Australia’s domestic intelligence agency has cautioned politicians and government employees against discussing classified or sensitive matters inside vehicles, particularly those equipped with internet connectivity, due to the potential risk of surveillance and data collection.

The warning was delivered during a Senate estimates hearing on Thursday evening, where senior officials from the Australian Security Intelligence Organisation (ASIO) were questioned about the security implications of modern connected vehicles.

As more Australians purchase cars that can connect to the internet, concerns are growing about how information generated inside those vehicles could be accessed, stored or transmitted. According to figures from Austroads, connected vehicles are expected to account for 93 per cent of all new vehicle sales by 2031. More than 1.2 million such vehicles were already operating on Australian roads by 2021.

Connected vehicles typically use built-in SIM cards or pair with smartphones to access online services and communicate with external networks. These systems support a range of functions, including remote vehicle management, software updates delivered over the air, navigation services and advanced infotainment features.

Some of these vehicles are available to federal parliamentarians through government-funded vehicle allowance programs, raising questions about whether they could present a security risk when used by elected representatives.

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When asked whether MPs should avoid vehicles manufactured in China, ASIO Deputy Director-General Lisa Alonso Love said the broader concern was not limited to any particular brand or country of origin.

She told the hearing that sensitive discussions should only occur in secure environments specifically designed for handling classified information.

“Whether a vehicle is connected to the internet or not, our advice is that parliamentarians and public servants should not discuss classified or sensitive information inside vehicles,” she said.

Ms Alonso Love noted that internet-connected vehicles may provide additional avenues through which information could potentially be collected or accessed. For that reason, she stressed the importance of restricting high-security conversations to approved secure locations.

She also urged officials to remain aware of the information they discuss while travelling, warning that conversations held inside vehicles may not always remain private.

The Australian Signals Directorate (ASD) has previously highlighted cybersecurity risks associated with connected vehicles, noting that the level of risk varies depending on the technology installed and the degree of connectivity.

Modern telematics systems can gather significant amounts of data, which is often transmitted to vehicle manufacturers or external service providers. Information collected may include location data, driving habits, audio recordings, images captured inside or outside the vehicle, and details obtained from connected smartphones.

Depending on the system, vehicles may also store access to call records, text messages, contact lists and calendar information.

The ASD has warned that some of this data may be stored overseas, where Australian privacy and data protection laws may not apply, potentially creating additional security and privacy concerns for users.

Denza, the luxury arm of BYD, has announced an over-the-air software update designed to improve off-road control and ease of use when towing.

The plug-in hybrid B5 (below) and B8 (main) off-roaders will start receiving the version 1.1.0 software update free of charge as of this week.

Towing functionality for the Denza B5 is improved via a new, dedicated towing mode switch in the infotainment display, and cruise control compatibility while using towing mode, designed to improve fatigue management and comfort on longer trips.

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Trailer weight selection is also added, allowing owners to input the details of their trailer, from which Denza claims the vehicle can adjust performance parameters and make changes to related electronic safety and stability systems.

The larger Denza B8 gains the same cruise control in towing mode functionality, and a dynamic range estimation to more accurately portray remaining electric and overall range based on driving conditions.

 Off-road functionality has been improved through changes to traction control management and control software updates to wheel speed and electric motor torque management, some of which were validated from runs up Queensland’s challenging Beer O’Clock Hill off-road course during testing earlier in the year.

In-cabin changes include the addition of an available driver password lock as an additional security feature and changes to the power-folding seats.

The electrically-operated second-row seats in the B5 and B8, and third row in the B8, feature improved resistance detection, designed to stop the folding motion when an occupant or object is detected, preventing possible injury.

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Since launching in Australia in late 2025, Denza has expanded its dealer network to 12 sites across the country.

Year-to-date sales to the end of April show 729 B5s delivered, ahead of closest rival, the GWM Tank 500 on 411 sales, but behind off-road focused Large SUV rivals like the Ford Everest (7081) and Toyota LandCruiser Prado (6385).

The larger, more expensive Denza B8 has recorded 394 sales, against key rivals like the Nissan Patrol (1785) and Toyota LandCruiser (3867).

How much does the Ford Ranger cost to buy?

There’s a bewildering array of Ranger models to choose from, beyond the most obvious choice – that being the choice of engine. There’s cab-chassis or pick-up, single, super and double-cab bodies available, and then the steps between the model grades beyond that.

If you concentrate on 4×4 models, Ranger can be had from $45,600 for the XL single-cab chassis, 2.0-litre, single turbo variant. That price is before on-road costs and represents a $2630 price reduction from the previous price structure.

At the other end of the pricing scale, the Ranger Platinum dual-cab pick-up with the 3.0-litre, V6 engine costs $80,890 before on-road costs (no change from previous pricing). That’s just taking into account diesel engines of course, with the petrol-powered Raptor costing more again.

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New to the range is the limited-edition Ranger Wolftrak, which gets green exterior highlights across the grille and doors, black 17-inch wheels with a lime green-coloured insert, a 360-degree camera, extra-length black alloy sports bar, honeycomb grille design, and Wolftrack emblems embossed into the seats. It starts from $70,990 before on-road costs with the V6 engine, and sits above the XLT model grade and below Tremor.

The model we’ve detailed in the specs at the end of this article (and pictured) is the 4×4 XL Double-Cab Pick-Up, which starts from $57,900 before on-road costs. Keep in mind also, that purchasing a four-cylinder Ranger means you can only access RWD or part-time 4WD, with full-time 4WD only available on the more expensive V6 variants.

How powerful is the Ford Ranger?

Gone is the bi-turbo four-cylinder engine, with the 2.0-litre, single-turbo four-cylinder doing duty for those not wanting a V6. The deletion of the bi-turbo was, according to Ford, part of a global change to the line-up, despite previously being the most popular engine.

The single-turbo engine has been revised with a new fuel injection system and a timing chain replacing the troublesome wet-belt set-up that was used previously. According to Ford, those changes improve durability and performance. Also going the way of the dodo is the six-speed automatic transmission, previously available lower down the range, replaced by the 10-speed automatic. With the changes, the V6 is now available across 13 of the 22 Ranger variants, compared to five of 21 variants with the last model.

The four-cylinder engine generates 125kW at 3500rpm and 405Nm between 1750rpm and 2500rpm, while the V6 makes 184kW at 3250rpm and 600Nm between 1750rpm and 2250rpm. Even on paper, you can see that the V6 reaches its peak power and torque figures slightly lower in the rev range, part of the reason it has such an effortless feel no matter what sort of driving you’re doing.

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How fuel efficient is the Ford Ranger?

With the V6 now more widely available across the Ranger model line-up, we’ve concentrated on that engine for the specifications at the end of this story. However, a quick look at the specs for the single-turbo four-cylinder diesel reveal that it uses a claimed 7.2L/100km in the same XL grade as the V6 we’ve detailed there.

The V6, in XL guise then, uses a claimed 8.3L/100km, which, given the capability and performance of the drivetrain, is more than acceptable. In the real world, expect to use between 9.5 and 10.5L/100km, depending on the type of driving you’re doing, as we’ve done in testing previously. If you’re towing a heavy trailer long distances, expect that usage to climb further.

If fuel efficiency is your primary concern at the time of purchase and you’ve already decided on a Ranger, then the four-cylinder is the way to go. Combined with the 10-speed automatic, the four-cylinder is smooth, efficient and enjoyable to drive. However, if grunt and capability are the focus, the V6 clearly trumps the four-cylinder.

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Is the Ford Ranger practical?

Our brief launch drive covers outer urban highway running, light-duty off-road driving in low-range, and higher-speed sealed surface test track driving. As it has done since launch, the Ranger – regardless of engine or model grade – continues to do what Aussies will want it to do with ease.

The farewell of the maligned wet-belt engine for a much more durable timing chain system is a bonus, with the four-cylinder now benefitting from the 10-speed automatic across the range. While the six-speed auto wasn’t a bad transmission, the 10-speed’s smooth changes and extra ratios make good use of the engine’s power and torque, and it’s always an easy combination at any speed.

Where the Ranger excels most is in its duality of character. It’s capable of long distance touring on sealed roads in comfort, but also capable off-road, when low-range is selected and the going gets tough. Both engines will tackle off-road work easily enough, but the big dog V6 does everything easier, and features the benefit of full-time 4WD on the road if you want it.

The price of admission isn’t cheap as you climb further up the model range, but even the base Ranger feels like your money has been well spent. That’s enhanced by the presence of the V6 engine, and while you do get more for more if you dig deeper at the time of purchase, you don’t necessarily ‘need’ all the niceties that come with the more expensive variants either.

Ranger’s unladen ride is as good as any of the leaf-sprung brigade, with the feeling from behind the wheel one of insulation and solidity. It can still skip over harsh, repeated ruts at highway speed, but doesn’t feel disconcerting when it does. As good as dual-cabs have become, you’re still making some compromises when a vehicle like this is your daily driver, and outright bump absorption and ride quality is one such area.

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What warranty covers the Ford Ranger?

Ranger is covered by Ford’s five-year, unlimited kilometre warranty, in what is now considered the effective minimum for the market in Australia. With some brands offering seven years’ coverage, and others extending as far as ten (if you service the vehicle at an authorised dealer), five is less eye-catching than it used to be.

Service costs are competitive, relative to the others in the segment, with Ranger costing $1596 over the first five years of ownership. A visit to your service centre is required every 12 months or 15,000km, whichever comes first.

Should I buy the Ford Ranger?

Australia’s love for dual cabs continues and with this subtle shift in what you get and what you pay to get it, Ford is looking to ensure the ongoing strength of what is one of Australia’s favourite vehicles.

If you tow or love long distance touring, the V6 diesel remains the engine of choice, given how easily it does what buyers will need it to do. In the sense of getting to work, bigger is still better – or certainly easier. However, if you spend most of your time driving in urban areas for work or leisure, the revised four-cylinder single turbo is capable.

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Ford Australia says its watching the competition with a keen eye on how competitors are tackling the dual-cab segment. It would be mad not to, with competition fiercer than its ever been. The Ford Ranger remains a strong option with appeal for all the obvious reasons. Continuing to appeal to new car buyers will be harder than ever, though.

Additional Ranger Equipment Highlights

• Driver Assist Technology’ bar added to cab-chassis variants
• Digital reversing camera
• Rear parking sensors
• Blind-spot monitoring (XLT gets Trailer Coverage)
• Rear autonomous emergency braking
• Rear cross-traffic alert
• Lane-change warning and aid
• Matrix LED headlights (Wildtrak)
• Bang and Olufsen premium audio (Wildtrak)
• Heavy-duty suspension (XLT dual-cab chassis)
• 12.0-inch touchscreen (for XL, XLS and XLT)
• Dual-zone climate control (standard for XL)
• Rear air vents (for XLT double-cab)

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Specifications: Ford Ranger XL

How much does the Ford Everest cost to buy?

The most significant changes, for this model update, are beneath the skin and on the specification sheet. For starters, Everest Ambiente and Trend have been dropped, with Everest Active introduced to the range. The most significant new feature highlight is the 12.0-inch touchscreen, standard across the range.

Under the bonnet, the bi-turbo four-cylinder engine is gone, with the 2.0-litre, single-turbo four-cylinder taking its place in the range for buyers not wanting the V6 diesel. The 2.0-litre has been revised, with new fuel injection fitted, along with a timing chain replacing the troublesome wet belt set-up on the old engine, something that caused issue with owners. Ford says the change improves durability and performance.

Within the Everest range, the V6 engine is now available from the entry-grade up, a significant change to the options for buyers. The single-turbo four-cylinder is new to the Everest range, and can be had in Active and Sport grades. Keep in mind, too, that like Ranger, an Everest with the four-cylinder is part-time 4WD only.

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The new Everest range, now looks like this, before on-road costs are added:

The sweet spot in the Everest range, so far as we’re concerned is the mid-grade Sport. Pick your poison in regard to the engine you prefer, but Sport is well-equipped and has everything you need. Our pricing and specification list below, details the competitive entry to the Everest range, the Active with the 2.0-litre engine. If you’re on a tighter budget than the Sport allows, the Active is well worth considering, given the sub-60k pricing for the entry grade model.

How powerful is the Ford Everest?

If you buy an Everest powered by the revised four-cylinder, you get 125kW at 3500rpm and 405Nm between 1750rpm and 2500rpm, outputs that matched the outgoing 2.0-litre engine’s numbers, but there’s now a 10-speed automatic across the range, including the four-cylinder engine, which used to be backed by a six-speed auto.

The old, bi-turbo made a fair bit more power and torque than the 2.0-litre, 154kW and 500Nm to be exact. According to Ford, the reason that engine is gone is down to a global strategy decision, rather than an Australian market one, but its worth mentioning it was the most popular engine choice previously.

Step up to the V6 engine, and you get a significant jump in power as you’d expect, with 184kW on offer at 3250rpm and 600Nm available between 1750rpm and 2250rpm. As is the case wherever two different engine variants are available, the recommendation comes down to the type of driving you do.

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If you tow a reasonably heavy trailer semi-regularly, or a heavy trailer occasionally, the V6 is the pick. Likewise for long-distance, off-road touring. The V6 just does thinks easier than the smaller engine. However, if like most of us, you live in the urban confines and rarely leave them, the 2.0-litre, especially now its mated to the excellent ten-speed, is a clever choice.

How fuel efficient is the Ford Everest?

Ford claims a range of fuel use figures based on not just the engine size, but also the specification grade of the Everest. The Active and Sport with the 2.0-litre use a claimed 7.1L/100km on the combined cycle. The Active, Sport and Platinum with the V6 all use a claimed 8.5L/100km, while the Tremor with the V6 is the thirstiest of the bunch, using a claimed 9.3L/100km on the combined cycle.

You can expect, for regular around town running, to use somewhere between 1.5L and 2.0L more than those claimed across all model grades. However, if you’re towing a heavy trailer, or executing low-range off-road work, that figure will climb even more. We’ll report back with more detailed fuel use figures, once we drive the Everest post launch. But, with an 80-litre fuel tank under the rear, you’ve got a good touring window on the open road.

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Is the Ford Everest practical?

While the Everest is a practical conveyance around town for family buyers, it really comes into its own on the open road. When you get out of the city, and head along the kid of rural roads so many Aussies use every day, the concept of, and the flexibility offered by, a large SUV make a hell of a lot of sense. Around town, as is the case with all the SUVs in this segment, the heft needs to be taken into account. You’re stopping between 2245kg and 2480kg depending on model grade, so there’s a hefty 4WD at your control. That said, Everest doesn’t feel ungainly around town, even on the tighter city streets.

However, the extra string in the Everest bow is it’s ‘proper’ 4WD capability. Where most large SUVs are now unashamedly designed for the school or grocery run, the Everest retains genuine off-road and touring ability, which is one of the reasons Aussie buyers love it as much as they do.

V6 or four-cylinder, the cruising capability is excellent, with the ten-speed automatic working away as seamlessly as it has since we first tested it. Once it settles into high gear at freeway speed, the Everest is quite and composed inside the cabin. Around town, in give and take driving, the transmission can hunt a little bit as it works through the ten available ratios, but it’s not intrusive either, so the sense of calm inside the cabin, isn’t affected.

Ford has struck – and this is a benefit of a vehicle being developed with Australia in mind from the outset – a lovely balance between ride quality and handling acumen. It’s not easy to make something this big ride as well as it does, while also tipping into a corner without feeling like it’s going to tip over. And yet, Ford has done just that, ensuring that there are no hair-raising moments behind the wheel. It’s worth noting, in a similar way to Commodore and Falcon, Everest does illicit that feeling that it was designed and built in this country, for this country. Without getting too misty-eyed of course.

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Where the V6 is understandably the punchier of the two, it doesn’t feel alarmingly fast. Rather, it’s a lazier, more effortless take on doing the same thing, always with enough power in reserve, no matter what you need it to do, Everest has plenty of cabin space, regardless of seat layout, a huge boot, and comfort across all main seating positions. As a long haul family tourer, it’s capable and comfortable.

With the third row in use, you still get a handy 259 litres, expanding out to 898 litres with the second row in use, and then a whopping 1823 litres with both the second and third row folded.

What warranty covers the Ford Everest?

Everest is covered by Ford’s five-year, unlimited kilometre warranty, in what is now considered the effective minimum for the market in Australia. With some brands offering seven years’ coverage, and others extending as far as ten (if you service the vehicle at an authorised dealer), five is less eye-catching than it used to be.

Service costs are competitive, relative to the others in the segment, with Everest costing $1596 over the first five years of ownership. A visit to your service centre is required every 12 months or 15,000km, whichever comes first.

Should I buy the Ford Everest?

It might seem a redundant point to assess whether Australians ‘should’ buy a Ford Everest – they already are and in their droves. As such, you could mount a fair argument that Everest is already doing exactly what Aussie SUV buyers want it to do.

However, the deleting of the bi-turbo engine, the changes to the mechanical of the single-turbo four-cylinder (same power and torque outputs though) and the broadened availability of the V6 diesel engine constitute the most significant changes to the model since it was launched.

While there’s not necessarily a more compelling reason to consider an Everest than their was before, there’s certainly a broader palette from which to select the model that suits your needs and budget. In the face of renewed and increasing competition, Australia’s favourite large SUV shows no signs of slowing down.

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Revised Ford Everest new equipment highlights

• 360-degree camera standard for Sport and Tremor grades
• Tyre pressure monitoring added to Sport
• Heated and ventilated front seats with 10-way driver, eight-way front passenger power
• adjustment now standard for Tremor
• Third-row seat delete now available as an option on Tremor

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Specifications: Ford Everest Active

Ferrari’s production logic has always been to build fewer cars than there is demand for. Scarcity drives demand. Demand ensures cars don’t need to be discounted or run out at a loss.

But Ferrari’s 2025 sales results did something atypical: they went backwards. A small shift, less than 1 per cent, but a decrease nonetheless. Regionally, the shift in China – viewed as a key market by almost every carmaker – was bigger, with Ferrari sales slipping since 2022 owing to unique conditions there.

The Luce exists to reverse that trend. It’s a bold gamble, particularly when China makes up less than 10 per cent of Ferrari’s global sales, and one model risks alienating the other 90 per cent.

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The Luce solves a number of problems for Ferrari. On one hand, import levies, luxury taxes, and consumption penalties can more than double the price of a new Ferrari in China. For the ultra-rich, that may not be a problem, but registering a combustion car can see owners face delays of up to two years.

Money can’t fix that problem, but EVs skip the queue on registration delays, and are exempt from a 40 per cent consumption tax. The Luce’s goal is not to be affordable, but to be accessible in a market where visible wealth is valued more highly than quiet luxury.

But, none of that addresses why the Luce looks the way it does, although at the Ferrari EV’s reveal, Ferrari’s chief marketing and commercial officer, Enrico Galliera (below), is quoted as saying, “The key driver the carmaker is targeting is someone who already owns an electric car.”

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Not supercar drivers, not existing Ferrari faithful. Ferrari’s pitch is aimed at wealthy electric vehicle owners already familiar with the technology. The highest concentration of which lives in China.

Without decades of conditioned understanding about Ferrari’s history, the brand has had to push harder for acceptance and has tailored cars like the FF, and the successive Purosangue to look like global models, but with an eye on buyers that want something more practical and comfortable in an emerging market with no real supercar history.

The buying history for billionaire EV owners looks different because the cars available to them so far have looked less like a Ferrari and more like, well, a Luce.

As far back as 2012, Ferrari broker, Ferrari’s Online declared, “The reality is that very few Enzo-Era Ferraris have gone to China, and it will be a long wait before they go in volume – if ever,” referencing a lack of demand for highly collectible models fancied in other parts of the world, produced before the death of company founder, Enzo Ferrari, in 1988.

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Ferrari’s strategy may seem at odds with the likes of Porsche and Lamborghini, which have cancelled EV plans in favour of reviving high-performance combustion programs. At a time when the USA is softening emissions regulations, the need for an electric Ferrari is surely reduced.

Often, Western media coverage tends to ignore how different the Chinese market can be.

Ferrari has not approached the Luce without taking some risks. Where the overwhelming majority of new cars in China focus on screen real estate, Ferrari has opted for an interior with a degree of tactile controls.

The reveal of the Luce sent shockwaves through social media and rocked the company’s share price, but if the buyer profile Ferrari is chasing exists, the Luce may not be the blemish in the brand’s history that an audience never intended for the car, say it is.

What is a Volkswagen Tayron, you might be asking. Taking the place in VW’s Australian line-up of the former Tiguan Allspace, the Tayron is essentially an extended length version of the Tiguan using the same drivetrains and with almost identical model ranges. Crucially for Volkswagen Australia, the Tayron’s extra length qualifies it to enter the large SUV segment, so it now competes against cars like the Kia Sorento, Hyundai Santa Fe and Toyota Kluger. Is the Tayron eHybrid a worthy large SUV option?

How much does the Tayron eHybrid cost to buy? 

Volkswagen Australia is offering two eHybrid variants in the Tiguan range: the 150TSI Elegance that’s priced at $62,390 plus on-road costs and the 200TSI R-Line, which is yours for $76,550 plus on-road costs. Until June 30, 2026, the former is priced from $61,990 driveaway and the latter $75,990 driveaway.

Those who have read our Tiguan eHybrid review will note that the entry price for the Tayron is actually less than the smaller Tiguan. That’s because the Tiguan includes the contents of the $4200 Sound and Vision Package that’s optional on the Tayron Elegance, but will that confuse potential buyers? Potentially. 

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2026 Volkswagen Tayron pricing: 

The Tayron eHybrid variants command a reasonable $2000 premium compared with equivalent petrol models, but like the Tiguan eHybrid, there are compromises thanks to the plug-in hybrid drivetrain: there’s no spare wheel, no all-wheel drive and like the Tayron 150TSI Life, they use a five-seat layout with the two extra seats that feature in the Tayron 110TSI Life, 150TSI Elegance and 195TSI R-Line not available.

There’s a full list of standard features at the bottom of the page, but both Tayron eHybrid variants are very well equipped. Options are limited to just the aforementioned $4200 Sound and Vision Package, $800-$1100 paint colour, a $2100 panoramic sunroof and, on the 200TSI R-Line, a $1500 Black Style Package with – as the name suggests – gloss black exterior detailing. 

For its introductory $61,990 driveaway deal, we think the Tayron eHybrid Elegance is great value for money. A less practical and less well equipped Mazda CX-60 P50e Pure with its inferior electric driving range starts at $63,790 plus on-road costs, for example.

How practical is the Tayron eHybrid? 

Those who have spent time in the current Tiguan will find the Tayron’s interior instantly recognisable as it’s pretty much identical, though the longer wheelbase and extra length make for a more spacious and practical cabin. 

The quality inside the Tayron is higher than the Tiguan Allspace it replaced thanks to way more soft touch materials, more appealing hard materials, and more leather and suede dotted around. It’s also more high-tech with larger displays with more features. The Elegance trim featuring 12-way electric front seat adjustment with memory, massaging, heating and ventilation also elevates comfort levels. 

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A 15.9-inch touchscreen is standard on the Elegance, but the models we drove on the launch were fitted with the optional Sound and Vision Package, offering a larger 15-inch unit with bright colouring, sharp graphics and quick processor. It doesn’t feature the live services of European models like live traffic, but pairing Apple CarPlay is quite easy and the 10-speaker Harman Kardon sound system is a quality item that will please audiophiles. 

The lack of physical climate buttons makes changing the temperature and other climate features a bit of a chore, though there is the multi-purpose physical control dial located on the centre console. It’s a volume knob, though if you press it, it cycles through features like drive mode selection. Volkswagen has also moved away from touch-capacitive steering wheel buttons, which has made it easier to interact with the steering wheel. 

As for practicality, there are capacious flock-lined door bins, a big central box, moveable cup holders, two wireless phone chargers and a flap to cover phones while they’re charging for extra storage and to keep eyes on the road.

The Tiguan is already a spacious car in its second row, but the Tayron is even larger thanks to its longer wheelbase. Although the eHybrid doesn’t feature the seven-seat layout of some other Tayron variants, it does still have the sliding and reclining middle row, which enhances practicality even further. Other features include a separate zone of climate control, two USB-C chargers, heated outboard seats, a central armrest with cupholders, integrated sun blinds and large flock-lined door bins.

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Behind the rear seats lies a large 705 litres of boot space, which expands to 1915 litres with the rear seats folded. Because of the battery location, that makes it smaller than the five-seat 150TSI Life (885/2090L) and seven-seat models, but the seats folded figure is 10 litres larger than the seven seaters. There are also some under-floor cubbies though as with the Tiguan, a tyre repair kit features in lieu of a spare wheel.

How fuel efficient is the Tayron eHybrid?

If you charge it regularly, the Tayron eHybrid will deliver more efficient petrol use. Both Tayron eHybrid variants use a new 1.5-litre turbo-petrol engine making either 110kW/250Nm (150TSI) or 130kW/250Nm (200TSI) outputs. That engine is mated to an 85kW/330Nm electric motor that’s sandwiched in the six-speed dual-clutch transmission, sending combined 150kW/350Nm (150TSI) or 200kW/400Nm (200TSI) outputs solely to the front wheels. There’s plenty of grunt, though we’d love to see a dual-motor set-up with even more performance. A potential Tayron R eHybrid, eh Volkswagen?

A 19.7kWh (net capacity) lithium-ion battery is located underneath the boot floor and provides an impressive 116km of range on the stricter WLTP cycle, meaning that you should achieve fairly close to that figure in the real world. Unlike rivals such as the Sorento PHEV, the Tayron eHybrid can be DC fast charged and up to a reasonable 40kW, with a claimed 10-80 per cent charge time of 26 minutes. AC charging is also available for a claimed 2.5-hour 0-100 per cent charge at 11kW, or 12 hours plugged into a wall socket. Impressively, unlike many PHEVs/EVs on the market where you must buy a separate cable, the Tayron eHybrid is equipped with both AC-to-AC and AC-to-wall socket charging cables.

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As for fuel consumption, the Tayron eHybrid 150TSI is rated at 1.7L/100km and the 200TSI at 1.8L/100km, though like with all plug-in hybrids, both those figures were achieved with a full battery and achieving fuel consumption that low is only possible when regularly charged. We spent more time in the smaller Tiguan eHybrid on the launch event, which achieved a low 3.9L/100km highway consumption figure running in hybrid mode, so in similar conditions, we’d wager that the slightly larger Tayron would achieve low 4s, but we look forward to testing both in our regular testing environment soon.

Admittedly, the eHybrid models are slower against the clock compared with their petrol equivalents – 8.6 seconds versus 7.4 seconds for the 150TSI, and 7.3 seconds versus 6.1 seconds for the 200TSI – thanks to their extra weight, but they still feely appropriately punchy off the line because of the instant torque of the electric motor. The 1.5-litre petrol engine is more refined than previous iterations of the same engine, and has been tuned for a more appealing and snarlier noise, like the turbocharged 2.0-litre engine used in a plethora of Volkswagen Group products.

What is the Tayron eHybrid like to drive? 

On the road, the Tayron impresses with its typical Volkswagen solidity, even if it is noticeably firmer than the petrol Tayron models. Despite not featuring the all-wheel drive system of some Tayron variants, it handles quite well – even on the poor road surfaces of the New South Wales north coast where the launch event was held after a month’s worth of rain in the few days prior to the event. 

On some roads, the potholes were huge but the Tayron took it all in its stride with a generally comfortable and composed ride quality, even on the larger 20-inch wheels of the R-Line variant. That’s because Volkswagen’s ‘DCC Pro’ adaptive dampers are standard on the eHybrid models, which gives it a wide range of ride tuning to match different road surfaces. 

Body control varies depending on which mode you’ve selected, from floaty in its softest mode to quite tight in the firmer settings, and we found the middle settings to offer a good mix, at least for the awful roads of the launch. The steering is also pleasingly direct, and offers a good amount of weighting and feel as well.

As for refinement, the Tayron is reasonably quiet at speed and the lack of engine noise at times in the eHybrid makes it even quieter. We also applaud Volkswagen’s subtle and effective active safety systems, which are far more trustworthy of their driver than some rivals. Even the over-speed noise is calm and collected in a typically German way, and unlike some rivals, can be permanently defeated. 

How much does the Tayron eHybrid cost to service? 

Servicing is a considerable cost, with the first five years/75,000km of servicing priced at $3570 or $714 annually. Buyers can lessen that cost slightly with a pre-paid service plan that costs $3391 for the first five years ($679 per year), but that’s still not what you’d call inexpensive. On the plus side, a Kia Sorento PHEV service cost over the same time period is $3409, though that’s only to 50,000km thanks to its lesser 10,000km service intervals.

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The Tiguan eHybrid is covered by a five-year/unlimited km warranty with a separate eight-year/160,000km warranty for the hybrid battery, which is what we’d call the minimum in today’s market – Kia offers seven years, for example. Twelve months of roadside assistance is included too, which is extended a further 12 months with each dealer service.

Should I buy a Volkswagen Tayron eHybrid? 

If you’re after an electrified large SUV but don’t need seven seats, the Volkswagen Tayron eHybrid is an compelling choice. It offers pretty strong value for money against its legacy competitors in Elegance form with only a modest $2000 increase over petrol models, as well as a long list of standard equipment across the range.

It’s not quite as capacious as the other five-seat Tayron model, but it’s still quite large and comfortable. Its 116km WLTP electric driving range is impressive too, plus it can be DC fast charged to 80 per cent in under half an hour, giving flexibility for those owners who don’t have access to regular charging infrastructure. Really, the only negatives are the lack of seven seats, no all-wheel drive and the reduced boot capacity. If they don’t matter to you, the Tayron eHybrid is excellent buying.

Tayron eHybrid Elegance standard features: 

• 19-inch alloy wheels with a tyre repair kit
• Adaptive dampers
• Eco, normal, sport and individual driving modes
• Rain- and light-activated automatic LED exterior lighting
• Rain-sensing automatic wipers
• Heated and auto-folding mirrors with memory, passenger side dropping in reverse gear and puddle lamps
• Roof rails
• Rear privacy glass
• Keyless entry with push button start
• Electric tailgate with kick-to-open functionality
• Leather upholstery
• 12-way electric front seats with memory, heating, ventilation and massaging
• Heated leather steering wheel with paddle shifters
• Heated outer rear seats
• Tri-zone automatic climate control with rear air vents
• 10.25-inch digital driver’s display
• 12.9-inch touchscreen
• Wireless Apple CarPlay and Android Auto
• Satellite navigation 
• AM/FM/DAB+ digital radio
• Bluetooth calling and audio streaming
• 2x wireless phone chargers
• Nine-speaker sound system
• Multi-colour cabin ambient lighting
• GoConnect connected services app with live technical status, vehicle location, recent trips, errors and warning lamps and direct dealership communication
• Type two-to-wall socket charging cable
• Type two-to-AC charger charging cable
• 9x airbags
• Autonomous emergency braking with pedestrian and cyclist detection
• Low speed front and rear automatic braking
• Adaptive cruise control 
• Lane keeping assistance with adaptive lane guidance
• Blind-spot monitoring 
• Front and rear cross-traffic alert
• Exit warning system
• Driver attention monitoring
• Traffic sign recognition
• Auto high beam
• Front and rear parking sensors
• 360-degree camera
• Anti-theft alarm
• Semi-automatic parking
• Tyre pressure monitoring

Sound and Vision Package ($4200) for Tayron Elegance adds: 

• 15-inch touchscreen
• 700W 10-speaker Harman Kardon audio
• Head-up display
• Matrix adaptive high beam

Tayron eHybrid R-Line adds to Elegance: 

• 20-inch alloy wheels
• Sportier exterior styling
• ‘Progressive’ steering
• Suede dashboard and door trim inserts
• 15-inch touchscreen
• 700W 10-speaker Harman Kardon audio
• Head-up display
• Matrix adaptive high beam

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Tayron eHybrid specifications: 

After a long delay compared with Europe, Volkswagen Australia has finally pushed the electrification switch, and in a big way. From having no electrified products or EVs in its range just a few years ago, it now offers multiple EVs and they’re proving reasonably popular so far.

Hybrids were previously limited to just the high-performance Touareg R, but now the brand introduces the Volkswagen Tiguan eHybrid. 

‘eHybrid’ is Volkswagen’s term for its plug-in hybrid drivetrain, and it’s available on multiple models in Europe including the Golf, Tiguan and Tayron. The Tiguan and its larger Tayron sibling are the first local recipients below the Touareg R of the eHybrid badge, and it could expand further in the line-up if the market exists for it.

The take away from this is that Volkswagen finally has a hybridised entrant into the hugely popular medium SUV segment in Australia. Should you consider it over other hybrid medium SUVs, such as the ever-popular Toyota RAV4? 

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How much does the Tiguan eHybrid cost to buy? 

Volkswagen Australia is offering two eHybrid variants in the Tiguan range: the 150TSI Elegance that’s priced at $64,590 plus on-road costs and the 200TSI R-Line, which is yours for $74,550 plus on-road costs.

Until June 30, 2026, the former is priced from $63,990 driveaway and the latter from $73,990 driveaway. 

Volkswagen Tiguan pricing (plus on-road costs): 

Both Tiguan eHybrid variants command a surprisingly reasonable $3000 premium compared with equivalent petrol models, though there are compromises thanks to the plug-in hybrid drivetrain: they don’t feature a spare wheel, there’s no all-wheel drive and their boots are smaller.

There’s a full list of standard features at the bottom of the page, but both Tiguan eHybrid variants are very well equipped. As such, options are limited to just $800-$1100 paint colour, a $2100 panoramic sunroof and on the 200TSI R-Line, a $1500 Black Style Package with – as the name suggests – gloss black exterior detailing. 

Competition to the Tiguan eHybrid is surprisingly wide, with the main option being the Toyota RAV4, which starts at $59,515 plus on-road costs in plug-in hybrid form. The Tiguan is more expensive than the RAV4, though taking Volkswagen’s EOFY pricing into consideration, it actually ends up being cheaper. It’s also better equipped than the RAV4, as the cheapest plug-in hybrid RAV4 is actually the mid-spec XSE. The RAV4 PHEVs also aren’t due until the third quarter of 2026.

How far can the Tiguan eHybrid drive on electric power?

Considered against its competition, quite far. Both Tiguan eHybrid variants use a new 1.5-litre turbo-petrol engine making either 110kW/250Nm (150TSI) or 130kW/250Nm (200TSI) outputs. That’s then mated to an 85kW/330Nm electric motor sandwiched in the six-speed dual-clutch transmission, sending combined 150kW/350Nm (150TSI) or 200kW/400Nm (200TSI) outputs solely to the front wheels. 

A 19.7kWh (net capacity) lithium-ion battery is located underneath the boot floor and provides an impressive 115-117km of range, and that’s on the stricter WLTP cycle too. Unlike rivals like the CX-60, the Tiguan eHybrid can be DC fast charged and up to 40kW, with a claimed 10-80 per cent charge time of 26 minutes. AC charging is also available for a claimed 2.5-hour 0-100 per cent charge at 11kW, or 12 hours plugged into a wall socket. 

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As for fuel consumption, the Tiguan eHybrid 150TSI is rated at 1.6L/100km and the 200TSI at 1.7L/100km, though like with all plug-in hybrids, both those figures were achieved with a full battery. We weren’t able to perform a proper EV range test on the launch due to time constraints, but when driving on the highway from Byron Bay to Coolangatta, the Tiguan eHybrid consumed an impressive 3.9L/100km with no battery juice left upon leaving. 

While the eHybrid models are slower against the clock compared with their petrol equivalents (8.2 seconds versus 7.1 seconds for the 150TSI, and 7.1 seconds versus 5.9 seconds for the 200TSI) thanks to their extra weight, they still feely quite peppy off the line. The 1.5-litre petrol engine also sounds quite like the ‘EA888’ 2.0-litre petrol engine with its mid-range snarl, and is overall quite refined. We spent the launch event in the 150TSI variant and found that it offers more than enough punch for most buyers, but the 200TSI is there if they want more grunt. 

How comfortable is the Tiguan eHybrid? 

“The region has had a month’s worth of rain in the past two days” is not a phrase that you want to hear when attending a car launch, but that’s what greeted us at the local Tiguan eHybrid event. Held at Byron Bay on the north coast of New South Wales, Volkswagen chose well for its event as it showed off the Tiguan eHybrid’s dynamics quite well. The roads are – shall we say – less than smooth on a good day, and the heavy rainfall had reduced that smoothness even further with plenty of potholes and bumps on offer, but the Tiguan eHybrid took it all in its stride. 

Only the harshest of bumps gave the harsh bang we’re used to from products based on the Tiguan’s ‘MQB’ platform, and in everyday driving the eHybrid does feel a touch firmer than petrol models thanks to stiffer suspension having to accommodate for the the extra 139kg of the plug-in hybrid (1873kg versus 1734kg of the regular 150TSI models). But the suspension is also configurable thanks to its adaptive dampers, so you can dial in more softness or firmness if needed, and it’s still entirely comfortable. 

Driving the new Tiguan eHybrid was a bit of a palate cleanser, with its lovely feelsome steering that many modern cars do not feature and a solid planted feeling. It’s a great steer on a higher-speed flowing country road such as those used for the launch, while tighter stuff doesn’t unsettle it either. Only does the eHybrid’s reasonable amount of torque steer provides something to watch out for. 

As for refinement, the latest generation Tiguan is reasonably quiet at speed and the lack of engine noise at times in the eHybrid makes it even quieter. We also applaud Volkswagen’s subtle and effective active safety systems, which are far more trustworthy of their driver than some rivals. Even the over-speed noise is calm and collected in a typically German way, and unlike some rivals, can be permanently defeated. 

How practical is the Tiguan eHybrid? 

Plug-in hybrids often add some form of compromise, and the Tiguan eHybrid is no different. Thanks to the battery’s location, the boot isn’t as large as petrol Tiguan models – 490 litres with the rear seats up and 1438 litres with them folded, which is 162 litres smaller. However, with the adjustable boot floor in the petrol models at its higher level, there’s no immediate visual difference compared to the eHybrid, it’s just that the eHybrid lacks the extra under-floor storage.

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Elsewhere, there’s no compromise in the Tiguan eHybrid and it’s still a very practical medium SUV. Rear seat room is excellent and it offers one of the most spacious rear cabins in the segment – two six-footers will be more than comfortable thanks to the excellent leg and head room. There are also two USB-C charging ports, a separate climate control zone, a central armrest, big door bins and segmented pockets on the back of the front seats to store life’s trinkets.

Move to the front cabin and there’s plenty of typical Volkswagen-like traits, including excellent build quality, and plenty of soft touch materials and storage spots. The overall quality is higher than the previous Tiguan thanks to the cabin materials, plus it’s also far more high-tech. Comfort is not neglected, the Tiguan eHybrid Elegance featuring 12-way electric front seat adjustment with massaging functionality, as well as heating and even ventilation. 

A 15.0-inch touchscreen is standard on the Tiguan eHybrid models, which uses bright colouring, sharp graphics and a quick processor. It doesn’t feature the live services of European models like live traffic, but pairing Apple CarPlay is a breeze and the 10-speaker Harman Kardon sound system is a quality item with excellent clarity and plenty of bass. 

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Some buyers might not like that the climate controls are all located on the screen, though there is the multi-purpose physical control dial located on the centre console. It’s a volume knob, though once pressed, it cycles through features like drive mode selection. Volkswagen has also moved away from touch-capacitive steering wheel buttons, which has made it easier to interact with the steering wheel. 

As for practicality, there are capacious flock-lined door bins, a big central box, moveable cup holders, two wireless phone chargers and a flap to cover phones while they’re charging for extra storage and to keep eyes on the road. 

How much does the Tiguan eHybrid cost to service? 

It’s not inexpensive, with the first five years/75,000km of servicing costing $3570 or $714 annually, while the fourth-year/60,000km service costs a huge $1533 alone. Buyers can lessen that slightly by choosing a pre-paid service plan before their first service at $3391 for the first five years ($679 per year), but it’s still not what you’d call cheap. By comparison, a plug-in hybrid Mazda CX-60 costs $2818 over the same period, or $563 annually.

The Tiguan eHybrid is covered by a five-year/unlimited km warranty with a separate eight-year/160,000km warranty for the hybrid battery, which is what we’d call the minimum in today’s market. Twelve months of roadside assistance is included too, which is extended a further 12 months with each dealer service. 

Should I buy a Volkswagen Tiguan eHybrid?

If you’re a Volkswagen fan or just looking for a new plug-in hybrid medium SUV, the Tiguan eHybrid presents a strong effort. The third-generation Tiguan is an impressive medium SUV, and adding a hybrid system has expanded its talents further with its long electric range, healthy performance and potential for very low running costs. It can be charged quickly for a plug-in hybrid, and although it feels heavier than its petrol siblings from behind the wheel, it’s still great to drive.

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Having said that, it’s also a bit compromised compared with petrol Tiguan models as the location of the battery means that its boot is smaller, there’s no spare tyre and there’s also no all-wheel drive availability. It’s also quite expensive to service at over $700 annually but compensating for that is its price – just $3000 more than a petrol Tiguan is low for a plug-in hybrid – and quite well equipped. Overall, those looking for a hybrid medium SUV have yet another strong option to consider in the Tiguan eHybrid.

Tiguan eHybrid Elegance standard features: 

• 19-inch alloy wheels with a tyre repair kit
• Adaptive dampers
• Eco, normal, sport and individual driving modes
• Rain- and light-activated automatic LED exterior lighting
• Rain-sensing automatic wipers
• Heated and auto-folding mirrors with memory, passenger side dropping and puddle lamps
• Roof rails
• Rear privacy glass
• Keyless entry with push button start
• Electric tailgate with kick-to-open functionality
• Leather upholstery
• 12-way electric front seats with memory, heating, ventilation and massaging
• Heated leather steering wheel
• Tri-zone automatic climate control with rear air vents
• 10.25-inch digital driver’s display
• 15-inch touchscreen
• Wireless Apple CarPlay and Android Auto
• Satellite navigation 
• AM/FM/DAB+ digital radio
• Bluetooth calling and audio streaming
• 2x wireless phone chargers
• Head-up display
• 700W 10-speaker Harman Kardon sound system
• Multi-colour cabin ambient lighting
• GoConnect connected services app with live technical status, vehicle location, recent trips, errors and warning lamps and direct dealership communication
• Type two-to-wall socket charging cable
• Type two-to-AC charger charging cable
• 9x airbags
• Autonomous emergency braking
• Adaptive cruise control 
• Lane keeping assistance with adaptive lane guidance
• Blind-spot monitoring with rear cross-traffic alert
• Driver attention monitoring
• Traffic sign recognition
• Matrix adaptive high beam
• Front and rear parking sensors
• 360-degree camera
• Anti-theft alarm
• Semi-automatic parking
• Tyre pressure monitoring

Tiguan eHybrid R-Line adds to Elegance: 

• 20-inch alloy wheels
• Sportier exterior styling
• ‘Progressive’ steering
• Suede dashboard and door trim inserts

Tiguan eHybrid specifications

While Tesla claims the glass roof design of its cars can effectively prevent the sun’s heat from roasting the cabin, anyone who’s spent time in one on a scorching Aussie summer day can attest otherwise.

As we wrote in this review of the Tesla Model 3 from a few years back, “the tinted, fixed-glass roof is great at night, but punishingly hot under an Aussie sun, forcing the air-con to work harder”.

Rather than leave the situation as is, it appears Tesla is still working on solutions, with newly published patent filings revealing some of its potential fixes.

The first, uncovered by Autoblog, points to a breathable layer positioned beneath the outer glass layer. The multi-layer solution provides an air cushion to reduce heat and noise transfer.

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The honeycomb structure mounted under the outer glass can be used to move cabin air, and distribute cooled or heated air more evenly through the cabin. More air means a quicker heat exchange in the cabin, and passive cooled air could be a quicker way of dropping the interior temperature without the need to run the cabin fan as fast.

A slower fan means a quieter cabin, and between the reduced noise and quicker cooling, interior occupants should be less stressed by the heat in warm climates.

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The second standout solution was discovered by Inside EVs, but rather than a radical all-new solution to cabin cooling, comes as an adaptation of systems already in use.

Much like how ventilated seats work, pulling air past you to draw moisture off your skin and provide a cooling effect, Tesla has registered a patent for a similar negative-pressure cooling system.

In principle, it’s similar to systems from Mazda and Toyota, which draw ambient air into a parked car to reduce the inside temperature, without actively cooling it.

Tesla’s system claims to target ‘hot air pockets’ and works much like the recirculation system already fitted in cars, pulling partially-cooled air out of hot spots in the cabin, to be further cooled. 

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However, unlike traditional recirculation, which has fixed draw points, the ‘targeted’ system will monitor places where heat tends to build up, like areas in full sun, or under the glass roof, and target those spots to maintain a more even cabin temperature.

As is so often the case with patent applications, the technology described may not be representative of a future product, and could simply be an avenue Tesla is exploring among others. Anything to avoid fitting a regular opaque roof panel with an insulated headliner, it seems.

Ferrari’s supercar roadmap has been leaked, offering brand loyalists some respite from the shock of the Luce EV revealed this week.

In typical Ferrari fashion, the brand’s already exclusive high-end models look set to evolve into even rarer collectors’ editions in some instances.

Among the filings were GTO versions of the V12-engined 12Cilindri, targa and roadster variants of the F80, a track-only XX version of the F80, and a pointer to what could be Ferrari’s first manual V12 in almost 20 years.

Ferrari’s sparing use of the GTO label on road cars gives a strong indication that the 12Cilindri GTO will take shape as a further-honed version of the company’s non-hybrid naturally-aspirated V12.

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The 288 GTO was tied to FIA homologation requirements of the 1980s. The 599 GTO that followed in 2010 took the extreme track-only 599XX and essentially modified it into a road-registerable version.

For the 12Cilindri GTO expect a boost in power from the existing 6.5-litre V12’s 610kW/678Nm, and track-focused enhancements to suspension and brakes.

The track focus won’t end there, with F80XX also set aside, suggesting that, as with the Enzo-based FXX and LaFerrari FXX K, a track-only version of Ferrari’s hypercar will follow. The XX customer racing program eschews the need for road-legal requirements to be met, resulting in the most focused versions of Ferrari’s road cars.

The ‘regular’ F80 V6 hybrid range also looks set to grow with F80 Targa and F80 Roadster nameplates ready to be applied to the 883kW model, which has so far been revealed as a coupe only.

Possibly the most joyful among Ferrari’s list of new trademarks are the appearance of 12Cilindri MM and 12Cilindri MM Aperta, pointing to manual versions of the 12-cylinder grand tourer, in coupe and open-top versions.

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The last time Ferrari fitted a traditional manual to one of its V12 GT cars was in the 2007 599 GTB Fiorano. The V8-powered California kept a manual option until 2014, with only three manuals reportedly built.

As a dedicated special edition, the 12Cilindri is expected to be a low-volume build, likely in similar numbers to the 30-edition 599 GTB manual.

While trademark registrations aren’t always a pointer to production models, Ferrari’s identifiable product patterns point to almost-certain production versions of the cars listed, with the 12Cilindri MM expected to lead the charge from the middle of 2026.

The arrival of the third-generation Mercedes-Benz CLA brings with it a marked shift, the new model casting off the shackles of its predecessor in a package that holds more appeal than ever before.

Where previous generations always seemed a bit ‘entry-level’, the new CLA holds nothing back, a generational update that not only brings new architecture along with new hybrid and battery electric powertrains, but also a level of in-car technology and interior fitment that imbues it with the feeling of a ‘proper’ Mercedes.

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And it does so while being significantly more affordable than the previous model, no easy feat in an age where the cost of everything is rising on an almost daily basis. Cue, aspirational first-time buyers flocking into showrooms.

Mercedes-Benz Australia is staggering the rollout of its newest baby, with mild-hybrid variants first, followed shortly by the CLA’s EV variants. First up, the flagship hybrid CLA 220 4Matic.

How much is the Mercedes-Benz CLA hybrid?

In a remarkable turn of events in these cost-of-living-pressure times, Mercedes-Benz has ensured the price of the new CLA is significantly more affordable than the model it replaces.

The mild-hybrid range gets underway with a new entry-level model, the CLA 180, priced from $66,500 before on-road costs. Stepping into the mid-spec CLA 200 asks for $68,100, a significant drop of $5100 over the outgoing model while the range-topping CLA 220 4Matic is also more affordable than the model it replaces, down $3300 for a sticker price of $84,300.

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Two electric models will join the range soon – the CLA 200 ($72,200) and the flagship CLA 350 4Matic ($91,300).

For now, though the focus is on the mild-hybrid range and whether Mercedes-Benz’s claims that its 48-volt electric architecture more closely resembles a regular series hybrid stack up.

What engine does the Mercedes-Benz CLA hybrid have?

All hybrid models pair a turbocharged 1.5-litre four-cylinder petrol engine with an integrated electric motor housed inside an eight-speed dual-clutch transmission.

A small 1.3kWh lithium-ion battery powers the electric motor which can, according to Mercedes, propel the CLA in electric-only mode in urban environments where less than 20kW of power is needed. It’s a bold claim of the 48-volt mild-hybrid architecture and one I’m keen to test. Power and torque outputs differ across the three hybrid models. 

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In the CLA 180, outputs are rated at 100kW and 200Nm, giving a 0-100km/h claim of 8.8 seconds. The CLA 200 ups the ante marginally, with 120kW and 250Nm and 8.0 seconds from zero to 100km/h. The CLA 220 4Matic, the only all-wheel drive model in the hybrid line-up, enjoys 140kW/300Nm and a 0-100km/h sprint time of 7.1 seconds. All three models benefit from an extra 22kW boost thanks to its electric motor.

Mercedes brought just one model to the Australian launch, the hybrid flagship CLA 220 4Matic.

Is there anything interesting about the Mercedes-Benz CLA hybrid’s design?

While this new third-generation CLA may resemble its predecessors, thanks to its swoopy profile, the reality is it’s a much bigger car than previously, growing in stature by every measure – 43mm longer, 25mm wider, 17mm taller and sitting on a 61mm longer wheelbase.

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That growth spurt has led to a more resolved profile than before, as if the CLA has finally grown into its skin.

Up front, new headlights featuring a three-pointed star motif, are joined by a light band that stretches the width of the grille. The new “shark nose” grille features an illuminated frame, the effect at night distinctive and striking.

That theme is mirrored out back with new tail-lights (again with three-pointed star signature) joined by a light band across the width of the bootlid.

CLA 220 (and CLA 200) comes with Mercedes’ AMG Line package as standard that brings body enhancements including to the front and rear splitter and diffuser. The CLA 220 sits on 19-inch AMG alloy wheels in a five-twin-spoke design while both the CLA 180 and 200 are fitted with 18-inch alloys.

In profile, the CLA’s aero efficiency is underscored by frameless doors and retractable door handles helping the small sedan achieve a drag coefficient of just 0.21Cd.

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The AMG Line theme continues inside with sports seats, a multifunction sports steering wheel, carbon-grey trims, and plenty of AMG logos including on the floor mats.

Thanks to its growth spurt, the cabin feels significantly larger than its predecessor’s, a feeling enhanced by the standard panoramic glass roof that fills the cabin with light.

The choice of materials throughout is excellent, playing right into Mercedes’ premium playbook. Highlights include the Artico and Microcut leather seats with contrasting red stitching, available in black as standard or a stunning black and white two-tone as a no-cost option. I sampled both and as much as I can see the white causing some headaches after prolonged use, it’s the colourway I’d opt for. It looks sensational.

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There’s plenty of storage on offer including in the generous centre console and door pockets that easily accommodate bottles. The centre console is floating too, freeing up additional space underneath for smaller items.

The second row is more generously proportioned than previously, with excellent knee and legroom. But despite an additional 28mm of height in the second row, headroom is still at a premium for anyone over 182cm. Still, my 173cm frame had no trouble getting comfortable in the second row, which, thanks to the presence of that panoramic roof, offered a vibrant and light-filled space to spend time in.

Boot space is quoted at 405 litres and while the second row seats can be folded in 40:20:40 split fashion, Mercedes-Benz does not quote a combined figure for the expanded area. Don’t look for a spare wheel and tyre, though, the CLA range equipped with a ‘repair kit’ to get you out of flat tyre purgatory, which, while increasingly the norm in today’s new car landscape, still rankles. Call your local roadside assistance is our recommendation.

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What technology comes with the Mercedes-Benz CLA hybrid?

The CLA’s suite of in-car technology is as impressive as it is in-your-face. There’s no hiding from the massive cabin-wide, single-frame screen that runs the length of the dash. Dubbed the MBUX Superscreen it debuts Mercedes’ in-house developed MB.OS operating system.

The Superscreen blends a central 14-inch infotainment touchscreen, a 10.25-inch digital driver display and an optional 14-inch touchscreen for the passenger. It looks like the future, as impressive as it is large but most importantly, it functions beautifully.

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High-res graphics coupled with smooth animations and sharp respsonses to inputs, the MBUX Superscreen is the nerve centre of the CLA. Mercedes-Benz has partnered with some of the giants of the tech world to offer familiar functionality, including Google (mapping), as well as Gemini, ChatGPT and Bing AI-powered voice assistants. We did briefly try the AI assistant, which wasn’t as helpful as advertised on the box. I suspect, however, that my short time with the CLA at launch precluded me from a more thorough dive into the world of automotive AI so will reserve judgment for when we get the car through the Whichcar by Wheels garage for an extended loan.

Wireless Apple CarPlay and Android Auto are standard as is wireless smartphone charging, bringing a more familiar environment to interact with the CLA.

The optional passenger screen has access to third party streaming apps such as Netflix and Disney+ and even a suite of games including Angry Birds. The caveat here is they only work when the car is stationary. I’d suggest not ticking that box on the options list. 

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What’s the Mercedes-Benz CLA hybrid like to drive?

Where the CLA has – arguably – taken its greatest strides over the outgoing model is in the driving experience.

A newly-developed 1.5-litre turbo-four does the heavy lifting, augmented by a 22kW electric motor housed inside the eight-speed dual-clutch transmission. Ostensibly, this is a mild-hybrid setup, but the reality is, out on the road, the CLA 220 does a great job of mimicking a conventional series hybrid.

Take off from standstill is predictable and smooth, the initial surge of speed coming courtesy of the electric motor before the petrol engine chips in, seamlessly and quietly, to take over the motivation.

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In everyday traffic situations, the electric motor is happy to hum along without assistance from the 1.5-litre petrol. To a point. Mercedes-Benz claims it’s capable of powering the car alone under a light power load, quoted at 20kW. And while that’s not measurable out in the real world, it certainly feels on the money.

Navigating flat suburban streets at speeds of around 30km/h results in the petrol engine lying dormant under the bonnet. Once over that threshold, or when faced with even the slightest incline, Merc’s newest four-cylinder feels the need to chip in.

Once up to speed, however, and under cruising conditions, the petrol engine is happy to switch off and let the electric motor drive the wheels for short spells, helping to eke out fuel consumption.

It’s not a series hybrid, by any stretch, but also park your notions of what a mild-hybrid can do because Mercedes’ system has moved the 48-volt game forward. Significantly.

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Better still, the eight-speed dual-clutch actually features a third clutch, which is able to decouple the engine and gearbox from the wheels, allowing the CLA 220 to cruise at 100km/h on flat stretches of highway on electric power alone. It works too, and nicely at that, with flat and downhill stretches of the motorways that formed part of the test drive completed solely on electric power.

Mercedes-Benz has also addressed one of the more strident complaints of the previous model with this new CLA. Where the older model always felt firm and jarring on the road, this new third-gen iteration takes the idea of ride comfort seriously. There’s no adaptive damping, and after covering around 230km over the full gamut of road surfaces, there doesn’t need to be.

Instead, the steel-spring suspension – three-link up front and multi-link at rear – delivers an excellent comfort and handling package, equally at home on suburban streets as it is hustling through some twisties.

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Patchy and scarred road surfaces are handled with composure, ironed out with barely a ripple transmitted into the cabin. But underscoring the suspension’s well resolved engineering, hustling through some corners reveals a nicely-balanced chassis with decent body control. It’s by no means a corner-carver, but there is enough inherent enjoyment engineered into the CLA 220 to elicit a grin.

There is a small downside, however. The eight-speed transmission, as slick and as responsive as it is under normal driving conditions, can prove a little recalcitrant when on the move, taking a moment too long to engage the right ratio under harder acceleration. But it’s a minor brickbat in a field of bouquets.

How much fuel does the Mercedes-Benz CLA hybrid use?

So how does the new CLA stack up at the bowser? In a word, brilliantly. Mercedes-Benz claims a combined fuel consumption number of 5.8L/100km. After a day behind the wheel, covering the full range of driving conditions – from urban traffic, to motorway cruising, and a spirited fling through some beguiling backroads in Victoria’s Yarra Valley, we saw an indicated 5.7L/100km, bettering the manufacturer’s claim.

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The highest we saw was 7.1L on the climb up the Dandenongs and into the Yarra Valley, but the return leg highlighted the efficacy of Merc’s mild-hybrid system to good effect, dropping back to our final readout in the heart of suburban Melbourne.

Mercedes-Benz hasn’t offered a fuel octane rating, but we suspect it’ll be at the premium end of the bowser spectrum.

What’s the verdict on the Mercedes-Benz CLA hybrid?

The new third-generation Mercedes-Benz CLA has struck the right chord of premium affordability in a tech-laden package that is sure to appeal to younger, aspirational buyers.

Sharp styling and premium appointments only tell part of the story, though, With its fuel-saving technology, Mercedes has added broader appeal in a market where hybrids of all colours are dominating the new car landscape. And with the imminent arrival of the CLA electric range, every fuel-saving whim is catered to.

The driving experience has improved markedly over the outgoing model, with better ride comfort and, thanks to this new mild-hybrid powertrain, enough sportiness to sate the needs of most.

That Mercedes-Benz has managed to achieve this while significantly cutting the price of entry should ensure the brand attracts an entirely new cohort of buyers.

Specifications