According to business news outlet Nikkei Asia, Honda will spin off its R&D department in an effort to reignite innovation from within the Japanese car company.

The R&D unit was originally created as a separate arm from Honda in 1960, from the belief that creativity and innovation are best cultivated in an independent environment – an idea championed by founder Soichiro Honda.

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However, the subsidiary was then absorbed back into Honda in 2020 due to financial constraints.

“Five or six years ago, it was fine to have headquarters taking the lead. But now the world has changed drastically," a Honda executive told Nikkei.

The decision to reinstate Honda R&D as its own business unit is said to be a direct response to the significant competition emerging from China’s automotive industry.

Along with innovations in production and lower manufacturing costs, Chinese car companies can develop a new model in less than two years – approximately half the time it takes for Japanese automakers.

“Even if we restore the research institute, there is no guarantee that we can beat China,” the Honda executive conceded, but reiterated the company wasn’t about to “raise the white flag”.

Honda's position in the Chinese market has been eroded in recent years. At its peak in 2020, Honda sold around 1.6 million vehicles there, but this slumped to 640,000 units last year despite a raft of products tailored to China, including electric vehicles (EVs). Nikkei reports Honda's production capacity in China is around 1.2 million units, but its factory utilisation rates sit at around 50-60 per cent.

Last month, Honda announced it was abandoning plans to produce electric cars with Sony under the Afeela brand – four years after the joint venture was announced. It came just days after Honda confirmed it was axing a range of its own future electric models, shortly before they were due to enter production.

Honda has also previously announced plans to develop electric vehicles and hydrogen fuel-cell technology with General Motors, before later ditching those plans and announcing a similar partnership with Mitsubishi on affordable battery-powered cars.

MORE: Explore the Honda showroom

Headlining the brand's Kiwi debut is the Forthing Taikon, a coupe-style SUV that will be offered with both plug-in hybrid and full electric powertrains, positioned as a value-focused alternative in an increasingly crowded segment.

The Taikon will be available in two trim levels – Luxury and Exclusive – across both powertrains, with pricing and full specifications still to be announced.

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The EV version uses a 150kW electric motor and a 64.4kWh lithium iron phosphate (LFP) battery, claimed to deliver between 350km and 400km of driving range on the WLTP cycle.

Meanwhile, the Super Hybrid pairs a naturally aspirated 1.5-litre four-cylinder engine with a 31.94kWh LFP battery, and can run in EV-only mode for up to 183km on the WLTP cycle.

Forthing claims a total driving range of up to 1150km, assuming regular charging.

The mid-size SUV is roughly the size of the Toyota RAV4, measuring 4600mm long, 1860mm wide and 1680mm tall on a 2715mm wheelbase. The Taikon Hybrid features multi-link independent rear suspension, while the EV sticks with a less sophisticated torsion beam rear.

Standard equipment across the New Zealand lineup includes a 14.6-inch touchscreen infotainment system and an 8.8-inch digital instrument cluster, plus a suite of active safety and driver assist technology including adaptive cruise control, blind-spot monitoring and rear cross-traffic alert.

Forthing, which is part of Dongfeng Liuzhou Motor Co, a subsidiary of Dongfeng Motor Group, says the move marks the beginning of its push into right-hand drive markets.

Forthing NZ general sales manager Todd Groves says the brand is targeting buyers seeking value without sacrificing features.

“Our role is to bring New Zealanders competitive new choices that make sense for their lifestyle,” he said.

“The Forthing Taikon, with its compelling blend of design and outstanding value, does exactly that… delivering premium design, pioneering technology, and exceptional value to create serious excitement in the market.”

Based in Liuzhou in China’s Guangxi province, the automaker traces its roots back to 1954 and is now shifting its focus toward new energy vehicles as part of a broader global expansion strategy.

Forthing says the Taikon range will be backed by a nationwide dealer network in New Zealand, though details of locations and aftersales support are yet to be confirmed.

The company has yet to reveal pricing for New Zealand, but has signalled it will position the Taikon as a competitively positioned offering aimed at undercutting established rivals.

Full specifications, pricing, and dealership details are expected closer to the April 17 on-sale date, when the first vehicles will also be available for immediate delivery.

Forthing's confirmation of a New Zealand launch comes shortly after the Dongfeng brand debuted across the ditch.

It also comes after Forthing received type approval in Australia last October for the Taikon, which is expected to wear the Friday nameplate. Dongfeng Liuzhou Motor Co filed to trademark the Friday name last November.

Both electric and extended-range electric versions of the Taikon/Friday appear in Australian Government type approval documents.

It’s still unclear who will be responsible for distributing the brand in Australia.

In a market where SUVs and dual-cab utes dominate the sales charts, small hatchbacks aren’t at the forefront of most people’s minds. Ask a random passerby to name one, and they’ll probably respond with the Toyota Corolla.

That’s a shame, because while the Corolla is an objectively good car and deserves its segment-leading status, there’s a cohort of quality alternatives for buyers who dare to disembark the Toyota train. Among them are the Honda Civic, Hyundai i30, Kia K4, and this: the 2026 Mazda 3 G25 Astina Hatch.

It’s currently the fourth-best selling affordable small car in Australia, and the flagship Astina has entered 2026 without any major specification changes – but warrants a slight price increase of $300 from December 2025.

With that in mind, is the Mazda 3 still worth considering, even in top-spec guise?

How much does the Mazda 3 cost?

The Astina is the flagship Mazda 3 trim, priced at $43,610 before on-road costs. Mazda offers both hatch and sedan bodies at no extra cost.

The Mazda 3 is the fourth-best selling model in Australia’s small car segment, behind the Toyota Corolla, Kia K4, and Hyundai i30.

The Corolla Hybrid hatch tops out at $39,100 before on-roads for the ZR, while the K4 Hatch equivalent is the GT-Line at $43,790 before on-roads.

The i30, meanwhile, has been discontinued and only dealer stock remains. The flagship non-performance hatch variant is the N Line Premium, priced at $41,250 before on-roads, or currently $41,990 drive-away.

To see how the Mazda 3 stacks up against the competition, use our comparison tool

What is the Mazda 3 like on the inside?

The Mazda 3 continues to outdo its rivals by offering an interior level of luxury that comfortably exceeds its price tag.

The cabin layout is logical (apart from the infotainment arrangement) and material choice is generally solid. All the key touchpoints – the steering wheel, seats, and gear selector – are nice to the touch, and most other surfaces are soft-touch in places that even higher-end brands often overlook.

Mazda has fitted extra padding to the sides of the centre console where your knees rest, and all armrests are generously plush. The only real downside is the slab of piano-black plastic on the centre console, which was already scratched in our low-mileage tester.

The low roofline, high dashboard, and black headliner contribute to a compact feel from the driver’s seat, but it’d be unfair to call the Mazda 3 cramped. Instead, the cosy feel adds to the premium vibe and echoes the car’s size once you’re on the move.

It won’t take long to notice how far away the infotainment system is on its perch atop the dashboard, however, nor will the fact that Mazda continues to rely on its centrally mounted rotary dial instead of touch.

As has been the case in other Mazdas, I like this setup and find it convenient when I can’t be bothered to lift my arm to the screen, but even I can’t deny that it’s cumbersome when using either Apple CarPlay or Android Auto – both of which are wireless as standard.

Of course, touchscreen functionality is available, but the display's placement means you’ll probably have to lean forward out of the seat to use it. That’s hardly ideal from both an ergonomic and safety standpoint.

The screen itself measures 10.25 inches and is the largest on offer across the Mazda 3 range. Its native graphics look the part, it’s fairly elegant in its simplicity, and it’s aided by sharp resolution and the absence of any observable lag to inputs. Even the connectivity niggles I’ve experienced in Mazda 3s previously appear to have been ironed out.

The only other screen you’ll find in here is part of the instrument cluster, where a central digital panel is flanked by two real gauge housings. You can flick through just a handful of displays on said panel, and I like that it’s a little different to what you get in most other new cars.

Beyond the screen arrangement, cabin ergonomics are generally strong. Everything falls to hand nicely, and it’s easy to settle in thanks to the wide range of powered adjustment from the supportive seats.

There are plenty of physical buttons fitted as standard, too. Most are on the centre console or climate panel, as mentioned, but there are also a fair few on the steering wheel, all of which are robust and clearly legible.

We find the tiller’s old-school thin rim and large diameter to be nice to hold, thanks to its narrow spokes and quality finish. Almost everything about this interior is just nice, and it’s an easy place to spend time.

Storage up front is also acceptable. The central storage box has a sliding lid so you can access the USB-C ports inside without fully opening it, while there are also two cupholders ahead of the gear selector and bottle holders in the door cards.

The Mazda 3’s rear doors open to nearly 90 degrees and there’s a decent amount of space when climbing in. The thick C-pillars, high beltline, and dark headliner make the second row feel quite closed-in, but not at all claustrophobic – in fact, it creates a feeling of privacy which aids the semi-luxury vibe.

At 173cm tall, I still had no problems with headroom or legroom, though taller people may feel a little more cramped. While it's more spacious than the sedan, the hatchback's roof does start to slope down at the rear and could limit headroom for taller folk.

There’s reasonable amount of toe room under the front seats, though the floor is split by a driveline hump. Dual air vents feature on the back of the centre console, but the only other amenities are a fold-down armrest and one seatback map pocket.

You get three top-tether and two ISOFIX anchor points for child seats as standard, along with small bottle holders in the doors.

The Mazda 3 Hatch’s boot seems somewhat compromised compared to its rivals, at least on paper. Its opening looks an odd size too, because of the car’s peculiar rear-end proportions, and its 295 litres of quoted capacity is smaller than that of the Hyundai i30 (395L) and Kia K4 (438L) hatches.

In reality, it’s a practical size that’s easy to live with. The load floor sits quite low compared to the entry lip, and while that means you’ll have to lean over to place things carefully, it unlocks plenty of space for larger suitcases.

All that, and a space-saver spare is still included across the range.

To see how the Mazda 3 stacks up against the competition, use our comparison tool

What’s under the bonnet?

Powering the Mazda 3 G25 is a 2.5-litre non-turbo four-cylinder petrol engine, which produces 139kW of power and 252Nm of torque. Drive is sent to the front wheels via a six-speed automatic transmission.

G20 variants, meanwhile, are fitted with a 2.0-litre non-turbo four that produces 114kW and 200Nm. It retains the same six-speed auto and front-drive configuration.

Our week with the G25 involved highway commuting, city driving, and higher-speed country driving. That varied mix of conditions resulted in a recorded fuel economy that was nearly identical to Mazda’s claim.

To see how the Mazda 3 stacks up against the competition, use our comparison tool

How does the Mazda 3 drive?

The Mazda 3 backs up its plush interior with an undeniably sporty driving character, which is far more pronounced with the beefier 2.5-litre engine under the bonnet.

It’s by no means a powerhouse, but it offers a noticeable boost over the 2.0-litre alternative. It’ll still fire up into the same abrasive, high-RPM idle when cold, and it’s just as shouty when you lay into the throttle – the difference is that it has the performance to better justify the noise.

We can best describe it as the most appropriate powertrain for this application. It’s efficient enough not to break the bank (provided you don’t spend too much time in the city) and quick enough to keep you entertained without trying to set the world on fire.

Planting the loud pedal provides a decent push in the back, moving the car along at a pace that, put simply, just feels right. It provides all you need when it comes to making a quick overtake or getting yourself out of trouble, with a bonus being that the G25 doesn’t feel as strained as the G20.

If you like a spirited drive, the Mazda 3’s capabilities may surprise you. We often praise the Corolla for its commendable chassis engineering and the solid handling package that delivers, and there’s no reason why this Mazda shouldn't be similarly applauded.

The speed at which the Mazda 3 can be thrown into corners is genuinely impressive, and we noticed complaints from the tyres far before the body showed any hint of wanting to tip over.

Combine that with the supportive seats and well-weighted steering and you have a hatch that’s more than capable of holding its own in the twisties. Mazda has clearly followed through on its sporty ‘Zoom-Zoom’ marketing here, but it’s a shame there’s no hotter version to realise the chassis’ full potential, as the GR Corolla does for its donor vehicle.

In normal driving, you’ll notice the suspension is on the firmer side. It’s not unbearably firm, but it’s certainly more taut than a K4 or a Corolla Hybrid – underlining its sporty intent.

Road noise is also louder on the 18-inch tyres of our press car than on lower-end models but, once again, it’s still livable. That’s the recurring theme of the Mazda 3: it's a hatch that's easy to live with but has plenty in reserve if you ask for it.

There are downsides, though, and one of the most significant is the transmission. It lacks the polish we’d expect from a fairly traditional six-speed torque-converter auto and is instead characterised by rough shifts and some difficulty crawling in traffic.

It generally feels indecisive, as shifts can sometimes be delayed. The caveat here is that its default priority is efficiency and it therefore does its best to work with its longer ratios to keep the engine frugal, but it sharpens right up under high load or in Sport mode.

Exacerbating to the transmission’s lazy behaviour is the idle stop/start system, which can be a bit clunky. We found ourselves turning it off whenever we hit heavy traffic.

Another is small gripe is visibility, as the thick C-pillars create larger blind spots than you get in some rivals. All grades make up for this by including blind-spot monitoring as standard, but you may still feel a little closed-in when checking to see if you’re about to move into someone’s lane.

Fortunately, that blind-spot system is just one part of a well-calibrated suite of safety gear. None of the 3’s driver-assistance gear annoyed us during our week with the car, which made it very easy to hop in and drive without any further thought.

When there is a beep or a bong, it’s easy to tell what the car is upset about. For instance, the blind-spot monitoring system will conveniently show if there’s something alongside you via the head-up display, giving the driver a clear picture of their surroundings.

Additionally, the adaptive cruise system is reliable and competent when adapting to traffic and following lanes, while the passive lane-keeping and driver attention monitoring systems only pipe up if there’s a legitimate issue.

The Astina’s cherry on top is a punchy, well-balanced audio system, which sounds great at all volumes and has no issue cutting through the road and engine noise.

To see how the Mazda 3 stacks up against the competition, use our comparison tool

What do you get?

The Mazda 3 is available in six trim levels locally, with Astina at the top.

2026 Mazda 3 G20 Pure equipment highlights:

• 16-inch silver alloy wheels
• Automatic LED headlights
• Automatic high-beam
• Power exterior mirrors – auto folding
• Leather-wrapped gear shifter, steering wheel
• Black cloth upholstery
• 7.0-inch instrument cluster screen
• 8.8-inch Mazda Connect display
• Wired Apple CarPlay, Android Auto
• 8-speaker audio
• DAB+ digital radio
• Satellite navigation
• USB-C input and charging port
• Mazda Connected Services
  • MyMazda app compatibility
  • Vehicle locator
  • Geofencing function
  • Flash lights
  • Curfew notifications
  • Remote locking
  • Vehicle health report
  • Vehicle status report
  • Vehicle tracking assistance
  • SOS call
• Keyless start
• Air-conditioning

G20 Evolve adds:

• 18-inch metallic grey alloy wheels
• Auto-dimming interior rear-view mirror
• Paddle shifters
• Rear centre fold-down armrest
• Overhead sunglasses storage box
• Wireless Apple CarPlay
• Wireless Android Auto
• Wireless phone charger
• Dual-zone climate control
• Rear air vents

G20 Touring adds:

• Driver mirror – auto dimming
• Exterior mirrors – heating function
• Exterior mirrors – reverse tilt-down function
• Exterior mirrors – position memory
• Black leather upholstery
• 10-way power driver seat incl. lumbar, memory
• Vanity mirrors with illumination
• Vision Pack
  • Surround-view camera
  • 10.25-inch Mazda Connect display
  • Cruising & Traffic Support
  • Driver monitoring
  • Front cross-traffic alert
• Keyless entry

G25 Evolve SP adds (over G20 Evolve):

• 18-inch metallic black alloy wheels
• Driver mirror – auto dimming
• Exterior mirrors – reverse tilt-down function
• Exterior mirrors – position memory
• Exterior mirrors in black
• 10-way power driver seat incl. lumbar, memory
• Keyless entry

G25 GT adds (over G25 Evolve SP):

• 18-inch metallic grey alloy wheels
• Heated side mirrors
• Heated front seats
• Heated steering wheel
• Black leather upholstery

G25 Astina adds:

• 18-inch gloss black alloy wheels
• 12-speaker Bose sound system
• Power sunroof
• Optional burgundy leather upholstery

To see how the Mazda 3 stacks up against the competition, use our comparison tool

Is the Mazda 3 safe?

The Mazda 3’s five-star ANCAP safety rating from 2019 has now expired, which means 2026 models are currently unrated.

Standard safety features include:

• 7 airbags, incl:
  • Front
  • Front-side
  • Curtain
  • Driver’s knee
• Adaptive cruise control with stop/go
• Autonomous emergency braking (forward, reverse)
• Blind-spot monitoring
• Lane departure warning
• Lane-keep assist
• Rear cross-traffic alert
• Rear parking sensors
• Reversing camera
• SOS emergency call
• Traffic sign recognition
• Tyre pressure monitoring

Vision Package* adds:

• Cruising & Traffic Support
• Driver monitoring
• Front cross-traffic alert
• Front parking sensors
• Surround-view camera

* $2000 on G20 Pure, G20 Evolve

To see how the Mazda 3 stacks up against the competition, use our comparison tool

How much does the Mazda 3 cost to run?

