This review focuses on the Volkswagen ID.4 GTX Edition 4MOTION, the dual-motor, all-wheel-drive flagship of Volkswagen’s electric SUV range. 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.

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.

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.

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.

This review focuses on the entry-level Subaru Trailseeker AWD, the $63,990 starting point of Subaru’s new electric wagon range. Here is the short version: it is the fastest production Subaru ever sold in Australia, it is the driver’s pick of its class, and in a small act of pricing comedy the cheaper car is also the longer-range one. 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 is 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.

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 is 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 is 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? In Zac’s words from the interview, it is 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 is 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.

MY26 C10 Design Long Range (LR) BEV – June 2026

Leapmotor Australia is excited to announce the introduction of the new C10 Design Long-Range (LR) Battery Electric Vehicle (BEV), delivering significant upgrades in performance, efficiency and charging capability, still at the price of $49,888 MSRP*. Featuring a larger 81.9kWh battery and advanced 800V high‑voltage architecture, the Leapmotor C10 Design LR BEV holds itself to a higher standard for accessible long‑range electric mobility and is available from MY26.

The Leapmotor C10 Design LR BEV offers a major uplift in output, driving range and charging speeds, giving Australian customers a more capable and convenient ownership experience.

Major Performance & Efficiency Upgrades

Extended Electric Range

Drivers benefit from significantly improved range, delivering greater everyday usability and long-distance confidence. The Leapmotor C10 Design LR BEV extends to an impressive EV range of up to 605km (NEDC) or 510km (WLTP)**, marking a substantial step forward in range capability.

**NEDC range and energy consumption values are calculated based on the NEDC test procedure and according to ADR 81/02. WLTP range and energy consumption values are calculated based on the WLTP combined cycle test procedure. Real-world values will vary depending on many factors related to, for example, driving style, route, weather and road conditions, vehicle condition, use and equipment. Values for purpose of comparison amongst vehicles only.

Reduced Charging Time

Supporting up to 180kW DC fast charging the Leapmotor C10 Design LR BEV can replenish the 81.9kWh battery from 30% to 80% in approximately 22 minutes***. Additionally, 800V technology allows a lightweight design, optimised components, and lower fast-charging losses which help reduce charging time.

***Actual charging times may differ. Charging time is approximate only and may be impacted by environmental and charging conditions.

Enhanced Vehicle Performance

High-voltage motors deliver improved efficiency at high speeds, resulting in sharper acceleration and more responsive power delivery. The architecture also supports higher‑power regenerative braking, extending real-world driving range. Combined with the new 81.9kWh battery and upgraded motor, the Leapmotor C10 Design LR BEV delivers 220kW of power and 360Nm of torque, achieving 0–100km/h in just 6.2 seconds.

Additional Leapmotor C10 Design LR BEV Updates for MY26

Interior Options

Model   Colour

2026 Leapmotor C10 Design LR BEV    Camel brown and Black

Exterior Colours

Model   Colour

2026 Leapmotor C10 Design LR BEV

• Terra Grey
• Metallic Black
• Jade Green
• Midnight Grey
• Light White (New)

Pricing & Availability

The Leapmotor C10 Design LR BEV will be available in Australia from $49,888 MSRP*.

*Manufacturer’s Suggested Retail Price includes GST and LCT (if applicable), excludes all on-road costs and dealer delivery.

Leapmotors C10 Design EV SUV driven for 2025

I recently drove a new model electric car. The Leapmotors C10. I have to admit I knew very little about this car before I had it for the week.

It’s one of many new entrants that have called Australia home over the last 12 months, the C10 has its own personality.

There are two models available, the C10 Style and the C10 Design which is the flagship model.

The design is quite conservative compared to any number of other EVs. It also hides how large the C10 is.

Inside its similar to any number of EVs. They all tend to look alike at times. But the Design, which I drove is definitely upmarket. It has Leather like upholstery, heated steering wheel and front seats, electric tailgate, tinted windows and multi interior ambient lighting.

One thing that really stands out is the amount of room there is inside. Front seats are comfortable. Rear seats have an abundance of leg room. It’s surprising really.

