The new 2023 BMW M3 Touring, revealed only a few days ago, has appeared as the new MotoGP Safety Car this week, decked out with appropriate livery and lighting.

It’s likely we’ll see the hot new wagon do duty as a police car somewhere in the world, sometime soon – but for now, this Safety Car trim offers a good idea of how mean it’d look on patrol.

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For its duties on track, the M3 Touring gets a livery made up of the M division’s iconic tricolor stripes – the centre colour used to be violet to represent the blue and red combined, but nowadays it’s simply a darker blue.

Over the years, the design of the M logo and the M stripes has been carefully refined, with the color purple changed to a dark blue, for example.

BMW M’s 50 Years celebrations are also observed in the livery, and – as you’d expect for a car that needs to be seen and obeyed – the M3 Touring Safety Car is also decked out in a full set of lights on the roof and in the grille.

And how about those stacked quad pipes at the rear? ?

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The lit-up wagon will make its track duty debut at the MotorGP British Grand Prix in August.

Along with that reveal, we’ve also now seen the M3 Touring in a third colour, following its initial debut in grey and black.

Making its Goodwood Festival of Speed debut, the longroof M3 was shown in a suitably eye-catching Daytona Violet. BMW hasn’t released any official shots.

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BMW M3 Touring for Australia

The Touring will come to Australia in Competition trim only, with a 3.0-litre, twin-turbo straight-six delivering 375kW of power and 650Nm of torque, sent to the xDrive AWD system through an eight-speed torque-converter automatic.

BMW M says the M3 Touring will complete the 0-100km/h sprint in just 3.6 seconds – roughly 0.3 seconds faster than its rear-wheel-drive siblings.

Watch for more local details in the months to come, ahead of its first-quarter 2023 launch.

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The Daytona Violet photos shown here are from CarScoops.

In Australia, each state and territory is responsible for its own road rules, leaving some key differences for motorists to get their heads around.

While the most important rules are identical in the eight jurisdictions, some legislation varies.

Therefore, it can be important for tourists to understand the road rules that differ by state or territory in Australia when travelling in the nation.

Here are eight road rules which are inconsistent across Australia.

NOTE: The following content is a guide only and does not substitute official information provided by authorities.

Please consult the government/transport authority of your state/territory, or place you’re visiting, for information on road rules.

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Mobile phones

In NSW, Victoria, Tasmania and the Territories, all learner and probationary drivers must not use a mobile phone – including hands-free – for any purpose when driving, including while stationary but not parked.

While these laws extend to Queensland and SA, P2 drivers can use a mobile phone hands-free.

The line is clearer for fully-licensed drivers, and every licence holder in WA.

In all eight jurisdictions, it is legal to use a mobile phone to make or receive a phone call, listen to music/audio, or navigate while driving. Physically touching a phone or using it for other purposes – such as text messaging, video calls or email – is prohibited.

However, the finer points surrounding these laws are where things can get a little cloudy.

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For instance, when paying with a phone at a drive-through window or using a phone for another purpose when stopped, Victorian drivers must switch their engine off and apply their parking brake to comply with the law legally. In contrast, motorists in NSW are permitted to use wallet functions when stationary and off the road or to access their digital licence.

From July 26, 2021, like NSW, laws in Queensland surrounding mobile phone use when stopped became more lenient. Drivers are now allowed to pay for goods or services, gain access to or from a car park or present a digital driver’s licence and other documents to police using their mobile phone.

The rollout of mobile phone detection cameras is also ramping up across Australia. Drivers in Victoria, NSW, Queensland and the ACT may have already noticed detection cameras for distracted drivers, with SA expected to begin its rollout in September 2022.

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Victoria will begin its rollout of these ‘next-generation cameras’ in 2023, following a three-month trial in early 2021.

Western Australia will begin trialling mobile point-to-point cameras to target phone use while driving from July 1, 2022.

There are no plans for mobile phone detection cameras in Tasmania or the NT at the time of publication.

Drinking alcohol in the car

In Queensland, Tasmania and the ACT, the driver and passengers must not open or consume alcohol while driving, but other passengers can open and consume alcohol in NSW, Victoria and SA.

Residents in WA could be penalised for opening or consuming alcohol in a car as a driver or passenger, even while stationary on a public street.

No specific law applies in the NT; however, a driver must not exceed the blood alcohol limit. It is also illegal to consume alcohol in certain regions (Dry Areas) in the Top End – severe penalties apply for drinking alcohol in these areas.

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Sleeping in the car

In NSW and the ACT, a person can sleep or live in a car if parking is permitted where the vehicle is situated. Likewise, WA, SA and Tasmania allow a person to sleep or live in a car; however, restrictions apply to certain areas, such as beaches and reserves.

Victorian legislation follows the same path, but it is important to check local council laws as many local government areas have passed by-laws prohibiting it.

Queensland has the most rigid laws in the nation on this front, with the ability to do so completely banned unless the vehicle is at a designated camping-ground.

Camping in a public place is “actively discouraged” in the NT.

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Unattended vehicle

Across every state and territory in Australia, a vehicle is considered ‘unattended’ once the driver is more than three metres away from their car. It is then dictated that drivers must remove the keys from the vehicle, parking brake applied and doors locked if no occupants over 16 remain in the car.

Drivers across Australia must also ensure all windows are up, but some leniency does apply. In Victoria and Queensland, the window can have an open gap of 5cm or less, while every other state except Tasmania imposes a stricter 2cm limit (no specific gap is allowed in the Apple Isle).

U-turns

Victoria is the only jurisdiction in Australia where motorists can make a U-turn at all intersections, including traffic lights, unless there are continuous lines or a ‘no U-turn’ sign applies.

For drivers in WA, Tasmania and the Territories, making a U-turn is allowed at all intersections, but not at traffic lights (unless signed otherwise) or if a ‘no U-turn’ sign is located at the intersection.

In NSW, Queensland and SA a U-turn is not permitted unless signed otherwise.

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Safe gaps

In Victoria, NSW, WA and Tasmania, drivers must keep a ‘two-second gap’ between the car in front, with every other state and territory requiring a larger ‘three-second gap’.

The space between you and the car in front can be determined by picking a solid object beside the road and counting the time it takes from when the vehicle in front passes it.

Slowing down for emergency vehicles

In Victoria, WA, Tasmania and the ACT, you must slow down to 40km/h and move over (if possible) when approaching a stationary emergency vehicle with its lights flashing or siren on. The law also extends to emergency vehicles moving at less than 10km/h in Victoria.

Drivers in SA must slow to 25km/h, while NSW law states drivers must reduce their speed to 40km/h on a road with a posted limit of less than 80km/h, with roads above 90km/h requiring motorists to slow down to a ‘safe and reasonable speed’ and change lanes to keep the one next to the emergency vehicle free on wider roads.

This includes enforcement and emergency vehicles with either red and blue or magenta flashing lights, or an alarm sounding, in Victoria and Tasmania.

Meanwhile, drivers must also slow down for vehicles with yellow flashing lights – such as tow trucks – in New South Wales.

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Roundabouts

In all states, motorists must give way to vehicles already in the roundabout (both left and right) and indicate their direction when not driving straight through. In multi-lane roundabouts, drivers must position their vehicle in the direction of the signs or arrows on the road before or whilst in the roundabout.

Authorities in Queensland, WA and the NT state drivers must indicate when leaving a roundabout, even when driving straight through.

All other jurisdictions – excluding the ACT – require drivers to indicate when leaving if “practical to do so.”

Drivers in the ACT are regulated by the unique ‘halfway around’ rule. This means drivers exiting before the halfway point of the roundabout must enter using the left lane and indicate left and those exiting after the halfway point must enter using the right lane and indicate right.

If driving straight through, drivers must “indicate off” the roundabout after they pass the preceding exit to the one they are going to take.

UPDATE, June 24, 2022: Polestar lists on Nasdaq in New York

Swedish electric performance brand Polestar has begun trading on the Nasdaq in New York as of today, June 24.

Representatives of the firm will ring the opening bell at Nasdaq on Monday to celebrate its debut as a publicly traded company, listed under the ticker ‘PSNY’.

“This is a hugely proud moment for the entire team at Polestar,” said CEO Thomas Ingenlath.

“We will now open a new chapter in our story that can be summarised in one word – growth. By 2025 we aim to be selling 290,000 cars per year, 10 times as many as we sold in 2021. We already have a real and successful business; this listing gives us the funds and platform to help deliver our ambitious future plans and drive industry-leading sustainability goals forward.”

The listing was conducted in partnership with Gores Guggenheim, Inc., a Special Purpose Acquisition Company formed by affiliates of The Gores Group and Guggenheim Capital, LLC.

For more on Polestar’s listing and growth plans, read our original story below.

The story to here

September, 27, 2021: Polestar to go public

Electric performance car company Polestar is to go public as part of a special purpose acquisition company worth US$20 billion.

The Volvo spin-off firm made the announcement on Monday following weeks of speculation.

The Swedish carmaker will combine with Gores Guggenheim, a special purpose acquisition company (SPAC) backed by billionaire private equity investor Alec Gores and Guggenheim Capital.

The AU$27.5bn deal would rank Polestar, which was founded in 2017 by Volvo and Chinese owner Geely, as one of the most valuable electric vehicle companies to list through a SPAC.

But it’s not alone in doing so – fellow EV manufacturer Rivian is also planning to follow the likes of Faraday and Lucid into the stockmarket, with an expected IPO in November – aiming to raise somewhere in the region of US$80 billion (AU$109bn).

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The Polestar deal is expected to close in the first half of 2022, subject to approval by Gores Guggenheim’s stockholders and other terms and conditions. When complete it will be worth three times the revenue from 2023 and 1.5 times what the company expects in 2024.

The proceeds from the partnership will be used to help fund investment in products and the expansion of Polestar’s operations and markets.

Polestar currently has two models in production and rapidly growing sales in 14 markets across three continents. However, it expects to sell around 290,000 vehicles annually by 2025. Existing investors include Volvo Car Group and affiliates of Geely Chairman Eric Li, and actor Leonardo DiCaprio.

Earlier this year the Volvo spin-off announced the Polestar 2 line-up for 2021 – offering three powertrains for the EV with a driving range of 540km, which is due to land in Europe this month and on Australian shores by year’s end when the brand officially launches here.

The firm has previously teased its upcoming Polestar 3 – its first premium electric SUV – which is set to launch in 2022 as a rival to the Porsche Cayenne with a 600km driving range, as well as plans to launch two additional new models by 2024, expand into 30 markets globally by 2023 and develop a truly climate-neutral car by 2030.

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New teaser images also show the next two cars we can expect from the brand – officially confirmed to be called the Polestar 4 and Polestar 5.

The 4, set for a 2023 release, is expected to be a direct competitor to the Porsche Macan – while the 5, the production version of the Polestar Precept vehicle due for a 2024 arrival, aims to take the fight to the Panamera. Both models will also be capable of travelling 600km on a charge.

“This is a really exciting time for Polestar. We are thrilled about the targeted addition of three new premium electric cars to our line-up by 2024, starting with our first SUV expected in 2022,” said Thomas Ingenlath, Chief Executive Officer of Polestar.

“In Alec and the Gores Guggenheim team, we have found a partner with an impressive track record of bringing leading companies to the public markets.

“The proposed business combination and listing position Polestar as a financially strong, future-proof, global electric car company. It will enable us to accelerate our growth, strategy and most importantly, our mission towards sustainable mobility.”

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Alec Gores, Chairman and Chief Executive Officer of The Gores Group and Chairman of Gores Guggenheim, added: “Polestar is a stand-out company in the EV space – a design-led, sports-performance oriented electric [carmaker] focused on industry-leading sustainability solutions.

“The Company is truly differentiated from others given its premier vehicles, attractive financial profile, strong track record of performance, and the fact that it already has cars on the road across the globe. I had the privilege of seeing the line-up of upcoming models, and the cars represent best-in-class innovation and industry-leading design that set the brand apart.”

UPDATE, April 18 2023: Cyberster unveiled, Australian launch confirmed

The production version of the MG Cyberster has now been unveiled, at the 2023 Shanghai motor show, and it’s coming to Australia. Get all the details at the story linked below.

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June, 2022: Cyberster rendered!

Chinese-owned manufacturer MG is preparing to hark back to its British origins with a modern twist.

The forthcoming 2024 MG Cyberster was prematurely revealed in leaked patent images earlier this month, providing our best look yet at the electric roadster.

Now, a new pair of renderings by artist Theottle have illustrated how the Mazda MX-5-rivalling convertible could look on the road.

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An electric vehicle in the roadster segment has not existed since the demise of the first-generation Tesla Roadster in 2012, with no sign of the rapid ‘all-new’ model unveiled almost five years ago.

It will also become MG’s first roadster since the mid-engined, rear-wheel-drive F and TF stopped production in 2011 amid the brand’s shift from British (under Rover) to Chinese (SAIC) ownership.

Taking inspiration from the Cyberster concept revealed at the Shanghai Auto Show in April 2021, the production version will include various shared elements, including; a sculpted front bumper, similar alloy wheels, and a full-width LED light bar at the rear.

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MG’s latest design language debuted on the Mulan electric hatchback – potentially reaching Australia next year with the MG 4 nameplate – and will feature on the Cyberster, sporting an aggressive front clip, a sharp rear end, and Union Jack-inspired tail lights.

The tail lights, adapted from the concept, include a light strip running across the width of the Cyberster and a pair of arrows likely functioning as indicators, similar to the Mini range.

The roof of the MG Cyberster will be a soft-top design, with these renderings showcasing the roadster’s cover in its folded position.

No interior images of the production vehicle have been released; however, it’s likely to resemble the cabins found in recent MG models, with a large tablet-style infotainment screen and a digital instrument cluster.

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Including an electric powertrain and modern technology, the vehicle is unlikely to match the circa-$40,000 starting price of the current MX-5.

Still, it is currently unknown if the MG Cyberster outputs will rival entry-level sports cars – including the Mazda MX-5, Toyota GR86 and Subaru BRZ – or higher-end models, such as the Toyota Supra, BMW Z4, and the upcoming electric Porsche 718 Boxster.

The 2024 MG Cyberster electric roadster is expected to be unveiled within the next year – with a right-hand-drive version confirmed, leaving the door open for an Australian launch.

Vietnamese electric vehicle manufacturer VinFast is reportedly looking into producing its own fully-electric pick-up truck or ute for its key North American market.

As reported by Reuters, the start-up manufacturer is targeting the lucrative pick-up truck segment in the States as one of its next moves, potentially bolstering its existing vehicle line-up – which includes a number of SUVs and crossovers.

When asked about whether a pick-up truck could fit into its model plans, VinFast’s United States chief service officer, Craig Westbrook, said its options were open.

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“We want to serve the needs of the market,” Westbrook told Reuters.

“If we decide that’s what the market needs and that fits our brand especially, and I think it absolutely could, yeah. It’s something we should consider.”

Rivian became the first manufacturer to launch an electric truck last year with its R1T, although the start-up has since faced major production and financial woes which have limited output.

Ford is the first of the “Big Three” American manufacturers to introduce an EV pick-up to market, launching the F-150 Lightning this year before its Chevrolet and Ram rivals could produce their respective offerings.

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Earlier this year, VinFast revealed its five-strong model range for the North American market, with the five electric SUVs all set to be produced in Vietnam before being shipped over to the US.

Despite establishing a research and development branch in Australia back in 2019, VinFast pulled all of its local operations last year without warning, with no further intentions of being active in the local market.

UPDATE, June 24: Prodrive P25 allocation sells out

British firm Prodrive has confirmed its limited-run P25 has sold out, with all 25 examples snapped up at over $800,000 a piece.

Having revealed the Subaru Impreza WRX 22B STi tribute car earlier this week (see further below), the P25 made its public debut at the opening day of this year’s Goodwood Festival of Speed, with Prodrive confirming its allocation was accounted for.

It’s worth noting the £460,000 (AU$800,000) price tag was before taxes, although if you’re considering a heavily modified Subaru, which is over three-quarters of a million dollars, government charges probably aren’t too offputting.

The story to here

June 21: Prodrive P25 revealed with an $800,000 price tag

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Less than a month after first teasing its latest creation, Prodrive has unveiled the P25 – its modern interpretation of Subaru’s ultimate WRX STi.

Based upon the two-door Subaru Impreza coupe, which made its debut in the World Rally Championship (WRC) 25 years ago, Prodrive’s P25 has taken the WRX 22B STi and turned it into something truly special.

Here are some of the headlines: 300kW, 600Nm, a six-speed semi-automatic gearbox, launch control, anti-lag, a kerb weight of under 1200 kilograms and a £460,000 (AU$800,000) price tag.

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Everything about the P25 is upgraded from its Impreza donor, and its level of equipment arguably rivals that of the WRC97 car which inspired it. A carbon composite body has helped bring the weight down, while Bilstein dampers, an adjustable active centre differential and limited-slip differentials at the front and rear help to keep the power under control.

A 0-100km/h sprint time of under 3.5 seconds is achieved thanks to its 2.5-litre, flat-four Subaru engine, which has been majorly overhauled with; new cylinder liners, pistons, conrods, variable cam timing, a Garrett turbo and an Akrapovic titanium and stainless steel racing exhaust system.

AP Racing supplied the P25’s brakes, with six-pot calipers and 380 millimetre rotors at the front, while four-pot calipers and 350mm discs hang at the back – hiding behind 19×8.5-inch Prodrive wheels, shod in Bridgestone Potenza 235/35/19 rubber.

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Prodrive chairman and former WRC co-driver David Richards said the P25 is more than just a track weapon, with customers given the option to either keep its four seats or delete the second row in place of a partial roll cage.

“The iconic blue Subarus bring back memories of an extraordinary era of the WRC and it was the Impreza 22B that brought this rally car performance to the road,” said Richards.

“By reimagining this car using the latest technologies and materials the Prodrive P25 pays homage to its roots and there will be little else able to match its performance on the open road.

“I therefore believe we have achieved our vision of creating our own modern interpretation of the most iconic Subaru Impreza ever.”

Prodrive will be sending the P25 up the world-famous Goodwood hillclimb at this weekend’s Festival of Speed.

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May 27: Prodrive P25 Subaru WRX 22B STi tribute previewed, 25 to be built

The legendary Subaru Impreza WRX 22B STi is coming up on its 25th birthday, and British firm Prodrive has tapped into its roots to celebrate.

Simply called the P25, Prodive’s latest creation is based on a two-door Subaru Impreza WRX GC8 but with inspiration from the limited-run 22B STi which started production in 1998, with just 425 examples built worldwide.

Rather than the 2.2-litre, turbocharged flat-four engine found under the bonnet of the original road car and limited to 206kW, Prodrive says the P25 will be powered by a 300kW-plus, 2.5-litre boxer – now sending drive to all four wheels through a six-speed sequential transmission.

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Despite the 22B STi tipping the scales at a relatively lightweight 1270kg, the P25 promises to shed even more weight, going on a crash diet with a carbon-fibre chassis, promising better handling than ever before.

Prodrive founder and 1981 world championship-winning co-driver David Richards said the P25 is his brainchild, promising it will deliver on expectations to mate classic design with modern tech.

“The original 22B Impreza is considered the most iconic of Subarus and highly sought after,” said Richards.

“We wanted to enhance everything that made that car so special by applying the very latest technology to create our own modern interpretation of a car that’s established a place in motoring history.”

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Having run Subaru’s World Rally Championship program between 1990 and 2008, Prodrive campaigned the Legacy (or Liberty to us Australians) and the Impreza WRX for just shy of three decades, taking three drivers’ titles (1995, 2001 and 2003) and three constructors’ championships (1995-1997) in the process.

The P25 project will reform the team of lead designer Peter Stevens and technical director David Lapworth, both of whom worked on the original rally car.

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It’s not known how much Prodrive is asking for the P25, but given 22B STis have previously fetched over $400,000, it’s unlikely the British firm will be letting its creation go cheap.

One example in Wagga Wagga with just under 30,000km on the clock is currently up for sale on Collecting Cars, with bidding already up to $226,500 with less than five days remaining.

Prodrive has said the P25 is set for its public debut at this year’s Goodwood Festival of Speed, while just 25 examples will be built – being delivered to customers in the UK later this year.

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UPDATE, June 24: 1470kW Ford Electric Supervan debuts at Goodwood

Ford’s latest Supervan has been revealed, with the all-electric E-Transit Custom making its public debut at the Goodwood Festival of Speed.

Following on from the previous three iterations of Supervan (more further below), the Ford Pro Electric Supervan is the first to ditch an internal combustion engine and instead use electric motors – four of them, to be precise.

With a 50kWh liquid cooled-battery in the back and a motor on each axle, the Electric Supervan produces an eye-watering 1470kW – roughly 1000kW more than the Cosworth HB V8 engine which powered Supervan 3.

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Creature comforts such as Ford’s Sync infotainment system from the road-going E-Transit Custom have been carried across, while the Supervan features five selectable drive modes (road, track, drag, drift and rally), although it’s hard to imagine it being used in a situation which doesn’t call for full power.

Developed by Ford Performance, the Electric Supervan rides on a purpose-built, track-ready spaceframe chassis with lightweight composite body panels retaining the shape of its E-Transit Custom base.

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“The chance to be part of the iconic SuperVan story and reimagine what it could be in the 21st century was a dream opportunity,” said Ford of Europe design director, Amko Leenarts.

“The fourth chapter of the Supervan story is designed to be the fastest, most extreme yet while keeping the Transit DNA. The proportions are a more dramatic version of what we developed for the E-Transit Custom and the front light bar creates a futuristic expression, making the Electric Supervan the absolute pinnacle of Transit design language.”

The E-Transit Custom has been locked in for a local berth in 2024, with the electric van joining its bigger E-Transit sibling as a part of Ford Australia’s electrified line-up.

The story to here

June 22: Ford to debut electric Transit Custom Supervan at Goodwood

After a 28-year hiatus, Ford has confirmed its Supervan will return – setting its debut for this weekend’s Goodwood Festival of Speed.

Set to be based on Ford’s latest all-electric E-Transit Custom, no specifications have been revealed as yet for Supervan 4, but expect a dual-motor setup and aerodynamic aids to be fitted to the latest creation for fast runs up the Goodwood hillclimb.

Ford’s Transit van has always been seen as a tool rather than an inspiration since its inception in 1965.

Having revolutionised the commercial vehicle segment in the United Kingdom, Ford has occasionally turned its workhorse into something fun – the Supervan.

Based on the Transit, the Supervans were used as promotional vehicles for the Blue Oval from 1971 until the Supervan 3 of 1994, underpinned by Ford’s best racing equipment to show off what would happen if the tradie’s ultimate tool was made for the race track.

“Since 1971, Ford Supervans have been about exploring what is possible with Transit and pushing the boundaries of performance,” said global director of Ford Performance, Mark Rushbrook.

“The new Ford Pro Electric Supervan ushers in a whole new era of possibilities with an electrified powertrain and the enhanced connectivity of our new, all-electric E-Transit Custom.”

While it’s not known if the new Ford Pro Electric Supervan will come to Australia as a part of its promotional tour, the standard E-Transit Custom has been locked in for a local berth in 2024, joining Ford Australia’s growing fleet of electrified vehicles.

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Super quick Supervan history

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Supervan

The original Supervan was launched in 1971 and underpinned by a Ford GT40 chassis with power coming from the Le Mans racer’s V8.

Its body was based on the six-year-old Mk1 Transit, something which prevented the white and blue-striped slab from pushing past 250km/h.

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Supervan 2

Transit fans would have to wait until 1984 for the next Supervan. Dubbed Supervan 2 (very original), it was based on the Mk2 facelift, although little of the original van remained.

Its fibreglass body covered the chassis of Ford’s C100 Group C endurance racer, with the 4.0-litre Cosworth DFL engine powering it – not the DFV as many think.

Less than a year after its debut, the new Transit came out, all but making it obsolete.

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Supervan 3

The third iteration of Supervan was launched in 1994 to promote the facelifted Mk 3 Transit, with an even more radical design than its predecessors.

Massive front air dams, side skirts and a rear wing were fitted to the seven-eighths scale fibreglass body, while power was now sourced from a Cosworth HB engine – the motor which delivered Michael Schumacher his first F1 title with Benetton.

Refurbished in 2004 and now fitted with a Cosworth V6 engine, Supervan 3 was the last of its breed to be powered by an internal combustion engine.

While now in its third year of production, there’s something about the timing of Tesla Model Y’s Australian release that feels about right.

If the Model S and Model X built the church, and the Model 3, the top-selling EV in Australia by a country furlong, spread Tesla’s widespread acceptance beyond the sanctum of devout pilgrims, the Model Y’s mid-sized SUV pitch, looks dressed for success. 

“We’re working on accelerating RHD production,” Elon Musk tweeted of versions it manufactures in China. “Didn’t expect demand to be so high.”

One week after Model Y lobbed into local showrooms, with wait times on new orders bolting out to a year or so at last count, Tesla upped the price of the two-variant line-up. It’s another in a long line of move demonstrated by a company that famously – or infamously – plays by its own rules.

Editor’s note: Kia is also improving supply of EV6 to Australia, if in only moderate numbers, with another 100 expected soon.

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Tesla’s most broadly palatable model to date arrives in an accelerating groundswell of local interest in tyre-kicking electrification, much of it due to the American company’s growing popularity, a lot of it propelled by fuel prices and a proliferation of new EV releases from elsewhere.

The Model Y enters a level of diverse and viable competition Tesla’s previous releases didn’t have to contend with.

There’s arguably no fitter rival for Tesla Model Y than Kia EV6, its flagship of a three-variant range, the dual-motor GT-Line, the reigning Wheels COTY champ.

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Price and specs

The two nameplates make for natural nemeses at entry level, single-motor rear-drive grades.

The EV6 Air RWD, at $67,900, was tantalisingly close to the launch price of the lower-grade Model Y RWD’s $68,900.

At least, that was before Tesla swiftly upped its ante to $72,300 (and closer in pricing to the EV6’s mid-range GT-Line RWD).

Still, this is ground level for two protagonists offering similarly sized five-door, five-seaters serving SUV-crossover roles with pricing at which they’ll be naturally cross-shopped.

Cut and dried? Only to a point.

That’s because in sizing them up, be it for review or as a purchase, the Tesla Y muddies the comparative waters through its maker’s dogged and unorthodox practice of secrecy around what is, in motoring, generally fundamental information – such as power, torque and battery capacity.

The Kia EV6 Air RWD outputs 168kW and 350Nm from its single electric motor and a 77.4kWh battery pack.

Driving range is up to 528 kilometres claimed while delivering 7.3-second 0-100km/h performance and a 185km/h top speed.

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Meanwhile, the Tesla Y RWD promises a swifter 6.9-second sprint and a higher 213km/h v-max, though advertised range is, at 455 kilometres, a fair bit short on its Korean rival.

As to the how and whys in technical addenda, well, Tesla isn’t all that inclined to disclose.

Put that down to ‘a tech company making cars’, as some do, even though the likes of Apple, say, divulges the finer technical minutiae of that new MacBook Pro you’ve had your eye on. Tesla’s ploy smacks a little more like Colonel Sanders protecting his 11 secrets herbs and spices.

You could surmise that the Model Y is a 220kW, 420Nm and 60-66kWh proposition in ballpark stats, though Tesla’s schtick – and that’s exactly what it is – is that its machine be sized up on capabilities rather than technicalities. Tesla figures you don’t need to know, even if you want to.

Tesla’s ploy smacks a little more like Colonel Sanders protecting his 11 secrets herbs and spices.

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In the Tesla, Autopilot semi-autonomy (adaptive cruise and lane keeping) is standard, though an Enhanced Autopilot ($5100) option can be had that adds Navigate on Autopilot, Auto lane Change, Autopark and Smart Summon functionality.

The EV6 fits some safety features – such as intersection AEB, rear-cross traffic alert and exit warning – not offered on its Tesla rival.

It’s also the only competitor in this twin-test to boast a five-star ANCAP rating.

All EV6 variants including the base Air fit the handy 3.6kW vehicle-to-load facility, under the rear seat bench, that can power appliances, laptops and like, in car on the fly.

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Design, interior and space

If you’re new to the Tesla experience, you quickly learn that so much about the hands-on experience is troweled heavily with the sort of schtick that, at times, can cause frustration, yet is the core of its charm.

With its coupe silhouette and an aggregated glasshouse that dwarfs its 19-inch rolling stock, the Model Y appears like a bloated Model 3, lacking the smaller sibling’s neater proportions in a look that’s quite homogenised yet distinctly Tesla.

The EV6 couldn’t appear more different: longer, lower, more ostentatious and futuristic, yet slab-sided and a little awkward in base Air guise bereft of the more upmarket GT-Line’s sporty accoutrement.

Each marks its distinctive presence in a crowd, though neither is the belle of the EV ball.

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The Tesla’s high roofline and expansive glass area, extending through to its full-length tinted panoramic roof, pays handsome dividends with the sense of airiness in the cabin, the spaciousness exacerbated by the marque’s signature ultra-minimalist interior design that looks copy and pasted from Model 3.

For what’s such a fundamentally adventurous format, there’s not much distinction or evolution for this new model.

The unusually high front seating offers fantastic outward visibility though it yields slightly unnatural driver ergonomics, in pedal and wheel placement, but you do become acclimatised quickly enough. Some of the rest of the execution, though, demands a longer learning curve.

The huge 15-inch central touchscreen as the access portal and information source for almost any requirement is Tesla’s experiential calling card. And while its intention of streamlining convenience is highly admirable, its hard departure from design convention demands much commitment and habit-breaking. And even then, the format has obvious drawbacks.

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In look, detail and general execution it largely mimics a computer screen. It’s crisp, clear and logical to navigate when you’re staring at it and, if you’re like me, wearing your reading glasses.

But for quick-glance legibility as instrumentation, it’s too far from the driver’s line of sight. And for accessing function adjustment most vehicles offer intuitive shortcut controls for, it’s incredibly distracting, compounded by unnecessary submenu digging for basic feature changes. And for either requirement, it’s quite hard to read.

Some motoring convention has been implemented with the wiper/indictor and drive-selector column stalks – perhaps begrudgingly – but much of Tesla’s user experience is compromised by the absence of fundamental features such as a head-up display or proper multifunctional wheel controls.

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The EV6’s cabin couldn’t be more different.

Its seating is lower, the ambience feels cosier, the theme is more vibrant and colourful. It’s a vastly fussier and feature-filled, almost achingly stylised, from the floating centre console to the curved display’s dual-12.3-inch display screens that, against the Tesla, makes the Kia feel like the bridge of the Starship Enterprise.

But for all of its overwrought nature and conspicuously techy pitch, the EV6 is wholly intuitive to use and offers a vastly more natural connection at its helm.

The Kia manages to balance the futuristic and the familiar in the right places.

Each EV glams up its cabin with some textural highlights – the fabric dash of the EV6, the wood-like trim garnish in the Model Y – though, on balance, the Tesla feels a little more upmarket.

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The Y’s cleaner, simpler execution sidesteps the sort of material diversity the Kia plies, the EV6 exposing more variety of plastic in more areas, some of it not particularly rich, some of it prone to scratches and evident wear.

Further, the fit and finish of our Tesla Y test car, from interior trim work to exterior shut lines, was exceptionally good for a breed that has been persistently kicked for shoddiness in the past.

In terms of solidity and an innate sense of quality, both EVs impress.

Both SUVs offer good second-row space. Unsurprisingly, the Kia’s long cabin, lower roofline and slimmer DLO translates directly into ample legroom if a cosier ambience, though not without a generous amount of all-round space.

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But, again, the sheer expanse of the Tesla’s side and roof glass together with its tall form feels to be a more open and airier even though by many measures the cabin isn’t quite as roomy as the Kia.

Either will seat three adults across in reasonable comfort.

Where the Tesla pulls a sizeable advantage inside is with luggage space.

The amalgamation of its long boot and huge underfloor storage tub offers a whopping 854 litres while the Kia makes do with a still-decent 490L. Added to this is superior ‘frunk’ storage of 117L to the EV6’s 52L.

The Tesla also exclusively brings a powered rear seat stowage and an electric tailgate.

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On the road

Kia’s Wheels COTY win demonstrated just how accomplished the dual-motor EV6 is as a drive and those qualities translate in this rear-driven Air version. Even given the measurably more modest performance available on tap.

The base EV6 is no firecracker, but its progressive thrust is ample enough to dial up respectable pace from the two-tonne Korean on command.

Around town, its response is more rounded than head-smacking urgent, but there’s enough on tap for instant gap-plugging or sudden overtaking from a cruising velocity.

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The three available drive modes present noticeable shifts in throttle take-up but few situations warrant venturing from its middling default.

The Kia’s four-stage brake regeneration system is very handy. At its assertive, one-pedal setting is perfectly calibrated for stop-start traffic, while its zero setting is ideal for a relaxed open-road cruise.

Adjustable via the paddleshifters, it serves scope to not have to constantly apply throttle pressure to maintain or adjust road speed, avoiding fatigue of the right leg muscles when you’re not using cruise control.

In contrast, the Tesla offers no adjustable regen. It offers a range of brake adjusting ‘stopping modes’ via a submenu, but nothing to alter throttle response on the fly, which smacks as a major missed trick.

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For its part, though, the two drive modes offered – Chill and Normal – bring calibrations cooperative and flexible enough to just negate the need for driver-selectable regen, though the Tesla does start to get tiring on the right leg muscles during long stints of around-town driving or when you’re not using Autopilot semi-autonomy.

On the march or at a cruise, the Tesla is a little crisper and surlier than the Kia. Flat out, it’s also swifter than the Korean by a measure than aligns with their respective acceleration claims. Fair enough. But with that comes a singular manner – albeit a well-judged one – that just doesn’t quite have the sort of well-rounded, more flexible drivability breadth demonstrated by the EV6’s powertrain.

Those characteristic differences carry over in their respective ride and handling packages.

On the march or at a cruise, the Tesla is a little crisper and surlier than the Kia. Flat out, it’s also swifter than the Korean by a measure than aligns with their respective acceleration claims.

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There’s an undeniable sporty undertow the Tesla tries to capture.

Its passive suspension is firm and only manages to drum up acceptable compliance at speed. Around town, it’s downright fidgety and overly terse, perhaps compounded by its low-profile 255/45 rubber, and some of the knocks and noises from the underbody hardware are excessive.

By marked contrast, the EV6 comparatively feels to ride more like a Mercedes-Benz S-Class. Like the Tesla it sits on passive suspension, but compliance is cushy and wonderfully disciplined, maintaining deft body control while smothering all manner of road imperfections.

Its narrower and chunkier 235/55 rubber surely contribute to taking some of the edge off, and there’s not a peep from the rolling stock or underpinnings, bringing a more premium and comfy vibe than the Tesla manages to muster up.

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The theme continues with the steering. The Tesla, with a scant two turns lock to lock, is quite alert off centre at any speed, the lack of sneeze factor demanding constant tiny inputs to track a straight line and causing pronounced dartiness in corners.

Across the winding backroad, the combination of its sharp front end and pitchy ride makes for an edgy experience that never really settles into a comfortable groove.

By comparison, the EV6 is measurably more fluid. Be it around town or on a back road, the Kia is much more relaxed and measurably more resolved, its more even steering and front end offering greater pinpoint accuracy. In Sport mode, it’s downright quick, if more relaxed than the Tesla, with fewer foibles and shortcomings.

By comparison, the EV6 is measurably more fluid. Be it around town or on a back road, the Kia is much more relaxed and measurably more resolved, its more even steering and front end offering greater pinpoint accuracy.

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Battery, charging and driving range

From fully charged, both EVs were driven as close enough to identically during assessment, never out of eyeshot of each other.

And after a 200-odd-kilometre journey, where remaining range and battery capacity were logged at various points along the way, the projected real-world ranges made for interesting data.

According to onboard logging, the EV6 had used 40 percent of its battery charge, whereas the Model Y had used 58 percent.

Against its 528km claim, the Kia was tracking toward 478kms of real-world range. Meanwhile, the Tesla, with its 455km claim, would run dry at around 334kms.

Peak real-world range is of headlining importance for EV owners heading out of town. And, indeed, it carries much weight in this twin-test’s final verdict. But it’s also just one data set in a much larger picture.

Another key factor is efficiency. And with that, the Tesla returned a more favourable figure of 15kWh/100km during assessed running against the Kia’s on-test result of 16.8kWh/100km.

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Against its 528km claim, the Kia was tracking toward 478kms of real-world range. Meanwhile, the Tesla, with its 455km claim, would run dry at around 334kms.

Of course, from here the holistic ownership propositions get more complicated once you open the rabbit hole of recharging. Particularly given that Tesla isn’t willing to make claims of recharge time for its vehicles.

Tesla’s real ace is that owners can use its widespread proprietary Supercharger network as well as public chargers – some 350kW fast-charging, some not (50kW) – that other marque’s EVs, such as Kia’s EV6, are effectively limited to. That’s a helluva dangling carrot Tesla’s way when it comes to convenience benefit.

The jury is out, but some sources suggest that the Tesla Y’s recharge times are not unlike the EV6’s: around 18 minutes for 10 to 80 per cent with 350kW DC fast charging, around 73 minutes using a 50kW charging station, or under eight hours using a typical wallbox charger.

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VERDICT

Throw in disparities in equipment and safety (see sidebar) and from a broader viewpoint there’s much to skew buyer preferences and cloud a twin-test verdict. However, it’s the Kia that shines more brightly in core, hands-on goodness that lands the victory Korea’s way.

Ignoring the distraction of trinkets, techno-gimmickry and, yes, schtick, the EV6 is the better all-round drive. It’s comfier, more cooperative and less demanding, while offering a more resolved ride and handling package. In short, it’s more pleasant to spend time in.

The EV6 isn’t the quicker of the two steeds, though as base-level protagonists, extreme performance is no high priority here for this pair. It’s simply nicer, easier and more intuitive to drive with many on-road virtues, and quick enough when you want it to be.

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The Kia is also more affordable. And that’s before you factor in some of the State rebates it qualifies for, potentially saving thousands, for which the Tesla doesn’t qualify. Further, Kia’s seven-year warranty trumps the Tesla’s by three years.

The EV6 displayed demonstrably superior potential range. Sure, the Korean marque can’t compete with the advantage of Tesla’s dedicated charging infrastructure (or the phone app connectivity of its rival). But that doesn’t necessarily put it at a disadvantage against the wider EV landscape.

In short, the EV6 Air RWD confidently ticks all of the boxes an entry EV needs to, impressively so, with nary a sign of any compromise or shortcomings.

SCORING

EV6 Air: 8.6/10

Safety, value and features 8.5 Comfort and space 8.5 Engine and gearbox 8.5 Ride and handling 9.0 Technology 8.5

Tesla Model Y: 7.9/10

Safety, value and features 8.0 Comfort and space 8.5 Engine and gearbox 8.0 Ride and handling 6.5 Technology 8.5

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With the new limited edition 2022 Audi Q5 35TDI, Audi brings to market an intelligently positioned mid-size premium SUV that not only lowers the Q5’s barrier to entry in terms of purchase price but in these times of soaring fuel prices, combines a well-timed combination of efficiency with smart packaging and useful features.

A considered trimming of some extraneous luxuries means the Q5 35TDI offers much of the premium ownership experience that buyers have come to expect of Audi’s exceedingly popular Q5, at the lowest price of entry currently available in the range.

This second generation of Q5 launched in 2017 and recently underwent a facelift for 2022 that brings updated tech and sharp styling tweaks. While the new 35TDI powertrain configuration initially arrives with limited edition status, it’s expected to permanently join the Audi Q5 range in the near future.

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Based atop Volkswagen Group’s tried and tested MLB Evo platform, the Q5’s architecture is a known quantity and there are good bones to build from. Helping lower the cost, too, sees the new Q5 35TDI ditch its rear driveshafts, opting for an Australian-first front-wheel-drive Q5 experience.

The familiar 2.0-litre four-cylinder turbo-diesel mill has also had its wick turned down, sending 120kW/370Nm forwards via a seven-speed dual-clutch transmission.

What it might lack in muscles, however, it makes up for in fuel efficiency – says Audi – with a claimed combined consumption figure of 4.8 litres per 100km.

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The lack of some omitted features is noticeable but, by and large, the new Q5 35TDI trades well on its premium build, presentation, feel and comfort – making the daily grind that bit more bearable.

Pricing and Features

With a manufacturer’s list price of $68,350 (before on-road costs), the new Q5 35TDI undercuts the most affordable series production Q5 40TDI by $4350. It also pips entry-level premium rivals such as the $69,490 Volvo XC60 B5 Momentum, $73,900 BMW X3 sDrive 20i, and $78,114 Mercedes-Benz GLC200 (all before on-road costs).

For your dollars, the Q5 35TDI comes generously equipped as standard, featuring: 20-inch Audi Sport Y-spoke alloy wheels, LED headlights with daytime running lights and LED rear lights, keyless entry and start, electric tailgate with gesture control, heated exterior mirrors and windscreen washer jets.

There’s also heated and electrically adjustable front seats, leather upholstery, three-zone climate control, auto-dimming mirror, adjustable 30-colour ambient lighting, a 10.1-inch infotainment touchscreen featuring the latest Audi MMI system, wireless Android Auto and wireless Apple CarPlay, DAB+ radio, high beam assist and privacy glass in the rear and rear side windows.

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A welcome safety suite includes autonomous emergency braking (AEB) and pedestrian detection, front and rear parking sensors, active lane keep assist, light and rain sensor and a rear view camera.

The $1769 optional Assistance Package also adds adaptive cruise control with autonomous stop and go, self-steering parking assistance, exterior mirrors with heating, folding and auto-dipping functions, and a 360-degree camera.

Sadly, due to the ongoing global semiconductor shortage, safety features such as blind-spot monitoring, rear-cross traffic alert and exit warning are currently unavailable for order on the initially limited edition Q5 35TDI.

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Comfort and Space

Sliding into the Q5 sees you greeted by a smart and airy monochrome cabin, swathed in leather and premium-feeling soft-touch materials. It’s a very nice place to be. There’s a welcome mix of both physical button shortcuts for most main features, combined with the intuitive and fluid latest iteration of Audi’s MMI infotainment system.

Conventional analogue gauges flank a seven-inch digital colour display (no full-faced Virtual Cockpit here) and offer their own charm with instantly clear legibility combined with the handy digital display, which can be cycled through various information readouts.

The lack of a wireless phone charger is perhaps the most noticeable omission; however, buyers of this particular variant aren’t being punished. The feature is currently unavailable across the entire Q5 range thanks to the aforementioned semiconductor shortage. An easily-accessible USB-A port and a 12V socket will take care of your charging needs.

Sliding into the Q5 sees you greeted by a smart and airy monochrome cabin, swathed in leather and premium-feeling soft-touch materials. It’s a very nice place to be.

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There’s a stack of adjustment to be found in both the driver’s seat (electric) and steering column (manual), catering for drivers of all shapes, big and small. Set the seat at its lowest, the wheel at its closest, and the driving position even feels a bit ‘sporty’. Conversely, the seat goes quite high for those short of stature, or simply for maximising forward visibility over traffic.

Moving to the back row, at 175cm tall and seated behind my own driving position, there is an abundance of space for adult occupants, in the outboard seats, at least.

There is ample headroom above, plenty of knee room to the seat ahead and shocking amounts of toe room (it should really be described as feet or shoe room in this instance) beneath the hugely adjustable front seats.

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For those at the back, there are also map nets behind the front seats, two rearward air vents with their own climate control interface, two USB-C ports and a conventional 12V socket.

Out back, the boot opens with a handily large aperture to a flat-floored 520 litres of cargo space. Fold down the versatile 40:20:40 second row, via the handy release tabs, and this swells to an impressive 1520 litres.

There are also floor-mounted fastening points and two netted storage receptacles at either side.

The electric tailgate is a boon for overall quality of life. If you’ve never tried it, it may sound novel, but it’s a genuinely transformative and welcome convenience feature in practice.

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On the Road

Prod the starter button and set off, and the Q5 instantly reveals itself as a polished and comfy commuter. In-cabin noise, vibration and harshness (NVH) suppression is as good as you’d expect from this class.

The steering is light in typically Audi fashion, but it’s accurate and you’ll never find yourself entering a corner having misjudged the amount of lock to input.

It’s not completely devoid of feel, either, offering subtle but welcome feedback through the hands that communicates the gist of the road beneath without becoming terse or fidgety.

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A modest turning circle of 11.6 metres, smaller than the likes of the Mercedes-Benz GLC and BMW X3, eases navigating the urban sprawl.

The throttle calibration is conservative and a little lazy by default but, despite only mustering up a maximum of 120kW from 3250-4200rpm, there’s none of the powertrain lag that afflicted another larger 170kW 3.0-litre V6 turbodiesel Volkswagen Group SUV I drove recently.

Off idle, the mill feels a little breathless, but the feeling is fleeting as torque soon swells into an admirable 370Nm, accessed from as low as 1500rpm. Once up and running, the Q5 makes ease of meaningful progress and certainly doesn’t find itself lagging behind the pack when setting off from the traffic lights.

Prod the starter button and set off, and the Q5 instantly reveals itself as a polished and comfy commuter. In-cabin noise, vibration and harshness (NVH) suppression is as good as you’d expect from this class.

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Varied drive modes with their own damper settings offer a wide bandwidth of ride and comfort across a variety of scenarios. Comfort mode does what it says on the tin, with a cushy ride that glides over small imperfections and soaks up large compressions with ease at inner-city road speeds.

Alloy wheels measuring 20-inches are smaller than the 21-inch rims available further up the range, and further contribute to a cushy ride with chunky 255/45 tyres.

At slower urban speeds, however, the soft damping of Comfort mode can make the car take longer to settle after large bumps in the road. Dynamic mode antidotes this by firming up the dampers just so, offering a nicely tied-down feeling without becoming overly harsh or uncomfortable.

Dynamic mode also livens up the throttle pedal response nicely to what might be described as ‘default’ in other vehicles.

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While Audis are often hallmarked by the brand’s signature Quattro all-wheel-drive system, the new 35TDI stands unique in the Q5 range as an Australian-first front-driver.

While this might negate much of its all-terrain image and ability to tackle snow-covered roads, it’s an easy trade-off to make for those who stick to sealed metropolitan roads, long-distance highway commuters and weekend road-trippers alike.

There are a number of benefits to the two-wheel-drive Q5. Lower cost is primary, but it also makes the whole car lighter (weighing 65kgs less than the Q5 40TDI Quattro) with flow-on benefits to fuel efficiency.

On that note, Audi claims the 35TDI to be the most fuel-efficient diesel SUV in Australia, harnessing 12-volt mild-hybrid technology to yield a claimed combined consumption figure of 4.8 litres per 100km on the ADR test cycle.

With a 70-litre fuel capacity, that’s a theoretical 1400km of cruising range from one tank. That may be feasible on a long-distance highway trip, however, over our four-day loan, our real-world range came in under 1200km in mostly urban driving.

Dynamic mode also livens up the throttle pedal response nicely to what might be described as ‘default’ in other vehicles.

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Dynamically, around town, there’s little disadvantage to be found with only two driven wheels. The 35TDI claims nine seconds from 0-100km/h – trailing just 1.4sec behind the more powerful Quattro-driven 40TDI.

The front end will push into understeer once the limit of adhesion is breached, but you’d have to be acting rather silly or careless to reach that threshold in normal urban scenarios.

A rain-soaked period of Melbourne weather saw electronic stability control (ESC) intervention rearing its head upon early power-down out of corners around town, but it’s a largely seamless and well-calibrated system that combines with wheel-selective torque vectoring-by-brake.

Virtually the only giveaway of this dynamic mechanism stepping in is subtle illumination of the dashboard ESC icon in your periphery.

The driving experience, overall, is relaxed, easy and instantly approachable.

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Ownership

All Audis delivered after January 1, 2022 are supported by a five-year, unlimited-kilometre warranty.

There is also an included five-year paintwork warranty plus a 12-year bodywork corrosion warranty.

Audi’s fixed service intervals occur every 12 months or 15,000kms.

Owners are able to extend their servicing, warranty and roadside assistance packages for up to 10 years by purchasing two-year Audi Advantage programs back-to-back at the time of buying a new car, adding to the five-year standard warranty for up to nine years of coverage.

For Q5 and SQ5 models, two years of Audi Advantage coverage costs $3700.

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VERDICT

With the considered cutting of some superfluous luxuries, Audi has created a compelling and efficient premium family-friendly SUV for the value-minded customer.

Yes, the lack of certain features, like wireless phone charger, adaptive cruise control and auto-dipping mirrors are noticed, but these are minor gripes when viewed through the lens of long-term ownership.

It’s a lovely thing to live with and still presents itself as a more expensive car than its $68,350 (before on-road costs) suggests.

Buyers are getting the premium Audi Q5 experience, more affordably than ever, with the build quality and comfort we’ve come to expect of the German marque. It may not boast the glamour or visual theatre of other rivals, but that’s part of Audi’s pragmatic appeal.

Virtually any driver will feel instantly at home behind the wheel of the Audi Q5 – it’s a car that knows its remit and the new 35TDI, in particular, executes it with carefully measured poise.

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Technical Specs

Tesla founder and CEO Elon Musk has confirmed the electric vehicle manufacturer is making staff cuts, with fears of a recession in the United States looming.

As reported by Reuters, the outspoken CEO was able to confirm roughly 10 per cent of Tesla’s salaried workforce will be axed over the next three months, although more positions will be made for those willing to drop down to hourly work.

With an expected headcount reduction of 3.5 per cent across the company, Musk believes the changes aren’t “super material”, but they are necessary given the US is expected to enter a recession in the future, with Musk saying it is “not a certainty, but it appears more likely than not”.

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The announcement comes less than a month after Musk urged workers to return to their offices, saying in an email to his workers: “Anyone who wishes to do remote work must be in the office for a minimum (and I mean *minimum*) of 40 hours per week or depart Tesla.”

While Tesla’s Model 3 moved to ninth spot on the top 10 best-selling vehicles of 2021 list worldwide, numerous shutdowns at the manufacturer’s Shanghai facility massively delayed the Australian debut of its Model Y SUV.

Having put the SUV on sale earlier this month, Tesla increased the price of both its Model 3 and Model Y last week, driving the entry-level Model 3 up to $65,500 from $63,900 while the Model Y RWD jumped up from $68,900 to $72,300.

In addition to the price changes across its model range, the Tesla ‘Enhanced Autopilot’ (EAP) system has been added as an option in Australia, with EAP adding Navigate on Autopilot, Auto Lane Change, Autopark and Smart Summon for a $5100 premium.