EOFY $2000 cashback on Peugeot 3008 Hybrid Fastback
French automaker Peugeot is offering $2000 cashback on its 3008 Hybrid Fastback until June 30, 2025.
The incentive applies across the 3008 Hybrid Fastback range, which includes two model grades – Allure and Premium – starting at $52,990 before on-road costs and before the cashback offer.
The broader 3008 lineup is the brand's best-selling passenger vehicle in Australia – with the Peugeot Partner van its overall leader –although sales across the range have been down almost 25 per cent in the first five months of the year.
The third-generation 3008 Hybrid Fastback was launched in late 2024 and despite the name, isn't a full hybrid but instead uses a 48V mild-hybrid powertrain (MHEV).
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
This means a 1.2-litre three-cylinder petrol engine with an electric motor built into the six-speed dual-clutch automatic transmission, which can help the 3008 start, drive at low speed and coast to save fuel.
It gives the 3008 Hybrid in either Allure or Premium model grades a claimed combined fuel consumption of 4.9L/100km – not bad for a five-seat SUV the same size as a Toyota RAV4 or Mazda CX-5.
The Allure comes standard with 19-inch alloy wheels, automatic LED headlights, 'Orbital' black door mirrors and Peugeot 'Signature' LED tail lights.
Obsession Blue exterior paint is a no-cost option but any of the other five colours will add $690 to the price.
Standard interior equipment includes keyless entry, leather-and-fabric combination seats, a leather-wrap steering wheel and digital instrument cluster.
Part of the edgy cabin design is the standard 21-inch curved infotainment touchscreen, while there's also dual-zone air-conditioning and rain-sensing wipers for the acoustic windscreen.
Wireless smartphone charging is fitted on both model grades, as is wireless Apple CarPlay and Android Auto connectivity.
The 3008 GT Premium is a considerable $12,000 more than the Allure, priced at $64,990 before on-road costs and the $2000 cashback offer.
For the extra cash, the GT Premium gets a black-painted contrasting roof and rear spoiler, 'Pixel' LED headlights and 'Claw Effect' LED tail lights.
Inside, there's Nappa leather seat upholstery with the driver's seat adding 10-way electric adjustment and memory function, while both front passengers score extendable seat cushions, seat heating and cooling as well as a massaging function.
The driver gets a full leather-wrap steering wheel – with Lane Centering added to the driver assistance suite – while there's touch-sensitive LED interior lighting, too.
Rear passengers don't miss out, with heated outside rear seats, back-seat armrests and a panoramic roof stretching to the second row, while a hands-free tailgate is also standard on the 3008 GT Premium.
Safety tech across both model grades includes AEB, blind-spot monitoring, adaptive cruise control, traffic sign recognition and rear-cross traffic alert, with a surround view camera also standard.
The 3008 comes with Peugeot's five-year, unlimited kilometre warranty with capped price serving costing $1890 for up to five years.
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Israel fumes as France nixes weapons stands at airshow
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The Advertiser
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Why GM is betting on a new type of EV battery
General Motors says its upcoming lithium manganese rich (LMR) batteries will offer an ideal balance of cost and range for certain electric vehicles (EVs). The American automaker plans to offer LMR batteries in addition to its existing types of lithium-ion batteries: lithium iron phosphate (LFP), intended for use in more affordable vehicles, and nickel manganese cobalt (NMC), which it uses in more high-end vehicles. 'Rich' isn't an element on the periodic table, of course. Instead the name refers to a higher percentage of manganese being used but less in the way of nickel and cobalt. "We think that LMR really has an opportunity to be the low-cost chemistry in North America that's American pioneered and aligned with the infrastructure we already have in place," GM battery engineer Andrew Oury told media at the GM Technical Center in Michigan. "LMR has cost that's comparable to LFP but instead of having a range capped at around 350 miles [563km], we can get well over 400 miles [644km] of range with LMR." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The new LMR batteries will enter commercial production in 2028 at GM/LG Energy Solutions joint-venture plants. GM says that LMR batteries have been studied since the 1990s, but the chemistry has never been employed in EVs due to concerns over short battery life and voltage decay. But it claims LMR cells it has tested have energy density 33 per cent greater than the best-performing LFP cells on the market, while matching the lifespan of current-generation high-nickel cells. Additionally, it can produce LMR batteries using the same equipment used to produce NMC batteries. "That's a big benefit to localising low-cost chemistry. LFP wouldn't be able to use the same manufacturing lines – it needs different lines," said Mr Oury. But why is GM almost completely removing cobalt from the equation for these new EV batteries? One word: cost. "One of the easiest formulations of NMC is to take equal parts of nickel, manganese and cobalt, blend them together, and because you've got one part of each, we call that NMC 1-1-1," explained Mr Oury. "The problem with it is these materials don't have the same cost. Cobalt is clearly the most expensive of those materials, nickel is the next most expensive, and manganese is pretty affordable. "There's been a tailwind at the back of every battery engineer for the last 10 years, which was everybody just said, 'We're going to drop the cobalt as low as possible, and we're going to increase the nickel as high as possible as a cost-saving strategy'. "So you get rid of the most expensive one, you go to the next most expensive one. The reason you didn't go straight to the lowest cost one is because nickel is better at storing energy than manganese, so that helps get energy density up along the way. "Every time the industry made a shift towards higher nickel, folks said you won't be able to make a battery that lasts long, it'll overheat, it won't charge fast enough, the battery won't be stable, and it won't be abuse tolerant." Mr Oury explained many EV batteries have gone from 30 per cent nickel to as much as 80 per cent. With its NMR batteries, it plans to push that back down to 30 or 40 per cent, while pushing manganese up to 60 or 70 per cent. "That's going to help us get battery costs that are comparable to LFP with significantly higher energy density. This is a challenge, but we've addressed it with how we manufacture every element of the cell from the electrolyte to the energy-storing materials in the can," said Mr Oury. That doesn't mean GM will phase out LFP batteries, which it will offer in the Chevrolet Silverado EV and next-generation Bolt, or NMC batteries, as used in vehicles like its electric Cadillac lineup. "Going forward, we'll continue to use high-nickel chemistries where you need the longest range. In the rest of the market, we'll enable LFP near the entry level and LMR for mainstream or value vehicles," said Mr Oury. "We're building enough sales volume in different segments that we don't have to use the exact same engineering solution across all segments. "We can now have an engineering segment for this segment and a modified one for that segment. We'll still have large economies of scale but we can bring our piece cost and manufacturing cost down by being more application-specific." He cited the example of the base Work Truck (WT) version of the Chevrolet Silverado EV pickup, which offers a claimed range of 792km. With prismatic cells and LFP chemistry, it can offer 563km from a single charge – so "more range using low-cost LFP chemistry than some of our competition can get using the more expensive high-nickel chemistry", explained Mr Oury. Despite recent headwinds for EVs – chief among them a new administration in the US that has proven hostile towards the technology – GM is charging ahead. GM has two joint-venture battery plants with LG Energy Solutions and is building one with Samsung SDI, plus it has built a battery cell innovation centre at its Tech Center in Warren, Michigan that can produce full-size cells for prototyping. Under construction is a battery cell development centre which will be able to produce half a gWh worth of cells annually. "This plant will look like a faction of one of these plants, it'll have equipment that's largely the same, that can run at about the same speed and help us bridge that gap between prototype manufacturing and full-scale manufacturing," explained Mr Oury. GM is expanding from pouch cells to new prismatic cells (pictured above), which will be produced at both of its joint ventures. With these prismatic cells, GM can employ fewer but larger modules. In its electric pickup trucks, this means it can go from 24 modules to just six, with total battery module components reduced by 75 per cent and total pack components by 50 per cent. "We don't think anybody's building a lower-cost cell in North America than we are," said Mr Oury. GM currently offers a diverse lineup of EVs, ranging from the mid-size Chevrolet Equinox EV (pictured above) all the way up to full-size pickups and SUVs such as the GMC Hummer EV and Sierra EV. It's currently second in terms of EV sales in the US, behind only Tesla. It doubled its EV market share in 2024 as new models came on stream, and grew sales 94 per cent in the first quarter of this year – or almost two full points of market share. GM also builds a range of Buick, Chevrolet and Cadillac electric SUVs in China, and is launching Cadillac into new markets with an EV-only lineup. The Cadillac Lyriq, launched in Australia earlier this year, is GM's first EV in Australia. Content originally sourced from: General Motors says its upcoming lithium manganese rich (LMR) batteries will offer an ideal balance of cost and range for certain electric vehicles (EVs). The American automaker plans to offer LMR batteries in addition to its existing types of lithium-ion batteries: lithium iron phosphate (LFP), intended for use in more affordable vehicles, and nickel manganese cobalt (NMC), which it uses in more high-end vehicles. 'Rich' isn't an element on the periodic table, of course. Instead the name refers to a higher percentage of manganese being used but less in the way of nickel and cobalt. "We think that LMR really has an opportunity to be the low-cost chemistry in North America that's American pioneered and aligned with the infrastructure we already have in place," GM battery engineer Andrew Oury told media at the GM Technical Center in Michigan. "LMR has cost that's comparable to LFP but instead of having a range capped at around 350 miles [563km], we can get well over 400 miles [644km] of range with LMR." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The new LMR batteries will enter commercial production in 2028 at GM/LG Energy Solutions joint-venture plants. GM says that LMR batteries have been studied since the 1990s, but the chemistry has never been employed in EVs due to concerns over short battery life and voltage decay. But it claims LMR cells it has tested have energy density 33 per cent greater than the best-performing LFP cells on the market, while matching the lifespan of current-generation high-nickel cells. Additionally, it can produce LMR batteries using the same equipment used to produce NMC batteries. "That's a big benefit to localising low-cost chemistry. LFP wouldn't be able to use the same manufacturing lines – it needs different lines," said Mr Oury. But why is GM almost completely removing cobalt from the equation for these new EV batteries? One word: cost. "One of the easiest formulations of NMC is to take equal parts of nickel, manganese and cobalt, blend them together, and because you've got one part of each, we call that NMC 1-1-1," explained Mr Oury. "The problem with it is these materials don't have the same cost. Cobalt is clearly the most expensive of those materials, nickel is the next most expensive, and manganese is pretty affordable. "There's been a tailwind at the back of every battery engineer for the last 10 years, which was everybody just said, 'We're going to drop the cobalt as low as possible, and we're going to increase the nickel as high as possible as a cost-saving strategy'. "So you get rid of the most expensive one, you go to the next most expensive one. The reason you didn't go straight to the lowest cost one is because nickel is better at storing energy than manganese, so that helps get energy density up along the way. "Every time the industry made a shift towards higher nickel, folks said you won't be able to make a battery that lasts long, it'll overheat, it won't charge fast enough, the battery won't be stable, and it won't be abuse tolerant." Mr Oury explained many EV batteries have gone from 30 per cent nickel to as much as 80 per cent. With its NMR batteries, it plans to push that back down to 30 or 40 per cent, while pushing manganese up to 60 or 70 per cent. "That's going to help us get battery costs that are comparable to LFP with significantly higher energy density. This is a challenge, but we've addressed it with how we manufacture every element of the cell from the electrolyte to the energy-storing materials in the can," said Mr Oury. That doesn't mean GM will phase out LFP batteries, which it will offer in the Chevrolet Silverado EV and next-generation Bolt, or NMC batteries, as used in vehicles like its electric Cadillac lineup. "Going forward, we'll continue to use high-nickel chemistries where you need the longest range. In the rest of the market, we'll enable LFP near the entry level and LMR for mainstream or value vehicles," said Mr Oury. "We're building enough sales volume in different segments that we don't have to use the exact same engineering solution across all segments. "We can now have an engineering segment for this segment and a modified one for that segment. We'll still have large economies of scale but we can bring our piece cost and manufacturing cost down by being more application-specific." He cited the example of the base Work Truck (WT) version of the Chevrolet Silverado EV pickup, which offers a claimed range of 792km. With prismatic cells and LFP chemistry, it can offer 563km from a single charge – so "more range using low-cost LFP chemistry than some of our competition can get using the more expensive high-nickel chemistry", explained Mr Oury. Despite recent headwinds for EVs – chief among them a new administration in the US that has proven hostile towards the technology – GM is charging ahead. GM has two joint-venture battery plants with LG Energy Solutions and is building one with Samsung SDI, plus it has built a battery cell innovation centre at its Tech Center in Warren, Michigan that can produce full-size cells for prototyping. Under construction is a battery cell development centre which will be able to produce half a gWh worth of cells annually. "This plant will look like a faction of one of these plants, it'll have equipment that's largely the same, that can run at about the same speed and help us bridge that gap between prototype manufacturing and full-scale manufacturing," explained Mr Oury. GM is expanding from pouch cells to new prismatic cells (pictured above), which will be produced at both of its joint ventures. With these prismatic cells, GM can employ fewer but larger modules. In its electric pickup trucks, this means it can go from 24 modules to just six, with total battery module components reduced by 75 per cent and total pack components by 50 per cent. "We don't think anybody's building a lower-cost cell in North America than we are," said Mr Oury. GM currently offers a diverse lineup of EVs, ranging from the mid-size Chevrolet Equinox EV (pictured above) all the way up to full-size pickups and SUVs such as the GMC Hummer EV and Sierra EV. It's currently second in terms of EV sales in the US, behind only Tesla. It doubled its EV market share in 2024 as new models came on stream, and grew sales 94 per cent in the first quarter of this year – or almost two full points of market share. GM also builds a range of Buick, Chevrolet and Cadillac electric SUVs in China, and is launching Cadillac into new markets with an EV-only lineup. The Cadillac Lyriq, launched in Australia earlier this year, is GM's first EV in Australia. Content originally sourced from: General Motors says its upcoming lithium manganese rich (LMR) batteries will offer an ideal balance of cost and range for certain electric vehicles (EVs). The American automaker plans to offer LMR batteries in addition to its existing types of lithium-ion batteries: lithium iron phosphate (LFP), intended for use in more affordable vehicles, and nickel manganese cobalt (NMC), which it uses in more high-end vehicles. 'Rich' isn't an element on the periodic table, of course. Instead the name refers to a higher percentage of manganese being used but less in the way of nickel and cobalt. "We think that LMR really has an opportunity to be the low-cost chemistry in North America that's American pioneered and aligned with the infrastructure we already have in place," GM battery engineer Andrew Oury told media at the GM Technical Center in Michigan. "LMR has cost that's comparable to LFP but instead of having a range capped at around 350 miles [563km], we can get well over 400 miles [644km] of range with LMR." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The new LMR batteries will enter commercial production in 2028 at GM/LG Energy Solutions joint-venture plants. GM says that LMR batteries have been studied since the 1990s, but the chemistry has never been employed in EVs due to concerns over short battery life and voltage decay. But it claims LMR cells it has tested have energy density 33 per cent greater than the best-performing LFP cells on the market, while matching the lifespan of current-generation high-nickel cells. Additionally, it can produce LMR batteries using the same equipment used to produce NMC batteries. "That's a big benefit to localising low-cost chemistry. LFP wouldn't be able to use the same manufacturing lines – it needs different lines," said Mr Oury. But why is GM almost completely removing cobalt from the equation for these new EV batteries? One word: cost. "One of the easiest formulations of NMC is to take equal parts of nickel, manganese and cobalt, blend them together, and because you've got one part of each, we call that NMC 1-1-1," explained Mr Oury. "The problem with it is these materials don't have the same cost. Cobalt is clearly the most expensive of those materials, nickel is the next most expensive, and manganese is pretty affordable. "There's been a tailwind at the back of every battery engineer for the last 10 years, which was everybody just said, 'We're going to drop the cobalt as low as possible, and we're going to increase the nickel as high as possible as a cost-saving strategy'. "So you get rid of the most expensive one, you go to the next most expensive one. The reason you didn't go straight to the lowest cost one is because nickel is better at storing energy than manganese, so that helps get energy density up along the way. "Every time the industry made a shift towards higher nickel, folks said you won't be able to make a battery that lasts long, it'll overheat, it won't charge fast enough, the battery won't be stable, and it won't be abuse tolerant." Mr Oury explained many EV batteries have gone from 30 per cent nickel to as much as 80 per cent. With its NMR batteries, it plans to push that back down to 30 or 40 per cent, while pushing manganese up to 60 or 70 per cent. "That's going to help us get battery costs that are comparable to LFP with significantly