MG to expand its small EV lineup in Australia with a second MG 4
Instead, MG will position the more softly styled, front-wheel drive hatch beneath the existing rear- and all-wheel drive model in Australia.
"The new-for-2026 front-wheel drive [model] will be a completely different vehicle, perfect for the city. Balancing driver usage needs and production cost considerations of rear-wheel drive, we saw the opportunity for an affordable FWD vehicle to complement the MG4 RWD and AWD," said MG Motor Australia CEO Peter Ciao.
MG says the new front-drive MG 4 isn't expected to be available Down Under until the second quarter of 2026.
It appears MG will apply the MG 4 name to all versions of the new hatch, though it has trademarked the MG 4 Urban nameplate Down Under.
CarExpert can save you thousands on a new MG 4. Click here to get a great deal.
Above: RWD/AWD MG 4, FWD MG 4
It'll be offered here with 43kWh and 54kWh batteries, while the existing MG 4 will be available here only with a larger 64kWh battery. That will see the base 51kWh battery pack, as well as the Long Range's 77kWh, dropped in our market.
MG also promises the current rear/all-wheel drive hatch will bring "updated features", which will be accompanied by higher prices, so it's urging buyers to "snare their piece of history now, under $40k drive-away".
The current MG 4 is available with a 51kWh battery offering 350km of WLTP range, a 64kWh battery offering between 400km and 450km of range, and a 77kWh battery offering 530km of range.
The Excite 51 produces 125kW of power and 250Nm of torque, with the Excite 64 and Essence 64 receiving a bump in power to 150kW, and the Long Range 77 pumping out 180kW and 350Nm.
The flagship XPower, the only dual-motor all-wheel drive variant, produces 320kW and 600Nm.
The new MG 4, in contrast, is offered with a single 120kW/250Nm front-mounted electric motor.
Its 42.8kWh lithium iron phosphate (LFP) battery offers 437km of range, while its 53.95kWh LFP battery offers 530km. However, both figures are based on the more lenient CLTC cycle used in China.
MG has also confirmed it'll introduce a semi-solid-state battery for the new MG 4 in China later this year.
The new MG 4 also features MacPherson strut front suspension but a torsion beam rear, unlike the existing MG 4 which has multi-link independent rear suspension.
Inside, there are 30 storage spaces, including a 98-litre concealed dry/wet separation storage space under the boot floor.
Other handy features include soft-light mirrors up front "designed for women's makeup and touchups", a ventilated 50W wireless phone charger, and a 1.8 square-metre 'king bed mode' when you drop the 60:40-split rear seats.
A 10.25-inch touchscreen infotainment system is standard, but a larger 15.6-inch unit brings MG x Oppo Smart Car Connectivity.
Available equipment includes heated and ventilated front seats, a heated steering wheel, 256-colour ambient lighting and a panoramic glass roof with power sunshade.
Down back, there's 471L of boot space, expanding to 1362L with the rear seats folded.
The MG 4 measures 4395mm long, 1842mm wide, 1551mm tall and rides a 2750mm wheelbase.
That makes it 108mm longer, 6mm wider and up to 47mm taller than the current MG 4, on a 45mm longer wheelbase.
It weighs between 1415kg and 1485kg, and rides on a different platform to the existing MG 4 and the related MG S5 EV small electric SUV, which are based on MG's Modular Scalable Platform.
It's unclear how much the new front-wheel drive MG 4 will cost in Australia. The rival BYD Dolphin is priced from $29,990 before on-road costs, while the GWM Ora is currently being offered from $33,990 drive-away.
MG has previously offered the existing MG 4 from as little as $30,990 drive-away.
MORE: 2026 MG 4 detailed: Softer front-wheel drive hatch to get semi-solid-state battery
MORE: Explore the MG 4 showroom
Content originally sourced from: CarExpert.com.au
MG Motor Australia has locked in the new MG 4 electric hatchback revealed in China earlier this year for local release, but it won't replace the existing MG 4.
Instead, MG will position the more softly styled, front-wheel drive hatch beneath the existing rear- and all-wheel drive model in Australia.
"The new-for-2026 front-wheel drive [model] will be a completely different vehicle, perfect for the city. Balancing driver usage needs and production cost considerations of rear-wheel drive, we saw the opportunity for an affordable FWD vehicle to complement the MG4 RWD and AWD," said MG Motor Australia CEO Peter Ciao.
MG says the new front-drive MG 4 isn't expected to be available Down Under until the second quarter of 2026.
It appears MG will apply the MG 4 name to all versions of the new hatch, though it has trademarked the MG 4 Urban nameplate Down Under.
CarExpert can save you thousands on a new MG 4. Click here to get a great deal.
Above: RWD/AWD MG 4, FWD MG 4
It'll be offered here with 43kWh and 54kWh batteries, while the existing MG 4 will be available here only with a larger 64kWh battery. That will see the base 51kWh battery pack, as well as the Long Range's 77kWh, dropped in our market.
MG also promises the current rear/all-wheel drive hatch will bring "updated features", which will be accompanied by higher prices, so it's urging buyers to "snare their piece of history now, under $40k drive-away".
The current MG 4 is available with a 51kWh battery offering 350km of WLTP range, a 64kWh battery offering between 400km and 450km of range, and a 77kWh battery offering 530km of range.
The Excite 51 produces 125kW of power and 250Nm of torque, with the Excite 64 and Essence 64 receiving a bump in power to 150kW, and the Long Range 77 pumping out 180kW and 350Nm.
The flagship XPower, the only dual-motor all-wheel drive variant, produces 320kW and 600Nm.
The new MG 4, in contrast, is offered with a single 120kW/250Nm front-mounted electric motor.
Its 42.8kWh lithium iron phosphate (LFP) battery offers 437km of range, while its 53.95kWh LFP battery offers 530km. However, both figures are based on the more lenient CLTC cycle used in China.
MG has also confirmed it'll introduce a semi-solid-state battery for the new MG 4 in China later this year.
The new MG 4 also features MacPherson strut front suspension but a torsion beam rear, unlike the existing MG 4 which has multi-link independent rear suspension.
Inside, there are 30 storage spaces, including a 98-litre concealed dry/wet separation storage space under the boot floor.
Other handy features include soft-light mirrors up front "designed for women's makeup and touchups", a ventilated 50W wireless phone charger, and a 1.8 square-metre 'king bed mode' when you drop the 60:40-split rear seats.
A 10.25-inch touchscreen infotainment system is standard, but a larger 15.6-inch unit brings MG x Oppo Smart Car Connectivity.
Available equipment includes heated and ventilated front seats, a heated steering wheel, 256-colour ambient lighting and a panoramic glass roof with power sunshade.
Down back, there's 471L of boot space, expanding to 1362L with the rear seats folded.
The MG 4 measures 4395mm long, 1842mm wide, 1551mm tall and rides a 2750mm wheelbase.
That makes it 108mm longer, 6mm wider and up to 47mm taller than the current MG 4, on a 45mm longer wheelbase.
It weighs between 1415kg and 1485kg, and rides on a different platform to the existing MG 4 and the related MG S5 EV small electric SUV, which are based on MG's Modular Scalable Platform.
It's unclear how much the new front-wheel drive MG 4 will cost in Australia. The rival BYD Dolphin is priced from $29,990 before on-road costs, while the GWM Ora is currently being offered from $33,990 drive-away.
MG has previously offered the existing MG 4 from as little as $30,990 drive-away.
MORE: 2026 MG 4 detailed: Softer front-wheel drive hatch to get semi-solid-state battery
MORE: Explore the MG 4 showroom
Content originally sourced from: CarExpert.com.au
MG Motor Australia has locked in the new MG 4 electric hatchback revealed in China earlier this year for local release, but it won't replace the existing MG 4.
Instead, MG will position the more softly styled, front-wheel drive hatch beneath the existing rear- and all-wheel drive model in Australia.
