A stint at a car yard once had me driving everything from bangers to Porsche 911 GT3s, so a “performance” badge always raises an eyebrow before it earns a nod. The GTX, it turns out, is quick, quiet and immensely capable, yet the thing that stuck with me after a week is how sensibly it wears that sporting promise.

In Australia the ID.4 comes in just two flavours: the rear-drive Pro from $59,990 before on-road costs, and this GTX, which lands at $69,990 before on-roads, or from approximately $73,990 drive-away on Volkswagen’s own figures, depending on your state. That puts it squarely among the Subaru Trailseeker, Kia EV5 and Hyundai IONIQ 5, a segment that is no longer short of talent.

EcoCarGuide viedeo review of the ID4 GTX

What does the Volkswagen ID.4 GTX look like?

This is not what I expected a performance Volkswagen to look like. The GTX is remarkably subtle for a flagship, and most of it works: the body has a clean, sporty surfacing, the black contrast roof tapers into a coupe-like line, and those 20-inch alloys fill the arches well. The standout is the rear three-quarter with the full-width light bar lit, comfortably the car’s best angle.

The nose is the sticking point. The familiar Volkswagen face, with its illuminated badge and the light strip running between the headlights, carries the family look nicely, but the lower bumper protrudes outward beneath it in a way that slightly spoils the front. It is a small thing, yet on a car this otherwise resolved it stands out. Our test car wore silver, which suits the restrained styling, although the GTX’s sharper detailing arguably deserves a bolder colour.

What is the Volkswagen ID.4 GTX like inside?

The cabin is the GTX at its best. The sport seats look fantastic, the red contrast stitching carries onto the steering wheel and door cards, and the whole thing feels sturdy and properly screwed together in the way you hope a Volkswagen will. The dashboard is clean and minimalist, built around a floating central touchscreen, with a compact driver display ahead of the wheel.

Two niggles take a little shine off. The gloss-black trim and the touchscreen are smudge magnets, picking up fingerprints almost on contact, and the GTX’s otherwise lovely materials end up looking grubby faster than you would like. It is the kind of finish that photographs beautifully and then needs a microfibre cloth in the door pocket to keep it that way.

Storage

Up front the ID.4 follows the usual MEB-platform layout, with a centre console housing two cup holders, an illuminated storage compartment under a sliding cover and a wireless charging pad. Worth knowing for EV shoppers expecting a “frunk”: there is no usable front boot. Lift the bonnet and you find the 12-volt battery and fluid reservoirs rather than storage, so all your luggage lives in the rear.

Rear seat and boot space

The long 2,773mm wheelbase pays off in the back, where passengers are genuinely comfortable, helped by the flat EV floor and the airy feel of that enormous panoramic roof overhead.

The boot is a healthy 533 litres with the rear seats up, expanding to 1,565 litres folded, with a near-flat load floor for bulkier loads. There are roof rails rated to 75kg, and the GTX is braked-towing rated to 1,800kg, which is strong for an electric SUV.

Technology and connectivity

The ID.4 centres on a 12.9-inch touchscreen paired with a small 5.3-inch driver display and, on the GTX, a standard augmented-reality head-up display that projects navigation arrows onto the road ahead. It runs wireless App-Connect for smartphone mirroring, voice control via the “Hello IDA” assistant, and over-the-air updates.

The touch-sensitive controls take some learning. They are genuinely sensitive, registering the lightest brush and swipe, so the first day involves a few accidental inputs, but once you calibrate how little pressure they want they become pleasant to use. The physical buttons on the steering wheel, by contrast, are just fine straight away.

One-Touch Features

• “Play and Pause” pedals: the accelerator wears a play symbol and the brake a pause symbol, a playful EV touch that genuinely raises a smile.
• Augmented-reality head-up display: standard on the GTX, it floats navigation and speed information into your forward view.
• Panoramic glass roof: a vast fixed pane that covers most of the roof and floods the cabin with light.

Engine and drivetrain

The GTX is the only all-wheel-drive ID.4, with a second motor on the front axle joining the rear unit for a combined 250kW and 679Nm. That is enough for a claimed 0 to 100km/h in 5.4 seconds and a 180km/h top speed.

The 79kWh (useable) battery is good for up to 511km WLTP, and it will DC fast-charge at up to around 175kW (Volkswagen’s overseas literature cites up to 185kW for this variant, so confirm with your dealer), which is enough for a 10 to 80 per cent top-up in roughly 26 minutes.

In practice many public fast chargers in Australia still cap at 150kW, so that is the rate you will most often see, and the GTX has the headroom to use everything they offer. Home AC charging runs at up to 11kW.

What’s the Volkswagen ID.4 GTX like to drive?

Planted. If I had to sum up the GTX in a single word, that is the one. The steering is noticeably stiffer and meatier than I expected, which I thoroughly enjoyed, and the car feels a touch heavier than its rivals in a way that actually works for it, lending a stable, glued-down composure.

There is plenty of get-up-and-go when you ask for it, and it stays impressively quiet while it gathers pace. Having driven the closely related Subaru Trailseeker just a couple of days later, the contrast stuck with me: the Volkswagen’s steering is firmer and the body more buttoned-down, where the Subaru is the more playful of the two.

The flip side is that it is firm and rigid all the time, even just cruising around town. The body never loosens up, and while that suits the sporting brief, it points to the GTX’s real character.

This is a hyper-competent, German-efficient machine that gets you from A to B beautifully, but it is not what I would call a fun car. It is precise and polished rather than playful, and for all that I admired it, it never quite put a smile on my face. For some buyers that calm, unflappable competence will be exactly the point.

Is the Volkswagen ID.4 GTX safe?

The ID.4 carries a five-star ANCAP rating, though it is worth noting the rating dates back to 2021 and applies across the range. It scored strongly for adult occupant protection (93 per cent), with a long list of standard assistance systems. Refreshingly, none of them nagged or intervened over-eagerly during the week.

• Travel Assist with adaptive cruise control and lane guidance (standard on GTX)
• Front Assist autonomous emergency braking with pedestrian and cyclist detection
• Side Assist blind-spot monitoring, rear traffic alert and exit warning
• A centre airbag between the front seats, plus Emergency Assist and a driver-attention monitor

How much does the Volkswagen ID.4 GTX cost?

The GTX is the dearer of the two Australian ID.4 variants at $69,990 before on-road costs. Volkswagen Australia advertises it from approximately $73,990 drive-away, so budget a little more depending on your state and on-road costs.

The rear-drive ID.4 Pro undercuts it at $59,990 before on-roads, which is worth keeping in mind, because the Pro covers more WLTP range and most of the same equipment for meaningfully less money.

For your money the GTX is generously kitted. Standard gear includes 20-inch “Ystad” alloy wheels, a panoramic glass roof, sport seats with red contrast stitching, an augmented-reality head-up display, Travel Assist, adaptive cruise control, a 12.9-inch central touchscreen, matrix LED headlights and adaptive chassis control.

In other words, you are not paying GTX money for a stripped-out base car, you are paying it for the dual-motor drivetrain and the sporting trimmings.

How much does the Volkswagen ID.4 GTX cost to run?

Volkswagen Australia covers the ID.4 with a 5-year, unlimited-kilometre warranty and an 8-year, 160,000km battery warranty guaranteeing at least 70 per cent capacity.

Servicing is a relaxed 24 months or 30,000km between visits, and a prepaid EV Care Plan starts at $1,875 for six years. Roadside assistance is included and renews for up to 24 months each time you service with Volkswagen. For an EV at this price, that is a competitive, low-fuss ownership package.

On energy, Volkswagen does not publish a consumption figure for the GTX specifically, and I did not log a precise kWh/100km, but real-world range felt genuinely strong. I simply did not find myself reaching for a charger as often as I do in some rivals, and the trip computer’s range readout tracked the 511km claim closely (193km remaining at 36 per cent charge points to about 535km indicated on a full battery).

Working on a realistic real-world figure of roughly 18kWh/100km for a car of this size, charging at home at about $0.33/kWh costs around $6 per 100km, dropping under $1.50 per 100km on a cheap overnight EV plan. Lean on premium public DC charging at around $0.75/kWh and that climbs past $13 per 100km, so a full charge ranges from roughly $6 at home overnight to nearly $60 on the road. The case for a home charger writes itself.

Running Costs

Final thoughts

The ID.4 GTX is a genuinely good car that left me oddly unsure who it is for. It is quick, quiet, planted, comfortable and beautifully built, and it does almost everything you ask of a $74,000 electric SUV without fuss. What it does not do is stir you. It feels less like Volkswagen chasing new buyers and more like the brand looking after its own faithful, the buyer who is doing well, wants a sporty-looking SUV EV with a badge they trust, and values polish over playfulness.

If that is you, the GTX will be a quietly excellent companion. If you want your performance EV to actually entertain, the smile-per-dollar is better found elsewhere.

How does the Volkswagen ID.4 GTX compare?

I drove the GTX a couple of days before the Subaru Trailseeker, its most direct rival, and the Kia EV5 is the other obvious cross-shop. The Volkswagen counters with the most planted, polished drive of the group and strong build quality, but the Subaru is the more powerful and more playful car for less money, while the Kia undercuts both on price. The GTX’s case rests on its badge, its cabin quality and that composed, unflappable feel.