The C10 is powered by a 69.9kWh lithium-ion (LFP) battery that provides a realistic 400km of range. However, it’s a 400 volt architecture which means that its slow charging. Like the Kia EV5.

One thing that was annoying was the level 2 safety features that continuously beep, bing and bong at you. It is an effort to find the menu items that enable them to be turned off only for them to revert again each time.

However, it’s priced from a touch under $50,000 plus the usual costs and that’s excellent value.

This is a Motoring Minute

I’m Rob Fraser

TO LISTEN TO THE Leapmotors C10 – RADIO REVIEW CLICK BELOW

Some general thoughts on the Leapmotor C10 Design

• I actually like the look  – its different and more SUV styling will appeal to a more mainstream buyer
• Inside there is an abundance of space. Front seats are comfortable
• Rear seats have plenty of head, knee and leg room
• Its minimalist design looks great, but creates problems for functionality
• Lie a lot of vehicles these days the level of safety features has become intrusive.
• Its a pain to turn them off each and every time you start the car, especially when you have to delve deep into the menu to find everything.
• The constant beeping, binging and bonging becomes tiresome quite quickly
• It has a smaller battery, which charges relatively quickly and provides reasonable range.
• Driving is smooth and quiet and on normal roads has compliant ride.
• Its enjoyable to drive
• It appears to have technology for technology sake. For example the keycard on the mirror to open the car
• Having to download an app to make the most of the car is against the simple pleasure of driving. However there are many that will appreciate this.
• Its like a smart phone on steroids.
• But Apple CarPlay and Android Auto seem absent
• The pricing is outstanding value for money.
• For a tech savvy buyer that appreciates the level of technology in the vehicle its a no brainer as a purchase.

Buyers could also look at:

Buyers of the Leapmotors C10 could also look at the following: Kia EV5, DEEPAL SO7, XPENG G6, Suzuki e-Vitara

Final thoughts

What I like about the C10 Design is that it doesn’t replicate the design of many electric SUVs currently available. Its has a bit of character.

Its smooth and quiet to drive and comfortable inside.

There is also heaps of rear seat room which is a bonus.

However the user interface for almost all controls are buried in the central screen menu and that’s an issue. Also the constant alerts for somethings that i don’t even know what for are an annoyance and distraction. The intrusive safety features are enough for me to say no thanks.

Leapmotors C10 Design Details

*MLP Includes GST and LCT but excluding statutory charges, dealer costs and dealer delivery. See your dealer for RDAP. Does not include price of options. Some features mentioned in the article are options. RDAP means Recommended Drive Away Price (without options but including all other charges)

Radio Segments Motoring Minute

In today’s fast paced world, Listeners often want a quick update or a piece of quirky Automotive news. Listening to Motoring Minute provides that as well as the latest Automotive news and reviews.

Motoring Minute is heard around Australia every day on over 100 radio channels. 

Motoring Minute has an average daily audience of over 550,000 listeners. 

Listeners will find Motoring Minute syndicated through various news sites around Australia. Additionally on the Community Radio Network across Australia.

Leapmotor C10 all the details at launch October 2024

• Leapmotor’s first international model, the C10, arrives in dealerships across Australia with two feature-packed variants
• Competitive pricing from $45,888 MSRP (Style) and $49,888 MSRP (Design), plus on-road costs
• 7-year, 160,000km vehicle warranty and 8-year, 160,000km battery warranty
• Exclusive early-bird offer: One-year of free charging via the Chargefox network for deliveries before 31^st March 2025*

Leapmotor Australia has officially announced pricing and warranty for its highly anticipated C10 electric SUV. Marking Leapmotor’s first model to be released internationally, the C10 will arrive in November 2024. Leapmotor dealerships will be announced in November.

Available in two well-equipped variants—Style and Design—the Leapmotor C10 offers competitive pricing, starting from $45,888 MSRP plus on-road costs for Style and $49,888 MSRP plus on-road costs for Design. Both models promise a blend of advanced technology, top-tier safety features, and elegant style, setting a new standard for value in the mid-size electric SUV segment.

