Subaru Australia says customers will decide its powertrains, not government
The NVES is designed to incentivise manufacturers to reduce CO2 emissions across their vehicle lineups, and officially commenced on January 1, 2025. Monetary penalties began on July 1, which now means manufacturers will be penalised $100 per g/km of CO2 for every vehicle that exceeds the average carbon emissions target set each year.
Speaking at the Australasian launch of the sixth-generation Forester, Subaru Australia general manager Scott Lawrence said the brand had plans in the works.
'First and foremost, we support initiatives to reduce CO2, and we support any actions in that space,' he told CarExpert.
CarExpert can save you thousands on a new car. Click here to get a great deal. Supplied Credit: CarExpert
ABOVE: Subaru Forester S:HEV
'Our response to that is product. Making sure we've got the right product in the market. Forester Strong Hybrid is our first Strong Hybrid in the market, and that'll definitely help.'
Subaru's new Strong Hybrid (S:HEV) powertrain is a traditional hybrid developed with the support of technology from Toyota. It's intended to be a substantial upgrade over the hybrid available with the previous generation, bringing improved performance and fuel economy.
The Japanese brand also has only one electric vehicle (EV) here, the slow-selling Solterra SUV, which was developed in partnership with Toyota and twinned with that brand's bZ4X. While the Forester is expected to sell well given the nameplate's figures in recent years, the Solterra is currently down 56.5 per cent year-to-date with only 121 deliveries in 2025.
The remainder of Subaru's lineup is dominated by petrol-only vehicles, ranging from the small and economy-focused Impreza to the sporty turbocharged WRX. This is despite the availability of mild-hybrid e-Boxer versions of the Impreza overseas. Supplied Credit: CarExpert
ABOVE: Subaru Crosstrek S:HEV
The Crosstrek e-Boxer hybrid has also been available in Australia since 2023, which like the outgoing Forester hybrid falls short of rivals from Toyota in terms of fuel economy.
However, Subaru does offer a Crosstrek S:HEV in Japan, which features a similar powertrain to the new Forester and could potentially be brought here.
Additionally, Subaru recently unveiled the Trailseeker EV in the United States, while the Uncharted EV made its debut last week. These models have not been confirmed for Australia, but like the Solterra, they are twinned with Toyota models – the bZ4X Touring and C-HR+, respectively.
'Ultimately though, consumers will choose. What we see playing out is we're going to continue to offer [internal combustion] for as long as it's possible, again because consumers will choose,' Mr Lawrence told CarExpert.
'We'll offer Strong Hybrid, and we'll offer EV too. We'll continue to expand that EV range in line with [Subaru Corporation's] ambition to grow them. So, multi-powertrain.' Supplied Credit: CarExpert Supplied Credit: CarExpert
ABOVE: Updated Subaru Solterra (left) and Subaru Trailseeker
Under the NVES, manufacturers must meet a set average carbon emissions target across their lineup, which decreases annually. The current target is 141g/km for Type 1 vehicles, or passenger cars, which will decrease to 58g/km by 2029.
For context on Subaru's situation, a petrol Forester produces 180g/km of CO2, while the Strong Hybrid produces 140g/km. Further, Subaru claims 170g/km for the 2.0-litre Impreza, 168g/km for a non-turbo Outback, and 225g/km for a manual WRX.
The emissions for these comparatively popular vehicles will be challenging to offset for Subaru's EVs in Australia, especially given the current low demand for the Solterra and unclear local intentions for the Trailseeker and Uncharted.
'I need to reiterate – we will also be reactive to what consumers want. They're the ultimate decider when it comes to powertrain choice and powertrain demand,' Mr Lawrence added.
When CarExpert asked whether Subaru Australia was concerned about meeting the current NVES emissions targets, Mr Lawrence simply replied, 'no'.
