2026 Lexus GX550 Sports Luxury

The Lexus GX550 is a first for Lexus in Australia, but has a long history overseas. Based on the underpinnings of the Toyota LandCruiser Prado, the GX is to the Prado as the LX is to the LandCruiser. All the essential off-road hardware carries over, but the styling and interior get a Lexus-style prestige overhaul. At a price point where the monocoque-platform Land Rover Defender and BMW X5 dominate, the GX defies the segment norm with its body-on-frame construction.Better suited to off-road exploits than ultimate refinement, the GX’s construction hasn't stood in the way of Lexus casting a wide net, with getaway-ready Overtrail variants for adventurers and more refined high-end versions like the Sports Luxury catering to a more refined clientele. Call it an each-way bet for Lexus, with the car-based RX SUV as the true X5 rival, and Australia’s categorisation of the GX in the Upper Large SUV class pitting it against everything from a Mercedes-Benz G-Class to an Aston Martin DBX. Key details 2026 Lexus GX550 Sports Luxury Price $124,840 plus on-road costs Colour of test car Khaki Metal Options Premium paint – $1750 Price as tested $126,590 plus on-road costs Drive-away price $147,012 (VIC)

Lexus offers three variants of the GX550 in Australia stacked together quite closely in terms of price. The entry-level GX550 Luxury starts from $118,320, the top-spec Overtrail tops out at $130,770, and the Sports Luxury tested here fits in between at $124,840 before options, accessories, and on-road costs. Regardless of the trim level, all GX550s are powered by the same 3.4-litre twin-turbo petrol V6 engine. Lexus markets it as a 3.5-litre for some reason, but either way, power is a respectable 260kW with a decent 650Nm of torque. A 10-speed torque converter automatic, full-time four-wheel drive (not on-demand all-wheel drive) with a low-range transfer case, and locking centre differential are also standard. While it sounds like the GX550 Sports Luxury has off-road potential covered, the 22-inch alloy wheels and highway-terrain tyres may be a limiting factor. Braked towing capacity of 3130kg is decent, but not best in class. It’s worth calling out here that on 22-inch wheels, the Sports Luxury has the lowest tow capacity of the range, the other variants' capacity is a full 3500kg, but optioning smaller 20-inch wheels brings the Sports Luxury back up to 3500kg. All GX550s come with powered front seats with heating and ventilation, heated second-row seats, wireless smartphone charging, a head-up display, a digital instrument cluster, 14-inch infotainment, a powered tailgate, 360-degree cameras and more. The Luxury and Sports Luxury offer seven seats, and the Sports Luxury includes extras like adaptive suspension, auto-foldaway side steps, a fixed panoramic glass roof, genuine leather interior, massaging front seats, an interior cool box, multi-colour interior ambient lighting, a 21-speaker premium audio system, and other trim and appointment upgrades. The inclusions over the Luxury grade seem like good value for the $6270 step-up in price, and optional equipment is limited to metallic paint for $1750 (as shown) and an an Enhancement Pack that swaps the 22-inch wheels for 20s and raises towing capacity to 3500kg at no extra cost (not fitted). The only real alternative is to opt for the Overtrail grade, which adds a swaybar disconnect, a locking rear differential, crawl control, all-terrain tyres, and other features aimed at off-roading more than pampering. The Land Rover Defender 110 is the closest rival in terms of its crossover between refinement and off-road potential. The $127,100 plus ORCs Defender 110 P425 X-Dynamic SE lines up with the GX on price, with a 313kW petrol V8 engine, but only seating for five – unless you start adding options. General Motors offers the GMC Yukon Denali – more of a Lexus LX rival, but still within consideration, albeit bigger and much more expensive at $174,990 plus ORCs. The Yukon has the ace up its sleeve of offering seating for eight, if that’s important, and up to 3.6 tonnes of towing capability.Closer to home, the price paid for a GX550 Sports Luxury could also get you into a Toyota LandCruiser 300 Series VX. The slightly larger LandCruiser offers a more frugal 3.3-litre turbo-diesel V6 engine, and the support of Toyota’s much larger dealer network – crucial if you plan on going remote often. While it may not be as outright plush on the inside, the VX grade still offers a host of luxury appointments, but with additional cargo space and towing capacity.

How fuel-efficient is the Lexus GX550? Despite Lexus putting a lot of effort into hybrids, the V6 in the Lexus GX is a little unusual in lacking any form of hybrid assistance to save fuel, or even an idle-stop system to switch the engine off at the traffic lights. The result is a claimed 12.3 litres per 100 kilometres consumption, and in a week of mostly highway driving, the GX550 clocked in at 12.8L/100km. Not too bad for something so big, even if that sounds a little thirsty in isolation. If your driving was more city-centric, the fuel bill for the big Lexus would very quickly look a lot worse. The claimed urban consumption figure is 17L/100km, but in heavy traffic, expect to land somewhere closer to the 20L/100km mark.

With an 80-litre fuel tank, the as-tested cruising range would be 625km from a full tank. Based on the claimed city consumption, range drops to 470km. Fuel efficiency 2026 Lexus GX550 Sports Luxury Fuel cons. (claimed) 12.3L/100km Fuel cons. (on test) 12.8L/100km Fuel type 95-octane premium unleaded Fuel tank size 80L