Leapmotor C10 Key features include:

• BEV RWD powertrain (160kW/320Nm)
• Vehicle-to-Load (V2L) capability
• Up to 420km WLTP / 477km NEDC range
• ~30min DC charge time (30%-80%)
• 10.25’’ driver instrument display
• 14.6’’ high-definition central display
• Cell-to-Chassis (CTC) technology
• Versatility with 26 storage spaces
• 2.1m² fixed panoramic glass roof with electric sunshade
• LEAP Pilot intelligent driver assistance system with 12 high precision ADAS sensors and 17 advanced driver assistance functions
• Materials certified by OEKO-TEX® STANDARD 100
• NFC and Bluetooth® smartphone key
• Leapmotor app and Over-the-Air (OTA) updates

Comprehensive Warranty for Peace of Mind

The Leapmotor C10 is backed by a 7-year, 160,000km vehicle warranty and an 8-year, 160,000km high-voltage battery warranty, underscoring Leapmotor’s confidence in the durability and long-term reliability of its state-of-the-art electric drivetrain and battery systems.

Exclusive Early-Bird Offer: Free Charging for One Year

To celebrate its launch, customers who take delivery of their Leapmotor C10 by 31st March 2025 will receive one-year free charging on the extensive Chargefox network*. This limited time offer is part of Leapmotor’s commitment to delivering an accessible and cost-effective electric driving experience right from day one.

Leapmotor’s Vision for the Australian Market

With its innovative technology, sophisticated design, and competitive pricing, the C10 is poised to make a substantial impact in the Australian motoring landscape. Leapmotor’s first global product reflects the brand’s dedication to delivering smart, stylish and sustainable vehicles that cater to the needs of modern Australian drivers.

For more information or to register your interest, visit leapmotor.com/au.

*Terms and conditions apply. Offer applies to Leapmotor C10 vehicles purchased and delivered before March 31, 2025, or while stocks last.

Range Pricing

*Base Vehicle Price includes GST and LCT (if applicable), excludes all on-road costs and dealer delivery.

Options

*MSRP includes GST and LCT (if applicable).

**applies to all colours except Pearl White

The post Leapmotor C10 Everything you need to know appeared first on Your Source for EV News & Reviews.

Coming in a choice of engine options. With a plaind petrol, MHEV petrol and PHEV petrol. There are also seat number options depending on the model, between 5 and 7 seats.

We drove the five seat Kodiaq Select  PHEV version.

Škoda Kodiaq Select PHEV Video Review 

Škoda Kodiaq Select PHEV details 

What does the Škoda Kodiaq Select PHEV look like?

It has a sporty crossover appeal between a wagon and SUV. Something I am a big fan of.

The elegant frontal grill/bonnet design, with integrated LED headlights and lower DRL’s, sets the pace for an overall subtle style.

From the profile the Kodiaq manages to hide its length with subtle styling.

19 inch alloys and 235/50 R19 tyres fill out the wheel arches, while providing a balance between grip and absorption.

At the rear, the powered tailgate opens quite high and with a low load height access to the cavernous boot is easy.

Other exterior features include:

• Door opening protectors,
• keyless access,
• heated and power folding door mirror
• LED front fog lights with cornering function
• All weather light LED headlights (low/high beam)
• LED headlights with variable light distribution and dynamic cornering function
• Puddle lights in front doors with ŠKODA logo illumination.
• LED Daytime Running Lights
• Light assist function (coming/leaving home, dusk)
• Rear LED fog lights and
• LED rear taillights

What is it like inside ?

Comfortable, spacious are the first two thoughts that come to mind.

Front seats are comfortable with beating and electronic adjustment as well as lumbar support. The type that when you sit in them you immediately feel relaxed.

The heating controls are in a dual mode dial along with A/C controls, which once you get used to it, is quite clever. These are for the tri zone climate controlled A/C.

In front of the driver is a 3-spoke flat-bottom leather-appointed multifunction steering wheel with paddle shifters. With thumb swells at the appropriate places, it feels comfortable in the hands.

There is that word again – comfortable. It’s a theme that keeps coming up when describing the Kodiaq.

Driver information is provided by large 10 inch virtual cockpit, which allows a modicum of individualisation.

Like all these most drivers will find what they like and leave it there. But the functionality exists.

One thing I appreciated was the long seat slide, so my long legs were able to fit easily. It’s also easy to find the perfect driving position for almost every driver.

Don’t forget that now famous umbrella holder in the driver’s door.

Information, Technology, connectivity, Centre console and stack

Starting with a large centre console storage bin with padded top for an armrest. In front of that is a small storage slot, twin  cup holders, on the smaller diameter size unfortunately.

Moving forward is a twin wireless phone charging tray with active ventilation and twin USB-C inputs and another storage tray.

Im a fan of the physical A/C controls, having to go into a screen menu while driving is both frustrating and dangerous.

Above that are air vents then the usual tablet like centre screen. It’s a 13” infotainment screen, with DAB+ and navigation, wireless Apple CarPlay and Android Auto. This houses a 9 speaker audio system that provides quality sound.

This is user friendly, touch sensitive and has crisp clear resolution. It does heat up a bit though.

Rear seats and boot space

Better for two than three, like almost every other SUV in this size.

They are sculptured enough for extra comfort. A drop down centre arm rest with twin cup holders adds practicality.

There is plenty of leg, knee, head and shoulder room for taller occupants to become comfortable. Seats also recline and to keep the sun out there are manual window sunshades.

The outer seats have isofix points and all three seats have top tether pints for a bay seat.

We didn’t get the chance to rest this model with the bub on board but will hopefully next time.

Between the seats on the transmission tunnel is a removable storage caddy. Another clever and handy touch. There are twin USB-C ports and rear A/C vents for more comfort.

Rear seats will fold down flat in a 60/40 configuration.

This adds practicality and flexibility to storage options. Other practical boot features are cargo net, side hooks, twin sided cargo mat, and a clever cargo restricting risers that attach to the floor.

One advantage of being a five seat wagon, is the cavernous boot space. Im never a fan of seven seats in a vehicle this size, it’s always a compromise, one that often isn’t worth it.

Overall storage includes:

• Large centre console bin
• Twin front and rear cup holders
• Door bottle holders,
• Tidy bin in the door pocket,
• Reasonable glove box,
• Phone holders attached to the front seat headrests
• 5x USB-C ports (including rear-view mirror port).

Engine and transmission.

With 150kW and 350Nm from its combination of a 1.5 TSI petrol engine and 85kW/330Nm electric motor, the Kodiaq Select PHEV drives the front wheels through a six speed DSG transmission.

Being zippy rather than fast it will go from 0-100km/h in 8.4 seconds.

It also offers up to 112km of WLTP range*, with 11kW AC charging and 50kW DC charging for an ideal blend of on-road charging options.

Economy is claimed at just 1.85 litres per 100 kilometres combined cycle fuel consumption; a figure owners will almost never see. The engine is EURO 6 compliant and takes 95 RON premium fuel.

Like most PHEVs, owners must remember to charge when needed, or the old question of why buy one arises.

Suspension

Thers nothing fancy here, just practicality

Front suspension is  MacPherson strut with lower triangular links and torsion stabiliser.

Rear set up is a multi-element axle, with one longitudinal and three transverse links, with torsion stabiliser.

It does the job well, without fuss.

What is it like to drive.

Smooth and responsive are a few words that come to mind.

This model Kodiaq is designed for fuss free transport for the family. It delivers that.

Drivers must remember that this is a front wheel drive version. Powering up under full throttle will inspire some torque steer, not appreciated, especially in the wet and rainy conditions that were around when we had the car.

On normal suburban roads the suspension seems to absorb most of the irregularities that our tax dollars and council fees seem to avoid fixing. Potatoes are potholes no matter what car you are driving.

Its smooth, compliant and quiet around town.

Push harder on open roads and the limitations of no AWD become more apparent. Its not bad, but enthusiastic drivers will be left wishing they bought the RS version. Having said that it will keep its shape in corners, respond well to steering inputs and brake hard when needed. That’s enough.

Drivers have a choice between  E-mode electric drive or hybrid drive options in the vehicle touchscreen. Complimenting this is a choice of low, high or automatic brake energy recuperation.

Two battery power usage methods are available.

• automatic (which can use the engine to recharge the battery) and
• manual (which exclusively awaits plug-in charging to recharge the battery).

Given the choice I preferred the hybrid drive version. This will extend the battery useability and still provide reasonable economy.

Battery regeneration isn’t intrusive like some EVs and in EV mode you can’t quite get to the one pedal drive mode. Which isn’t a bad thing though.

Somewhat uniquely the Kodiaq reverts to EV mode more often than not as well. It’s not as efficient as the Kluger Hybrid , but its pretty good.

Škoda claims a WLTP range of 112 km on EV only. We showed less than that and 100km is a more realistic range I feel.

However, driven on EV only its slightly sluggish, but has that EV instant torque available.

What about safety

The Kodiaq comes with a five star ANCAP safety rating based on a Euro NCAP rating in 2024.

A quick look at some of the features include:

• Anti-lock Braking System (ABS)
• Anti-Slip Regulation (ASR)
• Cross differential system (XDS+)
• Driver Steering Recommendation (DSR)
• Electro-mechanical Parking Brake (EPB) (with auto hold function)
• Electronic Brakeforce Distribution (EBD)
• Electronic Differential Lock (EDL)
• Electronic Drag Torque Regulation (MSR)
• Electronic Stability Braking Control (ESBS)
• Electronic Stability Control (ESC)
• Engine Drag Torque control (MSR)
• Hill Hold Control (HHC)
• Hydraulic Brake Assist (HBA)
• Multi-Collision Brake (MKB)
• Rain Brake Support (RBS)
• Trailer Stability Assist (TSA)
• 9 airbags, incl: Front, Front-centre, Front-side, Driver’s knee and Curtain
• Adaptive cruise control with stop/go.
• Autonomous emergency braking with Pedestrian and Cyclist detection
• Emergency assist
• Front and rear parking sensors
• Lane-keep assist with Adaptive Lane Guidance
• Front and rear cross-traffic alert
• Blind-spot monitoring
• Reversing camera
• Safe exit warning
• Traffic Jam Assist
• Traffic sign recognition
• Travel Assist (lane centring, adaptive cruise)
• Tyre pressure monitoring

Owner costs and benefits  

Every Škoda includes a seven-year, unlimited kilometre warranty. Roadside assist is yearly based upon servicing at authorised dealer.

Add to that affordable pre-paid servicing plans: $3,200 for 5 year/75,000km or $4,400 for 7 year/105,000km servicing.

Škoda Kodiaq Select PHEV final thoughts.

I like it.

Its stylish, comfortable, pleasant to drive and is a little different.

If buyers have daily short trips and have access to easy charging, then the approximate 100km range will see frugal driving habits emerge.

But it’s  a little more expensive than some of the competition but has that underlying European quality that is more than bling and features.

However, it’s also some $11,500 more expensive than the new MHEV version and I truly question the value.

2026 Škoda Kodiaq Select PHEV Specifications

*MLP Includes GST and LCT but excluding statutory charges, dealer costs and dealer delivery. See your dealer for RDAP. Does not include price of options. Some features mentioned in the article are options. RDAP means Recommended Drive Away Price (without options but including all other charges)

The post Škoda Kodiaq Select PHEV Review driven for 2026 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.

Reflecting on Lexus dedication to continuous improvement, the company has bolstered the RZ range with enhanced driving range, increased power output, innovative new features, and the first all-electric F Sport model, the RZ 550e.

Additionally, Lexus will offer the RZ 600e F Sport Performance limited edition grade in Australia in late 2026, with strictly limited local availability reflecting the exclusivity of the flagship variant.

The Australian RZ lineup will open with the RZ 500e Luxury, which has seen a power increase of 50kW over the outgoing RZ 450e while retaining its generous level of standard specification, and will be priced from $84,500 plus on-road costs.

Likewise, Lexus has upgraded the opulent RZ 500e Sports Luxury with the same 280kW total system output of the Luxury grade, and will ask $91,000 plus on-roads with the addition of further luxurious features.

The newest member of the RZ range, the 550e F Sport, brings increased output and battery size, and introduces innovative features including the steer-by-wire yoke steering wheel and Interactive Manual Drive, with an asking price of $105,000 plus on-road costs¹.

RZ range would enrich both the driving and ownership experience

Lexus Australia Chief Executive Jack Hobbs said the new RZ range would enrich both the driving and ownership experience for Australian customers.

“Innovative features like steer-by-wire, improved output and driving range, and an exciting driving character makes the Lexus RZ a fantastic option for customers wanting to make the switch to battery-electric motoring,” Mr Hobbs said.

“The Lexus RZ also reflects our commitment to exceptional craftsmanship, combining advanced technology with carefully considered design and material quality. With additional variants joining the line‑up and a more accessible entry point, Lexus continues to offer customers the luxury of choice, particularly those experiencing battery‑electric vehicles for the first time.”

Changes to the RZ’s powertrain

The changes to the RZ’s powertrain start with the redesigned lithium-ion battery pack, which increases the total number of battery cells, overall capacity, driving range and charging performance while keeping the same amount of cabin space as the outgoing RZ.

For RZ 500e, battery capacity has increased to 74.7kWh, helping to increase WLTP driving range to 460km² – an increase of 16 per cent. The upgraded battery has also doubled AC charging capacity to 22kW, allowing for a full charge in as little as 3.5 hours³.

The front and rear eAxles have been refined to deliver more power with greater efficiency, creating a quieter and more comfortable driving experience.

Total system output for the dual-motor all-wheel-drive powertrain has also increased by more than 20 per cent to 280kW, helping to maximise the performance of the RZ’s DIRECT4 all-wheel drive system.

The DIRECT4 system further improves the traction and stability of the RZ, variably controlling the front/rear power distribution between 60:40 and 0:100, and between 80:20 and 0:100 when cornering.

Other considered changes to the RZ range include additional bracing and body rigidity measures, refinements of the front and rear dampers and springs, and even greater noise, vibration and harshness (NVH) reduction measures that make the whisper-quiet RZ even more serene to drive.

Lexus RZ BEV Model range 

RZ Luxury

The RZ 500e Luxury has undergone a visual upgrade with the inclusion of new 20-inch dark metallic alloy wheels, replacing the 18-inch rims in the RZ 450e Luxury.

Generous standard equipment is available on the RZ 500e Luxury, including NuLux®⁴ upholstery with Hazel and Greyscale colour choices, heated front seats with eight-way powered adjustment, powered steering wheel adjustment, dual-zone climate control with NanoeX®⁴, powered tailgate and a 7.0-inch multi-information display.

All variants offer a 14-inch touchscreen multimedia system with embedded satellite navigation, wireless Apple CarPlay, and Android Auto, paired on Luxury with a wireless smartphone charger and a 10-speaker Panasonic audio system.

Lexus includes a full suite of Safety Sense + active safety features as standard across the RZ range, ensuring excellent protection for occupants and other road users.

RZ Sports Luxury

Sports Luxury grades gain even more premium features including 20-inch two-tone black/bright machined alloy wheels, Ultrasuede®⁴ upholstery in Hazel, Greyscale and Storm colour options, Tsuyasumi ornamentation, dynamic multi-colour illumination, heated and ventilated front seats with three-position driver’s seat memory, heated rear outboard seats, heated steering wheel and a black dimming panoramic roof.

Technology is also increased with a head-up display, high-grade multi-information display, digital rearview mirror, dynamic auto-levelling headlights and a 13-speaker Mark Levinson®⁴ premium audio system.

Additional active safety features include the sophisticated Adaptive High-beam System (AHS) and Intelligent Parking Assist, designed to help drivers automatically park their vehicle in a safe manner.⁹

RZ F Sport

The new addition to the RZ range, the RZ 550e F Sport. Introduces multiple innovative Lexus-first features. Including the new Steer-by-wire system with yoke steering wheel. A standard feature on RZ F Sport for Australia.

Steer-by-wire delivers effortless control, making low speed manoeuvring easy. While providing confident stability and precise response at higher speeds.

It also enables the fitment of the new yoke steering wheel. Which can turn from centre to full left or right lock in about 200 degrees. Eliminating the need for hand-over-hand movement.

Interactive Manual Drive is also a Lexus-first. Which simulates the feeling and experience of shifting gears, reimagined for a battery-electric vehicle.

Using the paddle shifters on the yoke steering wheel. Drivers can shift through eight simulated gears which are simulated through the throttle. G forces, reproduced motor sounds and a virtual tachometer to provide a traditional driving experience.

A larger 77kWh lithium-ion battery is fitted to the F Sport. With total system output from the two eAxles boosted to a potent 300kW. WLTP driving range for the RZ 550e F Sport is rated at 437km¹⁰.

The F Sport adds extra visual flair over the rest of the RZ range. Including super gloss black metallic alloy wheels, unique front lip spoiler. An exclusive front bumper with extra openings to assist brake cooling. Painted brake calipers, stylish rear bumper and diffuser.  F Sport badging, a functional rear spoiler and the option of two-tone paint scheme.

Inside, the F Sport gains aluminium pedals, micro-geometric pattern film ornamentation. And sports front seats upholstered in black and dark grey F Sport Ultrasuede®⁴ trim.

RZ F Sport Performance

The limited edition RZ 600e F Sport Performance extracts further power from the dual-motor powertrain. With a peak combined output of 313kW. And provides a visually striking on-road presence. With a range of unique weight-saving and aerodynamic enhancements.

A lower centre of gravity is achieved with a 20mm reduction in ride height. Which combines with 21-inch ENKEI matte black alloy wheels. And wide body wheel arch mouldings to give the RZ 600e a purposeful stance.

Multiple exclusive body parts help to increase downforce and handling. Including a front lip spoiler, vented hood, rear lower bumper design, lower rocker panels and a two-tiered rear wing spoiler.

A carbon roof further reduces the centre of gravity and vehicle weight. While larger six-piston blue calipers and ventilated 400mm x 28mm disc brakes help improve stopping power.

Inside, the F Sport Performance features a unique seat trim, ornamentation, instrument panel finish and shift-by-wire gear selector.

Pricing for the strictly limited RZ 600e F Sport Performance will be revealed closer to its arrival in Australia.

The new RZ range will be available with the choice of seven exterior paint colours. Including the new Sonic Selente and Neutrino Grey. The latter of which is offered on F Sport in single or two tone finishes.¹¹

Lexus RZ pricing¹

All the boring footnotes

1.Manufacturer’s list price provided for media purposes only. Statutory charges or other on-road costs not included. On-road costs vary from State to State and can be found by contacting the relevant government authority. Optional colours or features at additional cost.

2.Results were achieved under test conditions and do not reflect the driving range in real world driving. Results achieved for battery electric RZ 500e automatic SUV. Is based on consumption rate of 180wh/km using the Worldwide Harmonised Light Vehicle Test Procedure (WLTP). Accepted by the ADR 81/02 (displayed on the Energy Consumption label affixed to the car). The electric range and the energy consumption values were determined. Using a fully charged battery in a laboratory test and are not reflective of real world driving. Actual driving range may vary. Depending on accessories fitted, battery age and condition, climate. As well as driving style, use of heating/cooling, traffic conditions, and vehicle load. For more information, please visit lexus.com.au/lexus-electrified/batteryelectric#faqs

3.Charging times are indicative and may vary. Depending on environmental and charging conditions, type of charger and method used. Actual charging times may differ. Frequent use of DC Fast Charging can impact battery performance & durability. Lexus recommends minimising DC Fast Charging usage. DC fast charging speed will reduce after the battery is charged to 80%. Refer to Owner’s manual and lexus.com.au/charging for guidance.

4.Product & company names are trademarks of their respective owners.

The post LEXUS RZ BEV 2026 Update – Everything you need to know 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.

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