Volkswagen ID.4 GTX — Frequently Asked Questions

How far does the Volkswagen ID.4 GTX go on a charge?
Volkswagen Australia quotes up to 511km of WLTP range from the GTX’s 79kWh (useable) battery. On test the trip computer showed 193km remaining at 36 per cent charge, which extrapolates to roughly 535km indicated on a full battery, so the 511km claim looks realistic in mixed driving.

How much does the Volkswagen ID.4 GTX cost in Australia?
The ID.4 GTX is priced at $69,990 before on-road costs, or from approximately $73,990 drive-away according to Volkswagen Australia, depending on your state and on-road costs.

Is the Volkswagen ID.4 GTX fast?
Yes. The GTX is the dual-motor, all-wheel-drive flagship of the ID.4 range, with 250kW and a claimed 0 to 100km/h time of 5.4 seconds. It feels brisk and quiet rather than dramatic, with a planted, firmly sprung character.

What rivals should I cross-shop against the ID.4 GTX?
The obvious cross-shops are the Subaru Trailseeker, the Kia EV5 and the Hyundai IONIQ 5. The Volkswagen counters with German build quality and a planted, polished drive, but the Subaru is more powerful and more playful for less money.

Volkswagen ID.4 GTX Details 

For the latest pricing and to book a test drive, visit the official Volkswagen Australia site.

Volkswagen ID.4 GTX — Buyers could also look at:

• Subaru Trailseeker AWD 2026 Review
• Kia EV5 Standard Range 2025 Review
• Hyundai IONIQ 5 2026 Review

The post 2026 Volkswagen ID.4 GTX Review appeared first on Your Source for EV News & Reviews.

A few hard runs up and down the east coast out of Sydney tell you quickly whether a car is a relaxed long-hauler or a chore, and this one had me reaching for the keys.

It lands in the busy mid-to-large electric SUV class, up against the Kia EV5, the Tesla Model Y and Toyota’s own bZ4X, with which it quietly shares some DNA. Where that segment long ago decided every electric SUV should be a tall, upright crossover, the Trailseeker goes the other way. It is long, low and wide, a proper wagon, and it’s all the better for it. At $63,990 before on-road costs, or about $69,000 drive-away depending on your state, it undercuts the performance it delivers by a comfortable margin.

Subaru Trailseeker Video review

What does the 2026 Subaru Trailseeker look like?

The best angle is the side. In a market awash with identical upright crossovers, a long, low electric wagon genuinely stops you, simply because you barely see the shape anymore. The sculpted bonnet, the raked roofline and the near full-width rear light bar give it a presence that reads as expensive, and the wide track makes it look planted before it has turned a wheel. Subaru offers it in six colours, and to my eye it looks best in Crystal White Pearl or one of the blues. The base AWD rides on 18-inch alloys rather than the Touring’s 20s, and they suit it fine. I drove both at the launch and barely felt the difference, so there is no need to covet the bigger wheels.

What is the 2026 Subaru Trailseeker like inside?

The cabin is the part that quietly justifies the price. It’s modern and calm, with a 14-inch touchscreen, a 7-inch digital driver’s display and a refreshingly clutter-free layout, and crucially Subaru has kept physical controls for the things you actually use, like climate, volume and the drive modes. The materials feel a clear notch above the money. I will admit the high-set driver’s display and the squared-off steering wheel put me off on day one, but they clicked within a week. The flat top of the wheel and the raised display mean you glance down a fraction from the road rather than peering through the rim at the speedo, the way you do in so many cars, and the flat bottom makes it far easier for a taller driver to fold in without knocking the wheel on the way past.

Storage

Up front there is a deep centre console box, a pair of cup holders, big door bins with bottle holders and, the detail I ended up loving most, dual wireless chargers that physically grip the phone. It sounds like a gimmick until you take a roundabout with enthusiasm and your phone has not catapulted into the footwell. Two USB-C ports up front keep the rest of the family powered.

Rear seat and boot space

The flat-floor EV platform pays off in the back. There is no transmission tunnel, so the centre seat gets a proper footwell, and the rear is genuinely adult-friendly for the class. Rear passengers get their own vents, two more USB-C ports and heated outboard seats, which is generous on the base car. The boot is a usable, level 609 litres with the seats up, and folding the 60/40 split rear bench opens up a long, near-flat load bay. Subaru has not published a seats-down figure, but I loaded the Trailseeker up over the week and never once found it wanting.

Technology and connectivity

The 14-inch screen runs wireless Apple CarPlay and Android Auto, sat-nav, DAB+ digital radio and Bluetooth, and it is quick and bright enough in daylight. The 7-inch instrument display ahead of the driver keeps the speed, range and drive mode clean and fast to read. A digital rear-view mirror swaps the reflection for a camera feed, so a full boot or a head in the back never blocks the view rearward. The base AWD gets a six-speaker system rather than the Touring’s Harman Kardon setup, which is the one obvious place Subaru reminds you which variant you are in. My honest niggles all live in here too. The reverse beep is relentless, you cannot dig into vehicle settings while CarPlay or Android Auto is mirroring, and the audio tuning is buried deeper in the menus than it should be.

One-Touch Features

• Grip Control crawl: an X-Mode trick that holds a steady 2 to 10km/h over rough ground, so you steer and it manages the rest.
• Hands-free power tailgate: a kick under the bumper opens the boot when both arms are full.
• Magnetic wireless chargers: two pads that actually hold the phone in place through a corner.

Engine and drivetrain

Under the skin sit two permanent-magnet synchronous motors, one on each axle, making 167kW apiece for a combined 280kW. That is the headline: more power than a WRX, in a family wagon. The 74.7kWh CATL battery is mounted low in the e-Subaru Global Platform floor, and it feeds Subaru’s Symmetrical All-Wheel Drive, here in dual-motor electric form with a predictive torque system working away in the background. Charging is handled over CCS2 at up to 150kW DC, which takes the battery from 10 to 80 per cent in about 30 minutes, a figure that held up accurately the couple of times I fast-charged it. AC charging runs at 7kW on single-phase or 22kW on three-phase. One opportunistic top-up summed up EV ownership nicely: I plugged in at the shops, did half an hour of groceries, and came back to a healthy charge, 52.57kWh for $39.42 on a premium public rate.

What’s the 2026 Subaru Trailseeker like to drive?

This is where it wins you over. You can absolutely feel the 280kW. Slot it into Power mode and it is properly quick off the line, with a snappy, instant response at low speed that never gets old in traffic. Eco mode softens the throttle noticeably without ever feeling sluggish, and you can sense the car change character between the two. What surprised me most was the body control. We took these to a racetrack at the launch, and a tall two-tonne wagon has no business cornering this flat, yet there was no roll worth mentioning, the low-slung battery doing exactly what physics promises.

The steering is light but informative, so you still feel the road, and the safety systems are present without being naggy, which is rarer than it should be. Off the tarmac it simply cruises over the bumps, and X-Mode with its added Grip Control is genuinely useful rather than a brochure line. On the launch I got a lap alongside Dakar champion Toby Price, who reckoned it put a smile on his face. Having driven it on road and off, I cannot argue. The one flat note is the regen braking. Even on its strongest setting it’s gentler than rivals, so there is no true one-pedal feel. I ended up running it off, where it coasts freely, or on one bar, where it slows just enough to feel like it is in gear.

Safety features

The Trailseeker carries a 5-star ANCAP rating, awarded off testing of the closely related European Subaru. Subaru Safety Sense is standard across the range, and on the road the assistance systems strike a sensible balance, helping without hectoring. Highlights include:

• Pre-Collision System, Dynamic Radar Cruise Control and Lane Tracing Assist.
• Blind Spot Monitor, Rear Cross Traffic Alert and Safe Exit Assist.
• A Panoramic 360 Degree View Monitor, Front View Monitor and front and rear parking sensors.
• A Driver Monitor System for distraction and drowsiness, plus seven airbags including a front centre bag.

Owner benefits

Ownership is where Subaru quietly makes its case. The Trailseeker comes with a 5-year, unlimited-kilometre warranty, an 8-year or 160,000km warranty on the high-voltage battery, and 12 months of roadside assistance. Servicing is the kicker. Visits fall every 12 months or 15,000km, and the five capped-price services over the program total just $984.18, or under $200 a year. For an electric car that is barely more than the cost of keeping the tyres in good nick.

Final thoughts

The Trailseeker is the rare car that refuses to make you choose. It is the fastest Subaru ever sold here, it handles like something far smaller and lighter, it will tackle a dirt road without flinching, and it still swallows a family and their gear with 533km of range and pocket-money servicing. Who is it for?, it’s for the person who enjoys a fun car but is burdened by the practicalities of life. This fills that gap while still putting a smile on your face. Its closest rival is the Kia EV5, and against it the Trailseeker is the driver’s choice. If your only metric is space-per-dollar you might find rivals roomier, and the regen and a couple of interface quirks stop it being perfect, but I would happily own one. That is about the highest praise I hand out.