MORE: What the first federal emission standard means for Aussie car buyers
MORE: Subaru Forester, Crosstrek's new hybrid technology detailed
MORE: 2026 Subaru Trailseeker looks like an Outback EV
MORE: 2026 Subaru Uncharted revealed as brand's third EV
MORE: Everything Subaru
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The Advertiser
26 minutes ago
- The Advertiser
Lamborghini may ditch its first fully electric car altogether
Lamborghini's fourth series-production model, expected to be based on the Lanzador concept and now due in 2029, may launch as a plug-in hybrid rather than a fully electric vehicle (EV) as initially intended. The Lanzador, a high-riding 2+2 GT coupe unveiled in 2023, was presented as a preview of Lamborghini's first fully electric model. However, recent comments from CEO Stephan Winkelmann suggest the brand is rethinking its powertrain strategy for the car, citing a softening in global demand for EVs, particularly in the high-end segment. CarExpert can save you thousands on a new car. Click here to get a great deal. "We took two decisions so far based on the fact that the acceptance curve of the electric cars worldwide and globally, not only in our type of segment, is flattening, and this is even more true for our type [of cars]," Mr Winkelmann told CarExpert. The production version of the Lanzador was originally slated to spearhead Lamborghini's EV transition, sitting alongside the hybridised Revuelto, Temerario and next-gen Urus. But Mr Winkelmann says a plug-in hybrid is now firmly on the table. "The first decision [we made as a result of the EV market] is that Urus replacement would be, again, a plug-in hybrid, and that we postpone the launch of the fourth [model]," he said. While the vehicle's arrival was pushed back a year from 2028, the final decision on whether it will be fully electric or hybrid has yet to be made. "We have to decide whether we go one way or the other very soon, but today is still… it's possible [that it is a plug-in hybrid], but it's something which is still very open," Mr Winkelmann said. The comments reflect broader shifts in the luxury car market, where EV enthusiasm appears to be slowing. While Lamborghini remains committed to electrification, its approach is pragmatic. "Again, we said we don't need to be there at the beginning, but we need to be there when the people are ready to buy these things. And for me, this is paramount for the success of a company like ours," Mr Winkelmann said. The brand has already committed to hybridising its entire lineup and the new V8 plug-in hybrid drivetrain developed for the Temerario reflects the company's investment in long-term performance-oriented electrification. Mr Winkelmann also reiterated Lamborghini's intent to keep internal combustion engines alive in its two flagship supercars for as long as regulations allow. "If sustainable fuels are coming, then this is a huge opportunity to keep internal combustion engines. Besides that, for sure, the headline should be, we will keep them as long as possible, at least for the two supercars," he said. With the Lanzador-based fourth model still years away, Lamborghini is using the time to reassess its strategy. The original plan to go more electric remains technically feasible, but it may no longer make sense commercially and the company is conscious of its potential impact on residual values. "We are a technology-driven company, but about certain things, you have always to look into the emotional side of the people which it is surrounding, and the second buyer for sure… because performance is driven not by just acceleration or top speed, but by emotion." Mr Winkelmann said. Lamborghini isn't walking away from electrification. But whether the Lanzador makes it to production as an EV or a plug-in hybrid will depend on whether customers are ready to embrace it by 2029. Content originally sourced from: Lamborghini's fourth series-production model, expected to be based on the Lanzador concept and now due in 2029, may launch as a plug-in hybrid rather than a fully electric vehicle (EV) as initially intended. The Lanzador, a high-riding 2+2 GT coupe unveiled in 2023, was presented as a preview of Lamborghini's first fully electric model. However, recent comments from CEO Stephan Winkelmann suggest the brand is rethinking its powertrain strategy for the car, citing a softening in global demand for EVs, particularly in the high-end segment. CarExpert can save you thousands on a new car. Click here to get a great deal. "We took two decisions so far based on the fact that the acceptance curve of the electric cars worldwide and globally, not only in our type of segment, is flattening, and this is even more true for our type [of cars]," Mr Winkelmann told CarExpert. The production version of the Lanzador was originally slated to spearhead Lamborghini's EV transition, sitting alongside the hybridised Revuelto, Temerario and next-gen Urus. But Mr Winkelmann says a plug-in hybrid is now firmly on the table. "The first decision [we made as a result of the EV market] is that Urus replacement would be, again, a plug-in hybrid, and that we postpone the launch of the fourth [model]," he said. While the vehicle's arrival was pushed back a year from 2028, the final decision on whether it will be fully electric or hybrid has yet to be made. "We have to decide whether we go one way or the other very soon, but today is still… it's possible [that it is