"The new-for-2026 front-wheel drive [model] will be a completely different vehicle, perfect for the city. Balancing driver usage needs and production cost considerations of rear-wheel drive, we saw the opportunity for an affordable FWD vehicle to complement the MG4 RWD and AWD," said MG Motor Australia CEO Peter Ciao.
MG says the new front-drive MG 4 isn't expected to be available Down Under until the second quarter of 2026.
It appears MG will apply the MG 4 name to all versions of the new hatch, though it has trademarked the MG 4 Urban nameplate Down Under.
CarExpert can save you thousands on a new MG 4. Click here to get a great deal.
Above: RWD/AWD MG 4, FWD MG 4
It'll be offered here with 43kWh and 54kWh batteries, while the existing MG 4 will be available here only with a larger 64kWh battery. That will see the base 51kWh battery pack, as well as the Long Range's 77kWh, dropped in our market.
MG also promises the current rear/all-wheel drive hatch will bring "updated features", which will be accompanied by higher prices, so it's urging buyers to "snare their piece of history now, under $40k drive-away".
The current MG 4 is available with a 51kWh battery offering 350km of WLTP range, a 64kWh battery offering between 400km and 450km of range, and a 77kWh battery offering 530km of range.
The Excite 51 produces 125kW of power and 250Nm of torque, with the Excite 64 and Essence 64 receiving a bump in power to 150kW, and the Long Range 77 pumping out 180kW and 350Nm.
The flagship XPower, the only dual-motor all-wheel drive variant, produces 320kW and 600Nm.
The new MG 4, in contrast, is offered with a single 120kW/250Nm front-mounted electric motor.
Its 42.8kWh lithium iron phosphate (LFP) battery offers 437km of range, while its 53.95kWh LFP battery offers 530km. However, both figures are based on the more lenient CLTC cycle used in China.
MG has also confirmed it'll introduce a semi-solid-state battery for the new MG 4 in China later this year.
The new MG 4 also features MacPherson strut front suspension but a torsion beam rear, unlike the existing MG 4 which has multi-link independent rear suspension.
Inside, there are 30 storage spaces, including a 98-litre concealed dry/wet separation storage space under the boot floor.
Other handy features include soft-light mirrors up front "designed for women's makeup and touchups", a ventilated 50W wireless phone charger, and a 1.8 square-metre 'king bed mode' when you drop the 60:40-split rear seats.
A 10.25-inch touchscreen infotainment system is standard, but a larger 15.6-inch unit brings MG x Oppo Smart Car Connectivity.
Available equipment includes heated and ventilated front seats, a heated steering wheel, 256-colour ambient lighting and a panoramic glass roof with power sunshade.
Down back, there's 471L of boot space, expanding to 1362L with the rear seats folded.
The MG 4 measures 4395mm long, 1842mm wide, 1551mm tall and rides a 2750mm wheelbase.
That makes it 108mm longer, 6mm wider and up to 47mm taller than the current MG 4, on a 45mm longer wheelbase.
It weighs between 1415kg and 1485kg, and rides on a different platform to the existing MG 4 and the related MG S5 EV small electric SUV, which are based on MG's Modular Scalable Platform.
It's unclear how much the new front-wheel drive MG 4 will cost in Australia. The rival BYD Dolphin is priced from $29,990 before on-road costs, while the GWM Ora is currently being offered from $33,990 drive-away.
MG has previously offered the existing MG 4 from as little as $30,990 drive-away.
MORE: 2026 MG 4 detailed: Softer front-wheel drive hatch to get semi-solid-state battery
MORE: Explore the MG 4 showroom
Content originally sourced from: CarExpert.com.au
MG Motor Australia has locked in the new MG 4 electric hatchback revealed in China earlier this year for local release, but it won't replace the existing MG 4.
Instead, MG will position the more softly styled, front-wheel drive hatch beneath the existing rear- and all-wheel drive model in Australia.
"The new-for-2026 front-wheel drive [model] will be a completely different vehicle, perfect for the city. Balancing driver usage needs and production cost considerations of rear-wheel drive, we saw the opportunity for an affordable FWD vehicle to complement the MG4 RWD and AWD," said MG Motor Australia CEO Peter Ciao.
MG says the new front-drive MG 4 isn't expected to be available Down Under until the second quarter of 2026.
It appears MG will apply the MG 4 name to all versions of the new hatch, though it has trademarked the MG 4 Urban nameplate Down Under.
CarExpert can save you thousands on a new MG 4. Click here to get a great deal.
Above: RWD/AWD MG 4, FWD MG 4
It'll be offered here with 43kWh and 54kWh batteries, while the existing MG 4 will be available here only with a larger 64kWh battery. That will see the base 51kWh battery pack, as well as the Long Range's 77kWh, dropped in our market.
MG also promises the current rear/all-wheel drive hatch will bring "updated features", which will be accompanied by higher prices, so it's urging buyers to "snare their piece of history now, under $40k drive-away".
The current MG 4 is available with a 51kWh battery offering 350km of WLTP range, a 64kWh battery offering between 400km and 450km of range, and a 77kWh battery offering 530km of range.
The Excite 51 produces 125kW of power and 250Nm of torque, with the Excite 64 and Essence 64 receiving a bump in power to 150kW, and the Long Range 77 pumping out 180kW and 350Nm.
The flagship XPower, the only dual-motor all-wheel drive variant, produces 320kW and 600Nm.
The new MG 4, in contrast, is offered with a single 120kW/250Nm front-mounted electric motor.
Its 42.8kWh lithium iron phosphate (LFP) battery offers 437km of range, while its 53.95kWh LFP battery offers 530km. However, both figures are based on the more lenient CLTC cycle used in China.
MG has also confirmed it'll introduce a semi-solid-state battery for the new MG 4 in China later this year.
The new MG 4 also features MacPherson strut front suspension but a torsion beam rear, unlike the existing MG 4 which has multi-link independent rear suspension.
Inside, there are 30 storage spaces, including a 98-litre concealed dry/wet separation storage space under the boot floor.
Other handy features include soft-light mirrors up front "designed for women's makeup and touchups", a ventilated 50W wireless phone charger, and a 1.8 square-metre 'king bed mode' when you drop the 60:40-split rear seats.
A 10.25-inch touchscreen infotainment system is standard, but a larger 15.6-inch unit brings MG x Oppo Smart Car Connectivity.
Available equipment includes heated and ventilated front seats, a heated steering wheel, 256-colour ambient lighting and a panoramic glass roof with power sunshade.
Down back, there's 471L of boot space, expanding to 1362L with the rear seats folded.
The MG 4 measures 4395mm long, 1842mm wide, 1551mm tall and rides a 2750mm wheelbase.
That makes it 108mm longer, 6mm wider and up to 47mm taller than the current MG 4, on a 45mm longer wheelbase.
It weighs between 1415kg and 1485kg, and rides on a different platform to the existing MG 4 and the related MG S5 EV small electric SUV, which are based on MG's Modular Scalable Platform.
It's unclear how much the new front-wheel drive MG 4 will cost in Australia. The rival BYD Dolphin is priced from $29,990 before on-road costs, while the GWM Ora is currently being offered from $33,990 drive-away.
MG has previously offered the existing MG 4 from as little as $30,990 drive-away.
