“Electric vehicles are too expensive.”

Price remains a key barrier to buying an electric vehicle.

But, look a little deeper and not all models are that more expensive than traditional internal combustion engine (ICE) vehicles.

As new car prices – regardless of the powertrain – continue to climb with every generation, update or simply every year due to a combination of factors, how much more expensive are EVs today (if at all)?

JUMP AHEAD

• ? Why are EVs expensive?
• ⏱️ Think long term
• ? Compared: EV vs ICE prices
  • MG 4 vs Corolla vs Civic
  • BYD Atto 3 vs Corolla Cross vs CX-30
  • Tesla Model 3 vs C-Class vs 3 Series
  • Kia EV6 vs Sportage vs RAV4
  • BMW iX1 vs X1 vs XC40
• ?‍? Are EVs really expensive?
• ? Time to make the electric switch?

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? Why are EVs expensive?

Blame the battery. But, as the cost to buy an ICE vehicle increases, EV prices are going down.

A range of expensive resource-limited raw materials are required to form large battery packs – though new battery technology, such as lithium-iron-phosphate (LFP), are bringing costs down and addressing contentious environmental sustainability issues.

Yes, while electric cars are generally more expensive to buy than a petrol- or diesel-powered car today, some EV models have already achieved ‘price parity’ with high-spec ICE vehicles.

Australians can now make the electric switch for around $40K – driven by competitive Chinese-made models (learn why here).

For the price of the most popular vehicles in Australia – medium SUVs and utes – buyers can afford to buy an EV today, albeit often from a smaller body size segment.

Some car brands only bring large-battery EV models to Australia – arguing buyers need longer driving range to allay perceived concerns – and most insist that little can be done until governments prioritise the issue with upcoming landmark emissions mandates.

Meanwhile, all new car prices have significantly increased in recent years due to a sharp rise in manufacturing and shipping costs, component supply challenges, more standard inclusions, and growing size with every new model generation.

Therefore, the EV price premium isn’t as wide anymore (if at all).

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⏱️ Think long term

Then, there’s the long-term benefits of EV ownership that’s not always considered when looking at the initial sticker price.

The total cost of ownership is simply lower in an EV due to cheaper charging costs, rather than being hit at the fuel pump – especially if you can (ideally) charge at home – and generally cheaper and/or less frequent maintenance demands.

If owners are able to take advantage of solar panel energy, running costs can be slashed further for essentially free charging. ICE cars simply can’t offer this advantage.

With significantly fewer moving parts, EVs are theoretically more reliable and concerns of a short-lived battery have proven untrue from real-world data.

For employees and businesses, novated leasing an eligible EV could lower your tax bracket and there’s no fringe benefit tax (FBT) to pay thanks to the Australian Government’s EV incentive. But, it isn’t available to everyone and may not be financially wise, depending on your situation.

This all adds up over time to payback and surpass the initial EV purchase price premium (if applicable).

However, it’s not all perfect:

• EV batteries can degrade too quickly – if you constantly use public DC fast charging stations and regularly drive long distances;
• EV insurance premiums are currently higher;
• Some manufacturers require similar EV servicing costs and intervals to ICE models; and
• EVs generally depreciate more when it comes to selling.

? Compared: EV vs ICE prices

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MG 4 vs Toyota Corolla vs Honda Civic

The MG 4 is the Chinese automaker’s cheapest electric car, priced from $38,890 before on-road costs.

However, only the larger battery, high-spec Essence 64 can be compared to the flagship Toyota Corolla ZR Hybrid and Honda Civic VTi LX based on included features.

This results in a marginal price difference with the latter, and a similar purchase price to top-spec small SUVs, including the Mazda CX-30, Hyundai Kona, Kia Seltos, Subaru Crosstrek Hybrid, and Nissan Qashqai.

Similarly, the range-topping Mazda 3, Volkswagen Golf, and Peugeot 308 small cars now cost beyond $40,000 – or borderline $50,000.

We should also note the BYD Dolphin electric hatch is priced similarly (from $38,890 to $44,990 before on-road costs).

It offers all features as standard on the base Dynamic variant to narrow the price gap with the Toyota Corolla ZR Hybrid – resulting in it being $210 pricier to buy than the electric hatch.

The base Dolphin has a less powerful drivetrain, though.

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BYD Atto 3 vs Toyota Corolla Cross vs Mazda CX-30

The top-selling BYD Atto 3 electric SUV is priced in line with the flagship Toyota Corolla Cross Hybrid and Mazda CX-30.

It’s a similar story with the hero variants of the; Hyundai Kona, Kia Seltos, Subaru Crosstrek, Mitsubishi Eclipse Cross, Honda HR-V hybrid, Volkswagen T-Roc, and Skoda Kamiq.

These small SUVs have all raised into the $40,000 to $50,000 bracket for a top-spec variant – some of which have also grown in size with a new generation model – to even be in line with some medium-sized SUVs.

The BYD Atto 3 includes every feature available as standard, but an Extended Range battery can be had for $3000 more.

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Tesla Model 3 vs Mercedes C-Class vs BMW 3 Series

The popular Tesla Model 3 electric sedan has gone down in price since its 2019 launch – and is now up to $30,000 cheaper than the entry Mercedes-Benz C-Class and BMW 3 Series.

That’s because the latest fifth-generation W206 Mercedes-Benz C-Class is around $15,000 more expensive than its predecessor, while the BMW 3 Series sedan now costs about $5000 dearer after a 2022 facelift.

The reduced, albeit periodically fluctuating, Tesla prices and increased entry to buy a petrol-powered German luxury sedan has meant the price difference has dramatically widened in the past few years.

Therefore, buying a Tesla Model 3 RWD effectively means the ownership cost savings start from day one, with no need to recoup any EV price premium.

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Kia EV6 vs Sportage vs Toyota RAV4

The Kia EV6 crossover highlights where the manufacturing costs and margins of electric vehicles begin to merge.

The base EV6 Air trim has the widest price gap compared to its petrol counterparts in this story, costing almost double the Kia Sportage SX+ with similar equipment levels.

It’s also a similar difference compared to comparable trims of the Toyota RAV4 Hybrid, Hyundai Tucson, GWM Haval H6 Hybrid, and Mitsubishi Outlander petrol-driven medium SUVs.

Though, pricier models such as the range-topping Volkswagen Tiguan, Honda CR-V hybrid, Nissan X-Trail E-Power, and Mitsubishi Outlander PHEV (plug-in hybrid electric vehicle) narrow the gap with the EV6.

Why the price premium? The Kia electric SUV features a large 74kWh usable (77.4kWh gross) lithium-ion battery pack, uses an advanced 800-volt class dedicated EV platform, and is made in South Korea so it doesn’t have the advantage of China’s cheaper manufacturing costs.

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BMW iX1 vs X1 vs Volvo XC40

The BMW iX1 small premium SUV is the Barvarian brand’s entry-level electric offering, but costs around $20K more than its petrol-engined X1 twin and Volvo XC40.

The price gap is similar when compared to the base Mercedes-Benz GLA and second-cheapest Audi Q3 variant.

Also notable is the XC40 and GLA can be had in full-electric versions – called the XC40 Recharge and EQA respectively – both with similar starting prices to the iX1.

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?‍? Are EVs really expensive?

Not all EVs are ‘luxury cars’.

Yes, most EVs are still generally more expensive to buy depending on the model.

And, while the argument of electric cars being ‘unaffordable’ is often talked about, if you’re in a position to buy or lease a medium SUV or 4×4 ute, for example, you can afford to make the electric switch.

With increasing new car prices and more budget-friendly Chinese-made options, the premium for some electric car models isn’t as drastic anymore (if at all) compared to ICE models.

Despite the price tag barrier and some states redacting EV rebates early, increased market competition – backed by strong government policy – gradually decreasing battery costs and a growing used market mean electric cars are quickly becoming more accessible in Australia.

But the longer you own and the further you drive an EV, the quicker you’ll recoup the extra price to entry (if applicable). Then, the savings continue on…

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? Is it time to make the electric switch?

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

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

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NMC vs LFP: Which EV battery is best?

Battery packs are central to power electric vehicles, but not all are created equally.

Car brands often use terms such as ‘lithium-ion’ and ‘LFP’ in marketing material, but what do they mean? Importantly, what are the differences and which is best for your needs when considering the electric switch?

JUMP AHEAD

• ? What is an EV battery?
• ? Lithium-ion battery
  • ⚡️ NMC
  • ⚡️ NCA
• ? Lithium-ferrous-phosphate battery
  • ⚡️ LFP
• ? What are the alternatives?
• ? Which is the best EV battery?
• ? Time to make the electric switch?

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? What is an EV battery?

The electric car battery is the key source of ‘juice’ to power the electric drive unit and vehicle.

It is a large, high-voltage energy storage block that’s positioned underneath the vehicle, similar to a fuel tank.

Conventional EV battery packs are made up of a number of smaller module blocks, which contain cells within them (either pouch, prismatic or cylindrical shaped).

The cells are made up of a cathode (positive terminal), a separator with liquid electrolyte, and an anode (negative terminal).

Charged particles (ions) need to move from cathode to anode via the electrolyte when charging – and vice versa when discharging – in order for electrons to move around between cathode and anode current collectors.

Ultimately, the process of moving ions and electrons will charge and discharge a battery.

A variety of contentious raw materials making up each part of an EV battery. Differences in the cathode side in particular result in the three key battery types available today.

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? Lithium-ion battery

Lithium-ion (Li-ion) batteries are the most common type in new EVs today, with two main cathode chemistry makeups.

⚡️ NMC

Nickel-manganese-cobalt (NMC) is the most common battery cathode material found in EV models today due to its good range and charging performance.

The key advantage for NMC batteries is higher energy density up to around 250Wh/kg – which means it can provide longer driving range by packing more energy in the volume of each cell and be space-efficient.

However, due to this, its cells have lower thermal stability and tend to reach the thermal runaway point earlier – a dangerous chain heating reaction causing a difficult-to-extinguish fire.

NMC batteries also require expensive, supply-limited and environmentally unfriendly raw materials – including lithium, cobalt, nickel and manganese.

On the other hand, due to lithium-ion’s global prevalence, there are more facilities set up to repurpose and recycle these materials once they eventually reach their end-of-life.

NMC also has a shorter lifespan by only being able to handle an estimated 1000 to 2000 full recharging cycles (0 to 100 per cent counts) depending on the manufacturer. But, the capacity may already degrade by around 40 per cent after 1000 cycles, according to Poworks [↗].

Most car brands recommend an 80 per cent everyday charging limit on NMC packs to maintain good health.

• Tesla Model Y (Long Range and Performance only)
• Tesla Model 3 (Long Range and Performance only)
• Polestar 2
• Volvo EX30
• BMW iX3

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⚡️ NCA

Nickel-cobalt-aluminium (NCA) cathode lithium-ion batteries are mostly similar to NMC.

However, NCA swaps the manganese with more sustainable aluminium and uses less cobalt in the cathode.

Therefore, it still shares similar advantages and disadvantages with NMC across driving range, charging, longevity and thermal safety.

But, NCA isn’t as commonly adopted by car brands – though not all manufacturers disclose the exact cathode used and instead just quote ‘lithium-ion’.

• Audi Q8 E-Tron
• Tesla Model 3 (older pre-2021 models)
• Tesla Model S (discontinued in Australia)
• Tesla Model X (discontinued in Australia)

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? Lithium-ferrous-phosphate battery

Lithium-ferrous-phosphate (LiFePO 4) cathodes are emerging in more lower-priced, entry-level EV models as it’s cheaper to produce.

⚡️ LFP

Lithium-iron-phosphate (LFP) batteries address the disadvantages of lithium-ion with a longer lifespan and better safety.

Importantly, it can sustain an estimated 3000 to 5000 charge cycles before a significant degradation hit – about double the longevity of typical NMC and NCA lithium-ion batteries.

Deep full recharging to 100 per cent also doesn’t drastically impact the battery health, which is why there’s generally no recommended daily charging limit to allow always utilising the full driving range capabilities. Regular full charging is in fact encouraged to help calibrate the cells.

The better stability also means it’s less susceptible to generating thermal runaway in the event of a short circuit or severe crash; it’s safer to operate in extremely low and high temperature environments.

However, LFP batteries are heavier and have lower energy density of up to around 150Wh/kg.

Therefore, it typically offers less driving range than the equivalently-sized lithium-ion pack.

The chemistry is also more sensitive to low temperatures, resulting in a higher chance of DC charging speed throttling during colder climates.

While it doesn’t contain any environmentally contentious cobalt, nickel and manganese, it still relies on the expensive lithium material.

Even though it has a smaller carbon footprint from the factory, the lack of said materials means it overall has less recyclable content than a typical lithium-ion battery – with the industry still working to improve extraction processes for LFP.

• BYD Dolphin
• MG 4 (Excite 51 only)
• GWM Ora (Standard Range only)
• BYD Atto 3
• BYD Seal
• Tesla Model 3 (RWD only)
• Tesla Model Y (RWD only)

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? What are the alternatives?

It’s clear that there’s no ‘perfect’ EV battery. But, technology has significantly improved since the old lead-acid days – and is still evolving.

• ⚡️ Nickel-metal hydride (NiMH) battery – older type, heavier, shorter lifespan, and has a more “significant environmental impact” than lithium-ion. It is currently used in the Toyota RAV4 Hybrid and Kluger Hybrid.
• ⚡️ Sodium-ion battery – emerging alternative to LFP by using sodium instead of supply-limited lithium, in order to be cheaper with similar LFP advantages and disadvantages (learn more here). No new car currently features it, but BYD will reportedly debut it on the entry-level Seagull EV in China.
• ⚡️ Solid-state battery – expected to be the answer to Li-ion and LFP woes with a solid electrolyte and less raw materials, providing long range, fast charging, a lighter weight, and reduced thermal runaway risk. EVs are expected to debut in around 2030, though it will be initially expensive.

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? Which is the best EV battery?

Each battery cathode chemistry has its own unique advantages and disadvantages.

LFP is theoretically the best as it currently is the longest-lasting battery type, can be regularly charged to 100 per cent, has less thermal runaway risk, and is cheaper to produce to enable more affordable EVs.

Meanwhile, lithium-ion (with NMC and NCA cathodes) provides more driving range, faster charging performance, and contains more recyclable content with today’s facilities.

In many respects, it’s the old ‘horses for courses’ argument, though the next few years will see significant improvements in EV batteries.

Importantly, EV battery producers and car manufacturers today already pack a range of provisions to ensure they are safe to use on our roads – regardless of the battery type.

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? Is it time to make the electric switch?

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

True EV sustainability, charging reliability, and the purchase price remain key perceived issues. For more, check out our /Electric hub guides below.

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Consumer Reports [↗] has found electric vehicles have 79 per cent more reliability problems than traditional internal combustion engine (ICE) vehicles.

The organisation’s annual car reliability survey covered more than 330,000 vehicles from American owners dating back to three years – analysing 20 potential problem areas, including drivetrain, leaks and touchscreen systems.

Alarmingly, plug-in hybrid electric vehicles (PHEVs) fared even worse with 146 per cent more reported problems than pure ICE vehicles, because of the complexity of having both ICE and EV drivetrains.

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“They’re having growing pains”

Senior director of Consumer Reports’ auto testing Jake Fisher said key reported EV reliability issues include; the electric drive motors, charging (unrelated to home or public infrastructure), and battery.

“Most electric cars today are being manufactured by either legacy automakers that are new to EV technology, or by companies like Rivian that are new to making cars,” Fisher said.

“It’s not surprising that they’re having growing pains and need some time to work out the bugs.”

Some car brands still issue EV recalls for poor battery management system (BMS) calibration or improper battery pack sealing, but it’s worth noting ICE cars have also needed to be sent back to the dealer due to 12-volt electronics battery or mild-hybrid battery problems.

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Tesla’s experience leads

The popular Tesla Model Y electric SUV also improved its reliability record, joining its Model 3 sedan twin with a ‘recommended’ rating.

The American consumer advocacy firm ranked Tesla near the middle for brand reliability with “pretty solid” powertrains – driven by its decade-long manufacturing experience.

However, participants continue to report build quality issues.

This included; irregular paint, broken trim, faulty door handles, and boot doors that don’t close.

Hybrid cars more reliable than ICE?

In contrast to pure EVs and PHEVs, hybrid cars had 26 per cent fewer reported problems than conventional ICE vehicles.

Consumer Reports attributed it to automakers having more experience in producing traditional hybrids – which combine an ICE engine with a small electric motor and battery – with less high-tech features, such as large displays.

Most hybrids are also from manufacturers that “tend to produce reliable vehicles overall, such as Toyota, Hyundai, and Kia.”

It’s worth noting that ICE vehicles are have also become more tech-laden, similar to EVs.

For example, the latest Ford Ranger ute features a large portrait-orientated touchscreen to operate the climate control and even toggle the rear differential lock, along with electronically-operated door handles.

Some models defied the trends in the Consumer Reports survey.

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

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

Wheels witnesses ANCAP birthday crash

How will this 30-year-old car fare in a modern crash test? We find out with the help of ANCAP and a Mitsubishi Magna…

REVIEW: Hyundai’s new Kona Hybrid driven

Hyundai’s hunt for efficiency-minded buyers continues with the new Kona Hybrid. Is it a worthy rival to the Corolla Cross Hybrid?

REVIEW: 2024 Hyundai Santa Fe international first drive

Bigger. Bolder. But better? We head to Hyundai’s home market to find out if the latest Santa Fe should have its large SUV rivals quaking in their boots.

PRICING: Tesla’s Cybertruck goes official

He did it. Elon Musk’s Cybertruck dream is now real, with the first customer deliveries done – two years late, and nowhere near the claimed price.

VW Tayron in, Tiguan Allspace out

The Volkswagen Tayron will soon replace the long-wheelbase Tiguan Allspace. It’s expected in Australia later in 2025.

Cheap Dacia Duster revealed, Australia likely!

The Renault line-up in Australia is set to be bolstered by “shockingly affordable”, rebadged versions of Dacia’s Duster and Bigster SUVs.

Fast EV battery swaps getting closer…

Is it possible… could rapid EV battery swaps finally come to Australia? Not so fast, mates.

REVIEW: Chery Tiggo 7… ?

Chery’s product offensive continues with a commendable medium SUV, shame the safety kit is wide of the mark.

Vic EV owners: Refunds coming

Electric vehicle owners in Victoria will be refunded with interest after state-based zero-emission vehicle taxes were declared “invalid”.

Mazda CEO: “EVs are not taking off” in America

Is EV demand beginning to stall? Mazda’s global CEO says it’s tough for anyone who isn’t Tesla…

Hyundai’s clever Black Friday sales initiative with its IONIQ 6 electric sedan brought in 55 orders, the company has confirmed.

As described further down in our earlier story ▼, the sale included a complimentary $10,500 trim upgrade on in-stock MY23 IONIQ 6 examples –which excluded the updated MY24 model detailed in early November.

With the IONIQ 6 being an all-new model line, and this being the first time the Korean brand has tried a Black Friday sale, it has little precedent or context to compare that result to.

Still, with 468 sales recorded to the end of October (November results due next week), 55 represents a handy 11% bump – and Hyundai’s happy to call it a success.

“We need to react immediately in some creative way that keeps the retail going”

The company hasn’t confirmed it’ll lock in another sale this time in 2024, but, speaking with Wheels today, Hyundai Australia communications manager Guido Schenken said it’s a positive result that “could lead to us potentially revisiting the concept next year”.

Whether that would be with the IONIQ 6 or a different model remains to be seen, although Hyundai Australia chief operating officer John Kett told media at last week’s Kona Hybrid launch these sorts of initiatives are important when the dealers have less capacity to run their own special sales as needed.

“This is our chance to test initiatives,” Mr Kett said. “You’ve seen the journey: we sold it (IONIQ 6) online, and now we’re bringing the network online. One of the things you recognise when you’re running this business model is that typically, under franchise, the dealer will discount, lose their margins, get together with the dealer council, complain, so then you put an incentive on and, quite rightly it corrects itself.”

“So what we’re trying to do is, we’ve got to run that dealer retail role immediately, so that when we see long inventory positions happen on a colour or a trim, we need to react immediately in some creative way that keeps the retail going and protects that new innovative margin that we’ve put in place for our dealer network. It’s a real learning curve for us,” he said.

Mike Stevens

November 20: Hyundai launches Black Friday sale for IONIQ 6 EV

The 2023 Hyundai IONIQ 6 electric sedan will offer a complimentary trim upgrade valued at up to $10,500.

Hyundai Australia has confirmed it’s running a ‘Black Friday’ event for the model-year 2023 IONIQ 6, running from Friday November 24 to Monday November 27.

The brand said approximately 600 vehicles are available to purchase nationwide, with a complimentary upgrade from the IONIQ 6 Dynamiq RWD to the Techniq AWD, or the Techniq AWD to Epiq AWD.

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Upgrading from a base Dynamiq RWD to a mid-spec Techniq AWD would cost $10,500, while the price difference between the Techniq and flagship Epiq – with standard digital side mirrors – is $5288.

The offer does not apply to the recently-announced 2024 Hyundai IONIQ 6, which saw the addition of a Model 3-fighting $65,500 entry variant, a standard heat pump and battery preconditioning, the deletion of the Techniq variant, a new Epiq RWD model, and optional digital side mirrors.

Hyundai Australia has also launched a new stock locator for the IONIQ 5 and IONIQ 6 electric cars, which are exclusively sold online and then delivered to select dealers, and listed wait times on its web configurator.

VFACTS new-car sales data reveals 468 examples of the initially supply-constrained IONIQ 6 have been sold in Australia since it launched in March, compared to 15,718 Tesla Model 3s.

Hyundai isn’t the only company offering a complimentary model upgrade this end-of-year. Stellantis Australia is allowing buyers to jump to a higher spec of the Alfa Romeo Giulia and Stelvio, along with the Jeep Grand Cherokee and Gladiator, at no cost until December 31, 2023.

Tesla is also offering discounts for pre-update Model 3 stock in its online inventory, ahead of the launch of a facelifted model in Australia between January and March 2024.

For a full run-down on end-of-year new car deals available in Australia, click here.

Here’s the what’s-watt on EV charging speeds

As Australia’s electric vehicle market grows, you’ll read more about kilowatts (kW) and kilowatt-hours (kWh) – instead of fuel litres (L).

The amount of power an EV battery can store dictates how far you can drive before needing to plug in for a recharge, just like the volume of a fuel tank.

But, it’s also important to also consider how long it takes to charge – especially when you venture on long road trips that are beyond the driving range limits of an EV and require public charging stops.

Here’s the top fastest-charging EVs in Australia, what contributes to charging speeds, and what to consider when making the electric switch.

JUMP AHEAD

This is a detailed story, but our index of jump links right here will help you skip to the parts you need most.

• ⏱️ The fastest-charging EVs in Australia
• ? AC vs DC explained
• ? What impacts charging speeds?
• ⚡️ Charging power (kW) and force (V)
  • ? How to achieve maximum fast charging speeds
• ? 400- vs 800-volts: Which is better?
• ? Why higher numbers aren’t always fastest
• ? Knowledge is power
• ? How much does charging cost?
• ? Time to make the electric switch?

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⏱️ The fastest-charging EVs in Australia

These EVs boast a claimed 10 to 80 per cent charge time of 30 minutes or less, according to each manufacturer.

In order to achieve the claimed speeds, the vehicle must be plugged into a DC (direct current) fast charging station that outputs the same or higher power rate than the maximum DC charging input capability of each model (as detailed below).

1. Hyundai Ioniq 5 – 18 minutes (10-80% time) 54/74kWh usable battery (size) | max 350kW DC¹ (peak charging speed)
2. Hyundai Ioniq 5 N – 18 minutes 80kWh usable battery | max 350kW DC¹
3. Hyundai Ioniq 6 – 18 minutes 53kWh (gross)²/74kWh usable battery | max 350kW DC¹
4. Kia EV6 – 18 minutes 74kWh usable battery | max 350kW DC¹
5. Genesis GV60 – 18 minutes 74kWh usable battery | max 350kW DC¹
6. Genesis Electrified GV70 – 18 minutes 74kWh usable battery | max 350kW DC¹
7. Lotus Eletre – 18 minutes 109kWh usable battery | max 350kW DC
8. Kia EV9 (Air only) – 20 minutes 76.1kWh (gross) battery² | max 350kW DC¹
9. Genesis Electrified G80 – 22 minutes 82.5kWh usable battery | max 350kW DC¹
10. Porsche Taycan – 22.5 minutes (5-80%)³ 71/83.7kWh usable battery | max 270kW DC
11. Porsche Taycan Cross Turismo – 22.5 minutes (5-80%)³ 83.7kWh usable battery | max 270kW DC
12. Audi E-Tron GT – 23 minutes (5-80%)³ 85kWh usable battery | max 270kW DC
13. Kia EV9 (Earth and GT-Line only) – 24 minutes 96kWh usable battery | max 350kW DC¹
14. BYD Seal (Premium and Performance only) – 26 minutes (30-80%)³ 82.56kWh usable battery | max 150kW DC
15. Volvo EX30 – 27 minutes 64kWh usable battery | max 153kW DC 
16. Volvo XC40 Recharge – 27 minutes 66/79kWh usable battery | max 130/200kW DC 
17. Volvo C40 Recharge – 27 minutes 66/79kWh usable battery | max 130/200kW DC 
18. MG 4 (Excite 64 and Essence 64 only) – 28 minutes 62.1kWh usable battery | max 140kW DC
19. Audi Q4 E-Tron – 28 minutes 77kWh usable battery | max 135/175kW DC
20. Polestar 2 (Long Range Single Motor and Dual Motor only) – 28 minutes 79kWh usable battery | max 205kW DC 
21. BYD Atto 3 (Extended Range only) – 29 minutes (30-80%)³ 60.48kWh usable battery | max 80kW DC
22. BYD Dolphin (Premium only) – 29 minutes (30-80%)³ 60.48kWh usable battery | max 80kW DC
23. BMW iX1 – 29 minutes 64.7kWh usable battery | max 130kW DC
24. Peugeot E-2008 – 30 minutes (0-80%)³ 46.3kWh usable battery | max 100kW DC
25. Peugeot E-Partner – 30 minutes (0-80%)³ 46.3kWh usable battery | max 100kW DC
26. Tesla Model 3 – ~30 minutes (estimated) 57.5/75kWh usable (estimated) battery | max 170/250kW DC
27. Tesla Model Y – ~30 minutes (estimated) 57.5/75kWh usable (estimated) battery | max 170/250kW DC
28. Renault Megane E-Tech – 30 minutes 60kWh usable battery | max 130kW DC
29. BMW iX2 – 30 minutes 64.7kWh usable battery | max 130kW DC
30. Mercedes-Benz EQA – 30 minutes 66.5kWh usable battery | max 100kW DC
31. Mercedes-Benz EQB – 30 minutes 66.5kWh usable battery | max 100kW DC
32. BMW i5 – 30 minutes 81.2kWh usable battery | max 250kW DC
33. Polestar 3 – 30 minutes 107kWh usable battery | max 250kW DC
34. Lexus RZ – 30 minutes (20-80%)³ 64kWh usable battery | max 150kW DC
35. Subaru Solterra – 30 minutes (20-80%)³ 64kWh usable battery | max 150kW DC

Want more detail? Let’s take a look at how EV charging times are determined below.

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? AC vs DC explained

This story focuses on ‘DC’ fast charging, but what’s the difference with ‘AC’ power? And, what’s a ‘usable’ versus ‘gross’ battery? Learn more in our guide linked below.

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? What impacts charging speeds?

How fast an EV recharges all depends on the power source output and model power input capabilities.

Electricity flows from the grid via distribution lines, to voltage transformers, the power outlet or charging station, and then via a cable into the vehicle.

Then, the EV’s battery management system (BMS) software controls the rate of volts and amps coming in (explained below).

If on slow AC power, an inverter also converts the energy to DC power to store in the battery.

This energy transfer process contains about 10 to 15 per cent charging losses and ultimately impacts the speed of charging, expressed in the number of kilowatts (kW).

• Charging station output – the AC/DC charging station has a maximum energy speed output (kW) based on the stall and grid connection capabilities
• Vehicle power input – each model has maximum slow AC and fast DC charging speed capabilities, which is the fastest rate a vehicle can take in under optimum conditions
• Battery percentage – batteries are more stressed out at a higher percentage, so the BMS will slow down the charging speed over time, especially between 80 to 100 per cent, to maintain a healthy battery
• Battery temperature – if cells are outside their optimum temperature range (too hot or too cold), the BMS will throttle the power input, regardless of how fast a charging station can output

This is all controlled by the BMS, since how efficiently the cooling system moves heat away from the individual battery cells can affect the charging speed to avoid stressing the cells while charging, causing excessive degradation, and maintaining good thermal safety.

Cooling systems can also be reversed to warm the battery during very cold weather.

Some EVs, including the BYD Atto 3, Tesla Model 3 and Hyundai Ioniq 5, include heat pumps as standard – which is a more energy efficient way to heat or cool the interior air-conditioning and the battery pack by repurposing waste heat from the electric drive unit.

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⚡️ Charging power (kW) and force (V)

How fast electricity is delivered to an electric car is similar to filling a drink bottle.

• Current (amps) is like the water quantity flow
• Voltage (V) is akin to the amount of water pressure

For example, plugging in from 10 to 80 per cent typically takes the same time as the last 20 (going from 80 to 100 per cent) – which can effectively double your waiting time for not much range gain, unless a full charge is necessary.

This is why 10 to 80 per cent charging times are mostly quoted, as it offers the best range-for-time value.

Additionally, the higher the ‘pressure’ of current, the faster electrons can be charged into the battery – enabling more driving range to be pushed into the cells in a shorter time.

That’s the ‘secret sauce’ to the circa-20 minute rapid charging times of models, such as the Hyundai Ioniq 6, Porsche Taycan and Lotus Eletre. Unlike most other EVs which use up to 400 volts, they adopt a more advanced 800-volt class battery architecture.

The key word is ‘class’, as 400V and 800V are generalised terms. For example, the 800V class Kia EV6 electric SUV actually has a 697-volt battery system to be exact.

• Use a public DC fast charging station that outputs the same or more power than the EV’s maximum DC input capability
• Plug in from a low battery percentage, in warm weather or drive a bit (preferably on highways) before arriving at the station
• On equipped EVs, enable the active battery preconditioning function (usually by navigating to the charging station in the built-in maps or manually) to heat up the battery before arriving (it will use more juice, though)

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? 400- vs 800-volts: Which is better?

An 800-volt class electric car may seem superior, but it doesn’t always result in a faster charging time.

Standard 400V class EVs, such as Tesla Model Y (Long Range and Performance), Polestar 3, and Volvo EX90 can reach ultra-rapid 250kW DC speeds – so what’s the difference?

They require pulling more current, which generates more heat for the battery and could trigger the BMS to throttle down the charging power – resulting in a theoretically slower overall charge time than an 800V EV.

An 800V class battery architecture is more expensive, but theoretically allows for sustained high charging speeds for longer – even when connected to the more common 400V DC public charging stations (after conversion).

It produces less heat, enables thinner and lighter charging cables (if the station is exclusively 800V), and is advantageous for performance driving when discharging, too.

However, there’s a key caveat to the 400- vs 800-volt debate…

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? Why higher numbers aren’t always fastest

Carmakers only quote the maximum charge rate number in kilowatts (kW). But, in reality on a public DC fast charging station, owners will only hit the advertised peak speed under optimum conditions.

In warm climates, after an initial burst, the BMS will progressively slow down charging speeds as the battery fills up and as heat builds up quickly.

In cold climates, the BMS will only accept a very low charge rate at first, before ramping up as the battery heats up, and slow again as a higher percentage is reached.

As demonstrated by the previous generation Audi E-Tron SUV’s charging curve graph below, an EV with a 140kW DC peak charging rate can be quicker to charge by sustaining higher speeds for longer – compared to an EV with a faster 200kW DC capability that only peaks for a short period and then dramatically throttles speeds.

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Similarly, a smaller battery with a decent enough DC charging speed may take a similar time than a larger battery with faster peak charging capability.

EV content creator Bjørn Nyland [YouTube ↗] found the Tesla Model Y RWD with BYD’s 400V class lithium-iron-phosphate (LFP) Blade Battery (which is unavailable in Australia at the time of publication) can hold the maximum 170kW DC speed until around 48 per cent, before slowing.

This resulted in an overall charging time on par with the larger-battery, 800V class Hyundai Ioniq 6 – demonstrating that 400V EVs can charge as fast too, but not all.

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? Knowledge is power

While fast charging specs may seem tempting, remember that speed isn’t everything. Realistically, you don’t always need to charge an EV quickly.

The ideal, cheapest and most convenient way to own an EV is to slow charge at home overnight (or when there’s solar panel energy).

Instead of constantly stopping to refill akin to a petrol or diesel car, a three-pin socket or installed wall box will provide more than enough range at the start of every day for the typical Australian commute.

Frequent fast charging is unhealthy for batteries in the long-run, too.

If you need to rely on public DC fast charging infrastructure when on longer-distance road trips or for work (eg: rideshare drivers), you’ll be taking that charging stop time as an opportunity to take an essential rest break, eat and go to the bathroom.

Adapt to understand kW and kWh of energy – instead of litres of fuel – know the EV’s AC/DC charging limits, and the variety of factors can impact charging times (instead of achieving advertised speeds).

After you’ve learned the basics, charging is quite simple.

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? How much does it cost to charge an EV?

How cheap is it to recharge an electric car? Check out our detailed story linked below to learn more.

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? Is it time to make the electric switch?

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

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

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Isuzu Australia is targeting more than 40,000 sales by the end of 2023 to add another milestone in its 15th anniversary.

The company this week announced it had delivered more than 300,000 vehicles since the D-Max ute was launched locally in October 2008.

Isuzu’s D-Max ute accounts for nearly three-quarters of the 302,801 total with 218,620 deliveries. The related MU-X SUV, which launched later in December 2013 and remains the brand’s only other showroom vehicle, has gone to 84,181 Australian customers.

Isuzu has already surpassed its previous sales record, with 36,501 registrations to the end of October 2023 compared with the 35,735 units shifted in 2021.

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The Japanese brand is second only to Tesla in terms of sales per vehicles offered.

Year to date, Isuzu is the 10th best-selling brand in Australia, and trails eighth-placed Tesla by just 3484 units.

Isuzu celebrated 15 years in Australia with a Gold Coast event for employees, dealers, and company delegates from Thailand (where the D-Max and MU-X are built) and Japan.

“It is quite fortuitous that we welcomed our 300,000th vehicle to an Australian home while celebrating our 15-year anniversary at the same time,” said Junta Matsui, Isuzu Ute Australia’s managing director.

Acknowledging recent Wheels Best awards for both the D-Max and MU-X – Best Value Ute and Best Value Off-road SUV, respectively – Matsui said the company was confident it could end the year with an even more impressive sales milestone.

“It’s great to see that both customers and the Australian motoring media have recognised the D-MAX and MU-X as two of the best-value vehicles available on sale today.

“With healthy levels of vehicle stock landing at dealers locally and this year shaping up to be the biggest year ever for our brand, we are optimistic that this positive trajectory will continue towards the end of the year as we aim for over 40,000 vehicle deliveries in 2023.”

The Australian Automobile Association (AAA) has released results from the first round of its $14 million real-world fuel efficiency exercise.

As many have suspected for some time, the ADR 81/02 figure typically quoted by manufacturers is not a great representation of real-world driving. The WLTP standard used in Europe seems to be more realistic, but the AAA is interested in getting closer to figures that owners see.

The AAA’s 93km loop around Geelong takes in Australian road conditions, from urban ratruns to highway driving to more accurately simulate real-world conditions.

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Along with fuel consumption testing, the AAA also strapped equipment onto the nine popular SUVs to measure particulate, carbon monoxide, NOx and other noxious emissions.

Three tested vehicles released more pollutants than is legal within laboratory limits and were tested on 95 RON premium petrol, where some only require 91.

“This Program gives consumers the information they need about each car’s fuel efficiency and environmental performance, and it will drive down demand for models that over-promise and under-deliver”, said AAA managing director Michael Bradley.

To make sure the tests were consistent, the AAA used a Toyota RAV4 reference vehicle which was subjected to 23 tests; its results varied by less than 2.5 per cent.

“These results will improve motoring affordability for Australians, while cleaning up our light vehicle fleet,” said Mr Bradley of the government-funded project which has bi-partisan support.

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The results

Of the nine vehicles tested, four returned results within 2.5 per cent of their ADR combined figures with the remaining five between 8-13 per cent above lab ratings.

The worst performers were the Toyota RAV4 petrol and a previous-gen Hyundai Kona 2.0-litre at 13 per cent above their ratings. The Mitsubishi ASX, Ford Puma and MG ZS all overshot their ADR ratings by 8 per cent.

The Mitsubishi ASX and MG ZS had other issues, though, with the pair of small SUVs emitting more than twice the lab-allowable grams per kilometre of carbon monoxide (CO) during the tests.

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MG’s small SUV also emitted high levels of particulates, defined as solid particles with a diameter greater than 23 nanometres. It measured 6.75×10¹¹ and, along with the Nissan X-Trail (8.06×10¹¹), exceeded the proposed Euro 6d 6×10¹¹ mg/km limit.

For the sole diesel, Hyundai’s Tucson, the issue was high levels of NOx emissions, with 237 mg/km recorded by averaging three tests. That exceeds the current 180 mg/km limit and is the best part of three times the proposed Euro 6d level.

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Results in tables

Over the next four years, the AAA intends to put 200 cars and SUVs through the same procedure and tabulate the results.

You might be glad, or you might’ve hoped it wouldn’t happen – but Elon’s teenage wet dream, the Cybertruck, is actually real and finally in customer hands.

It’s two years late, nearly AU$46,000 more expensive than initially claimed, packs a shorter driving range, and isn’t expected to come to Australia.

As reported in May last year, Tesla had quietly removed the Cybertruck from its Australian website, and today’s news hasn’t brought any changes on the local front. A “Get Updates” button remains, however.

The company has yet to confirm plans for a right-hand-drive version of the Cybertruck, and it’s unclear if Australian Design Rules would allow the big truck on our roads.

The basics

AWD and RWD, three motor configurations

In 2024, the Cybertruck will be offered in dual-motor AWD and tri-motor AWD Cyberbeast forms, while a more affordable single-motor RWD version is promised for 2025.

Tesla Cybertruck pricing

Shocker: Prices are way up on the original plan that saw over a million people put a deposit down

With today’s event came news that the Cybertruck is now priced from AU$92,000 to AU$151,000 – up from originally promises prices ranging from AU$60,500 to AU$106,00.

Tesla says the Cybertruck will pull 11,000lbs (4990kg), with a payload capacity of 1134kg.

The ‘lucky’ few to have taken delivery today will be treated to a Cyberbeast flagship that can drag a Porsche 911 “while towing a 911”. (See the end of our Instagram reel, posted below.)

The Cybertruck is also not without a number of changes from the original concept revealed on stage all those years ago, including production-friendly (and maybe a little more pedestrian-friendly) tweaks to the bumpers, as well as the lighting at both ends.

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Cybertruck dimensions: How big is it?

The Cybertruck’s final measurements are 5683mm in length on a 3810mm wheelbase, 2200mm in width and 1791mm tall.

By comparison, a Ford F-150 measures 5890mm long on a 3690mm wheelbase, 2030mm wide and and 1960mm tall.

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Cybertruck driving range and tow rating

Likewise, promised driving range for the Cybertruck was in the realm of 800 kilometres with a 6350kg towing capacity (14,000lb), but these have dropped to 547km and 4990kg. Not exactly small numbers, though.

To make up for it, Tesla says it will also sell a “toolbox-sized” range-extending battery pack that can sit in the tray.

A “super-tough composite” tray dispenses with the need for a bedliner, says Tesla, and is big enough to handle 1.22m x 2.44m construction loads.

0-100km/h: How quick is the Tesla Cybertruck?

One figure the Cybertruck has met is its promised super-quick acceleration, powering from zero to 100km/h in 2.7 seconds in top-shelf tri-motor Cyberbeast form.

https://www.instagram.com/p/C0Sghrky-S6/

“We have a car here that experts said would be impossible, that experts said would never be made,” Elon Musk said on stage today.

“I think it’s our best product, I think it’s the most unique thing on the road, and finally the future will look like the future.”

Musk maintains that the Cybertruck is bulletproof, playing videos today to prove its durability. Likewise, the armoured glass that failed on stage with the concept was this time able to resist a fresh assault.

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VIDEOS

Tesla Cybertruck specifications

For now, the figures below come direct from Tesla’s Cybertruck website. Some figures have not yet been made available.

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Did you know that ANCAP was only the second new car assessment program in the world and actually beat Euro NCAP to the punch?

Established in 1993, the Australasian New Car Assessment Program was a response to the drive for safety in the United States led by the National Highway Traffic Safety Administration (NHTSA).

In 1978, the Yanks started using crash test dummies to evaluate the safety of vehicles going further than existing standards that were more concerned about how a car survived a stack than its occupants.

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Benz and Volvo were innovating safety equipment to sell cars, but the lower end of the market was suffering from unsafe vehicles.

In Australia, 10.5 per 100,000 people were dying in car crashes in the ’90s. Today that number is down at around 4.5 per 100,000. That’s still too high, but a marked improvement that wouldn’t be so significant were it not for crash-testing bodies making noise about vehicle safety.

To celebrate 30 years of ANCAP, Wheels and the crash-testing body teamed up to find a suitable victim to illustrate just how far vehicle safety has come.

With 58,000kms on the clock wearing original FGD 057 Victorian Garden State State Plates, the mid-spec Magna Exec (with fetching blue velour upholstery) had its registration cancelled in July last year when it was bought by a young South Australian father looking to get a vintage motor at an affordable price.

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We snaffled it up for $2800 after he decided on a safer machine to transport his kids, and it was shipped to Crashlab for a date with a barrier.

The poor thing. Our example is almost too good to crash. But think of this non-running Magna as one that passed its body onto science; the world is richer in knowledge thanks to this dad-spec car from the ’90s getting munched.

Most reviews you’ll read on this site labour the active safety features now expected to avoid crashes. The Magna has none of that, just four three-point belts and a centre lap sash – not even an airbag.

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Crashlab’s 100,000 Lux LEDs flood the room with light. A high-pitched shriek signals the Magna’s imminent demise as it barrels towards the barrier.

Crunch. That’s it. The initial hit and energy transfer looks promising, but the Magna’s front end is tamped like a bed of coffee beans as the body reaches maximum compression. It’s a brutal watch.

Without airbags, the risk of skull fracture and brain injury – potentially fatal injuries – are significant in the Magna.

The dummy’s head registered 107 g worth of force. To put that in context, Formula 1 drivers experience up to 6 g in corners, while Romain Grosjean’s fiery 2020 crash registered 67 g.

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It’s also more than twice the force occupants of a modern five-star car would experience in the same crash; ANCAP says that could be the difference between life and death.

There was pronounced footwell intrusion and high femur loading on the dummy’s left leg, too (expect a fractured limb at least) and while things initially seemed better in the rear, the Magna’s seatbelts aren’t modern items with pre-tensioners.

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The 5th percentile female’s knees connected with the lower portion of the front passenger seat as she slipped out from under the belts – a phenomenon known as ‘submarining’.

With only one crash test performed ANCAP isn’t star-rating the Magna but scoring zero out of 16 possible points for the frontal offset impact would not bode well for a 2023 five-star rating.

The chances of having a crash at just 50km/h and escaping minor injuries are not high in this vehicle; they are in modern cars. And it’s not just the Magna, results from this modern test are consistent with the level of force seen in original testing.

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ANCAP is not about to start going back in time and safety rating cars. Instead, this stunt is about promoting awareness and how its role has changed.

“Our founders were originally met with strong resistance from vehicle manufacturers, yet today, they’re the ones bringing forward new and innovative ways to prevent road crashes and leading the way in vehicle safety improvements”, said ANCAP CEO Carla Hoorweg of the significant development that’s occurred over the last three decades.