a plug-in hybrid], but it's something which is still very open," Mr Winkelmann said. The comments reflect broader shifts in the luxury car market, where EV enthusiasm appears to be slowing. While Lamborghini remains committed to electrification, its approach is pragmatic. "Again, we said we don't need to be there at the beginning, but we need to be there when the people are ready to buy these things. And for me, this is paramount for the success of a company like ours," Mr Winkelmann said. The brand has already committed to hybridising its entire lineup and the new V8 plug-in hybrid drivetrain developed for the Temerario reflects the company's investment in long-term performance-oriented electrification. Mr Winkelmann also reiterated Lamborghini's intent to keep internal combustion engines alive in its two flagship supercars for as long as regulations allow. "If sustainable fuels are coming, then this is a huge opportunity to keep internal combustion engines. Besides that, for sure, the headline should be, we will keep them as long as possible, at least for the two supercars," he said. With the Lanzador-based fourth model still years away, Lamborghini is using the time to reassess its strategy. The original plan to go more electric remains technically feasible, but it may no longer make sense commercially and the company is conscious of its potential impact on residual values. "We are a technology-driven company, but about certain things, you have always to look into the emotional side of the people which it is surrounding, and the second buyer for sure… because performance is driven not by just acceleration or top speed, but by emotion." Mr Winkelmann said. Lamborghini isn't walking away from electrification. But whether the Lanzador makes it to production as an EV or a plug-in hybrid will depend on whether customers are ready to embrace it by 2029. Content originally sourced from: Lamborghini's fourth series-production model, expected to be based on the Lanzador concept and now due in 2029, may launch as a plug-in hybrid rather than a fully electric vehicle (EV) as initially intended. The Lanzador, a high-riding 2+2 GT coupe unveiled in 2023, was presented as a preview of Lamborghini's first fully electric model. However, recent comments from CEO Stephan Winkelmann suggest the brand is rethinking its powertrain strategy for the car, citing a softening in global demand for EVs, particularly in the high-end segment. CarExpert can save you thousands on a new car. Click here to get a great deal. "We took two decisions so far based on the fact that the acceptance curve of the electric cars worldwide and globally, not only in our type of segment, is flattening, and this is even more true for our type [of cars]," Mr Winkelmann told CarExpert. The production version of the Lanzador was originally slated to spearhead Lamborghini's EV transition, sitting alongside the hybridised Revuelto, Temerario and next-gen Urus. But Mr Winkelmann says a plug-in hybrid is now firmly on the table. "The first decision [we made as a result of the EV market] is that Urus replacement would be, again, a plug-in hybrid, and that we postpone the launch of the fourth [model]," he said. While the vehicle's arrival was pushed back a year from 2028, the final decision on whether it will be fully electric or hybrid has yet to be made. "We have to decide whether we go one way or the other very soon, but today is still… it's possible [that it is a plug-in hybrid], but it's something which is still very open," Mr Winkelmann said. The comments reflect broader shifts in the luxury car market, where EV enthusiasm appears to be slowing. While Lamborghini remains committed to electrification, its approach is pragmatic. "Again, we said we don't need to be there at the beginning, but we need to be there when the people are ready to buy these things. And for me, this is paramount for the success of a company like ours," Mr Winkelmann said. The brand has already committed to hybridising its entire lineup and the new V8 plug-in hybrid drivetrain developed for the Temerario reflects the company's investment in long-term performance-oriented electrification. Mr Winkelmann also reiterated Lamborghini's intent to keep internal combustion engines alive in its two flagship supercars for as long as regulations allow. "If sustainable fuels are coming, then this is a huge opportunity to keep internal combustion engines. Besides that, for sure, the headline should be, we will keep them as long as possible, at least for the two supercars," he said. With the Lanzador-based fourth model still years away, Lamborghini is using the time to reassess its strategy. The original plan to go more electric remains technically feasible, but it may no longer make sense commercially and the company is conscious of its potential impact on residual values. "We are a technology-driven company, but about certain things, you have always to look into the emotional side of the people which it is surrounding, and the second buyer for sure… because performance is driven not by just acceleration or top speed, but by emotion." Mr Winkelmann said. Lamborghini isn't walking away from electrification. But whether the Lanzador makes it to production as an EV or a plug-in hybrid will depend on whether customers are ready to embrace it by 2029. Content originally sourced from: Lamborghini's fourth series-production model, expected to be based on the Lanzador