The warranty on the Lexus GX550 covers the vehicle for five years, with no kilometre limit for private buyers, or a 160,000km cap on vehicles used commercially. Lexus also provides five years' provision for towing and loan vehicles in some circumstances. A big lure of Lexus ownership is the brand’s Encore program, which covers the first three years of ownership and provides features like a free service loan car, Ampol fuel discounts, promotional partner offers and event invites, and roadside assist for the duration of Encore coverage. Servicing costs are covered by the Lexus capped-price program, but whereas most rivals offer 12-month service intervals, the GX550 asks for scheduled servicing every six months or 10,000km at $695 per service for the first five years or 100,000km. While potentially an inconvenience for some owners, especially those unlikely to venture too far off-road, the closer intervals and shorter cycles between fresh fluids and filters could be seen as a positive for owners who regularly tow or head off the beaten track. At $6950 over five years, the Lexus isn’t bargain-priced. A Toyota LandCruiser would cost $4500 over the same period, while a Defender would cost $3300 for a six-cylinder petrol, $3900 for a P425 V8, or up to $3500 for a six-cylinder diesel. Running the numbers on comprehensive insurance, the GX550 would cost $4072 to insure, the LandCruiser VX comes in much cheaper at $2867 per year, and a Defender 110 P425 X-Dynamic SE comes to a similar $3969. At a glance 2026 Lexus GX550 Sports Luxury Warranty Five years, unlimited km Service intervals 6 months or 10,000km Servicing costs $4170 (3 years) $6950 (5 years)

The Lexus GX is officially untested by Australasian safety authority ANCAP and its European equivalent Euro NCAP. The Toyota Prado, with which the GX550 shares its chassis and key body structure, was given a five-star rating in 2024. While the two models are not identical, their close relationship means the Prado’s results can be used as a guideline, at least. The GX550 is fitted with nine airbags, including first and second-row side airbags, full-length curtain airbags, and a centre airbag between front seat occupants. ISOFIX child seat mounts are mounted in the second row, but the third-row seats lack ISOFIX and top-tether mounts. While the electronic driver assist functions are helpful if the driver’s attention lags, they're not able to fully take control and fill in as semi-autonomous systems. The car will nudge you back into your lane, but won’t track you between markings for an extended time. With the driver in control, the GX550 lets you move around within a lane, and that’s handy for dodging potholes or keeping to the smoothest line on a rural road.During testing, there were no false alerts, which is a positive sign, and the driver-facing attention monitoring camera only chimes in after a reasonable interval of looking away from the road.

At a glance 2026 Lexus GX550 Sports Luxury Autonomous Emergency Braking (AEB) Yes Vehicle, pedestrian, cyclist, motorcycle, and intersection detection Adaptive Cruise Control Yes Includes traffic jam assist, curve speed reduction Blind Spot Alert Yes Includes safe exit assistance Rear Cross-Traffic Alert Yes Alert and assist functions Lane Assistance Yes Lane-departure warning, lane-keep assist, lane-centring assist Road Sign Recognition Yes Includes speed limit assist, intelligent cruise control Driver Attention Warning Yes Includes driver-facing camera Cameras & Sensors Yes Front and rear sensors, 360-degree camera What is the Lexus GX550 like on the outside? The blocky profile of the GX range stands out against the otherwise more swoopy range of smaller Lexus SUVs. Much of the body is shared with the Toyota Prado, resulting in similar styling, but with unique details at the front and rear. Motorised side steps make getting in and out easier, but the motors are surprisingly noisy and clunky and don’t feel as premium as they should. When folded up, the steps don’t align flush with the body, with big panel gaps visible. The design channels the Defender from some angles, but with a much more aggressive Lexus twist. The look really shows that this is a big SUV with rugged construction, and not a poser or pretender. The 22-inch wheels of the Sports Luxury might be just a little oversized for the car’s intended purpose, but ultimately don't negatively impact ride comfort. Buyers intending to lean more heavily on the GX550’s towing or off-roading capabilities would be better served by the optional Enhancement Pack, which swaps the 22-inch wheels for 20-inch wheels (from the Luxury grade) and boosts towing capacity to 3.5 tonnes.

The interior of the GX550 is conservative in its design and materials, and at first glance doesn’t look like it carries the level of luxury you might expect for the price. A focus on longevity and service life seems to have taken priority over outright sophistication and plush materials. In a segment where the Defender has managed to get away with exposed screws and structural elements on display, Lexus isn't out of touch, but some of the design feels less cutting-edge than car-based rivals at the same price. There’s a lot of soft plastics used on parts of the dash you’ll never touch, but then no padding on the upper door trims, and hard surfaces where your knees rest. Front seat passengers get a commanding view out, with a lofty driving position, broad seats, and big windows. Seat padding is rather firm, with Lexus using a fine-grain, soft and smooth leather. The support isn’t sink-in soft or lounge-like, but for long stints behind the wheel, the front seats are quite comfy with support in the right places. There’s a front seat massage to help here too, although accessing it via the touchscreen is a multi-press journey, with no quick and easy shortcut to switch the function on. The Sports Luxury gets features other grades miss out on, like front seat base-length adjustment, a heated steering wheel, front seat ventilation (heating is standard on all models), a kick-to-open power tailgate, and a panoramic glass roof that features both electrochromatic tinting and an electric blind. Rear seat passengers get a separate set of climate controls and manually reclining rear seats. There are air vents in the ceiling and manual window shades on the doors to maintain comfort. The rear seats are, however, a little short on overall knee room, especially given how big the GX550 is overall, and the seats can’t be adjusted fore or aft. A one-touch button flips the second-row forward for access to the back, but there’s no powered return, requiring a manual shove to return the seat upright. Space in the third row is actually quite decent, with enough room in most directions for most adults up to just below average height. The seats themselves aren’t as plush or padded as the other rows, though, so the third row feels a bit less grand compared to something like a BMW X7. Boot space is absolutely huge. If you’re planning on running a car fridge, it’ll barely make a dent in the available space. Third-row seats fold away electrically too, making them easy to deploy when required and leaving a flat floor when stowed. With a big open floor, you’ll want to invest in a boot caddy to keep your groceries or smaller items in check. With the third row up, the boot is naturally a lot smaller, but there’s still space to stash backpacks or a beach bag or two. 2026 Lexus GX550 Sports Luxury Seats Seven Boot volume 171L to third row 949L to second row 1875L to first row Length 5015mm Width 1980mm Height 1935mm Wheelbase 2850mm More Link

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2026 BYD Atto 1

Dolphin Surf.

Since the 2026 model year is forward-looking, much of the information is based on early reviews, international specs, and announcements for its launch in markets like Australia and New Zealand.

Here is a review summary based on the available information:

Key Highlights & Market Positioning

• Affordability: The Atto 1 is heavily anticipated to become Australia's cheapest EV, with estimated starting prices around $25,000 (before on-road costs) in that market, making it a strong competitor against budget petrol cars like the Toyota Yaris or Suzuki Swift.

• Size: It is a compact city car (around 3,990mm long, 1,720mm wide), built on BYD's e-Platform 3.0.

• Seating: It is typically configured as a four-seater, although some specifications mention five seats.

Powertrain and Performance (Varies by Trim)

The Atto 1 is generally offered in at least two main variants: Essential (or Dynamic) and Premium.

Feature	Essential/Dynamic Trim	Premium Trim
Battery Capacity (LFP Blade)	$\approx 30 \text{ kWh}$	$\approx 43.2 \text{ kWh}$
WLTP Range	$\approx 220 \text{ km}$	$\approx 310 \text{ km}$
Max Power	$65 \text{ kW}$	$115 \text{ kW}$
Max Torque	$175 \text{ Nm}$	$220 \text{ Nm}$
0-100 km/h Acceleration	$\approx 11.1 \text{ seconds}$	$\approx 9.1 \text{ seconds}$
DC Fast Charging (Peak)	Up to $65 \text{ kW}$	Up to $85 \text{ kW}$
AC Charging (Onboard)	Up to $11 \text{ kW}$	Up to $11 \text{ kW}$

Driving Feel: Early impressions suggest the instant torque makes it feel peppier than similarly sized petrol cars, with decent dynamics due to the low center of gravity. Highway stability is solid, though wind and road noise are noted at higher speeds.

Interior and Technology

• Design: The interior is described as tidy and purposeful with minimum frills, featuring the same "wavy lines" design language seen in the BYD Dolphin, though with potentially smaller screens and less soft-touch material given the lower price point.

• Infotainment: Features a signature $10.1$-inch rotating infotainment touchscreen with Apple CarPlay and Android Auto connectivity, along with "Hi BYD" voice control.

• Practicality: Offers plentiful storage spots throughout the cabin and a decent boot space for its size ($\approx 308 \text{ L}$ expanding to $\approx 1,037 \text{ L}$).

• V2L: Includes Vehicle-to-Load (V2L) functionality, allowing the car to power external appliances.

Safety

• The Atto 1 is expected to have a strong standard safety suite.

• Globally, the model has achieved a five-star Euro NCAP safety rating.

• Standard equipment often includes six airbags (driver/passenger, side, and curtain), Automatic Emergency Braking (AEB), Lane-Keep Assist, and Adaptive Cruise Control.

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In summary, the 2026 BYD Atto 1 is shaping up to be a game-changer in the affordable EV segment, offering modern tech, solid safety credentials, and good urban practicality at a highly competitive price.

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2025 Toyota RAV4 GX 2.5L SUV FWD Hybrid

Based on the information available, here is a review summary focusing on what's generally highlighted for the RAV4 Hybrid, including details relevant to the GX trim where possible:

 Key Takeaways for the 2025 Toyota RAV4 Hybrid

The Toyota RAV4 Hybrid is consistently praised for its excellent fuel economy, practicality, and user-friendly interior. The GX trim, often positioned as a well-equipped base or near-base model (depending on the market), offers a strong package focused on efficiency and core SUV

Powertrain & Efficiency

• Engine: It utilizes a 2.5L Hybrid Electric System paired with an Auto CVT (Continuously Variable Transmission).

• Fuel Economy: This is a major strength. Depending on the market and specific testing cycle, the hybrid models achieve very impressive figures, often around 4.7L/100km to 4.8L/100km combined (or EPA estimates around 39 MPG combined).

• Performance: While not a sports car, the hybrid powertrain provides smooth and responsive driving. The net combined power for the hybrid system is often cited around 160-163 kW (or 219 net combined hp in some regions).

• Drivetrain: You specified FWD (Front-Wheel Drive), which contributes to its top-tier fuel efficiency figures compared to AWD versions.

GX Trim Specifics & Features

The GX trim tends to offer essential features:

• Wheels: Often comes with 17-inch alloy wheels.

• Infotainment: Typically includes a functional system, sometimes an 8.0-inch display with standard features like wireless Apple CarPlay/Android Auto. Higher trims get larger screens (10.5-inch) and digital clusters.

• Interior: Focuses on functionality with decent space, known for being easy to get in and out of due to its SUV ride height.

• Cargo: Good utility with a boot capacity usually around 542L to 580L, expandable when the rear seats are folded.

 Safety & Technology

• Safety Suite: Toyota generally bundles its safety features across the lineup (often Toyota Safety Sense), which includes:

  • Pre-collision systems with pedestrian detection.

  • Adaptive cruise control (Full-speed range).

  • Lane departure warning with lane-keeping assist.

  • Automatic high beams.

• Parking/Visibility: May include standard features like a rear-view camera, though features like a 360-degree camera are usually reserved for higher trims.

Pros & ❌ Cons (General Hybrid Model Observations)

Pros	Cons
Exceptional Fuel Economy in the segment.	Handling is competent but generally described as workaday, not particularly exciting compared to some rivals.
Spacious and User-Friendly Interior.	Interior materials might feel less premium than some competitors in the mid-range trims.
Standard Safety Features across the range.	Towing capacity is modest (often around 1500kg braked).
Reliability and Cheap Servicing reputation.

