2025 LDV D90 review
The large seven-seat off-road SUV has been popular with those looking for a cut-price alternative to models like the Toyota Prado and Ford Everest with a heap of space and spec.
Until recently, it also had a diesel engine on offer – which was popular with private buyers in rural and regional areas in particular.
But this heavily updated model brings a massive redesign and something of a rethink for the model range, with petrol now the only engine choice available to buyers. And prices have been hiked, too.
So is the LDV D90 still worth looking at if you're in the market for a huge hauler for the fam? Read on to find out.
How much does the LDV D90 cost?
The LDV D90 is still affordable. And if you happen to have an ABN (Australian Business Number) you might be surprised at the discounts available.
The model tested in this review is the flagship Executive 4WD, finished in the premium two-tone Concrete Grey and a black roof ($2000 extra).
All the details about the standard specifications are listed a few sections below.
If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool
What is the LDV D90 like on the inside?
There have been some big changes inside the D90, as part of a massive cabin redesign that makes it feel a fair bit more upmarket than its predecessor.
It's not just the larger and newly-upgraded media screen, nor the better driver info display, but moreover the actual design and styling that looks a whole lot more rugged and ready for family adventures.
There's a bit of brightwork in the cabin to break up the black trim, including for the passenger side grab handle on the dash, while the new door pulls and redesigned door skins are chunkier as well.
It all looks more purposeful and I really like the new control panel for climate stuff, which still includes toggles for fan and temperature, but is missing a recirculation controller.
However, the new infotainment screen can manage a whole heap of the controls you might otherwise need, including the car's headlights.
That's because there's only high-beam on the left stalk (as well as wiper and blinker controls), and while that might take a bit of getting used to, the 'auto' wiper setting on the test vehicle I drove didn't seem to be working. It also beeps each time you adjust between wiper modes, which – for fiddlers like me – is a frustration.
On the other side of the steering wheel is a column-mounted gear selector, and between the seats is an electric park button.
Back to the centre screen, where you'll also be able to adjust some of the crucial controls, use wired Apple CarPlay or Android Auto, or jump through menus there. It's a fast-loading and colourful display with intuitive menus, and there's a drop-down menu for some of the quick adjustments you might want to make (like turning off the lane-keeping tech, but hallelujah the speed sign recognition system will stay off if you switch it off!).
Storage is decent, with a sizeable set of bottle holders in the doors, decent cupholders between the seats, a lower hidden storage section with charging ports near the driver's left leg, and a centre console bin with a split-opening lid.
The seats offer a good amount of comfort and adjustment up front, with the high-spec version getting electric driver's seat adjustment with lumbar configurability, but no version of this SUV comes with heated or ventilated seats, which is a shame. The front passenger gets manually adjustable seating.
In the second row there is easily enough space for a 182cm/6'0' adult to sit behind a similarl -sized grown-up, partly because the second-row has a sliding function with a 60:40 split. That makes it more amenable than some other rugged SUVs that don't have sliding seats, like the Isuzu MU-X. There is also a heap of headroom, and three adults across the second row should be doable.
If you need to put kiddos in the back, though, they'll have to sit in the second row. It has ISOFIX anchors in the window seats and three top-tethers, but the third row has no child seat fitment options, which is a shame. If you need that, have a look at a three-row Mazda SUV, a Kia Sorento or a Hyundai Santa Fe.
But it has a few great features that will make those in the second-row happy, including a powerpoint with international plug adapter, USB ports, ambient lighting and a climate control system with fan speed and temperature adjustment, and there are overhead vents for rear riders in both back rows.
Accessing the back row seats is reasonably easy, but just be careful – the standard side steps are a bit slippery.
The second-row seats can tilt and slide forward to allow access, and the space in the third row is accommodating enough for a fully grown adult to fit with a little bit of knee room (in a very knees-up position), good shoulder room and lots of headroom.
There are some storage options in the very back, and a USB-C charger too.
And as for boot space, there's a heap on offer.
With the third row in place, LDV claims 343 litres of cargo capacity is available – which is easily enough for a heap of school backpacks.
Drop those third-row seats down and you'll find a massive 1350L of volume to play with, and you can holster the rear seatbelts out of the way too.
The cargo zone has a 12V outlet, lighting, shopping bag hooks, and a jack under the false floor. And below the body of the vehicle is a steel spare wheel.
If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool
What's under the bonnet?
The diesel engine option is no more, so now you can only get this big three-row SUV with a turbo-petrol engine. But there's the choice of rear- or four-wheel drive.
The 4WD model (as tested here) is certainly going to be an appealing choice for those who go camping or plan to venture into the land of unsealed driving, and while it has a high-range 4WD mode and an Auto mode to apportion torque where it is needed most, in the default 2WD (rear-wheel drive) mode it is a little too easy to rip up the grass or spin the tyres from a standstill.