2026 Subaru Trailseeker AWD — Frequently Asked Questions

How far does the Subaru Trailseeker AWD go on a charge?
The Trailseeker AWD is rated at up to 533km on the WLTP cycle from its 74.7kWh battery. In the real world I saw closer to 300km-plus when I leaned on it, with energy use ranging from about 18.4kWh/100km around town to 24.5kWh/100km at highway speeds. Counter-intuitively, the cheaper AWD out-ranges the dearer Touring, which drops to 488km on its larger 20-inch wheels.

How much does the Subaru Trailseeker cost in Australia?
The Trailseeker AWD starts at $63,990 before on-road costs, or roughly $69,000 drive-away depending on your state. The flagship Trailseeker AWD Touring is $69,990 before on-roads. Premium paint adds $660, and Subaru cut the launch pricing in May 2026, so it is sharper now than it first arrived.

Is the Subaru Trailseeker worth buying?
If you want the driver’s pick of the mid-to-large electric SUV class, yes. It is the fastest Subaru ever sold here, it stays flat and composed for a two-tonne wagon, it has a genuine off-road mode and 211mm of clearance, and it looks and feels like a $70,000 to $80,000 car for $63,990. The regen braking is mild and a few interface quirks grate, but none of it’s a dealbreaker.

What should I cross-shop against the Subaru Trailseeker?
The closest rival is the Kia EV5, with the Tesla Model Y, Toyota bZ4X Touring and Kia EV6 also in the mix, plus the petrol Subaru Outback for the brand faithful. The Trailseeker is the more driver-focused choice of that group.

For the latest pricing and to book a test drive, visit Subaru Australia.

2026 Subaru Trailseeker AWD — Buyers could also look at:

• Kia EV5 Standard Range 2025 Review
• Hyundai IONIQ 5 2026 Review
• Nissan Ariya 2025 Review
• Xpeng G6 Long Range 2025 Review

The post Subaru Trailseeker 2026 Review appeared first on Your Source for EV News & Reviews.

The 2026 Alfa Romeo Junior Ibrida has arrived to shake up a segment drowning in look-alike, feel-alike appliances.

The Junior is Alfa Romeo’s most audacious gamble in years. On paper, it sits on a shared Stellantis platform underneath the Peugeot 2008 and Jeep Avenger. In reality, it drives, looks, and feels like nothing else in the segment. Arriving at an indicative drive-away price of around $51,000 – $54,000 depending on state, it isn’t bargain territory for a light SUV. But you’re not paying for sheet metal — you’re paying for a dose of Italian soul that the other brands simply cannot replicate.

What does the 2026 Alfa Romeo Junior Ibrida look like?

Indeed, the Junior is proof that good design transcends platform-sharing. At 4170mm long and 1780mm wide, it is genuinely compact — a full 360mm shorter than the Alfa Romeo Tonale — yet it wears its size confidently, with taut flanks, a bold Scudetto Leggenda shield grille, and sharp LED lighting that signals intent before you even turn the key.

Moreover, the exterior repays close attention. The glossy black body kit, the twin exhaust outlets (Ibrida only), the side-mounted number plate that pays homage to classic Alfa GT coupes, and the 18-inch Petali diamond-cut alloy wheels all earn lingering looks. Six exterior colours — all named after districts of Milan, a cheeky nod to the car’s short-lived “Milano” naming saga — include White Sempione, Black Tortona, Red Brera, Blue Navigli, Arese Steel, and Galleria Light Grey. Each one suits the Junior’s purposeful stance beautifully.

What is the 2026 Alfa Romeo Junior Ibrida like inside?

Step inside, and the Junior’s Italian character doesn’t let up. The cabin carries a cockpit quality — the high centre console, the angled 10.25-inch infotainment screen tilted toward the driver, and the leather-wrapped steering wheel that is thin-rimmed and perfectly shaped. The Spiga interior trim in black cloth and leatherette with red contrast stitching injects warmth into what could otherwise feel like a cave. Aluminium pedals and door sills, soft-touch surfaces on the dash and upper doors, and ambient lighting all contribute to an atmosphere that is genuinely premium — well above what you find in the Mazda CX-3 or Toyota Yaris Cross.

Additionally, the 10.25-inch digital instrument cluster renders crisp, twin-dial graphics in classic Alfa style. The matching central infotainment screen responds quickly, and its menu structure is logically arranged with wireless Apple CarPlay and Android Auto standard. A wireless charging pad is also included — a thoughtful touch for a car aimed at urban commuters.

Storage

The Junior Ibrida doesn’t pretend to be a people-mover. Front occupants enjoy a commanding, cocooned driving position with excellent seat support, while storage for daily essentials — a large central bin, door pockets, and a handy shelf beneath the infotainment screen — is well considered. There is no traditional glovebox; instead, a compact but useful storage compartment sits ahead of the passenger seat.

However, there is no frunk (front boot), which is expected given the front-wheel-drive, north-south powertrain layout. What you do get is a 415-litre boot — genuinely impressive for this class, beating the Lexus LBX (402L) and Audi Q2 (405L). The boot floor is flat and high, accepting three to four small suitcases side-by-side with ease. The hands-free powered tailgate with foot-sensor activation is a practical real-world feature and comes standard.

Rear seat and boot space

Despite its many strengths, this is the Junior’s most significant real-world compromise. The rear seat is best described as a 2+1 in practice — two adults sit comfortably, but three abreast is a squeeze. Headroom suits occupants up to around 180cm, though the sloping roofline clips taller passengers. Legroom is tight but liveable for short to medium trips. There is a rear USB port for charging devices, and a 60:40-split folding rear seat expands cargo capacity meaningfully when required.

Furthermore, with rear seats folded the boot grows to approximately 1250 litres — a practical, flat loading area suitable for flat-pack furniture, a weekend away, or a large dog crate. Folding the seats is straightforward and doesn’t require a PhD in engineering, which regular users will genuinely appreciate.

Technology and connectivity

The Junior’s cabin tech impresses from the moment the car wakes up. The 10.25-inch touchscreen sits at a natural eyeline angle and runs an intuitive menu system that takes no more than a few minutes to master. Wireless Apple CarPlay and Android Auto connect reliably, and the wireless charging pad keeps phones topped up without fuss.

In addition, the digital cockpit pairs with a suite of connected services including live traffic satellite navigation, SOS emergency calling, and remote access via the Alfa Romeo smartphone companion app, with the first 12 months complimentary. The DNA drive mode selector — Dynamic, Natural, and Advanced Efficiency — is a genuine differentiator, adjusting throttle response, steering weight, and hybrid energy management to suit your mood or conditions.

What sets the Alfa experience apart is how cohesive it all feels — less like a tech demo, more like a car Alfa Romeo has tuned from the inside out to feel a particular way. Even the ADAS warning chimes reportedly sound softer and more melodic than the shrill alerts found in class rivals; a small but telling detail about how deeply Alfa has considered the ownership experience.

One-Touch Features

• DNA Drive Modes: Dynamic sharpens throttle response and steering feel; Natural is the everyday sweet spot; Advanced Efficiency maximises the mild-hybrid system’s fuel-saving capability in city traffic.
• Hands-Free Tailgate: A foot-sensor under the rear bumper opens the 415-litre boot automatically while your hands are full — standard on all Australian-spec Juniors.
• Remote App Connectivity: Lock, unlock, check vehicle status, and view fuel level from your smartphone via the Alfa Romeo connected services app, with 12 months complimentary.

Engine and drivetrain

Under the bonnet, the Alfa Romeo Junior Ibrida pairs a 1.2-litre turbocharged three-cylinder petrol engine with a 21kW electric motor integrated into the six-speed dual-clutch automatic transmission, fed by a 0.9kWh 48-volt lithium-ion battery pack. Combined system output reaches 107kW and 230Nm to the front wheels. Several Peugeot and Citroën products share this fundamental powertrain, but the Junior deploys it with characteristic Alfa verve.

In practice, the claimed fuel consumption of 4.1L/100km on the NEDC cycle translates to mid-fives to low sixes in real-world driving — impressive for a non-plug-in hybrid. A 44-litre tank requires 95 RON premium unleaded. The 0–100km/h sprint takes a claimed 8.9 seconds, and the Junior tops out at 206km/h — honest, workmanlike figures that feel more engaging behind the wheel, thanks to the chassis tuning.

What’s the 2026 Alfa Romeo Junior Ibrida like to drive?

This is where the Junior transcends its platform-shared DNA. The steering carries genuine weight and precision, communicating road texture in a way that the Jeep Avenger and Peugeot 2008 siblings simply do not. The chassis feels alert and willing, encouraging corner entry with confidence. As a result, Alfa Romeo has engineered something that punches well above its cubic capacity — a light SUV that genuinely rewards enthusiastic driving.

At highway speeds, the Junior settles into an easy, refined cruise and suppresses wind and road noise well for the class. In urban environments, the mild-hybrid system deploys its electric motor to smooth low-speed manoeuvres and take-offs, making city driving stress-free. The dual-clutch gearbox occasionally hunts for ratios in slow traffic — a known characteristic of this transmission type — but it largely behaves itself. Selecting Dynamic mode genuinely transforms the experience: throttle response sharpens, the engine holds revs longer, and the Junior becomes a surprisingly lively urban companion.

Safety features

ANCAP and Euro NCAP have not yet tested the Junior Ibrida — a notable caveat for safety-conscious buyers. Nevertheless, the car comes standard with a comprehensive Level 2 ADAS suite:

• Autonomous Emergency Braking (AEB) with pedestrian and cyclist detection
• Blind-Spot Monitoring
• Lane-Keep Assist
• Adaptive Cruise Control
• Traffic Sign Recognition
• Front, Side and Rear Parking Sensors
• Reversing Camera with stitched surround-view display
• Driver Attention Monitoring
• Six Airbags

Owner benefits

On the ownership side, Alfa Romeo offers a solid 5-year, unlimited-kilometre warranty alongside 5 years of complimentary roadside assistance — the latter extendable by 12 months at each authorised dealer service visit throughout the vehicle’s life. That roadside coverage is a genuine differentiator against several rivals.

Alfa Romeo schedules servicing every 12 months or 15,000km, whichever comes first — more frequent than some Japanese rivals — and service costs exceed the class average, with a five-year package totalling approximately $3,106. Buyers should factor this into the total cost of ownership calculation. Alfa Romeo does not formally offer a factory capped-price servicing programme, though its online calculator provides cost estimates in advance.

Final thoughts

Ultimately, the 2026 Alfa Romeo Junior Ibrida is a car that defies expectations at every turn. On paper, a Stellantis-platform mild hybrid with a three-cylinder engine and tight rear seat should be nothing special. In reality, it is the most characterful, design-led, and genuinely engaging light SUV you can buy in Australia for under $55,000 drive-away. For more context, see our guide to the best hybrid SUVs in Australia.

Admittedly, it won’t suit every buyer. Families with three rear passengers will find it snug, servicing costs are real, and the absence of an ANCAP rating leaves a question mark for those who prioritise five-star safety credentials above all else. However, for the urban professional who wants a car that sparks joy, turns heads at the café, and makes a weekday commute feel like it means something — the Junior Ibrida is Alfa Romeo’s most important car in a decade. And it just might be the revival the brand has been waiting for.

2026 Alfa Romeo Junior Ibrida Specifications

The post Alfa Romeo Junior Ibrida 2026 Review appeared first on Your Source for EV News & Reviews.

Physically, the Q6 e-tron sits in the “Goldilocks” zone—roughly the size of the popular Q5 but with significantly more interior room. It arrives with a premium proposition: a price tag starting around $122,500 for this quattro model. In my experience, this isn’t just another electric SUV; it is the car that finally brings the “traditional” luxury Audi feel into the modern 800-volt electric era.

What does the Audi Q6 e-tron 2025 look like?

The Q6 e-tron doesn’t shout “I’m an EV” with weird proportions. Instead, it refines the classic SUV shape with the new “Premium Platform Electric“ (PPE) architecture shared with Porsche. At 4771mm long, it features short overhangs and powerful “Quattro blisters”—subtle muscular bulges over the wheels that hint at its power.

The highlight is the active digital light signature. You can actually customise the pattern of the Matrix LED headlights and OLED taillights via the infotainment screen. It’s a party trick, sure, but it looks incredibly premium at night.

What is the Audi Q6 e-tron 2025 like inside?

Audi calls this interior the “Digital Stage,” and for once, the marketing hype is accurate. The dashboard is a curved, panoramic sculpture that wraps around the driver. The materials are top-tier—Audi creates arguably the best interiors in the business—with a “Softwrap” element running from the doors across the console, using sustainable fabrics that feel warm and expensive.

The seats are supportive and, in this quattro trim, often come with heating and high-quality leather appointments. It feels solid, quiet, and built to last a lifetime.

Storage

Practicality hasn’t been sacrificed for style. The centre console features a dedicated phone charging tray that is cooled. To prevent your phone from overheating while charging wirelessly. A brilliant touch and deep cupholders.

Crucially, under the bonnet lies a 64-litre “frunk”. It is specifically moulded to hold charging cables or a small duffel bag. This is a massive win over rivals like the BMW iX3 or Mercedes EQC which offer no front storage.

Rear seat and boot space

The rear cabin benefits from the flat floor of the electric platform. Legroom is generous for adults, and the headroom is excellent even with the panoramic sunroof.

The boot offers a very usable 526 litres, which is square and easy to load. The rear seats fold in a flexible 40:20:40 split, expanding the cargo area to 1529 litres. It’s a genuinely practical family hauler that can swallow holiday luggage with ease.

Technology and connectivity

The technology here is a quantum leap forward. Visually, the cabin is dominated by the MMI panoramic display, merging an 11.9-inch virtual cockpit with a 14.5-inch central touchscreen. Functionally, it runs on Android Automotive OS, meaning Google Maps and Spotify are built-in natively.

Complementing the driver’s tech is an optional 10.9-inch screen exclusively for the front passenger. Consequently, your co-pilot can watch movies or assist with navigation without distracting you, as the screen has a privacy filter that makes it invisible from the driver’s seat. Indeed, it turns the passenger seat into a first-class experience.

Beyond the screens, the Q6 e-tron features an advanced Augmented Reality (AR) Head-Up Display. Evidenced by navigation arrows that appear to “float” on the road 200 metres ahead of you, guiding you through roundabouts intuitively. Finally, the “Hey Audi” voice assistant is now powered by AI, making it actually useful for controlling climate and media.

One-Touch Features:

• Active Privacy Mode: The passenger screen automatically dims if the driver tries to look at it while moving.
• Self-Learning Assistant: The car learns your routine, such as automatically turning on seat heating when the outside temp drops below 10°C.
• e-tron Route Planner: Automatically calculates charging stops and pre-heats the battery for max speed before you arrive.

Engine and drivetrain

The Q6 e-tron quattro is powered by a dual-motor setup delivering a combined 285 kW of power and 855 Nm of torque. While the 0-100 km/h time of 5.9 seconds isn’t “Tesla Plaid” fast, it is effortless, surging forward with a smooth, relentless shove that makes overtaking safe and easy.

The star of the show is the battery. It’s a 100 kWh (94.9 kWh net) unit built on 800-volt architecture. This allows for a max DC charge rate of 270 kW. In the real world, this means you can charge from 10% to 80% in just 21 minutes. It future-proofs you for the next generation of ultra-fast highway chargers.

What’s the Audi Q6 e-tron 202 like to drive?

If you are coming from a petrol Audi Q5, you will feel instantly at home. Audi has resisted the urge to make this feel like a spaceship; instead, it feels like a very polished, very quiet luxury car.

The ride quality is superb, especially if you opt for the adaptive air suspension. It floats over Australian country roads but tightens up when you want to drive enthusiastically. The steering is precise and well-weighted. It doesn’t have the frantic energy of a Model Y Performance; it has a composed, confident maturity that makes long drives a pleasure, not a chore.

Safety features

The Q6 e-tron is built to the highest safety standards. It includes a comprehensive ADAS suite:

• Adaptive Cruise Assist Plus (combines adaptive cruise with lane guidance)
• Turn Assist (prevents turning across oncoming traffic)
• Exit Warning System (alerts you to cyclists before opening doors)
• 360-degree cameras with 3D view
• Driver distraction and fatigue monitoring

Owner benefits

Audi Australia backs the Q6 e-tron with a 5-year, unlimited-kilometre warranty and covers the high-voltage battery for 8 years or 160,000 km.

Service intervals are every 2 years or 30,000 km, which is generous and reduces running costs significantly compared to combustion Audis. You also typically get a complimentary Chargefox subscription with purchase (check current offers).

Final thoughts

If you have been waiting to switch to electric because you didn’t want to lose the “premium” feel of a traditional luxury brand, the Audi Q6 e-tron is the car you’ve been waiting for.

It doesn’t rely on gimmicks. It relies on solid engineering, incredible charging speed, and a cabin that is genuinely a nice place to spend time. At ~$122k, it is an investment, but it feels like one. It is the sophisticated choice for the buyer who values quality over 0-100 stats.

The post Audi Q6 e-tron 2025 Review appeared first on Your Source for EV News & Reviews.

“This review focuses on the sole-variant GWM Haval H7 Vanta Hybrid 2026. As someone who tests everything from budget commuters to luxury off-roaders, I see a lot of cars trying to blend in. The H7, however, is trying to stand out.This mid-size SUV takes the proven hybrid running gear of the popular Haval H6 and wraps it in a much cooler, rugged package designed to steal sales from the Toyota RAV4 and Hyundai Tucson.

Physically, the H7 is a chunky, squared-off family hauler measuring just over 4.7 metres long. However, it arrives with a highly compelling proposition: a drive-away price of approximately $46,990 fully loaded. In my experience, this isn’t just a generic family crossover; it is a stylish, feature-packed alternative for buyers who want the ‘tough off-roader’ look without sacrificing hybrid efficiency or city driving comfort.

What does the GWM Haval H7 Vanta Hybrid look like?

The H7 adopts a brilliant ‘modern retro’ design language. Known in overseas markets as the “Big Dog,” it features a squared-off silhouette, tight overhangs, and prominent black wheel-arch cladding that gives it a seriously purposeful stance. At 4705mm long and 1908mm wide, it has excellent road presence without being too large to park in the city.

The highlight of the exterior is the classic round LED headlights set into a bold, matte black grille. It rides on dark 19-inch alloy wheels that complement the rugged vibe, proving you don’t need a dedicated 4×4 to look ready for the weekend.

