Ignoring full-size American pickup trucks and a few other oddballs, the SP is among the priciest mid-size dual-cab 4x4 utes you can buy right now, with an asking price of $73,490 before on-road costs.

That's nearly twice as much as you'll pay for an entry-level BT-50 single-cab/chassis. To put it differently, this BT-50 commands top-spec Kia Tasman and Toyota HiLux money.

So, what do you get for the hefty spend? Well, the upgrades are mostly cosmetic, bar the introduction of a manual roller tonneau cover. As such, the SP is set up to win worksite beauty contests, rather than the Dakar Rally.

Still, there's a market for 'lifestyle' utes in 2026, and Mazda knows a thing or two about design, both exterior and interior.

Isuzu running gear ensures it retains relevance as a workhorse, too.

Nevertheless, I question the value in dressed up dual-cabs like this SP. But perhaps a week behind the wheel will change my mind.

How much does the Mazda BT-50 cost?

The Mazda BT-50 ute lineup has expanded for 2026, with the Thunder returning and a new Boss grade joining the range.

On test here is the up-spec SP, which is now $1540 more expensive than before. This steeper price is due to the inclusion of a standard surround-view camera for MY26.

However, Mazda is currently offering 2025-plated examples of the SP for $68,990 drive-away – a discount totalling more than $10,000 all up.

To see how the Mazda BT-50 stacks up against its rivals, use our comparison tool

What is the Mazda BT-50 like on the inside?

Generous lashings of dark suede and terracotta vinyl jazz up the cabin of this otherwise traditional dual-cab.

But how jazzy does a ute really need to be? And I'm not sure that suede – a material often associated with performance – fits the vibe of the not-so-sporty BT-50. As such, I don't see this 'premium' upholstery combination as an upgrade over the black leather found in the standard GT.

And, materials aside, there's nothing else inside to separate the two variants, which are priced more than $5000 apart.

Still, you're getting all the best interior bits Mazda has to offer, including a 9.0-inch infotainment touchscreen, 7.0-inch driver's instrument display, and lots of tactile switchgear.

I'd expect a bit more for the money, though, especially when you consider the BT-50 was updated just last year.

The centre screen is small and fuzzy by 2026 standards, and offers very little in the way of modern functionality aside from wireless smartphone mirroring. You can say the same about the digital instrument cluster, and there's no head-up display.

This 'fancy' version of the BT-50 doesn't even have a wireless phone charger, just a pair of USB-C outlets under the centre stack, plus a 12-volt power outlet. A third USB outlet intended for dash cameras can be found behind the rear-view mirror.

Sure, all the tech in the BT-50 is functional and uncomplicated, but that's not quite enough for buyers at this end of the market. Rather, they deserve the levels of gadgetry and wow-factor you get in rival pickups such as the Tasman, MG U9, and even the new HiLux.

Having said that, I do prefer how the inside of the BT-50 is laid out, with its traditional gear selector, physical handbrake, simple climate control panel, and central drive mode buttons. There's not much learning required here, even for those coming out of much older utes.

The BT-50 also makes a decent case from a comfort perspective. Both front seats offer ample rib and thigh support, as well as a wide range of electric adjustment and three-stage heating for chilly winter mornings. In a similar vein, the steering wheel tilts and telescopes to suit just about any driving position.

Cabin storage also gets a pass mark. The door bins and armrest compartment are relatively shallow, while dash-mounted cupholders are absent altogether. However, most servo-sourced beverages fit in the centre cupholders, and more valuable items can be stored in a ‘hidden’ (but not lockable) compartment above the glovebox.

Moving back, there's room for two full-sized adults to co-exist comfortably in the second row – this six-one tester found headroom to be in strong supply, while outboard passengers are also afforded an impressive amount of legroom.

At the same time, the rear bench is plush enough to keep fussy travellers happy over longer journeys.

They won't, however, appreciate having to fight over a single USB-C outlet when their phones run flat.

Other rear amenities include twin air vents, bottle-shaped door bins, wide map pockets on the seatbacks, and a centre armrest with integrated cupholders.

Tub space is arguably more important to the average buyer, and the BT-50 defies its compact dimensions by offering one of the longest load areas of any mainstream ute (1571mm).

The tub is easily accessible too, courtesy of hydraulic tailgate struts, and Mazda has optimised its packaging to minimise wheel-arch intrusion.

Beyond just space, SP buyers can expect a neatly lined tub as well as a standard tow bar, manual roller tonneau cover, and sports bar.

To see how the Mazda BT-50 stacks up against its rivals, use our comparison tool

What’s under the bonnet?

There are two four-cylinder turbo-diesel engines available across the BT-50 range – a recently introduced 2.2-litre engine and this trusty 3.0-litre turbo-diesel – both sourced from Isuzu.

To see how the Mazda BT-50 stacks up against its rivals, use our comparison tool

How does the Mazda BT-50 drive?

Upgrades for the SP don't extend to its running gear, nor any of its mechanicals. In other words, this specced-up variant drives like any other 3.0-litre BT-50.

The positive take on that assessment is that the SP inherits all the strengths of its stablemates, namely approachability and ease of operation.

Some modern utes (I'm looking at you, Kia Tasman) have grown so big that they're somewhat inconvenient to pilot around town, but not the BT-50. Rather, it feels compact and manoeuvrable, courtesy of a relatively short bonnet and narrow body, and heavily assisted steering.

Understandably, this mightn't register with rural buyers. Urban buyers, on the other hand, are more likely to see value in the BT-50's ability to comfortably navigate tight city streets and busy Bunnings carparks.

The BT-50 is also considerably lighter than the equivalent Ford Ranger, HiLux and Tasman, making it less tiresome to drive in stop-start suburban situations.

Further to that, both pedals have been expertly calibrated, so it's easy to find a rhythm with your right foot. Having said that, red lights don't represent an opportunity to lift off the brake pedal, as the BT-50 doesn't come with auto-hold – a handy and widespread convenience feature.

Sitting in heavy traffic can also trigger phantom warnings from the front proximity sensors – a strange and annoying quirk of the BT-50.

My misgivings don't end there, either. Next cab off the rank is the BT-50's engine.

Now, don't get me wrong, the 3.0-litre four-cylinder turbo-diesel engine found in both the BT-50 and its Isuzu D-Max donor vehicle is a serviceable and reportedly very reliable lump. It's just not that refined, neither is it particularly potent.

Firing to life after a long, lumpy crank, the beating heart of this Mazda settles into an audible clatter that refuses to subside. Turbo-diesel dual-cabs aren't exactly known to be smooth operators, but the BT-50 still feels (and sounds) quite agricultural compared to the Ranger and Tasman, let alone the wave of new PHEVs sweeping through the local ute market.

The engine only grows louder under load, and there's not enough payoff in the form of performance. While not necessarily underpowered, the BT-50 is under-torqued for a vehicle that promises 3.5-tonne towing, especially given its relative lack of mass.

It also feels a little underdone from a suspension standpoint, as the ride is quite busy over imperfect surfaces. At the same time, the rear-end is prone to excessive see-sawing at low speeds when the tub is empty. As such, the Tasman, Ranger and Navara are better options if comfort on the road is a priority.

The ride does improve at higher speeds, but motorways and highways expose further drawbacks to the BT-50.

For one, it remains loud – wind gathers around the large side mirrors, and there's a constant clang from under the bonnet.

Then there's its advanced driver assist systems (ADAS).

Don't get me wrong, there's plenty of fresh safety tech to be found in this ute, but some of it doesn't quite work as intended. For example, the adaptive cruise control system is slow to react to changes in traffic flow, so slow that it sometimes forces driver intervention to prevent an accident. That's not very safe.

Further, the inaccuracy of the BT-50's lane-centring function discourages its use. What's the point of a semi-autonomous driving system that's not even remotely trustworthy?

You can trust the BT-50 to fulfil its promises off-road, though.

All 4x4 variants now come standard with a rear differential lock as well as Rough Terrain Mode, which helps with low-speed traction on loose surfaces. And beyond those recent additions, the BT-50 already boasted a wide range of drive modes including low-range 4WD, and high-range two-wheel drive (2H) and four-wheel drive (4H). However, there’s no automatic 4H mode as in top-spec Rangers.

To see how the Mazda BT-50 stacks up against its rivals, use our comparison tool

What do you get?

The SP no longer sits at the top of the BT-50 tree, as the Thunder has been reintroduced to steal its... thunder.

2025 Mazda BT-50 XS equipment highlights:

• 17-inch steel wheels
• LED headlights
• Black cloth upholstery
• Vinyl floor covering
• Air-conditioning
• Power windows
• Rain-sensing wipers
• 7.0-inch instrument cluster screen
• 8.0-inch infotainment touchscreen
• Wired and wireless Apple CarPlay, Android Auto

BT-50 XT adds:

• 17-inch alloy wheels
• Rear air vents (pickup only) 
• Tailgate assist
• Rough terrain mode (4×4 only)
• Locking rear differential (4×4 only)

BT-50 XTR adds:

• 18-inch machined alloy wheels
• LED front fog lights
• Auto-levelling LED headlights with daytime running lights (DRLs)
• Power-folding exterior mirrors
• Side steps
• Tow bar with receiver, tongue and wiring harness (pickup only)
• Tub liner (pickup models only)
• Leather-wrapped steering wheel
• Leather-wrapped gear selector
• Dual-zone climate control
• 9.0-inch infotainment touchscreen
• Satellite navigation
• Advanced keyless entry

BT-50 Boss adds (over XT):

• Gloss-black door and tailgate handles, exterior mirrors
• Black steel sports bar
• Side steps
• Tub liner
• 'Boss' decals

BT-50 GT adds:

• Heated mirrors
• Black leather seats
• Eight-way power-adjustable driver’s seat
• Heated front seats
• Remote engine start

BT-50 SP adds:

• 18-inch gloss-black alloy wheels
• Gloss-black exterior highlights
• • Sail plane sports bar
  • Side steps
  • Wheel-arch flares
  • Roof rails
  • Mirror caps
  • Door and tailgate handles
• Manual roller tonneau cover
• Black and terracotta ‘Maztex’ and suede upholstery

BT-50 Thunder adds (over GT):

• Single hoop bull bar
• Lightforce Beast driving lights
• Reinforced anti-slip side steps
• Gloss-black door handles
• 'Thunder' decals
• Long-legged steel sports bar
• Manual roller tonneau cover

To see how the Mazda BT-50 stacks up against its rivals, use our comparison tool

Is the Mazda BT-50 safe?

The Mazda BT-50 was awarded a five-star ANCAP safety rating in 2022, based on tests conducted on the related Isuzu D-Max.

The utes were reassessed despite having already received five-star ratings in 2020, as the D-Max and BT-50 received a design change to the driver’s knee airbag and instrument panel.

Standard safety equipment includes:

• Autonomous emergency braking (AEB)
• Adaptive cruise control with stop and go
• Blind-spot monitoring
• Driver attention monitoring
• Lane-departure warning
• Lane-keep assist
• Rear cross-traffic assist
• Front parking sensors (GT and SP only)
• Rear parking sensors (pickup only)
• Reverse camera
• Traffic sign recognition
• Trailer sway control
• Turn assist

To see how the Mazda BT-50 stacks up against its rivals, use our comparison tool

How much does the Mazda BT-50 cost to run?

The Mazda BT-50 is covered by the Japanese brand’s five-year, unlimited-kilometre warranty, which includes roadside assistance for the same period.

For context, the first five services for an Isuzu D-Max cost $469 each, totalling $2345 over five years. This is the same for both powertrains.

Ford offers significantly cheaper servicing for the Ranger, with the first five services available for $1596 under a pre-paid plan.

Similarly, the first six services for a new HiLux are capped at $395, but given the Toyota has shorter six-month, 10,000km intervals, that works out to a total of $2370 over just three years.

To see how the Mazda BT-50 stacks up against its rivals, use our comparison tool

CarExpert’s Take on the Mazda BT-50 SP

My thinking hasn't changed – while the BT-50 is a solid and dependable dual-cab that's unlikely to let you down, the MY26 SP doesn't present much value.

At around $80,000 on the road, it just doesn't quite stack up to similarly priced versions of the Ford Ranger, Kia Tasman and Volkswagen Amarok in key areas like powertrain refinement, ride comfort and tech integration.

Regardless, some may decide they're set on the Mazda. If so, the standard GT represents a far better deal, as most of the SP upgrades are cosmetic rather than functional.

Still want the admittedly attractive SP? Save stacks of cash and grab a runout MY25 example sans surround-view camera for $68,990 drive-away.

CarExpert can save you thousands on a new Mazda BT-50. Click here to get a great deal

Click the images for the full gallery

MORE: Explore the Mazda BT-50 showroom

The BYD Ti7 seven-seat large SUV has been locked in for the UK market, which like Australia is right-hand drive.

It'll be offered with a turbocharged 1.5-litre four-cylinder plug-in hybrid powertrain, with a claimed 0-100km/h time of 4.8 seconds and electric range of 127km on the WLTP cycle. No mention has been made of the all-electric powertrain offered in China.

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BYD UK says it'll confirm pricing and specifications in the coming weeks, but says the Ti7 will feature vehicle-to-load (V2L) technology and a 15.6-inch touchscreen infotainment system.

The confirmation of a seven-seat layout gives the export-market BYD Ti7 a point of distinction from the Fangchengbao Ti7 it's based on, which in China is offered only with five seats.

BYD filed to trademark the Ti7 name in Australia in December 2025, along with Ti9 – a name that has yet to be applied to any vehicle.

While other Fangchengbao SUVs have arrived here badged as Denzas, the Ti7 has been confirmed for multiple export markets – including Thailand, Kuwait and the UK – with BYD badging.

That appears to make BYD badging more likely for Australia, though the company has also filed this month to protect the B3 nameplate.

That points to the smaller Fangchengbao Ti3, which like the Ti7 is part of that brand's 'Titanium' range of SUVs, being introduced here as a Denza.

Unlike the ladder-frame B5 and B8 large SUVs seen in Denza showrooms, the Ti3 and Ti7 SUVs feature more car-like unibody construction.

The Ti7 was launched last year in China as a plug-in hybrid vehicle (PHEV, like the B5 and B8), with an electric (EV) version following this year. It’s unclear at this stage whether BYD will bring the Ti7 here with a PHEV or EV powertrain, or both.

BYD Australia told CarExpert in February it was performing local calibration work on an off-road vehicle with a plug-in hybrid or extended-range electric vehicle (EREV) powertrain – pointing to the local launch of the Ti7, which is therefore set to feature local chassis tuning.

With three rows of seating, a plug-in hybrid powertrain and unibody construction, the Ti7 has a lot in common with the Sealion 8 that's currently BYD's flagship SUV in Australia.

The Fangchengbao Ti7 measures 4999mm long, 1995mm wide and 1865mm tall on a 2920mm wheelbase. However, BYD UK quotes a total length of 5146mm.

The Sealion 8, in contrast, measures 5040mm long, 1996mm wide and 1760mm tall on a 2950mm wheelbase.

In China, all Ti7 variants feature four-wheel independent suspension with a double-wishbone setup up front and a five-link setup at the rear.

PHEV variants feature a turbocharged 1.5-litre four-cylinder petrol engine producing 115kW of power and 225Nm of torque, mated with either a single 200kW/315Nm front electric motor (for front-wheel drive) or dual 160kW/260Nm and 200kW/360Nm electric motors (for all-wheel drive).

There’s a choice of 26.6kWh or 35.6kWh batteries, with electric range of between 135km and 200km on the CLTC cycle depending on the variant, and a DC fast-charge rate of between 54kW and 72kW.

As for the electric Ti7, it’s offered with either rear- or all-wheel drive and supports BYD’s flash charging, with a 10-70 per cent DC charge claimed to take as little as five minutes.

The RWD version features a single 300kW/365Nm electric motor and offers 675km of CLTC range from a 92kWh battery, or 755km of range from a 105.7kWh battery.

The AWD version adds a 215kW/310Nm front motor, and has 675km of range. However, it slashes the claimed 0-100km/h time from 7.3-7.5 seconds to just 4.5 seconds.

All Ti7s feature a 15.6-inch touchscreen infotainment system, a 10.25-inch digital instrument cluster, and a 26-inch head-up display.

Standard equipment across the entire Ti7 range includes a panoramic sunroof with a power sunshade, leather upholstery, power-adjustable front seats with heating and ventilation, a heated and leather-wrapped steering wheel, and a wireless phone charger.

There's a full suite of active safety and driver assist technology under the DiPilot 100 suite, though some Ti7s feature the DiPilot 300 which adds a LiDAR unit to the array of sensors and cameras. Features with either suite include front and rear cross-traffic assist, blind-spot monitoring, safe exit warning, adaptive cruise control, and a surround-view camera.

The Ti7 has been a sales success in China, where 57,197 examples were delivered this year to the end of April per data from PC Auto. That has seen it not only outsell every other Fangchengbao model combined, but become one of the top 20 best-selling models in China this year.

Should the Ti7 arrive in Australia, it'll slot into a local lineup that has grown rapidly and is only set to grow further.

BYD Australia currently offers four passenger cars – the electric Atto 1, Dolphin and Seal and the Seal 6 PHEV – plus the Shark 6 ute and half a dozen SUVs. The Atto 2, Atto 3 and Sealion 7 are electric, while the Sealion 5, Sealion 6 and Sealion 8 are PHEVs.

This month, even more BYDs have appeared in Australian Government approval documents. These include the , , and

With 15 vehicles, BYD would be rapidly gaining on market-leading Toyota on model count. The Japanese giant offers 18 vehicles here (19 if you include the Coaster bus). Both BYD and Toyota's tallies don't include their respective premium brands, Denza and Lexus.

BYD was the second best-selling brand in Australia last month with 7702 deliveries, behind only Toyota (15,185). Year-to-date it’s sitting in fifth place with 25,243 deliveries, just a few hundred units shy of fourth-placed Ford (25,920).

It confirmed late last year it was eyeing a top-three spot in 2026, and has even secured additional vehicle shipments to meet demand.

MORE: BYD Ti7: Big new plug-in hybrid and electric SUV likely for Australia with Denza-like stylingMORE: Explore the BYD showroom

Speaking to Automotive News, TMNA CEO Ted Ogawa explained the automaker – which finished second to General Motors in new-vehicle sales in the United States in 2025 – was looking at affordability across its range.

The approach could include a ute based on the RAV4, the best-selling SUV in both the US and Australia in 2025, bringing a smaller, cheaper pickup to Toyota showrooms.

“For the compact truck? Definitely, we have such demand,” Mr Ogawa told Automotive News.

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“A RAV4-based pickup is an opportunity for us, and the dealers are waiting. Maybe they say we need today or tomorrow, but it takes time.”

There was no further detail on when a production model could be ready.

A local spokesperson told CarExpert: “Toyota Australia regularly evaluates its local lineup. If such a product were to become available, we would consider its suitability for our market.”

Toyota Australia said it had no further news to share on whether such a model would become part of its local lineup should it eventuate.

It has previously ruled out the HiLux-based Hilux Champ small ute for Australia, given it uses the old naturally aspirated 2.7-litre four-cylinder petrol engine, but said it would reconsider the model should a new powertrain become available.

The market for smaller, car-based pickups is strong in the US, where the Ford Maverick – based on the discontinued RAV4-rivalling Ford Escape SUV – recorded more than 155,000 sales in 2025.

That was an 18 per cent increase on the previous year, with the Maverick now the cheapest vehicle in Ford US showrooms, priced from $US28,145 (A$39,630) before on-road costs and available with a choice of petrol or hybrid powertrains.

The Maverick’s rivals include the Hyundai Santa Cruz (from $US29,750/A$41,899 plus on-road costs), which is based on the Hyundai Tucson SUV sold here. Both utes use unibody construction, while the HiLux and Ford Ranger use an off-road-focused body-on-frame chassis.

Toyota previously previewed a unibody pickup design in 2023 with the Toyota EPU Concept, shown as part of the automaker’s display at that year’s Tokyo motor show.

The dual-cab-only Maverick rides on a 3076mm wheelbase and measures 5075mm long, 1844mm wide and 1748mm high.

For comparison, the Ranger dual-cab pickup measures 5370mm long, 1918mm wide and 1886mm high, with a 3270mm wheelbase.

The RAV4-based pickup would likely be hybrid-only, given the RAV4 is sold exclusively with hybrid power in the US and has been hybrid-only in Australia since 2024.

This also aligns with the affordability push given recent record fuel prices in the US, where petrol reached as high as $US8 (A$11.26) per gallon (3.78L), equivalent to A$2.97 per litre.

Australian petrol prices hit a record national average of $2.38/L in March 2026, prompting the federal government to halve the fuel excise as part of broader relief measures.

Mr Ogawa said between 55 and 60 per cent of Toyota’s US sales – which totalled 2.5 million vehicles last year – are now hybrid models. Similarly, almost 50 per cent of Toyotas sold in Australia during 2025 were hybrids.

The smallest and cheapest ute in Toyota’s current US lineup is the Tacoma, priced from $US32,445 (A$45,694) before on-road costs, with the HiLux not sold in North America.

In dual-cab form, the Tacoma measures 5410mm long, 1979mm wide and 1989mm high, with a 3350mm wheelbase – 265mm longer than the current HiLux dual-cab sold in Australia.

Toyota sold a total of 274,378 Tacomas in 2025, making it the ninth best-selling vehicle in the US and the brand's third-best-selling model behind the RAV4 and Toyota Camry sedan.

MORE: Explore the Toyota showroom

While the Rumble Bee SRT matches the current Ram 1500 SRT TRX on performance figures, the 0-60mph (0-96.6km/h) time is 0.1 second faster than the TRX, completing the sprint in just 3.4 seconds – making it the quickest petrol-powered production ute ever made.

Given right-hand-drive conversions are undertaken by Walkinshaw in Melbourne, the high-performance pickup could be an option for Australian importer and distributor Ateco, with the previous Ram 1500 TRX offered here in 2022.

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Over the quarter-mile drag, the NASCAR-inspired Rumble Bee SRT also matches the latest TRX’s time, covering the 400-metre strip in 11.6 seconds.

For comparison, the Ram 1500 Rumble Bee SRT is as quick to 60mph as the 2016 Dodge Viper ACR and the 2021 Dodge Charger SRT Hellcat Redeye.

Buyers in North America have the choice of two additional grades: the entry-level Rumble Bee with Ram's proven 5.7-litre V8, making 295kW and 556Nm, and a mid-range 392 variant, powered by a 6.4-litre petrol V8 making 350kW and 617Nm – translating to 0-60mph times of 6.1 and 5.2 seconds respectively.

None of the Rumble Bee range packs the newer Hurricane twin-turbocharged inline six-cylinder petrol engines – it's V8 or nothing.

Despite the Ram 1500 Rumble Bee range featuring full-time four-wheel drive, there's an ‘RWD’ button, believed to decouple the front axle for burnouts and drifting.

A limited-slip rear differential is optional on the 392, though an optional Track Pack gains an electronic rear differential lock for drag racing and burnouts. Launch control and Brembo front brakes are standard across the range.

Ram has paid tribute to the original Dodge Ram SRT-10 – powered by the same 8.2-litre V10 engine from the Dodge Viper back in 2004 – with its styling being “unapologetically evil, menacing and purposeful,” according to the American brand.

“Somehow, the idea of muscle trucks was labelled unnecessary, but since that describes so many products that captivated enthusiasts' hearts, minds and wallets, Ram is going all-in, pushing for the last 10th with a full range of Rumble Bee muscle trucks,” said Tim Kuniskis, head of SRT Performance at Stellantis, Ram's parent company.

Ram currently offers a range of 1500 pickups in Australia, though the manufacturer hasn’t had a high-performance model on sale since it released the Final Edition version of the TRX in early 2024.

“We are super excited about the new Ram Rumble Bee unveiled in the US overnight,” said Ram Trucks Australia general manager Jeff Barber in a statement.

“Ram Trucks has an amazing catalogue of vehicles and, as always, we seriously consider all model variants.”

However, securing the Ram 1500 Rumble Bee for Australia could be difficult, given the expected demand in its home market.

Australia’s ever-tightening emissions regulations will also play a factor, with the New Vehicle Efficiency Standard (NVES) imposing penalties of $100 per gram of CO2 per kilometre for an automaker's excess fleet emissions – potentially leading to a limited allocation for local buyers, rather than a permanent addition to the range.

MORE: Explore the Ram 1500 showroom

The 2026 Volkswagen Tiguan eHybrid and Tayron eHybrid PHEV range launched this month, originally listed from $64,590 and $62,390 before on-road costs respectively. That's not a misprint, by the way – the larger Tayron 150TSI eHybrid Elegance doesn't include the contents of the Sound & Vision Package as standard ($4200), whereas the smaller Tiguan does.

Until the end of June, however, the Tiguan 150TSI eHybrid and Tayron 150TSI eHybrid are being offered with promotional drive-away pricing of $63,990 D/A and $61,990 D/A respectively, working out to rough savings of $6000-$7000. Further, the more powerful 200TSI eHybrid R-Line versions of each are also being advertised from $73,990 D/A and $75,990 D/A, respectively.

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While VW's new plug-in hybrid SUVs are more expensive than Chinese-brand rivals, the Tiguan and Tayron are surprisingly competitive with rivals from Toyota and Mitsubishi, especially with the EOFY offers.

The most affordable Toyota RAV4 PHEV – the XSE 2WD – starts from ~$64,370 D/A using a Sydney postcode, while a base Mitsubishi Outlander PHEV AWD ES kicks off from $58,990 plus on-road costs which works out similar to the RAV4 PHEV's base D/A pricing using a Sydney postcode. That makes both more expensive than the Germans.

Equipment levels from the Elegance-spec Tiguan and Tayron eHybrids are far from base level too, largely matching the RAV4 XSE's spec and far surpassing the base Outlander's, with additional highlights including premium features like ventilated and massaging front seats, 15-stage adaptive damping, and HD Matrix LED headlights.

VW's PHEVs also offer better claimed EV range than the Mitsubishi, with 110km+ for both the Tiguan and Tayron eHybrids on the WLTP test cycle, whereas the Outlander only manages 84km on the same standard. The Australian-spec RAV4 PHEV quotes up to 150km on the more lenient NEDC cycle, though UK models quote up to 85 miles (136km) of WLTP EV range.

Within the VW Group stable, the Tiguan 200TSI eHybrid's $73,990 D/A offer also significantly undercuts the related Cupra Terramar VZe, with the two vehicles sharing their platforms, PHEV powertrain as well as many other components throughout.

The plug-in Terramar is currently Cupra's most expensive model, priced from $77,990 before on-road costs, or $82,490-$85,490 D/A depending on state or territory. Even the smaller Formentor VZe with the same 200kW PHEV drivetrain works out more expensive than the Tiguan, at $68,990 plus on-roads or $76,490 D/A before options.

Likewise the Tayron 150TSI eHybrid Elegance undercuts the related Skoda Kodiaq Select PHEV (from $68,990 D/A) – the two SUVs have a similar relationship to the Tiguan/Terramar cousins, sharing underpinnings and componentry. Furthermore, to match the Tayron Elegance's level of specification, the Kodiaq requires a $6500 option package – though the Tayron Elegance itself needs a $4200 option pack to match a fully optioned Kodiaq.

PHEV sales are up 76.9 per cent year to date in 2026 through to the end of April, with 28,858 plug-in hybrids registered in Australia during the first four months of the year. In 2025, PHEVs grew by 130.9 per cent to 53,484 registrations.

Stay tuned to CarExpert for our Australian first drive reviews of the Tiguan and Tayron eHybrid range on Thursday, 28 May.

MORE: Explore the Volkswagen Tayron showroomMORE: Explore the Volkswagen Tiguan showroom

The European-American giant, headquartered in the Netherlands, has signed a non-binding Memorandum of Understanding to “explore opportunities to collaborate on product development in the United States”.

The two automakers are seeking to “explore collaboration opportunities to create synergies across product and technology development, leveraging the companies’ complementary strengths to create value for both organisations”.

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In the US market, Stellantis offers the Chrysler, Dodge, Jeep and Ram brands, plus Alfa Romeo, Fiat and Maserati.

It manufactures vehicles for the Dodge, Jeep and Ram brands in the US, whereas JLR doesn’t currently have any US production – making it more susceptible to pressures from US government tariffs.

It’s unclear what synergies the two firms may identify, but JLR and Stellantis currently own the world’s two most iconic off-roader brands: Jeep and Land Rover.

“By working with partners to explore synergies in areas such as product and technology development, we can create meaningful benefits for both sides while remaining focused on delivering the products and experiences our customers love,” said Stellantis CEO Antonio Filosa in a release.

“As we continue to evolve JLR for the future, collaboration will play an important role in unlocking new opportunities. Working with Stellantis allows us to explore complementary capabilities in product and technology development that support our long‑term growth plans for the US market,” said JLR CEO PB Balaji.

Mr Filosa is announcing more details of Stellantis’ new strategy today, May 21, at its Investor Day.

The JLR news is the latest partnership announcement from Stellantis, which established a joint venture with Leapmotor in 2023 to distribute the Chinese automaker’s vehicles globally.

It recently announced this partnership was expanding, with Stellantis to use Leapmotor components for a new vehicle for its Opel brand.

This month, Stellantis also announced it was expanding its partnership with Chinese automaker Dongfeng.

The two firms have had a long-standing joint venture in China, first established 34 years ago, and this partnership is now being expanded with Dongfeng to produce Peugeot and Jeep models for both Chinese and export markets.

Stellantis will lead a European joint venture with Dongfeng, which has been outlined in a non-binding MoU.

Like Leapmotor International, Stellantis will have a 51 per cent stake in this joint venture, with vehicles from Dongfeng’s premium Voyah brand to be sold and distributed in Europe, tapping into Stellantis’ existing sales and service network.

Dongfeng vehicles may also be produced in France.

Earlier this month, CNEVPost also reported Stellantis was collaborating with tech giant Huawei and Chinese automaker JAC on a new electric vehicle (EV) for Maserati, currently Stellantis' flagship brand.

Stellantis has 14 brands, but it reportedly plans to announce it will focus most of its funding and energy on four core brands: Fiat, Peugeot, Jeep and Ram.

The automotive giant, created in 2021 from a merger between Fiat Chrysler Automobiles and Groupe PSA, lost €22.3 billion (A$37bn) in 2025.

This was primarily due to costs related to its electric vehicle and plug-in hybrid push, and a subsequent pivot back towards petrol power.

MORE: Stellantis to focus on Fiat, Peugeot, Jeep and Ram, but won't axe other brands – report

The BYD Seal 7 has appeared in Australian Government approval documents, featuring a turbocharged 1.5-litre four-cylinder PHEV powertrain with 197kW of power.

We’ve contacted BYD Australia to confirm launch timing for the model, which entered production in China in 2023.

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The Seal 7 sits towards the top of BYD’s growing range of Seal-badged models, measuring 4980mm long, 1890mm wide and 1495mm tall on a 2900mm wheelbase – 60mm longer, 50mm wider and 50mm taller than a Toyota Camry on a 2825mm wheelbase.

That also makes it 140mm longer and 15mm wider than a Seal 6 sedan, on a 110mm longer wheelbase.

Specifications like battery capacity and range aren’t listed in these documents.

However, in China – where the Seal 7 is known as the Seal 07 DM-i – the sedan is offered with a choice of 17.6kWh or 29.46kWh lithium iron phosphate (LFP) batteries.

Electric range on the WLTC cycle is 110km or 180km respectively, with the petrol engine producing 115kW of power and 225Nm of torque and the electric motor producing 200kW and 315Nm.

There’s also a less powerful version using a naturally aspirated 1.5-litre four-cylinder engine.

All Seal 07 DM-i variants are front-wheel drive and feature MacPherson strut front and five-link rear suspension, and those with the turbocharged engine feature DiSus-C adaptive dampers.

The smaller battery can be charged at up to 40kW on DC power and the larger at up to 69kW, while both batteries offer 7kW AC charging and vehicle-to-load (V2L) functionality.

All feature a wide range of active safety and driver assist technology including remote parking assist under the DiPilot 100 banner, apart from the flagship which upgrades to DiPilot 300 and incorporates a LiDAR unit.

Inside, there’s a 15.6-inch touchscreen infotainment system, a 10.25-inch digital instrument cluster, colour-adjustable ambient lighting, a wireless phone charger, an opening panoramic sunroof with a power sunshade, leather upholstery, and power-adjustable front seats with heating and ventilation.

The top-spec variant features a head-up display, heated steering wheel, and a refrigerator in the centre console which can be used to heat or cool items.

There are sentinel, rest, baby and car wash modes, plus in-car karaoke.

BYD has a wide and somewhat confusing range of Seal vehicles in China, which includes the electric Seal sedan and Seal 6 PHEV sedan and wagon sold here.

It also offers the Seal 06 GT electric hatch, an electric Seal 6 that uses a different platform from its PHEV counterpart and the entry-level Seal 05 DM-i sedan.

This year, it revealed the flagship Seal 08 electric and PHEV sedan, plus an electric version of the Seal 7 with a 240kW/305Nm single-motor rear-wheel drive powertrain and a 69.07kWh LFP battery.

The Seal 7 (or Seal 07 in China) was previously known as the Seal DM-i, and was originally revealed in prototype form under the cooler Destroyer 07 name before BYD merged its Warship series into its existing Ocean line.

It received a facelift in 2025, with its design updated to tie it more neatly in with Ocean vehicles like the electric Seal sedan sold here.

MORE: Explore the BYD showroom

Announced at the Tokyo Auto Salon back in January, Honda will introduce HRC-spec versions of a wide range of production models, split into a road-focused Sport Line and off-road Trail Line.

HRC-tweaked concepts of several Honda models – including every member of the local lineup bar the Accord sedan – were displayed at the Salon, possibly hinting at what's to come.

Honda had also previously confirmed a HRC line of performance parts that are set to be offered as individual upgrades for regular production models.

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It remains to be seen which model will be first to wear the HRC treatment, though HRC president Koji Watanabe has confirmed yet unspecified go-fast parts for the Civic Type R will go on sale later this year.

Changes for the Civic Type R HRC Concept showcased in Tokyo included a new front bumper to house a larger intercooler, as well as wider wheel arches, extended side skirts, redesigned rear wing, restyled rear diffuser, and an Akrapovič exhaust system.

Honda Australia has so far been quiet on HRC's foray into production performance, but CEO Jay Joseph says the local arm is keen to secure any model variants, parts and accessories that become available.

"I think HRC showed off some really cool concepts," Mr Joseph told CarExpert at the local launch of the new Prelude.

"We're excited to try to have a chance to bring some of those components to market, and maybe even special editions.

"There's nothing to announce today, but some of the concepts that Honda has shown at the Auto Salon, SEMA, CES and other global events are being taken a little more seriously than concepts."

However, Mr Joseph stopped short of confirming any HRC products for Australia, and Honda has yet to offer much detail at a global level.

Nevertheless, the introduction of HRC Down Under would give Honda Australia a more rounded performance offering beyond the Civic Type R hot hatch and new Prelude coupe.

The HRC Sport Line is best thought of as Honda's answer to Hyundai N and Toyota Gazoo Racing – high-performance sub-brands that have rapidly gained a strong following since launching last decade.

Two Sport Line creations were shown off in Tokyo – the Civic Type R HRC Concept and a Prelude concept kitted out in HRC performance parts.

Meanwhile, the Trail Line is more akin to what Ford does with its off-road racing-inspired Raptor lineup, and to some extent Subaru with Wilderness, albeit without the racing angle of the former.

TrailSport HRC Concept models based on the CR-V, ZR-V, Vezel (HR-V) and WR-V SUVs were all included as part of the January display.

MORE: Explore the Honda showroom

"Based on the verbatim feedback we're receiving from our dealerships, that's been the case – particularly metro dealerships have given us that feedback, and its quite strong," says Arjun Nidigallu, head of product for Volkswagen Australia's passenger car division.

Mr Nidigallu added, however: "They've only been on sale since 1 May, so the data hasn't come back yet – typically we need three months of data and it will take one month [more] to clean that data".

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The plug-in 'eHybrid' versions of the Tiguan and Tayron SUVs mark the first time Volkswagen Australia has offered PHEV powertrains in any of its core range, the technology having previously been reserved for the Touareg R flagship.

Both pair a 1.5 TSI four-cylinder turbo-petrol engine with 110kW or 130kW with an 85kW/350Nm electric motor integrated into the six-speed DSG dual-clutch automatic transmission, fed by a 19.7kWh (net) lithium-ion battery – the same system found in other VW Group models from Cupra and Skoda.

System outputs are either 150kW or 200kW, while claimed EV driving range is between 110-120km based on WLTP testing, depending on variant. All models are exclusively front-wheel drive (FWD).

The introduction of the Tiguan and Tayron eHybrids finally gives Volkswagen a rival to the likes of the Mitsubishi Outlander PHEV and BYD Sealion 6 in Australia, though price-wise they're positioned as more premium alternatives to both.

However, until June 30, 2026, the Tiguan and Tayron PHEVs are being offered with nationwide drive-away pricing, starting from $63,990 and $61,990, respectively – the larger Tayron is cheaper at the base level as it doesn't include the contents of the optional Sound & Vision Package as standard like the smaller Tiguan.

At that price point, both models in their 150TSI eHybrid Elegance trim come in cheaper than the cheapest Toyota RAV4 PHEV (from ~$64,900 D/A), which is arriving in Australia imminently.

Volkswagen has also managed to undercut the related Skoda Kodiaq PHEV, which uses the 150kW version of the same 1.5 TSI eHybrid powertrain, and starts from $68,990 drive-away in Australia.

Hybrid and PHEV sales continue to rise in Australia, particularly amidst the ongoing fuel crisis due to the conflict in the Middle East. Registrations of conventional hybrids are up 6.2 per cent year to date to 65,114 to the end of April, following a 15 per cent increase for the 2025 calendar year to 199,133 units.

PHEV sales, meanwhile, are up 76.9 per cent so far in 2026 though off a lower base, with 28,858 plug-in hybrids registered in Australia from January-April this year. In 2025, PHEVs grew by 130.9 per cent to 53,484 registrations.

No doubt VW Australia is hoping these new electrified models will flip its fortunes Down Under. Once a top 10 brand in Australia, the German auto giant dropped by 20.6 per cent in 2025 to 28,970 sales across its passenger and commercial vehicle lines despite overall market growth, finishing 14th in the brand sales race.

So far in 2026 it's not looking any better for Volkswagen, down 15.7 per cent year to date largely due to the lacklustre sales performance of its core SUV lineup – which the new eHybrids hope to address.

The German brand has also confirmed the second-generation T-Roc – its best-selling passenger vehicle and second overall to the Amarok ute – is coming in 2027 with mild-hybrid petrol engines from launch, though that could still be another 12 months away.

Stay tuned to CarExpert for our Australian first drive reviews of the Tiguan and Tayron eHybrid range on Thursday, 28 May

MORE: Explore the Volkswagen Tayron showroomMORE: Explore the Volkswagen Tiguan showroom

The CEO told Motor1 he believes a generational shift is ahead with some new buyers refusing to buy SUVs like the ones their parents own, and this could mean there will be a “shift back” to wagons. As such, Volvo is currently “looking into” adding more wagons to its lineup.

Mr Samuelsson added, “I think it’s not revealing too much that I think we will not only have SUVs five years from now.”

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With the local axing of the V60 last year, Australian Volvo showrooms are currently devoid of new wagons. Since the demise of the V90 last year, Volvo’s global wagon range is down to just the V60 and its V60 Cross Country pseudo-SUV variant.

There are eight SUVs (EX90, XC90, XC70, EX60, XC60, EX40/XC40, EC40, and EX30) in Volvo’s lineup, with just three sedan models (S90, ES90, and S60) and one wagon (V60) flying the flag for traditional body styles.

The slow-selling EM90 people mover is also available in China.

In 2025 Volvo sold 710,042 vehicles across the globe, and the top three models were the XC60 (230,655), XC40/EX40 (166,920), and XC90 (103,217).

Thanks to big drops for the S60 (down 40.2 per cent to 26,300), and S90 (down 36.1 per cent to 25,700), the V60 was Volvo’s top-selling non-SUV model (down 20.5 per cent to 27,100). With production wrapping up last year, the V90 notched up 8200 sales, down 17.2 per cent.

SUVs accounted for 87.6 per cent of all Volvo sales, up from 83.0 per cent the year before.

Aside from the desire to ride a potential sales wave or ripple, there are other reasons for Volvo to keep the wagon flame burning as Mr Samuelsson believes for “various reasons, we need the lower cars”. These include lower air resistance, which improves range, and with a lower frontal area “everything [engineering-wise] is easier”.

MORE: Explore the Volvo showroom

The company, headquartered in Geelong, Victoria, manufactures one-piece carbon-fibre wheels in Australia.

Customers including Ferrari, Ford, General Motors, Lamborghini and Jaguar Land Rover fit these wheels to showroom models, including the Ford Mustang Dark Horse, Chevrolet Corvette ZR1 and Lamborghini Temerario. 

The company went into voluntary administration in March 2026, following $347 million in losses over four years, but continued to operate its business which employs approximately 350 staff in Australia.

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The restructure has resulted in new private ownership, following Carbon Revolution being suspended from the New York-based Nasdaq in February 2026 after its valuation fell and it was no longer compliant with listing requirements.

It's now owned by New York-based Orion Infrastructure Capital (OIC).

“Achieving this milestone marks the beginning of an important new chapter for Carbon Revolution,” CEO Donald Hampton Jr said in a statement. 

“I want to sincerely thank all of our stakeholders whose support and confidence in our products and our team helped make this outcome possible.

“Our employees, customers, suppliers, and creditors all played an important role and our commitment to strengthen these relationships is a core element in our go-forward plan.”

During the restructure, administrators McGrathNicol declared Carbon Revolution’s Australian production as a “high-cost environment” and said the long distance to customers in the US and Europe drove costs up, making the company less globally competitive. 

The wording of the latest statement left the door open for manufacturing overseas while reaffirming the company’s Australian base.

“Our focus is on disciplined operational improvement, successful commercialization of new products, strategic partnerships, and expanding our manufacturing footprint in a way that better supports our customers globally,” said Mr Hampton. 

“At the same time, we remain committed to our Australian operations, where we will continue to pursue growth opportunities.”

The news comes after Australian Prime Minister Anthony Albanese suggested Australia’s local automotive manufacturing industry could see electric vehicles (EVs) produced here.

Mr Albanese said Australia could “at least” expand production of local components, given advances in manufacturing technology – an approach backed by the managing director of Australia’s Advanced Manufacturing Growth Centre (AMGC), Dr Jens Goennemann.

MORE: Prime Minister says EVs could be made in Australia

And it’s a Kia.

And it’s priced at about $130,000 before on-road costs.

So it occupies a very small gap in the market, but if you can get past all of that the Kia EV9 GT is a terrific car.

How much does the Kia EV9 cost?

Here’s a rundown of the entire Kia EV9 range, to provide context around where the range-topping dual-motor performance-focused GT grade fits in. 

There aren’t many other three-row electric vehicles on the market, but some to consider include the new Tesla Model Y L – which costs about $55,000 less than this. Another smaller option could be the Mercedes-Benz EQB. 

Or you could look at the related Hyundai Ioniq 9 large SUV, or the Volkswagen ID. Buzz people mover, or maybe wait and see what China has up its sleeve in the form of electrified (but not fully electric) seven-seat models over the next 12-18 months, because it looks like it’s going to get busy in this part of the market.

To see how the Kia EV9 lines up against the competition, check out our comparison tool

What is the Kia EV9 like on the inside?

I’ve driven a few versions of the Kia EV9 now and, honestly, the cabin just feels properly thought-through.

Now, I’m not going to go into every single detail again because a lot of the fundamentals carry over from the rest of the range, but there are some GT-specific touches here.

The lime-green highlights look terrific, with green stitching throughout the seats and steering wheel. It could have come across a bit tacky, but it feels special and sporty.

The seats themselves? Exceptional.

They’re not super-soft lounge-chair style seats, but they are brilliantly supportive. There’s loads of electric adjustment on offer too, including for the side bolstering and lumbar support, and there are even seat controls for the passenger side accessible from the driver’s seat.

Then there’s the massage functionality and, yep, it’s genuinely good. You can cycle through different massage modes including lumbar, pelvic and full-back settings, so long-distance drives are going to be comfy.

There’s a GT button on the steering wheel, which instantly sharpens the whole experience up. You can also cycle through Eco, Normal and Sport modes, plus a configurable My Drive setup.

And yes, there are terrain modes too – Snow, Mud and Sand – but let’s be honest: most owners probably won’t be taking their six-figure electric SUV too far off-road. I wouldn’t. 

The steering wheel controls are mostly logical and easy to learn, though there are a couple of buttons that owners will quickly become familiar with. One disables the lane-keeping steering intervention if you don’t like the wheel wriggling around in your hands, while another mutes the speed sign warning chimes.

And if you’ve driven a modern Hyundai or Kia product lately, you’ll know exactly why that second button matters.

The column-mounted gear selector is neat once you get used to it – twist forward for Drive, back for Reverse, with Park on the end – though you absolutely will select the wrong direction of travel at least once in your first few weeks with the car.

Material quality throughout the cabin is excellent. There’s soft-touch trim everywhere you regularly interact with, and the overall presentation feels plush. 

The central 12.3-inch infotainment touchscreen allows wireless Apple CarPlay and Android Auto, which is probably what most buyers will care about, but there’s also an enormous amount of configurability buried in the menus.

There are EV-specific displays for charging and energy use, connected services available through the Kia app, plus seat controls, climate functions, vehicle settings, and even a performance timer if you really want to performance benchmark your gigantic electric family SUV.

The climate control system includes a separate display panel alongside the main infotainment screen. It can take a moment to get used to because some functions are slightly hidden behind the steering wheel. 

Storage is another strong point. There’s a huge open area beneath the centre console, a wireless phone charger, deep cupholders with adjustable bases, and a massive centre bin. Even the glovebox is enormous. And there are USB-C ports everywhere.

Little details stand out as well, like the sliding cupholder arrangement, the retractable cover for the console area, and the adjustable sun visors that actually do a good job of covering the side windows during sunrise or sunset drives.

And the second row is a roomy place to be.

I’m about six-foot (182cm) tall, and even with the driver's seat set for my driving position, I had heaps of legroom and headroom behind. The second-row seats slide and recline electrically, and you can move them forward to free up extra third-row space if needed.

The captain’s chairs in this GT version get heating, ventilation and massage functions, plus adjustable armrests. 

There are thoughtful family-friendly touches everywhere in the middle row – USB-C ports, cupholders, storage compartments, climate controls, and integrated sun blinds that do a good job of blocking light.

Access to the third row is easy enough as well. You can simply walk through the centre aisle between the captain’s chairs, or adjust the seats forward electrically to give you a broader entryway.

The third row is actually usable for adults.

There’s decent legroom, proper headroom and adjustable seatbacks, and if you get those in the second row to shuffle forward a bit, even six-footers will fit back there without too many complaints.

Rear-row inclusions comprise USB-C charge ports, cupholders and overhead ventilation, and because of the massive glass roof overhead, the whole cabin feels airy when the shades are open.

Boot space is impressive, with 333 litres of capacity with all three rows in use, and a massive 828L behind the middle row when you fold the third-row seats down.

All of the expected boot amenities are accounted for, including shopping bag hooks, a powerpoint, electric seat folding buttons, and even a ‘shorty switch’ (an electric tailgate button at the side of the cargo zone, so you don’t have to reach up to the regular one), along with some underfloor storage to holster your cargo cover or other odds and ends.

But you won’t find a spare wheel under there, and that could be a concern for some – instead, you just get a tyre repair kit.

At least you can store that and the charging cables you might need ready access to pretty easily, because the EV9 also has a frunk, or front boot area. It offers up 52L of additional capacity, which is handier than you might think.

To see how the Kia EV9 lines up against the competition, check out our comparison tool

What’s under the bonnet?

The GT produces 374kW of power and 740Nm of torque – up 91.4kW and 40Nm over the GT-Line – with Kia claiming a 0-100km/h time of 4.5 seconds, making it 0.8 seconds quicker than the GT-Line.

The official energy consumption number is on the high side, but this is a sizable machine, so if you can achieve 21.7kWh per 100km, you’ll be happy.

Over a mix of freeway, urban, country-road and spirited driving, I saw a consumption figure of 24.1kWh/100km – a bit thirsty. So, if efficiency is your absolute priority, this might not be the EV for you. Derr.

To see how the Kia EV9 lines up against the competition, check out our comparison tool

How does the Kia EV9 drive?

This thing is absurdly quick.

Like, genuinely difficult-to-comprehend quick for something this large and this heavy.

You’ve got to remember that the EV9 GT is a massive three-row SUV, and it weighs a heap – 2679kg without anything or anyone on board.

But because there’s instant torque at both axles, the way this big SUV punches out of corners and fires itself towards the horizon is hilarious. And sometimes a bit scary.

You just squeeze the throttle and it absolutely launches. The 0-100km/h claim is 4.5 seconds and in a non-scientific test I saw a 4.18-second time, which is rapid for any car, let alone one that's over five metres long and weighs almost 2.7 tonnes. 

And the handling is far sharper than you’d expect from something this big. There’s real body control here, and the all-wheel drive system does an excellent job of putting the power down cleanly. 

Then there’s the braking performance, which honestly deserves as much praise as the acceleration.

Electrified cars can sometimes have weird brake pedal calibration because they’re trying to blend regenerative braking with the regular friction braking, but Kia has nailed it here. The pedal feel is immediate and confidence inspiring, and it pulls up incredibly well.

You can also configure the regenerative braking intensity using the paddle shifters, ranging from basically free-wheeling through to almost a one-pedal driving setting. 

Put it into GT mode and the whole car tightens up noticeably. The suspension firms up, the steering gains extra heft, and the EV9 suddenly feels far more focused and tied down.

Personally, I think the steering gets a little too heavy in the most aggressive setting. The good thing is you can customise a lot of the drive settings individually, similar to Hyundai’s performance EVs, so you can mix and match them to your liking.

Once you calm down and start driving it normally – like a three-row SUV, you could say – it still impresses.

It is firmer than the regular EV9 variants, no question about it. This is the performance-focused version, after all, and you do notice that in the ride quality. 

But Kia’s local suspension tuning team has still done a commendable job because it handles rough Aussie roads better than you might expect. The 21-inch wheels and relatively low-profile tyres mean you do get a bit of surface chatter coming through at times, and occasionally there’s a slight wobble over bigger undulations.

In the Normal drive mode, the steering actually feels more natural: lighter, easier to place, and better suited to everyday urban driving.

The one thing you absolutely notice around town is the big 12.4-metre turning circle, which means the EV9 definitely feels its size when you’re doing tight manoeuvres. If your daily life involves lots of tight carparks or three-point turns, expect this car to occasionally turn those into five-point turns instead.

And then there are the digital side mirrors, which some people will probably love. I don’t.

In day-to-day driving – especially parking – they can feel a bit unnatural. Judging distances and the actual physical extremities of the car takes some getting used to because you’re looking at screens instead of real mirrors.

But the drivetrain is well resolved for everyday driving. Despite the enormous performance on offer, the throttle calibration is smooth and progressive, so it never feels jumpy or difficult to drive gently.

Refinement is strong, too. There’s very little road or wind noise, and while you occasionally notice some tyre roar on coarse-chip surfaces, overall the EV9 feels appropriately premium for something at this price point.

To see how the Kia EV9 lines up against the competition, check out our comparison tool

What do you get?

The GT sits at the top of the EV9 model range so it comes pretty well loaded with gear, building upon the variants below it in the lineup.

2026 Kia EV9 Air RWD equipment highlights:

• 76.1kWh lithium-ion battery
• 160kW/350Nm rear-mounted electric motor
• Claimed WLTP driving range of 443km
• Rear-wheel drive
• 12.3-inch digital instrument cluster
• 12.3-inch infotainment touchscreen
• 5.0-inch climate display
• Kia Connect
• Over-the-air software updates
• Column-mounted shifter with push-button start
• Vehicle-to-Load (V2L) interior power outlet
• Heated and ventilated front seats
• Flush-fitting exterior door handles
• Triple-zone climate control
• Multiple USB-C charging ports across all three rows
• Walk-in second-row seating function for third-row access
• Smart regenerative braking
• Self-levelling rear dampers
• Australian-specific local suspension tuning
• Reversing camera 
• Front and rear parking sensors

The EV9 Earth AWD adds/changes:

• 99.8kWh lithium-ion battery
• Dual-motor all-wheel drive
• 283kW/700Nm
• Claimed WLTP driving range of 512km
• Terrain drive modes:
• • Snow
  • Mud
  • Sand
• Ambient mood lighting
• Illuminated steering wheel logo
• Surround-view camera
• Blind-spot view monitor
• Reverse Parking Collision Avoidance Assist

The EV9 GT-Line AWD adds/changes:

• Claimed WLTP driving range of 505km
• 21-inch alloy wheels
• Digital side mirrors
• Augmented reality head-up display
• Digital centre mirror
• 14-speaker Meridian premium sound system
• Heated and ventilated outer second-row seats
• Premium Relaxation front seats with powered leg rests
• Dual sunroof
• Remote Smart Parking Assist 2
• Exterior Vehicle-to-Load (V2L)
• Interior trim upgrades

The EV9 GT AWD adds/changes:

• Claimed WLTP driving range of 510km
• 374kW/740Nm
• 21-inch machined alloy wheels
• Neon green-painted brake calipers
• Electronic Controlled Suspension
• Electronic limited-slip differential
• Digital Grille lighting
• Six-seat layout
• Second-row captain’s chairs
• Relaxation and massage function for second-row seats
• Remote-folding third-row seats
• Three-spoke GT steering wheel
• GT-specific styling details

To see how the Kia EV9 lines up against the competition, check out our comparison tool

Is the Kia EV9 safe?

The Kia EV9 scored the maximum five-star safety rating from ANCAP in 2023. 

Standard safety equipment across the range includes:

• Autonomous emergency braking
• • Car, pedestrian, cyclist detection
  • Junction turning/crossing assist
  • Direct/oncoming lane change detection
• Adaptive cruise control with stop/go
• Blind-spot assist
• Lane-keep assist
• Lane Following Assist (lane-centring)
• Highway Drive Assist 2 with Lane Change Assist
• Rear cross-traffic assist
• Safe exit assist
• Intelligent speed limit assist
• Driver attention monitoring
• Leading vehicle departure alert
• Rear occupant alert (sensor-based)
• Front and rear parking sensors
• Reversing camera

Choose the Earth or higher, and you also get:

• Surround-view camera
• Blind-spot view monitor
• Reverse Parking Collision Avoidance Assist

All versions of the EV9 come with nine airbags, including dual front, front centre, front side, second-row side, and three-row curtain airbags.

To see how the Kia EV9 lines up against the competition, check out our comparison tool

How much does the Kia EV9 cost to run?

Kia arguably negates some of the benefit of choosing an electric car by mandating shorter service intervals than some other EVs.

Whether or not the shorter intervals are a real issue could depend on your mileage, obviously, but at least the other ownership provisions are mostly positive.

But if you’re worried about the short-by-industry-standards battery warranty, maybe wait for the MY27 version, which will boost battery coverage to the industry-standard eight years or 160,000km. 

To see how the Kia EV9 lines up against the competition, check out our comparison tool

CarExpert’s Take on the Kia EV9 GT

I love the idea of this car. Three rows of seats, loads of practicality, electric propulsion and potentially very low running costs for a car with this much performance.

How much performance? Quite frankly, it’s staggering. 

But so is the price, and I think this is a hurdle for Kia to overcome, because as good as the EV9 GT is, it’s hard to say whether the Korean brand justifies its asking price.

If this flagship vehicle was priced at $100,000, it would sell considerably better than it’s going to at about $140,000 once it's parked in your driveway.

Either way, it’s a very impressive three-row EV for fast-moving families.

What do you think? Has Kia nailed it, or has it missed the mark? Have your say in the comments.

Interested in buying a Kia EV9? Let CarExpert find you the best deal here

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MORE: Explore the Kia EV9 showroom

Volvo says it will offer the mid-size electric SUV in the entry-level P6 RWD Ultra grade, as well as the P10 AWD Ultra – with the latter to be priced from $101,990 before on-road costs.

While pricing has been announced, final specifications for the Australian market have not yet been confirmed.

Exact timing for the 2027 Volvo EX60’s arrival in Australia has also yet to be confirmed, but at this stage the electric SUV is expected in either late in the third quarter or fourth quarter of 2026.

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The EX60 P6 uses a single electric motor to drive the rear wheels, producing 275kW and 480Nm, with 620 kilometres of claimed WLTP range available from an 83kWh battery (80kWh usable).

According to Volvo, the EX60 P6 RWD can reach 100km/h from a standstill in 5.9 seconds, with an average energy consumption claim of 14.7kWh/100km – also on the WLTP standard.

Meanwhile, the all-wheel-drive EX60 P10 uses dual electric motors, with total system outputs of 375kW and 710Nm, dropping the 0-100km/h time to 4.6 seconds.

Range also increases on the P10 to 660km, thanks to a 95kWh battery (91kWh usable), while energy consumption increases to 15.7kWh/100km.

A more powerful P12 variant has yet to be locked in for Australia, with the flagship variant claiming a 0-100km/h time of just 3.9 seconds thanks to increased performance figures of 500kW and 790Nm.

The EX60 P12 also has the greatest driving range, with up to 810km available thanks to its 117kWh battery (112kWh usable).

First unveiled in January 2026, Volvo is positioning the EX60 to go head-to-head against the likes of the all-new BMW iX3 and Audi Q6 e-tron, among others.

It undercuts both of them, with the new-generation iX3 currently priced from $101,900 before on-road costs and the Q6 e-tron from $99,900 before on-roads.

Built in the company’s homeland of Sweden – rather than China, as with several other models sold here – Volvo has warned that supply may be “somewhat limited” to begin with.

As the electric counterpart to the XC60 – the automaker’s best-selling model of all time – the EX60 is also expected to be a sales leader for the brand, and Volvo has pulled out all the stops to impress buyers.

For the first time, Volvo has used a ‘mega-cast’ aluminium rear floor and subframe, which is said to save weight and streamline production. Traditionally, as many as 100 individually cast aluminium pieces would have been used.

Also a first is the use of cell-to-body construction, which incorporates battery cells as part of the structure of the vehicle – increasing rigidity and safety, as well as lowering the floor.

Pricing

MORE: Explore the Volvo EX60 showroom

As of mid-2025, more than 2.7 million examples of the XC60 have been sold globally since it was launched in 2008, overtaking the iconic 240 as Volvo’s most popular vehicle.

Now there’s this: the Volvo EX60, which takes the XC60 and evolves it into an electric vehicle – sitting between the EX40 and EX90 in the Swedish brand’s EV lineup.

Announced in January, the all-new EX60 is rolling out in Europe and other markets shortly, though Australian buyers won’t see the electric Volvo in local showrooms until around the fourth quarter of 2026.

Priced from about $87,000, the EX60 will initially be available in two variants: the rear-wheel drive P6 Ultra and the all-wheel drive P10 Ultra.

However, there are suggestions the model range could expand to include the EX60 Cross Country soft-roader, the forthcoming high-performance P12, and perhaps even a new entry-level variant positioned below the P6.

There are some cool features on the EX60. Volvo claims an aerodynamic drag coefficient of 0.26Cd, which isn’t bad for a mid-size SUV, and matches the likes of the new Nissan Leaf SUV and Toyota C-HR.

Perhaps my favourite, though, are the ‘wing grip’ exterior door handles – which are, really, little more than buttons. Not dissimilar from those on the Ford Mustang Mach-E, they help maintain the clean lines down the side of the vehicle, while also being enjoyable to use... assuming your car's 12-volt battery has enough charge to let you in.

A lot of the vehicle’s innovations are hidden beneath the surface, based on the car’s new SPA3 platform – and Volvo isn’t shy about spruiking this new architecture, with the company’s Chief Engineering and Technology Officer, Anders Bell, saying the SPA3 is “the best electric vehicle platform in the world”. Big claim.

Not all new models get a global launch, but Volvo chose Barcelona in Spain to let us loose in its latest creation for the first time, and it was evident there’s a lot of pride in the new EX60. Clearly, this is a model the brand expects to do well, carrying the torch onwards from the XC60.

How much does the Volvo EX60 cost?

The 2027 Volvo EX60 kicks off with the P6 RWD Ultra, priced from $86,990 before on-road costs, with the P10 AWD Ultra starting from $101,990 plus on-roads.

For context, that positions the EX60 P10 AWD Ultra just below the upcoming BMW iX3, while the Audi Q6 e-tron sits between the P6 and the P10, priced from $99,900.

To see how the Volvo EX60 lines up against the competition, check out our comparison tool

What is the Volvo EX60 like on the inside?

The automotive world seems to have embraced the Scandinavian design approach to interiors, with minimalistic architectural influence consisting of clean dashboards, open-pore wood trims, and stripped-back centre stacks.

So, how does the iconic Swedish brand outdo the copycats? By doing it better.

Looking like an evolution of the EX30’s cabin, the entry-level EX60 P6 has one of the most beautiful interiors in recent memory, thanks to a tailored wool seat fabric that is, frankly, one of the coolest things about this car – or any car.

In actual fact, it’s a blend of 30 per cent wool and 70 per cent recycled polyester. The wood dash trim is also real and FSC-certified, which is all part of Volvo’s sustainability commitment.

Strictly speaking, the P6 features a ‘rye-tailored wool blend in dawn interior with dark rubus fused ash wood decor’. I’m not sure what any of that means, but it looks fantastic.

Move up to the P10 and the wool blend is replaced with either Nappa leather or Nordico upholstery, which the company refers to as a ‘leather alternative’. Given how excellent the wool is in the P6 – and how widespread leather-type upholstery is now – it felt like a bit of a backward step, despite the quality of the fabrics used.

It’s a running theme, with the surfaces throughout the cabin feeling high quality and screwed together well – even with these apparently being pre-production test vehicles.

However, while the extensive use of white vinyl on the doors, steering wheel, and other surfaces helps create an airy feeling inside, my experience is these kinds of colours can be the first to collect dirt and stains without proper cleaning and maintenance, prematurely ageing the car.

Frankly, I think the problem is that everyone who works at car companies gets brand-new cars on a regular basis, so they don’t see what it’s like to live with an automobile for two, three, five years.

It does feel as if there’s been considerable attention paid to the materials, and that carries across to the switchgear. Volvo hasn’t introduced new types of buttons like so many of its rivals; instead, it’s just focused on making all the touchpoints usable and crisp, like the buttons on a MacBook laptop.

Volvo’s designers haven’t been entirely immune to industry trends, though. The steering wheel is now a truncated circle, being flat on the top and the bottom. It looks good in photos but, in reality, the overall diameter feels just a little bit small in the hands.

Another trend the company has fallen victim to is replacing the wiper stalk with the drive selector.

Both the indicator and drive selector stalks are beautifully designed and of high quality, but there was an instance when my co-driver pushed down the stalk when wanting to indicate right.

Manufacturers tell us they are doing this to free up space in the centre console – though, like Volvo, they don’t actually seem to be doing anything with this space. There’s just a retractable set of cupholders there instead, which is somewhat flimsy and doesn’t feel consistent with the rest of the cabin.

Speaking of consistency, with Volvo getting rid of its crystal gear selector, there’s now a crystal thumb wheel for the volume control in the centre of the dash – adding some continuity to the EX60’s interior.

Both the P6 Ultra and P10 Ultra come with the 28-speaker Bowers & Wilkins premium audio system, and it’s fantastic. Helped by speakers in the headrests, the sound quality remains clear and crisp with excellent balance, no matter how loud you push it.

One of the better innovations is the high-mounted digital instrument cluster, sitting just below the windscreen. Not only does this mean the position of the steering wheel does not impede the display, but your eyes can easily glance from the road to check your speed. It’s basically the same concept that Honda introduced on its Civic more than 20 years ago, and it works just as well now as it did then. It also eliminates the need for a head-up display that projects onto the glass.

Also new is the ‘floating’ landscape-style 15-inch infotainment tablet – a departure from Volvo’s typical portrait-oriented touchscreens. There are two shortcut menu bars, with the lower one providing constant access to the car’s dual-zone automatic climate control, while the sidebar menu gives access to different menus.

The lack of physical buttons is always an annoyance, but of the screen-based systems this one works pretty well. The horizontal positioning also makes a lot more sense, allowing the driver to easily access maps and music streaming.

Volvo’s made a big deal out of its integration with Google voice commands, which now includes the ability for the occupants to chat with artificial intelligence. While the standard commands worked well enough, the AI was a bit chatty and naturally didn’t work when the mobile signal was poor.

But there are benefits, like putting questions to it about the area you’re driving through, or answering those questions about life that children tend to ask. Integrating the AI assistant with your Google account could potentially make work tasks more efficient, though we didn’t have the ability to test this in detail.

Rather than traditional, physical keys, our test cars were accessed and started using a digital key loaded onto a smartphone. Tesla and BMW have been offering this for years, too, and though it's a neat idea I do worry about what happens when your mobile runs out of battery.

Volvo has also introduced its 'multi-adaptive' seatbelt systems on the EX60. Essentially, sensors in the seat will match the size and shape of your body to 11 pre-set profiles, with the belt adapting to you, as well as the type and severity of a collision.

In terms of ergonomics, the seating and steering both offer a good amount of adjustment, and the front seats are wonderfully comfortable – made all the more enjoyable following a Ryanair flight a couple of days earlier. Moving the seats is a bit unusual, with a single toggle on the side that changes functions depending on what you need to adjust.

We've no immediate complaints about the back seats, given how big this ‘mid-size’ SUV is now. Storage throughout the cabin is also good, with lots of bins and spaces to hold your knick-knacks, a 58-litre frunk under the bonnet, and 523L of boot space – which includes under-floor storage.

I suspect the under-floor storage bin will end up being particularly useful, and it can be optioned with either a waterproof bag for your scuba gear, or a crab bucket if that’s what you’re into. Really.

Drop the 40/20/40-split rear seatbacks and the boot space increases to 998L under typical measurements.

To see how the Volvo EX60 lines up against the competition, check out our comparison tool

What’s under the bonnet?

The Volvo EX60 P6 RWD Ultra comes with a single electric motor, sending 275kW of power and 480Nm of torque to the rear wheels, fed by an 83kWh (80kWh usable) battery, for 620km of driving range based on the WLTP standard.

Along with a claimed 0-100km/h time of 5.9 seconds, Volvo says the P6 has an average energy consumption figure of 14.7kWh/100km, which is more or less on par with the likes of the Renault Megane E-Tech and the rear-drive Tesla Model Y.

Step up to the all-wheel drive EX60 P10 Ultra, and you gain a second electric motor for combined outputs of 375kW and 710Nm. That drops the claimed 0-100km/h sprint time to 4.6 seconds, while the range increases to 660km thanks to a larger 95kWh battery (91kWh usable), but energy consumption increases to a claimed 15.7kWh/100km.

There is also the P12 – which has yet to be confirmed for the Australian market – which sees power jump to 500kW and 790Nm, dropping the claimed 0-100km time to 3.9 seconds. Its huge 117kWh (112kWh usable) battery stretches the range to an impressive 810km.

While we’re on the technical side, it’s worth mentioning the EX60 features cell-to-body construction, meaning the battery cells are integrated into the vehicle’s body – rather than being a battery slab that’s mounted to the underside of the car.

The benefits of this are a more rigid chassis, supposedly improved impact protection for occupants, and a lower floor height. While it no doubt has its benefits, buyers should consider the fact that you cannot simply swap out the battery pack if something were to ever go wrong.

Volvo also uses a ‘mega-casting’ technique for its rear floor structure, in which a single, sculpted piece of aluminium is cast, rather than welding together approximately 100 pieces of individual metal – streamlining production and lightening the vehicle.

To see how the Volvo EX60 lines up against the competition, check out our comparison tool

How does the Volvo EX60 drive?

Volvo has long been underappreciated for how its vehicles drive.

With some notable exceptions, Volvo cars have never been dynamically exciting, but they have offered a solid, comfortable on-road experience that is not dissimilar to that from Mercedes-Benz.

The latest EX60 continues that lovely, cloud-like ride quality, with one exception – which we’ll get to in a moment.

Firstly, the cabin is wonderfully insulated. Although helped by the smooth roads of Spain, noise remained at a minimum throughout our drives, helping to reduce fatigue and maintain a luxury feel, even at speed. It’s one of the best things about electric cars, in this case helped by the EX60's active noise cancellation tech.

However, electric cars sometimes have big power claims, and while those figures are technically correct, manufacturers will map the torque output of the electric motor or motors. Or to put it simply, you don’t always have access to the vehicle’s full performance, even when you flatten the throttle.

And while there does seem to be a bit of that when accelerating from a standstill, the power delivery is really impressive – even in the P6. It’s particularly impressive when you’re rolling from anything above 40km/h up to freeway speeds, with a nice progressive flow of torque.

I was expecting a more noticeable difference between the P6 and the P10, given there’s more than a second between their 0-100km/h claims. There is definitely a step up in performance, but it’s not night and day. The P10 is plenty quick, though, without feeling like it’s stepping into the realm of a sporty vehicle.

But the benefit of the P10 is in its balance. All-wheel drive means it’s far more neutral and planted in the way it responds to driver inputs. It really felt as if the car was developed with the AWD powertrain as the focus, with the rear-drive layout of the P6 being a bit of an afterthought.

That isn’t to say the P6 is bad in any way, it’s just that the P10 feels more rounded in its handling and on-road manners.

Around corners, the EX60 has loads of grip. We were able to push the P6 to entice oversteer around a tight bend – cancelled out by the computer without any fanfare before there was any danger – but the P10 remained planted at any and all (reasonable) speeds.

The ‘exception’ I referred to earlier relates to the steering. Besides being far too light and offering almost zero communication with the front wheels, the steering itself is far too jittery. This was only exacerbated by the small steering wheel and not helped by the lack of feedback.

All of this translated to somewhat of a flighty driving experience – which is in contrast to the EX60’s relaxed demeanour overall.

Admittedly, after a day of driving along motorways and through the countryside, the sensitive steering did make a bit more sense once we hit Barcelona’s peak-hour traffic.

Selecting the ‘comfort’ driving mode does seem to help soften inputs around the edges a bit. Select the sport mode in the P10, and – helped by the adaptive dampers that firm up – the chassis becomes more responsive, like it’s just downed a shot of espresso.

On tight winding roads, it provides a more direct driving experience, but most of the time we found the comfort mode suited the Swedish SUV better.

Those adaptive dampers on the P10 were particularly good over rough surfaces, though there were no complaints with the P6’s standard suspension.

Overall, we came away impressed with our first interaction with the EX60. We’re hoping Volvo engineers will turn down the steering sensitivity a couple of notches, but there’s a lot to like here.

To see how the Volvo EX60 lines up against the competition, check out our comparison tool

What do you get?

Exact features and specifications have yet to be locked in for the Australian market, but we do know the initial EX60 range will include the P6 and P10 variants.

2027 Volvo EX60 equipment highlights:

• 21-inch alloy wheels
• Electrochromic panoramic roof
• Active aero grille
• Wool-blend upholstery
• Nappa leather (P10 variant)
• FSC-certified wood decor
• Recycled polyester instrument panel
• Power-adjustable ergonomic front seats with lumbar adjustment
• Heated front seats
• Power-reclining rear seats
• Over-the-air software updates
• 11.4-inch digital instrument cluster
• 15.04-inch horizontal OLED infotainment touchscreen
• Google Built-in functionality
• Wireless Apple CarPlay and Android Auto
• 28-speaker Bowers & Wilkins audio system
• Surround-view camera with 3D view
• Wireless smartphone charger
• Active road-noise cancellation
• Three-zone climate control
• USB-C charging ports
• Remote cabin air purifier
• Digital Key Plus via iPhone, Apple Watch or compatible Android phone
• 'Wing grip' door handles
• Electrochromic panoramic roof
• Six ambient interior light themes
• 'Thor’s Hammer' front light signature
• High-definition pixel headlights

To see how the Volvo EX60 lines up against the competition, check out our comparison tool

Is the Volvo EX60 safe?

The Volvo EX60 has yet to be tested by ANCAP or its sister organisation, Euro NCAP.

If safety is important to you, it might be worth waiting for the ratings to be published – but given Volvo's long-running commitment to safety, there is an expectation of it doing well. In fact, we'll be interested to see just how high the score will be, particularly with the new seatbelt systems.

Standard safety equipment includes:

• Airbags
• 'Multi-adaptive' seatbelt systems
• Alcohol lock software
• Autonomous emergency braking
• Adaptive cruise control
• Road-sign recognition
• Blind-spot information system
• Cross-traffic alert with low-speed auto braking
• Emergency stop assist
• Emergency call assist
• Lane-keep assist
• Oncoming lane mitigation
• Run-off road mitigation
• Vulnerable road-user avoidance
• Rear collision warning
• Tyre-pressure monitoring

To see how the Volvo EX60 lines up against the competition, check out our comparison tool

How much does the Volvo EX60 cost to run?

The EX60 is expected to be backed by Volvo Car Australia's five-year, unlimited-kilometre vehicle warranty – with the brand's hybrids and EVs receiving an additional three years of coverage for the battery.

However, Volvo has referred to the EX60 gaining a 10-year battery warranty, although there's no confirmation at this stage of whether that will be extended for local buyers.

Service costs have also yet to be announced for the Australian market.

To see how the Volvo EX60 lines up against the competition, check out our comparison tool

CarExpert’s Take on the Volvo EX60

Our first taste of the Volvo EX60 was certainly a positive experience, overall.

Though we have some minor complaints – most notably with the car’s fidgety steering – the vehicle offers a high level of luxury, and should be considered a serious competitor to the likes of the Germans. In some ways, it’s superior.

Volvo has become a master of interior design and execution, and the EX60 is a perfect example of the brand’s capabilities. The overall fit and finish is top-notch, and combines with superb materials and genuine consideration about how the driver and their passengers interact with the vehicle.

While our preference would be for the wool interior of the P6, the powertrain of the P10 was easily the pick between the two. The balance and grip were superb, with a healthy level of performance also available.

Thanks to its near-silent cabin, the EX60 could be the perfect solution for those who need to commute into the city in heavy traffic, delivering you to your destination in safety and comfort – and potentially with a few emails cleared, thanks to the AI assistant.

We’re looking forward to getting a production version of the 2027 Volvo EX60 into the CarExpert office once the model is launched in Australia, but our first impressions suggest this is a worthy electric counterpart for the popular XC60.

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MORE: Explore the Volvo EX60 showroom

Volvo has confirmed the EX60 P6 RWD Ultra and the P10 AWD Ultra will be offered at launch, however both a high-performance P12 AWD and a new entry-level version are also being considered for this market.

The P12 uses the same dual-motor, all-wheel drive configuration as the P10, but outputs increase from 375kW and 710Nm to 500kW and 790Nm – dropping the 0-100km/h sprint time from 4.6 seconds to just 3.9.

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Furthermore, a spokesperson for the company says the EX60 Cross Country is currently being evaluated.

Featuring higher-riding suspension with adaptive dampers, as well as all-wheel drive and more rugged styling, the Cross Country is pitched more for those who might use their vehicle on rough country roads and muddy environments, like farms, rather than being a dedicated off-roader.

Initially available to overseas markets with the 375kW/710Nm dual-motor powertrain from the EX60 P10, the Cross Country will eventually be available with a more powerful P12 powertrain.

The Volvo Australia spokesperson also said the company was looking at a lower entry-level grade to sit below the already-announced EX60 P6 RWD Ultra.

While unconfirmed, it’s likely to be the P6 RWD Plus, available in the UK and North America as the base variant for the EX60 lineup.

In the UK, the EX60 P6 Plus is £5500 cheaper than the EX60 P6 Ultra – or around A$10,000 less.

However, strategically, Volvo could be looking to position the EX60 P6 Plus between the P6 Ultra, at $86,990 before on-road costs, and the smaller EX40 – priced from $74,990 before on-road costs – suggesting a target price of between $79,000 and $83,000.

MORE: Explore the Volvo EX60 showroom

Prospective buyers haven't been able to place an order for a brand-new Civic Type R since last year, with the most recent batch of cars – secured in February – going straight to customers who had previously placed an expression of interest (EOI). This was also the case when order books were previously opened in August 2025.

However, Honda Australia will welcome at least some new orders when the next allotment of vehicles arrives in a matter of months.

"We do have a batch of vehicles arriving in the second half of this year, and certainly when that is confirmed and we're in a position to, we'll be opening that up to customers to order," confirmed Honda Australia director Robert Thorp.

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"We've been engaging with a number of customers who have expressed interest and or were unsuccessful in previous allocations, and at the moment those buyers are probably at the top of the list to access the next batch."

Still, supply is likely to remain limited – as it has almost always been – heading into 2027 and beyond, especially given Type R sales negatively impact on Honda's emissions equation Down Under.

Under Australia’s New Vehicle Efficiency Standard (NVES), automakers face increasing pressure to reduce fleet-average CO2 emissions, meaning high-emitting performance models like the Civic Type R are harder to justify unless offset by cleaner vehicles elsewhere in the lineup.

In Honda's case, that means more heavy lifting for its higher-volume hybrids including the CR-V, HR-V, and ZR-V SUVs, as well as the upcoming Super One electric city hatch.

"This car is difficult in the current emission regulation standards in Australia," said Mr Thorp.

"We know how good the car is, but economically it is becoming a difficult vehicle for us, and production and supply is sort of reflecting that."

Don't expect it to get any cheaper, either. The most recent batch of vehicles carried a price tag of $85,500 drive-away, a $6500 increase on last year, and a $12,900 hike over the current-generation Type R's 2023 launch price.

While the $85,500 figure could theoretically hold, Honda has confirmed styling updates for the MY27 Civic Type R – possibly linked to a Honda Racing Corporation (HRC) special edition – that will likely push pricing higher yet again.

The upcoming update is likely to be the last for the current FL5 Civic Type R, which has already been discontinued in Europe and the UK.

A move to hybrid power and an automatic transmission with Honda's new S+ Shift technology has been mooted for the next-generation Civic Type R, expected to launch in 2028.

MORE: Explore the Honda Civic showroom

The GT63 and GT55 – the latter producing 600kW and 1800Nm – are the first models to use the company’s AMG.EA 800-volt electric architecture and axial-flux electric motors showcased by the GT XX concept.

The former can do the 0-100km/h sprint in 2.4 seconds, or just 2.1 seconds with a foot of rollout. The GT55 takes 2.8 seconds and 2.5 seconds respectively.

Due to enter production in mid-2026, Mercedes-Benz Australia has confirmed the GT will be sold locally, though arrival timing, pricing and equipment details are yet to be locked in. 

In Australia, the previous GT63 S E Performance was priced from $409,600 before on-road costs in its final guise in 2025, powered by a 620kW twin-turbocharged 4.0-litre V8 plug-in hybrid powertrain.

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The new-generation electric GT 4-Door Coupe takes over while bringing a simulated V8 soundscape – including artificial gearshift sounds – in a bid to win over die-hard petrol enthusiasts. 

The new model measures 5094mm long, 1959mm wide and 1411mm tall, making it 46mm longer, 6mm wider and 42mm lower than its predecessor. 

There are also shorter overhangs, while the EV’s 3040mm wheelbase extends beyond the previous model's 2951mm. Despite the larger dimensions, kerb weight for both GT63 and GT55 variants increases by only 115kg to 2460kg. 

Styling closely follows the GT XX concept, including aerodynamic aids and ‘air panels’ also seen on the SL range, helping deliver a claimed drag coefficient of 0.22. Key design cues include an illuminated front grille and twin ‘power domes’ on the bonnet. 

At the rear are six circular tail-lights inspired by the GT XX concept, along with a large diffuser fed by two-stage underbody Venturi aero aids designed to increase high-speed downforce above 120km/h. 

The package also includes an active rear spoiler which changes angle above 80km/h to alter downforce levels. 

Underneath, the ‘skateboard’ chassis uses multi-link front and rear suspension with semi-active roll stabilisation, forged aluminium components and selected steel parts for added stiffness. 

These are paired with all-wheel drive and rear-wheel steering systems already seen in Australian showroom models such as the latest AMG GT Coupe Pro. 

The electric motors are housed within an aluminium casing, with two motors on the rear axle and one up front – all advanced axial-flux units. 

Mercedes-Benz has been developing axial-flux motor technology for more than a decade in partnership with YASA, with the setup first previewed in the record-setting GT XX concept. 

The three axial motors are designed with a more compact, lighter ‘sandwich’ layout to improve packaging efficiency. 

Mercedes-Benz claims more than 35 world-first manufacturing techniques were required to produce the motors, which will be built at the company’s Berlin plant in Germany. 

The new GT uses individually cooled cylindrical battery cells using a new lithium-ion chemistry designed to maximise packaging efficiency. 

Advanced cooling systems for the batteries, motors and transmission also cool a pair of silicon-carbide inverters. 

Mercedes-AMG claims a WLTP driving range of up to 696km for the GT63 and up to 700km for the GT55, while 600kW DC fast charging can replenish the 106kWh battery from 10 to 80 per cent in around 11 minutes, adding more than 460km of range. 

Combined with regenerative braking, the cooling systems are designed to maintain peak performance for longer periods, with AMG targeting strong “continuous power density” for repeated high-load driving. 

The GT63’s claimed 2.1-second 0-100km/h time is 0.8 seconds quicker than the PHEV model it replaces, while 0-200km/h takes 6.4 seconds. 

Its 300km/h top speed is only available with the optional Driver’s Package and is 16km/h lower than the outgoing PHEV's claimed maximum velocity. 

Inside, seven drive modes are selectable via haptic controls on the AMG Performance steering wheel. Pulling the steering wheel paddles also unlocks a temporary 110kW boost in the GT63 and a 50kW boost in the GT55. 

The cabin features a 10.2-inch digital instrument cluster flowing into a 14.0-inch central touchscreen, while the front passenger also gets a 14.0-inch display, all running the latest MBUX operating system. 

There's also a ‘Predictive Performance Manager’ featuring ‘Endurance’ and ‘Hotlap’ modes which automatically distribute power and energy to optimise racetrack lap times. 

The GT63 cabin includes available race seats trimmed in leather and microfibre, while the rear bucket seats – featuring new ‘foot garages’ to improve passenger space – can optionally be replaced by a three-seat bench. 

A panoramic sunroof and ambient lighting are standard, while a Burmester High End 4D audio system with stainless-steel speaker grilles is optional. 

Mercedes-Benz plans to build several additional models on the AMG.EA platform, including future AMG sports cars with different body styles enabled by flexible battery packaging. 

MORE: Explore the Mercedes-AMG GT showroom

Speaking with CarExpert, Volkswagen Australia head of product Arjun Nidigallu said there are "no plans" to add the 239kW GTI Edition 50 to the local lineup, even as a limited-run special edition.

"There's no plans for getting that to Australia unfortunately, at this stage," Mr Nidigallu said. CarExpert understands that factors such as cost and ADR homologation contributed to the decision.

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The 2026 Volkswagen Golf GTI Edition 50 is the most powerful and track-capable version yet of Germany's iconic hatchback, boasting a 239kW/420Nm 2.0-litre turbocharged four-cylinder petrol engine and an array of chassis upgrades and performance equipment.

Claiming a 0-100km/h time of 5.3 seconds and a de-restricted top speed of 270km/h, the GTI Edition 50 gains 18kW/20Nm over the already potent GTI Clubsport available in overseas markets like Europe and the UK, driving the front wheels via a seven-speed DSG dual-clutch automatic transmission.

The available GTI Performance Package for the Edition 50 drops the ride height by a further 5mm over the standard version – which already rides 15mm lower than a standard GTI – and also adds 19-inch forged alloy wheels shod in 235/35 Bridgestone Potenza semi-slick tyres.

Further, the optional package adds a lightweight R-Performance titanium exhaust system, and stiffer springs for better response and reduced pitching and rolling.

The anniversary special recently set a new lap record at the famed Nürburgring Nordschleife circuit in Germany, with a 7 minute 44.523 second time beating the previous record set by the 2023 Honda Civic Type R (7:44.881).

Prior to the special GTI, Volkswagen's previous record holder around the 'Ring was the 2022 VW Golf R 20 Years, which VW factory test and development driver Benny Leuchter piloted to a 7 minute 47.31 second attempt.

The GTI Edition 50 is priced from £48,075 (A$90,308) in the UK, with the Performance package adding £3675 (A$6903).

The special edition is actually ~£1100 (A$2066) dearer in the UK than the base price of the Golf R, which in Australia starts from $71,990 before on-road costs.

The Edition 50 is the latest in a long line of powered-up GTI anniversary specials, including the Mk7.5 TCR, the Mk7 40 Years, and the Mk6 Edition 35. Even the all-paw Golf R has received a handful of special editions too, including the aforementioned 20 Years.

Australia already missed out on the GTI Edition 45 which was revealed for the 2021-22 Mk8 Golf earlier this decade, though that was more an appearance package for the GTI Clubsport and didn't get any performance or mechanical upgrades like the Mk8.5 GTI Edition 50.

Stay tuned to CarExpert for all the latest, and let us know in the comments if you'd like to see the GTI Edition 50 offered in Australia.

MORE: Volkswagen Golf GTI Edition 50 sets new lap record around the 'RingMORE: Explore the Volkswagen Golf showroom

The Cupra Leon Ve is available to order now, ahead of showroom arrivals and first customer deliveries starting in June.

It’s priced at $62,990 before on-road costs ($66,490 to $69,490 drive-away depending on the state), which makes it $16,000 more expensive than the base 110kW mild-hybrid S hatchback and just $2000 less than the hot 221kW VZx.

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However, it’s only $1300 more expensive than the pre-facelift VZe hatchback, despite a new powertrain bringing more electric range.

It uses a turbocharged 1.5-litre four-cylinder petrol engine with the same 110kW/250Nm outputs as the old 1.4-litre, plus an electric motor that still produces 85kW and 330Nm.

Total system outputs drop from 180kW/400Nm to 150kW and 350Nm, respectively, with the 0-100km/h sprint now taking a claimed 7.7 seconds – a second slower than the old VZe.

While from a performance point of view the Ve takes a backwards step, it has received a huge boost in range.

Packing a larger 20kWh (usable) lithium-ion battery, up from 12.8kWh, electric range has almost doubled from 67km to 123km on the WLTP cycle.

Combined-cycle fuel consumption also drops from 1.8L/100km to 1.4L/100km, while the peak AC charge rate is bumped from 3.6kW to 11kW. The Leon Ve can also be charged using DC power, while Mode 2 and Mode 3 charging cables come standard.

As with the rest of the updated Leon range, there’s a new “shark-nose” front-end design with triangular daytime running lights.

The Ve rides on 18-inch ‘Garbi’ alloy wheels previously seen on the Leon V Tribe Edition.

Inside, there’s a larger 12.9-inch touchscreen infotainment system, with climate control sliders underneath that are now illuminated.

The system continues to feature satellite navigation and wireless Apple CarPlay and Android Auto.

Standard equipment also includes a 10.25-inch digital instrument cluster, wireless phone charger, heated Cupra Supersport steering wheel and tri-zone climate control.

Unlike the VZe it replaces, which came standard with cloth-trimmed seats with manual adjustment, the Ve features Dinamica-appointed sports bucket seats with power adjustment and memory for the driver.

The rollout of the updated Leon range commenced in Australia late in 2025, with the Ve – replacing the old VZe – following mild-hybrid hatchback and PHEV wagon models.

Cupra now offers PHEV powertrains across its entire combustion-powered range, apart from the Ateca mid-size SUV which is being phased out.

The Leon Ve joins the Leon VZe Sportstourer, as well as the Formentor VZe – a facelifted version of which arrived here last month – plus the Terramar VZe launched here last year.

It’s the only one of these with a total system output of 150kW, with the others featuring a more powerful 200kW PHEV powertrain.

Cupra Leon range pricing

Cupra has also confirmed the following drive-away prices for the Leon Ve:

• NSW: $67,990
• QLD: $66,490
• VIC: $67,990
• SA: $67,490
• WA: $69,490
• ACT: $66,990
• TAS: $67,490

MORE: Explore the Cupra Leon showroom

While it wouldn't reveal specific sales numbers, Ford Australia told CarExpert that dealer stock of the current MY26 Ranger Wildtrak Hybrid is now all but exhausted, as the automaker continues to heavily promote its lineup of Ranger Hybrids (as all Ranger PHEVs are now called) after diesel fuel prices skyrocketed to record highs.

This saw diesel priced as high as $3.50/L in some parts of Australia, making it cost as much as $280 to fill the Ranger’s 80-litre fuel tank.

In response, Ford slashed prices of its MY26 Ranger Hybrid lineup – powered by a 2.3-litre turbocharged four-cylinder petrol engine paired with an electric motor and battery – by as much as $10,000.

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The Wildtrak Hybrid's price fell from $79,990 before on-road costs to $70,000 drive-away.

“Our EOFY [End of Financial Year] retail offers, specifically the drive-away pricing offers, did exactly what they were designed to do: provide immediate value to customers and help us prepare for the updated model,” a Ford spokesperson told CarExpert.

Dealers are also running low on the limited-edition Stormtrak Hybrid, though Ford says there is stronger stock availability of the existing plug-in hybrid Sport and XLT grades.

“It was certainly accelerated by the increased fuel prices… there is absolutely a correlation between current fuel prices and the surging interest in the Ranger Hybrid. Australian buyers are doing the maths.”

Hybrid vehicle sales across Australia increased by 27.1 per cent year-on-year in April 2026, while PHEV sales jumped 270.2 per cent, and electric vehicle (EV) sales rose 157.2 per cent.

This helped the Ranger remain atop the sales charts over the first four months of 2026, despite an 8.2 per cent drop compared to 2025 and a 17.8 per cent fall in April compared to March 2026.

While Ford would not reveal specific sales numbers, it’s estimated around 1000 hybrid vehicles contributed to Ranger’s 3661 total last month, accounting for around one quarter of all sales.

“The demand for the Hybrid, particularly in the premium Wildtrak grade, proves that customers want the capability of a Ranger but are actively seeking the efficiency and running-cost relief that our PHEV powertrain provides.”

Ford has already announced an updated MY26.5 Ranger Hybrid dual-cab lineup, which gains a new entry-level Ranger XL Hybrid variant priced from $59,900 drive-away, undercutting the hot-selling BYD Shark 6 PHEV dual-cab.

Due in showrooms in the third quarter of 2026 (July-September), the Ranger Wildtrak Hybrid will return with a new hero colour, Ignite Orange, while retaining its $70,000 drive-away price with no other notable changes for the MY26.5 update.

Ford's Ranger PHEV activity comes as more rivals arrive in the hybrid ute segment, including an expanded Shark 6 lineup that will include the first cab/chassis variant of the Chinese dual-cab.

BYD is also introducing a more powerful Shark 6 Performance, featuring a larger 2.0-litre turbocharged four-cylinder petrol engine and a 3500kg braked towing capacity – matching the Ranger Hybrid – priced from $62,900 before on-road costs.

Newcomer JAC will also soon release the Hunter PHEV dual-cab ute in two model grades, after announcing a starting price of “less than $50,000”.

GWM will add a plug-in hybrid version of its Cannon ute (the larger Cannon Alpha dual-cab is already offered with PHEV power), while Chery Australia will introduce its first ute by the end of this year – a yet-to-be-named dual-cab 4x4 pickup codenamed KP31 and powered by a segment-first diesel plug-in hybrid drivetrain.

MORE: Explore the Ford Ranger showroom

It replaces a recall notice for a similar issue affecting almost 12,000 Deliver 9 vans, issued in November 2024.

“Due to a manufacturing defect, the low-pressure fuel delivery line may not meet specifications. As a result, it may deteriorate, allowing fuel to potentially leak, resulting in loss of motive power whilst driving and, in the presence of an external ignition source, may result in a vehicle fire,” the recall notice said.

“A loss of motive power and/or vehicle fire could increase the risk of injury or death to vehicle occupants, other road users or bystanders, and/or damage to property.”

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• A total of 8643 vehicles are affected, produced between 2019 and 2023• The Vehicle Identification Number (VIN) list is attached here• The original recall notice is attached here

Owners of affected vehicles should contact their local authorised LDV dealer to arrange an appointment to have the vehicle inspected and the fuel line replaced if necessary, free of charge.

Concerned owners can contact LDV on 1800 716 894.

The LDV Deliver 9 and electric eDeliver 9 van were recalled in February 2026 for a separate issue involving the airbag control unit.

In 2021, a recall affecting 623 Deliver 9 vans was issued for a brake pipe issue which could cause a brake fluid leak and potential brake failure.

MORE: Explore the LDV showroom

Speaking with CarExpert at the launch of the new Tiguan and Tayron eHybrid PHEV SUVs, VW Australia's brand director and head of product hinted at the next chapter for halo products.

"It is definitely important for the brand to have a halo product and to have a flagship, as you call it, Touareg is doing an excellent job," said Piergiorgio Minto, brand director for Volkswagen Passenger Vehicles Australia.

"For the future, we are having a look into some products that could substitute the Touareg in this kind of role for the market, so I cannot tell you too much about that, but for what we are discussing now, it looks like that role will be fully taken over by one of these products."

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Mr Minto also suggested the new halo car doesn't necessarily have to be an SUV.

"We need a car that, I don't want to say segment exactly, but a large car that is taking that role [in our lineup]," VW's local passenger vehicles boss said.

Looking elsewhere in the world and setting aside the moribund Touareg, Volkswagen's global passenger vehicle flagship is the electric ID.7 – available as a liftback or a Tourer (wagon) – which is effectively an EV equivalent to the latest Passat which isn't sold in Australia.

Available with 77kWh and 86kWh battery packs, as well as single- and dual-motor electric powertrains, the ID.7 quotes WLTP driving range of over 700km, with 200kW DC charging capability able to replenish 10-80 per cent charge in "about 26 minutes".

In the UK, the ID.7 range kicks off around £51,000 (A$96,153) which, while direct conversion seems astronomical, is only a few thousand quid more than a decked-out Golf R, which in Australia starts from $71,990 plus on-road costs.

Another option could be the return of the aforementioned Passat, which while no longer sold in Australia lives on in Europe and the UK as a lightly restyled twin to the Skoda Superb, which is on sale here.

The Passat is a large flagship wagon – the sedan body style was dropped for the latest generation, except in China – and offers a heavily electrified engine range (though no EV to avoid stepping on the ID.7's tyres).

In the right-hand drive UK market, the flagship drivetrain is the 200kW 1.5 TSI eHybrid familiar from the Tiguan and Tayron, boasting over 120km of combined WLTP EV driving range from its 19.7kWh battery, and a 0-100km/h claim of 7.2 seconds.

Cheaper 110kW mild-hybrid versions are also available in the UK, so it's unclear whether Volkswagen Australia could offer a more Australian-oriented 195kW 2.0 TSI 4Motion AWD variant like Skoda offers in the Superb Sportline.

Further, given slowing sales of larger sedans and wagons in Australia, the Passat seems less likely to return to Australia given Skoda already occupies the dwindling segment.

"We keep an eye on every one of our global factories to see if there are opportunities," said Arjun Nidigallu, head of product for Volkswagen Passenger Vehicles Australia.

"We're looking at... South Africa, where we get our Polos from now, we're looking at South America, and China's just another country on the list that we look at.

"We look at lots of advantages around shipping routes, and all this kind of stuff. So we are weighing those things up at the moment as we speak.

"But, the flagship is important, and it will be filled by another model – but nothing more to share on that just yet," Mr Nidigallu added.

Looking at Volkswagen's South American and South African regional divisions, the Tayron appears to be the largest model produced domestically for those markets – which begs the question, what's coming to sit above that?

China, however, is another world for the Volkswagen brand. The German automaker's joint-venture with SAIC recently revealed the ID. Era 9X, an upper-large six-seat extended-range electric vehicle (EREV) that's longer than the Touareg (5207mm v 4902mm).

Three different powertrain variants have been confirmed for the ID. Era 9X in China, though all versions use a 1.5-litre turbocharged petrol engine from the Volkswagen EA211 modular engine family which, as a range-extender, acts solely as a generator to recharge the battery.

The entry-level version uses a 51.1kWh lithium iron phosphate (LFP) battery pack, delivering a claimed electric driving range of 267km on the CLTC cycle.

A larger 65.2kWh nickel manganese cobalt (NMC) battery increases electric range to 340km, paired with a 220kW electric motor driving the rear wheels. Volkswagen claims fuel consumption of 5.9L/100km for both rear-wheel drive versions.

An all-wheel drive version uses the larger 65.2kWh battery and adds a front-axle motor, delivering a combined output of 380kW, a claimed electric range of 321km and fuel consumption of 6.3L/100km.

It's unclear whether VW is looking to expand its EREV powertrain technologies beyond the confines of the Chinese market, though it has previously confirmed EREVs under the new Scout off-roader brand for the US market, albeit nothing for the Volkswagen Group’s namesake brand.

Bloomberg has reported the Volkswagen brand is considering whether to offer EREVs in the United States and Europe, given the rising popularity of hybrids in those markets over the past 12 months. Given Mr Nidigallu's comments around advantageous shipping routes, that could also put Australia on the map.

In the meantime, the Touareg – which shares its MLB evo architecture with everything from the Audi Q7 and Q8 to the Bentley Bentayga and Lamborghini Urus – has reportedly ceased production in the Volkswagen Bratislava Plant in Slovakia as of the end of March 2026.

VW Australia says it has secured enough supply of final units to see the local market through towards the end of the year, including the Wolfsburg Edition swansong model based on the European market's Final Edition.

Priced from $124,990 plus on-road costs, the Touareg 210TDI Wolfsburg Edition adds unique design and equipment appointments over the R-Line version it replaces, as well as offering usually optional features as standard or cheaper than usual.

All other 2026 Touareg models also pick up special ‘Final Edition’ interior appliques.

MORE: Explore the Volkswagen Touareg showroom

Headlining the changes is a new steering wheel as standard across the pint-size three-door hot hatch range. It features a completely new visual identity – seemingly inspired by the GR GT Prototype – with its diameter reduced from 365mm to 360mm and its hand grip shape redesigned to fit "comfortably in the palms when cornering".

The new steering wheel's controls have been given individual buttons in a motorsport-style arrangement and feature ringed illumination for improved legibility, while the centre pad now sports Gazoo Racing's 'GR' logo instead of Toyota's 'Three Oval' emblem.

That detail is likely linked to Toyota's ambition to evolve Gazoo Racing into a standalone brand globally, rather than continuing to position GR as a performance sub-brand as it is currently.

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Remaining tweaks include retuned electric power steering with "an expanded operating range", while the top-spec GR Yaris GTS is now fitted with high-performance Bridgestone Potenza race tyres as standard for increased cornering grip.

This Australian confirmation follows the global reveal of these updates in March 2026, with the tweaked light hatch due to arrive locally in June 2026.

Toyota Australia vice president of sales, marketing and franchise operations John Pappas said in a press release that these upgrades were more evidence of how the brand's motorsport endeavours influence its GR-branded cars, regardless of how minor the tweaks are.

“When you’re racing, improvements are measured in tenths of seconds and these upgrades to the GR Yaris are designed to deliver the sort of performance enhancements that can make a difference,” he said.

“The learning we gain from motorsport is not just about the cars, it’s also about our people and we were particularly proud to see our own Australian Rally Champion Harry Bates put in a very solid performance at his first ever run in Rally de Portugal in the GR Yaris Rally2."

These updates follow the more major mid-life update applied to the GR Yaris and its larger GR Corolla sibling in early 2025.

Toyota's smallest hot hatch received slight increases in power and torque, a new sub-radiator, an intercooler water sprayer, revised interior and exterior styling and, for the first time, an automatic transmission.

Still available is the optional Aero Performance Pack that was released in late 2025. Exclusive to the GR Yaris GTS, the motorsport-inspired pack adds a front lip spoiler and vents on the bonnet, front guards, and rear guards, plus a manually adjustable roof spoiler, and aerodynamic underfloor components.

There have been no mechanical changes beyond the retuned power steering. The GR Yaris continues to be powered by a 1.6-litre turbocharged three-cylinder petrol engine producing 221kW of power and 400Nm of torque, with drive sent to all four wheels via either a six-speed manual or eight-speed automatic transmission.

Toyota Australia has confirmed there will be no price changes with the GR Yaris update. That means the range will still start at $55,490 before on-road costs for the manual GT, while the GTS starts at $60,490 before on-roads. The GTS can be optioned with the Aero Performance Pack for an extra $4500.

An even more hardcore GR Yaris has also been revealed overseas – the limited-edition Morizo RR – but it won't be made available in Australia.

2026 Toyota GR Yaris pricing:

MORE: Toyota could launch standalone GR dealerships in Australia and abroadMORE: 2026 Toyota GR Yaris GTS Aero Performance Pack launched in AustraliaMORE: Toyota GR GT V8 sports car closer to Australian showroomsMORE: Explore the Toyota Yaris showroom

According to the Herald Sun newspaper, when asked about car making at a News Corp event to promote local industry during Australia Made Week on Monday (May 18) in Melbourne, Victoria , Mr Albanese said there was “no reason why we can’t make [electric] vehicles” in Australia.

Australia has not produced a complete vehicle since Holden closed its local manufacturing operations in late 2017, within weeks of Toyota doing the same, and after Ford ended local production in October 2016.

The end of full vehicle manufacturing not only impacted the automakers that produced them, but also the hundreds of local businesses which formed the supply chain for the final three auto brands making cars here.

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“At the very least, we can make parts and components including batteries here,” said the PM, according to the Herald Sun. “Indeed, there are companies looking at doing just that.”

Australian companies still operating successfully post-Holden include PWR, a world leader in cooling technology whose products are seen in Formula 1 racing.

Other examples include Redarc, which makes vehicle integration systems; ARB, which makes bull-bars and off-road equipment; and Newcastle based suspension brand Lovells.

There’s also Melbourne-based Applied EV, which produces its Blanc Robot ‘skateboards’ for autonomous electric vehicles, however, it has had to look beyond Australia for a partner in Suzuki, which recently overtook Honda as Japan’s second-largest auto brand.

Then there are the recent struggles of Carbon Revolution, which lost hundreds of millions following cancelled contracts to supply its world-leading wheels to automakers, forcing it into receivership in March 2026.

Administrator McGrathNicol blamed Australia’s “high cost of manufacturing” for the wheel maker's woes, a factor also blamed for the demise of local car manufacturing, but Mr Albanese said “new technology” opens the door for Australia to step back into the manufacturing arena.

“We saw a decline of manufacturing in Australia because of differential labour costs. New technology means that labour is less important than transport costs.

“Because technology is ubiquitous, it’s available everywhere,” said Mr Albanese.

“We stepped back, the United States did as well, and we saw manufacturing go largely to China and Asia. That creates a vulnerability, and we need to use the capacity that we have to make more things here.”

The managing director of Australia’s Advanced Manufacturing Growth Centre (AMGC), Dr Jens Goennemann, said the PM is on the right track.

“The bitter truth is that Australia’s car industry declined because our finished vehicles were not globally competitive, and we lacked the scale and depth in local value chains to produce significant automotive sub-components,” he told CarExpert.

“In that context, the Prime Minister is right to focus first on building globally competitive component manufacturers – this is where economies like Australia can succeed.”

Dr Goennemann suggested the approach should “do what successful economies do: back capable yet small companies and help them scale.

“A sustainable automotive industry must be export-focused, technology-led and globally competitive. This combination creates durability, not protectionism or nostalgia.”

Mr Albanese’s comments come days after Ford's Broadmeadows factory, which built the Falcon, Fairlane and Territory among many other models between 1959 and its 2016 closure, was confirmed as the site for a new data centre.

Shadow industry minister Andrew Hastie criticised the Albanese government, pointing to the amount of federal funding for electric vehicles made overseas, and calling for it to be directed to local production instead.

“The Albanese government plans on spending even more taxpayer money than we spent on Aussie car makers subsidising electric vehicles that are made in China,” he said in a speech in March 2026, referring to the Fringe Benefits Tax concessions on EVs, which the government has since announced it will gradually wind back .

“In the current financial year, Treasury estimates $1.35 billion will be spent to subsidise the purchase of electric vehicles… in a single year.

“In contrast, in [the] 2010-11 financial year, total budgetary assistance for our Aussie car industry was $519 million, or $770 million in today’s dollars – just over half as much as EV subsidies cost today.”

Australian manufacturing can succeed, says Bernie Quinn, a former Ford executive who is now the boss of Melbourne-based engineering firm Premcar, which has developed showroom models for brands including Nissan and Mitsubishi.

“We’re doing it through secondary manufacturing at the moment, but this could be expanded to build cars in Australia for Australians,” Mr Quinn told CarExpert in a wide-ranging Expert Insights interview last year.

“We’d have to invest a lot of money. We’d have to build all that capital equipment again and all that infrastructure again.

“It wouldn’t be easy. But is it possible? A hundred per cent, yes. Would it be successful? 110 per cent. With the right attitude and the right amount of commitment it could be very, very successful.”

Australian Made Week runs from May 18 to 24, 2026.

MORE: Australian car manufacturing could and should return, says local CEO

The fleet of 4810 new vehicles is aboard one of BYD’s eight purpose-built, roll-on roll-off (RORO) car-carrying vessels, called the BYD Zhengzhou.

It has left Shanghai, and will arrive in Melbourne on June 2, 2026 before heading on to Sydney and Brisbane.

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BYD says the cargo will be “evenly dispersed” across these three cities, with “essential workers” among the first to take delivery of vehicles on board.

Over 2000 of the 4810 vehicles on the ship are BYD Atto 2 and Sealion 7 electric SUVs, but BYD also notes examples of the Denza B5 off-road SUV and D9 people mover are also on the manifest, while a video of the ship being loaded also shows BYD Atto 1, Sealion 6, Sealion 8, Seal 6 and Shark 6 vehicles.

“BYD is demonstrating that it has the ability to respond quickly to customer needs, and act fast,” said BYD Australia chief operating officer Stephen Collins in a press release.

“BYD’s vertically integrated system allows it to scale production as required, with a fleet of BYD-owned vessels ready to take cars wherever they need to go almost anywhere in the world.”

BYD committed in April to shipping 30,000 vehicles to Australia across May and June in response to record fuel prices driving a sales spike.

“We’ve got pretty significant back-orders, and obviously [expect] April, May and June to be strong – seasonally it’s always strong – so we’re expecting the vast majority of those vehicles will be sold,” said Mr Collins in April.

The company delivered an all-time high number of 7702 vehicles in Australia in April, beating its previous record set just a month earlier of 7217 vehicles.

That drove BYD to become the second best-selling brand in Australia last month, behind only the dominant Toyota (15,185 deliveries).

Year-to-date it’s sitting in fifth place with 25,243 sales, just a few hundred units shy of fourth-placed Ford (25,920).

BYD’s best-selling model so far this year is the Sealion 7 mid-size electric SUV (6248), followed by three plug-in hybrids (PHEVs): the Shark 6 ute (4851), Sealion 8 large SUV (2491) and Sealion 6 medium SUV (2292).

The Atto 2 small electric SUV is sitting in fifth place with 2141 deliveries.

While BYD made headlines in 2025 for widespread stockpiling of vehicles – including in the parking area of a family theme park south of Sydney – the recent sales surge has significantly reduced its inventory levels.

BYD has dramatically expanded its local lineup in the past few months, introducing the Atto 1 and Atto 2 EVs and the Seal 6, Sealion 5 and Sealion 8 PHEVs. It’s also expanding its popular Shark 6 dual-cab lineup.

Separately, BYD has launched its premium Denza brand here, where customer deliveries of the B5 and B8 off-road SUVs and the D9 people mover commenced earlier this year.

MORE: Explore the BYD showroomMORE: Explore the Denza showroom

Designed for an unnamed buyer, the HC25 takes its styling inspiration from the limited-edition F80. While the F8 it’s based on is a riot of curves, the HC25 has a blockier design with flatter sides and sharper detailing.

Instead of the F8’s large lighting units, the HC25 sports a slim, almost rectangular set of headlights flanked by thin vertical driving lights that define the outer edges of the front bumper. A shiny black blade at the leading edge of the bonnet serves as a homage to the F80.

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Along the side there’s a piano-black ribbon that visually separates the front from rear of the vehicle, and also hides the air intake for the mid-mounted engine.

The F8’s afterburner tail-lights have been replaced by a thin strip of LEDs. The yellow calipers and Ferrari logos stand in stark contrast to the silver and black body.

Like other one-off vehicles, the interior is basically a straight lift from the donor car, albeit with unique trim and detailing, including yellow stitching and highlights. In addition to the usual mix of leather and faux suede, fabric has been used extensively on the door panels, foot wells, and the front section of the seats.

While the F80 it’s inspired by has a fancy 882kW V6 hybrid drivetrain, the HC25 uses the standard drivetrain from the F8.

This means behind the passenger cell there’s a 3.9-litre twin-turbo V8 making 530kW and 770Nm, and driving the rear wheels via a seven-speed dual-clutch automated transmission. In the standard F8, the drivetrain is good for a 0-100km/h time of 2.9 seconds, and a top speed of 340km/h.

When the F8 went out of production in 2023 it marked the demise of Ferrari’s last mainstream mid-engine V8 model without electrification.

The brand’s current mid-engined sports car, the 296, has a plug-in hybrid 3.0-litre twin-turbo V6 drivetrain, while the upcoming 849 Testarossa is powered by a plug-in hybrid 4.0-litre twin-turbo V8 setup.

MORE: Explore the Ferrari F8 showroom

Speaking with Australian media in Seoul, Kia global senior vice president Spencer Cho said the Korean brand is currently reassessing its GT product strategy with all powertrain options on the table.

"We are currently reviewing what kind of GT strategy we have to take as the next level, we [are] still working on that and we haven’t finalised it yet – so far we were focusing on the EV models, trying to offer GT models, but we still see opportunities for some ICE [GT] models as well," Mr Cho said.

"So we are looking at all the options, including ICE and EVs and all those powertrain choices because of the wide range of model lines, we cannot offer every model with [a GT variant], so we try to carefully decide which model will be the right product for a GT."

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When asked if a combustion-powered (ICE) or hybridised GT model could be based on the existing K4 small car or the new Seltos SUV, Mr Cho replied: "Possibly."

"In [the] case of our sedan models, [they] might naturally fit the GT nomenclature and function or sportiness standpoint, but we also see opportunities with the SUV as well," Mr Cho said.

"As long as we can provide the capacity and performance, we can consider either way the ICE or EV [models]."

Currently, Kia's high-performance GT branding is only offered on the electric EV3, EV4, EV5, EV6 and EV9 depending on the market, with the combustion-powered Cerato and Stinger GTs (and Australian-market Picanto GT) no more.

The compact K4 and Seltos seem like logical first steps given tightening emissions regulations in Australia and around the world, likely another reason the Korean brand has focused its high-performance efforts on EV models of late.

Further, the Hyundai Motor Group's K3 platform that underpins both the K4 and Seltos also serves as the basis for the Hyundai i30 Sedan (known as the Avante or Elantra in other markets), which as we know already offers a high-performance N version boasting a 206kW/392Nm 2.0-litre turbocharged four-cylinder petrol engine.

Hyundai's N Division also confirmed last year it's working on its first hybrid performance model to join the existing ICE and EV options, further expanding the portfolio of technologies potentially available to Kia given it's a subsidiary of the Hyundai Motor Group.

Mr Cho's mention of SUVs points to potential for a Sportage GT or Sorento GT, though it's unclear what powertrain such a model would use, given the brand's focus on electrification and efficiency.

That said, the 2.5-litre turbocharged four-cylinder hybrid system from the larger Hyundai Palisade could serve as a base for GT versions of both models, given in the larger SUV it already makes a healthy 245kW and 460Nm, with claimed fuel efficiency of 6.8L/100km on the combined ADR cycle.

Hyundai Motor Group has already detailed some of its next-generation hybrid technologies, with the Palisade's 2.5T optimised for both performance and efficiency, while the modular hybrid drive system will also offer the option of e-AWD with a rear traction motor instead of a mechanical transaxle.

Said e-AWD system will also introduce Electrification-Vehicle Motion Control (e-VMC 2.0), which is Hyundai-speak for torque vectoring using the e-AWD system’s front and rear electric motors, optimising traction, mitigating body roll, and minimising vertical movements over bumps – you can see how all this can be applied in a more performance-oriented application.

Moreover, the fact the 2.5T HEV setup has also been earmarked for the Genesis luxury arm in a rear-wheel drive application also opens up the possibility for a rear-driven electrified sports sedan or SUV, beyond the Genesis G70, GV70, G80 and GV80 – though this layout for Kia is perhaps less relevant for Australia.

The only Kia-badged model based on the Hyundai-Kia 'M' platform that also underpins the bulk of the Genesis range is the ageing K9 large sedan, a luxury flagship which still offers the 272kW 3.3-litre twin-turbo V6 that was the heart of the Stinger GT fastback – RIP...

So, it appears Kia has quite a bit to pick from in terms of the building blocks for any upcoming performance models beyond the existing EV portfolio, though definitive plans remain unclear. Any pure combustion or hybridised Kia GT models are likely a number of years away from production, too.

For now, we'll just have to wait and see. In the meantime, at least for Australia, the updated EV6 GT and new EV9 GT have recently arrived Down Under, with the new EV3 GT and EV4 GT high on the priority list for our market.

Which Kia model do you want to see get the GT treatment in Australia? Sound off in the comments below

MORE: Explore the Kia showroom

Speaking with Australian media in Seoul, South Korea, senior vice president for Kia Global, Spencer Cho, said the company is super aware of the segment's current competitiveness, and the new SUV should offer "comparable pricing" to key rivals.

"The overarching theme right now in the auto industry, not only for [the Australian] market but also the rest of the world, is affordability. I think we are very much being cautious to develop the Seltos as a competitive product to deliver comparable pricing [to its rivals]," Mr Cho said.

"This is the entry-level SUV, and considering the customers, their household incomes and purchasing budget, pricing is the key thing. Of course, as a true entry-level SUV, we try to offer the best-in-class capabilities as well, so this is a very delicate dance between capabilities and affordability – but we think the Seltos will deliver the verifying choices for Australian customers."

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Australian pricing and specifications are still to be confirmed, but Mr Cho's comments lead CarExpert to understand base pricing for the hybrid-only SUV range will be aimed directly at the related Hyundai Kona Hybrid (from $36,950 before on-road costs) as well as the hybrid-only Toyota Corolla Cross (from $37,440 before on-roads).

That's a nice pivot from the approach used for the related Niro, which is now discontinued in Australia but was positioned as a much more premium proposition despite also sharing its 'K3' platform with the new Seltos as well as the Kona and the Hyundai i30 Sedan.

When the full range was last officially on sale, the base Niro Hybrid S started from $45,000 plus on-road costs, similar in price to the flagship Kona Hybrid Premium ($45,950) but with specification levels that were worse than the base Hyundai.

That translated to poor sales, too. For the 2025 calendar year, the Niro only returned 454 registrations, down 68.8 per cent on 2024's still below-average result of 1455 units.

By comparison, the Hyundai Kona managed a massive 22,769 registrations throughout 2025 to take out segment leadership, with 10,407 of those (or 45.7 per cent) being hybrid models.

Mr Cho is also confident that supply of the new Seltos should meet market demand, given the first-gen model was subject to lengthy wait times on numerous occasions, particularly for the top-spec GT-Line.

"With all-new Seltos, we see growing demand globally, so that’s why we specifically allocated the Australian product in Korea to produce as many hybrid models [as we can]. So I hope that the Seltos will produce more Australian-bound hybrid models, as many as we can," Mr Cho said.

It's understood the Australian-market Seltos will be produced in the same factory that supplies the European and UK markets, the latter similarly taking a hybrid-only lineup like Australia – and also like Australia, pricing and specifications for the British lineup are yet to be confirmed.

However, unlike Australia, Kia UK continues to sell the Niro Hybrid/EV as well as the similarly sized XCeed mild-hybrid small crossover SUVs, with both recently receiving comprehensive facelifts, so it's unclear how the Seltos will be positioned there relative to its stablemates.

Down Under, the only other small 'SUV' in the Korean brand's lineup is the EV3, which given its more premium price point (currently from $46,990 D/A) should give the Seltos some breathing room at the lower end.

Stay tuned to CarExpert for all the latest on the new-generation Kia Seltos – including the international drive review coming 29 May!

MORE: 2027 Kia Seltos to be hybrid-only in AustraliaMORE: Explore the Kia Seltos showroom

Speaking with Australian media in Seoul, Spencer Cho, senior vice president and head of global business planning sub-division at Kia's global headquarters, said the Korean brand is already working on short- and mid-term "countermeasures" for the dual-cab ute in response to slow sales and customer feedback.

"Clearly we are not satisfied yet. We have a lot of expectations [for the Tasman] and we are still in the starting point, and we still have a lot of time [on our side], so we will carefully monitor the market, the reactions and early disappointment we have in the Australian market – that gave us a lot of good lessons," Mr Cho said.

"Currently we are working on every area in which we can improve the performance of the Tasman, especially in the Australian market. We will provide counter-measures for the coming years, and we will also have other powertrain choices if we can, and also design changes or improvement or any other offerings for new features and content and technologies."

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Pressed further on whether the "other powertrain choices" would include a larger engine or a hybrid powertrain, Mr Cho responded: "All the options are on the table right now."

Beyond design and powertrain updates, Mr Cho added that any additional features and technologies that can be made available to the Tasman are also on the table.

"We are monitoring the customer feedback and market reactions throughout digital media and customer voices. As you know, Kia Australia is getting a lot of feedback from the media and also dealers and actual customers," Mr Cho continued.

"So we are collecting all the feedback from any way of means [and] distributing that information within our company, with the R&D and design [divisions], and the purchasing or even production divisions. We are preparing for the countermeasures which we will make [to improve] the competitiveness of the Tasman."

To the end of April 2026, the Kia Tasman has returned 1658 registrations in Australia year to date across 4x2 and 4x4 variants, with the vast majority of buyers going for the latter. By comparison, the Ford Ranger does more than double that volume in a month.

Kia Australia has resorted to slashing thousands of dollars from the drive-away price of its first dual-cab ute, with the high-end X-Line and X-Pro subject to the largest discounts – .

It's a far cry from the local arm's original 20,000-unit annual sales target, which at this rate won't even be half-met by the Tasman's first birthday in Australia come July. For reference, the Ford Ranger and Toyota HiLux each eclipsed 50,000 units for the 2025 calendar year.

That's despite the Tasman having one of the most varied and complex lineups in Kia's local stable, with five distinct trim levels, availability of 4x2 and 4x4 drivetrains, as well as dual-cab pick-up, dual-cab/chassis and single-cab/chassis body styles.

In January, Kia Australia CEO Damien Meredith said: "We've got a lot of work to do, and we know that it's a great product and it will work within the Australian market."

"We're not making or looking for excuses in regards to its slow start. It's only been on the market for seven months, it hasn't been in market in seven years. Australia asked for this product – so we do have to make it work," Mr Meredith added.

Mr Cho's confirmation of short- and mid-term countermeasures means we could see some of these improvements made within the next year or so – likely around features and price positioning initially – with more significant changes like new powertrain and design updates to be made in the next two or three years.

In overseas markets like South Korea, the only other powertrain option is a 2.5-litre four-cylinder turbo-petrol engine shared with the likes of the Hyundai Santa Fe and Palisade, which isn't on the cards for Australia due to its higher emissions and fuel consumption against the Federal Government's New Vehicle Efficiency Standard (NVES).

In December last year, Kia's local product planning boss Roland Rivero said the brand has also received a lot of requests for a plug-in hybrid (PHEV) version of the Tasman to be fast-tracked, as an alternative to the popular BYD Shark 6 as well as the Ford Ranger PHEV.

Further, we already know that Kia is also working on another ute set to offer hybrid and range-extender electric powertrains, confirmed at the company's investor day last month. Confirmed to feature a ladder-frame chassis for greater off-roading and towing capabilities, the new ute is being developed with a key focus on the North American market – which could mean it's a different vehicle to the Tasman.

Back in 2022 Kia announced it planned to launch two EV utes by 2027 – one for the US, and another a “strategic model” for emerging markets. Images posted online in 2024 showed a Michigan-plated prototype ute being tested in heavy camouflage, with the windscreen rake, side mirrors, wheel-arches, and lights all appearing to be different from the Tasman's.

As for design changes, Kia has previewed a few different potential design updates very early on in the Tasman's life.

The 2025 Seoul motor show saw the debut of the more rugged Tasman Weekender (WKNDR) Concept, which subsequently went viral for its perceived improvements to the production model's design.

Finished in a matte beige exterior paint, the Tasman WKNDR boasted a host of off-road accessories and upgrades, body-coloured horizontal wheel arches, as well as a rear sailplane.

More recently, a pair of Tasman renderings were published on the Kia Special Vehicle website showcasing its range of customisation options for military and commercial applications. Both feature bodies that are recognisably Tasman, but with far more conventional designs for the grille, headlights, fenders, wheel-arch protectors, and doors.

Interestingly, the two renders, though similar, actually sport different designs – most noticeably for the headlight graphics, wheel-arch extensions, and fenders. They also have completely new door designs, both with different rear window treatments compared to the current production model.

Stay tuned to CarExpert for all the latest Kia Tasman news, and let us know your thoughts on this latest development in the comments section below.

MORE: Explore the Kia Tasman showroom

Speaking with Australian media in South Korea, senior vice president at Kia Global, Spencer Cho, said a Tasman-based ladder-frame SUV "could be an option" for the brand but its current lineup is "big enough".

"That might be another option, but at this point we are trying to focus on what we can, and what we can do better," Mr Cho said, "Of course, we can give much more choices to customers, [but] sometimes it does not always work."

"At this time as you know, we have the ICE lineups, and we also have close to a full EV lineup as well. So our model line is big enough, so instead of adding another model line, we [are trying] to focus on the product improvements and also improve our competitiveness with what we have in our hands right now."

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Kia Australia has gone on record in the past saying it would love a rival to the top-selling Ford Everest and Toyota Prado, to complement the Tasman which battles the Ford Ranger and Toyota HiLux.

The Korean brand isn't a stranger to ladder-frame off-road SUVs, having produced the Mohave from 2008-2024, however the large SUV – which offered V6 and V8 engines throughout its history – was only produced in left-hand drive, and therefore not available to Australia.

It's a shame, because in its most recent iteration, the Mohave offered a 3.0-litre turbo-diesel V6 with an eight-speed automatic transmission and four-wheel drive which would have really lined up with the Everest.

Kia's local division has also unsuccessfully campaigned to bring the unibody Telluride to Australia, but it's also built exclusively in left-hand drive unlike the related Hyundai Palisade. The latest 2027 Telluride was revealed by Kia America last November, boasting the Palisade's turbocharged hybrid powertrain and Range Rover-inspired looks.

The new Telluride even offers a more rugged X-Pro variant with a suspension lift to 9.1 inches (231mm), an electronic limited-slip differential (e-LSD), front and rear recovery points, and all-terrain tyres.

Body-on-frame SUVs continue to lead the large SUV segment on the VFACTS sales charts so far this year, with the Ford Everest (7081) and Toyota LandCruiser Prado (6385) outselling more car-like unibody SUVs like the Kia Sorento (1814) and Hyundai Santa Fe (1986).

Kia also remains without an SUV nameplate larger than the Sorento, unlike sister brand Hyundai, which offers the aforementioned Palisade SUV above the Sorento-sized Santa Fe.

Mr Cho's comments come after he labelled the Tasman ute's sales performance "disappointing" both in Australia and other launch markets, explaining that the Korean brand is "not satisfied yet" and is already looking into short- and medium-term "countermeasures" around the ute's design, equipment and powertrain.

"Currently we are working on every area in which we can improve the performance of the Tasman, especially in the Australian market," Mr Cho said.

"We will provide counter-measures for the coming years, and we will also have other powertrain choices if we can, and also design changes or improvement or any other offerings for new features and content and technologies."

Should Kia take on Ford and Toyota in the off-road SUV space? Tell us your thoughts in the comments

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