concept and now due in 2029, may launch as a plug-in hybrid rather than a fully electric vehicle (EV) as initially intended. The Lanzador, a high-riding 2+2 GT coupe unveiled in 2023, was presented as a preview of Lamborghini's first fully electric model. However, recent comments from CEO Stephan Winkelmann suggest the brand is rethinking its powertrain strategy for the car, citing a softening in global demand for EVs, particularly in the high-end segment. CarExpert can save you thousands on a new car. Click here to get a great deal. "We took two decisions so far based on the fact that the acceptance curve of the electric cars worldwide and globally, not only in our type of segment, is flattening, and this is even more true for our type [of cars]," Mr Winkelmann told CarExpert. The production version of the Lanzador was originally slated to spearhead Lamborghini's EV transition, sitting alongside the hybridised Revuelto, Temerario and next-gen Urus. But Mr Winkelmann says a plug-in hybrid is now firmly on the table. "The first decision [we made as a result of the EV market] is that Urus replacement would be, again, a plug-in hybrid, and that we postpone the launch of the fourth [model]," he said. While the vehicle's arrival was pushed back a year from 2028, the final decision on whether it will be fully electric or hybrid has yet to be made. "We have to decide whether we go one way or the other very soon, but today is still… it's possible [that it is a plug-in hybrid], but it's something which is still very open," Mr Winkelmann said. The comments reflect broader shifts in the luxury car market, where EV enthusiasm appears to be slowing. While Lamborghini remains committed to electrification, its approach is pragmatic. "Again, we said we don't need to be there at the beginning, but we need to be there when the people are ready to buy these things. And for me, this is paramount for the success of a company like ours," Mr Winkelmann said. The brand has already committed to hybridising its entire lineup and the new V8 plug-in hybrid drivetrain developed for the Temerario reflects the company's investment in long-term performance-oriented electrification. Mr Winkelmann also reiterated Lamborghini's intent to keep internal combustion engines alive in its two flagship supercars for as long as regulations allow. "If sustainable fuels are coming, then this is a huge opportunity to keep internal combustion engines. Besides that, for sure, the headline should be, we will keep them as long as possible, at least for the two supercars," he said. With the Lanzador-based fourth model still years away, Lamborghini is using the time to reassess its strategy. The original plan to go more electric remains technically feasible, but it may no longer make sense commercially and the company is conscious of its potential impact on residual values. "We are a technology-driven company, but about certain things, you have always to look into the emotional side of the people which it is surrounding, and the second buyer for sure… because performance is driven not by just acceleration or top speed, but by emotion." Mr Winkelmann said. Lamborghini isn't walking away from electrification. But whether the Lanzador makes it to production as an EV or a plug-in hybrid will depend on whether customers are ready to embrace it by 2029. Content originally sourced from:
Perth Now
26 minutes ago
- Perth Now
2025 Audi e-tron GT review
Just like his suit, Iron Man's car eventually needs upgrades. 2025 Audi e-tron GT Credit: CarExpert Pictured: RS e-tron GT performance The achingly beautiful Audi e-tron GT could perhaps lay claim to the title of most attractive electric vehicle (EV), even more so than its Porsche Taycan sibling. While its underpinnings and componentry are shared with its in-house rival from Stuttgart, Audi's take on the electric performance GT is far more restrained and classic. You'd perhaps mistake it for a combustion-powered vehicle if you didn't know what it was at first glance. It was already potent in its original form, namely the RS e-tron GT flagship with its mammoth 430kW/830Nm dual-motor drivetrain that makes it good for a 3.3-second blast from 0-100km/h and a top whack of 250km/h. Now, it's even meaner. Sitting atop the subtly revised range is a new flagship RS e-tron GT performance, which is hypercar-quick. Now boasting 680kW/1027Nm when using launch control, the Audi EV will scoot to triple figures in just 2.5 seconds – yep, you read that right, it's as quick as a Bugatti Veyron. 2025 Audi e-tron GT Credit: CarExpert In fact, even the new 'base' S e-tron GT has more performance than the old RS flagship for significantly less money. But Audi's new flagship electric GT cannot be considered 'cheap'. The price of entry has risen by nearly $30,000, and the RS performance hero eclipses $300,000. Does the second iteration of Audi's handsome electric performance flagship deserve your attention at this end of the market? Or are you better off visiting a Porsche showroom? We joined the Australian media launch in Queensland to find out. The price of entry to the e-tron GT family has risen by nearly $30,000, though this has been offset by substantial increases to performance and standard equipment – the S e-tron GT is more powerful than the old RS e-tron GT, for example. 2025 Audi e-tron GT Credit: CarExpert Worth noting is the discrepancy in pricing versus the equivalent Taycan, which was already a selling point for the Audi before this update. For example, the RS e-tron GT performance is equivalent to the 640kW/1100Nm Taycan Turbo S, though the Porsche in that trim starts from $376,600 before on-road costs and options. At the lower end of the range, S e-tron GT money will get you into a Taycan 4S (from $215,700) with similar performance, but requires quite a few option boxes ticked to match the Audi's standard specification. Other rivals include the less sexy BMW i5 M60 xDrive (from $215,900) though that's still slower than even the base S e-tron GT, and it's a similar story for the Mercedes-AMG EQE53 (from $217,000). To see how the Audi e-tron GT lines up against the competition, check out our comparison tool Like the exterior, the changes inside the cabin of the e-tron GT are rather subtle. 2025 Audi e-tron GT Credit: CarExpert Above: RS e-tron GT performance The general architecture and layout is pretty much the same, with some detail and software changes to bring Audi's flagship EV GT into line with other updated models in the range – think Q7 and Q8, for example. A new steering wheel sits ahead of the driver, which brings fingerprint-prone piano black haptic keys for the multifunction shortcuts. While I've long lamented these kinds of buttons in other Volkswagen W Group vehicles, the Audi ones are arguably the best of a fiddly breed. The clicky feedback is reminiscent of the brand's tactile physical switchgear, and their layout and placement doesn't elicit many mis-presses like we've experienced in, say, the Mk8 Volkswagen Golf. You'll also notice the flat top and bottom of the new tiller, which is trimmed in either lovely leather or Dinamica suede depending on the variant and option pack chosen. RS variants also boast RS and Boost satellite buttons, which we'll get to in a little bit. 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert Above: RS e-tron GT Up front, all e-tron GT models are fitted with 19-way electrically adjustable front seats upholstered in fine Nappa leather. Lovely. Drivers are also treated to a memory function, which works a treat if you're sharing your GT with a spouse or another regular driver. Despite its future-facing drivetrain, the rest of the cabin is very conventional and typical Audi. The in-car displays are nicely integrated into the dashboard like you'd expect in a normal car, and there are lovely stitching, upholstery and trim accent details that are befitting of such an expensive vehicle. In the RS e-tron GT performance you can also opt for the eye-catching 'matte carbon camouflage' trim that has a chopped marble-like effect. It's an acquired taste given the majority of other journos at the launch didn't like it, but paired with the right colour and trim specification I think it's quite cool. While it's all very classic and functional in here, storage could be better and no doubt there will be people who'll argue the e-tron GT's cabin is too plain for a vehicle at this price and performance level. Compared with the Taycan, it doesn't do a whole lot to 'wow' you, instead leaning more towards making you feel comfortable and familiarised from your first sit. 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert It's a similar story for the MMI touch and virtual cockpit displays, which at 10.1 and 12.3-inches apiece might be on the smaller side of what's expected in the upper luxury car segments, particularly for EVs. Still, I'd argue the simplicity and user-friendliness of Audi's in-car tech is more desirable than convoluted menu structures, distracting animations and confusing interfaces. But each to their own. The 'virtual cockpit' digital instrument cluster offers both Audi's new-gen central dial layout as seen in the Q4 and Q6 e-tron, as well as the classic power meter and speedometer dials which is my personal pick. If you opt for the RS performance variant, you also get the option of white-backed dials that are unique to performance-badged Audi RS models. Meanwhile, the touchscreen is classic MMI touch with a flat menu structure and a simple tiled interface, bolstered by snappy response times, crisp graphics and plenty of functionality. Wireless Apple CarPlay and Android Auto feature and work well in our experience, while the native online navigation and connected services are also on hand in case you prefer Audi's inbuilt software rather than Apple's or Google's. Additionally, the updated MMI system features a new homescreen with widgets, and access to apps like YouTube via the app store should you want them. As you'd expect, any apps with video playback functionality require the vehicle to be stopped and in Park. 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert We didn't spend much time in the rear of the e-tron GT during this launch, but it's pretty much the same as before. Two decent-sized adults should fit fine, but the sloping roofline means those taller than six feet/183cm may be brushing against the headliner or indeed the panoramic glass sunroof (optional on the S). Speaking of, Audi has added the Taycan's switchable transparency function, which has started to filter across to a few of the company's latest models lately. In lieu of a conventional shade, the e-tron GT's panoramic glass roof features a liquid crystal layer sandwiched between two glass panels that can be turned clear or opaque using electricity. That may all sound a little naff to you, but it removes the need for a conventional sun shade, which opens up more headroom while in theory offering similar insulation from heat and UV rays. Further back there's a smallish 350-litre boot, which is decent but not conventional sedan 'good'. Further, there's no spare wheel of any kind, rather a tyre repair kit. Worth noting is the split rear backrests, which allow you to stow longer items through the boot by folding any of the three rear seatbacks down individually. 