Mazda Australia backs its range with a five-year, unlimited-kilometre warranty. Servicing for the Mazda 3 is required every 12 months or 15,000km, whichever comes first.

Mazda’s individual service costs are detailed below:

As for rivals, seven years of servicing for the Kia K4 costs $3877 for variants fitted with the 1.6-litre turbocharged engine, while naturally aspirated 2.0-litre vehicles are cheaper to maintain at $3407. Servicing for the non-N Hyundai i30 hatch is cheaper still at $3177 over seven years.

Toyota details five years of capped-price servicing for the Corolla Hybrid, which costs $1325 in total.

To see how the Mazda 3 stacks up against the competition, use our comparison tool

CarExpert’s Take on the Mazda 3 G25 Astina Hatch

The Mazda 3 remains a sensible choice, and it’s arguably at its best with the 2.5-litre engine under the bonnet.

While the 2.0-litre is solid, the G25 delivers that little extra kick that the smaller engine lacks. That allows the chassis to shine; its commendable handling prowess is easier to exploit when you have a powerplant that can get you up to speed confidently.

Then there’s the premium interior and well-calibrated safety gear, all of which makes this car a simple but fun daily driver. That said, maintenance and running costs are higher than those of many rivals, the latter mostly due to the higher-displacement engine and the lack of hybrid tech.

The transmission and idle stop/start system could also do with some fine-tuning, as they’re the only real flaws on an otherwise enjoyable driving experience.

As ever, the top-spec Astina is nice, but if you can live without the Bose sound system and sunroof, you’ll probably be better off saving a few grand and going for Evolve SP or GT – both of which maintain the peppier G25 mill.

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Click the images for the full gallery

MORE: Explore the Mazda 3 showroom

In fact, many of Australia’s best-selling cars offer only modest power figures, so we’ve decided to compile a list of the 10 cars on sale right now with the lowest power-to-weight ratios.

We’ve done this instead of simply ranking vehicles based on outright power, because power versus weight is much more relevant in the real world.

We’ve also mentioned claimed 0-100km/h times where provided by a manufacturer, however most cars on this list don’t have claimed acceleration figures for obvious reasons.

Are you surprised by any of the cars here? Let us know in the comments below.

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Click on a model’s name in the table above to jump directly to its information on the page, or keep scrolling for the full article.

BYD Dolphin Essential

The base BYD Dolphin currently has the lowest power-to-weight ratio of any new model currently available in Australia, clocking in at just 46.5kW per tonne.

70kW total isn’t much to work with when trying to shift 1506kg of Dolphin, which gives it a claimed 0-100km/h time of 12.3 seconds. Its 44.9kWh battery is also claimed to deliver 340km (WLTP) on a charge.

It’s at least fairly affordable at $29,990 before on-roads, though if you need more power, you can step up to the Dolphin Premium for $36,990 before on-roads. That has 90.5kW/t and can get to 100km/h in just seven seconds.

MORE: Explore the BYD Dolphin showroom

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BYD Atto 1 Essential

Two electric BYD hatchbacks top the list, with the base Atto 1 offering just 50.2kW per tonne.

That gives it a better 0-100km/h time over its larger sibling, claimed to be capable of completing the sprint in 11.1 seconds. Though it produces less peak power, the Atto 1 is noticeably lighter than the Dolphin at 1294kg.

It can only do 220km (WLTP) on a charge, but it’s incredibly cheap at $23,990 before on-roads. The more expensive Atto 1 Premium bumps that up to 310km and increases power-to-weight to 82.7kW/t, priced at $27,990 before on-roads.

MORE: Explore the BYD Atto 1 showroom

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Hyundai Inster 2WD

The third and final EV on this list is the base Inster, which pips the Atto 1 with a slightly improved 51.6kW per tonne.

It offers a peak power output of 71kW, a tare mass of 1375kg, and a claimed driving range of 327km on the WLTP cycle. The kicker is that it’s much more expensive than the base Atto 1 at $39,000 before on-roads.

All other Inster trims offer 85kW of peak power with power-to-weight ratios up to 60.1kW/t, and the lineup tops out at $45,000 before on-roads.

MORE: Explore the Hyundai Inster showroom

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Fiat 500

Next up is the petrol Fiat 500, which produces 55.4kW per tonne.

Though ranking fourth on this list, it actually has the lowest overall power output of all at just 51kW. Fiat claims it can achieve the 0-100km/h sprint in 12.9 seconds when its 1.2-litre four-cylinder engine is at full tilt.

MORE: Explore the Fiat 500 showroom

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Isuzu MU-X 2.2 LS-T

The first large SUV on this list is the 2.2-litre Isuzu MU-X LS-T, producing 58.5kW per tonne.

Priced at $71,400 before on-roads, the LS-T is the most expensive 2.2-litre MU-X currently on sale. All 2.2 models produce 120kW of power and 400Nm of torque, but each trim level varies slightly in weight, with the LS-T offering the lowest power-to-weight ratio.

For context, 3.0-litre models produce 140kW and 450Nm, with power-to-weight ratios of up to 68.0kW/t depending on the variant.

MORE: Explore the Isuzu MU-X showroom

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Toyota LandCruiser Prado Kakadu

In flagship Kakadu trim, the ever-popular Toyota Prado produces 59.5kW per tonne from its 2.8-litre turbo-diesel engine.

The 2.5-tonne Prado Kakadu is both the heaviest and most expensive vehicle on this list at $100,690 before on-roads. Its engine produces 150kW of power and 500Nm of torque, with drive sent to all four wheels through an eight-speed auto.

Like other large SUVs here, the Prado’s power-to-weight ratio depends on the variant. The base GX, for example, offers 62.0kW/t.

MORE: Explore the Toyota LandCruiser Prado showroom

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GWM Tank 300 Diesel

The diesel is one of four powertrains available for the GWM Tank 300, and so-equipped vehicles produce 60.7kW per tonne.

Available in two variants priced at either $47,990 or $51,990 drive-away, the 2.4-litre turbo-diesel 4cyl produces up to 135kW of power and 480Nm of torque.

Otherwise, the turbo-petrol Tank 300 offers 76.9kW/t, the hybrid offers 111.5kW/t, and the plug-in hybrid offers 116.7kW/t.

MORE: Explore the GWM Tank 300 showroom

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Mahindra Scorpio

Available in one variant, the Mahinda Scorpio diesel offers 61.4kW per tonne.

The Scorpio Z8L is priced at $48,990 drive-away, and its 2.2-litre turbo-diesel four-cylinder engine produces 129kW of power and 400Nm of torque. It utilises a six-speed automatic transmission, and is claimed to weigh 2100kg.

MORE: Explore the Mahindra Scorpio showroom

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Kia Picanto auto

The Kia Picanto is Australia’s best-selling city hatchback, and with an automatic gearbox, it develops 63.5kW per tonne.

Despite being sold in two sporty-sounding variants (Sport and GT-Line), both get the same 1.2-litre naturally aspirated four-cylinder engine producing 62kW of power and 122Nm of torque. Its ranking here is based on models with the four-speed auto, as the five-speed manual alternative bumps its power-to-weight ratio to 63.5kW/t.

Regardless, the Picanto is still Australia’s cheapest car, with the range kicking off at $19,190 before on-road costs.

MORE: Explore the Kia Picanto showroom

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Suzuki Jimny XL auto

Next up is the Suzuki Jimny which, in five-door XL guise, produces 63.7kW per tonne.

All Jimnys are powered by the same 1.5-litre naturally aspirated four-cylinder engine producing 75kW and 130Nm. Its ranking here is based on the XL auto, as the XL manual produces 63.7kW/t, and the three-door variant produces up to 67.6kW/t.

Both body styles are available with either a five-speed manual or four-speed automatic transmission, and the Jimny lineup ranges in price from $31,990 to $37,490 before on-roads.

MORE: Explore the Suzuki Jimny showroom

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If you’re looking for inspiration for a long weekend getaway with the family, then we’ve got you covered with our series of drives presented by Mahindra.

We’re exploring a range of destinations that are perfectly suited for growing families with as many surprise-and-delight features as the XUV700 we’re driving.

The XUV700 has space for seven with three-row seating, an efficient 2.0-litre turbocharged four-cylinder engine, loads of conveniences and the latest digital technologies to make a long weekend road trip both enjoyable and safe.

For the latest instalment in our road trip series, we’re heading to the nation’s capital of Canberra, which is filled with fun and family-friendly attractions.

How to get there

Canberra is 287km – or a three-hour drive – southwest of Sydney.

It’s an easy trip down the Hume Highway through the picturesque Southern Highlands, before turning off onto the Federal Highway just past Goulburn.

There are plenty of places to take a break and stretch along the way, with numerous major fuel stations and countless rest stops that are well serviced with public amenities.

Where to stay

As the nation’s capital, Canberra has a wide variety of accommodation options, from family-friendly holiday parks through to budget motels, serviced apartments, Airbnbs, and luxurious five-star hotels. There’s an option to suit every family and their lifestyle.

Where to eat

Canberra is quickly becoming a foodie’s paradise with an interesting array of dining options and cuisines to suit all tastes and budgets.

Lonsdale Street in Braddon, on the northern edge of the CBD, is the hotspot for colourful culinary delights, from food vans to five-star restaurants, casual cafes to pizza bars, and everything in between.

What to do

A long weekend in Canberra can easily be filled with family-friendly activities suitable for all ages.

Questacon – National Science and Technology Centre

If the kids haven’t already visited Questacon on a school excursion to the nation’s capital, then it should be at the top of your list and can easily fill an afternoon.

The National Science and Technology Centre, which was first opened in 1982, is crammed with hands-on and interactive experiences designed to inspire kids about the wonders – and breakthroughs – in science.

Questacon is located in the Parliamentary Triangle near the High Court of Australia on King Edward Terrace in Parkes.

A family ticket (for two adults and up to three children) costs $70.

National Museum of Australia

The stunning National Museum of Australia is as interesting to look at from the outside as it is inside.

Opened in 2001, the museum showcases 50,000 years of Australian heritage, from our indigenous roots through European settlement from 1788 and right up to today.

Among its many highlights, it houses the largest collection of aboriginal bark paintings, the preserved heart of champion racehorse Phar Lap and, for automotive enthusiasts, the very first Holden prototype.

There’s even a dinosaur skeleton in the main foyer.

The National Museum of Australia is located on the Acton Peninsula, just a short drive from the city centre.

Entry to permanent exhibitions is free while fees apply to special exhibitions.

National Zoo and Aquarium

Another great attraction in Canberra is the National Zoo and Aquarium, located on the shores of Lake Burley Griffin in Yarralumla.

The zoo has a wide variety of native animals, including kangaroos, wombats, koalas and dingos, while also housing the largest collection of large cats in Australia, including lions, tigers, leopards and cheetahs.

Uniquely attached is the aquarium, which has both tropical marine and freshwater fish on display, including sharks and a giant moray eel.

A family ticket (for two adults and up to three children) costs $170 at the gate or $165 online.

The National Arboretum

For another slice of nature, visit the National Arboretum just across the Tuggeranong Parkway.

It’s a 250-acre park with more than 40,000 rare and endangered trees planted in various gardens, and some of the most spectacular views of the city.

There are tracks and trails for cycling and hiking, casual walkways to scenic lookouts, and the POD playground for kids with giant acorn cubbies, nest swings, banksia pods, and music-making instruments inspired by nature.

Entry to The National Arboretum is free.

Canberra Deep Space Tracking Centre

For something completely different, and a little further out of town, head for a drive through the spectacular Brindabella Ranges to the west of Canberra to visit the Canberra Deep Space Tracking Centre.

Hidden in the Tidbinbilla valley, the Deep Space Tracking Centre is the largest radio antenna complex in the Southern Hemisphere, and has played a critical role in some of the most historic missions to outer space, including the Apollo moon landing and Voyager deep space satellite.

The visitor centre is open on weekends between 10:00am and 4:00pm, and features models of spacecraft, images from around the solar system, and numerous hands-on activities. It even has a piece of the moon on display.

Entry to the visitor’s centre is free.

MORE: Long weekend family road trips presented by Mahindra: Port Stephens

MORE: Explore Mahindra XUV700 showroom

Announced on April 1, 2026, the initiative will see customers using Volkswagen Financial Services (VWFS) receive discounts of up to 1.0 per cent on standard loan rates for vehicles under the Luxury Car Tax (LCT) threshold for “fuel-efficient vehicles” of $91,387.

Electric vans are also covered and aren’t subject to this LCT threshold. The CEFC also notes the discounted financing applies to eligible used EVs.

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From its $100 million fund designed to encourage EV uptake, the CEFC will contribute 0.5 per cent of the discount, with VWFS matching the remaining 0.5 per cent.

“We’re making it easier for businesses to choose advanced electric vehicles, including those with future-ready features like V2G, by reducing barriers like high upfront costs and by encouraging manufacturers to increase model availability in Australia,” CEFC executive director Richard Lovell said in a statement.

“This investment helps lower costs today and builds a stronger market for affordable, second-hand EVs tomorrow, making clean transport more affordable for more Australians and their businesses.”

It follows a similar CEFC partnership with Hyundai Capital Australia – the finance arm of Hyundai and Kia – offering discounts of between 0.5 and 1.0 per cent on standard finance rates.

“This partnership with the CEFC is an important step toward accelerating EV adoption in Australia,” said Ralf Teichmann, managing director at Volkswagen Financial Services Australia.

“Through partnerships with original equipment manufacturers and our extensive dealer network, and by offering flexible finance options, we make it easier for individuals and businesses to transition to cleaner transport solutions.”

In terms of EVs, Volkswagen Australia currently offers the ID. 4 and ID. 5 SUVs, as well as the retro-styled ID. Buzz people mover and its commercial ID. Buzz Cargo spinoff and the recently launched e-Transporter van.

Other vehicles eligible under the initiative include the Tavascan from Cupra, the Elroq and Enyaq from Skoda, and the Q4 e-tron from Audi.

The move could help Volkswagen Australia reverse a prolonged sales slump, with the brand down 20.6 per cent in 2025 following a 16.8 per cent decline the previous year.

“Parts to cover the recall [are] estimated to arrive mid-May,” said a Volvo Car Australia spokesperson in a statement.

These parts are replacement battery modules for the small electric SUV.

“Each affected owner will be personally notified by Volvo Car Australia of the steps to be taken when parts arrive.”

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The EX30 has been the subject of recalls across various global markets for an issue with its battery pack, with Volvo Car Australia recalling 2815 examples in January 2026.

A superseding recall in March 2026 brought the tally of affected vehicles up to 3344. For context, Volvo Car Australia has delivered 3560 EX30s from launch to the end of February 2026.

“Due to a manufacturing issue, the cell modules installed in the high voltage battery may overheat at high charge levels. If this occurs, it could lead to a vehicle fire,” the company said in its recall notices.

Globally, over 40,000 EX30s have been recalled for this issue.

In the absence of a physical fix, Volvo has been advising owners to keep their EX30’s battery charge level below 70 per cent.

It has also advised owners with any further questions about the recall to contact Volvo Car Australia Customer Care on 1300 787 802.

The EX30’s batteries come from Shandong Geely Sunwoda Power Battery Co, a joint venture backed by Volvo’s parent company Geely.

Volvo is one of several brands that has had to issue a recall over the past few years in Australia for a battery issue that could spark a fire.

Others include Audi, Cupra, Hyundai, Jaguar, Mercedes-Benz, Mini and Porsche.

The EX30 entered the Australian market in 2024, slotting in as the brand’s smallest SUV.

It shares its Sustainable Experience Architecture (SEA) underpinnings with other models from within the Geely empire, including the Smart #1 and Smart #3, and the Zeekr X.

MORE: Explore the Volvo EX30 showroom

The 2027 Cupra Raval will be the first vehicle to ride on the Volkswagen Group's new MEB+ dedicated EV platform, which will underpin the Group's new affordable EV range including the VW ID. Polo, ID. Cross, and Skoda Epiq.

European pricing is expected to start around the €26,000 (A$43,422) mark, which doesn't seem like anything exciting by direct conversion but positions the baby EV hatch well below a base Leon in Spain. The small hatch kicks off at €31,632 (A$52,828) in its home market.

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Cupra's global headquarters has detailed three variants for the launch range: Dynamic, Dynamic Plus and VZ Extreme.

The Dynamic and Dynamic Plus will be powered by a 155kW front electric motor with up to 450km of WLTP range, with base specification including LED headlights, heated and power-adjustable front bucket seats, a reversing camera with front and rear sensors, and a six-speaker sound system as standard.

Stepping up to the Dynamic Plus adds matrix LED headlights, keyless access, a 12-speaker Sennheiser sound system, ambient interior lighting, satellite navigation, 360-degree cameras, and Travel Assist semi-autonomous driving capability.

Finally, the VZ Extreme model in Europe will get a more powerful 166kW motor with an electronic limited-slip differential, while range drops to 400km WLTP. Equipment additions will include a fixed panoramic glass roof, Sulfur exterior accents, as well as racier Cup Bucket front seats with a driver memory function.

Cupra has confirmed the Raval will be available with 38kWh and 56kWh batteries – the same found in the ID.Polo – with the Cupra to be built alongside the Volkswagen at a production facility in Martorell, Spain.

As for Australia, Cupra's local division has previously said it has its hand up for the new electric hatchback, though definitive timing still hasn't been confirmed.

Given the April reveal points to a European launch during the second half of 2026, it's unlikely the Raval will dock Down Under until 2027 at the earliest – though we could be surprised.

The Raval will slot beneath the Born in the Spanish brand's EV lineup, and given its positioning relative to the Leon overseas its price could start with a '3'. Still, it's a little early to know how it will be positioned in Australia.

Stay tuned to CarExpert for our coverage of the Cupra Raval's reveal next week.

MORE: Cupra Raval review – Prototype driveMORE: Cupra Raval EV hot hatch caught on camera ahead of reveal

The 2026 Skoda Kamiq Select is a five-door hatchback designed for running the mean city streets (and those equally cruel suburban roads) in comfort, but without spending buckets of money.

It seems like everyone is buying SUVs and dual-cab utes nowadays, but there is still a minority of the population who realise they don’t need to drive something the size of an apartment block to work each day.

Or, at least, the household doesn’t need a second large vehicle when only one person is using it most of the time.

The good people at Skoda call the Kamiq a small SUV, but sorry, I’m calling them out – it’s a hatchback, just like its sibling, the Skoda Scala. It’s a mere five centimetres taller and has some extra ground clearance over the Scala. So it’s a high-riding hatchback, at best.

They’re trying to tell you it’s a small SUV because people want SUVs. But really, as you’ll soon discover, this hatch is as much car as most people really need.

As the quirky Czech brand within the Volkswagen Group, Skoda has based the Kamiq on the company’s MQB A0 platform, shared with no less than a dozen models across four brands – including the Volkswagen Polo, Audi A1, and the aforementioned Scala.

While cynics will think this is just penny-pinching on the part of Volkswagen Group and its brands, what it really means is this platform has been developed to meet the needs of buyers spending Audi levels of money.

But are you really getting Audi quality for Skoda money? Let’s find out.

How much does the Skoda Kamiq cost?

The 2026 Skoda Kamiq Select is priced from $33,990 before on-road costs, making it the best-value variant in the Kamiq lineup – and the same price as the closely related Skoda Scala.

However, at the time of writing, Skoda is offering the Kamiq for $29,990 drive-away for a limited period – a roughly 16 per cent discount over the typical drive-away price – making the vehicle significantly better value.

To see how the Skoda Kamiq lines up against the competition, check out our comparison tool

What is the Skoda Kamiq like on the inside?

The cabin is one of the best things about the Kamiq – and really, shouldn’t that be one of the most important things when deciding on a new car?

Close your eyes and you could easily think you’re sitting in a Cupra or an Audi, which is no bad thing. There’s lots of crossover between Volkswagen Group models at this end of the price scale, and – along with the company’s accountants – Skoda buyers are the ones who benefit most.

Not only are the materials of good quality, but the manufacturing has been completed to a high level, so no weird rattles or abstract parts that look as if they could be a problem in the future.

What’s more, everything falls to hand easily and is relatively intuitive to use.

A centrally located 8.25-inch infotainment touchscreen works well with the eight-speaker sound system, while the 8.0-inch digital display ahead of the driver relays plenty of information in an easily readable format.

Ergonomics are also top-notch, making for a comfortable long commute into work or a painless jaunt to the nearest shopping centre. I particularly enjoyed the seats and the pared-back cloth upholstery.

“This is all I need,” was the overriding thought every time I jumped behind the wheel.

My only minor annoyance came from the pedals, which were too close together. Not to the degree that it would turn me off buying one, but it raised a red flag a handful of times during my week with the Kamiq. However, my feet are a little wider than most, and my foot coordination isn’t about to win me a starring role in the Bolshoi Ballet.

The slightly raised ride height meant jumping in and out of the car was a breeze, making the Skoda a particularly good option for those with some laugh lines around their eyes or those with limited mobility.

Like most small hatchbacks (and light SUVs, if you insist on calling it that), the back seats are fine for transporting small people over small distances. Anything beyond that, and your passengers may spring a mutiny.

Boot space is 400 litres if you’re using the back seats, and 1395L with the seats down, which is about par in this segment and good enough for a few big bags and Ikea flat packs.

To see how the Skoda Kamiq lines up against the competition, check out our comparison tool

What’s under the bonnet?

The Skoda Kamiq is powered by a 1.0-litre turbocharged three-cylinder petrol engine producing 85kW and 200Nm, driving the front wheels via a seven-speed dual-clutch automatic transmission.

To see how the Skoda Kamiq lines up against the competition, check out our comparison tool

How does the Skoda Kamiq drive?

I’m old enough to remember when Volkswagen debuted the dual-clutch transmission, and it was a revelation. It suited the Mark V Golf GTI perfectly, and felt like the first proper advancement in transmission technology since the sixth gear became a thing.

Then, the Volkswagen Group fitted it to pretty much every car across all of its brands.

That was around 20 years ago, and more traditional automatic transmissions are now doing a better job than VW’s DSG ever did – at least, for commuting. And yet the German auto giant insists on its use, even when we know it only suits some types of cars.

Unfortunately, the Kamiq ain’t one of them.

There’s no doubt the dual-clutch has improved markedly in recent generations and is far more user-friendly now at low speeds. But rather than being good all the time – like a conventional automatic – it’s great sometimes, and sub-par the rest of the time.

My second drive in the Kamiq forced me to pull out into heavy, fast-moving traffic. No problem, I thought, just find a gap.

I found a gap, squeezed the throttle… squeezed a little more… still nothing… and then finally the turbo kicked in and the tyres squealed like I’d shown them an inappropriate picture on my phone.

Over the coming days, that situation repeated itself. Perfectly acceptable gaps in traffic quickly disappeared, putting me in danger and annoying the cars around me – or worse – simply because the powertrain couldn’t keep up with my perfectly reasonable demands.

The 1.0-litre turbocharged three-cylinder petrol engine is very laggy, and there’s a very real and noticeable pause between what is asked of it and what it delivers. None of which is helped by the dual-clutch automatic transmission.

Because of this delay, the temptation is to push down harder on the throttle, so when the turbo does kick in, it’s now running maximum boost and suddenly the front wheels are breaking traction – making you look like a fool, and putting your licence at risk in Australia, where wheelspin is a capital offence.

The addition of the automatic start-stop feature – which cuts the engine when at a stop to conserve fuel and reduce emissions – just increases the delay. The actual time on a stopwatch would be minimal, but at a green light in peak-hour, it feels like a millennium.

The supposed advantage of a three-cylinder turbocharged engine is that it offers the power of a four-cylinder, but with the fuel economy of a three-cylinder. Yet, in my time with the Kamiq, I only managed 6.7 litres per 100 kilometres – almost 22 per cent above the claim – which really isn’t any better than most four-cylinder engines.

Whereas a larger engine probably would have given me instant torque off-the-line, the turbo lag meant pushing the small engine harder – negating the benefits.

Having said that, those annoyances were relatively minor in the overall scheme. And while the powertrain didn’t suit my personal driving style, I have no doubt there are many people out there who would find it perfectly acceptable.

Once you’re moving, the Skoda is downright lovely. The shifts are responsive, the engine – when on boost – is responsive and strong, and the on-road dynamics are more akin to something in a much higher price bracket.

Perhaps it was because I was enjoying my time with the Kamiq Select so much that those issues with the powertrain were amplified more than they normally would have been.

Engine aside, the Kamiq actually rides and handles really well, and seems to be perfectly suited as a suburban commuter car.

The suspension is well-damped, but still provides relatively good response and feedback at all speeds, and – along with the easier ingress and egress – the raised ride height definitely gives it an advantage over more traditional small hatches.

The brakes are also decent and confidence-inspiring, all of which – once you’re moving – adds up to a genuinely enjoyable driving experience.

To see how the Skoda Kamiq lines up against the competition, check out our comparison tool

What do you get?

The entry-level Kamiq Select comes with most features expected nowadays, with the option to add more technology and styling with the $5200 Signature Pack.

Kamiq Select equipment highlights:

• 17-inch alloy wheels
• Auto LED headlights
• LED front fog lights
• LED tail-lights, rear fog lights
• LED ambient lighting
• Rain-sensing wipers
• Auto-dimming rear-view mirror
• Keyless entry and start
• Power-folding exterior mirrors
• Auto-dimming driver’s side mirror
• Leather-wrapped steering wheel
• 8.0-inch digital instrument cluster
• 8.25-inch touchscreen infotainment system
  • Wireless Apple CarPlay
  • Wireless Android Auto
• 8-speaker audio
• 4 x USB-C ports
• Dual-zone climate control

Optional Signature Pack ($5200) adds:

• Travel Assist
• Lane Assist with Adaptive Lane Guidance
• Adaptive Cruise Control
• Electric tailgate with hands-free operation
• Park Assist
• 18-inch black alloy wheels
• Rear privacy glass
• 10.25-inch digital instrument cluster
• LED ambient lighting
• Chrome roof rails
• Chrome window surrounds
• Fabric upholstery (lodge interior)

Kamiq Monte Carlo adds:

• Auto LED Matrix headlights with Dynamic Light Assist
• 9.2-inch touchscreen infotainment system
• 10.25-inch Virtual Cockpit
• 10-speaker premium audio
• Gloss black exterior trim and badging
• Aluminium pedals
• Power-adjustable driver’s seat
• Heated front sports comfort seats
• Heated steering wheel
• Panoramic glass roof with electric sunblind

To see how the Skoda Kamiq lines up against the competition, check out our comparison tool

Is the Skoda Kamiq safe?

The Australasian New Car Assessment Program – better known as ANCAP – lists the Skoda Kamiq as being unrated, with its previous five-star score from 2019 having expired in the time between us driving the car and publication.

Standard safety features include:

• 7 airbags incl. driver’s knee
• Autonomous emergency braking (AEB) incl. pedestrian detection
• Blind-spot monitoring
• Lane Assist
• Rear cross-traffic alert
• Front and rear parking sensors
• Reversing camera
• Tyre pressure monitoring
• Driver fatigue detection

Kamiq Monte Carlo adds:

• Lane Assist with Adaptive Lane Guidance
• Adaptive cruise control
• Travel Assist (adaptive cruise control and lane centring)

To see how the Skoda Kamiq lines up against the competition, check out our comparison tool

How much does the Skoda Kamiq cost to run?

The Kamiq is covered by Skoda’s seven-year, unlimited-kilometre warranty.

Skoda offers service packs of five or seven years for the Kamiq, costing $2990 and $3990 respectively, with maintenance required every 12 months or 15,000 kilometres (whichever comes first).

To see how the Skoda Kamiq lines up against the competition, check out our comparison tool

CarExpert’s Take on the Skoda Kamiq

There’s plenty that impresses with the Skoda Kamiq, and particularly with its limited-time price of $29,990 drive-away, it comes across as a real bargain in this space.

While I like the exterior styling, it’s pretty generic by today’s standards, but that same pared-back ethos makes the interior of the Kamiq a lovely place to spend some time in.

Arguably, the design is a generation old now, but the quality of the cabin is about as good as it gets. Add to that the sub-$30k drive-away price, and it becomes a very likeable car indeed.

There are compromises, however. I found myself continuously frustrated with the powertrain, which seemed less suited to city driving than the rest of the package. Fuel economy also disappointed, and probably was the result of my sticking my boot into the throttle because I wanted more than what it was able to give.

Which makes me think the Kamiq Monte Carlo with the 1.5-litre turbocharged four-cylinder petrol engine is really the one you want. But at $44,990 drive-away, that ain’t small change.

For what is a 50 per cent premium for some performance and styling changes, I think I’d rather just pocket the money and learn to live with the Select’s shortcomings…

And that’s just comparing the Skoda Kamiq Select to the Kamiq Monte Carlo. Considering it borrows more than a sprinkling of magic from the likes of Volkswagen, Cupra, and Audi, the Skoda shines as one of the most impressive and likable cars in this bracket.

The Kamiq’s pricing means it’s now part of a very exclusive club, shared with one or two Japanese cars and a handful of Chinese vehicles. Parking the Skoda next to some of those in the price segment makes the Kamiq look like one of the best value cars on the market – certainly from European manufacturers.

For owners, it’s also flying in the face of the mid-sized SUV trend. Sometimes being a rebel isn’t riding a Harley-Davidson, but cruising around in a hatchback from Czechia.

Ultimately, if you want a cheap car that doesn’t make you feel like a cheapskate every time you drive it – and something you’d be happy to park next to your in-laws’ BMW X3 at Christmas – then the Skoda Kamiq is very hard to look past.

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Click the images for the full gallery

MORE: Explore the Skoda Kamiq showroom

Five days of double demerits began at midnight on Thursday, April 2, in New South Wales, Western Australia and the Australian Capital Territory.

They’ll run across the Easter break, including the four consecutive public holidays from Friday, April 3 through to 11:59pm Monday, April 6.

If you live in one of these three jurisdictions and are travelling interstate, double demerits will still apply.

Double demerits also apply year-round in Queensland for certain offences, though South Australia, Victoria, the Northern Territory and Tasmania don’t have double demerits schemes.

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In NSW and the ACT, double demerit points apply for speeding, illegal mobile phone use, failing to wear a seatbelt, and riding a motorcycle without a helmet.

In WA, they also apply for drink- or drug-driving and running a red light.

NSW Police will carry out Operation Easter, with general duties and specialist officers targeting speeding, mobile phone use, seatbelt compliance, and motorcyclists and cyclists not wearing helmets.

The number of road deaths in NSW year-to-date has risen to 88, which Transport for NSW says is 11 more than at the same point last year.

“This Easter, we’re asking drivers to think about the people that matter most to them and slow down, drive to the conditions and make smart choices,” said NSW Police Minister Yasmin Catley.

“Police will be out in force targeting illegal, reckless behaviour because we all want the same thing: to avoid another preventable tragedy and ensure our loved ones make it home alive.”

Western Australia has recorded 45 fatalities to March 31, 2026, down from 53 at the same point last year.

WA Police will target the Easter long weekend with a new fleet of BMW X5 SUVs, announced by the state government this week.

Officers will focus on the ‘Fatal Five’ causes of road trauma: speeding, seatbelts, fatigue, distraction, and drugs and alcohol.

“As we approach the Easter long weekend and school holidays, I want to remind all road users to keep yourself and others safe on the road,” said Police and Road Safety Minister Reece Whitby.

“Incorrectly worn seatbelts, distractions from mobile phones, speeding, fatigue, and drugs and alcohol are all preventable causes of fatal crashes.”

WA Road Safety Commissioner Adrian Warner added: “The risk of losing your licence should not be the motivating factor to change your behaviour when behind the wheel. Instead, think about the risk of losing your life or killing and injuring someone else, such as a loved one, should be the focus.”

While it doesn’t have a double demerits scheme, Victoria Police has commenced Operation Nexus, with officers intentionally highly visible as they focus on enforcing speed limits.

“We know this is a weekend that attracts significant travel across the state, so we won’t be taking any chances – and neither should you,” said Acting Assistant Commissioner, Road Policing Command, Justin Goldsmith.

“Motorists can expect to see a major police presence on the state’s roads this weekend, and they should expect to be tested for alcohol and drugs anywhere, anytime.”

Australia’s road toll has increased by 18.7 per cent over the past 12 months, with the 2025 total up 1.7 per cent, or 22 more deaths than the previous year.

The Australian Automobile Association (AAA) has criticised the federal government’s road safety strategy after 2025 marked the fifth consecutive year of rising road deaths – a trend it says has not occurred since 1952.

The cameras are fitted with a microphone and are triggered when loud vehicles pass by, following a similar recent trial in New South Wales that claimed all events recorded were related to aggressive acceleration.

It’s understood seven of the devices will be set up across four locations across Melbourne, “to deal with hoon drivers, because we’re sick of them“, said local MP Steve Dimopoulos in a social media post.

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While exact details have not yet been outlined, Yarra Boulevard – a popular winding road with elevated views of the Yarra River, bushland, and the city – is believed to be one of the areas being targeted, following ongoing complaints from residents.

Last month, Councillor and former mayor of Boroondara, Sophia Torney, told ABC Melbourne radio that $5 million worth of upgrades to reduce speed and increase safety along Yarra Boulevard had been ineffective against hoons.

Cr Torney called for the remaining allocation of $7 million in federal government funding to be redirected to other efforts, such as noise cameras, road closures, and “calming measures” – adding that the council wanted the government to “act now before there’s another death on this stretch of road”.

According to Transport Victoria, there were three fatalities along Yarra Boulevard in the 10 years to January 2024. However, CarExpert was unable to find any reports of road fatalities related to hoon behaviour since the upgrades were installed.

The City of Port Phillip is also expected to be part of the trial, following a push by the council’s mayor.

“Council has been advocating for anti-hooning measures since 2022 as our residents shouldn’t feel scared and sleepless by this dangerous behaviour,” Port Phillip Mayor Alex Making said recently, following hundreds of complaints from residents about hoon behaviour.

MORE: Hoon noise camera trial ends, but more could pop up soon

“The third-row lower left and right seat belt anchorage bracket may contain a weld stud of insufficient strength. As a result, the seat belt may not operate as intended,” says JLR Australia in its recall notice.

“An insufficient weld stud could result in the safety restraint system not operating as intended in the event of a crash, increasing the risk of occupant injury or death.”

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• A total of 30 vehicles are affected, produced between 2025 and 2026
• The Vehicle Identification Number (VIN) list is attached here
• The original recall notice is attached here

JLR Australia says it has already contacted affected owners in writing, but stresses that “Authorised JLR Retailers will communicate to immediately stop use of the third-row seat’s [sic] on the vehicles involved in this recall campaign.

“Owner’s [sic] will then be contacted upon repair availability by Jaguar Land Rover (JLR) in writing, requesting immediately to schedule an appointment to have the third-row lower seat belt anchorage bracket replaced, free of charge.”

MORE: Explore the Land Rover Defender showroom

The German luxury brand’s largest SUV, the GLS entered production in its current generation back in 2019, with a mild facelift arriving in 2024.

This time around, the GLS has received significantly different front- and rear-end styling, plus an overhauled interior.

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There’s a new, larger grille, with larger headlight clusters – featuring the brand’s latest Digital Light LED technology – appearing to blend into it and its surround featuring illumination like brands like BMW have been doing too.

Illuminated logos are also all the rage now, and the GLS offers a stand-up bonnet ornament that lights up depending on the market.

In case you forgot Mercedes-Benz’s logo is a three-pointed star, the brand has been putting this shape everywhere. You’ll find it in the grille pattern, the LED daytime running lights, and within the tail-lights.

Other visual changes include a new front bumper, new 21- and 22-inch alloy wheel designs, and two new exterior finishes: Dark Petrol flat and Manufaktur Patagonia Red metallic.

Down back, there’s a chunky full-width assembly incorporating the starry-eyed tail-lights and the badge.

The interior is arguably even more distinguished from before, with the MBUX Superscreen now standard. This incorporates a digital instrument cluster, infotainment touchscreen, and passenger display under one piece of glass; all screens measure 12.3 inches.

The passenger display will only appear when the vehicle detects a passenger is present, otherwise it’ll simply display – you guessed it – a star pattern.

More screens are available, with a rear-seat entertainment option bringing two 11.6-inch HD displays.

The air vents at either end of the dashboard are also now round, which is something of a Mercedes-Benz trademark, while the steering wheel features galvanised metal rollers and rocker switches. The centre console, however, retains its prominent grab handles.

Other interior changes include new seat ‘graphics’ and stitching plus a newly available vibrating massage function for the front and second-row seats; a new Beech Brown colourway; and new inlays including dark brown open-pore birch wood and brown open-pore walnut.

Changes have been made under the skin, too.

The twin-turbo 4.0-litre petrol V8-powered GLS580 upgrades to a flat-plane crankshaft, aimed at helping the bent eight meet future emissions standards, with power and torque bumped from 380kW and 730Nm to 395kW and 750Nm.

The turbo 3.0-litre inline-six powered GLS450 has slightly more torque – now 560Nm, up from 500Nm – thanks to changes such as a modified intake camshaft and cylinder-head.

The range also continues to include the turbo 3.0-litre inline six-powered GLS350d and GLS450d. Mercedes-Benz has yet to detail a hot AMG version of the updated GLS.

All GLS engines feature a 48V mild-hybrid system with an integrated starter generator, intended to reduce fuel consumption by allowing the vehicle to recuperate energy and coast with the engine off.

Mercedes-Benz has added more insulation to reduce noise, vibration and harshness, including a special heavy mat fitted to the engine cover and a non-woven material for the transmission tunnel and engine bulkhead.

The Airmatic air suspension has been retuned for a firmer, sportier feel but improved comfort, and the 48V E-Active Body Control active suspension system remains available. This can individually control the spring and damper forces on each wheel.

The suite of active safety and driver assist technology has been enhanced, with the MB Drive Parking Assist system now able to park the vehicle diagonally and in spaces not marked by white lines, among other changes. The surround-view camera system also has new and improved views.

There are varying levels of semi-autonomous driving, starting with MB Drive Standard and rising to MB Drive Assist, MB Drive Assist Plus, and MB Drive Assist Pro – the latter initially available only in China, with the US to follow – which "enables a seamless and safe, point-to-point driving experience, even in dense city traffic”.

The US-built GLS isn’t Mercedes-Benz’s most expensive SUV – that’s the G-Class off-roader – but it is the largest, measuring 5207mm long on a 3135mm wheelbase, the latter making it 60mm longer than the GLE.

It also features three rows of seating, with all seats power-adjustable. Mercedes-Benz claims even the third-row seats can accommodate people up to 1.94m tall.

The predecessor of the GLS, which Mercedes-Benz calls the “S-Class of SUVs”, was called the GL – before the three-pointed star brand introduced the GLS nameplate to align it with its flagship sedan.

MORE: Explore the Mercedes-Benz GLS

A family road trip is always an adventure. And sometimes the drive is more memorable than the actual destination, for either the right or wrong reasons.

Which is why the journey should begin long before you leave the driveway, with planning, preparation and proper packing.

So, using the spacious Mahindra XUV700 that offers plenty of load-lugging capacity in its five-seat configuration, here’s a run-down of how to pack for a long weekend family road trip.

Write a checklist

Before you even grab the keys to unlock the car, get the family together and make a plan for the road trip.

Check out where you’re going, how long it will take to get there, and search the route for fuel stations, rest areas, interesting places to stop along the way, and any potential delays and deviations by road works.

Also, check the weather report and average temperatures for the specific time of year, as there is no use packing unnecessary items.

Then, write a checklist of essential items for each person and, if the kids are old enough, make sure they are responsible for their own luggage.

Check the Spare

Days before you intend to depart, check the condition and pressure of the spare tyre.

There would be nothing worse than getting a flat tyre and not having a spare in good enough condition to continue the journey.

It’s a two-minute job that could save you hours on the road.

If the spare needs to be replaced, or re-inflated to the correct pressure, then make sure this is rectified before you leave.

While you’re at it, check the condition and pressure of all four regular tyres too. Inflating them to the recommended pressure on the tyre placard will not only reduce the risk of getting a flat tyre on your journey but also improves fuel economy and the vehicle’s handling.

And do a quick check of the oil level, coolant and washer bottle fluid too.

Tools

At the same time, check that all the necessary tools to change a flat are fitted with the car, such as the jack, wheel brace, and tow hook.

At a minimum, we’d also recommend carrying a torch, portable compressor and jumper leads or battery starter too. And make sure the batteries are fully charged for each.

If there’s space, these can be housed with the spare tyre or together in a small plastic container.

First aid

It pays to also have at least a basic first aid kit with you on any family road trip.

You can buy pre-packaged bundles from the supermarket or specialist camping stores, with essential items like Band-Aids, pain relief tablets, bandages, and treatments for bites and burns.

But don’t forget any specific medications, as well as sunscreen, insect repellent and electrolyte tablets or powders in case of dehydration.

Luggage

When packing your luggage for a weekend getaway, know what you need for the conditions and environment at the destination, and for any activities or events you may be attending.

If you’re heading to the beach, make sure you pack swimming gear and towels. If you’re heading to the bush, then pack sturdy walking shoes and protective clothing.

If you’re staying at a motel, it’s unlikely you’ll need any bedding and blankets. But you may do if it’s a cabin or Airbnb. If you’re unsure, check with the proprietor before you leave.

Organise a smaller bag with basics like a spare shirt for everyone and a couple of towels, which can all be easily accessed if or when needed.

In any case, only pack what you might need, which will make loading the car easier as well lighter.

This will not only reduce fuel consumption, but also ensures the boot isn’t packed to the roof and restricts rearward vision, plus makes items or bags easier to access when you need them.

Food and water

Everyone needs sustenance on a long drive, so pack enough snacks and drinks for the whole family to go the distance.

If you want to save money or avoid greasy truck-stop food, pre-make a picnic lunch and plan a stop somewhere along the way. A small Esky with frozen ice bricks will keep everything fresh and cool.

Also, pre-portion snacks like nuts and fruits in reusable plastic bags or containers. And take bin bags, wet wipes and hand sanitiser with you.

Entertainment

Everyone also needs more than just the scenery to keep them entertained along the way on a long-distance road trip.

Organise a playlist with a selection of everyone’s favourite songs or find a suitable audio book or podcast series that the whole family enjoys.

Alternatively, make sure portable devices are fully charged before departing and take charging cables or spare batteries to keep them topped up.

How to pack

Now, after all the cases are packed, comes time to load it all into the boot properly.

This is like a game of Tetris, where everything has its right place depending on size, weight and how frequently it might need to be accessed.

Load the largest and heaviest bags in first. This will optimise weight distribution and the centre of gravity of the vehicle to provide the safest handling.

From there, load lighter and smaller bags on top or in between to secure them all together tightly, ensuring they don’t move around when cornering or braking.

And secure any tools like the compressor and jumper leads in a place that’s easy to reach.

Once this is done, pack the Esky, water and snacks at the back of the boot and find a secure place for your smaller bag of spare clothes and towels so they are easily accessible when you stop.

MORE: Explore the Mahindra XUV700 showroom

Unlike the unconventional looks of the – unconventionally named – bZ4X, the C-HR+ adopts a more stylish appearance, keeping in step with the company’s newfound taste for sharp lines and edgy designs.

Despite the familiar name, the 2026 Toyota C-HR+ doesn’t share any exterior features with the existing C-HR hybrid. In fact, it’s larger than its hybrid namesake in virtually every direction, and only slightly smaller than the bZ4X – which could give the updated version of the latter an issue when it arrives in dealerships.

The exact product offering for the C-HR+ in Australia has yet to be confirmed, but in European markets it comes with a choice of 57.7kWh (54kWh usable) or 77kWh (72kWh usable) batteries, with front- or all-wheel drive. We got behind the wheel at its European launch in Portugal to see what it’s like.

How much does the Toyota C-HR+ cost?

Pricing and equipment levels are yet to be announced, but Toyota Australia has confirmed it will be offered in two model grades, with pricing expected to undercut the bZ4X’s base price of $55,990 before on-road costs.

What is the Toyota C-HR+ like on the inside?

As you would expect, it all looks and feels very Toyota on the inside of the C-HR+, and the quality of the materials and the build seem to be to a very good standard.

Aesthetically, it is a little drab inside, as it seems Toyota’s designers haven’t fully grasped the concept of adding lighter colours to lift cabin ambience.

That aside, there’s an acceptable amount of cabin space, with a driver’s seat that is electrically adjustable on higher grades and provides sufficient support and adjustability to get comfortable.

A smallish – but thankfully round – steering wheel feels good in your hand and has hefty banks of proper buttons along either side of the airbag, within easy thumb reach. Plenty of scope for adjustment over reach and rake is another plus, though it’s far too easy for the wheel to obscure part of the 7.0-inch digital instrument display.

More annoyingly, two of the most important parts of driving an EV – battery charge percentage and range remaining – are the items most easily blocked by the wheel, depending on your seating position.

The 14-inch touchscreen is positioned up high and falls within easy reach. Toyota’s native infotainment system isn’t that complicated, and we like that it retains proper rotary dials affixed to the display for adjusting cabin temperature on either side. These have a neat little digital display that shows the setting.

The centre console is a sensible affair, as well, with two wireless charging pads on top, ahead of the same rotary drive selector used by the bZ4X. There’s a pair of cupholders in the middle, and the broad central armrest is hinged on both sides, so it’s just as easy for the driver to open as the passenger.

Beneath the centre console is an additional stowage area, along with USB charging ports.

Even though the C-HR+ has a rakish profile, the amount of rear passenger space is respectable, though access via the rear doors could be better. As the battery is sandwiched into the floor, there’s less distance between it and the seat base, which does leave your legs lacking support.

Headroom is fine, and there’s enough legroom for adults of average height, but the front seats are placed low, which doesn’t leave much room to stretch feet out underneath them.

Boot space is quite close to the slightly larger bZ4X, at 416 litres.

What’s under the bonnet?

The Toyota C-HR+ is available with three powertrains, though it’s not yet confirmed as to which ones will be available when the car is launched in Australia. 

Unless Toyota Australia is chasing a lower price point, it may choose to drop the smaller 57.7kWh battery and only offer the larger-capacity version, which also comes with a notably longer driving range.

All versions get the usual 11kW AC charge rate, though we do think the optional 22kW is a worthwhile consideration for some buyers, depending on how and where they usually charge. 

Compared to other manufacturers such as Hyundai and Kia, the maximum DC fast-charge rate is much lower at 150kW, though with a claimed 28-minute charge time from 10-80 per cent, it seems the Toyota can maintain a consistent charge rate during the session.

How does the Toyota C-HR+ drive?

As we’ve come to expect from Toyota, the C-HR+ is a very sensible and somewhat predictable car to drive. The front-wheel drive model we tested first was equipped with the larger battery and had a 165kW motor with an output that suited the car’s chassis.

In urban settings, it drives very well, with suspension that is firm but not stiff. The damping seems well-sorted, and it rides over speed humps without losing composure. 

Once you get a little out of town and find some bends, the body control stays well in check, with little to no roll during direction changes. That firmness in the ride never goes away, though it isn’t fidgety either.

Performance from the mid-level motor is sufficient but it stops short of corrupting the steering or instigating any unwanted torque steer. 

You get four levels of selectable energy recuperation via chunky paddles on the back of the steering wheel. In its lowest setting, there’s an effective sail mode that’s good for highway driving. However, when it’s dialled the other way, it stops short of offering a true one-pedal driving feel.

Switching to the more potent dual-motor version proved that the ride doesn’t suffer adversely with the larger wheels (20-inch rims in this case). While the jump in torque from 269Nm to 385Nm doesn’t seem that extreme on paper, the switch up to a 252kW output makes the C-HR+ feel very different.

Pick-up at virtually any speed is rapid, almost too much so for the target buyer, but it always feels quite controlled, and the feel through the brake pedal is nice and consistent. 

The steering is accurate but doesn’t provide the kind of feedback that makes it all that much fun or more involving to drive than anything else it goes up against. It’s very much a Toyota in that sense – very good in most areas, but ultimately a little bland.

What do you get?

Australian specifications for the Toyota C-HR+ are not yet confirmed, although in other markets the car is sold as the Mid (FWD, smallest battery), Mid+ (FWD but with the big power pack) and High (AWD dual-motor with the larger battery) specifications, with more equipment loaded in as you walk up these powertrain levels.

The list below is by no means exhaustive, but we’d expect the basic car to come with all the items mentioned, plus more.

Options and/or standard kit on the higher-grade cars include 20-inch wheels, dual wireless smartphone charging pads in the front, and a nine-speaker, 800-Watt JBL Premium Audio setup with a 9.0-inch subwoofer included.

2026 Toyota C-HR+ equipment highlights:

• 14-inch infotainment screen
• 7-inch driver’s digital cluster
• 64-colour ambient interior lighting
• 18-inch alloy wheels
• Wireless Apple CarPlay and Android Auto connectivity
• Voice control
• Six-speaker audio system
• Dual-zone climate control
• Heated front seats and steering wheel
• Heat pump
• Eco-friendly interior materials
• Safe exit assist
• Blind spot monitor
• Adaptive high-beam system
• Parking support brake
• Autonomous emergency braking

Is the Toyota C-HR+ safe?

The Euro NCAP and ANCAP results for the Toyota C-HR+ have not yet been announced but, given the suite of safety features that it comes with, we would expect it to score highly.

How much does the Toyota C-HR+ cost to run?

Judging by the aftersales support the company offers for the bZ4X, the C-HR+ ought to be covered by the standard five-year, unlimited-distance warranty, which can be extended to seven years for the powertrain, as long as the vehicle is serviced annually within the Toyota network.

Furthermore, Toyota offers the industry-standard eight-year performance guarantee on the battery pack itself, asserting that it will still have at least 70 per cent of its initial capacity after that period. There’s a warranty on the battery for five years, which can be extended to 10 years provided the car has its annual battery check.

Toyota’s service interval for EVs is normally every 12 months or 15,000km, so we’d expect the C-HR+ to fall into these parameters when it is eventually confirmed for sale here.

CarExpert’s Take on the Toyota C-HR+

There’s plenty to like about the C-HR+, from its crisp design to its overall size and packaging, so much so in fact that it quickly becomes a more appealing prospect than the bZ4X, even when taking the slight size differences into account.

That could become an even easier decision to make when the full price and product offering for the C-HR+ is announced, and while the dual-motor version packs a punch, the real sweet spot seems to be the front-wheel drive 77kWh variant.

Click the images for the full gallery

Effective immediately, the states and territories have agreed to use additional GST revenue generated by higher petrol prices – estimated by National Cabinet at around $400 million – to fund the discount nationwide.

Prices peaked at a national average of $2.59 per litre over the past week, according to the Australian Institute of Petroleum, with diesel averaging $3.21 per litre.

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The news comes a day after the federal government’s halving of the fuel excise came into effect, reducing it from 52.6 cents per litre to 26.3 cents per litre from April 1 to June 30.

The additional GST-funded 5.7-cent reduction is also set to run until June 30.

Combined, the two measures deliver total savings of around 32 cents per litre, equating to $17.60 off a full 55-litre tank for Australia’s best-selling petrol vehicle in 2025, the Toyota RAV4.

For diesel vehicles such as the Ford Ranger – Australia’s best-selling model overall for the past three years – the changes amount to a saving of about $25.60 per tank.

Prices have already begun to fall following the excise cut.

According to the Australian Competition and Consumer Commission (ACCC), daily average retail petrol prices were 16.7 cents per litre lower on April 1 compared with the previous day, with daily average retail diesel prices 15.0 cents per litre lower.

Prime Minister Anthony Albanese suggested the additional reduction will take time to fully flow through to the bowser.

“This relief is already starting to show up in petrol prices, and we expect more to flow through in the next one to two weeks,” the Prime Minister said in a release.

“This is more help with the cost of living for millions of Australians when they fill up. People are under cost-of-living pressure, and a lot of that pressure is being piled on at the petrol pump due to the conflict in the Middle East.”

The federal government also confirmed it has enacted stage two of its four-stage emergency fuel strategy, with the Prime Minister and Energy Minister Chris Bowen again steering away from speculation about fuel rationing.

Lower fuel standards have been temporarily allowed to ensure more fuel can be imported, while the government has also underwritten fuel shipments to guarantee supply.

MORE: Record fuel prices spark gouging probe as government threatens crackdown

Revealed at the 2026 New York motor show, the Getaway is Subaru’s fourth EV and is a twin to the new Toyota Highlander. That means it offers up to seven seats, a driving range of “more than 300 miles” (482km), and a dual-motor all-wheel drive powertrain producing 313kW of power.

It follows Subaru’s Solterra, Trailseeker, and Uncharted electric SUVs, and forms the next part of the Japanese brand’s commitment to offering eight EVs globally by 2028. It’s not yet clear whether the Getaway will follow Subaru’s three current EVs in being brought to Australia.

Subaru Australia didn’t respond to CarExpert’s request for comment at the time of publishing, though Toyota’s previous confirmation that the Highlander EV won’t be sold Down Under may influence Subaru’s decision.

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At launch, the Getaway will be powered by a “high-capacity, long-range” 95.8kWh lithium-ion battery, providing a claimed driving range of roughly 482km. Subaru says a standard-range model with a 77.0kWh lithium-ion battery will join the lineup at some point in 2027.

It can fast-charge at up to 150kW, providing a 10-80 per cent charge time of 30 minutes. Interestingly, Subaru says the six-element daytime running lights on the front of the Getaway “conveniently indicate charging status when connected to a charger”.

With Subaru’s Symmetrical All-Wheel Drive dual-motor configuration, the Getaway will produce some 313kW of power for a 0-60mph time of “less than five seconds”. The brand claims it’s “the most powerful production Subaru”, pipping the 280kW Trailseeker and eclipsing the 221kW final-generation production WRX STI.

Fitted as standard is Subaru’s X-Mode dual-mode system, which incorporates Snow/Dirt and Deep Snow/Mud off-road drive modes. Grip Control and Downhill Assist Control will also be equipped.

Neither Toyota nor Subaru have confirmed the weight of the Highlander/Getaway, though the Getaway is claimed to tow 3500 pounds (1587 kg).

However, Toyota has confirmed the exterior dimensions of the Highlander, measuring 5050mm in length, 1989mm in width, and 1709mm in height, and riding on a 3050mm wheelbase. The Getaway should be practically identical, though its 210mm ride height may make it slightly taller.

Those dimensions are slightly larger than the three-row Kia EV9, providing a cargo capacity of 45.6 cubic feet (1291 litres) in the Getaway with the third row folded flat. Kia quotes 1233 litres with the third row down in the Australian EV9.

Like the Highlander, the Getaway will be available with seven or six seats, the latter with second-row captain’s chairs, depending on the variant. All seats offer heating, while the first and second rows also offer ventilation – the latter likely only with the second-row captain’s chairs fitted.

Up front is a 14.0-inch touchscreen infotainment system with wireless Apple CarPlay and Android Auto, and a 12.3-inch digital instrument display.

Depending on the trim level, other standard kit also includes a panoramic sunroof and a heated steering wheel.

There are also two wireless phone chargers on the centre console, four USB-C ports for rear-seat passengers, and customisable interior ambient lighting. The latter can be customised individually, but it’s also tied to each of the five available drive modes.

Outside, the Getaway features an illuminated Subaru logo on the smooth, body-coloured front ‘grille’, as well as dynamic daytime running lights and dedicated washers for the headlights. On the back is a “three-dimensional illuminated SUBARU logo” and a “distinctive lighting signature”.

Ladder-type roof rails are standard on “most” trim levels, while 19- and 20-inch alloy wheels are available depending on the variant. Flush door handles are standard for “added aerodynamic efficiency”.

Standard across the Getaway range is a full suite of safety tech, including blind-spot monitoring, emergency stop assist, lane-change assist, and adaptive cruise control, while certain variants get front cross-traffic alert, intelligent park assist, and a digital rear-view mirror.

Pricing will be announced closer to the model’s launch, though it’s safe to expect it will be priced above the Trailseeker, Subaru’s current largest EV. In the US, the Trailseeker starts at $39,995 (~A$58,000).

A comparable rival is the Kia EV9, which starts at $54,900 (~A$79,600) in the US. That’s well below the Australian EV9’s starting price of $97,000 before on-roads, or $106,500 before on-roads for an all-wheel drive model.

It’s unclear whether the Getaway will replace Subaru’s current three-row SUV, the US-built Ascent, once it launches in the US. Given the Getaway will also be built in the US, and that the Toyota Highlander EV is set to replace America’s equivalent of the Kluger, it’s possible the Ascent’s days are numbered.

If Subaru does bring the Getaway to Australia, it won’t be the first time we’ve seen that name on a car here. Most recently was the Toyota Tarago Getaway II people mover, which went off-sale locally in 2001.

MORE: 2027 Toyota Highlander is the electric Kluger that Australia can’t have

Hyundai has confirmed it will introduce a new pickup in the United States by 2030, underpinned by a ladder-frame chassis like those used by the Ranger, HiLux and key rivals, after previously offering the car-based Santa Cruz.

“Developing a robust midsize pickup is a significant growth opportunity for Hyundai in the United States,” said Hyundai Motor North America president and CEO Randy Parker in a statement.

“Body-on-frame trucks play a central role in this market, and we see a clear opportunity to bring customers a new alternative that reflects how they work, explore, and live.

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“The Boulder Concept SUV signals our approach to this segment and how we are thoughtfully developing our midsize pickup with the needs and expectations of US customers at the core.”

The show car rides on the upcoming ute’s underpinnings, topped with muscular ‘Art of Steel’ styling including pronounced wheel arches, 37-inch all-terrain tyres, a bluff front end and a tailgate-mounted spare wheel.

Inside, the sand-coloured cabin features configurable seating and a rounded dashboard, a head-up display along with a raft of physical buttons and off-road-focused details such as rugged grab handles, four small central displays, and large storage areas.

Hyundai hasn’t detailed a powertrain for the show car, which it’s officially calling a “design study”.

The brand’s upcoming ute is among 36 new models planned for US showrooms by 2030, but the new ute is expected to spawn an SUV, à la the Ford Ranger and its Everest sibling.

Vehicles on the ute’s new body-on-frame underpinnings will be designed and built in the US, using Hyundai-produced US steel.

Hyundai Australia told CarExpert earlier this year it’s targeting a ute for local showrooms around 2028.

“Strategically, it’s still a work in progress. It’s leaning towards a couple of years from now … and it’s still [being developed] in collaboration with the US,” Hyundai Australia chief operating officer Gavin Donaldson said.

Hyundai is currently the only top-ten brand in Australia to not offer a dual-cab ute in its lineup, with MG, which placed 10th in sales overall in 2025, recently introducing the U9. The best-selling vehicle in Australia in 2025 was the Ford Ranger, with the Toyota HiLux and Isuzu D-Max also among the top 10 most popular models.

MORE: Explore the Hyundai showroom

The Subaru Forester Wilderness Hybrid joins its petrol-powered mid-size SUV counterpart, as well as Wilderness versions of the Outback large SUV and Crosstrek small SUV. Thus far, only the Outback Wilderness has been confirmed for Australia, though the company has hinted at a further expansion of the sub-brand.

We’ve contacted Subaru Australia to confirm if this latest Wilderness model variant is bound for Down Under.

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Like the petrol-powered Forester Wilderness, the hybrid has 236mm of ground clearance – up from 221mm in the regular Forester – thanks to longer coil springs with different dampers.

This sees its approach angle improved over the regular Forester Hybrid from 19 degrees to 23.5 degrees, the breakover angle from 19.3 to 20.6 degrees, and the departure angle from 24.6 to 25.5 degrees.

The all-wheel drive system retains a mechanical connection between the front and rear axles.

It also uses 17-inch matte-black wheels with Yokohama Geolandar all-terrain tyres as well as Subaru’s X-Mode off-road system, with hill descent control and settings for Snow/Dirt and Deep Snow/Mud.

However, it swaps the Forester Wilderness’ standard 2.5-litre flat four-cylinder engine for the Forester Hybrid’s 2.5-litre Atkinson/Miller-cycle flat four-cylinder engine and a series-parallel hybrid system incorporating a lithium-ion battery and a pair of electric motors.

That gives it a bump in peak power over the regular Forester Wilderness, from 134kW to 145kW.

The Wilderness Hybrid is largely indistinguishable from the regular Forester Wilderness, with the only differences being orange accents, blackout trim, and raised roof rails with a 363kg static load capacity.

Inside, there’s a standard 12.3-inch digital instrument cluster with navigation and Apple Maps integration, plus an 11.6-inch touchscreen infotainment system and an 11-speaker 576W Harman Kardon sound system.

Grey textured StarTex synthetic upholstery is standard, designed to be weather-resistant and easy to clean. All-weather floor mats and a cargo area protector are also fitted as standard.

Subaru launched its first Wilderness-badged vehicle in the US – the brand’s largest market – back in 2021.

These variants kicked off a chain of conceptually similar editions from other brands, including Ford’s Explorer Timberline; XRT editions of Hyundai’s Tucson, Santa Fe, Palisade and Ioniq 5; Nissan’s Rogue Rock Creek, and Honda’s Passport and Pilot TrailSport, all adding varying degrees of extra ruggedness and capability.

MORE: Explore the Subaru Forester showroom

Hyundai Australia has announced pricing for the updated model year 2027 (MY27) Staria and Staria Load lineups, which will bring revised front-end styling along with minor cabin changes, additional equipment and higher prices.

The Australian range will feature fewer model grades but more powertrains, with hybrid and electric options joining the existing 2.2-litre turbo-diesel and 3.5-litre V6 petrol engines.

The Staria will be offered with petrol, diesel and hybrid powertrains, while the Staria Load will be available with diesel, hybrid and electric power.

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Diesel versions are expected to arrive this month (April), with hybrid vehicles due in June 2026, and the electric Staria Load by the end of the year.

Staria

The entry-level version of the Staria – called simply Staria – is priced at $54,300 before on-road costs, regardless of whether you choose the 2.2-litre turbo-diesel four-cylinder or 3.5-litre petrol V6.

Previously, all turbo-diesel Starias came with all-wheel drive; the 2.2-litre four-cylinder is now offered exclusively with front-wheel drive, though its pricing is unchanged. The base petrol variant, however, is now $3800 more expensive.

Entry-level Starias gain a 12.3-inch touchscreen infotainment system, up from 8.0 inches, but lose a surround-view camera. Over-the-air software update capability is now standard as part of the complimentary five-year Bluelink connected car services subscription.

The base Staria is offered in an eight-seat configuration, while the Elite and Highlander have been replaced by a new seven-seat Lounge flagship offered exclusively with a hybrid powertrain.

Already used in other Hyundai and Kia models sold locally, this combines a 132kW 1.6-litre turbocharged four-cylinder petrol engine with a six-speed automatic transmission and a 54kW electric motor.

Total system outputs are 180kW and 304Nm, with the Staria Lounge hybrid replacing the outgoing diesel-powered Staria Highlander AWD as the most expensive variant in the range – at $73,740 before on-road costs, it’s $5240 pricier.

The Staria Lounge comes standard with seven seats and adds unique 18-inch alloy wheels, LED ‘four-cube’ headlights, privacy glass and satin chrome door handles inside and out.

It also features Nappa leather upholstery, heated and ventilated front seats, and over the old Highlander gains a suede headliner, heated second-row ‘Relaxation’ seats, and ambient lighting.

The Lounge also gains Hyundai Digital Key 2 functionality, allowing you to use your smartphone to lock, unlock and start the vehicle and share a digital key with up to 15 other devices.

The flagship Staria is available in an exclusive Galaxy Maroon exterior finish, while its interior can be had with either Obsidian Black, Burgundy or Beige Nappa leather.

Staria Load

The Staria Load is now offered only in a two-seat configuration, with the old five-seat crew van no longer available.

The two-seat Staria Load commercial van will be offered in two model grades, Load and Load Premium, with diesel, hybrid and electric powertrains available.

The entry-level Staria Load is powered by a 130kW diesel engine paired with an eight-speed automatic transmission, and is priced at $49,990 before on-road costs regardless of whether you choose the Twin Swing barn doors or a lift-up tailgate.

The updated base model gains a 12.3-inch touchscreen infotainment system, as well as over-the-air software update capability as part of the standard five-year Bluelink subscription.

The hybrid will be offered in both base and Premium trims, priced at $53,490 and $61,240 before on-road costs respectively.

Pricing for the Staria Load electric vehicle (EV) is yet to be announced, though it will use an 84kWh battery and a single 160kW electric motor driving the front wheels.

Cargo capacity is unchanged for hybrid and EV variants, which offer the same 4935L of space. The hybrid has a 1035kg payload – up 42kg on the diesel – while the EV is estimated at around 800kg.

The Staria Load EV will offer a higher level of standard equipment, gaining satellite navigation, a 12.3-inch digital instrument cluster, a trailer package, and Lane Following Assist 2 (lane-centring).

Staria pricing 

Staria Load pricing

MORE: Explore the Hyundai Staria showroom

In less than two years, Zeekr has gone from a complete unknown to a genuine contender in Australia’s EV market.

March 2026 marked a turning point. Exclusive VFACTS data due to be released next week shows more than 700 deliveries in a single month, a record for the brand, driven largely by the 7X mid-size SUV.

But the more telling detail sits behind that headline. There are already more than 3000 vehicles on the water that have effectively been spoken for.

That is not just demand. It suggests real momentum, and a level of brand pull that is starting to build.

And importantly, it’s momentum that’s not being driven by product alone, but increasingly underpinned by growing confidence in the ownership experience behind it.

We sat down with Zeekr Australia managing director Frank Li to understand how it has happened so quickly.

Aftersales: Where Zeekr is investing for the long term

If a product draws people in, aftersales is what ultimately decides whether they stay.

For emerging brands in Australia, that is where things tend to fall over. Trust is hard won and easily lost, and the ownership experience is what sticks. It’s what turns early adopters into advocates, or not.

“It’s always easy to say we give you seven years’ warranty,” says Mr Li. “But the hard thing is how you manage it when something actually happens.”

That’s the lens through which Zeekr is approaching the market. Aftersales isn’t a support function; it’s central to how the brand expects to be judged.

Rather than reacting once volume arrives, Zeekr is building its aftersales infrastructure in parallel with demand, designed to scale alongside the brand’s rapid growth.

The focus is deliberately practical: parts availability, repair timelines, and what happens when a customer is left without a car.

If Zeekr can deliver on what it has promised, it won’t just be another fast‑rising EV brand. It’ll be one that earns its place in the premium conversation.

Taking out the friction

It starts with parts – because without them, nothing else really matters.

From day one, Zeekr has invested in a dedicated Melbourne parts operation, holding the bulk of components locally to support customers as the brand scales.

The goal is a 98 per cent first-time fill rate – which, in simple terms, means fewer delays, fewer frustrated owners, and cars back on the road sooner. For car owners, it means less waiting, fewer repeat visits and far less uncertainty once a vehicle enters the workshop.

And for the rare occasions where a part isn’t immediately available, there’s a clear contingency in place.

“If it’s urgent, we can fly it to Australia within 10 days,” says Mr Li.

It’s a practical approach and one that shows Zeekr understands that aftersales isn’t about promises, it’s about keeping customers moving.

Behind the scenes, that local operation is supported by direct technical channels into Zeekr’s global engineering network, allowing more complex issues to be resolved faster and reducing reliance on lengthy escalation processes.

The 48-hour promise

Zeekr’s 48‑hour promise is a clear commitment to eliminating one of the biggest frustrations in modern car ownership: being left without a car when you need it.

If a car can’t be turned around within a reasonable timeframe – whether due to a warranty issue or parts delay – Zeekr will step in with a replacement vehicle within 48 hours. It’s a simple idea, but one that speaks directly to real-world ownership.

The brand is preparing to roll out a service loan car guarantee, ensuring customers aren’t left stranded if their vehicle is off the road.

“We’re very close to launching this. The idea is simple: our customers shouldn’t be left stranded,” says Mr Li.

In a market where loan car availability is often inconsistent, or non-existent, the promise is a meaningful differentiator. It directly addresses the disruption that turns minor issues into major frustrations and reframes aftersales as a support system rather than an inconvenience.

That same thinking extends beyond just loan vehicles, with plans for pick-up and drop-off servicing designed to minimise disruption and remove the need for customers to build their day around a workshop visit.

Building the network before the surge

Just as important is what sits behind it all – the service network.

Mr Li describes this as a three-step approach that ensures Zeekr has enough facilities, enough technicians, and the “Zee-do” approach ensures the whole experience is premium end-to-end.

Zeekr isn’t waiting for demand to catch up. It’s building out a national footprint now, with a growing network of authorised service partners designed to give customers convenient access to qualified support.

These aren’t just any workshops, either. Zeekr is selectively partnering with established, OEM-approved repairers – operators with proven capability and strong reputations – to ensure the experience meets a consistent standard from day one.

In Sydney, that’s anchored by two dedicated service centres in Parramatta and on the North Shore, supported by a growing national network of authorised service partners across Brisbane, Melbourne and other key markets.

Alongside that sits a clear focus on technician training and standardised processes, aimed at delivering a uniform ownership experience regardless of location.

That includes ongoing investment in technician training and certification, ensuring capability scales alongside the brand’s rapid growth in the Australian market.

There’s also a more transparent approach to building trust.

“We want customers to challenge us,” says Mr Li.

Owners are encouraged to tour parts facilities, inspect inventory and ask questions – a level of openness that’s still relatively uncommon in the industry.

Closing the loop with repairs

Authorised repair and body networks are also being established to remove friction at what is often one of the most stressful points of ownership – accident repairs and insurance claims.

For customers, it brings clarity to what can often be a frustrating process. Instead of juggling insurers, assessors and repairers, everything is aligned through a network that understands the vehicle inside and out.

Repairs are carried out by trained technicians using genuine parts and factory‑approved processes, reducing the risk of delays, rework or compromised quality. The result is a faster return to the road, fewer handovers and greater confidence that the car is being repaired properly.

It’s a straightforward philosophy: minimise disruption, remove uncertainty and get customers back behind the wheel as quickly as possible.

Built by customers

It’s also clear Zeekr is trying to build this brand with customers, not just for them.

“We listen to our customers and we give feedback quite often and quite fast,” says Mr Li.

That feedback loop is already influencing the product. The 7X Black Edition, for example, came directly from owner input.

“They said if the wheels were painted black, it would look sharper. And then we can move very fast.”

On the surface, it’s a small tweak – but it speaks to a development process that’s far more responsive than most.

That same mindset carries through to the ownership experience. There’s a strong focus on transparency, from clear communication around repair timelines to structured customer care processes designed to deliver a consistent experience.

There’s also a dedicated local call centre team, backed by a digital-first approach – including the Zeekr app, which allows customers to provide feedback directly.

That digital layer extends further into ownership, with over-the-air software updates and connected diagnostics allowing customers to stay informed and, in some cases, resolve issues without needing a traditional service visit.

And importantly, there’s an openness around what still needs work.

“We know we have shortages, but the critical thing is we realise them and we improve,” says Mr Li.

It’s a simple philosophy – but one that suggests Zeekr is more interested in getting it right over time than pretending it already has.

Not just another EV brand

Zeekr is not chasing volume for the sake of it. It is shaping how it wants to be perceived.

In a segment long defined by BMW and Mercedes-Benz, and more recently shaken up by Tesla, Zeekr is carving out its own position. Technology with a properly premium edge.

“I would say we are both,” says Mr Li. “Tesla is a tech brand. BMW is a premium luxury brand. We position ourselves as tech-luxury.”

It is a pitch that is landing. Buyers are starting to see Zeekr as something different. You get the innovation expected of an EV-first brand, paired with a more considered, more tactile feel than some established players.

That positioning is also being reinforced beyond the product itself, with a clear focus on delivering a premium ownership experience from day one.

“We don’t benchmark, we create,” says Mr Li. “We are not aiming to compare with anyone when we design this car. There is no benchmark. It is quite original.”

That confidence is backed by the Geely Holding Group. Zeekr sits alongside Volvo Cars, Polestar, Lotus, Smart, Lynk & Co, LEVC and Farizon. This is not just shared ownership. It is an integrated ecosystem.

Volvo brings depth in safety. Lotus contributes ride and handling expertise. Polestar adds capability in EV architecture and performance. At the same time, Zeekr’s Sustainable Experience Architecture (SEA) platform is already being deployed across the group.

“The manpower is moving, the team is moving. We all work together,” says Mr Li. “The result is a brand building from a deep pool of capability, rather than chasing a direct rival.”

MORE: Explore the Zeekr showroom

The updated ute range is arriving in Australian showrooms this May.

The base GLX 4×2 single-cab/chassis manual, which was priced at $34,740 before on-road costs, has been removed. That means the lineup now opens with the GLX 4×2 single-cab/chassis auto, which is now $100 more expensive than before at $37,090 before on-roads.

That leaves the Mitsubishi just $40 cheaper than the Ford Ranger XL Hi-Rider single-cab/chassis automatic, though it remains more expensive than the Toyota HiLux Workmate 4×2 single-cab/chassis auto at $35,990 before on-road costs.

However, you can still get the HiLux Workmate 4×2 single-cab/chassis with a manual gearbox for an even lower $33,990 before on-road costs.

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The GLX 4×4 dual-cab/chassis is the only manual Triton in the pared-back MY26 lineup, with the removal of manual versions of the GLX 4×2 and 4×4 single-cab/chassis reducing the range from 19 to 15 variants.

Pricing has increased by between $100 and $300 across the lineup, apart from the GSR which cops a $1000 rise, though Mitsubishi has yet to reveal the rally-inspired Triton Raider flagship it teased last month.

All models benefit from revised front and rear suspension, including softer front springs and ‘performance setting’ valves for all four shock absorbers, along with larger-diameter rear dampers.

Mitsubishi says the changes deliver “improved ride comfort and reduced harshness” while maintaining the Triton’s “agility”, reflecting updates applied to Thai-built Japanese-market models earlier this year.

There are further changes for the sport-focused Triton GSR, which gains a pair of Yamaha performance dampers mounted between its chassis rails to improve dynamics.

Mounted front and rear, the dampers are designed to enhance body control, sharpen steering response, and improve high-speed stability and overall refinement.

The Triton GLX-R, GLS and GSR continue with ‘standard-duty’ three-leaf rear suspension, while GLX and GLX+ retain a ‘heavy-duty’ four-leaf setup.

All Tritons have a braked towing capacity of 3500kg, and one-tonne payload upgrades are available as a no-cost option on dual-cab pickup GLX-R, GLS and GSR variants.

The MY26 Triton GSR also introduces Mitsubishi Connect, which debuted locally on the Outlander SUV in 2025 – the brand’s best-seller ahead of the Triton.

Mitsubishi Connect uses an inbuilt 4G modem with a Telstra connection, enabling a smartphone app to allow users to remotely view their vehicle’s location, adjust the climate control, and lock, unlock and start the vehicle, among other functions.

It also adds safety and security features including vehicle theft alerts and an SOS emergency call function.

No further equipment changes have been announced, nor are there updates to the 2.4-litre turbo-diesel four-cylinder engine, which continues to produce 150kW of power and 470Nm of torque with either a six-speed manual or six-speed automatic transmission.

The GLS remains available with a $1500 Deluxe package, adding leather upholstery with silver stitching, a power-adjustable driver’s seat, and heated front seats.

As Mitsubishi’s second best-selling model in Australia, the Triton edged closer to the front of the hotly contested ute segment in 2025, finishing fourth behind the Ford Ranger, Toyota HiLux and Isuzu D-Max.

Sales of 4×4 Triton variants increased by 20.1 per cent year-on-year in 2025, a greater rise than any other 4×4 ute apart from the GWM Cannon Alpha, while 4×4 versions of the Ranger, HiLux and D-Max recorded declines.

Since launching in Australia in 2023, the current-generation Triton has also formed the basis of the latest Nissan Navara, which reached local showrooms this year.

Nissan’s version of the Triton wears revised exterior styling and a unique suspension tune developed by Australian engineering firm Premcar, known for vehicles such as the Navara Pro-4X Warrior and Patrol Warrior.

The Triton is expected to underpin a future Mitsubishi SUV, with the Pajero Sport axed from local showrooms last year as it didn’t meet new Australian safety regulations. A replacement, which could simply be called Pajero, has been spied testing.

Pricing

MORE: Explore the Mitsubishi Triton showroom

“Due to a software issue, the second and third-row electric seat-folding mechanism may fail to detect an occupant or object and may not stop the folding function when activated,” the company says in its recall notice.

“A folding seat that cannot detect an occupant increases the risk of causing serious injury or death to any occupant in or around the folding seat during activation of walk-in and power-folding seat features of the vehicle.”

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The recall follows a halting of Australian sales and deliveries of the range-topping Palisade Calligraphy in March.

This came after a two-year-old child died in the US state of Ohio on March 7. Sales and deliveries of the large SUV have also been halted in the US, as well as other markets the Palisade is sold in including South Korea.

• A total of 2242 vehicles are affected, produced between 2025 and 2026
• The Vehicle Identification Number (VIN) list is attached here
• The original recall notice is attached here

Hyundai Australia is contacting owners to advise them to schedule an appointment with an authorised Hyundai dealership to have the software applied. Alternatively, this can be applied over the air if the Palisade is registered for Bluelink.

If you have any further questions, you can contact Hyundai Customer Care on 1800 186 306.

MORE: Explore the Hyundai Palisade showroom

Visually, the GLE range adopts the front-end design of the latest E-Class sedan. There’s a new grille that has a field of stars and a thick frame in either shiny chrome or dark-tinted metal trim. The grille surround is black, and blends into the larger new headlight units, which now feature star graphics and improved coverage range.

An illuminated grille frame and three-pointed star logo are available on the options list. Black also features prominently in the lower part of the revised bumper, and a strip of black plastic links the lower air intakes.

CarExpert can save you thousands on a new car. Click here to get a great deal.

The redesigned tail-light clusters also feature star lighting graphics. On the regular GLE the tail-lights are now joined together by a band of black plastic topped with a chrome strip.

Other changes include sculpted dark grey sills on the GLE SUV, plus new alloy wheel designs, and a slightly less aggressive look for the rear bumper.

Inside, the upper dashboard has been completely reworked to include the standard Superscreen setup, which consists of three 12.3-inch displays, including one instrumentation screen, a central touchscreen, and a touchscreen for the front passenger. This is bookended by new round air vents, and underscored by a pair of slim vents in the centre.

The computing platform now runs MB.OS, which can be updated via over-the-air software updates, while user interaction still happens through the MBUX interface. The updated Virtual Assistant is said to be able to complete more complex tasks than before.

For those optioning the 15-speaker Burmester sound system, there’s a new pair of 3D speakers in the roof, and an amp that’s rated at 710W, up from the current unit’s 590W. The base sound system now has a 150W amp mounted in the rear of the car.

A panoramic glass roof is now standard, while an air suspension system with cloud-based predictive damper modulation and an improved 360-degree camera system are available.

All of the GLE’s engines have been updated, but some, like the 4.0-litre twin-turbo V8 in the GLE 580 4Matic, have had a more substantial makeover.

The V8 gains a new flat-plane crank “in preparation for future emission standards”, as well as revised injectors, ports, turbos, and exhaust to boost power and torque to 395kW and 750Nm, respectively. That’s an increase of 15kW and 20Nm from the existing 580.

Down a step on the ladder, the 3.0-litre turbocharged straight-six in the GLE 450 4Matic has a new electric compressor and other tweaks to boost torque from 500Nm to 560Nm. The plug-in hybrid GLE 450e 4Matic boasts a more powerful electric motor, and a 106km WLTP EV range.

There are two AMG-fettled models in the revised GLE and GLE Coupe lineup. Both feature a 3.0-litre turbocharged straight-six petrol engine making 330kW and 600Nm, which is hooked up to a nine-speed Speedshift TCT automatic transmission, and all-wheel drive.

In the AMG GLE 53 4Matic+ this engine is aided by a mild-hybrid system with an electric compressor and integrated starter-generator that can provide an extra 17kW/205Nm when needed. This enables the SUV to complete the 0-100km/h dash in a claimed 4.9 seconds.

At the top of the AMG pile for now is the GLE 53 Hybrid 4Matic+ plug-in hybrid that includes a 135kW/430Nm electric for a total system output of 430kW and 750Nm. The extra power and torque reduces the claimed 0-100km/h time to 4.5 seconds, which is on par with the V8-powered GLE 580.

MORE: Explore the Mercedes-Benz GLE showroom

The 2026 Zeekr X officially lands Down Under in May, bringing a range of changes across the board and promising sharper pricing – more on that shortly – to keep the compact electric SUV competitive in an ever-changing market.

Headline changes include more power, new battery tech with faster charging in the base model, enhanced equipment levels, and new personalisation options.

Pricing hasn't been confirmed yet, but Zeekr's promise of under $50,000 drive-away for the base grade and less than $60,000 drive-away for the 365kW all-wheel drive flagship on test here points to thousands in savings over the current model. Even if it's small compared to other EVs at this price point, there's plenty of value squeezed in.

CarExpert scored a first drive of a pre-production MY26 Zeekr X AWD ahead of its official launch in the coming months – here are our initial thoughts.

How much does the Zeekr X cost?

Zeekr Australia will announce pricing for the MY26 X lineup at the Melbourne motor show on April 10 – though the company has indicated it will start at under $50,000 drive-away.

For reference, the outgoing model starts from $49,900 for the RWD and $62,900 for the AWD – both plus on-road costs.

So, if Zeekr hits the above price points (including on-road costs) for each variant as promised, the updated model will be thousands cheaper than before.

To see how the Zeekr lines up against the competition, check out our comparison tool

What is the Zeekr X like on the inside?

The changes here are minimal and, like the exterior, the overall interior design is one of the X's strong points.

A redesigned centre console and new touch-capacitive shortcuts on the steering wheel hub are the key hardware changes, with the rest of the new-ness coming from significantly enhanced specifications.

Both the RWD and AWD variants now come standard with heated front and rear seats, as well as a 13-speaker Yamaha-branded premium audio system.

Opt for the AWD we have on test, and you also get a new massage function for the front row of seats to go with the existing ventilation, and there's a fridge compartment under the front centre armrest.

A grey interior is now the standard colourway, with 'White' now available as an option for both grades. In the AWD, you can also opt for a new Black interior with Red seatbelts – sporty.

It all presents very well, and the quilted and perforated leather upholstery is gorgeously presented, right down to the flourishes of brightwork integrated into their respective designs. The quilting extends into the doors as well, which is a nice touch, with everything feeling quite high-end indeed.

Our test car's optional White interior really pops against the new Onyx Black paintwork, and the ice cube-like LED ambient lighting – configurable in many a colour – adds a cool ambience when the sun sets (or you go through a tunnel).

Display tech is another talking point, with the 8.8-inch digital instrument cluster and 14.6-inch touchscreen infotainment system carrying over for the updated model.

The slim driver's instrument binnacle shows key information like speed, assistance graphics and various widgets in a conventional position relative to the steering wheel, but its slim aspect ratio limits the breadth or detail of information you can put in the driver's line of sight.

It's augmented by a projector-type head-up display which doubles up most of that info with a simpler layout for ease-of-use, which is helpful. Annoyingly, like the mirrors, you need to adjust this via the touchscreen rather than having quick access to adjustment.

Speaking of the touchscreen, it's big, bright and offers crisp resolution. I enjoyed its snappy response too, but maintain that too many functions are still embedded here, even with shortcuts for functions like demisters, door lock/unlock and parking cameras now featuring on the steering wheel.

Drive modes, seat ventilation and massaging controls (for both rows, mind you) shouldn't be buried here. Many of these require adjustment on the fly and it takes too much digging to find in reasonable time, so you'll often mis-press if you try to do it on a bumpy road.

Not to mention that if you spend too much time trying to do any of this on the move you'll fire up the driver attention monitor which incessantly beeps and bongs at you while cutting the audio of whatever you're listening to – more on that later.

I also had issues with wireless Apple CarPlay using my iPhone 17 Pro Max. It generally did most things fine, but for some reason our test car couldn't hear any voice commands I tried to dictate using Siri. The microphone button on the steering wheel worked, and people could hear me on calls, but I couldn't ask it to set a destination, call or text someone, nor ask it to play a song like I can do in any other car.

At least the 13-speaker Yamaha premium audio offers clear, deep sound with various options for surround effects and equaliser settings. The 'Theater' setting was a touch echoey but did give that concert hall feel – though it doesn't match the Gothenburg Hall of a Volvo Bowers and Wilkins system.

The optional 'automatic' doors (price TBC) also took some getting used to. Getting into the car, they don't really open wide enough, but when you get out they open wide even if you're parked in the street, which can be a little frightening the first time you do it on a busy road.

That said, it uses sensors to prevent bumping into neighbouring vehicles in carparks, which I tested a couple of times and didn't have to get insurance on the phone.

Despite its teeny city-friendly dimensions, the Zeekr X's 2750mm wheelbase means it has better second-row accommodation than similarly sized hatchbacks and crossovers.

At 6'1" tall, I could fit behind my driving position with ease, meaning two taller adults can fit in the back just fine. With that said, the small rear windows and chunky front seats hinder outward visibility a bit, which is something to consider if you have nausea-prone kids.

Speaking of little ones, ISOFIX and top-tether points are there to anchor your child seats, and other amenities include a fold-down armrest with cupholders, rear air vents, a USB-C charging outlet, map pockets behind the front seats, and bottle holders in the doors.

Luggage capacity is also up, with Zeekr quoting an 18 per cent increase to 404 litres with the rear seats in place. It expands to 1247L with the seats down, but it's still a small cargo area compared to other EVs at this price point.

To see how the Zeekr lines up against the competition, check out our comparison tool

What’s under the bonnet?

The 2026 Zeekr X AWD is powered by a dual-motor electric drive system, outputting 115kW of power on the front axle and 250kW at the rear, for a total system total of 365kW – that's 50kW up on the old model.

The extra grunt in both models has only translated to a 0.1-second improvement in the AWD's claimed 0-100km/h claim, while the change from ADR (NEDC) to WLTP range claims sees the figures shift to lower but likely more realistic figures.

Full details like claimed energy consumption are still to be confirmed, but we saw 16-17kWh/100km with a focus on suburban and city driving, climbing to 18-19kWh/100km at speeds around 100-110km/h on the open road.

The base RWD benefits from a new LFP battery with a higher DC fast-charging capacity, while the AWD retains its 150kW DC charging cap but doubles its AC charging speed to 22kW.

To see how the Zeekr lines up against the competition, check out our comparison tool

How does the Zeekr X drive?

While we had the Zeekr X for a week in total, my busy schedule meant I only spent a trio of meaningful days with the pre-production vehicle, which largely centred around daily commuting to and from the office as well as getting to and from the airport.

I was quite critical of the pre-update Zeekr X AWD, as I felt that while it was insanely quick for the money it lacked the finesse and overall refinement of the Volvo EX30 with which it shares its underpinnings. This new one seems a little better, but I have a number of carryover complaints.

First, the good. The AWD has plenty of performance under foot even if you dull down the 'Acceleration' setting to 'Normal' or 'Comfort' modes. I floored it in 'Sport' and it was so fast I triggered the on-board dashcam 'SOS' setting. Woops...

The AWD rides a little better than I remember, too. Where the outgoing vehicle felt a little wobbly and lacking in body control, the new model strikes a better balance between comfort and dynamism, though having just stepped out of the Volvo EX30 Cross Country, which offers a beautiful ride/handling balance in all conditions, I can't say that Zeekr has quite nailed it with this remix.

It steers nicely too, again allowing you to toggle a handful of settings (all via the touchscreen, annoyingly) to adjust the weight and feel. I actually liked Sport, which is more to my tastes. Given how small the tiller is, you'd expect this car to steer quickly, but the X's steering rack isn't as sweet as the Volvo's.

General refinement is pretty good. Despite riding on big 20-inch forged alloys and skinny rubber, the Zeekr X maintains a relatively quiet cabin even on the freeway, while you don't hear too many knocks and thuds from the suspension over the lumps and bumps of daily life.

While the cabin is generally a quiet place to be – keeping in mind there's little powertrain noise save for the faint whirring of the e-motors – the ambience is often upset by the infuriatingly intrusive driver assistance systems, despite Zeekr bringing in a new 'Zeekr AD' suite of sensors and technologies.

Several systems were very annoying and overzealous during my time with the car, to the point where I'd be yelling at the car in frustration or annoyance. And, to be clear, I don't do that very often, despite the perception of some that I'm a bit of a diva.

The overspeed warning and driver attention monitor will jump at any chance to audibly alert you that you've exceeded the detected speed limit or glanced away from the road for too long, which is annoying when it's picking up a school zone out of school times or keeping a side street's limit when you hit a main road.

Even more annoying is the fact it'll cut the audio of the music you're listening to when it bongs, and try to compete with phone calls too. The fact that it's so persistent when you're just doing a head-check and even when driving at the signed limit really grates over time.

Then there are the lane assist and lane change assist functions, which also don't work as well as they should. The cruise assist feature with lane-centring regularly jerks the steering wheel when you're not anywhere near the lines or there's a curve in the road, while the auto lane change assist will wrestle you if you try to change lanes yourself.

Adaptive cruise control worked fine, and once I switched the lane change assistant off there were far fewer complaints, save for the alert telling you to hold onto the steering wheel even though your hands haven't left it for the last 20 minutes of straight highway – the X hasn't adopted capacitive sensors on the tiller to avoid this.

These could all have been issues with our pre-production test vehicle's calibration, but that's what I was given. I was perhaps more disappointed because the Zeekr 7X we currently have as a long-termer doesn't really suffer any of these issues at all.

To see how the Zeekr lines up against the competition, check out our comparison tool

What do you get?

Let's run through the MY26 changes, and then do a refresh on the pre-update model's spec.

Exterior changes include:

• New Khaki Green matte, Onyx Black colour options – AWD
• 20-inch alloy wheels in Black – AWD
• Available automatic doors – AWD

Interior changes include:

• Heated front, rear seats
• Massaging front seats – AWD
• Onboard fridge under front-centre armrest – AWD
• Touch-capacitive steering wheel shortcuts
• 13-speaker Yamaha surround sound system

Grey is now the standard interior option, with white available as an option on both the RWD and AWD. The AWD is exclusively available with the option of a black interior with red seatbelts.

2025 Zeekr X RWD equipment highlights:

• 19-inch alloy wheels
• 235/50 R19 Continental EcoContact 6 tyres
• Two-tone exterior paint – black roof, mirrors)
• Frameless side mirrors:
• • Heated
  • Auto-dimming
  • Power-folding
  • Memory function
• Panoramic sunroof
• Vehicle-To-Load (V2L) functionality
• Semi-autonomous park assist
• Rain-sensing wipers
• Black/grey “leather-free” interior upholstery
• 6-way power driver's seat
• 8.8-inch digital instrument cluster
• 14.6-inch touchscreen infotainment system
• • Apple CarPlay – wired, wireless
  • Android Auto – wired, wireless
• Wireless phone charger
• 7-speaker sound system
• Auto-dimming frameless rear-view mirror
• Dual-zone climate control
• Rear air vents (B-pillar mounted)
• 5G-WiFi hotspot
• Connected services – 5yr subscription
• Over-the-air software update capability
• Zeekr App functionality
• • Sentry mode
  • Pet mode
  • Rest mode

Zeekr X AWD adds:

• 20-inch forged alloy wheels
• 245/45 R20 Continental EcoContact 6 Q tyres
• 24.3-inch augmented reality head-up display
• 6-way power-adjustable passenger seat
• Driver’s seat memory
• 4-way power lumbar support
• Heated, ventilated front seats
• Heated steering wheel
• 13-speaker Yamaha sound system
• ‘Ice Block’ LED ambient lighting

To see how the Zeekr lines up against the competition, check out our comparison tool

Is the Zeekr X safe?

The pre-update Zeekr X achieved a five-star ANCAP safety rating, based on 2024 testing by sister firm Euro NCAP, and this is expected to carry over.

All X vehicles also receive the brand's new Zeekr AD driver assistance suite, which incorporates five HD cameras, five millimetre-wave radar sensors, 12 ultrasonic sensors dotted around the vehicle, as well as Remote Parking Assist "for tight urban conditions".

Standard safety equipment for MY25 models includes:

• 7 airbags (incl. front centre)
• Autonomous emergency braking (front and rear)
• Adaptive cruise control
• Automatic lane change
• Blind-spot monitoring
• Driver attention monitoring
• Front and rear cross-traffic alert
• Lane-centring
• Lane-keep assist
• Evasive Manoeuvre Assist
• Surround-view camera
• Tyre pressure monitoring
• Low-speed pedestrian warning sound
• Digital video recorder

It's worth noting that Euro NCAP has confirmed the Zeekr X was the first vehicle to be used for experimental 'research tests' as the European and Australian crash testers develop upcoming 2029 protocols that will provide a deeper evaluation of how advanced driver assist systems (ADAS) interact with each other.

You can read more on that here.

To see how the Zeekr lines up against the competition, check out our comparison tool

How much does the Zeekr X cost to run?

Zeekr Australia covers its range with a five-year, unlimited-kilometre warranty for private buyers, but commercial and fleet customers only get a three-year, 120,000km warranty.

It's unclear whether the updated 2026 range will receive any adjustments to service pricing. The pre-update Zeekr X AWD quoted $4220 over eight years or 160,000km of scheduled maintenance.

To see how the Zeekr lines up against the competition, check out our comparison tool

CarExpert’s Take on the Zeekr X

To be frank, I was a bit disappointed that the new Zeekr X hasn't addressed a lot of the assistance tech quibbles I experienced with the last one – even if the overall package has improved quite a bit.

Based on our drive of a pre-production car, it needs a bit of tweaking to ensure drivers aren't infuriated by incessant beeping and bonging, while the occasionally inconsistent lane assist systems could also use some work.

Beyond that, the Zeekr X AWD offers blistering pace for a sharp (projected) price, a plush cabin design with wonderful materials and upmarket detailing, and a fairly resolved ride and handling package that feels more chunky hatchback than SUV.

The sharper pricing also makes this much better value than before, but the market is now so competitive that I fear many EV buyers at under $60,000 will be looking at larger cars with more range. That's my other main complaint – 400km is merely average in 2026, with even the larger Zeekr 7X offering 480km in base form, which is around the same ballpark ($57,900 plus ORCs) as this X AWD.

We'll withhold giving this vehicle a final rating due to the test car being pre-production and without having full pricing and spec on hand as yet. But I will say the new X improves on the old one somewhat, but while it's much better value than before, the safety tech gripes still need attention.

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Interested in buying a Zeekr X? Let CarExpert find you the best deal here

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MORE: Explore the Zeekr X showroom

As previously reported by CarExpert, the 2026 Zeekr X lineup has received a slew of upgrades including design refreshes inside and out, more powerful electric motors for both rear- and all-wheel drive variants, enhanced equipment levels, and improved charging capability.

While final pricing hasn't been shared just yet, the Chinese brand has indicated the RWD will start from "under $50k drive-away", while the 365kW AWD will be "under $60k drive-away".

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Exterior changes include:

• New Khaki Green matte, Onyx Black colour options – AWD
• 20-inch alloy wheels in Black – AWD
• Available automatic doors – AWD

Interior changes include:

• Heated front, rear seats
• Massaging front seats – AWD
• Onboard fridge under front-centre armrest – AWD
• Touch-capacitive steering wheel shortcuts
• 13-speaker Yamaha surround sound system

Grey is now the standard interior option, with white available as an option on both the RWD and AWD. The AWD is exclusively available with the option of a black interior with red seatbelts.

All models also receive the brand's new Zeekr AD driver assistance suite, which incorporates five HD cameras, five millimetre-wave radar sensors, 12 ultrasonic sensors dotted around the vehicle, as well as Remote Parking Assist "for tight urban conditions".

Both versions of the Zeekr X in Australia also receive powertrain and battery updates, bringing more power and improved charging capability across the range.

The RWD now makes 250kW from its rear electric motor, while the AWD now makes a total of 365kW from its 115kW front and 250kW rear electric motors. Both are up by 50kW compared to before.

Zeekr claims the X RWD can accelerate from 0-100km/h in 5.6 seconds, while the AWD slashes that to just 3.7 seconds. The brand maintains that both variants offer "best in class" acceleration figures.

Further, the 2026 Zeekr X RWD now gets the brand's new 'Golden Battery' technology, featuring a new 61kWh lithium iron phosphate (LFP) battery and Cell-to-Pack (CFP) architecture from the larger 7X. The new battery is claimed to have been "further optimised for faster charging, enhanced safety and improved thermal stability".

It means the base car can now charge at a rate of up to 230kW using a DC fast charger (up from 150kW). The battery can be charged from 10-80 per cent in around 18 minutes, a reduction of around 12 minutes. The AWD's nickel manganese cobalt (NMC) lithium-ion battery retains its 150kW DC cap.

AC charging has also been improved for both variants, with the RWD now able to take 11kW (up from 7.2kW) and the AWD doubling its previous cap to 22kW (from 11kW).

WLTP range for the MY26 Zeekr X RWD is rated at 405km, while the AWD quotes 415km. For reference, the pre-update versions had ADR (NEDC) claims of 540km and 470km, respectively.

Full pricing and specification details will be revealed at the 2026 Melbourne motor show on April 10.

MORE: Explore the Zeekr X showroom

Now, not so much – the small city car has fallen out of fashion over the past decade and, until recently, the list of models still available to buy was dwindling.

However, there's surely still a place for compact, frugal motoring. After all, cities aren't getting any smaller. That's especially true in China.

So, it should come as little surprise that Chinese automakers are driving a revival of the city car, albeit with an electrified twist.

First came the GWM Ora, BYD Dolphin, and MG 4 – all EVs, of course. Then came the BYD Atto 1, a cheaper, battery-powered alternative to the Japanese shopping karts we all grew up with.

But wait, there's more! MG is having another crack with the MG 4 EV Urban, and Geely wants a piece of the action with its upcoming EX2. And, in case that wasn't enough choice, newcomer GAC will sell you this – the Aion UT.

GAC's fourth model to launch Down Under is comparable to a Corolla in both size and price, but features a whole lot more standard equipment. Oh, and it's fully electric, which comes in handy during a fuel crisis.

None of the above selling points are likely to sway the SUV crowd, but perhaps this might: the Aion UT will seat five adults in comfort, and doesn't feel like a bucket of bolts on the road.

That's not to say this is a small car to end our obsession with big cars, and you'll find out why in this review.

How much does the GAC Aion UT cost?

Until April 9 this year, GAC will offer the Premium variant for $30,990 drive-away and the Luxury flagship for $35,990 drive-away. This is limited to the first 600 units.

It's unclear whether GAC will then choose to extend the offer – as many automakers do – but if not, pricing will revert to the values listed in the above table.

While it's not the cheapest EV in Australia, the Aion UT certainly isn't far off. The smaller, more basic BYD Atto 1 starts from just $23,990 plus ORCs, while the brand-new MG 4 EV Urban will open at $31,990 drive-away when it arrives in showrooms sometime this month.

Other direct rivals include the GWM Ora (currently priced from $33,990 drive-away), BYD Dolphin (from $29,990 before on-roads), and to a lesser extent electric versions of the Mini Cooper.

To see how the GAC Aion UT lines up against the competition, check out our comparison tool

What is the GAC Aion UT like on the inside?

The interior of the Aion UT feels very generous in many regards... unless you like buttons.

Measuring in at 4270mm long, 1850mm wide and 1575mm tall on a 2750mm wheelbase, it's 105mm shorter than a Toyota Corolla hatch but 60mm wider and rides on a 110mm longer wheelbase.

As such, the cabin feels properly spacious, both up front and in the second row. There's plenty of separation between driver and passenger, while five adults can occupy the car without issue.

Beyond an abundance of space, the Aion UT also impresses with its high level of standard equipment. Our top-spec test vehicle presented with all the fruit of a much more expensive vehicle – I'm talking a heated and ventilated driver's seat, heated passenger's seat, panoramic sunroof with power sunshade, and a power tailgate.

So, how is it so cheap? Well, there are a couple giveaways.

For one, scattered hard interior plastic finishes and fake stitching give away the Aion UT's budget origins. With that said, the materials aren't all that bad overall – padded leatherette wraps around the mid-section of the cabin, including where your elbows naturally rest.

You can also choose from a variety of different interior colourways, one of which is pink to match the Midnight Lavender exterior paint option – much more interesting than the usual 50 shades of black.

The seats are great, too. Trimmed in perforated leatherette, both front pews offer pronounced bolstering for both thighs and torso, plus a wide range of electric adjustment.

The same can't be said of the steering wheel, which tilts but doesn't telescope, limiting your ability to get truly comfortable.

I was also surprised to find flaws in the climate control system – an equally important contributor to driving comfort. Not only are the climate controls screen-based (more on that soon), but the system itself struggles to actually cool the cabin down in a timely manner, at least in my experience of driving the Aion UT on a warm autumn day in Sydney. Adequate air-conditioning seems like a basic fundamental that all new cars should nail, so GAC has some work to do in this regard.

Coming back to the topic of screens, this is yet another new model that prioritises minimalist design over a user-friendly layout.

Like many of its rivals, the Aion UT features a huge central infotainment touchscreen, smaller digital instrument display, and next to no physical controls. As a result, simple tasks like switching on seat heating, retracting the overhead sunshade or adjusting A/C fan speed require more effort than is necessary.

However, the GAC interface is still more user-friendly than many. A shortcut bar along the base of the middle display provides quick access to popular functions, and the screen is quick to respond to touch and swipe inputs.

Alternatively, voice commands work quite well, which is a little surprising considering you'll find a few rough Chinese-to-English translations littered throughout the infotainment sub-menus.

But, as previously mentioned, the Aion UT makes up for a slight lack of polish with a strong set of features. On the technology front, you get native navigation with live traffic data, connected services, an integrated app store, and over-the-air software updates.

There's also the option to ignore GAC's toys altogether and take advantage of wireless smartphone mirroring. You needn't worry about running out of charge, as a wireless phone charging pad can be found atop the floating centre console, while USB-A, USB-C and 12V power outlets are also within reach.

Moving across, the steering column-mounted driver's display is visually sharp and highly functional, with the capability to switch between maps, media, efficiency and ADAS information. Such adjustments can be made using buttons and rollers on the steering wheel, although these are poorly labelled.

While the tech feels a bit unfinished in some ways, there's nothing lacking in the cabin storage department. Top storage options include a wide lower tray, deep centre console bin and roomy glovebox. Sure, you can find those in other small cars, but the Aion UT has more tricks up its sleeve – an additional semi-hidden compartment under the main air vents, plus phone 'slots' in each door card.

Practicality is likewise a standout strength of the second row.

The rear doors open wide to reveal a highly inviting set of back seats boasting more legroom and headroom than just about any compact hatch on sale today. Light-coloured materials and a panoramic glass roof also allay any fears surrounding claustrophobia.

Unlike some EVs, the Aion UT doesn't force a 'knees-up' rear seating position, either. Rather, there's a slight incline to the seat base and a gentle recline to the backrest – in other words, it feels natural.

In terms of second-row amenities, the Aion UT offers a fold-down centre armrest with two large cupholders, map pockets behind both front seats, twin air vents, storage in the doors, and a single USB-A outlet – more than most rivals at this price point, although USB-C connectivity is preferable.

Boot space is less of a strength, but hardly a weakness. GAC quotes 321 litres of capacity – more than a Corolla, Mazda 3 or GWM Ora, but less than the Dolphin and MG 4 EV Urban.

Charging cables have a home under the boot floor, as does the tyre repair kit.

You can enlarge the cargo area by folding the rear bench, though there’s quite a noticeable step up from the boot floor to this flat space.

To see how the GAC Aion UT lines up against the competition, check out our comparison tool

What’s under the bonnet?

All versions of the Aion UT share the same single, front-mounted electric motor and 60kWh battery, the latter of which is good for 430km of driving range – a segment-leading figure.

The Aion UT is front-wheel drive, like the GWM Ora and BYD Dolphin, as well as the upcoming MG 4 EV Urban. The MG 4 and upcoming Geely EX2, in contrast, are rear-wheel drive.

Its motor produces 150kW of power and 210Nm of torque, outperforming the base Dolphin (70kW/180Nm) and beating the Ora on power but not on torque (126kW/250Nm).

As for charging speeds, the Aion UT maxes out at 87kW on a DC fast-charger – better than most competitors bar the MG 4 EV Urban (150kW).

To see how the GAC Aion UT lines up against the competition, check out our comparison tool

How does the GAC Aion UT drive?

I'd be able to tell you... if I wasn't constantly distracted by a not-so-merry-go-round of warning chimes from the safety systems.

In all seriousness, the Aion UT did afford me just enough peace and quiet to form some thoughts about how it drove, but only just.

That's because the advanced driver assist systems (ADAS) are unrelenting in their mission to unnecessarily scold the driver for erroneous errors they're allegedly making.

Whether it be the driver monitoring camera, overspeed warning, forward collision alert or lane-keep assist system, there's always something beeping at you. Heck, the UT even threw up warnings for my seatbelt being undone (it wasn't) and the passenger putting their feet on the dash (they weren't).

The extent of the unnecessary intrusions isn't merely inconvenient, it's infuriating.

To make matters worse, the safety tech you actively seek assistance from doesn't even work. Switch on the semi-autonomous highway driving function and the Aion UT will drift to the left side of its lane, cross the markings, and then give up entirely. It did this consistently, too.

The icing on the cake – there's no easy way to disable all the broken nannies. Instead, you have to adjust the safety settings each and every time you drive.

Fortunately, these issues can probably be resolved with a software update or two.

Still, talk about an Achilles heel, because this electric hatch is otherwise a decent, albeit not great, steer.

The front-mounted electric motor is punchy, and the Aion UT has a genuine turn of pace, which makes for plenty of fun around town. Despite the fitment of sub-par tyres (I'll expand on this later), traction is never an issue at lower speeds, either.

Progress to faster open roads and there's little drop-off – a claimed 0-100km/h time of 7.3 seconds feels about right in the real world. Those are certified 'warm hatch' numbers.

Don't expect warm hatch levels of driving engagement, though. The steering feels a bit dead around centre, while the brake pedal behaves like an on/off switch.

There are multiple drive modes – Comfort, Sport and Power Save – which alter the car’s behaviour, though the differences aren’t always as useful as you’d hope.

For example, in both Comfort and Sport modes, regenerative braking is very weak (even in its highest setting). For stronger regen you need to switch to Power Save, but doing so significantly reduces throttle response and overall performance. So, as someone who likes to drive EVs on the right pedal as much as possible, it was difficult to find an optimal setup.

Steering weight can also be adjusted through the infotainment screen, and it's worth switching to the firm setting for a greater sense of control.

There's not much the driver can do to address the Aion UT's underlying handling deficiencies, though.

We spent a bit of time carving up some country roads, and it quickly became evident that this soft-edged EV has a low dynamic ceiling, largely due to limited grip from its 215mm-wide Chaoyang tyres.

Corners taken at a moderate velocity draw squeals of protest from the Aion UT's rubber, usually accompanied by body roll. Indeed, at times it feels like the inside wheels get quite light.

That's hardly confidence-inspiring, especially considering we drove on dry roads. I can only imagine the Aion UT would feel a little skittish in the wet.

On a brighter note, this whimsical little hatch rides better than it handles. Neither Sydney's rollercoaster thoroughfares nor the pothole-ridden roads of rural New South Wales could disrupt its impressive ability to absorb harsh impacts without trampolining on rebound. And that's with a torsion beam at the rear.

With that said, the Aion UT does its best work in the city, where the tarmac is generally smooth. Compact dimensions and excellent forward visibility make it easy to place through tight streets and shopping precincts, while a comprehensive set of cameras (including kerb view and transparent chassis) takes the stress out of tricky parking manoeuvres.

Rearward visibility isn't quite as good, as there's a sizeable blind spot at each back corner. Perhaps that's why the infotainment system automatically displays a view of the aforementioned blind spots every time you indicate, limiting access to screen functions in the process.

Nevertheless, the Aion UT can be a fun little thing to zip around in, provided the safety tech behaves.

Highway driving also has the potential to be pleasant, provided the lane-centring system isn't involved at all.

With that wayward system disabled, the Aion UT feels relatively at home on the wide open road, offering the sort of quiet refinement you expect from bigger, more substantial cars.

Strong motor outputs ensure it can hold triple-figure speeds better than most budget EVs. Yet, at the same time, it's almost disconcertingly quiet in the cabin – there's no electric motor whine, nor an artificial soundtrack. Noise from the outside world only seeps into the cabin to a limited extent.

Meanwhile, the suspension remains compliant, ensuring comfort throughout long road trips.

To see how the GAC Aion UT lines up against the competition, check out our comparison tool

What do you get?

The Aion UT serves as proof that you can get a whole lotta car for $35k in 2026.

2026 GAC Aion UT Premium equipment highlights:

• 17-inch alloy wheels
• LED headlights with automatic high-beam
• Rain-sensing wipers
• 8.8-inch digital instrument cluster
• 14.6-inch touchscreen infotainment system
• Apple CarPlay and Android Auto
• DAB+ digital radio
• In-car Wi-Fi hotspot
• 6-speaker sound system
• Heated, leatherette-wrapped steering wheel
• PVC seat upholstery
• 6-way power-adjustable driver’s seat with heating
• Remote control of vehicle functions via mobile app
• Heat pump
• Rear air vents
• Adaptive cruise control
• Front and rear parking sensors
• Surround-view camera

Aion UT Luxury adds:

• Power tailgate
• Power-folding exterior mirrors
• Panoramic sunroof with power sunshade
• Wireless phone charger
• Ventilated driver’s seat

To see how the GAC Aion UT lines up against the competition, check out our comparison tool

Is the GAC Aion UT safe?

GAC hasn't submitted the Aion UT for ANCAP or Euro NCAP testing at the time of writing. However, local boss Kevin Shu says it's the safest small car you can buy.

Standard safety equipment highlights:

• 7 airbags, including front, front side, side curtain, and centre
• Autonomous emergency braking
• eCall
• Adaptive cruise control with lane-centring
• Automatic high-beam
• Lane-keep assist
• Traffic sign recognition
• Blind-spot monitoring
• Front and rear parking sensors
• Surround-view camera
• Driver monitoring system
• Tyre pressure monitoring

Official safety testing will take place later this year after GAC brings the Aion UT's eCall system online. Now a key element of ANCAP's assessment criteria, eCall is an in-car technology designed to automatically connect occupants with emergency services following a crash.

GAC representatives are confident that once the eCall feature is active, the Aion UT will achieve a full five-star ANCAP rating.

To see how the GAC Aion UT lines up against the competition, check out our comparison tool

How much does the GAC Aion UT cost to run?

GAC backs its vehicles with an eight-year, unlimited-kilometre vehicle warranty and an eight-year, 200,000km battery warranty. Also included is five years of roadside assistance, provided you service within the GAC dealer network, and 2GB of free data per month for the first two years.

Maintenance is required every 12 months or 15,000km, although service pricing isn't capped by GAC, meaning dealers can decide what they charge. Having said that, GAC has published 'recommended' pricing online.

To see how the GAC Aion UT lines up against the competition, check out our comparison tool

CarExpert’s Take on the GAC Aion UT

There isn't a whole lot wrong with the Aion UT; it's just unfortunate that the issues it does have are significant in nature.

Unbearable safety systems and questionable tyres seriously undermine an otherwise agreeable driving experience.

Similarly, touchscreen foibles and a seemingly stressed air-con system take some of the shine off an interior space that's otherwise comfortable, practical, and well-equipped.

As such, the Aion UT feels like a car with a lot of potential, but one that still needs refinement to fully deliver on it.

In the meantime, it's worth considering alternatives. The MG 4 is like-for-like and has had some of its kinks ironed out, while you can trust the Corolla and Kia K4 to deliver on their simple brief.

Interested in buying a GAC Aion UT? Let CarExpert find you the best deal here

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MORE: Explore the GAC Aion UT showroom

On Monday, the federal government announced it would halve the fuel excise on petrol from 52.6 cents per litre to 26.3 cents per litre from April 1, 2026, for a period of three months.

The cut would save $14.47 on a full tank of a Toyota RAV4 hybrid with its 55-litre fuel capacity. The RAV4 was the best-selling vehicle in Australia in 2025 that runs on petrol.

As part of a four-stage emergency fuel plan, the government also said it would abolish the 32.4 cents per litre diesel heavy vehicle road user charge applied to trucks with a gross vehicle mass (GVM) of more than 4.5 tonnes.

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Yet prices at the pump remain elevated, with motorists across the country seeing little immediate change.

“For some very busy metropolitan sites, it could be a few days,” Rowan Lee, chief executive of the Australasian Convenience and Petroleum Marketers Association, told The Guardian.

“In remote areas where they [have] low volume, it could be a week or two. As that fuel is replenished, the reduced excise will be applied to that fuel and passed through to motorists.”

This delay is because fuel excise is charged at the terminal gate before fuel is delivered to service stations, meaning most fuel currently in tanks was taxed at the higher 52.6 cent per litre rate.

It won’t be until fuel leaving terminals from today – benefiting from the lower 26.3 cents per litre rate – reaches service stations that prices are expected to fall.

The latest data from the Australian Competition and Consumer Commission (ACCC) shows the average price of petrol across capital cities was $2.53 per litre for the week ending March 27, 2026.

Darwin recorded the highest average at $2.57 per litre, while Perth saw the biggest four-week increase, rising by 92.2 cents per litre over the period to $2.57.

Diesel prices have climbed to an average of $3.03 per litre nationally for the same period, with prices as high as $3.29 per litre in some areas.

The federal government says it has empowered the ACCC to crack down on retailers failing to pass on the excise savings, following concerns prices have risen inconsistently across the country.

While price gouging isn’t technically illegal, Federal Treasurer Jim Chalmers said regulators should “come down like a tonne of bricks” on businesses doing the wrong thing.

The excise cut comes alongside broader measures to shore up fuel supply – particularly diesel – including unlocking domestic reserves, allowing lower fuel quality standards, and underwriting imports to ensure shipments continue arriving in Australia.

In a press release on March 28, Prime Minister Anthony Albanese said every fuel shipment scheduled to arrive in March had landed, while six of the 81 cargoes due in April had been “more than replaced”.

The government maintains fuel supply is stable and hasn’t triggered further stages of its emergency plan, which could include rationing under more severe conditions.

Federal Energy Minister Chris Bowen said on Tuesday, March 31 that 457 service stations nationally had run out of diesel, while 125 were out of unleaded petrol.

MORE: Record fuel prices spark gouging probe as government threatens crackdown

The automaker confirmed the $4000 fuel card is effective from April 1 – coinciding with the federal government’s reduction in fuel excise – and is available to buyers of MY26 Ranger and entry-level MY26 Everest Trend vehicles.

The offer will remain in place until stocks of MY26 vehicles are sold. Updated MY26.5 Ranger and Everest models are due in showrooms mid-year with higher prices, following previous price hikes in the last 12 months due to factors including Australia’s first mandated new-vehicle emissions reductions under the New Vehicle Efficiency Standard (NVES).

Ford has also introduced drive-away pricing for the Ranger PHEV range (which Ford now refers to as Ranger Hybrid), with the entry-level Ranger XLT Hybrid now priced at $62,000 drive-away – over $10,000 less than its previous price of $71,990 before on-road costs.

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Every Ranger Hybrid comes with a plug-in hybrid powertrain comprising a 2.3-litre turbocharged four-cylinder petrol engine, a 75kW electric motor and an 11.8kWh battery, offering up to 49km of electric driving range (NEDC).

The MY26 Ranger Hybrid Sport is now priced at $66,000 drive-away, while the Ranger Hybrid Wildtrak is now $70,000 drive-away, and the Ranger Hybrid Stormtrak is now $73,000 drive-away, down from $86,990 before on-road costs.

Discounted Ranger Hybrid pricing is available until June 30, 2026.

“These initiatives are designed to help our customers, from small business owners to families, get through this challenging financial period,” said Ford Australia president and CEO Fadi Mawal in a press release today.

Mr Mawal, who took over the role in January, described the current fuel crisis – which has seen record petrol and diesel prices across Australia amid global supply disruptions – as “short-term pain at the pump”.

“We’ve sharpened our pencils to ensure we’ve got our customers’ backs,” he said.

Ford is also offering $1000 off all Ranger vehicles – including the Ranger Hybrid and new Ranger Super Duty – for farmers registered as primary producers.

The Ranger was Australia’s best-selling vehicle in both 2024 and 2025, after overtaking the Toyota HiLux.

While Ford launched the Ranger PHEV in 2025, Toyota Australia has no immediate plans for either hybrid or plug-in hybrid versions of its HiLux.

Instead, it is set to launch Australia’s first battery-electric HiLux BEV in April-May 2026, priced from $74,990 before on-road costs. MORE: Explore the Ford Ranger showroom

Just 10 examples of the 2026 Nissan Z Heritage Edition are arriving in Australia, all finished in Midnight Purple – a colour-shifting finish most famously applied to the Skyline GT-R – and fitted with RAYS 19-inch bronze forged-alloy wheels.

Priced at $77,410 before on-road costs, the Heritage Edition commands just a small premium over the base Z on which it’s based. It’s available with either an automatic or a manual transmission.

It’s worth noting that the Heritage Edition treatment has been applied to the current pre-facelift Z ahead of the minor facelift arriving later this year.

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The Z lineage began in 1969 with the launch of the Datsun 240Z, also known as the Fairlady Z in Japan. It was designed to be a stylish, affordable six-cylinder alternative to European sports cars of the era, with its sleek two-door proportions going on to define all Z cars.

It was followed by the 260Z, the 280ZX, the 300ZX (Z31 and Z32), the 350Z, and the 370Z, with today’s Z, which launched in Australia in 2023, marking the seventh generation of the Z-car line.

The use of Midnight Purple on the Heritage Edition celebrates a separate part of Nissan’s performance heritage. With a primarily purple base that shifts to reveal hidden tones in different lighting and viewing angles, the finish is most famous for its use on the Skyline GT-R.

It first appeared in 1995 on the ‘R33’ Skyline GT-R and went through two additional ‘II’ and ‘III’ iterations into the ‘R34’ GT-R that followed. The final ‘R35’ GT-R that rolled off the production line in 2025 was also finished in Midnight Purple.

Beyond the new paint and wheel finishes, the Heritage Edition is identical to the base Z coupe. That means it’s powered by a 3.0-litre twin-turbo V6 engine producing 298kW of power and 475Nm of torque, with drive sent to the rear wheels through either a six-speed manual or nine-speed automatic transmission.

Standard equipment on the Nissan Z includes:

• 19-inch alloy wheels
• Automatic LED headlights
• Automatic high-beam
• Mechanical limited-slip differential
• Launch control
• Active Noise Control
• Active Sound Enhancement
• Heated seats
• 4-way power-adjustable front seats
• Leather-accented upholstery
• Leather-wrapped steering wheel
• 12.3-inch digital instrument cluster
• 8.0-inch touchscreen infotainment system
• Android Auto and Apple CarPlay
• 8-speaker Bose sound system

Unlike the flagship Z Nismo, the Heritage Edition misses out on features like larger front brake rotors, sport bucket seats, Nismo-tuned launch control, and Nismo-specific styling tweaks inside and out.

2026 Nissan Z pricing is as follows:

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MORE: Nissan Z facelift unveiled in Japan with more retro elements

MORE: Explore the Nissan Z showroom