MORE: 2026 MG 4 detailed: Softer front-wheel drive hatch to get semi-solid-state battery
MORE: Explore the MG 4 showroom
Content originally sourced from: CarExpert.com.au
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8 hours ago
- The Advertiser
My first taste of Goodwood brought to you by Aston Martin
The Goodwood Festival of Speed is a mainstay bucket list item for car enthusiasts of all ages, as is getting a ride-along in an exotic supercar with a seasoned racing driver behind the wheel. On a recent holiday to Europe and the UK, I was in the right place at the right time and was offered the incredible opportunity to attend the 2025 Goodwood Festival of Speed as a media guest of Aston Martin, including a stint in the passenger seat of a DB12 Volante fanging up the famed hillclimb. Obviously, I accepted this invitation with no hesitation, and after a 2.5-hour drive from my friend's house in London (shoutout to Kia UK for loaning me a new EV6), I made it to the hallowed grounds of the Goodwood event. CarExpert can save you thousands on a new car. Click here to get a great deal. After being chaperoned by Aston Martin staff through a special entrance and to the marque's guest tent, I was soon whisked away again towards the Supercar Paddock, where a slew of very high-end vehicles are kept on display to the public. It was here I was greeted by a beautiful burgundy DB12 Volante that would be my ride for the morning run, sitting alongside the new Vanquish Volante, the Vantage S, as well as Aston Martin's Valkyrie Le Mans-inspired hybrid hypercar and the new Valhalla mid-engine plug-in hybrid supercar. As a '90s kid who grew up only dreaming of ever seeing this kind of metal in person, let alone sitting in them as well as hearing their sonorous exhaust notes in real life, I was simply in awe. Our group signed indemnity forms and then quickly slipped into full-length trousers and a jumper per motorsport safety rules – mind you, it was quite possibly the hottest day of the year in the UK on that fabled Friday, peaking at around 34 degrees Celsius. Above: Assembling the Astons at Supercar Paddock No matter. Despite numerous questions of concern from Aston Martin staff that I may overheat while waiting to head to the start line, I was grinning from ear to ear and brimming with excitement for what was to come. Driving me in the DB12 Volante would be Ben Seyfried, factory driver for not only Aston Martin but also Ferrari and Maserati; he has also participated in competitive motorsport for 25 years across numerous disciplines. Big thank you to Ben for being an absolute legend and making my day. The crew of Aston Martins made a procession up towards the start line alongside other members of the 'supercar' group, which included a number of new and recent McLarens like the Artura and P1 GTR, as well as the new Lamborghini Temerario, works by Gordon Murray, and even a Pagani Huayra R. Festival goers lined the makeshift road ahead. It felt like I was part of some parade. The excitement and passion was palpable, and I think some of them might have thought I was one of Aston's racing drivers – as a Leo, I was happy to make-believe for my five minutes of supposed fame. Above: Weird and wonderful metal lining up for the Goodwood Hillclimb Rolling up to the start line there were even more incredible cars lining up for their blat up the hill. Coach-built restomods, working concepts and design studies. Stuff that I had only ever seen in pictures or video games – they were all here. In my excitement I realise I took mostly videos, not photos, of all the incredibly exotic and expensive metal that I rolled past at the starting area. If you'd like to see more, I have a special highlight on my Instagram profile here which documents my day at the event. As we slowly snaked our way around the makeshift cul-de-sac and headed towards the start line – which took what felt like an eternity – Ben and I would have little chats with staff as they walked past and did their checks. I was also busy making sure I knew how to turn on the in-car camera suctioned to the windscreen because, content. I'd hear the cars ahead go for their runs one by one, usually signalled by clouds of smoke and the symphony of engines revving to their redlines. There comes a point where all the intoxicating sounds sort of mesh together and you can't even pick up which car is setting off. I was kind of in a daze. Finally, we were rolling up to the start line. I squeezed my head (and hair) into the supplied Aston-branded race helmet. "Strapped in?" Ben asked – I tugged twice at my seatbelt to make sure (having already done this 50 times while I waited) – "yep!" I replied, then he lit up the rear tyres for dramatic effect and off we went. The DB12 Volante can be described as a seriously quick car, quoting a 0-100km/h dash in just 3.7 seconds on its way to a claimed top speed of 325km/h, but amongst its exotic company at the bottom of the Goodwood hill some might label it as mundane by comparison. I certainly had no such thought, having driven one myself back home last year. And while the Volante might be seen as a Sunset Boulevard cruiser rather than a circuit bruiser like its hard-topped sibling, I'd argue that a moment like this is best enjoyed with no roof – which is exactly what we did. The bellow of the 4.0-litre bi-turbo V8 behind me, the cheers of the crowd around us, and the sheer excitement of seeing the short hillclimb stage coming through the windscreen was an incredible delight for the senses. Ben was hard on the throttle, then the brakes, then the throttle, with tight turns thrown in there for good measure. I was too focused on what was in front of me to really check the speedo, which mind you was also in miles per hour, but I'm pretty sure I glanced over and saw a big number starting with '9' on the digital speedo at one point, which means we hit at least 145km/h somewhere. Before I know it, we've crossed the finish line. Ben hits the brakes, and we coast towards the end of the track where the cars that went before us have collected in what looks like a very expensive meet. It appears the most elite of Goodwood guests have access to seating areas around the end of the track where they can see each car come through one-by-one after they've completed their run. Given the balmy English conditions, some were understandably puzzled at my fully sleeved and trousered fit compared to their shorts and T-shirts. We were quickly ushered back into our cars for the leisurely parade back to the paddock. "Have a wave if you like," Ben says, as we roll past spectators and track marshalls giving us a nod and a wave. Maybe I will. I arrived back at Supercar Paddock and had to pinch myself. What an incredible experience for my first time at the Goodwood Festival of Speed. Not only did I get a front row seat at one of the world's largest automotive events with some of the coolest cars and race cars in history on display – as part of the 75 years of Formula 1 celebrations, as well as a spotlight on Gordon Murray Automotive – but I got to experience first hand what it's like to do a timed run up the famed hillclimb. I then proceeded to have a quick walk around the grounds, capping it at around one hour before making a break for the carpark so I didn't pass out in the heat. Several people told me I'd need days to see it all, and they weren't joking, I'd probably need several more laps of the grounds to get the full picture. Britain's car culture is really something to be admired. People there are really passionate about everything on four wheels and will proudly use their prized possessions as modes of transport (you should have seen the carpark finds), rather than cooping it up in a glass box or trying to flip it for a profit six to twelve months after taking delivery. I look forward to attending the Festival of Speed in future years, and absolutely cannot recommend it enough if you happen to be in the UK when it's on – just make sure you get tickets quickly, they sell out fast! Lastly, a big thank you to the team at Aston Martin and EVH Agency for this once-in-a-lifetime opportunity that made a little boy's dream come Explore the Aston Martin DB12 showroom Content originally sourced from: The Goodwood Festival of Speed is a mainstay bucket list item for car enthusiasts of all ages, as is getting a ride-along in an exotic supercar with a seasoned racing driver behind the wheel. On a recent holiday to Europe and the UK, I was in the right place at the right time and was offered the incredible opportunity to attend the 2025 Goodwood Festival of Speed as a media guest of Aston Martin, including a stint in the passenger seat of a DB12 Volante fanging up the famed hillclimb. Obviously, I accepted this invitation with no hesitation, and after a 2.5-hour drive from my friend's house in London (shoutout to Kia UK for loaning me a new EV6), I made it to the hallowed grounds of the Goodwood event. CarExpert can save you thousands on a new car. Click here to get a great deal. After being chaperoned by Aston Martin staff through a special entrance and to the marque's guest tent, I was soon whisked away again towards the Supercar Paddock, where a slew of very high-end vehicles are kept on display to the public. It was here I was greeted by a beautiful burgundy DB12 Volante that would be my ride for the morning run, sitting alongside the new Vanquish Volante, the Vantage S, as well as Aston Martin's Valkyrie Le Mans-inspired hybrid hypercar and the new Valhalla mid-engine plug-in hybrid supercar. As a '90s kid who grew up only dreaming of ever seeing this kind of metal in person, let alone sitting in them as well as hearing their sonorous exhaust notes in real