<?xml version="1.0" encoding="UTF-8" standalone="no"?><rss xmlns:atom="http://www.w3.org/2005/Atom" xmlns:dc="http://purl.org/dc/elements/1.1/" version="2.0">
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        <atom:link href="https://www.carsguide.com.au/feed/rss/car-reviews" rel="self" type="application/rss+xml"/>
        <title>CarsGuide - Car Reviews</title>
        <link><![CDATA[https://www.carsguide.com.au/feed/rss/car-reviews]]></link>
                <description>Browse over 9,000 reviews &amp; road tests published by the top motoring journalists in Australia. Search by Make, Model or Bodytype to find the most up to date and in-depth review of your favourite vehicles. With daily reviews, videos and news of all the latest models our experts can help you find the perfect car for any situation.</description>
        <language>en-US</language>
        <pubDate>Tue, 28 Jul 2026 12:47:54 +0000</pubDate>

                <item>
            <title><![CDATA[Mercedes-Benz C-Class 2027 review: Electric – International first drive | BMW i3 rival tested]]></title>
            <link>https://www.carsguide.com.au/ev/mercedes-benz-c-class-electric-102263</link>
            <description><![CDATA[The Mercedes C-Class and BMW 3 Series rivalry is the stuff of automotive legend that dates back more than three decades, or even longer if you count the 190E that came before it.For almost all of that time, both fiercely proud German brands have thrown everything they could at the pair of mid-size sedans to gain the upper hand, and the latest Mercedes C-Class Electric that arrives in Australia early next year is no exception.Even though it shares the same C-Class badge with the current combustion model, almost nothing is shared under the skin, with the battery-powered version based on an entirely different all-new platform specifically created for the EVs.In the metal, that explains why not a single body panel is shared, and instead of a traditional three-box silhouette, the Mercedes EV is more of a four-door coupe, with a shape designed to minimise drag to boost range and efficiency.Helping it stand out in the executive car park, the C-Class Electric features a futuristic update of the upright chrome grille that's illuminated by no fewer than 1050 tiny LED elements, flanked either side by a pair of slimline lamps with star-shaped LED elements.At the rear, there's the merest sniff of the Nissan Z, or the latest flagship Mercedes-AMG GT 4-Door, with the quad-round tail-lights and full-width light bar.We'll leave it up to you to decide if you love the new look, or prefer the BMW i3's more striking styling, but it's hard not to fall in love with what's happened inside the Mercedes.Thanks to the underpinnings, engineers have been able to stretch the wheelbase to liberate more space within, with more legroom for both those up front and in the rear.You might think the rakish rear styling may have robbed the second row of valuable headroom, but there's still just enough for the tall, while the panoramic roof that turns opaque at the touch of a button and features 162 illuminated stars, will amuse kids and adults alike.Boot space is decent at 470 litres, which is boosted by a 101-litre frunk.A special mention has to go to the supremely comfortable seats that have a deep tissue massage function and can be finished in a certified vegan leather option for no extra cost.Top-spec versions even come with integrated speakers within the headrest.Ahead of the driver, the base-spec grades come with a 10.3-inch digital instrument cluster and a central 14-inch multimedia, with the further option of another 14-inch touchscreen for the passenger.Our car came with the 39.1-inch MBUX Hyperscreen that stretched almost pillar-to-pillar and would fool many into thinking you're being piloted around in an S-Class.Big and small screens run the firm's most advanced software that now provides a virtual assistant which, thanks to ChatGPT, Google Gemini and Microsoft Bing, is claimed to provide a natural conversation akin to a chat with an old mate.We've already mentioned the C-Class's 800km range, but that figure is set to be only for the rear-wheel-drive C300 that arrives later.The all-wheel-drive dual-motor C400 4Matic can travel 762km before it needs topping up, which is very respectable but a long way off the 900km of the all-wheel-drive BMW i3 50 xDrive.Some of the range discrepancy is because the Benz comes with a 94kWh battery, instead of the i3's much larger 108.7kWh power pack, but do the maths and it still falls short because the BMW can average an astonishing 12.5kWh/100km for efficiency, some way off the 14.1kWh claim for the C400.More bad news for the battery-electric sedan is when it comes to charging.Capable of being topped up at around 330kW, up to 325km of range can be added in just ten minutes, with a 10-to-80 per cent battery refill taking 22 minutes.The BMW, meanwhile, can charge at a rate of 400kW, adding 400km of range in the same 10 minutes, with the 10-to 80-per cent top up taking 20 minutes.In Australia, those figures might be largely academic, but with our more plentiful 400V chargers, which account for around 80 per cent of all]]></description>
            <dc:creator><![CDATA[John Mahoney]]></dc:creator>
            <guid>https://www.carsguide.com.au/ev/mercedes-benz-c-class-electric-102263</guid>
            <pubDate>Tue, 28 Jul 2026 11:00:00 +1000</pubDate>
                            <dc:category>EV</dc:category>
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            <title><![CDATA[Toyota bZ4X 2027 review: 2WD long-term | Part 1 | Tesla Model Y tested]]></title>
            <link>https://www.carsguide.com.au/family/toyota-bz4x-2wd-long-term-part-1-102217</link>
            <description><![CDATA[To say Toyota&rsquo;s first major mainstream EV, the bZ4X, arrived in Australia with an arm tied behind its back would be something of an understatement. It arrived with both arms removed entirely.It was expensive, didn&rsquo;t travel as far on a charge as its major rivals and had some tech quirks &ndash; and omissions &ndash; in the cabin. The fact that Toyota itself had spent much of the 12 months preceding its launch talking down EVs as impractical and unsuitable for much of Australia probably didn&rsquo;t help much, either.Sales trickled along in minuscule numbers, while brands like Tesla and, later, BYD stole the limelight and the customers.But this is the bZ4X take two. It&rsquo;s significantly (like $10K) cheaper, will travel much further on a charge, and hosts a more modern-feeling tech package in its cabin. And so I&rsquo;ll be living with the two-wheel drive variant for the next three months to see if Toyota has at last got an answer to the sales-storming Tesla Model Y, or the BYD Sealion 7, for that matter.First things first: the price. My car opens the range, and you can have it finished in the same Eclipse Black you see in these photos for $61,320, on the road. That&rsquo;s now cheaper than the cheapest Tesla Model Y, the rear-wheel drive, which is $64,215, drive-away right now. The cheapest Sealion 7, though, is a smidge over $59K, on the road.The Toyota now also outperforms the cheapest Tesla in terms of range. Toyota says my car, with its 74.7kWh battery, will travel 591km on the WLTP combined (urban/extra-urban) cycle, compared with the Model Y RWD&rsquo;s 466km. In fact, to get a circa-600km range from Tesla, you&rsquo;ll be dropping almost $75K drive-away on the Long Range AWD. The Sealion 7 offers just 482km on the WLTP cycle.So the price is right, or at least much better and the range stacks up well, too.  @carsguide.com.au An unplanned test of the 2027 Toyota bZ4X shows whether the key for this Tesla Model Y and Kia EV5 rival can survive being in the washing machine. #Toyota #ToyotabZ4X #EV #cartok #fyp &#9836; original sound  - CarsGuide.com.au   In terms of power, Toyota has regrettably positioned its single motor on the front axle for front-wheel drive, and it develops 167kW and around 269Nm. Now, this is around two tonnes of metal, and Toyota says it will clip 100km/h from standstill in around 7.5 seconds. In real terms, it feels sprightly enough, but definitely not sporty in the way it goes about it. There is enough torque on offer to break front-wheel traction occasionally, but it&rsquo;s otherwise a pretty sedate way of getting around.Nuts and bolts aside, the real test for the Toyota will be how well it fits into our family life. We have a home charger, by the way (just a cheap 7.0kW wallbox), so that makes EV life much easier for us. If we couldn&rsquo;t charge at home, I think a true BEV would be off the list for us.The bZ4X is so far proving big enough for our one-kid family. The back seat swallows the baby seat with no issue, and the boot takes our two-part pram with little fuss, as well. But be warned, that&rsquo;s about all it takes. For such a big car &mdash; around 4.7m long &ndash; the boot is a little underwhelming, and it&rsquo;s hard to fold the seats flat when you need the second row for baby seats and the like.Toyota says you can expect 452L of luggage space, which is down significantly on the 500L-plus offered in the RAV4 Hybrid, chipping away at this EV&rsquo;s family credentials.Another perk for my wife and me is the familiarity of the Toyota's cabin. I know some might view this as a negative, but I think the fact there are physical buttons for most core functions &ndash; things like your drive modes, mirror adjustments and core climate settings &ndash; is a major win.Now, no matter how much range your EV offers, if you're anything like me, you will find yourself running on the battery equivalent of fumes at some point. For me, that came when I was leaving my parents' place for]]></description>
            <dc:creator><![CDATA[Andrew Chesterton]]></dc:creator>
            <guid>https://www.carsguide.com.au/family/toyota-bz4x-2wd-long-term-part-1-102217</guid>
            <pubDate>Mon, 27 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>Family</dc:category>
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            <title><![CDATA[Mahindra XUV 3XO 2027 review: AX7L long-term | Part 1 | Chery Tiggo 4 rival tested]]></title>
            <link>https://www.carsguide.com.au/urban/mahindra-xuv-3xo-ax7l-long-term-part-1-102156</link>