What is the GWM Haval H7 like inside?

The interior perfectly balances the rugged exterior with modern family comfort. The dashboard features industrial-chic elements like grab handles and exposed bolt motifs, but the materials are soft to the touch. The front seats are trimmed in premium synthetic leather and, remarkably for this price, are both heated and ventilated.

The cabin feels incredibly airy and bright, largely thanks to the massive panoramic sunroof that comes as standard equipment, flooding the dark-themed interior with natural light.

Storage

Practicality is a strong suit here. The floating centre console offers a huge storage tray underneath, perfect for bags or larger items. The door bins are wide and accommodating for large water bottles.

A uniquely brilliant touch is the cup holders in the centre console. Which feature elastic strap retainers instead of flimsy plastic clips, ensuring your morning coffee is held securely no matter the cup size.

Because this is a hybrid, there is an engine under the bonnet, so you don’t get a ‘frunk’, but the cabin storage more than makes up for it.

Rear seat and boot space

Thanks to its boxy roofline and 2810mm wheelbase, the second row offers superb headroom and legroom. Three adults can sit across the back comfortably, and rear passengers get their own air vents and USB-C ports.

The boot offers a usable 483 litres of space. While it isn’t the absolute largest in the class, the space is perfectly square and highly practical. The rear seats fold flat to expand the cargo area to 1362 litres, making it incredibly easy to slide in bulky camping gear or furniture.

Technology and connectivity

Stepping inside the H7 reveals a highly digitized cabin that punches well above its price tag. Visually, the dashboard is dominated by a crisp 14.6-inch central infotainment touchscreen, paired with a 10.25-inch digital driver display. Functionally, the system is responsive and features seamless integration with Apple CarPlay and Android Auto.

Complementing this main display is an integrated Head-Up Display (HUD) that beams your speed and navigation directly onto the windscreen. Consequently, you rarely need to look away from the road; instead, your vital driving information is always squarely in your line of sight.

Beyond the screens, the car designers packed it with creature comforts usually reserved for luxury European models. They included an 8-speaker sound system, electric memory seats, and a powered tailgate. Finally, they neatly integrated a wireless phone charging pad into the centre console, ensuring your devices are always topped up.

One-Touch Features:

• Powered Tailgate: Open and close the boot with a simple press of a button or the key fob.
• Smart Climate Control: Easily activate the heated and ventilated seats via the main touchscreen interface.
• One-Touch Sunroof: A single press retracts the massive panoramic glass roof and the electric sunblind.

Engine and drivetrain

Unlike a pure EV, the H7 Vanta is a traditional ‘self-charging’ hybrid. It pairs a 1.5-litre turbocharged four-cylinder petrol engine with a potent electric motor. Combined, they push out a hefty 179 kW of power and a massive 530 Nm of torque—figures that blow the equivalent RAV4 Hybrid out of the water.

All this grunt is sent through a Dedicated Hybrid Transmission to the front wheels. Because the battery charges itself via regenerative braking and the petrol engine, you never need to plug it in. The official combined fuel consumption is a very respectable 5.7 L/100km, giving you a theoretical range of nearly 1000km from its 61-litre tank.

What’s the GWM Haval H7 like to drive?

Despite its tough-guy looks, the H7 is incredibly civilized on the road. The suspension does a stellar job of soaking up terrible Australian road surfaces, making it a brilliant and comfortable daily commuter.

Because of the massive 530 Nm of torque, it feels wonderfully punchy off the line as the electric motor does the heavy lifting. The petrol engine chimes in smoothly when you need more power for highway overtaking. While the front wheels can occasionally scramble for grip if you pin the throttle from a standstill, driven normally, it is an effortless, quiet, and refined cruiser.

Safety features

The H7 is heavily equipped with modern active safety technology, though some drivers might find the warning chimes a bit over-eager. The standard suite includes:

• Autonomous Emergency Braking (AEB) with pedestrian and cyclist detection
• Adaptive Cruise Control and Lane Keep Assist
• Blind Spot Monitoring and Rear Cross Traffic Alert
• A high-resolution 360-degree camera system (excellent for tight parking)
• Driver Attention Detection and Traffic Sign Recognition

Owner benefits

GWM backs the Haval H7 with one of the best ownership packages in the business: a 7-year, unlimited-kilometre warranty.

You also get 5 years of roadside assistance, provided you service the vehicle within the network. Owners need servicing every 12 months or 15,000 km (after an initial 10,000 km check). And the capped-price servicing scheme keeps running costs entirely predictable and affordable.

Final thoughts

The GWM Haval H7 Vanta Hybrid brings genuine character to a segment usually defined by boring, jellybean-shaped SUVs. It gives you the tough, adventurous styling people love, but pairs it with a highly sensible, comfortable, and efficient hybrid powertrain.

At roughly $46,990 drive-away, it undercuts its major rivals while offering significantly more standard equipment and interior luxury. If you want a family SUV that actually stands out in the school car park, the H7 is a remarkably smart buy.

The post GWM Haval H7 2026 Review appeared first on Your Source for EV News & Reviews.

Physically, the IONIQ 5 plays a brilliant optical illusion. In photos, it looks like a compact 1980s hatchback, but in person, it is a massive, 4.6-metre-long family crossover with a wheelbase longer than a Toyota LandCruiser. Arriving with an indicative drive-away price of around $76,200 for this base trim, it isn’t cheap. However, with the upgraded 84 kWh battery now standard across the range, this is arguably the most complete, head-turning, and ultra-fast-charging family EV on the market.

What does the Hyundai IONIQ 5 2026 look like?

The IONIQ 5 remains one of the most striking cars on the road that looks straight out of a sci-fi movie. At 4655mm long and 1890mm wide, it has a planted, wide stance with incredibly sharp geometric creases running down the sides.

The highlight of the exterior is the retro-inspired “Parametric Pixel” LED lighting at the front and rear, giving it an unmistakable 8-bit digital signature. Crucially for the 2026 model, Hyundai has subtly redesigned the front and rear bumpers for better aerodynamics and finally, mercifully, added a rear windscreen wiper.

What is the Hyundai IONIQ 5 2026 like inside?

The interior is designed around a “Living Space” theme, taking full advantage of the dedicated electric platform’s completely flat floor. The cabin feels immensely airy and open. Eco-friendly materials are used throughout, including recycled PET bottles and plant-based yarns, yet it all feels premium and robust.

The Elite trim features excellent, highly adjustable seats. A brilliant 2026 update is the revised, sportier 3-spoke steering wheel and a reworked centre console that finally brings physical shortcut buttons for your seat heating, ventilation, and parking cameras.

Storage

Because there is no transmission tunnel, the IONIQ 5 features the “Universal Island”—a massive centre console that can slide back and forth, allowing the driver to easily slide across to the passenger side to exit if parked tightly.

Instead of a traditional drop-down glovebox, it features a unique sliding drawer that holds significantly more. Under the clamshell bonnet, the RWD model offers a 57-litre “frunk,” which is just big enough to neatly store your charging cables away from your groceries.

Rear seat and boot space

The IONIQ 5 boasts a gargantuan 3000mm wheelbase, which translates to true limousine-like legroom for rear passengers. The rear seats are electrically adjustable and can slide forward or backward to prioritize either passenger legroom or boot space.

The boot is an expansive and flat 520 litres. While the raked rear window cuts slightly into tall item storage, it is extremely wide. Fold the rear seats down, and you get a cavernous 1580 litres of cargo space.

Technology and connectivity

Stepping inside the 2026 IONIQ 5 introduces you to the latest ‘ccNC’ software architecture. Visually, the dashboard is clean and airy, dominated by dual 12.3-inch displays seamlessly integrated into a single white-bezel panel. Functionally, the new system is blazingly fast and, thankfully, brings wireless Apple CarPlay and Android Auto across the board.

Complementing this digital array is the newly revised steering wheel and the addition of the much-requested physical buttons on the centre console. Consequently, you can keep your eyes on the road; instead of tapping through three touchscreen menus just to turn on your heated seats on a winter morning.

Beyond the screens, the tech is genuinely life-enhancing as it retains its famous V2L (Vehicle-to-Load) capability, turning the car into a massive rolling power bank.

Engine and drivetrain

For 2026, Hyundai streamlined the range and gave every model the big battery. This Elite RWD is powered by an 84 kWh battery feeding a single electric motor on the rear axle. It produces a very healthy 168 kW of power and 350 Nm of torque.

The undisputed trump card of the IONIQ 5 is its 800-volt architecture (a feature usually reserved for Porsche and Audi). This allows it to plug into a 350kW ultra-rapid charger and pull over 230 kW of power, meaning a 10% to 80% charge takes a mind-blowing 18 minutes. The official WLTP range is an excellent 570 kilometres (on 19-inch wheels).

What’s the Hyundai IONIQ 5 2026 like to drive?

The IONIQ 5 is the ultimate cruising machine. Because the heavy battery is mounted low in the floor and the wheelbase is so long, it irons out Australian country roads with a luxurious, planted composure.

With a 0-100 km/h time of roughly 7.5 seconds, the RWD Elite isn’t a sports car, but the instant torque makes it feel effortless and sprightly around town. The steering is light and predictable, and the cabin insulation is superb, making it a phenomenally quiet place to spend a long road trip.

