UPDATE: Special edition Audi RS Q3 confirmed for Australia

Audi has confirmed its RS Q3 Sportback edition 10 Years will be coming to Australia in limited numbers in the second half of this year.

Pricing for the model starts from $102,900 before on-road costs.

“This special edition pays great tribute to the best of SUV performance in the RS Q3 Sportback,” said Jeff Mannering, Director of Audi Australia.

“Australia as a market is so performance-focused, and I have no doubt that owners will enjoy exclusive RS touches in this limited edition model.”

Our original story below has been updated to reflect the latest information.

The story to here

October 11, 2022: Audi RS Q3 10 Years Edition revealed

In 2023 the Audi RS Q3 turns 10 years old, and to celebrate Audi has crafted a sinister special edition of the five-cylinder performance SUV.

Tweaks to the specification include an exclusive Chronos grey paint colour and unique 21-inch alloy wheels. Audi will only manufacture 555 total.

This isn’t a reference to Subaru’s rally heritage, obviously, but a call to the RS Q3 engine’s unique cylinder count.

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Audi’s Australian arm has yet to confirm how many examples will make their way Down Under and what they will cost, but there will certainly be some examples.

Sharing its 2.5-litre five-cylinder powerplant with the RS3 hatch and sedan, the RS Q3 is a niche, high-performance small SUV competing with the Mercedes-AMG GLA 45.

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What’s different?

Outside the RS Q3 Edition 10 Year scores an exclusive Chronos grey paint, or optionally a matte white colour called dew silver. Optionally, a carbon ceramic brake package is available with anthracite grey calipers.

An exterior black pack adds further menace to the RS Q3 with smoked matrix LED headlights, black ‘single frame’ grille, mirror caps and window surrounds.

The 2.5-litre turbo-petrol five-cylinder engine still produces 294kW of power and 480Nm of torque that’s sent to all-four wheels via a seven-speed dual-clutch transmission. The resulting 0-100km/h claim is 4.5 second, while top speed is limited to 280km/h.

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Inside, the RS Q3 10 Years sports seats get an exclusive matte carbon fibre backing. A mix of leather and ‘Dinamica’ microfibre upholstery and RS emblems feature on the electrically-adjustable front seats.

Contrasting copper stitching features on the seats and on the Dinamica-appointed dash. There’s also a unique ‘1 of 555’ script in the RS Q3’s 10.1-inch central touchscreen. Audi Sport’s usual red accents feature on the seats, sills and badges inside as well.

Navigation with live traffic, wireless Apple CarPlay and Android Auto, as well as a 12.3-inch digital driver’s display will carry over from the regular RS Q3.

Availability

The RS Q3 Sportback edition 10 Years will arrive in Aussie showrooms in the second half of 2023.

Welcome to our EV Buyer’s Guide: Electric Vehicles priced from $80,000 to $100,000 – The Best and The Rest

It’s new cars galore in the top segment of our EV Megatest series.

Among them is the latest i-badged model from BMW – the i4 sedan, a direct rival to the likes of the Tesla Model 3 Performance and Polestar 2 Dual-Motor.

The Volvo C40 is a coupe-style spin-off of the XC40, though unlike its donor is available only in electric form.

Mercedes-Benz continues to ramp up its EV offerings and the latest is the EQB – the electric variant of the GLB seven-seater SUV range.

In this group, it joins a newer, more powerful version of the three-pointed-star’s GLA-based EQA baby electric SUV – the 350.

Our quintet is completed by Lexus’s first ever battery electric vehicle, the UX300e crossover.

JUMP AHEAD

• BEST BUY: BMW i4 eDrive40
  • $99,900 + on-road costs
  • mid-size sedan
  • single-motor RWD, 84kWh battery
  • 520km range, 200kW fast charge
• Highly recommended: Volvo C40 Recharge
  • $82,490 + on-road costs
  • small SUV
  • dual-motor AWD, 75kWh battery
  • 420km range, 155kW fast charge
• Highly recommended: Mercedes-Benz EQB250
  • $87,800 + on-road costs
  • medium SUV
  • single-motor FWD, 66.5kWh battery
  • 371km range, 100kW fast charge
• Mercedes-Benz EQA 350
  • $101,800 + on-road costs (see note)
  • Small SUV
  • Dual-motor AWD, 65.5kWh battery
  • 400km range, 100kW fast charge
• Lexus UX300e
  • $80,691 + on-road costs
  • Compact SUV
  • Single-motor FWD, 54.4kWh battery
  • 315km range

• VERDICT ?
• COMING SOON: Charging and driving range tested

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2022 BMW i4 eDrive40

Cameron Kirby

BMW’s i4 40 eDrive may be the cheapest variant in its two-strong range, but it is the most expensive contender in our megatest – just scraping under the cost cap with a $99,900 sticker price before on-roads and options.

But under is under, and the i4 proves that stretching the budget can sometimes reap bountiful rewards. For those that have come accustomed to EVs having an air of strangeness for strangeness’ sake, the i4 is a breath of fresh air. Traditional in all the best ways, it is an EV for the powertrain agnostic.

If you didn’t want to fall too far into the six-figure range once on-roads are factored in, the i4 40 eDrive still has plenty of standard kit including 19-inch alloys, leather interior, auto LED headlights, head-up display, adaptive suspension, auto parking, keyless entry and start, front, side and reversing cameras, auto wipers, three-zone climate control, electric front seat adjustment, a powered tailgate, digital dashboard and a tyre repair kit.

The infotainment and digital instrument cluster (14.0-inch and 12.3-inch respectively) are cohesively paired as a seemingly single unit and operate with BMW’s eighth generation iDrive system.

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It is intuitive to navigate through either touch, rotary dial, or gesture controls. However you only get wireless Apple CarPlay and Android Auto, sat-nav, and digital radio for free during the first three years of ownership, after which a subscription fee kicks in.

The i4 does have one tripping point, however: while its ICE cousin the 4 Series has a 5-star ANCAP safety rating – awarded under less-strict criteria in 2019 – the i4 was given a shock 4-star rating in February 2023, due to an unimpressive active safety suite. You can read about that here, but the short version is that the i4’s NCAP testing was carried out in Europe, whereas BMW Australia insists the car’s Aus-market active safety systems are of a “higher standard” than what’s fitted as standard in Europe.

ANCAP says it could not verify this, however, because “BMW did not put the vehicle forward to ANCAP for verification testing to confirm performance of these systems”.

(Note: this ANCAP score was announced after we completed this assessment and ranking.)

In Australia, the i4 comes equipped with six airbags, forward auto emergency braking, steering and lane control assist, lane-keep assist, lane departure warning, lane change warning, forward and rear cross-traffic alert, crossroad warning and evasion assistant as standard.

Comparisons

Best Electric Cars Under $65k: Affordable EVs Rated

Welcome to part one of three price-based EV buying guides, this one focused on the most affordable electric cars available in Australia today

9 Dec 20226

Being based on the regular 4 Series Gran Coupe, the i4 inherits that model’s traditional sedan proportions, as well as the platform’s ICE roots. While doing away with unnecessary oily bits such as a fuel tank along with the traditional transmission and differential, the i4’s rear seats are actually slightly higher to accommodate batteries.

This has a small impact on rear headroom, but it’s not a dealbreaker, and there is still plenty of space for adults to ride in the rear – though the centre seat is worthless so if you want five-up accommodation look elsewhere.

BMW has fitted this entry-level i4 with an 84kWh battery, which has a useable capacity of 81kWh. Despite its claimed maximum DC charging rate being less than others in this field, the i4 was the second-quickest charger behind the Tesla Model 3.

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It is also worth noting that the displayed range on the i4’s instrument cluster is pessimistic compared to the real-world capability we experienced during testing. A boon for owners is the ability to tweak and schedule the i4’s charging parameters, meaning you can cap how much energy you want to put into the batteries, and make the most of off-peak electricity prices.

Owners are also gifted five years of free charging on the Chargefox network, which is comprehensive and ever-growing.

We were seriously impressed by the i4 on our road testing loop, where it exemplified the BMW driving experience in the best of ways. Composed, planted, refined and unimposing, it is an EV for those that enjoy time behind the wheel.