            <description><![CDATA[Affordable cars from China have overrun the Australian market, forcing once favourites from Japan out of the top-10, and putting pressure on the rest hailing from South Korea to Europe.Yet amongst this, one Indian manufacturer is hoping to ride the affordable Chinese wave as an alternative.Mahindra has had a resurgence in Australia, releasing an array of surprisingly competitive new products as part of a renewed global push toward a wider audience.The car we&rsquo;ve nabbed for this long-term test, the oddly-named XUV 3X0 is the brand&rsquo;s latest.It&rsquo;s a crossover SUV which represents the entry-point to the Mahindra line-up, starting from a very keen $23,990, drive-away.As rival Chinese brand Chery might know, though, just being affordable isn&rsquo;t enough. The cars have to be good, too.Does the XUV 3X0 have what it takes or will you be wishing you spent a little more? Read on to see what I found in my first month.What are the rivals to the 2027 Mahindra XUV 3X0?Okay, let&rsquo;s set the scene before we get into impressions. You can have one of these from the aforementioned starting price, but the one we have is top of the two-variant range, the AX7L, which is priced at $26,990, drive-away.For exactly the same money, you could get into the best selling Chery Tiggo 4, also in top-spec Ultimate form, with the larger MG ZS Turbo (basic Vibe form, $25,990, drive-away), and Haval Jolion (basic Premium form, $26,990, drive-away) also options.If you&rsquo;re looking for something from a longer established brand, your options include the ageing Hyundai Venue (auto - $25,750, before on-roads) or the Suzuki Fronx ($28,990, before on-roads), both of which are more size-appropriate in this city crossover space.So your choices are a larger, better equipped car from China, an older car from Korea, or a more expensive car from Japan.Some food for thought is the equipment list, which stays just on the right side of good, with a few omissions.The 3X0 ticks all the key boxes - 17-inch alloys, LED headlights, synthetic leather interior trim, dual 10.25-inch screens for the digital dash and the multimedia touchscreen, wireless phone connectivity and charging, as well as a panoramic sunroof, 360-degree parking camera, and Harman Kardon premium audio on this top-spec one.It might not have a few luxuries such as heated and power adjusting seats like a high-spec Tiggo 4 for example, but for a small basic car it feels the part.First impressions of the 2027 Mahindra XUV 3X0Looking at the 3X0 from the outside, I&rsquo;m pretty impressed with its sharp design. From a brand once known for its particularly hideous takes on the standard SUV archetypes, the 3X0 is maybe its best looking car yet, featuring sharp contemporary headlight designs, a cohesive design front to rear (the larger Scorpio is yet to feel so tidy), angular design motifs with some nice highlight detailing and trendy touches like the two-tone roof and diamond-cut alloys.You could hardly tell from the outside that the 3X0 is an older Korean car underneath. Yep, that&rsquo;s right, the 3X0 can trace its underpinnings back to the SsangYong Tivoli thanks to the South Korean automaker&rsquo;s time being owned by Mahindra.It&rsquo;s much more obvious inside, where some switchgear is identical to the SsangYong, while other bits, like the lower portion of the centre console also share a familiarity.The digital dash and multimedia touchscreen, however, feel much more modern, giving the cabin an up-to-date touch courtesy of Mahindra&rsquo;s latest software, which is easy to use.Aesthetically, the screens are pretty much the only thing keeping the 3X0&rsquo;s interior in this decade, with old-school plastics and too much of the much-maligned piano black cladding the dash, but there&rsquo;s something refreshing about the simplicity of it all.Those paying attention would have noticed the glorious abundance of buttons and dials making everything in this car easy to control and proving you can]]></description>
            <dc:creator><![CDATA[Tom White]]></dc:creator>
            <guid>https://www.carsguide.com.au/urban/mahindra-xuv-3xo-ax7l-long-term-part-1-102156</guid>
            <pubDate>Sun, 26 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>Urban</dc:category>
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            <title><![CDATA[Used Honda City review: 2014-2020 | Toyota Yaris rival tested]]></title>
            <link>https://www.carsguide.com.au/urban/honda-city-102096</link>
            <description><![CDATA[Although it was never a huge seller, the GM2 (Honda&rsquo;s in-house code) Honda City four-door sedan was eventually replaced by the GM6 model, and with that update came a bigger car in pretty much every direction, further differentiating the City from the more popular Honda Jazz hatchback.The GM6 City was both longer and taller than the car it replaced and, crucially, there was an extra 50mm in the wheelbase, giving both a larger cabin and more boot space. Clearly, Honda had worked out that City buyers were a pragmatic bunch.Mechanically, not much had changed, though, and the 1.5-litre four-cylinder engine with its fairly meagre 88kW remained the only choice. You could still get a five-speed manual, but only in the entry-level version, and just about everybody who bought a City brand new specified the continuously variable transmission (CVT) anyway.Trim levels were also unchanged with the VTi the base version and the VTi-L for those who had a bit more to spend. The VTi-L step-up got you paddle shifters for the CVT (an affectation, to be sure) a leather-clad steering wheel, better stereo and 16-inch alloy wheels. Curiously, the VTi had simple, steel wheels of 15 inches.Is Honda City a good car?Generally, yes. Even though the City is built in Thailand and not Honda&rsquo;s home-base of Japan, quality seems pretty good. You also get Honda&rsquo;s engineering flair in the case of the zingy little engine with its variable valve timing and great fuel economy. But that doesn&rsquo;t mean the City will appeal to keener drivers out there; the suspension is too soft and the steering too slow for that.If you don&rsquo;t need the arguably more versatile packaging of a hatchback, then the City&rsquo;s roomy interior and boot makes plenty of sense.Just bear in mind that `good&rsquo; doesn&rsquo;t mean sexy.But in this case it does mean safe and the City scored the maximum five stars for safety in local independent testing.Honda City reliabilityLike the vast majority of Hondas built anywhere in the world, the City seems to be pretty robust and able to go the distance. That, however, is on the proviso that it&rsquo;s been maintained, but that goes for any make and model.Overall, instances of major failures and owner complaints are few and far between.Honda City problemsProbably the most common problem exhibited by the Honda City is a CVT that shudders on take-off or slips or jerks when the driver applies a load to the driveline. The good news is that, unlike many CVTs from other makers, the Honda&rsquo;s unit is a lot stronger (possibly due to the fact that Honda makes its own CVT to its own standards) and problems like these are often fixed with a change of transmission fluid to replace the old, dirty fluid.The exception is the model year 2014 City, a batch of which was fitted with an incorrect shaft within the transmission. Under high loads, this shaft could sheer off, leaving the vehicle with either no drive at all, or locked front wheels. A Honda dealer can check the VIN of a particular City and know whether it was affected by this.Most experts reckon the CVT fluid should be changed every 50,000km to keep everything running smoothly and reduce wear to a minimum.The exception to this good track record will be the City that has been neglected in regards to its routine maintenance. The complex little engine uses a maze of tiny oilways to power its variable valve timing and lift function (which gives the engine its sparkle). But if regular servicing has been missed, these oilways can soon fill up with sludge and dirt, at which point the engine can&rsquo;t perform properly.The City also uses a timing chain, so that component should last the life of the car and not need periodic replacement like a toothed rubber belt in many other makes and models.Honda City recallThe City GM6 was recalled twice, the first for that CVT with the dodgy internal shaft that could fail at any time. The other recall was for a batch of cars built across 2019 and]]></description>
            <dc:creator><![CDATA[David Morley]]></dc:creator>
            <guid>https://www.carsguide.com.au/urban/honda-city-102096</guid>
            <pubDate>Sat, 25 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>Urban</dc:category>
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            <title><![CDATA[Range Rover Sport 2027 review: P460e Dynamic HSE | BMW X5 rival tested]]></title>
            <link>https://www.carsguide.com.au/luxury/range-rover-sport-p460e-dynamic-hse-102063</link>
            <description><![CDATA[When you're spending the best part of $200K on a family SUV you want more than a little luxury and performance to go with its day-to-day practicality. Add in petrol-electric plug-in hybrid efficiency and the Range Rover Sport Dynamic HSE P460e starts to look like a compelling proposition. We spent a week behind the wheel to test its credentials.]]></description>
            <dc:creator><![CDATA[James Cleary]]></dc:creator>
            <guid>https://www.carsguide.com.au/luxury/range-rover-sport-p460e-dynamic-hse-102063</guid>
            <pubDate>Sat, 25 Jul 2026 16:00:00 +1000</pubDate>
                            <dc:category>Luxury</dc:category>
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            <title><![CDATA[Maserati Grecale 2027 review: International first drive | BMW X3 rival tested]]></title>
            <link>https://www.carsguide.com.au/luxury/maserati-grecale-102245</link>