The official figures are maybe a little ambitious in terms of fuel consumption too. On test, during mainly highway-based testing, I saw a displayed average of 11.1L/100km. But in more urban, traffic-snarl situations, you might see that climb above 14L/100km.
There's no hybrid option on offer, and it needs premium juice as well.
If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool
How does the LDV D90 drive?
You might be expecting this to be a bit of a lacklustre thing to drive. But it's not.
I was surprised at how easily I settled into the drive experience in the petrol D90, having only ever piloted the diesel in years gone by.
And while it's not perfect – it can feel a bit laggy at low speeds, and it needs to be warmed up a bit as I noticed some chugging when it was cold – it is a perky operator, with a heap of pulling power and an eagerness to rev.
That might be why fuel use is a little on the high side, because the eight-speed auto will shuffle away pretty unobtrusively, though at times I felt it downshifted unnecessarily when it could have just coasted along in the higher gear it was in.
There is a manual mode if you want to take matters into your own hands, but generally – for the sort of stuff I was doing with the car, which is likely similar to what most owners will (driving around town, childcare collection, some commuting and general boring drudgery) – it was decent.
What disappointed me, though, was the brake pedal feel, which feels inconsistent under foot.
I had a few instances of 'close calls' because of the brake response not being as bitey as I'd hoped. And look, it's not the lightest large SUV at 2267kg, but the body really heaves forward when you slam the anchors.
That comes down in part to the softness of the suspension, which is impressive in terms of ride comfort.
This SUV easily copes with big and small bumps in the road surface, feeling smooth and cushy across all the usual inconsistencies you might encounter. With 264mm of ground clearance, you can rest assured you'll be able to tackle kerbs and gutters (and off-road ruts and rocks, too!).
And the steering is pretty easy going, too. It's not going to feel like you're at an equal joy level if you're used to a Ford Everest, but for drivers who just need to shuffle families around and hit the shops, it should be easy to manage.
But there's an issue. This is a huge SUV, and it's not the easiest to see out of. And while there is a standard reversing camera and both front and rear parking sensors, that's really not good enough for a family-focused seven-seater in 2025. It really should have a surround-view system.
If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool
What do you get?
Here's a rundown of each variant in the 2025 LDV D90 lineup, and the standard equipment on offer as you walk up through the grades.
2025 LDV D90 Mode 2WD equipment highlights:
18-inch alloy wheels with highway terrain tyres
Full-size steel spare
LED headlights with LED DRLs
LED tail-lights
LED rear fog lights
Black door handles
Black mirror caps
Roof rails
Side steps
Rain sensing wipers
Multi-zone climate control
Roof-mounted second- and third-row air vents
Paddle shifters
Synthetic leather seat trim
8-speaker sound system
12.3-inch digital instrument cluster
12.3-inch touchscreen infotainment system
Apple CarPlay and Android Auto
3x front charge ports (1x USB-A, USB-C and 12V/120W each)
3x second-row charge ports (2x USB-A, 1x 220V/150W)
2x third-row charge ports (1x USB-A and 12V/120W each)
Integrated dash cam
Keyless entry and start
The Executive 2WD adds:
Sunroof
Rear privacy glass
Ambient lighting
Heated steering wheel
Height- and reach-adjustable steering column
Auto-dimming rear-view mirror
Power tailgate
8-way power-adjustable driver's seat with 4-way lumbar adjustment
Dual wireless charging pads
The Executive 4WD adds:
4WD with crawl control
Differential lock (rear and centre)
Off-road terrain modes
If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool
Is the LDV D90 safe?
The existing LDV D90 had a five-star ANCAP rating, but this upgraded model doesn't get that. Based on the current criteria, it would not achieve a five-star rating. But does that matter? Have your say in the comments.
The following safety equipment is standard:
Autonomous Emergency Braking (AEB)
Adaptive cruise control
Lane-keep assist
Lane departure warning
Rear cross-traffic alert
Blind sport monitoring
Hill Descent Control (HDC)
Driver monitoring system
Traffic sign recognition
Front and rear parking sensors
Front door exit warning with cyclist and traffic detection
Reversing camera
Tyre pressure monitoring
The biggest miss on that list is a surround-view camera system, which should be standard in a car like this – but it isn't even available in the top-spec car. Disappointing.
What is pretty nifty, though, is the standard fitment of a dash cam system. You can configure the camera to capture rolling footage to an SD card and, if you need to, you can store files to upload them to Dash Cams Australia.
There are six airbags, including dual front, front side and full-length curtain airbags that cover third-row occupants. There's no front-centre airbag, though.
If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool
How much does the LDV D90 cost to run?
LDV offers a seven-year, 200,000km warranty for the D90, which is on par with most models in the mainstream large SUV segment.