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A newly announced five years/unlimited kilometre overall warranty dovetails nicely with the eight years/160,000kms battery warranty. BMW also offers a pre-paid service plan with condition-based servicing in four or six year packages. A four-year plan is $1240, or $310 per year and six years is $1765 or $294 per year.

Unlike many competitors in this segment the BMW i4 doesn’t shout about its electric powertrain from the rooftops. Other than its solid grille it remains visually indistinguishable from ICE counterparts, and holds itself with the same self-assured confidence. Want and EV without the quirks? Walk this way.

SCORING: BMW i4 eDrive40

Specifications

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2022 Volvo C40 Recharge Twin

Daniel Gardner

Volvo’s first electric-only model weighs in with Swedish style, playful performance and a price.

Volvo’s recent announcement that it intends to only sell electric vehicles in Australia by 2026 has created a lot of work for the Swedish brand and it now has about four years to rid its five-model line-up of petrol power. That’s no easy feat but, actually, it’s already started.

It’s XC40 and XC90 SUVs are currently offered (pun intended) as Recharge pure EVs, while the arrival of this car grows the family to six models. The significant thing about the C40 though, is it’s only available as an EV. This is the shape of the future for Volvo.

With a more coupe-like profile, the C40 is following a trend into less orthodox SUV styling, offering essentially a version of the XC40 that shares virtually all the mechanicals, but there are some other differences including the price. While the C40 range kicks off from $74,990 the longer range all-wheel drive version we have here costs $82,490 and that’s $2500 more than the equivalent XC40.

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But there’s another EV that’s mechanically closely related to the C40. Even though the Polestar 2 takes the same CMA platform and is available with the same three choices of powertrain, the equivalent version costs just under $70,000 and that makes the Volvo appear a bit pricey.

That said, the C40 still undercuts some other premium offerings including equivalent versions of the Mercedes-Benz EQA and Tesla Model Y. For the cash, Volvo is offering a decent chunk of equipment wrapped up in a package that’s beautifully designed inside and out.

A 9.0-inch touchscreen featuring an operating system jointly developed with Google, digital instruments, wireless charging pad, panoramic roof, heated electrically adjustable seats, electric tailgate and dual-zone climate control are all included in the asking price, as is a full suite of active safety tech.

That covers autonomous emergency braking (forward & reverse), adaptive cruise control, lane-keep assist, blind-spot monitoring, cross-traffic alert, parking sensors all round, reversing camera, rain-sensing wipers and hill descent control for a little off-road promise.

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As this is the top-shelf version though, the Twin adds to that list with a posh Harman Kardon stereo, 20-inch wheels, 360-degree camera and its differentiating powertrain.

With an extra driven axle, the C40 Recharge Twin has a peak power output of 300kW and 660Nm as well as all-wheel drive. The powertrain is fed by a 75kWh lithium ion battery that’ll hold enough power to take the Volvo up to 100km/h from standstill in 4.7 seconds and a distance of up to 420km.

Performance, as you might expect, is effervescent but Rolling acceleration feels even more aggressive than off-the-mark with a cleverly calibrated throttle that damps big inputs at low speed for smoother driving and lively responsiveness when up and moving.

Rather than opting for the weight-taming stiffness that many other battery-powered models adopt along with the crashy ride that often comes with it, this Volvo is softly sprung and is impressively comfortable on bad roads.

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There’s more body roll as a consequence but in a trade-off between relaxation and stimulation, we’d take the Volvo most days. That’s not to say the C40 is lacklustre on challenging roads because when the way ahead turns gravelly and damp, the Volvo’s traction is as impressive as the level of driver involvement.

And all the time occupants are immersed in a wonderfully tasteful presentation of classy Swedish design. Cool topography inspired door trims are backlit at night, high-quality materials look far more premium than their recycled origin would suggest, while a huge panoramic roof and all-digital displays up front complete the luxurious cabin.

In the back stalls there’s also more room for passengers than the more coupe roofline promises and reasonable seat comfort except for a little lacking under-thigh support.

With performance, range a pricing that falls pretty squarely in the most competitive part of the growing EV market, the Volvo C40 might have been in danger of blending into the background, but its clever features and charming contemporary design allow it to keep its head above the crowd.

SCORING: Volvo C40 Recharge Twin

Specifications

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2023 Mercedes-Benz EQB250

Alex Affat

Mercedes-Benz’s mid-size BEV is one of the pricier cars here, but backs it up with presentation and ease of use

The Mercedes-Benz EQB250, opening at $87,800 (before on-roads), may be one of pricier vehicles taking part in our megatest. It’s almost $20k more than the Kia Niro S and almost $9k more than the hugely competent Kia EV6 GT-Line. It’s also pricier than Long Range and Standard Range Tesla Model 3 and Model Ys, both of which are currently dominating their respective EV body segments on the sales charts.

Stand back a little further, however, and the EQB250 its closest premium German rival, the BMW iX3 $114,900. Even the upmarket Koreans possess a higher barrier to entry, with Genesis’ new GV60 beginning at $103,700.

It may not have the ultimate cruising range of a Tesla Model Y Performance, but offers a more polished and cohesive, holistic product, and is built, feels and presents as you would expect any other MY2023 Mercedes-Benz product would. There will be buyers who will like the fact that it’s not a Tesla.

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This is, of course, the polar opposite to the way the Californian upstart operates, and you get the impression that the EQB was built for the Mercedes-Benz customer who wants an easy transition into the oncoming electric era.

All control and interfaces function just as you would expect, it rides with polish and, with admirable real-world charge testing results, would be a genuinely nice EV to live with.

Amongst our megatest pool, Benz’s SUV BEV also offers the unique possibility of seven-seat packaging, for a cost-optionable $2900.

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This is a genuine point of difference, however buyers-to-be should note that the third row suffers heavily limited legroom, and in practical use cases will likely only cater for the comfortable transport of small children. We attempted to fill the EQB with seven fully-grown motoring journalists on our delirious late-night cover shoot. The results were comical, to say the least.

Presentation and standard equipment is well-catered at this higher pricepoint, with an impactfully presented cabin impressing instantly with an ultrawide screen display centrepiece (made up of two 10.25-inch displays).

You also net 19-inch alloy wheels, heated front seats, keyless entry and start, DAB+ radio, satellite navigation, wired Apple CarPlay and Android Auto, LED headlights and an extensive suite of both passive and active safety systems as standard.

In five-seat configuration, the EQB250 boasts a claimed boot capacity of 495L, dropping to 465L with the third row optioned. With the third row of seating engaged, as expected, boot space is heavily impacted and drops to 110L. Unlike some, there is no under-bonnet storage.

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As a car to drive, the EQB is familiar, feeling much like its combustion-powered relatives but with the extra smoothness and thrust of an electric powertrain.

It disguises its weight well, with supple damping and an excellent ability of ironing out ruts and road imperfections. Larger bumps, however, can see the body wafting and rocking for lingering moments. Standing acceleration by default is brisk, but unhurried, with a relaxed power delivery and throttle calibration, less a light switch, more the slow rolling of a potentiometer.

Steering is well matched to the vehicle, with accurate feedback and an agreeable 11.7m turning circle – resplendent at full lock with that hallmark Mercedes-Benz inner front wheel ‘hop’.

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Despite weighing a touch over 400kg more than an entry GLB200, the EQB250 disguises its weight well in most road scenarios, though can feel top heavy at times in corners, with a taller centre of mass than the smaller EQA.

An average charge rate of 51.2kWh at the end of our range testing day saw the EQB replenish 32.4 kWh in 38 minutes, within a whisker of the popular Teslas, but slower than the 800v Koreans.

The EQB receives Mercedes-Benz’s five-year/unlimited-km warranty, with servicing intervals running annually or every 25,000kms.

SCORING: Mercedes-Benz EQB 250

Specifications

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2023 Mercedes-Benz EQA 350

John Law

The latest addition to Benz’s baby EV range is the more powerful EQA 350 – it gets double the grunt, 400km driving range and a plush ride

The Mercedes-Benz EQA range is now headlined by the $101,800 (before on-road costs) twin-motor 350. It’s over $20K more than the base EQA 250, despite having the same 66.5kWh lithium-ion battery pack. You do get electric seats, a sunroof, and other goodies inside, though.

