use a smartphone as a wireless controller and play one or two player games in the car.

Moving round to the rear, the 520i features, aptly enough, a 520-litre boot.

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What is it like to drive?

Can we talk about expectations for a moment? I don’t think I’m in the minority to expect a certain standard of dynamics from a petrol-powered BMW sedan.

I want it to feel livelier on its feet than its Audi and Mercedes rivals. I expect it to feel as if it’s been engineered by people who take the long way home from work, just for the fun of it. The 520i doesn’t.

If you blindfolded me, sat me in the front passenger seat and asked me who it was built by, I’d say that it was a manufacturer who could do ride quality but wasn’t very good at engines or handling. The four-cylinder is a largely tuneless thing, extending to a charmless blare when pushed, as it will be often.

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Likewise, when you ask the chassis to show what it can do through a challenging set of corners, it never gets to shine due to the fact that the 520i is hobbled by a truly catastrophic tyre choice.

I’m not saying the Continental EcoContact 6 is a terrible tyre on a Toyota Prius or something of that ilk, but it has no place on a BMW sedan that rides on standard M Sport suspension.

Tip the car into a corner and the outside front tyre starts squealing at decidedly modest lateral-g loadings, the sidewall seeming to offer about as much resilience as a Rudy Giuliani legal defence. You’ll emerge crestfallen and wondering how BMW thought this sort of thing was acceptable.

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That’s if you’re a road tester or a keen driver. Of course, there will be others who won’t countenance bunging $115K’s worth of their pride and joy at a corner with any real gusto and, if that’s the case, they’ll find a lot to like.

Refinement is excellent, the suspension is pleasantly limber, the steering is a little mute but unerringly accurate and the brakes are more than adequate.

The eight-speed gearbox slurs through the ratios beautifully, the drive logic only occasionally encountering a low-speed hiccup in town, and the cabin ergonomics are sound. The engine, even for an undemanding operator, will feel just about adequate.

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

The counterpoint to fitting those tyres is that fuel economy is extremely good.

BMW claims an average of 6.9 litres per 100km, yet the car I was driving averaged 6.2 litres over the drive route. That’s phenomenally good for a large, heavy, petrol-engined luxury sedan.

The 48V mild hybrid system fitted to this car certainly helps, the 13kW/200Nm e-motor helping to get the car going.

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A Miller Cycle combustion system also prioritises efficiency, which is, in turn, aided by a super-low drag co-efficient (as low as 0.23CD isn some variants).

The 520i prefers 95RON fuel and the fuel tank measures a sensible 60 litres. Combine that with the excellent fuel economy and you emerge with a vehicle that can conceivably get 1000km of cruising range from a tank of juice.

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How safe is it?

The G60 5 Series has yet to be tested by EuroNCAP, but is expected to gain a five-star rating.

Standard safety equipment on the Australian-spec 520i includes seven airbags, parking assistant professional pack, active cruise control with stop and go, lane change warning, lane departure warning, front and rear cross traffic alert, rear collision prevention, automatic speed limit assist, evasion assist, and front collision warning with brake intervention.

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How long is the warranty and what are the running costs like?

Like the rest of the BMW range, the 520i gets a five-year, unlimited kilometre warranty.

Three years of roadside assist is also included in the purchase price and there’s a 12-year anti-corrosion warranty from first registration. Servicing is condition-based.

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Would you recommend it?

Some vehicles are easier to parse into a fair verdict than others. Much of the BMW 520i is extremely good.

That would be the mealy-mouthed summation of it. It’s largely extremely competent. Perhaps a more valuable critique would be that this is a very good car with a mediocre engine, which rides on unsuitable tyres.

In that regard, it feels as if BMW has done much of the hard work in developing this car, only to be stymied by specification choice. It’s not as if Munich didn’t have other engines on offer. In Europe, this G60 Five is offered with a far peppier 190kW/400Nm tune of this B48 four-cylinder powerplant which should help bring this chassis to life.

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I can only speak as I find, but the tyres were a poor choice on this car. Fit a decent set of Michelins or Pirellis to the 520i and it ought to transform its dynamic characteristics. After all, who are all these people queuing up for a $115K eco car?

As such, I know that there’s 90 percent of a great car here. I can also understand why, having sold less than 500 5 Series units last year, BMW’s Australian arm is reluctant to bear the costs of fleshing out a broad range of petrol variants.

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I’d counsel making an exception for a 530i or 530e PHEV model that would act as a step towards the punchier i5 variants and, in the fullness of time, the hybridised M5.

There’s the kernel of greatness here but, in the specification tested, the 520i doesn’t have the chops to truly step up.

After all, BMW has earned an expectation of dynamic excellence and expectation, as we see here, can prove a double-edged sword.

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Korean brand Kia is on a product offensive, renewing a whole host of models with mid-life facelifts like Picanto, Carnival and Sorento, through to next-gen models and a spread of all-new EV nameplates.

There are some casualties, however, with Aussie favourites such as the Stinger and the break-out Rio confirmed to bow out.

Right now, there are precious few Kia models in the juicy middle part of their life spans. Only the Stonic, Seltos, Sportage, and Niro are being spared from conjecture at the moment (though a hybrid is on the way for Sportage) with each model sitting pretty and selling strong in their respective segments.

Wondering what Kia’s future holds? There’s a lot to get through – read on to find out…

JUMP AHEAD

All-new models

• Tasman ute
• EV5
• EV3 & EV4

Current models

• EV9
• Sorento
• Picanto
• Carnival
• EV6

On shaky ground

• Stinger
• Rio
• Cerato

Kia Tasman ute

Kia Australia trademarked the name ‘Tasman’ in June and has since confirmed that a ute is in development, with ambitions to capture 10 per cent of Australia’s burgeoning ute market – or about 20,000 units per year.

We’ve spied and rendered the Tasman, and local head honcho Damien Meredith said the ute is between 24-36 months away in June 2023.

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The brand promises its light commercial vehicle will have the cajones to take on the Ford Ranger and Toyota HiLux at their own game, which should see it offered in various body styles, including the popular dual-cab spec.

What else? Think body-on-frame, 3500kg towing capacity, and a 1000kg payload. We suspect a diesel mill will feature, but don’t be shocked to see hybrid power offered.

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Kia EV5

This midsize electric SUV is locked in for a launch next year and, if the EV9 is anything to go by, it will probably arrive in market with almost entirely unchanged sheet metal from the concept you see here.

This is the first of Kia’s affordable electric options that promise to somewhat democratise the brand’s EVs. It will be built for the Australian market in China and sit on a version of Kia’s existing E-GMP architecture.

Reports thus far have suggested the EV5, with a driving range of 450-530km, will use LFP battery chemistry resulting in slower 10-80 per cent rapid charge times (around 27-25 minutes) than Kia’s existing models (18 minutes) – though this does bode well for affordability.

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Kia EV3 and EV4

Moving down the numbers, the EV4 (above) is a sedan for the new age and the EV3 (below) is a small SUV, with both rocking compact proportions and eyes set on global markets.

Details are scarcer than with the near-production EV5 and we’re expecting each to launch in 2025 on Kia’s optimistic rollout of 14 new electric vehicles by 2027.

Both vehicles are likely to move onto Kia’s new affordable ‘eM’ architecture to cut costs – the EV4 is aimed squarely at the Tesla Model 3 and the EV3 likely at the MG 4. Both also promise clever artificial intelligence technology including a ‘natural’ chatbot inside.

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Kia EV9

The upper-large SUV has arrived! This is the first EV to offer seating for seven in comfort.

It’s also the most expensive Kia ever, with prices starting at $97,000 and running up to $121,000. The EV9 rides on the same 800V E-GMP platform you’ll find under the EV6 with WLTP driving ranges spanning from 443km (Air RWD) to 512km (Earth AWD).

Kia dealers are making deliveries of the upper-large EV9 now and, as it has this class to itself right now, Kia will be expecting to sell all 100 examples it’s confirmed to get each month.

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Kia Sorento

Still triumphant in group tests in pre-update guise, the Sorento is one of the best seven-seaters you can buy – and it’ll only get better with this imminent facelift.

With an updated front clip inspired by the EV9 and Telluride, new wheels and taillights outside, it’s within where the Sorento gets the biggest upgrade. Finer leather quality, bigger screens, more connected technology and greater colour choice (in some markets).

The new car will carry over existing petrol V6, 2.2-litre turbo-diesel and petrol-electric hybrid powertrains and potentially pack an off-road focused ‘X-Pro’ trim level.

January 25: New-look Sorento driven in Australia

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JUMP AROUND

• Tasman ute
• EV5
• EV3 & EV4
• EV9
• Sorento
• Picanto
• Carnival
• EV6
• Stinger
• Rio
• Cerato

Kia Picanto

Sitting at the opposite end of Kia’s size spectrum, the updated Picanto is also due to arrive before the end of 2023 – though without the enthusiast-focused 1.0-litre turbo-petrol GT model.

Again, it’s an EV9-inspired front clip that visually updates the light hatch with a full-width lighting feature – the treatment is surprisingly effective. Just like the Sorento, it will use Kia’s latest technology with smartphone telematics and over-the-air software updates.

The Picanto’s interior is otherwise largely unchanged, keeping familiar architecture. Updated materials and faster USB-C charging ports do, however, feature.

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Kia Carnival

Refreshed with an EV9-style Tiger Nose grille about three years after this fourth-gen model’s launch in 2020… starting to get the picture?

Inside, the Carnival’s renewed swagger is communicated by big, fresh 12.3-inch screens integrated into a single curved display. The connected ‘ccNC’ infotainment system promises wireless smartphone mirroring, smartphone control and other goodies.

As for physical changes, Kia has promised higher-quality dampers from Korea’s ‘High Limousine’ variant and extra sound deadening. In Korea, a 183kW/367Nm 1.6-litre turbo-petrol hybrid powertrain with a claimed fuel consumption of 7.1L/100km is offered. There’s no word on Australian engine specs yet, but the local arm is keen to offer a hybrid Carnival.

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Kia EV6

The Kia EV6 (2022 Wheels Car Of The Year) only seems to have one problem: Kia’s inability to get enough stock to satiate customer demand.

Of course, there are a few more nitpicky isuues than that, with the EV6 lacking truly connected cabin technology and still conforming to Kia’s early interpretation of the Opposites United design language. A facelift is expected to launch locally in 2025 though there have been precious few spy shots of the electric large SUV so far.

A video by Korean Youtuber Woopa TV shows a camouflaged 2025 EV6 in a multi-storey car park with diagonal split headlights and DRLs similar to the Citroen C5 X and a long way from the EV9’s ‘digital tiger nose’ – there’s plenty more info to come, we’re sure.

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Kia Stinger

Hailed as the second coming of the Ford Falcon XR6 Turbo and Holden Commodore SS, the Stinger’s appeal only grew across its lifetime.

The liftback has now disappeared from Kia’s configurator and global production is coming to a halt with no combustion-engined replacement in sight. It’ll be up to the EV4 to fill this hole.

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Kia Rio

Spruiked by some of the cheesiest ad campaigns to grace early noughties TV screens, the current-gen Rio is finally a grown-up alternative to the Volkswagen Polo and Mazda 2.

Yet its future – at least locally – is in doubt. Earlier this year Kia unveiled the ASEAN-focused K3 which will replace the Rio in markets outside Australia. When the current-gen comes to its end (likely in late 2024 or early 2025) it’s unclear how it’ll be replaced – the same goes for the Rio’s Stonic SUV relation.

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Kia Cerato

Spy shots suggest a new model of the Ceratos size and shape is due in 2025 but the question remains as to whether it’ll carry the Cerato nametag.

With the Rio replacement copping ‘K3’ as its global name, the Cerato is likely to take the K4 name and sit below the K5 (Optima) that’s no longer sold in Australia. Expect a certain amount of electrification in the next-gen model, but no BEV powertrain.

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What is the MG F7 and what are its key rivals?

The F7 is an all-electric large sedan sold under the brand Feifan in China – also called Rising Auto (it’s a bit confusing) but forget that because it’ll be badged as an MG if sold in Australia, and that’s looking likely.

At more than five metres long, the five-seat, liftback F7 comes in single-motor rear-drive guise with 250kW/450Nm, or dual-motor all-wheel-drive configuration with 400kW/700Nm. Two battery options are available, a smaller 77kWh with a maximum 575km range (CLTC) and a 90kWh pack with up to 666km of claimed range (CLTC). It’s far too early to say what ones might come to Australia.

Rising Auto claims this Tesla Model S rival has a drag coefficient of 0.206Cd, which would make it one of the most aerodynamic cars on sale.

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The F7 we drove had electrically operated front doors, meaning one press of a button and they open up by themselves.

Inside, you’re greeted by a Mercedes-inspired interior trimmed in remarkably soft leather while an enormous 43-inch touchscreen stretches across the entire dash, effectively giving the front passenger their own little TV.

Second-row passengers are treated to abundant legroom and an additional 8.0-inch screen at the rear of the centre console. The white leather interior of our test felt bright and airy, a feeling no doubt helped by the enormous, UV-filtering sunroof spanning much of the length of the car.

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When is the MG F7 due in Australia?

The MG F7 is under “strong consideration” for Australia and could arrive in 2025. MG said it was tossing up whether to bring the F7 or the L7 sedan to Australia. We’ve also reviewed the L7.

What’s it like to drive?

Light, easy and brisk are the words that came to mind during our very brief drive of the F7 on an MG test track in Shanghai. While it feels large – long, wide and low – the F7 is silent and smooth like all other electric vehicles.

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Ride quality felt lush in the all-wheel-drive version we drove, which MG claims can do 0-100km/h in 3.7 seconds. We do wonder if they recorded that on a road going slightly downhill, and will wait to test it ourselves back in Australia. But it certainly felt brisk.

While it sits flat with the weight low in the car, push the F7 hard into a corner and it eventually lapses into understeer – not helped by its 2180kg weight.

Pleasingly, there’s a menu allowing you to choose between all-wheel drive, rear-drive and even front-drive modes, or to mix front/rear splits as you like. It’s possible to turn the front electric motor entirely off and make the F7 rear-wheel drive. While it ‘only’ has 250kW in this mode, power oversteer is possible – and yes, it will drift. Quite well, actually.

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Is it worth waiting for the MG F7?

If the F7 comes to Australia as an MG, it could be one of the best-value electric sedans on the market. In China, the F7 is priced at the equivalent of between AU$48,000 and AU$63,000 leaving to your imagination how much it might cost if it came here.

Build quality felt good, although some exterior panels on the vehicle we drove didn’t line up as nicely as we’d like.

If they can sort that, for the estimated price you’d get a very smartly-styled luxury electric sedan with ample interior space, acceleration and features – enough to potentially woo you away from a Tesla. MG said it would reveal pricing closer to a 2025 Aussie launch date.

• ? All advice stories

2023 marked the 70th year of Wheels magazine, Australia’s premier source for automotive news, reviews and features.

4×4 Australia has also been informing and following the Aussie off-road adventurer, while Street Machine has chronicled many labours of love over the years.

If you’re an enthusiast like us, and want to enjoy Wheels’ 71st year on the shelves, or maybe want the latest of the off-road and the greatest of the restorers – then you might like to pick up an annual subscription for half price

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From Monday the 20th of November through to the 27th, you can purchase an annual subscription to Wheels, 4X4 Australia or Street Machine for 50% off the regular price.

This offer would provide the monthly gift that keeps on giving for yourself or the enthusiast in your life.

While you’re looking at all things half-price, perhaps also consider Street Machine merchandise, covering books, hoodies, shirts, hats and stubby holders. If history is more your scene, then back issues are also available to those who want past blasts.

12 month offer and pricing

2023: How has the best-value utes landscape changed?

Remarkably, things in Australia’s dual-cab ute market haven’t changed dramatically since this story was first published in 2020.

But, when you consider that most utes have a lifecycle of around eight to ten years, perhaps it’s not so surprising.

This year, in 2023, we’ve published a new series on Australia’s best utes – from those in the circa-$80k budget to the most affordable options below $50,000.

Looking for the best towing ute, or the most family-friendly ute? We’ve got you covered. Check out the full list, starting with our big announcement story:

What can you expect in the above story?

It’s no secret that Aussies have a bit of a love affair with utes. To many, they’re like the Swiss Army knife of vehicles – handy, tough, and now, even family-friendly. One in every five new cars sold here has got a tray, which says a lot about our national car taste.

More than just a workhorse: The dual-cab ute, from rugged to refined.

Gone are the days when utes were just for lugging tools and towing. These days, they’re doubling up as family cars. With plush interiors and a smoother ride, the dual-cab ute’s not just for the worksite anymore – it’s for the school run and weekend getaways too.

Top of the charts: Utes are the chart-toppers in the Aussie car market.

It’s not unusual to see a bunch of utes hogging the limelight in the top 10 best-selling cars each month. They’re the popular kids in the automotive schoolyard.

Click any of the utes above to see more news, reviews, videos and buying advice for each model.

Your ultimate ute guide: Finding your perfect ute match.

If you’re in the market for a ute, good news – there’s a smorgasbord of choices. Whether you’re after something safe for the family, a beast for towing, a bit of zip, or just something that won’t break the bank, the Wheels Best Utes 2023 guide has got you covered with top picks across nine categories. Plus, there’s a crown jewel for those wanting the best of the best.

What’s fresh on the ute scene? Rarity of new models makes each launch an event.

Unlike your regular cars or SUVs, new ute models don’t pop up as often. Take the Toyota HiLux – it’s been around since 2015, and a new model isn’t even on the horizon till 2025. But there’s still some excitement with the all-new Volkswagen Amarok now on the scene, following the new Ford Ranger’s debut in 2022.

Mitsubishi’s Triton will get a fresh look in 2024, and there’s buzz about Hyundai and Kia joining the ute party soon. Meanwhile, existing models are getting snazzy upgrades, like the Ranger Raptor and the HiLux GR Sport.

• Best Overall Ute
• Best 4×4 Ute Under $50k
• Best 4×4 Ute Under $60k
• Best 4×4 Ute Under $80k
• Best Family Ute
• Best Work Ute
• Best Ute for Towing
• Best Value 4×4 Ute
• Best Performance Ute

September 2020: The best value dual-cab utes in Australia

Despite significant challenges, this year is quickly becoming the best opportunity to buy a brand new car at a cut-rate price we’ve seen in a long time. If you’re interested in getting the most bang for your hard-earned bucks in the dual-cab 4×4 space, it pays to look past the industry’s top-ranked pairing of Ford’s Ranger and the Toyota HiLux.

Think about it for a second. If a particular ute is proving popular with punters – take the HiLux SR5 or Ranger Wildtrak as examples – there is less incentive for a dealership to haggle with you over a few hundred dollars to get the sale on a model that will probably turn over pretty quickly anyway.

Considering both models have just been updated for the 2021 model year too, it’s unlikely that you’ll nail down a discount anytime soon.

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Along with that popularity, though, comes the desire from an industry perspective to carve up the pie in as many ways as possible in order to make sure everyone can choose the slice that suits them best.

Meaning, there’s plenty of specifications and variants within each model line which could suit your needs and wants (and price) better than any range hero. It’s within these unusually shaped pieces of pie where the deals are lurking, and if you’re willing to be a little bit brave on spec, then you could be aboard a dual-cab ute in 2020 for a lot less than you think.

Key to this is the simple fact that the modern dual-cab ute doesn’t vary much from one to the next. Scratch the surface of any of the current generation of dual-cabs, and you’ll find next to no difference when it comes to key mechanical specifications.

All of the major players offer a smallish-capacity four- or five-cylinder turbodiesel engine backed by a six-speed manual or six-speed automatic gearbox, and they don’t change whether you’re coming in at the base of the range or looking at all the bells and the whistles.

Sure, there are variations on the theme, like the six-cylinder Volkswagen Amarok and Mercedes-Benz X-Class models, while the 4×2 (or rear-wheel-drive only) dual-cab offers a cheaper way into the genre, but in the main, the vast majority of dual-cabs are carbon copies under the bodywork.

With that in mind, the price difference from top to bottom comes down to what you want on and in your ute in terms of specification.

What you want and what you need

If you want to save money buying a dual-cab ute, then ask yourself the hard questions. What are you planning to do with your new rig – is it a suburban warrior, or will it be seeing service in the dirt? Do you need maximum towing or payload capability, or will a pair of mountain bikes and a box trailer be the hardest work it ever sees?

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If you reckon you need the tray to carry sizable items on a regular basis, then hard tonneau covers and faux roll bars may impact on that ability – even a plastic tub liner might not be the best option, as it can gobble up vital centimetres of width.

When it comes to other specs like leather seating and big alloy wheels, you’ll definitely save money if you can live without them – or alternatively, a limited edition model may offer you most of what you’re looking for at the expense of other items.

$30,000- $40,000

(plus on-road costs unless noted)

Volkswagen Amarok Core 4×4 $38,490 (before on-roads)

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Currently on sale for $42,990 driveaway (September 2020), the Core Enduro 4×4 runs VW’s 2.0-litre diesel engine mated to an eight-speed automatic – not a common spec in the dual-cab world.

It tows less than its rivals at 3000kg, but if you’re only taking the tinny to the boat ramp, that’s more than enough.

Mazda BT-50

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Mazda’s got a brand-new BT-50 on the way, and while we don’t know how it’s going to be priced just yet, it’s set to offer a level of kit, ability and practicality above and beyond its predecessor. It shares a 3.0-litre turbo diesel four-cylinder producing 140kW/450Nm with the also-new Isuzu D-Max and will only be offered with a dual-cab body at first.

That’s all well and good, but Mazda will be willing to do big discounts on the previous generation too, in order to clear out the lot considering the new car is on sale imminently.

You can nab a high-spec dual-cab BT-50 4×4 Boss for $54,990 driveaway, a 4×4 XTR spec for $45,990 driveway or a 4×2 XT with tray for $31,840. Check Mazda’s website for the full range of discounts.

Ssangyong Musso XLV Ultimate $36,990 driveaway (ABN holders)

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This is an astonishingly good buy for someone in the market for a ute with decent passenger appointments and the longest cargo tray on the market. The Ultimate wants for exactly nothing in the cabin; heated/vented leather front seats and leather rear seats, automatic lights and wipers, decent multimedia and tinted windows.

It’s also arguably one of the best-equipped utes for safety aids that includes AEB, lane departure warning and rear cross-traffic alert. And it’s no slouch under the bonnet either, with a 2.2-litre four-cylinder diesel grunting out 133kW and 420Nm, 3500kg towing and 1000kg payload capacity.

It’s also quiet, comfortable with rear coil springs (leaf springs are optional) and pretty inoffensive on the eye.

Isuzu D-Max

The Isuzu D-Max has just been facelifted for the 2021 model year and Isuzu is keen to do deals on both the new car as well as the old. Bargain hard on the outdated models and aim for under $40k on old stock. Isuzu is even offering deals on new cars too, like the X-Terrain range hero which costs $58,990 driveaway.

New 2021 model year cars use a 3.0-litre four-cylinder turbo diesel engine which is now up on power and torque compared to its predecessor, producing 140kW/450Nm.

$40,000-$50,000

Ford Ranger XLS $46,490 driveaway

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The Ranger isn’t an especially cheap rig, but the XLS grade presents a good opportunity to get into one of Australia’s most popular new cars for less than $47,000.

It comes stock with 4×4, Ford’s 3.2-litre five-cylinder engine and six-speed auto, as well as a locking rear diff. It also comes with carpet instead of rubber flooring, Ford’s excellent Sync 3 multimedia system, an onboard 230v inverter and automatic headlights and wipers.

It also eschews the sports bar, which gives the rear tray more flexibility.

Mitsubishi Triton GLS

$46,290 driveaway

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An upper-spec offering in Mitsubishi’s Triton range, the GLS includes AEB, automatic high beam, rear cross-traffic alert and trailer sway control, while the premium-spec cloth trim is specced up with a leather-trimmed wheel, Apple CarPlay and Android Auto, LED headlights and taillights, 18-inch rims and more.

$50,000 plus

Toyota HiLux SR5 4×4

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Often the country’s best selling ute, the SR5 standard spec includes AEB, adaptive cruise control and road-sign detection, along with keyless entry, a towbar (sans tongue and wiring) and a sports bar for the rear tray.

This is another ute that has just been facelifted, bringing more power and equipment to the range, though prices will go up as a result. Bargain hard on a pre-facelift example for the ultimate deal.

Ford Ranger XLT 4×4 $54,990 driveaway

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The Ranger XLT could be the best way to buy a Ranger. A huge spec list includes 17-inch alloy wheels, 8-inch Colour Touch Screen with smartphone mirroring, LED headlights, lane-keeping aid, traffic sign recognition, tow bar and keyless entry.

The best new car discounts you can get right now

Here’s the price of every new EV in Australia

The cost to buy an electric vehicle remains, understandably, the key barrier to electric car adoption. But, times are changing.

While new car ‘affordability’ depends on your personal circumstances, there is a growing list of new lower-cost EVs entering Australia that have increased competition and buyer choice.

What electric models are available and how much do they cost to buy? Here’s your definitive list.

JUMP AHEAD

• ⚡️ How much do electric cars cost?

• ? Full EV model pricing in Australia, by body type
• ? What are the best value-for-range EVs?
• ? Time to make the electric switch?

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⚡️ How much do electric cars cost?

The cheapest new EVs in Australia start from around $40K drive-away – but most models centre in the $60K to $90K range.

Some state governments offer rebates and incentives to further lower the price tag, while the federal government has exempted the fringe benefits tax (FBT) for select electric models on company novated leases and commercial fleets to cut running costs.

Generally, for the price range of a popular petrol- or diesel-powered medium family SUV or 4×4 ute today, buyers can comfortably get into most EVs from a size segment below.

However, some Chinese-made EV models already wear price tags matching high-spec petrol-powered internal combustion engine (ICE) rivals, if not even cheaper.

As more Australians and fleets make the electric switch, more models will eventually flow on to create a larger and more accessible used EV market.

While electric cars are generally not ‘cheap’, reduced total ownership costs – including cheaper charging expenses and less demanding maintenance – mean the price premium (if at all) will be paid back over time as you own the vehicle longer and drive further.

Of course, there are other factors to consider including how much driving range you really need, the ability (or lack thereof) to ideally charge at home, and typically pricier insurance premiums. So, a pure EV may not be right for you depending on your requirements (at least for now).

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? The price of every new EV model on sale in Australia

? Skip to the EV body style you’re most interested in

• Small hatches
• Small/medium sedans and liftbacks
• Large sedans and liftbacks
• Wagon
• Small SUVs
• Medium SUVs
• Large SUVs
• People movers
• Light commercial vans
• Ute

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Small electric hatches

• BYD Dolphin Dynamic – $38,890
• MG 4 Excite 51 – $38,990
• GWM Ora Standard Range – $39,990
• BYD Dolphin Premium – $44,990
• MG 4 Excite 64 – $44,990
• GWM Ora Extended Range – $45,990
• MG 4 Essence 64 – $47,990
• GWM Ora Ultra – $48,990
• Mini Electric Yours – $49,990 drive-away (runout offer for deliveries until December 31, 2023)
• Mini Electric Resolute Edition – $49,990 drive-away (runout offer for deliveries until December 31, 2023)
• Nissan Leaf – $50,990
• GWM Ora GT – $51,990
• Fiat 500e La Prima – $52,500
• MG 4 Long Range 77 – $55,990
• Abarth 500e Turismo* – $58,900
• MG 4 XPower – $59,990
• Cupra Born – $59,990
• Abarth 500e Scorpionissima – $60,500
• Nissan Leaf E+ – $61,490

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Small/medium electric sedans and liftbacks

• BYD Seal Dynamic* – $49,888
• BYD Seal Premium* – $58,798
• Tesla Model 3 RWD* – $61,900**
• Hyundai Ioniq 6 Standard Range RWD – $65,500
• Polestar 2 Standard Range Single Motor – $67,400
• BYD Seal Performance* – $68,748
• Polestar 2 Long Range Single Motor – $71,400
• Hyundai Ioniq 6 Extended Range RWD – $71,500
• Tesla Model 3 Long Range* – $71,900**
• Polestar 2 Long Range Dual Motor – $76,400
• Hyundai Ioniq 6 Dynamiq RWD – $77,500
• Hyundai Ioniq 6 Epiq RWD – $81,000
• Hyundai Ioniq 6 Dynamiq AWD – $82,000
• Hyundai Ioniq 6 Epiq AWD – $85,500
• BMW i4 eDrive35 – $85,900
• BMW i4 eDrive40 – $102,900
• BMW i4 M50 – $133,900

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Large electric sedans and liftbacks

• Mercedes-Benz EQE 300 sedan – $133,575
• Genesis Electrified G80 – $145,675
• Mercedes-Benz EQE 350 4Matic sedan – $153,575
• BMW i5 eDrive40 – $155,900
• Porsche Taycan sedan – $164,400
• Audi E-Tron GT – $180,200
• Porsche Taycan 4S sedan – $205,300
• Mercedes-AMG EQE 53 4Matic+ sedan – $213,574
• BMW i5 M60 – $215,900
• Mercedes-Benz EQS 450 4Matic liftback – $219,900
• Audi RS E-Tron GT – $248,200
• Porsche Taycan GTS sedan – $248,300
• Porsche Taycan Turbo sedan – $292,600
• BMW i7 xDrive60 M Sport – $306,900
• Mercedes-AMG EQS 53 4Matic+ liftback – $327,075
• BMW i7 M70 – $344,900
• Porsche Taycan Turbo S sedan – $363,800

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Electric wagon

• Porsche Taycan 4 Cross Turismo – $185,200
• Porsche Taycan 4S Cross Turismo – $216,200
• Porsche Taycan Turbo Cross Turismo – $295,300

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Light/small electric SUVs

• MG ZS EV Excite – $40,990
• MG ZS EV Essence – $43,990
• BYD Atto 3 Standard Range – $48,011
• MG ZS EV Long Range – $49,990
• BYD Atto 3 Extended Range – $51,011
• Peugeot E-2008 – $59,990
• Volvo EX30 Single Motor Extended Plus* – $59,990
• Renault Megane E-Tech Techno* – $64,990
• Volvo EX30 Single Motor Extended Ultra* – $64,990
• Mazda MX-30 Electric E35 Astina – $66,410 (to be discontinued)
• Kia Niro EV S – $66,590
• Volvo EX30 Twin Motor Performance Ultra* – $69,990
• Kia Niro EV GT-Line – $72,360
• Volvo XC40 Recharge Single Motor Plus – $76,990
• BMW iX1 eDrive20* – $78,900
• Volvo C40 Single Motor Plus – $78,990
• Lexus UX300e Luxury – $79,990
• Mercedes-Benz EQA 250 – $82,300
• BMW iX2 eDrive 20* – $82,900
• BMW iX1 eDrive30 xLine – $85,400
• BMW iX1 eDrive30 M Sport – $85,400
• BMW iX2 eDrive 30* – $85,700
• Volvo XC40 Recharge Twin Motor Ultimate – $85,990
• Lexus UX300e Sports Luxury – $87,665
• Volvo C40 Twin Motor Ultimate – $87,990
• Audi Q4 E-Tron 45* – $88,300
• Audi Q4 E-Tron Sportback 45* – $88,300
• Mercedes-Benz EQA 350 4Matic – $102,579
• Audi Q4 E-Tron 55 Quattro* – $108,500
• Audi Q4 E-Tron Sportback 55 Quattro* – $109,500

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Medium electric SUVs

• Hyundai Ioniq 5 Standard Range RWD – $64,500
• Tesla Model Y RWD – $65,400**
• Hyundai Ioniq 5 Extended Range RWD – $70,500
• Kia EV6 Air – $72,590
• Hyundai Ioniq 5 Dynamiq RWD – $76,000
• Subaru Solterra AWD* – $77,990
• Tesla Model Y Long Range – $78,400**
• Hyundai Ioniq 5 Epiq RWD – $79,500
• Kia EV6 GT-Line RWD – $79,590
• Ford Mustang Mach-E Select – $79,990
• Hyundai Ioniq 5 Dynamiq AWD – $80,500
• Subaru Solterra AWD Touring* – $83,690
• Hyundai Ioniq 5 Epiq AWD – $84,000
• Kia EV6 GT-Line AWD – $87,590
• Mercedes-Benz EQB 250 – $87,734
• BMW iX3 M Sport – $89,100
• Ford Mustang Mach-E Premium – $91,665
• Tesla Model Y Performance – $92,560**
• Kia EV6 GT – $99,590
• BMW iX3 M Sport Pro – $104,900
• Mercedes-Benz EQB 350 4Matic – $106,155
• Genesis GV60 AWD – $106,375
• Ford Mustang Mach-E GT – $107,665
• Hyundai Ioniq 5 N* – $111,000
• Genesis GV60 Performance AWD – $113,375
• Lexus RZ450e Luxury – $121,675
• Genesis Electrified GV70 – $126,475
• Lexus RZ450e Sports Luxury – $133,675
• Jaguar I-Pace R-Dynamic SE – $147,475
• Jaguar I-Pace R-Dynamic HSE – $164,275

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Large electric SUVs

• Kia EV9 Air – $97,000
• Kia EV9 Earth – $106,500
• Kia EV9 GT-Line – $121,000
• Polestar 3 Long Range Dual Motor* – $132,900 (or $141,900 with Performance Pack)
• Mercedes-Benz EQE 300 SUV – $134,900
• BMW iX xDrive40 – $135,900
• BMW iX xDrive40 Sport – $141,900
• Mercedes-Benz EQE 350 4Matic SUV – $144,900
• Audi Q8 E-Tron 55 – $153,900
• Mercedes-Benz EQE 500 4Matic SUV – $164,900
• Audi Q8 E-Tron 55 Launch Edition – $165,900
• Audi Q8 E-Tron 55 Sportback – $165,900
• BMW iX xDrive50 Sport – $180,400
• Mercedes-AMG EQE 53 4Matic+ SUV – $189,900
• Mercedes-Benz EQS 450 4Matic SUV – $194,900
• BMW iX M60 – $228,400
• Lotus Eletre* – $239,000
• Lotus Eletre S* – $269,000
• Lotus Eletre R* – $315,000

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Electric people movers

• LDV Mifa 9 Mode – $104,000
• LDV Mifa 9 Executive – $115,000
• Mercedes-Benz eVito Tourer – $127,018
• LDV Mifa 9 Luxe – $129,000
• Mercedes-Benz EQV – $157,450

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Electric light commercial vans

• Peugeot E-Partner – $59,990
• Mercedes-Benz eVito cargo van – $91,051
• LDV eDeliver 9 Cab Chassis – $99,990
• Ford E-Transit Mid Roof – $104,990
• Ford E-Transit High Roof – $106,490
• LDV eDeliver 9 LWB Mid Roof – $116,537
• LDV eDeliver 9 LWB High Roof – $118,836

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Electric ute

• LDV eT60 – $92,990

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Cadillac has revealed its first official images of its new entry-level electric vehicle – the Optiq that is expected in Australia in 2025.

The pictures of the mid-sized electric SUV come less than a week after General Motors confirmed it was re-launching its US luxury brand in Australia from late 2024.

The Optiq will sit directly beneath the Lyriq large electric crossover that will spearhead Cadillac’s local and global expansion.

It becomes Caddy’s fourth EV, with the electric line-up also including the Celestiq custom sedan and Escalade IQ full-size SUV.

Cadillac released the shortest of statements alongside two images, saying only that the Optiq’s “spirited driving dynamics are designed to appeal to global luxury customers”. The company said more details would be released in 2024.

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The official pictures confirm leaked images out of China mid year.

Visually, the Optiq looks shorter and narrower than the Lyriq (pictured below) – as leaked dimensions suggest it will be. They suggested a 4.8-metre length for the Optiq compared with almost five metres for the Lyriq.

The Optiq’s front end isn’t shy, though the ‘grille’ is relatively small compared to the Lyriq’s.

Overall, the Optiq can’t quite match the strikingly sleek design of the larger Caddy EV.

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Caddy’s EVs all use GM’s highly flexible Ultium battery platform. The Optiq is expected to share other components with the Equinox and Blazer EVs from stablemate brand Chevrolet.

As with the Lyriq, the Optiq is expected to be offered in both rear-wheel drive and all-wheel drive, with single and dual motors respectively.

US pricing indicates local pricing for the Lyriq could start from at least $120,000 before on-road costs. The smaller Optiq will be Australian buyers’ best hope for a Cadillac model costing less than six figures.

Natural rivals for the Optiq include the BMW iX3, Genesis GV70 Electrified, Jaguar I-Pace, next year’s Porsche Macan Electric, and the Tesla Model Y Performance.