Safety features

The IONIQ 5 carries a 5-star ANCAP safety rating. The 2026 model is packed with Hyundai’s ‘SmartSense’ active safety tech:

• Forward Collision-Avoidance Assist (with Junction Turning/Crossing)
• Blind-Spot View Monitor (projects a live camera feed into the instrument cluster)
• Highway Driving Assist 2 (adaptive cruise with auto lane-changing)
• Rear Cross-Traffic Collision-Avoidance Assist
• Safe Exit Assist (locks the rear doors if a car or cyclist is approaching)

Final thoughts

The 2026 Hyundai IONIQ 5 Elite RWD takes a car that was already a pioneer and polishes it to perfection. By adding the larger 84kWh battery as standard, introducing crucial physical buttons, and adding a rear wiper, Hyundai has eliminated the few excuses you might have had to not buy one.

At around $84,000 drive-away, it commands a premium price, but it backs it up with premium 800V technology, jaw-dropping design, and a lounge-like interior that genuinely makes your daily commute better. If you have the budget, this remains one of the finest electric vehicles on sale today.

The post Hyundai IONIQ 5 2026 Review appeared first on Your Source for EV News & Reviews.

Physically, the Inster is tiny—measuring just 3.82 metres long, making it smaller than a Hyundai Venue. Yet, it arrives with a staggering proposition: a drive-away price starting around $35,990, wrapping unmatched urban practicality in a head-turning audacious design. In my experience, this isn’t just a budget EV, it’s a masterclass in clever packaging that will make you question why you ever thought you needed a larger car for the city commute.

What does the Hyundai Inster 2026 look like?

The Inster embraces a wonderfully charming, boxy “retro-futuristic” design. Built on the platform of the petrol-powered Casper sold overseas, it has a chunky, utilitarian stance with short overhangs that make it incredibly easy to place on the road. At just 1610mm wide, it can slip into parking spaces that would make other SUV drivers weep.

The highlight of the exterior is Hyundai’s signature pixel-graphic LED lighting. It gives the front and rear an unmistakable, high-tech glow at night. It rides on aerodynamically styled 15-inch alloy wheels (on this entry trim) that perfectly suit its quirky personality.

What is the Hyundai Inster 2026 like inside?

The interior is where the true magic happens. It’s almost as if IKEA designers were let loose in the cabin. The floor is completely flat, and the tall roofline (1575mm) means the sense of space completely defies the exterior dimensions. Being over 6″ often means there is not a lot of head room but in the Inster, I could comfortably wear a cowboy hat and still not hit the roof.

The materials utilize harder plastics for durability, but they are beautifully textured and styled, ensuring it doesn’t feel cheap. Crucially, the front seating area is exceptionally airy, and depending on your chosen trim, the front seats can even fold completely flat to accommodate long items like surfboards.

Storage

Practicality has been prioritized everywhere you look. There is an unexpectedly cavernous glovebox, clever trays carved into the dashboard, and a very neat centre console setup with multiple cupholders.

However, because the electric motor and crucial hardware sit under the bonnet (a front-wheel-drive architecture), there is no “frunk”. You do, however, get a handy hidden compartment under the rear boot floor specifically designed for your charging cables.

Rear seat and boot space

This is the Inster’s party trick. To maximize room, it is strictly a four-seater, meaning there is no cramped middle seat. Instead, the two rear passengers get immense amounts of legroom and headroom—genuinely enough for a 6-foot adult to sit behind a 6-foot driver.

The boot capacity is highly flexible thanks to sliding rear seats. With the seats pushed all the way back, you get 280 litres of space. Slide them fully forward, and that expands to a very usable 351 litres. Fold them completely flat, and you unlock a massive 1059 litres of cargo capacity.

Technology and connectivity

Stepping inside the Inster reveals a surprisingly sophisticated digital experience for its price. Visually, the dash features dual 10.25-inch displays—one for the digital instrument cluster and another for the central infotainment touchscreen. Functionally, the system is intuitive, highly responsive, and includes Apple CarPlay and Android Auto to keep you seamlessly connected.

Complementing this digital array are tactile, physical buttons for your climate and basic audio controls. Consequently, it strikes a perfect balance between modern tech and everyday usability; indeed, you don’t need to dive into sub-menus just to adjust the fan speed while driving.

Beyond the screens, the car is packed with features usually reserved for larger, more expensive models. Evidenced by the inclusion of full Vehicle-to-Load (V2L) capability, allowing you to power household appliances right from the car.

Engine and drivetrain

The Standard Range model features a 42 kWh NMC battery feeding a single electric motor mounted on the front axle. It delivers a modest 71 kW of power and 147 Nm of torque.

While a 0-100 km/h time of 11.7 seconds won’t win any drag races, the instantaneous electric torque makes it feel much faster between 0-60 km/h in city traffic. It boasts a WLTP driving range of 327 kilometres. When you do need to top up, the DC fast-charging peaks at around 85 kW, which is enough to get the small battery from 10-80% in roughly 30 minutes.

What’s the Hyundai Inster 2026 like to drive?

To put it simply: it is an absolute joy in urban environments. Weighing just 1305 kg, it is extraordinarily light for an EV, which gives it a zippy, go-kart-like agility.

The steering is light, the visibility out of the tall glasshouse is superb, and it boasts a microscopic 10.6-metre turning circle. The suspension has been well-tuned for local conditions, meaning it soaks up speed bumps and potholes with surprising grace for a short-wheelbase car. It is the ultimate low-stress daily commuter.

Safety features

Despite its size and price, Hyundai has not skimped on safety. It features a comprehensive ‘SmartSense’ suite (though the speed limit chimes can be a bit zealous). Features include:

• Autonomous Emergency Braking (with pedestrian and cyclist detection)
• Blind-Spot Collision-Avoidance Assist
• Lane Keeping and Lane Following Assist
• Rear Cross-Traffic Alert
• 7 Airbags, including a front-centre airbag

Owner benefits

Hyundai offers peace of mind with a 5-year, unlimited-kilometre warranty for the vehicle, while the high-voltage battery gets an 8-year / 160,000 km warranty.

Service intervals are a very convenient 24 months or 30,000 km, which dramatically lowers your ongoing maintenance costs. If you service within the network, you also get lifetime roadside assistance.

Final thoughts

If you are looking for a massive family hauler, this isn’t it. But if you want a second car, a city commuter, or simply realize that you spend 90% of your time driving alone to work, the 2026 Hyundai Inster is an absolute triumph.

It is charming, incredibly efficient, surprisingly roomy, and loaded with top-tier tech for around $36,000 drive-away. This proves that going electric doesn’t have to mean buying a heavy, oversized computer on wheels. It is, without a doubt, one of the smartest buys on the market today.

The post Hyundai Inster 2026 Review appeared first on Your Source for EV News & Reviews.

Crucially, it arrives with a sharp focus on value and takes aim directly at the Xpeng G6 and the entry-level Tesla Model Y.

Physically, the EV5 is a boxy “baby EV9”, measuring 4.6 metres long. However, it arrives with a very compelling proposition: a drive-away price of approximately $56,770. Which makes it one of the most accessible medium electric SUVs in the country. In other words, this isn’t a performance car; it is an unapologetically practical family bus.

What does the Kia EV5 Standard Range 2025 look like?

The EV5 adopts Kia’s “Opposites United” design language, specifically the “Bold for Nature” pillar. It creates a robust, squared-off silhouette that maximises interior volume. At 4615mm long and 1875mm wide, it has a significant road presence without being unwieldy.

The design is futuristic yet familiar, featuring the signature “Star Map” lighting (though slightly simplified on this ‘Air’ trim) and aerodynamic 18-inch alloy wheels.

What is the Kia EV5 Standard Range 2025 like inside?

The interior is a “lounge-like” experience. The dashboard is low and horizontal, dominated by recycled eco-friendly materials that feel durable and appropriate for family duties. The front seats are trimmed in cloth and synthetic leather, offering heating and a power-adjustable driver’s seat even in this base trim.

A unique design choice is the floating centre console which houses storage rather than gear selectors, as the shifter has moved to the steering column to free up space.

Storage

Storage is a major strength of the EV5’s boxy design. There is a generous glove box and a multi-level centre console with cupholders and a phone tray. The door bins are large enough for big water bottles.

Uniquely, the EV5 features a handy 67-litre “frunk” (front trunk) under the bonnet, which is genuinely usable for storing charging cables or a small gym bag, keeping the rear boot clear for larger items.

Rear seat and boot space

Thanks to a flat floor and a 2750mm wheelbase, the rear cabin is exceptionally spacious. The rear seatbacks recline for added comfort, and there are air vents conveniently located on the B-pillars rather than the centre console, improving airflow for kids.

The boot is arguably the car’s biggest selling point. It offers a massive 513 litres of space with a wide, square opening that makes loading prams or IKEA boxes easy. The rear seats fold almost completely flat to reveal 1714 litres of capacity.

Technology and connectivity

Stepping inside the EV5 is to step into Kia’s latest ‘ccNC’ operating system. Visually, the dashboard is crowned by a massive panoramic slab housing three distinct screens: a 12.3-inch digital instrument cluster, a 5-inch climate control monitor, and a 12.3-inch infotainment touchscreen.

