The segment is now drowning in look-alike electric crossovers, with the BYD Atto 3, MG S5 EV, Geely EX5 and Volvo EX30 all chasing the same buyer. Against that backdrop the EV3 plays the sensible, safety-first card and looks a size more expensive than it is. Priced from approximately $58,600 before on-road costs, or roughly $63,000 drive-away depending on your state, the Earth Long Range slots just beneath its bigger sibling, the Kia EV5, and uses the same trick of feeling like a class above its price tag.

What does the 2026 Kia EV3 Earth Long Range look like?

Kia has essentially shrunk its excellent EV9 into a city-friendly footprint, and the “baby EV9” tag fits. At 4,300mm long it is properly compact, yet the upright nose, near-vertical “Star Map” lighting and chunky black wheel-arch cladding give it the road presence of something dearer. The flush door handles sit cleanly into the bodywork, the 19-inch aero alloys fill the squared-off arches, and a contrasting dark roof breaks up the tall silhouette. It is distinctive in a segment where most rivals look like the same electric appliance in different shades. A low bar, admittedly, but the EV3 clears it comfortably.

What is the 2026 Kia EV3 Earth Long Range like inside?

This, for me, is where the EV3 wins you over. The interior was comfortably the highlight of the car. The completely flat floor and tall roofline make the cabin feel a class bigger than the exterior suggests, and the Earth’s two-tone scheme is a quiet stroke of genius. The orange contrast may divide opinion, but there is a practical logic to it. So much of what we carry, whether phones, keys or wallets, is dark, and the lighter trim makes everything easier to spot. Crucially, Kia has resisted the urge to bury every function in a touchscreen. Physical buttons handle the things you actually use, so you are not forever diving through menus, and the two-spoke steering wheel is a genuinely nice shape with controls that fall easily to hand.

Storage

Practicality is baked in. The centre console houses a slide-out tray, there are twin USB-C ports front and rear, a wireless phone charger, deep door bins and the usual clutch of cup and bottle holders. Up front, under the bonnet, sits a 25-litre “frunk”. It is modest, but exactly the right size for stashing the charging cables so they are not rolling around the boot. It is the kind of thoughtful, everyday packaging that makes a car easy to live with rather than impressive on paper.

Rear seat and boot space

Thanks again to that flat floor and the 2,680mm wheelbase (the same as a Sportage), the back seat is airy and accommodating, with proper room for adults and a bright, glassy feel. The boot holds 460 litres with the seats up, expanding to around 1,250 litres folded. To put real numbers on it: on one run up the Central Coast I had a passenger aboard, the boot fully loaded, the cabin packed, and my budgie riding shotgun in his cage. The EV3 swallowed the lot without complaint. For a compact SUV, it punches well above its class for space.

Technology and connectivity

Every EV3 gets a triple-panoramic layout: a 12.3-inch driver display and a 12.3-inch touchscreen flanking a 5-inch climate strip. Wireless Apple CarPlay and Android Auto, DAB radio, satellite navigation, over-the-air updates and Kia Connect are all standard. The system is responsive and, more importantly, sensibly laid out. Those physical shortcut keys mean the screens stay out of your way rather than demanding constant attention. One thing you don’t get is a surround-view camera, though no Australian EV3 gets one, the GT-Line included. I didn’t especially miss it: at this price a 360-degree camera is a nice luxury rather than a parking necessity, so it is hard to mark the EV3 down too harshly for it.

Highlighted Features

• Vehicle-to-Load (V2L): run 220-240V appliances straight off the battery via the interior socket and adaptor, handy for camping, tools or a power cut.
• i-Pedal 3.0 one-pedal driving: smooth, well-judged regen that lets you drive largely on one pedal around town.
• Heated and ventilated front seats + heated steering wheel: standard on Earth, and a genuine step up over the entry Air.

Engine and drivetrain

The Earth Long Range pairs a single front-mounted permanent-magnet motor with the larger 81.4kWh battery. That is 150kW and 283Nm through the front wheels, enough for a claimed 0 to 100km/h of 7.9 seconds. Charging is respectable rather than headline-grabbing. On a 150kW DC charger, which is the current Australian norm, 10 to 80 per cent takes about 31 minutes; the EV3’s 400V system tops out comfortably below what an ultra-rapid charger can deliver anyway, so there is little to gain from hunting out the 350kW units. A three-phase 11kW AC wallbox does 10 to 100 per cent in around seven and a half hours. The charge port lives on the driver’s side (the right, in our right-hand-drive cars) at the front. WLTP range is a strong 563km, and the real world, as it turns out, is not far off it.

What’s the 2026 Kia EV3 Earth Long Range like to drive?

This is the part where the EV3’s honesty shows. The steering is fine. It is light, easy and perfectly judged for the car park, but nothing special, and at times it feels a little disconnected from the road, as though the assistance systems are quietly filtering the conversation. Performance tells a similar story. The 150kW motor is serviceable and gets on with the job, but it is no highlight; coming off punchier dual-motor EVs, it feels a touch sluggish. On wet uphill starts the front wheels can briefly scrabble for traction, a reminder that this is a near-1.9-tonne front-driver with instant torque. There is a small irony in the spec sheet, too: the cheapest, lightest Air Standard Range is actually the quickest EV3 of the lot.

What it does do, it does smoothly. The ride is absorbent and settled over Australian roads, the power is metered out without any jerkiness, and wind and road noise simply never registered over a week of driving, which is the mark of a quietly refined thing. The i-Pedal one-pedal mode is excellent, and the brake auto-hold takes the strain out of traffic. If I have a single ergonomic gripe, it is oddly specific: the drive-mode button sits exactly where my left thumb wants to rest in the gap of the steering wheel, so I could relax my right thumb in the equivalent spot but never my left. Convenient to reach, mildly annoying to live with. One word for the drive, then: composed.

Is the 2026 Kia EV3 Earth Long Range safe?

The EV3 wears a 5-star ANCAP rating from 2025, with 83% for adult occupant protection, 86% for child occupants, 78% for vulnerable road users and 81% for safety assist. The hardware is comprehensive and standard across the range. The one catch, and it is a recurring EV3 complaint, is that some of the systems are over-eager: the intelligent speed-limit assist and driver-attention monitor needed switching off almost every drive, which gets old fast.

• Autonomous Emergency Braking with car, pedestrian, cyclist and junction detection
• Lane Keeping Assist, Lane Following Assist 2 and Smart Cruise Control 2
• Blind-Spot Collision-Avoidance Assist with Rear Cross-Traffic alert and Safe Exit Warning
• Seven airbags, including a front-centre airbag; front and rear parking sensors with reversing camera

How much does the 2026 Kia EV3 Earth Long Range cost?

The EV3 Earth Long Range opens at about $58,600 before on-road costs, which is roughly $63,000 drive-away depending on your state. That puts it a rung below the range-topping GT-Line and just beneath the larger Kia EV5. It is worth checking Kia’s live offers when you buy, as drive-away deals come and go.

For that money you get the sensible core of the EV3 done well: the flat-floor cabin, the triple-screen layout with physical shortcut keys, heated and ventilated front seats, a heated steering wheel, wireless CarPlay and Android Auto, and the full safety suite. Step up to the GT-Line and you add a sunroof, Harman Kardon audio, a head-up display and plusher seats, but the Earth already covers the things you actually use every day, which is what makes it the value pick of the range.

How much does the 2026 Kia EV3 Earth Long Range cost to run?

Kia’s 7-year, unlimited-kilometre warranty applies, and the high-voltage battery is covered for 7 years or 150,000km down to a 70% capacity floor. The one catch is servicing: Kia leaves its EVs out of the capped-price program its petrol cars enjoy, so you prepay instead, around $688 for three years, $1,308 for five or $1,929 for seven, with a visit due every 12 months or 15,000km. Roadside cover runs a year at a time and renews at each service for up to eight years.

Running it is where an efficient EV pulls ahead. Over more than 1,000km the Earth averaged 16.7kWh/100km, close to Kia’s 16.2 claim. Charge at home on a standard tariff around $0.33/kWh and that is about $5.50 per 100km; shift to a cheap overnight EV plan near $0.08/kWh and it drops to barely $1.35. Lean on premium public fast-charging at about $0.75/kWh, though, and it climbs to roughly $12.50 per 100km, so charging at home rather than out is where the savings really live. A 10 to 80 per cent top-up moves about 57kWh, so call it $19 at home or around $43 on public DC.

Final thoughts

The EV3 Earth Long Range is not the car for someone chasing pace or driver involvement. If that is you, keep walking. What it is, is one of the most sensible, easy-to-live-with small EVs on sale: roomy beyond its size, impressively efficient, properly safe, and finished with a cabin that genuinely feels above its money. It suits families and anyone who simply wants to get from A to B in calm, safe comfort. If you need more room again, the larger Kia EV5 is the natural step up; but for a lot of buyers, the smaller, cheaper, cleverly packaged EV3 will be all the electric SUV they ever actually need.

How does the 2026 Kia EV3 Earth Long Range compare?

The natural cross-shops are its own Kia family and the odd cousin. The larger Kia EV5 gives you a bigger boot, but its Standard Range trades away range; the E-GMP Hyundai IONIQ 5 is roomier and longer-legged again, but steps up in size and price. The EV3’s pitch is efficiency and value in a tidier package. Note the figures below sit on slightly different price bases (the EV5 quoted drive-away, the others before on-roads), so confirm drive-away for your postcode.

2026 Kia EV3 Earth Long Range — Frequently Asked Questions

How far does the Kia EV3 Earth Long Range go on a charge?
Kia claims 563km (WLTP) from the 81.4kWh battery. In our week of mixed driving it averaged 16.7kWh/100km over more than 1,000km, which works out to roughly 485km of real-world range.

How much does the Kia EV3 Earth Long Range cost in Australia?
It is priced from about $58,600 before on-road costs, or roughly $63,000 drive-away depending on your state. Always confirm the drive-away figure for your postcode.

Is the Kia EV3 Earth Long Range worth buying?
Yes, if you want a calm, safe and spacious family EV with strong real-world range. It earns its keep on practicality and efficiency rather than performance, so keen drivers should look elsewhere.

What rivals should I cross-shop against the Kia EV3?
The obvious rivals are the BYD Atto 3, MG S5 EV, Geely EX5 and Volvo EX30, plus its larger sibling the Kia EV5 if you need more space.

For the latest pricing and to book a test drive, head to the official Kia Australia site.

2026 Kia EV3 Earth Long Range — Buyers could also look at:

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

The post Kia EV3 Earth Long Range 2026 Review appeared first on Your Source for EV News & Reviews.

It plays in the premium mid-size plug-in class, though that field has thinned out lately: BMW has quietly dropped the 330e from Australia, and the Mercedes-Benz C350e is only now finding its way back. Few rivals can match what the A5 does here, standard quattro all-wheel drive and full price parity with its own petrol sibling. It lands at $89,900 before on-road costs as the Sedan, or roughly $97,000 drive-away depending on your state (the Avant wagon asks $92,900 before on-roads). For that you get more power, more kit and a usable battery at no premium over the TFSI. It’s the rare PHEV that doesn’t charge you for the privilege.

What does the 2026 Audi A5 e-hybrid quattro look like?

Audi has always had a distinct look and feel, and the A5 e-hybrid leans right into it. Where some brands soften their hybrids into anonymity, this one does the opposite. It’s mean and aggressive down low, with a wide, hungry “Singleframe” grille and deep intakes, then all sharp lines and classy restraint everywhere above. It has real presence on the road.

My test car wore a deep dark grey that suited its sporty intent, set off by the standard 20-inch Audi Sport wheels, red brake calipers and a gloss-black styling pack. The full-width Matrix LED light bar across the tail and the fastback roofline give it a low, planted, purposeful stance. To my eye the rear three-quarter is easily its best angle.

What is the 2026 Audi A5 e-hybrid quattro like inside?

Climb in and the cabin is all curved glass and clean horizontal lines. A single sweeping panel houses an 11.9-inch Audi virtual cockpit ahead of the driver and a 14.5-inch MMI (Multi Media Interface) touchscreen angled towards them, with an optional passenger display set into the dash. The flat-bottomed leather steering wheel, S line sport seats and ambient lighting that threads through the doors and console all make it feel every bit the near-$90,000 Audi it is.

There’s one small but lovely touch I kept noticing all week: the illuminated door-release detail that greets you each time you reach for the handle. It’s exactly the kind of quiet flourish that earns the badge, and the sort of thing rivals at this money often forget.

Storage

Up front there’s a wireless phone-charging pad and the usual oddment storage you’d expect of the class. It’s a cabin built around the screens and the drive rather than maximum cubby-hunting, but there’s enough room for the daily clutter of phones, wallets and takeaway coffees.

Rear seat and boot space

The fastback roofline that makes the A5 look so good does cost it a little rear headroom, so taller adults may find it a touch tight back there, though legroom is fine for the class and rear riders get their own air vents and USB-C charging. The boot holds 331 litres with the seats up and stretches to 1175 litres folded. That’s usable rather than generous, and a little down on a petrol A5 thanks to the battery packaging under the floor. For a couple, a young family or a weekend away, it copes comfortably.

Technology and connectivity

The twin-screen MMI setup is sharp and quick, with wireless Apple CarPlay and Android Auto, a crisp 360-degree camera that makes tight parking painless, and a virtual cockpit that lays out hybrid energy flow and EV range at a glance. There’s plenty of control over how the car uses its battery, too. You can hold electric-only, blend petrol and electric, or bank charge for later, all from the MMI.

My one real gripe was the new console gear selector, a fiddly little toggle that never quite became second nature. In an otherwise slick cabin, it’s the one control you keep having to stop and think about.

Highlighted Features

• Illuminated door release: a lit handle detail that greets you every time you reach for the door.
• 360-degree camera: a clear bird’s-eye view from the MMI that takes the stress out of tight car parks.
• EV / Hybrid drive modes: hold electric-only, blend the two, or bank charge for later at the touch of a button.

Engine and drivetrain

Under the bonnet sits a 2.0-litre turbo-petrol four (185kW) paired with an electric motor of up to 105kW, built into a seven-speed S tronic dual-clutch and fed by a 25.9kWh battery (20.7kWh usable, arranged as 102 prismatic cells in Audi’s new cell-to-pack layout). Together they serve up 270kW and 500Nm, sent to all four wheels through Audi’s quattro ultra system. Audi quotes up to 97km of electric range on the WLTP cycle for the Sedan and a weighted 2.6L/100km, with CO2 of 60g/km.

Charging is AC-only at up to 11kW, good for a 0 to 100 per cent top-up in about 2.5 hours. There is no DC fast charging at all, which suits this car better than it sounds. With the battery flat it drinks from a 46-litre tank at a more familiar 6.5 to 7.3L/100km.

What’s the 2026 Audi A5 e-hybrid quattro like to drive?

This is where the A5 e-hybrid earns its keep. With 270kW, 500Nm and a 5.1-second 0 to 100km/h claim, the numbers promise a lot, and unlike plenty of fast-on-paper hybrids, this one delivers. Drop it into Sport and it genuinely shoves. Better still, it’s refreshing to feel the dual-clutch gearbox working through the ratios and the whole car coming alive as you press on. The quattro all-wheel drive and a low centre of gravity, with that battery sitting down low, make it feel planted and surefooted, and the steering is sharp and connected in a way that flatters a quick back-road run.

Then you slip back into town and it transforms. Day to day, the hybrid system smooths the gearbox right out and the A5 wafts along quietly, feeling more luxury EV than sports sedan. It’s two cars in one, a hushed EV for the Monday commute and a snarling all-paw weapon when the road opens up, and that duality is the entire point. On range, my rule of thumb with plug-ins is that real-world figures land around 75 to 80 per cent of the WLTP claim, so expect closer to 72 to 78km on electricity between charges.

Over a week of mixed driving my trip computer settled on 6.6L/100km of petrol alongside 5.0kWh/100km of electricity, the two working together as a PHEV does. And because there’s no DC fast charging, this simply isn’t a car you detour to a public charger for. You physically can’t at most of them, since it has no DC socket to plug into. It’s the kind of car you put on charge at home when you can be bothered, and most commutes will then run on electricity alone.

Is the 2026 Audi A5 e-hybrid quattro safe?

Yes. The A5 carries a maximum five-star ANCAP safety rating, tested in 2024 and valid until December 2030, applying to Australian builds from May 2025. That comes backed by a comprehensive suite of active-safety tech as standard.

• Front assist with autonomous emergency braking (AEB), including swerve, turn and front cross-traffic assist
• Adaptive cruise control with stop and go, plus lane departure warning and emergency lane-keeping assist
• Side assist, exit warning, rear cross-traffic and rear turn assist
• Speed-sign recognition, 360-degree cameras and park assist plus with front and rear sensors

How much does the 2026 Audi A5 e-hybrid quattro cost?

The A5 Sedan e-hybrid quattro 270kW lists at $89,900 before on-road costs, which works out to somewhere around $97,000 drive-away depending on your state (the Avant wagon is $92,900 before on-roads). The important bit is what that number isn’t: it’s no more than Audi asks for the equivalent petrol A5. There’s no plug-in premium, which in this segment is close to unheard of.

For the money, the standard kit is generous and there’s barely an options list to climb: 20-inch Audi Sport alloys, red S calipers, S sport suspension, a black styling pack and privacy glass outside; Matrix LED headlights, the twin-screen virtual cockpit and MMI, wireless CarPlay and Android Auto, 360-degree cameras, three-zone climate and S line sport seats inside. Only a panoramic glass roof (around $4,990) and a premium package (head-up display, Bang and Olufsen sound) cost extra.

How much does the 2026 Audi A5 e-hybrid quattro cost to run?

Ownership is covered by Audi’s five-year, unlimited-kilometre warranty, with the high-voltage battery separately guaranteed for eight years or 160,000km, which is reassurance for the part buyers worry about most. Servicing falls due every 12 months or 15,000km, and Audi’s Genuine Care plan caps five years or 75,000km of servicing at roughly $3,000. Roadside assistance runs for six years.

With a plug-in, running costs come down almost entirely to how you use it. Over my mixed week the trip computer showed 6.6L/100km of petrol and 5.0kWh/100km of electricity together. At roughly $1.80 a litre for 95-octane and about $0.33/kWh on a standard home tariff, that blend works out to around $13.50 per 100km. Charge it overnight and stick to shorter trips, though, and you can run on the battery alone for most of them, at which point you’ll barely trouble a servo at all. That’s the case for the A5 e-hybrid: it rewards the home-charger, not the road-tripper.

Final thoughts

After a week with it, who it’s for is pretty clear: anyone who wants one car that’s a quiet, efficient daily driver and a genuinely quick, engaging weekender. The A5 e-hybrid is the best blend of those two worlds I’ve driven in this class, and a real glimpse of what harmony between electric and petrol can look like.

You’d only walk past it if you need something physically bigger, or if you’re firmly committed to one side of the fence, either a pure EV or a pure petrol car. The one thing that gave me pause was the price, but at around $90,000 this was never aimed at me, and Audi asks no more for it than the petrol A5 while handing you more power, more kit and an electric commute. For the right buyer, that makes it very easy to recommend.

How does the 2026 Audi A5 e-hybrid quattro compare?

The obvious cross-shops have quietly disappeared: BMW has pulled the 330e from Australia, and the Mercedes-Benz C350e is only now returning to local showrooms. That leaves the most honest comparison a little closer to home. For the same money, do you take the plug-in hybrid or the petrol A5 quattro? The e-hybrid gives you more power, more torque and an electric commute; the lighter petrol car is a touch simpler and frees up a little more boot. Here’s how the two stack up.

2026 Audi A5 e-hybrid quattro — Frequently Asked Questions

How far does the Audi A5 e-hybrid go on electric power?
Audi quotes up to 97km on the WLTP cycle for the Sedan from its 25.9kWh battery. In the real world, expect closer to 72 to 78km. It charges on AC at up to 11kW, so a 0 to 100 per cent top-up takes about 2.5 hours, and it does not support DC fast charging.

How much does the Audi A5 e-hybrid cost in Australia?
The A5 Sedan e-hybrid quattro is $89,900 before on-road costs, or around $97,000 drive-away depending on your state, and the Avant wagon is $92,900 before on-roads. That is the same price as the equivalent petrol A5, so there is no plug-in hybrid premium.

Is the Audi A5 e-hybrid quattro worth buying?
If you want one car that is a quiet, efficient daily and a quick 270kW weekender, yes. It pairs strong performance (0 to 100km/h in 5.1 seconds) and quattro all-wheel drive with price parity to the petrol A5. Look elsewhere only if you need something larger, or you are committed to a pure-EV or pure-petrol car.

What rivals should I cross-shop against the Audi A5 e-hybrid?
The premium plug-in sedan field has thinned out: the BMW 330e has left Australia and the Mercedes-Benz C350e is only just returning. That makes the most realistic comparison the petrol A5 quattro, which costs the same money but gives up the electric range and some power.

For the latest pricing and to book a test drive, head to the official Audi Australia site.

2026 Audi A5 e-hybrid quattro — Buyers could also look at:

• Audi Q6 e-tron
• IM5 Performance
• Hyundai IONIQ 5

The post Audi A5 Sedan e-hybrid quattro 2026 Review appeared first on Your Source for EV News & Reviews.

It lands in the busiest corner of the market, the mid-size electric SUV, where buyers are spoilt for choice and value counts for a lot. At around $76,000 drive-away (about $71,770 before on-road costs, depending on your state), the GT-Line AWD sits right at the top of the family and well into the money some pricier rivals ask. I had already spent a week in the cheaper front-drive EV5, so the jump to the dual-motor flagship was the thing I most wanted to weigh up.

What does the Kia EV5 GT-Line look like?

The EV5 is all upright and boxy, and it wears it well. At 4,615mm long, 1,875mm wide and 1,715mm tall on a 2,750mm wheelbase, it has the square-shouldered “baby EV9” look that Kia’s electric SUVs have made their own, and it reads as a proper mid-size family car rather than a tall hatch.

The catch is that the GT-Line barely looks like the flagship. Park it next to a cheaper EV5 and you would struggle to tell them apart. The giveaways are small: 20-inch alloys in place of 18s or 19s, gloss-black bumpers, skid plates, roof rails and beltline, auto-flush door handles, privacy glass and LED dynamic indicators. It is tastefully done, but if you want the badge to show what you spent, this is not the car for it. The real upgrade is inside, at the steering wheel.

It looks best from the front three-quarter, where the vertical “Star Map” lighting and the clamshell bonnet give it some presence. Mine was blue, one of several in the range, and it split the room: I was not sold on it, and a colleague took one look and loved it. Which is about the most useful thing I can tell you about a paint colour.

What is the Kia EV5 GT-Line like inside?

Inside is where the GT-Line finally feels like the flagship. The cabin is open and airy, with twin 12.3-inch screens running the driver’s cluster and the central display, a separate 5-inch climate panel below, and a clean, horizontal dashboard in two-tone artificial leather with white and silver trim. It is calm and grown-up rather than flashy, and none the worse for it.

The seats are the standout. The driver’s chair gets eight-way power adjustment, proper lumbar support and a two-position memory, plus a relaxation function that reclines it and lifts your legs on powered rests, which you do not expect at this money. Both front seats heat, cool and massage, so you feel the difference on a longer drive. The materials are solid where your arms fall, and there is a heated steering wheel to finish it off.

Storage

Cabin storage is sorted. There are four cupholders, bottle holders in all four doors, a covered console, a front tray, a wireless charging pad and a 12-volt outlet, with USB-C for both rows. Under the bonnet there is a 67-litre frunk rated to 25kg, which is just the right size for the charging cables so they are not rolling around in the boot.

Rear seat and boot space

The boxy shape pays off in the back. The flat floor and long wheelbase free up genuine legroom and headroom, the rear bench reclines, and this grade adds vents on the door pillar and heated outer seats. Behind it sits 513 litres of boot, growing to 1,714 litres with the 60:40 seats folded, which is competitive for the class and easily enough for a family’s weekly load.

My week with it was mostly a solo affair, so I cannot tell you how it copes with a full load of passengers or a boot stuffed for a road trip. On the numbers, and from time spent climbing around it, the packaging is exactly what you would want from a square, purpose-built electric SUV.

Technology and connectivity

The twin 12.3-inch screens are quick and logical, and the EV5 keeps both wired and wireless Apple CarPlay and Android Auto, so you are not forced to live in Kia’s menus. A head-up display, a Harman/Kardon eight-speaker system with subwoofer, satellite navigation with ten years of map and traffic updates, over-the-air updates and fingerprint authentication are all standard on the GT-Line, and Kia Connect handles remote control and monitoring from your phone.

The best bit, though, is in the back. Under the rear of the centre console is a sliding box that heats and cools, which is to say a small fridge for the back seat. It sounds like a gimmick right up until the first warm afternoon you reach in for a cold drink, at which point it quietly becomes your favourite feature.

Highlighted Features

• Heated and cooled rear console box: a small fridge or warmer built into the rear of the centre console, exclusive to the GT-Line.
• Premium relaxation driver’s seat: reclines with powered leg rests, plus heating, ventilation and massage.
• Vehicle-to-Load (V2L): an interior power socket, with an exterior adaptor included on the GT-Line, to run appliances or tools off the car’s battery.

Engine and drivetrain

The GT-Line AWD runs a 160kW motor at the front and a 70kW motor at the rear, for a combined 230kW and 480Nm and a claimed 0 to 100km/h of around 6.3 seconds. Power comes from an 88.1kWh lithium iron phosphate (LFP) battery under the floor, a chemistry that is tough and happy being charged to 100 per cent as often as you like.

The price of the all-wheel-drive hardware and the 20-inch wheels is range. The GT-Line claims 470km on the WLTP cycle at 21.0 kWh/100km, where the lighter front-drive Long Range manages up to 555km. Charging is a strong point: the EV5’s 800V-capable architecture does a 10 to 80 per cent DC top-up in around 40 minutes on a typical 150kW public charger, or about 38 minutes on a 350kW unit, and the 11kW three-phase onboard charger fills it overnight at home. There is Vehicle-to-Load too, so the car can run appliances or tools when you are away from a socket.

What’s the Kia EV5 GT-Line like to drive?

The EV5 GT-Line’s best quality is refinement. It glides. The ride is the highlight, soaking up Australian roads with a calm, settled gait, and it holds that composure even on the 20-inch wheels, where plenty of rivals turn brittle on big rims. Over a week of mixed driving I had no complaints.

The all-wheel drive makes a real difference over the front-drive EV5. Instead of the front-driver’s sense of being pulled along, the GT-Line feels moved along, planted, with no scrabbling for grip in the wet and confident hill starts. There is a genuine lift in both grip and pace, and while 230kW will not pin you to the seat, Sport mode gives it real urgency.

One quirk is worth knowing. In Eco and Normal the car leans on the front motor to save energy, so to drive it as a consistent all-wheel drive I found myself picking Snow mode, which sends smooth, even power to all four wheels. It is a workaround rather than a fault, but it is the one thing you keep having to think about in a car that is otherwise effortless. One word for the drive? Smooth, though at its best it is closer to gliding.

Is the Kia EV5 safe?

Yes. The EV5 has a 5-star ANCAP safety rating from 2024, with strong category scores: 88 per cent for adult occupant protection, 86 per cent for child occupant protection, 74 per cent for vulnerable road user protection and 82 per cent for safety assist. As the flagship, the GT-Line piles extra assistance on top of an already comprehensive suite, and in daily driving the systems get on with their job without the constant nagging that spoils some rivals.

• Autonomous Emergency Braking with car, pedestrian, cyclist, junction and oncoming detection, plus Lane Keeping and Lane Following Assist and Highway Driving Assist 2
• Blind Spot Collision Avoidance, Rear Cross Traffic Collision Avoidance and Safe Exit Warning
• GT-Line additions: Surround View Monitor with 3D, Blind Spot View Monitor, Parking Collision Avoidance and Remote Smart Park Assist 2
• Driver Attention Warning, Intelligent Speed Limit Assist, front and rear parking sensors, and nine airbags including a front-centre airbag

How much does the Kia EV5 GT-Line cost?

The EV5 GT-Line AWD is the top of the range at roughly $71,770 before on-road costs, which works out to around $76,000 drive-away depending on your state. That is a big step up from the entry EV5 in the high $50,000s, so the GT-Line has to make its case on equipment and comfort rather than badge alone. It is worth pinning down the exact figure with Kia’s online pricing tool, as drive-away pricing moves with state charges and any current offers.

What you get for the money is a long list of standard equipment, which is the GT-Line’s strongest argument. The highlights: 20-inch alloys, a panoramic sunroof, the twin 12.3-inch displays, head-up display, Harman/Kardon audio, the heated, cooled and massaging relaxation seats, heated rear seats, a heated steering wheel, the cooled rear console box, a power tailgate, wireless charging and the full suite of driver-assist tech. Very little is left on the options list, so what you see is essentially what you get.

How much does the Kia EV5 GT-Line cost to run?

Ownership is where Kia’s coverage shines. The EV5 comes with a 7-year, unlimited-kilometre warranty, a 7-year or 150,000km battery warranty (to 70 per cent capacity), and roadside assistance that starts at 12 months and renews for another year at each scheduled service, up to a maximum of eight years. Servicing falls every 12 months or 15,000km. Electric Kias sit outside the capped-price program the petrol cars get, so the EV5 uses a prepaid EV service plan instead: five services run to $2,389, or about $478 a year, which is fair for the class.

Running costs are the real win. At the claimed 21.0 kWh/100km, charging at home on a standard tariff around $0.33/kWh costs roughly $6.93 per 100km, and on a cheap overnight EV plan near $0.08/kWh that drops to about $1.68 per 100km. Lean on premium public DC charging at around $0.75/kWh and the same 100km climbs past $15, so if you can charge at home, do. I did not need to charge it during my week with it, so these figures are based on the claimed consumption rather than a figure off the trip computer.

Final thoughts

The EV5 GT-Line AWD is the EV5 at its most polished: comfortable, quiet, well equipped and genuinely pleasant to spend time in, with an all-weather composure the front-drive cars cannot match. The seats, the ride and that daft, brilliant little fridge in the back are what stuck with me.

The catch is that the flagship is not the EV5 that goes the furthest, and from the kerb it barely looks different to grades costing a good deal less. So it makes most sense for the buyer who wants the comfort, the kit and the security of all-wheel drive and will actually use them. If your priority is outright range or value, the flagship is not where the EV5 makes its strongest case, and that is worth being honest about. Buy the GT-Line for what it adds inside and underneath, not for the way it looks in the driveway.

How does the Kia EV5 GT-Line compare?

The most useful comparison here is within the EV5 family itself, because the question most buyers face is not Kia versus a rival, but which EV5 to choose. The Kia EV5 Standard Range we reviewed earlier is the value entry point; above it sits the front-drive Air Long Range, quietly the distance champion of the family at 555km; and the GT-Line AWD sits on top with the power, all-wheel drive and the luxury kit. The revealing part is the range row. The GT-Line costs close to $20,000 more than the Standard Range, yet thanks to its all-wheel-drive hardware and 20-inch wheels it covers fewer kilometres between charges than the cheaper Air Long Range. You are buying the flagship for comfort, security and equipment, not for how far it goes.

Kia EV5 GT-Line — Frequently Asked Questions

How far does the 2026 Kia EV5 GT-Line go on a charge?
The Kia EV5 GT-Line AWD has a claimed WLTP range of 470km from its 88.1kWh LFP battery. That is less than the cheaper front-drive Long Range models, which claim up to 555km, because the all-wheel-drive system and the larger 20-inch wheels use more energy.

How much does the 2026 Kia EV5 GT-Line cost in Australia?
The EV5 GT-Line AWD is priced at approximately $71,770 before on-road costs, or around $76,000 drive-away depending on your state. It sits at the top of the EV5 range.

Is the Kia EV5 GT-Line worth buying over the cheaper grades?
It depends on your priorities. The GT-Line adds all-wheel drive, a long list of luxury equipment and a more comfortable, quicker drive, but it costs more and travels fewer kilometres on a charge than the front-drive Long Range. If you want maximum range or outright value, a lower grade makes more sense.

Is the Kia EV5 safe?
Yes. The EV5 carries a 5-star ANCAP safety rating from 2024, scoring 88% for adult occupant protection and 86% for child occupant protection. The GT-Line adds a surround-view monitor, a blind-spot view monitor and remote smart park assist on top of the standard driver-assist suite.

For the latest pricing and to book a test drive, head to the official Kia Australia site.

Kia EV5 GT-Line — Buyers could also look at:

• Kia EV5 Standard Range
• Hyundai IONIQ 5
• Xpeng G6 Long Range

The post Kia EV5 GT-Line AWD 2026 Review appeared first on Your Source for EV News & Reviews.

It lands in the fast-filling mid-size plug-in class, where the BYD Sealion 6 has been cleaning up, and undercuts most established petrol and hybrid family SUVs on power for the money. The Ultra AWD sits at the top of the H6 PHEV range, with the twin-motor Hi4 system, a panoramic sunroof, a 14.6-inch screen and the full kit as standard. There is one real catch, which we will get to, but on smoothness, pace and outright value the H6 makes a serious case.

What does the 2026 GWM Haval H6 PHEV look like?

The H6 wears a bolder face than the car it replaces, and it is all the better for it. Up front there is a huge “signature” gloss-black grille, layered like chain-mail, flanked by slim LED headlights and vertical daytime running lights stacked into the bumper. My test car came in grey on gloss-black 19-inch alloys, part of a blacked-out look that suits its size. Head-on, that grille fills the frame and gives the H6 real presence for a mid-size SUV.

In profile it balances SUV height with a mildly coupe-like roofline that slopes into a full-width tail light bar and GWM lettering across the tailgate. It is a clean, grown-up shape rather than a fussy one, and there is no mistaking what is underneath: the tailgate carries H6, PHEV and Hi4 badges, in case anyone wondered.

What is the 2026 GWM Haval H6 PHEV like inside?

Step inside and it punches above its badge. The dashboard is minimalist and built around a 14.6-inch central touchscreen, with a slim 10.25-inch digital cluster ahead of the driver and a head-up display on top. A panoramic sunroof stretches well past the front seats and floods the cabin with light, and the perforated two-tone Comfort-Tek seats lift the ambience a clear notch above what the price suggests. For a car at this money, it feels genuinely rich.

The kit list backs that up. The Ultra gets a nine-speaker stereo, wireless Apple CarPlay and Android Auto, wireless charging, a heated wheel, heated and ventilated front seats, a 6-way powered driver’s seat with memory, and dual-zone climate. The one thing to know is that GWM leans hard on the screen: almost everything lives in the touchscreen, and the steering wheel uses touch-style control pads rather than proper buttons, which take a little learning.

Storage

Practical touches are dotted through the cabin. There is a wireless charging pad up front, twin USB ports front and rear, cupholders in the console, a padded armrest and deep door bins with textured trim. It is a sensibly laid-out family cabin rather than a clever one, but nothing important is missing, and there is room for the daily clutter of phones, bottles and the school run.

Rear seat and boot space

The back seat is where a family SUV earns its keep, and the H6 delivers. The 2,738mm wheelbase opens up a wide, flat-floored rear bench with proper adult legroom, rear air vents and charging outlets, and the panoramic roof makes it feel airy from the second row. The boot holds 560 litres with the seats up, expanding to 1,445 litres with the 60:40 rear seats folded, and there is a powered kick-sensing tailgate and a retractable cargo blind as standard. It is a genuinely usable, square load space that swallows a pram and the weekly shop without fuss.

Technology and connectivity

The 14.6-inch screen is the hub of the cabin, running wireless CarPlay and Android Auto, DAB radio, voice control and the settings for the hybrid system. A quick-controls page puts the E-pedal, head-up display, drive modes and EV priority mode a tap away, and the 360-degree camera pairs a reversing feed with a clear top-down view that makes tight parking painless. The nine-speaker stereo is a genuine step up on the class norm at this price.

It is a responsive, feature-rich system. The trade-off, as in most cars going this route, is that folding the climate and most functions into the screen means a few things take an extra tap or two that a physical button would not, and some of the safety chimes are eager. Neither is a dealbreaker, but both are worth a test drive before you commit.

Highlighted Features

• Hi4 twin-motor all-wheel drive: a front and rear electric motor plus the turbo-petrol engine combine for 268kW, 760Nm and genuine surefooted grip.
• Vehicle-to-Load (V2L): run 220-240V appliances straight off the battery, handy for camping, tools or a power cut.
• EV priority and single-pedal driving: hold electric-only for the commute, or drive largely on one pedal with adjustable regen around town.

Engine and drivetrain

This is the clever part. The Ultra PHEV AWD pairs a 1.5-litre turbo-petrol engine with two electric motors, one on each axle, fed by a 19.09kWh LFP battery through GWM’s Hi4 plug-in hybrid system. Together they make 268kW and 760Nm, which is why a two-tonne family SUV can crack 100km/h in 4.8 seconds. GWM quotes up to 100km of electric-only range on the NEDC cycle; that cycle is optimistic, so in the real world budget closer to 75 to 85km, which is still enough to cover most people’s daily driving on electricity alone.

Charging is where the H6 has an edge over some plug-in rivals: as well as home AC charging at 6.6kW (a full top-up in around three hours), it can DC fast charge, taking about 28 minutes from 30 to 80 per cent. The DC rate is capped at 34kW, so it is no road-trip rapid-charger, but the option is there. Run the battery flat and it settles into a frugal hybrid, using a claimed 5.3 litres per 100km, and it runs happily on 91 unleaded.

What’s the 2026 GWM Haval H6 PHEV like to drive?

The headline from my week with it is how smooth and quiet it is. The switch between electric and petrol is so seamless you barely notice it happen, it is hushed around town and stays settled at speed, and for the most part you drive it as a quiet electric SUV. It is tuned for calm family duty first, and it does that well.

Then there is the pace. The headline is a 4.8-second 0 to 100km/h, which the launch control will genuinely deliver, though off a normal roll it feels more relaxed than that number suggests. Either way there is real urge on tap whenever you want it, and the H6 will surprise cars that cost a lot more away from the lights. That performance is a bonus rather than the point: at nearly two tonnes this is a comfortable cruiser, not a back-road weapon, and it is happiest wafting than being hurried. But it means the H6 never feels underdone, which is not something you could always say about a family SUV at this money.

Is the 2026 GWM Haval H6 PHEV safe?

This is the one real catch, and it needs stating plainly. The plug-in hybrid H6 is currently unrated by ANCAP. The petrol and hybrid versions of the H6 hold a 5-star rating from 2022, but that rating does not automatically extend to the heavier PHEV, which has not been crash-tested. For some buyers that will not matter; for others, particularly families, it is a genuine reason to wait for a rating or to look at a 5-star rival.

What the H6 does have is a comprehensive suite of standard safety equipment, the same active systems fitted across the range:

• Autonomous Emergency Braking with pedestrian, cyclist and intersection detection
• Adaptive and intelligent cruise control with Traffic Jam Assist
• Lane Keep Assist, Lane Centring, Lane Departure Warning and Emergency Lane Keep
• Blind Spot Monitor, Rear Cross-Traffic Alert and Braking, and a 360-degree camera
• Seven airbags including a front-centre airbag, plus a driver fatigue monitor

How much does the 2026 GWM Haval H6 PHEV cost?

The range-topping Ultra PHEV AWD lands at around $50,990 drive-away. The plug-in range opens lower, at about $47,990 drive-away for the Ultra PHEV 2WD, and the wider H6 line-up starts from the mid-$30,000s for the petrol. That makes the AWD plug-in one of the cheapest ways into a genuinely quick, electric-capable family SUV, and it undercuts most established rivals on power for the money. At the time of writing GWM is also running sharp drive-away campaigns that have brought the plug-in range down to around $45,990, so it is well worth checking the current offer for your postcode before you buy.

For that price the Ultra wants for very little: the 14.6-inch screen, 10.25-inch cluster and head-up display, panoramic sunroof, nine-speaker audio, heated and ventilated front seats, a heated wheel, 360-degree camera, powered tailgate, wireless charging and the full safety suite are all standard. Just about the only cost option is premium paint, at $495. In a class where the German and Japanese names charge separately for half of this, the value is the whole point.

How much does the 2026 GWM Haval H6 PHEV cost to run?

Ownership is covered by GWM Care: a 7-year, unlimited-kilometre warranty, an 8-year battery-pack warranty, 5 years of roadside assistance and 5 years of capped-price servicing, with visits due every 12 months or 15,000km. For a brand still building trust in Australia, that is a genuinely reassuring package, and among the longest warranties in the class.

Like any plug-in, what it costs to run comes down almost entirely to how you use it. Charge it overnight and keep to shorter trips and you will run on electricity for most of them, at roughly $6 per 100km on a standard home tariff around $0.33/kWh, or far less on a cheap overnight EV plan. Let the battery go flat and it reverts to a frugal hybrid at a claimed 5.3 litres per 100km, about $9 per 100km on 91 unleaded near $1.73 a litre. The worst case here is still cheaper than most petrol SUVs; the best case barely troubles a servo at all.

Final thoughts

The 2026 Haval H6 Ultra PHEV AWD is one of the most compelling value stories in the family-SUV market right now. It is quick enough to embarrass cars costing twice as much, it will run most of the week on electricity, it is loaded with kit, and it is smooth and quiet in the way that actually matters day to day. For a lot of families, that combination at around $50,990 drive-away will be very hard to ignore.

The honest reservation is the ANCAP-unrated status of this plug-in variant. If a five-star rating is non-negotiable, the BYD Sealion 6 is the obvious 5-star alternative, and you would wait to see how the H6 PHEV eventually tests. But if you can look past that, the H6 gives you more power, more equipment and more electric range for the money than almost anything else in the class. It is exactly the sort of car that is quietly changing what buyers expect for their money.

How does the 2026 GWM Haval H6 PHEV compare?

The obvious cross-shop is the BYD Sealion 6, the car that has set the pace in the mid-size plug-in class, and which holds the 5-star ANCAP rating the H6 PHEV lacks. It is worth weighing against the H6’s own Ultra Hybrid AWD too, which drops the plug and the DC charging but saves you money if you cannot charge at home. The figures below are indicative and drawn from manufacturer sources, so confirm drive-away for your postcode.

2026 GWM Haval H6 PHEV — Frequently Asked Questions

How far does the GWM Haval H6 PHEV go on electric power?
GWM quotes up to 100km of electric range on the NEDC cycle from the 19.09kWh battery. That cycle is optimistic, so budget closer to 75 to 85km in the real world. It charges on AC at 6.6kW and, unlike some plug-ins, can also DC fast charge at up to 34kW, taking about 28 minutes from 30 to 80 per cent.

How much does the GWM Haval H6 PHEV cost in Australia?
The range-topping Ultra PHEV AWD is around $50,990 drive-away. The plug-in range opens lower, at about $47,990 drive-away for the Ultra PHEV 2WD. Always confirm the drive-away figure for your postcode.

Is the GWM Haval H6 PHEV safe and ANCAP rated?
The plug-in hybrid H6 is currently unrated by ANCAP. The related petrol and hybrid H6 holds a 5-star rating from 2022, but that rating does not extend to the PHEV, which has not been tested. It does come with a comprehensive suite of standard safety equipment, including autonomous emergency braking, a 360-degree camera, blind-spot monitoring and adaptive cruise control.

Is the GWM Haval H6 PHEV worth buying?
For the money, yes, if outright value is your priority. Around $50,990 drive-away buys a quick (0 to 100km/h in 4.8 seconds), well-equipped, all-wheel-drive family SUV that can run most of the week on electricity. The main reservation is that this variant is ANCAP-unrated, so safety-first buyers may prefer the 5-star BYD Sealion 6.

For the latest pricing and to book a test drive, head to the official GWM Haval Australia site.

2026 GWM Haval H6 PHEV — Buyers could also look at:

• Kia EV5 Standard Range 2025
• Leap Motor C10 Design 2025
• Xpeng G6 Long Range 2025

The post GWM Haval H6 PHEV Ultra AWD 2026 Review appeared first on Your Source for EV News & Reviews.

At $155,000 before on-roads, or roughly $161,000 to $165,000 drive-away depending on your state, it lines up against the German default: the BMW i5, the Mercedes-Benz EQE and the Porsche Taycan. It matches them on price, and in a few places it beats them on what you get for the money.

What does the 2026 Genesis G80 Electrified look like?

Matira Blue is a colour that earns its name. It sits somewhere between navy and teal, and in direct sunlight it shifts in a way photos rarely capture. Classy and elegant is the best way I can sum it up: it looks expensive without shouting about it. From every angle the exterior looks deliberate, and across a week I couldn’t find a bad one.

The G80 is a large luxury sedan. The front end uses Genesis’s “Crest Grille” design, a wide, fine-mesh aperture spanning the nose and integrated with the Micro Lens Array headlamps. Those headlamps are standard on the Signature and they light the road well. On 19-inch alloys, the car fills its arches without straying into aggression, and the rear carries the same restraint: clean, wide, and lit by lamps that tie the design together rather than compete with it.

What is the 2026 Genesis G80 Electrified like inside?

The cabin makes its case immediately. A 27-inch OLED display runs the full width of the dashboard in one curved sweep, combining the instrument cluster and infotainment screen with no visible seam. A screen that big could easily feel cold or clinical, but it doesn’t, mostly because everything around it is wrapped in Nappa leather. The dashboard, door trims and centre console are all trimmed in it, and 64-colour ambient lighting runs along the door linings, shifting with the drive mode.

Front seats are 18-way power-adjustable with four-way air-cell lumbar support, heated and ventilated, and exceptionally comfortable. But the real highlight, for me, is the sound. I’ll admit I’m a bit of an audiophile, and the Bang & Olufsen 17-speaker system with Dolby Atmos is hands down the best I’ve heard in any car. Even with the volume right up, the treble stayed crystal clear instead of scratchy, the subwoofer kept proportionate pace, and the mids sat exactly where they should. It has genuinely set the benchmark for every car I review from here on.

Storage

The cabin storage suits its demographic. There is a wireless charging pad, deep door pockets front and rear, and a rear passenger console with dedicated controls for the back-seat occupants. The G80 is not a car that requires a hunt for somewhere to put a phone or a water bottle. Frunk capacity is not published in the Australian press materials.

Rear seat and boot space

The rear cabin is the G80’s standout, full stop. There is Nappa leather on the rear seats with heating and ventilation, 64-colour ambient lighting in the door trims, and the same material quality as up front. It genuinely blew me away: elegant and fancy all the way through, and the back seat is definitely the place to be. Physically there is real adult legroom and headroom too. The 2025 update stretched the wheelbase by 130mm, to 3,140mm, and it shows in the back: at 995mm, rear legroom is genuinely limousine-grade, and even a tall passenger is never left wanting.

The boot holds 334 litres. That is on the modest side for a car this size, a side effect of packaging the electric hardware, and as a sedan with a fixed rear seat there is no fold-flat extension. For a car built around rear-seat comfort rather than cargo, it is enough for the weekly shop or a couple of suitcases, without ever being a strong point.

Technology and connectivity

The 27-inch OLED cluster draws the eye, but it is backed by a 12.0-inch colour head-up display, Apple CarPlay and Android Auto, a 6.0-inch climate touchscreen with haptic feedback, and a Digital Centre Mirror that replaces the conventional rear-view mirror with a camera feed. Wireless charging is standard. The system is responsive and logical, which after a week in some rivals feels like a small holiday.

Drive modes span Eco, Comfort, Sport, My, Snow and Chauffeur, with 64 selectable ambient lighting colours tied to each mode. This level of configurability could easily feel gratuitous; in the G80, it mostly doesn’t.

Highlighted Features

• Chauffeur Mode: Rear-seat passenger can set a preferred speed limit for the driver and manage travel preferences from the back seat. Novel, and the sort of feature that will either charm or unsettle you depending on which seat you’re in.
• Remote Smart Parking Assist (RSPA2): Parks the G80 from outside the car, including diagonal spaces, via the key fob.
• Bang & Olufsen 17-speaker with Dolby Atmos: Full audiophile-grade sound system. The rear seat is a particularly good place to hear it.

Engine and drivetrain

The Electrified G80 uses a dual-motor AWD setup producing 272kW and 700Nm, built on an 800V electrical architecture. A 94.5kWh battery gives it a WLTP-rated range of 570km, up from the 87.2kWh and 520km of the pre-update car.

DC fast charging is rated up to 350kW: on one of the rarer 350kW ultra-rapid units a 10 to 80 percent top-up takes about 25 minutes, while on Australia’s more common 150kW chargers you should budget closer to 30 minutes. At home, the 10.5kW onboard AC charger takes around 13 hours for a full charge from a 7kW wallbox, and less again on a three-phase supply.

What’s the 2026 Genesis G80 Electrified like to drive?

The G80 drives with complete composure. It is super smooth, and across a week I couldn’t find a single fault, though at $150,000 plus you would rather hope so. The 272kW and 700Nm arrive without any drama, and the suspension soaks up the road rather than passing it into the cabin. It is the kind of car that has you wondering, briefly, why the front seat exists at all.

Chauffeur mode was the standout, and a genuine first for me: the rear-seat passenger can set a speed limit for the driver and manage the trip from the back. Whether that lands as thoughtful or presumptuous probably depends on which seat you’re in. Either way, the G80 is built around whoever’s in the back, and that’s where it’s at its best.

Is the 2026 Genesis G80 Electrified safe?

The G80 holds a five-star ANCAP rating from 2021, with 91% for adult occupant protection, 86% for child occupants, 77% for vulnerable road users and 80% for safety assist. The rating covers the electric variant, and the driver-assist suite is comprehensive at this price.

• Forward Collision-Avoidance Assist
• Blind Spot Collision-Avoidance Assist (rear and side)
• Blind Spot View Monitor
• Highway Driving Assist II (HDA2)
• In-Cabin Camera
• Remote Smart Parking Assist with diagonal parking (RSPA2)
• Smart Cruise Control with Stop and Go
• Intelligent one-pedal driving (i-Pedal)

How much does the 2026 Genesis G80 Electrified cost?

The Genesis Electrified G80 Signature AWD is priced from $155,000 before on-road costs. Drive-away pricing varies by state; New South Wales buyers should budget approximately $161,000 to $165,000, depending on stamp duty. There is one variant sold in Australia.

For that money, effectively everything is standard. There’s no options list to climb: the Nappa leather, the 27-inch OLED screen, the head-up display, the Bang & Olufsen audio, the heated and ventilated seats front and rear, and the full safety suite all come in the one price. Genesis also includes a five-year Chargefox subscription, though it’s worth confirming with your dealer, since those deals change.

How much does the 2026 Genesis G80 Electrified cost to run?

Genesis backs the G80 with a 5-year unlimited-kilometre warranty for private buyers, an 8-year/160,000km high-voltage battery warranty retaining more than 70 percent state of health, and 5 years of complimentary servicing at 12-month/15,000km intervals covering the first 75,000km. Roadside assist on EV models runs for 10 years, without service-conditional terms. The servicing schedule after the complimentary period is not published.

Running costs on electricity depend heavily on where you charge. At roughly $0.33 per kWh on a standard home tariff, the 18.1kWh/100km WLTP consumption works out to approximately $6 per 100km. On a super off-peak EV plan at around $0.08 per kWh, that drops to about $1.45 per 100km. Charge at a premium public DC station at $0.75 per kWh and it climbs past $13.50 per 100km, or approximately $58 to $59 for a near-empty public charge.

Final thoughts

The 2026 Genesis Electrified G80 is, put simply, a very good car. The exterior is elegant without demanding attention, the cabin is exceptional, and the back seat is the best place to be in it. The ownership proposition is competitive, and in several respects better than the German alternatives at the price. A week with it gave me no meaningful complaints.

It suits one buyer particularly well: someone who wants to arrive somewhere rather than get there. BMW i5 and Mercedes-Benz EQE buyers should sit in the back before deciding. Porsche Taycan buyers are after something different, and they probably know it.

How does the 2026 Genesis G80 Electrified compare?

The G80’s natural rivals are the BMW i5, the Mercedes-Benz EQE and the Porsche Taycan. Neither the BMW nor the Mercedes currently has an ECG review; the figures below are sourced from manufacturer websites and are indicative. The G80 holds its own on price-to-inclusions, particularly on warranty coverage and complimentary servicing, where the European alternatives typically charge separately.

2026 Genesis G80 Electrified — Frequently Asked Questions

How far does the 2026 Genesis G80 Electrified go on a charge?
The 2026 Genesis G80 Electrified Signature AWD has a WLTP-rated range of 570km from its 94.5kWh battery. The 2025 update grew the battery from the previous 87.2kWh and lifted the claimed range from 520km to 570km.

How much does the 2026 Genesis G80 Electrified cost in Australia?
The 2026 Genesis Electrified G80 Signature AWD is priced from $155,000 before on-road costs. Drive-away pricing varies by state and typically lands around $161,000 to $165,000 in New South Wales. It is sold in a single Signature AWD trim in Australia.

Is the 2026 Genesis G80 Electrified worth buying?
If rear cabin quality is your priority, yes. The G80 Electrified matches or exceeds most European luxury sedans on interior quality, ownership value, and outright refinement, with 5 years of complimentary servicing and 10 years of roadside assist. The BMW i5 and Mercedes-Benz EQE are the closest comparisons on price.

What rivals should I compare with the 2026 Genesis G80 Electrified?
The closest competitors in the electric luxury sedan segment are the BMW i5 (from approximately $130,000), the Mercedes-Benz EQE (from approximately $145,000), and the Porsche Taycan (from approximately $190,000). None currently has a dedicated ECG review. ECG-reviewed alternatives at a different price point include the IM5 Performance and IM6 Performance.

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

2026 Genesis G80 Electrified — Buyers could also look at:

• IM5 Performance
• IM6 Performance
• 2025 Audi Q6 e-tron

The post 2026 Genesis G80 Electrified Signature AWD Review appeared first on Your Source for EV News & Reviews.

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.

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.

LeapMotor C10 EcoCarGuide short video review

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

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