higher energy density. This is a challenge, but we've addressed it with how we manufacture every element of the cell from the electrolyte to the energy-storing materials in the can," said Mr Oury. That doesn't mean GM will phase out LFP batteries, which it will offer in the Chevrolet Silverado EV and next-generation Bolt, or NMC batteries, as used in vehicles like its electric Cadillac lineup. "Going forward, we'll continue to use high-nickel chemistries where you need the longest range. In the rest of the market, we'll enable LFP near the entry level and LMR for mainstream or value vehicles," said Mr Oury. "We're building enough sales volume in different segments that we don't have to use the exact same engineering solution across all segments. "We can now have an engineering segment for this segment and a modified one for that segment. We'll still have large economies of scale but we can bring our piece cost and manufacturing cost down by being more application-specific." He cited the example of the base Work Truck (WT) version of the Chevrolet Silverado EV pickup, which offers a claimed range of 792km. With prismatic cells and LFP chemistry, it can offer 563km from a single charge – so "more range using low-cost LFP chemistry than some of our competition can get using the more expensive high-nickel chemistry", explained Mr Oury. Despite recent headwinds for EVs – chief among them a new administration in the US that has proven hostile towards the technology – GM is charging ahead. GM has two joint-venture battery plants with LG Energy Solutions and is building one with Samsung SDI, plus it has built a battery cell innovation centre at its Tech Center in Warren, Michigan that can produce full-size cells for prototyping. Under construction is a battery cell development centre which will be able to produce half a gWh worth of cells annually. "This plant will look like a faction of one of these plants, it'll have equipment that's largely the same, that can run at about the same speed and help us bridge that gap between prototype manufacturing and full-scale manufacturing," explained Mr Oury. GM is expanding from pouch cells to new prismatic cells (pictured above), which will be produced at both of its joint ventures. With these prismatic cells, GM can employ fewer but larger modules. In its electric pickup trucks, this means it can go from 24 modules to just six, with total battery module components reduced by 75 per cent and total pack components by 50 per cent. "We don't think anybody's building a lower-cost cell in North America than we are," said Mr Oury. GM currently offers a diverse lineup of EVs, ranging from the mid-size Chevrolet Equinox EV (pictured above) all the way up to full-size pickups and SUVs such as the GMC Hummer EV and Sierra EV. It's currently second in terms of EV sales in the US, behind only Tesla. It doubled its EV market share in 2024 as new models came on stream, and grew sales 94 per cent in the first quarter of this year – or almost two full points of market share. GM also builds a range of Buick, Chevrolet and Cadillac electric SUVs in China, and is launching Cadillac into new markets with an EV-only lineup. The Cadillac Lyriq, launched in Australia earlier this year, is GM's first EV in Australia. Content originally sourced from: General Motors says its upcoming lithium manganese rich (LMR) batteries will offer an ideal balance of cost and range for certain electric vehicles (EVs). The American automaker plans to offer LMR batteries in addition to its existing types of lithium-ion batteries: lithium iron phosphate (LFP), intended for use in more affordable vehicles, and nickel manganese cobalt (NMC), which it uses in more high-end vehicles. 'Rich' isn't an element on the periodic table, of course. Instead the name refers to a higher percentage of manganese being used but less in the way of nickel and cobalt. "We think that LMR really has an opportunity to be the low-cost chemistry in North America that's American pioneered and aligned with the infrastructure we already have in place," GM battery engineer Andrew Oury told media at the GM Technical Center in Michigan. "LMR has cost that's comparable to LFP but instead of having a range capped at around 350 miles [563km], we can get well over 400 miles [644km] of range with LMR." Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The new LMR batteries will enter commercial production in 2028 at GM/LG Energy Solutions joint-venture plants. GM says that LMR batteries have been studied since the 1990s, but the chemistry has never been employed in EVs due to concerns over short battery life and voltage decay. But it claims LMR cells it has tested have energy density 33 per cent greater than the best-performing LFP cells on the market, while matching the lifespan of current-generation high-nickel cells. Additionally, it can produce LMR batteries using the same equipment used to produce NMC batteries. "That's a big benefit to localising low-cost chemistry. LFP wouldn't be able to use the same manufacturing lines – it needs different lines," said Mr Oury. But why is GM almost completely removing cobalt from the equation for these new EV batteries? One word: cost. "One of the easiest formulations of NMC is to take equal parts of nickel, manganese and cobalt, blend them together, and because you've got one part of each, we call that NMC 1-1-1," explained Mr Oury. "The problem with it is these materials don't have the same cost. Cobalt is clearly the most expensive of those materials, nickel is the next most expensive, and manganese is pretty affordable. "There's been a tailwind at the back of every battery engineer for the last 10 years, which was everybody just said, 'We're going to drop the cobalt as low as possible, and we're going to increase the nickel as high as possible as a cost-saving strategy'. "So you get rid of the most expensive one, you go to the next most expensive one. The reason you didn't go straight to the lowest cost one is because nickel is better at storing energy than manganese, so that helps get energy density up along the way. "Every time the industry made a shift towards higher nickel, folks said you won't be able to make a battery that lasts long, it'll overheat, it won't charge fast enough, the battery won't be stable, and it won't be abuse tolerant." Mr Oury explained many EV batteries have gone from 30 per cent nickel to as much as 80 per cent. With its NMR batteries, it plans to push that back down to 30 or 40 per cent, while pushing manganese up to 60 or 70 per cent. "That's going to help us get battery costs that are comparable to LFP with significantly higher energy density. This is a challenge, but we've addressed it with how we manufacture every element of the cell from the electrolyte to the energy-storing materials in the can," said Mr Oury. That doesn't mean GM will phase out LFP batteries, which it will offer in the Chevrolet Silverado EV and next-generation Bolt, or NMC batteries, as used in vehicles like its electric Cadillac lineup. "Going forward, we'll continue to use high-nickel chemistries where you need the longest range. In the rest of the market, we'll enable LFP near the entry level and LMR for mainstream or value vehicles," said Mr Oury. "We're building enough sales volume in different segments that we don't have to use the exact same engineering solution across all segments. "We can now have an engineering segment for this segment and a modified one for that segment. We'll still have large economies of scale but we can bring our piece cost and manufacturing cost down by being more application-specific." He cited the example of the base Work Truck (WT) version of the Chevrolet Silverado EV pickup, which offers a claimed range of 792km. With prismatic cells and LFP chemistry, it can offer 563km from a single charge – so "more range using low-cost LFP chemistry than some of our competition can get using the more expensive high-nickel chemistry", explained Mr Oury. Despite recent headwinds for EVs – chief among them a new administration in the US that has proven hostile towards the technology – GM is charging ahead. GM has two joint-venture battery plants with LG Energy Solutions and is building one with Samsung SDI, plus it has built a battery cell innovation centre at its Tech Center in Warren, Michigan that can produce full-size cells for prototyping. Under construction is a battery cell development centre which will be able to produce half a gWh worth of cells annually. "This plant will look like a faction of one of these plants, it'll have equipment that's largely the same, that can run at about the same speed and help us bridge that gap between prototype manufacturing and full-scale manufacturing," explained Mr Oury. GM is expanding from pouch cells to new prismatic cells (pictured above), which will be produced at both of its joint ventures. With these prismatic cells, GM can employ fewer but larger modules. In its electric pickup trucks, this means it can go from 24 modules to just six, with total battery module components reduced by 75 per cent and total pack components by 50 per cent. "We don't think anybody's building a lower-cost cell in North America than we are," said Mr Oury. GM currently offers a diverse lineup of EVs, ranging from the mid-size Chevrolet Equinox EV (pictured above) all the way up to full-size pickups and SUVs such as the GMC Hummer EV and Sierra EV. It's currently second in terms of EV sales in the US, behind only Tesla. It doubled its EV market share in 2024 as new models came on stream, and grew sales 94 per cent in the first quarter of this year – or almost two full points of market share. GM also builds a range of Buick, Chevrolet and Cadillac electric SUVs in China, and is launching Cadillac into new markets with an EV-only lineup. The Cadillac Lyriq, launched in Australia earlier this year, is GM's first EV in Australia. Content originally sourced from:
The Advertiser
3 hours ago
- The Advertiser
MG Australia cuts back 2025 MG 5 range
The 2025 MG 5 will be offered in a single, more expensive model grade following the introduction of key safety technologies which helped it score a higher three-star ANCAP safety rating earlier this month. For the 2025 model year, the MG 5 small sedan will be sold exclusively in Essence trim, with the previous entry-level Vibe variant now dropped from the lineup. That increases the MG 5's admission price to $32,990 drive-away, which is up by more than $8000 following the discontinuation of the previous Vibe at $24,888 drive-away, and a $4000 price hike for the Essence, which was previously priced at $28,990 drive-away. Hundred of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. As a result, the simplified single-variant MG 5 range is now positioned much more closely to small sedans from Korea and Japan, including the Hyundai i30 (from $29,000 before on-road costs), Kia K4 (from $30,590 plus on-roads), Mazda 3 sedan (from $31,310 plus on-roads) and Toyota Corolla (from $32,320 plus on-roads). New safety functions for the 2025 MG 5 Essence include lane keep assist, emergency lane keep assist, adaptive cruise control and intelligent cruise assist. Seatbelt pretensioners for all five seats including a three-point centre rear seatbelt, plus a seatbelt warning and reminder have also been added, along with whiplash-resistant front and rear seats. The safety updates bring the MG 5 Essence a fresh three-star ANCAP safety rating dated June 2025. In August 2023, the MG 5 was one of three models to receive a shock zero-star rating from the safety body, the others being the Mahindra Scorpio large SUV and the no-longer-on-sale Mitsubishi Express van. MG Australia has confirmed there are no other equipment changes for the 2025 MG 5 Essence over the previous 2024 version. It continues with a 1.5-litre turbocharged four-cylinder petrol engine producing 199kW of power and 250Nm of torque, a seven-speed dual-clutch automatic transmission, and claimed combined fuel economy of 6.4L/100km. Standard equipment includes 17-inch alloy wheels, keyless entry with push-button start, synthetic leather seat trim, a 360-degree camera, six-speaker audio and a glass sunroof. In addition to the safety upgrades, the MG 5's driver assist tech suite includes autonomous emergency braking (AEB), a 'Sport' tuned stability control system, and active corner braking control. MG offers one of Australia's longest new-car warranties, at 10 years or 250,000km. MORE: Everything MG 5 Content originally sourced from: The 2025 MG 5 will be offered in a single, more expensive model grade following the introduction of key safety technologies which helped it score a higher three-star ANCAP safety rating earlier this month. For the 2025 model year, the MG 5 small sedan will be sold exclusively in Essence trim, with the previous entry-level Vibe variant now dropped from the lineup. That increases the MG 5's admission price to $32,990 drive-away, which is up by more than $8000 following the discontinuation of the previous Vibe at $24,888 drive-away, and a $4000 price hike for the Essence, which was previously priced at $28,990 drive-away. Hundred of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. As a result, the simplified single-variant MG 5 range is now positioned much more closely to small sedans from Korea and Japan, including the Hyundai i30 (from $29,000 before on-road costs), Kia K4 (from $30,590 plus on-roads), Mazda 3 sedan (from $31,310 plus on-roads) and Toyota Corolla (from $32,320 plus on-roads). New safety functions for the 2025 MG 5 Essence include lane keep assist, emergency lane keep assist, adaptive cruise control and intelligent cruise assist. Seatbelt pretensioners for all five seats including a three-point centre rear seatbelt, plus a seatbelt warning and reminder have also been added, along with whiplash-resistant front and rear seats. The safety updates bring the MG 5 Essence a fresh three-star ANCAP safety rating dated June 2025. In August 2023, the MG 5 was one of three models to receive a shock zero-star rating from the safety body, the others being the Mahindra Scorpio large SUV and the no-longer-on-sale Mitsubishi Express van. MG Australia has confirmed there are no other equipment changes for the 2025 MG 5 Essence over the previous 2024 version. It continues with a 1.5-litre turbocharged four-cylinder petrol engine producing 199kW of power and 250Nm of torque, a seven-speed dual-clutch automatic transmission, and claimed combined fuel economy of 6.4L/100km. Standard equipment includes 17-inch alloy wheels, keyless entry with push-button start, synthetic leather seat trim, a 360-degree camera, six-speaker audio and a glass sunroof. In addition to the safety upgrades, the MG 5's driver assist tech suite includes autonomous emergency braking (AEB), a 'Sport' tuned stability control system, and active corner braking control. MG offers one of Australia's longest new-car warranties, at 10 years or 250,000km. MORE: Everything MG 5 Content originally sourced from: The 2025 MG 5 will be offered in a single, more expensive model grade following the introduction of key safety technologies which helped it score a higher three-star ANCAP safety rating earlier this month. For the 2025 model year, the MG 5 small sedan will be sold exclusively in Essence trim, with the previous entry-level Vibe variant now dropped from the lineup. That increases the MG 5's admission price to $32,990 drive-away, which is up by more than $8000 following the discontinuation of the previous Vibe at $24,888 drive-away, and a $4000 price hike for the Essence, which was previously priced at $28,990 drive-away. Hundred of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. As a result, the simplified single-variant MG 5 range is now positioned much more closely to small sedans from Korea and Japan, including the Hyundai i30 (from $29,000 before on-road costs), Kia K4 (from $30,590 plus on-roads), Mazda 3 sedan (from $31,310 plus on-roads) and Toyota Corolla (from $32,320 plus on-roads). New safety functions for the 2025 MG 5 Essence include lane keep assist, emergency lane keep assist, adaptive cruise control and intelligent cruise assist. Seatbelt pretensioners for all five seats including a three-point centre rear seatbelt, plus a seatbelt warning and reminder have also been added, along with whiplash-resistant front and rear seats. The safety updates bring the MG 5 Essence a fresh three-star ANCAP safety rating dated June 2025. In August 2023, the MG 5 was one of three models to receive a shock zero-star rating from the safety body, the others being the Mahindra Scorpio large SUV and the no-longer-on-sale Mitsubishi Express van. MG Australia has confirmed there are no other equipment changes for the 2025 MG 5 Essence over the previous 2024 version. It continues with a 1.5-litre turbocharged four-cylinder petrol engine producing 199kW of power and 250Nm of torque, a seven-speed dual-clutch automatic transmission, and claimed combined fuel economy of 6.4L/100km. Standard equipment includes 17-inch alloy wheels, keyless entry with push-button start, synthetic leather seat trim, a 360-degree camera, six-speaker audio and a glass sunroof. In addition to the safety upgrades, the MG 5's driver assist tech suite includes autonomous emergency braking (AEB), a 'Sport' tuned stability control system, and active corner braking control. MG offers one of Australia's longest new-car warranties, at 10 years or 250,000km. MORE: Everything MG 5 Content originally sourced from: The 2025 MG 5 will be offered in a single, more expensive model grade following the introduction of key safety technologies which helped it score a higher three-star ANCAP safety rating earlier this month. For the 2025 model year, the MG 5 small sedan will be sold exclusively in Essence trim, with the previous entry-level Vibe variant now dropped from the lineup. That increases the MG 5's admission price to $32,990 drive-away, which is up by more than $8000 following the discontinuation of the previous Vibe at $24,888 drive-away, and a $4000 price hike for the Essence, which was previously priced at $28,990 drive-away. Hundred of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. As a result, the simplified single-variant MG 5 range is now positioned much more closely to small sedans from Korea and Japan, including the Hyundai i30 (from $29,000 before on-road costs), Kia K4 (from $30,590 plus on-roads), Mazda 3 sedan (from $31,310 plus on-roads) and Toyota Corolla (from $32,320 plus on-roads). New safety functions for the 2025 MG 5 Essence include lane keep assist, emergency lane keep assist, adaptive cruise control and intelligent cruise assist. Seatbelt pretensioners for all five seats including a three-point centre rear seatbelt, plus a seatbelt warning and reminder have also been added, along with whiplash-resistant front and rear seats. The safety updates bring the MG 5 Essence a fresh three-star ANCAP safety rating dated June 2025. In August 2023, the MG 5 was one of three models to receive a shock zero-star rating from the safety body, the others being the Mahindra Scorpio large SUV and the no-longer-on-sale Mitsubishi Express van. MG Australia has confirmed there are no other equipment changes for the 2025 MG 5 Essence over the previous 2024 version. It continues with a 1.5-litre turbocharged four-cylinder petrol engine producing 199kW of power and 250Nm of torque, a seven-speed dual-clutch automatic transmission, and claimed combined fuel economy of 6.4L/100km. Standard equipment includes 17-inch alloy wheels, keyless entry with push-button start, synthetic leather seat trim, a 360-degree camera, six-speaker audio and a glass sunroof. In addition to the safety upgrades, the MG 5's driver assist tech suite includes autonomous emergency braking (AEB), a 'Sport' tuned stability control system, and active corner braking control. MG offers one of Australia's longest new-car warranties, at 10 years or 250,000km. MORE: Everything MG 5 Content originally sourced from:
