A safety issue has prompted Tesla to recall more than 7,000 vehicles in Australia, though the fix is far less disruptive than most owners might expect. Instead of scheduling a trip to a dealership, drivers will simply receive an over-the-air software update that addresses the problem from home.

The recall was announced by the nation’s federal transportation department over the weekend and reveals that the driver’s side window’s automatic protection system may not function as intended. Consequently, the window may close with excessive force even if there’s an obstruction, like a hand or a finger. The department notes that this can increase the risk of injury to a vehicle occupant.

Read: New Tesla Model Y Performance Turns Supercar Thrills Into A Bargain Family Affair

A total of 7,301 examples of the 2025 Tesla Model Y are impacted by the recall, with Tesla confirming that every variant of the SUV is included in the campaign.

The carmaker will reach out to all impacted owners in writing, informing them of the recall. Tesla has noted that any vehicle already running software version 2025.26.6 or later is exempt from the recall. Owners of 2025 Model Ys can view the software version they have by navigating to Controls > Software through the infotainment display.

As with many Tesla updates, the solution is delivered wirelessly. The corrective software will be pushed out to all affected Model Ys, eliminating the need for service center visits and keeping downtime to a minimum.

Lightning Strikes Twice

While this is the first time that the Tesla Model Y has been recalled in Australia for a problem related to the side windows, it’s not the first time Tesla has issued a recall for such a fault elsewhere. Almost exactly three years ago, Tesla recalled 1,097,762 vehicles in the United States because the side windows could close with more force than permitted under Federal Motor Vehicle Safety Standards and may not have retracted once an obstruction was detected.

This recall impacted what was the entire Tesla line-up at the time, consisting of the Model S, Model X, Model 3, and Model Y.

The battle in the battery-electric vehicle segment has never been fiercer. A growing number of brands from China have turned the EV industry on its head, forcing legacy automakers to up their game and invest heavily in the sector.

One of Audi’s first entrants into the electric SUV space was the Q4 e-tron, first launched in early 2021 as a rival to the likes of the Tesla Model Y, Volvo XC40 Recharge, and the BMW iX1 and, in Sportback guise, the BMW iX2. Barely two years after being unveiled, in late 2023, the Q4 e-tron was updated, bringing with it new electric motors, improved range, and more equipment.

Despite being on sale in Europe and the US for quite some time, the Q4 e-tron only recently landed in Australia, providing us with our first opportunity to put it to the test. It’s sold locally in SUV and Sportback guises and in 45 e-tron and 55 e-tron quattro forms. We tested the former in its entry-level trim.

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Photo Credits: Brad Anderson/Carscoops

What Makes Up The Q4 e-tron?

Underpinning the Q4 e-tron is VW’s familiar MEB platform and an 82 kWh gross, or 77 kWh usable, lithium-ion battery pack. As part of the 2023 update, power for the 45 e-tron was upped from 270 hp (201 kW) to 282 hp (210 kW). It also produces a solid 402 lb-ft (545 Nm) of torque through the rear wheels.

Prices kick off from AU$84,900 (~$55,000) for the base 45 e-tron and top out at AU$107,500 (~$69,600) for the 55 e-tron quattro Sportback. Our tester was optioned with the AU$1,350 (~$870) metallic paint, which brought up its price up to AU$86,250 (~$55,800).

With the exception of the massive faux Singleframe grille, which can be divisive, the Q4 e-tron is quite a good-looking SUV. Similarly, the interior has its pros and (of course) its cons.

Photos Brad Anderson/Carscoops

A Quirky Cabin

One thing I immediately appreciated about the cabin was the dashboard. Having spent plenty of time behind the wheel of new cars coming out of China, it was nice to step inside an SUV that has some personality, rather than a bland dash, a big screen, and not much more.

A 10.25-inch digital gauge cluster comes standard across the range, as does an 11.4-inch infotainment system supporting wireless Apple CarPlay and Android Auto. The screen is nice and responsive, and the menus are easy to understand, as with other Audi models. The software feels a little dated, but it’s usable, and the screen is handily tilted towards the driver.

Positioned below the screen are buttons for the climate control system. While plastic and rather cheap, they’re much nicer than HVAC controls in the infotainment screens of some competitors. Some flashy silver trim on the dash adds to the striking looks, as does the four-spoke steering wheel. However, there are some rather odd features.

Interior Oddities

The most notable feature is the floating console. Finished in piano black, it houses the electronic shifter and drive mode buttons, and while functional, it’s suspended over a weird array of storage cubbies. There’s a small shelf big enough for a pair of sunglasses, two vertical slots where you can put a phone, and then a separate wireless charging pad. But the charger is vertical, so you have to rest your phone on its side to charge it and secure it in position with a plastic clip that, unfortunately, may scratch a phone’s screen. A single, large storage area would have been a more elegant solution.

The haptic buttons on the steering wheel can also be infuriating. You can press the buttons individually, or swipe across them for various functions, but it’s easy to mess up. On several occasions, I accidentally hit the telephone icon while trying to skip tracks, making inadvertent phone calls. I’m also not a fan of the piano black around the door handles, which are prone to scratching.

Photos Brad Anderson/Carscoops

Additionally, for an AU$86,250 (~$55,800) SUV, there are a few too many cheap black plastics spread throughout.

Space at the front is good. The seats are appointed in lovely leather trim and include heating and 4-way lumbar support. Sadly, the front passenger seat is not electrically adjustable, which is a shame at this price point. Our tester also had some worrying signs of wear on the driver’s seat, despite only being driven a few thousand kilometers.

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Included among the (welcome) features is an ambient lighting system and an eight-speaker audio system with a subwoofer.

The second row is just big enough for tall adults, but headroom is lacking, as is toe room. It would have also been nice if Audi added a panoramic glass roof, as you’ll find in many other electric SUVs, some of which are significantly cheaper than this. Cargo space sits at 520 liters (18 cubic feet), or 1,490 liters (52.6 cubic feet) with the rear seats folded down.

Photos Brad Anderson/Carscoops

The Drive

Jump into the Q4 e-tron and you can set off in one of two ways. The simplest one is to press the brake pedal, select Drive or Reverse, and set off, just like a Tesla. Perhaps to cater to more traditional buyers, Audi has also added a physical Start/Stop button.

At low speeds, produces a more noticeable hum for pedestrian safety than some other EVs, but it goes away once you build speed. Speaking of speed, I was pleasantly surprised by how rapid the 45 e-tron felt. It’ll run to 100 km/h (62 mph) in 6.7 seconds, which isn’t far off some proper hot hatches, and pulls strongly to highway speeds.

Much like a Hyundai or Kia EV, Audi has positioned paddle shifters on the steering wheel to adjust the level of brake regeneration on the fly. However, there’s no full one-pedal driving mode.

The ride quality is exceptional. The Q4 e-tron suits Australian roads perfectly, providing the right amount of support while ironing out any significant imperfections in the road. And yet, it still manages to retain a slightly sporty edge, so it is quite enjoyable to drive.

Read: New Entry-Level Audi Q4 E-Tron Promises To Go The Distance

A handful of different drive modes are available, including a configurable Individual mode where you can adjust the powertrain and steering. You can also up the brake regen by driving in ‘B’ rather than Drive, which is what I did most of the time during my week with the SUV.

The Q4 e-tron is reasonably efficient. I averaged 17.4 kWh/100 km while I had it, matching the Polestar 4 and Leapmotor C10 I recently tested. This brings the real-world range closer to 450 km (280 miles). The Audi supports both 11 kW AC charging and 175 kW DC fast charging, meaning the battery can be charged from 10-80 percent in 28 minutes. That’s not class-leading, but it should be adequate for most buyers.

All Q4 e-tron models sold in Australia include adaptive cruise control with active lane-centering. Like most other EVs on the market, the Q4 45 e-tron excels on the daily commute. It’s whisper quiet, the steering is light yet direct, and it’s well insulated from outside intrusions.

Photos Brad Anderson/Carscoops

Verdict

The entry-level Q4 e-tron is a solid option for those in the market for an all-electric SUV of this size. But it comes with a premium price tag and doesn’t feel up to scratch in some areas, mainly due to some shortcomings with the interior and the fit and finish.

While not a traditionally shaped SUV, the Polestar 4 we recently drove feels a fair bit more premium, and yet is slightly cheaper. Then there’s the matter of the army of EVs emerging from China that are becoming increasingly compelling for new car buyers across Australia.

Photos Brad Anderson/Carscoops

Over the past few years there has been a growing number of trucks with fully electric, plug-in hybrid, or mild-hybrid powertrains, but some believe that the good-old diesel remains the best fit for the job. The Australian arm of Mazda declares loyalty to diesel trucks, despite theoretically having access to an EV powertrain for the BT-50.