2025 Audi e-tron GT Credit: CarExpert *Global specifications quoted To see how the Audi e-tron GT lines up against the competition, check out our comparison tool The 2025 Audi e-tron GT range is split across three distinct powertrain variants, starting with the new S e-tron GT. 2025 Audi e-tron GT Credit: CarExpert *With launch control In addition to the S, RS and RS performance grades, Audi offers a 'standard' 430kW e-tron GT quattro overseas. However, this entry-level variant hasn't been confirmed for the Australian market. Audi has increased battery cell density by 13 per cent while reducing battery weight by 9kg (to 625kg), allowing all versions of the e-tron GT to quote over 500km of driving range on the stricter WLTP test cycle. Energy recuperation via braking has also been upped by 110kW to 400kW, and DC fast-charging time has been reduced by 20 per cent. This is thanks to an increased DC charging capacity (320kW versus 270kW), broader charging curve and improved thermal management. Further, the Audi e-tron GT is compatible with 'plug & charge' technology which is prevalent in Europe and emerging in countries like Australia. It effectively allows owners to load payment details into their vehicle's infotainment system and then simply plug in and charge at compatible stations – no more fiddling about with apps or passkeys. To see how the Audi e-tron GT lines up against the competition, check out our comparison tool We spent most of our time on the launch drive behind the wheel of an RS e-tron GT fitted with optional electro-hydraulic 'active suspension' – a $15,900(!) option for this variant. 2025 Audi e-tron GT Credit: CarExpert Having just stepped out of the taller, combustion-engined RSQ8 performance SUV prior to sliding into the low-slung e-tron GT, this electric sedan almost feels like it's scraping your bum on the ground by comparison. Then there are the numbers: up to 630kW and 865Nm, with a claimed 2.8-second 0-100km/h dash. That's madness in anyone's books, even in 2025. But, while the figures on paper are daunting, the RS e-tron GT is quite approachable and usable in everyday driving. Audi has done well to make each driving mode quite distinct in character, and it has really finetuned the throttle pedal mapping so it has plenty of feel and won't shoot you forward off the line and into the vehicle in front, for example. Response in normal driving is effortless, progressive and pretty linear. In some high-powered EV rivals, the initial response is made too doughy in an effort to avoid sudden mis-acceleration, but not here. 2025 Audi e-tron GT Credit: CarExpert Our drive route started in the Queensland town of Kilcoy, taking a windy and hilly scenic route to Spicers Clovelly Estate just out of Montville. We got a good mix of high-speed B-roads mixed in with some highway and more undulating routes as well. Now, I mentioned the 'BOOST' button earlier, and it's basically Audi's take on Porsche's 'Push to Pass' function. Hit it and the RS e-tron GT (and the RS performance) will give you 10 seconds of max attack – equating to around 70kW extra. Australia's national highway speed limit comes up in the blink of an eye if you really send it, but if you're already rolling and hit the Boost button even at 80-100km/h, the way it snaps you back in your seat is unlike just about anything else I've experienced other than, of course, a Porsche Taycan. I knocked the sunglasses off my co-driver trialling it the first time, and if you're ever in need of a quick overtake on a country highway this will feel like warp speed in a Star Wars film. Most EVs typically have noticeable taper-off in acceleration as speeds climb, but I reckon you'd probably need to hit 200km/h to feel any of that here. Perhaps my only gripe with the driving experience is the steering feel, which is a common complaint with sporty Audis. The feel is still too light and assisted even in the vehicle's most dynamic setting, which puts a filtered layer between the driver and the front wheels – even if the response is very quick and accurate . 2025 Audi e-tron GT Credit: CarExpert This brings me to that active suspension, which really feels like witchcraft if you ask me. Optional on the RS and standard on the RS performance, the wheel-selective suspension tech uses electro-hydraulic actuators to effectively do everything in its power to keep the body dead flat regardless of whether you're doing a hard standing-start launch or tackling tight bends. I haven't sampled the new Taycan with this suspension, so it was a revelation for me in the Audi. The vehicle genuinely stays flat in all of those aforementioned scenarios, which perhaps amplifies the feeling of immediacy in how the vehicle responds both in a straight line as well as when cornering. However, would I say it's worth the extra $15,900 spend on the RS? Not so sure, but I also didn't drive the new RS e-tron GT on the standard adaptive air suspension. That said, my experience with the pre-update model tells me it'll be fine unless you're a really keen driver or intend to take it to a racetrack – and in the latter case I'd be opting for the performance. On the transit leg back to the airport I had the opportunity to test the RS e-tron GT's driver assistance systems, on the notorious Bruce Highway back to Brisbane Airport. 2025 Audi e-tron GT Credit: CarExpert Audi's adaptive cruise assist combines lane centring and adaptive cruise functions to offer semi-autonomous highway assistance and, just as it has done for me in other models from the German brand, it worked just about flawlessly here too. Blind-spot monitoring and rear cross-traffic alert are on hand when trying to make a quick gap in traffic or reversing out of a blind parking space, which is helpful given the sloping rear roofline and pillar arrangement. Further, the HD Matrix LED headlights with Audi laser light came in super handy during our drive to the accommodation the night prior, with excellent illumination and intuitive adaptive high-beam giving you one of the widest fields of view I've experienced in a vehicle. My final note is on energy consumption. While Audi Australia hadn't quoted an official figure at the time of writing, I managed a very impressive 12.6kWh/100km on my return leg to Brisbane, largely thanks to a lengthy descent towards the Bruce Highway, then a long stint at 110km/h on the aforementioned M1 motorway. To see how the Audi e-tron GT lines up against the competition, check out our comparison tool There are three members of the e-tron GT lineup. 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert 2025 Audi S e-tron GT equipment highlights: 20-inch alloy wheels Adaptive air suspension e-quattro sport differential All-wheel steering HD Matrix LED headlights incl. Audi laser light Metallic paint Black exterior styling package Panoramic fixed glass roof Privacy glass 12.3-inch Audi virtual cockpit plus 10.1-inch MMI navigation plaus Bang & Olufsen 3D sound system Audi connect plus – online services Audi smartphone interface DAB radio Audi phone box light – wireless phone charger Sport pro front seats – integrated headrests Fine Nappa leather upholstery Honeycomb stitching 19-way electric front seats Driver memory function Fine Nappa interior package 3-zone climate control Heated, ventilated front seats Colour ambient interior lighting 3-spoke sport perforated steering wheel Head-up display 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert RS e-tron GT adds: 21-inch alloy wheels Panoramic glass roof incl. switchable transparency Performance brakes – tungsten carbide coating RS specific exterior electric sound 3-spoke sport leather steering wheel Inlays in matte carbon twill Headlining in Dinamica microfibre Panoramic glass roof with switchable transparency Front seat massage function RS-specific Audi virtual cockpit RS e-tron GT performance adds: 21-inch alloy wheels Active suspension RS performance-specific exterior electric sound Additional performance mode for Audi drive select To see how the Audi e-tron GT lines up against the competition, check out our comparison tool A range of options and packages are available depending on variant. 2025 Audi e-tron GT Credit: CarExpert Sensory package – S e-tron GT: $6000 Air quality package incl. ioniser Heated outboard rear seats Massage function – front seats Dinamica microfibre headliner Design package – S e-tron GT: $3800 Fine Nappa leather extended upholstery Door trim inserts in black Dinamica Seat stitching in express red or grey Gloss carbon exterior styling package – RS e-tron GT: $6000 Gloss carbon exterior highlights Carbon roof – removes fixed glass roof Carbon exterior mirror caps Door sill trim inserts with carbon gloss inlay RS design package – RS e-tron GT: $4500 Steering wheel in Alcantara with stitching in express red or grey Fine Nappa leather extended upholstery Dinamica interior accents Seat belts in red or grey Floor mats in black 2025 Audi e-tron GT Credit: CarExpert Matte carbon camouflage exterior styling package – RS e-tron GT performance: $10,000 Matte carbon camouflage exterior accents Carbon roof in dark matte Matte carbon camouflage exterior mirror caps Door sill trim inserts with matte carbon inlay RS performance design package – RS e-tron GT performance: $4500 Steering wheel in Alcantara with serpentine green stitching Fina Nappa leather extended upholstery Dinamica interior accents Seat belts in serpentine green Floor mats in black Single-item options include: Active suspension: $15,900 – RS Ceramic brakes: $13,000 – RS, RS performance Ascari blue metallic: $1800 Nimbus grey pearl effect: $1800 Audi exclusive individual paint: $12,000 Panoramic glass roof with switchable transparency: $7000 – S Rear seat heating : $900 – RS, RS performance Headliner in Dinamica microfibre: $4700 – RS Air quality package: $1000 – RS, RS performance The Audi e-tron GT hasn't been crash-tested by ANCAP or Euro NCAP, and is therefore unrated. 2025 Audi e-tron GT Credit: CarExpert Standard safety features include: Adaptive cruise assist 360-degree cameras incl. kerb view Park assist plus Audi pre-sense front, rear Audi active lane assist Audi side assist Tyre pressure monitoring To see how the Audi e-tron GT lines up against the competition, check out our comparison tool The e-tron GT range is covered by Audi Australia's five-year, unlimited-kilometre warranty; along with six years of complimentary servicing. 