life, I was simply in awe. Our group signed indemnity forms and then quickly slipped into full-length trousers and a jumper per motorsport safety rules – mind you, it was quite possibly the hottest day of the year in the UK on that fabled Friday, peaking at around 34 degrees Celsius. Above: Assembling the Astons at Supercar Paddock No matter. Despite numerous questions of concern from Aston Martin staff that I may overheat while waiting to head to the start line, I was grinning from ear to ear and brimming with excitement for what was to come. Driving me in the DB12 Volante would be Ben Seyfried, factory driver for not only Aston Martin but also Ferrari and Maserati; he has also participated in competitive motorsport for 25 years across numerous disciplines. Big thank you to Ben for being an absolute legend and making my day. The crew of Aston Martins made a procession up towards the start line alongside other members of the 'supercar' group, which included a number of new and recent McLarens like the Artura and P1 GTR, as well as the new Lamborghini Temerario, works by Gordon Murray, and even a Pagani Huayra R. Festival goers lined the makeshift road ahead. It felt like I was part of some parade. The excitement and passion was palpable, and I think some of them might have thought I was one of Aston's racing drivers – as a Leo, I was happy to make-believe for my five minutes of supposed fame. Above: Weird and wonderful metal lining up for the Goodwood Hillclimb Rolling up to the start line there were even more incredible cars lining up for their blat up the hill. Coach-built restomods, working concepts and design studies. Stuff that I had only ever seen in pictures or video games – they were all here. In my excitement I realise I took mostly videos, not photos, of all the incredibly exotic and expensive metal that I rolled past at the starting area. If you'd like to see more, I have a special highlight on my Instagram profile here which documents my day at the event. As we slowly snaked our way around the makeshift cul-de-sac and headed towards the start line – which took what felt like an eternity – Ben and I would have little chats with staff as they walked past and did their checks. I was also busy making sure I knew how to turn on the in-car camera suctioned to the windscreen because, content. I'd hear the cars ahead go for their runs one by one, usually signalled by clouds of smoke and the symphony of engines revving to their redlines. There comes a point where all the intoxicating sounds sort of mesh together and you can't even pick up which car is setting off. I was kind of in a daze. Finally, we were rolling up to the start line. I squeezed my head (and hair) into the supplied Aston-branded race helmet. "Strapped in?" Ben asked – I tugged twice at my seatbelt to make sure (having already done this 50 times while I waited) – "yep!" I replied, then he lit up the rear tyres for dramatic effect and off we went. The DB12 Volante can be described as a seriously quick car, quoting a 0-100km/h dash in just 3.7 seconds on its way to a claimed top speed of 325km/h, but amongst its exotic company at the bottom of the Goodwood hill some might label it as mundane by comparison. I certainly had no such thought, having driven one myself back home last year. And while the Volante might be seen as a Sunset Boulevard cruiser rather than a circuit bruiser like its hard-topped sibling, I'd argue that a moment like this is best enjoyed with no roof – which is exactly what we did. The bellow of the 4.0-litre bi-turbo V8 behind me, the cheers of the crowd around us, and the sheer excitement of seeing the short hillclimb stage coming through the windscreen was an incredible delight for the senses. Ben was hard on the throttle, then the brakes, then the throttle, with tight turns thrown in there for good measure. I was too focused on what was in front of me to really check the speedo, which mind you was also in miles per hour, but I'm pretty sure I glanced over and saw a big number starting with '9' on the digital speedo at one point, which means we hit at least 145km/h somewhere. Before I know it, we've crossed the finish line. Ben hits the brakes, and we coast towards the end of the track where the cars that went before us have collected in what looks like a very expensive meet. It appears the most elite of Goodwood guests have access to seating areas around the end of the track where they can see each car come through one-by-one after they've completed their run. Given the balmy English conditions, some were understandably puzzled at my fully sleeved and trousered fit compared to their shorts and T-shirts. We were quickly ushered back into our cars for the leisurely parade back to the paddock. "Have a wave if you like," Ben says, as we roll past spectators and track marshalls giving us a nod and a wave. Maybe I will. I arrived back at Supercar Paddock and had to pinch myself. What an incredible experience for my first time at the Goodwood Festival of Speed. Not only did I get a front row seat at one of the world's largest automotive events with some of the coolest cars and race cars in history on display – as part of the 75 years of Formula 1 celebrations, as well as a spotlight on Gordon Murray Automotive – but I got to experience first hand what it's like to do a timed run up the famed hillclimb. I then proceeded to have a quick walk around the grounds, capping it at around one hour before making a break for the carpark so I didn't pass out in the heat. Several people told me I'd need days to see it all, and they weren't joking, I'd probably need several more laps of the grounds to get the full picture. Britain's car culture is really something to be admired. People there are really passionate about everything on four wheels and will proudly use their prized possessions as modes of transport (you should have seen the carpark finds), rather than cooping it up in a glass box or trying to flip it for a profit six to twelve months after taking delivery. I look forward to attending the Festival of Speed in future years, and absolutely cannot recommend it enough if you happen to be in the UK when it's on – just make sure you get tickets quickly, they sell out fast! Lastly, a big thank you to the team at Aston Martin and EVH Agency for this once-in-a-lifetime opportunity that made a little boy's dream come Explore the Aston Martin DB12 showroom Content originally sourced from: The Goodwood Festival of Speed is a mainstay bucket list item for car enthusiasts of all ages, as is getting a ride-along in an exotic supercar with a seasoned racing driver behind the wheel. On a recent holiday to Europe and the UK, I was in the right place at the right time and was offered the incredible opportunity to attend the 2025 Goodwood Festival of Speed as a media guest of Aston Martin, including a stint in the passenger seat of a DB12 Volante fanging up the famed hillclimb. Obviously, I accepted this invitation with no hesitation, and after a 2.5-hour drive from my friend's house in London (shoutout to Kia UK for loaning me a new EV6), I made it to the hallowed grounds of the Goodwood event. CarExpert can save you thousands on a new car. Click here to get a great deal. After being chaperoned by Aston Martin staff through a special entrance and to the marque's guest tent, I was soon whisked away again towards the Supercar Paddock, where a slew of very high-end vehicles are kept on display to the public. It was here I was greeted by a beautiful burgundy DB12 Volante that would be my ride for the morning run, sitting alongside the new Vanquish Volante, the Vantage S, as well as Aston Martin's Valkyrie Le Mans-inspired hybrid hypercar and the new Valhalla mid-engine plug-in hybrid supercar. As a '90s kid who grew up only dreaming of ever seeing this kind of metal in person, let alone sitting in them as well as hearing their sonorous exhaust notes in real life, I was simply in awe. Our group signed indemnity forms and then quickly slipped into full-length trousers and a jumper per motorsport safety rules – mind you, it was quite possibly the hottest day of the year in the UK on that fabled Friday, peaking at around 34 degrees Celsius. Above: Assembling the Astons at Supercar Paddock No matter. Despite numerous questions of concern from Aston Martin staff that I may overheat while waiting to head to the start line, I was grinning from ear to ear and brimming with excitement for what was to come. Driving me in the DB12 Volante would be Ben Seyfried, factory driver for not only Aston Martin but also Ferrari and Maserati; he has also participated in competitive motorsport for 25 years across numerous disciplines. Big thank you to Ben for being an absolute legend and making my day. The crew of Aston Martins made a procession up towards the start line alongside other members of the 'supercar' group, which included a number of new and recent McLarens like the Artura and P1 GTR, as well as the new Lamborghini Temerario, works by Gordon Murray, and even a Pagani Huayra R. Festival goers lined the makeshift road ahead. It felt like I was part of some parade. The excitement and passion was palpable, and I think some of them might have thought I was one of Aston's racing drivers – as a Leo, I was happy to make-believe for my five minutes of supposed fame. Above: Weird and wonderful metal lining up for the Goodwood Hillclimb Rolling up to the start line there were even more incredible cars lining up for their blat up the hill. Coach-built restomods, working concepts and design studies. Stuff that I had only ever seen in pictures or video games – they were all here. In my excitement I realise I took mostly videos, not photos, of all the incredibly exotic and expensive metal that I rolled past at the starting area. If you'd like to see more, I have a special highlight on my Instagram profile here which documents my day at the event. As we slowly snaked our way around the makeshift cul-de-sac and headed towards the start line – which took what felt like an eternity – Ben and I would have little chats with staff as they walked past and did their checks. I was also busy making sure I knew how to turn on the in-car camera suctioned to the windscreen because, content. I'd hear the cars ahead go for their runs one by one, usually signalled by clouds of smoke and the symphony of engines revving to their redlines. There comes a point where all the intoxicating sounds sort of mesh together and you can't even pick up which car is setting off. I was kind of in a daze. Finally, we were rolling up to the start line. I squeezed my head (and hair) into the supplied Aston-branded race helmet. "Strapped in?" Ben asked – I tugged twice at my seatbelt to make sure (having already done this 50 times while I waited) – "yep!" I replied, then he lit up the rear tyres for dramatic effect and off we went. The DB12 Volante can be described as a seriously quick car, quoting a 0-100km/h dash in just 3.7 seconds on its way to a claimed top speed of 325km/h, but amongst its exotic company at the bottom of the Goodwood hill some might label it as mundane by comparison. I certainly had no such thought, having driven one myself back home last year. And while the Volante might be seen as a Sunset Boulevard cruiser rather than a circuit bruiser like its hard-topped sibling, I'd argue that a moment like this is best enjoyed with no roof – which is exactly what we did. The bellow of the 4.0-litre bi-turbo V8 behind me, the cheers of the crowd around us, and the sheer excitement of seeing the short hillclimb stage coming through the windscreen was an incredible delight for the senses. Ben was hard on the throttle, then the brakes, then the throttle, with tight turns thrown in there for good measure. I was too focused on what was in front of me to really check the speedo, which mind you was also in miles per hour, but I'm pretty sure I glanced over and saw a big number starting with '9' on the digital speedo at one point, which means we hit at least 145km/h somewhere. Before I know it, we've crossed the finish line. Ben hits the brakes, and we coast towards the end of the track where the cars that went before us have collected in what looks like a very expensive meet. It appears the most elite of Goodwood guests have access to seating areas around the end of the track where they can see each car come through one-by-one after they've completed their run. Given the balmy English conditions, some were understandably puzzled at my fully sleeved and trousered fit compared to their shorts and T-shirts. We were quickly ushered back into our cars for the leisurely parade back to the paddock. "Have a wave if you like," Ben says, as we roll past spectators and track marshalls giving us a nod and a wave. Maybe I will. I arrived back at Supercar Paddock and had to pinch myself. What an incredible experience for my first time at the Goodwood Festival of Speed. Not only did I get a front row seat at one of the world's largest automotive events with some of the coolest cars and race cars in history on display – as part of the 75 years of Formula 1 celebrations, as well as a spotlight on Gordon Murray Automotive – but I got to experience first hand what it's like to do a timed run up the famed hillclimb. I then proceeded to have a quick walk around the grounds, capping it at around one hour before making a break for the carpark so I didn't pass out in the heat. Several people told me I'd need days to see it all, and they weren't joking, I'd probably need several more laps of the grounds to get the full picture. Britain's car culture is really something to be admired. People there are really passionate about everything on four wheels and will proudly use their prized possessions as modes of transport (you should have seen the carpark finds), rather than cooping it up in a glass box or trying to flip it for a profit six to twelve months after taking delivery. I look forward to attending the Festival of Speed in future years, and absolutely cannot recommend it enough if you happen to be in the UK when it's on – just make sure you get tickets quickly, they sell out fast! Lastly, a big thank you to the team at Aston Martin and EVH Agency for this once-in-a-lifetime opportunity that made a little boy's dream come Explore the Aston Martin DB12 showroom Content originally sourced from: The Goodwood Festival of Speed is a mainstay bucket list item for car enthusiasts of all ages, as is getting a ride-along in an exotic supercar with a seasoned racing driver behind the wheel. On a recent holiday to Europe and the UK, I was in the right place at the right time and was offered the incredible opportunity to attend the 2025 Goodwood Festival of Speed as a media guest of Aston Martin, including a stint in the passenger seat of a DB12 Volante fanging up the famed hillclimb. Obviously, I accepted this invitation with no hesitation, and after a 2.5-hour drive from my friend's house in London (shoutout to Kia UK for loaning me a new EV6), I made it to the hallowed grounds of the Goodwood event. CarExpert can save you thousands on a new car. Click here to get a great deal. After being chaperoned by Aston Martin staff through a special entrance and to the marque's guest tent, I was soon whisked away again towards the Supercar Paddock, where a slew of very high-end vehicles are kept on display to the public. It was here I was greeted by a beautiful burgundy DB12 Volante that would be my ride for the morning run, sitting alongside the new Vanquish Volante, the Vantage S, as well as Aston Martin's Valkyrie Le Mans-inspired hybrid hypercar and the new Valhalla mid-engine plug-in hybrid supercar. As a '90s kid who grew up only dreaming of ever seeing this kind of metal in person, let alone sitting in them as well as hearing their sonorous exhaust notes in real life, I was simply in awe. Our group signed indemnity forms and then quickly slipped into full-length trousers and a jumper per motorsport safety rules – mind you, it was quite possibly the hottest day of the year in the UK on that fabled Friday, peaking at around 34 degrees Celsius. Above: Assembling the Astons at Supercar Paddock No matter. Despite numerous questions of concern from Aston Martin staff that I may overheat while waiting to head to the start line, I was grinning from ear to ear and brimming with excitement for what was to come. Driving me in the DB12 Volante would be Ben Seyfried, factory driver for not only Aston Martin but also Ferrari and Maserati; he has also participated in competitive motorsport for 25 years across numerous disciplines. Big thank you to Ben for being an absolute legend and making my day. The crew of Aston Martins made a procession up towards the start line alongside other members of the 'supercar' group, which included a number of new and recent McLarens like the Artura and P1 GTR, as well as the new Lamborghini Temerario, works by Gordon Murray, and even a Pagani Huayra R. Festival goers lined the makeshift road ahead. It felt like I was part of some parade. The excitement and passion was palpable, and I think some of them might have thought I was one of Aston's racing drivers – as a Leo, I was happy to make-believe for my five minutes of supposed fame. Above: Weird and wonderful metal lining up for the Goodwood Hillclimb Rolling up to the start line there were even more incredible cars lining up for their blat up the hill. Coach-built restomods, working concepts and design studies. Stuff that I had only ever seen in pictures or video games – they were all here. In my excitement I realise I took mostly videos, not photos, of all the incredibly exotic and expensive metal that I rolled past at the starting area. If you'd like to see more, I have a special highlight on my Instagram profile here which documents my day at the event. As we slowly snaked our way around the makeshift cul-de-sac and headed towards the start line – which took what felt like an eternity – Ben and I would have little chats with staff as they walked past and did their checks. I was also busy making sure I knew how to turn on the in-car camera suctioned to the windscreen because, content. I'd hear the cars ahead go for their runs one by one, usually signalled by clouds of smoke and the symphony of engines revving to their redlines. There comes a point where all the intoxicating sounds sort of mesh together and you can't even pick up which car is setting off. I was kind of in a daze. Finally, we were rolling up to the start line. I squeezed my head (and hair) into the supplied Aston-branded race helmet. "Strapped in?" Ben asked – I tugged twice at my seatbelt to make sure (having already done this 50 times while I waited) – "yep!" I replied, then he lit up the rear tyres for dramatic effect and off we went. The DB12 Volante can be described as a seriously quick car, quoting a 0-100km/h dash in just 3.7 seconds on its way to a claimed top speed of 325km/h, but amongst its exotic company at the bottom of the Goodwood hill some might label it as mundane by comparison. I certainly had no such thought, having driven one myself back home last year. And while the Volante might be seen as a Sunset Boulevard cruiser rather than a circuit bruiser like its hard-topped sibling, I'd argue that a moment like this is best enjoyed with no roof – which is exactly what we did. The bellow of the 4.0-litre bi-turbo V8 behind me, the cheers of the crowd around us, and the sheer excitement of seeing the short hillclimb stage coming through the windscreen was an incredible delight for the senses. Ben was hard on the throttle, then the brakes, then the throttle, with tight turns thrown in there for good measure. I was too focused on what was in front of me to really check the speedo, which mind you was also in miles per hour, but I'm pretty sure I glanced over and saw a big number starting with '9' on the digital speedo at one point, which means we hit at least 145km/h somewhere. Before I know it, we've crossed the finish line. Ben hits the brakes, and we coast towards the end of the track where the cars that went before us have collected in what looks like a very expensive meet. It appears the most elite of Goodwood guests have access to seating areas around the end of the track where they can see each car come through one-by-one after they've completed their run. Given the balmy English conditions, some were understandably puzzled at my fully sleeved and trousered fit compared to their shorts and T-shirts. We were quickly ushered back into our cars for the leisurely parade back to the paddock. "Have a wave if you like," Ben says, as we roll past spectators and track marshalls giving us a nod and a wave. Maybe I will. I arrived back at Supercar Paddock and had to pinch myself. What an incredible experience for my first time at the Goodwood Festival of Speed. Not only did I get a front row seat at one of the world's largest automotive events with some of the coolest cars and race cars in history on display – as part of the 75 years of Formula 1 celebrations, as well as a spotlight on Gordon Murray Automotive – but I got to experience first hand what it's like to do a timed run up the famed hillclimb. I then proceeded to have a quick walk around the grounds, capping it at around one hour before making a break for the carpark so I didn't pass out in the heat. Several people told me I'd need days to see it all, and they weren't joking, I'd probably need several more laps of the grounds to get the full picture. Britain's car culture is really something to be admired. People there are really passionate about everything on four wheels and will proudly use their prized possessions as modes of transport (you should have seen the carpark finds), rather than cooping it up in a glass box or trying to flip it for a profit six to twelve months after taking delivery. I look forward to attending the Festival of Speed in future years, and absolutely cannot recommend it enough if you happen to be in the UK when it's on – just make sure you get tickets quickly, they sell out fast! Lastly, a big thank you to the team at Aston Martin and EVH Agency for this once-in-a-lifetime opportunity that made a little boy's dream come Explore the Aston Martin DB12 showroom Content originally sourced from:
The Advertiser
8 hours ago
- The Advertiser
Ford pivots to 'super affordable EVs', delays larger models
Ford is delaying its F-150 Lightning successor, and large electric van again, as it prioritises smaller, more affordable EVs, including a Maverick-size electric ute. The automaker is teasing an event it is holding on August 11 US time in Kentucky, which CEO Jim Farley describes as a "Model T moment" for the firm. In a chat with Bloomberg Television, Mr Farley confirmed Ford will reveal the platform for "very low-end, super affordable EVs for urban duty cycles and for commercial". CarExpert can save you thousands on a new car. Click here to get a great deal. This new platform has been developed in California with the battery integrated into the chassis, and some models have been revealed to dealers. It's believed the first product using the platform will be a small ute, around the size of today's Maverick (above). The small EV ute is due to enter production in 2027, with some rumours indicate it could resurrect the Ranchero name (1960 model pictured below). In the US, the Ranchero name was used on a series sedan-based utes from 1957 to 1979, with the donor vehicles including Falcon, Torino and LTD. It will be followed by a small electric SUV in 2028. If all goes according to plan, the platform could serve as the basis for eight different vehicles. All will be produced at the company's plant in Louisville, Kentucky, which currently manufactures the Ford Escape and Lincoln Corsair. Both finish their innings this year, and won't be directly replaced. In order to keep these small EVs affordable, they will be equipped with lithium iron phosphate (LFP) batteries made at the company's new US$3 billion ($4.6 billion) BlueOval Battery Park in Marshall, Michigan. Due to come online in 2026, the plant is scheduled to be the first to produce LFP batteries in the States. LFP batteries have less energy density than lithium nickel manganese cobalt oxide batteries (NMC), but are significantly cheaper and less harmful to the environment. With Ford training its sights on the lower-end of the EV market, it is delaying the full-size electric ute, known as 'T3', that's set to replace the F-150 Lightning until 2028. It has also pushed out the date for a new electric van, thought to be the next-generation E-Transit, until 2028 also. It's unknown if European production of this van will start earlier. This isn't the first time Ford has changed its EV plans. In 2024 company cancelled plans to build a large electric three-row SUV for the US. With sales of its Volkswagen-based Explorer and Capri EVs not meeting expectations, Ford has reportedly approved the development of new internal combustion engine cars for Europe. MORE: Everything Ford Content originally sourced from: Ford is delaying its F-150 Lightning successor, and large electric van again, as it prioritises smaller, more affordable EVs, including a Maverick-size electric ute. The automaker is teasing an event it is holding on August 11 US time in Kentucky, which CEO Jim Farley describes as a "Model T moment" for the firm. In a chat with Bloomberg Television, Mr Farley confirmed Ford will reveal the platform for "very low-end, super affordable EVs for urban duty cycles and for commercial". CarExpert can save you thousands on a new car. Click here to get a great deal. This new platform has been developed in California with the battery integrated into the chassis, and some models have been revealed to dealers. It's believed the first product using the platform will be a small ute, around the size of today's Maverick (above). The small EV ute is due to enter production in 2027, with some rumours indicate it could resurrect the Ranchero name (1960 model pictured below). In the US, the Ranchero name was used on a series sedan-based utes from 1957 to 1979, with the donor vehicles including Falcon, Torino and LTD. It will be followed by a small electric SUV in 2028. If all goes according to plan, the platform could serve as the basis for eight different vehicles. All will be produced at the company's plant in Louisville, Kentucky, which currently manufactures the Ford Escape and Lincoln Corsair. Both finish their innings this year, and won't be directly replaced. In order to keep these small EVs affordable, they will be equipped with lithium iron phosphate (LFP) batteries made at the company's new US$3 billion ($4.6 billion) BlueOval Battery Park in Marshall, Michigan. Due to come online in 2026, the plant is scheduled to be the first to produce LFP batteries in the States. LFP batteries have less energy density than lithium nickel manganese cobalt oxide batteries (NMC), but are significantly cheaper and less harmful to the environment. With Ford training its sights on the lower-end of the EV market, it is delaying the full-size electric ute, known as 'T3', that's set to replace the F-150 Lightning until 2028. It has also pushed out the date for a new electric van, thought to be the next-generation E-Transit, until 2028 also. It's unknown if European production of this van will start earlier. This isn't the first time Ford has changed its EV plans. In 2024 company cancelled plans to build a large electric three-row SUV for the US. With sales of its Volkswagen-based Explorer and Capri EVs not meeting expectations, Ford has reportedly approved the development of new internal combustion engine cars for Europe. MORE: Everything Ford Content originally sourced from: Ford is delaying its F-150 Lightning successor, and large electric van again, as it prioritises smaller, more affordable EVs, including a Maverick-size electric ute. The automaker is teasing an event it is holding on August 11 US time in Kentucky, which CEO Jim Farley describes as a "Model T moment" for the firm. In a chat with Bloomberg Television, Mr Farley confirmed Ford will reveal the platform for "very low-end, super affordable EVs for urban duty cycles and for commercial". CarExpert can save you thousands on a new car. Click here to get a great deal. This new platform has been developed in California with the battery integrated into the chassis, and some models have been revealed to dealers. It's believed the first product using the platform will be a small ute, around the size of today's Maverick (above). The small EV ute is due to enter production in 2027, with some rumours indicate it could resurrect the Ranchero name (1960 model pictured below). In the US, the Ranchero name was used on a series sedan-based utes from 1957 to 1979, with the donor vehicles including Falcon, Torino and LTD. It will be followed by a small electric SUV in 2028. If all goes according to plan, the platform could serve as the basis for eight different vehicles. All will be produced at the company's plant in Louisville, Kentucky, which currently manufactures the Ford Escape and Lincoln Corsair. Both finish their innings this year, and won't be directly replaced. In order to keep these small EVs affordable, they will be equipped with lithium iron phosphate (LFP) batteries made at the company's new US$3 billion ($4.6 billion) BlueOval Battery Park in Marshall, Michigan. Due to come online in 2026, the plant is scheduled to be the first to produce LFP batteries in the States. LFP batteries have less energy density than lithium nickel manganese cobalt oxide batteries (NMC), but are significantly cheaper and less harmful to the environment. With Ford training its sights on the lower-end of the EV market, it is delaying the full-size electric ute, known as 'T3', that's set to replace the F-150 Lightning until 2028. It has also pushed out the date for a new electric van, thought to be the next-generation E-Transit, until 2028 also. It's unknown if European production of this van will start earlier. This isn't the first time Ford has changed its EV plans. In 2024 company cancelled plans to build a large electric three-row SUV for the US. With sales of its Volkswagen-based Explorer and Capri EVs not meeting expectations, Ford has reportedly approved the development of new internal combustion engine cars for Europe. MORE: Everything Ford Content originally sourced from: Ford is delaying its F-150 Lightning successor, and large electric van again, as it prioritises smaller, more affordable EVs, including a Maverick-size electric ute. The automaker is teasing an event it is holding on August 11 US time in Kentucky, which CEO Jim Farley describes as a "Model T moment" for the firm. In a chat with Bloomberg Television, Mr Farley confirmed Ford will reveal the platform for "very low-end, super affordable EVs for urban duty cycles and for commercial". CarExpert can save you thousands on a new car. Click here to get a great deal. This new platform has been developed in California with the battery integrated into the chassis, and some models have been revealed to dealers. It's believed the first product using the platform will be a small ute, around the size of today's Maverick (above). The small EV ute is due to enter production in 2027, with some rumours indicate it could resurrect the Ranchero name (1960 model pictured below). In the US, the Ranchero name was used on a series sedan-based utes from 1957 to 1979, with the donor vehicles including Falcon, Torino and LTD. It will be followed by a small electric SUV in 2028. If all goes according to plan, the platform could serve as the basis for eight different vehicles. All will be produced at the company's plant in Louisville, Kentucky, which currently manufactures the Ford Escape and Lincoln Corsair. Both finish their innings this year, and won't be directly replaced. In order to keep these small EVs affordable, they will be equipped with lithium iron phosphate (LFP) batteries made at the company's new US$3 billion ($4.6 billion) BlueOval Battery Park in Marshall, Michigan. Due to come online in 2026, the plant is scheduled to be the first to produce LFP batteries in the States. LFP batteries have less energy density than lithium nickel manganese cobalt oxide batteries (NMC), but are significantly cheaper and less harmful to the environment. With Ford training its sights on the lower-end of the EV market, it is delaying the full-size electric ute, known as 'T3', that's set to replace the F-150 Lightning until 2028. It has also pushed out the date for a new electric van, thought to be the next-generation E-Transit, until 2028 also. It's unknown if European production of this van will start earlier. This isn't the first time Ford has changed its EV plans. In 2024 company cancelled plans to build a large electric three-row SUV for the US. With sales of its Volkswagen-based Explorer and Capri EVs not meeting expectations, Ford has reportedly approved the development of new internal combustion engine cars for Europe. MORE: Everything Ford Content originally sourced from:
The Advertiser
8 hours ago
- The Advertiser
Renault "well-positioned" to meet new Australian emissions regulations
Penalties under the New Vehicle Efficiency Standard (NVES) are now in effect, but Renault Australia says it isn't worried about being able to meet any mandated targets. The French brand only sells two electric vehicles (EV) in Australia, the Megane E-Tech and Kangoo E-Tech, and only recently introduced a mild-hybrid in the form of the Duster. That's despite Renault offering several models with mild-, full-, or plug-in hybrid powertrains, plus more EVs, in overseas markets such as Europe. Though hardly any of those European models have been confirmed for Australia, the brand's local general manager Glen Sealey says nothing is off the cards and maintains NVES is just another regulatory framework to adhere to. "From a Renault perspective… we always respect the umpire's decision. That's the regulatory framework that is out there today, and that's the framework that we will operate under," he told media at the local launch for the Duster. CarExpert can save you thousands on a new car. Click here to get a great deal. Above: Renault Megane E-Tech "Renault as a brand is European-based, so we have a fantastic product range to operate within an environment where NVES is in play." Renault, like every other manufacturer operating in Australia, is now obliged to meet set average carbon emissions targets across its fleet each year, or be penalised $100 per g/km of CO2 for every vehicle that exceeds the target. The brand's passenger vehicles fit into the Type 1 NVES category, which means the fleet is currently subject to average carbon dioxide emissions of 141g/km for 2025. This limit will drop each year, eventually reaching 58g/km in 2029. Unfortunately for Renault, only mild-hybrid Duster variants and the Arkana are below that limit, which likely won't be enough to offset emissions from the rest of the fleet. The brand's commercial lineup – Kangoo, Trafic, and Master – is subject to the current Type 2 vehicle limit of 210g/km, and all three are 'clean' enough for now. Above: Renault Kangoo E-Tech Renault Australia has confirmed six new models and updates will come in the next 18 months, including the new Captur – potentially with hybrid tech – and the niche Renault 5 Turbo 3E, which will be an exclusive performance EV. While unconfirmed, further models are likely to have some degree of electrification. "When we look at those six new models to come, there's a bit of water under the bridge, there's currency, there's regulatory changes, there's tariff changes rolling around the place," Mr Sealey said. "It's a very dynamic environment. So for me to sit here and say 'I'll definitely have that car tomorrow', I wouldn't be prepared to do that. "But what I can say, I do know I've got six of them coming. They may vary between now and then, but in terms of electrification, going back to that, you would have to say there is still going to be a baseline for electrification in Australia." Above: Renault Symbioz (overseas model) Mr Sealey explained that in 2024, before NVES came into effect, EVs held a market share of 8.0 per cent. Following the start of the NVES, in the first half of 2025 the share remained similar at 7.6 per cent. "So the one thing that we do see, and all car companies must respect, is [that] it is the consumer that drives the market, and so it will be the consumer that dictates whether electrification is adopted further," Mr Sealey said. When asked whether Renault Australia is expecting to have to pay fines for exceeding CO2 limits, Mr Sealey replied, "We're well-positioned to operate within an NVES environment." "When you look at Renault, we have typically four-cylinder engines, very efficient, we're lightweight, so you would have to say, no," he said. MORE: Renault is readying six new and updated models for Australia, but which? MORE: Everything Renault Content originally sourced from: Penalties under the New Vehicle Efficiency Standard (NVES) are now in effect, but Renault Australia says it isn't worried about being able to meet any mandated targets. The French brand only sells two electric vehicles (EV) in Australia, the Megane E-Tech and Kangoo E-Tech, and only recently introduced a mild-hybrid in the form of the Duster. That's despite Renault offering several models with mild-, full-, or plug-in hybrid powertrains, plus more EVs, in overseas markets such as Europe. Though hardly any of those European models have been confirmed for Australia, the brand's local general manager Glen Sealey says nothing is off the cards and maintains NVES is just another regulatory framework to adhere to. "From a Renault perspective… we always respect the umpire's decision. That's the regulatory framework that is out there today, and that's the framework that we will operate under," he told media at the local launch for the Duster. CarExpert can save you thousands on a new car. Click here to get a great deal. Above: Renault Megane E-Tech "Renault as a brand is European-based, so we have a fantastic product range to operate within an environment where NVES is in play." Renault, like every other manufacturer operating in Australia, is now obliged to meet set average carbon emissions targets across its fleet each year, or be penalised $100 per g/km of CO2 for every vehicle that exceeds the target. The brand's passenger vehicles fit into the Type 1 NVES category, which means the fleet is currently subject to average carbon dioxide emissions of 141g/km for 2025. This limit will drop each year, eventually reaching 58g/km in 2029. Unfortunately for Renault, only mild-hybrid Duster variants and the Arkana are below that limit, which likely won't be enough to offset