Buyers also get five years of roadside assistance if something goes wrong, which is a nice plus.
But there's a potential issue for some – LDV doesn't offer any form of capped price servicing for the D90, and that means it lags behind almost all competitors from a peace-of-mind perspective.
However, if you speak with your dealer, they should be able to advise estimates on maintenance costs.
The first service is required at six months or 5000km (whichever comes first), and thereafter all subsequent services are due every 12 months or 10,000km.
If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool
CarExpert's Take on the LDV D90
Family-friendly and functional, the LDV D90 is worth a look if you're okay with petrol power and can't stretch the budget to get into a better diesel-powered, adventure-ready seven-seat SUV like the Everest.
It has a few misses when it comes to tech and driving quality, but for the most part this rugged, high-riding three-row wagon still offers a decent amount of appeal.
Interested in buying an LDV D90? Let CarExpert find you the best deal here
Pros
Great value for the space and spec
Easier to drive that you'd expect
Improved interior and tech
Cons
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Sydney Morning Herald
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- Sydney Morning Herald
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'We're interested in making sure that this rapid growth in these emerging markets doesn't follow the same trajectory as the developed markets,' said Rob de Jong, head of sustainable transportation for the United Nations Environment Program. But as Nepal has learnt, there are obstacles. The country has spent heavily on subsidies for EVs, and getting rid of the support too quickly could derail the shift to battery power. Even if petrol-powered passenger cars are phased out, cleaning the air will require public transportation to go electric as well. The Asian Development Bank, a multinational development lender, has been a key financier of Nepal's dams, transmission lines and charging networks. The head of the bank's resident mission in Nepal, Arnaud Cauchois, is cautious about the risk of backsliding. 'Given the economic sense that this EV conversion represents for Nepal, I think I would see it as unlikely that we would have major policy change,' Cauchois said. 'But that's basically a wish more than a conviction.' From Indian petrol to Chinese cars Many countries are trying to electrify their vehicle fleets, but the case for doing so is even more obvious in Nepal, with its clean energy embodied in the rivers that run down from the Himalayas. A 2015 border skirmish with India squeezed Nepal's petroleum imports, then its largest energy source. After that, the government invested heavily in hydropower and grid infrastructure, which have provided cheap, non-polluting sources of electricity. Nearly all households now have access, and the rolling blackouts have ended. To maximise the potential of its homegrown power, Nepal would need to use it for transportation. But EVs were still too expensive for mass adoption in a country with a per-capita economic output of about $US1400 ($2150). So, the government pulled all the levers it had to provide incentives. Nepal's primary source of revenue is taxes on imports. To make EVs cheaper, the government set its customs and excise taxes on the cars at a combined maximum of 40 per cent in 2021, compared with 180 per cent for petrol-powered cars. Now, the electric version of one Hyundai SUV costs less than $US38,000, while the petrol-powered model is about $US40,000. The Nepal Electricity Authority built 62 charging stations, in Kathmandu and on highways across the country. It allowed anyone to build chargers, levied negligible tariffs on their import and gave away transformers – the priciest component. Finally, the government set electricity costs for chargers at less than market rates. At those prices, fuelling a petrol-powered car cost about 15 times as much as charging an electric one. That was enough to create a business model for hotels, restaurants and other roadside entrepreneurs to install chargers on their own. 'At first, everybody was scared – how to establish and whether it would run or not,' said Kul Man Ghising, who managed the electricity authority until March. 'But we tried and tried and tried.' Businesses have now installed about 1200 chargers, according to the agency, and private residences are likely to have thousands more. 'A win-win situation' At first, automotive dealers were sceptical. But Yamuna Shrestha saw the potential. Originally a distributor for solar power equipment made by BYD, the largest electric car company in China, she saw some of its new models on a trip to the company's Shenzhen headquarters in 2016. She secured the licence to distribute BYD vehicles in Nepal a few years later, when few others thought EVs could gain traction. 'Many people were pushing for fossil fuels, but there was no one advocating for electric vehicles,' Shrestha said. Her sales took off when BYD released cars that could go further on a single charge and had high enough clearance to cope with Nepal's rough roads. Now, she has 18 dealerships and expects to sell 4000 vehicles in 2025. Loading But the competition is withering, as dozens of Chinese brands have entered the market. Dealers of Indian-made vehicles say they can't match the low price and high quality of vehicles coming from Chinese manufacturers, which have been pressing to get into any markets they can. 'There is a kind of geopolitical push when it comes to EVs that come into Nepal,' said Karan Kumar Chaudhary, who runs Suzuki dealerships and leads the Automobiles Association of Nepal. 'You are talking about models that compete with Tesla that are coming in at half the price of a Tesla, which is unrealistic, right? As a consumer, it's a win-win situation.' Jit Bahadur Shahi was convinced. After retiring from the national police last year, he paid about $US33,000 for a new electric minibus. He ferries passengers seven hours from Kathmandu to his town, Janakpur, on the Indian border. Ten round trips are enough to cover his monthly loan payments, and he expects to pay off the van in four years. 'It's OK. I'm happy,' Shahi, 43, said while charging the van on a Saturday. 'But the problem is that charging stations are not everywhere.' He also worries how much it will cost to fix the van after the warranty expires, and what will happen when its battery wears out. Loading Businesses and advocates in the country are concerned that Nepal may already be backing off its commitment to the electric transition. The young democracy has had three prime ministers in the past five years, and priorities have shifted with each of them. The nation's central bank doubled down-payment requirements for EVs this year. The federal government, seeing declining revenues from car imports, has been inching up its tariffs on EVs. The government also does not have a plan for the collection or recycling of batteries. And auto dealers worry that faulty vehicles from some of the smaller Chinese brands could discredit the category. They're pushing for an agency that would independently certify safety and quality. Rajan Babu Shrestha holds the licence to distribute cars in Nepal from Indian manufacturer Tata Motors. He has seen sales rocket on his electric models, but he could go back to selling petrol-powered vehicles if tariffs rose or subsidies for charging stations went away. 'It's a very positive direction they are going in, but it really comes down to the long-term policy,' Shrestha said. 'Stability is always a question mark.' EVs for everybody For now, the electric shift in passenger vehicles is moving swiftly. But a vast majority of Nepal's residents don't have cars. Instead, they use cheaper motorbikes or mostly petrol- and diesel-powered buses. If Nepal is to clean its air, it will have to electrify and expand its public transportation fleet as well. Chiri Babu Maharjan is the mayor of Lalitpur, the city across the Bagmati River from Kathmandu. Legions of scooters have made it difficult for vehicles of any kind to get anywhere on the narrow roads. Electric two-wheelers have not gained much traction in Nepal, as they have in India. 'We are trying to reduce fossil fuel vehicles in my town,' Maharjan said. 'This is very difficult, but we must do something.' The solution, he said, was to give his constituents a better alternative. To do that, Maharjan has placed his trust in Sajha Yatayat, a bus company that is mostly owned by the state. Electric buses are expensive, and transit fares in the region are capped at about US36¢ (55¢) for the longest ride. That makes financing the purchases difficult. Nepal's government has stepped in with about $US22 million to buy them. For the past two years, Sajha Yatayat has been running 41 green-painted electric buses. But Kanak Mani Dixit, who until recently served as Sajha Yatayat's chair, thinks about 800 of them are needed to establish a network of routes with enough frequency to replace individual vehicles. China is stepping into this front, too. Recently, the Chinese government offered to give Nepal 100 more 12-metre-long buses at no cost. Dixit acknowledges that China may have its own motivations, such as increasing acceptance of its larger electric models, but he doesn't worry about it. 'We have been accepting foreign assistance since 1950, and this is foreign assistance,' he said. Even with more buses, taming the chaotic scrum of exhaust-spewing motorbikes will require a regional transportation authority that could clear more space for public transit. The agency's creation has been mired in political disagreement, but Dixit hopes it can finally make clean, accessible mobility a reality. 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The Age
12 hours ago
- The Age
The country where 76 per cent of cars sold are electric
'We're interested in making sure that this rapid growth in these emerging markets doesn't follow the same trajectory as the developed markets,' said Rob de Jong, head of sustainable transportation for the United Nations Environment Program. But as Nepal has learnt, there are obstacles. The country has spent heavily on subsidies for EVs, and getting rid of the support too quickly could derail the shift to battery power. Even if petrol-powered passenger cars are phased out, cleaning the air will require public transportation to go electric as well. The Asian Development Bank, a multinational development lender, has been a key financier of Nepal's dams, transmission lines and charging networks. The head of the bank's resident mission in Nepal, Arnaud Cauchois, is cautious about the risk of backsliding. 'Given the economic sense that this EV conversion represents for Nepal, I think I would see it as unlikely that we would have major policy change,' Cauchois said. 'But that's basically a wish more than a conviction.' From Indian petrol to Chinese cars Many countries are trying to electrify their vehicle fleets, but the case for doing so is even more obvious in Nepal, with its clean energy embodied in the rivers that run down from the Himalayas. A 2015 border skirmish with India squeezed Nepal's petroleum imports, then its largest energy source. After that, the government invested heavily in hydropower and grid infrastructure, which have provided cheap, non-polluting sources of electricity. Nearly all households now have access, and the rolling blackouts have ended. To maximise the potential of its homegrown power, Nepal would need to use it for transportation. But EVs were still too expensive for mass adoption in a country with a per-capita economic output of about $US1400 ($2150). So, the government pulled all the levers it had to provide incentives. Nepal's primary source of revenue is taxes on imports. To make EVs cheaper, the government set its customs and excise taxes on the cars at a combined maximum of 40 per cent in 2021, compared with 180 per cent for petrol-powered cars. Now, the electric version of one Hyundai SUV costs less than $US38,000, while the petrol-powered model is about $US40,000. The Nepal Electricity Authority built 62 charging stations, in Kathmandu and on highways across the country. It allowed anyone to build chargers, levied negligible tariffs on their import and gave away transformers – the priciest component. Finally, the government set electricity costs for chargers at less than market rates. At those prices, fuelling a petrol-powered car cost about 15 times as much as charging an electric one. That was enough to create a business model for hotels, restaurants and other roadside entrepreneurs to install chargers on their own. 'At first, everybody was scared – how to establish and whether it would run or not,' said Kul Man Ghising, who managed the electricity authority until March. 'But we tried and tried and tried.' Businesses have now installed about 1200 chargers, according to the agency, and private residences are likely to have thousands more. 'A win-win situation' At first, automotive dealers were sceptical. But Yamuna Shrestha saw the potential. Originally a distributor for solar power equipment made by BYD, the largest electric car company in China, she saw some of its new models on a trip to the company's Shenzhen headquarters in 2016. She secured the licence to distribute BYD vehicles in Nepal a few years later, when few others thought EVs could gain traction. 'Many people were pushing for fossil fuels, but there was no one advocating for electric vehicles,' Shrestha said. Her sales took off when BYD released cars that could go further on a single charge and had high enough clearance to cope with Nepal's rough roads. Now, she has 18 dealerships and expects to sell 4000 vehicles in 2025. Loading But the competition is withering, as dozens of Chinese brands have entered the market. Dealers of Indian-made vehicles say they can't match the low price and high quality of vehicles coming from Chinese manufacturers, which have been pressing to get into any markets they can. 'There is a kind of geopolitical push when it comes to EVs that come into Nepal,' said Karan Kumar Chaudhary, who runs Suzuki dealerships and leads the Automobiles Association of Nepal. 'You are talking about models that compete with Tesla that are coming in at half the price of a Tesla, which is unrealistic, right? As a consumer, it's a win-win situation.' Jit Bahadur Shahi was convinced. After retiring from the national police last year, he paid about $US33,000 for a new electric minibus. He ferries passengers seven hours from Kathmandu to his town, Janakpur, on the Indian border. Ten round trips are enough to cover his monthly loan payments, and he expects to pay off the van in four years. 'It's OK. I'm happy,' Shahi, 43, said while charging the van on a Saturday. 'But the problem is that charging stations are not everywhere.' He also worries how much it will cost to fix the van after the warranty expires, and what will happen when its battery wears out. Loading Businesses and advocates in the country are concerned that Nepal may already be backing off its commitment to the electric transition. The young democracy has had three prime ministers in the past five years, and priorities have shifted with each of them. The nation's central bank doubled down-payment requirements for EVs this year. The federal government, seeing declining revenues from car imports, has been inching up its tariffs on EVs. The government also does not have a plan for the collection or recycling of batteries. And auto dealers worry that faulty vehicles from some of the smaller Chinese brands could discredit the category. They're pushing for an agency that would independently certify safety and quality. Rajan Babu Shrestha holds the licence to distribute cars in Nepal from Indian manufacturer Tata Motors. He has seen sales rocket on his electric models, but he could go back to selling petrol-powered vehicles if tariffs rose or subsidies for charging stations went away. 'It's a very positive direction they are going in, but it really comes down to the long-term policy,' Shrestha said. 'Stability is always a question mark.' EVs for everybody For now, the electric shift in passenger vehicles is moving swiftly. But a vast majority of Nepal's residents don't have cars. Instead, they use cheaper motorbikes or mostly petrol- and diesel-powered buses. If Nepal is to clean its air, it will have to electrify and expand its public transportation fleet as well. Chiri Babu Maharjan is the mayor of Lalitpur, the city across the Bagmati River from Kathmandu. Legions of scooters have made it difficult for vehicles of any kind to get anywhere on the narrow roads. Electric two-wheelers have not gained much traction in Nepal, as they have in India. 'We are trying to reduce fossil fuel vehicles in my town,' Maharjan said. 'This is very difficult, but we must do something.' The solution, he said, was to give his constituents a better alternative. To do that, Maharjan has placed his trust in Sajha Yatayat, a bus company that is mostly owned by the state. Electric buses are expensive, and transit fares in the region are capped at about US36¢ (55¢) for the longest ride. That makes financing the purchases difficult. Nepal's government has stepped in with about $US22 million to buy them. For the past two years, Sajha Yatayat has been running 41 green-painted electric buses. But Kanak Mani Dixit, who until recently served as Sajha Yatayat's chair, thinks about 800 of them are needed to establish a network of routes with enough frequency to replace individual vehicles. China is stepping into this front, too. Recently, the Chinese government offered to give Nepal 100 more 12-metre-long buses at no cost. Dixit acknowledges that China may have its own motivations, such as increasing acceptance of its larger electric models, but he doesn't worry about it. 'We have been accepting foreign assistance since 1950, and this is foreign assistance,' he said. Even with more buses, taming the chaotic scrum of exhaust-spewing motorbikes will require a regional transportation authority that could clear more space for public transit. The agency's creation has been mired in political disagreement, but Dixit hopes it can finally make clean, accessible mobility a reality. 'The Kathmandu Valley is just waiting for someone to turn the key,' Dixit said. 'Coincidentally, this is the time exactly when the electric buses have made an entry. And you could just suddenly find things much different another five years from now.'
The Advertiser
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- The Advertiser
Cupra Born VZ: EV hot hatch coming early 2026, more affordable options could follow
Cupra Australia will finally bring the 240kW Born VZ electric hot hatch early in 2026, though customers eager for less powerful variants will have to wait a little longer. Speaking with CarExpert, head of product for Cupra Australia – Jeff Shafer – said the high-performance Born will arrive at the beginning of next year (despite being earmarked for late-2025 as recently as March), while lesser variants may arrive with an incoming mid-life facelift. "We're in the process of planning the rest of the Born range beyond the VZ – even for the VZ we're still locking in a couple of final details," Mr Shafer said. "There's a facelift coming soon, so we're looking at the timing in terms of whether it makes sense to bring [lower variants] back in the shorter term, or wait for the [mid-life update]." CarExpert can save you thousands on a new car. Click here to get a great deal. 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Other changes under the skin of the VZ include a slightly larger 79kWh battery pack and a new DCC Sport chassis setup that includes revised dampers, anti-roll bars and rear springs. Exterior upgrades are limited to wider tyres and a choice of two 20-inch alloy wheel designs (globally): either forged or with 3D copper inserts. Two new colours join the palette: Midnight Black and Dark Forest green. Inside the cabin, the VZ is ready for the racetrack with bucket seats finished in recycled materials. The tech has also been improved over the base car, with the fitment of an upsized 12.9-inch infotainment touchscreen that features Cupra's latest operating system. The early 2026 launch timing is yet another delay for the flagship Born, which was originally due in May 2025, then pushed back to late 2025 as recently as March. This means when it arrives, it will be almost a year late. No doubt one reason for the delay is the Spanish brand's local strategy of giving each new model "the right time in the sun", as communicated by Cupra Australia's former director Ben Wilks earlier this year. "It's important to really roll these out responsibly in terms of timing. Each of these models needs the right time in the sun," Mr Wilks told CarExpert in March. "These are not necessarily delays from a factory perspective, but rather structure and order from our perspective." However, since Mr Wilks' comments launch timings for several new models have changed again. The facelifted Formentor and hotter Born VZ electric hatch were both initially due on sale here before the end of 2025, and now both are coming early next year. Stay tuned to CarExpert for all the latest Cupra Born updates MORE: Explore the Cupra Born showroom Content originally sourced from: Cupra Australia will finally bring the 240kW Born VZ electric hot hatch early in 2026, though customers eager for less powerful variants will have to wait a little longer. Speaking with CarExpert, head of product for Cupra Australia – Jeff Shafer – said the high-performance Born will arrive at the beginning of next year (despite being earmarked for late-2025 as recently as March), while lesser variants may arrive with an incoming mid-life facelift. "We're in the process of planning the rest of the Born range beyond the VZ – even for the VZ we're still locking in a couple of final details," Mr Shafer said. "There's a facelift coming soon, so we're looking at the timing in terms of whether it makes sense to bring [lower variants] back in the shorter term, or wait for the [mid-life update]." CarExpert can save you thousands on a new car. Click here to get a great deal. Asked about how the ever-changing EV market has impacted Cupra's approach, particularly with regards to re-introducing the Born, Mr Shafer said the Spanish brand will focus on driver enjoyment and value to stand out from increasing competition from the likes of emerging Chinese brands. "Cupra doesn't aspire to be all things to all people… so we really want to make sure that we're bringing cars that are appealing to people's emotions, and are above all fun to drive," Mr Shafer said. "With the Born, we got a lot of positive feedback on the ride and handling, and how there was a feeling of quality. I think these aspects take the VZ up to another level in terms of the responsiveness. "Bringing Tavascan into the market, in the EV space just making sure you've got a product that doesn't follow the others [is important]. "[Pricing] is always a challenge, and we don't take anything for granted in the Australian market. It did move very quickly, so we're trying to make sure we're bringing a product that has the right positioning, offers value that customers can see. "But also, making sure that the points of difference that we believe we have in design, ride and handling, and calibration of our assistance systems is also communicated so that people understand what they're getting for their money," Mr Shafer continued. "It's important that people feel like they have value. So we're not always chasing the cheapest price point, I don't think that's ever our position, but you definitely have to have a value that people can see and appreciate." The Cupra Born VZ features a single rear-mounted electric motor producing 240kW of power and 545Nm of torque, increases of 70kW and 235Nm over the standard 170kW Born that is now sold out in Australia. As a result, the Born VZ can sprint from 0-100km/h in 5.6 seconds, and reach a top speed of 200km/h. Other changes under the skin of the VZ include a slightly larger 79kWh battery pack and a new DCC Sport chassis setup that includes revised dampers, anti-roll bars and rear springs. Exterior upgrades are limited to wider tyres and a choice of two 20-inch alloy wheel designs (globally): either forged or with 3D copper inserts. Two new colours join the palette: Midnight Black and Dark Forest green. Inside the cabin, the VZ is ready for the racetrack with bucket seats finished in recycled materials. The tech has also been improved over the base car, with the fitment of an upsized 12.9-inch infotainment touchscreen that features Cupra's latest operating system. The early 2026 launch timing is yet another delay for the flagship Born, which was originally due in May 2025, then pushed back to late 2025 as recently as March. This means when it arrives, it will be almost a year late. No doubt one reason for the delay is the Spanish brand's local strategy of giving each new model "the right time in the sun", as communicated by Cupra Australia's former director Ben Wilks earlier this year. "It's important to really roll these out responsibly in terms of timing. Each of these models needs the right time in the sun," Mr Wilks told CarExpert in March. "These are not necessarily delays from a factory perspective, but rather structure and order from our perspective." However, since Mr Wilks' comments launch timings for several new models have changed again. The facelifted Formentor and hotter Born VZ electric hatch were both initially due on sale here before the end of 2025, and now both are coming early next year. Stay tuned to CarExpert for all the latest Cupra Born updates MORE: Explore the Cupra Born showroom Content originally sourced from: Cupra Australia will finally bring the 240kW Born VZ electric hot hatch early in 2026, though customers eager for less powerful variants will have to wait a little longer. Speaking with CarExpert, head of product for Cupra Australia – Jeff Shafer – said the high-performance Born will arrive at the beginning of next year (despite being earmarked for late-2025 as recently as March), while lesser variants may arrive with an incoming mid-life facelift. "We're in the process of planning the rest of the Born range beyond the VZ – even for the VZ we're still locking in a couple of final details," Mr Shafer said. "There's a facelift coming soon, so we're looking at the timing in terms of whether it makes sense to bring [lower variants] back in the shorter term, or wait for the [mid-life update]." CarExpert can save you thousands on a new car. Click here to get a great deal. Asked about how the ever-changing EV market has impacted Cupra's approach, particularly with regards to re-introducing the Born, Mr Shafer said the Spanish brand will focus on driver enjoyment and value to stand out from increasing competition from the likes of emerging Chinese brands. "Cupra doesn't aspire to be all things to all people… so we really want to make sure that we're bringing cars that are appealing to people's emotions, and are above all fun to drive," Mr Shafer said. "With the Born, we got a lot of positive feedback on the ride and handling, and how there was a feeling of quality. I think these aspects take the VZ up to another level in terms of the responsiveness. "Bringing Tavascan into the market, in the EV space just making sure you've got a product that doesn't follow the others [is important]. "[Pricing] is always a challenge, and we don't take anything for granted in the Australian market. It did move very quickly, so we're trying to make sure we're bringing a product that has the right positioning, offers value that customers can see. "But also, making sure that the points of difference that we believe we have in design, ride and handling, and calibration of our assistance systems is also communicated so that people understand what they're getting for their money," Mr Shafer continued. "It's important that people feel like they have value. So we're not always chasing the cheapest price point, I don't think that's ever our position, but you definitely have to have a value that people can see and appreciate." The Cupra Born VZ features a single rear-mounted electric motor producing 240kW of power and 545Nm of torque, increases of 70kW and 235Nm over the standard 170kW Born that is now sold out in Australia. As a result, the Born VZ can sprint from 0-100km/h in 5.6 seconds, and reach a top speed of 200km/h. Other changes under the skin of the VZ include a slightly larger 79kWh battery pack and a new DCC Sport chassis setup that includes revised dampers, anti-roll bars and rear springs. Exterior upgrades are limited to wider tyres and a choice of two 20-inch alloy wheel designs (globally): either forged or with 3D copper inserts. Two new colours join the palette: Midnight Black and Dark Forest green. Inside the cabin, the VZ is ready for the racetrack with bucket seats finished in recycled materials. The tech has also been improved over the base car, with the fitment of an upsized 12.9-inch infotainment touchscreen that features Cupra's latest operating system. The early 2026 launch timing is yet another delay for the flagship Born, which was originally due in May 2025, then pushed back to late 2025 as recently as March. This means when it arrives, it will be almost a year late. No doubt one reason for the delay is the Spanish brand's local strategy of giving each new model "the right time in the sun", as communicated by Cupra Australia's former director Ben Wilks earlier this year. "It's important to really roll these out responsibly in terms of timing. Each of these models needs the right time in the sun," Mr Wilks told CarExpert in March. "These are not necessarily delays from a factory perspective, but rather structure and order from our perspective." However, since Mr Wilks' comments launch timings for several new models have changed again. The facelifted Formentor and hotter Born VZ electric hatch were both initially due on sale here before the end of 2025, and now both are coming early next year. Stay tuned to CarExpert for all the latest Cupra Born updates MORE: Explore the Cupra Born showroom Content originally sourced from: Cupra Australia will finally bring the 240kW Born VZ electric hot hatch early in 2026, though customers eager for less powerful variants will have to wait a little longer. Speaking with CarExpert, head of product for Cupra Australia – Jeff Shafer – said the high-performance Born will arrive at the beginning of next year (despite being earmarked for late-2025 as recently as March), while lesser variants may arrive with an incoming mid-life facelift. "We're in the process of planning the rest of the Born range beyond the VZ – even for the VZ we're still locking in a couple of final details," Mr Shafer said. "There's a facelift coming soon, so we're looking at the timing in terms of whether it makes sense to bring [lower variants] back in the shorter term, or wait for the [mid-life update]." CarExpert can save you thousands on a new car. Click here to get a great deal. Asked about how the ever-changing EV market has impacted Cupra's approach, particularly with regards to re-introducing the Born, Mr Shafer said the Spanish brand will focus on driver enjoyment and value to stand out from increasing competition from the likes of emerging Chinese brands. "Cupra doesn't aspire to be all things to all people… so we really want to make sure that we're bringing cars that are appealing to people's emotions, and are above all fun to drive," Mr Shafer said. "With the Born, we got a lot of positive feedback on the ride and handling, and how there was a feeling of quality. I think these aspects take the VZ up to another level in terms of the responsiveness. "Bringing Tavascan into the market, in the EV space just making sure you've got a product that doesn't follow the others [is important]. "[Pricing] is always a challenge, and we don't take anything for granted in the Australian market. It did move very quickly, so we're trying to make sure we're bringing a product that has the right positioning, offers value that customers can see. "But also, making sure that the points of difference that we believe we have in design, ride and handling, and calibration of our assistance systems is also communicated so that people understand what they're getting for their money," Mr Shafer continued. "It's important that people feel like they have value. So we're not always chasing the cheapest price point, I don't think that's ever our position, but you definitely have to have a value that people can see and appreciate." The Cupra Born VZ features a single rear-mounted electric motor producing 240kW of power and 545Nm of torque, increases of 70kW and 235Nm over the standard 170kW Born that is now sold out in Australia. As a result, the Born VZ can sprint from 0-100km/h in 5.6 seconds, and reach a top speed of 200km/h. Other changes under the skin of the VZ include a slightly larger 79kWh battery pack and a new DCC Sport chassis setup that includes revised dampers, anti-roll bars and rear springs. Exterior upgrades are limited to wider tyres and a choice of two 20-inch alloy wheel designs (globally): either forged or with 3D copper inserts. Two new colours join the palette: Midnight Black and Dark Forest green. Inside the cabin, the VZ is ready for the racetrack with bucket seats finished in recycled materials. The tech has also been improved over the base car, with the fitment of an upsized 12.9-inch infotainment touchscreen that features Cupra's latest operating system. The early 2026 launch timing is yet another delay for the flagship Born, which was originally due in May 2025, then pushed back to late 2025 as recently as March. This means when it arrives, it will be almost a year late. No doubt one reason for the delay is the Spanish brand's local strategy of giving each new model "the right time in the sun", as communicated by Cupra Australia's former director Ben Wilks earlier this year. "It's important to really roll these out responsibly in terms of timing. Each of these models needs the right time in the sun," Mr Wilks told CarExpert in March. "These are not necessarily delays from a factory perspective, but rather structure and order from our perspective." However, since Mr Wilks' comments launch timings for several new models have changed again. The facelifted Formentor and hotter Born VZ electric hatch were both initially due on sale here before the end of 2025, and now both are coming early next year. Stay tuned to CarExpert for all the latest Cupra Born updates MORE: Explore the Cupra Born showroom Content originally sourced from:
