Peugeot has officially announced plans to revive its iconic GTi badge with the unveiling of a hot performance version of the all-electric e-208 supermini. Set for a global debut on 13 June, the reveal will take place on the eve of the legendary Le Mans 24 Hour race, underlining the French marque’s renewed commitment to performance motoring.

This marks Peugeot’s first GTi model since the previous-generation 308 GTi was discontinued in 2021, and significantly, its first-ever purely electric hot hatch. The move signals a bold return to the sporty roots of the brand, with Peugeot CEO Alain Favey confirming the decision earlier this year and reiterating the company’s commitment in recent comments to the press.

Favey described the upcoming e-208 GTi as a “fun to drive, agile, powerful” car designed to offer “an unforgettable driving experience.” He highlighted the return of the GTi as a symbolic gesture connecting Peugeot’s heritage with its contemporary motorsport endeavours – most notably its participation in the World Endurance Championship with the 9X8 hypercar.

“This is about reconnecting with our history,” said Favey. “We want to reinforce Peugeot’s identity through thrilling driving sensations, whether you’re behind the wheel or in the passenger seat.”

While specific technical details remain under wraps, it’s widely expected that the e-208 GTi will share its underpinnings with the Abarth 600e, built on the same e-CMP platform. That car boasts a 237bhp front-mounted motor with a Torsen limited-slip differential, enabling a 0-62mph sprint in just 6.2 seconds. Given the e-208’s lighter and lower profile, performance could be even sharper, potentially dipping below six seconds.

Favey left the door open for a broader GTi line-up depending on consumer response, but for now, the focus remains firmly on the 208. The announcement also raises the prospect of a high-performance Vauxhall Corsa Electric variant, which shares its platform with the e-208, as well as potential future Peugeot Sport editions with uprated motors.

Peugeot is clearly using the GTi’s return as a statement of intent – melding electric innovation with a revered performance legacy.

We’re making a few changes on whichcar.com.au and in Wheels magazine, and need the services of an experienced, knowledgeable and dedicated automotive news journalist.

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News gathering and writing for whichcar.com.au will be your primary responsibility but there is also the opportunity to drive cars and write reviews to appear both in print and online. That may sometimes involve some travel.

Better yet, we don’t mind where you’re based as long as you are reliable and hard-working. We would also encourage those not already ‘in’ the industry to apply, though you will need to provide some writing samples with your application. Familiarity with WordPress is a bonus.

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Plans to build a Tesla battery factory and showroom on public land in Adelaide’s south have sparked fierce community pushback, with residents overwhelmingly opposing the proposed development over environmental concerns and controversy surrounding Tesla CEO Elon Musk.

More than 90 per cent of nearly 1,000 submissions received during community consultation rejected the sale of Chestnut Court Reserve in Tonsley, currently earmarked for the project. Of the 948 responses, 897 opposed the proposal, citing the potential destruction of green space, the removal of mature trees, and what critics described as Musk’s “divisive political influence.”

Opposition has extended beyond environmental concerns. Many residents took aim at Musk personally, referencing his involvement in American politics, including his ties to Donald Trump and controversial government policy decisions in his role overseeing government efficiency measures. Some submissions also mentioned Musk’s social media behaviour and what one labelled his “fascist-style salute” earlier this year.

Local resistance has coalesced around a grassroots campaign, Trees Not Teslas, which argues the development would lead to the loss of 58 trees and bring unwanted protests and negative attention to the neighbourhood.

“Once they’re gone, they’re gone,” the campaign’s website warns, also raising doubts about Tesla’s promises to clean up contaminated land that has been closed since 2016 due to legacy industrial pollution.

Despite the criticism, a small group of supporters – including Marion’s mayor and local officials –highlighted the potential economic benefits. If approved, the factory could create around 100 jobs and deliver new investment to the region. Tesla and the land’s prospective developer, MAB CCT Pty Ltd, have received support from some residents who believe the land should be put to productive use.

The proposal will be discussed at a Marion Council meeting this week, following staff recommendations to approve the land sale. However, before any transaction can proceed, the council must apply to the South Australian Government to revoke Chestnut Court Reserve’s designation as community land.

With tensions high and debate ongoing, the future of the Tesla project remains uncertain as Adelaide grapples with balancing economic opportunity and community values.

Keels Weel is the radiator man.

His first was for an ancient ACCO truck and he now fronts a $1 billion Queensland company, PWR, that supplies cooling equipment for all 20 cars on the Formula One grid. PWR also has the answer for all sorts of other cooling questions, in top-level motorsport and beyond. Supercars at home and NASCAR in the USA? Tick.

Grey nomads hauling a caravan and off-roaders needing grunt? Tick. Rockets and missiles? Tick. Satellites? Tick.

“We’re just poking along. Doing what we do. It’s not too shabby,” Weel tells Wheels in a masterful demonstration of understatement.

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Yet he is on first-name terms with people like Red Bull F1 supremo Christian Horner, engineers at some of the world’s top car companies, and can explain the most intricate details of the top-secret cooling systems being developed for a defence system to help protect Australia from potential missile attacks.

“It never ceases to amaze me, the things we make. It’s jewellery,” said Weel.

But jewellery was a long way from his mind when he took the first step on the road to PWR, creating a radiator for an old-fashioned International ACCO truck while he was running a wrecking yard at Warrnambool in Victoria. He never finished high school but talked his way into an apprenticeship as a mechanic after arriving in Australia with his parents from Holland in 1954.

“I sold a lot of radiators in the wrecking yard,” he recalls. “You have discussions – possibly arguments – and I told this guy ‘I reckon I can make that. I don’t know what all the fuss is about’. That was my first.”

He eventually supplied a string of 10 outlets for K&J Thermal Products in southern Queensland before selling the business and creating PWR – it stands for Paul Weel Radiators, after his son – just before the turn of the century.

Creating a single-core radiator looks like child’s play in 2025, when PWR supplies cooling components – looking nothing like a traditional box-shaped radiator – to every team in Formula One. There can be as many as 14 individual components for each grand prix car, including one intercooler for a turbocharger than can slash the inlet temperature from 250 degrees to just 20 above the ambient – in less than 20 centimetres. Each is individually shaped and crafted to sit inside the cramped confines of the car without compromising its basic function.

Then there are the new-age cooling racks which house dozens of individual batteries, with more innovations coming from PWR’s top-secret development section and the 30-metre radiator-specific wind tunnel it developed in a joint venture with Red Bull Racing.

PWR is about to move to a new site on the Gold Coast, doubling its footprint and capacity. There are also PWR branches at Indianapolis in the USA and Rugby in Britain. The total workforce is around 600 people, spearheaded by 55 qualified engineers.

“Our engineers are brilliant. And they get pushed by engineers from other places,” Weel says. “We’ve doubled our business in the past four years, and we’ll go close to doubling it again in the next four years. It’s a pretty big machine. But it’s not about me. It’s about the people around me and the team we’ve put together. Our whole business is made up of teams of people that want to be the best. And they strive to be the best.”

Arriving for a factory tour with 71-year-old Weel, he could not be more different from the sort of slick suit-and-tie types who dominate the world of automotive senior management. He is a crusty greybeard who would look right at home on an outback property, toiling in a big drafty shed to maintain and improve his farm equipment. Admittedly, he does have 200 acres complete with a herd of wagyu beef cattle on his property in the lush northern hinterland of NSW.

Nothing is outsourced by PWR – there are deliveries of raw materials, mostly aluminium in some form, at one end of the factory and deliveries of finished coolers for customers at the other. The showroom in reception is stocked with aftermarket niceties, all stamped with a big red PWR logo, that you might see in the nose of an over-boosted drift car or on a diesel HiLux tackling an off-road challenge, or a Formula One car on the grid at Albert Park.

Between the start and finish there are special machines and 3D printers, but the highlight of a visit is seeing the highly experienced fabricators and welders. They turn raw aluminium, in blank rolled sheets and piles of tubing, into crafted excellence. Seeing the specialised welders doing their work is, alone, worth the visit. There are hermetically-sealed rooms with giant 3D printers, fabricating pieces that look ready for NASA or SpaceX, and other stuff which is the future of cooling in forms which are still highly confidential.

Weel arrives from a rushed overseas phone call and is wearing the same uniform of shorts and polo shirt as his staff, with a PWR cap and steel-tipped safety boots. He knows everyone by name, stops often to chat, and points out the commercial kitchen that serves a free lunch to everyone each day.

“We still feed everybody, free of charge, as we have done since day one. It’s one of the little things that means a lot to people,” says Weel. “We still run it as a family business, with family values, but we have corporate goals.”

Those corporate goals track back to the very end of the 20th century, when Weel’s son Paul was getting started in a motorsport career that eventually took him to Bathurst in Supercars, a win in the Baja 500 off-road race in the USA, and will see him on the starting line for the Dakar desert duel in 2026 – most likely in a Ford Raptor. He had already joined his father in business and, not unsurprisingly, had been tasked with learning a trade for the time when he was finished with motorsport.

“Paul was doing a fitting-and-machining apprenticeship and I suggested he go to TAFE and learn to weld aluminium,” Weel recalls. “I told him I reckoned we could sell some competition radiators. I told him to register a company and start paying tax.”

“We still run it as a family business, with family values, but we have corporate goals.”

Soon after came the first aluminium forge and the start of bespoke manufacturing. There was still motorsport, most notably when Kees took on Team Brock – “that wasn’t fun, just a nonsense and a Holden deal” – but victory at Bathurst in 1998 with Stone Brothers Racing, and then a contract with the Holden Racing Team, proved the quality of PWR products.

“When we finished supercars in 2008 I said to Paul, ‘We really have to put some effort into PWR’. That was the main reason he stopped racing.”

The effort was reflected when the company was eventually floated on the stock exchange in 2015, with 100 million shares at $1.50 each.

“They went straight to $2.85. Today they are about $7.70 and they went as high as $11.50. The true value is probably $10 or $11,” says Weel.

It would be rude to ask his net worth, but life is comfortable and the father-and-son pairing often travel to the USA as Paul drives in top-level off-road racing with Toby Price as his team-mate. One of Kees’ grand-daughters, Abby, is also a world-class dressage rider. But the PWR story is not really about money, or the success of family members, it’s about technology. And survival.

“We built a new building in 2004-2006, it took us two years, and then the Global Financial Crisis came. We had this flash building and no business,” Kees recalls. “In 2008 I went to the USA and Leigh Diffey (one of the world’s top motorsport commentators and a super-booster for PWR) got us a meeting with Jack Roush (one of the most influential people in American motorsport) and within two years we were in NASCAR racing and the whole field was buying from us.”

Next came Formula One, through a chance meeting with Renault’s technical director at the time, Pat Symonds.

“We met at a trade show in Europe and he asked if we could build a radiator core. We built a radiator in six weeks, a bit crude, but it did not have one single square side and it was the size of a milk bottle.”

PWR was away.

“Within two weeks of Renault receiving it we got a call from Red Bull Racing, and the guy was insistent. We only had 35 people then. I won’t say he was crawling up our bum, but he wanted our help. Long story short, we did a deal. We supplied RB in 2010 with a full set of coolers for Sebastian Vettel and he (went on to) win four championships.”

“We always said it was our product, they said it was their driver, and so the story goes on,” Weel chuckles. We started supplying other teams in that period. We did a deal with RB to design a wind tunnel in 2011, and they designed it and we manufactured and installed it in 2012. Even today, that’s probably still the best tool in our toolbox. It sets us apart from any other manufacturer in the world trying to do motorsport, because we can replicate race conditions.”

It was a $1.3 million project but PWR “had no money” and it took investment from Red Bull and the Queensland government to get the job done.

The investment paid off with road cars jobs for Porsche and Aston Martin, the first of many.

“We made five coolers for the Porsche 918 Spyder. Aston Martin had a road car with problems. We designed the fix in an afternoon.”

There is more, much more, as Weel walks and talks about the newest direction for PWR.

“We started doing stuff for aerospace and defence in 2020. It was the week before Covid when we started doing that, so we had a spell for two years . . . But we’ve kicked on pretty good.”

There is stuff in the Gold Coast factory he cannot show me and PWR has just built a stand-alone site in the USA for its defence and aerospace work, with plans for a similar facility at Rugby in the UK. And then there is the move, later this year, into the new headquarters on the Gold Coast. It’s more than twice as big as the current site.