The Mazda BT-50 is a midsize truck which is twined with the Isuzu D-Max. The latter has recently expanded its lineup with a fully electric version. The D-Max EV has an output of 188 hp (140 kW / 190 PS) from dual electric motors and a WLTP range of 263 km (163 miles) from a 66.9 kWh battery pack. However, it starting price is significantly higher than the equivalent diesel.

More: New Electric Isuzu Pickup Comes With A Shocking Price Tag

Our colleagues from Drive.com.au spoke to Vinesh Bhindi, Managing Director of Mazda Australia, asking him about a potential BT-50 EV. Bhindi replied that Mazda is not ready to make any announcements at this stage, and he added:

“I don’t think we will be having a battery EV ute anytime soon. But we will let the market tell us that there is room for it, and there is demand for it, and Mazda should consider what the options are.”

The Ford Ranger, BYD Shark, and GMW Cannon Alpha have already brought plug-in hybrid tech in the midsize truck segment, while the upcoming Nissan Navara and the next Mitsubishi Triton are expected to follow the same road. Still, the boss of Mazda Australia doesn’t believe that PHEVs are a threat:

“Diesel in utes is here to stay, I don’t see a future where plug-in hybrids or battery EV utes are the only options, I think diesel still makes sense. And when you look at the NVES (New Vehicle Efficiency Standard), diesel technology still has better CO2 output compared to the others.”

More: 2025 Mazda BT-50 Facelift Brings Sporty New Face And Bigger Screens

These comments make it clear that the Mazda BT-50 won’t be getting a zero-emission option – at least in the foreseeable future. Still, we can’t entirely rule out a smaller dose of electrification, following the example of the Toyota Hilux which recently got a mild-hybrid diesel. After all, this doesn’t sacrifice any of the advantages of the diesel (high low-end torque, reliability, cargo-carrying and towing capabilities etc) while helping lower fuel consumption and emissions.

The third generation of the BT-50 was introduced in 202 and received a facelift in 2024. Currently, it is available in Australia with two turbodiesel powertrains. The base 2.2-liter four-cylinder produces 161 hp (120 kW / 163 PS) and 400 Nm (295 lb-ft) of torque, while the larger 3.0-liter is good for 187 hp (140 kW / 190 PS) and 450 Nm (332 lb-ft).

Compared with their predecessors from a decade ago, today’s EVs go further, charge faster and have far more charging stations to choose from, but some would-be buyers still cite range anxiety as a reason for not going electric. And the results of a new study investigating the real range of EVs currently on sale suggests those fears are entirely justifiable.

The Australian Automobile Association (AAA) picked five EVs from a mix of brands as part of its government-funded four-year test designed to arm the nation’s car buyers with honest data. After subjecting each of the electric cars to a real-world driving route it found one of models delivered 23 percent less range than its maker claims.

Related: After 100K Miles, VW’s EV Barely Lost Range Thanks To One Trick

That car, the BYD Atto 3, only achieved 229 miles (369 km) before needing a recharge, representing a 69-mile (111 km) shortfall on the Chinese automaker’s 298-mile (480 km) official figure. Tesla’s Model 3 didn’t tell quite so big a lie, but it also failed to live up to its official range figures by a fairly large margin considering the tests weren’t carried out in the Arctic. The 274 miles (441 km) it achieved was 14 percent lower than Tesla’s 319-mile (513 km) claim.

Inconsistent Accuracy

But the big takeaway from the investigation isn’t that all EV range claims are wildly inaccurate. All five cars delivered fewer miles than advertized, and the BYD was wildly off. But one of the cars very nearly matched its official range, falling just 5 percent short, and it’s this difference across the brands, and cross models within the same brand, that’s the real problem for consumers.

If they knew that every car over-promised by 20 percent, it would be easier to make buying decisions than it is when you’ve no idea which brands to believe. It’s for this reason that these kind of independent tests are so useful for buyers looking at spending tens of thousands of dollars on a new car.

Standout Performer

The AAA’s test champ was the Smart #3, whose 268-mile (432 km) true range was only 14 miles (23 km) out. Kia’s EV6 and the Tesla Model Y also performed relatively well, each returning 8 percent less range than claimed.

AAA

New Poll: American Voters Support Federal Investments in Electric Vehicles Broad, Bipartisan Support for EV Investments and Incentives that Lower Costs, Expand Access, and Help the U.S. Beat China in the Race for Auto Manufacturing WASHINGTON, D.C. – A new bipartisan national poll conducted by Meeting Street Insights and Hart Research finds broad public support …

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