Complementing this digital array is a row of capacitive touch buttons hidden in the dashboard trim, plus—mercifully—physical toggle switches for temperature and fan speed. Consequently, it strikes a near-perfect balance between modern minimalism and usable ergonomics; indeed, you don’t have to dive into a menu just to change the fan speed.

Beyond the screens, the tech suite includes wireless Apple CarPlay and Android Auto as standard. Finally, the EV5 supports Over-The-Air (OTA) updates, meaning the car’s software can improve over time without a dealership visit.

One-Touch Features:

• Kia Connect App: Remotely start climate control or check charging status from your phone.
• Smart Tailgate: (Available on higher trims, but the Air features manual release with easy leverage).
• Pet Mode: Keeps the climate control running while you pop into a shop, displaying a message on the screen that the occupants are safe.

Engine and drivetrain

The EV5 Air Standard Range is powered by a single electric motor driving the front wheels (FWD). It produces a modest but adequate 160 kW of power and 310 Nm of torque. This allows for a 0-100 km/h sprint in roughly 8.5 seconds—plenty for school runs but not neck-snapping.

Power is provided by a 64.2 kWh LFP (Lithium Iron Phosphate) battery, sourced from BYD. Unlike the 800V architecture in the EV6, the EV5 uses a 400V system, meaning a maximum DC charge rate of just 102 kW. The official WLTP range is 400 kilometres.

What’s the Kia EV5 Standard Range 2025 like to drive?

Acceleration is described as “smooth” and “linear,” rather than exhilarating. It is tuned for comfort, with a suspension setup that soaks up Australian potholes and speed bumps with ease. The steering is light, making it effortless to manoeuvre in shopping centre carparks.

However, the FWD layout can struggle for grip if you stomp on the accelerator in the wet. Unlike the IM models, this is not a sports car; it is a serene, quiet, and comfortable cruiser designed to lower your heart rate, not raise it.

Safety features

The Kia EV5 carries a 5-star ANCAP safety rating (2024). It comes standard with a comprehensive suite of safety tech, though some driver alerts can be sensitive:

• Autonomous Emergency Braking (AEB) with Car, Pedestrian, Cyclist, and Junction Turning detection
• Blind Spot Collision Avoidance Assist
• Lane Keep Assist and Lane Follow Assist
• Intelligent Speed Limit Assist (often chimes if you drift over the limit)
• Centre airbag to prevent head-clash between front passengers

Owner benefits

The EV5 is backed by Kia Australia’s renowned 7-year, unlimited-kilometre warranty. The high-voltage battery is covered for 7 years or 150,000 km.

Service intervals are every 12 months or 15,000 km. Capped price servicing is available, generally making it cheaper to run than its petrol Sportage equivalent.

Final thoughts

The 2025 Kia EV5 Air Standard Range is a triumph of packaging and value. It ignores the “0-100km/h wars” to focus on what families actually need: space, comfort, and usability.

While the slow charging speed and low towing capacity (Standard Range only) are valid criticisms, the price point of ~$56k drive-away makes it incredibly hard to ignore. It is the sensible, smart choice for the modern family.

Specification	Details
Model	Kia EV5 Air Standard Range
Model Price	~$56,770 Drive Away
Engine	Single Electric Motor (Front)
Drivetrain	Front-Wheel Drive (FWD)
Battery Capacity / type	64.2 kWh / Lithium Iron Phosphate (LFP)
Voltage / Capacity	400V Architecture / 64.2 kWh
Power	160 kW
Torque	310 Nm
Range (WLTP)	400 km
Economy / efficiency	~18.2 kWh/100km
Fast Charge / Home	Max 102 kW DC (10-80% in ~36 mins) / 11 kW AC
Safety	5-Star ANCAP (2024)
CO2 Emissions	0 g/km
0-100kmh / Top Speed	8.5 seconds / 185 km/h
Servicing	12 months / 15,000 km
Warranty	7 Years / Unlimited km
Roadside Assist	Available (check dealer for terms)
Specification	Details
Overall Length	4615 mm
Wheelbase	2750 mm
Width	1875 mm
Height	1715 mm
Wheels	18-inch Alloy
Tyres	225/60 R18
Max ground clearance	166 mm
Wading Depth	Not Published
Approach	Not Published
Rampover	Not Published
Departure angle	Not Published
Turning Circle	11.7 m
Boot Min	513 L
Boot Max	1714 L
Kerb Weight	1910 kg
Battery weight	~428 kg
Payload (kg)	~430 kg
GVM (kg)	2340 kg
GCM	Not Published
Towing Capacity	300 kg (Braked) – Standard Range Limit
Tow Ball rating	100 kg

For more specifications you can find the Kia EV5 Standard Range 2025 here: Specification Sheet “

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Physically, the IM6 is a substantial “mid-to-large” SUV, measuring just over 4.9 metres. Yet, despite its family-friendly proportions, it arrives with the same staggering proposition as its sedan sibling. A drive-away price of approximately $77,990, delivering a 0-100 km/h sprint in a claimed 3.48 seconds. In other words, this is a family hauler with the heart of a dragster.

What does the IM6 Performance 2025 look like?

The IM6 adopts a “gentle sculpture” design philosophy. It is smoother and curvier than many angular competitors, featuring a swooping coupe-like roofline that ends in an upturned “ducktail” spoiler. At 4904mm long and 1988mm wide, it has a wide, planted stance that screams performance.

Like the sedan, this premium feel is reinforced by frameless doors and a massive panoramic glass roof that floods the cabin with light. It rides on large 21-inch “petal” alloy wheels in the Performance trim, hiding bright coloured brake calipers.

What is the IM6 Performance 2025 like inside?

The interior is defined by the “POPO” cloud seats—designed with a bubble-like pattern for extreme comfort. In the Performance trim, these are heated, ventilated, and offer massage functions for the front occupants. The finishes use the same high-quality “vegan leather” found in the IM5, extending across the dash and door cards for a soft-touch, luxury environment.

Storage

Storage is clever and plentiful. Like the sedan, there is no traditional glove box. Instead, you get a floating centre console with a large open storage area underneath for handbags or shoes. The centre armrest bin is deep, and the door pockets are generous.

It also retains the unique “IM MAG Hub” magnetic mounting points on the seatbacks and dashboard. Up front, there is a handy 32-litre “frunk,” which is perfect for stowing wet charging cables separately from your luggage.

Rear seat and boot space

This is where the IM6 wins over its sedan sibling. The 2950mm wheelbase provides expansive rear legroom, and the rear seats can recline by 10 degrees for long-distance comfort. The floor is completely flat, making the middle seat genuinely usable.

The boot is a massive highlight. Unlike the sedan’s narrow opening, the IM6 features a huge liftback tailgate. The cargo space is a generous 646 litres (expanding to 1640 litres with seats flat). There is also a hidden storage well under the boot floor, adding to the practicality.

Technology and connectivity

The IM6 carries over the brand’s signature ‘digital cockpit.’ Visually, this is dominated by the same 26.3-inch panoramic dual-screen setup that can raise and lower depending on the driving mode. Functionally, it is powered by the blazing-fast Qualcomm Snapdragon 8295 chip, ensuring zero lag.

Complementing the main screen is the 10.5-inch vertical control hub on the console. Consequently, physical buttons are virtually non-existent; instead, you adjust mirrors, steering wheel position, and climate via this screen. It feels incredibly modern but requires a learning curve.

Beyond the screens, the IM6 is packed with ‘AI’ features. Evidenced by the ‘Rainy Night Mode’ which uses the side cameras to digitally clear up blind spots on the screens during bad weather. Finally, the roof-mounted LiDAR unit signals that this car is hardware-ready for high-level autonomous driving in the future.

One-Touch AI Features:

• One-Touch Parallel Parking: Identifies a spot and parks the large SUV automatically.
• One-Touch Exit: Automatically navigates the car out of tight parking spaces.
• Trace Back Reversing: The car remembers the last 50m of driving and can autonomously reverse you out of a dead-end.

Engine and drivetrain

The IM6 Performance utilises a ferocious dual-motor setup. The front and rear motors combine to produce 579 kW of power and 802 Nm of torque. This launches the 2.4-tonne SUV from 0-100 km/h in just 3.48 seconds.

Power is stored in a 100 kWh battery using a “quasi-900V” architecture. This allows for blistering charging speeds of up to 396 kW DC. You can add over 500km of range in just 15 minutes. The official WLTP range sits around 500 – 550 kilometres (depending on wheel choice).

What’s the IM6 Performance 2025 like to drive?

Despite its size and height, the IM6 defies physics. The acceleration is “violent” in Sport mode, pinning occupants to their seats. But the real magic is the chassis. It comes standard with air suspension and active rear-wheel steering.

The rear-wheel steering is a game-changer for an SUV of this size. It shrinks the turning circle to less than 11 metres—comparable to a Mini Cooper—making U-turns and parking effortless. At speed, it stabilizes the car for lane changes, making it feel “planted and confident.”