 

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Lamborghini Huracan

Lamborghini Huracán: The Successor to the Storm 🌪️The Lamborghini Huracán is the embodiment of power, futuristic design, and extreme performance. Its name, as is Lamborghini tradition, is taken from the famously tough fighting bull. ⚙️ Core Specifications (Based on Common Variants) The heart of the Huracán is its legendary engine: Engine: 5.2 Liter Naturally Aspirated (non-turbo) V10. Power output varies greatly between variants, but is generally in the range of 610 hp to 631 hp (or more for high-performance versions). Peak torque is typically around $600 \text{ Nm}$. Acceleration (0-100 km/h): Some variants reach this in around 2.9 seconds. Maximum Speed: Over $325 \text{ km/h}$. Transmission: Typically an LDF (Lamborghini Doppia Frizione) 7-speed dual-clutch automatic transmission. Layout: Mid-Engine, Rear-Wheel Drive (RWD) or All-Wheel Drive (AWD), depending on the variant. 🌟 Popular Lamborghini Variants HuracánThe Huracán has evolved into several variants, each offering a unique driving character:Primary Focus VariantWheel DriveHuracán EVOBalance between everyday and track performance. Equipped with an advanced control system (LDVI).AWDHuracán STOSuper Trofeo Omologata. Designed like a GT3 race car for the road.RWDHuracán TecnicaA variant that focuses more on the track experience but remains comfortable on the road.RWDHuracán PerformanteA high-performance variant that dominated the Nürburgring records of its time, known for its ALA technology.AWDHuracán SterratoLamborghini's first off-road variant, with increased ground clearance and body cladding.

Interior Design and Features

Exterior: The design is very aggressive and aerodynamic, featuring sharp lines and a low, Lamborghini-like silhouette. It utilizes extensive lightweight materials such as forged carbon fiber.

Interior: Resembling an aircraft cockpit concept, dominated by hexagonal shapes on the air conditioning grille, steering wheel, and other panels. Premium materials such as Nappa leather and Alcantara are prominent.

Special Features: Selectable driving modes (such as Strada, Sport, Corsa) that alter the characteristics of the engine, transmission, and suspension.

Price in Indonesia (Estimate)

The price of a Lamborghini Huracán varies greatly depending on the variant (new/used), year, and selected customization options. Based on market data, the range is quite high:

Used Models (Early Generation): Starting from around IDR 7.5 billion and up.

New/Pre-Owned Models (such as Tecnica/STO): Often ranging from IDR 9.5 billion to over IDR 14 billion (off-the-road price).

Lamborghini Huracán Tecnica: Perfect Balance at the End of the V10 Era

The Lamborghini Huracán Tecnica is positioned as a bridge between the Huracán EVO (which is more AWD/balance-oriented) and the Huracán STO (which is very track-focused). The Tecnica specifically offers a pure RWD driving experience with more refined tuning for everyday use.

Tecnica Key SpecificationsFeaturesSpecification DetailsEngine5.2 Liter V10 Naturally AspiratedConfigurationRWD (Rear-Wheel Drive)Maximum Power$640 \text{ CV}$ ($470 \text{ kW}$) at $8,000 \text{ rpm}Maximum Torque$565 \text{ Nm}$ at $6,500 \text{ rpm}Acceleration (0-100 km/h)$3.2 \text{ seconds}Acceleration (0-200 km/h)$9.1 \text{ seconds}Top Speed$325 \text{ km/h}Transmission7-Speed ​​LDF (Dual Clutch)

Technical Focus

RWD Performance: Because it is rear-wheel drive, the Tecnica offers a more intuitive and enjoyable driving experience for drivers who prefer controlled oversteer, unlike AWD which feels "Safer" design.

Improved Aerodynamics: The exterior design has been updated to increase downforce and reduce drag compared to previous Huracán models, providing better stability at high speeds.

LDVI (Lamborghini Dinamica Veicolo Integrata): This integrated vehicle management system controls all of the car's dynamic systems (such as P-TCS, AWD where available, and Rear-Wheel Steering on some models) to provide optimal handling.

STO Similarities: The engine has the same output as the STO, making it very powerful, but the suspension and aerodynamic tuning have been adjusted for a better road experience.

The Off-The-Road (OTR) price for the Lamborghini Huracán Tecnica is estimated to be in the range of IDR 9.5 billion to IDR 11.8 billion, depending on customization options (Ad Personam) and ordering time.

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New BMW 330e 2024

Better than ever, there really is little reason to consider anything else if you're in the market for a plug-in hybrid company car that's as comfortable to sit in as it is to drive. The BMW 3 Series – and in particular this 330e plug-in hybrid – really does represent the best of both worlds for those wanting to dip their toe into the world of electrification (and save on their tax bill), but not yet ready to commit to a full EV. Keep it charged and there's no better EV-lite driving experience currently on sale. The BMW 3 Series has been the company's car driver's benchmark for more than four decades. Ever since its inception, it's been the default choice for those who've climbed the corporate ladder and want to show off their status with the famous white, black and blue badge on the bootlid. Yet with the electric car's recent dominance in the fleet market, BMW has to do something serious to keep its saloon stalwart competitive. With an all-new 3 Series still a year or so off, that meant tweaking the formula with a second mid-life facelift – simply to tide over the G20 generation before its successor was deemed ready for release.

So in May this year, BMW announced a series of updates to bring the fight to electric car alternatives such as the Tesla Model 3 and Polestar 2, as well as historical rivals such as the Mercedes C-Class and Audi A5 (nee A4). The tweaks to the 3 Series are mostly mechanical. There's no 320d diesel anymore, which means the most significant change relates to the big-selling 330e plug-in hybrid's high-voltage battery. A new 19.5kWh unit now allows for an official 62 miles of electric running in the M Sport car we have here (63 miles in the more modest Sport spec), which means a theoretical 350-odd miles per gallon and CO2 emissions as low as 19g/km. Of course, while that's pie-in-the-sky kind of stuff, it does mean you'll get significantly more zero-emissions range out of your 330e than you might have done before (36 miles was the previous car's stated maximum), and it drops a Benefit-in-Kind (BiK) band in the process. At eight per cent, it's still a good chunk more than you'll pay running an EV (two per cent), but with the added reassurance that if you regularly do big miles you've got a powerful petrol engine to fall back on. Do so, and you'll easily see 40mpg or more at motorway speeds.

Yet that bigger battery means that most of the time – so long as you keep the car topped up – you'll be gliding around using no 'fuel' at all. As ever, the 330e feels perfectly suited to electric running, just as its i4 EV sibling does, with excellent refinement and a decent turn of speed. The low-speed ride is nice too, feeling controlled but never harsh. Indeed, when BMW announced the revised car, it claimed the chassis had undergone “rigorous development work”, apparently resulting in a “notable increase in comfort across all driving situations, without any loss of the customary 3 Series dynamic processing”. This dynamic prowess is a character trait that has spanned every generation of the 3 Series, and it's not lost here – no matter how fast you're travelling. In fact, aside from the polarizing thick-rimmed steering wheel, there's little to like about driving the 3. There's a precision to the car's dynamics that is lost in almost all of this car's rivals; the 330e, despite its hefty curb weight of more than 1,900kg, is about as close to a sports saloon as you'll get for under £50,000.

The rear-drive chassis feels playful, with sharp turn-in and plenty of grip. There's very little roll through fast changes of direction, making it easy to find a flow over a winding back road. That flow is just as evident on the motorway, too, where the BMW moves gently with larger undulations and settles neatly into a composed cruise. Many high-mileage motorists will lament the demise of diesel, but the powers that be had all but eliminated its usefulness by implementing hefty tax rules for anything without a bulky battery. As such, the plug-in hybrid has become the business buyers' powertrain of choice – regardless of whether they make the most of the EV range or not. By and large, the hybrid system works well. The transition between petrol and electric is almost always seamless – so long as you're not rolling up to a junction on the brakes and flooring the throttle when you spot a gap in the traffic. Like most similar set-ups, this is where the 330e comes unstuck – it's simply unable to juggle the two power sources in the blink of an eye, so there's a momentary pause as you wait for the ICE to wake up. But when it's spinning, this is a genuinely fast car. BMW quotes a 0-62mph time of 5.9 seconds, meaning it can show myriad hot hatches a clean pair of heels if you flick it into Sport mode and use the combined 288bhp of the engine and electric motor. In its most dynamic setting you'll get a jolt with each gear change, too; it may not feel as fast or linear as an EV, but there's no mention of the engagement on offer. Thankfully, the 330e's larger-capacity battery has no impact on interior or boot space – although at 375 litres, it remains 100-or-so liters down on the mild-hybrid 320. Should this be an issue, however, BMW continues to offer the PHEV layout as a Touring estate (for an extra £1,800), with the added benefit that bulky belongings can be loaded to the roof instead of being compromised by the letterbox-style saloon boot opening. Interior quality is right up there with the very best cars in this part of the market – petrol, PHEV or EV. The curved twin-screen infotainment runs the latest OS 8.5 software and is as sharp as you like, retaining the intuitive iDrive clickwheel on the center console. That said, if you prefer to use Apple CarPlay or Android Auto, this feature will feel rather archaic; every function can be accessed via the responsive touchscreen, after all. Some, like the climate controls, are now housed in a permanent 'Quickselect' panel along its base. Another change made to the 330's technical make-up is the fitment of a new 11kW on-board charger. While that won't be of much benefit to those charging at home on a regular single-phase wallbox, if you make use of work or public points with a three-phase connection, it could reduce top-up times to as little as two hours and 15 minutes. DC fast charging, which seems to be becoming more popular with the introduction of longer-range PHEVs, is not an option on the 3 Series. Advertisement With regards to range and specifications, M Sport continues to account for a huge proportion of 3 Series sales, and it's easy to see why. While all versions get at least 18-inch wheels, the M Sport's racier body kit cuts a much more athletic profile, with a wider front grille and a slightly lower stance. Inside, there's darker trim and M Sport seats with different upholstery. You'll only pay £1,250 more for this spec, which becomes almost negligible on a competitive lease deal or PCP agreement. The options list is long and varied, ranging from different wheel designs to expensive paint – our car's rather uninspiring Davit Gray metallic was an extra £1,725. Also fitted to our test car was the Technology Pack (£2,100) and the Comfort Pack (£1,575). The former adds BMW's Driving Assistant with adaptive cruise control and other safety features, plus a head-up display and self-park function. The latter, meanwhile, brings lumbar support for the front seat, plus an automatic bootlid, keyless entry and start, wireless phone charging and ambient lighting. All of this bumped the price to more than £55k. That said, a Mercedes C 300 e AMG Line starts at almost £52,000 without a single option. You might save a few pennies on BiK – the Merc sits in the five per cent tax bracket, as opposed to the BMW's eight per cent rating – but you'll need to step up to Premium trim for things like the electric tailgate or keyless go . Maybe the upcoming Audi A5 TFSIe can turn this segment on its head when it arrives later in 2025. But for now, the baby BMW is back at its best. Model: BMW 330e M Sport Price: £48,235 On sale: Now Powertrain: 2.0-litre four-cyl turbo petrol PHEV Power/torque: 288bhp/420Nm Transmission: Eight-speed automatic, rear-wheel drive 0-62mph/top speed: 5.9 seconds/143mph Economy: 353.1mpg EV range: 62 miles CO2: 19g/km Size (L/W/H): 4,713/1,827/1,446mm

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2025 Porsche Cayenne Turbo GT

Porsche's most powerful SUV combines everyday practicality with the dramatic performance and thrills of a true sports car. Porsche may be making a green impression with its ever-expanding range of electric and hybrid vehicles, but it’s comforting to know that the German brand is still capable – and willing – to surprise. Case in point? The updated 2025 Porsche Cayenne Turbo GT, which takes everything Porsche has learned about combining electrification and performance… and ignores it. For now, at least. There’s an electric Cayenne coming, but it won’t be launched in Europe until 2026, or 2027 in Australia. Even when the Cayenne is fully electric, Porsche has confirmed that the petrol variant will remain “until and beyond 2030”. So there’s plenty of time to enjoy this, the most powerful Cayenne to date, a 485kW/850Nm twin-turbo V8 monster capable of completing the 0–100km/h sprint in 3.3 seconds. It should come as no surprise that the Cayenne Turbo GT comes from Porsche’s motorsport department, the engineering minds responsible for a number of high-performance Porsches, usually wearing the GT3 or GT4 badge. Not so with the Cayenne, which ‘only’ gets the ‘GT’ moniker. That’s not to disparage the Cayenne Turbo GT, which is essentially a performance monster as those two letters usually indicate on a Porsche.

The 2025 model year update brings performance upgrades, some exterior styling tweaks and new tech inside the cabin. But the upgrades also come at a price. The entire Cayenne range, including the Turbo GT, has seen a price increase. The range-topping Porsche Cayenne Turbo GT starts at $371,700 (before on-road costs and options). And as is typical with Porsches, extra options can quickly add to the price. Our test car, for example, with a host of extras, was priced at $412,641 (in NSW) according to Porsche’s online configurator. That’s almost double the price of the Cayenne S Coupe, which is powered by the same twin-turbo V8, albeit with 349kW and 600Nm. The Turbo GT, as a high-performance SUV derived from the motorsport division, produces 485kW and 850Nm. But there’s more to the Turbo GT than just higher power and torque figures.

Notable standard features include 22-inch alloy wheels, carbon-ceramic brake rotors with 10-piston front and four-piston rear calipers, a lightweight carbon-fiber roof, matrix LED headlights, four-zone climate control, heated front and rear seats, and carbon-fiber accents throughout the interior and exterior. Options installed on our test car included a 12.3-inch passenger display ($2,380), Porsche logo lighting ($600), a body-color key fob that stores in a leather pouch ($780), an $890 air quality system, and a $1,140 Deep Sea Blue interior accent package.

You'd expect a super SUV of this caliber to have few, if any peers. You'd be wrong. There are a host of SUVs from rival manufacturers vying for buyers at this rare end of the market. The most obvious candidates include the Cayenne's broader VW group stablemates – the Lamborghini Urus S ($409,744) and the Bentley Bentayga V8 ($395,800) are both powered by the Turbo GT's 4.0-litre twin-turbo V8. There's also the Aston Martin DBX 707 and its 520kW/900Nm V8. It starts from $428,400. All prices before on-road costs. Key details 2025 Porsche Cayenne Turbo GT Price $371,700 plus on-road costs Color of test car Algarve Blue Options Air quality system – $890 GT interior package (with contrast stitching in Deep Sea Blue) – $0 Accent package Deep Sea Blue – $1140 Passenger display – $2860 Porsche logo LED courtesy lights – $600 Key painted in vehicle color with leather pouch – $780 Active lane keeping incl. intersection assist and emergency stop function – $0 Price as tested $377,970 plus on-road costs Drive-away price $412,641 (in NSW) Aston Martin DBX Rivals | Bentley Bentayga | Lamborghini Urus

The Cayenne Turbo GT is a large SUV, but it comes with a couple of differences – it only has four seats with the second row featuring individual chairs separated by a center console, and it's fashioned in the coupe style of SUV. And that means a sloping roof line. The are five-seat Cayennes in the range, and there are traditional wagon SUVs too, but for the Turbo GT model, it's four seats and coupe only. It still casts an imposing presence on the road, thanks in part to its aggressive stance capped off by those spunky 22-inch satin-finish Neodyne gold alloy wheels. Set against the Algarve Blue metallic paint of our test car, they look a million bucks.

The Cayenne Turbo GT's overall dimensions – 4932mm long, 1995mm wide, 1648mm tall and on a wheelbase of 2895mm – pay dividends in the cabin which is at once spacious, purposeful and premium. It's received a major overhaul for this update, bringing new tech and a new cabin treatment that apes its Porsche Taycan electric sedan sibling. It certainly doesn't feel like an SUV when you slide into those Race-Tex-accented sports seats, finished with plenty of contrasting Deep Sea Blue stitching. The nautical theme is carried throughout the cabin, Deep Sea Blue adorning almost every surface – on the dashboard, embroidered logos on the headrests, armrests, steering wheel and even the floor mats. It wouldn't be my first choice of color, but it does lift the ambience inside. The seats themselves are nicely bolstered, supremely comfortable, and hug you in all the right places and in the right way. They're power-adjustable eight ways, and that means finding your perfect driving position is a cinch. And believe me, you'll want to find your perfect driving position to best experience what the Turbo GT has on offer. The steering wheel, finished in Race-Tex and with a racy yellow band at 12 o'clock, feels nice and chunky and perfectly frames the Turbo GT's digital instrument cluster, which can be configured to show as much or as little information as you want . I liked the five-dial set-up, a nod to Porsches of old and their five analogue dials. Storage options up front are plentiful, with cupholders, a nice central storage bin, decently sized door pockets, and another storage bin in the center console.

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2024 Volkswagen Golf GTI

The Volkswagen Golf GTI is closing in on its 50th birthday, as the car is arguably more synonymous with the term 'hot hatch' than any other. The entire Golf GTI lineage is not the only one nearing a milestone. The current eighth-generation GTI is about nine months away from a facelift in Australia, with refreshed styling, more power, and an upgraded interior intended to address criticism of today's model. In the meantime, Volkswagen Australia is offering the current Golf GTI with both option packs for $59,990 drive-away – a saving of $6614 to $9713 compared to the regular price, depending on the state of registration. The Golf GTI is priced from $56,090 plus on-road costs for Model Year 2024 builds on sale now. Volkswagen is currently offering the car with both option packs – the $2600 Sound and Style, and $4000 Luxury – as standard for a $59,990 nationwide drive-away price, down $6614 to $9713 on the regular price with those options ticked. It is a lot more expensive than a Mk7.5 GTI was five years ago – $46,190 RRP for a five-door automatic – but today's Mk8, even before the option-pack deal, has a much longer list of technology and convenience features the previous model could never dream of. Volkswagen claims the special $59,990 offer makes for the “best value” Golf GTI ever, given the level of equipment for the price. The option packs have effectively joined the standard equipment list until the offer is discontinued – it is not possible to order a Golf GTI without these features. It includes a 10-inch touchscreen with wireless Apple CarPlay/Android Auto, a 10.25-inch instrument display, LED headlights, tri-zone climate control, wireless phone charging, adaptive dampers, an electronically controlled limited-slip differential, and a suite of advanced safety technology. The Sound and Style pack adds 19-inch alloy wheels, a head-up display and Harman Kardon stereo, while the Luxury pack introduces a glass sunroof, Vienna leather upholstery, heated and ventilated front seats, a heated steering wheel and a power-adjustable driver's seat. The GTI's closest rival is its twin under the skin, the soon-to-be-updated Cupra Leon VZ ($57,990 drive-away before options) – as well as the harder-edged Hyundai i30 N DCT ($50,000 to $55,500 plus on-roads , or about $55,000 to $62,000 drive-away depending on the state of registration).

The Honda Civic Type R is much more expensive – at $74,100 drive-away nationwide – while other key rivals, including the Toyota GR Corolla hatch ($64,190 plus on-roads) and Subaru WRX sedan (from $49,990 plus on-roads with auto) are all-wheel drive and therefore a closer match to the Golf R (currently $69,990 drive-away). Key details 2024 Volkswagen Golf GTI Price $56,090 plus on-road costs Color of test car Grenadilla Black Options Luxury Package – $4000 - Power-adjustable driver's seat with memory - Heated and ventilated front seats - Heated steering wheel - Power-opening sunroof - Vienna leather upholstery Sound and Style Package – $2600 - 19-inch alloy wheels - Head-up display - Harman Kardon audio Price as tested $62,690 plus on-road costs (regular price) Drive-away price $59,990 (offer pricing until 31 December 2024) Cupra Leon VZ Rivals | Hyundai i30 N | Subaru WRX

The Mk8 Golf GTI measures 4287mm long, 1789mm wide and 1463mm tall, on a 2631mm wheelbase. It's a near-identical footprint to its Mk7 predecessor, and isn't much larger than the Mk6 launched more than 15 years ago. This means the Golf is small enough on the outside for easy maneuvering in the city, while still offering a reasonably spacious interior for the standards of today's small-car category. Red stitching and GTI badges differentiate the hot hatch from base-model Golfs inside, as do the front seats – shared with the R-Line and R – which are comfortable on longer drives while providing enough support for faster road (although not racetrack) driving . The Luxury Package in this test vehicle replaces the standard tartan-patterned cloth trim with supple white and gray Vienna leather – a useful upgrade, in my view – plus heating and ventilation for the front seats, and power adjustment on the driver's side, with memory and a wide range of adjustment, including lumbar. The thick-rimmed perforated steering wheel feels sporty, with a flat bottom, heating, and enough height and reach adjustment for taller drivers to find a comfortable position. But we found the paddle shifters to be too small for a sporty car, and the steering wheel carries fiddly touch-sensitive buttons that manage to be unresponsive to all but very deliberate presses much of the time – yet surprisingly easy to activate accidentally on other occasions . The heated steering wheel button sits where the driver's right palm tends to rest when holding the wheel at the nine-and-three positions, so I found myself accidentally and repeatedly activating the heating function during fast driving. Volkswagen is aware of these complaints, and has already removed the touch-sensitive steering wheel buttons from the facelifted Mk8.5 Golf GTI on sale in Europe now – but not due in Australia until early next year. It's a change worth waiting for. There were soft-touch materials on the top of the dashboard, and the armrests – although the lower dashboard and center console wore hard plastics – and there were no squeaks or rattles in our near-new test vehicle. Amenities include keyless entry and start, 30-colour ambient interior lighting, a wireless phone charger – with a cover to keep the phone's display out of view while driving – two USB-C ports, one 12-volt socket, tri-zone climate control , a head-up display, and a power-opening sunroof with a manual sunshade. Flock-lined door pockets are a signature Volkswagen trait – and prevent items rattling around – while the glovebox is large, and there's a handy slot next to the gear selector for the key fob, but the center console is on the small side.

Space in the rear is accommodating enough to fit my 186cm (6ft 1in) tall frame behind my driving position in the outboard seats – knees brushing the front seatback, and a couple of centimeters between my head and the roof lining – but it's a less pleasant experience for the middle-seat passenger, thanks to the large tunnel under the floor. Rear-seat occupants get their own climate-control zone – with temperature controls next to the rear air vents – as well as two map pockets, smartphone holders on each front seat, space for bottles in the flock-lined door pockets, two more USB -C ports, and a fold-down armrest with cupholders. The 374-litre boot capacity is respectable for a small car – for a full-sized suitcase and some smaller soft bags – with a two-position boot floor for increased flexibility, and 60:40 split-folding rear seats, including a ' ski port' for long but narrow items. There are bag hooks, LED lights, a 12-volt socket, and four tie-down points for securing, powering or illuminating cargo, plus a space-saver spare wheel under the floor, and a manual tailgate that opens high, so it's less likely tall owners will hit their heads on it. 2024 Volkswagen Golf GTI Seats Five Boot volume 374L seats up 1230L seats folded Length 4287mm Width 1789mm Height 1463mm Wheelbase 2631mm

