Hyundai and Kia are facing legal action in a Victorian court over a fault with the braking system in several popular models said to create a ‘fire hazard’.

As many as 194,808 cars could potentially be involved across a range of models, including the best-selling Tucson and Sportage SUVs.

Law firm Maurice Blackburn Lawyers has already lodged a class action against Hyundai with the Supreme Court of Victoria, and is preparing a similar case against fellow Korean car giant Kia.

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The Hyundai class action involves as many as 94,000 Tucsons with model years between 2014 and 2020, 124 Genesis G80 and G70 2018 models, 1200 Genesis models from 2014-2017, 21,943 Sante Fe (DM) models from 2015-2018 and ix35 models from 2014-2015, and a further 19,541 ix35 (EL) models from 2014-2015.

The proposed Kia case could involve almost 58,000 Sportages and Stingers manufactured between 2016 and 2019.

If successful, the action could see the two car companies paying out large compensation claims to thousands of owners.

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Maurice Blackburn’s National Head of Class Actions, Andrew Watson, said the firm will allege Hyundai and Kia failed to comply with the guarantee of acceptable quality under the Australian Consumer Law, and engaged in misleading and deceptive conduct.

“This is a serious defect impacting hundreds of thousands of vehicles with potentially catastrophic consequences for vehicle owners and bystanders. Consumers expect that the vehicles they purchase will be safe to drive, safe to park in their garage, and free from defects which could result in the loss of life. Hyundai and Kia have failed to meet those expectations and must be held to account for putting unsafe vehicles on the road,” Watson said.

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The ABS defect was identified in multiple safety recall notices issued by Hyundai and Kia, which stated that due to a manufacturing error, an electronic control circuit board may short circuit when exposed to moisture.

This gives rise to a risk of an engine compartment fire, even when the vehicle is turned off, which may cause injury or death to vehicle occupants and bystanders, as well as property damage to homes or other nearby flammable structures and buildings.

Vehicle owners must park their vehicles outside in an open space and away from houses, other buildings or materials which may be flammable, such as a garage or carport, to avoid the risk of a potential vehicle fire causing further damage or injury to occupants.

A spokesperson for Hyundai told Wheels: “Hyundai Motor Company Australia prioritises the safety of our customers. We take the safety and reliability of our vehicles seriously.

“We have always and will continue to stand by our products by providing our customers with the support they need. We are disappointed about the class action, but will consider the allegations carefully before commenting further.”

A Kia spokesperson added: “We are aware of a proposed class action by Maurice Blackburn Lawyers. However, we have not received any official notification on the matter and as such we will not be making any further comment at this time.”

Facing fresh competition from the recently-launched Toyota Corolla Cross and Nissan Qashqai, Kia rolled out a comprehensive mid-life update for its Seltos small SUV last November.

It brings an exterior refresh, a redesigned centre stack with a digital instrument cluster, and improved technology – including Kia’s connected-car functionality – as it looks to retain a strong market share in the competitive segment.

Beyond the updated design and added technology, there’s also a new turbo-petrol engine and a much-needed eight-speed torque converter automatic transmission to replace the twitchy dual-clutch gearbox.

We spent a week behind the wheel of the 2023 Kia Seltos Sport+ 1.6T AWD to see how it stacks up.

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Kia Seltos: The basics

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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

Check out John Law’s launch review of the updated 2023 Kia Seltos below

RELATED VIDEO

How much is it, and what do you get?

The 2023 Kia Seltos Sport+ 1.6T AWD is priced at $39,300 before on-road costs.

At the time of writing, it can be purchased with a national $41,990 drive-away price.

Kia also offers the Sport+ with a naturally-aspirated 2.0-litre petrol engine, automatic continuously variable transmission (CVT) and front-wheel-drive at $35,800 before on-road costs.

This powertrain is also available for the flagship GT-Line ($41,500 plus on-roads), which could be a compelling alternative to the Sport+ 1.6T AWD.

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Our example was finished in Mars Orange, which is the only no-cost paint colour for the Seltos, as the rest of the colour palette – Snow White Pearl, Steel Grey, Gravity Grey, Pluton Blue, Neptune Blue, and Fusion Black – incurs a $520 charge.

In addition to the optional turbocharged engine and all-wheel-drive, the Sport+ gains adaptive cruise control, cyclist and junction-turning detection for its autonomous emergency braking system, keyless entry and push-button start, an electric park brake with auto-hold, privacy glass, and an auto-dimming rear-view mirror.

There are also heated side mirrors, a sliding front centre console armrest, a rear-centre armrest, and cloth and artificial leather upholstery.

For the recent Seltos update, the technology suite has improved with a 10.25-inch digital instrument cluster, a USB-C port, two rear USB-C charge ports, and the brand’s nifty Kia Connect functionality.

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The latter feature, which utilises a built-in 4G data connection, enables owners to lock/unlock their vehicle and remotely start the engine from a smartphone app. It also includes remote climate control, sending navigation destinations to the vehicle, vehicle tracking, a ‘valet parking mode’, vehicle status, and SOS emergency call.

While it required multiple attempts at times, the remote engine start and lock/unlock is reasonably quick to action – although this is all but redundant if you’ve got the physical key at hand, as it’s still required to drive the vehicle.

Perhaps the greatest benefit is a phone notification if the vehicle is left unlocked after five minutes, or the ability to track it. And – unlike Toyota Connected Services – the function is complimentary for the first seven years.

Kia’s latest 10.25-inch infotainment system is decent, with an easy-to-use interface and snappy graphics – although every grade with the larger widescreen unit reverts to wired Apple CarPlay and Android Auto, whereas a wireless connection is available in the Seltos S with its smaller 8.0-inch unit.

Kia’s Connected Services remote connectivity is complimentary for the first seven years.

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It also features built-in satellite navigation, while the six-speaker audio system is neither outstanding nor terrible, with acceptable sound rendering. An eight-speaker Bose audio system is available on the GT-Line.

The facelifted Seltos also gained rear air vents, which is a much-needed addition for those with frequent back-seat passengers.

However, while the recent update brought appealing new additions – including Kia Connect and the digital instrument cluster – it failed to address the lack of equipment across the line-up unless you opt for the range-topper.

Of course, there needs to be a level of differentiation between each grade with premium features reserved for flagship models, but even the Sport+ omits basic features that should be expected in a $40,000 small SUV.

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This includes rain-sensing wipers, a head-up display, a power-adjustable driver’s seat, paddle shifters and a luggage cover – the latter was included in the pre-facelift Sport+, but removed for model year 2023.

Further, it is disappointing to see halogen lighting – a frequent complaint for the pre-facelift Seltos – remain for the updated Sport+. Strangely, there are LED cabin lamps, but every light globe outside is incandescent, which doesn’t help to boost the Seltos’s visual appeal, especially with its yellow-looking daytime running lamps.

2023 Kia Seltos features

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How do rivals compare on value?

The small SUV segment is growing rapidly, and, as such, the Kia Seltos has many competitors including the Mazda CX-30, Toyota Corolla Cross, Hyundai Kona, Nissan Qashqai, Volkswagen T-Roc, Skoda Kamiq and GWM Haval Jolion.

Under the skin, the Kia Seltos is closely related to the Hyundai Kona – but only for a few more months, as a completely new Kona is due in Australia mid-year.

The current Kona features the same 1.6-litre turbo-petrol as the Kia, albeit with a seven-speed dual-clutch automatic transmission rather than the facelifted Seltos’s improved eight-speed torque converter.

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It is priced from $37,100 before on-road costs in N Line form, but it trades the Kia’s longer warranty, greater space and enhanced specification for a sportier design inspired by the full-fat Kona N.

As for the Mazda CX-30, it is listed at $40,190 plus on-roads for the G25 Touring AWD. While its technology suite isn’t as broad, the CX-30 counteracts with a far more appealing cabin, pleasant dynamics, and a standard head-up display.

If you’re looking to cut your fuel bill with an electrified small SUV, the front-drive Toyota Corolla Cross GXL Hybrid matches the Kia on price ($39,250 plus on-road costs) – but it’s likely to incur an extended wait time.

2023 Kia Seltos Sport+ AWD rivals

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Interior comfort, space and storage

The updated cabin in the 2023 Kia Seltos has lifted its ambience – at least visually. It is centred around a redesigned centre stack with dual 10.25-inch screens, smarter-looking air vents and revised climate controls, which replace dials with more spread-out buttons.

As before, only single-zone climate control is available, and it worked well during the curveballs of Melbourne’s summer – cold and rainy one day, hot and humid the next.

While frequently touched items such as the door handles and soft leather-accented steering wheel feel nicely appointed, there’s still plenty of scratchy black plastic throughout.

For instance, the door tops are hard to the touch, and any material that isn’t padded feels as if it were plucked straight out of the cost-cutting Kia Picanto or an MG ZS.

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The mid-spec Sport+ gains a sliding centre console armrest to aid comfort on longer trips, while each grade includes a USB-A port for smartphone mirroring, a fast-charging USB-C port, and a 12-volt socket.

A pair of cup holders and a two-tiered storage compartment are ahead of the gear shifter, while the door bins can accommodate smaller bottles.

Though electric adjustment for the driver’s seat would be nice, the manual levers and dials still allow you to set it nice and low – but the passenger seat lacks height adjustment.

The cloth and artificial leather upholstery feels well-padded and comfortable, although it isn’t as good as the driver’s seat in the Mazda CX-30 on longer trips, at least for this writer.

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Where the Kia Seltos beats the CX-30 is in the rear, with a decent amount of space. It is impressive for a small SUV, with generous head, leg and toe room for me at 182cm tall.

For younger passengers, there are ISOFIX points for the outboard seats and three top-tether points. The addition of rear air vents is a much-needed change for the Australian market, while children will also be able to keep their devices topped up with two fast-charging USB-C ports.

Again the material quality is questionable, with hard plastics – including behind the front seats – rather than cloth upholstery. A map pocket is fitted behind the passenger seat.

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2023 Kia Seltos boot space

An advantage of the Kia Seltos is its capacious boot – even with a full-size spare wheel underneath the floor for the Sport grade and above. While it can’t quite match the entry-level S with its space-saver spare and 468-litre capacity, the rest of the Seltos range is beyond generous at 433L.

This extends to 1393 litres with the second row folded flat. It lacks a quick-release lever in the boot, meaning you’ll need to manually fold the 60:40 split-fold bench, which is common in the small SUV segment.

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What is it like to drive?

The big news for the updated Kia Seltos is its revised 1.6-litre turbocharged powertrain and transmission change.

The previous 1591cc ‘Gamma’ turbo-four has been replaced by the newer 1598cc ‘Smartstream’ unit, as found in the Hyundai Kona N Line, among others.

It results in a 16kW power bump to 146kW (torque remains unchanged at 265Nm), while the claimed 0-100km/h sprint is a tenth quicker at 8.4 seconds. In addition, its overtaking performance at 80-120km/h is said to take 5.7 seconds, which is half a second faster.

Other revisions include continuously variable valve duration technology for improved efficiency – at a claimed 7.4L/100km vs 7.6L/100km previously – and a quieter engine note.

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However, while the Kona retains its seven-speed dual-clutch automatic transmission, the facelifted Seltos features an Aisin-sourced eight-speed torque converter auto. This unit is an improvement over this dual-clutch in the pre-facelift Seltos, especially at lower speeds where it tended to deliver jerky shifts.

As for ride and handling, Kia’s local suspension and steering tune is identical to the old model – but this is no bad thing.

Under the skin, the all-wheel drive Kia Seltos includes multi-link independent rear suspension, whereas front-drive variants have a simpler torsion beam set-up.

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Seltos is up there as one of the better-handling small SUVs, with similar traits to the Mazda CX-30, which feels just as planted as a good hatchback.

The Seltos has a firm suspension tune, while there’s agile handling with a sharp turn-in and decent corner support. It feels at home around tight country roads.

Road and engine noise have improved with more sound deadening behind the pillars, door trims, carpet and wheelarches for the updated model, ensuring the Seltos continues to offer a pleasant experience behind the wheel – especially with its 1.6-litre turbo.

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How is it on fuel?

The official combined-cycle figure for the all-wheel drive, 1.6-litre turbo-petrol 2023 Kia Seltos is 7.4L/100km.

During my week with this tester, a combination of urban, highway and rural driving returned 8.5L/100km, although this is likely to climb if you spend little time outside the suburbs.

It is compatible with 91 RON unleaded petrol and has a 50-litre fuel tank.

Kia has ruled out adding electrification to the current Seltos, but the next model – due around 2025 – will likely add a greener hybrid option.

In the interim, the brand will happily sell you its Niro small SUV – but the $44,380 (plus on-road costs) S Hybrid is far from good value for money, nor can it match the Seltos 1.6-litre turbo for performance.

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How safe is it?

A five-star ANCAP safety rating applies to the Kia Seltos range, based on testing conducted in 2019.

Six airbags – dual front, side and curtain – are fitted, but it lacks a front-centre airbag to prevent head clashes between the driver and front passenger in a side-impact collision, as found in its fresher rivals.

As standard, the Kia Seltos Sport+ includes a large chunk of active safety equipment, including a radar sensor for adaptive cruise control and an upgraded autonomous emergency braking system with cyclist and intersection detection.

This is an improvement over the manual cruise control – and basic, camera-only vehicle and pedestrian detection – in lower grades.

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The lane-keep assist system is decent, but not the best in the segment. It includes a lane-tracing function, which can keep the Seltos in the centre of its lane, even around corners – but it quickly loses its touch with faded lane markings.

Perhaps the most frustrating change for the updated Seltos is the addition of intelligent speed-limit assist. As my colleague John Law found at the Seltos media launch, this system defaults to ‘on’ with every start-up – even if you choose to turn it off.

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While the traffic sign detection works well – although it lacks the intelligence to understand when a school zone or temporary speed limit is in force – it is undermined by a frustrating chime that will shout at you at one kilometre over the detected limit, even if the vehicle’s true GPS speed is within the threshold.

To turn it off, you need to jump through three menus within the infotainment system, which proved to be a hindrance during our week with the Seltos.

An easy fix could be to set a threshold, or to remember the last setting, via a future software update, but it’s believed Europe’s mandated anti-speeding technology is to blame for the change.

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Warranty and running costs

As with the wider Kia range, the Seltos is covered by the brand’s seven-year, unlimited-kilometre warranty, with seven years of capped-price servicing.

Roadside assistance is complimentary for the first 12 months of ownership. If the vehicle is serviced annually at a Kia dealership, this can be extended for up to eight years.

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Maintenance for the turbocharged variant is required every 12 months or 10,000 kilometres, whichever occurs first. This is shorter than the naturally aspirated Seltos, which allows 15,000 kilometres between services.

Kia’s capped-price program will set you back $3214 over the seven-year duration at an average of $459 per service, which is dearer than offerings from the likes of Honda, Toyota, Mazda and Hyundai.

This is considerably more expensive than the Toyota Corolla Cross, which is capped at $250 for the first five services. Even the Hyundai Kona N Line – which features the same powertrain as the pre-facelift Seltos – is cheaper over seven years at $2575, or an average of $368 per service.

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VERDICT

The 2023 Kia Seltos is one of Australia’s best small SUVs, and the latest update has improved its value proposition.

While the Sport+ is hampered by odd product planning, it is still the pick of the bunch – especially when fitted with the optional 1.6-litre turbocharged engine and all-wheel drive.

However, if your budget allows, it’s worth upgrading to the GT-Line for the added equipment, including LED exterior lighting and a wireless phone charger.

If it were me, I’d stick with the naturally aspirated 2.0-litre to reduce the added cost of the flagship grade – sure, it isn’t as peppy, but you save on servicing and (possibly) fuel bills.

For those pursuing a greener option, Kia will point you towards its Niro small SUV, but the Toyota Corolla Cross is the hybrid option to consider here.

However, it is likely to incur a prolonged wait time than the Seltos, which is still longer than usual (for more information on Kia’s wait times, click here).

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We’ll have several Kia Seltos grades through the garage in the coming weeks – including the 2.0-litre Sport+ and the entry-level S, and Peter Anderson’s GT-Line 1.6T AWD long-termer – so stay tuned to Wheels for more.

2023 Kia Seltos Sport+ 1.6T AWD specifications

Aston Martin is celebrating the end of its current-generation DBS sports car with a special edition – and it’s already sold out.

The 2023 Aston Martin DBS 770 Ultimate is the most powerful production car from the British brand, with performance enhancements for its twin-turbo V12 engine.

It will be produced in coupe and convertible form – 300 and 199 examples, respectively – with all examples accounted for ahead of its official release.

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Under the bonnet, the DBS 770 Ultimate features the brand’s 60-degree 5.2-litre V12 twin-turbo engine, with 566kW (at 6500rpm) and 900Nm (from 1800rpm – 5000rpm) – up 41kW, while torque is unchanged.

This is achieved through modified air and ignition pathways, and a seven per cent increase in maximum turbo boost pressure.

It has a top speed of 340 kilometres per hour, while its 0-60 mph (0-97km/h) sprint is a claimed 3.2 seconds for the coupe and 3.4 seconds for the convertible. This is two-tenths quicker than the standard DBS.

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As with the standard model, power is delivered to the rear wheels through a ZF-sourced eight-speed torque converter automatic transmission and a mechanical limited-slip differential.

However, the transmission has been re-tuned with a unique calibration for enhanced shift speeds, while there’s a new solid-mount steering column to improve driver feedback.

It retains the standard DBS’s ceramic brakes, which comprise 410 millimetres x 38mm front discs and 360mm x 32mm rear discs, while the chassis is stiffer, and its adaptive suspension has been revised to increase “control and composure without compromise to ride quality.”

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Exterior revisions include unique 21-inch alloy wheels, a ‘horse-shoe’ bonnet vent, carbon fibre trims, and a new front splitter. There’s also a redesigned rear diffuser that “maintains aerodynamic balance from front to rear.”

Inside, the DBS 770 Ultimate features Sports Plus seats with quilted leather and Alcantara upholstery, an exclusive contrasting trim, and a special badge to identify each vehicle’s place in the limited production run.

The 2023 Aston Martin DBS 770 Ultimate will commence production in the United Kingdom this quarter, with first deliveries set to commence in mid-2023. No pricing details have been announced, but if you have to ask…

The facelifted 2023 Mercedes-Benz CLA and CLA Shooting Brake have been revealed overnight with updates to exterior styling, lighting, cabin technology and engine refinements.

An Australian launch is expected in the third quarter of this year (between July-September) with local pricing and specification to be confirmed closer to the launch.

The changes largely mirror those brought to the related ‘W177’ A-Class revealed in October last year, ahead of its second quarter 2023 Australian release.

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We expect the CLA line-up to continue in Australia largely unchanged – that means we’re unlikely to see the return of the CLA Shooting Brake or introduction of plug-in hybrid models yet.

The A-Class and CLA sedan serve similar markets in Australia in competition with the Audi A3 sedan and BMW 2 Series Gran Coupe. Mercedes-Benz developed the CLA with the intention of making a splash in the US where the A-Class hatch isn’t sold.

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Exterior design

Up front, Mercedes-Benz has redesigned the front bumper and grille – it now looks very similar to the updated A-Class hatch up front. Around the rear there’s a sporty new diffuser.

Adding to the aggression of the CLA are new LED headlights that are standard across the range. LED tail-lights also feature on every CLA model.

The results are a handsome update that doesn’t immediately jump out – light touch rather than full redesign. Additional new features include Hyper Blue, which is only available on CLA, and spectral blue paint colours.

Finally, there are a trio of new alloy wheel designs sized from 17- to 19-inches.

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Inside the CLA’s cabin

In Europe, the CLA is offered with a new 7.0-inch touchscreen, but since its local launch in 2019, we’ve always had the twin 10.25-inch widescreens.

The centre screens now run the latest version of the brand’s MBUX infotainment system with the centre console mounted touchpad banished to increase storage space. There’s a new AI-powered assistant, though it likely won’t come to Australia initially.

Adding to the tech package is the fitment of wireless Apple CarPlay and Android Auto smartphone mirroring and optional Dolby Atmos surround sound system.

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The newly-designed Comfort seats are unlikely to come to Oz as our CLAs are – historically at least – AMG Line only. We’ll still get access to the new sports seats trimmed in a mix of man-made Artico leatherette and Microcut suedecloth upholstery.

The colour palette grows for 2023 to include sage grey, Bahia brown, titanium grey/black and red pepper/black upholstery combinations.

Mercedes-Benz has also refined the CLA’s lane-keep assist system program and updated park assist for both parallel and perpendicular spots, while adding a 360-degree camera.

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Mercedes-Benz CLA powertrains

Aussie details will be confirmed closer to the car’s launch, but initially it seems that we’ll continue with a four-strong CLA range: CLA 200, CLA 250, CLA 35 and CLA 45 S.

The range will kick off with the new mild-hybrid CLA 200 with its 1.3–litre turbo-petrol four-cylinder developing the same 120kW of power – but with an extra 20Nm of torque, at 270Nm. A seven-speed dual-clutch transmission remains standard.

Mercedes-Benz says the 10kW electric motor driven by the 48-volt mild-hybrid system adds power on boost, and improves turbocharger response.

The CLA 250 jumps up to a 2.0-litre turbo petrol four-cylinder developing the same 165kW/350Nm and gains a 4Matic all-wheel drive system.

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AMG models treated to a little something extra

For 2023 the Mercedes-AMG CLA 35 gets the same updates as the A35, meaning a redesigned front grille and bumper that adds aggression to the front end, as well as an eight-speed dual-clutch transmission in place of the old seven-speed unit.

The 225kW power figure and 400Nm torque number remain, though like the CLA 200 a 48-volt mild-hybrid system has been fitted. The CLA 45 S is unchanged under the bonnet.

There are also new alloy wheels across the CLA range. In Europe, the standard is 18-inch 10-spoke items, but it’s likely that here we’ll only be served up-spec 19-inch rims in a five twin-spoke design for A35 in various colours.

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Inside, both AMG CLAs get the new twin-spoke AMG steering wheel with capacitive touch buttons on the spokes.

The new A45 S Street Style follows on from the A45 S Street Style with matte grey paintwork, decals outside with bright orange highlights that are reflected in the cabin’s suedecloth seats with orange contrast trim elements.

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Pricing and availability

The new CLA is due to hit Australia in the third quarter of 2023 (between July and September), likely in the same four-strong range as before.

Pricing is unconfirmed, but we can expect the ask to go up from the current $67,189 before on-road costs for the base CLA 200.

An American electric vehicle mechanic workshop has discovered Tesla has ditched the Brembo rear brakes on the Model Y Performance in favour of smaller Mando units.

ZEV Centric first noticed the change in September 2022 with the Mando rear rotor now 2 millimetres thinner compared to the previous Brembos (20mm versus 22mm respectively) and lacks a vent.

The former also has a smaller brake pad on both callipers.

As before, the front callipers and rotors on the Model Y Performance are identical to the regular base rear-wheel-drive model, albeit painted in red.

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Tesla is known to make running changes without adhering to traditional model-years, so we’re unsure if these performance brake changes will carry here when the Model Y Performance delivers later this year.

We source the electric SUV from the Shanghai factory, whereas Americans get it from their domestic Fremont and Texas plants.

The Tesla Model Y line-up recently received a price cut as demand slows due to an uncertain economy, lower production costs, and supply chains recovering.

Comparisons

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The flagship Performance now costs from $98,435 before on-road costs (down $1800) and gains; a hotted-up dual-motor powertrain able to sprint from 0-100km/h in just 3.7 seconds, a larger battery for up to 514 kilometres of claimed driving range, 21-inch Überturbine wheels, lowered suspension, a carbon fibre spoiler lip, and alloy pedals.

Since October, the American EV company started removing the ultrasonic sonar sensors to go all-in on its camera-based ‘Tesla Vision’ safety assistance system.

However, features such as parking distance sensors, automatic parking and smart summon have been temporarily disabled, but will be reintroduced with an over-the-air software update later on.

Tesla’s camera-based ‘Autopilot’ active safety assistance system may receive some new hardware upgrades, according to regulatory filings in China.

The documents published by Twitter user Chris Zheng reveals the new front windscreen camera system uses a two-camera array with a higher pixel density and wider field-of-view, replacing the current lower resolution three-camera setup.

Dubbed Autopilot 4.0, the front camera module and side B-pillar cameras seem to adopt a new fan or heating system to keep its view clear. The American electric vehicle already heats-up the cameras automatically when they’re fogged-up.

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Comparisons

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The new hardware is also expected to achieve the long-promised ‘full self-driving’ capability for the masses.

For context, the ubiquitous Tesla Model Y electric SUV has already achieved a strong 98 per cent safety assist score by the car safety body Australasian New Car Assessment Program (ANCAP) under the 2022 testing criteria.

The carmaker will hold an Investor Day event in March and is expected to debut its third-generation EV platform for an affordable entry-level electric hatchback, but could also shed light on new Autopilot hardware.

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Tesla started removing ultrasonic sonar sensors in the Model 3 sedan and Model Y SUV since October 2022 to go all-in on a camera-based ‘Tesla Vision’ system, but has temporarily disabled parking distance sensors, automatic parking and smart summon features.

A camouflaged Tesla Model 3 was spied last month covering the front and rear bumpers amid Electrek reporting that it may reintroduce radar sensors to its Tesla Vision suite.

Automotive News also reports the popular electric sedan will be updated with a “less complex” interior and other minor changes.

Volkswagen Australia has secured more than 1800 additional T-Roc Rs from its Portugal factory to shorten wait times as supply chains start to rebound.

More than 1500 examples of the Volkswagen T-Roc R high performance small SUV and more than 300 of the lower-priced limited-run T-Roc R Grid Edition will land in Australia and “soon be ready for customers”.

“We can accept supply shortages of popular models or we can try to effect solutions,” Volkswagen’s passenger vehicles director, Michal Szaniecki said.

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“Ours is a primary R market, so, in addition to securing extra T-Roc R production, we’ll offer a unique to Australia T-Roc R Grid Edition.”

The spicier German-badged crossover SUV launched locally last year as the sibling to the Golf R hatchback, priced from $60,300 before on-road costs.

Meanwhile, the Grid Edition debuted in December 2022 with less standard equipment by dropping features, such as matrix LED headlights, blind-spot monitoring, rear cross-traffic alert, and Nappa leather seats, to make it the most affordable ‘R’ model at $54,300 before on-roads.

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All T-Roc R models are powered by a 2.0-litre turbocharged petrol engine making 221kW of power and 400Nm of torque sent to all four wheels via a seven-speed dual clutch transmission.

The stock boost comes as the local arm also negotiated an additional 1000 units of its Touareg flagship large SUV last year, while battling with industry-wide component shortages forcing some features to be removed.

The Volkswagen Golf small car is even on a sales hiatus currently due to a lack of a chip powering the reversing camera.

If you’re looking to put an electric car in your driveway and you’re not too shy on the cost, these are the EVs sold in Australia with big power, a long driving range and, in most cases, room for the family.

This guide is intended to serve as an outline of each model available in that critical $65,000 category, to help you decide which models you’d like to know more about. With each model listed below, you’ll find links to our more comprehensive deep-dive reviews of each car.

Welcome to our EV Buyer’s Guide: Electric Vehicles priced from $65,000 to $80,000 – The Best and The Rest

Sweden and Korea dominate the middle group of our EVs Under $100K Megatest, with a pair apiece.

Scandinavia serves up the Volvo XC40 Recharge, the fully electric version of a compact SUV that won 2019 Wheels Car of the Year in petrol form.

That’s joined by its relative, the Polestar 2 sedan from Volvo’s spin-off electric performance brand – which launched locally at the start of 2022.

Although Polestar 2 pricing officially starts from $63,900, a flagship Dual-motor Long Range model was provided for testing. That base model also quickly jumps in cost once options packs are included to add highly desirable features (and a more respectable safety kit).

The Hyundai IONIQ 5 is regarded by many as the most strikingly designed EV yet put into production, and it has proved to offer substance beyond its retro-futuristic sheetmetal – not least with a runners-up spot in our 2022 Wheels Car of the Year. It was pipped to Australia’s ultimate automotive accolade by its twin, the Kia EV6.

Last but certainly not least is another new-for-2022 EV – the Tesla Model Y, the SUV relative of the Model 3 sedan.

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

• EV Buyer’s Guide: Under $65,000
• EV Buyer’s Guide: $80K-$100K

JUMP AHEAD

• BEST BUY: Kia EV6 Air
  • $72,590 + on-road costs
  • Large SUV, 5 seats
  • Single-motor RWD, 77.4kWh battery
  • 528km range, 350kW fast charge
• Highly recommended: Tesla Model Y
  • $68,900 + on-road costs
  • Medium SUV, 5 seats
  • Single-motor RWD, 60kWh battery
  • 455km range, 210kW fast charge
• Highly recommended: Hyundai IONIQ 5 Dynamiq
  • $69,900 + on-road costs
  • Large SUV, 5 seats
  • Single-motor RWD, 72.6kWh battery
  • 481km range
• Polestar 2 Long Range
  • $69,900 + on-road costs
  • Small sedan, 5 seats
  • AWD dual motor, 78kWh battery
  • 480km range, 150kW fast charge
• Volvo XC40 Recharge
  • $79,490 + on-road costs
  • Small SUV, 5 seats
  • Dual-motor AWD, 75kWh battery
  • 450km range, 130kW fast charge

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

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Kia EV6 Air

Kathryn Fisk

The Kia EV6 is the brand’s first dedicated electric vehicle and its top-spec GT-Line AWD variant was the winner of Wheels Car of the Year in 2022.

But with that bar set so high, how does its lesser EV6 Air RWD sibling fare?

Pricing for the base-spec Air starts from $72,590 plus on-road costs, which unfortunately means it does not qualify for any current state-based EV incentives.

As standard, the EV6 Air gets features such as; three USB ports (one type A and two type C) in the front, plus two USB Cs for rear occupants, a wireless phone charger and a six-speaker sound system. It also has 19-inch machined alloy wheels.

What the Air sadly misses out on are features such as; a vehicle-to-load exterior adaptor, a head-up display, eight-way electrically adjustable seats, and a powered tailgate.

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The 12.3- plus 12.3-inch combined infotainment screen and digital instrument cluster set up found throughout Kia’s updated model range looks modern and borderline-futuristic in its appearance. It’s clean, easy to use and doesn’t try to be too over the top or clever, while still offering plenty of tweak-able options.

The Air’s black interior with light grey cloth headliner distinguishes it from its GT-Line counterparts and the cabin remains a neat, modern and inviting environment.

While its flush door handles add to the visual appeal and no doubt help with the aerodynamic gains, they unfortunately – from a practical family point of view – make trying to get them open while also trying to juggle a million other things in your hands nigh-on impossible.

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The EV6 was awarded a five-star ANCAP safety rating in 2022, and as standard benefits from safety features such as; lane keep assist, blind-sport collision warning and avoidance assist (with rear cross traffic too), and parking sensors front and rear.

In addition to lacking some modern creature comforts like heated seats and a powered tailgate, the Air variant is also bettered by the GT-Line in one quite important way – comfort.

The manual adjustment coupled with the cloth and artificial leather combo for the seats makes them harder than is desirable. Moreover, the back row is a little disappointing when it comes to comfort too. It cannot comfortably fit two adults plus a child’s car seat for more than a short journey. Legroom too suits only average-sized occupants.

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Storage in the EV6 is, however, capacious up front, where there are multiple areas to keep things – there are nooks in both doors for smaller items, a central cubby bin which is surprisingly deep, and a cavernous cradle underneath the floating centre console.

Having been tuned in Australia through the marque’s new local ride and handling program, the EV6 is well matched to our roads. The steering is well-balanced, neither too light nor too heavy. It’s controlled around corners and roundabouts, and gives the driver a confidence that the vehicle is well placed and weighted on the road.

The EV6’s low centre of gravity makes it feel more sports car than SUV, and thanks to a composed suspension it glides over uneven road surfaces with little fuss.

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A claimed 528-kilometre driving range comes courtesy of a 77.4kWh battery, and the EV6 is capable of using a type 2 350kW DC fast charger to go from 10 to 80 per cent in 18 minutes, or a 50kW DC fast charger in 73 minutes.

Kia Australia offers a seven-year/unlimited kilometre warranty, with a seven-year/150,000km battery protection and capped-price servicing. Servicing for the first year is $129 or a pre-paid service plan for the first three years is $594.

Kia has really outdone itself with the EV6, creating an exciting, capable and good-looking machine – compelling enough to entice petrol or diesel vehicle owners over to electric.

Where the Air variant falls down is on nice-to-have features, such as heated and electrically-adjusted seats and a powered tailgate, which are commonplace nowadays even on much cheaper cars.

SCORING: Kia EV6 Air

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Tesla Model Y

Alex Affat

The Model Y offers all the benefits of Tesla ownership, wrapped up in its most practical package yet.

Tesla’s long-awaited Model Y finally arrived locally in 2022, launching the entry-level rear-drive Standard Range from $72,300 (before on-road costs), or $6800 more than the entry-level Model 3.

Now, only a few months later, the Model Y has been reduced to an entry price of $68,900, marking a not insignificant improvement in its accessibility for Aussie motorists keen to move into the EV space.

The Californian-designed and Chinese-built Model Y and Model 3 siblings share around 75 per cent of their components, and you can see it in the light assemblies, door handles, mirrors, switchgear – everywhere. It’s a remarkable feat of efficiency, and one that seems inline with Tesla’s minimalist brand identity.

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The Model Y measures nearly six centimetres longer than the Model 3 sedan, at 4.75m, and is seven centimetres wider. The wheelbase is 1.5cm longer while the roofline, at its highest, measures 18cm taller than the smaller Model 3.

This all lends to an interior that, in particular for an already pared back Tesla cabin, feels tremendously airy and open. There’s an old joke about Tesla cabins looking like a Scandinavian lounge room, but in the Model Y… it really does.

The lack of buttons and switchgear, however, means that all of those controls need to go somewhere, and they’ve gone into the screen. It’s no secret that Tesla’s stubborn controls and interfaces can be frustrating to familiarise yourself with, but through the lens of long-term ownership, many of these initially dizzying differences will be ‘set and forget’ for most buyers.

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Front occupants gain an extra 1.7cm of headroom over the Model Y’s sedan-bodied sibling, while rear occupants benefit from an almost 4.5cm increase.

Standard kit includes 19-inch wheels, a 13-speaker premium audio system, electric front seats, heated front and rear seats, heated steering wheel and a full-length glass sunroof.

Safety features include blind-spot detection, lane-departure warning and forward collision assist. There is also a $5100 optionable Enhanced Autopilot package that adds auto lane-changing, auto overtaking, self parking functions and a comprehensive freeway adaptive cruise system.

Just like the minimal cabin further up, the boot is similarly capacious, measuring 854L to the roof (and including the deep underfloor storage bin), up a whopping 52 per cent over the Model 3’s 561L. Two release switches allow the rear seats to be folded from the rear, signalling real world liveability considerations from the tech-turned-carmaker. There’s also a further 117L of under bonnet storage up front.

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Being a bigger vehicle, the Model Y does concede some performance to the smaller Model 3, taking 0.8 seconds longer to complete the 0-100km/h sprint (Tesla claims 6.9sec).

WLTP driving range is rated at 455km. Over our 200km range test, the Model Y consumed 34.0kWh of energy for a tested consumption of 17.1kWh/100km and 335km real-world driving range.

It took 45 minutes to recuperate those 34.0kWh of energy, returning an average charge rate of 45.3kWh, placing it behind both Mercedes’, the BMW i4, Kia EV6 and Hyundai IONIQ 5. These results are a little unexpected. Blame being a bigger vehicle and long stretches of highway on our test route, but perhaps we can blame a slow public charger for unexpected charging rates.

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Elsewhere, the Model Y is a fine car to drive, with powerful standing acceleration, surprisingly sharp steering and good body control.

What’s interesting about Tesla is how much everything outside of the actual vehicle comes relevant to prospective ownership. Picking a Tesla gains you access to its more established supercharger network, and may even get you better parking at the shopping centre – both hugely underrated benefits.

Tesla’s vehicle warranty, however, is a little shorter than some, at four years/80,000km. The Model Y offers all the perks of Tesla product ownership that buyers expect and have grown to love, but offers it in arguably the most functionally appealing packaging yet.

SCORING

Specifications

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Hyundai IONIQ 5 Dynamiq

Alex Inwood

It was a breakthrough EV for Hyundai last year, but is the edgy IONIQ 5 still at the pointy end of the class in 2022?

Here’s a challenge: name an EV that turns more heads right now than the Hyundai IONIQ 5. Even if the big Hyundai’s edgy retro styling doesn’t tickle your particular fancy – anyone else see Lancia Delta Integrale in the profile? – there’s no denying it’s a striking thing to look at.

And as we discovered when the IONIQ 5 almost won our 2022 Car of the Year award (it was just edged by its swoopier Korean sibling, the Kia EV6), there’s plenty of substance to back up the strong focus on style. Rapid performance, ultra-fast 350kW charging and a palatial, thoughtfully designed cabin? Hyundai’s breakthrough EV is a compelling package. And at a reasonable price, too…

As is the way of the universe sometimes, though, the Hyundai IONIQ 5 you see here isn’t actually the newest model. Almost to the day that our megatest kicked off, Hyundai announced a sizeable MY23 update that adds a larger battery, more range, more power and – crucially – a revised chassis tune that aims to improve body control and bump absorption.

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It has also brought a price rise. The rear-drive Dynamiq variant we’re testing here, for example, jumps from $69,900 to $72,000 – but you do gain an extra 8kW (for a total of 168kW/350Nm) and a larger 77.4kWh battery that boosts the WLTP range by 26km to 507km, so it feels a worthwhile upgrade.

Still, while our test car mightn’t be the latest iteration, all of the bones that make the IONIQ 5 so enticing remain. The exterior is dripping with cool design details (the vertical light strips that ‘bleed’ through the front bumper and the sci-fi blocky taillights are our personal favourites) and inside the IONIQ 5 is incredibly roomy.

It’s built on Hyundai’s bespoke E-GMP platform so you score a completely flat floor and a 3000mm wheelbase that’s actually longer than you get in a seven-seat Hyundai Palisade, so the space inside verges on lounge-like.

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The cabin feels light, bright and welcoming and, thanks to a huge digital dash that pairs two 12.0-inch screens, it’s suitably techy and modern, too.

The twin screen layout has a whiff of Mercedes-Benz about it, which is no bad thing, but one area the Hyundai trounces the two Mercedes also in this test is cabin quality. Where the Mercs have thin, squeaky plastics, the Hyundai’s mix of materials feels a cut above. Wasn’t expecting that.

And there’s loads of storage. The cavernous centre console slides fore and aft, the drawer-like glovebox is large enough to fit a laptop, the boot is decent at 527L and because this is the rear-drive model, the ‘frunk’ grows to a useful 57 litres.

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You can also recline the front seats almost completely flat and there’s even a leg rest that extends, which makes this the pick of the field if you’re looking to relax while you wait for your EV to charge. Not that recharging takes that long.

The IONIQ 5 is built around an 800-Volt architecture that allows 350kW ultra-rapid charging so you can juice your battery from 10-80 percent in just 18 minutes. And in our charge test, which took the battery all the way to 100 percent, the IONIQ 5 has one of the faster charge rates and went from 59 percent to full in 35 minutes.

The IONIQ 5 isn’t perfect, though. The Lane Keep system is overly intrusive, for example, and while there’s a generous smattering of USB ports (three up front, two in the back) they’re USB-A. That’s old tech now when most cars, including the Kia EV6, offer USB-C. The Hyundai also can’t match the Kia’s seven year warranty and on a twisty section of road, the Kia is a different league.

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While it’s sprightly and refined on smooth surfaces (the 0-100km/h claim is 7.4sec) the IONIQ 5’s ride can feel unsettled and niggly over bumps. And on our challenging drive loop, body control was also a touch unruly. Here’s hoping the MY23 suspension tweaks deliver an improvement.

Even in outdated guise, however, the IONIQ 5 was one of the most convincing EVs in this megatest. It’s loaded with personality and its strong focus on design hasn’t been at the expense of how it performs as a roomy and comfortable family car.

The biggest issue is getting your hot little hands on one. Despite holding more than 30,000 expressions of interest, Hyundai has only delivered 758 so far in 2022 due to poor supply. Here’s hoping the taps open up soon…

SCORING

Specifications

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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

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Polestar 2 Long Range

Daniel Gardner

Polestar’s first Australian offering brings classic Swedish style and a sharp price but struggles to fast charge

If, among its mandarin collared fair trade linen shirts and neutral-coloured sustainable ceramics, Japanese home wares store Muji sold a car, it would almost certainly be the Polestar 2. Its understated but sharp design, beautiful but unpretentious materials and carefully considered functions would sit comfortably on shelves alongside the other minimalist products, as would its representatively affordable price.

The Polestar 2 range opens from $63,900 for the front-drive standard range but here we have the flagship which gets a bigger battery, all-wheel drive and a $73,400 price tag.

For that you get 19-inch alloys, LED headlights, auto wipers, heated front seats, cloth trim with “3D etched” decoration, eight-speaker stereo, a media system that was jointly developed with tech giant Google, front and rear parking sensors, reversing camera, dual-zone climate control, keyless entry and start, and powered tailgate with gesture control.

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What you won’t get are a full size spare wheel or even space saver – there’s a tyre repair kit, an artificially generated sound at low speeds, or automatic wipers which seems like a strange omission for such a tech packed and safety focused car.

Speaking of safety, lane-keep assist, forward AEB, lane and road departure warning, driver attention monitoring, road sign recognition are all included.

However, you’ll be asked extra for active cruise control, 360-degree cameras, blind-spot monitoring, front and rear cross-traffic alert, rear collision warning and rear AEB as part of the Pilot pack.

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Standard equipment is very well spoken for but it’s the less quantifiable touches that stand the Polestar experience out from the EV crowd. Its vast panoramic sunroof cleverly reflects a hidden Polestar star, the interior is adorned in beautiful materials like the exterior of a high-end Bluetooth speaker, while the keyfob is buttonless and tiny to avoid bulking out your key bunch.

If you’re getting a bit of a Volvo vibe from the Polestar then it’s not your imagination. The Polestar 2 is mechanically very similar to the Volvo XC 40 and C40 Recharge fraternal twins. They’re even offered with the same three variant/drivetrain options.

But as this one has been specced with the most potent Long Range battery and all-wheel drive, it offers the most rewarding driving experience. Acceleration, as you might expect for a car with 300kW and 660Nm with the traction to get it all to the ground, is excellent and Polestar claims the milestone 100km/h is done in 4.7 seconds.

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Ours was also treated to the Performance pack which costs $8000 and adds 20-inch wheels, Brembo brakes, those delicious ‘Swedish Gold’ seatbelts and Ohlins dampers. Strangely though, while the latter are adjustable, you have to get the tool box out to do it.

Whatever setting our car had been delivered in was pretty sweet for the conditions and the Polestar 2 has delightful road manners. Body control over horrid surfaces, even when cornering hard, is confident and its steering is precise. Steering weight can be adjusted but the ‘Firm’ setting feels a little false and is best left in the normal state.

The throttle calibration is also deft with an unusual linear progression rather than the more common program that does a majority of the acceleration in the first half of travel with an exponential drop-off in the second portion.

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And if you find some loose surfaces, the Polestar is an absolute hoot. With the Continental Sport Contact 6 rubber struggling to deal with damp dirt, the true nature of the playful ESC calibration comes to the surface.

Perhaps the only black mark on the 2’s score card is the difference between claimed and tested charging times. While the Swedish manufacturer claims up to 155kW charging is possible, in practice it took 1.5 hours to fully charge on a public fast charger.

The Polestar 2 doesn’t quite go to the full extent of Muji’s ‘no-brand’ policy, but it certainly does inject the market with competitive quality, performance and design without shouting about it. Polestar’s first Australian offering is the true quiet achiever.

SCORING

Specifications

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Volvo XC40 Recharge

John Law

The first ever all-electric production Volvo still holds its own with great dynamics, oodles of style, great technology and minimalist interior design.

The full title is 2022 Volvo XC40 Recharge Twin Pure Electric, but for the sake of word count, we’ll just call it the XC40 electric. It’s available in single- ($72,990) or as-tested twin-motor ($79,490) guise in Australia and an MY23 year model will hit showrooms imminently with minor style and technology updates.

In twin-motor trim 300kW of power and 660Nm of torque are claimed, as is a 0-100km/h sprint of 4.9 seconds. The figures sure feel accurate, if not a little conservative. This is a properly rapid small SUV when you want it to be.

Thankfully though, Volvo hasn’t only worked on pure pace, and the XC40’s drivetrain calibration is right up there with Tesla’s. There are only two regen settings: On or off and this car allows true one-pedal driving that feels natural but with a brake pedal that still inspires confidence when you need to use it.

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Where the XC40 struggles slightly is urban refinement. The ride quality on its 20-inch alloys is appreciably firmer than the Mercedes-Benz EVs. It isn’t uncompromising and feels higher quality than the Tesla Model Y, but the damping is strict.

Two stage adaptive dampers would probably help. There is also quite a noticeable boom from the rear suspension over bumps.

The trade-off is that the XC40 excels in bends. This SUV’s body control is really impressive, and although the steering is light and feel-free, it is direct and responsive. You can even get the XC40 to throttle steer through a bend; it’s a really talented package.

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The polish continues within where the XC40’s cabin has lovely vertical elements that introduce an airy and spacious feel. Tactile is the best way to describe Volvo (and Polestar’s) latest cabins, with ruffled carpets and textiles that are consistent enough to feel cohesive, varied enough to bring interest and premium enough to impress.

Sitting in the Volvo’s seats is a delight, they’re very adjustable, leather-appointed, have sliding leg support cushions and three-stage heating. Android Automotive powers the XC40’s infotainment system meaning native Google Maps and Spotify or Google music, it’s truly a seamless ecosystem. The XC40’s Harman Kardon sound system is one of the best, too.

The Volvo XC40 electric is also truly usable for four, or even five people. Its rear seats are generous for six-foot plus riders to have loads of head and knee room, with air vents and thoughtful touches like tactile marine carpet in the door cards.

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Where the Volvo does struggle is energy efficiency. It’s rated with 450km driving range in the WLTP cycle, but even Volvo’s public website gives a more cynical estimation of 360km range in mixed driving, which is incidentally almost exactly what we got on the test loop.

Over a 195km distance the XC40 electric averaged 20.5kWh/100km, giving it a 366km real-world range. Charging takes a while, too, the XC40 may be able to peak at 130kW DC, but it took us 65 minutes to add 40kWh, with a particularly extended last five per cent.

The Volvo XC40 is a really well-polished, sharp handling small SUV that isn’t silly expensive. It’s unfortunate the XC40 is so thirsty for electrons, because otherwise it’s an enticing vehicle. Of course, if you aren’t partial to the SUV body style, Volvo offers the swoopy C40 now, too, and Polestar sells the same underpinnings and battery in a handsome lifted sedan.

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VERDICT

Alex Inwood

BEST BUY: Kia EV6

HIGHLY RECOMMENDED: Tesla Model Y, Hyundai IONIQ 5

This segment includes three of our most highly rated EVs – the Kia EV6, Tesla Model Y and Hyundai IONIQ 5 – so it’s no surprise it was the most tightly contested. Splitting the Model Y and EV6 was especially tricky as they both achieved scores of 8.5/10. Ultimately, though, it was the Kia that snared the win.

The EV6 edges the Model Y for driver appeal – it’s more intuitive to use, and it delivered superior numbers in our charging and predicted-range tests. It’s also striking to look at and its style-driven cabin is comfortable, well-equipped and roomy.

If pared-back minimalism is more your thing, the Model Y is a convincing SUV. It’s not quite as good to drive as the Kia (or a Model 3 for that matter) but its cabin is spacious and well-equipped. It also brings the added benefit of Australia’s largest recharging network.

Hyundai’s IONIQ 5 takes third place, just ahead of the Polestar 2 that was a personal favourite for several testers (attracted to the Swede’s design and dynamics more than anything). While it’s worth waiting for the imminent MY23 that will bring increased range, and hopefully improved ride quality, the retro-futuristic IONIQ 5 is still good to drive and its interior impresses hugely for its airiness, practicality, and quality.

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

• EV Buyer’s Guide: Under $65,000
• EV Buyer’s Guide: $80K-$100K

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

Melbourne-born electric truck conversion company SEA Electric has signed a memorandum of understanding with MEVCO to supply all-electric Toyota HiLux and LandCruiser utes to use in the Australian mining sector.

MEVCO, which specialises in electrifying mining fleets, has committed to ordering 8500 units over the next five years as part of a partnership worth almost $1 billion.

More than half of the 2023 allocation has already been pre-sold, with demonstrators available in Brisbane, Melbourne and Perth.

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SEA-Electric HiLux and LandCruiser specs

The converted diesel-to-battery electric utes are available in various ‘mining-specific designs’ with 4×4 and 4×2 drivetrains, and adopt either the SEA-Drive 60 or 70 system for both models.

All batteries use the common nickel-manganese-cobalt (NMC) chemistry, have a claimed life cycle of up to 10 years, and are backed by a five-year warranty.

Both electric drive units feature vehicle-to-grid (V2G) bidirectional charging capabilities as standard, while DC fast charging capability is optional, which can replenish both batteries to 80 per cent (from an unknown starting point) in less than an hour.

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The HiLux and LandCruiser EVs have a system warranty of three-years/150,000km (whichever comes first).

“[This partnership] enables the world’s leading EV technology for heavy and light commercial trucks to be commercialised on a scale that makes sense for the bespoke needs of the mining sector,” MEVCO CEO Matt Cahir said.

“SEA Electric’s unique architecture is perfectly suited for the task, with the system’s high-torque characteristics ideally fit for purpose.”

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EVs for the mines

By going electric, fleets benefit from a more comfortable and healthier work environment with no noise, fumes, heat or vibrations, and lower maintenance and operating costs.

Converted Toyota LandCruiser 70 Series EVs are a growing hit with more landing in Australian mines.

New Zealand company Voltra was first to produce the eCruiser, a retrofitted electric LandCruiser 70 which was trialled in an Australian underground mine, while German player Huber is selling its LandCruiser retrofit kit to mining company suppliers in Australia via Miller Technology.

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VivoPower also signed a letter of intent with Toyota Australia to develop electric conversion kits for the LandCruiser in 2021, and mining giant BHP has tested a single-cab electric LandCruiser (dubbed the Workhorse EV) at a nickel mine in Western Australia.

Beyond the mines, Brisbane-based startup ROEV is offering EV conversions for other fleets wanting to give 2016 or older Toyota HiLux and Ford Rangers a new lease on life, priced from $47,990 on top of the vehicle cost.

October 2023: Toyota EPU ute concept revealed

Toyota is getting serious about booting up an electric ute, although this one is of a unibody design.

Chevrolet’s iconic sports car has received electrified power for the first time, as it prepares to shift to an all-electric future.

The 2024 Chevrolet Corvette E-Ray hybrid debuted overnight – and it’s locked in for Australia.

The news comes as the American brand celebrates 70 years since the reveal of the first-generation ‘Vette at Motorama in New York City in 1953.

“It is with great excitement that we can confirm that the next-gen Corvette, the E-Ray, will make its way Down Under. Stay tuned for more details,” said a spokesperson for GM Speciality Vehicles (GMSV).

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Under the skin, it features an electronic all-wheel drive system, with an electric motor mounted to the front axle to not only boost traction, but also power – making it the “quickest production Corvette in history”.

It has a claimed 0-60mph (0-97km/h) time of 2.5 seconds and a quarter-mile (0.4km) time of 10.5 seconds – making it one-tenth of a second quicker than the Corvette Z06, respectively.

The electrified Corvette E-Ray is powered by the 6.2-litre ‘LT2’ naturally-aspirated V8 from the standard Corvette Stingray, producing 369kW and 639Nm – but it is matched with a 119kW/170Nm electric motor, for a 448kW total system output.

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A 1.9kWh lithium-ion battery pack is located between the seats, which is charged via regenerative braking and in normal driving, with no plugging-in required.

For those – a small few, no doubt – wishing to reduce the vocal aura of the Corvette’s small-block V8, the E-Ray offers a ‘Stealth’ drive mode, allowing the vehicle to start in all-electric mode, and drive under “electric propulsion in certain conditions” at up to 72km/h.

Chevrolet claims the “electric front motor works in harmony with the LT2 engine to create an invigorating sound.”

Hear it for yourself in the video below…

Instead, the benefit of the hybrid powertrain is at the race track, with torque applied to the front axle “as needed”, while the six drive modes – Tour, Sport, Track, Weather, My Mode and Z-Mode – have been optimised for its eAWD system.

A Charge+ feature is also available to “maximise battery state of charge for extended lapping”, and the unique E-Ray Performance application in the infotainment system provides information about the operation of the propulsion system.

It shares its wide-body proportions with the flagship Corvette Z06, at 91 millimetres wider than the Stingray, with larger wheels to manage the increased torque, as well as its unique exterior trims.

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However, the addition of electric components is at the cost of added mass, with the Corvette E-Ray weighing between 1712 kilograms for the coupe and 1749kg for the convertible (without fluids), which is around 200 kilograms heavier than a standard C8 Stingray.

Chevrolet has fitted lightweight 20- or 21-inch alloy wheels with Michelin Pilot Sport all-season tyres, while Pilot Sport 4S summer tyres are available in the optional performance package.

Other revisions include; a unique E-Ray blue stripe package, ‘carbon flash’ badging, optional carbon fibre trims, and minor changes inside for the hybrid features.

It debuts several changes for the entire 2024 Chevrolet Corvette range, including active safety technology – such as autonomous emergency braking and lane-keep assist – for the first time.

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There’s also the brand’s latest Android-based infotainment system, a green-accented interior, and three new exterior colours: riptide blue, seawolf grey, and cacti.

The 2024 Chevrolet Corvette E-Ray hybrid will launch in the United States this year, priced from $104,295 (AU$149,250) for the coupe and $111,295 (AU$159,250) for the convertible.

For context, the standard C8 Corvette Stingray is priced at $65,895 (AU$94,300) in the United States, while the Z06 is listed at $106,695 (AU$152,700).

This suggests a hefty premium when both models arrive here in the coming months, as the entry C8 Stingray is priced from $144,900 before on-road costs in Australia.