The latest monthly instalment in the Australian Automotive Dealer Association (AADA) and AutoGrab’s Automotive Insights Report (AIR) shows those shopping for a used car are starting to see a normalising of the market after a few years prices close to and sometimes over retail.

Figures for February show that the number of used vehicles listed for sale has increased, but the number sold has dropped – reflecting a long overdue improvement in supply across the new-car market.

“A strong start to 2024 new car deliveries is flowing down into the used car market, with a slight rise of 1.3 per cent in the number of vehicles listed for sale in the month,” said AADA CEO James Voortman. “While listings increased, sales of used cars dropped by 1.2 per cent from the previous month”.

“Overall, the used car market seems to be presenting opportunities for consumers interested in buying a used car,” said Mr Voortman. In other words, it’s becoming more of a buyers’ market.

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Demand for used EVs lagged behind supply

Increasing sales of new EVs over the last few years may not yet be translating to the used market, with EVs accounting for approximately 5% of used sales.

“Amid all the discussion on fuel efficiency standards, the number of EVs listed for sale is almost four times the number sold in February, indicating a mismatch between demand and supply of used EVs. Petrol and diesel cars accounted for 95 per cent of used cars sold, with hybrid sales increasing by 4.6 per cent this month,” he said.

Retained values of certain models are still extremely high

Average retained values for vehicles aged 2-4 years dropped in February, but some passenger cars and SUVs were selling for close to or greater than their purchase value.

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Retained Value (RV%)

Top 10 makes & models (2-4 years old)

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AutoGrab’s Chief Commercial Officer Saxon Odgers said, “This month’s findings reflect the current strength in the automotive industry, showcasing yet another strong month for car sales across the board.”

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More cars to buy, fewer cars selling – and they’re selling faster

“One notable statistic is the average days to sell, which has reached its lowest point since March of last year,” Odgers said.

“This shows a swift turnaround in the market, reflecting growing consumer demand and efficient inventory management strategies.”

Hey, we get it. With dozens of news and review stories published each 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: Qashqai E-Power arrives, is it worth the big premium?

PRICING: Jeep’s electric Avenger is nearly here, but how’s that price?

VW leaves FCAI policy team over emissions disagreement

PRICING: Ineos cab-chassis ute revealed with $120K starting price

VW reveals extra hot ID.3 GTX – 210kW sound alright?

DETAILS: Chery Tiggo 8 Pro Max (Ultra Awesome?) outlined for Oz

HYBRID ONLY: Corolla and Yaris hatches go extra green for 2024

Rivian reveals R2 and R3 EVs, could come to Oz

Most powerful Porsche ever: Yours for $416K

Legendary car designer Marcello Gandini dies at 85

New recall notices have been issued, affecting BMW, Ram and Land Rover vehicles.

The details of each recall, as published, are posted below.

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• What is a recall?
• What to do if your car is recalled
• Why a car recall isn’t all bad news
• What is a vehicle identification number (VIN)?
• All ANCAP & vehicle safety stories

Shopping for a new car on a budget?

You’ll never see a cheap entry-level Toyota again, but the brand believes it has just the right thing for you.

Canny readers might observe that there haven’t been any ‘cheap’ Toyotas for a while now, but the brand admits it can no longer offer brand-new, coin-conscious cars.

At the launch of the new-generation, Europe-sourced Toyota C-HR – which itself sees price hikes in the region of $11,000 or 35 percent – Toyota confirmed an end to its most affordable model, the $24-32k petrol-powered Yaris. RIP.

This means the cheapest new Yaris you can buy in 2024 is the SX hybrid at $30,190 before on-road costs – and in fact it repositions the petrol Corolla sedan as the most wallet-friendly model in the brand’s line-up, from $29,270 for the Ascent Sport. Toyota has also axed the cheaper petrol Corolla hatch.

What can a budget-driven Toyota buyer do?

They could go elsewhere, although ‘cheap and cheerful’ is nearing extinction – but the brand’s sales and marketing boss Sean Hanley says a used Toyota is just the ticket.

Mr Hanley said that while he would “never say never” to the notion that the brand may once again offer more affordable, budget-conscious cars in the future, the company is reacting to order banks and predicting where demand is heading before it makes decisions such as cutting petrol versions of different models.

“The only thing driving petrol retention at the moment would be the demand patterns of the car. If people still want to buy them, we still try to supply them,” he said.

That flies in the face of the apparent facts, with Toyota Australia confirming that in 2023, the brand sold a grand total of 1935 Yaris hatches – and of those, just 547 (or 28.2 percent) were the more expensive hybrid models.

Mr Hanley explained that existing sales are just part of the considerations when it comes to planning ahead.

“When we make our assumptions, we look at orders and sales, but given that we’ve been largely restricted on hybrid variants, we’ve got to look at our natural demand through order intake. That’s what we look at, and that’s quite a different scenario to what you might see as sales,” he said.

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“What happens though, it gets to a point in your portfolio of any product review, where once you start to get above 90 percent all hybrid, it doesn’t make a lot of sense to keep bringing them (petrol variants) in,” Mr Hanley said.

“So it’s just the balance – while customers want petrols in volume, we will deliver. But when that diminishes, as we’re starting to see with hybrid, so that trend is obvious; we will move more and more to hybrid only.”

Mr Hanley referred back to the seismic shift in pricing for the Yaris between the current-gen model and its predecessor. In case you’ve forgotten, as recently as 2020 there was a Yaris on sale for $15,390 plus on-roads.

“We moved up with the new Yaris. At that time, a lot of people kind of didn’t grasp it, but we said the sub-$25k market would need to be filled from our perspective as a brand by a new product offering called Toyota Certified Pre-Owned Used Cars,” he said.

Mr Hanley posited that anyone in the market for a more affordable car from Toyota can buy a used vehicle instead of a new one.

“We give peace of mind to those people who buy our Certified Used cars. So that’s where we see those customers will have an offering for Toyota. Good quality warranted Toyota used vehicles across that smaller SUV and passenger car line-up.”

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When asked if the brand could ever again feasibly offer a new model for less than $30,000, Mr Hanley was circumspect.

“’Never ever’ is permanent. And nothing is permanent in this world. so you never discount it. But right now, if you say to me, ‘do you have that car coming?’ The answer’s no, we don’t,” he said.

Buyers of budget new cars have been hit hard by recent cost increases, with the likes of the Kia Picanto seeing big price jumps for its new model range (now from $20,690 drive-away), and the soon-to-be-replaced MG3 is set to see a big jump in asking price due to a sizeable increase in safety technology and new powertrain tech. The current MG3 kicks off at $19,990 drive-away.

Is a second-hand Toyota a good alternative to a new cheap car from a different brand? Tell us in the comments what you’d do.

Despite the best efforts of the Reserve Bank of Australia, 2023 was a record year for new car sales.

Cash-strapped Aussies clearly doing it tough flocked to car dealerships like never before, beating the previous record set in 2017 by 2.3 percent. The best-selling vehicle was the Ford Ranger 4×4 dual-cab, with the average list price hovering near $60,000.

Small wonder that Treasurer Jim Chalmers wears the look of a man subjected to three times the force of gravity compared to a standard human being.

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Upon release of the buoyant car sales numbers, it was natural to expect the FCAI to indulge in a measure of celebratory chest-beating, but when chief executive Tony Weber signed off, it was with a note of caution.

“As we celebrate this historic achievement, we recognise that the automotive sector will face challenges in the coming months,” he noted. “Cost-of-living pressures and increased interest rates will impact the market, and we expect a challenging 2024.”

Somewhat buried in the avalanche of end-of-year new car orders came a fascinating piece of new data. Late last year, for the first time, the Australian Automotive Dealer Association (AADA) issued used car sales data.

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While 98,544 new cars left dealers in December, some 169,312 used cars changed hands

Okay, so the calculation involved, which looks at the sum total of used cars for sale at the start of the month and tallies up the vehicles that are no longer for sale at the end of the month, might not impress the most gimlet-eyed actuary, but it’s enough to deliver the big picture. And that picture clearly shows that while 98,544 new cars left dealers in December, some 169,312 used cars changed hands.

It’s not hard to see why used cars are in such demand. The ludicrous used pricing that accompanied both the COVID pandemic and the semiconductor shortage has eased, which means that there are, once again, some reasonable deals if you look hard enough. That’s been helped by manufacturers increasingly offering longer warranties.

Kia shifted the market in 2014 by offering a seven-year warranty and that has had a knock-on effect. Mercedes-Benz went to a five-year warranty in 2020, forcing Jaguar to follow suit in 2021, and then more dominoes fell with BMW and Audi switching to a five-year deal in 2022.

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The only ‘mainstream’ brand offering a three-year warranty in Australia now is Fiat.

That’s great news for used buyers who can now routinely pick up a three-year-old vehicle with residual warranty. Because surely cars are getting more reliable these days? J.D. Power’s Initial Quality Survey suggests otherwise, claiming that new vehicles are becoming more problematic.

It blames ongoing supply chain problems, companies transitioning to novel electric powertrains, and remote working environments for an 11 percent uptick in problems experienced during the first 90 days of ownership. What’s more, it’s the highest the survey has reported in 36 years.

Thing is, I don’t buy it.

The Initial Quality Survey has always had its idiosyncrasies. It measures two different things that it conflates as ‘problems’.

One is a fault, the other is a design issue. The former I get, but the latter is largely subjective, and can translate as ‘features I don’t like or don’t work as expected’. It’s clear that higher problem scores directly correlate to recently introduced models of which we’ve been buried in post-COVID.

In other words, if statistics don’t lie they can certainly pull a sly conjuring trick. Now is a great time to look for a used car and our 2024 used car guide categorically points you in the right direction to avoid the duds. Happy hunting!

Toyota remains hesitant on plug-in hybrid models for Australia, despite one of the brand’s most powerful executives suggesting there is a market here for PHEVs.

Sean Hanley, Toyota Australia vice president of sales and marketing, admits that plug-in hybrid electric vehicles (PHEVs) need to be the right fit for an Australian buyer in terms of the cost, and the amount of EV range on offer.

“I have an ideal range in my mind. But it’s not necessarily a prerequisite range. It’s an ideal range. So right now, I think they get around 60 to maybe 80 kilometres on their own, which is not bad. It’s credible. That wouldn’t stop you from bringing it to market in Australia, by any means.” said Mr Hanley.

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“But ideally at some point you’d love one that does 200km [EV driving] on its own. That would be ideal,” he said.

“As battery technology evolves, I think that could be possible. It’s not going to be tomorrow, but I think it could be possible. And that, therefore in my own thinking, is a perfect solution for the Australian market to get the best of both worlds,” he said.

Mr Hanley – who drives a Lexus RZ450e electric SUV he claims to have never recharged at a public charger – is himself looking to move to a PHEV for his next company car. It won’t wear a Toyota badge, though, for obvious reasons – it’ll be the Lexus NX450h+, a vehicle that offers a claimed 87km of EV-only driving range.

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For reference, Toyota offers the Prime plug-in hybrid version of the RAV4 overseas with approximately 67km of EV range, along with the Prius Prime (71km) and the new C-HR plug-in hybrid (66km).

Toyota C-HR chief engineer, Toshio Kanei, confirmed with WhichCar that the PHEV model will account for “25 percent” of new-generation C-HR sales in Europe, which is the only marketplace that will see the PHEV offered. Indeed, the entire new C-HR range, built in Turkey, is only going to Europe and Australia this time around.

Mr Hanley ruled out a C-HR PHEV for our market at the launch of the new model this week (review due 7pm March 21), but confirmed that a plug-in Toyota has to be a part of the line-up at some point soon.

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When will Toyota offer a PHEV in Australia?

“Not right now, but it’ll definitely be between now and 2030. It will become a desired part of our product offering,” Mr Hanley said. “And you know, we shouldn’t shy away from it, because we’ve always said ‘one day’.

“Some would say ‘why not now?’ – I read the comments all the time [where people say] ‘where is the RAV4 Prime?’ I think it’s a great alternative. Will it consume the market? No, it won’t, but it will fit into the portfolio.”

PHEV price premiums are a sticking point for many customers, but plenty have taken advantage of a number of fringe benefit tax exemptions, which end in March 2025.

Those tax benefits have meant that, in some cases with novated leasing options, the huge price premiums have been somewhat negated. It helps the jump of circa-$15K for an Outlander PHEV or Peugeot plug-in make better financial sense.

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While it is highly unlikely that Toyota will have a PHEV before the March 30 deadline next year, Mr Hanley admits there is a challenge with PHEV pricing that is part of the brand’s considerations.

“There’s a cost involved. These things aren’t cheap. So it’s just about whether you can bring it to the market,” he said.

“We have a really great, loyal take-up of HEV (hybrid) vehicles. And the reason we’ve been able to do that is not a secret. Affordable, practical, reduce the fuel bill, and they have some environmentally friendly credentials,” he said. “So when you look at a PHEV, you’ve got to look at that affordability because they’re slightly dearer again.

“We’re talking an average $2500 to $4000 between an ICE and HEV. One or two might be a bit more or less. A PHEV could be $5000 more. It could be. I don’t know, just sitting here, but I’m assuming it’s more expensive. Probably. Is that tolerable for that car in this market? That’s what you’ve got to look at,” he said.

“There’s a market, [but] it’s got to be affordable.”

“You’ve got to ask yourself, why would someone go into a PHEV if it’s 10 or 15 grand more than a HEV? It may be offering you a slightly better advantage on EV mode.

“But if you had something that was offering you a big advantage on EV mode in range – a big advantage to say around 200km, and I’m only being hypothetical – then that’s a different scenario. That’s a different value proposition,” he said.

And how good would it be if the brand was able to offset some of the nasty emissions of diesel models with a PHEV diesel model? Mr Hanley is a fan of that idea.

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A diesel PHEV?

“Potentially,” said Mr Hanley of PHEV versions of diesel models in future. “Diesel has a long way to go. It’s not gonna be gone anytime soon.”

“And there may be a time where other technologies are applied to diesel,” he said. “I’d like to go on the record as saying it’s not dead, but in the fullness of time, it will be examined carefully. But we’ve definitely got to find ways to decarbonise it, in its application,” he said.

Diesel PHEVs are uncommon, but not unheard of.

In Europe, Mercedes-Benz offers the GLC300de. ‘Mild hybrid’ diesels are more common, again in Europe, with models like BMW 320d and X1 sDrive18d and the Audi S7. Others have been offered in the past, including here in Australia (Mercedes in particular), but there are few in Europe’s current generation of cars and none here.

Toyota Australia’s best-selling vehicle, the HiLux ute – which has petrol and diesel models on offer – is about to see a form of electrification applied to it by way of a 48-volt “Assist” function, which the brand refuses to call “mild-hybrid” as many other marques market it.

Would you consider paying $10k more for a plug-in hybrid version of the RAV4? Comment below!

March: Cupra Born VZ confirmed for Australia

Following news of the Cupra Born EV range passing 1000 sales in Australia since launching last year, the brand has now confirmed it is expecting to launch the hero VZ model here in 2025.

It’s a long wait – not an uncommon story for VW’s EVs in Australia – but fans are likely to be pleased when it does at last arrive.

As we outlined in February (see our earlier story below), the Born VZ offers 240kW and 545Nm to deliver a 0-100km/h time of 5.7 seconds.

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The VZ retains the rear-wheel drive layout of the regular range, but benefits from new springs and dampers for the rear suspension, updated settings for the front damper valves, and strengthened anti-roll bars.

Pricing is still to be revealed, but with the current model already starting from $59,990, the hero could arrive with a price much closer to $70,000 – assuming the regular model doesn’t get a price cut to make space.

What about…

There’s also the Born VZ’s under-the-skin twin, the VW ID.3 GTX, unveiled this week with the same outputs (in GTX Performance tune). Local plans for that model haven’t been made official, but the brand has made clear it wants the GTX to headline Australia’s ID.3 range.

Mike Stevens

February: Cupra Born BZ revealed

The Cupra Born VZ has been unveiled as an electric hot-hatch with 240kW, sharpened dynamics, yet also a longer range.

Cupra’s new flagship Born features a slightly bigger 79kWh battery and a more powerful rear electric motor compared with the regular hatch that was released in May 2023.

VZ stands for ‘Veloz’, Spanish for ‘fast’, and the badge brings 41 per cent more power and 76 per cent more torque than the standard model: 240kW and 545Nm.

Volkswagen’s Spanish brand says the VZ will accelerate from 0-100km/h in 5.7 seconds, notably quicker than the current Born’s 7.0sec time.

Top speed increased from 160km/h to 200km/h.

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Cupra says the bigger, improved battery also helps deliver a longer range of 570km versus 511km for the regular Born (on 19-inch wheels), though the figure is yet to be officially homologated.

To ensure the Born VZ handles like a hot-hatch, the company has upgraded the chassis extensively.

There are new springs and dampers for the rear suspension, updated settings for the front damper valves, and the anti-roll bars have been beefed up.

A new steering set-up aims for sportier response and revised brakes are said to bring a stronger feel.

Wheels are slightly wider and come in a choice of 20-inch sizes – with forged-alloy rims or 3D copper inserts – and are wrapped in wider, high-performance tyres.

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Cabin highlights for the VZ include CUP bucket seats, a new 12.9-inch digital infotainment display that’s also larger than the regular Born’s 12.0-inch screen, while new options include a Sennheiser audio system.

A couple of exterior-palette additions are Dark Forest (pictured) and Midnight Black.

Cupra Australia is keen to bring the Born VZ down-under, though an arrival before 2025 is unlikely.

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“Born is one of the key parts of our lineup and this next iteration of our exciting rear-wheel drive hot hatchback is something we are looking at very closely for Australia,” said a spokesperson for the brand.

It’s likely to cost more than a $70,590 235kW Volkswagen Golf R, with the standard Born currently priced from $59,990.

The Born last year became the first fully electric car from the Cupra brand that launched in Australia in 2022. It was the second-most popular Cupra here last year with 887 registrations, contributing to global sales in excess of 45,000.

The Formentor crossover (2108 sales in 2023) is the most popular Cupra locally.

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Back in 2009 Wheels had a proper crack at coming up with the definitive list of the 50 most desirable and luscious automobiles of all time, after weeks of office slanging matches. Arguments about their various pros and cons start here…

50 – Morris Mini Cooper S

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Honest, attainable and outwardly quite innocent, the Cooper S was every bit as sexy as Twiggy and Jean Shrimpton.

The fact that it could take the fight to the big boys on the racetrack – not to mention, on the streets and staircases of Turin – made it an even more worthy, swingin’ sixties chick.

49 – Facel Vega HK500

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French foundry Facel made aeroplane parts during WWII; it emerged making bodies for Delahaye, Panhard and Simca, before turning out the exclusive Vega series in 1955.

Drawn by company boss Jean Daninos, it conveyed European elegance and American opulence, the latter via a big Chrysler V8. A blend of handcrafted exclusivity and 240km/h grand touring ability.

48 – Holden Torana A9X hatch

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How many fantasies were hatched by the hatch-hutch?

The locally-styled LX Torana hatchback may have been compromised in rear headroom and cargo floor depth, but it made for a sexy – and more successful – fastback touring car successor to the Monaro. The monster V8 and useful (disc) brakes didn’t hurt.

47 – Cord 812 Supercharged

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The flowing, front-drive Cord 810/812 was as elegant as it was innovative.

Those pop-up headlights were a first, and Cord’s low-slung, front-drive layout (with transmission ahead of the engine) had already pre-empted Citroen Traction Avant. Coffin nose and the absence of running boards were further innovations in this 1930s Hollywood must-have.

46 – Aston Martin V8

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Perhaps the essential Aston Martin -long bonnet, ducktail, side strakes and a raffish, ageing roue image – the V8 joined the six-pot DBS in 1969.

With increasingly iffy facelifts, the car served as Aston’s mainstream model for 20 years and was the hero car for a whole generation of pasty-faced Pommy trainspotters.

45 – Audi Quattro

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In 1984, the sexiest woman alive was Grace Jones. Against which, it ain’t hard to see why the boxy Audi Quattro and short wheelbase Quattro Sport fit into this list.

The Quattro’s boxed guards pre-dated those of the Lancia Delta Integrale and the Audi was the first car to combine all-wheel drive, ABS and turbocharging.

44 – Dodge Charger R/T 440

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If muscle cars mean Coke-bottle curves and underbonnet cubes, here’s your winner: the 7.2 litre, Dodge Charger R/T 440.

The Charger was Dodge’s NASCAR weapon, though the ‘flying buttress’ C-pillar created scary rear lift. It was addressed in in 1969 by the flush-windowed, spectacularly-winged Charger Daytona.

43 – Valiant Chrysler Charger E49

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It couldn’t trump the Falcon GT-HO Phase III on the race track, but the Charger had the famous Ford beaten in two key areas: acceleration and looks.

The two-door E49 swaggered its subtle, curvaceous hips to 60mph (97km/h) in a blistering 6.1sec, 0.3sec quicker than the bluff, brutal-looking Phase III. Hey Charger, indeed.

42 – Chevrolet Camaro RS/SS

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The new Camaro apes the ’69, but for purity of line, the ’67 Camaro is the original and best.

Its ‘European-style’ body was near identical to Mustang’s dimensions, but lacked nothing in muscle when specced with the Rally Sport styling package (covered headlamps, all-red tail-lamps) and/or even better, the bumblebee-striped, 6.5-litre SS powerhouse.

41 – Bentley R-Type Continental

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Endless wind-tunnel testing; all-aluminium body; fastest four-seater in the world.

Doesn’t sound like 1952, but they’re the stats on the Bentley Continental R-Type. It was, and perhaps remains, the essential gentleman’s grand tourer; it was also the most expensive production car you could buy.

40 – Citroen SM

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A seductive sliver of intersecting lines and generous glass areas that even extend to the six headlamps and rego-plate area, the stunning Citroen SM (1970) was penned by former GM designer and Harley Earl protege, Henry Lauve.

The alloy Maserati V6 engine only added to the futuristic French car’s mystique.

39 – Lotus Elite

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The wide-eyed face and slightly parted lips, the gentle sway of its budding hips… The Elite was launched in 1957, the same year as the skeletal 7, but the monocoque-bodied coupe promised more for Lotus’ future.

It was a six-time class winner at Le Mans and an aerodynamic winner with a Cd of 0.29. Not bad, seeing it was designed by Chapman’s accountant.

38 – Mercedes-Benz 710 SSK ‘Trossi’

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Italian aristocrat and Scuderia Ferrari’s first president Count Carlo Trossi bought an unsold SSK chassis, then collaborated with an unknown Italian designer and an English coachbuilder to create his own, flowing roadster: the ‘Trossi’.

It’s one of the most stunning symbols of 1930s elegance.

37 – Alfa Romeo 105 Spider

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Sexy and significant, the Spider Duetto of 1966 was the last car designed by Battista ‘Pinin’ Farina before his death.

Its side scallops were controversial at the time; likewise, the never-ending argument over the original, round-tailed Duetto versus the later, more masculine square-tailed version.

36 – Alpine-Renault A110

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French garage-owner designs and builds a Renault R8-powered sports car, ends up winning the inaugural World Rally Championship (1973).

The A110’s fibreglass body pirates detail parts from humble French production cars, but the little Alpine is every centimetre (and there aren’t many) a pure, pocket supercar.

35 – Aston Martin DB5

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How could the most memorable Bondmobile of all not be sexy?

This series started with the DB4 in 1958 and with the DB5 of 1963 stepped up to more Aston-like performance from a 4.0-litre six and five-slot tranny. A graceful, yet potent grand tourer that helped plenty of owners to roger more.

34 – Ferrari F40

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We’d never seen such a raw and functional Ferrari; the F40 had none of the grace or curves of the 288 GTO.

Wings and louvres were functionally applied and, unusually for a Ferrari, the body was unapologetically only a covering for the soul of the car, rather than a part of it. The 2.9-litre, twin-turbo V8 and race-engineered chassis did all the talking.

33 – BMW Z8

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If you’ve never actually seen a Z8 in the metal, just shut the hell up. You wouldn’t know the gloved threat of its presence, the toned athleticism of its proportions.

It packs serious M5 firepower under the bonnet, and the styling – which recalls, without aping, the classic 507 – communicates heritage and heavy-duty performance just right.

32 – Lotus Elan

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The pure, aerodynamic shape of the Elan clothed an immensely clever little car, with its one-piece body shell, snug but well-appointed cockpit, useable boot, properly fitting soft-top and (among) the first flush-fitting bumpers.

The backbone chassis was initially designed as a test-mule for Colin Chapman’s suspension tinkerings.

31 – Aston Martin V8 Vantage

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We reckon the stubby, two-seater V8 Vantage is currently the best expression yet of everything Aston – which is a hard call to make, given they all look much the same.

Short and squat, the V8 Vantage pulls off the neat trick of appealing to everyone. By which we mean, men and women, Aston and Porsche 911 owners.

30 – Ferrari 599 GTB Fiorano

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A stunning return to Ferrari’s front-engined form of old, yet absolutely modern in its execution.

Pininfarina could easily have slipped into parody of earlier greats like the 375MM ‘Bergman’ coupe (headlights and front guards), Daytona (C-pillar) or the 250 GT SWB (rounded tail). But the 599 pulls it all off beautifully, and aerodynamically.

29 – Alfa Romeo Junior Zagato

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With its brusque, perspex-covered nose and severe Kamm tail, the Junior Z pre-dated the Alfasud by two years and set a lasting template for stylish small cars.

Park one next to the Honda CRX that came 19 years later. Jay-Zee still trumps them all with rear-drive and beaut, 1.3 or 1.6 Giulia twin-cams.

28 – Chevrolet 1963 Corvette Stingray

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Marked a changing of the guard at GM, after Harley Earl. Derived from Bill Mitchell’s experimental Stingray Racer of 1959, the new ‘Vette also introduced a coupe to the range that looked even better than the donor roadster.

Too bad the cool-looking (but uncool-for-looking) split-window lasted just one year.

27 – Lancia Stratos

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Bertone/Gandini’s 1970 Lancia Fulvia-powered ‘Stratos Zero’ concept was more modern Lambo than Lancia (its lines pre-empting the 1974 Countach), but the lead-sled-wedge first lent itself to a mid-mounted Ferrari (Dino) V6.

The result was a Group 5 racing and Group 4 rally weapon; the louvred, arrowhead coupe won three WRC titles and four Monte Carlo rallies.

26 – Bolwell Nagari

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Iconic Aussie muscle car that had truly world-class GT styling – thanks, in part, to Bolwell-brother Graeme’s 1968 stint at Lotus.

A refinement of the Bolwell MkVII, the monocoque Nagari introduced subtle influences from the Lotus Europa and Lambo Miura. With Ford V8 power, it was the Drum-smoking, body-shirted sports car of the ’70s.

25 – Pagani Zonda

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Zonda romps into the list with staggering supercar performance, a monstrous AMG-supplied V12 engine, cosa nostra exclusivity and breathtaking, if rather awkwardly resolved styling.

But look more closely, in profile. Is it just us, or is that a huge phallus, being thrust forward by a muscular, rounded rump? Uhh, please don’t say it’s just us…

24 – Ferrari 206 GT Dino

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More from the masterful pen of Leonardo Fioravanti. The Dino – it was intended as a stand-alone brand – dropped jaws when first shown in Paris in 1965 and still has the same effect today.

And the 2.0-litre, V6-engined berlinetta was as beautiful inside as out. With the rapid switch to a larger, 2.4-litre engine (made by Fiat), performance stepped up to meet a new rival, the Porsche 911.

23 – BMW 3.0 CSL

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Racing, they say, improves the breed, and this 1973 homologation special sure makes us think of breeding. BMW’s svelte, pillarless 3.0 CSi coupe formed the basis for its touring car racer, the ‘L’ indicating the leichtmetal mix of thin-gauge steel and aluminium panels.

These helped to trim 250kg from the standard CSi. But the CSL was bludgeoned into aerodynamic shape with a deep front air dam, novel ‘air splitter’ ridges, a roof air deflector and the post-and-plank rear wing that earned its nickname of Batmobile. The CSL wasn’t subtle. But it was sexy as hell.

22 – Alfa Romeo Giulia 105 Coupe

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Bertone – and its employee, Giorgio Giugiaro – take the credit for the beautiful little Giulia coupe family of 1963-’76.

The silhouette is bright and open at the front, tapering notably in both height and plan towards the rear. Being a small car, it’s eager, not muscular.

21 – BMW 507

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The 507 has a lightness and grace largely absent from the doughy British designs of the day.

Its slender, light body seems almost to float on its wheels, its broad-nostril grille lending to the impression of a soaring bird of prey.

20 – Ferrari 288 GTO

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Ferrari’s often overlooked Group B omologazione special of 1984 was a stripped-out, muscled-up 308 GTB. How could that not be sexy?

More delicate and curvaceous than the slabby F40, the GTO was just as hairy under the covers, with a 2.85-litre, twin-turbo V8 punching out 298kW – and making the GTO the first 300km/h production car.

19 – Mercedes-Benz AMG SL65 Black Series

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A Mercedes SL convertible with twin-turbocharged, 6.0-litre V12 is so lacking in sex appeal – y’know, obviously – that AMG had to boost power and torque, lose 250 kilos, punch out the guards and reclothe it in carbon-fibre.

The result is as sexy as the offspring of a road-going luxury coupe and a DTM racer.

18 – Jaguar E-Type

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Probably the proto-penis-on-wheels, but no less technically interesting for its steel monocoque/subframe chassis and brilliant coil-sprung independent rear suspension, than for its jaw-dropping styling.

The only detraction is the slightly butt-puckered stance, on relatively narrow tracks. Make ours the Series 1, 3.8-litre roadster.

17 – De Tomaso Mangusta

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Lean, mean and with a split rear screen, the Giugiaro-designed Mangusta from 1966 featured centre-hinged rear bodywork that allows the whole sides to be flipped upwards to expose a Ford V8.

It was the supercar equivalent of builder’s butt-crack.

16 – Citroen DS

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Get a sculptor to design your car and it figures he’ll come back with a sculpture. Flaminio Bertoni’s masterpiece was the 1955 DS.

The DS’s technological breakthroughs alone make it sexy: hydro-pneumatic suspension, disc brakes, fibreglass roof. Whether in sedan, Safari wagon or Chapron’s two-door decapotable, the Deesse just oozed understated, Parisian flair.

15 – Ford Mustang 390 GT

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Even trying to forget the famous car chase and the studied cool of the star himself, the Bullitt ’68 ‘Stang 390 GT is just one hell of a sexy beast.

It’s all there: the angry, hooded eyes and flaring nose, the firm haunches, the Torq-Thrust mags and the accelerating curve of the fastback, ending in the reversed rear panel and cat-slash tail-lights. Yep, McQueen’s Mustang looks like it’s racing to either mount or murder something. Maybe both.

14 – Ferrari 250 Testa Rossa

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If $15 million is sexy – and as any ugly bloke with $15m could tell you, it is – then the 1957 Ferrari Testa Rossa is a Richter-rocker on the sex scale. But the design of this sports-racer was probably the most functional and futuristic of its era.

Sergio Scaglietti, who nominated this car as his all-time favourite, was inspired by the pontoon tanks of the Lancia-Ferrari D50 F1 car of 1954-’57. Scaglietti described the car as “a Formula 1 car with fenders.” Aside from the pure grace of its lines, its layout set the template for today’s Le Mans racers.

13 – Bugatti Type 57SC Atlantic

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Not unlike the Mercedes 300SL, but two decades earlier, the Bugatti Type 57SC Atlantic was the outcome of engineering solved with elegance. Its distinctive, full-length dorsal fin suggested speed and stability, yet its initial motive was to enable designer Jean Bugatti to use Electron (a magnesium alloy) for the body.

The dorsal fins provided a surface for riveting the body and fender halves together. In the event, only the first of the four Atlantics was made from magnesium, the remainder in aluminium. With a 200km/h top speed, it was the Veyron of its day.

12 – Mercedes-Benz 300SL

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Automotive sex means styling driven by functionality, with a dash of flair. One of the best examples is Mercedes’ 300SL: its most distinctive feature came about through its engineers’ demands for strong door sills.

The fabulous ‘gullwing’ doors weren’t a mere wank but a brilliant, legitimate engineering solution. The company that invented the motor car also had enough history, and enough respect for it, to incorporate inlets and elements that left no doubt as to the 300SL’s heritage. Add a movie-star customer queue and the 300SL soars among the sexiest.

11 – AC Shelby Cobra 427 S/C

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Carroll Shelby famously said, “You can’t make a silk purse out of a sow’s ear, but you can make a mighty fast pig.” And a damn sexy pig, too, after Shelby had bull-worked the pretty, British-made AC Ace roadster aluminium body to ultimately accept the Ford 427 in 1965.

The stance of the 427 goes further than any similarly haunched British contemporaries. The driver’s bum is immediately ahead of the rear axle, the bonnet thrusting out ahead of him. And with a big block of Ford’s finest, it was no hollow promise.

10 – Ferrari 365 GTB/4 Daytona

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It would be enough just to look the way it does; but it also goes. The Daytona was the fastest GT of its day (1968) – which included the Lamborghini Miura and Maserati Ghibli.

The front-engined Daytona was penned by Pininfarina’s Leonardo Fioravanti, also responsible for the Dino and the Boxer. Early examples had covered headlights behind a full-width perspex lens; US safety laws for 1970 made it give way to pop-up headlamps. Either way, the Daytona captures the point where ’60s flair meets the modernist ’70s.

9 – Lamborghini Countach

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This broad-shouldered, charging robo-bull may just be the most-postered car of all time. Just eight years after his graceful Miura, Marcello Gandini penned this muscular wedge that would influence supercars for the next two decades.

The original LP400 of 1974 was the most graceful, if that’s the word, and popularised NACA ducts. Subsequent models grew self-parodying wings and wheelarch flares.

8 – Alfa Romeo 8C Competizione

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Few car makers had such a rich seam of elegant models to draw on than Alfa Romeo had when it built the brand-reviving 8C Competizione supercar in 2007.

Designed in-house, the body is a masterful melange of elements from 1960s Alfa racing coupes, most identifiably the TZ1 and TZ2, and with a dash of Ferrari 250 GTO thrown in. Of course, its mechanicals are mainly Maserati. And you won’t find us complaining about any of that.

7 – Porsche 911 turbo 3.3

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How to pick a favourite from the automotive world’s most enduring and distinctive silhouette? It wasn’t easy, but we reckon it’s the 911 Turbo 3.3 of 1978.

The mighty 930 first arrived in 3.0-litre form in 1975; the Turbo’s wider body further accentuated the 911’s seductive curves. And the ‘whale tail’ spoiler, necessary for both cooling and downforce, actually added another iconic silhouette. The 1978 3.3-litre gets my vote. Bigger wheels, bigger wing.

6 – Bizzarrini GT 5300

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Giotto Bizzarrini was Ferrari’s former chief race engineer who left Maranello in 1961. He quickly collaborated with boutique car brand Iso Rivolta, developing and producing the Iso A3/C, a GT originally designed by Giugiaro.

Following a 1965 falling-out with Iso, Bizzarrini refined the A3/C design and began producing road and racing versions of a car he called GT 5300. With 300kW of 5.3-litre Chevrolet power, it had the performance to match the sultry, serpentine looks.

5 – Ferrari 250 GT SWB

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It rarely gets better than Pininfarina on the pens and Scaglietti on the panels. Their crowning achievement, we reckon, is the 1959 Ferrari 250 GT SWB. One of the fastest GT racers of its day, and a class winner at Le Mans, it was 200mm shorter than the regular 250 GT series.

Its proportions are absolute perfection, from the sweeping front wings to the falling roofline and rounded tail. Any scoop or swage line you see is functional, yet the car isn’t intimidating. Inside, it’s minimally dressed for race success; black crinkle-finish covers its metal.

4 – Alfa Romeo 33 Stradale

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Look at the body and again at the date: 1967. More than one Wheels staffer, in eyeing the mid-engined V8 Alfa, reckoned it could be pegged two or even three decades later. The race-based road car was designed by Franco Scaglione, most famous for the BAT Alfas at Bertone.

To us, it’s a distillation of the most beautiful Le Mans racers of its decade and the next. And yet the 33 was underpinned by a racing chassis and 2.0-litre V8 with world-class racing credentials of its own. Just 18 were built; stratospherically expensive, and sizzling with sex appeal.

3 – Ford GT40

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This trans-Atlantic temptress was the product of Lola brains and FoMoCo bucks (and bang). But while Lola had turned out the 1963 Mk6 GT basis, and did plenty of development work, much – or most – of the credit for the GT40’s sexiness and success rests with Dearborn.

The beaut body was attributed to Ford’s Roy Lunn, who gave the car its eponymous 40-inch height and clever, cut-away roofline doors for driver access.

2 – Ferrari 250 GTO

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Probably the best-known classic Ferrari, and the point from which road and race GTs diverged forever. The 1962 250 GTO was the aero-evolution of the SWB: head race engineer Giotto Bizzarrini roughed out a low nose, with faired-in headlights and a small grille, augmented by three coverable inlets.

Big side gills (two were necessary, three was fashionable) exhausted hot air, and the cockpit swept back to a new GT trademark, the ducktail. It was panel-master Scaglietti who grafted in the new-fangled ‘Gurney flap’ and sculpted the GTO’s final, fantastic shape.

? 1 – Lamborghini Miura

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Okay, so the Miura was always the pre-event favourite to take the number-one spot; it’s simply one of the most desirable cars of all time.

The Miura was launched, incredibly, in 1966. Even more incredibly, the key figures in its development – designer Marcello Gandini, chassis designer Giampaolo Dallara and NZ-born development driver Bob Wallace – were all just in their mid-20s. It was a breakthrough, with its transverse, mid-mounted V12 engine that frightening Enzo Ferrari out of his front-engined bias. It was the first supercar.

It’s been a solid month for Nissan. This February marked the most successful month in sales for the current-generation UK-built Qashqai since its launch in late 2022.

Simultaneously, the brand welcomed a record-breaking surge in X-Trail sales, surpassing all previous monthly figures.

A full 24% of X-Trail sales were credited to the AWD e-Power option, underscoring Nissan’s anticipation for the forthcoming launch of e-POWER technology across the Qashqai range.

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What is Nissan’s e-Power system?

Thanks to the likes of Toyota, many buyers are familiar with traditional hybrid systems that integrate petrol and electric power in a ‘series parallel’ arrangement.

However, Nissan has taken a different approach with its e-Power hybrid system, which first featured in the Nissan X-Trail 12 months ago. This system aims to enhance fuel efficiency while delivering a driving experience more akin to that of an all-electric vehicle.

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In this setup, the petrol engine serves as a generator alone, rather than driving the wheels directly.

The motor sends power to the car’s battery or inverter, which then powers two electric motors – one for the front axle and another for the rear. It’s a system similar to the Holden Volt and BMW i3 REx of generations past, with modern advancements.

As Nissan puts it, this configuration is intended to minimise fluctuations in engine demand that are typical in daily petrol car usage, creating more consistent conditions for optimal efficiency.

One of the initial questions for the Nissan team at the launch event was a predictable one: Why not simply introduce a fully-electric Qashqai?

Nissan’s response emphasised its view of e-Power as a transitional technology, serving as a bridge for those not yet prepared to move away from internal combustion engines. It’s dipping a toe into the pool of pure EVs, but the brand has made clear it’s not seeing plug-in hybrids as this transitional tool.

JUMP AHEAD

• How much is it, and what do you get?
• How do rivals compare on value?
• Interior comfort, space, and storage
• What is it like to drive?
• How safe is it?
• Warranty and running costs
• VERDICT

How much is it, and what do you get?

While the wider Qashqai range starts from $34k, the Qashqai e-Power is priced from $51,590 before on-road costs, offered solely in the flagship Ti grade.

This marks a $4200 increase from the equivalent petrol Ti variant, aligning neatly with the walk-up seen in the X-Trail e-Power line-up.

The Qashqai e-Power is classified as a five-seater small hybrid SUV, and the entire range is front-wheel drive only.

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The Qashqai e-Power shares the same 1.5-litre three-cylinder turbo petrol engine that drives the X-Trail e-Power, with a combined system output of 140kW and 330Nm – 30kW/80Nm more that the Qashqai’s regular 1.3-litre unit.

It requires 95RON premium unleaded petrol, with the same 55-litre tank capacity as regular Qashqais.

Fuel efficiency is listed at 5.3L/100km, compared to the petrol model’s 6.1L/100km rating. If our testing of the X-Trail E-Power is any indication, Qashqai e-Power owners should be able to come close to that claimed figure.

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Features

With an equipment list that mirrors the petrol Ti model, the Qashqai e-Power is a well-equipped flagship model.

Features include 19-inch alloy wheels, leather-accented quilted trims on the seats and steering wheel, a 12.3-inch infotainment display, a 10-speaker Bose premium audio system, a very generously proportioned panoramic sunroof, hands free power tailgate and a 10.8-inch head-up display.

A wireless charger is available below the screen and even if you’re not charging is a great storage spot to pop your phone down.

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Exclusive to the e-Power variant is, of course, the e-Power technology itself, along with distinct badging, active noise cancellation and regenerative braking. Visually, the grille is also wider through extended black trim on the top and bottom.

Another addition, the e-Pedal, uses regenerative braking to allow the driver to minimise the use of the brake pedal until a complete stop is required. While most full EVs offer ‘one-pedal’ driving that allows the vehicle to slow to a complete stop, Nissan says it didn’t develop the Qashqai or X-Trail’s e-pedal this way after user testing saw drivers still relying on the brake pedal.

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Interior comfort, space and storage

When the third-generation Qashqai launched in 2023, we did note that although the pricing in higher grades was opening the model to some setbacks, Nissan offset this by offering more space. Bigger than its predecessor, the new Qashqai could feasibly be your next family car instead of something larger.

The new Qashqai adds 22mm more legroom and 28mm more height for rear passengers. Nissan has also extended the rear door opening from a 70-degree angle to 85 degrees, aiding parents with getting their young kids in and buckled up.

Rear air vents and USB-A / USB-C ports are also provided.

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In the front, the cabin exudes a cozy yet spacious ambiance. The center storage console, set further back for added room, conveniently accommodates small items like sunglasses and gum.

As observed in the standard Qashqai Ti, the seat trim is both aesthetically pleasing and comfortable. The cushion bolstering makes entering and exiting the car effortless.

Adding a touch of modernity and sophistication, the gear knob has a sleek design, serving as the focal point of the cabin. Behind you’ll find two cupholders in the centre console and additional options in the car doors.

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Boot space

With an impressive storage capacity of 452 litres, the Qashqai e-Power offers one of the best boots in its segment.

This ample space is further enhanced by the inclusion of a space-saver tire and a 12V socket. Folding down the rear seats expands the capacity to 1518 litres.

The ‘Divide-N-Hide’ boot organiser also allows for versatile storage options, enabling you to conceal items beneath the floor when necessary.

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How do rivals compare on value?

With 24 models vying for attention in the mainstream small SUV segment, standing out to win over buyers in this competitive space is no small challenge.

This task becomes even more daunting when competing within the confines of a specialised and frequently more upscale hybrid sub-segment.

Leading competitors in the segment include the Hyundai Kona Hybrid Premium N Line ($46,500 before on-road costs), Toyota Corolla Cross Atmos Hybrid 2WD ($47,030 before on-road costs), Kia Niro GT-Line Hybrid FWD ($50,580 before on-road costs), Honda HR-V e:HEV L ($47,000 before on-road costs) as well as more budget rivals like the Haval Jolion Hybrid Ultra ($40,990 drive-away).

As we saw with the launch of the X-Trail e-Power, it’s not the numbers alone that tell the positive story around the hybrid technology. Because frankly, if you’re looking at competitors like the Corolla Cross (4.3L/100km for the 2WD equivalent) then it’s not winning by a mile.

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This is where Nissan stresses the point of its electrification technology being different than direct rivals.

Because unlike a Corolla Cross hybrid, where the motor and engine work simultaneously to drive the car, the Qashqai is driven only through electric power for a quieter driving experience.

Does that mean you’d be willing to pay an extra $4560 between the Corolla Cross Atmos AWD FWD vs the Qashqai e-Power Ti (remembering its a front-wheel drive only)? Maybe.

Although wait times are slowly reducing on other key models like the RAV4, hybrid wait times for the 2WD hybrid are still extending out to 18 months.

Similarly, the HR-V offers a great hybrid proposition at 4.3L/100km as well, with a similar set of features in their top spec e:HEV L. Low price servicing as well sets the Honda at $199 per visit, with the same 10,000km intervals.

In terms of refinement the soft mould dashboard and open console and simple cabin layout make it more akin to a Mazda CX-30 than the Cross with its harder plastic trims.

It’s also an important factor to consider that whilst hitting the mid 50k mark, the Qashqai’s competitive set joins up with midsize SUVs like the Toyota RAV4 and Mazda CX-5, as well as the X-Trail e-POWER ST-L.

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What is it like to drive?

The basics

Like the standard Qashqai, the firmness of the ride on the e-Power’s 19-inch alloy wheels is noticeable, but only significantly damaged surfaces made it feel unpleasant.

Unlike traditional hybrids, the petrol engine isn’t required in most driving situations, so you’re treated to an almost EV-like drive in regards to cabin ambience.

As for power, low-speed driving made the electric motor an ideal pairing. Demanding more, however, will deliver a far more vocal note as the turbo petrol engine kicks in.

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At the event, Nissan was keen to talk up the instant torque delivered by the Qashqai e-Power’s electric motor and gearing, but our experience differed somewhat.

From a standing start, our Qashqai E-Power suffered noticeable hesitation, as if taking a moment to interpret our request for a quick launch. Once at speed, however, that famed electric motor feeling would kick in with a much faster response – but again, it’s nothing like a real EV.

And really, that’s the point. For buyers wanting the benefits of a car with an electric motor without so many futuristic aspects to learn, this is your middle ground.

A noticeable quirk for me was the sound that plays when reversing. It’s designed to alert passengers around the largely silent car, but I couldn’t help but feel self conscious as it’s a bit of an alien-sounding chime.

In all, the Qashqai e-Power performs its job well. It offers a smooth, mostly-quiet and proficient driving experience with really commendable fuel economy results in real-world driving conditions.

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Fuel efficiency

The big question, of course, is fuel consumption – keeping in mind the quoted figure of 5.3L/100km on the combined cycle.

During the launch event’s drive out from Melbourne Airport to Daylesford, we kept the air conditioner running continuously for a real-world experience. Navigating the winding and hilly roads demanded additional power, too, with all of this resulting in a consumption figure of 5.7L/100km on arrival at our destination.

Our one-hour run down the freeway back to the airport however, saw us use as little as 4.5L/ 100km.

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How safe is it?

The entire Nissan Qashqai range scored five starts in its 2022 ANCAP safety report [↗], including the e-Power variant.

All Qashqai trims come equipped with advanced safety features including forward auto emergency braking (AEB) with detection for cars, pedestrians, cyclists, and junctions, as well as reverse AEB, rear cross-traffic alert, blind-spot monitoring, lane departure warning and lane-keep assist

To aid parking, the model gets front and rear parking sensors and a 360-degree monitor for enhanced visibility.

Of the range, the Ti exclusively has Nissan’s ‘ProPilot’ semi-autonomous driving suite, combining lane-trace assist with adaptive cruise control featuring traffic jam assist similar to the Volkswagen T-Roc R-Line’s ‘Highway Travel Assist’ functionality.

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Warranty and running costs

Nissan offers a five-year / unlimited-kilometre warranty for the Qashqai range, aligning with what has become a standard in the industry.

Servicing intervals are set at every 12 months or 10,000km – lower than petrol variants which are every 15,000km.

Over five years or 50,000km, routine servicing at a Nissan dealer will total $2230, averaging $446 annually. The sixth-year service (at 60,000km) will cost $619.

Purchasing a pre-paid maintenance plan will save you 10% or $223 over the first five-year period.

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VERDICT

The Qashqai e-Power distinguishes itself by straying from the traditional hybrid model, yet it also doesn’t fit squarely into the electric car category; it occupies kind of a middle ground but without the impracticality of a plug-in hybrid.

This unique positioning, Nissan asserts, appeals to those interested in embracing electrification but not quite ready for a full transition.

With the latest iteration of the Qashqai, there’s much to admire in terms of its aesthetics, comfort, and convenience. However, we can’t overlook the pricing of the technology, particularly since it’s introduced in a single specification trim, the flagship Ti.

If offered in lower grades, this technology could potentially rival favorites in its segment. Despite this, the true value lies in the serene and comfortable ride, which some find worth the investment.

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The 2025 Jeep Avenger is now on sale in Australia, ahead of its showroom debut in the fourth quarter of this year.

Priced from $53,990 before on-road costs, the Avenger enters as a rival to other legacy brands at the ‘entry’ end of EV market – with only a small handful of mostly Chinese models positioned beneath that price point.

Among the Avenger’s price rivals with familiar brands will be the Hyundai Kona Electric, Volvo EX30, and Renault Megane E-Tech, along with the Avenger’s cousin, the Peugeot E-2008.

Buyers with tighter budgets have more options like the BYD Dolphin, BYD Atto 3, MG MG4 and GWM Ora.

2025 Jeep Avenger pricing

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Platform, power and driving range

The basics

As a Stellantis offering, the classically Jeep-styled Avenger EV is built on the STLA Small platform – an evolution of the Electric Common Modular Platform (eCMP) found beneath the Peugeot E-2008.

Made in the carmaker’s Poland factory alongside the related Fiat 600e, the Avenger boasts a claimed driving range of up to 400 kilometres on the combined WLTP test cycle. That range comes courtesy of a 54kWh nickel manganese cobalt lithium-ion battery, the only option in the range.

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Power is provided by a 115kW/260Nm electric motor, sending power to the front wheels exclusively.

Jeep’s Selec-Terrain system offers Normal, Eco, Sport, Snow, Mud and Sand modes.

While it is exclusively front-wheel-drive and not strictly designed for off-roading, Jeep’s first pure EV offers 200mm of ground clearance, a skid plate and the requisite plastic body cladding.

The Avenger’s off-road capability is supported by a 20-degree approach, 20-degree breakover and 32-degree departure angle, shorter overhangs and “360-degree cladding” designed to hide scratches.

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Charging

Jeep says a 100kW DC charger will top-up the Avenger’s battery from 20 to 80 per cent in 24 minutes. For those in a hurry, that 100kW connection will add 30km of driving range in three minutes.

Using an 11kW AC home charger will allow for a zero to 100 per cent recharge in 5.5 hours.

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Features

The Avenger arrives fairly well equipped, which, like most small but expensive EVs, should offset a little of the sticker shock for buyers new to electric cars.

Highlights include a comprehensive safety suite with a Level 2 semi-autonomous system combining the adaptive cruise control, lane-keep assist and traffic jam assist.

There’s also large alloy wheels and full wireless phone mirroring for Apple Carplay and Android Auto. It’s worth noting though that, like a lot of EVs, the Avenger’s high entry price does not give you powered seats. In the Avenger, that feature appears in the $57,990 Limited trim.

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Inside, the Avenger features a 10.25-inch main display, powered by the company’s UConnect operating system (now built on Google’s platform) with wireless Apple CarPlay and Android Auto capability.

The driver instrument display will be available in either 7.0- or 10.25-inch sizes, depending on the variant.

Boot space

The Avenger has a 380-litre boot capacity, with an additional 34 litres of storage in the front row.

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A full features breakdown by model is listed below.

The Avenger is available in six base colours:

Snow white, Ruby red, Volcano black, Granite silver, Sun yellow, Lake green, and Stone silver. Depending on the trim grade, buyers can also have those colours matched with a Volcano black roof.

Interior colours and trims are again tied to trim levels. The Longitude gets an all-black interior, while the Limited gets black with a silver dash accent, and the Summit adds black leather to the Limited’s configuration.

For Longitude and Limited, only the Ruby colour is cost-free. All others are a $990 option, while adding the black contrast roof incurs an extra $495.

Will any other Avenger variants come to Australia?

While a petrol Avenger, with a 1.2-litre turbo-three shared with the related Peugeot 2008, is available in certain markets, Jeep Australia has confirmed an electric-only stance for the Avenger – at least at launch.