If you’ve ever wondered what a serious price slash looks like, this might be it. Hyundai has cut prices dramatically for the Ioniq 6, though the offer applies only to Australia. To clear remaining 2023 model-year stock, the all-electric sedan now costs up to AU$35,000 (equal to around $23,000 at current exchange rates) less than before, bringing it closer in price to China’s growing wave of EV competitors.

The Ioniq 6 range now kicks off from AU$49,990 ($32,815) drive-away for the Dynamic, with all on-road costs included. Previously, buyers needed to splurge AU$77,554 ($50,909) to get one on the road, a hard sell given that the Tesla Model 3 starts at $60,205 ($39,520).

Read: Hyundai Reveals New Ioniq 6, Teases Long-Awaited 6 N

Mid-range buyers benefit too. The Ioniq 6 Techniq’s price has been trimmed from AU$88,579 ($58,146) with on-road costs to AU$54,990 ($36,097), saving AU$33,589 ($22,049).

At the top of the line, the flagship Ioniq 6 Epiq now lists for AU$59,990 ($39,379), a reduction of AU$34,142 ($22,412) from its previous AU$94,132 ($61,791) figure, inclusive of all fees.

Slow Sales

Despite its specs, the Ioniq 6 has never proven as popular as the retro-themed Ioniq 5, mostly due to its divisive styling. This year, Hyundai has sold just 93 examples of the Ioniq 6 in Australia, a huge fall from the 330 sold in 2024 and the 417 that found new homes in 2023.

In a statement to Drive, Hyundai confirmed it still has 115 units of the 2023 Ioniq 6 in stock and hopes to clear them before the updated 2026 model-year version reaches showrooms.

Power and Range Options

Those who want to get behind the wheel of the base Ioniq 6 Dynamic get a 225 hp (168 kW) rear-mounted electric motor, a 77.4 kWh battery pack, and an estimated 381 miles (614 km) of driving range.

Step up to the Techniq and the Epiq, and the 221 hp (165 kW) rear motor is supplemented by a 74 kW front motor, resulting in a combined 320 hp (239 kW) and 446 lb-ft (605 Nm). The battery pack remains the same, and the range is reduced to 322 miles (519 km).

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

*Manufacturer

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.

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.

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.

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.

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.

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.

Photos Brad Anderson/Carscoops

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

*Manufacturer

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.

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.

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.

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.

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.

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.

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.

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.

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.

Photos Brad Anderson/Carscoops

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

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).

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.

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.

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.

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 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.

Photos Brad Anderson/Carscoops

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.

QUICK FACTS

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.

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.

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).

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 …

The post Support for Electric Vehicles appeared first on Alternative Energy HQ.