Safety features

While official local ratings are pending, the IM6 is built to 5-star standards. It features the same extensive ADAS suite as the sedan:

• Full Autonomous Emergency Braking (AEB) suite
• Door Open Warning (DOW) and Blind Spot Detection (BSD)
• Rear Cross Traffic Braking
• Driver Monitoring System (which can be strict)
• LiDAR-assisted adaptive cruise control

Owner benefits

As with the sedan, the IM6 benefits from the massive SAIC/MG infrastructure in Australia. It comes with a 7-year, unlimited-kilometre warranty.

The battery is covered for 7 years or 150,000 km. The inclusion of air suspension as standard on the Performance model is a high-value item usually reserved for cars costing double the price, though it is covered for 5 years. Service intervals are expected to be 12 months / 20,000 km.

Final thoughts on the IM6 Performance 2025

The 2025 IM6 Performance is arguably the more logical buy compared to the IM5 sedan. It offers the same “supercar-killing” performance and futuristic tech but adds a layer of genuine family practicality with its huge boot and spacious rear seat.

At around $81,000, it undercuts its main rivals significantly while offering faster charging and more power. If you can embrace the screen-heavy interface, this is currently the performance SUV bargain of the year.

IM6 Performance  – Buyers could also look at:

Buyers of the IM6 Performance could look at : Kia EV6 GT, Hyundai IONIQ 5 N,  Ford Mustang Mach e GT , Audi SQ6 e-tron Sportback, Genesis GV60 , DEEPAL E07 Multitruck AWD 

You might also like: IM5 Performance 2025 Review 

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Physically, the IM5 is a nearly five-metre-long, four-door family sedan that lands squarely in the premium EV space. However, it arrives with a staggering proposition: a drive-away price of approximately $80,990, which consequently delivers a 0-100 km/h sprint in a claimed 3.2 seconds. In other words, this isn’t just a fast EV; it’s a supercar-killer for the price of a mid-spec BMW.

What does the IM5 Performance 2025 look like?

The IM5 has a sleek “sloping fastback” design that gives it a coupe-like profile. At 4931mm long and 1960mm wide, it has a significant, low-slung presence. The design is clean and aerodynamic, achieving an exceptionally elegant but sporty look to it.

This premium feel is reinforced by laminated, sound-insulating glass on all four doors and a large panoramic glass roof that comes as standard.

What is the IM5 Performance 2025 like inside?

For enhanced comfort, the seats feature a 20mm layer of soft sponge for a genuine “sinking in” feeling. Furthermore, in the Performance trim, they are heated, ventilated, and even offer massage functions. As for the finishes, the IM5 interior uses high-quality “vegan leather” (synthetic) that feels premium and soft to the touch. Complementing this, the headliner is typically a suede-like microfiber, further adding to the luxury vibe.

Storage

This is one of the IM5’s main quirks. There is no traditional glove box in front of the passenger. Instead, storage is primarily focused in the centre, specifically featuring a deep armrest bin and cupholders. That said, it also comes with a small 18-litre “frunk” (front trunk) located under the bonnet conveniently for cable storage.

A unique feature is the “IM MAG Hub,” a series of magnetic spots on the dash and seatbacks, allowing you to attach accessories like phone or tablet holders.

Rear seat and boot space

Thanks to a long 2950mm wheelbase, the rear cabin is spacious, with “limousine-like legroom.” The outboard rear seats are heated, adding to the premium feel.

The boot is the car’s biggest practical weakness. While the cargo space itself is a deep 457 litres, it features a traditional sedan trunk opening, not a wide-opening liftback. This severely limits its practicality for loading bulky items. The rear seats do fold down, expanding the space to 1290 litres.

Technology and connectivity

Stepping inside the IM5 Performance is undoubtedly an ‘event’ and a ‘glimpse of 2030.’ Visually, the immediate focal point is the 26.3-inch panoramic dual-screen that spans two-thirds of the dashboard. Functionally, it combines the digital instrument cluster and the infotainment system into one seamless unit.

Complementing this main display, a secondary 10.5-inch vertical touchscreen is mounted on the angled centre console for climate controls and other shortcuts. Consequently, in a move that defines its ‘software on wheels’ philosophy, there are no physical buttons for mirrors, air vents, or even the glovebox; instead, everything is controlled via the touchscreens.

Beyond the screens, the quality is a clear statement for SAIC’s premium brand, evidenced by soft materials and excellent fit and finish. Finally, the IM5 Performance is hardware-ready for Level 3 autonomous driving. To enable this, the roof features a prominent LiDAR unit (laser radar), supported by 11 high-definition cameras, 3 millimeter-wave radars, and 12 ultrasonic sensors.

One-Touch AI Features:

• One-Touch Parallel Parking: The car scans for a spot and parks itself with a single tap.
• One-Touch Reversing: If you drive down a narrow dead-end street, the car remembers the path and can autonomously reverse itself out up to 50 meters.
• Rainy Night Mode: In heavy rain/darkness, the side cameras project a crystal-clear, digitally enhanced view of your blind spots onto the main screen, highlighting cyclists or pedestrians that might be invisible in your mirrors.

Engine and drivetrain

The IM5 Performance’s staggering acceleration comes from a dual-motor, all-wheel-drive powertrain dubbed the “Hurricane motor.” It produces a ludicrous 572 kW of power and 802 Nm of torque—more power than a Lamborghini Revuelto.

This is all fed by a large 100 kWh battery. The car is built on a “quasi 900 volt” architecture, enabling a maximum DC fast charging speed of 396 kW. The official WLTP range for the Performance model is 575 kilometres.

What’s the IM5 Performance 2025 like to drive?

I’d describe acceleration is described as “exhilarating” and “brain-scrambling,” truly at a hypercar level. However, the IM5 is not just quick off the mark. It features a sophisticated chassis, starting with air suspension and continuously controlled damping, allowing it to switch from a “plush, comfortable cruiser” to a “taut sports sedan.”

Its “true secret weapon” is rear-wheel steering. At low speeds, the rear wheels turn opposite the front, giving the large sedan the agility of a small hatchback. At high speeds, they steer in line with the front, providing “immense, unshakable stability.”

Safety features

The IM5 has been awarded a 5-star ANCAP safety rating as of mid-2025. It comes standard with a full suite of advanced driver-assistance systems (ADAS), including:

• Autonomous Emergency Braking (Car-to-Car, Pedestrian, Cyclist, Junction, and Backover)
• A comprehensive Lane Support System (Lane Keep Assist, Lane Departure Warning, and Emergency Lane Keeping)
• Blind Spot Detection and Rear Cross Traffic Alert
• A 360-degree HD camera and a Driver Monitoring System
• A centre airbag for front-occupant protection

Owner benefits

The IM5 is sold with the “full backing of the now established MG network.” This includes a 7-year, unlimited-kilometre warranty for the vehicle.

However, the high-voltage battery is covered for 7 years or 150,000 km, and the complex air suspension and rear-wheel-steering components are covered for 5 years / unlimited km. Service intervals are every 12 months or 20,000 km.

Final thoughts

The 2025 IM5 Performance is a technological marvel that completely resets the performance-for-price conversation, offering acceleration figures once exclusive to million-dollar exotics. It’s an almost unbelievable package for $81,000.

However, it is an unapologetically futuristic and all-digital car that makes demands on its driver. It is an experience from 2030 available today, for better or for worse. It’s not just fast; it’s aggressively clever.

Specification	Details
Model	IM IM5 Performance (AWD)
Model Price	~$80,990 + on-road costs
Engine	Dual Electric Motors (Front + Rear)
Drivetrain	All-Wheel Drive (AWD)
Battery Capacity / type	100 kWh / Ternary Lithium (NCM)
Voltage / Capacity	800V Architecture / 100 kWh
Power	572 kW (Combined System Output)
Torque	802 Nm (Combined System Output)
Range (WLTP) / ADR	~575 km (WLTP)
Economy / efficiency	~17.4 kWh/100km (Estimated)
Fast Charge / Home	Max 396 kW DC (10-80% in ~15 mins) / 11 kW AC
Safety	Not yet rated (Targeting 5-Star ANCAP/EuroNCAP)
CO2 Emissions	0 g/km
0-100kmh / Top Speed	3.2 seconds / 268 km/h
Servicing	12 months / 20,000 km (Estimated)
Warranty	7 Years / Unlimited km
Roadside Assist	7 Years Roadside Assistance
Specification	Details
Overall Length	4931 mm
Wheelbase	2950 mm
Width	1960 mm (excluding mirrors)
Height	1474 mm
Wheels	20-inch Alloy
Tyres	Front: 245/40 R20 / Rear: 275/35 R20
Max ground clearance	120 mm
Wading Depth	Not Published
Approach	Not Published
Rampover	Not Published
Departure angle	Not Published
Turning Circle (Kerb to Kerb)	~9.98 m (Active Rear-Wheel Steering)
Boot Min	457 L
Boot Max	1290 L
Kerb Weight	2250 kg
Battery weight	Not Published
Payload (kg)	~390 kg
GVM (kg)	~2640 kg
GCM	Not Published
Towing Capacity	1500 kg (Braked)
Tow Ball rating	Not Published

For more specifications you can find the IM5 Performance 2025 here: Specification Sheet 

The post IM5 Performance 2025 review appeared first on Your Source for EV News & Reviews.