Standard in the 2024 Golf GTI is a 10-inch infotainment touchscreen with wireless and wired forms of Apple CarPlay and Android Auto, satellite navigation, Bluetooth, and AM, FM and digital DAB+ radio. Volkswagen has improved the system since this generation of Golf GTI launched in Europe more than four years ago – including a processor upgrade in late 2021 – but there is still room for improvement. It's well featured, wireless CarPlay worked almost flawlessly in our week of testing, and the software was quick enough to respond, although it could still be a fraction snappier. However, nearly every control in the car runs through the touchscreen – or a panel of fiddly, touch-sensitive sliders or buttons. Among them are the climate controls. There are haptic touch-sensitive sliders under the screen for air temperature (and audio volume) but they are difficult to use accurately while driving, and – for some reason – are not illuminated, so they're even more difficult to operate at night. The row of touch-sensitive sliders happens to be placed where your palm tends to rest while operating the screen, so we found ourselves frequently adjusting the volume or air temperature while trying to do something else on the display. There are four shortcuts under the sliders, which among other functions open the climate-control menu that includes the fan speed control – as well as other air-conditioning functions – but they are touch-sensitive, not illuminated, and fiddly to use while driving . Fortunately, Volkswagen is aware of all of these issues, and the Mk8.5 facelift due in Australia next year introduces a larger 12.9-inch touchscreen with a row of climate controls pinned to the bottom of the display at all times – and adds backlighting to the touch sliders. The new screen is quicker to respond than the current item, and brings even bigger icons. We can't wait for that new system to come to this car – and if you're also not a fan of the infotainment system in the current Golf, the 2025 model is worth the six-month wait. The facelift also fixes another gripe of ours with the Golf GTI's interior: the fiddly touch-sensitive steering wheel buttons. The 2025 car reverts to clicky push-button switches. What is good about the current GTI's cabin technology is the 10.25-inch instrument display, which is one of the most customizable on the market, and lets drivers show anything from a full-screen map to a central tachometer for sporty driving. Our GTI test vehicle was optioned with the nine-speaker Harman Kardon sound system, which delivers excellent punch for a small car, no matter the song you run through it.

The Volkswagen Golf GTI is covered by a five-star ANCAP safety rating from 2022, based on testing conducted by sister organization Euro NCAP under now-supervised 2020–22 crash-test protocols. It is the second ANCAP rating for this generation of the Volkswagen Golf. The car was put through its paces by Euro NCAP in 2019 under then-current protocols when the Mk8 was launched in Europe, but after a series of safety upgrades in 2022, Volkswagen submitted the Golf for re-testing against newer and more stringent criteria. It was intended to reset the six-year expiry on the star rating, so the current 2022-dated five-star result is valid until December 2028 – rather than December 2025, not long after the Mk8.5 facelift is rolled out to global markets . In the more recent test, the Golf earned category scores of 88 per cent for adult occupant protection, 87 per cent for child occupant protection, 74 per cent for vulnerable road user protection (pedestrians and cyclists) and 76 per cent for safety assist technology. 2024 Volkswagen Golf GTI ANCAP rating Five stars (tested 2022) Safety report ANCAP report Upgrades to the Golf range in 2022 added revised software for the lane-keep assist and adaptive cruise control, as well as a center airbag between the front seat occupants, for a total of nine. Hundreds of other new cars can quote a similar long list of standard safety technology to the Golf, but few in this class can match its smooth and user-friendly calibration. The adaptive cruise control is smartly tuned, and doesn't have other cars' tendency to slam the brakes when a car pulls out in front – although as with other VW Group cars, it does not like passing cars to its right when in the left lane, as is often required on Australian roads. The lane-keep and lane-centring assist systems were not intrusive in our testing, while the rear-view camera resolution was adequate for parking at night. If the safety systems aren't to your taste, there is a quick-access button at the end of the indicator stalk that opens up a menu in the instrument cluster, where the likes of lane-keep assist and autonomous emergency braking can be disabled . One omission is the lack of speed sign recognition, as well as direct tire pressure monitors – instead, there is a tire pressure loss warning that only sounds when it detects a puncture, rather than showing the current pressure in each of the tires in normal driving . The Golf GTI is covered by a five-year/unlimited-kilometre warranty, as with other new Volkswagen cars in Australia. Servicing is called for every 12 months or 15,000km, which ever comes first, but it is expensive, totaling $2083 for three years/45,000km – or a steep $4019 for five years/75,000km. Volkswagen offers prepaid service packs to lower the cost – $1875 for three years/45,000km, or $3400 for five years/75,000km – but they are still expensive compared to key rivals. Maintenance over five years/75,000km costs $3646 for a Cupra Leon VZ and $3607 for a Skoda Octavia RS – the Golf GTI's sibling – while five years/50,000km for a Hyundai i30 N hatch costs $1885, or just $995 for a Honda Civic Type R. Only a Toyota GR Corolla – which has six-month/10,000km service intervals – is dearer over five years, at $4038 (also over 100,000km). A year of comprehensive insurance coverage with a leading provider is quoted as $1625, based on a comparative quote for a 35-year-old male living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances. For context, a Hyundai i30 N Premium with Sunroof DCT hatch returns $2129 under the same parameters. At a glance 2024 Volkswagen Golf GTI Warranty Five years, unlimited km Service intervals 12 months or 15,000km Servicing costs $2083 (3 years) $4019 (5 years) Volkswagen claims fuel consumption for the Golf GTI in mixed driving of 7.0 liters per 100 kilometers. Over 650km of urban, highway and country driving, we returned fuel use of 9.8L/100km. It is high for a small car, but much of our time behind the wheel was skewed towards city traffic – as well as spirited driving on twisty roads – neither of which is good for saving fuel. Around town, we saw consumption of about 10 to 11L/100km – compared to Volkswagen's urban fuel-use claim of 9.3L/100km – while on the open road, consumption was closer to 7.0L/100km, against VW's extra-urban rating of 5.6L/100km. In any case, we weren't trying to drive in a fuel-efficient manner, so your mileage will, of course, vary. As with most European cars, the Golf GTI requires 95- or 98-octane premium unleaded petrol for its 50-litre fuel tank which, if consumed at 6.0L/100km on the freeway, would translate to a driving range of 833km.

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