The EQA 350 produces 215kW/520Nm, which makes for a solid punch when the right pedal is pressed – the claimed 0-100km/h time of 6 seconds feels accurate – without churning one’s stomach as the twin-motor Volvo XC40 does.

There are four modes for regen braking selectable using the paddles in the EQA with ‘D-’ being the strongest, however no mode slows the car as smoothly as Tesla’s one-pedal setting. The EQA’s brake pedal is also spongy under foot. A nice inclusion is the EQA’s ‘D Auto’ regen mode which uses the radar sensor to automatically adjust regen strength and maintain distance to the car in front.

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The EQA 350 is quiet and refined at low speed, and continues that trend right up to the national speed limit. Suspension noise is also better suppressed than in the EQB, perhaps owing to the more hatch-like body shape.

Ride quality around town is superb even on the intricate 19-inch alloys. The EQA is decidedly not an AMG model, and its two-stage damper’s Comfort mode reflects that with loose body control and plenty of suspension travel to soak up bumps.

On the country portion of our loop, Comfort introduced too much body lean. Sport was helpfully firmer, but the addition of a middling Normal setting would be nice.

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Mercedes-Benz’s cabin architecture and styling is in a consistent place at the moment, at least in Australia. Shedloads of customisable ambient lighting, a mix of brightwork, piano black and red trim features for an ostentatious vibe. It’s very different from the unadorned, mid-century inspired disruptors like Tesla, and some will really enjoy that.

The 10.25-inch touchscreen blends into the digital driver’s display, both of which are customisable and responsive. Only the lack of wireless smartphone mirroring was a bit of a bugbear, but thankfully Benz uses fast-charging USB-C points throughout the EQA’s cabin.

Seating is taken care of by comfy and supportive power adjustable chairs appointed in a mix of ‘Microcut’ suedecloth with Artico bolsters and three-stage heating.

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The rear seat is as expected for a hatch-styled small SUV, not generous for headroom but knee room excellent. The batteries mean that the floor sits higher though, so under-thigh support is lacking. Also, the black headliner, upholstery and tinted windows makes the rear seat quite dark. There’s always the airy EQB for those after more space.

With a 66.5kWh lithium-ion battery pack, the EQA 350 has a rated 400km driving range in the WLTP combined cycle. On the Wheels loop the EQA finished with 44 per cent charge remaining, and took 38.92kWh from the charger for a 19.65kWh/100km efficiency figure. That gives the 2023 Mercedes-Benz EQA a real-world driving range of 340km.

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The EQA will take on DC electricity at a rate of 100kW, for a theoretical 10-80 per cent SOC time (34-272km range) of 30 minutes. From 44-100 per cent, the average rate was 64.86kW/h – one of the highest on test.

The Mercedes-Benz EQ 350’s limited range and high price make it a little more difficult to recommend as your only vehicle. The more affordable single motor EQA 250 with some choice options is probably the better buy for most. With reasonable range, quick charging and plush ride, the EQA 350 is a solid urban EV.

SCORING: Mercedes-Benz EQA 350

Specifications

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2022 Lexus UX300e

Jez Spinks

Lexus was surprisingly late to the EV party considering its hybrid history. Is the UX300e electric small crossover a sign of more pioneering to come?

Don’t buy a UX300e. Not yet, anyway. Lexus’s first fully electric vehicle is certainly not beyond recommendation, but a major update coming in 2023 is hard to ignore.

The first update since the UX300e was released in late 2021 will bring a bigger battery that addresses one of the current model’s biggest weaknesses: a lowly 315km WLTP range.

Based on our real-world testing, the Lexus wouldn’t make 300km.

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A significantly improved range of 450km will take it past one direct rival in this same Megatest and closer to another: respectively, the Mercedes-Benz EQA (426km in 250 guise) and Volvo XC40 Recharge (510km).

Lexus says the UX300e will also benefit from a stiffer body and revisions to the steering, suspension, and brakes.

The hope is that the bigger and inevitably heavier battery and those other changes don’t greatly alter the UX300e driving experience because there’s much to appreciate about how it currently drives.

Exhibiting one of the finest urban rides of any EV in our Megatest, the electric UX’s suspension combines suppleness and absorption without detriment to wheel control. (Our tester was the top-spec Sports Luxury that sits on 18-inch wheels.)

It’s also impressively quiet thanks to both lined wheel-arches and its eco tyres (which are wrapped around 18-inch wheels on the Sports Luxury we had; 17s are fitted to the Luxury).

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The leather-accented seats are supple and comfortably bolstered (and look quite posh in tanned Ochre), with electric adjustment on the front seats making it simple to find the perfect position.

Provided you’re not after the high seating position associated with SUVs. The UX not only looks like a hatchback in shape, it feels more like one from behind the wheel.

If there’s a quaint calmness to the way the UX300e rides and steers, it’s matched by the relaxed and linear nature of the performance delivered by electric drivetrain.

Outputs of 150kW and 300Nm from the sole electric motor up front are relatively modest, though the UX300e accelerates with a briskness that will satisfy plenty.

From previous testing in the wet, however, we know the UX300e is prone to wheelspin and torque steer.

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Drivers have the option to flick a stubby switch to the side of the instrument binnacle to cycle through Eco/Normal/Sport modes; we quickly appreciated the default Normal more than suffices.

Pulling the paddleshift levers adjusts the regen braking through four levels, though the gearlever needs to pulled back from D to B to take permanent effect – and even the strongest setting is too mild to offer one-pedal driving.

A touchpad next to the gearlever provides finger-sliding and finger-prodding interaction with the UX’s infotainment system. It makes menu and function selection a fiddly exercise, especially when driving, and we won’t miss it when the updated UX300e brings a touchscreen that’s larger and closer to the driver.

Kids are likely to be happier than adults in the relatively cramped rear seat. Toeroom is particularly tight and access through the rear doors is quite narrow.

Boot space is below average at 314 litres and, unlike the XC40, there’s no storage ‘frunk’ under the bonnet.

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Equipment levels are decent. Common to both the $74,000 Luxury and $80,691 Sports Luxury are electric seats, wireless charging, heated seats front and rear, heated steering wheel, and a Mark Levinson audio. The more expensive UX300e adds bigger wheels, moonroof, head-up display, panoramic view monitor, and leather-accented leather over ‘Nuluxe’ pseudo leather.

Lexus throws some extra ownership bonuses into the equation besides a five-year warranty: the electric crossover comes with a free AC faster charger for home garages as well as three years of complimentary charging (via the Chargefox network) and benefits membership (Lexus Encore).

When a full charge brings that longer range promised by the bigger-battery MY23 UX300e, Lexus’s first electric car will be much more appealing.

SCORING: Lexus UX300e

Specifications

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VERDICT

Alex Inwood

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BEST BUY: BMW i4

HIGHLY RECOMMENDED: Volvo C40, Mercedes EQB250

The BMW i4 takes top honours in this segment. Engaging dynamics are its primary attraction, courtesy of sharp steering and an excellent ride/handling compromise, but it also overachieved in our charging and range tests. It was the second quickest car to charge (behind only the Tesla Model 3) and its theoretical real-world range of 513km was the highest of our group.

A lofty $99,900 price tag and no ANCAP rating are chinks in its armour, but keen drivers looking for an EV that’s fun to drive won’t be disappointed.

Volvo’s stylish C40 swoops into second place. With 300kW/660Nm on tap and a 0-100km/h claim of 4.7 seconds, it’s a wolf in sheep’s clothing that also offers a cleverly packaged cabin, a decent boot, and an impressively long list of standard equipment.

There’s a price to pay for its performance, though: it had the highest consumption figure of our group at 21.4kWh/100km.

The Mercedes-Benz EQB250 rounds out the podium. It’s currently the only seven-seat EV you can buy in Australia and its flexible cabin and sheer sense of space are its core strengths. Its third row of seats are a $2900 cost option, however, and its heavy-handed regen braking was one of the most unintuitive on test.

But if space, a sliding second row, and the ability to seat seven are your priorities, the EQB250 delivers.

If you have a different budget for an electric car, see our other stories in this series here:

• EV Buyer’s Guide: Under $65,000
• EV Buyer’s Guide: $65K-$80K

⚡ More EV stories to help you choose the best car for your needs

UPDATE: Further supply of Cupra Born EV coming this year

Spanish brand Cupra has secured a further 200 examples of its Born electric hatch for Australia, as the initial supply of 400 runs close to selling out.

Just 35 cars remain available since the model first went on sale in December last year, with deliveries expected to begin in April.

The new supply can now be ordered online, with these cars expected to be in customers’ hands later in the year.

“Initially it was Cupra’s intention to cap pre-delivery orders at 400, but such has been the response that a further 200 Borns have been allotted to Australia in the short term,” said Cupra’s head of product and planning, Jeff Shafer.“We won’t at this stage estimate a total for 2023 Born sales, but there’s no doubt that this early reaction bodes well.”

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The story to here

UPDATE, January 19: Cupra Born almost sold out of initial 400 allocation

The upcoming 2023 Cupra Born electric hatch remains on track to launch in late March or early April, the brand has confirmed.

Cupra Australia has confirmed approximately 350 examples of the Born have been snapped up locally since pre-orders commenced in mid-December, with just over 50 vehicles remaining in the first batch.

It said the addition of the Born to its local lineup has helped to push its total order tally towards 2000.

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The young Spanish marque – owned by the Volkswagen Group – launched in Australia in mid-2022 with three models: the Leon, Formentor and Ateca.

In its first five months, Cupra achieved 1500 orders in Australia, with the total about to surpass 2000 just one month later.

“As a brand we are moving quickly into a fully electrified future, and the response to the Cupra Born demonstrates that Australians have a voracious appetite for plug-in models that both reduce their emissions, are stylish and fun to drive,” said Cupra Australia director, Ben Wilks.

The 2023 Cupra Born is priced at $59,990 before on-road costs. It features a 77kWh lithium-ion battery and a 170kW/310Nm electric motor mounted to the rear axle, with a WLTP-rated 511-kilometre driving range – but this drops to 475km with the optional Performance Pack.

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It is the first mainstream electric vehicle from Volkswagen Group Australia, with the Volkswagen ID.4 and ID.5 mid-size SUV twins due later this year.

Volkswagen will launch the facelifted ID.3 hatch – which shares most components with the Cupra Born – in 2024, while the Skoda Enyaq medium SUV and Volkswagen ID.Buzz electric van are also likely to arrive next year.

Cupra’s next all-electric vehicle, the Tavascan small SUV, is expected to launch here in 2025. It will be built in China for export markets, including Australia.

An American startup is powering California’s electricity grid using 1300 old electric vehicle battery packs.

According to Reuters, B2U Storage Solutions claims its world-first Lancaster facility has up to 25 megawatt-hours of energy storage capacity, and connected to a solar panel array, it earned nearly AU$1.5 million last year by selling stored power back into the grid.

The company bundles the lithium-ion battery packs together, without the need to disassemble, and are housed in a shipping container-sized and thermally-managed storage pod.

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It also claims to reduce grid-scale battery capital costs by around 40 per cent and use EV batteries up to eight years’ old, mostly from former Nissan and Honda models.

Recycling and repurposing EV batteries for a new life or purpose – which contain environmentally harmful materials – is currently being explored across the industry to address sustainability concerns when vehicles are discarded by owners and batteries degrade.

According to a Leiden University study in the Netherlands, batteries become unsuitable for use in EVs when their health drops between 70 to 80 per cent of the original capacity – but are still suitable for electricity storage and delivery.

For reference, all car brands cover their EVs with a dedicated battery warranty, and some promise that it won’t degrade by more than 30 per cent within an eight-year/160,000 kilometre period.

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A Melbourne-based company launched the Infinitev service last year to reuse or recycle end-of-life hybrid and EV batteries, which aims to identify and replace failed components as most vehicles’ battery management systems register a fault when the health drops below 70 per cent.

Meanwhile, a report published by electric car upstarts Polestar and Rivian last week urged the need to have a three-tier global and collaborative approach to stop the automotive industry from exceeding the 1.5-degree celsius global warming target, which is projected to pass it by at least 75 per cent by 2050.

Vehicle-to-grid (V2G) bidirectional charging is also being trialled in South Australia to help stabilise the electricity grid and help homes or businesses go off-grid by using their EVs as an energy storage solution when not in use.

• ? All advice stories

2023 Mitsubishi Outlander PHEV long-term review

JUMP AHEAD

• The basics
• Update 2: What’s the efficiency like?
• Update 3: Recharging and fuel use
• Update 4: FAREWELL

Ed note: this is part two of our extended review of the Mitsubishi Outlander. Read our in-depth review of the petrol Exceed here.

The basics

Is there a powertrain that generates more furrowed brows and curious expressions than a plug-in hybrid? I’ve been in possession of this white Outlander PHEV for a few weeks now and the questions have been coming thick and fast.

“What’s the range like?” “Isn’t it heavy?” “What happens when you run out of electricity?” “How fast does the battery degrade?”

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These are just warm up fodder, though. The thing most people really want to know comes later when they learn this particular Outlander PHEV, which is the flagship Exceed Tourer, costs $68,490 before on-road costs.

“Oh,” they say with a polite tilt of the head. “Wouldn’t you be better off with an SUV that’s fully electric?”

It’s an intriguing thought. You can slip into our reigning Car of the Year, the Kia EV6 for just $4000 more, and much to Mitsubishi’s ire, plug-ins also aren’t eligible for the increasing number of EV incentives offered around the country.

So in a world where pure EV sales and infrastructure are quickly growing, does a plug-in still offer a logical stepping stone from ICE? Or is it a compromised middle ground? That’s what I’m hoping to answer at the end of this six-month loan.

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More immediately, the attraction to our particular Outlander plug-in is obvious. This is the second-generation Outlander PHEV and Mitsubishi has made some big improvements. The battery is now 50 per cent larger at 20kWh and the claimed EV range has jumped to an impressive 84km.

I’m yet to scientifically test how that translates into the real world but early signs are positive, given I’m averaging around 21kWh/100km. Most of the benefits of an EV on your daily commute without the range anxiety? Welcome to PHEV ownership.

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Mitsubishi has also worked hard to ensure this PHEV sidesteps the compromises of the model it replaces, too. The braked tow rating, for example, is identical to a petrol-powered Outlander at 1600kg. And because the rear motor and control unit are now 50 per cent smaller, the PHEV doesn’t skimp on boot space.

Regardless of powertrain, every model in the Outlander range now has 485L of luggage capacity. And don’t fixate on the $68,490 sticker price of our particular tester. You can slip into an Outlander Aspire PHEV for $54,490.

That’s still $16,000 more than an equivalent petrol-powered Outlander, however, so that’s question two this long-term loan needs to answer: is the PHEV powertrain worth the circa-$16K price premium over the atmo 2.5-litre?

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I am enjoying the creature comforts of this flagship Exceed Tourer, though. I’ve just spent six months in a petrol-powered Outlander Exceed and all of the foundations that made that car such a convincing family SUV (vastly improved exterior design, richly equipped cabin and tidy handling) are still present and accounted for.

But for a $2500 premium, the Exceed Tourer adds a black roof, higher-grade leather upholstery and massage seats for both front passengers.

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The massage seats are a touch lame and don’t deliver the same effect offered by other manufacturers, but the softer leather is something I appreciate every time I slip behind the wheel (even the leather on the steering wheel itself is of higher quality) and I like how the black roof offsets the White Diamond exterior paint.

I questioned the value of the Tourer trim during my time in the petrol-powered Exceed given the pair share 99 per cent of their spec but now I can see why someone would spend the extra.

More importantly, the PHEV feels like a more luxurious and premium SUV to drive. Petrol-powered Outlanders use a Nissan-sourced 2.5-litre four pot and while it’s an adequate unit, it can sound and feel breathless. Propulsion in the PHEV, by comparison, is silky smooth and effortless.

There’s an electric motor on each axle and although the 2.4-litre petrol engine (Mitsubishi’s own unit this time) can directly drive the front axle in certain situations, the system favours electricity to turn the wheels wherever possible.

It’s proving to be more economical too, which is obviously a huge part of a PHEV’s appeal. Where our petrol Outlander was drinking between 8-10L/100km, the PHEV is so far returning 6.7L/100km, which is bang on Mitsubishi’s claim.

And that’s without regularly plugging it in due to a hectic schedule and limited access to a plug. Expect that figure to drop once I settle into a rhythm of regular recharging.

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So far so good, then, but I’ve already noted a few misses. The boot might technically be the same litreage as other Outlanders, for example, but you lose a deep storage cubby on either side of the floor which we previously used to house loose items like dog leads and nappies. There’s no spare tyre, either, just a can of goop, and the AC and DC charging cables take up a surprising amount of boot space when packaged into their black carry cases.

Still, it’s an intriguing thing this new Outlander PHEV. Not just for the complexity of its powertrain and how it drives its axles but for the broader questions it asks about the value and place of plug-ins in 2022. I feel like we’re only just starting to scratch the surface…

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Big distance, no juice

Is a PHEV worth it if you can’t plug it in regularly? Let’s find out

• Price as tested: $68,490
• Km this month: 1695km @ 8.4L/100km
• Overall: 2276km @ 8.3L/100km

All of this has made plugging the Outlander in quite tricky, at least on a regular basis. And then I packed up the family for a holiday in the sticks and that made plugging in it virtually impossible. A plug-in vehicle that I’ve hardly plugged in? Told you I’ve been rubbish…

Still, risk of having my ‘plug in card’ revoked aside, it has been an instructive study in the use case of a PHEV. After all, surely a key attraction to a plug-in over a full EV is that you don’t always have to be close to a socket. Free yourself from the shackles of range anxiety and all that.

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So what have I found? Well, let’s start with the positives. One of the key criticisms levelled at most plug-ins is that once your battery is depleted, you’re effectively lugging about 350kg of deadweight and forcing a small internal combustion engine to strain and struggle as it lugs about a family SUV that’s heavier than it ought to be.

That’s not the case in the Outlander. It’s engineered to prioritise electricity to turn the axles wherever possible and uses the combustion engine mostly as a generator to feed the battery and power the electric motors. Plus, Mitsubishi is actually a little cheeky when it says the 20kWh battery is ‘flat’.

To ensure there’s always some juice in the system, the Outlander retains around 20 per cent of the battery’s capacity in reserve even when the gauge says zero. The upshot is that while I haven’t plugged it in for weeks, the driving experience has hardly changed.

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There’s still the same instant electric response at low speed, the same silky step-off away from the lights and the same swift and silent progress around town. Mitsubishi has also done a good job of isolating the 2.0-litre petrol engine so that when it does kick in to feed the battery there’s no unwelcome jolt as the powertrain switches from electrons to dino juice.

The 2.4-litre is whisper quiet, too, at least on a steady throttle but more on that later…

Unsurprisingly, however, my consumption hasn’t been brilliant. Officially Mitsubishi says the PHEV drinks 1.6L/100km on the combined cycle, though that number only holds water if you leave home with a full charge and don’t travel further than 100km.

The more realistic figure Mitsubishi provides is 6.7L/100km but so far I’ve been using more. After 2000km together my combined consumption is 8.3L, which is roughly about what I was getting from the 2.5-litre petrol-powered Outlander Exceed I ran for six months before the PHEV arrived.

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Intriguingly, though, there is one place where the (depleted) PHEV is actually thirstier: the highway. Our interstate trip for the family holiday took exactly the same route as a drive in the petrol Outlander a month or so earlier and the side-by-side comparison was illuminating.

On the Hume and across the backroads towards Young, the petrol-powered Outlander hit its efficiency sweet spot and returned around 7.5L/100km. The best the PHEV managed on the same roads was 8.0L on the way up and 8.3L on the return leg.

Open road driving also exposed some other powertrain weak spots. While the PHEV feels more premium and muscular around town than the 2.5-litre petrol Outlander, its overtaking performance at 100km/h isn’t as strong.

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You need more distance to execute a pass than you do in an ICE Outlander and a few times while overtaking trucks up hills the PHEV did feel like a heavy car with a small engine. The 2.0-litre donk, which is usually quiet and unobtrusive, also gets noisy when fully extended and the single-speed auto delivers some transmission drone at full throttle.

Are these dealbreakers? Absolutely not. Just like the petrol Outlander the PHEV is a polished and quiet family hauler on long trips. And when the road does get twisty, it’s surprisingly fun to hustle, despite its additional 350kg, thanks to excellent body control and sharp steering.

But what this month did reinforce was that I’d taken a plug-in well outside its ideal operating window. To extract the best from the PHEV and to net a return on its circa-$16K additional outlay compared with its ICE equivalent, I need to start playing to its strengths – namely how it performs in the urban jungle. And more importantly, I need to start plugging it in. That starts now…

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Plugged in

Inwood taps into the Outlander’s biggest strength: its economy

• Price as tested: $68,490
• Km this month: 1001km @ 5.5L/100km
• Overall: 3949km @ 7.3L

Now, ‘every available opportunity’, is something of a subjective term and despite my best efforts to whack it on charge both at home and at work, the car’s onboard readout says my EV-to-petrol driving ratio is still only 50 per cent.

That’s down on the figure Mitsubishi says the average owner will achieve, which is 84 per cent, but it’s a huge improvement on my efforts previously. And it has returned some encouraging numbers…

Last report my fuel use was averaging 8.3L/100km and some tanks were even edging closer to the 10L mark. This time around? It’s tumbled to 5.5L/100km. That’s still well up on Mitsubishi’s official and largely unrealistic claim of 1.5L/100km although I will add there’s still ample room for improvement.

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Despite plugging it in regularly, I often had to drive beyond the Outlander’s official EV-only range of 84km. So if I was using the Outlander purely for urban running it’d be relatively easy to eke out even greater savings out at the bowser.

Not that replenishing the battery is free, of course. Nor is it what I’d call fast…While the Outlander PHEV does come with a CHadeMO plug for DC fast charging that allows you to top up the 20kWh battery from 20-80 per cent in 38 minutes, the majority of plug-in owners will charge their cars at home.

On a regular 240V socket, Mitsubishi says a full charge will take around 9.5 hours and having timed it, I can report that’s bang on the money. At my house, going from completely empty to 100 per cent full takes 9h50m.

And I’m happy to report Mitsubishi isn’t telling fibs when it comes to the Outlander PHEV’s claimed EV-only range. While I’m yet to actually hit the official 84km, most full charges get close enough to call them a mulligan.

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Typically I’ll travel between 75-80km before the petrol engine needs to fire up. And that’s without hypermiling or changing my driving style in any way. Switching off the aircon and treating the throttle as though it has an egg under it might yield the few extra kays I need to hit Mitsubishi’s claim.

One thing I have been doing to extend the battery charge is playing around with the regen braking. Mitsubishi says the regen braking on this generation PHEV is twice as strong as the model it replaces and there are six different levels of intensity to choose from.

You cycle through them by using the shift paddles on the steering wheel – left for more regen, right for less – and it’s surprisingly fun to use on the fly. In fact, it delivers a sensation similar to shifting down the gears in a conventional petrol car to increase engine braking as you barrel into corners.

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To engage the strongest regen setting, however, you need to push a button on the centre console which delivers enough retardation to get close to ‘one pedal’ driving, says Mitsubishi.

Unlike the other five modes, the strongest setting is actually far less intuitive to use and even on a constant throttle you can feel the regen at work, as though your passenger has just eased on the handbrake. Plus, it won’t bring the car to a complete stop so you still need to use the brake pedal in heavy traffic. Level 5, which sits just below the strongest regen setting, delivers the most natural driving experience.

Still, it’s encouraging that the Outlander can deliver what it claims in terms of its EV range and recharging times. And while I’m yet to zero in on the official fuel usage claim of 1.5L/100km, reducing it to 5.5L is a respectable figure for a 7-seat two-tonne family SUV. And that’s with an EV-to-petrol ratio of 50 per cent. The challenge now is to get that up to the Outlander average of 84…

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CONCLUSION: Judgement day

Garage mainstay says “seeya”, but not before tackling some curly questions…

• Price as tested: $68,490
• This month: 2945km @ 8.5L/100km
• Total: 6894km @ 7.8L/100km

We’ve covered 13,140km, burnt 1083L of fuel, taken it on four interstate road trips, hung photographers out it (fully harnessed of course), driven it on tarmac and dirt, and also exposed it, on a daily basis, to the greatest test any mid-size SUV can face: children.

In addition, we’ve explored both powertrain options having started in the 2.5-litre atmo petrol before moving into the smoother, quieter and thriftier (although more expensive) PHEV you see here.

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With its departure date now looming, the time has come to answer some big questions. Namely, should you buy one? And should you, if budget allows, stretch for the plug-in hybrid?

The first question is easier: Yes, we’d absolutely recommend the Outlander. While it mightn’t be quite class-leading – it finished mid-pack out of eight contenders in our SUV megatest – that’s more a reflection of how tightly contested this segment is than any major failing on the Mitsubishi’s part.

In a lot of ways, the Outlander nails the SUV brief. The cabin is spacious and airy, the front seats are cosseting and comfortable and, despite my early doubts, its packaging compromises are pretty well judged. Sure, the third row is a touch tight on space but simply having the flexibility of 5+2 seats has been genuinely useful.

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And while it mightn’t be as roomy as rivals like a Kia Sportage, the Outlander’s middle seat is big enough for adults on long journeys and the 478L boot is deceptively voluminous. We regularly loaded both Outlanders to the gunwales and the boot can swallow a pram, travel cot, three large suitcases and a multitude of softer tote and grocery bags.

No complaints about the level of cabin tech on offer, either. The 9.0-inch infotainment screen is high-res and easy to navigate, the digital dial pack is clear and ably supported by a head-up display, and wireless Apple CarPlay is a boon, although both of our Outlanders did occasionally refuse to automatically connect on vehicle start-up.

There were a few build quality niggles, too. Our petrol Outlander had some trim wriggle free around the centre console and a piece of exterior plastic trim on the trailing edge of the PHEV’s C-Pillar came loose.

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We found the air-con in both SUVs also struggled to get icy cool on hot days, with the PHEV’s climate control system requiring a trip to the dealer for a software tweak. Not big issues but not exactly ideal in a brand new, high-spec family SUV either.

As for dynamics? They’re good without being great. High grip levels, strong body control and accurate steering are highlights and around town, the Outlander feels wieldy and manoeuvrable despite its size. But the dynamic goodness is undone by a ride that’s just too firm on 20-inch wheels.

The big alloys (fitted as standard on Exceed and Exceed Tourer) feel big and heavy and translate bumps and thumps too keenly into the cabin.

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It’s a shame because the rest of the driving experience verges on serene. The 2.5-litre atmo petrol/CVT combo isn’t overly gutsy or engaging but it’s impressively quiet (unless fully extended when some CVT drone does intrude) and its low-down response is reassuringly muscular.

The PHEV’s powertrain is easily the pick of the two, however. It combines a 2.4-litre four-cylinder petrol with a 20kWh battery pack and an e-motor on each axle to deliver a driving experience that’s quieter, quicker and substantially more premium in the cut and thrust of city traffic.

Which brings us to the curlier question: is the PHEV worth it? At $68,490 for the Exceed Tourer, it’s $16K pricier than a petrol equivalent and you’ll be waiting a long time to recoup that difference in fuel bills. Our petrol Outlander averaged 8.7L/100km over 6000km while the PHEV returned 7.8L over a similar distance.

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Frequent country drives made our PHEV’s figure uglier than it might have been had I driven it predominantly in the city (some tanks did return 5.0L and the 84km of claimed EV range is realistic) but it’s clear that how you plan to use your Outlander is the easiest way to decide between the two powertrains.

Yes the PHEV is markedly more expensive but providing you have regular access to a charging socket and can fully exploit its electric range, it’s the nicer, quieter and more refined SUV to drive.

Whichever way you jump, though, you’ll be scoring a well-rounded and much-improved family SUV. Is it perfect? No SUV is and although the Outlander might trail its rivals in some areas the margins are small.

And few family SUVs have slipped into our lives with such ease. We’ll miss it.

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Commercial vehicle automaker Iveco has detailed a range of updates for the new (strangely) 2022 model-year Daily E6 van and cab chassis.

The Euro 6 emissions compliant van gains a host of upgrades to improve safety, driver comfort, and long-term ownership costs for fleets.

It’s available to order now, though full pricing hasn’t been disclosed and varies depending on the model configuration and options fitted.

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Safety

The updated Iveco Daily E6 debuts an optional camera-based lane keep assist system, which actively steers the wheel if the vehicle is straying out of its lane.

It adds to the predecessor’s available audible lane departure warning, front city-speed auto emergency braking, adaptive cruise control, auto high beam, and crosswind assist systems.

Additionally, all van models now feature a higher resolution reversing camera with dynamic guidelines to complement the rear parking sensors. The camera is optional on cab chassis models.

In the cargo area, the grab handles are now painted in yellow (previously black) to improve visibility.

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Comfort

The new Daily E6 gains revised seats with additional bolstering, memory foam, taller headrests, and a deeper bulkhead on van variants.

Like before, the driver’s seat is heated and suspended as standard on dual cab chassis models or optional on all other variants.

There’s also longer seatbelts to accommodate larger bodies, an improved seat ‘get-off’ angle, more seat adjustability thanks to longer seat rails, and the introduction of a tilt and telescopic adjustable steering wheel (previously telescopic-only).

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Driving

The updated van and cab chassis models receive an electric power steering system as standard across the range (previously hydraulic).

This enables a new ‘city mode’, which reduces steering effort by up to 70 per cent and helps offset driver fatigue.

As per its predecessor, the Daily van range is available in 35S, 50C and 70C models with single- and dual-wheel options, volume capacities stretching from 7.3- to 19.7-cubic metres, and gross vehicle mass (GVM) options from 3800- to 7000kg.

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Meanwhile, the Daily cab chassis is offered in 50C and 70C variants in single- or dual cab guise with GVM options ranging from 4495kg to 7200kg, and multiple wheelbase options.

Both the van and cab chassis have a rated braked towing capacity of up to 3500kg.

Two Euro 6-compliant diesel power plants are offered – a 2.3-litre unit producing 100kW of power and 350Nm of torque and a 3.0-litre engine making 132kW and 430Nm. The latter is also available with a higher tune at 155kW and 470Nm.

The updated Iveco gains a refined six-speed manual transmission and an eight-speed automatic is optional.

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Design

The new Daily is set apart with a revised grille design with horizontal louvres – finished in black as standard, while automatic transmission variants gain chrome accents.

A shorter shark fin antenna sits atop the roof, there’s revised tail-lights on the cab chassis, and tweaked number plate illumination lights.

Inside, all dashboard panels, switches and the instrument cluster have white backlighting at night, while the dashboard is dark-coloured with matte chrome accents.

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Maintenance

The Italian company claims the revised six-speed manual transmission reduces servicing costs by only requiring oil change intervals every 350,000km (previously 150,000km).

The gearbox also shaves 0.5 per cent off in fuel consumption compared to the outgoing model.

Furthermore, the shift to an electric power steering system gains several benefits – there’s no additional energy absorption from the engine that usually reduces fuel consumption, it lowers the vehicle weight, and eliminates the chance of oil leaks.

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The new design also boasts a separate three-piece front bumper, so repair costs are theoretically cheaper as only one or two sections may need to be independently replaced.

The Iveco Daily line-up is covered by a three-year/200,000km vehicle warranty.

Red Bull’s 2023 car reveal was unexpectedly glitzy. And it was held in New York. Attendees had been clued in beforehand that they should be prepared for something more than a new paint job for the RB19. And so it proved.

Red Bull announced a collaboration with Ford that would see both Red Bull and its junior team, Alpha Tauri, use Ford-branded powertrains from 2026.

Scheduled to run until at least 2030, this deal would see Ford provide technical input, with the Blue Oval looking to bolster Red Bull Powertrains’ expertise on the hybrid side of the engine. The 2026 rule set not only mandates 100-percent sustainable fuels but also an increase to almost 50 percent in the electrical component of the powertrain.

Red Bull’s Milton Keynes facility has been gearing up to provide the internal combustion expertise but third-party support for the hybrid system seemed a natural fit.

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But, as Red Bull team principal Christian Horner has mentioned on a number of occasions, that deal with an OEM had to be on Red Bull’s terms. The team had previously engaged in talks with both Honda and Porsche, the former engaging in its usual ill-timed dithering and the latter having overplayed its hand somewhat by attempting to buy a 50 percent stake in the Red Bull F1 operation.

Meanwhile Ford has pledged both a significant financial commitment and a technical contribution while allowing Red Bull to retain ultimate control. Ford gets the opportunity to partner a race team that, importantly, isn’t a rival car manufacturer.

This works for both parties as it’s worth remembering that Ford’s previous attempts at owning F1 teams have been patchy at best. Its acquisition of Stewart F1 to create the factory Jaguar-branded F1 team was an exercise in corporate top brass at Dearborn telling seasoned F1 professionals how to do F1.

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“It started two plus years ago, as we started to understand what the future of the sport was,” explained Martin Rushbrook, Ford Performance director in an interview with The Race. “You’ve got to come back in the right way. A lot of people came forward to see if there was an opportunity for us to partner with them. And we approached some teams.

“But initially, none of them seemed right. And coming back as a full factory owning a team, as we had done in the past, also didn’t feel right.”

Red Bull also retains direction over race operations and strategy without ceding a controlling interest in their business, benefiting from Ford’s marketing muscle and the not inconsiderable advantage of bolstering its share of voice in the North American market which, from 2023, sees five F1 races per year. There’s also the technical feedback developing the hybrid powertrains.

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“The initial areas that have been identified where we’re working are in the battery cell technology, in the electric motor itself, the control software – both in the fundamental software as well as to optimise the performance,” Rushbrook said.

Former driver and F1 pundit Martin Brundle was perhaps a little more dismissive of Ford’s involvement. “This is a sponsorship plus with Ford,” he said. “They said they will get involved with the technology and it’s a way of Red Bull being able to badge the engine. This is a branding thing.”

Fellow analyst Karun Chandhok said, “I think Ford got the best deal here. Because they don’t need to invest the resources that Audi are doing, for example. By [Audi] coming in as a whole team, it’s going to cost them hundreds of millions to get it all up and running for a period of time.”

“[With Ford] they’re going to walk into an existing championship-winning operation who’ve got an engine department that’s well and truly on their path to the 2026 rules.”

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Where does this leave honda?

Whisper it, but it’s possible that we could see a return to one of the most illustrious pairings in F1 history – McLaren and Honda. That marriage ended in somewhat acrimonious divorce in 2017 after poor performance and reliability prompted McLaren to jump ship to Renault.

Honda has formally registered its interest in the 2026 rule set and is now one of the six manufacturers aiming to participate. McLaren Racing CEO Zak Brown stated in November 2022 that “we’re very happy with Mercedes” but is known to have visited Red Bull Powertrains and opened talks with Honda, canvassing options for the 2026 season.

Volkswagen has been getting crafty with special editions to duck, dodge and dive ongoing supply snags and deliver what Australian buyers want: high-spec 2.0-litre turbo-powered Tiguans.

The first was VW’s Tiguan Allspace Adventure that emerged in November 2022, followed by this Monochrome, with de-specced Grid versions of the T-Roc and Tiguan R still to come.

VW has used the Monochrome moniker before, on a 2015 run-out version of the Touareg 150TDI, but unlike that high-spec offering, the Tiguan Monochrome is about balancing what’s needed with what’s available now.

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Available in two-row Tiguan ($53,690 ) or three-row Allspace ($55,690) – both before on-road costs – the Monochrome retains the 162kW 2.0-litre turbo-petrol engine but doesn’t sacrifice as much as the Adventure.

It’s also more urban-focused than Adventure with chic 19-inch ‘Valencia’ wheels, an imposing R-Line body kit and a paint palette that’ll satisfy even the most colourblind of architects (black, white, silver or grey).

The Tiguan Monochrome and Tiguan Allspace Monochrome are available to order now, respectively representing a $4100 and $4600 discount over equivalent full-fat R-Line trims.

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 is it on fuel?
• How safe is it?
• Warranty and running costs
• VERDICT
• Specifications

How much is it, and what do you get?

The Monochrome is a mix of R-lIne, Life and regular Tiguan trims with an emphasis on culling unnecessary semiconductors, but it isn’t all bargain basement.

Volkswagen’s ‘IQ.Light’ Matrix LED headlights are standard and VW throws in premium paint (usually $900) with the Allspace Monochrome, which is available in a choice of Deep Black pearl, Platinum Grey or Pyrite Silver.

However, Oryx White commands an extra $900, the only other option available on an Allspace Monochrome being a $2000 panoramic sunroof.

Inside, the Monochrome misses out on the 9.2-inch screen fitted to the 162TSI R-Line, instead making do with an 8.0-inch item from the Life. There’s no option to get a 10-speaker Harman Kardon sound system either, which is a shame as the standard eight-speaker system lacks punch.

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But the software and equipment are cohesive and functional. That’s more than you can say about the newer 10.25-inch screens found in MQB Evo-based VWs (such as the latest Golf) while retaining faultless wireless smartphone mirroring and a 10.25-inch digital driver’s display with navigation map read-out.

The materials and design of the Tiguan are a little pragmatic and a little dull next to flash rivals but the plastics on the dash and doors are quality items.

However, we noticed this Mexican-built Allspace Monochrome suffered a distinct drop in build quality after experiencing the German-constructed short-wheelbase Tiguan.

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How do rivals compare on value?

For $55,690 before on-road costs, the specification sheet of the Tiguan Allspace Monochrome looks a little sparse next to direct rivals.

Powertrain aside, in a Mitsubishi Outlander Exceed Tourer you’re getting absolutely everything (including the kitchen sink) thrown in for $2200 less than the de-contented Monochrome.

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Other seven-seat (but still compact) SUVs are hard to come by, with Nissan X-Trail only offering its jump seats in lower trims.

Some spacious medium SUVs worth considering include the Kia Sportage and Subaru Forester. The Hyundai Santa Fe is also worth considering, being bigger but not excessively so.

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Interior comfort, space and storage

A combination of cloth and handsome ‘art velour’ detailing on the fabric inlays make up the upholstery on the manual-adjust seats in the Monochrome.

Manual seats can be a drag, especially when sharing a car with a partner, friend or housemate who doesn’t match your size and driving position. If you don’t regularly share, though, Volkswagen’s scroll-wheel backrest adjustment and push-out lumbar support allow similarly accurate adjustment to electric.

Generous door bins and a sizable centre console provide space to stash odds and ends while driving. Even more secretive slide-out trays beneath both front seats give a secluded place to leave valuables.

The Tiguan is a cleverly-designed car that does a lot with its interior space, continuing in the Allspace’s truly adult-sized second row. There are two more USB-C charging ports in the rear console for a total of four, with a separate climate control zone for rear passengers.

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The rear bench slides on rails and has an adjustable backrest, allowing you to balance maximum occupant comfort with boot space. Even with the second row slid most of the way forward, though, the third row is tight for adults. It’s a kids-only zone, really, but given the Allspace’s relatively short length (4734mm) the inclusion is welcome.

Cargo capacity is quite astounding in the Allspace. It doesn’t get the Adventure’s absurd 760L boot but with two rows in place there’s a VDA-certified 700L of cargo area. With all three up the 230L space is enough for school bags or light shopping; with all seats flat it’s 1775L.

In typical European fashion, the Tiguan Allspace is fitted with a host of shopping bag hooks, a little extra under-floor storage and a space-saver spare tyre.

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What is it like to drive?

The basics

Based on Volkswagen’s long-running MQB platform, the Tiguan still manages to poke its head high above medium SUV rivals when it comes to roadholding and driver reward.

Partly this is down to the inclusion of three-stage adaptive dampers that add breadth beyond what rivals can offer with a fairly plush Comfort setting, all-round Normal and a firm (but usable) Sport mode.

The quality 255/45 R19 Continental Contisport 5 tyres fitted to our tester provide excellent dry and wet grip. Although road noise is louder than in a Nissan X-Trail, the Tiguan is still plenty quiet.

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VW’s 2.0-litre turbo-petrol engine also remains a highlight with 162kW of power on tap between 4200-6200rpm, and 350Nm of torque spread across 1600-4200rpm. The 1796kg Allspace Monochrome is hot-hatch quick, too, VW claiming a 0-100km/h sprint of 6.8 seconds.

The seven-speed wet clutch DSG transmission does require a small recalibration of driving habits after a torque converter or continuously variable unit, but the learning curve is pretty small and the benefits of crisp shifting will win you over.

Being based on the R-Line, the Monochrome retains the ultra-accurate two-turn lock-to-lock progressive steering system, too. It stays light in Comfort, with welcome weight bringing added confidence in Sport mode.

The Allspace Monochrome’s high-set driving position, near-vertical windscreen and beefy side mirrors give a great view out, too.

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How is it on fuel?

The Tiguan Allspace Monochrome claims 8.6L/100km of fuel in the combined ADR 81/02 cycle, and all Tiguan 162TSIs require premium 95 RON unleaded.

In real-world testing, we returned 9.9L/100km with plenty of urban and suburban driving thrown into the mix. The official urban fuel consumption figure for the Tiguan is 10.7L/100km.

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How safe is it?

The Volkswagen Tiguan Allspace was awarded five stars in ANCAP safety testing under the 2016 protocol. Its ANCAP rating expired officially in December 2022.

Driver assistance features include a good lane-keep assist calibration, well-tuned adaptive cruise control, auto emergency braking (AEB) with pedestrian detection, low-speed rear AEB, reversing camera and driver attention monitoring.

As with all MY23 Tiguan and Tiguan Allspace models, rear cross-traffic alert and blind-spot monitoring are not available on the Allspace Monochrome due to supply shortages.

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Warranty and running costs

Volkswagen covers all vehicles in Australia with a five-year, unlimited-kilometre warranty.

Maintenance for the Tiguan Allspace is due every 12 months or 15,000km. Volkswagen offers care packages that bundle service pricing together. A five-year pack costs $2950 and saves you a total of $1023 compared to pay-as-you-go pricing.

The Tiguan remains one of the more expensive vehicles to service in the medium SUV class. See the table below for a match-up against key rivals:

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VERDICT

If you’ve had your eye on a Tiguan with the 2.0-litre turbo-petrol, but always felt the 162TSI was either a little too dear or not worth waiting six-plus months for, then the Monochrome may be the answer.

The lack of electric-adjust memory seats may annoy couples, and the 8.0-inch infotainment screen is not the biggest in its class by any means, but there’s still plenty to enjoy about this Tiguan spec.

VW hasn’t de-contented the Monochrome as much as it did the Adventure model and because it retains the aggressive R-Line body kit and adaptive dampers, this supply shortage special is well worth considering if you appreciate sorted driving dynamics and have an immediate need for a new and not-too-big three-row SUV.

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Tiguan Allspace 162TSI Monochrome specifications

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Chery is back.

After an eight-year hiatus, the Chinese automaker is returning to Australia with the Omoda 5 small SUV spearheading an all-new SUV and ute lineup.

But Chery is coming back to a changed Australian market and will need to compete against a laundry list of new models – such as the Mazda CX-30, Kia Seltos and Nissan Qashqai – while challenging now-established MG and Great Wall Motors (GWM) Chinese car brands.

UPDATE: We’ve driven the Omoda 5 – watch the video or read the full review. below.

The petrol-powered Chery Omoda 5 will launch this year and is expected to bring a value-packed proposition, typical of Chinese automakers, to rival small SUVs such as the popular Toyota Corolla Cross and MG ZST. So, how do they compare on paper?

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NOTE: All pricing and features of the Chery Omoda 5 are a guide of what to expect based on overseas specifications. Official local details will be announced later this month.

JUMP AHEAD

• Pricing
• Performance
• Fuel consumption
• Dimensions
• Cargo space
• Features
• Safety

Pricing

Chery Australia previously released a survey on social media suggesting the potential of a sub-$30,000 to $40,000 price tag – similar to the GWM Haval Jolion small SUV.

This means, the MG ZST will still likely undercut the Omoda. Upper-spec versions of the Toyota Corolla Cross will be pricier, though it’s available with a more frugal series-parallel hybrid engine and all-wheel drive.

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NOTE: All prices are before on-road costs.

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Performance

Chery is expected to launch the Omoda 5 crossover with a 1.5-litre turbocharged petrol engine mated to the front wheels via a CVT.

A more powerful 1.6-litre turbo-petrol four-cylinder with a seven-speed dual-clutch transmission (DCT) with AWD is expected to join later on.

Plug-in hybrid and full battery-electric Omoda 5 versions are on the cards. Unlike the Corolla Cross, it won’t be offered with a traditional hybrid.

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Fuel consumption

According to overseas specifications, the Omoda 5’s claimed combined fuel consumption will be average for the small SUV class.

Full local details, including Australia’s standard ADR 81/02 combined fuel efficiency figures, will be confirmed soon.

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Dimensions

While 4.4-metres was considered medium in the past, the small SUV segment has grown. The Chery Omoda 5 reflects this with similar measurements to the Toyota Corolla Cross.

The Omoda 5’s height is lower due to the sportier design and coupe-esque roofline. It’s significantly larger than the MG ZST, itself an older design dating back to 2017.

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Cargo space

The sportier design and sloping roof of the Chery compromises boot volume, at least according to overseas specifications.

The cheaper petrol-only, front-wheel drive variants of the Toyota Corolla Cross benefit from the most boot space out of this trio, while the MG ZST’s smaller exterior dimensions mean its cargo capacity is on par with the Omoda 5.

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Features

NOTE: Equipment listed here vary depending on the variant.

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Safety

While the Chery Omoda 5 hasn’t been tested locally by the ANCAP safety body yet, it has already received the full five-star rating by Euro NCAP in Europe under the 2022 criteria – which will likely reflect here.

Similarly, the Toyota Corolla Cross has achieved a five-star ANCAP safety rating under the 2022 testing criteria; however, the older MG ZST only has a four-star ANCAP rating on the less stringent 2017 criteria (which will expire at the end of 2024).

The Omoda 5 is expected to follow the Corolla Cross and ZST in offering active safety assistance systems as standard, including auto emergency braking, blind-spot monitoring, rear cross-traffic alert, lane-keep assist, and adaptive cruise control.

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Hyundai will launch a full battery-electric light commercial truck in Australia, bringing another option for fleets to curb emissions and improve their environmental, social and governance (ESG) credentials.

Due in mid-2023, the Hyundai Mighty electric truck is aimed at metro and ‘last-mile’ delivery duties with an estimated driving range of 240 kilometres when laden with cargo.

It will initially be offered in a single 4×2 configuration in a 3300 millimetre wheelbase and 7300 kilogram gross vehicle mass (GVM) variant at launch.

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Bare cab-chassis, tray or pantech (regular or refrigerated) forms will join later on, while a tipper model is “currently under study”.

While local pricing and specifications haven’t been finalised for Australia yet, the South Korean company has confirmed it’ll come with a suspended driver’s seat, instrument cluster display, front auto emergency braking, and a lane departure warning system.

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The Hyundai Xcient Fuel-Cell heavy duty hydrogen truck is currently under consideration for a potential trial in Australia, and is already deployed in Switzerland and California.

Hyundai Motor Company Australia will import all future EV and hydrogen-powered trucks, while Hyundai Trucks Australia (Peninsula Hyundai) will continue to be responsible for conventional combustion engine-powered commercial vehicles.

The heavy commercial vehicle segment is a key contributor to air pollution – responsible for 25 per cent of all vehicle exhaust emissions in Australia, despite only accounting for around four per cent of the national vehicle fleet.

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Electric trucks are ramping up with major players such as Volvo, Daimler, Mitsubishi, and retrofit company SEA Electric already delivering to customers in Australia.

Recently, the Federal Government’s Australian Renewable Energy Agency co-funded a $44.3 million trial for Team Global Express (formerly Toll Global Express) to adopt a 60-strong all-electric truck fleet in Sydney.