Volkswagen Group has invested another US$1 billion in Rivian, prompted by a winter testing milestone for the upcoming VW ID.EVERY1, the first vehicle to run on Rivian's software and electrical architecture.

Around US$750 million of the latest tranche is in straight equity, with the remaining US$250 million arriving as either equity or convertible debt, depending on which prototypes Volkswagen provided for testing. Neither company has clarified which route that final chunk took.

RELATED: Tesla Cybertruck Rival Threatens To Make Camping Actually Enjoyable

The payment was tied to a specific development gate: the completion of winter testing on the ID.EVERY1, a small EV born from the joint venture between Volkswagen and Rivian that was first announced in 2023. Passing that gate didn't just prove the tech works in freezing conditions. It opened the vault.

Volkswagen has now invested more than US$4 billion into Rivian through the partnership. And the pipeline isn't dry yet.

Starting in October, Rivian will be able to draw on a US$1 billion loan facility from Volkswagen Group. On top of that, another US$460 million equity injection is locked in once the first vehicle using the joint venture's technology goes on sale. Add it all up and the total deal could be worth as much as US$5.8 billion.

The timing matters. This latest cash injection arrives just months before Rivian begins selling the R2, a more affordable SUV that CEO RJ Scaringe has called "maybe the most important thing we've launched to date."

Rivian is planning an aggressive production ramp for the R2, banking on volume sales to shift the company toward profitability. Volkswagen's continued investment signals confidence that Rivian's underlying tech, not just its vehicles, has long-term value for one of the world's biggest automakers.

DMARGE's take: Volkswagen isn't just betting on Rivian as a car company. It's buying the software stack it couldn't build fast enough on its own. If the ID.EVERY1 delivers on its promise, Wolfsburg gets a shortcut to competitive EV architecture, while Rivian gets the cash runway to survive long enough for the R2 to matter. For Australian buyers, this is still a watching brief.

Rivian has no local presence and no confirmed plans for right-hand drive. But if Volkswagen starts rolling Rivian tech into its local lineup, that changes the conversation entirely.

RELATED: You Couldn’t Pay Me To Drive A Volkswagen Until I Saw This Thing In Bondi

Read the full article Volkswagen Just Poured Another $1 Billion Into Tesla’s Biggest Threat on DMARGE. Don’t miss it!

It's a 2.0-litre turbo petrol making 195kW and 400Nm, built on Volkswagen Group architecture, assembled with the kind of fit and finish you'd expect from anything sharing DNA with the Tiguan and Q3. But nobody knows that, because nobody knows Cupra yet. The brand only landed in Australia in 2022 and has shifted more than 10,000 cars since. 

That's not nothing, but it's not exactly Toyota numbers either. Walk into any cafe in Bondi and mention Cupra, and you'll get a blank stare from 9 out of 10 people.

And honestly, I think the anonymity is half the appeal. Read on, friends.

When you think of Spain, you think Gaudí. Dali. Picasso. Sagrada Família. That relentless, almost confrontational commitment to colour and shape and doing things differently because why the hell wouldn't you. Cupra was born in Barcelona and the Terramar wears that on its sleeve in a way I wasn't expecting.

The design is bold. It's unapologetic. 

It carries a kind of confidence that says we don't care if you don't get it yet. There's a zero-cares-given energy to the way the front end comes at you, all sharp angles and copper accents and those narrow LED light signatures that make it look like it's squinting at traffic. The shark nose, the sculpted flanks, the way the whole thing sits on those 20-inch Hadron rims on the VZ. It looks like it was designed by someone who actually cared, which in this segment is rarer than it should be. Personally, it’s 20-inch rims or nothing. Ride or die, baby.

Colour-wise, Cupra has some genuinely interesting options. This press car came in Fiord Blue, which shifts from moody and dark in shade to something almost electric in direct sunlight. There's also Dark Void, which is essentially a deep purple metallic, plus Cosmos Blue and a matte Century Bronze arriving for the MY26 cars. 

It's a palette with actual personality, which is more than you can say for most of the segment.

And here's something worth saying out loud: the Terramar doesn't look like any of the Chinese cars flooding into this price bracket right now. That matters. There's a design confidence here that comes from a brand with a genuine point of view, not a brand reverse-engineering what focus groups think a European SUV should look like.

I'll declare my bias here. I'm a rim snob. Always have been, everyone who knows me knows it. The rims need to fill the arches. On the VZ, those 20-inch alloys in black and copper do exactly that, and they transform the car's stance. The base S on 18s would look like it forgot to get dressed.

If I had one nitpick, the ride height is probably an inch or two more than I'd like. But it's a mid-size SUV, not a hot hatch, and the DCC adaptive dampers on the VZ do a solid job of keeping the body controlled without punishing you over Sydney's increasingly rubbish roads. You can toggle between Comfort and Cupra mode, and the difference is noticeable without being night-and-day. Comfort soaks up most of the Eastern Suburbs' crumbling backstreets without complaint.

Cupra mode tightens everything up for the moments when you actually want to push. Neither mode feels like a compromise, which is more than I can say for a lot of adaptive suspension setups in this price range.

Step inside and the Spanish design language doesn't stop at the door sills. The VZ gets Deep Burgundy leather as standard, and I'll admit I wasn't sure about it from photos. In person, it works. It's different enough to feel deliberate without being weird, and it gives the cabin a richness that black leather simply can't match at this price point. Most manufacturers at this end of the market would play it safe with charcoal or grey. Cupra went burgundy. Good on them.

The copper accents run throughout the interior, across the dash, on the air vents, stitched into the seats, and repeated on the rim detailing outside. It's a cohesive design language that very few brands at this level even attempt, and when you see it all together in person, the cabin feels like it belongs in something more expensive than it is.

The 12.9-inch infotainment screen is angled toward the driver, and the whole system runs wireless Apple CarPlay and Android Auto without any fuss. The column-mounted gear shifter keeps the centre console clean. The key fob is genuinely excellent, one of the best-looking remotes I've handled in a while, and it's the kind of small detail that tells you someone in Barcelona was sweating the little things.

The Sennheiser 12-speaker stereo is standard on the VZ. Not Bowers & Wilkins territory, but it fills the cabin well and doesn't distort at volume. For a car at this price, it's a welcome inclusion that most competitors would make you pay extra for.

The back seats are fine for city driving, kids, short trips. But there's not a ton of room back there when they're in the upright position. Two adults on a long road trip? You'd want to be good mates. The Terramar is lower in the roofline than the Tiguan it's related to, and you feel that in the rear. It's not cramped, but it's not generous either.

With the rear seats folded, though, the cargo space opens up significantly. Surfboard, tennis bags, the dog, a week's worth of gear. It swallowed everything I threw at it without complaint. The boot is well shaped at 508 litres in the standard configuration, expanding to 642 litres if you slide the rear seats forward. There's also a hands-free power tailgate with a kick sensor underneath the rear bumper, which I somehow managed to go the full seven days without discovering. It would have been useful on day three with a board under one arm and a coffee in the other hand.

Most of my week was short city runs. Bondi to Tamarama at dawn for a surf. Over to tennis. Into the DMARGE office in Redfern and back. We shot the car across the Harbour Bridge and through the city for photography, and it looked genuinely good framed against the harbour. Not every mid-size SUV photographs well. The Terramar's lines hold up.

None of this is taxing driving, and that's sort of the point. The 2.0-litre turbo paired with the 7-speed DSG and all-wheel drive is a remarkably easy combination to live with. There's no drama, no lag worth mentioning, just consistent, usable shove whenever you ask for it. You get in, press the button on the steering wheel, and go.

For a car making 195kW and 400Nm, the Terramar VZ is impressively relaxed about the whole thing. It doesn't scream at you to drive it hard. It just gets on with it, which after seven days of beach runs and the Eastern Distributor at 6pm is exactly what you want. The DSG shifts are clean and the all-wheel drive system doesn't draw attention to itself unless you're looking for traction in the wet, where it inspires real confidence.

Tomorrow I'm taking it down to Stanwell Park to give it a proper highway run and see how it holds up at speed on the Grand Pacific Drive. I'll update this piece once I've had a chance to stretch its legs. But based on the city driving alone, I'd be surprised if it disappoints.

In terms of pure practicality, the Terramar's 4,519mm length is a genuine advantage over longer wagons and SUVs. It fits in my garage with an easy foot to spare. That matters more than people think when you're parking in Sydney.

At $73,490 drive-away, the Terramar VZ sits in a careful sweet spot. It's comparable to a Volkswagen Tiguan in terms of underpinnings but with noticeably more personality. It's cheaper than a BMW X1 or X3 in any meaningful spec. It's not as expensive as the Audi Q3 it shares a platform with, despite the fact that the two cars are built on the same architecture.

It lands squarely in that considered-consumer bracket where you're not overpaying for a badge, but you're not settling for something that feels like a compromise either.

You get genuine European build quality, a 2.0-litre turbo with all-wheel drive, DCC adaptive dampers, a Sennheiser stereo, leather, 20-inch rims, and a five-star ANCAP safety rating. For under $75k drive-away.

In a segment where most of the competition either looks like a white goods appliance or asks you to take a leap of faith on a brand that didn't exist five years ago, that's a genuinely compelling spot to be in. Cupra may still be the brand nobody can name in the car park.

But after a week with the Terramar VZ, I think that's about to change.

Read the full article We Drove The Cupra Terramar, And Honestly, Dalí Would’ve Approved on DMARGE. Don’t miss it!

Standing trackside, watching more than 100 machines, Porsches, Ferraris, the odd Holden Torana, thread through some of Victoria's best roads, it's easy to feel like a kid with his nose pressed against the glass. The Alfa Romeo Giulia Quadrifoglio sitting behind you is not helping.

That's the thing about Targa Classica, Australia's version of Italy's legendary Targa Florio. Four days, 1200km of hand-picked Victorian roads, almost 80 timed stages. From the Mornington Peninsula to the Yarra Valley, wrapping up in Melbourne during F1 week. It gets under your skin fast.

The spectating is good. The driving? It’s even better when the Alfa Romeo Giulia Quadrifoglio is your steed.

The Quadrifoglio badge traces directly back to a Targa. In 1923, Ugo Sivocci painted a four-leaf clover on his Alfa Romeo before the Targa Florio and won the race. Sivocci later died testing a car that did not carry the badge. The symbol has meant something ever since and duly appeared on Alfa Romeo performance flagships.

Over a century on, it sits on the front guard of the Alfa Romeo Giulia here, at a Targa event. Some things write themselves.

Alfa Romeo unveiled the Giulia Quadrifoglio Verde in June 2015 on the brand's 105th birthday, at its museum in Italy, with a brief to build a genuine rival to the BMW M3 and Mercedes-AMG C 63. By 2018, Australia's Best Driver's Car, judged on Tasmanian roads that do not forgive anything, went to the Alfa Romeo Giulia Quadrifoglio. Not the Germans.

This writer covered the world debut in Milan in 2015, was there when it won in 2018 and it has not lost a step. The Alfa Romeo Giulia has changed less than the world around it. Whether that is a compliment or a concern depends on which seat you are in.

Spend even one day in our Montreal Green Alfa Romeo Giulia Quadrifoglio test car on the right roads and a few things become clear, fast. It still looks the business, muscular, hunkered down, proportioned right.

The 375kW, 600Nm 2.9-litre twin-turbo V6 remains the headline. In Dynamic mode, it has a voice, deep and layered under load, theatrical without excess. The eight-speed ZF automatic partners perfectly, holding gears when you want them held and shifting at 150 milliseconds in Race mode, which makes the broader dual-clutch obsession feel like a solution looking for a problem.

The steering is sports car sharp and always communicating. Road surface, grip level and weight shifting under braking. It telegraphs the things that matter.

There is also an ace up its sleeve. Switch to Dynamic mode for the engine and exhaust, then use the ‘soft’ button to optimise the adaptive dampers. The result is close to perfect for Australian roads, all the responsiveness of a sports sedan with ride quality that absorbs bad surfaces without complaint. German competitors still cannot quite match it.

One honest observation: the Alfa Romeo Giulia is fast enough that discipline matters. On point-to-point stages, you will be beyond legal limits before you have registered what happened. Adaptive cruise control earns its keep here.

The Giulia is not a perfect car in 2026. The interior tells the truth, the screen is small, the tech is dated, there is no wireless CarPlay. Cabin materials are well finished, but buyers who care about connectivity will feel the gap against current rivals.

The chassis, though, remains exceptional. Alfa Romeo left the hard mechanics largely alone over the car's life, and that turned out to be the right call.

The BMW M3 is the more complete daily proposition, fresher technology, better connectivity, a more refined interior. If you value those things alongside the drive, the M3 will probably suit you better. But it has been chasing something the Alfa Romeo Giulia Quadrifoglio has and has not caught. Some cars you operate. Some cars you drive. The Giulia belongs in the second category.

And if you are wavering, before this generation closes, Alfa Romeo has produced the Giulia Quadrifoglio Estrema, 19 units for Australia, from $186,990.

An Akrapovič titanium exhaust lifts outputs to 382kW and 606Nm. Full carbon-fibre treatment inside and out. Three colours, including Montreal Green, a shade that nods back to the 1970s Alfa Romeo Montreal. Be quick, if the allocation is not already gone, it will be.

The Grand Finale at Melbourne Park, with the F1 circus assembling nearby, is a fitting end to our Targa Classica. Classic machinery under the lights, Italian heritage on full display.

We peered in from the outside this year. The Alfa Romeo Giulia Quadrifoglio was the right car for the occasion. But watching more than 100 cars navigate Victoria's best roads does something to you.

Next year, we need to tick two boxes: the entry form and a borrowed Giulia. Alfa Romeo will surely understand.

Read the full article Italy’s Hottest Sedan Is Nearly A Decade Old. Rivals Still Can’t Match What Matters Most  on DMARGE. Don’t miss it!

For years, electric vehicles have been the punchline. Too expensive. Not enough range. Nowhere to charge. The vibe check from most Australian car buyers was clear: thanks, but no thanks.

Then the US and Israel started bombing Iran, the Strait of Hormuz effectively shut down, and premium 98 hit $2.54 a litre in Sydney. Funny how that works.

Across Australia, EV enquiries, test drives, and actual purchases have spiked in a way the industry hasn't seen before. Not because of some glossy government campaign. Because people looked at the bowser, did the maths, and thought: I'm done.

Luke Lalor runs Motorbiz, a prestige used car dealership in Moorabbin, Melbourne. Before the war kicked off, he had a BYD sitting on his lot that hadn't drawn a single serious enquiry in over a month. It was furniture.

Once petrol prices started climbing, he sold it within a day.

"Now I can't buy enough EVs," Lalor told DMARGE. "We're getting hundreds of enquiries a day from people looking to trade out of their combustion engine cars. It's a genuine shift."

And it's not happening where you might expect. This isn't prestige buyers swapping Porsche Cayennes for Polestars. It's happening at the affordable end. Families and commuters doing the sums on their weekly fuel bill and deciding they've had enough. The BYDs, the MGs. That's where the stampede is.

February's VFACTS data tells a story that would have seemed absurd 12 months ago. EV sales jumped 95.9 per cent year-on-year, claiming 11.8 per cent of the new car market. That's up from 8.4 per cent in January and nearly double the 5.9 per cent recorded in February 2025.

Carsales reported a 76.7 per cent spike in EV searches after the war broke out. A Primara Research survey found 25 per cent of Australians are now considering buying an EV for the first time, up from just seven per cent before the conflict. Among 25 to 34-year-olds, that figure is 42 per cent.

The EV Council's own research found more than 70 per cent of existing EV owners are saving upwards of 60 per cent on fuel compared to their old petrol cars. At $2.54 a litre for premium, that stops being a brochure stat and starts being a survival strategy.

"Enquiries month on month have jumped to 220 per cent across our EV range, with best-selling models at almost 300 per cent," said Dimitri Andreatidis, Marketing Director for MG Motor ANZ. "MG is excited to be launching several new EVs over the coming months, specifically designed to meet the evolving needs of a fresh cohort of EV drivers ready to enjoy the real-world savings and lifestyle benefits of moving to electric, especially in the current climate."

MG's Head of Product, Meng Chen, put some numbers to the conversation happening in showrooms.

"Some customers now tell us rough estimates of weekly cost benefits of up to 88 per cent when compared to running similar-size petrol vehicles," Chen said. "Naturally this depends on your charging set-up and other factors, with highest benefits reflected when approaching the adoption of EV as part of their overall electric ecosystem of solar, home batteries and the like."

Even if you halve that 88 per cent figure for real-world variables, you're still talking about a massive weekly saving for anyone doing a regular commute.

It's not only the budget end. Polestar, which posted a 38.5 per cent sales increase in Australia last year, is seeing the uplift across its range.

"Polestar Australia has seen a meaningful increase in enquiries and orders as more Australians seek to benefit from the lower running costs, improved performance, and cheaper, simpler servicing offered by electric vehicles," said Polestar Australia Managing Director Scott Maynard.

The Polestar 4 starts from $78,500. Firmly premium territory. But with 98 north of $2.50 and diesel pushing past $2.70 in Sydney, the running cost argument lands differently than it did six months ago.

For years, the EV transition in Australia has been dragged down by culture war nonsense, range anxiety hand-wringing, and a general reluctance to let go of the internal combustion engine. Governments nudged. Manufacturers incentivised. The Electric Vehicle Council put out report after report.

But it took a war on the other side of the world, and the bowser hitting numbers we haven't seen since 2022, to actually move the needle.

Australia imports roughly 90 per cent of its liquid fuel. Petrol prices have climbed about 50 cents a litre on average since the conflict began, with some regional stations rationing supply and others running dry. The ACCC has been called into emergency mode. The government has started releasing strategic reserves.

And in the middle of all that, people are walking into dealerships and booking test drives in numbers nobody predicted.

DMARGE also reached out to Zeekr for comment, but did not receive a response prior to publication.

I keep thinking about Henry Ford and the horse. When the car came along, plenty of people swore they'd never give up the reins. The transition happened anyway.

That's where we are with EVs. Whether I like it or not, whether any of us like it or not, this shift is inevitable. And look, I'll be honest. I love filling up a tank of petrol. There's something about it. Plugging in a car of an evening doesn't carry the same emotion. But it's easy. It works. And the plug-in hybrid crowd telling themselves they've got the best of both worlds? Most people I talk to reckon they've actually got the worst of both.

Hand on heart, we'll get used to it. It's a bit like a hot bath. Uncomfortable for the first minute, then pretty cosy.

Read the full article Australian EV Sales Have Exploded Since America Went To War With Iran on DMARGE. Don’t miss it!

Whether you like it or not, electric cars will soon be far more common on Australian roads. As governments push for a reduction in carbon emissions, electric car production has been ramped up in an effort to reduce the amount of greenhouse gas being pumped into our atmosphere.

But that's actually a good thing. Dispel any ideas of electric vehicles being boring: even the smallest EVs are exceptionally fun to drive. Instant torque, linear power delivery, great weight distribution… Electric cars save the planet while still being pretty damn fun – so for those who enjoy speed, you may want to rethink your next car purchase if you were eyeing up a gas-guzzling tarmac-chomping monster of an SUV.

So which are the best electric cars to buy right now in Australia? We've carefully curated this list of the best electric car across a range of categories, ensuring everyone is satisfied.

If you're not ready to go fully electric but would like to save on fuel, then check out our round-up of the most fuel-efficient cars in Australia.

Range: up to 530km (WLTP estimate)Price: expected from $110,000 before on-road costsTest-driven: June 2025

The Cadillac LYRIQ is finally bringing American luxury electric power to Australian roads and it’s doing it in serious style. The first all-electric Cadillac to officially arrive Down Under, the LYRIQ signals a bold new chapter for the 122-year-old brand, blending modern luxury, high-end tech, and a distinctive design language that gives Europe’s best a run for their money.

Powered by GM’s Ultium battery platform, the LYRIQ delivers up to 530 kilometres of range on a single charge and a near-silent driving experience. Available in the all-wheel drive (373kW) configuration, it’s quick, refined, and surprisingly agile for its size. The AWD version hits 0–100km/h in 4.8 seconds not bad for a 2.5-tonne SUV built to rival the BMW iX and Mercedes EQE SUV.

Step inside, and it’s pure theatre. A sweeping 33-inch curved OLED display dominates the cabin, wrapping around the driver like something from a concept car. The AKG Studio 19-speaker sound system co-developed with the same brand that tunes recording studios makes Spotify playlists sound live. Cadillac has leaned heavily into craftsmanship too: open-pore wood, laser-etched metal trim, and an ambient lighting package that feels more boutique hotel than car.

On the road, the LYRIQ feels unmistakably American smooth, powerful, and unhurried. It glides across Sydney’s roads with effortless confidence, and thanks to adaptive damping and near-perfect 50/50 weight distribution, it manages to feel both substantial and responsive. Charging speeds are solid too, with up to 190kW DC fast charging getting you from 10–80% in just over 35 minutes.

The LYRIQ isn’t here to play catch-up it’s heqre to redefine what American luxury looks like in the EV age. It’s less brash than a Tesla Model X and more emotional than a BMW iX, combining performance, elegance, and tech in a package that feels genuinely aspirational. For buyers who want something fresh, distinctive, and premium without going European, the Cadillac LYRIQ is the dark horse to watch.

Read DMARGE's full review of the Cadillac LYRIC

Range: up to 233km Price: from $71,169 drive awayTest-driven: 31 August 2022

Overseas, there's plenty of variety when it comes to small electric cars or electric city cars. Australia hasn't quite caught on to the joys of small EVs just yet, but there is one fun small electric car for sale here: the MINI Electric Hatch.

Australia's smallest electric car is also one of its most stylish, with its retro aesthetic and dapper interior an antidote to the idea that electric cars are boring.

The MINI Electric Hatch is even better on fuel (chiefly because it doesn’t use any) but also makes 135kW/270Nm – quite a lot for a car that’s almost a metre shorter and 50% more powerful than a Toyota Corolla Hybrid, by way of comparison. Ride and handling are also typically MINI: responsive, snappy and punt-able.

You don't get oodles of interior space, and its performance and range credentials are hardly segment-leading... But like most MINIs, you're not really buying it for its practicality per se. That said, its diminutive size is a real selling point. It's a charming electric car that makes driving fossil-fuel-free a rather fun endeavour.

Check out our full MINI Electric Hatch review to find out more.

Range: up to 450kmPrice: from $78,500 before on-road costsTest-driven: 27 April 2025

If you thought the Polestar 2 was impressive, wait until you experience the Polestar 4. The Swedish electric performance brand has dialled things up with a sleeker coupe SUV design, a faster powertrain, and the kind of minimalist luxury that makes even the Germans nervous. It’s the first Polestar model that feels truly futuristic while remaining surprisingly practical.

Under the hood, you’ll find the same dual-motor setup shared across the Geely-Volvo family, with outputs of up to 400kW and 686Nm in the top-spec version. The Polestar 4 will do 0–100km/h in just 3.8 seconds, which puts it in sports car territory. Range sits comfortably around 400–450 kilometres depending on configuration — more than enough for daily driving and weekend trips alike.

RELATED: Sweden’s Deadly Electric GT Lands In Australia, and Germany Should Be Very Worried

Step inside and it’s a Scandinavian masterclass in restraint. There are no gimmicks or over-the-top flourishes, just a clean cabin built from recycled and sustainable materials. The Harman Kardon sound system is one of the best in class, and the Android Automotive infotainment feels polished and intuitive. The panoramic glass roof floods the cabin with light, and the decision to replace the rear window with a digital feed works surprisingly well in real-world conditions.

Out on Sydney’s roads, the Polestar 4 feels composed and sure-footed. The steering is sharp, the body control is exceptional, and the balance between comfort and agility is spot on. It’s the sort of car that makes you want to take the long way home, even when traffic’s bad.

Polestar has created something quietly special here — a car that feels like the future without shouting about it. With strong performance, premium materials, and a distinct design identity, the Polestar 4 is easily one of the most compelling EVs on sale in Australia right now.

Check out our full Polestar 4 review to find out more.

Range: up to 660 km (single motor) / 620 km (dual motor)Price: expected from $69,990 before on-road costsTest-driven: September 2025

China’s Zeekr is the quiet disruptor of the premium EV world. It’s a sub-brand of Geely, the same group that owns Polestar and Volvo. The Zeekr 7X is its global flagship SUV and the first Zeekr model expected to officially reach Australia. Think Scandinavian restraint meets Shanghai confidence, minimal yet bold, refined yet distinctly new money.

Built on the SEA electric platform shared with Volvo and Smart, the 7X feels properly premium from the moment you step inside. The interior is finished with soft-touch materials, an intelligent 27-inch infotainment display and a 12.3-inch digital cluster behind the wheel. Zeekr’s use of sustainable, leather-free materials and ambient lighting that changes with driving modes makes the cabin feel futuristic without being cold.

Under the skin, the 7X delivers serious numbers. The rear-wheel drive version produces 310 kW of power and a claimed range of up to 660 kilometres, while the dual-motor AWD variant offers 400 kW and 620 kilometres of range along with a 0–100 km/h sprint of just 3.8 seconds. Charging is equally impressive, with 800-volt architecture allowing the battery to top up from 10 to 80 per cent in under 20 minutes using a DC fast charger.

RELATED: This Zeekr People Mover Just Landed in Australia And It’s More Luxurious Than Most Private Jets

On the road, the Zeekr 7X feels quiet, precise and unexpectedly European in its handling thanks to adaptive air suspension and a low centre of gravity that helps this mid-size SUV corner like a grand tourer. You get the sense Zeekr isn’t trying to copy Tesla or BMW. It’s building its own identity from the ground up.

Outside, the 7X is sleek and confident without being loud. Hidden door handles, frameless windows and a continuous LED light bar give it a distinctive look that sits comfortably between luxury and tech. It’s the kind of SUV that turns heads in Woollahra and looks just as at home in Byron.

If Zeekr can deliver local support and pricing as aggressive as its performance figures, the 7X could be one of the most compelling new EVs to hit Australia this year. It’s a genuine rival to the Tesla Model Y Performance, Polestar 4 and BMW iX3.

Range: up to 530 km (Long Range) / 435 km (Excite)Price: from $40,990 before on-road costsTest-driven: August 2025

The MG4 is proof that affordable electric cars don’t need to look or feel cheap. It’s MG’s most accomplished EV yet, and one of the few genuinely fun electric hatchbacks on the market right now. Compact, agile and surprisingly premium inside, the MG4 makes a strong case for itself as Australia’s best-value electric car.

Built on MG’s new Modular Scalable Platform, the MG4 comes with a choice of battery sizes ranging from 51 kWh in the Excite to 77 kWh in the Long Range. Power outputs start at 125 kW and go right up to 180 kW, while the new all-wheel drive XPower version adds a second motor and 320 kW, enough for a 0–100 km/h time of 3.8 seconds. That puts it squarely in hot hatch territory, but without the fuel bill.

Inside, MG has taken a huge leap forward in design and quality. The cabin feels modern and practical with a floating centre console, minimalist digital dashboard and a crisp 10.25-inch infotainment display that supports both Apple CarPlay and Android Auto. There’s plenty of legroom in the back, decent boot space for the weekly shop, and a clean, clutter-free layout that’s easy to live with day to day.

RELATED: The EV Brand Nobody’s Talking About Deserves More Respect

On the road, the MG4 drives far better than you might expect from a budget EV. It feels planted and balanced thanks to a rear-wheel drive setup that keeps weight low and evenly distributed. Steering is responsive, ride comfort is excellent for city use, and the regenerative braking system is well tuned for smooth stop-start traffic. It’s an EV that feels genuinely enjoyable, not just efficient.

Charging is quick and convenient. The MG4 can handle up to 150 kW of DC fast charging, which gets you from 10 to 80 per cent in around 26 minutes. Home charging through an 11 kW wall box takes roughly eight hours.

The MG4 isn’t trying to be a luxury car, but it nails the basics with confidence. It’s sharp to look at, engaging to drive, and cheap to run. For anyone looking to enter the EV world without dropping six figures, this is a smart place to start.

Range: up to 613 km (Macan 4) / 591 km (Macan Turbo)Price: from $133,700 before on-road costsTest-driven: May 2025

The Porsche Macan Electric is the most important car the brand has built since the Taycan. It’s the first model to use Porsche’s new Premium Platform Electric (PPE) architecture and the first to truly bridge the gap between performance SUV and daily luxury EV. In short, it’s what happens when Stuttgart’s engineers get serious about electrification.

Power comes from a dual-motor setup delivering 300 kW and 650 Nm in the Macan 4, and 470 kW and 1,130 Nm in the Macan Turbo. The Turbo version launches from 0 to 100 km/h in just 3.3 seconds, faster than most supercars, yet it still manages a 591 km WLTP range. Both models feature Porsche’s new 800-volt electrical system, which can charge from 10 to 80 per cent in around 21 minutes using a high-speed DC charger.

Step inside and you instantly know you’re in a Porsche. The driving position is spot on, the steering wheel feels alive, and every control has that reassuring click that defines the brand. The curved digital display wraps around the driver, while a central 10.9-inch touchscreen handles infotainment duties. Porsche has also introduced an optional passenger screen so your co-pilot can manage navigation, media, or quietly judge your driving.

Out on the road, the electric Macan feels like a smaller Cayenne mixed with a Taycan. The body control is tight, steering is precise and the chassis feels beautifully balanced. Active suspension and adaptive damping work quietly in the background to make sure every bump disappears without dulling feedback. It’s an SUV that drives like a sports car, and it’s this dual personality that makes it one of the most desirable EVs on sale in 2025.

Visually, Porsche hasn’t messed with success. The silhouette remains instantly recognisable, but everything has been sharpened. The headlights are slimmer, the tail light bar is sleeker, and the proportions are more athletic. It feels both familiar and futuristic, the kind of evolution that draws a crowd in Paddington as easily as it does in Portsea.

For Porsche buyers who have been waiting for an electric SUV that still feels every bit like a Porsche, the Macan Electric finally delivers. It’s fast, composed and luxurious, yet still practical enough for the weekly school run. Porsche may have go things wrong with going all in on EV but this war could be their savior.

Range: up to 602kmPrice: from $64,300 drive awayTest-driven: 25 February 2022

Meet Australia's best-selling electric car. While Tesla wasn't the first to make an electric car, it has almost single-handedly changed the public perception around EVs and catapulted them into the mainstream. Offering futuristic technologies such as self-driving capabilities, exceptional range and a fast-charging infrastructure network around the globe, there is much for the American carmaker to shout about.

The Tesla Model 3 is the most affordable car in the Tesla lineup, and just so happens to be one of the best electric sedans currently on sale in Australia (although it is beginning to face increasingly stiff competition). There are three models to choose from when you make your order: the base Model 3; Model 3 Long Range and Model 3 Performance.

The base gives you everything you could need from an electric car, while the Long Range increases the size of the battery for, you guessed it, longer range, up to 602km in fact. The Performance sees the top speed increase to 261km/h and a 0-100km/h time of 3.3 seconds. The Performance can be yours for less than $100,000.

Many will be satisfied by the base model's figures: 491km of range, 225km/h top speed and a 6.1 second 0-100km/h time. It's also relatively affordably priced: it's the yardstick by which all other electric cars are measured. No other EV on the market can match Tesla's overwhelming array of tech, though.

Inside it's incredibly minimal, with just the now-notorious large iPad-style screen dominating the cabin. You need to use this screen to control virtually all aspects of the car, which could prove cumbersome when driving, but because of the large size, it's legible and easy to navigate. The driving experience is a pleasant one, although it may take some getting used to.

All in all, the Tesla Model 3 is a great electric car, and if you're in the market for an affordable slice of luxury to ferry the family around, there's nothing better. There's a reason it's #1.

RELATED: Tesla’s Little-Known Race Cam Feature Could Help Win Over EV Skeptics

Range: up to 805kmPrice: from $109,900 (PORC)

The BMW iX3 isn't just a new electric SUV, it's the opening statement for BMW's entire Neue Klasse era. Built from the ground up on a dedicated EV platform, it's the first BMW to use sixth-generation battery tech, 800-volt architecture and a completely reimagined interior. And at $109,900 before on-roads, it undercuts the Porsche Macan Electric, Audi Q6 e-tron and Genesis Electrified GV70 by a meaningful margin. That's a sharp move from Munich.

Power comes from a dual-motor all-wheel drive setup producing 345kW and 645Nm, enough for a 0–100km/h sprint of 4.9 seconds and a top speed of 210km/h. The 108.7kWh battery pack delivers a claimed 805 kilometres of WLTP range, making it Australia's longest-range electric car when it arrives mid-2026. Charging is equally staggering: 400kW DC fast charging gets you from 10 to 80 per cent in just 21 minutes, and a 10-minute pit stop adds over 350 kilometres of range. Those are numbers that genuinely change the daily calculus of EV ownership.

Step inside and the cabin feels like nothing BMW has done before. The 43.3-inch Panoramic Vision display stretches across the base of the windscreen like something from a concept car, complemented by a 17.9-inch central touchscreen and a head-up display. It's bold, it's divisive, and it works. Harman Kardon audio comes standard, seats are heated and power-adjustable, and the overall impression is of a cabin that's been designed to feel open and driver-focused rather than cluttered with buttons you'll never use.

From the outside, the iX3 marks a clean break from the current BMW design language. Vertically stacked LED headlights frame an illuminated kidney grille that's more restrained than the controversial snouts of recent years. Flush door handles, a low drag coefficient of 0.24 and clean surfacing give it a quietly confident presence. It looks expensive without trying too hard, the sort of thing that'll sit comfortably in a Mosman driveway or an underground car park in Toorak.

On the road, early overseas reviews suggest BMW has nailed the calibration. Steering feel, regenerative braking and chassis balance are all reportedly exceptional — the sort of fine-tuning that legacy manufacturers do well and newer EV brands still struggle with. A rear-wheel drive iX3 40 with a smaller battery and lower price is expected to follow in early 2027, which should broaden the model's appeal considerably.

For anyone who's been waiting for BMW to properly commit to the electric future, the iX3 is that moment. It's fast, it goes forever on a charge, and it's priced to make the Germans' European rivals nervous. If it drives as well as the spec sheet suggests, it could be the new benchmark in the premium electric SUV space.

RELATED: BMW Reveal The iX3 And Its A Stunner

Range: up to 427 km (AWD twin-motor)Price: from $69,990 before on-road costs

The EX30 Cross Country takes the compact Swedish EV you know and gives it outdoor credentials without compromising style. Volvo has lifted the ride height, added chunky cladding, skid plates and all-wheel drive to deliver an EV that not only handles city streets with ease but also seems ready for light off-road detours.

Under the skin you get the twin-motor all-wheel-drive setup delivering around 315 kW and 543 Nm of torque, offering rapid acceleration and a crisp driving feel. Thanks to the 69 kWh battery pack the claimed range sits at around 427 km, very credible for a car of its size and dynamics. On the road the raised suspension and tougher tyres mean it handles rough patches and unsealed drives with more confidence than the standard version.

Inside the cabin the Cross Country remains true to Volvo’s Scandinavian minimalism. The same clean layout you’d expect from the standard EX30 is present, but with an added sense of rugged refinement — premium materials, durable finishes and a smart layout make it feel like a premium compact SUV. The tech is modern too: a 12.3-inch central display, wireless CarPlay and ample driver-assistance features keep it in step with its peers.

Visually the Cross Country stands out. The elevated stance, rugged detailing and unique exterior touches make it distinct from the standard model. It looks ready for adventure yet equally at home outside a high-end café in Sydney. That versatility gives it broad appeal, from young families to urban professionals who occasionally head “off the grid”.

If you’re after a compact EV that doesn’t compromise on style or performance but adds a bit of versatility for weekend getaways or rougher roads, the EX30 Cross Country ticks the box. It’s smart, refined and just robust enough to feel ready for whatever Australia will throw at it.

Range: up to 482 km (Premium) / 456 km (Performance)Price: from $54,990 before on-road costsTest-driven: Australia, early 2025

The BYD Sealion 7 marks a major leap forward for the Chinese electric brand. It’s bigger, faster and more refined than the Atto 3 it replaces, aimed squarely at the likes of the Tesla Model Y and Hyundai Ioniq 5. Sitting on BYD’s latest e-Platform 3.0, it packs an 82.56 kWh battery and comes in two configurations: a single-motor rear-wheel drive Premium or a dual-motor all-wheel drive Performance model. The latter will launch from 0–100 km/h in just 4.5 seconds, while the more efficient Premium still offers plenty of grunt and up to 482 kilometres of range on a single charge.

On the road, the Sealion 7 feels impressively composed. The ride quality is supple yet controlled, handling is tight for an SUV of its size, and there’s none of that body roll you might expect from a family EV. It’s quick when you want it to be but refined when you don’t an ideal balance for Australian roads, whether you’re commuting through Sydney traffic or cruising down to the coast.

Inside, it’s clear BYD has done its homework. The interior design feels modern and premium, anchored by a 15.6-inch rotating touchscreen that runs BYD’s latest OS with wireless Apple CarPlay and Android Auto. The cabin materials feel solid and the layout is refreshingly straightforward, with a digital instrument cluster, floating centre console, and comfortable seating front and back. Passenger space is generous, and boot capacity makes it a proper family car rather than just a tech experiment.

From the outside, the Sealion 7 looks sleek and confident, with smooth body lines and a sculpted front end that give it genuine street presence. It’s more aerodynamic than its rivals, contributing to better range and performance, and the flush door handles and 20-inch alloys add a hint of luxury.

Where the BYD Sealion 7 really shines is in its value proposition. At a starting price of just under $55 K, it delivers features and performance you’d expect from cars costing far more. It’s BYD’s strongest statement yet that the brand isn’t just chasing affordability it’s here to compete on quality, design and technology.

RELATED: American & Japanese Car Makers Are Going To Be Left Behind By China

Range: up to 511km (TBC)Price: from $59,990 before on-road costs

For those who don't know, CUPRA is the offshoot brand of Spanish carmaker SEAT. SEAT is part of the Volkswagen Group, so shares much in common with the likes of VW, Škoda and Audi. CUPRA was originally just SEAT's performance division (like BMW's M or Nissan's Nismo) but it has now become its own brand – and it's just launched in Australia, ahead of many other markets.

The CUPRA Born will actually be the first Volkswagen Group MEB platform vehicle to arrive Down Under, as it'll beat the Škoda Enyaq and VW ID.3 to market by a solid 12 months. That means it'll be our first taste of an affordable EV from the Volkswagen Group and it's a pretty exciting taste. Sporty, keenly priced and with decent range, the CUPRA Born is an exceedingly exciting car that's got the Tesla Model 3 squarely in its sights.

A single e-Boost model will be available, with a 77kWh battery and a rear-mounted motor making 170kW/310Nm and good for a 0-100km/h time of 7 seconds. A Performance Pack will give you larger, stickier tyres and adaptive damping with the cost of a bit of range. 170kW DC fast charging will be supported, allowing you to charge from 5 to 80% in 35 minutes.

The CUPRA Born also just feels pretty special. With one-piece bucket seats as standard, a premium interior that'll remind you of an Audi and plenty of Spanish charm, it's a fun little thing. Despite being a high-tech EV, it's kind of a return to the rear-wheel drive hot hatches of the 80s.

RELATED: CUPRA Is The Most Exciting Car Brand Australia’s Seen For Decades

Range: up to 570 km (Long Range) / 435 km (Standard Range)Price: from $54,800 before on-road costsTest-driven: September 2025

The XPENG G6 is one of the most talked-about new arrivals in the Australian EV market. It’s a mid-sized coupe-style SUV that blends sharp design, impressive range and serious technology in a package that feels more premium than its price suggests.

Power comes from XPENG’s next-generation SEPA 2.0 platform with two battery options. The single-motor rear-wheel-drive version delivers up to 570 kilometres of range, while the dual-motor all-wheel-drive model cuts that to 435 kilometres but adds proper sports-car pace. Instant torque and tight steering make it feel athletic without being twitchy, and the suspension is tuned for comfort on rougher city roads.

Inside, the G6 feels distinctly modern. A wide digital display dominates the dashboard and is paired with a second screen for the driver. The clean interior layout, floating centre console and ambient lighting help create an upscale atmosphere that rivals far pricier European brands. Materials feel solid, and space in both rows is generous enough for families.

Out on the road the G6 feels refined, composed and quiet. There’s an instant surge of power when needed, yet the throttle response is smooth enough for daily driving. Ride comfort is excellent, and the car’s aerodynamics give it an efficiency edge over most competitors. Charging is quick too, with its 800-volt architecture allowing a 10-to-80 per cent top-up in under 20 minutes using a DC fast charger.

XPENG’s ambition is clear. The G6 doesn’t just compete on price; it challenges established EV players on design, technology and driving experience. It’s stylish enough for city life and capable enough for long-distance road trips, all while undercutting rivals like the Tesla Model Y and Polestar 4 on value.

Range: up to ~460 kmPrice: from ~$45,000 before on-road costsTest-driven: November 2024

The Leapmotor C10 arrives on the Australian market as a compelling mix of value and ambition. At a base price under $50K, it offers midsize SUV dimensions with an all-electric drivetrain and styling that punches above its budget. It’s an intriguing option for buyers who want a fresh name, tech-rich cabin and practical range without stretching deep into luxury-SUV territory.

Inside the C10 you’ll find minimalist modern design: a large central screen dominates the dashboard, the layout is clean and intuitive and there’s enough space to comfortably accommodate four adults and weekend luggage. The seating position is elevated, visibility is strong and cargo room is credible for daily use or a short getaway.

On the road, the C10 delivers a smooth and quiet drive. While it doesn’t offer supercar acceleration, it accelerates adequately for everyday needs and the ride is comfortable and composed. The real strength lies in the value equation: a well-spec’d EV for the price of many conventionally-powered mid-sized SUVs.

In short, the C10 may not yet carry the brand prestige of legacy names, but for many Australians it offers a smart electric option with few compromises. If your budget is tight but your ambition is high, this Chinese newcomer deserves serious attention.

Read the review of the Leapmotor C10 here.

Range: up to 480 km (77 kWh battery)Price: from $89,990 before on-road costs

The Volkswagen ID. Buzz is proof that nostalgia and innovation can actually coexist. It takes the DNA of the classic Kombi and repackages it for the electric age, creating one of the most charming and instantly recognisable EVs on Australian roads. It’s part family mover, part design statement and part cultural throwback, all rolled into one incredibly likeable package.

Built on Volkswagen’s MEB platform, the ID. Buzz uses a 77 kWh battery with a rear-mounted electric motor producing 210 kW and 550 Nm of torque. That’s enough to send this electric van from 0 to 100 km/h in a brisk 6.5 seconds. The official range sits around 480 kilometres, though the more powerful GTX variant trims that slightly in favour of all-wheel drive and extra punch.

Inside, the ID. Buzz feels like a Scandinavian lounge on wheels. The cabin is light and airy thanks to huge windows and clever use of space. Sustainable materials feature throughout, and the modular seating layout makes it incredibly practical. The digital cockpit is simple and functional, with a clean central touchscreen running Volkswagen’s latest software. You also get loads of thoughtful details, from the hidden smiley faces moulded into the plastic to the fold-out tables behind the front seats.

On the road, the ID. Buzz is surprisingly refined. The steering is light, body control is solid and the low centre of gravity keeps it stable through corners. It’s quiet, comfortable and has that instant torque hit that makes city driving effortless. Whether you’re doing the school run or heading down the coast for the weekend, it feels composed and capable in every situation.

Most importantly, it has personality. The ID. Buzz isn’t trying to outdo Tesla on performance or BMW on luxury; it’s an EV that connects emotionally, offering a sense of fun that few modern cars capture. It’s ideal for families, design lovers and anyone who secretly wishes the world was still a bit more 1972.

RELATED: You Couldn't Pay Me To Drive A VW Until I Saw This

Read the full article 14 Best Electric Cars In Australia For 2026 | Tested & Driven By Our Editors on DMARGE. Don’t miss it!

I've been quietly watching Polestar for a while now, and the 5 is the car that's had me paying attention. Not the 2, which always felt like a slightly confused Volvo in a turtleneck. Not the Polestar 4, which is actually a DMARGE favourite. The 5 is the one that matters. And it just landed in Sydney.

Polestar brought the 5 out for its Australian debut earlier this month at Machine Hall in Sydney, ahead of local deliveries kicking off in Q3 this year.

We dropped in to check it out in person, and walking around the thing in that space, the proportions land completely differently than they do in press shots. It's long. It's low. And it has a presence that photos just don't capture.

Two variants are locked in for the Australian market: a Dual Motor at $171,100 and a Performance at $193,100. The car Polestar rolled out at Machine Hall was the Performance, naturally.

Both versions sit on a bespoke bonded aluminium chassis that Polestar developed ground-up in the UK. This platform won't be shared with anything else in the lineup, current or future. Torsional rigidity hits 51,000Nm, which puts it in genuine supercar territory.

View this post on Instagram

A post shared by DMARGE (@dmarge)

The Dual Motor makes 550kW and 812Nm, does the 0-100 sprint in 3.9 seconds, and claims 678 kilometres of WLTP range.

The Performance bumps that to 650kW and 1,015Nm, drops the sprint to 3.2 seconds, but range comes back to 558 kilometres.

Both run a 112kWh battery on 800-volt architecture with 350kW DC fast charging. 10 to 80 per cent in 22 minutes.

The rear motor alone produces around 450kW, which Polestar reckons makes it one of the most powerful single electric motors in production. That's a stat worth sitting with for a second.

The Polestar 5 follows the 4 in ditching the rear window entirely. Scott Maynard, Polestar Australia's managing director, explained it comes down to rollover crash protection. There's a large structural member running across the back of the car behind the rear passengers' heads, and once they pushed the bulkhead back for cabin space, what was left would've been a squinty little letterbox of a window anyway.

So they dropped it and went with a camera-based digital rear-view mirror instead.

I'm not going to pretend I love the idea on paper. But Polestar's logic is at least honest: safety first, then make the compromise work. And by all accounts, the rear cabin is a comfortable place to sit because of it.

This is the part that caught my ear. Polestar spent months testing the 5 specifically in the South Australian outback. High-speed durability, heat management, ride quality on the kind of roads that would shake a European GT to bits.

Maynard said the bulk of the car's five-year R&D program was spent on drive dynamics rather than, in his words, "fiddling with headlights." That's the kind of priority list you want to hear from a brand asking nearly $200K for a GT.

Recaro seats appear in a Polestar for the first time. The interior leans heavily into sustainably sourced materials. Bio-based textiles, responsibly sourced leather. Polestar claims no other manufacturer can match it.

Sarah Wray-McCann, the brand's Product Planning and Commercial Training Manager, put it well at the Sydney launch: design, sustainability and performance working together rather than competing.

The Polestar 5 is a halo car, and Polestar knows it. While it makes the brand statement, the company is already pivoting hard toward volume. What looks like a wagon version of the 4 arrives late this year, and the real prize, the Polestar 7 compact SUV, is expected by early 2028.

The Polestar 6 roadster has been pushed down the priority list. All engineering resources are pointed at the 7.

"The Polestar 5 makes the brand statement; the Polestar 7 will provide the volume," Maynard said.

It's a smart play. The compact SUV market is where the money lives, and Polestar needs that volume to survive long-term. The 5 proves they can build a proper performance car. Now they need to prove they can sell one that parks outside every second house in Mosman.

At $171,100 to $193,100, Polestar is taking a direct swing at the Porsche Taycan and Audi RS e-tron GT. That's bold company, and on paper at least, the specs hold up.

The dedicated platform, the outback testing program, the engineering-first approach to dynamics. It all suggests Polestar is serious about this car being more than a pretty press release.

Whether it can back all of that up on the road is another question entirely. We'll find out when local drives open up later this year. But standing next to it at Machine Hall, hand on heart, I reckon they might be onto something.

Be sure to register your interest for when the Polestar 5 drops.

Read the full article Sweden’s Deadly Electric GT Lands In Australia, and Germany Should Be Very Worried on DMARGE. Don’t miss it!

If you thought the Chevrolet Silverado 2500 Heavy Duty was already a bit much for the Woolies car park, GM Specialty Vehicles and Queensland custom outfit Big Dog Builds would like a word.

The two have teamed up to create three modified Silverado HD show trucks, each one more ridiculously capable than the last, and all three are being unveiled this weekend at the Brisbane 4x4 Show.

The builds start with the same bones: a Silverado 2500 HD with its Duramax Turbo-Diesel V8, the kind of towing capability that makes a 200 Series look like it's trying, and enough road presence to require its own postcode.

From there, Big Dog Builds, based out of Caboolture (naturally), have gone three very different directions.

The Hammer is exactly what it sounds like. Aggressive stance, commanding presence, the sort of truck that makes you cross the street. It's the one your mate who watches too many American YouTube builds has been dreaming about.

Ridge Reaper is the bush truck. Engineered for remote tracks and rugged terrain, this is the Silverado for the bloke who actually uses his 4x4 for 4x4 things rather than just the school run.

Stonebreaker leans into the Silverado's touring and towing credentials. Think heavy-duty cross-country weapon, the kind of rig you'd hook a 30-foot van to and point north without a second thought.

This is the bit that matters. These aren't just show ponies. GMSV says customers can buy a Silverado 2500 HD through the dealer network and work directly with Big Dog Builds to spec their own custom upfit.

Worth noting: aftermarket mods may impact your manufacturer's warranty, so have that conversation with your dealer before you go full send.

All three trucks are being unveiled at the Brisbane 4x4 Show this weekend, March 14 to 16. Chris and Miriam from Aussie Destinations Unknown, GMSV and Big Dog Builds ambassadors, will be doing the honours. If you're in Brisbane and even remotely interested in what a full-size American truck looks like when Australians get their hands on it, it's worth the trip.

The Chinese 4x4 brands get a lot of the column inches right now, and fair enough, they're priced to move. But there's something about a properly built American full-size that still hits different.

The Silverado HD has carved out a genuine niche in Australia for people towing serious loads, and the fact that GMSV is now actively encouraging the custom build culture around it is smart. Big Dog Builds aren't messing around either. Caboolture isn't exactly known for its fine dining, but it's becoming a proper hub for American truck builds in this country.

Whether you're actually in the market for a truck this size or just enjoy looking at machines that make everything else on the road seem small, these three are worth paying attention to.

RELATED: We Drove a Six-Metre American Pickup to Bathurst… But Is Australia Ready For It?

Read the full article GMSV And Big Dog Builds Just Created Three Silverado HDs That’ll Make Your LandCruiser Feel Inadequate on DMARGE. Don’t miss it!

I'll say upfront: I'm a wagon guy. I own a B9 RS4 Avant and I will defend the long roof to anyone who'll listen (and several people who won't). So when I tell you BMW is sitting on the bones of a genuinely great electric wagon and doing absolutely nothing with it, understand this isn't idle wishlisting. This is frustration.

The BMW i4 M50 is, for all intents and purposes, already 90% of the way there.

It's a four-door liftback. It's got the sleek, low-slung proportions that make wagons look good rather than bloated. It's packing around 400 kW and 795 Nm through all four wheels, which is enough to make your passengers very quiet very quickly. And because it's built on BMW's CLAR platform with batteries in the floor, the packaging already lends itself to a longer rear overhang without messing up the weight distribution.

You wouldn't even need to call it a Touring. Call it a Shooting Brake. Give it a subtle roofline extension, a raked rear hatch, maybe 20mm more glass in the D-pillar, and you'd have something that looks like it was always supposed to exist. The proportions are already there. The silhouette practically begs for it.

And here's the thing nobody at BMW seems willing to acknowledge: the electric wagon space is essentially empty.

Your options right now, if you want a proper electric wagon from a premium brand? The Porsche Taycan Sport Turismo, which starts at a number that makes your eyes water. And the BMW i5 M60 Touring, which is a lovely thing by all accounts but costs $219,900 before on-road costs in Australia. That's not a car. That's a house deposit with wheels.

Below that? Nothing. The MG 5 EV exists in some markets, sure, but comparing it to what an i4 M50 Touring could be is like comparing a garden hose to a fire truck. They both move water. That's where the similarities end.

And this is where BMW Australia's recent decisions make my head spin. They've just axed the i4 M50 from the local lineup entirely, leaving us with a single eDrive35 variant at $88,990. One flavour. 210 kW. Rear-wheel drive only. It's a perfectly fine car, but it's like ordering a steak and being told the kitchen only does chicken now.

The i4 M50 was the one that made people stop and reconsider the whole EV thing. It proved you could have a fast, engaging BMW that happened to be electric. The 2026 model was even getting a name change to M60, with power bumped to 442 kW in Sport mode. That's not a car that needs to be put out to pasture. That's a car that needs a bigger boot.

I should also say: I've driven a lot of electric cars and most of them are, hand on heart, pretty terrible as wagons. Not because they can't make them, but because they won't. Every manufacturer defaults to the SUV because the numbers say crossovers sell. And they do. But the numbers also said nobody wanted the M3 Touring, and then BMW couldn't build them fast enough.

The i4 Touring that various render artists have imagined over the years always looked right, and that's not nothing. When a car's proportions translate this easily into a different body style, it usually means the underlying design was strong to begin with. The i4 M50 has that. The long bonnet, the tight greenhouse, the muscular rear haunches. Stretch the roofline, rake the tailgate, don't touch the front end or the stance, and you've got something that could genuinely compete with the Taycan Sport Turismo at half the price.

There are roughly 2,400 words I could write about why this matters from a market positioning standpoint, about how the Neue Klasse i3 might eventually offer a Touring variant but that's years away, about how BMW is leaving money on a table that Porsche is currently eating lunch on. But the argument is actually simpler than that.

The i4 M50 is a great car with a great powertrain and great bones. It's already got four doors. It's already got a liftback. The hardest part of making a wagon is the engineering underneath, and BMW has already done that bit. The easy part is the roof. And they still won't do it.

C'mon, Munich. Pull the trigger!!

Read the full article BMW Is Sitting On A Weapon And Refuse To Pull The Trigger on DMARGE. Don’t miss it!

Cadillac has revealed Australian and New Zealand pricing for two new all-electric SUVs, the compact OPTIQ and the three-row VISTIQ, expanding its local lineup to three models just days before the brand makes its Formula 1 debut at the Melbourne Grand Prix.

The timing is no accident.

Cadillac is trying to reintroduce itself to a market that hasn't thought about the brand in decades, and having your name plastered across an F1 car at Albert Park while simultaneously rolling out new metal is about as loud an entrance as you can make.

The OPTIQ is the entry point, priced from $80,000 (AUD, before on-roads) for a dual-motor all-wheel-drive compact SUV. It sits on a 75kWh battery, makes 224kW and 480Nm, and claims 425km of WLTP range. For context, that puts it right in the crosshairs of the BMW iX3, Mercedes EQB and Volvo EX40, though Cadillac would argue the spec sheet punches above that company.

RELATED: This SUV Changed My Mind About American Cars

Standard kit includes a 33-inch diagonal LED display stretching across the dash (over 1 billion colours in 9K resolution, if you're counting), a 19-speaker AKG audio system with Dolby Atmos, Brembo front brakes, panoramic glass roof, heated/ventilated/massaging front seats, and a safety suite that runs deep enough to make most European options lists look stingy. It comes in Sport trim with 21-inch dark alloy wheels and self-sealing tyres.

The VISTIQ is the bigger play, literally. Priced from $116,000, it's a three-row, six-seat luxury SUV running dual motors with a considerably more aggressive 459kW and 880Nm.

There's a Velocity Max mode that'll punt it to 100km/h in a claimed 4.2 seconds, which is absurd for something this size. It rides on a 91kWh battery with an estimated 461km range, gets air ride adaptive suspension, active rear steering, and 22-inch wheels. The audio setup jumps to 23 speakers, and you get captain's chairs in the second row and a third row Cadillac insists is genuinely adult-sized.

Both use CCS2 charging and come with a portable Mode 2 cable in the box.

Here's the thing. Cadillac isn't just launching cars in Australia. It's launching a brand. The LYRIQ was the toe in the water, and now GM is going all-in with a three-model EV lineup, experience centres in Sydney and Auckland, and eight years of complimentary connected services across the range. They've also dropped the MY25 LYRIQ to $95,000 driveaway, which sharpens that mid-range proposition considerably.

RELATED: Cadillac LYRIQ Turns The Road Into A Recording Studio With Warner Music Australia

The question is whether Australian buyers will actually cross-shop a Cadillac against a BMW or Mercedes. On paper, the value proposition is strong. The OPTIQ is generously equipped at $80k, and the VISTIQ's power and space combination is hard to match at $116k. But brand cachet matters in luxury, and Cadillac is starting from close to zero in this market.

The F1 timing helps. So does the fact that these are factory right-hand-drive cars built on GM's dedicated EV architecture rather than converted afterthoughts. Whether that translates to actual sales will depend on the ownership experience and whether those experience centres can do what traditional dealerships do for the Germans.

Sales begin shortly, with both models available to explore online at cadillacanz.com or at the Sydney and Auckland experience centres.

Read the full article Cadillac Drops New Electric SUVs For Australia, Timed Perfectly With Its F1 Debut on DMARGE. Don’t miss it!

Every January, the Australian car industry does the same thing. VFACTS drops, everyone argues about who sold the most Rangers, and the narrative resets around volume. Who's up, who's down, who cracked the top 10. That stuff matters if you're a dealer trying to hit targets but it tells you almost nothing about which brands are actually shaping where this market goes next.

Influence is different to popularity. We're focused on technology, on pricing, on regulation, on how cars get sold, and on what Australians expect when they walk into a showroom.

Here are the 10 brands that we think are doing that right now, and the order might surprise you.

Not because it sells 240,000 cars a year. Because it made the right technology bet a full decade before anyone else even asked the question.

While the rest of the industry was arguing about whether EVs or hydrogen would win, Toyota quietly built hybrids into everything and watched the world come around. Now every manufacturer in the country is scrambling to offer a hybrid option and Toyota is sitting on a 2.9 million unit NVES surplus like it's loose change.

Twenty-three consecutive years as Australia's number one brand is impressive. But the real influence is this: Toyota proved that electrification doesn't have to mean expensive, complicated, or inconvenient. A HiLux hybrid outsells any dedicated EV in the country.

A RAV4 hybrid is about to challenge the Ford Ranger as the number one vehicle overall. When the brand that tradies and families trust most tells the market that hybrid is the answer, the market listens. Everyone else is just catching up to the homework Toyota handed in a decade ago.

RELATED: Toyota Tundra Truck Set To Hit Australia

Here's the thing about BYD. They don't respond to the market. The market responds to them. 156% sales growth in 2025. The Atto 1 at $23,990 made an EV cheaper than a Suzuki Swift.

The Shark 6 forced every legacy ute manufacturer to fast-track electrified utes that were probably five years away on their product plans. And BYD makes its own batteries, its own chips, and its own motors, which means it controls pricing at a level nobody else can touch.

But the influence goes deeper than just being cheap. BYD through its Denza sub-brand is coming for the Toyota Prado with a ladder-frame plug-in hybrid 4WD that tows 3,000 kilograms and has a party trick called Leopard Turn that pivots the thing on its inside rear wheel.

They're attacking every segment simultaneously, from city hatchbacks to serious off-roaders, and they're doing it at price points that make legacy brands look like they've been taking the piss for years. Whether you like it or not, BYD is the brand that's repricing the entire Australian market from the ground up.

RELATED: BYD Shark 6 Sales Indicate Aussie Tradies Want Succulent Chinese Utes

Give credit where it's due. Tesla built the Australian EV market from nothing. It normalised electric cars for mainstream buyers, built the Supercharger network that made long-distance EV ownership actually viable, and made over-the-air software updates something people expect rather than something they marvel at.

Every connected car feature you now see from every other brand exists because Tesla did it first.

But influence and momentum are different things. Sales are down 25% across two consecutive years. One model carries 77% of Australian volume. And the CEO has become a brand liability in a way that's impossible to ignore, particularly in a market like Australia where people are less forgiving of that sort of thing than they might be in Texas.

Tesla's influence on the market is permanent and undeniable. The question is whether the brand itself can hold the position it created, or whether it becomes the BlackBerry of EVs: the one that showed everyone what was possible and then watched them do it better.

Every Chinese brand launching in Australia right now is chasing what Mercedes-Benz defines as premium. The interior design language, the materials, the way the technology is integrated rather than just thrown at a dashboard.

That's influence you can't measure in sales figures. BYD, Zeekr, and Geely are all building cars that are essentially trying to feel like a Mercedes at half the price, and that tells you everything about who's still setting the benchmark.

But the bigger story is the agency model. Mercedes forced through a fundamental change in how cars are sold in this country, moving from the traditional dealer franchise model to a direct-sale agency structure. That decision is now the subject of a $650 million class action from dealers, and however that case lands, it will determine the future of car retailing in Australia.

If Mercedes wins, every other brand will follow. If it loses, the dealer model gets a lifeline nobody expected. And then there's the G-Class, which somehow remains the one vehicle that works at a charity gala and a construction site in the same week. That's not a car, that's a cultural object.

The Ford Ranger has been Australia's best-selling vehicle for three consecutive years and that's not just a sales stat, it's a reflection of how deeply embedded the ute is in Australian identity. Ford doesn't just sell into that market, it essentially defines it.

The Ranger is the vehicle that every other ute is measured against, from the HiLux to the new Chinese entrants trying to crack the segment.

The problem is that the ute-dependent business model is on a collision course with NVES emissions targets that get tighter every year. The Ranger PHEV at $72,000 is a start, but the Super Duty and the diesel lineup are where Ford actually makes its margin. And the 2026 targets are the ones where the maths goes from uncomfortable to genuinely painful.

Ford's influence is the fact that what happens to the Ranger under NVES essentially determines what happens to the entire ute segment. If Ford can make the transition work, the category survives. If it can't, the ripple effect hits every brand with a dual-cab in the lineup.

Most people have no idea that Volvo, Polestar, Zeekr, Lotus, Smart, and Geely are all the same company. That's six brands covering everything from a $33,000 city EV to a $400,000-plus Lotus, all built on shared architecture and shared battery technology. No other automotive group is attacking the Australian market from this many price points simultaneously.

Zeekr alone has racked up over 1,200 sales since October, going directly after Tesla's Model Y with a car that's better looking and arguably better built. Polestar is carving out a quiet premium EV niche.

Volvo still owns the safety-conscious family buyer. And the Geely brand itself launched with a plug-in hybrid SUV that undercuts almost everything in its class.

The influence here isn't any single brand. It's the portfolio strategy. Geely is doing what Volkswagen Group did in Europe over decades, except it's doing it in Australia in about 18 months. When a single parent company can offer you six different brands at six different price points, the competitive dynamics of the entire market shift.

RELATED: This Zeekr People Mover Just Landed in Australia And It’s More Luxurious Than Most Private Jets

GWM is the Chinese brand that nobody talks about with the same breathless excitement as BYD, and that's exactly why it's succeeding. While everyone else was either trying to be the cheapest or trying to be the most disruptive, GWM just quietly built the most mature Chinese automotive operation in Australia.

PHEVs when plug-in hybrids took off. SUVs and utes when sedans died. The Tank 300 built a cult following that nobody saw coming, turning up at every overlanding meetup and 4WD expo in the country. And here's the detail that matters most: GWM is doing local suspension tuning at Lang Lang, which is Holden's old proving ground.

That's not a publicity stunt. That means they're investing in making their cars ride and handle properly on Australian roads, which is the one thing that has historically separated good Chinese cars from genuinely competitive ones.

When you're tuning your suspension on the same tarmac where the Commodore was developed, you're sending a very specific message about how seriously you take this market.

Sales grew 177% in 2025 and the Tiggo 4 became the best-selling small SUV in Australia at under $24,000. That alone would be enough to justify a spot on the list. But what makes Chery genuinely influential is the multi-brand empire it's building.

Omoda for the style-conscious buyer. Jaecoo for the adventure crowd. Lepas as a future premium play. It's the Volkswagen Group playbook executed by a Chinese manufacturer, and it's happening right now in Australian showrooms.

The real market-changer arrives in Q4 2026 when Chery launches what it says will be the world's first diesel plug-in hybrid ute. If that sounds like a niche product, you're not thinking about it correctly. A diesel PHEV ute that can run on electric around town but has diesel range and torque for towing and long distances is exactly what the Australian tradie market has been asking for.

Nobody else has cracked that formula yet. If Chery gets it right, it doesn't just win sales. It sets a new standard that every other ute manufacturer has to respond to.

RELATED: Jaecoo J7 SHS Review: Australia’s Best Value Plug-In Hybrid SUV?

RAM sold just over 30,000 vehicles in Australia since 2016, which in the context of a million-car-a-year market is a rounding error. And yet its influence on Australian car culture is wildly disproportionate to those numbers.

RAM didn't just sell trucks. It imported an entire American automotive culture into a country that was still grieving the death of the Commodore and the Falcon.

The full-size pickup remanufactured in Melbourne became the vehicle that filled the emotional void left by big, loud, unapologetically excessive Australian cars. You see them everywhere now, from Toorak to Tamworth, and they've proven something important about the Australian market that nobody fully appreciated before: people will spend $150,000 on a vehicle that makes absolutely zero pretence about fuel efficiency, practicality, or social responsibility.

It's a pure identity purchase. The V8 is gone and NVES makes the economics harder every year, but RAM proved that the appetite for big, brash, American-style motoring in Australia was real and deep and worth building a business around.

The C8 Corvette is doing something nobody in the supercar establishment expected: it's making mid-engine performance accessible to people who were previously locked out of the segment entirely. You're getting a mid-engine supercar at around $150,000 that embarrasses vehicles costing three times as much on a track day.

The Z06 with its flat-plane crank V8 is making noises that belong in a car with a prancing horse on the bonnet, not a crossed-flags badge.

And it's not just a road car play. GMSV is running the Corvette Z06 GT3.R in Australian motorsport, including the Bathurst 12 Hour, and the limited-edition Bathurst 12 Hour Specialty Edition (just 12 units for Australia and New Zealand) is the kind of halo product that builds grassroots credibility in a way that no marketing spend can replicate.

The Corvette hasn't forced Porsche to reprice the 911 or made Ferrari rethink its business model. But it's proven that you don't need a European badge or a European price tag to play in the supercar space. In a country that has always defaulted to Stuttgart and Maranello as the aspirational benchmark, that's a genuine cultural shift.

RELATED: Corvette Delivers Incredible Value For Money For Supercar Lovers

Four of these brands are Chinese-owned. Two are cultural plays whose influence massively exceeds their sales figures. One is here because it defines what premium means for everyone else. And the biggest-selling brand in the country made the list because it was right about technology before anyone else was even asking the question.

This isn't a list that will look the same in three years. NVES will kill some of these stories and accelerate others. The Chinese brands will consolidate or they'll cannibalise each other. Tesla will either fix its brand problem or it won't. And whoever cracks the electrified ute for the Australian market first will probably leapfrog half this list overnight.

But right now, in March 2026, these are the 10 brands setting the terms. Everyone else is just reacting.

Read the full article The Most Important Car Brands In Australia Right Now… For Reasons Other Than Sales on DMARGE. Don’t miss it!

When Zeekr invited us to test the 009, we already knew what they were capable of. More importantly, we’d seen them around Sydney and liked the vibe of this anti-people mover. 

We'd driven the X and fallen quietly in love with the Zeekr 7GT at the Electric Car Show. So when they offered the 009, a sub $140,000 Chinese electric people mover, we were curious rather than sceptical. After a day driving it around Sydney, hand on heart, this might be the best thing Zeekr makes.

The Zeekr 009 does something genuinely clever. It's equally at home doing the school run as it is ferrying executives to the airport. It's a family car that won't embarrass you at a five-star hotel. And here's the thing that surprised me most: if this rolled up as my hire car at the airport, I'd actually be excited about it.

This isn't trying to be an SUV pretending to be a people mover. It's unapologetically a people mover designed to make passengers feel special, and it succeeds brilliantly at exactly that.

View this post on Instagram

A post shared by DMARGE (@dmarge)

The luxury people mover segment has the Kia Carnival at the practical end, the Mercedes V-Class in the middle with its premium badge, and the Lexus LM at the ultra-luxury top.

The Zeekr 009 sits between the Merc and the Lexus, offering genuine luxury at $135,900 for the seven-seater or $139,900 for the six-seat version (before on-roads). More importantly, it's fully electric and has the range to back up the hype.

What surprised me is how well Zeekr has judged this positioning. It's offering genuine luxury at a price point that makes sense for private buyers, families who want something special, and premium hire car operators.

Sure, it won’t be for everyone, but if you have lots of kids, then it’s 100% worth your time to investigate.

009, reporting for duty.

On paper, the Zeekr 009 seems excessive. It weighs 2,870kg. It's 5.2 metres long. It has 450kW and 693Nm from dual electric motors. That's more power than a Porsche 911 GT3. In a people mover. Yeeew!

The 116kWh battery delivers 582km of range (WLTP). It charges at up to 205kW on DC fast charging, which means 10-80% in around 30 minutes under ideal conditions. In a day of driving, the range held up impressively.

The six-seat configuration (which costs an extra $4,000) is the one to get. It features a 2+2+2 layout with genuinely ridiculous captain's chairs in the second row. The seven-seat version in 2+2+3 layout is more practical for larger families, but you lose the individual chair experience that makes this car special.

We drove this through the suburbs for a day. All the places where a 5.2-metre vehicle could feel out of place.

It didn't. It was cool, bro. Weirdly we had more people ask us about this car than any other supercar we’ve driven in the past 12 months. 

The 360-degree cameras make parking genuinely easy. The air suspension means speed bumps disappear. The steering is light enough for tight streets but precise enough to feel confident. Visibility is excellent thanks to those massive windows.

The often-packed streets is one of the toughest proving grounds for any vehicle. Narrow streets, tight parking, steep hills, and an audience that knows cars. The Zeekr 009 felt completely at home.

The second-row captain's chairs are called "Sofaro First-Class" seats. They're genuinely exceptional.

12cm thick Nappa leather cushions. Heating, ventilation, and massage functions. Foldable leather-wrapped tray tables that deploy like something from Singapore Airlines Business Class. Leg rests that heat up. A "lounge chair" mode that reclines to near-horizontal.

The massage function works perfectly. The ride quality over Sydney's roads is exceptional. This is where the Zeekr separates itself. The Mercedes V-Class is the least comfortable people mover I’ve ever experienced, which makes the 009 a dream. Almost a private jet cabin on four wheels.

The Lexus LM is the only real competitor in terms of passenger experience. The Zeekr isn't far behind in execution, which is remarkable given the price difference. 

Given it weighs as much as two Range Rovers, the 009 has no right to drive this well.

The dual-chamber air suspension makes this thing float. The 009 just absorbs everything thanks to the air suspension. 

Steering is light but accurate. Perfect for tight streets. Visibility is excellent thanks to those massive windows and the array of cameras. The regenerative braking is smooth, not jerky like some EVs. And when you put your foot down, it absolutely launches. That 4.5-second 0-100 time is hilarious in something this big.

Having driven the Zeekr X and spent time in the 007 GT, I can say the brand's engineering is consistent. They understand ride quality, NVH suppression, and how to make an EV feel refined rather than clinical. The 009 benefits from that same attention to detail.

Inside, there’s a massive 15.05-inch OLED touchscreen up front, a 17-inch rear entertainment screen, and an AR heads-up display that projects navigation onto the windshield. The whole system runs on Qualcomm's dual Snapdragon 8295 chip, which is genuinely quick and responsive.

Apple CarPlay and Android Auto both work seamlessly. Voice commands actually understand Australian accents most of the time. The 30-speaker Yamaha sound system is properly impressive.

Over-the-air updates mean the car improves over time. There are 12 cameras, 12 sensors, and basically every driver assistance feature you can think of. Lane-keeping, adaptive cruise, 

360-degree parking cameras, and automated parking. All of it worked flawlessly in the tight confines of Sydney streets.

Even in one day of driving, I could immediately see how this works as a family vehicle.

The rear screens would keep kids entertained. The massage seats mean no complaints about being uncomfortable. The fridge means cold drinks without stopping. The kids stay quiet. The sheer space means siblings can spread out without annoying each other.

For school runs, it's genuinely excellent. Easy to park thanks to the cameras and sensors. Comfortable for short trips. And with 582km of range, you're not constantly thinking about charging.

Boot space is 574 litres with all seats up. That's plenty for a week's shopping or sports gear. The seats fold relatively flat if you need more space, though the floor isn't completely level.

Premium hire car and chauffeur services should be all over this.

Most executive transport uses European SUVs. BMW X5, Mercedes GLE, Range Rover. They're comfortable, but passengers still feel like they're in an SUV. The rear seats are fine, but they're not special.

The Zeekr 009 changes that equation entirely. Those second-row seats are better than business class on most airlines. The ride quality is exceptional. The tech works flawlessly. And it's quiet enough for phone calls or video conferences on the move.

For hire car operators, the economics make sense. Running costs are lower because it's electric. The passenger experience is significantly better, which means you can charge more per trip. And it's a genuine differentiator in a market full of the usual suspects.

Hotels, corporate transport companies, and premium Uber operators should be paying attention.

At $135,900 to $139,900 before on-roads, you're looking at around $150,000 drive-away. Zeekr has fourteen dealers nationwide: three in Sydney (Parramatta, Waterloo, and the new Chatswood site), and one each in Melbourne, Canberra, and Perth. 

For private buyers who want something genuinely special, who can afford to take a small risk on resale, and who value passenger experience above badge snobbery, the Zeekr 009 is an excellent choice.

For commercial operators in the premium transport space, this is a no-brainer. The passenger experience justifies the price, the running costs are lower than diesel alternatives, and it differentiates your service immediately.

Hand on heart, the Zeekr 009 is one of the most impressive family vehicles we have seen this year. It might be the best thing in Zeekr's lineup, and we've driven the X and fallen for the Zeekr 7GT.

It's unapologetically a people mover designed to transport passengers in genuine comfort and luxury. The second-row seats alone justify the price. The tech is excellent, the range is generous, and the drive quality is genuinely impressive. No cap. 

The best way to move people in Australia right now, whether that's your family, your clients, or your passengers, is the Zeekr 009.

Read the full article This Zeekr People Mover Just Landed in Australia And It’s More Luxurious Than Most Private Jets on DMARGE. Don’t miss it!

There's a Volvo doing the rounds in Australia and it's doing something I genuinely didn't think a Volvo could do: making me look twice in a car park. The EX30 is the Swedish brand's smallest car, a compact electric hatch that starts under sixty grand, and it's got absolutely no business being this good-looking.

I've been spotting them around Noosa lately and every time one rolls past I find myself doing that thing where you half turn your head and think, "wait, what was that?"

That almost never happens with a Volvo.

Because Volvo has always been a dad brand. Let's just say it. They made safe cars. Sensible cars. Cars your dentist drove. Car you drove with a sensible hat. The kind of thing you'd see in the school pickup lane in a leafy suburb and think, "good for them." The old V70 wagon was a staple of upper-middle-class Australian driveways for two decades and it was about as exciting as the people who bought them.

But the EX30 is the car that makes you realise Volvo might actually be a cool brand now. Not "cool for Volvo." Just cool.

It's compact, it's clean, and those Thor's Hammer headlights give it a face that's more interesting than anything in its price range. On the road it has a presence that the photos don't quite capture. There's a confidence to the proportions that you don't expect from something this small. Everytime we see it, we think it gets a little cooler.

And here's where it gets really interesting.

Later this year Volvo is bringing the EX30 Cross Country to Australia, and if the standard car already turns heads, the XC version is going to be something else entirely.

I got a proper look at the Cross Country at the Sydney Electric Car Show and it takes everything that works about the EX30 and dials it up in exactly the right direction. Raised suspension. Chunky wheel arch extensions. Front and rear skid plates. Blacked out trim. And a topographic map of Sweden's Kebnekaise mountain etched into the front bumper.

That last detail alone is worth the price of admission. It's the kind of oddball touch that makes you want to get up close and actually inspect the thing. And when you do, the quality of the materials and the thought behind the details is obvious. This isn't a standard car with some plastic cladding bolted on. It feels like it was designed this way from the start.

The Cross Country is also exactly the kind of car that makes sense in Australia. We love a lifted anything. We love something that looks like it could handle a dirt road even if it mostly just handles the Bunnings car park.

The XC ticks every one of those boxes while also being fully electric, all-wheel-drive, and genuinely quick when you need it to be.

It's a surf trip car. It's a dog walk car. It's a "chuck the girlfriend, the Groodle and a longboard in and drive down the coast for the weekend" car.

The fact that it happens to be a Volvo is the part that catches people off guard.

Inside, it's modern Scandinavian done properly. A big portrait touchscreen runs everything, a Harman Kardon soundbar sits across the dash, and the Pine interior trim (a muted eucalyptus green with wool blend upholstery) gives the whole cabin this outdoorsy Nordic lodge feel that pairs brilliantly with the rugged exterior.

There's also an Indigo option made from recycled denim if that's more your speed. Sitting in one at the show, it felt considered in a way that a lot of EVs in this price range simply don't.

Are there trade-offs? Sure. The boot is adequate but not cavernous, the interior storage is weirdly stingy for a modern car, and if you've got three kids and a pram you'll want something bigger.

But that's not what this car is for.

This is for the couple who wants one car that can do the city commute on Monday and a dirt road to a campsite on Friday. It's for the person who cares about aesthetics but doesn't want to spend Range Rover money proving it.

What Volvo has quietly figured out is that "premium adventure" is a space barely anyone owns in the EV market.

The EX30 Cross Country sits in a gap nobody else has properly filled. It's got personality. It's got a point of view. It's priced at a point where you don't need to agonise over it.

Park one of these in Vapour Grey with a roof box and blacked out trim and it just looks right. It looks like the car a photographer drives. Or a vineyard owner in the Yarra Valley. Or someone who lives in Noosa and actually earns a living.

Volvo has never had that kind of energy before.

Volvo won't sell a million of these. They don't need to. What the EX30 Cross Country does is change the conversation about the brand. It's the car that makes someone who's never considered a Volvo stop and say, "hang on, what's that?"

And in a market drowning in forgettable electric crossovers, that might be the most valuable thing a car can do.

Read the full article Volvo’s Tiniest EV Is Low-Key One Of The Coolest Cars On Australian Roads Right Now on DMARGE. Don’t miss it!

The new RS 5, which is what Audi is now calling the RS 4's successor thanks to a naming reshuffle where odd numbers mean combustion and even numbers mean electric, was revealed this week. And while the spec sheet reads like the kind of thing that should have RS fans salivating, there's a problem. A 580-kilogram problem, to be specific.

The headline number is 470kW. That's what you get when you bolt a 130kW electric motor onto the familiar 2.9-litre twin-turbo V6, stuff a 25.9kWh battery pack under the boot floor, and call it Audi Sport's first plug-in hybrid. It'll do 0-100km/h in 3.6 seconds and offers up to 87 kilometres of electric-only range. On paper, it's an absolute weapon.

But here's the thing. The RS 5 Avant weighs 2,370kg. The B9 RS 4 Avant? Around 1,790kg. That's more than half a tonne of difference. You could literally fill the B9's boot with sand and still come in lighter than the new car rolling off the line empty.

And that gap tells you everything about what's been lost in the transition.

The B9 RS 4 is a pure combustion car. No battery management. No regenerative braking modes. No "Boost" button that gives you ten seconds of maximum attack before the software decides you've had enough fun.

You turn it on, the 2.9-litre twin-turbo V6 is right there, all 331kW and 600Nm of it, no electric motor filling in torque gaps or smoothing out the power delivery on your behalf. The engine does the talking and you do the listening. That's the deal.

It's a relationship the RS 5 simply can't replicate. Yes, it has an extra 139kW on tap. Yes, it has a trick torque vectoring rear axle and enough driving modes to fill a small manual. But all of that technology exists, at least in part, to manage the consequences of carrying an extra half a tonne around. The B9 didn't need any of it because it didn't have the weight problem in the first place.

There's something to be said for a car that solves its dynamic challenges with engineering rather than software. The B9's steering, particularly in dynamic mode where it locks to a constant 14:1 ratio, gives you a pointy front end without the nervousness.

The lighter V6 sitting further back than the old B8's V8 gave it genuinely better balance. And the RS sport differential, while not perfect in its earlier iterations, was refined into something properly special by the time the Competition and Edition 25 Years models rolled around in the car's final years.

Those late-life specials are worth paying attention to, by the way. The Competition got manually adjustable coilover suspension, lighter exhausts, and sharper gearbox calibration. The Edition 25 Years, limited to just 250 cars worldwide, went further still with bespoke Pirelli P Zero Corsa tyres, extra negative camber, and a ride height so low it looks like a tuner car. Both of those variants turned a very good fast wagon into a genuinely brilliant one.

And both now look like the kind of cars people will be fighting over in a couple of years.

The B9 RS 4 Avant is the last of its kind. The last mid-size Audi RS wagon without electrification. The last one under 1,800kg. The last one where the combustion engine is the whole show rather than half of a hybrid system. Every RS Avant from this point forward, including the next RS 6 which is also expected to go hybrid, will be heavier, more complex, and more reliant on battery power to make the numbers work.

When the C63 went from a twin-turbo V8 to a four-cylinder hybrid, prices on the older W205 models jumped almost overnight. The same thing happened with naturally aspirated M3s when BMW went turbo. Every time a successor arrives carrying more weight, more complexity, and less of whatever made the original special, the predecessor gets reappraised. The B9 RS 4 is about to get that treatment.

Expect used prices to firm up, particularly on low-kilometre examples and the limited-run Competition and Edition 25 Years cars.

Buyers who were on the fence will suddenly realise there's no going back to a sub-1,800kg RS wagon, and the market will adjust accordingly. Anyone who picked up an Edition 25 Years for sticker price is already sitting on a smart investment whether they meant to or not.

That doesn't make the new RS 5 a bad car. It's clearly a very fast, very capable machine and nobody who drives one is going to feel short-changed in a straight line. But it is a fundamentally different type of car to the one it replaces. The B9 is analogue where the RS 5 is digital. It's light where the RS 5 is laden. And it offers a driving experience that connects you to the road in a way that 2,370kg of plug-in hybrid, no matter how cleverly engineered, is going to struggle to match.

If you've been sitting on the fence about picking up a B9 RS 4, the fence just got a lot shorter. Audi has accidentally made the case for its predecessor better than any review ever could. And the market is about to notice.

Read the full article The B9 Audi RS 4 Just Became A Whole Lot More Collectible. Thank The RS 5 For That on DMARGE. Don’t miss it!

The dual-cab ute segment just got its most interesting wildcard in years. Chery has pulled the covers off the KP31 concept in Sydney, a diesel plug-in hybrid ute that doesn't exist anywhere else in the world, and if it delivers on even half its promises, the establishment should be nervous.

Here are our top reasons it should be worth waiting for...

Every other plug-in hybrid ute on the Australian market (the BYD Shark 6, GWM Cannon Alpha, Ford Ranger PHEV) pairs its electric motor with a petrol engine. Chery has gone the other way entirely, mating a 2.5-litre turbo-diesel with plug-in hybrid tech. That's a world first in the dual-cab segment. The Ranger PHEV, for all its hype, still runs a petrol-electric setup. The BYD Shark 6 does the same. Neither has cracked diesel hybrid.

Why does it matter? Diesel delivers the low-down torque that actually matters when you're towing a boat up a ramp or loaded to the gills on a construction site. The electric side handles your daily commute and city running on virtually nothing. It's the best of both worlds in a way no other ute currently offers.

Chery is claiming 47 per cent thermal efficiency from the diesel powertrain, 10 per cent better fuel economy than the average diesel, and a 30 per cent reduction in vibration.

Unconfirmed reports out of China suggest outputs of 210kW and 650Nm from a twin-turbo setup. Figures that would put it firmly among the segment's heaviest hitters.

This is where Chery has clearly done its homework. The KP31 is rated at 3500kg braked towing and 1000kg payload. That matches the HiLux and Ranger, keeps pace with the Isuzu D-Max, and comprehensively outguns the Shark 6, which maxes out at 2500kg towing with a payload under 700kg.

The GWM Cannon Alpha matches on towing but falls short on payload, too.

If you need a ute that actually works for a living, not just one that looks the part on the school run, these numbers matter. Chery COO Lucas Harris has been blunt about this: the company pushed its Chinese engineers hard for diesel capability specifically so the ute could handle full-time towing, carrying, and off-roading without compromise.

Chery didn't just slap a "for Australia" sticker on a Chinese-market ute. Harris and his local team took Chery's global engineers to Stradbroke Island off Brisbane's coast to show them how Australians actually use utes. The fishing rods, the caravans, the beach driving, the weekend warrior lifestyle. Boss Harris says it was a lightbulb moment for the Chinese side.

The result is a ute with triple locking differentials (front, centre, rear), a low-range transfer case, dedicated off-road modes, and a tight-turn feature similar to Ford's Trail Turn Assist.

The concept rolled on 285/70 R17 BF Goodrich All-Terrains, a tyre-and-wheel package that was specced after Chery's Australian team consulted local off-road tyre specialists to maximise aftermarket flexibility. Even the six-stud pattern was chosen to play nicely with existing Australian wheel options.

At 5450mm in production trim, it's longer than a Ranger and sits in Kia Tasman territory.

Aftermarket compatibility is designed in, not bolted on. Most new ute brands treat aftermarket compatibility as an afterthought. Harris has taken a different approach, engaging with ARB, Ironman, and TJM well before launch to ensure bumper mounts, bull bar fitment, and accessory compatibility are baked into the design from the factory floor.

For anyone who's ever bought a new-to-market ute and then waited 18 months for a decent bull bar or canopy to become available, this is a significant shift in thinking.

Chery hasn't confirmed pricing (or many production car details) yet, but read the room. The Shark 6 starts at $57,990. The Cannon Alpha PHEV from $59,990. The Ranger PHEV from $71,990. Chery has built its entire Australian strategy on value, and Harris has been clear that the ute will be positioned as a strong proposition against established rivals.

Expect pricing that makes the Shark 6 look over its shoulder. At that kind of money, it's not just undercutting BYD. It's starting to put pressure on base-model Ford Rangers, Toyota HiLuxes and Isuzu D-Maxes, too.

A petrol PHEV variant will follow in 2027 for buyers who want the lifestyle ute experience without diesel.

The bottom line The KP31 is still a concept, albeit one described as "very close" to the production version that's due in Australian showrooms by Q4 2026. There's still plenty Chery hasn't revealed: battery capacity, EV-only range, exact power figures, and of course, what the thing will actually be called.

But the fundamentals look right. So, if Chery nails the execution and the price, this could be the ute that forces the entire segment to recalibrate.

At the very least, it's worth waiting to see the final numbers before committing to anything else.

Read the full article The Ute That Could Nerf the Ford Ranger Costs $15,000 Less and Tows the Same on DMARGE. Don’t miss it!

Everyone's busy arguing about whether Tesla's lost the plot or if BYD is the next Toyota, and meanwhile MG has quietly slipped a premium EV sub-brand into the Australian market that makes most of its competition look like it's still figuring out homework.

IM, presented by MG Motor, landed in Australia in 2025 with two models: the IM5 sedan and the IM6 SUV. And unless you've been paying close attention, you probably missed it. Which is a shame, because what's sitting underneath these two cars is genuinely impressive, and the price they're asking for it is bordering on ridiculous.

The IM5 does 0 to 100 in 3.2 seconds. That's supercar fast, from a brand most Australians still associate with cheap hatchbacks and fleet deals.

Range sits at a claimed 575km on the WLTP cycle, with real-world figures coming in around 520km, which is more than enough for a Sydney-to-Canberra run without having to white-knuckle it past every charging station. And thanks to its 800-volt architecture, you can go from near-empty to 95 per cent in about 20 minutes on a fast charger. That's barely enough time to grab a servo pie and a flat white.

But the party trick isn't the straight-line speed. It's what IM calls its "digital chassis," and it's the kind of tech that makes you wonder what everyone else has been doing with their R&D budgets.

The system uses over 3,000 semiconductors to coordinate suspension, steering, braking and powertrain in real time. Millisecond adjustments across every dynamic component simultaneously, all managed by an NVIDIA chip running machine learning.

Where a traditional stability control system kicks in after you've already started sliding, IM's setup identifies the conditions that cause the slide and prevents it from happening in the first place. It's the difference between a paramedic and a personal trainer.

And then there's the rear-wheel steering. Twelve degrees of articulation, which is more than anything from Porsche or BMW currently offers. In practice, it means a five-metre sedan can do a U-turn on a suburban street without that embarrassing three-point shuffle. Anyone who's tried to park a large car in one of Sydney's underground car parks built in 1987 knows exactly why this matters. There's also a one-touch automated parking system that actually works, which puts it ahead of about 90 per cent of the "smart" parking tech out there that's usually more hassle than just doing it yourself.

The air suspension is another quiet win. It adjusts ride height and firmness based on speed, load and road conditions without you needing to touch a thing.

In Comfort mode, it soaks up the kind of broken surfaces we pretend don't exist on Australian roads.

In Sport, the whole car tightens up and starts feeling like something that costs twice what it does. This kind of kit is usually reserved for cars well north of $100K.

IM's Performance models start under $80,000, with the range kicking off from $60,990.

For the Australian market specifically, this matters more than people realise. We don't just need EVs that go far and charge fast. We need EVs that can handle the reality of Australian driving: the patchwork roads, the wildlife, the 800km highway stints, the absurd car parks.

IM's digital chassis isn't a gimmick. It's a genuine answer to problems that most manufacturers either ignore or charge a fortune to solve.

Nobody's saying MG is going to topple the establishment overnight. But IM deserves way more attention than it's getting. The tech is serious, the pricing is aggressive, and the whole package suggests that China's EV game isn't just about flooding the market with cheap runabouts anymore.

It's about building cars that are legitimately better in ways that actually matter to the person behind the wheel. And if the legacy brands aren't paying attention to that, they should be.

Read the full article The EV Brand Nobody’s Talking About Deserves More Respect on DMARGE. Don’t miss it!

As the current owner of a B9 RS4 Avant, and a self-confessed wagon tragic, I've been watching Audi Sport's next move with more than casual interest. And now it's here: the new Audi RS 5, packing a plug-in hybrid powertrain making 470kW. Yes, you read that right. The RS has gone electric. Well, partially.

Before the purists start sharpening their pitchforks, let's get into what Audi Sport has actually done here, because it's more interesting than you might think.

The heart of the new RS 5 is a familiar friend: a 2.9-litre twin-turbo V6, now making 375kW on its own. Pair that with a 130kW electric motor and you land at a combined system output of 470kW and 825Nm of torque. The sprint to 100km/h takes 3.6 seconds. With the optional Audi Sport package, top speed climbs to 285km/h.

And here's the bit that'll either excite or horrify you: it can drive up to 87km on electric power alone in the city. Your RS, silently creeping through school zones. The times, they are a-changin'.

As for weight, the new RS 5 Avant tips the scales at 2,370kg. The outgoing B9 RS4 Avant sat around 1,790-1,850kg depending on spec. So you're looking at roughly 500-580kg heavier, which is a significant chunk. That's the battery tax.

The real headline here isn't the hybrid powertrain. It's what Audi has done with the all-wheel-drive system. The new RS 5 gets what they're calling "quattro with Dynamic Torque Control," which is a fancy way of saying it has electromechanical torque vectoring at the rear axle. A world first in a production car, apparently.

In plain Australian-English: a small electric motor in the rear transaxle can shuffle torque between the left and right rear wheels in about 15 milliseconds, which is roughly a tenth of the time it takes you to blink. The system recalculates the ideal torque split 200 times per second.

The centre differential now has preload too, meaning it's always at least partially locked, which should noticeably sharpen turn-in compared to the outgoing car.

There's also a dedicated "RS torque rear" driving mode that sends most of the power to the outside rear wheel, which is Audi's polite way of saying it'll let you drift it on a closed course. When you're in this mode or RS Sport, the battery holds at 90 per cent charge to ensure there's always full electric grunt for the torque vectoring system.

Right, the design. And I'm going to be honest here because that's what we do.

The side profile is pure Audi. Those flared guards, about nine centimetres wider than the standard A5, give it that properly muscular RS stance we all know and love. The air intakes behind the front wheels are a tough detail. And the rear end? Follow-me-home stuff.

The new diffuser with centrally mounted oval exhaust tips, the chequered flag OLED tail lights, the vertical red reflector in the diffuser as a motorsport nod... It's genuinely more striking than my B9.

But that front end is going to take some getting used to. The three-dimensional honeycomb Singleframe grille with the darkened Matrix LED headlights and their chequered flag DRLs should work on paper. And individually, the elements are all fine. But something about the way the grille sits with that misplaced logo makes it look like the whole thing is falling off the car. It's an odd one.

I'm not saying it's bad; I'm saying I need to see it in a car park, in the flesh, in the right colour (Nardo Grey) before I make up my mind. Sometimes these things grow on you. Sometimes they don't.

The optional Audi Sport package does help matters, with larger front intakes and a more aggressive rear diffuser, plus diamond-cut 21-inch wheels and ceramic brakes with bronze calipers. There's also an exclusive Bedford green metallic paint which, combined with Serpentine green contrast stitching inside, makes for a seriously compelling spec.

Yes, it comes as an Avant. And yes, that's the one I'd have. The RS 5 Avant starts at €107,850 in Germany, with the sedan a touch less at €106,200. Order books for Europe open in the first quarter of 2026, with deliveries expected from the northern summer.

Australian pricing and availability haven't been confirmed yet, but given Audi Australia's track record with RS models, expect it to land on local shores eventually. Expect it to exceed $200,000 in Australia.

Look, as someone who loves their current RS4 wagon dearly, the idea of a plug-in hybrid RS initially feels a bit like finding out your favourite pub has gone gastro. But the more you dig into the engineering here, particularly the torque-vectoring rear end and the preloaded centre diff, the more it becomes clear Audi Sport hasn't just slapped a battery onto an RS and called it a day.

I'm genuinely intrigued.

The twin-valve dampers, the new rear axle developed from scratch, the 200Hz torque vectoring calculations... this is serious hardware. And if the electric motor genuinely improves throttle response and fills in the gaps where a turbo V6 traditionally falls flat, the RS 5 could end up being the sharpest RS car Audi has ever built.

The real question is whether it still sounds and feels like an RS when you're giving it the beans. That, unfortunately, we'll have to wait until we get behind the wheel to find out.

Read the full article Audi’s New RS 5 Is A 470kW Plug-In Hybrid And I Have Strong Feelings About It on DMARGE. Don’t miss it!

Collecting Cars, the online auction platform that's become the go-to for petrolheads and collectors alike, is currently offering up a piece of Australian history that has nothing to do with cars and everything to do with our greatest ever sportsman.

NSW Heritage Number Plate '1114' is up for grabs, and before you scroll past thinking it's just a set of old plates, here's the thing: this combination was gifted to Sir Donald Bradman himself after the historic 1930 Ashes series. You know, the one where he scored 974 runs and basically made England question why they invented the sport in the first place.

The plate set is believed to be one of only six presentation models ever produced, originally commissioned for the Mayors of Australia's five mainland capitals and The Don. So yeah, Bradman was literally given the same treatment as the leaders of the country's biggest cities. Not bad for a bloke from Bowral.

What's actually on offer is a pair of enamel plates in pristine condition, housed in a bespoke presentation box, along with a smaller enamel replica designed as a keepsake. It's the kind of thing that would look equally at home in a museum or mounted pride of place in someone's man cave (though we'd argue it probably deserves the museum).

"A Heritage Number Plate combination with a story like NSW '1114' is an opportunity that might not appear again for some time," says Lee Hallett, Head of APAC at Collecting Cars, which is putting it mildly.

The auction is part of Collecting Cars' Heritage Number Plates: Part XI series and runs until Tuesday 24 February. If you've got deep pockets and a soft spot for Australiana, this is about as good as it gets.

You can view the auction and place a bid over at Collecting Cars.

Read the full article Don Bradman’s Personal Number Plates Just Hit Auction, And They’re About As Aussie As It Gets on DMARGE. Don’t miss it!

We were at the Bathurst 12 Hour for the Corvette. If you haven't seen the Z06 in the flesh, doing laps of Mount Panorama at pace, add it to the list. It's one of those things that recalibrates your sense of what a car actually is. But that's a story for another day, because on the way there, something else entirely stole the show.

The Chevrolet Silverado 2500 HD. Six metres long, 6.6-litre Duramax turbo-diesel V8 under the bonnet, and 1,322 newton metres of torque on tap. That last number is worth sitting with for a second. Thirteen hundred newton metres. In a ute. The kind of torque figure you normally associate with mining equipment or something pulling a 747 across a tarmac for shits and giggles.

Here's the thing about the Silverado. It doesn't pretend to be something it's not. Every other dual-cab on the market is playing lifestyle. They want to be seen at the school pick-up, on the ski fields, maybe towing a jet ski once a year to justify the towball.

View this post on Instagram

A post shared by DMARGE (@dmarge)

The Silverado looks at all of that and keeps eating. This thing tows up to eight tonnes. Eight. In theory, that's truck licence territory, which tells you everything you need to know about where this sits in the hierarchy.

Boats. Caravans. Horse floats. Whatever you've got, it doesn't care none.

Fourteen camera views so you're not guessing when you're backing up to a trailer. Which sounds like overkill until you remember this thing is longer than some apartments in Bondi.

Pull up anywhere in it and people notice. Not in a look-at-me sports car way. More like the crowd parts and someone says "what is that" under their breath.

On the drive up to Bathurst we stopped twice and got approached both times. One bloke wanted to know if it was a diesel. Another just stood there and nodded slowly the way men do when they can't find anything wrong with something. Also the green colour is way too cool.

Is it practical in Sydney? Genuinely, no. But are people buying it? Absolutely.

Parallel parking it is an act of faith and some of the city's multi-storeys aren't happening. But that's not who this is for.

This is for someone with a property, a boat, a caravan, and absolutely no interest in compromising. Someone who needs to move serious weight and doesn't want three-quarter measures.

Every other dual-cab on the market looks like it's hovering outside Bunnings waiting for the sausage sizzle to start. The Silverado looks like it built the Bunnings and the bloody pyramids in one day.

It is, without question, heavy-duty authority on wheels. And if you've ever looked at a HiLux or a Ranger and thought "close, but not quite," this could be your answer.

Read the full article We Drove a Six-Metre American Pickup to Bathurst… But Is Australia Ready For It? on DMARGE. Don’t miss it!

The Corvette Z06 GT3.R just rocked up to Mount Panorama for the first time and, hand on heart, it made one hell of a first impression. The #2 JMR Corvette didn't take the win; that went to the GMR Mercedes-AMG after one of the wildest Bathurst 12 Hours in memory. But what the American muscle car did at its first crack at the mountain tells a bigger story.

Here's what we took away from it.

For years, the Corvette has been this slightly mythical thing in Australian car culture. We've seen them on telly smashing around Daytona and Le Mans, but having one actually turn laps at Bathurst? That's a statement. GM's presence in the 12 Hour isn't just a one-off cameo either. It's a proper declaration that the brand sees this part of the world as worth showing up to.

And in a paddock stacked with Porsches, BMWs, Mercedes and Ferraris, a Corvette sticks out like a loud American at a wine bar. Which is kind of the point.

This wasn't some feel-good backmarker story.

The JMR Corvette was running at the pointy end of the field and was competitive enough that when it eventually hit trouble, the safety car was called to recover it. That's not a car making up the numbers. That's a car the rest of the field had to account for.

On a circuit as unforgiving as Mount Panorama, with nine safety cars and a red flag thrown into the mix, just surviving is hard enough. Being in contention is something else entirely.

Here's the thing. BMW, Mercedes, Porsche, Audi, Ferrari, these brands have been doing the GT3 thing at Bathurst for years. They've got the data, the development kilometres, the factory support networks. And then this big pushrod V8 from Kentucky rolls in and runs with the lot of them.

The top ten was a wall of German and Italian machinery, and the Corvette was right there mixing it before its race unravelled.

There's something deeply satisfying about watching American brute go toe-to-toe with European precision on one of the most technical circuits on earth.

A strong debut gets people talking, and more importantly, it gets team owners reaching for their chequebooks. Customer racing is the whole game in GT3, and privateer teams around the Asia-Pacific region will have been watching this weekend closely.

If the car is fast, reliable and not a nightmare to run, you can bet there'll be more Z06 GT3.Rs on the Bathurst grid next year. The pipeline from "impressive debut" to "multiple entries" is shorter than you'd think in this world.

Nine safety cars. A red flag. A splattered Kangaroo. A leader was taken out by a horrifying high-speed collision (thankfully, Ralf Aron is stable in the hospital). And then, with 40 minutes left, the two cars running first and second made contact at Hell Corner and wiped each other out of contention, handing the win to the GMR Mercedes that started 29th on the grid.

You couldn't script it.

Maxime Martin, Mikael Grenier and IWC Ambassador Maro Engel drove a flawless race to pick up the pieces, giving Mercedes its fourth Bathurst 12 Hour win and Engel a victory he's been chasing for over a decade.

If this was Corvette's first taste of Bathurst, they picked one hell of a race to show up to.

Read the full article Corvette’s Gutsy Bathurst 12 Hour Debut A Reminder That Brand Has Big Things Ahead on DMARGE. Don’t miss it!

Chevrolet has just pulled the covers off the MY26 Corvette Z06 Bathurst 12 Hour Specialty Edition, a strictly limited run of just 12 individually numbered cars built exclusively for Australia and New Zealand.

If you've had your eye on the Z06, this is worth paying attention to, because it's the only allocation of the model heading our way this year.

The timing isn't random. The Specialty Edition has been created to celebrate the Corvette Z06 GT3.R making its debut at the 2026 Bathurst 12 Hour, marking the first time a Corvette GT3.R has ever competed at Mount Panorama. GM Specialty Vehicles (GMSV) clearly wanted to give a handful of local buyers something that connects them to that moment, and the result is essentially the closest thing to a road-legal GT3.R you can buy.

DMARGE has driven every current Corvette model available in Australia, from the Stingray to the E-Ray, and while they're all impressive in their own right, this Bathurst Edition looks like the most racy and desirable of the lot. The Cactus Green Stingray has been our favourite up to this point, but this Z06 in Switchblade Silver (even the paint name is badass) with its full carbon aero kit and GT3.R graphics is tough as nails and could well take the crown.

The Bathurst Edition builds on the already serious Z06 3LZ Coupe with the Z07 Performance Package, which means you're starting with Magnetic Selective Ride Control suspension, Brembo carbon ceramic brakes, Michelin Pilot Sport Cup 2 R tyres (275/30ZR20 up front and 345/25ZR21 out back), and the full carbon fibre aero package including ground effects, a high-wing spoiler and dive planes.

On top of that, every car gets Carbon Flash accents across the ground effects, spoiler, badges, trim and mirrors, a carbon fibre roof, 20-inch front and 21-inch rear spider-design black forged wheels with Corvette Racing "Jake" logo centre caps, blue brake calipers, and a Jake C8.R graphics package across the bonnet and rear panels. There's also an exclusive Bathurst 12 Hour track decal, so nobody's going to confuse this with a standard Z06.

Inside, it's Jet Black and Santorini Blue Napa Leather with Competition Seats and blue seatbelts, a combo that GMSV says is exclusive to this edition in Australia and New Zealand. You also get stealth and carbon fibre interior trim, plus a unique Bathurst 12 Hour Edition build plate individually numbered from 01 to 12.

Bathurst-specific branding goes further with track outline decals on the rear side fenders and Bathurst 12 Hour build plates on the inner door jambs on both sides.

Beyond the vehicle itself, every buyer receives what GMSV is calling a "tailored Bathurst 12 Hour experience and ownership package." That includes a custom artwork print, an indoor car cover featuring a fully rendered Corvette GT3.R graphic, and a Corvette Racing merchandise pack with cap, polo and jacket.

"There has been huge enthusiasm for the news that the Corvette Z06 GT3.R is coming to Bathurst, and we wanted to capture that excitement in a car our customers can own and drive on the road," said Jess Bala, Managing Director of GM Australia and New Zealand. "The MY26 Corvette Z06 Bathurst 12 Hour Specialty Edition is our most focused, most exclusive Corvette offering yet for this part of the world."

The Bathurst Edition joins the updated MY26 Corvette Stingray and E-Ray range that was recently announced for Australia and New Zealand, which introduces a new triple-screen cockpit, enhanced cabin functionality and Chevrolet Connected Services. So the whole local Corvette lineup is getting a refresh, but this Z06 sits right at the pointy end.

With only 12 cars to go around, all in the same spec, the Bathurst 12 Hour Specialty Edition is clearly aimed at collectors and serious Corvette enthusiasts.

If the Z06 GT3.R's Bathurst debut goes well, these could end up being worth considerably more than whatever GMSV ends up charging for them. Pricing has not yet been confirmed.

Read the full article Chevrolet Is Only Making 12 Of Its New Corvette Z06 Bathurst Edition on DMARGE. Don’t miss it!

This country's love affair with rugged 4x4s is legendary. From the red dust of the Kimberley to the rutted tracks of the Victorian High Country, a capable off-roader isn't a luxury here. It's our way of life. But now, there's a wave of Chinese manufacturers wanting in on the action.

With more than 20 Chinese automotive brands already operating in the Australian market and newcomers like BAW eyeing a local launch of their military-pedigree 212 off-roader, the question isn't whether China is coming for Australia's 4x4 heartland. It's whether there's enough room on the track for all of them.

The sheer volume of hardware heading our way is staggering.

GWM is leading the charge across multiple fronts. Its Tank sub-brand has arguably made the biggest splash, with the Tank 300 building a genuine cult following among Aussie buyers who want our much-loved Wrangler vibes without Wrangler dollars.

The Tank 400 and Tank 700 step things up considerably with low-range transfer cases, diff locks, and Hi4T hybrid powertrains that promise torque and fuel economy in one package.

Meanwhile, sibling brand Haval continues to push the H9 and H5, both body-on-frame machines with serious ground clearance and wading depth that quietly compete with vehicles twice their price. GWM clearly understands that in Australia, the 4x4 market isn't a niche. It's a lifestyle category.

BYD is the one to watch. Already dominant in the EV space globally, it's now muscling into rugged territory from multiple angles.

The Leopard 7 is a best-seller in China's off-road SUV segment and would turn heads on Australian trails. The Yangwang U8 is a tech-laden luxury beast with tank-turn capability that makes the G-Wagen look almost restrained. Sub-brand Fangchengbao has the Bao 5 carving out its own niche as a capable mid-range off-roader.

And premium arm Denza is circling with luxe electric SUVs that could put genuine pressure on the European establishment. BYD's strategy of attacking the market at every price point simultaneously is ambitious. Whether it's reckless or brilliant will play out over the next few years.

Then there's Chery with the Tiggo 8 Pro offering genuine 4WD capability and a surprising amount of kit for the money, and Geely leveraging its Volvo platforms to give the Monjaro a premium polish that belies its Chinese origins.

These aren't just cheap alternatives anymore. They're legitimate contenders with engineering pedigree borrowed, bought, or built from the ground up.

And then there's BAW. Spotted on a flatbed outside Sydney, reportedly sniffing around a right-hand drive version of its boxy, ladder-frame 212. The spec sheet reads like a throwback in the best possible way. Ladder frame. Five-link solid axles. Part-time 4x4. A 125kW diesel making 415Nm through an eight-speed auto.

This is a vehicle whose previous incarnation was expressly built for the Chinese military. Think cut-price LandCruiser 70 Series with a side of Suzuki Jimny attitude and a backstory that would make most marketing departments salivate.

Here's the blunt truth. The Australian 4x4 market is not infinite.

There are only so many buyers, and most of them already have strong brand loyalty baked into their DNA. Toyota has owned this space for decades. The LandCruiser and Prado aren't just vehicles here. They're institutions.

The Land Rover Defender has clawed back serious credibility since its relaunch, winning over a new generation who want capability wrapped in modern tech and premium fit-out. Lexus has entered the fray with the GX550, essentially a Prado in a Tom Ford tuxedo, giving cashed-up buyers who want Toyota reliability with luxury trimmings a very compelling reason to stay in the family.

Jeep Wrangler has its devoted tribe of city slickers who love to go bush. The Mercedes G-Wagen sits in its own stratosphere. The Ineos Grenadier remains an upercrust buy. Even the mighty Suzuki Jimny has wait lists that would make a surgeon blush.

So when the twentieth Chinese brand rocks up with a ladder-frame wagon and a sharp price point, the market starts to thin out fast. Not every brand will survive.

The ones that carve out a clear identity, think GWM Tank with its unapologetic tough-truck positioning, will stick. The ones offering generic soft-roaders with no point of difference will quietly disappear within a few model cycles.

History shows that even established global brands struggle to maintain more than 2 or 3 viable 4x4 nameplates in this market. The idea that a dozen Chinese off-roaders can all find a sustainable audience is optimistic at best.

Chinese manufacturers can undercut the established players all day long. Where they struggle is trust. Australians drive their trucks thousands of kilometres from the nearest dealer, through river crossings, corrugated dirt highways, and bulldust that would choke a jet engine, and they expect the vehicle to survive every single time.

That demands two things Chinese brands haven't fully delivered yet: proven long-term reliability and a service network that reaches beyond the capital cities. But don't worry, this is coming remarkably fast.

Toyota didn't become king of the bush by accident. Decades of bulletproof engineering and a dealer in every regional town built that reputation one dirty outback kilometre at a time. There's also the odd warlord who loves the brand too.

It's also why the Lexus GX550 arrives with an immediate credibility advantage that no Chinese brand can buy. Same DNA, same dealer network, just with nicer leather and a quieter cabin.

Land Rover learned the trust lesson the hard way, spending years rebuilding confidence after its well-documented reliability woes before the new Defender finally gave buyers a compelling reason to come back.

Any Chinese brand serious about the off-road market needs to understand that Aussie buyers will not gamble their Cape York trip on a vehicle with no parts availability north of Townsville. Reddits, forums and Facebook groups are ruthless. One high-profile breakdown in the middle of nowhere and the brand damage can take years to undo. Jeep knows this all too well, but eventually recovered thanks to releasing more solid and reliable trucks.

Toyota continues to evolve the 300 Series and has refreshed the Prado with enough tech to keep younger buyers interested without alienating the old guard. The Lexus GX550 adds another layer to Toyota's defence, locking in premium buyers who might otherwise wander toward a Defender or even a well-specced Yangwang U8.

Land Rover is doubling down on the Defender's off-road credentials while pushing upmarket with premium V8 trims that print money. Jeep keeps leaning into the lifestyle angle, particularly with the Overland. Even Mercedes knows its G-Wagen owner isn't cross-shopping a Tank 700, but brand prestige still needs defending when the specs on paper start looking uncomfortably similar.

And if Denza or Yangwang can deliver genuine off-road electric capability at a price that undercuts the Defender and G-Wagen, the premium end of the market gets very interesting very quickly. Electric torque is perfectly suited to low-speed off-roading. The missing piece is range in remote areas, and whoever solves that problem first owns the future.

The real shift will be pricing pressure across the board. If Chinese 4x4s deliver 80% of the capability at 60% of the cost, the established players will have to sharpen their value propositions or risk losing the pragmatic buyer who just wants a tough, capable vehicle without a $90,000 commitment.

I guess the bush doesn't care where your 4x4 was built, just as long as you can get out in one piece.

Happy shopping.

Read the full article China’s 4×4 Off-Road Australian Invasion Has Only Just Begun on DMARGE. Don’t miss it!

A Ford factory worker who was suspended after calling Donald Trump a “paedophile protector” during a high profile plant visit is reportedly no longer suspended and remains employed by Ford Motor Company, closing out a politically charged workplace saga that drew global attention.

The worker, TJ Sabula, was stood down last month following Trump’s visit to Ford’s Dearborn facility, a carefully staged appearance that was meant to underline the company’s manufacturing credentials and political neutrality. Instead, it sparked an internal crisis. Sabula’s comment, made within earshot of the former president, quickly went viral, putting Ford in the uncomfortable position of balancing free speech, workplace conduct and intense political division inside its own workforce.

According to industry sources cited by Detroit reporter Phoebe Wall Howard, Sabula’s suspension has now been lifted. He remains a member of United Auto Workers Local 600 and is still officially employed by Ford.

Whether he has returned to the factory floor or opted to take personal leave remains unclear, with Ford declining to comment, sticking to its standard position of not discussing individual personnel matters.

The union has confirmed it supported Sabula throughout the process and worked to ensure he was treated in line with the terms of the labour agreement. Behind the scenes, however, the situation appears to have exposed deeper tensions.

Ford’s Dearborn plant employs workers with sharply different political views, many of whom supported Trump at the ballot box. Sources familiar with the situation say concern about Sabula’s return to such a divided environment was a genuine factor in how the company handled the case.

Financially, Sabula is unlikely to be under pressure. Supporters launched multiple crowdfunding campaigns in the wake of his suspension, raising close to US$800,000 before he paused donations and encouraged contributors to redirect funds to other causes.

Even after tax, it gives him significant freedom, whether that means taking time away from work, pursuing advocacy, or simply stepping back from the spotlight.

For Ford, the episode is an awkward reminder that inviting polarising political figures into workplaces carries real consequences.

A factory floor is not a rally stage, and once politics enters the room, control quickly disappears. Sabula may be back on the books, but the discomfort left behind at Dearborn is unlikely to fade any time soon.

Read the full article Ford Worker Suspended After Trump ‘Pedo’ Remark Is Back On The Job on DMARGE. Don’t miss it!

Electric vehicles have long promised cleaner cities, but new research shows the effect is no longer theoretical. A study led by researchers at University of Southern California has confirmed that the rapid uptake of electric vehicles in California is directly reducing air pollution in the real world. Not in simulations but on actual city streets.

Using high-resolution satellite data from the Sentinel-5P instrument, the researchers tracked nitrogen dioxide levels between 2019 and 2023 and matched them against the growth of zero-emission vehicles. The result is unusually clear for environmental research. For every 200 zero-emission vehicles added to Californian roads, nitrogen dioxide levels fell by 1.1 per cent. That matters because NO₂ is one of the most harmful by-products of petrol and diesel exhaust, closely linked to asthma, bronchitis and cardiovascular disease.

The findings, published in The Lancet Planetary Health, mark the first statistically significant link between large-scale EV adoption and cleaner air using observational satellite data.

California now has more than 2.5 million zero-emission vehicles on its roads, spanning battery-electric cars, plug-in hybrids and hydrogen fuel-cell models. That scale is what allowed the signal to cut through the noise. Previous studies relied heavily on ground sensors or modelling, whereas this one watches pollution change from space.

There is also an uncomfortable detail hiding in the data. A meaningful share of those gains still comes from plug-in hybrids, which continue to emit exhaust under many driving conditions. The researchers note that further reductions in nitrogen dioxide are likely as hybrids are phased out in favour of fully electric vehicles.

For cities debating EV policy, congestion pricing or fleet electrification, the takeaway is blunt. Electrification delivers health benefits now, not decades from now.

Cleaner air is already being banked, street by street, car by car. The argument has shifted from whether electric vehicles improve urban air quality to how quickly cities are willing to accelerate the payoff.

Read the full article Electric Cars Are Quietly Cleaning City Air, And The Data Now Proves It on DMARGE. Don’t miss it!

America’s loudest GT3 statement has officially touched down, and it is not here for sightseeing. JMR Johor Motorsports Racing has taken delivery of a brand-new Chevrolet Corvette Z06 GT3.R ahead of its first assault on the Bathurst 12 Hour, with the Pratt Miller-built machine air-freighted halfway around the world before rolling into Sydney just weeks out from race week.

This arrival matters. Bathurst is not a circuit you ease into and it is not a place for experimental programs. Every manufacturer that turns a wheel on Mount Panorama knows the Mountain strips away hype and exposes weak points fast. The Corvette landing on Australian soil signals that this program is ready to be judged properly, against concrete walls, elevation changes and 12 relentless hours of traffic.

The Z06 GT3.R arriving now is not a show car or a publicity exercise. It is the same platform JMR has already used to win races and stand on podiums across Asia, including success in GT World Challenge Asia and the Suzuka 1000. Bathurst simply represents the most unforgiving exam yet, and one the Corvette brand has waited a long time to sit.

JMR will field two Corvettes at Mount Panorama, with a full Pro entry supported by a factory-strength driver lineup and a second car competing in Pro-Am. That dual-car approach underlines intent. This is not about turning laps or learning for next year. It is about being competitive from the moment the lights go out.

The timing is deliberate too. With Ford’s Mustang GT3 also joining the Bathurst grid, the 2026 race is shaping up as a genuine trans-Pacific contest, American muscle interpreted through modern GT3 rulebooks and thrown straight into Australia’s toughest endurance environment.

From the moment the Corvette clears customs, the clock is ticking. Set-up, simulation work, shakedowns and race prep now compress into a narrow window before the Mountain takes over. Bathurst does not care how far a car has travelled to get there or how good it looked on paper.

Come February 14, the Mountain will decide whether this debut becomes a statement or a lesson. Either way, Corvette is finally here, and Bathurst will not let it hide. Let's fkn go!

Read the full article Stunning Corvette Z06 GT3 Lands In Australia For Bathurst 12 Hour Debut on DMARGE. Don’t miss it!

MG is a brand that built its local reputation on hatchbacks and compact SUVs. Now with the MGU9, it reckons it can take on Ranger and HiLux. Brave or bonkers? Bit of both, probably.

What You're Getting

The MGU9 is offered in three variants from $52,990 to $60,990. MG is banking on buyers not wanting to sacrifice comfort for capability. Multi-link rear suspension — the kind of chassis tech you'd find in a BMW X5, not a tradie's daily — headlines a spec sheet that includes 3500kg towing, diff locks front and rear, and a cabin with all the tech you’d expect.

MG's SUV lineup has done well by giving Aussie buyers what they actually want rather than what the marketing department reckons they want. Whether that formula translates to ute country is the big question.

Towing and Capability

The MGU9 matches the 3500kg braked towing that's become table stakes for any dual-cab worth consideration. Power comes from a 2.5-litre turbo-diesel making 160kW and 520Nm, paired with a ZF eight-speed auto, solid, proven hardware.

Gross Combined Mass sits at 6500kg, matching most competitors. Payload runs 770kg to 870kg depending on variant, with the base Explore offering the highest carrying capacity. These are not class-leading numbers, but they are competitive enough for buyers planning to fit accessories or haul big(ish) boats and vans.

Fuel Economy

Official consumption sits at 7.9L/100km Combined — better than the Ranger's claimed 8.9L/100km and the HiLux's similar figures. Anyone who's owned a ute knows real-world numbers run 20-30% higher, more when towing. Still, the 80-litre tank should deliver around 1000km in ideal conditions.

Design

From where we sit, the MGU9 is a handsome beast. MG's gone with a unitary body-on-a-ladder frame, so the cab and tub sides flow continuously — more "SUV with a tub" than a traditional ute.

The front end looks particularly impressive (and more than a little North American) in the metal. And the big wheels and aggressive stance broadcast capability without trying too hard.

MG's already confirmed a proper aftermarket commitment. HSP is on board, and you can expect ARB and others to follow.

The Money Question

A Ford Ranger Wildtrak will set you back around $75,000 with its 3.0-litre V6 turbodiesel (184kW/600Nm). Toyota's HiLux SR5 costs around $70,000 and brings that bulletproof reliability reputation with its 2.8-litre turbodiesel (150kW/500Nm).

The MGU9 Explore Pro's $60,990 driveaway slots substantially below both — and brings segment-unique kit like that multi-link rear suspension, dual 12.3-inch screens, and a 7-year warranty that makes typical 5-year coverage look stingy.

Convincing traditional ute buyers that innovation trumps brand heritage? That's the challenge. Not exactly MG's natural demographic, but the spec advantage will count with many lifestyle buyers.

Off-Road Credentials

The MGU9’s BorgWarner 4WD system gets electronic diff locks paired with double-wishbone front and multi-link rear suspension. This setup should outperform the leaf-spring arrangements most utes still rely on — though articulation (how far the wheels move up and down) might suffer compared to solid-axle alternatives. On balance, considering MG's intended buyers, the IRS makes sense.

Ground clearance is 220mm unladen (reducing to 180mm loaded), with 29-degree approach and 25-degree departure angles. Geometry is class-competitive. Wading depth at 550mm is a bit light, but multiple terrain modes — including Rock Crawl and Wade in 4L — arguably balance the ledger.

MG claims 400,000km of Australian testing, spanning everything from city streets to corrugated tracks. Our passenger ride (not drive, unfortunately) through a sanitised off-road course suggested the MGU9 handles typical scenarios competently.

Four-wheel disc brakes — not as common in utes as you'd think — complete the package.

Inside

Premium vegan leather MultiFold seating folds completely flat for versatility. The optional Smart Hatch (Explore Pro only, adding approximately $5000) electronically lowers the rear window and bulkhead for cabin-to-tub access.

That aircraft-inspired gear selector and panoramic sunroof create a cockpit that feels more like a luxury SUV than a workhorse. Heated seats all round, with cooling and massage for the driver, reinforce the premium positioning.

Tech and Safety

MG Pilot brings high-definition 360-degree cameras, autonomous emergency braking, and comprehensive sensor coverage. Higher variants score HD 1080P cameras, JBL 8-speaker sound, wireless charging, and over-the-air updates through iSMART connectivity. Yes, we’re still talking about a ute!

Dual 12.3-inch screens handle wireless Apple CarPlay and Android Auto. MG has retained hard buttons for key functions — 4WD engagement, diff locks, climate — a practical win for work applications where gloved hands and dirty screens make touchscreen-only interfaces a nightmare.

A five-star NCAP rating ticks the safety box, with a comprehensive airbag setup including a centre airbag and proper child restraint anchors.

First Drive Impressions

Our first impression of the MGU9 was defined by minimal seat time in a controlled environment. But there are green shoots – more than enough for us to want more.

For the record, the MG ute conquered the admittedly tame launch tests without drama. Ride feels firm with decent body control, and hitching a 2660kg caravan to the back didn't induce any bad habits — that's not been the case with some previous coil-sprung utes I've tested.

Cabin build quality matches MG's premium intentions. Tech integration works intuitively.

There was no opportunity for highway driving, but the 2.5-litre diesel seems eager and refined. The ZF transmission shifts smoothly, and the 4WD system engages seamlessly.

The SUV buyer's choice of vehicle?

MG insiders reckon the MGU9 will draw customers away from conventional SUVs — and the refinement hints from our launch taste test support that theory.

Even at $60,990, the value equation works. MG's passenger car success suggests the brand understands Australian buyers better than most. The specification advantage over established rivals is significant.

Success depends on whether buyers will prioritise innovation over heritage. For those who value comfort, technology, and modern features above brand loyalty, the MGU9 deserves consideration. Traditional ute buyers focused on customisation and proven badges might prefer the devil they know.

Read the full article This New Ute Will Leave Australian Tradies & Weekenders Pleasantly Surprised on DMARGE. Don’t miss it!

Every year we get pumped about what lies ahead, and with so many new brands landing in Australia, the choice is almost dizzying. 2026 feels a bit different. Not because the industry has suddenly found its groove again, but because the market is getting squeezed from every angle.

It's a bit shit show out there.

New Chinese brands keep turning up on our shores. The traditional premium players are fighting to protect their turf. Porsche is in decline. WTF?! EV fatigue is real, but so is the fact that the EV stuff is finally getting good. Faster charging, better packaging, and interiors that no longer feel like someone designed them in an iPad factory.

That said, nobody is driving from Melbourne to Sydney in anything other than a Tesla right now. So Elon still is king on distance down under, but that will change. Hello, Volvo.

We've curated ten cars that feel like they’ll actually matter right now. Both to the consumer and to the brands themselves. Some because they’ll sell in big numbers. Some because they’ll embarrass the establishment. Some because they’re just cool, and there’s still space for that.

The Hyundai Palisade won DMARGE Car of the Year last year, and for good reason. It’s one of those rare big family SUVs that doesn’t feel like a compromise. It’s spacious, it makes sense, it drives well enough that you don’t hate your life, and it nails the sweet spot of value vs comfort vs “this will survive our household”.

Now Hyundai’s taken that winning formula and gone a bit more feral with it.

The Palisade XRT Pro is essentially the off-road-flavoured version of the car that already made a lot of luxury buyers quietly nervous. Seven seats, heaps of presence, and that exact vibe that has people genuinely asking the question: do I spend Range Rover or Lexus GX money, or do I buy something like this and keep the change? Buy a burrito or two with the left over.

For Australian families who do the camping thing properly, meaning the ute has mud on it and the kids have crumbs in places you didn’t know existed, this will be a hit. It’s about being capable enough to go up the mountain and get to the places you actually go, not the places you pretend you go in Instagram captions.

And the best part is the simple part. It looks f*cking fantastic. People buy with their eyes first and their spreadsheet second. This one wins the first battle instantly.

Polestar has been quietly earning respect the way most brands don’t anymore, by making cars that actually feel considered. The Polestar 4 was our favourite a couple of years ago, and the Polestar 5 feels like the moment the brand stops playing in the “cool alternative” lane and starts swinging properly.

This is their first big sleek four-door grand tourer, and it’s aiming straight at Porsche Taycan territory. That’s serious company. It’s built on an aluminium platform, it has that minimalist Swedish design that somehow manages to feel expensive without screaming for attention, and it sits in that sweet spot where it looks fast even when it’s parked.

Polestar has always had a strong design signature, but the 5 feels like the car that makes Porsche owners glance twice and quietly go, “Hang on… what is that?”

Massive rims, clean lines, and that modern electric GT shape that looks like it belongs outside a hotel you can’t afford. Number nine, easy.

Porsche has had a rough run of it lately, and that’s putting it politely.

The Macan going EV-only has copped an absolute hammering, because people don’t just buy Porsches for the badge. They buy them for the way an engine feels, the way the car moves, and the little emotional payoff you get every time you start it up.

Then the sales numbers landed. Worst since 2009. That’s not a bad month, that’s a proper “what are we doing here?” moment.

Which is why the Cayenne EV matters.

The Cayenne is one of those cars Porsche can’t afford to get wrong. And if it drives anything like the Macan, which is still one of the best-driving EV SUVs full stop, then this could be a redemption arc.

It also comes with that new wave of tech, including the wireless charging upgrades Porsche is pushing with this model. If Porsche nails dynamics (which they always do) then hopefully no one’s going to care that it’s electric.

This is a real WTF from Toyota and we approve.

Toyota’s Gazoo Racing division has been getting bolder and bolder, and the GR GT looks like a performance statement made by people who got sick of being sensible. Massive front end, proportions that feel retro in the best way, and a stance that looks like it came out of a 60s or 70s fever dream.

It’s ridiculous. In a good way.

There’s also something about Toyota stepping into V8 Supercars that gives this car extra cultural weight, especially for Australians who still think the best motorsport involves actual noise and a bit of arrogance. Whether it lands here in 2026 or drifts into 2027 territory, it’s a car that feels like it’s made for people who grew up on posters, not spreadsheets.

It also taps into that boy racer era energy. Not the cringe “eBay exhaust” version. The good version, where cars had personality and people cared enough to argue about them.

I spotted the XPeng G9 at the electric car show in Sydney, and it was one of those moments where you realise the new wave of EV brands isn’t coming, it’s already here.

This is by far one of the better-looking EV SUVs out right now, and it doesn’t rely on gimmicks to get your attention. It just looks premium. Properly premium. The interior quality is the real surprise too. It has that modern clean high-end EV cabin vibe, similar to what Lotus has been doing, where the materials actually feel expensive instead of “techy”.

It’s built around an 800-volt charging architecture, which matters because charging speed is the one thing that turns EV ownership from tolerable to genuinely good. People love talking about range, but what you really want is the ability to get back on the road quickly without having a meltdown next to a charger at a shopping centre.

Great pricing, a visual update coming, and it’s landing in March. That timing is perfect, because once you start seeing these on the road, you’re going to see a lot of them. Australia loves a good SUV, and we love feeling like we discovered something before everyone else did. The G9 ticks both boxes.

Personal favourite.

The Zeekr 007 GT is a shooting brake wagon, and if you’re like me and you’ve got a soft spot for wagons, this is the sort of car that makes you sit forward in your chair.

Wagons have always been the enthusiast’s choice for people who want performance without looking like they’re trying too hard. A wolf in sheep's clothing. A wagon says: I’m busy, I’ve got taste, I probably don’t talk to strangers at petrol stations and prefer to not fly economy.

Zeekr, as a brand, is leading the charge on design right now. That’s what they’re selling more than anything. Aesthetic confidence. And the 007 GT feels like their hit car. Everyone’s talking about it. It looks sharp, it feels modern, and it has the kind of form factor that makes SUVs seem a bit lazy.

Fast charging, serious presence, and apparently due mid-year. It will be fast and furious, and something we're looking forward to getting behind the wheel of.

We're rooting for Jeep. Low-key hope this helps them.

The Wagoneer S is full electric, yes, but the more important part is the direction. It feels like Jeep finally understood what the future should look like for them. Big, luxurious, properly modern, and not pretending it’s still 1999.

Inside, it’s screens and space and that upscale feel you normally associate with the brands Jeep constantly gets compared to. It has a bit of Range Rover energy, and for Jeep, that’s exactly the point. Stellantis has had a rough time lately, and the brand has been drifting. The Wagoneer S is a really solid attempt to stop the drift.

It also feels like the right Jeep product for the world we’re in now. Big car, big comfort, big presence, and the kind of cabin that makes people feel like they’re getting “their money’s worth”. Jeep needs a win, and this could be it.

Cadillac is back in Australia, and that alone makes the Vistiq very interesting.

The Vistiq is basically the EV era interpretation of that big American luxury vibe. Think Escalade proportions, but electrified. Three rows, proper size, big presence, and a cabin designed to make you feel like you’re in something expensive before you’ve even touched the throttle.

There’s also something genuinely exciting about Cadillac entering Formula One this year. That’s not a side note, that’s a statement. It drags the brand out of the “old luxury” category and forces it into modern relevance.

We get to drive the Cadillac Vistiq in March, down in Melbourne as part of the Grand Prix, and that’s the exact environment a car like this needs. Big week, big energy, big impressions, and a car that’s designed to look like it belongs outside the best hotel in town.

I can’t wait to drive it. This one has proper momentum behind it.

Audi has done what Audi loves doing: confusing everyone for no reason.

They’ve changed the numbering, so the RS4 is now an RS5, and I don’t know why the fuck they did that. Nobody asked for it. Nobody benefits from it. It just makes it harder for normal people to know what they’re looking at.

But the car itself is what matters.

Audi hasn’t fully revealed what the RS5 Avant will look like yet, but if it’s built off what we’re seeing with the S5, it’s going to be a hit. I drive an RS4. I love the thing. It’s the perfect mix of practicality and menace, and it still feels like a proper driver’s car even though it’s also a wagon you can live with.

The RS5 Avant is that same promise: fast, usable, sharp, and aggressively good-looking without trying to be a TikTok trend. This is the kind of car that makes you feel like you’ve won at life without needing to announce it.

The iX3 Neue Klasse feels like the most important BMW EV in years because it’s the one that resets the whole identity. It’s not just a new model. It’s a new posture. A total vibe. New exterior language, new interior philosophy, new tech approach, and a clear intention to beat the Chinese brands at their own game without copying them.

BMW needed a big aesthetic change, and this is it.

What I love about this car is that it nods back to the late 70s BMW era, the CSL vibe, the clean, purposeful shapes, the kind of cars that looked right because they were drawn by people who cared about driving, not just moodboards. It even hits me personally because it reminds me of my first car, a 318i. That old-school BMW feeling of “simple, sharp, sorted” is baked into this, even though it’s packed with modern tech.

This is the next big thing in EVs for BMW. It feels like a home run.

It’s due out in Australia mid-year-ish from what I’m hearing, and when it lands, it’ll be one of those cars people instantly start benchmarking against. Not because it’s the latest and greatest but because it finally feels like BMW decided what it wants to be again.

Yes, the list is heavy on EVs. That’s not because petrol is dead, it’s because the most interesting product momentum right now is happening in the electric space, whether you like it or not. These are the cars I’m most excited to drive this year. The ones I want in my hands, on real roads, doing real-life things with.

Read the full article The Most Anticipated Car Releases Of 2026 on DMARGE. Don’t miss it!

Christmas was approaching, emotions were high, and I knew I needed to see family in Melbourne. I also needed to take the dog, clear my head, and spend some time on the road. So instead of flying, I decided to make the trek down.

If I was going to do 1,000 kilometres down the Hume Highway, I wanted to do it in something I had long had a crush on. The Lexus GX550 has always sat in that mental wishlist category for me. A car I’d quietly admired from afar. Boxy, honest, slightly under the radar, and to my mind, one of the few real alternatives to a G Wagen that doesn’t feel like it’s trying too hard.

RELATED: Once a Lexus Skeptic, Now a GX550 Believer: This Luxury SUV is a Game-Changer

So I packed the surfboard, tennis racquets, loaded the dog, filled the back with luggage and pointed the GX south. Over the next nine and a half hours, the drive became less about testing a car and more about letting the road do what it does best.

By the time I reached Melbourne, the GX550 had not just proven itself as a long-distance companion, but as a genuinely thoughtful, capable four-wheel drive that made a difficult week feel just a little easier to manage.

These are the eight things that stood out.

The design is what got me interested in the first place. Yes, it has clear Toyota Prado bones, but the Lexus badge shifts the entire personality. The GX550 is unapologetically boxy. It is upright, square and proud of it. There is no attempt to soften the edges or chase crossover trends. It looks like a proper four wheel drive because that is exactly what it is.

There is a very real Tonka truck energy to the GX. It reminds me of why people love the G Wagon in the first place. Not because it is flashy, but because it looks tough, honest and purposeful. You get the sense that it could take a hit and keep going.

In a market flooded with SUVs pretending to be rugged, the GX stands out by simply being the real deal.

Sydney to Melbourne in around nine and a half hours is long enough to expose any weakness in a car. Instead, the GX550 just settled into the task like it was built for it.

Adaptive cruise control, lane assist and all the modern driver aids do exactly what they should. They reduce fatigue, take the edge off long highway stretches and make the whole trip feel less demanding. Especially by yourself and a restless hound.

What surprised me most was how calm it felt at speed. Big, boxy four wheel drives can often feel busy or tiring on the highway. The GX did not. It cruised comfortably, soaked up rough sections of road and never felt unsettled. I went into the trip slightly nervous about how it would feel over that distance.

By the time I reached Melbourne, I realised those concerns were completely unfounded. The pre drive angst was a waste of time.

Before leaving Sydney, I genuinely questioned whether I would have enough room. Surfboards, luggage, the dog, Christmas bits and pieces. It adds up quickly. But once everything was packed, there was still space to spare. The GX makes very smart use of its footprint.

With seven seats on offer, it also makes sense as a family car, especially if your weekends involve more than just school runs. On the way down, I got chatting to a guy travelling in a new Hyundai Palisade - the DMARGE car of 2025. He told me he was torn between the Palisade and the GX550. He chose the Hyundai because he has a lot of kids, but he admitted that if your life leans more adventurous, the Lexus is the more appealing option. It feels like a car built for people who actually use their space.

One of the most appealing things about the GX550 is how well it responds to customisation. In the US, owners are already turning them into proper builds. Bigger tyres, darker window tint, blacked out badges. None of it feels forced or awkward.

The colours that really work are the obvious ones. Grey, white and black. Once you start toughening those up visually, the GX looks seriously good. Is this something everyone would want to do? Probably not. Would I? Without hesitation.

The GX feels like a blank canvas that rewards personalisation, and that is something buyers are increasingly looking for.

Do not let the Lexus badge fool you. Underneath the refinement, this is a real four wheel drive. It does Four Wheel Drive things properly. You could take it into the bush, down fire trails or somewhere genuinely remote and trust that it would get you out the other side.

There is a deep sense of mechanical confidence here, and that comes from its Toyota DNA. This is not a lifestyle SUV pretending to be rugged. It is body on frame, built to be used and capable of taking punishment. The fact that it just happens to be comfortable and well finished inside is almost secondary.

Towing is another area where the GX550 shines. Boat, caravan, trailer, jet ski. It will handle all of it without breaking a sweat. More importantly, it feels stable and composed while doing so, which is what really matters when you are hauling serious weight.

That makes it an easy recommendation for grey nomads and just as appealing for young families who spend their weekends chasing road trips and camping holidays.

Load the kids in the back, hitch up whatever you need and go. The GX feels built for this kind of life, not just rated for it on a spec sheet.

The interior is deliberately conservative, and that is a compliment. Someone joked that it was a Prado with leather, but I think it is more nuanced than that. It feels like an old school four wheel drive cabin that has been upgraded just enough to be comfortable without losing its purpose.

Leather seats, solid materials and big, easy to use buttons dominate the cabin. You do not have to dig through menus or fight touchscreens. Everything is intuitive and usable, even if you are tired, distracted or wearing gloves. It plays it safe, but in a way that makes sense for a car like this.

This is where the GX550 really separates itself. Lexus consistently ranks as one of the most reliable car brands in the US and Australia. That matters when you are heading into the bush or taking the family on long camping trips far from help.

Underneath it all, this is still very much a Toyota, and Australians trust that for good reason. Vehicles like the Hilux and Land Cruiser have earned that reputation over decades.

When you compare the GX550 to something like a G Wagon, that peace of mind becomes very hard to ignore.

After five days and more than 1,000 kilometres, the Lexus GX550 left a strong impression.

It is honest, capable and comfortable in a way that feels increasingly rare. A proper four wheel drive that is just as happy chewing through highway kilometres as it is heading off the beaten track. For the right buyer, it makes a lot of sense.

It lacks that wanker vibe that many SUVs on the market have, it's infinitly more practical, comfortable and trucky. I've never really done trucky but trucky is good. Trucky is my new word btw.

If you're looking for something that stands up tall, has presence and with some customisation magic could be a real monster on the road, then the GX is totally worth looking at.

Merry Christmas, ya filthy animals.

Read the full article The Lexus GX550 Is The Quiet G-Wagen Alternative Australia Deserves on DMARGE. Don’t miss it!

Australia used to be one of the easiest car markets to read. Toyota topped the charts with reliable family transport. Mazda kept the passion alive in the suburbs. European luxury stayed European luxury. Life was simple. Not anymore.

Right now the market is dividing into two very different camps. At one end are the value assassins.

Brands that sell you a family car for the price of a holiday and do it without apology. At the other are the prestige and tech players who want to convince you that paying more gets you something genuinely special. You know that thunk a door makes when it's expensive.

In the middle sits our #1 brand down under, Toyota. Still the king, but no longer without challengers. A new Hilux on the way and an entry into V8 Supercars, even GR Racing making its F1 entry, it's going to be a big year for Toyota in 2026. How long can the kind hold on to its crown?

Let's dig into the contenders.

MG has become the most controversial success story in the country.

It arrived wearing a famous British name with very important DNA that proceeded to take thousands of sales from brands who thought they were untouchable. The reason is simple. MG sells cars that look good and have modern tech at prices Australians did not think were possible.

A new hatch or small SUV that a first time buyer or downsizer can drive off the lot without breaking the bank. It is the brand that has given younger Australians an escape from the used car market. The badge might not impress everyone but the monthly repayment wins a lot of arguments. Value, people, value.

Then there is BYD.

A brand almost no one had heard of two years ago that is now one of the fastest climbers on the Australian car ladder. BYD have made electrification and PHEV affordable.

Sustainability was once something only luxury car owners could buy into. BYD changed that and changed the conversation. It has become the brand for buyers who want to be part of the future without feeling like they are being charged for the privilege.

That puts it directly in the path of the traditional giants. The push toward hybrids and EVs is here and BYD is riding it harder than anyone else in the value camp. This ship aint slowing down any time soon.

Between MG and BYD, these two brands will appeal in spades to zesty Gen Zers.

Which brings us back to Toyota. The benchmark for decades.

The brand that has carried Australia through everything from drought to mining booms. Toyota still leads by a long way. LandCruiser and HiLux rule trades and country towns. The hybrid Corolla Cross and RAV4 continue to fly out of dealerships the moment they appear. Just simple, reliable cars that don't impress but get you from A to B.

A future where buyers choose cars primarily for tech, efficiency and value rather than reputation is drawing closer. Toyota must stay sharp to defend its crown against more aggressively priced rivals who are no longer treated as outsiders.

On the other side of the market, luxury is trying to reinvent itself.

Cadillac has landed and wants Australians to rediscover American excess. It wants bold shapes and polished interiors to appeal to drivers who feel Europe has had the spotlight for too long.

It is a niche play for now, but in a country obsessed with big SUVs and status on wheels, it makes more sense than people think.

What Australians don't realise is just how big a deal this brand is in the American luxury market, not to mentin their entry into F1 next year. Do not sleep on Cadillac, they're got a lot to prove even if their local cars are EVs for the forseeable future.

Then there is the modern luxury vision.

Brands like BMW trying to prove that premium and electric can live in the same sentence without compromise. The BMW iX3 is the perfect example. Clean as hell design.

Quality in spades. A badge that already carries weight. It speaks to buyers who want an EV and want something that still feels like a very unique luxury experience. Neuw Klass has nailed this brief.

This is the battleground for the high end of the market. Tech, comfort and brand power all working together to justify the spend.

Australia has become a very different place to buy a car. Value is rising. Sustainability matters. Luxury needs to work harder. The brands that embrace that shift are winning. Those that ignore it are slowly losing ground.

Bring on 2026.

Read the full article The Most Exciting Car Brands In Australia Right Now on DMARGE. Don’t miss it!

Flying from Sydney to the UK for a two day visit might sound excessive on paper, but for a brand like McLaren, it makes the 72-hour turnaround completely worth it, every time. There is only so much you can learn through product sheets and press drives in Australia.

To understand where the brand is heading, you need to see where decisions are made. You need to hear it directly from the people shaping the next decade. You need to drive the cars where they live. In their natural habitat, as it were. Tough job but I was up to the task.

The McLaren Technology Centre in Woking is the best place to start, a $300+ million facility that has stood as the pinnacle of engineering, performance and beauty since it first opened more than 20 years. A true reflection of the brand both then and now.

Everything about the building reflects how the company thinks. It is precise. It is quiet. It is organised in a way that leaves no room for clutter or distraction. This is where McLaren is shifting its focus beyond raw performance. This is where you see that the next era is about refinement.

Fresh off the 2025 Formula 1 Championship Constructors' and Drivers' win, it's clear faster is no longer the headline. The brand's story now is about considered performance and a more intelligent type of luxury. McLaren wants customers who care about the entire experience, not just the numbers.

We sat down at the Hyll Hotel in the Cotswolds with Andrea Bermúdez, McLaren Auto’s Head of Brand, who put it plainly: “We want to be more open about qualities that have always existed inside the brand” she said. “Considered design. Personalisation. A true luxury experience. These are part of McLaren but we have not told that story strongly enough.”

McLaren wants to attract a more diverse luxury buyer as part of a wider brand strategy; someone who expects a car to be thrilling but also expects service and connection to feel personal. McLaren calls it performance luxury. Engineering that serves simplicity, comfort and the reality of day to day driving.

This is where hybrid becomes crucial. This is where it becomes more than waking your annoying neighbours, but an extention of the trill and variety of driving a supercar. After all, it's meant to be super.

“If you want to be seen, you drive something else. If you know, you drive a McLaren.”

Andrea Bermúdez, McLaren Auto’s Head of Brand,

The Artura is the first product built for that shift, complete with McLaren's expertly engineed hybrid system that does more for the car than just being able to sneak through the suburbs quietly. It fundamentally changes how the car behaves in the real world.

Very few supercar brands have made hybrid feel natural. Porsche has the heritage to do it but they are still sleeping on the idea when it comes to their core models. McLaren has moved first and moved properly.

After nearly five hours in the Artura on open roads in the Cotswolds and through the stunning English countryside, I can say the mix of electric torque and the 3.0L Twin-Turbocharged V6 feels right. Muchos vibey and fun in all the right spots.

The hybrid system improves performance. Throttle response is sharper. Acceleration is more linear. The car feels alert even when you are just flowing through single lane streets and countryside curves. Even dodging the odd horse and trio of Border Collies. In small towns and at the hotel, the electric running keeps everything controlled and calm. Hybrid in the Artura is not about eco responsibility, it is about better driving.

Admittedly, Australia is a very different beast to the rolling hills of England, but it doesn't take away from the enjoyment of driving. That's universal, regardless of how poorly your local roads are maintained... yes, we're looking at you Waverley Council.

Andrea says the customer data backs this up. Artura is pulling in first time supercar buyers. Around 60% of owners are new to McLaren. Many are coming from Porsche and from the top end of German premium brands like BMW and Mercedes-Benz.

They want something with more individuality. They want excitement without exhaustion or a sore ass. They really want exclusivity without having to perform for strangers. That said, the odd flex at the traffic light is what makes owning a supercar like the Arturta so much fun.

That mindset is central to McLaren’s future audience. The company is targeting people who are ready to reward themselves, not impress others. They want quality that is felt privately. Andrea said it straight. “If you want to be seen, you drive something else. If you know, you drive a McLaren.” A bit like the A Lange Sohne of watches or Vacheron Constantin.

Alongside product changes, McLaren is elevating the entire ownership experience. Dressed like a dapper Bond viallain, Henrik Wilhelmsmeyer, the company’s Chief Commercial Officer, is leading that shift. Henrik wants buying a McLaren to feel like a collaboration, not a transaction.

“You do not want a McLaren” he told me. “You want it to be your McLaren.” He sees the purchase as a project that should reflect the owner’s personality and time.

“These are wealthy people. Time is valuable. If they choose to spend it with us, it must be worth it.” The most rewarding part of buying a McLaren, he believes, is access to the people who create the cars. Not sales teams. The designers and craftspeople who shape every detail.

That idea is embodied in McLaren Special Operations. It is where one off paints and unique material combinations are created. Henrik says seeing a car built by hand gives owners a feeling of connection that lasts long after delivery. It also creates individuality that cannot be bought anywhere else. “This is my McLaren” he said. “And the neighbour next door does not have the same one.”

Henrik also made a point that reflects the commercial future of McLaren. “A manufacturer can always tell you what a car is worth” he said. “Ask what a customer is worth and very few can answer. For us, that is the focus. Building value over time through the relationship, not just the sale.”

This is why the Artura matters so much for McLaren. It creates a bridge into the brand that gives owners reasons to stay as their tastes evolve. Hybrid becomes the start of a longer story for the brand.

While McLaren looks forward, it is also preparing to look back in a more complete way. The brand has not told the full story of Bruce McLaren. Who's a Kiwi by the way. Not an Australian as so many people often mistake. Then again, us Australians have a habit of claiming the good ones as our own.

The Bruce McLaren name is well known but the details are not widely understood. Andrea says this is now a priority. Heritage will support the luxury positioning by giving customers a sense of meaning and belonging.

Racing remains fundamental for their long-term success. Formula One keeps the brand visible to an audience of millions. Those fans may not afford a McLaren today but they will remember what inspired them once they can. Racing creates desire. The customer experience must convert it into loyalty.

Eventually, when little Timmy grows up and becomes an investment banker, he's hopefully going to be chosing a McLaren over a Porsche, Aston Martin or Lamborghini.

The difference between McLaren of the past and McLaren of the next ten years is not performance. The cars will always be quick and noisey - we hope. The difference is in how the brand maintains relevance after the thrill wears off. Focus now on usability. Service. Experience. Feeling considered as a customer long after the first drive. Which McLaren, need. Goodbye Darth Vader Ron Dennis days, hello sunshine and blue skies, bunnies and group hugs.

Hybrid allows that. Personalisation allows that. A more human luxury experience allows that.

A few days in England showed us that McLaren is evolving with purpose. These cars are built for people who have reached a point in life where they're looking for something different. Something that says you value individuallity over cliches, and maybe, just maybe that's a bright pink McLaren Artura.

Read the full article Regardless Of Formula 1 Dominance, The Future Of McLaren Feels Different on DMARGE. Don’t miss it!

Forget G-Wagens and Range Rovers. The newest American luxury arrival in Australia has already raised the bar again.

The GMC Yukon Denali, which we reviewed previously, is a preferred ride among US sporting icons and film stars, is now available with two distinctive new factory appearance packages designed to dramatically elevate its presence on Australian soil: the Black Pack and the Illumination Pack.

As the first right-hand drive Yukons begin rolling out of GMSV’s Dandenong facility ahead of customer deliveries, these upgrade packs signal General Motors’ intent to position the Denali as a more customisable, more expressive flagship in Australia’s luxury SUV segment.

In the United States, the Yukon Denali has long been associated with celebrities who demand presence the moment the vehicle rolls to a stop. That identity has now landed here with added depth.

The Black Pack introduces a complete dark aesthetic that transforms the way the Denali sits visually.

The standard brightwork has been replaced with a deep, shadow-finished suite of components, including a Black Mesh Denali grille, Yukon emblems in black, black mirror caps, black roof cross rails and black wheel centre caps. It also receives a black rear bumper protector, reflective window shades, a full black cargo liner, collapsible organiser, cargo security shade, cargo net and a sport pedal kit.

Inside and outside, the look is darker, more imposing and more discreet. It shifts the Yukon from Americana luxury to contemporary authority. Less chrome. More attitude.

RELATED: Considering A GMC Yukon Denali? Here Are 10 Reasons It Should Be Your Next SUV

The Illumination Pack moves in a different direction, adding premium ambient exterior upgrades that bring the SUV to life once daylight fades.

It introduces illuminated door sills, a rear cargo illumination sill, perimeter puddle lighting and an illuminated front GMC emblem. The lighting is designed to establish a sense of arrival, whether pulling up to a hotel porte-cochère or exiting a late-night event.

The fitted RRP for the Illumination Pack is $3,000, although installation pricing may vary between dealers.

Behind the visual revisions sits the same unapologetic American hardware. At 5.3 metres in length and riding on 24-inch wheels, the Yukon Denali still commands the road with the presence expected of an A-list transporter.

Power comes from a 6.2-litre V8 delivering 313kW and 624Nm, supported by class-leading towing capacity above 3500kg. Inside, the cabin remains one of the most premium environments available in a full-size SUV on Australian roads, offering Denali-exclusive leather, heated and ventilated seating, a panoramic sunroof and extensive rear-seat entertainment technology.

When paired with the Black Pack or Illumination Pack, the Denali becomes significantly more expressive than the standard vehicle first revealed earlier this year.

The GMC Yukon Denali starts at $174,990, with both the Black Pack and Illumination Pack available now through GMSV dealers nationwide.

Read the full article Hollywood’s Favourite SUV Gets Villainous Australian Upgrade on DMARGE. Don’t miss it!

Some cars are functional. Some cars are fast. Then there are cars that feel like they were built for weekends away, long roads and the pleasure of escaping the city. The Cadillac LYRIQ fits that description better than almost anything I have driven this year.

We had the LYRIQ for a weekend and took it to Bowral, about 120 kilometres south west of Sydney.

It is the perfect distance to reveal what a luxury SUV is really made of. If a car has any weaknesses, the Hume Highway and the Southern Highlands will expose them. The LYRIQ did the opposite. It revealed a calm, composed and quietly impressive personality that Cadillac should take pride in and Australians should take notice of.

The unique design sets the tone instantly.

Cadillac has always known how to make an entrance and the LYRIQ continues that heritage with a cleaner, more modern confidence. The proportions take a moment to settle in but once they do, the shape becomes strangely cool. It won't be for everyone, but it does grow on you.

The rear end is especially strong with its layered lighting and broad stance. Cadillac’s signature vertical light blades at the front and rear give the LYRIQ real flavour. At night they add a soft sense of theatre and in daylight they give the car a distinctive look that stands out from the usual luxury EV crowd.

The profile of the LYRIQ will always polarise people and that is the point. Good car design should divide opinions. A bum for every seat. The more time you spend around it, the more you get it.

The large rims deserve strong mention. The 21 inch rims are the only way to go on the LYRIQ. They fill the arches properly, give the car real stance and complete the design without sacrificing comfort. Anything smaller feels like you are leaving half the chook on the table.

Then there is the colour.

Emerald Lake Green is one of the best paint choices available in Australia right now. It is rich, glossy and quietly dramatic. Park it anywhere and it becomes the unexpected style moment of the street. It is one of those rare colours that makes you look back every single time you walk away. They say geniuses pick green.

RELATED: Cadillac LYRIQ Turns The Road Into A Recording Studio With Warner Music Australia

Inside, the LYRIQ surprises with the small things. The doors are heavy in a deliberate, luxurious way and they close with that deep, satisfying thud you only hear on well built cars. It is the sound of proper engineering and it sets the tone before you even start the drive.

On the road the LYRIQ is even better. The drive is smooth, calm and dreamlike. It glides rather than rushes. It settles into a rhythm that feels tailor made for the Old Hume Highway.

Leaving Sydney and heading toward the Southern Highlands, the car never once felt unsettled. Electric torque arrives instantly when needed but the real charm is the serenity at highway speed. The Bowral run became a relaxing, low effort experience rather than something to endure.

I will say this, it's not fast fast. More steady. Not Polestar or Tesla fast but it doesn't need to be.

The LYRIQ interior also gives off real Bentley Bentayga or Aston Martin vibes in the best possible way. It feels sturdy, reliable and beautifully assembled. The quality is there in spades. Every surface, button and panel feels considered. Nothing in this car feels cheap.

The cabin is warm, modern and premium. The huge curved display looks elegant without overwhelming you and the layout feels like it was designed by someone who values usability over gimmicks. Think Emirates Business Class on four wheels.

Two small details stood out instantly. First, the LYRIQ has a genuinely useful mobile phone storage area with wireless charging that actually works. Second, the USB C layout is excellent with enough ports for every passenger and their devices. Small touches that make a big difference on a weekend away.

The screen itself deserves credit. The LCD real estate is generous and the curved layout gives it presence without shouting. Not like Mercedes-Benz which over indexes on screens. Cadillac offers one of the cleanest interfaces in the segment.

Space is another highlight. The rear seats are properly roomy and the boot swallowed all our weekend gear without argument. Bags, jackets, wine, pastries, everything went in easily. The ability to close the boot from the key fob became a quiet luxury. When your hands are full after a long weekend, it feels like a feature every SUV should have.

There is also something deeply enjoyable about driving a piece of American automotive history in Australia. Cadillac is a storied name and the LYRIQ feels like a new chapter rather than a nostalgic one. Confident, not retro.

RELATED: Cadillac LYRIQ Proves True Auto Luxury Needs To Hit All The Right Notes

The infotainment system is another strength. Beautifully designed, intuitive and stable. No clutter. No lag. No frustration. It works exactly how modern tech should.

The only hiccup of the trip came when we needed a charge. Bowral’s stations were mostly Tesla only. We also stopped at Centennial Winery where the Tesla chargers are notoriously temperamental and they wanted nothing to do with the LYRIQ. Mildly frustrating but not a deal breaker. The chargers down the road by Exploren did the trick. About $19 for 150km of charge, which took 1 hour.

This is the current reality of EV life in regional Australia and it will improve as more universal chargers roll out. It did not ruin the weekend, but it was a reminder that infrastructure still needs to catch up.

Once charged and back on the road, the LYRIQ returned to doing what it does best.

The panoramic roof opened the cabin to the sky and filled it with soft afternoon light as we moved through the Highlands. It made the trip home feel brighter, roomier and more enjoyable. Passengers notice it immediately.

With full Apple and Android integration, long drives become effortless. Maps glide across the display, playlists run cleanly and calls connect without drama.

This car is not defined by one headline feature (okay, maybe the sound system). It is defined by dozens of thoughtful decisions that add up to a genuinely premium experience. The stance. The rims. The colour. The calm ride. The vertical lights. The heavy doors. The boot button. The quiet cabin. The sense of strength and serenity that grows the longer you drive it.

The Cadillac LYRIQ is not trying to imitate Europe. It offers a different flavour of luxury. A calm, confident, modern SUV that brings a refreshing energy to a crowded segment. After a full weekend in the Southern Highlands it left a clear impression.

Sure, EVs may not be everyone's cup of matcha but if the LYRIQ represents Cadillac’s future, the brand is moving in the right direction. And if more Australians get the chance to drive it the way we did, Cadillac will build a loyal following very quickly.

If you want to drive it, get in touch with Cadillac Australia.

Read the full article This SUV Changed My Mind About American Cars on DMARGE. Don’t miss it!

Mercedes has pulled the covers off the new AMG E53 and it has just gate-crashed the fast-wagon club that Audi and BMW thought they controlled.

Long bonnet, pumped guards, quad pipes and that perfect AMG stance give the E53 Estate a presence that makes an RS4 Avant look almost sensible, the M3 Touring under-done and the RS6 slightly less untouchable. It is the first time in years that an AMG wagon feels properly desirable again.

Under the slick styling there is a very modern kind of muscle. The worked 3.0-litre straight-six is paired with a 120 kW electric motor and a battery under the boot floor. Together they deliver 430 kW and 750 Nm, or up to 450 kW in short bursts with the AMG Performance Package. Ngl, we miss the old V8s.

That matches the old E63 V8 on power and sends the sedan to 100 km/h in as little as 3.8 seconds. In Australia the sedan is listed from AUD $199,900 before on-road costs.

The plug-in side is not just for marketing. The usable ~21 kWh battery can manage up to ~100 kilometres of electric only running and will rapid charge at up to 60 kW.

One-pedal driving in traffic, straight six and e-boost on the open road. It feels like a bridge between the old V8 thunder and whatever comes next for AMG.

Underneath, the hardware is serious. Stiffened shell, wider tracks, rear-wheel steering, adaptive dampers and big brakes build the backbone.

The Dynamic Plus pack brings larger composite rotors and an electronically controlled rear diff, giving the E53 the sort of confidence the M3 Touring and RS4 have long been praised for.

Looks are where this thing lands its biggest punch. Illuminated grille, pumped guards, side skirts and wheels up to 21-inches put it right in the same visual postcode as the RS6, which has been the undisputed poster wagon for a decade. Edition 1 cars in Europe go even harder with matte paint, stripes and yellow interior detailing.

The frustration for Australian buyers is simple. If the E53 comes here, we only get the sedan. The wagon that would actually take on the M3 Touring, RS4 Avant and RS6? Still unconfirmed. Which is a shame, because on design alone it feels like the first AMG wagon in years that could genuinely rattle Ingolstadt and Munich.

If it lands locally, expect the fast-wagon hierarchy to get very spicy. Hot stuff comin' through.

Read the full article Sorry BMW And Audi, This Mercedes AMG Just Might Be The Best Looking Wagon On The Road on DMARGE. Don’t miss it!

This weekend, I spotted the new Corvette Stingray in Cacti Green driving down Campbell Parade making a lot of very tasty noise. It stopped my friends and I in our tracks. "WTF was that colour?" I believe were the words we uttered.

We took a pair of Stingrays for a spin through Sydney not long ago, and seeing this fashionable green beast cruising through Bondi, I can safely say this is the toughest-looking Corvette Stringrays I’ve seen in years. Whoever bought it has serious confidence, and they deserve credit for that.

After a decade of greys, silvers and matte blacks, brands are finally bringing colour back. Porsche has its Python Green, Lamborghini has Verde Scandal, Aston Martin has Racing Green. GM decided to do something different. Green cars are back in fashion. Big time.

Now, for the ill-informed, Cacti Green isn’t a loud lime or deep British tone. It’s a strange mix of military khaki and neon glow that manages to look both aggressive and stylish. It reminds me of a Ferrari I saw years ago on the Cavalcade in a similar hue.

Parked on Campbell Parade, it looked like some long-lost concept car that somehow made it to production. In bright sunlight, it almost buzzes. Under shade, it turns deep and moody. It’s the kind of colour that changes your opinion every time you look at it.

The C8 Corvette has always been known as the supercar with an M3 price tag. Mid-engine layout, brutal acceleration and that unmistakable V8 soundtrack. But Cacti Green takes it to another level. It makes the design feel sharper, the vents deeper, the stance wider. Suddenly it looks like something built for Monaco instead of Michigan.

That sound still gets you. The deep, chesty growl when it starts up. The way it bounces off the buildings on Campbell Parade. Everything about it feels mechanical and alive. You don’t just hear the engine. You feel it. Yallah!

Cacti Green might not be for everyone, of course. But that's part of this American icon's appeal. It’s a colour for someone who doesn’t need approval and doesn’t care about resale value. It’s for the person who wants to turn a drive into an event.

Seeing that Corvette in Bondi made me smile. It was proof that there are still people out there willing to take a risk in the name of cool. And in a world filled with silent EVs and grey SUVs, this car is a reminder that colour still matters.

RELATED: The Quiet Rise of American Automotive Quality

Read the full article The Corvette Colour That Made Me Lose My Mind, Literally on DMARGE. Don’t miss it!

Elon Musk is making promises about the Tesla Roadster again. The CEO told podcaster Joe Rogan that Tesla hopes to unveil the redesigned sports car before the end of 2025.

He's been hyping a next-generation version since 2017. Production still hasn't started.

Tesla shares bounced $14 from session lows after Musk's comments. The stock closed up 3.47% at $456 on Friday. Investors are digesting both the year-end confirmation and hints about flight technology.

Musk described the upcoming Roadster as featuring crazy technology. He promised the unveiling would be unforgettable.

The CEO said, "It's crazier than anything James Bond. If you took all the James Bond cars and combined them, it's crazier than that. Very exciting". 

During the podcast, Musk noted that we still don't have flying cars.

Rogan then asked, "So you're actively considering making an electric flying car? Is this a real thing?" Musk replied, "We'll have to see in the demo."

He compared the vehicle to fictional spy gadgets while declining to share updated technical or design details. I can't do the unveil before the unveil, Musk explained.

The new Roadster will differ significantly from previous prototypes Tesla has publicly displayed.

The timing is interesting. OpenAI CEO Sam Altman posted on social media Thursday that he tried to cancel his Roadster reservation from 2018 and get his deposit refunded.

His email to Tesla bounced back. I really was excited for the car, Altman wrote. I understand delays. But 7.5 years has felt like a long time to wait.

Many other customers also seem frustrated by the delays in getting their hands on the Tesla Roadster.

The Roadster is meant as a high-end, low-volume model. It would challenge vehicles like BYD's YangWang U9 Xtreme, recently crowned the world's fastest production car.

Originally scheduled to begin production in 2020, the sports car has faced multiple postponements as Tesla prioritized mass market vehicles and expanded manufacturing.

In February 2024, Musk wrote on X that Tesla had radically increased the design goals for the new Roadster. There will never be another car like this, if you could even call it a car.

He said production design would be complete and unveiled by the end of the year, with shipping aimed for the following year. That timeline didn't materialize.

Tesla produced the original Roadster from 2008 to 2012 before discontinuing it to focus on the Model S sedan.

The first-generation Roadster was Tesla's debut production vehicle. Eight years after promising a successor, customers are still waiting.

Musk faces a major shareholder vote next week on a pay package that would net him nearly $1 trillion (~1.53 trillion AUD) in Tesla stock.

Read the full article Tesla Roadster Hype Returns as Musk Teases “Crazier Than Bond” Tech on DMARGE. Don’t miss it!

Who knew the best place to listen to your favourite album wouldn’t be the studio, but the front seat of a car doing 110 down the M1?

It almost doesn't feel right, what with the ambient noise of the road, the hum of the engine, and undoubtedly the deafening sound of the rugrats arguing over the chip lost down the side of the car (if you're that way inclined).

Yet, driving the all-new Cadillac LYRIQ recently, the innate audible distractions of driving have invariably disappeared, even at motorway speeds, when a weaker machine start to wobble in the wind, hours spent on the asphalt have faded into something closer to a recording session than a tiresome road trip.

That’s the magic trick Cadillac has pulled off with the LYRIQ, introducing a cutting-edge AKG Studio system that turns even the more mundane everyday drives into a live studio session; one that sits closer to the producer’s booth than any so-called “premium” car stereo.

Of course, it's no surprise. The American brand, renowned for its premium luxury fittings, has featured in 49 album titles and over 12,000 song lyrics throughout its history. Now, that connection hits a new note with a full-scale collaboration between Cadillac and Warner Music Australia.

“The Cadillac LYRIQ has music in its heart - from its name and brand history - right through to the AKG sound system, which has even greater importance given the quiet all-electric drive."

Heath Walker, Director of Marketing for General Motors

The partnership brings the Cadillac LYRIQ into the hands of Warner’s artists, including Kita Alexander, Jess B, and Derrick Gee, who are putting their latest tracks through the most honest audio test there is: the car test. It's a testament to the quality of the LYRIQ, that artists would gladly test their music through a car'a stereo system.

Not that this is some run-of-the-mill technology. Their music, their mixes and their voices, all played back through 19 AKG speakers powered by 1,400 watts of clean precision and studio-grade sound.

And why wouldn't you? As the first fully electric Cadillac in Australia, the all-new LYRIQ's petrol engine exits stage left, giving the music the floor to perform at its peak. It's a silent machine built for Australia's long roads and loud playlists. Even a podcast sounds cinematic. I should know. We played our own.

With the LYRIQ, Cadillac has managed to built upon its already stellar reputation for audio quality, taking the driver and passengers one step closer to quality, making this one of the best sounding cars available on Australia's roads.

Read the full article Cadillac LYRIQ Turns The Road Into A Recording Studio With Warner Music Australia on DMARGE. Don’t miss it!

For years, the stereotype was as blunt as it was persistent: American cars were cheap, flimsy, and built to last just long enough to limp through a warranty period.

That perception helped Japanese marques like Lexus build reputations for precision and dependability. In 2025, that old myth no longer holds true.

General Motors has spent two decades rebuilding its reputation through manufacturing reform, tighter quality control, and design discipline. The shift has been steady, deliberate, and deeply cultural.

Jess Bala, Managing Director of GM Australia and New Zealand, spoke with DMARGE, she saw that change firsthand during her time at GM’s Detroit headquarters.

She recalls a company determined to rebuild from the inside. “Every process, from design to engineering to final assembly, is built around a customer-centric philosophy,” she says. “I’ve seen firsthand the continuous enhancements that define GM's approach to quality.”

That mindset now underpins a portfolio that can compete directly with Europe and Japan, and in several cases, surpasses them.

The most persistent myth about American cars has always been reliability. The 2025 U.S. Vehicle Dependability Study from J.D. Power, widely regarded as the benchmark for long-term quality, tells a different story. GM emerged as one of the standout performers.

Of the company’s 20 entries, 15 placed in the top three of their categories, with six outright winners. All four brands, Chevrolet, Cadillac, GMC, and Buick earned model-level awards.

Chevrolet Corvette and Cadillac LYRIQ is the result of years of quiet, determined work, and it’s changed the conversation about what American automotive quality truly means.

Jess Bala, Managing Director of GM Australia and New Zealand

Once dismissed as “grandpa’s car,” Buick is now the most dependable American mass-market brand and the second-most reliable overall behind Lexus. On J.D. Power’s problems-per-100-vehicles metric, Buick scored 143, just three points behind Lexus and well above the industry average of 202. That places Buick owners on par with Lexus drivers in long-term dependability, an outcome that would have been unthinkable two decades ago.

Chevrolet also made significant gains.

Several models ranked at or near the top of their segments, including the Corvette, which won the premium sporty car category. An American model now sits above Porsche, BMW, and Mercedes in a class they once dominated.

According to Bala, this is the payoff from years of quiet, disciplined refinement. “What the world is now seeing in vehicles like the Chevrolet Corvette and Cadillac Lyriq is the result of years of quiet, determined work,” she says. “It has changed the conversation about what American automotive quality truly means.”

No model captures GM’s resurgence better than the Corvette. For decades, it was seen as a straight-line muscle car that lacked European finesse.

The C8 Corvette changed that completely.

The move to a mid-engine layout placed it in direct competition with the Porsche 911 and Ferrari F8, and the reviews have been unanimous: the Corvette now belongs in the same conversation as the world’s best performance cars.

The latest Z06 model produces 670 horsepower from a naturally aspirated 5.5-litre flat-plane crank V8. The engine specification alone puts it in supercar territory. It delivers balance, control, and character that rival brands charge double for.

In Australia, the C8 Corvette was named CarExpert’s Premium Sports Car of 2025, finishing ahead of the Porsche 911. In the United States, GM sold 8,576 Corvettes in the first quarter of 2024, up 8.5 percent year on year despite a shrinking sports car market. That is the result of consistent quality and strong consumer confidence.

European brands still own the prestige high ground. BMW interiors remain immaculate, and Mercedes-Benz continues to lead in in-car technology. Yet in long-term dependability, GM’s results are now stronger.

In J.D. Power’s 2025 rankings, Buick and Chevrolet outperformed BMW, Audi, and Volkswagen.

That means fewer reported issues per 100 vehicles after three years of ownership. European luxury cars still command higher resale values, but their maintenance costs are significantly higher, and owner satisfaction does not always match the badge price.

Cadillac is now a credible alternative to German marques.

The CT5-V Blackwing, with its supercharged V8 and manual transmission, is regarded as one of the finest driver’s sedans on the market. In reliability surveys, Cadillac continues to climb, often ranking above traditional European competitors.

GM achieved this through investment in manufacturing precision, global platforms, and software reliability, not by chasing marketing trends.

Lexus remains the industry leader for reliability. The brand’s reputation for bulletproof dependability is well earned, but the once-wide gap between Japan and the United States has narrowed. Buick, Chevrolet, and Cadillac now sit close behind, with Buick’s 143 PP100 score proving that reliability no longer belongs exclusively to Japan.

For new car buyers comparing SUVs or sedans, Lexus-level confidence is now found in multiple GM showrooms. Buick delivers it, Cadillac is close behind, and Chevrolet continues to build momentum.

GM’s quality evolution extends into its electric vehicle program. The Cadillac Lyriq and Chevrolet Blazer EV are setting a new standard for American electric craftsmanship. Reviews have praised their build quality, driving range, and refinement, all of which position GM strongly against both Tesla and European competition.

While European brands still dominate interior design, many have struggled with software stability. Tesla remains inconsistent in build quality.

GM has managed to bring its dependability ethos into the EV era, which could see it overtake rivals still finding their footing in electric production.

The outdated image of unreliable American cars persists partly because Detroit earned that reputation during the 1970s and 80s. Rust, low power output, and poor interior quality left a lasting mark. Japanese automakers filled that vacuum, and decades of reliability kept their halo intact.

Modern GM bears little resemblance to that era. Data, awards, and ownership experiences now tell a story of recovery and progress. Buick stands alongside Lexus in reliability. Cadillac builds sedans that outperform German competitors. Corvette has evolved from muscle car to legitimate benchmark.

What the world is now seeing in vehicles like the Chevrolet Corvette and Cadillac LYRIQ is the result of years of quiet, determined work, and it’s changed the conversation about what American automotive quality trulya means.

Jess Bala - Managing Director of GM Australia and New Zealand

GM’s four brands, Buick, Cadillac, Chevrolet, and GMC are now delivering vehicles that combine design, performance, and dependability once thought exclusive to Europe and Japan. The old narrative that American cars lack quality is no longer supported by facts.

The Corvette is now a legitimate rival to Porsche, and Buick sits beside Lexus in reliability rankings. European marques still command prestige, and Lexus remains the reference point for reliability, but GM has proved that American quality is no longer a contradiction. In 2025, it is a measurable reality.

Read the full article The Quiet Rise of American Automotive Quality on DMARGE. Don’t miss it!