emissions from the rest of the fleet. The brand's commercial lineup – Kangoo, Trafic, and Master – is subject to the current Type 2 vehicle limit of 210g/km, and all three are 'clean' enough for now. Above: Renault Kangoo E-Tech Renault Australia has confirmed six new models and updates will come in the next 18 months, including the new Captur – potentially with hybrid tech – and the niche Renault 5 Turbo 3E, which will be an exclusive performance EV. While unconfirmed, further models are likely to have some degree of electrification. "When we look at those six new models to come, there's a bit of water under the bridge, there's currency, there's regulatory changes, there's tariff changes rolling around the place," Mr Sealey said. "It's a very dynamic environment. So for me to sit here and say 'I'll definitely have that car tomorrow', I wouldn't be prepared to do that. "But what I can say, I do know I've got six of them coming. They may vary between now and then, but in terms of electrification, going back to that, you would have to say there is still going to be a baseline for electrification in Australia." Above: Renault Symbioz (overseas model) Mr Sealey explained that in 2024, before NVES came into effect, EVs held a market share of 8.0 per cent. Following the start of the NVES, in the first half of 2025 the share remained similar at 7.6 per cent. "So the one thing that we do see, and all car companies must respect, is [that] it is the consumer that drives the market, and so it will be the consumer that dictates whether electrification is adopted further," Mr Sealey said. When asked whether Renault Australia is expecting to have to pay fines for exceeding CO2 limits, Mr Sealey replied, "We're well-positioned to operate within an NVES environment." "When you look at Renault, we have typically four-cylinder engines, very efficient, we're lightweight, so you would have to say, no," he said. MORE: Renault is readying six new and updated models for Australia, but which? MORE: Everything Renault Content originally sourced from: Penalties under the New Vehicle Efficiency Standard (NVES) are now in effect, but Renault Australia says it isn't worried about being able to meet any mandated targets. The French brand only sells two electric vehicles (EV) in Australia, the Megane E-Tech and Kangoo E-Tech, and only recently introduced a mild-hybrid in the form of the Duster. That's despite Renault offering several models with mild-, full-, or plug-in hybrid powertrains, plus more EVs, in overseas markets such as Europe. Though hardly any of those European models have been confirmed for Australia, the brand's local general manager Glen Sealey says nothing is off the cards and maintains NVES is just another regulatory framework to adhere to. "From a Renault perspective… we always respect the umpire's decision. That's the regulatory framework that is out there today, and that's the framework that we will operate under," he told media at the local launch for the Duster. CarExpert can save you thousands on a new car. Click here to get a great deal. Above: Renault Megane E-Tech "Renault as a brand is European-based, so we have a fantastic product range to operate within an environment where NVES is in play." Renault, like every other manufacturer operating in Australia, is now obliged to meet set average carbon emissions targets across its fleet each year, or be penalised $100 per g/km of CO2 for every vehicle that exceeds the target. The brand's passenger vehicles fit into the Type 1 NVES category, which means the fleet is currently subject to average carbon dioxide emissions of 141g/km for 2025. This limit will drop each year, eventually reaching 58g/km in 2029. Unfortunately for Renault, only mild-hybrid Duster variants and the Arkana are below that limit, which likely won't be enough to offset emissions from the rest of the fleet. The brand's commercial lineup – Kangoo, Trafic, and Master – is subject to the current Type 2 vehicle limit of 210g/km, and all three are 'clean' enough for now. Above: Renault Kangoo E-Tech Renault Australia has confirmed six new models and updates will come in the next 18 months, including the new Captur – potentially with hybrid tech – and the niche Renault 5 Turbo 3E, which will be an exclusive performance EV. While unconfirmed, further models are likely to have some degree of electrification. "When we look at those six new models to come, there's a bit of water under the bridge, there's currency, there's regulatory changes, there's tariff changes rolling around the place," Mr Sealey said. "It's a very dynamic environment. So for me to sit here and say 'I'll definitely have that car tomorrow', I wouldn't be prepared to do that. "But what I can say, I do know I've got six of them coming. They may vary between now and then, but in terms of electrification, going back to that, you would have to say there is still going to be a baseline for electrification in Australia." Above: Renault Symbioz (overseas model) Mr Sealey explained that in 2024, before NVES came into effect, EVs held a market share of 8.0 per cent. Following the start of the NVES, in the first half of 2025 the share remained similar at 7.6 per cent. "So the one thing that we do see, and all car companies must respect, is [that] it is the consumer that drives the market, and so it will be the consumer that dictates whether electrification is adopted further," Mr Sealey said. When asked whether Renault Australia is expecting to have to pay fines for exceeding CO2 limits, Mr Sealey replied, "We're well-positioned to operate within an NVES environment." "When you look at Renault, we have typically four-cylinder engines, very efficient, we're lightweight, so you would have to say, no," he said. MORE: Renault is readying six new and updated models for Australia, but which? MORE: Everything Renault Content originally sourced from: Penalties under the New Vehicle Efficiency Standard (NVES) are now in effect, but Renault Australia says it isn't worried about being able to meet any mandated targets. The French brand only sells two electric vehicles (EV) in Australia, the Megane E-Tech and Kangoo E-Tech, and only recently introduced a mild-hybrid in the form of the Duster. That's despite Renault offering several models with mild-, full-, or plug-in hybrid powertrains, plus more EVs, in overseas markets such as Europe. Though hardly any of those European models have been confirmed for Australia, the brand's local general manager Glen Sealey says nothing is off the cards and maintains NVES is just another regulatory framework to adhere to. "From a Renault perspective… we always respect the umpire's decision. That's the regulatory framework that is out there today, and that's the framework that we will operate under," he told media at the local launch for the Duster. CarExpert can save you thousands on a new car. Click here to get a great deal. Above: Renault Megane E-Tech "Renault as a brand is European-based, so we have a fantastic product range to operate within an environment where NVES is in play." Renault, like every other manufacturer operating in Australia, is now obliged to meet set average carbon emissions targets across its fleet each year, or be penalised $100 per g/km of CO2 for every vehicle that exceeds the target. The brand's passenger vehicles fit into the Type 1 NVES category, which means the fleet is currently subject to average carbon dioxide emissions of 141g/km for 2025. This limit will drop each year, eventually reaching 58g/km in 2029. Unfortunately for Renault, only mild-hybrid Duster variants and the Arkana are below that limit, which likely won't be enough to offset emissions from the rest of the fleet. The brand's commercial lineup – Kangoo, Trafic, and Master – is subject to the current Type 2 vehicle limit of 210g/km, and all three are 'clean' enough for now. Above: Renault Kangoo E-Tech Renault Australia has confirmed six new models and updates will come in the next 18 months, including the new Captur – potentially with hybrid tech – and the niche Renault 5 Turbo 3E, which will be an exclusive performance EV. While unconfirmed, further models are likely to have some degree of electrification. "When we look at those six new models to come, there's a bit of water under the bridge, there's currency, there's regulatory changes, there's tariff changes rolling around the place," Mr Sealey said. "It's a very dynamic environment. So for me to sit here and say 'I'll definitely have that car tomorrow', I wouldn't be prepared to do that. "But what I can say, I do know I've got six of them coming. They may vary between now and then, but in terms of electrification, going back to that, you would have to say there is still going to be a baseline for electrification in Australia." Above: Renault Symbioz (overseas model) Mr Sealey explained that in 2024, before NVES came into effect, EVs held a market share of 8.0 per cent. Following the start of the NVES, in the first half of 2025 the share remained similar at 7.6 per cent. "So the one thing that we do see, and all car companies must respect, is [that] it is the consumer that drives the market, and so it will be the consumer that dictates whether electrification is adopted further," Mr Sealey said. When asked whether Renault Australia is expecting to have to pay fines for exceeding CO2 limits, Mr Sealey replied, "We're well-positioned to operate within an NVES environment." "When you look at Renault, we have typically four-cylinder engines, very efficient, we're lightweight, so you would have to say, no," he said. MORE: Renault is readying six new and updated models for Australia, but which? MORE: Everything Renault Content originally sourced from:
