Aussies who made the change to an electric vehicle in the first half of the year as petrol and diesel prices spiked due to the Iran war will save approximately $76 million on fuel by the end of 2026, a new report has found.
The findings from the National Automotive Leasing and Packaging Association (NALSPA) also show that Aussies who purchased a battery electric vehicle under the federal government’s Electric Car Discount scheme from January to June will keep saving $103.6 million a year from 2027 onwards if fuel costs remain at current levels.
Despite the signing of a memorandum of understanding in June, which led to a temporary ceasefire, shipping through the all-important Strait of Hormuz remains effectively closed. A barrage of attacks in recent days has seen oil prices rise by more than $US4 a barrel, so the pain at the bowser looks set to continue.
NALSPA chief executive Rohan Martin said the sharp switch away from internal combustion vehicles has benefits for Australia that go far beyond motorists keeping more of their cash, noting that the transformation of the country’s new-car market is “strengthening our national energy security” and will put downward pressure on inflation.
“These savings mean more money stays in local economies instead of flowing to overseas energy suppliers,” he said. “More money in Australians’ pockets gives families extra room in their household budgets to cover everyday essentials during the cost-of-living crunch.”
The news comes just after the Electric Vehicle Council’s most recent monthly sales report revealed that Tesla and Polestar delivered a combined 7821 BEVs down under in August, up 148 per cent from the same period last year.
August’s result, which only includes the two brands, is second only to the numbers recorded in June, when Tesla and Polestar delivered 8924 vehicles in a sure sign that the EV market remains exceptionally strong.
The new Polestar 4 SUV has been unveiled as a more practical sibling to its existing coupe-style medium electric SUV ahead of Australian deliveries commencing before the end of the year. Rather than replacing the existing Polestar 4 Coupe, the newcomer will be sold alongside it, giving buyers the choice between the original model’s sleek, unconventional shape or a more traditional body.
The biggest talking point is obvious: the Polestar 4 finally has a rear window thanks to the new SUV variant. Controversially, the existing Polestar 4 Coupe does without rear glass entirely and instead uses a roof-mounted camera feeding a digital rear-view mirror. The SUV version reinstates a rear window and traditional mirror as standard, although the camera-based digital mirror remains available as a $1000 option.
Despite looking noticeably more upright, the SUV uses the same 4840mm overall length and 2999mm wheelbase as the 4 Coupe. Polestar says just 48 new parts were required to create the new body style, including a straighter roofline, upright tailgate and full-length roof rails.
In a boost for practicality, the SUV’s design has unlocked more interior space. Rear headroom grows by 25mm, while cargo capacity has increased from 526 litres in the Coupe to 540L in the SUV with the rear seats up and from 1536L to 1665L with them folded.
There’s also a larger panoramic glass roof, while an optional electrochromic version can electronically switch between transparent, tinted and selectively shaded settings. The brand has also added a new camping mode for the central touchscreen, as well as Google Gemini AI voice control.
Underneath, the SUV uses the same architecture as the existing Polestar 4, but with a larger 100kWh battery. The entry-level Rear Motor produces 200kW and 343Nm, driving the rear wheels and offering up to 630km of WLTP-rated range. The Dual Motor adds a second electric motor for all-wheel drive and outputs of 400kW and 686Nm. Polestar claims up to 600km of range for the Dual Motor, while the 0-100km/h sprint takes just 3.9 seconds, or just one tenth slower than the equivalent Coupe.
The 4 SUV also receives an updated chassis tune with revised spring rates, higher-capacity dampers and altered anti-roll bar settings aimed at improving the balance between ride comfort and the brand’s usual sporty handling.
Australian pricing for the Polestar 4 SUV reveals it’s $4600 cheaper than the Coupe at $73,900 plus on-road costs. More surprising is that unlike the previously Chinese-made Polestar models, the 4 SUV will be sourced from South Korea.
The top-spec Dual Motor is priced at $81,750 +ORC, which is $4600 less than the Coupe Dual Motor. Option packages include a $1200 Comfort Pack, $5700-$6100 Nappa leather upholstery, $6500 Plus Pack and for the Dual Motor, a $7200 Performance Pack.
Individual options include $900 uprated 22kW AC charging, a $2200 electrochromatic glass roof, the aforementioned $1000 digital rear mirror, $700 rear privacy glass and a $4070 electric-folding towbar.
2027 Polestar 4 pricing (excluding on-road costs):
- SUV Rear Motor: $73,900
- Coupe Rear Motor: $78,500
- SUV Dual Motor: $81,750
- Coupe Dual Motor: $86,350
Australian orders for the 2027 Polestar 4 SUV are open now, with the first deliveries expected during the fourth quarter of 2026.
Geely will expand its Australian line-up with the Emgrand L EM-i plug-in hybrid sedan, confirming the new model will arrive during the first half of 2027.
The Emgrand will make its next Australian public appearance at the Everything Electric Show at Sydney Olympic Park from September 18-20, following its local debut at the Melbourne Motor Show in April.
Geely says positive public reaction in Melbourne helped secure the sedan for Australia, where it will give the rapidly expanding Chinese brand an alternative to its predominantly SUV-based range.
The Australian-bound Emgrand is expected to use Geely’s EM-i plug-in hybrid system, pairing a 1.5-litre four-cylinder petrol engine with an electric motor and hybrid transmission driving the front wheels.
The Chinese-market model produces 82kW/136Nm from its petrol engine, while its electric motor develops 120kW/210Nm. Two batteries are offered overseas – 8.5kWh and 17kWh – providing claimed CLTC electric ranges of 60km and 125km respectively. The larger battery can accept DC charging at up to 35kW. Australian specifications are yet to be confirmed.
Measuring 4806mm long, 1886mm wide and 1490mm tall, the Emgrand sits between traditional small sedans such as the Kia K4 and larger models including the Toyota Camry. Its GEA architecture positions the battery beneath the passenger compartment, helping retain a substantial 609-litre boot.
Its most obvious local rival will be the BYD Seal 6 PHEV, although pricing remains unknown. Geely has also indicated a conventional non-plug-in hybrid version could eventually join the Australian range.
The Emgrand will share Geely’s Sydney display with the EX5 electric SUV, Starray EM-i PHEV and recently launched EX2 electric hatchback.
There will also be two surprises. Geely has confirmed it will reveal two additional SUVs destined for its 2027 Australian line-up on the opening day of the show, September 18, although their identities remain under wraps.
The expansion follows Geely’s Australian launch in 2025. The company says it has since passed 20,000 local vehicle deliveries as it continues to broaden its range beyond the EX5 and Starray EM-i that established the brand locally.
Toyota Australia has announced that it’s exploring the use of low-carbon liquid fuels (LCLFs) as part of its multi-pathway approach to decarbonisation. Both it and energy company Ampol are currently undergoing a trial using 100 per cent hydrotreated vegetable oil (HVO100) biofuel, which is compatible for use in all HiLux vehicles built from mid-2015 equipped with either the ‘1GD’ or ‘2GD’ turbo-diesel engine.
According to Toyota, there are more than 500,000 N80 and N90-generation HiLux vehicles on Australian roads and switching from diesel to LCLF can have a meaningful impact in reducing emissions.
All existing Toyota diesel models are capable of running on a 20 per cent LCLF blend today, while the company says that it’s also studying the expansion of other models to be compatible with HVO100. This means that many Toyota models could eventually be cleared to run on a renewable fuel, with no fossil diesel required for propulsion.
HVO100 is sourced from renewable sources including vegetable oil and recycled cooking oil and has a higher cetane number than traditional diesel, providing much higher ignition quality for more stable combustion. It also offers a much lower sulfur and aromatic levels compared to regular diesel.
Importantly, no modification is needed for existing HiLux models to be able to run on HVO100. Speaking of money, the cost of HVO100 itself is yet to be revealed, leaving its chances of becoming a success as a viable alternative to diesel up in the air.
Toyota says LCLF provides a practical solution for regional customers who want to switch to a lower-emission powertrain technology but require the practicality, towing capability, driving range and performance diesel engines provide.
As part of Toyota’s exploration of LCLFs, a HiLux powered by HVO100 successfully completed a 3000km roadtrip through regional Queensland, New South Wales, Victoria and South Australia in conjunction with the National Bush Summit.
Toyota Motor Corporation Australia CEO & President Matthew Callachor welcomed the announcement and stressed real-world impact that LCLFs can deliver: “At Toyota, we believe decarbonisation requires a multi-pathway approach that gives customers practical choices while supporting Australia’s transition to a lower-emissions future. We are excited to work with the industry to explore the potential of alternative and low-carbon fuels to support decarbonisation in the automotive industry.”
Australian deliveries of Tesla and Polestar electric vehicles climbed sharply again in August, with the two brands recording their second-highest combined monthly result.
According to the Electric Vehicle Council’s latest monthly sales report, Tesla and Polestar delivered a combined 7821 battery-electric vehicles during August 2026, up 148 per cent from 3156 in August last year.
Importantly, the EVC figures do not represent Australia’s entire electric vehicle market. The monthly report currently captures Tesla and Polestar vehicles supplied directly to the organisation and excludes other major EV brands. Deliveries are also recorded when vehicles reach customers rather than when orders are placed.
August’s result was second only to June 2026, when the two manufacturers delivered 8924 vehicles.
Tesla accounted for 7685 August deliveries, representing a 163 per cent increase compared with the same month last year.
Once again, the Model Y was responsible for most of the volume, recording 6414 deliveries – up 176 per cent year-on-year. The Model 3 contributed another 1271 vehicles, its strongest monthly performance since January.
The result follows a strong July, when Tesla and Polestar combined for 4921 deliveries, more than four times the 1147 recorded in July 2025.
Combined year-to-date Tesla and Polestar deliveries have now reached 37,532 vehicles, 91 per cent higher than during the first eight months of 2025.
Growth has been particularly strong in NSW, Queensland and South Australia, where year-to-date deliveries have more than doubled. Other states and territories recorded increases ranging between 45 and 93 per cent.
South Australia produced the most dramatic August increase, with 347 Tesla and Polestar deliveries compared with just 28 in August 2025.
The EVC figures coincide with new Australian Bureau of Statistics data showing vehicle purchases increased 10.3 per cent during the June quarter as households continued shifting towards EVs. The ABS said there were record electric and hybrid vehicle sales during the quarter, while GDP increased 0.4 per cent.
EVC chief executive Julie Delvecchio said the figures indicated a longer-term change in buying behaviour, with running costs increasingly influencing vehicle choices.
“Environmental and economic considerations are coming together, changing what Australians buy and how they spend,” Delvecchio said.
The broader picture of Australia’s EV market will become clearer with the release of industry-wide August new-car sales figures, which include manufacturers not represented in the EVC report.
After an absence of almost five years, the legendary Mitsubishi Pajero is back – and it’s more luxurious, advanced and capable than ever before. On sale in Australia before year’s end, the new Pajero uses the same platform and beefy turbo diesel as its Triton ute sibling, but with a more sophisticated four-wheel drive system.
First introduced in 1982, the Pajero has sold almost 3.3 million units over its four-generation lifespan as it competed against the likes of the Toyota Prado, Ford Everest and Isuzu MU-X. Arguably the most iconic Mitsubishi product ever, the latest model will be built in Thailand alongside the Triton and launched in around 100 countries.
Measuring 4920mm long, 1925mm wide, 1910mm tall and riding on a 2870mm long wheelbase, the new Pajero is 70mm shorter in length, around the same width, 70mm shorter in height but 20mm longer between the wheels than the current Toyota Prado. It’s also only 20mm longer than the previous Pajero, and 95mm longer than the slightly smaller Pajero Sport sold locally until early 2025.
Sitting on a modified version of the ladder frame chassis used by the Triton ute with a new five-link rigid rear axle, the new Pajero also uses the same 2.4-litre turbocharged four-cylinder diesel engine as the Triton, making 150kW of power and 480Nm of torque.
However, unlike the Triton and its six-speed automatic transmission, the Pajero uses a “newly-developed” eight-speed auto. Fuel consumption figures are yet to be revealed, and a hybrid drivetrain is rumoured to be in development too.
As previously revealed by Mitsubishi’s teasers, the new Pajero uses the company’s ‘Super-All Wheel Control’ (S-AWC) system, which incorporates active yaw control and individual wheel braking. It also features the ‘Super Select 4WD-II’ four-wheel drive set-up from the Triton, which includes 2H (rear-wheel drive), 4H (full-time four-wheel drive), 4HLc (locked centre differential) and 4LLc (locked centre differential with low-range gears) modes.
Normal, eco, gravel, snow, mud, sand and rock driving modes are also fitted for drivers “of all experience levels to enjoy driving with confidence across a wide range of road surfaces”. Mitsubishi says the new Pajero’s ground clearance is 230mm – between 9mm and 20mm more than a Prado, depending on the model. Its approach angle is 30.4 degrees, ramp breakover is 22.6 degrees and departure angle is 25.8 degrees.
The Pajero’s exterior styling is bold and strong, with ‘T-Bar’ LED lighting at the front, a large honeycomb grille and even a “‘”hexagonal rear motif that reinterprets the rear-mounted spare tyre of earlier generations of Pajero”, according to Mitsubishi. The interior is decidedly more premium than what we’ve seen previously, with new twin displays of up to 14.3 inches and soft-touch leather-like trims on the dashboard and doors.
As before, three rows of seating will accommodate up to seven passengers, and even the third row will have air vents and USB-C ports. Move forward into the second row and features include a 150mm-sliding seat, inbuilt sunshades in the doors, a third zone of climate control, heated outboard seats and more USB-C charging ports in the front seat backs.
Mitsubishi is yet to reveal a full standard equipment list, but has confirmed that the Pajero will be equipped with eight airbags – including a front centre airbag – as well as its ‘MI-PILOT’ adaptive lane guidance, adaptive cruise control, autonomous emergency braking with pedestrian, cyclist, motorcyclist and intersection assistance, front cross-traffic alert and emergency assist for pedal misapplication.
Other features include heated and ventilated front seats, acoustic window glass, electric steering column adjustment, multiple modes for the displays, including the triple-gauge layout from previous Pajero models, wireless smartphone mirroring, a 360-degree camera that creates a 3D model of the vehicle, Mitsubishi Connect live services functionality and a 12-speaker Yamaha Ultimate audio system.
The new Pajero is set to go on sale in Australia before the end of 2026, with local pricing and specifications yet to be confirmed.
Lewis Hamilton’s well-documented love affair with the Ferrari F40 has gone up several notches now that he’s the extremely besotted owner of a barn-find example of what many regard as the Prancing Horse’s finest supercar.
The seven-time F1 world champion broke the news on Instagram yesterday, revealing the team at Maranello completely restored the F40 twin-turbo V8 classic, which is one of just 1311 examples produced from 1987 to 1996.
“My very own F40. This is the car of my dreams and has been for as long as I can remember. As a kid I dreamt of having one. When I joined Ferrari last year I made sure to have one with me on my first day at Maranello. That’s how much it means to me,” Hamilton wrote on his post, which has been liked almost two million times.
Rather than purchase an F40 that a collector had already kept in top nick, Hamilton chose one that had been, in his words, “sat in a garage for thirty years”. His decision might have been influenced by the fact he could turn it over to the geniuses at Ferrari to have fresh life breathed into it.
“I knew I had to bring her home. First to Maranello, where the master engineers and mechanics at the factory worked for weeks to bring her back to life,” Hamilton said, before promising to share more of his new pride and joy with his fans.
The photos on the Instagram post show the Briton watching as the F40 is worked on by the crew at Ferrari Classiche, the department at Maranello that opened in July 2006 and restores and authenticates older cars. His red example is covered in dust in many of the images, with one showing one of the engine parts stamped with the number 44.
Hamilton sold his multi-million-dollar car collection in September last year, with the news breaking just before the Azerbaijan Grand Prix. “I don’t have any cars anymore. I got rid of all my cars. I’m more into art nowadays,” he explained, before adding, “If I was going to get a car, it would be the Ferrari F40. But that’s a nice piece of art.”
The last model to be personally signed off by Enzo Ferrari himself, the F40 was very light on tech compared to the groundbreaking Porsche 959 that arrived just before it. That is one of the keys to its enduring status as an all-time great, however, along with its timeless looks and performance.
After more than four years of development, the Range Rover Electric has finally been revealed as the biggest change in the history of the iconic off-roader. Trading six- or eight-cylinder mild- and plug-in hybrid drivetrains for a 405kW dual-motor electric set up, the new model can travel up to 600km on a full charge (NEDC) and also refill its battery at up to 350kW.
Jaguar Land Rover promises the new EV – which Aussies can now order for $317,718 plus on-road costs – is a “proper Range Rover”. It sits on the same ‘MLA’ architecture as ICE Range Rover variants, but features a huge 118.5kWh NMC double-stacked battery that gives the SUV a claimed 10-80 per cent charge time of around 22 minutes. According to JLR, 220km of range can be added in just 10 minutes at its maximum charge rate.
The battery feeds two 260kW e-motors, one on each axle, that make up to 405kW of power and 850Nm of torque. Despite its circa-2885kg kerb weight – or 75kg more than the plug-in hybrid variant – the Electric launches to 100km/h in just 4.5 seconds. That’s 0.2 seconds slower than the 4.4-litre twin-turbo V8 model, but its 80-120km/h time of just 2.7 seconds is faster, according to the manufacturer.
JLR is keen to point out that despite the change to electric propulsion, the new model still has the famous off-road ability of its ICE and hybrid predecessors. Dual-chamber air suspension with an adjustable ride height is standard equipment, and while its ground clearance is 29mm less than ICE variants, it can still match them by tackling a 33-degree slope and wading to 900mm.
JLR also says that the switch to electric has made off-roading more effortless. New off-road features include ‘Intelligent Driveline Dynamics’ to distribute rear torque from 100 per cent to zero to prevent a loss of traction, and ‘Integrated Traction Management’, which controls the motor speed within 50 milliseconds and manages slip up to 100 times quicker than the equivalent ICE.
The Integrated Traction Management system works in combination with the new single-pedal mode, allowing drivers to smoothly pull away at angles of up to 33-degrees – a slope as steep as a black-diamond ski run – or complete a rolling climb on slops up to 45 degrees. Single-pedal mode offers three levels of regeneration – coast, light and heavy – with the latter harnessing up to 0.5g of regenerated energy to help recharge the battery.
Externally, the Range Rover Electric is almost identical to the ICE models, save for the blanked-off grille and new wheel designs that smooth air flow. There’s also a new rear diffuser to help aerodynamics. On the inside, it’s identical to other Range Rover models, even down to the huge 818-litre boot.
The Range Rover Electric isn’t as capable as the ICE versions when it comes to towing. It can haul a maximum 2500kg, which is 1000kg less than the ICE car and 500kg less than the PHEV. However, JLR said more than 360 million Range Rover customer journeys have been analysed and the EV is suitable for 97 per cent of them.
The Australian pricing is around $33,000 more than the PHEV, but almost identical to the V8. Ausie buyers will also receive 12 months of free charging through the Chargefox network (up to 500kWh).
Range Rover Electric pricing (excluding on-road costs):
- HSE: $317,718
- Autobiography: $357,718
- SV: $417,418
The Range Rover Electric is now available to order ahead of the first Australian deliveries commencing in early 2027.
Aussies could get the chance to buy a new BYD EV for less than $20,000 after it was reported that the Chinese brand’s pint-sized Racco kei car will lend its battery and electronic tech to a new line-up of budget models.
Launched in July last year, the Racco is BYD’s first shot at the kei market in Japan, which features super-compact vehicles restricted to a maximum length of 3400mm, width of 1480mm and height of 2000mm. Now BYD wants to take the Racco’s X-Pack battery units and use them in a new model to be sold around the world, according to Nikkei Asia.
The report says the X-Pack tech – which integrates important electrical components into the battery pack on the floor instead of placing them under the bonnet – will be used in upcoming vehicles destined for Europe’s M1E minicar market segment, which was introduced last year. The introduction of the segment means ultra-small EVs get a subsidy.
Australia isn’t going to get the Racco because it would need to be changed substantially to meet side-impact protection requirements down under. Suzuki’s Super-One EV, which is based on a kei car, had to adopt a bigger frame before it was cleared for local showrooms.
If the new Racco-based model makes it to Oz, it would likely be priced under the marque’s cheapest Australian offering, the Atto 1 Essential, which goes for $23,990 before on-road costs. That would put it in a battle with the Kia Picanto for the title of the country’s cheapest new EV.
The front-wheel drive Racco is actually bigger than the Atto 1, coming in at 3395mm long and 1475mm wide. Its outputs of 47kW and 160Nm meet the Japanese restrictions on kei cars, and it comes with electric sliding doors, heated seats and the ability to send electricity to external devices using vehicle-to-load tech.
That X-Pack battery can be DC-charged at 100kW for a 10-80 per cent battery refill time of approximately 20 minutes, and the 36kWh lithium-iron-phosphate pack gives it a claimed WLTP range of around 320km.
The upcoming Lexus NX’s extensive facelift has been revealed, but possibly the most important change to the SUV is the switch to all-hybrid powertrains with more range. News of the unveiling comes as the brand is cutting two petrol-only models from its Aussie line-up: the RX350 and LS500.
Expected to go on sale down under next year, the spruced-up NX range will come exclusively in petrol hybrid and plug-in hybrid form, with the NX350’s current 205kW, 430Nm 2.4-litre turbo four nowhere to be seen.
The entry point is the NX300h hybrid, which will make 145kW from a hybrid system that features a 110kW 2.0-litre four cylinder petrol engine. The NX350h, which is one level above it, should make up to 180kW.
Top of the range is the NX450h+, with a 2.5-litre petrol engine contributing to a total output of up to 240kW. That performance boost is helped along by the adoption of the sixth-generation hybrid system from the ES sedan, which shaves 10kg off the vehicle’s weight.
The 450h+ will have an all-electric range of 100km, up from 72km for its predecessor. Battery capacity has swollen to 23.0kWh from the previous 18.1kWh, and unlike the current 450h+, it should support 50kW DC fast charging and 11kW AC home charging. The battery has also been mounted along the vehicle’s length instead of its width, which Lexus says has improved handling and stability.
Looks-wise, the renovated NX line-up keeps on with the brand’s Vital x Tech design language, which Lexus says creates a “sportier, more elegant appearance”. Notable changes include the frameless spindle grille, which is claimed to reduce drag, and revised headlights that are connected to the side intakes.
Inside, the NX gets a significantly revised look for the dash and centre tunnel, which have been simplified. The steering wheel is smaller, while the instrument display grows from 8.0 to 12.3 inches. A 14.0-inch touchscreen sits in the middle above hidden physical buttons that appear when the driver or passenger moves to touch them. The interior also gets a slightly sportier feel with the driver’s seat set down lower.
It’s also been revealed that the brand will have just three exclusively petrol-powered models down under next year thanks to the cutting of the RX350 and LS500 from local showrooms. Lexus said the move is due to “customer preferences”, with the axed vehicles only making up around 15 to 17 per cent of sales for the range.