2025 Audi e-tron GT Credit: CarExpert Audi e-tron GT buyers also get a one-year unlimited subscription to the Chargefox public charging network – of which Audi Australia is a founding partner. While the one-year public charging subscription is quite a bit shorter than previously, the brand's local division is also spruiking its home charger installation service with partner JetCharge. This allows customers to have quotation and installation all organised digitally ahead of delivery, and there are regular discounts and promotions advertised via the brand's dealer network. To see how the Audi e-tron GT lines up against the competition, check out our comparison tool The old e-tron GT was already a wonderful thing, and this updated version is rather excellent. 2025 Audi e-tron GT Credit: CarExpert Whether you believe in electric sports cars or not, the new Audi e-tron GT is a beautifully designed and crafted executive express that doesn't sacrifice familiarity and usability by implementing a high-performance EV drivetrain. If you're like me and appreciate restrained and understated elegance as well as relative value, the e-tron GT makes the Porsche Taycan seem flashy and expensive given they share their DNA and offer similar specs across the board. If you're going to simply be daily driving the e-tron GT to and from the office, you may not be left wanting for the Taycan's more feelsome and communicative steering. And if you're going to use it this way, I'd be inclined to recommend just the entry-level S with a few key options, which will offer more than enough go for most but also more 'cool' factor than a BMW i5 M60 or AMG EQE53. 2025 Audi e-tron GT Credit: CarExpert But it's not all rainbows and unicorns. The price rises can't be ignored irrespective of the performance upgrades, and ticking options can quickly add up depending on your desired spec. Still, you'll get a lot more for your money with the e-tron GT compared to an equivalent Taycan, even if the Porsche feels more connected via the tiller. And, both the Audi and Porsche have more performance than you can ever really use in strictly-policed Australia, even at base level. The updated Audi e-tron GT range remains a shining examples of how legacy manufacturers can leverage their decades of experience to make great EVs for keen drivers, and this new model addresses key complaints of the old one including driving range, which is important given this is a 'Grand Tourer'. My pick? The S e-tron GT with the Sensory and Design packages plus the panoramic roof makes a lovely luxury sports sedan. And if you have the cash why not splash on an Audi exclusive exterior paint colour? 2025 Audi e-tron GT Credit: CarExpert Interested in buying an Audi e-tron GT? Let CarExpert find you the best deal here MORE: Explore the Audi e-tron GT showroom Even more monstrous performance Still achingly gorgeous from every angle Retains user-friendly cockpit Could be accused of being too plain Entry price has increased by nearly $30,000 Some expensive options
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3 hours ago
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BMW M to stick with six- and eight-cylinder engines
Tightening emissions rules in Europe are forcing automakers to confront how they power their flagship performance models, but BMW M believes it can meet those regulations with updated versions of its twin-turbo straight-six and V8 engines. Frank van Meel, CEO of BMW M, told Autocar at the Goodwood Festival of Speed 'the challenge was not so much to make an engine that is EU7 compliant', but rather to 'keep performance'. The Euro 7 (or EU7) emissions standard passed in 2024 will come into effect in 2030. Although it was initially planned to be much more stringent, automakers successfully lobbied the EU into largely carrying over the current Euro 6 regulations. While permissible output levels haven't changed, testing will now be carried out over a broader range of scenarios to more closely mimic real-world conditions. CarExpert can save you thousands on a new car. Click here to get a great deal. Camera Icon Supplied Credit: CarExpert Although Mr van Meel didn't go into details, he said the engineering team applied some 'very interesting' tweaks to make its six- and eight-cylinder engines pass. When asked if the performance arm considered downsizing to electrified three- or four-cylinder engines, Mr van Meel replied, 'No'. He went on to stay he 'couldn't imagine putting a four-cylinder in an M5'. According to Mr van Meel 'the six-cylinder in-line engine is our legacy, and the V8 has got a long history in racing, so we intend to keep going'. Rival Mercedes-Benz controversially replaced the 4.0-litre twin-turbo V8 in the C63 with a complex 2.0-litre turbocharged plug-in hybrid system. A report last month claims the drivetrain 'failed to resonate with our traditional customers', and will be phased out in favour of an inline six or V8 engine. Camera Icon Supplied Credit: CarExpert The latest M5 has also gone down the plug-in hybrid path, but kept its 4.4-litre twin-turbo V8 engine. Both power and weight have gone up dramatically in order to keep performance about the same as before, but, critically, the plug-in hybrid system allows owners in some countries to avoid higher road taxes. BMW M is also developing electric models to be sold alongside petrol-powered counterparts, with the upcoming all-electric 3 Series set to spawn an M3 EV variant. MORE: Everything BMW
