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Nissan’s $29,990 Leaf Costs Less But Feels Like So Much More: Review

PROS ›› Comfortable ride, 303 mile range, $29,990 base priceCONS ›› Tight second row, charging quirks, FWD only

The elimination of the clean vehicle tax incentive in the US is expected to slow electric vehicle adoption, but newcomers are still on the horizon. This includes the redesigned Nissan Leaf, which seems perfectly designed for the post-credit era.

When it arrives at dealerships in the coming weeks with a starting price of $29,990, it will be the most affordable electric vehicle in America. A cheaper variant is also in the works and it’s rumored to begin at $25,360.

Also: Nissan Says It’ll Build A Leaf NISMO If Enough Of You Shout Loud Enough

In both cases, the 2026 Leaf lands well below Tesla’s most affordable offerings yet, the larger Model 3 and Model Y Standard, which shed more features than we can comfortably count just to hit their $36,990 and $39,990 price points respectively.

However, unlike those models, the Leaf is so much more than a cut-rate EV. It’s comfortable, quiet, and surprisingly quick. The model also incorporates lessons learned from the previous two generations, giving it a leg up on a number of competitors.

QUICKFACTS
› Model:2026 Nissan Leaf
› Dimensions:173.4 in (4,404 mm) Long

71.3 in (1,856 mm) Wide

61.3 in (1,557 mm) Tall

105.9 in (2,689 mm) Wheelbase
› Battery:75 kWh
› Output:214 hp and 261 lb-ft
› Curb Weight:4,187 – 4,369 lbs*
› Range:259 – 303 miles*
› Price:$29,990
› On Sale:Fall 2025
SWIPE

*Manufacturer

A Crossover-Inspired Design

 Nissan’s $29,990 Leaf Costs Less But Feels Like So Much More: Review

Photos Mike Gauthier / Carscoops

When the original Leaf was launched in 2010, it looked like an other-worldly hatchback. The second-generation arrived seven years later with a more conventional design, but the timing couldn’t have been worse as crossovers recently began outselling cars.

That trend has accelerated since then, so it comes as little surprise the third-generation Leaf has been transformed into a crossover. This was a no-brainer and the model looks surprisingly upscale as it incorporates a number of high-end features including flush-mounted door handles and a dimming panoramic glass roof.

The latter is typically reserved for ultra-expensive vehicles such as the Cadillac Celestiq and McLaren 750S Spider, but Nissan made one standard on the $38,990 Leaf Platinum+. While it’s not as fancy as some of the other roofs on the market, it quickly transitions from transparent to opaque at the press of a switch. This is done in a sweeping pattern that mimics a traditional sunshade.

The dimming roof is a cool and surprisingly practical addition as officials noted it allows for improved aerodynamics and increased headroom, when compared to a traditional moonroof. The company also noted it provides improved heat and cold protection, which helps to increase efficiency.

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Photos Mike Gauthier / Carscoops

Putting the roof aside, the 2026 Leaf has a streamlined face with LED headlights that can be connected by a thin illuminated strip. This helps to emphasize the crossover’s width, which has grown by 0.8 inches (20 mm).

All of the other dimensions are smaller than before as the crossover is 3 inches (76 mm) shorter, while 0.4 inches (10 mm) has been shaved from the wheelbase. Height was also dropped by 0.4 inches (10 mm), meaning the old hatchback was taller than the new crossover.

Interestingly, ground clearance falls from 5.9 inches (150 mm) to 5.3 inches (135 mm). This is surprising and designers deserve a lot of credit for making the model look more rugged and capable than it really is.

Design trickery aside, the Leaf adopts soft curves and flowing surfaces. They’re joined by hidden rear door handles and a pronounced spoiler. These elements help to lower the drag coefficient from 0.29 to 0.26.

Rounding out the highlights are 18- or 19-inch wheels and an available motion-activated power liftgate. The model also offers a stylish two-tone paint job as well as 3D holographic taillights. The latter have a “2-3” iconography, which is pronounced as “ni-san” in Japanese.

A Nice, But Cramped Cabin

 Nissan’s $29,990 Leaf Costs Less But Feels Like So Much More: Review

Nissan adopted a ‘class above’ strategy for the latest Leaf and that’s clearly visible inside as the model feels surprisingly premium. That’s certainly true of our range-topping Platinum+ tester, which features dual 14.3-inch screens as well as a bright heads-up display.

They’re joined by heated Zero Gravity front seats that are wrapped in TailorFit upholstery. Nissan says the covering is softer than traditional leather, while also being more durable and eco-friendly as it’s made with 65% recycled materials.

The front seats are nicely bolstered and feature an interesting pattern that helps to elevate the cabin. They’re joined by power adjustment and lumbar support, making it easy to get comfortable.

 Nissan’s $29,990 Leaf Costs Less But Feels Like So Much More: Review

Unfortunately, the rear seats leave a lot to be desired as legroom was tight for this 6’2” scribe. There’s a mere 31.8 inches (808 mm) of real estate, although the model offers plenty of headroom. While things are a mixed bag, the rear seats are heated and occupants will find two USB-C charging ports as well as air vents.

Speaking of space, the Leaf holds 20 cubic feet (566 liters) of luggage behind the second-row. That can easily be expanded to 55.5 cubic feet (1,572 liters) by pulling the releases on the second-row, which are accessible from the cargo area.

While there’s a decent amount of cargo room, the Leaf trails the Kona Electric and Niro EV by 8.2 cubic feet (232 liters). Both models also have a far more spacious second-row with over 36 inches (914 mm) of legroom.

Moving back up front, the Leaf sports a perfectly positioned wireless smartphone charger and a Bose premium audio system with speakers integrated into the front headrests. Other highlights include a frameless auto-dimming rearview mirror, a 64-color ambient lighting system, and a heated steering wheel.

The 14.3-inch infotainment system is fast and responsive, and features Google built-in. This provides easy access to Google Maps, Google Assistant, and the Google Play Store. The latter is worth mentioning as owners can download entertainment apps such as Prime Video and HBO Max. They can then watch movies or shows on the infotainment system, while their vehicle recharges.

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Photos Mike Gauthier / Carscoops

The Google integration provides other perks as it makes long distance trips far less stressful. Once users enter their destination, Google Maps will recommend charging stops along the route and estimate how much charge they’ll have left once they arrive. Users can also adjust their desired charge level, so you could arrive at your hotel with an 80% charge instead of 30%.

Nissan continues to embrace ‘digital’ switchgear and there’s a row of high-tech climate controls below the infotainment system. I’ve had mixed feelings about these in the past, but the company has been working to improve them and they feel more natural than those found on the Murano.

Further below, there’s a push button shifter and dedicated audio controls. Buyers will also find a camera button, which offers a dizzying array of options. Highlights include a new Front Wide View, an Invisible Hood View, and an Intelligent Around View Monitor. The latter offers eight different angles, so you can see a virtual representation of the Leaf in its real-world environment.

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Photos Mike Gauthier / Carscoops

Despite its affordable price tag, the cabin feels relatively upscale as there are soft touch plastics, metallic accents, and a stylish cloth accent on the dashboard. Controls are also intuitively laid out and fairly conventional.

That might sound minor, but EVs used to be purposely weird. This is no longer the case and the traditional approach should make the crossover more appealing to newcomers. That’s important as Nissan is expecting roughly 75% of Leaf buyers to be new to EVs, and they want to make the transition as easy as possible.

An Impressive Powertrain With 303 Miles Of Range

 Nissan’s $29,990 Leaf Costs Less But Feels Like So Much More: Review

Electric vehicles have been getting better and that’s especially true of the Leaf, which can now travel up to 303 miles (488 km) on a single charge. That’s 91 miles (146 km) more than its predecessor and a whopping 230 miles (370 km) more than the first-generation EV.

A large part of this is due to the car’s new 75 kWh battery pack, which is significantly bigger than the previous 40 and 60 kWh options. It will eventually be joined by a smaller 52 kWh battery, which will power the entry-level S trim and be paired with a motor developing 174 hp (130 kW / 177 PS) and 254 lb-ft (344 Nm) of torque.

The rest of the lineup uses the 75 kWh battery as well as a motor producing 214 hp (160 kW / 218 PS) and 261 lb-ft (353 Nm) of torque. That’s 11 lb-ft (15 Nm) more than the old model, but you’re looking at a weight gain of around 331 lbs (150 kg).

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Photos Mike Gauthier / Carscoops

While the S+ breaks the 300 mile (483 km) mark, the mid-level SV+ has 288 miles (463 km) of range. That drops to 259 miles (417 km) on the Platinum+, largely due to its 19-inch wheels. However, even in range-topping guise, the model offers 47 miles (76 km) more range than its predecessor.

Of course, most people travel less than 40 miles (64 km) per day. This means many owners could go a week without charging, so range anxiety shouldn’t be an issue.

That’s especially true nowadays as the Leaf features a NACS charging port and access to the Tesla Supercharger network. The latter consists of more than 20,000 fast chargers in the United States and they’re supported by a Plug & Charge capability.

 Nissan’s $29,990 Leaf Costs Less But Feels Like So Much More: Review

Oddly enough, the NACS port is DC-only. For home charging, there’s a CCS (J1772) port on the driver’s side. This is a strange setup, but the Leaf was already in development when automakers started adopting the NACS standard so it’s kind of a half step.

Quirks aside, the Leaf has a 150 kW DC fast charging capability and this will enable the battery to go from a 10% to 80% charge in 35 minutes. Buyers will also find an improved 7.2 kW onboard charger and a portable charging cable that has 120V and 240V plugs.

The Leaf comes standard with a vehicle-to-load capability that transforms the EV into a giant battery pack. An adaptor can plug into the CCS port and provide 1,500 watts of power. The Platinum+ also offers a 120V outlet in the cargo area, which allows the car to put out a combined 3,450 watts. This should make the Leaf pretty handy during power outages and camping trips.

 Nissan’s $29,990 Leaf Costs Less But Feels Like So Much More: Review

Getting back to the battery, Nissan focused on improved cold weather performance. As part of this effort, the battery is insulated and features an enhanced thermal management system. The model also captures waste heat from the motor and on-board charger, and repurposes it to warm the battery. This helps to increase range and charging performance.

On the topic of cold climates, the SV+ and Platinum+ offer a dedicated battery heater for $300. Those two trims also come with a heat pump, which warms the cabin more efficiently.

A Well-Rounded EV

 Nissan’s $29,990 Leaf Costs Less But Feels Like So Much More: Review

While the Leaf is no lightweight, its 214 hp (160 kW / 218 PS) electric motor propels it with ease. It’s reasonably quick off the line and the motor’s instantaneous response further enhances the experience.

If you floor it, you’ll get a bit of torque steer. However, the overall experience is well-rounded and should feel familiar to those coming from ICE-powered vehicles.

Despite being around for nearly two decades, the 2026 Leaf is the first to ride on a dedicated electric vehicle platform. It’s the CMF-EV architecture, which also underpins the Ariya.

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Michael Gauthier / Carscoops

This helps to deliver “segment above comfort” and the effort is aided by a new multi-link rear suspension, which reduces impact stiffness by nearly 30%. It replaces the old torsion beam setup and delivers a refined ride quality that soaks up road imperfections without making a fuss.

The good manners extend to the power steering system, which feels responsive and nicely weighted. However, there isn’t much joy to be had and it comes off a little lifeless.

The driving experience can be adjusted by a switch on the dash, which offers Normal, Sport, Eco, and Personal settings. The latter is customizable and offers two steering options, three acceleration profiles, and four levels of regenerative braking.

 Nissan’s $29,990 Leaf Costs Less But Feels Like So Much More: Review

Speaking of the latter, there’s an E-Step button on the dash that significantly ramps up the regenerative braking. It takes a little getting used to, but the learning curve is relatively quick.

Thanks to the various settings, it’s easy to tailor the Leaf to your liking. This means owners can get everything from an ICE-like experience to a more traditional EV setup. That being said, there are limits and the crossover favors comfort over sport.

Suburban streets in southeast Michigan didn’t provide the most engaging driving route, but the Leaf felt secure and capable in corners. This comes despite the Platinum+’s 4,369 lbs (1,982 kg) of mass, which is roughly 1,300 lbs (590 kg) more than the similarly sized Kicks. While it’s undoubtedly porky, you don’t really get a sense of the crossover’s weight unless you really push it.

Around town, the Leaf is surprisingly comfortable and quiet. There is a little bit of wind noise at higher speeds, but the overall experience is relatively hushed.

A Value-Focused EV That Doesn’t Feel Cheap

 Nissan’s $29,990 Leaf Costs Less But Feels Like So Much More: Review

All of this adds up to a compelling electric vehicle that’s comfortable and features a stylish new design. The $29,990 base price is also impossible to ignore, especially in the post tax credit era. As Nissan recently noted, the 2026 Leaf is actually $2,790 cheaper than the 2011 model despite tariffs, inflation, and 15 years of change.

While the base model comes nicely equipped, the sweet spot is the $34,230 SV+. It features heated TailorFit front seats as well as 14.3-inch displays. They’re joined by a wireless smartphone charger, a six-speaker audio system, and a host of driver assistance systems including ProPILOT Assist.

The Leaf also compares favorably to key competitors as it costs a whopping $9,610 less than the 2025 Kia Niro EV, despite offering an extra 50 miles (80 km) of range. The model also undercuts the Hyundai Kona Electric by $2,985 and can travel an additional 103 miles (166 km).

However, the biggest X factor is the reborn Chevrolet Bolt. It starts at $29,990 including a $1,395 destination fee, which means it undercuts the Leaf by $1,495. The company has also announced plans for an even cheaper variant that will arrive later for $28,995. That sounds pretty compelling, but the Bolt only provides an estimated 255 miles (410 km) of range.

Hyundai has also drastically cut prices for the 2026 Ioniq 5, dropping the model down to $35,000. That’s roughly the same as the mid-level SV+, which could make it an interesting alternative.

Competition aside, the Leaf is a fantastic car and a great electric vehicle. It builds on its predecessors, while also introducing a number of notable improvements. While we wish there was more second-row legroom and an all-wheel drive option, the redesigned model is a big step forward and one that will likely attract EV fans as well as new converts.

 Nissan’s $29,990 Leaf Costs Less But Feels Like So Much More: Review

Photos Mike Gauthier / Carscoops

BYD Sealion 7 Performance Could Be Tesla’s Worst Nightmare: Review

PROS ›› Well-priced, premium cabin, very quick CONS ›› Subpar handling, firm ride, excess wind noise

BYD’s rise has been nothing short of meteoric. In a few short years, it has gone from a name most had barely heard of to the world’s leading producer of plug-in hybrids, even overtaking Tesla in sales of pure battery-electric vehicles.

This phenomenal success has been driven by a constant stream of new models that seem to appear with dizzying frequency. Whereas most legacy brands take years to research, develop, and launch new models, BYD has enjoyed the maneuverability and flexibility of a startup, while benefiting from China’s might in the automotive supply chain. It seems like every other week, we are discussing a new model from the BYD brand or one of its subsidiaries, such as Denza or YangWang.

Perhaps the single most important model BYD itself has launched in Australia is the Sealion 7. The name might sound like it was plucked from the rejected list of Pokemon characters, but the car itself is pitched as a legitimate rival to the Tesla Model Y. The question is whether it’s actually up to the job, or just another entry in the ever-expanding list of Tesla challengers. I spent a week living with one to see which way it leans.

QUICK FACTS
› Model:2025 BYD Sealion 7 Performance
› Starting Price:AU$63,990 ($42,100)
› Dimensions:4,830 mm (190.1 in.) Length
1,925 mm (75.7 in.) Width
1,620 mm (63.7 in.) Height
2,930 mm (115.3 in) Wheelbase
› Curb Weight:2,340 kg (5,158 lbs)*
› Powertrain:Two electric motors / 82.56 kWh battery
› Output:523 hp (390 kW) / 509 lb-ft (690 Nm)
› 0-62 mph4.5 seconds (0-100 km/h)*
› Transmission:Single-speed
› Efficiency:20.5 kWh/100 km as tested
› On Sale:Now
SWIPE

*Manufacturer

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Price That Bites at Tesla

Down Under, the Sealion 7 is available in entry-level Premium guise from AU$54,990 ($36,200) or in flagship Performance form from AU$63,990 ($42,100). I spent my time in the Performance model, an SUV that is luxurious, comfortable, and very fast.

A starting price of AU$63,990 ($42,100) makes the BYD all the more compelling. In Tesla land, a new Model Y Long Range All-Wheel Drive starts at AU$68,900 ($45,400). The Model Y Performance is in an entirely different stratosphere, priced from AU$89,400 ($58,900).

While the Sealion 7 is cheap, BYD hasn’t skimped on the powertrain front. The Sealion 7 Performance is equipped with an 82.56 kWh lithium-iron phosphate battery driving a pair of electric motors with a combined 523 hp (390 kW) and 690 Nm (509 lb-ft) of torque.

Those are some seriously impressive figures, and even outmuscle the 510 hp (380 kW) and 580 Nm (423 lb-ft) offered up by the much more expensive 2025 Audi SQ6 e-tron I recently tested.

A Surprisingly Plush Cabin

Given the SUV’s competitive pricing, you could be excused for thinking that the cabin would feel cheap and tacky. That’s not true. Indeed, like many other new vehicles out of China, BYD has proven that you don’t need something from Germany to get high-quality materials and premium-feeling surfaces.

The cabin of the Sealion 7 is dominated by the same large 15.6-inch infotainment display found in other BYD models. It continues to spin between portrait and landscape orientations, and remains a conspicuous outlier, with no effort made to integrate it neatly into the dash. We can blame Tesla for starting this trend a decade ago with the introduction of the Model 3.

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Photos Brad Anderson/Carscoops

While the screen’s positioning leaves a little to be desired, it’s difficult to critique its responsiveness or the software used. The screen is beautifully crisp and colorful, offering heaps of different displays and housing all of the important functions. Yes, this does include the climate control. Wireless Apple CarPlay and Android Auto are also included as standard.

Importantly, it wasn’t the screen that impressed me the most. Instead, it was the fit and finish. The dashboard, steering wheel, door panels, seats, and transmission tunnel are all clad in a combination of soft-touch leather and suede.

There’s also a gear selector toggle that looks like a shiny crystal, as well as some metal buttons to adjust the volume, drive mode, and brake regeneration. Not so nice is the piano black plastic panel stretching the entire width of the dashboard, but that’s the case in many new models, so that’s that.

There are also some interesting design quirks. For example, the positioning of the door handles is rather odd, as is the fitment of sporty seats without adjustable headrests. However, in terms of comfort, the seats themselves are excellent, offering ample padding and support. I also really like the metal-like buttons on the steering wheel and the doors.

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Photos Brad Anderson/Carscoops

Other important features that come standard include a 50W wireless fast charger and two adjustable cupholders in the center console. A panoramic glass roof is fitted as standard, and unlike in a Tesla, it includes a power-operated shade.

There’s plenty of space in the rear for adults, too, with the Sealion 7 Performance offering plenty of head and legroom despite the swooping roofline. Throw in trick, multi-colored ambient lighting and you get a cabin that feels more premium than the AU$151,400 ($99,000) Audi SQ6 e-tron I drove a couple of months ago.

 BYD Sealion 7 Performance Could Be Tesla’s Worst Nightmare: Review

Fast, But Not Flawless

With a total of 523 hp (390 kW) and 690 Nm (509 lb-ft), it should come as no surprise that the Sealion 7 is quick. BYD says it’ll do 100 km/h (62 mph) in just 4.5 seconds, and it feels every bit as quick as that figure suggests. While the Model Y Performance may be a full second quicker, the Sealion 7 is pretty rapid, particularly considering it tips the scales at a hefty 2,340 kg (5,158 lbs).

The Chinese brand claims its EV can travel up to 456 km (283 miles) on a charge under the WLTP cycle, so I was surprised when I jumped inside to find the dash indicating 550 km (342 miles) of range. However, as I discovered, that was a very optimistic estimate.

I averaged 20.5 kWh/100 km in the Sealion 7 Performance, which is worse than you’ll get in a Model Y. It also means it has a real-world driving range of closer to 400 km (258 miles), which is a little sub-par.

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Photos Brad Anderson/Carscoops

The charging speeds are also slower than those of some competitors. The Sealion 7 Performance is capped at 150 kW DC charging speeds, meaning it needs 32 minutes to be topped up from 10 to 80 percent. While this is unlikely to be an issue for the majority of owners who can charge their vehicles overnight at home, it is something worth bearing in mind.

As a daily driver and for cruising around town, the Sealion 7 is excellent. Like most EVs, the powertrain is exceptionally smooth, and there’s always an ample amount of power on tap. A minor grievance is that the regenerative braking system only offers two levels, and there is no one-pedal driving mode, which is a bit odd.

Grip With Caveats

Dynamically, the SUV does leave a little to be desired. It easily slips into understeer, despite the Michelin Pilot Sport EV tires that are fitted as standard, and it never feels particularly exciting or poised when hustling along a mountain road. But let’s be honest; this isn’t a concern for your typical crossover buyer anyway, so we’ll give it a pass.

 BYD Sealion 7 Performance Could Be Tesla’s Worst Nightmare: Review

Most owners, even in Performance guise, will use it to cruise around town or on a trip, lawfully abiding by speed limits and solely utilizing it as a way to get from point A to point B. In this regard, it excels thanks to the light steering, excellent visibility, and relatively unobtrusive driver monitoring system.

Comfort And Ride

An area that could be improved is the ride. While it’s not bad, it feels overly firm and could benefit from some additional development. There are better choices available for those seeking the ultimate in comfort, but I found this version of BYD’s EV to strike a reasonable balance between comfort and sportiness. After all, they don’t call it the ‘Performance’ for nothing.

My main issue when driving the Sealion 7 was the persistent wind noise coming from the wing mirror and A-pillar on the driver’s side that became particularly apparent at speeds over 60 km/h (37 mph). Although it wasn’t particularly loud, this isn’t an issue I’ve experienced in other electric SUVs in this class.

Verdict

While there are certainly areas of the Sealion 7 Performance’s driving dynamics that could be improved, it remains excellent value for money, significantly undercutting the Tesla Model Y.

The quality and comfort of the cabin were perhaps the biggest surprise. While it may sound like hyperbole to describe the interior as being nicer than many new European cars we’ve tested recently, it’s the truth. Will it stand the test of time as well as some of those offerings? That remains to be seen. As it stands, the Sealion 7 is a strong contender in a crowded, and very competitive, segment.

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Photos Brad Anderson/Carscoops

BYD Shark 6 Is Faster Than A Ranger Raptor But That Is Only Half The Surprise: Review

PROS ›› Class-leading interior, excellent hybrid system, great tech CONS ›› Lacks off-road features, 2.5 tonne towing capacity, limited brake regen

Venturing into Australia’s crowded pickup truck segment was a brave decision by BYD. Not only is the automaker a relatively new entrant into the local market, but established players like the Toyota Hilux, Ford Ranger, Mitsubishi Triton, and Isuzu D-Max have dominated this segment over the past decade. Even so, the gamble makes sense. Utes are big business in Australia, with three of the nation’s ten best-selling vehicles being pickups, including Ford’s chart-topping Ranger.

What’s more, all of these rivals are fairly traditional, offering tried-and-tested diesel powertrains that have proven to be well-rounded and reliable, making them ideal options for workers, businesses and, in recent years, many families as well. Not only does the Shark 6 come from a relatively young brand, but it’s also one of just three plug-in hybrid trucks sold locally.

Despite facing tough competition, it’s already proven to be a hit. Through the first seven months of this year, no fewer than 11,657 examples had been sold Down Under, edging out the all-new Triton, the facelifted Mazda BT-50, the Nissan Navara, and the VW Amarok. The only rivals to outsell the Shark 6 were the Isuzu D-Max, Toyota Hilux, and Ford Ranger.

Why has BYD’s latest plug-in hybrid been such a success? As we recently discovered, it sets new standards for on-road driving prowess, is priced sharply, and has plenty more going for it. It might just be the best option for pickup buyers who will spend most of their time driving on the road.

QUICK FACTS
› Model:2025 BYD Shark 6
› Starting Price:AU$57,900 ($38,300)
› Dimensions:5,457 mm (214.8 in.) Length

1,971 mm (77.5 in.) Width

1,925 mm (75.7 in.) Height

3,260 mm (128.3 in) Wheelbase
› Curb Weight:2,710 kg (5,974 lbs)*
› Powertrain:1.5-liter turbo four-cylinder / two electric motors
› Output:430 hp (321 kW) / 479 lb-ft (650 Nm)
› 0-62 mph5.7 seconds (0-100 km/h)*
› Transmission:Single-speed reduction gear
› Efficiency:9.5 l/100 km (24.7 US mpg) as tested
› On Sale:Now
SWIPE

*Manufacturer

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Photos Brad Anderson/Carscoops

What Is It?

In Australia, the BYD Shark 6 is sold in a single configuration, priced from AU$57,900 ($38,300) excluding on-road costs. That allows it to undercut the entry-level GWM Alpha Lux PHEV by AU$2,090 ($1,380), and the Cannon Alpha Ultra PHEV that we recently tested by AU$9,090 ($6,000). It’s also far cheaper than the Ford Ranger PHEV, which starts from an eye-watering AU$71,990 ($47,600) and tops out at AU$86,990 ($57,600).

Read: Toyota’s Next Hilux Rumored To Break Cover In November

So, what do you get for your money? For starters, it utilizes a 1.5-liter turbocharged four-cylinder that delivers 181 hp (135 kW) and 260 Nm (192 lb-ft) of torque. These figures alone aren’t very impressive. However, providing supplemental power is two electric motors. All up, the Shark 6 delivers 430 hp (321 kW) and 479 lb-ft (650 Nm). That’s some serious grunt, outgunning even the Ranger Raptor with its 392 hp (292 kW) and 583 Nm (430 lb-ft).

Much like the Cannon Alpha PHEV, the Shark 6 has a sizeable battery pack, listed at 29.58 kWh. That’s enough to give it more than 100 km (62 miles) of electric-only driving range, which is not to be scoffed at.

 BYD Shark 6 Is Faster Than A Ranger Raptor But That Is Only Half The Surprise: Review

Other important figures for the Shark 6 are a payload capacity of 790 kg (1,741 lbs) and a braked towing capacity of 2,500 kg (5,511 lbs). Those figures are down on more traditional diesel rivals, most of which offer up 3,500 kg (7,716 lbs) of towing. However, BYD is working on an uprated Shark 6 that’ll also be capable of towing 3.5 tonnes, but won’t launch until 2026 at the earliest.

A Class-Leading Cabin

The features and quality of the Shark 6’s cabin are far beyond any other vehicle in this segment (although we’ve yet to test the Kia Tasman). Indeed, it pushes the standard so far forward that legacy rivals had better up their game for future models if they want to have any hope of competing.

No doubt the highlight of the cabin is the massive 15.6-inch infotainment screen, which, as in other BYD models, can sit in either landscape or portrait modes. The display is exceptionally responsive, the menus are easy to understand, and it is packed with fun and valuable features. It also includes wireless Apple CarPlay and Android Auto.

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Photos Brad Anderson/Carscoops

While the infotainment system is great, it may come as a shock to traditional pickup truck buyers and requires a steep learning curve.

There’s much more to like about the Shark 6’s interior. Oftentimes, trucks in this segment are dominated by hard and cheap black plastics, but that’s not the case here. Soft-touch leather adorns the dashboard, transmission tunnel, and steering wheel, giving the Shark 6 a premium feel. Indeed, it feels more like a high-end, rugged SUV than a pickup.

Review: 2025 Ford Ranger Raptor Is A Pickup That’s Great Fun To Drive

Perhaps my favorite element of the cabin was the center console area that includes a chunky shifter and some flamboyant toggles serving as the engine Start/Stop button, hazard lights, and to switch between electric and hybrid modes. BYD could have used the same buttons found elsewhere in its range, but went with something a little different for the Shark 6 and should be applauded for that. The red accents are also a nice touch, as are the scroll wheels found on the steering wheel and the extra storage space on the dash, directly opposite the passenger. A powerful 50W wireless phone charger is another welcome addition.

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Photos Brad Anderson/Carscoops

The front seats are also surprisingly supportive, offering both heated and cooled functions. Perhaps the only thing missing is a heated steering wheel, which the GWM Cannon we recently tested had. There’s also plenty of space in the second row, aided by the fact that there is a completely flat floor.

Like many other new cars, most of the climate control settings are housed solely within the infotainment display, except for the separate on/off and windscreen defrost buttons located on the center console. This means you’ll be using the screen every time you want to adjust the fan speed or temperature.

 BYD Shark 6 Is Faster Than A Ranger Raptor But That Is Only Half The Surprise: Review

A Great Hybrid

The interior isn’t the only thing that makes the Shark 6 stand out from most of its rivals. It is also a far smoother daily driver than any other pickup in its segment.

While the relatively archaic diesel engines of the competition are generally quite reliable, making them great for towing, long journeys, and off-roading, they come with the downside of being noisy and feeling unrefined. The Shark 6 is very different. During normal driving duties, it feels mostly like an EV. While accelerating gently and cruising, the BYD primarily runs solely on electric power, so it’s whisper-quiet. Only once you step on the throttle and accelerate to around 60 km/h (37 mph) does the 1.5-liter engine actually fire into life. Importantly, when it does kick in, it does so smoothly and with very little noise.

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Photos Brad Anderson/Carscoops

It’s a far more refined plug-in hybrid system than the one in the GWM Cannon Alpha Ultra I tested a few weeks ago. Perhaps this shouldn’t come as a surprise as BYD produces and sells more plug-in hybrids than any other carmaker in the world and seems to have perfected the formula.

Review: 2025 Mitsubishi Triton GSR Stands Out In A Crowded Pickup Market

Beyond being smooth, the powertrain gives the Shark 6 heaps of grunt. BYD says it can hit 100 km/h (62 mph) in just 5.7 seconds, and I was able to match that time comfortably. This means it’s quicker than the Ranger Raptor, which is no small feat. However, it doesn’t provide the same twin-turbo theater of the Raptor, so it’s not as thrilling.

Additionally, the Shark 6 suffers from some annoying rev hang and will keep on accelerating for about a second after you lift off the throttle. It’s an unwanted trait that BYD should have ironed out before starting production.

 BYD Shark 6 Is Faster Than A Ranger Raptor But That Is Only Half The Surprise: Review

The fitment of coil springs at all four corners, rather than leaf springs at the rear like many other trucks, also ensures the BYD rides very well. This would make it an excellent daily driver, free from some of the harsh rides found in certain competitors. Brake regeneration comes as standard and offers two different settings. Unfortunately, neither of these settings offers as much brake regen as I would have liked.

One neat feature of the hybrid system is the ability to set a desired charge level for the battery, allowing the engine to kick in more often to slowly charge the battery. However, it does take quite some time to charge. After setting my desired battery level to 70% after starting with 32%, it took over an hour of driving before the battery was topped up to 60%. Obviously, driving in this way also increases fuel consumption.

 BYD Shark 6 Is Faster Than A Ranger Raptor But That Is Only Half The Surprise: Review

Buyers wanting to get the most out of the plug-in hybrid system should obviously make the most of it and actually plug it in at home. I didn’t have the luxury of doing this, but despite driving the Shark 6 for a week, the onboard systems always ensured there was at least a little bit of juice in the battery.

Read: Bare-Bones Mazda BT-50 Grows Stronger And More Capable

Fuel consumption is not as good as I was expecting. BYD quotes 2.0 l/100 km (117 US mpg) when the battery is charged between 25-100 percent, or 7.9 l/100 km (29.7 US mpg) if the battery is under 25 percent. I averaged 9.5 l/100 km (24.7 US mpg) during my time with it, which isn’t any better than a rival diesel pickup. However, considering the level of performance on offer, this is a trade-off that most buyers will likely be willing to accept.

I did not have the opportunity to test out the off-road capabilities of the Shark 6. However, it does not have any locking differentials, nor is there any low-range gearing like the GWM Cannon Alpha PHEV. As such, it will not be as capable on off-road trails as some of its rivals, meaning serious off-road enthusiasts should probably look elsewhere.

 BYD Shark 6 Is Faster Than A Ranger Raptor But That Is Only Half The Surprise: Review

Verdict

The BYD Shark 6 has a lot of hype behind it, and it’s easy to see why. It looks quite nice, unlike the new Kia Tasman, and has a better cabin than all of the competition.

BYD has also done a good job of calibrating the plug-in hybrid powertrain, and with the exception of the rev hang issue, it’s mostly faultless, ensuring that the Shark 6 feels right at home in town or when driven on the highway. Of all the vehicles in its segment, it’s perhaps the best to live with, so it should be seriously considered by anyone looking for a mid-size pickup in one of the countries where it is sold. Sadly, the US will never be one of them.

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Photos Brad Anderson/Carscoops

The Hyundai Inster Ticks Many Boxes Except The One That Counts: Review

PROS ›› Cute design, spacious interior, smooth driveCONS ›› Too small for many, average range, expensive

Few legacy automakers have embraced the electric vehicle transition as much, or as quickly, as the Hyundai Motor Group. Across the Hyundai, Kia, and Genesis brands, the South Korean conglomerate has released a slew of compelling EVs that show just how serious it is about electrification.

Many of the new electric cars and crossovers being released by Hyundai are built on EV-only architectures, but the Inster is a little different. Rather than being based on the E-GMP platform, as seen in the likes of the Hyundai Ioniq 5 and Kia EV6, it is an electric version of the Hyundai Casper sold in South Korea, utilizing the more basic Hyundai-Kia K1 platform.

The Inster also happens to be the smallest EV in Hyundai’s current model range, aiming to rival vehicles from China like the BYD Dolphin, GWM Ora, and MG 4, as well as the new Renault 5. This is a hotly contested segment, so to compete, it had better be good.

QUICK FACTS
› Model:2025 Hyundai Inster Standard Range
› Starting Price:AU$39,000 (US$26,000) as tested
› Dimensions:3,825 mm (150.5 in.) Length
1,610 mm (63.4 in.) Width
1,575 mm (62 in.) Height
2,580 mm (101.5 in) Wheelbase
› Curb Weight:1,375 kg (3,031 lbs)
› Powertrain:42 kWh battery / single electric motor
› Output:95 hp (71 kW) / 108 lb-ft (147 Nm)
› 0-62 mph11 seconds (0-100 km/h)*
› Transmission:Single speed
› Efficiency:13.9 kWh/100 km as tested
› On Sale:Now
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Photos Brad Anderson/Carscoops

Prices and Rivals

In Australia, prices for the Inster kick off from AU$39,000 (roughly $26,000) before on-road costs for the basic Standard Range model we tested. But, once you factor in fees, this price climbs to AU$43,646 ($29,000). Hyundai also sells the Inster with an Extended Range battery pack, starting at AU$42,500 ($28,300) before fees, and in Inster Cross guise, kicking off from AU$45,000 ($30,000).

For a vehicle this small, these are some high prices. The Inster starts at roughly AU$6,000 ($4,000) more than the most basic GWM Ora Standard Range and is AU$3,000 ($2,000) pricier than the MG 4 Excite 51. It’s also roughly AU$9,000 ($6,000) more than the entry-level BYD Dolphin. Additionally, it’s slightly more expensive than the two-door Fiat 500e, starting at AU$38,990 ($26,000). However, when first launched, the 500e did start at AU$52,500 ($35,000), but slow sales forced Fiat to slash its price tag aggressively.

So, if you’re shopping for an Inster, what do you get for your money? For starters, the basic model has a compact 42 kWh battery while the Extended Range model boasts a larger 49 kWh pack. Hyundai quotes a driving range of 327 km (203 miles) on the WLTP cycle for the 42 kWh version and 360 km (224 miles) for the 49 kWh model.

Regardless of which battery pack is selected, all versions have a same front-mounted electric motor. The base model produces 95 hp (71 kW) and 147 Nm (108 lb-ft) of torque. while the flagship version has 84.5 kW (113 hp) and 147 Nm (108 lb-ft).