“There is a lot happening. I get shit done,” says Weel, frankly. “We are doing a program for the Australian government called the Moon-to-Mars project. We have a grant for $880,000. It’s for a particular cooler to go on that, that no-one else can manufacture.”

The stories keep coming and Weel talks about an annual turnover that’s currently sitting at $150 million. His products are good, but not cheap.

“Not everybody can afford our quality. And I’m not being a smartarse by saying that,” he begins, looking into the future.

“Probably the big growth area we see is in aerospace, although F1 is our technical driver. People love it. They push technology and spend a lot of money looking for the winning edge. They can waste a lot of money, but when they find something that works . . . “

Even so, the real key at PWR is commitment, something reflected in the relentless work ethic of Kees and his search for the next challenge.

“I think there is a certain amount of drive. And we’ve been fortunate to get into that business when there was no-one else,” he says. “We own all our Intellectual Property. That allows us to use that IP in different categories we’re not in. We’ve made radiators overnight. We’ve made F1 radiators within a few days. We’re absolutely flat-out.”

This feature originally appeared in the May 2025 issue of Wheels. Subscribe here.

Struggling Japanese automaker Nissan is pinning its hopes on its innovative hybrid technology known as ‘e-Power’ to steer the company back to financial stability.

After reporting a staggering $4.5 billion loss for the fiscal year ending March, the carmaker is accelerating efforts to revamp its product line-up and streamline operations.

Unlike traditional hybrids like the Toyota Prius, Nissan’s e-Power system uses a petrol engine solely to charge an electric battery. The wheels are powered exclusively by the electric motor, providing a smoother, quieter drive without the need for external charging – eliminating one of the main barriers to electric vehicle (EV) adoption.

“Nissan has a proud history of pioneering technologies that set us apart,” said Chief Technology Officer Eiichi Akashi during a media event at the company’s Grandrive testing facility outside Tokyo. He emphasized that e-Power’s convenience and performance are key to attracting new customers.

Already available in models like the Qashqai and X-Trail here and in Europe and the Note in Japan, e-Power will debut in the U.S. market in the upcoming Rogue SUV. The technology presents a promising middle ground for consumers hesitant about fully electric vehicles, offering electric driving without the charging infrastructure concerns.

As part of a sweeping recovery plan, Nissan is cutting 15 per cent of its global workforce – around 20,000 jobs – and downsizing its manufacturing footprint from 17 plants to 10. The turnaround strategy, spearheaded by new CEO Ivan Espinosa, also includes bolstering strategic partnerships and cost-cutting.

While pricing for the upcoming e-Power models has not been disclosed, Nissan hopes they will become best-sellers, especially in the challenging North American market, which has been complicated by trade tensions and tariff policies under former U.S. President Donald Trump.

The company, once a leader in EVs with its pioneering Leaf model, is also developing next-generation electric vehicles and solid-state battery technology to remain competitive. However, analysts warn that Nissan faces a cash crunch, with speculation swirling over potential asset sales or even facility repurposing.

Talks of a merger with Honda collapsed earlier this year, leaving Nissan’s future uncertain – but the success of e-Power could be the spark it needs to regain momentum.

BYD will assume full control of its Australian vehicle import and distribution operations from July 2025, a full year ahead of schedule.

The move marks a major transition in the electric vehicle (EV) brand’s local growth strategy, with EVDirect – BYD’s launch partner – repositioning its role to focus on retail through a joint venture with Eagers Automotive.

EVDirect, which introduced BYD to the Australian market in 2022, has confirmed it will transfer national distributorship responsibilities to BYD Australia. Over the past three years, the company has delivered more than 50,000 new-energy vehicles and expanded the model range from one to six, helping BYD become one of Australia’s fastest-growing car brands.

“As the inaugural importer, we are proud to have overseen one of the most successful new car brand launches in Australian history,” said Luke Todd, Founder of EVDirect and incoming Executive Chairman of the new retail-focused joint venture, EVDealer Group (EVDG). “Phase One proved the BYD brand would thrive here. Phase Two will focus on making new-energy vehicle ownership easier and more accessible than ever.”

With BYD now taking charge of its import and distribution channels, EVDirect’s JV with Eagers Automotive will become BYD’s largest national sales and service platform. EVDG plans to expand its existing retail network and introduce new showroom and service formats to enhance customer experience.

David Smitherman, who has been appointed CEO of EVDG, said the joint venture is well-positioned to support BYD’s growth. “We are investing heavily in people, systems, and our dealer network to ensure we meet the growing demand for BYD vehicles. Our goal is to deliver a leading sales and aftersales experience for BYD customers.”

The change is expected to result in shorter vehicle wait times and improved stock availability, thanks to BYD’s right-hand-drive supply chain. Customers will also benefit from strengthened national after-sales support, provided through Eagers Automotive’s established network.

The transition reflects BYD’s confidence in the Australian market after a surge in sales.

April 2025 VFACTs figures showed BYD coming in at number 10 among the best-selling car brands in Australia, with its sales up 127.4 per cent year-on-year after the launch of new models like the Sealion 6 and Sealion 7 medium SUVs, and the Shark 6 ute.

BMW Australia has expanded its Sport Collection line-up with the introduction of the BMW X1 sDrive18i Sport Collection, enhancing its entry-level SUV offering with added value and visual flair.

Priced at $72,900 drive-away, the new variant is expected to arrive in local showrooms during the third quarter of 2025, delivering a blend of dynamic styling, premium features, and the renowned BMW driving performance at a more accessible price point.

A key highlight of the new X1 sDrive18i is the standard inclusion of the M Sport package, marking the first time this performance-inspired styling suite has been offered on an entry-level BMW X1 model in Australia. The package adds an aggressive front end with large cooling air intakes, a bold rear diffuser, and a commanding overall presence on the road.

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Adding to its distinct appeal, the Sport Collection variant features exclusive 18-inch alloy wheels in a double-spoke, bi-colour design – a unique offering not available on other X1 models. Further enhancing the exterior package is a choice of four metallic paint finishes: Black Sapphire, Mineral White, Space Silver, and M Portimao Blue.

Inside, the new X1 delivers on both luxury and comfort. Highlights include a panoramic glass sunroof, adaptive M suspension, seat heating, and electric front seat adjustment with memory function for the driver. The cabin is dressed in black Veganza upholstery, complemented by M Aluminium Hexacube Pale interior trim, reinforcing the sporty aesthetic.

This new addition builds on the third-generation X1’s strengths, including increased cabin space, modernised interior design, and an advanced suite of driver and parking assistance features.

BMW’s Sport Collection is designed to deliver an elevated equipment package to the competitive compact SUV market.

Mazda Australia has confirmed it will expand its CX-60 line-up later this year with a new, more affordable entry-level variant, marking a significant pricing shift for the brand’s flagship mid-size SUV.

The announcement comes as part of a broader update that includes price cuts across the existing range and mechanical enhancements for 2025.

The new entry-level CX-60 will be powered by Mazda’s naturally aspirated 2.5-litre Skyactiv-G four-cylinder petrol engine, already offered in other markets like Japan. It’s expected to produce 138kW of power and 250Nm of torque, mated to an eight-speed automatic transmission. As with all Australian-market CX-60s, the new variant will be offered exclusively with all-wheel drive.

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Speaking to local media, Mazda Australia managing director Vinesh Bhindi said, “This edition will not only further expand our CX-60 offering, but importantly continue to offer good value in the segment while meeting our consumers’ motoring needs. It will be a more price-focused offering.”

While exact pricing is yet to be confirmed, Bhindi hinted the new variant will “start with a four in front,” suggesting a sub-$50,000 starting price – potentially undercutting the current base model, the G40e Pure (pictured), which is priced from $50,240 before on-road costs. That price would put it into competition with the smaller CX-5, which ranges from $36,740 to $55,150 before on-roads.

Since its local debut in 2023, the CX-60 has been available only with inline-six mild-hybrid petrol and diesel engines or a 2.5-litre plug-in hybrid.

Despite the addition of a cheaper variant, Mazda isn’t compromising on performance. The 2025 CX-60 update brings refined transmission, suspension, steering, and stability systems, ensuring the SUV remains a dynamic and comfortable option in the premium mid-size segment.

Bhindi acknowledged that offering two similarly priced mid-size SUVs – the CX-5 and the CX-60 – could raise questions but said both models will serve different needs. “There’s only opportunities,” he said. “Different things will mean different customers.”

With Mazda’s push to broaden its CX-60 appeal and offer sharper pricing, the new variant is poised to attract more budget-conscious buyers without sacrificing the model’s premium feel. The entry-level CX-60 is due to arrive in the second half of 2025.

It’s gutsy to make a new sedan in 2025. Such is the popularity of SUVs we’ve seen many sedans disappear, not to return. Cars such as the Ford Mondeo, Subaru Liberty and Mazda6, without even considering the formerly beloved Falcons and Commodores…

If you want a new non–premium sedan these days, you’re likely to buy a Toyota Camry, but an excellent competitor still exists: the Honda Accord.

The Accord notched up its 11th generation in Australia last year. It’s sold here as one high–spec hybrid variant that Honda Australia imports from Thailand, priced from $64,900 drive away.

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As you’d expect from the price, the Accord’s standard equipment list is quite lengthy, with features such as 18-inch alloy wheels (with a tyre repair kit), a panoramic sunroof, keyless entry with remote start, leather upholstery, electric front seat adjustment with driver’s memory, dual-zone automatic climate control with rear air vents, a 10.2-inch digital driver’s display, a 12.3-inch touchscreen with inbuilt Google software and over-the-air updates, wireless Apple CarPlay and Android Auto and a 12-speaker Bose sound system.

Safety features include eight airbags, AEB, adaptive cruise control with traffic jam assist, lane keeping assistance with adaptive lane guidance, blind-spot monitoring, rear cross-traffic alert, Matrix adaptive high beam and a 360-degree camera.

However, heated or ventilated front seats, a heated steering wheel or split-folding rear seats are still missing. All of them are available in North American Accords, and its $5000-cheaper Toyota Camry SL main rival.

As we’ve come to expect from recent Honda products such as the ZR–V, inside the Accord is a high quality and modern space with plenty of features such as the large touchscreen and configurable digital driver’s display. It’s also practical with big door bins and cup holders, a large tray in the centre console for the wireless charger, and a big box underneath the central armrest.

Material quality inside the Accord is notably good, with plenty of premium–feeling materials. The leather on the steering wheel and seats is great to touch, while the switchgear used is all lovely and tactile. While the overall quality isn’t much better than the Camry, it looks more premium and features such as the mood lighting turning blue when turning down the temperature make it feel more premium.

The 12.3-inch touchscreen uses inbuilt Google software. It’s easy to use and also features over-the-air software updates. Instead of Honda navigation, it uses Google Maps – including in front of the driver – and access to the Google Play Store to download apps such as Spotify. It’s more richly-equipped and convenient than the screen in the Camry.

The data used is included for the first five years, but the cost afterwards is unknown. Also included for five years is access to the company’s ‘Honda Connect’ app so you can start the car remotely and check its location through your smartphone. It uses the Telstra network for all of this functionality, but if you’re somewhere without reception, anything that requires data won’t work.

For those who don’t want to connect their phone to the car, this is the car for you as it offers plenty of features sans phone. The 12-speaker Bose sound system is of excellent quality, while those wanting to keep devices topped up will appreciate the four USB-C ports and wireless charger.

One curious feature in the Accords built on this side of the world is what Honda calls the ‘Experience Selection Dial’, which is a circular dial in the middle of the dashboard that can be twisted to access some functions in the touchscreen. It’s a great idea, but could be better in reality: you can’t, for example, use it to change the volume and the available shortcuts should be more intuitive. Plus, the touchscreen itself is an absolute breeze to use anyway.

The Accord’s rear legroom is great, though taller folk might hit their head on the roof as the coupe–like roofline reduces space. Window shades, two charging ports, map pockets, a central armrest and air vents make it comfy back there, though there’s no separate climate zone or heated seats.

The Accord’s boot measures a huge 570 litres – versus the Camry’s 524L space – and while there’s no spare tyre, there is under-floor storage and a few hooks to hang bags off. There is also a ski port, but folding the rear seat can only be done in one piece and there’s no 60:40 split as in the Camry to boost practicality.

On the road, the Accord again impresses. As we’ve experienced in the Civic, Honda’s hybrid system is excellent – it goes well, and while it’s not quite as efficient, it is more driver–focused than a Toyota hybrid thanks to stepped ratios that make it feel more natural from behind the wheel.

Honda claims that the Accord will use 4.3L/100km of fuel in combined driving and we got close at 4.8L/100km. We’ve seen better numbers from a Camry, but even so, that’s still quite impressive for such a big car and unlike the Camry, the Accord accepts cheaper 91RON regular unleaded fuel. Its CO2 emissions are also impressively low at just 98g/km.

In urban driving, most of the Accord’s propulsion comes from its electric motor, meaning that it’s quite refined and smooth. Keep the battery charged and the electric motor will continue powering it until reasonable throttle input. When the petrol engine kicks in, it’s a smooth transition and thanks to the stepped faux ratios, it’s more refined than a Camry as flooring the throttle doesn’t result in max rpm noise – it goes up and down the rev range as if it has a regular gearbox.

The Accord’s dynamics are also great, with a well-judged ride and well-weighted steering that make it fun to drive. While it’s not quite as fun as its RS badging suggests, it’s still more than capable of putting a smile on your face. Dynamically, the Camry is great but we think the Accord just bests it.

Our cover story last issue debated the relative merits of buying a sedan over an SUV – greater driving pleasure, a lower centre of gravity for a safer driving experience and cheaper running costs. The Honda Accord more than proves that sedans are still very worthy of your interest, and although it’s more expensive this time around – and pricier than its main rival – it’s a very solid choice of car. Nice drive, strives for fuel efficiency, high quality, practical cabin, huge boot, good warranty and cheap servicing – a lot to like.

Is it worth $5000 more than a Camry SL? One for the buying public to decide but there are definitely some areas where it shades its main rival such as cabin presentation and drivetrain engagement. Whether you buy a Camry or Accord, the fact there is still a compelling alternative to an SUV continues to make us happy.

Specifications

Mazda’s new all-electric mid-size SUV, the EZ-60, has appeared in China’s Ministry of Industry and Information Technology (MIIT) database, unveiling its key specifications ahead of an expected launch in late August.

The sleek new model, developed in partnership with Changan, will be available in two versions: a pure electric vehicle (EV) and a range-extender electric vehicle (EREV), reported carnewschina.com.

Fitting in between the CX-60 and CX-80 in the brand’s SUV range, the EZ-60 takes on vehicles such as the Tesla Model Y and BYD Sealion 6 medium SUVs.

Built on the EPA platform, the production EZ-60 closely mirrors the bold styling of Mazda’s Arata Concept. A futuristic front end boasts a hidden grille flanked by split-type LED headlights and a dramatic full-width LED daytime running light strip that outlines the grille’s silhouette. A sculpted front bumper adds sporty flair, while the rear features a wide LED taillight bar and embossed ‘MAZDA’ badging. A small “EV” badge sets the pure-electric model apart from the nearly identical EREV version.

Measuring 4850 mm long, 1935 mm wide, and 1620 mm tall, with a generous 2,902 mm wheelbase, the EZ-60 is a roomy five-seater. Buyers can choose between 19- or 21-inch alloy wheels and several customization options, including various mirror styles, rear wipers, and paint finishes.

Inside, the EZ-60 delivers a tech-forward, minimalist cabin anchored by a massive 26.45-inch 5K floating touchscreen, serving as the control centre for infotainment and vehicle functions. Additional design highlights include a flat-bottom dual-spoke steering wheel, a column-mounted gear selector, and flush button-style door releases for a clean, modern finish.

Comfort is a priority, with zero-gravity front seats offering ventilation, heating, massage features, and integrated headrest speakers. A floating centre console includes wireless charging and under-console storage to emphasis its practical anture.

The EV version features a 190 kW (255 hp) electric motor powered by a lithium iron phosphate (LFP) battery from CALB. While range details are yet to be disclosed, Mazda promises competitive all-electric performance. The EREV version uses the same motor but adds a 1.5L petrol-powered generator (72 kW) and a 31.73 kWh battery, offering up to 160km of electric-only range before switching to petrol assistance.

Mazda has previously said the range-extender models will offer a combined driving range of over 1000 km under the CLTC lab-test standard.

With 20,000 pre-orders already logged in China, pricing for the EZ-60 is expected to fall between 150,000 and 300,000 yuan (A$32,164–$64,330).