            <description><![CDATA[The House of the Trident is grabbing its golden opportunity with both hands &ndash; and its timing is impeccable.In the very month production of the petrol Macan ends, Maserati is launching its facelifted three-year-old Grecale, the mid-to-large SUV that it hopes will soak up sales from those in the market for a fast, classy Porsche substitute.In the flesh, the updates are largely a success, with the replacement lower front apron and fresh 19- and 20-inch rims all adding extra visual drama that was previously missing from the current model, drawing inspiration from no less than the firm's wild track-only MCXtrema.The new aero tweaks are also said to both cut drag and improve cooling, while a new pair of air curtains and further revisions beneath the skin boost efficiency.Under the bonnet, engineers have tweaked the powertrain offering to match the former Macan.The former entry 221kW mild-hybrid 2.0-litre turbo four-cylinder that powered the base GT has been axed and replaced by a 243kW high-output version of the same engine that once powered the Modena.Peak torque remains identical at 450Nm, but it means the most affordable Maserati now accelerates from 0-100km/h in 5.3 seconds.  @carsguide.com.au The petrol Porsche Macan&rsquo;s demise could help boost the 2027 Maserati Grecale! The Italian family SUV just got sportier and sexier thanks to a mid-life update. #maserati #maseratigrecale #suv #cartok #fyp &#9836; original sound  - CarsGuide.com.au   The middle-rung Modena, meanwhile, gets a special detuned version of the flagship Grecale Trofeo &ndash; the same high-tech twin-turbocharged 3.0-litre V6 'Nettuno' engine that was first rolled out in the sublime MC20 supercar.Producing 287kW and 500Nm of torque, engineers claim the more affordable V6 will seduce you with its soundtrack while sprinting from 0-100km/h in 4.9 seconds.At the top of the Grecale tree remains the 390kW/620Nm Trofeo that takes just 3.8 seconds to launch from rest to the 100km/h benchmark.All come with all-wheel drive and an eight-speed automatic transmission, plus an electronically controlled rear differential.There's also the option of a battery-powered 410kW Grecale Folgore, but despite having a range increased to a decent 580km due to aerodynamic revisions, fresh low-rolling-resistance tyres and a front-axle disconnect, it remains an also-ran due to its outdated 400-volt electrics.In comparison, the Macan EV is quicker to charge while offering higher levels of performance.Since first being introduced in Australia in 2023, according to engineers, the Grecale has been subject to continuous improvements, with one claiming both quality and reliability have been improved significantly.Upgrades as part of the facelift include new metal gear selectors that provide haptic feedback and a fresh steering wheel that now has flat upper and lower sections.The Grecale's trademark centrepiece carriage clock has been overhauled and is now octagonal in shape and can display everything from the time, driving mode and even g-forces.One last addition is a driver attention monitor that was needed to pass inbound Euro safety regulations that can struggle to detect eyes when a driver is wearing sunnies.Inside, the Grecale feels better built than those early launch cars we drove, while the build was nearly flawless and some of the high-grade materials employed are impressive, even at its elevated price.While some might lament the familiar Android Automotive-based UConnect infotainment system, which is common to other more affordable Stellantis products, the Maserati's system &ndash; which blends a lower 'comfort' touchscreen for the climate functions &ndash; is all intuitive, responsive to touch and makes the Maserati easy to live with, even if it doesn't wow with its size or resolution.We're sure many families will also appreciate the larger dimensions of the 4.9-metre-long Grecale that provides rear-seat passengers with more than ample leg- and headroom, plus a large]]></description>
            <dc:creator><![CDATA[John Mahoney]]></dc:creator>
            <guid>https://www.carsguide.com.au/luxury/maserati-grecale-102245</guid>
            <pubDate>Fri, 24 Jul 2026 16:00:00 +1000</pubDate>
                            <dc:category>Luxury</dc:category>
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            <title><![CDATA[Lexus ES 2027 review: 350e Sports Luxury | Tesla Model 3 rival tested]]></title>
            <link>https://www.carsguide.com.au/ev/lexus-es-350e-sports-luxury-102233</link>
            <description><![CDATA[The Lexus ES has never been regarded as a blue-blooded Lexus, being so clearly Toyota Camry-based. But that changes with the eighth-generation ES, ushering in a redesigned body and interior, fresh tech, a stronger platform, sharper steering, new suspension and adaptive dampers for the electric version as tested here in ES350e guise. Collectively, do they transform the Japanese luxury sedan?]]></description>
            <dc:creator><![CDATA[Byron Mathioudakis]]></dc:creator>
            <guid>https://www.carsguide.com.au/ev/lexus-es-350e-sports-luxury-102233</guid>
            <pubDate>Thu, 23 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>EV</dc:category>
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            <title><![CDATA[Renault Scenic E-Tech 2027 review: Esprit Alpine | Kia EV5 rival tested]]></title>
            <link>https://www.carsguide.com.au/family/renault-scenic-e-tech-esprit-alpine-102021</link>
            <description><![CDATA[You&rsquo;ve no doubt heard the term &lsquo;design by committee&rsquo;, which is another way of describing what happens when too many people have too much input in a creative project, and so the end result has had any unique or interesting features beaten right out of it.Well, I have another term for your lexicon. And that is &lsquo;design by France&rsquo;. And that, it seems, is the complete opposite, where just one person says &lsquo;I think our family focused electric SUV should look like a muscular hot hatch. Throw those 20-inch alloys on it, too. Oh, and I want so many stalks behind the steering wheel that it feels like the driver is lost in a corn field.&rdquo;Case in point? The Renault Scenic E-Tech Esprit Alpine (even the name is faintly ridiculous). On paper, none of the above would make much sense. But in an electrified world awash with same-same design (take amorphous blob, apply wheels), the Renault is a breath of fresh air.The matt grey paint and black roof of our test car (+$1300) surely helps, but the Esprit Alpine looks good/different, and its tough, muscular design only further grew on me.Inside, the good/different continues with Renault making some clever material choices, including the couch-like fabric (which turned out to be kenaf, a plant fibre) stretching across the dashboard and up the A-pillars. It gives the cabin a warm, modern and more environmentally conscious feel than the usual slabs of black plastic or synthetic leather.Less immediately positive is the congregation of stalks behind the steering wheel, with the gear selector, windscreen wiper stalk and separate media-control unit all clustered together. Add to that one of the flappy paddles that controls the regen braking and it's a busy place behind the wheel.Truthfully, it&rsquo;s fine and fairly intuitive once you know where everything is, but it is confusing at first.In more good news, Renault hasn&rsquo;t buried everything behind the vertical 12.0-inch central screen and horizontal 12.3-inch digital driver display (all angled toward the driver), either. There are physical air-con controls, steering-wheel buttons and mercifully the ability to adjust your wing mirrors from the driver's window panel.The tech generally works well, too. Wireless Apple CarPlay was flawless on test, and there&rsquo;s a wireless phone charger that holds your phone in place, which is rarer than you might think.&nbsp;There&rsquo;s also a deep storage area under the centre console, more space under the armrest and twin USB-C ports up front, though the single cupholder reminds you this is still a fairly compact-feeling vehicle in places.The front of the cabin can feel a little tight in terms of width and not all of the materials are winners. Some of the door plastics feel cheap, and that is even more obvious in the back seat, where the door trims and some of the other plastics don't feel overly premium.But space in the back is impressive. Sitting behind my own 175cm driving position, I had enough knee room to properly stretch out and the flat floor means the middle-seat passenger isn&rsquo;t forced to straddle a transmission tunnel.There are two ISOFIX points, rear air vents, twin USB-C ports and a very clever fold-down centre armrest with cupholders and some extra storage built in.The boot isn&rsquo;t huge in length, but it is deep and tall, and will swallow a total of 545 litres with the rear seats in place, or 1670 with them folded flat. A bit like the rest of the 4470mm-long, 1864mm-wide and 1565mm-high Scenic, then, in that none of it feels massive, but it does feel cleverly packaged.The nuts and bolts are positive, too. While lesser Scenic models get 125kW and 280Nm, this flagship model ups that to 160kW and 300Nm, produced via a front-mounted electric motor that delivers a sprint to 100km/h in 7.9 seconds.It gets the biggest battery, too, an 87kWh lithium-ion unit that delivers an impressive WLTP range of 625km. Charging is 11kW AC, or 150kW DC, the latter below]]></description>
            <dc:creator><![CDATA[Andrew Chesterton]]></dc:creator>
            <guid>https://www.carsguide.com.au/family/renault-scenic-e-tech-esprit-alpine-102021</guid>
            <pubDate>Wed, 22 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>Family</dc:category>
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            <title><![CDATA[Jaecoo J8 2027 review: Summit SHS – Australian first drive]]></title>
            <link>https://www.carsguide.com.au/ev/jaecoo-j8-summit-shs-102208</link>
            <description><![CDATA[Proving the current popularity of plug-in hybrids (PHEV), one of Chery Group&rsquo;s many brands, Omoda Jaecoo, is giving buyers another option. Following the launch of the petrol-powered J8 large SUV a year ago, Jaecoo has added the J8 SHS (Super Hybrid System).It&rsquo;s a plug-in hybrid and, unlike the petrol J8, this one has seven seats. Jaecoo says it&rsquo;s more of an occasional seven-seater, rather than a dedicated three-row family hauler. More on that later.It&rsquo;s available in one highly specified Summit grade from $59,990, before on-road costs (BOC), which is the same price as the mechanically identical Chery Tiggo 9 Ultimate Super Hybrid.The Summit is a $5000 bump over the priciest petrol J8, but it is compelling when lined up against other three-row large PHEV SUVs like the BYD Sealion 8 ($56,990-$70,990 BOC), Kia Sorento ($71,175-$86,115 BOC) and Mazda CX-80 ($55,700-$93,419 BOC).Jaecoo has loaded the J8 Summit with standard gear including heated and ventilated front seats with a massage function, head-up display, 14-speaker Sony sound system (two speakers are housed in the driver&rsquo;s headrest), a 50-watt wireless charger, wireless Apple CarPlay and Android Auto via one of the two 12.3-inch displays, a panoramic sunroof with a sun shade, acoustic glass and luxuries like quilted leather seats, ambient lighting and a built-in fragrance system.Design wise, the Jaecoo J8 is not an unattractive car, it just lacks anything that helps it stand out or identify it as a Jaecoo. The brand is still finding its feet when it comes to design.Inside, the speakers, door-mounted seat controls, air vents, dash panels and even the quilting on the leather seats look to have been borrowed from Mercedes-Benz. It&rsquo;s not an unpleasant space, it&rsquo;s comfortable and looks good, but there are issues.The integrated dash element that flows into the door is misaligned. Not a great look. I couldn&rsquo;t find my perfect driving position because the driver&rsquo;s seat doesn&rsquo;t lower far enough. The centre console is too wide and sits too high, meaning you feel a bit hemmed in.But the lovely looking steering wheel feels nice in hand and has clearly identifiable controls. Storage wise you get a huge central bin with a cooling function, under-console space, big door bins for bottles and more.It has dual 12.3-inch screens - exactly the same size as Hyundai/Kia&rsquo;s setup - and the driver display is clear and well calibrated. The central display is not intuitive and you have to dig through menus or swipe down for high-use functions.Beyond the dial on the console, the drive mode set-up is confusing and takes some time to navigate, while my co-driver and I could not find the regen braking settings, despite deep dives into the menus.The system&rsquo;s processing speed is excellent, so it responds quickly to inputs and the graphics are good. I don&rsquo;t need an automated voice shouting when changing drive modes, however.The second row is well appointed, with air-con vents at knee and chest level, some climate controls, big door bins, central armrest and cupholders, USB ports and more. You also get sun shades for second-row windows and the panoramic sunroof has a solid blind.There&rsquo;s no transmission tunnel so the middle seat is useful. The second-row seat base slides and the backrest reclines slightly which is a neat feature. However, the Jaecoo has a big flaw that impacts its status as a seven seater.The 60/40 split-fold second row is configured for left-hand drive markets - the J8 is built in China - so the single-seat entry point offering the best third-row entry is on the driver&rsquo;s side of the car, which, in Australia, is the road side.This should have been changed to the kerb side so it&rsquo;s safer for parents to get their kids in and out of that third row. You can climb over the seats on the kerb side, but it&rsquo;s cumbersome. The J8&rsquo;s Chery Tiggo 9 PHEV twin has the same issue.Boot size is a J8 strong]]></description>
            <dc:creator><![CDATA[Tim Nicholson]]></dc:creator>
            <guid>https://www.carsguide.com.au/ev/jaecoo-j8-summit-shs-102208</guid>
            <pubDate>Tue, 21 Jul 2026 12:00:00 +1000</pubDate>
                            <dc:category>EV</dc:category>
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            <title><![CDATA[GAC Aion UT 2027 review: Premium]]></title>
            <link>https://www.carsguide.com.au/urban/gac-aion-ut-premium-102020</link>
            <description><![CDATA[The GAC Aion UT is the first GAC I&rsquo;ve ever driven, so I went into this review not really knowing what to expect. Sort of like walking through a room in the dark, in a house that isn&rsquo;t yours.It was full of discovery but without all the falling over and toe stubbing.&nbsp;First, what is the Aion UT? It's a fully electric small hatch that almost crosses into SUV territory with its slightly elevated ride height.At 4270mm long it&rsquo;s a similar length to the BYD Dolphin, but shorter than an MG4 Urban, but it does match the MG's price at $31,990 before on-road costs. That&rsquo;s for the entry grade Premium Aion UT tested here.&nbsp;The price is impressive. It&rsquo;s an electric car for the same money as a petrol car of a similar size, like a Honda HR-V.The Premium grade has an almost identical features list to the top grade luxury, from powered and heated front seats to a 14.6-inch touchscreen. All it misses out on really, is ventilated seats, wireless phone charging and a power tailgate.&nbsp;The Aion UT is not just an affordable small car, it&rsquo;s more practical than many larger vehicles thanks to clever storage andplenty of cabin space.&nbsp;  @carsguide.com.au There&rsquo;s something important missing from the new 2027 GAC Aion UT - buttons! The touchscreen manages all the controls, would it be enough to make you buy a BYD Atto 2 or Geely EX2 instead? #GACaion #aionUT #ev #cartok #fyp &#9836; original sound - CarsGuide.com.au   The UT&rsquo;s 2750mm wheelbase is on the longer side for cars this small and that&rsquo;s a good thing for occupant space and excellent rear legroom is the result. Rear headroom is more than adequate too, thanks to a tall and flat roofline.Storage is outstanding with a deep centre console bin and an area underneath for bags. There&rsquo;s even a hatch under the dash that opens to reveal a netted pocket. There are door pockets, cupholders and a phone tray up front that doubles as a wireless charger if you stump up the extra $4000 for the Luxury grade.The 321-litre boot isn&rsquo;t enormous but it's large for a car this size with enough space for a week&rsquo;s worth of shopping for my family of four or a couple of smaller luggage bags.The main practicality downside is the lack of physical buttons in the cabin for functions such as climate control and media. There are none at all apart from on the steering wheel and the window switches.Instead, all controls are accessed through the central touchscreen and not only is that more awkward to use but it's a safety concern. A driver could easily be distracted just trying to turn the cabin temperature down.We lived with the Aion UT for a week doing what families do: from school runs and weekend sports to grocery shopping and family visits.&nbsp;This is a front-wheel-drive electric car with a 60kWh battery and 150kW/210Nm motor. That battery size is good for 430km of driving range (WLTP) according to GAC and after 250km in one week there was 170km left, making that claim accurate. Our average energy consumption was 15.6kWh/100km according to the trip computer, which is less than the official 16.4kWh/100km.In the city and urban areas where we live the UT shines with brisk acceleration, its quiet and smooth nature, good visibility and small size. On motorways, as we found during a trip to a regional area, the UT feels slightly vulnerable among the trucks and the stability was tested in the windy, rainy weather. There were times I wished we were in something larger and higher up.The driving position is let down by the steering wheel's lack of reach adjustment. I got around this by adjusting my seat, although it's not ideal.Also not ideal is a persistent driver alert system that reminds you to slow down and avoid distraction. It activates far too easily and interferes with concentration while driving.&nbsp;It&rsquo;s not just the driver being hassled either. My front passenger was told on one occasion not to put her feet on the dashboard even]]></description>
            <dc:creator><![CDATA[Laura Berry]]></dc:creator>
            <guid>https://www.carsguide.com.au/urban/gac-aion-ut-premium-102020</guid>
            <pubDate>Mon, 20 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>Urban</dc:category>
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            <title><![CDATA[Geely Starray 2026 review: EM-i Inspire long-term | Part 3]]></title>
            <link>https://www.carsguide.com.au/family/geely-starray-em-i-inspire-long-term-part-3-102147</link>
            <description><![CDATA[I&rsquo;ve been driving the Geely Starray Inspire for the past three months, but in the&nbsp;past few weeks the Chinese brand has shown off its secret power.Geely launched the Starray in September last year, but it has already delivered a game-changing update to the range-topping Inspire grade. That&rsquo;s record-breaking time for an update, which takes the big name brands four or more years.Geely has switched out the old test car I&rsquo;ve been driving for the better part of the past three months for the new and improved version.Out with the old, in with the new&nbsp;The headline changes are a much bigger battery, with a 30kWh unit replacing the former 18kWh powerplant. This boosts electric-only driving range by 53km to 136km.&nbsp;That&rsquo;s good enough to force a name change to Starray Inspire Extended Range.Max DC charging speed doubles to 60kW, which allows you to fill the battery from 30-80 per cent in 16 minutes.&nbsp;Claimed fuel use drops to 1.4L/100km from 2.4L/100km.&nbsp;There have been other minor upgrades to the car, such as massaging front seats and towing enhancements.Besides that everything covered in my previous two instalments remains the same.All that costs just an extra $1500, with the Starray Inspire Extended Range starting at $41,490 before on-road costs.Crucially the Starray is now a more relevant competitor to the BYD Sealion 6 Extended Range, which starts at $46,990 (before on-road costs) but the Inspire is more inline with the full-fruit $52,990 Premium grade.That&rsquo;s a fair chunk of change left in your pocket if you are searching for a plug-in hybrid mid-size SUV.On the roadAfter three months, more than 1000km travelled, and more than 24 hours of total driving time the Starray shines bright against its competition.The power adjustable seats wrapped in synthetic leather have excellent adjustment, which paired with the adjustable steering wheel allows drivers of all shapes and sizes to find the ideal seating position.There is great vision out the front, with the driver able to see all angles. Throw in a birds-eye view camera, multiple parking sensors and it's a cinch to negotiate tight carparks and city streets.The hybrid tech works seamlessly blending electric and petrol power. You&rsquo;ll barely hear the petrol engine unless in Power mode, which only uses the engine to drive the wheels.It is a refined experience with minimal road noise or tyre roar entering the cabin.The 1.5-litre four-cylinder non-turbo petrol engine and electric motor combo makes a decent 193kW.In the real world that&rsquo;s plenty, with the Starray bounding up steep hills and overtaking on the motorway with ease.If you are in Power mode or the battery is depleted then it can feel breathless.The steering is well weighted and predictable, which inspires confidence on tight, twisting roads.It exerts decent body control with minimal lean through the corners.Geely&rsquo;s active driver aids are the best of any of the Chinese brands I&rsquo;ve tested. All the tech worked as advertised and ditched the overbearing annoying beeps and bongs of rival brands. This is a big step forward and a surefire way to keep customers.The only constant was the speed warning that goes off when you exceed the speed limit by 1km. This is fine, except the speed sign recognition tech needs a bit of work to make sure it is holding you to the right speed limit.It&rsquo;s not all rosy for the Starray, however.The suspension is far too firm, especially at the rear where you&rsquo;ll hear and feel it crash over speed bumps and splutter over potholes and lumps along the way. Not ideal with kids in the back seat and items in the boot will move around if not secured.It would benefit from a local suspension tune that tweaks the set-up to better suit our roads and driving conditions, rather than the billiard table-like streets of China and Europe.The Starray could do with an all-wheel-drive option, too. All that power through the front wheels is never a good]]></description>
            <dc:creator><![CDATA[Dom Tripolone]]></dc:creator>
            <guid>https://www.carsguide.com.au/family/geely-starray-em-i-inspire-long-term-part-3-102147</guid>
            <pubDate>Sun, 19 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>Family</dc:category>
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            <title><![CDATA[Chery Tiggo 9 2027 review: Super Hybrid Elite FWD]]></title>
            <link>https://www.carsguide.com.au/family/chery-tiggo-9-super-hybrid-elite-fwd-101992</link>
            <description><![CDATA[In many ways, the Tiggo 9 Elite Super Hybrid is a massive deal.Priced from just $52,990 (before on-road costs), it seems like red-hot value, saving $7000 over the Ultimate flagship released last year.The Chery is also $4000 cheaper than the next cheapest plug-in hybrid (PHEV) seven-seater large SUV, the BYD Sealion 8 also from China, $14,000 below Korea&rsquo;s Kia Sorento and almost $23K shy of Japan&rsquo;s Mazda CX-80 full-sized alternatives.Equipment levels are also a knockout, with luxuries like powered and heated front seats offering driver's side massaging, 360-degree camera views, a panoramic sunroof, powered tailgate and 19-inch wheels.Plus, all of the essential advanced driver-assist systems (ADAS) are present. Just note there is no airbag coverage for third-row occupants, nor any ANCAP crash-test rating. Pity.But there is decent ownership protection with a seven-year/unlimited kilometre warranty, as well as capped-price servicing covering that period.The Tiggo 9&rsquo;s interior is equally generous.Large, spacious and pleasantly presented, the Chery offers sumptuous front seats, a fine driving position, heaps of storage, ample ventilation and impressive build quality.Little details add a lot, like Mercedes-mimicking door-mounted powered seat switches, a chilled/heated console box, a cooled phone-charger cradle, buttonless start/stop, and proximity key. All thoughtful inclusions.Chery has also tried to make the big 15.6-inch touchscreen less annoying, with clear markings, configurable onscreen short cuts and a slick operation.But no buttons mean the usual limitations stand. Menu searching is distracting and potentially dangerous. Often a second prod is required. The &lsquo;Hello Chery&rsquo; interface is risibly useless. The climate control set-up is bafflingly fiddly. And there is no direct audio volume access.The 9&rsquo;s joyously light-filled second row seems great initially, with a 60/40 bench that slides and reclines, ample space and more unexpected luxuries like separate climate controls and four air vents.But low seat cushions force an awkward knees-up posture for longer-legged passengers. And sliding both halves of the bench is tiringly heavy.Which leads to the Tiggo 9&rsquo;s biggest red flag. Chery hasn&rsquo;t bothered engineering the middle seats for right-hand drive (RHD) markets, meaning the only viable third-row access is via the road side. In the traffic.That&rsquo;s where the smaller seat tips forward to allow easiest entry and egress. This could be dangerous as children are forced to clamber out onto the trafficked road side.What of third-row access via the left door? When folded, the bulkier backrest is too high for most people to traverse. And dragging the base forward to create a slim gap to squeeze past is a hefty workout.Once in the third row, there&rsquo;s reasonable comfort for two adults if the middle-row seat is slid forward, aided by reclinable backrests, cupholders, ventilation, storage and lighting.Note, however, there are no provisions for child seats. Nor can the left passenger exit without assistance since only the right seat ahead has a release lever, again forcing people to alight into the traffic. Fail.Further back, as with most seven-seater SUVs, there isn&rsquo;t much cargo capacity with all seats up (143 litres), rising to a very handy 819L and 2021L in five- and two-seater modes respectively.Frustratingly, the Chery also lacks a spare wheel, while a tyre repair kit is Velcroed to the carpet. There&rsquo;s no storage for the luggage blind when the third row is occupied and nowhere for the charging cable either.Speaking of which, a 105kW/215Nm 1.5-litre four-cylinder turbo-petrol engine, mated to two front electric motors, delivers 225kW of power and 450Nm of torque to the front wheels. Down from the AWD&rsquo;s 34kWh item, the Elite&rsquo;s 19kWh battery allows for 90km of EV-only range, or 1250km all-up, though these use the less-accurate NEDC and not WLTP testing.Does the]]></description>
            <dc:creator><![CDATA[Byron Mathioudakis]]></dc:creator>
            <guid>https://www.carsguide.com.au/family/chery-tiggo-9-super-hybrid-elite-fwd-101992</guid>
            <pubDate>Sat, 18 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>Family</dc:category>
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            <title><![CDATA[Toyota HiLux 2027 review: BEV – Australian first drive]]></title>
            <link>https://www.carsguide.com.au/ev/toyota-hilux-bev-102182</link>
            <description><![CDATA[I&rsquo;ve been doing this for a while now, and I have had the opportunity to test and review all sorts of weird and wonderful metal. But this one might be a first for me.I can&rsquo;t recall ever testing a vehicle that&rsquo;s not actually intended to be bought by you, the CarsGuide reader. But so it is with the new Toyota HiLux BEV. You can have one if you really want one, but even Toyota concedes that its first all-electric ute isn&rsquo;t really designed for the public buyer.Instead, it&rsquo;s for mine sites, which Toyota has been studying for two years to deliver an electrified HiLux fit for a very particular purpose.Which is why, on paper, the numbers aren&rsquo;t overly impressive. The Hilux is offered in two grades and three styles &ndash; the SR cab-chassis ($74,990), the SR double-cab pickup ($76,490) and the more luxurious SR5 double-cab pickup ($82,990), all prices before on-road costs &ndash; and all share the same powertrain componentry.That means dual-motor power, fed from a 59.2kWh lithium-ion battery. Range, then, is just 245km in the cab-chassis, and 315km in the pick-up. Critically, though, Toyota is quoting the more lenient NEDC figure there. In line with the more realistic WLTP protocol (which is the industry standard in Australia), those numbers would likely be less than 200km and around 270km, respectively.That is&hellip; not a lot of range for an EV. But remember that particular purpose I mentioned? Toyota tells me the average open-cut mine site is about 40 square kilometres, and workers there need an electric ute to only cover relatively short distances before it is docked to recharge (150kW DC, 10kW AC).They also, Toyota says, need their electric utes to do ute-like things, which is why this electric HiLux can still very much go off-road. There are two motors on board here, one front and one rear, delivering a total 144kW. Toyota doesn&rsquo;t quote a combined torque figure, though each motor is capable of producing more than 200Nm.It&rsquo;s fed to all four wheels through a single-speed transmission, and Toyota has debuted a six-mode multi-terrain select system, with Auto, Dirt, Sand, Mud, Mogul and Snow modes.We tested the electric HiLux off-road, on a not-overly-challenging course to be fair, and the plug-in Toyota handled it all with ease and felt like it had more to give.It will also tow a 2.0-tonne braked trailer and the payload figures are around 725kg for the pickup versions and 855kg for the cab chassis &ndash; though we tested neither, and suspect your battery charge will drop like a bowling ball off a balcony when you ask the HiLux to carry or tow.The electric HiLux also looks a lot like a diesel HiLux. It is, and feels like, a retrofit, rather than a bespoke EV model, which they tell me is kind of the point. The minesites want the HiLux, they just don&rsquo;t want the emissions.&nbsp;The big differences outside are, wait for it, the charging flap, the filled-in grille and aero-friendly wheel designs. Inside, there&rsquo;s a new shift-by-wire gear selector, which has been moved closer to the driver. You still benefit from the tech overhaul given to the rest of the new HiLux range, which means twin 12.3 inch screens with Apple CarPlay and Android Auto.&nbsp;There are some strange-feeling shortcuts at this price point, though. Your circa-$75K SR model gets fabric seats with manual adjustment, for example, and you&rsquo;ll need to spend more like $83K to get a wireless phone charger included.Anyway, that visual familiarity extends to the drive experience as well. Yes, acceleration is smoother, quieter and more constant without stepping through gear shifts, and that all feels very EV. But the behavior of the HiLux feels very familiar, in that it still has that kind of jittery unladen ride that is pretty common in dual cab utes.&nbsp;I thought the extra battery weight would settle the ride down a little bit, especially because it's down low and quite heavy, and should act a bit like having a]]></description>
            <dc:creator><![CDATA[Andrew Chesterton]]></dc:creator>
            <guid>https://www.carsguide.com.au/ev/toyota-hilux-bev-102182</guid>
            <pubDate>Fri, 17 Jul 2026 12:00:00 +1000</pubDate>
                            <dc:category>EV</dc:category>
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            <title><![CDATA[Skoda Octavia 2027 review: Select mHEV Wagon]]></title>
            <link>https://www.carsguide.com.au/family/skoda-octavia-select-mhev-wagon-101994</link>
            <description><![CDATA[Once a common sight on our roads, wagons have fallen out of favour somewhat as a result of the ever-growing popularity of SUVs and utes.
But is a wagon a better and more family-friendly vehicle than a bigger, taller SUV or ute? And what if that vehicle has a mild-hybrid system onboard?
That's where Skoda’s Octavia new mild hybrid comes in.]]></description>
            <dc:creator><![CDATA[Marcus Craft]]></dc:creator>
            <guid>https://www.carsguide.com.au/family/skoda-octavia-select-mhev-wagon-101994</guid>
            <pubDate>Thu, 16 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>Family</dc:category>
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            <title><![CDATA[Renault Master 2027 review: Australian first drive]]></title>
            <link>https://www.carsguide.com.au/tradies/renault-master-102176</link>
            <description><![CDATA[The big van (3.5-tonne) segment has been stale, made up of competent but older choices. But Renault is changing this with its latest Master. Now in its fourth generation since 1980, the van stalwart lifts the entire class into the 2020s with fresh styling, a completely reengineered platform, new interior and plenty of safety tech upgrades. With lots of awards already won, it's been keenly awaited.]]></description>
            <dc:creator><![CDATA[Byron Mathioudakis]]></dc:creator>
            <guid>https://www.carsguide.com.au/tradies/renault-master-102176</guid>
            <pubDate>Thu, 16 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>Tradies</dc:category>
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            <title><![CDATA[Toyota LandCruiser 2027 review: Performance Hybrid – Australian first drive ]]></title>
            <link>https://www.carsguide.com.au/ev/toyota-landcruiser-hybrid-102123</link>
            <description><![CDATA[As Lord Acton told us way back in 1887, &ldquo;Power tends to corrupt and absolute power corrupts absolutely.&rdquo; But Lord Acton never drove the new Toyota LandCruiser 300 Series Performance Hybrid.&nbsp;Remarkably, despite the company&rsquo;s litany of sports cars over the years - Supra, MR-2, Celica, etc - this new off-road SUV can lay claim to the title of &lsquo;the most powerful Toyota production car&rsquo; ever offered in Australia.That&rsquo;s thanks to its new powertrain, which is lifted from the US-built Tundra &lsquo;pick-up&rsquo; (aka super-sized ute), combining a 3.5-litre twin-turbo V6 petrol engine with an electric motor mounted between it and the 10-speed automatic transmission.But unlike the rest of Toyota&rsquo;s hybrid range that focuses on efficiency, this 'i-Force Max' powertrain (as it is known in the Tundra) is biased towards performance - and a lot of it. The new LandCruiser makes 341kW of power and 790Nm of torque, which is an extra 114kW and 90Nm on top of the already very capable 3.3-litre V6 turbo-diesel engine in the LC300.It&rsquo;s obviously a lot of performance, but the LandCruiser is a lot of SUV, so while Toyota calls it a &lsquo;performance&rsquo; vehicle, don&rsquo;t expect to be blowing the doors of a Porsche Cayenne or Ferrari Purosangue. Instead, it offers a punchy amount of torque that helps get the big beast moving with relative ease. But during on- and off-road drives there weren&rsquo;t any moments where this new powertrain stood out as hugely different and better than the already impressive turbo-diesel option.&nbsp;Officially, Toyota says this new engine helps to tow more easily but we weren&rsquo;t able to test that, so we&rsquo;ll reserve judgement. They also said the addition of the electric motor improved low-speed behaviour off-road - and this we did get to test.In news that will shock nobody, the Toyota LandCruiser performed well off-road, with the addition of a new, more powerful engine not suddenly turning it into a tarmac-only soft-roader. But to say the electric motor makes it dramatically different, and indeed superior, off-road is a hard call to make without back-to-back testing on more challenging off-road terrain.The catch with this potential improved off-road and towing performance is the performance hybrid powertrain comes with a not-insignificantly smaller fuel tank than its diesel sibling - a 98-litre tank, instead of the 110L one in the diesel.Combined with higher fuel economy - 10.0L/100km vs 8.9L/100km - it means the theoretical range of the performance hybrid is 980km compared to over 1235km from the diesel. For those looking at an LC300 for a long-distance adventure vehicle, losing a potential 255km of range on each tank is not a small matter and swings the needle in favour of the diesel.You&rsquo;re also paying upfront for the extra performance, with this new model more expensive than its diesel alternatives. For starters, the performance hybrid powertrain is only available with the high-spec Sahara ZX and GR Sport variants, which start at $156,740 and $155,990 (before on-road costs) respectively, a more than $8000 premium over the diesel.  @carsguide.com.au The 2027 Toyota LandCruiser 300 Performance Hybrid has some boasting rights! &#128170; Against powerful hybrid SUVs like the GWM Tank 500 PHEV and Denza B8, is Toyota just playing catch-up? #toyota #landcruiser #4x4 #cartok #fyp &#9836; original sound  - CarsGuide.com.au   Obviously both are well equipped with alloy wheels (18-inch on the GR Sport and 20s on the Sahara ZX), leather-accented seats, heated and ventilated front seats, a 12.3-inch multimedia touchscreen paired with a 14-speaker JBL sound system. The only major specification difference for the Sahara ZX (aside from wheels and some styling) is the inclusion of a dual rear-seat entertainment system.&nbsp;For comparison, Denza B8 plug-in hybrid starts at $91,000, and offers 425kW and 760Nm from its plug-in hybrid powertrain. Like the LC300 it]]></description>
            <dc:creator><![CDATA[Stephen Ottley]]></dc:creator>
            <guid>https://www.carsguide.com.au/ev/toyota-landcruiser-hybrid-102123</guid>
            <pubDate>Wed, 15 Jul 2026 12:00:00 +1000</pubDate>
                            <dc:category>EV</dc:category>
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            <title><![CDATA[Used Ford Escape review: 2020-2023]]></title>
            <link>https://www.carsguide.com.au/family/ford-escape-101967</link>
            <description><![CDATA[Ford&rsquo;s Escape SUV has had a bit of a chequered past in terms of how it was marketed and what it represented. But, fundamentally, the version we saw launched here in 2020 as the fourth-gen Escape (the ZH model in Ford-speak) was more or less a third-generation Ford Kuga, engineered in Germany and built in Spain.Confused? Wait till you see the model line-up. Ford went against years of tradition by dumping established names such as Ambiente and Trend and kicked the new Escape off with the model simply badged FWD (front-wheel drive). From there, the range flowed through the ST-Line FWD and ST-Line AWD (all-wheel drive), then the rather grandly named Vignale (Ford picked up the Vignale badge as part of its buyout of De Tomaso in the 1970s) in both FWD and AWD forms.And shortly after the initial launch, Ford followed up with a model dubbed ST-Line PHEV which, as the name suggests, featured a plug-in hybrid driveline and was front-wheel drive.The vehicle itself was a five-seat mid-sized SUV that was actually pretty sporty to look at and, even in entry-level form, provided pretty stunning performance thanks to a racy driveline. All variants apart form the PHEV used a 2.0-litre petrol engine with a turbocharger for a rather stirring 183kW of power and lots of torque. Both FWD and AWD versions used the same eight-speed conventional automatic transmission.The PHEV was the odd-one-out, with its normally aspirated 2.5-litre four-cylinder engine and electric motor accounting for 167kW and driving through a continuously variable transmission (CVT).Is Ford Escape a good car?Far and away the biggest compliment the Escape gets is for its performance. That torquey turbo motor puts out plenty of power, meaning performance is pretty impressive as a result. So, if a mid-sized SUV with five seats and some decent straight-line stomp is what you&rsquo;re after, then the Escape is indeed very possibly what you&rsquo;re looking for.Beyond that, however, the Escape is a bit me-too and kind of disappeared into a sea of similarly sized, similarly priced SUVs from literally dozens of carmakers.Ford Escape reliabilityThe Escape doesn&rsquo;t have a perfect reliability record, but it is better than the model it replaced. It&rsquo;s still a pretty complex piece of machinery, though, so there are a few things to check before buying. A complete service record is also crucial to long-term reliability, as it is with any make or model.Ford Escape problemsThe news here is better than for previous Escapes, but still not perfect. That&rsquo;s mainly because the old EcoBoost 2.0-litre engine was known for catastrophic failures and engine fires due to a flawed basic design. That engine had too little sealing surface area on the head gasket which meant that coolant could leak into the cylinders. When that happened, the engine could overheat to the point of causing a fire, or simply destroy itself in the process.But post-2020 versions of the engine used a more robust crankcase design that eliminated that problem.But the hybrid Escape wasn&rsquo;t so lucky and has experienced problems with its high-voltage battery which could present a fire risk if it was one of the ones that had an inbuilt flaw in its construction. If you were unlucky enough to buy one of those (and there was no way to tell in the showroom) the flaw could have produced an internal short-circuit that may have caused a fire or complete battery failure down the track. The advice from Ford to owners of these cars was to not charge the battery beyond 80 per cent and to only drive in EV Auto mode until the car could be checked (see recalls section).Aside from that, the Escape has also been known to suffer cracked exhaust manifolds (which mounts the turbocharger) and premature fuel pump failures. Some owners have also experienced carbon build up in the engine&rsquo;s valves. The Escape&rsquo;s engine uses direct-injection so the valves are not `rinsed&rsquo; off by the fuel as it&rsquo;s injected into the]]></description>
            <dc:creator><![CDATA[David Morley]]></dc:creator>
            <guid>https://www.carsguide.com.au/family/ford-escape-101967</guid>
            <pubDate>Tue, 14 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>Family</dc:category>
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                <item>
            <title><![CDATA[XPeng G6 2027 review: AWD Performance Black Edition]]></title>
            <link>https://www.carsguide.com.au/ev/xpeng-g6-awd-performance-black-edition-102153</link>
            <description><![CDATA[After some heavy delays and legal action, the updated 2027 XPeng G6 has finally arrived in Australia through a factory-backed operation that has no ties to the previous distributor, TrueEV.There are now more variants on offer and on test here is the new flagship trim level, the G6 AWD Performance Black Edition. Only rear-wheel drive versions were offered previously.This flagship is priced from $66,800, before on-road costs, which sees it rival the BYD Sealion 7 Performance ($63,990 BOC), Tesla Model Y Premium Long Range AWD ($68,900 BOC) and Zeekr 7X Performance ($72,900 BOC).One of the biggest changes is under the surface. Every G6 trim now receives a lithium iron phosphate (LFP) battery compared to the previous nickel manganese cobalt (NMC) unit. These batteries have better thermal safety and can charge to 100 per cent more often without the risk of degradation.While the slightly smaller 80.8kWh LFP battery means claimed range is down incrementally compared to the pre-update car (this new version offers up to 510km of WLTP-claimed range), peak DC fast-charging has been boosted from 280kW to 451kW. This is equivalent to the Zeekr 7X which also offers LFP batteries.No DC fast-charger in Australia can currently charge at that higher rate and we didn&rsquo;t get to properly test out the car&rsquo;s charging performance due to the short loan length. However, XPeng claims the battery can charge from 10 to 80 per cent in 12 minutes.Another big change that has already been alluded to is the availability of a dual-motor all-wheel drive powertrain. It offers a total system output of 358kW, which is 140kW more than the RWD Long Range and 173kW more than the RWD Standard Range.  @carsguide.com.au Oops!! The 2027 XPeng G6 has a browser function that uses the Hong Kong versions of websites, including YouTube, when it&rsquo;s clearly in Australia. This interesting bug isn&rsquo;t something that it shares with its Chinese-made rivals, the Tesla Model Y, Zeekr 7X and BYD Sealion 7. #xpeng #xpengg6 #ev #cartok #electriccar &#9836; original sound - CarsGuide.com.au   Power delivery is immediate and there&rsquo;s just the right amount without being excessive. You&rsquo;re able to accelerate up to speed in traffic with ease and there&rsquo;s plenty of oomph left for higher-speed overtakes.If you want to experience the proper 4.1-second 0-100km/h sprint, you can use launch control and the Sport drive mode. Surprisingly, it doesn&rsquo;t snap your neck like some electric vehicles (EVs), instead the power is delivered progressively.Things largely stay together once you start turning the wheel in the twisties, but you can tell this car leans a touch more towards the comfort side than the dynamic, which is the case for many Chinese EVs.This continues on to the suspension as it&rsquo;s largely compliant around town, though there&rsquo;s some roll and sway as the car settles itself. It also gets a touch bouncy if you hit a series of undulations at higher speeds.Something XPeng deserves credit for is its advanced driver assistance system (ADAS) calibrations. The systems do everything they should and only interact when required.You&rsquo;re able to customise the sensitivity of all the safety systems which is a lovely surprise. This means fewer bings and bongs. Hallelujah!You can also customise the steering weight, brake pedal feel and there&rsquo;s even an &lsquo;Individual&rsquo; drive mode. It&rsquo;s great to see.It&rsquo;s a little disappointing XPeng hasn&rsquo;t been able to roll out its more advanced semi-autonomous driving system in Australia yet, but what is already present does a good job.The lane-centring is rock-solid, the automatic lane changes feel natural, plus the parking assist is great as it reads the parking lines, rather than the space between parked cars.Once the more advanced tech arrives it&rsquo;ll finally give Tesla some competition. Speaking of which, a lot of the G6 feels inspired by Tesla.It feels uncanny inside with the]]></description>
            <dc:creator><![CDATA[Jack Quick]]></dc:creator>
            <guid>https://www.carsguide.com.au/ev/xpeng-g6-awd-performance-black-edition-102153</guid>
            <pubDate>Tue, 14 Jul 2026 16:00:00 +1000</pubDate>
                            <dc:category>EV</dc:category>
                    </item>
                <item>
            <title><![CDATA[GWM Ora 5 Ultra 2027 review: snapshot]]></title>
            <link>https://www.carsguide.com.au/ev/gwm-ora-5-ultra-102142</link>
            <description><![CDATA[The 2027 GWM Ora 5 Ultra, starting from $36,990 drive-away, is a small electric SUV from China as part of the relaunch of the Ora brand in Australia after the mildly received Ora hatchback a few years ago.It boasts Australian ride and handling tuning, plus a decent list of standard features including 18-inch wheels, auto LED headlights and LED tail-lights, rain-sensing wipers and tinted privacy glass, a large 14.6-inch multimedia touchscreen, wireless phone mirroring, a 10.25-inch driver display, synthetic leather upholstery and electric driver&rsquo;s seat adjustment.The extra $3000 the Ultra costs over the base Lux grade adds an electrically adjustable front passenger seat, seat ventilation and heating for both up front, wireless phone charging, ambient lighting, a panoramic sunroof and three extra speakers for nine in total.It has a single 150kW/260Nm electric motor at the front axle drawing from a 58.3kWh battery. Its claimed consumption figure of 15.5kWh/100km results in a 435km range under WLTC testing according to GWM. DC fast-charging is maxed at 120kW, for a 30-minute charge from 10 to 80 per cent.The Ora 5 remains unrated&nbsp;by ANCAP for now, but it has seven airbags and a pretty comprehensive list of features including door-open warning and rear cross-traffic alert.GWM&rsquo;s seven-year unlimited kilometre warranty also includes eight years (unlimited km) for the battery, plus there&rsquo;s seven years of roadside assistance and seven years capped-price servicing at $195 per service (every 12 months or 15,000km).]]></description>
            <dc:creator><![CDATA[Chris Thompson]]></dc:creator>
            <guid>https://www.carsguide.com.au/ev/gwm-ora-5-ultra-102142</guid>
            <pubDate>Mon, 13 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>EV</dc:category>
                    </item>
                <item>
            <title><![CDATA[Toyota bZ4X Touring 2027 review: Australian first drive]]></title>
            <link>https://www.carsguide.com.au/ev/toyota-bz4x-touring-102088</link>
            <description><![CDATA[Toyota has adopted a slow and steady approach to electric vehicles, with the new bZ4X Touring only its second battery-powered model. The new, more spacious SUV goes head-to-head with the likes of the Tesla Model Y, BYD Sealion 7 and Subaru Trailseeker.
We put the bZ4X Touring to the test to see how it rates for value, practicality, performance, safety and more.]]></description>
            <dc:creator><![CDATA[Stephen Ottley]]></dc:creator>
            <guid>https://www.carsguide.com.au/ev/toyota-bz4x-touring-102088</guid>
            <pubDate>Mon, 13 Jul 2026 12:00:00 +1000</pubDate>
                            <dc:category>EV</dc:category>
                    </item>
                <item>
            <title><![CDATA[Fiat Scudo 2027 review: Primo LWB - GVM test]]></title>
            <link>https://www.carsguide.com.au/tradies/fiat-scudo-lwb-101963</link>
            <description><![CDATA[The Fiat Scudo has returned to Australian showrooms after a long absence but does the latest third generation of this European workhorse have the credentials to be a major player in the mid-size commercial van segment?]]></description>
            <dc:creator><![CDATA[Mark Oastler]]></dc:creator>
            <guid>https://www.carsguide.com.au/tradies/fiat-scudo-lwb-101963</guid>
            <pubDate>Sun, 12 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>Tradies</dc:category>
                    </item>
                <item>
            <title><![CDATA[GWM Ora 5 Lux 2027 review: snapshot]]></title>
            <link>https://www.carsguide.com.au/ev/gwm-ora-5-lux-102133</link>
            <description><![CDATA[Starting at $33,990 drive-away, the 2027 GWM Ora 5 Lux is a competitively priced small electric SUV from China that marks the relaunch of the Ora brand in Australia after the Ora hatchback faced an arguably unenthusiastic reception on launch a few years ago.With Australian ride and handling tuning and some updated ergonomics and tech, the Ora 5 SUV comes with a decent list of standard features including 18-inch wheels, auto LED headlights and LED tail-lights, rain-sensing wipers and tinted privacy glass, a large 14.6-inch multimedia touchscreen, wireless phone mirroring, a 10.25-inch driver display, synthetic leather upholstery and electric driver&rsquo;s seat adjustment.A single motor mounted at the front axle provides drive, with 150kW/260Nm outputs. It draws from a 58.3kWh battery and has a claimed consumption figure of 15.5kWh/100km, which GWM says results in a 435km range under WLTC testing.DC fast-charging is maxed at 120kW, and takes about 30 minutes from 10 to 80 per cent.ANCAP hasn&rsquo;t completed an assessment of the Ora 5 SUV yet so, for now, the model remains unrated. It does however have seven airbags and a pretty comprehensive list of features including door-open warning and rear cross-traffic alert.GWM&rsquo;s seven-year unlimited kilometre warranty (with eight years for the battery), plus seven years of roadside assist and seven years capped-price servicing at $195 per service (every 12 months or 15,000km) is a strong ownership proposition.]]></description>
            <dc:creator><![CDATA[Chris Thompson]]></dc:creator>
            <guid>https://www.carsguide.com.au/ev/gwm-ora-5-lux-102133</guid>
            <pubDate>Sat, 11 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>EV</dc:category>
                    </item>
                <item>
            <title><![CDATA[Ford Everest 2027 review: Active - off-road test]]></title>
            <link>https://www.carsguide.com.au/adventure/ford-everest-active-102065</link>
            <description><![CDATA[Ford's new base-spec Everest Active has replaced the Ambiente and Trend variants. The Active has a newly offered 2.0-litre four-cylinder single-turbo diesel engine, which produces less power and torque than the twin-turbo engine it replaces, but has been promised to improve fuel economy. So, has the new engine made the Everest any better or worse on- and off-road?]]></description>
            <dc:creator><![CDATA[Marcus Craft]]></dc:creator>
            <guid>https://www.carsguide.com.au/adventure/ford-everest-active-102065</guid>
            <pubDate>Sat, 11 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>Adventure</dc:category>
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            <title><![CDATA[Cupra Formentor VZx 2027 review: snapshot]]></title>
            <link>https://www.carsguide.com.au/urban/cupra-formentor-vzx-102043</link>
            <description><![CDATA[The 2027 Cupra Formentor VZx is currently the flagship trim level in the line-up, although this will change once the Audi RS3-powered VZ5 arrives later this year.It&rsquo;s priced from $69,990 before on-road costs.Power comes from a 2.0-litre turbocharged four-cylinder petrol engine with 245kW and 420Nm. This is 17kW and 20Nm more than before.It&rsquo;s mated to a seven-speed dual-clutch automatic transmission with drive sent through an all-wheel drive system. This update has picked up a trick torque-splitting rear differential that allows for a &lsquo;Drift&rsquo; mode.Cupra claims the Formentor VZx can do the 0-100km/h sprint in 4.8 seconds. Launch control is standard.The Fomentor VZx is claimed to consume 8.3L/100km (8.5L/100km with the Extreme package) on the combined cycle according to ADR 81/02 testing. There&rsquo;s a 55L fuel tank which requires a minimum of 98 RON premium unleaded petrol.Using this claim the Formentor VZx has a theoretical total range of 663km.Standard equipment includes 19-inch forged alloy wheels, LED headlights, a hands-free power tailgate, 10.25-inch digital instrument cluster, 12.9-inch touchscreen multimedia system, wireless Apple CarPlay and Android Auto, 12-speaker Sennheiser sound system, wireless phone charger, interior ambient lighting, three-zone climate control, leather-accented upholstery, electrically adjustable and heated front seats.A panoramic glass sunroof is optional for $2000, plus the $7000 Extreme package adds matrix LED headlights, six-piston Akebono front brakes and Sabelt front bucket seats.The Cupra Formentor originally received a five-star ANCAP safety rating in 2021 and this has been renewed for the updated model based on testing conducted by Euro NCAP in 2025.There are 10 airbags including rear-side and front-centre airbags as standard, plus autonomous emergency braking (AEB), adaptive cruise control with lane centring, a surround-view camera, as well as a parking assist.The Formentor, like all other Cupras, is covered by a five-year, unlimited-kilometre warranty, which is a little lacklustre for a mainstream brand now as many have moved to conditional eight or 10-year terms.Logbook servicing is required every 12 months or 15,000km, whichever comes first.There are three- and five-year pre-paid service packages available that are priced at $1090 and $2190, respectively. In the latter case, this means each service averages out to almost $440 which is fairly average for a European car.]]></description>
            <dc:creator><![CDATA[Jack Quick]]></dc:creator>
            <guid>https://www.carsguide.com.au/urban/cupra-formentor-vzx-102043</guid>
            <pubDate>Fri, 10 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>Urban</dc:category>
                    </item>
                <item>
            <title><![CDATA[Used Honda City review: 2009-2014]]></title>
            <link>https://www.carsguide.com.au/urban/honda-city-101958</link>
            <description><![CDATA[If you go right back into Honda history, you may recall the original Honda City was a tiny hatchback with odd, upright looks and a good dollop of charm. But fast forward to 2009 when this version, the GM2 hit showrooms, and the whole City concept had grown up somewhat.Yes, it was still a small car and undercut the Honda Civic in terms of price and size, but didn&rsquo;t Honda already have the Jazz hatchback to fill the gap left by the original City?Or course it did. So where did that leave the City? Well, kind of in a no-man&rsquo;s-land, and considering it was more or less mechanically a Jazz in sedan&rsquo;s clothes, Honda was making things hard for itself. At this end of the market, hatchbacks were always the stronger players in Australia, by a huge margin in most cases, too. So the City&rsquo;s straight-laced duds were pretty much guaranteed to hold it back.Launched here in 2009, the City was built in Thailand and was available in VTi and VTi-L specifications. All Cities were four-door sedans and the engine was the same in every variant; a 1.5-litre four-cylinder engine making 88kW and 145Nm. The only mechanical choice lay in the transmission and you could have a five-speed manual or a five-speed conventional automatic.But even though it was somewhat ignored by new-car buyers, as a used-car buy, the Honda starts to come back into the running as buyers&rsquo; original concerns over fashion and fripperies are replaced by a focus on reliability and long-term prospects.Is Honda City a good car?The City was a slow seller, but that had nothing to do with its quality or reliability. Instead, the somewhat dowdy four-door sedan styling was the sticking point, combined with the fact that everybody in this market segment really wanted a hatchback Honda Jazz.As a used-car, however, that fashionista stuff goes straight out the window, and the City re-emerges as a smart buy thanks to its sharp build quality and long-term prospects. This type of car was also usually bought brand-new by pretty conservative buyers who understood proper maintenance. And that makes the City an even better bet now.Honda City reliabilityThe City faithfully follows decades of Honda tradition by being well made and reliable. Chronic problems are few and most owners have enjoyed trouble-free experiences with the Honda.Honda City problemsAlthough it&rsquo;s a very clever mechanical system, Honda&rsquo;s V-Tec variable valve timing system operates on tiny oilways and passages. That means any dirt of sludge in the oil is bad news as it can block these oilways and cause the V-Tec to simply not work. It&rsquo;s certainly not a common problem on these cars, but a check of the service history is mandatory.We&rsquo;ve also heard of a few Citys where the heater&rsquo;s blower motor has failed. The first symptom will be a fan that only works on the flat-out setting. Replacing the fan is the only permanent fix, apparently.The majority of other complaints surround the build quality (this was a Thai-built car, not Japanese, remember) and things like high levels of interior noise. Again, the thinner carpet fitted to many Thai-built cars might be the culprit. Either way, the City never quite measured up to Honda&rsquo;s otherwise lofty quality standards.Honda City recallThe City is relatively free of recall notices apart form one major safety issue. The car was caught up in the Takata airbag fiasco that saw millions of cars affected by potentially faulty airbags that could injure and even kill passengers in a crash.As time passed and more and more cars were added to the list of affected vehicles, more and more recalls were issued for these airbags. A Honda dealer should be able to identify whether your car has been fixed or not. In some states, cars that have not had their Takata airbags replaced cannot even be re-registered.Beyond that, the City has a pretty clean record with just one other recall being for a potential fault within the clever V-Tec engine valve assembly. In]]></description>
            <dc:creator><![CDATA[David Morley]]></dc:creator>
            <guid>https://www.carsguide.com.au/urban/honda-city-101958</guid>
            <pubDate>Fri, 10 Jul 2026 17:00:00 +1000</pubDate>
                            <dc:category>Urban</dc:category>
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