After a lengthy teaser program, JAC Motors Australia has finally confirmed local pricing for its upcoming Hunter ute, which will launch in Australia in August. Prices start at $49,888 plus on-road costs, making it the most affordable plug-in hybrid ute on the market – but it’s also the most powerful and even outmuscles the Ford Ranger Raptor.

Based on the turbo-diesel T9 ute that launched locally in March 2024, the JAC Hunter features a 2.0-litre four-cylinder turbo-petrol engine combined with an electric motor on each axle. Combined outputs are 360kW of power and 1010Nm of torque, eclipsing the 350kW/700Nm BYD Shark 6 Performance, 300kW/750Nm GWM Cannon Alpha Hi4-T and 207kW/697Nm Ford Ranger PHEV.

Equipped with a 31.2 kWh lithium-ion battery, the claimed NEDC electric-only range for the Hunter is 100km (around the same as the Shark), its claimed overall range including hybrid power is over 1000km and it’s rated at 1.6L/100km for combined fuel consumption. The battery can be DC fast charged at up to 49.5kW, and 15-80 per cent charge takes around 30 minutes at that speed.

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Crucially for many ute buyers, the JAC Hunter is rated to tow the benchmark 3500kg braked trailer, and its payload is 915kg. As previously announced by JAC, the Hunter has been locally tuned for Australian conditions and underwent over 100,000km of testing prior to market introduction.

Standard features on the Pro include 18-inch alloy wheels, dusk-sensing automatic LED lighting, rain-sensing automatic wipers, electric driver’s seat adjustment, leather upholstery, automatic climate control with rear air vents, a 10.25-inch digital driver’s display, a 10.4-inch touchscreen with wireless Apple CarPlay and Android Auto, eight-speaker audio, 64-colour ambient lighting and active safety features such as seven airbags, autonomous emergency braking, adaptive cruise control with traffic jam assistance, lane keeping assistance, blind-spot monitoring with rear cross-traffic alert, rear automatic braking and a reversing camera.

The top-spec Hunter X then adds black exterior styling details, front and rear differential locks, heated front seats, electric front passenger seat adjustment, front parking sensors, a 360-degree camera, auto-folding mirrors, rear privacy glass, roof rails and a rear 220V accessory socket.

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Registrations for interest for the Hunter are now open and the first 1,000 buyers can go a step further and reserve their Hunter today for a fully refundable $1000 deposit. The first 1000 customers to reserve and take delivery will also receive their choice of a free home EV charger or a $500 JAC Genuine Accessories voucher.

JAC Hunter pricing (excluding on-road costs):

Hunter buyers can also option front and rear differential locks on the Pro for an extra $1888, and an electric sunroof on the X for an extra $1500.

The JAC Hunter is available to reserve now, with vehicles starting to arrive at showrooms August 2026.

Land Rover has used the 2027 update to the Defender line-up to make a range of changes to engines, specifications, and equipment – but at its core, the Defender keeps its rugged capability and iconic design.

New for the 2027 Model Year, the Defender introduces a new Vertex variant (main and below), offering a preview of what to expect from the smaller Defender Sport expected later this year. The Vertex adds 22-inch wheels, body-coloured lower body cladding, and a range of matte wrap finishes.

Pitched as a more city-focused model, the Vertex features deeper bumpers, reducing overall clearance, but retains yellow recovery points in the rear bumper. The interior comes with a new ‘forged textile’ knitted polyester trim, which can be paired with Windsor leather.

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Land Rover will also offer Vertex-style upgrades on the X-Dynamic SE, X-Dynamic HSE and V8, via the Extended Exterior Pack, with Vertex-style bumpers, a longer rear spoiler, and a body-coloured spare wheel cover, along with a choice of 20-inch and 22-inch alloy wheel designs.

Appealing to its more traditional audience, the Defender 110 Trophy offers a more adventure-ready styling packed with items like a roof rack, side ladder and carrier box, and a snorkel included as part of the package.

Trophy Edition cars ride on black 20-inch steel-style alloy wheels, with black brake callipers, yellow Trophy graphics on the C-pillar and bonnet.

The flagship Defender Octa (below) returns, and retains chopped carbon-fibre exterior and interior trim, ‘6D Dynamics’ suspension, and a choice of all-season or all-terrain tyres.

While the Octa retains its mild-hybrid 4.4-litre twin-turbo V8 sourced from BMW, European markets will see power drop from 467kW to 397kW, in line with Euro 7-compliant emissions changes made by BMW. Australia retains the original 467kW state of tune and 4.2-second 0-100km/h sprint time.

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Similarly, Jaguar Land Rover’s in-house 5.0-litre supercharged V8 will be discontinued in emissions-sensitive markets, but will continue in the Defender 130 V8 in Australia.

Other changes to the range include a new six-seat layout for Defender 110 models, with a 2+2+2 layout and walk-through access to the third row between the second-row captain’s chairs. A revised infotainment system with AI-linked conversational commands and always-on ‘Hey Land Rover’ voice control.

2027 Land Rover Defender pricing (excluding on-road costs):

Kia Australia has announced that a new top-spec model has been added to the model range of the EV3 small electric SUV. Called the GT-Line AWD, it’s based on the GT-Line already on sale but – as you may be obvious – features an all-wheel drive system, making it the first AWD variant of the EV3 line-up to launch locally.

Priced from $66,490 plus on-road costs, which is $2540 more expensive than the front-wheel drive EV3 GT-Line, the all-wheel drive car is also more powerful thanks to the addition of a second e-motor on the rear axle. Standard front-drive EV3s produce 150kW/283Nm outputs, but the GT-Line AWD bumps that to a healthy 195kW/385Nm, which is enough grunt for a claimed 6.6-second 0-100km/h time.

To accommodate for the extra power and weight from the second motor, Kia Australia has added larger brakes, as well as a unique locally-tuned ride and handling package – with unique suspension and steering tuning for the GT-Line AWD model specifically.

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Featuring the same 81.4kWh lithium-ion battery as other Long Range variants of the EV3 range, the GT-Line AWD’s claimed WLTP range is 559km, which is just 4km less than the front-drive version. As with other Long Range EV3 variants, the GT-Line AWD can be DC fast charged at up to 150kW for a claimed 10-80 per cent charge time of as little as 31 minutes.

As it’s the top-spec model in the EV3 range, the GT-Line AWD features an extensive list of standard equipment, including 19-inch alloy wheels, a sunroof, synthetic leather upholstery, a 10-way electric driver’s seat, heated and ventilated front seats, a heated steering wheel, dual-zone automatic climate control with rear air vents, dual 12.3-inch displays with a 5.0-inch climate control, wireless smartphone mirroring, sat-nav and Harman Kardon audio.

Safety features include autonomous emergency braking, adaptive cruise control, adaptive lane guidance, blind-spot monitoring, rear cross-traffic alert, driver attention monitoring, auto high beam, traffic sign recognition, front and rear parking sensors and a reversing camera.

2027 Kia EV3 pricing (excluding on-road costs):

The new variant of the Kia EV3 range will be available from Kia dealerships from early September.

The Volkswagen Group has revealed drastic restructuring plans that could see the company’s brands, including Volkswagen, Audi, Skoda and Cupra, cull a wide range of models, streamline production efficiency, and cut its workforce by as many as 100,000 employees.

Following a supervisory board meeting, the Volkswagen Group had made the call to trim its line-up of vehicles by half, and switch focus to volume-selling segments, putting incremental and emerging products in limbo, Reuters reports.

Of Volkswagen’s surviving model lines, production complexity is set to be streamlined, with variants cut from the line-up and options and customisations pared back to maintain operating efficiency at Volkswagen factories.

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As with other established automotive manufacturers, Volkswagen is facing mounting pressure from rising low-cost Chinese competition, an increase in the adoption of domestic brands in the Chinese market, slowing sales in Europe, and the financial impact of US tariffs.

Profit margins between 2021 and 2025 have dropped by half, and slowing sales have seen Volkswagen pull back forecast production capacity from 10 million vehicles to 9 million.

“The global situation has continued to deteriorate over the past twelve months,” Volkswagen CEO Oliver Blume said. “That is why we are ​acting now.”

In a move that could become Volkswagen’s biggest-ever restructure, four German plants are under consideration for closure, and plans to cut 50,000 jobs initially have been expanded to 100,000 jobs on the line.

Volkswagen has yet to confirm plant closure speculation, but Reuters reports that German factories are currently running at around 80 per cent of production capacity, with those rates expected to decline further towards the end of the decade.

Volkswagen currently owns brands including Audi, Bentley, Cupra, Lamborghini, Skoda, and Seat and has a complex cross-holding partnership with Porsche, which each company holding a stake in the other. Rimac Bugatti, previously under Porsche control, has recently been sold, and industry speculation suggests Volkswagen may be looking to sell the Ducati motorcycle division, currently held by Lamborghini.

The Denza Z sports car has had pricing and specifications for its three-model line-up officially announced.

Buyers will have a choice of Z Coupe, Z Spider and Z Racing models, with a starting price that roughly lines up with a Porsche 911 GTS, but performance that outpaces a flagship 911 Turbo S.

Announced for the UK as part of the Goodwood Festival of Speed, the Denza Z Coupe is set to launch priced from £142,900 (A$276,100), positioning it between the UK prices of a 911 Carrera GTS and Carrera 4 GTS.

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Pricing for the Z Spider starts from £159,900 (A$308,950), slightly above the £155,900 (A$301,230) that Porsche asks for a Carrera 4 GTS Cabriolet in the UK.

The Denza Z line-up features an all-electric three-motor drivetrain with a claimed combined peak output of 1180kW and 1240Nm, from a single 500kW/440Nm front motor and two 340kW/410Nm rear-axle motors. The Z Coupe has a claimed 2.25-second 0-100km/h time, while the Z Spider takes 2.3 seconds.

The flagship Z Racing comes with a reworked aerodynamics package, semi-slick tyres, and retuned chassis control software, allowing a 30 per cent torque overboost feature for up to 20 seconds.

Acceleration to 100km/h drops to 1.96 seconds, while top speed is increased from 300km/h to 350km/h. An even higher-performance Z Special Edition is set to be unveiled at a later date, promising a quicker 1.7-second 0-100km/h time and a peak power output of over 1470kW.

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Coupe and Spider variants use adaptive air suspension, while the Racing retains adaptive dampers but with steel coil springs. All versions are equipped with carbon-ceramic brake rotors, with six-piston front and four-piston rear brake calipers.

As a latest-generation BYD product, the Denza Z is compatible with BYD’s 1500kW Flash Charging technology, enabling a 10-70 per cent top-up in five minutes and a 10-97 per cent ‘full’ charge (with a regenerative braking buffer) time of nine minutes.

WLTP driving range varies between 408km for the Z Coupe and 380km for the Z Racing, from a 76kWh battery. Kerb weight varies from 2230kg for the Z Coupe and 2250kg for the Z Racing, up to 2300kg for the Z Spider.

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The cabin of the Denza Z comes trimmed in suede-look fabric, with real carbon-fibre and metal trim, and includes an 8.9-inch driver’s display, 12.8-inch infotainment, and a 12-speaker Devialet audio system for coupe models (the Spider gets a 10-speaker system), plus power-operated doors.

Customer deliveries for the UK are expected before the end of the year, with other markets to follow.

MG has revealed two production-previewing concept cars at the Goodwood Festival of Speed. One aimed at the entry-level end of the market, and the other designed as a flagship sporty SUV.

The all-electric MG Go! Is intended as a modern design statement for the brand and avoids repeating MG’s current design themes, instead drawing inspiration from MG’s back-catalogue, including cars like the MGB GT, Metro Turbo, and ZR.

Designed at the MG Design Centre in London, the Go! Has been designed with UK and European customers in mind. The production version is set to appear in 2027.

Positioned as a rival to cars like the Renault 5 EV, Hyundai Inster, and upcoming Volkswagen ID. Polo, the MG Go! Concept features aggressively wide wheel arches, short overhangs, and a largely conventional five-door hatchback form with hidden rear door handles for a coupe-like effect.

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MG has yet to provide powertrain details for the concept, but the eventual production model is expected to use a downsized version of the front-wheel drive ‘E3’ platform that underpins the MG4 Urban.

The new model is likely to adopt the MG2 name and fit into MG’s range as an electric alternative to the petrol and hybrid MG3 range, rather than beneath it.

MG’s other Goodwood reveal gives a glimpse of what the brand has in store at the flagship end of its range.

The MG Cyber Concept is intended as a rival to medium-to-large five-seat SUVs like the Mazda CX-60 and Volvo EX60. Unlike the boxy proportion of the Go! Concept, the Cyber Concept takes on a raked profile, with flowing bodywork and more than a passing resemblance to the Ferrari Purosangue.

Despite an electric powertrain, the Cyber features a long bonnet, pushed-back A-pillar, and raked tailgate, evoking the proportions of classic internal-combustion GT cars.

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MG has again remained tight-lipped about the Cyber’s drivetrain, but describes the concept as a high-performance electric SUV with the “dynamic character and sense of occasion traditionally associated with sports cars.”

While MG already has its performance-oriented IM sub-brand, the Cyber points to an MG-badged variant of the IM6 SUV with the potential to match or exceed the flagship IM6’s 572kW dual-motor drivetrain and 3.4-second 0-100km/h acceleration.

MG was less clear about the timing for a production version of the MG Cyber, but confirmed that the concept previews a future production model for the brand.

Mercedes-AMG has taken the wraps off the next-generation of high-performance CLA 45. Now powered by electricity in place of the previous model’s 2.0-litre turbo-petrol engine, the new CLA 45 pumps out a huge 500kW of power (or 680 horsepower), which is enough grunt for a claimed 2.7-second 0-100km/h sprint time. Both sedan and Shooting Brake wagon bodystyles have been revealed, the former due in Australia from early 2027.

Using a lot of technology that recently debuted in the Mercedes-AMG GT 4-Door Coupe, such as its axial flux motors, AMG is now “bringing a top-of-the-range technological concept to the CLA”. It features three e-motors with two motors on the rear axle and one on the front to make a fully variable all-wheel drive system that can switch from rear-wheel drive to all-wheel drive to ensure optimum traction. 

The constant power of the electric motors combined is 450kW (torque is yet to be announced), but depending on the drive mode, the maximum power is 500kW. That’s enough to hit 100km/h in just 2.7 seconds with a one-foot rollout or 3.0 seconds from a standstill, and a top speed of 270km/h with the AMG Dynamic Plus Package. 

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As we’ve seen with the regular CLA range, the AMG CLA 45’s battery and charging statistics are impressive. Underneath is a 94kWh lithium-ion battery that’s large enough for a claimed 670km of WLTP driving range and an 800-volt architecture, which allows it to charge at up to 330kW for a claimed 10-80 per cent charge time of as little as 22 minutes. According to Mercedes-Benz, 10 minutes of charging will supply a range of over 270km in ideal situations. 

As usual with its models, AMG has added a number of performance features to the exterior of the CLA 45, including 19-inch AMG alloy wheels (20s are available), pumped up guards with more aggressive bumpers, active aerodynamics from the active spoiler on both bodystyles and active radiator fins to reduce drag. 390mm front discs with six-piston callipers and 350mm rear discs with a one-piston calliper provide the necessary stopping power.

The new active aerodynamics are a first in the class, according to Mercedes-AMG, and adopt different angles to either ensure the necessary driving stability or minimise aerodynamic drag. In eco, comfort and sport driving modes, the speed threshold is 145km/h, but in the AMGForce S+ and Race modes, they are activated immediately. They can also be manually controlled from the buttons on the steering wheel. 

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The interior of the CLA 45 follows on from the regular CLA range with its fourth-generation MBUX infotainment software, huge ‘Hyperscreen’ touchscreen and impressive practicality. Above the CLA, the AMG 45 adds a number of sportier details, such as the sports seats, flat-bottomed steering wheel with suede trimming and AMG features such as the brushed stainless-steel sports pedals. 

Mercedes-Benz’s ‘MBUX’ infotainment software adds new features for the AMG CLA 45, including the AMG Performance Menu, AMG Set-Up and AMG Track Pace menus for drivers to see important driving data in real time.

AMG Performance Menu visualises the energy flow, shows the power output for each of the motors and indicates when tyres have reached their optimum temperature. AMG Set-Up allows various functions like the order of the drive programmes and drive mode selectors on the steering wheel to be configured to a driver’s liking, while the sound can also be changed.

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AMG Track Pack is a personal racing coach, and records over 80 vehicle-specific data points 10 times per second to coach drivers on tracks such as the Nurburgring and Spa. The system provides drivers smart race navigation through the head-up display and visualises braking points and corner radii, thereby helping drivers find the ideal racing line.

The front seats feature what AMG calls ‘AMGForce’ shakers, which emit vibrations calibrated to mimic those of a combustion engine for more emotional engagement. The optional AMG Performance seats feature integrated headrests, larger side bolsters, heating and memory and multi-contour functions, as well as the shakers. Customers can choose between synthetic leather or that plus suede seat and real leather trims.

In the AMGForce driving mode, the sound of an original AMG four-cylinder engine is “meticulously documented” for a realistic engine noise while driving. 

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Unlike the standard CLA models, the AMG 45 is only available as a four-seater, with the former middle rear seat now a storage bin. Mercedes-AMG insists that practicality has not been compromised with the AMG CLA 45 compared to regular electric CLA models. As such, the 101-litre front boot remains, and the 390 litre (450 litres for the Shooting Brake) boot is only 15 litres less than lesser electric CLA models. 

The Mercedes-AMG CLA 45 will go on sale in Australia in early 2027, with local pricing and specifications due to be announced closer to the launch date. So far, just the sedan is confirmed for our market, with the Shooting Brake still under consideration. 

If you arrive late to a party then you really need to bring the best gift.

Toyota hopes that approach will work with its new RAV4 PHEV.

It’s coming late to the plug-in hybrid party, with Mitsubishi already well entrenched and BYD trumpeting six of the cars it calls ‘Super Hybrid’ in its line-up.

But Toyota has good numbers, vast experience in hybrids – second only to Honda in Australia – and a roll-out plan that will eventually put many PHEV vehicles on the road.

How much is the Toyota RAV4 plug-in hybrid?

Apart from the RAV4 badge, and a solid story of success, the company’s first PHEV in Australia lands with a starting price of $58,840 and a choice of front- or all-wheel drive. There is even a sporty-ish GR Sport model, a first in RAV land, with all-paw grip and 227kW for $66,340. That makes it the most powerful model in RAV4 history.

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To set the scene for the upgrade, the price of a regular RAV4 hybrid starts at $45,990 and the Cruiser flagship is $60,340. Toyota Australia is confident it will eventually be delivering one-third of its RAVs with the new hybrid system.

The headline number for anyone considering the PHEV newbie is 154 – the car’s best claimed full EV range – in a class where 100 kilometres is now the plug-in benchmark. But Toyota admits its 154 and 144 kilometre numbers – for the 2WD and AWD version – were recorded during testing to the easier NEDC standard and they fall to 121 and 113 on the stricter WLTP test which set the numbers in Europe. Either way, it’s a decent outcome and more than good enough for a daily electric commute in any Australian capital city.

The arrival of the RAV4 PHEV comes as Toyota mounts a giant push to regain the ground lost in showrooms through the first half of 2026. Despite continuing its stranglehold on top spot on the charts, sales fell by more than 25,000 cars, and four percentage points of market share, to the end of June.

Australian management has pressured headquarters in Japan into supplying an extra 30,000 cars for the second-half stoush and is also mounting a new showroom offensive – under the umbrella of its ‘multi-pathway strategy’.

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While again highlighting that it is not committed to any single energy system, it’s using the RAV4 PHEV, battery-electric HiLux, LandCruiser V6 ‘Performance Hybrid’ and new bZ4X Touring SUV to re-energise its showrooms. And, although no-one is admitting anything, it’s also part of a blocking action against the rampaging Chinese brands that are winning buyers with ‘all the bells and whistles’.

“People think Toyota is losing. We’re not,” Toyota’s vice-president of sales, marketing and franchise operations, John Pappas, told Wheels at the ‘multi-pathway’ event for media in early July. We’re catching up. We’re catching up on demand. We’ve been able to get the stock.

“We anticipate supply improving across our key models, average wait times reducing and we see customer demand remaining extremely strong.” 

The RAV4 PHEV is one of the key players, as a growing number of mid-sized SUV buyers look for greener alternatives and defence against fuel-price rises triggered by turmoil in the Middle East. It’s no coincidence that publicising fuel choices and drivelines comes at a time when EV sales have jumped to a new high in Australia. But Pappas denies any panic at Team T, despite the brand only having the bZ4X as a pure electric model.

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Right now, the RAV4 sales target is approximately 40,000 cars by December 31, still down considerably from the 51,947 total in 2025 and 58,718 in 2024.

However, the arrival of the sixth-generation RAV4 in April has sparked renewed demand – and long waiting lists – and Toyota believes it can grow its overall sales through the PHEV without cannibalising too much of existing demand for the regular – all hybrid – RAVs.

What is the range of the Toyota RAV4 plug-in hybrid?

The new plug-in Toyota takes the number of powertrain choices at the brand to seven – from commonplace diesel to unlikely hydrogen – with the RAV4 running a 2.5-litre petrol combustion engine combined with the battery-electric hybrid package. 

The 105kW combustion engine gets twin electric motors on all-wheel drive models, one at either end, and a 22.7kWh lithium-ion battery pack. The total system output is 227kW. The two-wheel drive has a single electric motor on the front axle for 151.4kW with a 40.7kW motor at the back.

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Toyota said the battery – water cooled with 104 individual cells – is stored under the floor in the rear of the cabin, to prevent any loss of interior space.

The battery pack supports 50kW DC charging and 11kW three-phase AC charging. Using AC, the time for a full top-up is around 2.5 hours and a DC fast charger can take the battery to 80 per cent in approximately 28 minutes.

The new PHEVs share the five-year/unlimited-kilometre of the other RAV4 models, with 12-month/15,000 kilometre services capped at $325 for five years. There is also eight years and 160,000 kilometres of coverage if the battery’s energy storage drops below 70 per cent.

What’s the Toyota RAV4 plug-in hybrid like on the inside?

Sliding into the plug-in RAV4 was like coming home to an old friend. The sharper new look and upgraded interior from the sixth-generation car includes lovely buttons and not just a touchscreen, and the quality that’s still a benchmark for all affordable brands. Even so, the side-by-side pair of inductive charger panels look like a couple of burial plots at the local cemetery and things are a little busy in the overall layout. 

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One surprising thing is how much the RAV has grown. You notice it when parking, and also sitting in the back seat, as it feels more like a Prado from a couple of generations ago than the original compact RAV from the early days of family SUVs. It proves ‘bracket creep’ is real.

On the mechanical side, Toyota has brought bigger disc brakes – up from 305 to 328 millimetres – to cope with the extra weight of the bigger battery and the car’s additional performance. 

In good news for families, the XSE models have a three-pin AC power plug suitable for small appliances – coffee anyone, or perhaps a warm bottle of milk? – thanks to a 1500-watt inverter.

Driving the XSE is relaxed and easy. It has a touch more punch than the regular RAV4 hybrid, but the two-wheel drive model is calm and measured.

There are three driving modes in the PHEV system, running from straight-out EV to auto – which keeps power at optimum – and hybrid EV for maximum driving range. There are also three driving modes: Normal, Sport and Eco.

The hybrid workings are as unobtrusive as you expect from a Toyota, with smooth throttle response in all modes. The car would be better with driver-adjustable regenerative braking, something that works through the ‘shift’ paddles on cars from Kia and Hyundai.

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Quality is good, there is plenty of length and width in the back seat, and there is enough space in the tail for family travel. But there is only a space-saver spare.

Things change in lots of ways as I jump up to the GR Sport model. It’s not just the wider track from wheels pushed out by 20 millimetres at each corner or the GR badges.

There are visual changes on the outside, with predictable black-coloured flares on the guards to cover the 20-inch wheels, extra air intakes in the nose, and a pair of spoilers set top-and-bottom on the tail. The glossy black alloys are wrapped by 235×50 tyres and – no surprise – sit over red-painted brake callipers.

Inside, proving the GR Sport is for drivers, there are heavily-bolstered front seats, a leather-wrapped steering wheel with heating and suede kneepads for cornering support.

What’s the Toyota RAV4 plug-in hybrid like to drive?

The GR Sport should have been the highlight of the preview drive and the chance for some fun over the excellent twisting hills in the Gold Coast hinterland – except for one thing. Most of the early driving was in the countryside outside Brisbane and earlier enthusiastic drivers had depleted the battery.

So there was no chance for a genuine light-footed run in EV mode. The GR was not prepared to switch into EV mode, staying relentlessly hybrid. Maybe another day.

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Still, GR Sport owners are likely to be keen drivers and the rest of the time with the GR was fun. It turns aggressively into corners, responds well to the throttle, and stops well. It only has a single-speed CVT transmission, but Toyota has managed to tune the latest so it’s not laggardly or unresponsive.

Unleashing full power gives more than enough punch for overtaking and twisty roads. It’s not as sharp as an N-badge SUV from Hyundai, but still far more enjoyable in the hills and valleys than a Nissan X-Trail.

Toyota has tuned the electric power steering for improved feedback in Sports mode and you can feel it, thankfully without any kicking or jerking over uneven surfaces. The sports seats give good support and the leather wheel feels great, although the suede pads alongside my shins were too firm for my liking.

The ride quality on the 50-series tyres was pretty ordinary on some of the bumpy Queensland roads, with too much impact harshness. It’s not that the car was under-damped, just that potholes and broken surfaces were passed straight through to the cabin.

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On the driver-assistance front, the RAV4 was nicely controlled. There were no false alarms and even when a narrow road triggered the lane-keeping system it was done without overly jerking the wheel.

Interestingly, the all-wheel drive models have a 1.5-tonne towing capacity, up from 800 kilos in the two-wheel drive version.

The verdict on the Toyota RAV4 plug-in hybrid

So the bottom line is simple.

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The RAV4 PHEV does what it should as a family SUV and is certain to be a showroom winner with its new plug-in credentials. It is a solid 7.5/10 performer and that score could easily increase with genuine EV time close to home.

Dacia, the Romanian value brand in the Renault Group, has revealed a new high-riding wagon built to tackle the Skoda Octavia and Subaru Outback. Called the Striker, the new Dacia wagon uses the same platform as the Duster small SUV, though in a stretched form. Only hybrid drivetrains are available, and there’s also an all-wheel drive option thanks to an electric motor on the rear axle.

The exterior of the Striker uses Dacia’s latest design language, including new ‘T’ shapes for the lighting, and rugged panels through the use of plastic mouldings. The interior layout follows the Duster and larger Bigster with a large central 10.1-inch touchscreen, digital driver’s display and a lot of storage space. Inside, over 32 per cent and 47kg of the interior materials are recycled.

Measuring 4620mm long, 1820mm wide and 1530mm tall, the Striker is 80mm shorter in length than an Octavia wagon, but its 200mm ground clearance is comparable to that of the larger Outback, which should give it reasonable off-road capability.

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Important for a wagon is its bootspace: there’s 600 litres with the rear seats up and 1600 litres with them folded, which is larger than the Outback but not quite as commodious as the Octavia. Still, it’s larger than most medium SUVs. Dacia is proud of the practicality in the Striker’s boot, which includes a dual-level floor that’s split into three pieces that are carpet on one side and plastic on the other, remote releases to fold the rear seats and Dacia’s ‘YouClip’ attachments points that owners can buy accessories to fit to.

Under the bonnet of the Dacia Striker is a choice of two hybrid drivetrains: The ‘Hybrid 155’ full-hybrid with a 116kW 1.8-litre drivetrain powering the front wheels only, or a smaller ‘Hybrid 150’ 110kW mild-hybrid 1.2-litre turbocharged drivetrain with an electric rear axle motor for all-wheel drive.

Both drivetrains use a six-speed gearbox; an automatic transmission for the 1.8-litre unit and a dual-clutch for the 1.2-litre drivetrain, and both are capable of electric driving in “up to 60 per cent of urban driving”, according to Dacia.

In the all-wheel drive drivetrain, the e-motor uses a two-speed gearbox, with the first gear to instant torque in off-road conditions and the second for more high-speed stability up to 140km/h. The all-wheel drive Striker features extra driving modes compared to the front-drive model like snow and sand, as well as a special off-road mode and hill descent control.

Active safety equipment in the Striker includes autonomous emergency braking, lane keeping assistance, blind-spot monitoring, rear cross-traffic alert, traffic sign recognition, automatic rear braking, safe exit alert, a 360-degree camera and, unlike the Duster, adaptive cruise control.

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Four Striker variants will be offered in Europe, with the entry-level Essential featuring 17-inch steel wheels, power windows, a 7.0-inch digital driver’s display, a 10.1-inch touchscreen with live services and wireless smartphone mirroring, manual air-conditioning, rear parking sensors and a reversing camera.

The next tier Expression then adds 17-inch alloy wheels, dual-zone automatic climate control with rear air vents, auto-folding mirrors and an electric parking brake with the next step up Extreme then adding larger 18-inch wheels, a panoramic glass roof, a larger driver’s display, sat-nav, an Arkamys six-speaker sound system and copper trims inside and out.

A Striker Journey sits above the Extreme and is more luxurious inside, adding heated front seats and a heated steering wheel and an electrically-adjustable driver’s seat.

The Dacia Striker will go on sale in European markets later in 2026. Plans for Australia are yet to be confirmed, though Renault’s local distributor Ateco has previously confirmed that more products from the Renault Group are due locally within the few years.

What sells well in one market may not sell well in another, and the latest example of that are the BYD Sealion 7 and Seal, which have been pulled from BYD’s home market despite proving to be quite popular in Australia. Both will continue in Australia, however, with no changes to both products for our market.

That’s the latest from CarNewsChina, who has reported that BYD has culled its ‘Ocean Series’ products like the Sealion 7 and Seal from the Chinese market due to a manufacturing shift that “transitions away from domestic supply channels” and “redirects the platform exclusively toward international shipping hubs to fulfil global orders.”

That’s despite the popularity of the Sealion 7 in particular, which has sold over 215,000 examples in China alone since its launch in 2024.

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“The decision to withdraw the model from China follows a realignment of the Ocean Network lineup.” said CarNewsChina. “Domestic buyers have heavily favoured the plug-in hybrid alternative, leaving the pure electric variant in a narrow corridor, where monthly registrations ranged from 100 to 300 units during the first half of 2026.”

The Sealion 7 and Seal aren’t the first exported BYD products to leave their domestic markets as the plug-in hybrid Sealion 6 also left the Chinese market in January this year. However, BYD has confirmed that the Sealion 7 and Seal are all safe in Australia, at least for now.

Sales of both the Sealion 7 and Seal are quite healthy, with both helping to propel BYD to record sales locally with 18,881 units sold in June 2026 alone. To the end of June, BYD’s year to date sales sit on 52,335 units, enough to earn it in second place in the market.

12,516 units of the Sealion 7 were registered to the end of June in 2026, making it BYD’s best-selling product and an increase 233 per cent on 2025’s numbers. The Seal is sitting on 2654 units in the same period, which is a 65 per cent increase.