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Photos Brad Anderson/Carscoops

A Spacious Cabin?

I didn’t know what to expect when approaching my week of testing the Inster. What immediately impressed me the most was the quirky interior, and more importantly, the incredibly clever packaging that, despite the compact dimensions, results in an extremely spacious cabin.

The Inster lacks the single widescreen display of other Hyundai products, instead opting for a 10.25-inch digital instrument cluster and a 10.25-inch infotainment display perched on top of the dashboard. While the screens are a little outdated, the carmaker has retained a dedicated manual control panel for the climate control, including lovely rocker switches for the temperature and fan speed adjustments.

Found beneath the HAC controls is a wireless smartphone charger and a flat floor. While the Inster is very short and very narrow, it sits quite tall. Even though I’m 6’2”, the high roof meant I had roughly three inches of headroom. There was plenty of legroom at the front too.

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Photos Brad Anderson/Carscoops

What’s not so nice is that because of the car’s compact size, there’s no room for a center console between the front seats. Instead, there’s simply a pair of cupholders and an armrest that can fold down, much like an old Nissan Micra. Additionally, soft-touch materials are pretty much non-existent on the door panels and dashboard, certainly cheapening the overall feeling of the cabin. Given the price point, it’d be nice to see some nicer materials throughout.

The clever design of the Inster is most apparent in the second row. While there are only two seats back there, they can slide back and forward. With the rear seats positioned as far back as possible, I had almost five full inches of legroom with the driver’s seat in my preferred position. That’s roughly on par with the rear legroom you’ll find in an Ioniq 5, despite the Inster’s much smaller footprint.

Read: Hyundai’s Baby EV Gets Adventure-Ready With New Inster Cross

Additionally, the mini crossover’s rear seats have a similar hinge design to the ‘Magic Seats’ found in several Hondas, allowing them to hinge in the middle and fold completely flat. What’s more, even the front passenger seat has been designed to fold flat, should you need even more storage space.

Unsurprisingly, the generous amounts of legroom in the rear impact rear cargo space. Hyundai quotes 280 liters (9.8 cubic feet) of space in the rear, but I suspect that’s with the rear seats slid as far forward as possible. Slide them back, and the cargo space is reduced. However, if you’re carrying large items, the capacity increases to 1,059 liters (37.4 cubic feet) if the seats are folded away.

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Photos Brad Anderson / Carscoops

Small Car Charm

While the Inster may technically be a crossover, it drives and feels much like a tiny city car, similar to a Fiat 500. You sit quite high, and the view out is excellent thanks to the generously sized windows.

The steering is light and precise, ensuring the Inster is easy to place on the road. Depending on the configuration, it can weigh as little as 1,305 kg (2,877 lbs), which is light by modern standards, particularly for a car that comfortably accommodates four adults. It also has a tight turning circle of just 10.6 meters (34.7 feet), and while that’s not quite as good as the Fiat 500’s, it’s enough to ensure the Inster is incredibly easy to navigate through tight roads and carparks. It also makes doing U-turns a breeze.

As with most other EVs from Hyundai, the Inster includes paddle shifters behind the steering wheel to adjust the regenerative braking. There are four different settings on offer, including a one-pedal driving mode, which I left the car in for most of the time I had it.

 The Hyundai Inster Ticks Many Boxes Except The One That Counts: Review

Efficiency is good, but it’s not excellent. Hyundai quotes 14.3 kWh/100 km for the Standard Range. I managed to beat this during my time with it, averaging 13.9 kWh/100 km. Interestingly, the Kia Niro EV I tested two years ago, despite being much larger and heavier, averaged 13.5 kWh/100 km.

The charging supported by the Inster also cannot hold a candle to many other EVs from Hyundai’s portfolio. It can support peak charging speeds of 120 kW, meaning it will take 30 minutes to charge from 10-80 percent, which is quite a long time for a tiny 42 kWh pack. Plugged into a 50 kW DC charger, it’ll take 58 minutes from 10-80 percent.

 The Hyundai Inster Ticks Many Boxes Except The One That Counts: Review

The quoted range of 327 km (203 miles) for the Standard Range is certainly achievable in the real world, but I did have to charge the car overnight in my garage three times just to ensure I had enough range for my driving the following day. Fortunately, the Inster comes standard with a home charger that plugs directly into a standard household socket.

Given that the Inster has to lug around a heavy battery pack, it comes as no surprise that the ride is slightly firmer than you’d expect from an ICE-powered crossover similar in size. But, for everyday driving duties, it’s acceptable, even though I’d like it to be a little softer.

Verdict

Competing with new and cheap EVs from China is a tough ask for any legacy brand. These new entrants to the market have forced brands like Hyundai to step up their game, attempting to build cars that are innovative, appealing, and well-priced. The Inster ticks those first two boxes.

However, it is expensive. Not only is the Inster pricier than most of its competitors, but the Standard Range is roughly AU$11,000 ($7,300) more expensive than the larger, ICE-powered Venue. This will limit its appeal, likely only being considered by those with their minds set on an EV regardless of price, rather than the large contingent of buyers simply looking for the best value for money car to get from A to B.

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Photos Brad Anderson/Carscoops

The Audi Q4 45 e-tron Delivers Comfort Yet Hides Costly Shortcuts: Review

PROS ›› Sleek design, respectable efficiency, great ride qualityCONS ›› Cheap interior plastics, haptic buttons, no one-pedal driving

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.

QUICK FACTS
› Model:2025 Audi Q4 45 e-tron
› Starting Price:AU$86,250 (~$55,800) as tested
› Dimensions:4,588 mm (180.6 in.) Length

1,865 mm (73.4 in.) Width

1,632 mm (64.2 in.) Height

2,764 mm (108.8 in) Wheelbase
› Curb Weight:2,240 kg (4,938 lbs)*
› Powertrain:Rear-mounted electric motor / 77 kWh battery
› Output:282 hp (210 kW) / 402 lb-ft (545 Nm)
› 0-62 mph6.7 seconds* (0-100 km/h)
› Transmission:Single-speed
› Efficiency:17.4 kWh/100 km as tested
› On Sale:Now
*Manufacturer
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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.

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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.

 The Audi Q4 45 e-tron Delivers Comfort Yet Hides Costly Shortcuts: Review

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.

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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.

Review: The 2024 Audi RS e-tron GT Will Warp Your Sense Of Reality

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.

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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 Audi Q4 45 e-tron Delivers Comfort Yet Hides Costly Shortcuts: Review

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.

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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.

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Photos Brad Anderson/Carscoops

The Avatr 11 Blends European Style And Chinese Tech But Still Comes With A Catch: Review

PROS ›› Lots of tech features, premium interior, interesting design CONS ›› Dull driving, lack of rearward visibility, potential tech overload

If you’re starting to lose count of the number of tech-heavy Tesla-hunting Chinese automakers, then we can’t blame you; it certainly is an extremely competitive space. Many of these brands and have significant backing from major players (many of them even state-sponsored) and are able to react quickly to local customers’ preferences.

But something all of China’s new crop are learning is that wins at home don’t easily translate into the next frontier that’s named “overseas sales”. Having to challenge the likes of established automakers that have become household names across most of the globe is no mean feat.

Read: We Get Up Close To The Avatr 11 And 12 EVs Aiming To Shake Up The Luxury Market

From what we’ve seen so far, Avatr realizes this – or at least their hiring and marketing departments do. Which is why, before getting behind the wheel of the 11 (pronounced “one one”, not “eleven”) I’m presented with a who’s who of European employees that have been brought in to Avatr’s fold. The company’s design center is based in Munich and is headed by Nader Faghihzadeh, who mastered his trade at BMW with an impressive 17-year stint.

What makes up Avatr is just as interesting, too. It was originally developed between Changan and Nio, with the latter exiting as it started to falter financially. But while the latter departed, two important new partners entered: tech giant Huawei and global battery supplier CATL.

QUICK FACTS
› Model:2025 Avatr 11
› Dimensions:4,880 mm (192.1 inches) Length

1,970 mm (77.6 inches) Width

1,601 mm (63.0 inches) Height

2,975 mm (117.1 in) Wheelbase
› Curb Weight:2,180 kg / 4,806 lbs
› Powertrain:Rear-wheel drive with 90 kWh battery
› Output:190 kW (255 hp / 258 PS) and 370 Nm (273 lb-ft) of torque
› Transmission:5-Speed Manual, 5-Speed Automated Manual, or CVT
› Performance:0-100 kmh (62 mph) in 7.4 sec, 200 kmh (125 mph) top speed
› Range:575 km / 357 miles (NEDC)
› On Sale:Now
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A True Luxury Offering

If you’re not convinced that Chinese automakers have made the jump to true luxury offerings, then the Avatr 11 serves as a rude awakening. The interior is loaded with plush surfaces, thoughtful features, and genuine comfort. My one complaint was the empty central console, as the space left for wireless phone charging looks bare without a device in there and the location is just a touch scratchy compared to the rest of the interior.

But that’s only because the heated, cooled, and massaging seats are trimmed in Nappa Leather and there are brushed aluminum effect trims around the cabin, including a Meridian-branded 25-speaker sound system ala Range Rover. And the steering wheel, of the quadrant variety, features a thick and well-designed rim, again wrapped in premium leather.

All four doors open and close electrically, which is slower than actually using your arms but makes for a cool party trick. Also of note is that, although there are buttons for the door release, there are also easy-to-spot emergency manual releases (Tesla, better take some notes if you will).

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Our test car featured space for five, but there’s a four-seater option for that added luxury GT feeling. Front seat passengers are treated to their own 10.25-inch screen (the same size as the driver’s display), which can be used to play media or show other information related to the drive, while there’s a massive screen in the center too. Unlike the Avatr’s Deepal cousin, this central screen doesn’t swivel towards the operator, but at 15.6 inches, it’s large enough to forgo what is, if we’re honest, a bit of a gimmick.

As EVs begin to converge upon each other performance-wise, manufacturers are keen to capitalize on how their tech can be differentiated. Here, Huawei’s HarmonyOS shines as a system that has evidently been designed to complement the driving experience. Rather than offering a basic reskinned Android system, HarmonyOS in the Avatr 11 really offers that fluidity that more ICE systems should aim for.

More: The Hidden Cost Of Owning A New Chinese Car

Which is good and bad. Good, because virtually everything inside the 11 needs to be controlled through the interface, and bad because, well, it means virtually everything inside the 11 needs to be controlled through the interface. Going a step further than just hiding the climate control and fan speed behind a menu, the Avatr 11’s HVAC vent direction needs to be adjusted via the screen, which brings about the kind of infuriation reserved for watching someone hit “Reply All” to a company-wide email.

Those points aside, the interior of the 11 never fails to make you feel special. The Avatr’s party piece includes “zero gravity” mode for the front seats, allowing you to rest while recharging, enjoying that ridiculously elaborate sound system.

Exterior

The exterior of the 11 is an interesting one. The matte grey paint finish on our demo car, perhaps, wasn’t the best to accentuate as a design that actually looks fairly appealing from multiple angles. Regardless of hue, the high waistline, large wheel arches, and arch-filling 22-inch multispoke wheels really make the 11 imposing on the road.

 The Avatr 11 Blends European Style And Chinese Tech But Still Comes With A Catch: Review

The odd bit of black plastic on the front fenders is ordinarily used for Avatr’s autonomous driving tech, with radar and LIDAR sensors available in other markets. Also available in other models is an electrically deploying rear spoiler — not something you’d expect (or really want) on something that’s essentially a crossover SUV. Staying at the rear, you’ll notice the impractically small rear window is actually adorned by two flying buttresses, ala Jaguar XJS. In fact, it makes for an interesting design, which is less generic than other Chinese EVs that seem to be conforming to a rather dull mold.

Also of note is that, while this is playing in the crossover SUV space, it’s true identity is somewhat confusing. Technically, it could be labelled a sedan because the trunk is actually separated from the interior, with a trunk lid that doesn’t encompass the rear glass. However, people nowadays have fallen out of love with sedans and are totally into SUVs, thus automakers are, naturally, playing to their audience.

On The Road

While our test drive was brief, it was more than enough for us to come up to some pretty solid conclusions. This coupe-like SUV/crossover concoction manages to cocoon you inside, but at the expense of being able to see your extremities. It therefore feels like a big car with almost non-existent rear-view visibility, which makes your rely on the parking cameras a lot.

Speaking of huge, the massive 22-inch wheels are wrapped in Continental rubber – impressive when you consider most Chinese cars ride on cheaper, and much less performance-oriented, domestic market brands.

 The Avatr 11 Blends European Style And Chinese Tech But Still Comes With A Catch: Review

That’s not the only acclaimed name you’ll see on the 11. Behind those wheels lie painted four-pot Brembo calipers. Avatr likes to make noise about their lengthy list of OE suppliers, and while most names may be known to the nerdiest of nerds (i.e, most of you reading this), having four-pot Brembos on your EV is a flex in its own right to everyone from supercar owners to fast and furious devotees.

Review: We Drive The $7,000 Nissan SUV That’s Taking Asia By Storm

A shame then that the Avatr doesn’t really feel that sporty at all. The steering is numb, and the 22-inch wheels have a tendency to tramline in a way that isn’t what you’d call engaging. That said, despite not riding on air suspension, the ride is comfy, donk-like wheels and all.

There are two battery variants, the standard is a 90 kWh with 575 km of range or a 116 kW battery with 680 km of range on the NEDC cycle. Power is supplied to the rear wheels via a 190 kW motor with 370 Nm of torque. It’s enough to propel this decidedly heavy lump forward to 100 km/h in 7.4 seconds for the smaller battery, and 7.9 seconds for the larger battery.

There’s also a dual-motor all-wheel drive option available in other territories, which features a combined 425 kW of power for a 0-100 km/h time of just 3.9 seconds.

Conclusion

Despite spending less time than we’d have liked behind the wheel of the Avatr 11, it managed to impress us. Not because of drop-dead gorgeous looks, insane performance, or any one outstanding tech feature. But because, combined, it all comes together to offer something that is adequately differentiated from what can only be described as an onslaught of cookie-cutter EVs from the People’s Republic.

And when it comes to genuine luxury, the 11’s key points, such as tech, comfort, and interior ambience, have all been nailed. A European-styled EV with China’s cutting-edge tech doesn’t sound bad at all. In fact, it sounds very enticing. We bet we won’t be the only ones who will feel this way. The established players on the field, however, may start having serious reasons to worry about their own products. Which, in the end, will only benefit the ones that really matter: us.

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Photos: Mohamed Shan for CarScoops 

We Drove Volvo’s Flagship XC90 And EX90 And Only One Really Impressed Us: Review

Volvo has adjusted course on its electrification strategy, choosing not to go EV-only but instead continuing to offer updated versions of its combustion-powered models alongside their electric counterparts. The first to illustrate this dual-track approach is the 90 series, where the facelifted XC90 joins the all-new EX90. At a recent local test drive event, we had the chance to experience both SUVs side by side, taking each for a spin to see how they compare.

The EX90 was originally introduced in late 2022, but production didn’t start until mid-2024 due to supply issues and lingering software bugs. On the other hand, the second-generation XC90, originally debuted in 2014, received a mild refresh in 2019, and has just been treated to a more thorough update in 2024.

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The two Swedish SUVs have similar footprints with three rows of seats. However, they ride on different underpinnings, as the XC90 retains the original SPA (Scalable Product Architecture) platform, while the EX90 utilizes the much newer SPA 2 architecture. More importantly, the XC90 offers mild-hybrid and plug-in hybrid powertrain options, while the EX90 is exclusively available in fully electric form.

QUICK SPECS
Volvo EX90 Twin Motor PerformanceVolvo XC90 T8 PHEV AWD
PowertrainElectricPlug-in Hybrid
Power510 hp (380 kW / 517 PS)449 hp (335 kW / 455 PS)
Torque910 Nm (671 lb-ft)709 Nm (523 lb-ft)
0-62 mph (0-100 km/h) 4.9″ 5.4″
Top Speed180 km/h (112 mph)180 km/h (112 mph)
Battery111 kWh18.8 kWh
EV Range (WLTP)614 km (382 miles)71 km (44 miles)
PlatformSPA 2SPA
Length5,037 mm (198.3 inches)4,953 mm (195 inches)
Width1,964 mm (77.3 inches)1,958 mm (77.1 inches)
Height1,747 mm (68.8 inches)1,771 mm (69.7 inches)
Wheelbase2,985 mm (117.5 inches)2,984 mm (117.5 inches)
Boot (behind 2nd row)662 lt (23.4 cubic feet)668 lt (23.6 cubic feet)
Price (GR)€117,986 ($135,400)€104,709 ($120,100)
Price (US)$86,290$74,295
SWIPE

With the specifications laid out, the question becomes how these SUVs measure up in design, cabin quality, and on-road character.

Mirror, Mirror on the Wall, Who’s the Fairest of Them All?

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Both models cut an imposing figure on the road, though the EX90 stretches a little longer with its extended rear overhang. The XC90’s 2024 facelift, particularly its redesigned front fascia, succeeds in giving the veteran SUV a fresher appearance without altering the bulk of its bodywork.

The XC90’s grille features a distinctive pattern that immediately sets it apart from the EX90’s minimalist, closed-off face. I personally prefer the look of the XC90’s slimmer LED headlights with Thor’s hammer graphics over the EX90’s pixel-style DRLs with the overly complex split-opening theatrics. As for the faux side intakes of the XC90, in my opinion it wouldn’t hurt if they were smaller as they serve no real purpose.

More: Volvo ES90 Takes On BMW i5 With More Style And Range

From the side, the EX90 asserts its modernity with a clamshell hood, sharper dynamic lines, and flared fenders that integrate more seamlessly into the body. The same applies to the futuristic design of the 22-inch wheels that edge out the classy but conservative looks of the XC90’s 21-inch alloys.

The rear end is probably the weakest point of the XC90, with the EX90 looking one generation ahead. Don’t get me wrong – I always liked the aristocratic elegance of the big ICE-powered Volvo SUV but its tail has remained the same over the past decade and it can no longer hide its age. Having said that, I’m not a huge fan of the split taillight arrangement of the EX90 with extra LEDs flanking the rear glass.

Minimalism Over Perceived Quality

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Moving inside, the EX90 bets on minimalism, while the XC90 does a better job in the perceived quality with bigger chunks of fabric and wood inserts on the dashboard. The floating center console of the EV has more space for storage and a cool little case for the key, but I still prefer the more traditional setup of the XC90 with the crystal-like shifter.

In terms of tech, the XC90 has recently gained a 11.2 inch infotainment display and a 12.3-inch digital instrument cluster. The EX90 has a bigger and more commanding 14.5-inch touchscreen that’s joined by a smaller but easier to read 9-inch instrument cluster.

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The Google-powered infotainment software with crisp graphics is shared between the two, although the absence of physical buttons and shortcuts is a bit more frustrating in the EV. Overall, I didn’t like the fact I was several clicks away from accessing the selectable driving modes, but at least the climate controls are always visible on the lower end of the screen.

Predictably, the cabins of the SUVs feel similarly spacious. According to the spec sheets, the XC90 has slightly less headroom than the EX90, although it does have a touch of extra hip room on the third row. The boot is nearly identical, with 662 lt (23.4 cubic feet) for the EX90 and 668 lt (23.6 cubic feet) for the XC90 (both measured with the third-row seats folded). The seats are superb in both models, offering great levels of comfort and support for various body types.

Staying loyal to Volvo’s safety fixation (and reputation), both models come with sophisticated ADAS suites and a limited top speed of 180 km/h (112 mph). However, only the EX90 has a roof-mounted LiDAR, with the XC90 still relying on radar and camera sensors.

The Driving Experience is the Decisive Factor

My drive started with the XC90, as I wanted to see if it would still impress me as much as its predecessor did when I first drove it many years ago. It most certainly did. The ride is smooth, the cabin is serene, and it still feels like an excellent long-distance cruiser.

Predictably, the XC90 still feels like a big and heavy SUV when you push it in the corners, with a healthy amount of body roll despite the efforts of the self-leveling air suspension. With a combined output of 449 hp (335 kW / 455 PS) from its plug-in hybrid powertrain, the SUV is no slouch, but it’s clearly more geared towards comfort than outright performance.

More: Volvo Doesn’t Need Wagons Anymore, Says SUVs Are The Future

The EX90, on the other hand, feels like a step into the future. You immediately feel the difference the newer chassis makes in ride quality, combined with the more sophisticated dual-chamber air suspension. In Comfort mode, it glides over bumps, while Performance mode tightens it up reducing body roll. Furthermore, the steering of the EV feels quicker and more direct, doing a better job in disguising its heavyweight nature.

The EX90 we drove came fitted with the Performance powertrain which is a $5,000 option in the US. This dials up the combined output of the dual electric motors to 510 hp (380 kW / 517 PS) from the standard 397 hp (296 kW / 402 PS). Overall, the half-second advantage over the PHEV in the 0-100 km/h (0-62 mph) sprint might not sound that big on paper, but the instant torque delivery and overall responsiveness make the EV feel significantly quicker on the road.

Final Thoughts

After spending a limited amount of time with Volvo’s two flagship SUVs, I reached two clear conclusions. The facelifted XC90 remains a strong contender in the segment, with welcome improvements in the design and ride quality. However, when driven back-to-back with the fully electric EX90, it’s clear the latter takes the lead in performance, comfort, and driving dynamics. Volvo was right to keep the ICE-powered XC90 in the lineup with thoughtful updates, but for those open to an electric-only option, the newer EX90 makes the more compelling case – even with a higher price tag.

 We Drove Volvo’s Flagship XC90 And EX90 And Only One Really Impressed Us: Review

Photos: Thanos Pappas for CarScoops

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