2025 Jaecoo J7 SHS Summit review
WATCH: Paul's international launch review of the 2025 Jaecoo J7 SHS
If you're wondering, SHS stands for Super Hybrid System, and in this review you'll find out whether this stylish petrol-electric SUV lives up to that ideal.
With a striking price point, a sizeable battery with decent EV driving range and impressive combined driving range on offer, there's a lot to like about this plug-in hybrid (PHEV) mid-size SUV.
The SHS Summit sits at the top of the Jaecoo J7 model range, with three non-hybrid petrol models slotting in below it. 2025 Jaecoo J7 SHS Summit Credit: CarExpert
As a comparison, there are some impressive plug-in hybrid SUVs priced in a similar bracket, including the BYD Sealion 6 (from $42,990) and the GWM Haval H6 GT PHEV (from $53,990 drive-away).
You'll find details about standard specifications for the entire model range listed below.
If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool
The interior may be a little understated compared to some of the other SUVs in this segment, but there are some nice design elements and a good amount of thoughtfulness on offer here. 2025 Jaecoo J7 SHS Summit Credit: CarExpert
The material finishes and the design, firstly, are quite fetching.
There's a neat cross-hatch finish on the dash as well as some rubberised elements and softer finishes up top. This high-grade version also has ambient lighting, which flows from the front doors to the back ones as well.
Even the carpet mats are pretty special looking, because they match the headlight design, and I really like them.
There are some as-you'd-expect elements like a fake leather-clad steering wheel, and faux leather seat trim, but the seats are pretty comfy even if they felt a little hot on warm days. 2025 Jaecoo J7 SHS Summit Credit: CarExpert 2025 Jaecoo J7 SHS Summit Credit: CarExpert 2025 Jaecoo J7 SHS Summit Credit: CarExpert 2025 Jaecoo J7 SHS Summit Credit: CarExpert
Thankfully there are ventilated front seats if you want to cool things down, and you've got heating for those seats as well.
The front passenger seat has toggles so you can remotely adjust it if you need to allow room for someone to get in the back, like in a Kia or Hyundai. Very, very nice tech. There are nice soft elbow pads where you'd expect, and there's a centre box with cooling as a bonus.
You'll also find cupholders and a wireless phone charger with a ventilation system so it'll stop your phone from overheating, but there's also a blank pad next to it.
Double chargers would be great! Underneath the charging pad is a massive section for extra storage with a nice rubberised mat so things won't move around too much, and it's got some charge ports down there – 12V and USBs. 2025 Jaecoo J7 SHS Summit Credit: CarExpert 2025 Jaecoo J7 SHS Summit Credit: CarExpert
There are large door trenches, and the door handles are chunky and conventional. But I don't like the window switches. When you wonder which way is up and which is down – if up is forwards… nope. Up is to put the window down and down is to put the window up. That got on my nerves during my time with this car.
The big panoramic glass roof features an opening section, so if you do want to let the sunshine in and the air flow, you can. It adds plenty of light to the situation in the back for your rear seat riders, and it has a nice thick shade cover.
There's one other thing I want to talk about before we get to the screens and tech: it's the rear-view mirror. The auto-dimming mirror has too much convex – it's kind of like a passenger mirror rather than a look-out-the-back-window mirror. And it's terrible. Like, really bad. But the side mirrors are quite large, and they do help out a lot, along with a surround-view camera system too.
Now, the central touchscreen is a big unit, at 14.8 inches, and it will take some getting used to. But I do think that it is relatively good in terms of the menus and the controls on offer, and you'll learn your way around it more quickly than in some other vehicles with the screen as the primary controller. 2025 Jaecoo J7 SHS Summit Credit: CarExpert 2025 Jaecoo J7 SHS Summit Credit: CarExpert 2025 Jaecoo J7 SHS Summit Credit: CarExpert 2025 Jaecoo J7 SHS Summit Credit: CarExpert
It has a built-in navigation system, and it's pretty quick to load with pinch-to-zoom functionally. The nav also has charging port locations, so if you want to find out where your nearest charger is, you can do that.
And if you prefer to use smartphone mirroring, it has wireless Apple CarPlay and Android Auto. While the fan controls disappear when you're mirroring your phone, you just need to swipe up at the bottom to get to the temp system settings. Annoyingly, the voice control didn't work that well for the ventilation.
You can also adjust your seat comfort, turn on your seat heating or ventilation – all on-screen. There are also different settings for adjusting the climate system. All the stuff that you need is just a tap away.
The menus are deep, so spending some time in a Jaecoo showroom mightn't be a bad idea, to learn more about the system before you drive away. I think it's easy, but I've driven lots of cars with more annoying tech. 2025 Jaecoo J7 SHS Summit Credit: CarExpert 2025 Jaecoo J7 SHS Summit Credit: CarExpert
There are multiple screen-scrolls of safety tech adjustments you might want to get into, but there is otherwise a dropdown section to adjust things like the lane departure warning, driver monitoring camera system, and a number of other functions.
There are neat things, like the fact you can customise your steering wheel buttons – the little star button can be your dash-cam shortcut, for instance. You can go through the screen or steering wheel controls to adjust your head-up display, and the HUD is pretty good. Snow mode turns it blue, which is a nice touch.
The steering wheel controls are piano black – which I don't like because they can look grimy really fast – but they are backlit. On the left of the wheel there's a combination wiper, blinker and headlight stalk, while there's a column-mounted gear shifter on the right.
In the back, with the driver's seat set for my driving position, at 182cm or 6'0' tall I had lots of space, including ample legroom and a decent amount of foot room, and the headroom is very good too. If you've got tall teenagers, they'll fit. 2025 Jaecoo J7 SHS Summit Credit: CarExpert 2025 Jaecoo J7 SHS Summit Credit: CarExpert
But there's an annoying oversight in the back – there's just one directional air vent. You can adjust where the air goes, but it'll only go to one side of the cabin. Odd.
There are USB-A and USB-C ports to keep rear-seat occupants charged up, and multi-pocket pockets on the seat backs. With bottle holders in the doors and soft elbow pads, it all feels pretty good.
There are also ISOFIX child seat anchors and three top-tether points, plus there's a flip-down armrest with cupholders, not to mention grab handles in the back and lights on the sides, too.
But the boot space could be a concern for some. 2025 Jaecoo J7 SHS Summit Credit: CarExpert 2025 Jaecoo J7 SHS Summit Credit: CarExpert
There's notably less cargo capacity in the SHS and AWD variants, at 340 litres with the rear seats up, compared to 424L in the FWD vehicles. Fold the rear seats down, and again the FWDs have the advantage, at 1349 versus 1265 litres.
Then there's the situation with the spare wheel. There isn't one in the SHS, which could be a deal-breaker for rural buyers. Every other version comes with one.
If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool
The base versions of the Jaecoo J7 have a good powertrain, but this one is a peach. 2025 Jaecoo J7 SHS Summit Credit: CarExpert
On my test, I managed to get 83km of EV driving done before the engine flicked on, making for an impressive 'first 100km' figure displayed at 1.2L/100km. The screen also showed an electric-motor efficiency figure of 15.2kWh per 100km (the claim is 15.9kWh/100km).
I followed that up with extended testing in HEV mode, where the car showed a displayed combined figure of 4.5L/100km. Certainly impressive, and it gives you the idea that it could well live up to the claim of a combined maximum driving range of 1200km with the battery and petrol tank full.
Speaking of, the J7 requires 95 RON premium unleaded, and it has the biggest fuel tank capacity of the entire range, with 60L on offer – this could well be one for those who hate going to the servo.
If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool
The way I like to think of PHEVs like this is they're EVs when you want them to be, but hybrids when you need them to be. 2025 Jaecoo J7 SHS Summit Credit: CarExpert
The SHS can run as a fully electric SUV, with a backup petrol engine to help you out once you deplete the battery pack.
If you prefer to drive in full EV mode, there are buttons down between the seats to switch modes. You can even enable an extended EV mode to get the most out of the battery pack. So, if you want to stay in all-electric mode for as long as possible, the option is there.
That said, you've also got the petrol engine on hand to support the system. I drove it as an EV to try and use all the battery range, and then as a hybrid too, and it performed really well in both instances.
In hybrid mode, it uses the petrol engine to power the system, but it'll still run in EV mode occasionally, even while the petrol engine is on, working to generate power for the battery system. It's a bit of a unique setup, but it works well and feels surprisingly natural. 2025 Jaecoo J7 SHS Summit Credit: CarExpert
You'll likely find this car easier to live with than a lot of newer plug-in hybrids, EVs, or some of the other new Chinese models. It's compelling in terms of overall driving experience: well-rounded, with decent power even in EV mode, and heaps when you're in hybrid mode and hammer it.
As for the drive experience? It's good. Nothing mind-blowing, but very easy to get used to.
Thankfully, the safety systems aren't too intrusive. There's speed sign recognition, and if you mute it, it stays muted. The only slightly annoying feature is the driver monitoring camera, which will bing-bong at you if you look at the screen too long. But even that's less aggressive than in some other cars in this segment.
Technology integration is solid, and overall, the drive is a pretty confident one. The steering isn't super engaging, but it's responsive and trustworthy. If you're not an enthusiastic thrill-seeking driver, you'll find it handles corners just fine. 2025 Jaecoo J7 SHS Summit Credit: CarExpert
Ride comfort is decent too. This model is a bit heavier than the standard petrol J7, and the suspension feels sharper and firmer, but it's still comfortable in mixed driving situations. The suspension stays composed without tossing you around the cabin, which is great if you prefer a firmer but still comfortable ride.
There are also different drive modes: Normal, Eco, and Sport. I mostly used Normal. Sport gives you a bit more punch and quicker response, while Eco tones everything down, including the regenerative braking.
Speaking of, the regen is not as strong as in some full EVs or aggressive hybrids, but it brings you down to a walking pace smoothly when you lift off the accelerator – nice and gradual.
Now, onto EV range. Did I get the claimed 90km from a full charge? Not quite, but I came close. 2025 Jaecoo J7 SHS Summit Credit: CarExpert
I didn't push it to the absolute limit or activate the emergency EV reserve – there's a warning that suggests that's not great for the battery. Still, I got 83km from a charge, which is a very usable electric-only range for most commutes. Not bad at all.
When the battery runs out, the petrol engine takes over in hybrid (HEV) mode. You can switch between modes, as I said, so essentially it is able to be tailored to the situation you find yourself in.
If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool
Wondering whether or not it's worth spending more on the top-spec SHS Summit, or save some pennies? 2025 Jaecoo J7 SHS Summit Credit: CarExpert 2025 Jaecoo J7 SHS Summit Credit: CarExpert 2025 Jaecoo J7 SHS Summit Credit: CarExpert 2025 Jaecoo J7 SHS Summit Credit: CarExpert
2025 Jaecoo J7 Core 2WD equipment highlights: 18-inch alloy wheels
Temporary spare wheel
Roof rails
Power-retracting door handles
Gloss black side mirrors
Gloss black rear spoiler
Projector LED headlights
LED tail-lights
Rear fog light
10.25-inch digital instrument cluster
13.2-inch touchscreen infotainment system
Wired and wireless Apple CarPlay and Android Auto
6-speaker sound system
Intelligent voice assistant
Satellite navigation
AM/FM/DAB+ radio
Front and rear USB-A and USB-C ports
Manual air-conditioning
Electronic gear shifter
Premium steering wheel
Synthetic leather upholstery
6-way power driver's seat
4-way power front passenger seat
J7 Track 2WD highlights: Rain-sensing wipers
Acoustic glass windscreen
Power tailgate
50W wireless charger
8-speaker Sony sound system
Dual-zone climate control
Colour-selectable interior ambient lighting
Illuminated vanity mirrors
Heated front seats
Power child safety locks
Boot 12V power outlet 2025 Jaecoo J7 SHS Summit Credit: CarExpert 2025 Jaecoo J7 SHS Summit Credit: CarExpert
J7 Ridge AWD highlights: 19-inch alloy wheels
Full-sized spare wheel
Red brake calipers
Panoramic glass sunroof
Privacy glass
Puddle lights
14.8-inch touchscreen infotainment system
Head-up display
Alloy pedals
Auto-dimming rear-view mirror
Heated steering wheel
Perforated synthetic leather upholstery
Ventilated front seats
4-way power driver's seat lumbar
Driver seat and mirror position memory
J7 SHS Summit adds: Unique aero-design side mirrors
Dark grey roof rails
19-inch aero wheels
Tyre repair kit
J7 SHS-exclusive interior design
Steering column-mounted gear selector
*Removes heated steering wheel
If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool
The Jaecoo J7 PHEV has achieved a five-star Euro NCAP safety rating based on 2025 testing. ANCAP hasn't run the numbers on it yet, but you can likely deduce that it'll get the top score here, too. 2025 Jaecoo J7 SHS Summit Credit: CarExpert
Aussie models cop the same level of advanced safety kit as those sold in Europe, so there's a whole shopping list of the expected safety features and tech.
Standard safety features include: 7 airbags incl. front-centre
Autonomous emergency braking
Adaptive cruise control
Blind-spot monitoring
Driver monitoring system
Lane departure warning
Emergency Lane Keeping assist
Lane centring
Lane change assist
Rear cross-traffic alert
Reversing camera
Rear parking sensors
Traffic Jam Assist
Tyre pressure monitoring system
J7 Track 2WD adds: 8 airbags incl. driver's knee
Surround-view camera
Front parking sensors
J7 Ridge AWD and SHS Summit add:
That built-in dash-cam is a massive bonus. You can set it up so that the favourite 'star' button on the steering wheel triggers it to activate, capturing the moment (and the moments leading up to the moment) to an on-board data card. There are no messy cables, either!
Oddly, the entry-level Core version has seven airbags (dual front, front side, front centre and full-length curtain), while the Track and all variants above it add a driver's knee airbag (eight in total).
If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool
The Jaecoo J7 has a strong ownership promise from a new brand. 2025 Jaecoo J7 SHS Summit Credit: CarExpert
There's an eight-year, unlimited-kilometre warranty, which is among the best in the business, and it could actually be a better option for many customers than a 10-year warranty with stipulations or sky-high servicing costs.
Jaecoo offers an eight-year/120,000km capped-price servicing plan, with intervals set at 12 months/15,000km per visit.
The average annual service cost over that eight-year program is $421 per visit – not bad. And, if you service with Jaecoo's network of servicing locations, you'll get up to eight years of roadside assistance as well.
If you're curious about how the Jaecoo J7 compares to its rivals, check out our comparison tool
If you're in the market for a new plug-in hybrid SUV and you like the look of this one, you really ought to get into a showroom and check it out. 2025 Jaecoo J7 SHS Summit Credit: CarExpert
It's an impressively finished, comfortable and likeable SUV, with a decent price and an enticing promise when it comes to ongoing ownership costs and other aftersales considerations.
Interested in buying a Jaecoo J7? Get in touch with one of CarExpert's trusted dealers here
MORE: Everything Jaecoo J7 Heaps of gear for the cash
Properly real-world efficient
Easy to get along with Pedal actions can be jerky
No AWD available for PHEV
Smaller boot than FWD models
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Perth Now
5 hours ago
- Perth Now
2025 MG IM5: Quick drive
The MG IM5 may have an MG Motor badge on its tailgate, but this is no ordinary MG. 2025 MG IM5: Quick drive Credit: CarExpert Parent company SAIC Motor established IM Motors in 2020, in a joint venture with Alibaba and ZJ Hi Tech. IM Motors is SAIC Motor's premium electric vehicle (EV) brand, targeting the likes of Zeekr. Like that formerly EV-only brand, it's also venturing into combustion-powered territory back home in China – it's launching its first extended-range electric vehicles (EREVs), which feature a petrol engine as a generator. But the debut IM models for Australia are all-electric: the MG IM5 liftback, known in China as the IM L6; and the MG IM6 SUV, known in China as the IM LS6. We had the opportunity to test out the technology of the IM5 at Sydney's White Bay Terminal, though we didn't get to drive the vehicle on regular roads. Fortunately, we also secured a drive of the IM6 prior to launch, allowing us to test it on actual roads. You can read that review here. Unusually, MG has chosen to price the IM5 and IM6 identically – something that's sure to skew the sales ratio even more in favour of the IM6, we imagine, given our SUV-hungry market. 2025 MG IM5: Quick drive Credit: CarExpert The IM5's two most obvious rivals are the (admittedly smaller) BYD Seal and Tesla Model 3. The BYD is priced between $46,990 and $61,990 before on-road costs, while the Tesla is priced between $54,900 and $80,900 before on-roads. To see how the MG IM5 lines up against the competition, check out our comparison tool If the exterior is curvy, the interior takes it to another level. 2025 MG IM5: Quick drive Credit: CarExpert There's a very soft, organic look to the cabin, with nary a straight line to be seen – even the stitching details on the dashboard look wavy. This is supported by lots of softly padded surfaces, including the dash, doors and sides of the centre console. It's like sitting in a big leatherette marshmallow and for those who like a more traditional, rectilinear look inside, it's a bit much. A Highland Grey interior colour way is standard, though Dover Beige is a $990 option. This lightens up the interior even more, though we're concerned about how susceptible it may be to dirt – particularly the trim on the centre console. The cabin is already bathed with light thanks to the expansive fixed glass roof. The company claims this has a double silver layer that results in 99 per cent ultraviolet rejection and 79 per cent infrared rejection. The tinting is quite dark, but an accessory sunshade is still available. It was a rainy day at the event, so it's hard to tell how the roof will cope with bright sunshine. Go ahead and check out that interior image and try and find a button inside the IM5's interior. I'll wait. 2025 MG IM5: Quick drive Credit: CarExpert In true modern Chinese (or Tesla) fashion, buttons have been discarded like relics. There are two touchscreens and if you don't want to use those, there's a voice assistant. The steering wheel has a pair of slide wheels but lacks the traditional array of switchgear you'll find in most cars. There's no climate control array, though some shortcuts for HVAC settings are anchored to the bottom of the lower screen. Technically, there are a handful of buttons – the door handles, for example, have been replaced with buttons. But even things like controlling the direction of airflow through the front vents must be done through a touchscreen. Tesla fans, among others, will have no issue, but a lot of consumers will find this confounding – can't a handle be a handle, and a button be a physical button? It all worked fine in a parking-lot tech demo, but I'll be keen to get one of these out in the real world to see if this buttonless strategy works. 2025 MG IM5: Quick drive Credit: CarExpert 'Alright, so there are no buttons. There's no cassette player either, grandpa, so tell us how the tech works?' you may well ask. Quite well, is the answer. The upper screen, which incorporates a traditional touchscreen and a digital instrument cluster, features an app menu and camera views as you'd expect as well as Apple CarPlay and Android Auto. The lower screen features a menu of apps as well, plus functions like the climate control and parking systems. The interfaces look crisp and modern, and swipe shortcuts. There's so much to pore over in these screens, but we had limited time in which to explore. There's also iSmart connectivity, allowing you to access vehicle information and control certain features like the climate control via a smartphone app. 2025 MG IM5: Quick drive Credit: CarExpert Everything feels well screwed together, and the doors close with a solid thunk even though the glass is frameless. The IM5's seats are cushy and comfortable, and feature heating, ventilation and power adjustment up front. They're not finished in leather, however, with leatherette the only upholstery available across the lineup. Storage includes bottle holders in the doors, a centre console bin, and a handy shelf under the centre console that you could use for a handbag. For such a large vehicle, though, space efficiency is so-so. The IM5 has a 2950mm long wheelbase, but rear seat accommodation is somewhat compromised. With the front seats lowered to a comfortable position, toe room in the rear is significantly impacted and it feels a bit squeezy. Headroom, however, is quite good for someone around 180cm or tall, despite the rakish roofline. 2025 MG IM5: Quick drive Credit: CarExpert You'll find rear air vents and map pockets plus a single USB-C outlet and a fold-down armrest with cupholders. Oddly, we couldn't find any heated seat controls, despite this feature being standard. The rear bench also splits and folds 60/40, and has an adjustable backrest. If you like the design of the IM5's interior but want more space, the IM6 has a virtually identical interior and an identical price tag. We can see a lot of buyers being tempted. The IM5's sedan-like styling conceals a hatchback-style tailgate, but don't go thinking this is a huge load-lugger. Open the tailgate – the button is concealed as part of the IM logo – and you'll find a load bay that's surprisingly narrow. MG claims cargo space of 457 litres, expanding to 1290L with the rear seats folded. There's also an 18L storage compartment under the bonnet. To see how the MG IM5 lines up against the competition, check out our comparison tool Well, technically, there's an 18L storage compartment under the bonnet. But don't take that heading literally, and you're looking at a choice of three powertrain configurations. 2025 MG IM5: Quick drive Credit: CarExpert The base IM5 Premium RWD uses a lithium iron phosphate (LFP) battery and a 400V electrical architecture, resulting in slower charging speeds than the others which use a nickel manganese cobalt (NCM) battery and an 800V electrical architecture. MG quotes 20 minutes to charge the IM5 Premium RWD from 30 to 80 per cent using a DC fast-charger, against 15.2 minutes for the Platinum and Performance variants. All IM5s feature vehicle-to-load (V2L) functionality, with a maximum output of 6.6kW. MG doesn't quote total system power and torque outputs for the flagship Performance AWD, which is the only variant with two electric motors. It's also the only variant with standard air suspension and Continuously Controlled Damping, though you can option air springs on the Platinum. All IM5s feature four-wheel steering and four-piston front brake calipers from Continental with ventilated discs at all four wheels. To see how the MG IM5 lines up against the competition, check out our comparison tool I'd love to tell you how it drives, but that will need to wait until we get one through the garage. I sure can tell you how it parks, though. 2025 MG IM5: Quick drive Credit: CarExpert Our driving experience was limited to one loop around a boat terminal, which wasn't enough to get much of a feeling for the IM5's ride quality or handling. The steering in Comfort mode is light but not completely vacant. There are selectable drive modes, allowing you to adjust aspects of the drive like the steering and throttle response. All IM5s ride on double-wishbone front and multi-link rear suspension, but the flagship Performance also features standard air suspension and Continuously Controlled Damping. Typically, if you want a sedan with air suspension you're looking at spending well over $100,000 for something with a three-pointed star on the grille, so it's great to see this technology at a more accessible price point. 2025 MG IM5: Quick drive Credit: CarExpert We also got to experience the brutal acceleration of the Performance, which boasts a 0-100km/h time of 3.2 seconds. Sadly, this was with somebody else behind the wheel, but the IM5 rocked me back in the softly padded passenger seat and, while I could hear the tyres scrambling for grip on the wet pavement, the electric liftback tracked straight. Double-layered glass is used for all the windows for sound insulation. And if this thicker glass doesn't cut out sound enough for you, there's a standard (unbranded) 20-speaker sound system including four 'sky speakers' mounted up higher, as well as active noise cancellation. We're keen to take this car to a poorly surfaced road with a high speed limit and see how all of this works in cutting out sound, but in low-speed driving the IM5 was hushed. 2025 MG IM5: Quick drive Credit: CarExpert Our tech demo involved five stages in a rainy parking lot, allowing us to test the vehicle's AI Chauffeur technology and check out all its cameras, which are impressively high-resolution. Semi-autonomous parking assist technology is nothing new, but the IM5's is some of the best we've experienced. Some systems can be slow and dim-witted when it comes to detecting parking spots, but the IM5 identifies spots quickly. In one demonstration, we had to use the system to reverse into a spot on the right-hand side of a 'street' that had vehicles parked on the other side. Each time, the vehicle got unnervingly close to a vehicle on the left-hand side, but manoeuvred into position with no sweat – well, at least not from the vehicle. There's also a one-touch pull-out function to help get you out of a spot, and the IM5 can handle both parallel and perpendicular parking. 2025 MG IM5: Quick drive Credit: CarExpert What's more unique and impressive is the reverse tracking function, which allows you to press a button and have the vehicle reverse back for the last 100m – handy if you accidentally drove down a tight alley and lack the confidence to make your way back. One function that is impressive but has less of an obvious practical use is the IM5's ability to use its four-wheel steering to crab. No, it won't throw a pot into the water to catch crustaceans, but it will turn all four wheels in the same direction at the same time at speeds under 18km/h. This function is accessible by entering the Driving menu on the lower screen and pressing a button that's supposed to look like a crab. The car then gives you a dynamic checklist of criteria that need to be met before crab mode can work. As you turn the wheel, it shows you the angle of your wheels on the upper screen. Don't move the wheel too much, and you'll feel the car crab across the road. It's unusual, and especially disconcerting when you're reversing – you need to turn the wheel in the opposite direction from which you'd normally do. 2025 MG IM5: Quick drive Credit: CarExpert The four-wheel steering has a more obvious practical benefit in that it gives this car a turning radius of just 4.99m, something that the company says makes it as manoeuvrable as a small hatchback. And indeed, even in a limited demonstration we could see how nimble this big car was in tight quarters. There's up to 12 degrees of rear wheel steering. It might be easy to steer, but the IM5 isn't easy to see out the back of. The rear window is more like an ovoid porthole, and there's no digital rear-view mirror – baffling for such a tech-rich car in 2025. You can touch one of the wheel toggles to provide a camera view on the touchscreen, but this isn't good enough. But all is not lost for the IM5 in the visibility stakes, as despite missing out on a digital rear-view mirror it has something no rivals can match: Rainy Night Mode. This projects camera footage on the upper screen that has been enhanced and reprocessed to be made clearer, making it handy if, for example, your windows are fogged up. Sadly, we didn't get an opportunity to test this because it was daytime, but it's an intriguing idea. There are three variants in the MG IM5 lineup. 2025 MG IM5: Quick drive Credit: CarExpert 2025 MG IM5 Premium RWD equipment highlights: 19-inch alloy wheels Tyre repair kit Automatic LED headlights Rain-sensing wipers Heated, power-folding exterior mirrors Electronic park brake with auto hold Semi-autonomous parking assist Hands-free power tailgate Proximity entry and start Panoramic glass roof Rear privacy glass 26.3-inch touchscreen 10.5-inch touchscreen Wireless Apple CarPlay and Android Auto DAB digital radio Leatherette upholstery Heated and ventilated front seats Heated rear seats 12-way power driver's seat 6-way power passenger seat 60:40 split/fold rear seats with adjustable backrest 3 x ISOFIX child-seat anchor points 256-colour ambient lighting 50W ventilated wireless phone charger 20-speaker sound system Road Noise Control 3 x USB-C outlets (2 x front, 1 x rear) Dual-zone climate control Heat pump The Platinum RWD adds: 20-inch alloy wheels Hankook iOn high-performance EV tyres The Performance AWD adds: The IM5 has yet to be tested by ANCAP or Euro NCAP. 2025 MG IM5: Quick drive Credit: CarExpert Standard safety equipment across the range includes: Adaptive cruise control Autonomous emergency braking Blind-spot monitoring Driver attention monitoring Lane-keep assist Emergency lane-keep assist Intelligent Lane Change Lane centring Rear cross-traffic assist Safe exit warning Front and rear parking sensors Surround-view camera Tyre pressure monitoring Front, side and curtain airbags Far-side airbag Its suite of active safety and driver assist technology is powered by 12 ultrasonic sensors, nine high-definition cameras, three millimetre-wave radars, one positioning unit and one inertial measurement unit. MG's IM models are covered by a seven-year, unlimited-kilometre warranty, though if you don't service within MG's network this drops down to a five-year, unlimited-kilometre warranty (or five years/160,000km if the vehicle is being used for commercial purposes). 2025 MG IM5: Quick drive Credit: CarExpert The battery warranty is eight years, 160,000km no matter how you use it. The air suspension and four-wheel steering systems are backed by a five-year, unlimited-kilometre warranty. There's a capped-price servicing program that spans five years/100,000km, with servicing required every 12 months or 20,000km. To see how the MG IM5 lines up against the competition, check out our comparison tool The IM5 is an intriguing addition to the local EV market. 2025 MG IM5: Quick drive Credit: CarExpert Most buyers will go for the IM5's sibling, the IM6 SUV. That's fine, but for those of us who prefer a traditional sedan or liftback, the IM5 offers a compelling alternative to similarly sized petrol and hybrid vehicles. The exterior is more attractive than the IM6, though the interior is almost identically styled (ie: polarising) even if it has inferior packaging. But that rear hatch arguably makes the IM5 more versatile than the rival Tesla Model 3 and BYD Seal sedans, even if the load bay is rather skinny. And unlike the Tesla, you get a proper digital instrument cluster. We still have a lot of questions about the driving experience. How does it handle? Are the driver-assist features well-calibrated, or will they drive you apoplectic with rage? How is energy efficiency and range in real-life driving? All those questions couldn't be answered in a parking lot demonstration. What we did learn, however, is that the IM5 has some clever technology, a distinctive interior, and sharp pricing. On a spec sheet, it looks fabulous. But we need to get one through our garage to see how it fares in the real world. 2025 MG IM5: Quick drive Credit: CarExpert CarExpert can save you thousands on a new MG IM5. Click here to get a great deal. MORE: Explore the MG IM5 showroom Impressive performance for the price Slick technology Long list of standard equipment Physical switchgear almost non-existent Styling may polarise Not as spacious as its dimensions suggest
Perth Now
20 hours ago
- Perth Now
2026 Cadillac Vistiq review
Almost every luxury brand has an electric SUV nowadays, but these typically have two rows of seating. 2026 Cadillac Vistiq Credit: CarExpert The Cadillac Vistiq, in contrast, has seating for up to seven, which sees it rival the Volvo EX90, Mercedes-Benz EQS SUV and… well, not much else. It's closely related to the Lyriq, General Motors luxury brand's debut product in Australia. Cadillac explains it uses the same 'upscale architecture' as that smaller, two-row SUV, with the two SUVs using a 'different branch' of GM's BEV3 dedicated electric vehicle (EV) platform. To that end, the Vistiq and Lyriq share the same wheelbase, battery, and front and rear electric motors. 2026 Cadillac Vistiq Credit: CarExpert But the Vistiq stretches 217mm longer at 5222mm, or 185mm longer than an EX90. Given the flagship, body-on-frame Escalade iQ and Escalade iQL aren't coming to Australia, the Vistiq – which Cadillac executives are all too happy to hear referred to as a 'baby Escalade' – will be the brand's flagship SUV in Australia. It's due here in 2026, part of a dramatically expanded Cadillac lineup that will also include a hotter V-Series version of the Lyriq, as well as the new entry-level Optiq crossover SUV. All are electric, as Cadillac has committed to being an EV-only brand in Australia. 2026 Cadillac Vistiq Credit: CarExpert Even in its home market, Cadillac is focusing more on EVs than many other luxury brands. It's phasing out its petrol-powered XT4 and XT6 crossovers there, with the XT5 likely to follow, leaving buyers with the similarly sized Optiq, Lyriq and Vistiq – plus the petrol-powered Escalade and electric Escalade iQ atop the range. The good thing is Cadillac's new electric crossover SUVs are much more impressive than its moribund petrol-powered ones. Not since the first-generation (2004-09) SRX has Cadillac offered a crossover SUV that can truly put the fight to rivals from BMW and Mercedes-Benz. While Cadillac hasn't announced pricing for the Vistiq in Australia, it has confirmed it will offer only up-spec variants featuring adaptive air suspension and a six-seat configuration with second-row captain's chairs. 2026 Cadillac Vistiq Credit: CarExpert In the US, the Vistiq is offered in Luxury, Sport, Premium Luxury and Platinum trim levels, with prices ranging from $US79,090 to $US98,190 (~A$120,000-149,000). All feature a dual-motor all-wheel drive powertrain. The most affordable all-wheel drive Lyriq is priced from US$63,590 (~A$97,000) in its home market. Here, it's priced from $122,000. To see how the Cadillac Vistiq stacks up against its rivals, use our comparison tool Cadillac has done a terrific job giving each of its electric SUVs a unique feel inside, even if they may share key components. 2026 Cadillac Vistiq Credit: CarExpert The Vistiq, like the Optiq and Lyriq, has a 33-inch curved display. This comprises a digital instrument cluster and an infotainment touchscreen. It also includes an additional touch panel between the steering wheel and the driver's door that can be used to control the headlights, view trip information and change the instrument cluster layout. But the Vistiq is alone among this trio in featuring an additional touchscreen used for the climate control, similar to screens you'll find in Audi and Range Rover products. While the Optiq and Lyriq's row of physical climate control switches didn't really need replacing, this screen does at least feature haptic feedback. 2026 Cadillac Vistiq Credit: CarExpert 2026 Cadillac Vistiq Credit: CarExpert The centre console has a unique design too. Behind the climate touchscreen are a pair of wireless charging pads, while aft of it you'll find a pair of cupholders and a rotary dial to control the infotainment system. There's a two-spoke steering wheel, which looks attractive but does occasionally feel weird in operation – 'Which way is up?' As with the Optiq and Lyriq, there are some eye-catching interior colourways available. We drove a Premium Luxury, for example, which featured blue on the dashboard, seats and doors, with suede pillar and headliner trim, and beautiful wood inlays. 2026 Cadillac Vistiq Credit: CarExpert Modern Cadillac interiors often employ many different types of materials. By that, we don't mean multiple types of black plastic trim with different graining, but rather mixtures of wood, leather, metal and plastic. Some may find this style busy, but to my eyes the Vistiq's interior feels appropriately posh with an elegant design and interesting material choices. I like touches like the (admittedly Mercedes-Benz-like) seat controls on the doors, as well as the knurled metal volume wheel and infotainment dial and cupholder surrounds. The latter sit near touch-capacitive shortcut buttons which you may accidentally 'press' with your sleeve. 2026 Cadillac Vistiq Credit: CarExpert 2026 Cadillac Vistiq Credit: CarExpert There are a few material and design choices I don't care for. The bottoms of the doors are finished in hard plastic, though this is something we've also noticed in $200,000-plus Audis and $500,000-plus Porsches. The hard plastic glove compartment lid feels a bit cheap, too, while the patterned trim on the top of the dashboard behind the curved screen results in major glare on the windscreen. Everything feels generally well screwed together, mind you. If we're nitpicking, the centre console bin lid is just a tad wobbly. After unusually launching the Lyriq without a head-up display, a common feature among luxury brands and plenty of non-luxury ones too, the Vistiq features a dual-pane augmented reality head-up display. 2026 Cadillac Vistiq Credit: CarExpert Information like speed is displayed on one tier, with turn-by-turn directions on the other. However, the Vistiq does without Android Auto and Apple CarPlay, both of which feature on the Lyriq. General Motors has been moving away from this smartphone mirroring technology in its EVs, arguing its Android Automotive-based infotainment system gives you a raft of embedded Google apps and the opportunity to download more The embedded Google Maps will helpfully tell you what your charge level will be at your destination, and suggest charging stops along your route. But after years of getting us used to smartphone mirroring apps, to drop them is a frustrating choice by GM. 2026 Cadillac Vistiq Credit: CarExpert 2026 Cadillac Vistiq Credit: CarExpert Second-row occupants also get a touchscreen for adjusting climate settings, while other amenities include air vents, map pockets, a pair of USB-C outlets, and a 110V power outlet. There's plenty of room, and the floor is flat aft of the first-row seats. There's the choice of a three-seat bench or individual captain's chairs, the latter of which will be standard fitment in Australia. With the captain's chairs, you can easily scramble to the third row via the middle. Alternatively, there's a button on each seat that sees it tilt and slide forward. At 180cm tall, my knees were just touching the second-row seatbacks when I sat in the third row. However, someone my height in the second row was able to move their seat forward ever so slightly and still enjoy plenty of space, while also freeing up more for me. 2026 Cadillac Vistiq Credit: CarExpert 2026 Cadillac Vistiq Credit: CarExpert I had plenty of headroom, with the fixed glass panel – which is available with a shade – actually providing me with more space for my noggin. Toe room wasn't a problem either. This makes the third row more spacious than, say, that of a Kia EV9. Amenities back here include air vents, cupholders and padded armrests on each side, as well as a pair of USB-C outlets. Cadillac quotes 431 litres of boot space behind the third row, expanding to 1218L with the third row dropped and 2272L with the second and third rows dropped. To see how the Cadillac Vistiq stacks up against its rivals, use our comparison tool There's just one powertrain available in the Vistiq. 2026 Cadillac Vistiq Credit: CarExpert Cadillac publishes two different range figures for the Vistiq in the US, both based on the US Environmental Protection Agency (EPA) test cycle. It has 491km of range, dropping to 483km when equipped with the optional 19.2kW onboard charger. It separately advertises a 460km figure under the WLTP test cycle in Europe. The European-market Vistiq is advertised as having a 91kWh NCMA battery, while the US-market Vistiq has a 102kWh capacity. Powertrain specifications are otherwise the same. To see how the Cadillac Vistiq stacks up against its rivals, use our comparison tool The Vistiq features multi-link front and five-link rear suspension with semi-active Chassis Damping Control dampers as standard. 2026 Cadillac Vistiq Credit: CarExpert Unlike the smaller Optiq and Lyriq, the Vistiq can be had with air suspension – something which typically promises a plusher feel. You don't need to step up to an air-suspended Vistiq, however, to enjoy a comfortable ride. A caveat here: we'll get the export chassis tune in Australia and not the American one we tested. Cadillac says export markets like Europe and Australia expect a sportier though not harsh or aggressive feel. '[There's] not much of a difference. A lot of it's on-centre steering feel… and on-centre damper control,' lead development engineer Drew Mitchell told CarExpert. 2026 Cadillac Vistiq Credit: CarExpert 'The way we calibrate damper current and firmness… We try to give you a little bit more on-centre stiffness, help a little bit with some of that motion control, so it's going to feel in the American variant a little softer.' We had a relatively limited test route along mostly suburban roads, though I was able to take a detour or two to drive the Vistiq across some unsealed roads. First, we drove a Premium Luxury riding on huge 23-inch alloy wheels and fitted with air suspension. It didn't quite smother train tracks, but it gobbled up some rather jagged Michigan roads. It also settled quickly over rises, though we didn't find too many undulating roads along our route. 2026 Cadillac Vistiq Credit: CarExpert Driving Vistiqs back to back, we found those with air suspension had a touch more float but didn't feel barge-like by any means. Still, Cadillac says the standard suspension offers a sportier feel, though it's still very comfortable. The Vistiq has a similarly classy feel to the Lyriq over the road, and this extends beyond a plush ride. The propulsion sound is subdued, and throttle response is smooth and progressive; Cadillac says it worked hard on what's called 'lash controlling', with the aim of limiting the jerky feeling you get with some high-performance EVs. As a result, the Vistiq won't rock you back in your seat, so if you want thrills like that you'll likely have to wait for a Vistiq-V… if Cadillac decides to build one. 2026 Cadillac Vistiq Credit: CarExpert You can press a red V button on the steering wheel to engage Velocity Max mode and give you quicker acceleration. This isn't tied to a drive mode setting, and pushing it changes only the pedal response, giving you maximum power and torque albeit while depleting the battery quicker. There are Tour, Sport and Snow/Ice drive modes selectable via an anchored bar at the bottom of the touchscreen, with a custom My Mode allowing you to adjust settings for the steering, brakes, suspension, acceleration, and motor sound. We mostly drove in Tour mode, and the Vistiq has light, manageable steering at low speeds. It's not completely vacant, mind you, but flicking the Vistiq over to Sport mode doesn't do much to change the steering weighting and feel. Making the Vistiq more nimble is available rear-wheel steering. This sees the rear wheels turn in the the opposite direction of the front wheels, up to 3.5 degrees, at low speeds to improve maneuverability; at higher speeds, they turn with the front wheels to improve control. 2026 Cadillac Vistiq Credit: CarExpert Cadillac is planning to offer a 'Stealth' sound, getting rid of the artificial propulsion sound. But the regular sound is hardly obtrusive, and the Vistiq is blessed with a serene cabin. Very little wind noise makes its way in. As with the Lyriq, Cadillac has included a 'regen on demand' paddle behind the steering wheel that effectively allows you to brake the vehicle without putting your foot on the brake pedal. You can also activate a typical one-pedal driving mode. We saw energy consumption of between 22.2kWh/100km and 28.2kWh/100km, though again we must note this was a limited test route. The Vistiq comes standard in the US with Super Cruise, allowing for hands-free driving across over a million kilometres of roads in North America – typically divided highways. This feature is unlikely to come here. 2026 Cadillac Vistiq Credit: CarExpert While GM vehicles equipped with Super Cruise haven't offered a lane-centring function for use on roads on which the system doesn't function, the automaker is introducing what it calls hands-on centring assist on certain vehicles for 2026. It's unclear if we'll get this feature in Australia; we should hope so, given how unusual it is that the Lyriq lacks such a feature in our market. To see how the Cadillac Vistiq stacks up against its rivals, use our comparison tool Cadillac hasn't confirmed precisely what the local Vistiq lineup will look like, but it has confirmed it'll only offer high-end trims. In the US it's offered in four different trim levels, and we'd expect only the top two to be offered here. 2026 Cadillac Vistiq Credit: CarExpert 2026 Cadillac Vistiq Credit: CarExpert 2026 Cadillac Vistiq Credit: CarExpert 2026 Cadillac Vistiq Credit: CarExpert 2025 Cadillac Vistiq Luxury equipment highlights: 21-inch alloy wheels Continuous Damping Control Vehicle-to-home (V2H) functionality 19.2kW onboard charger LED headlights with LED cornering lights Illuminated front grille and badge Illuminated door handles Heated, power-folding exterior mirrors with driver's auto-dimming Rain-sensing wipers Panoramic sunroof Power tailgate Privacy glass Remote start 7-seat configuration 33-inch curved display Digital rear-view mirror Power-adjustable front seats Heated second-row seats Heated steering wheel Power tilt and telescoping steering column Five-zone climate control Active Noise Cancellation AKG 23-speaker sound system with Dolby Atmos Wireless phone charging Illuminated front door sill plates Ambient lighting Alloy pedals The Sport features darker exterior elements. The Premium Luxury adds: 22-inch alloy wheels Adaptive air suspension Active Rear Steering 6-seat configuration with second-row captain's chairs Front passenger seat memory Augmented reality head-up display Night Vision Sueded microfibre headliner The Platinum adds: Black roof Brembo front brakes Body-colour wheel arch mouldings To see how the Cadillac Vistiq stacks up against its rivals, use our comparison tool The Cadillac Vistiq has yet to be tested by ANCAP or Euro NCAP, or American safety authorities such as the Insurance Institute for Highway Safety (IIHS). 2026 Cadillac Vistiq Credit: CarExpert Standard safety equipment across the range includes: Autonomous emergency braking (AEB) Blind-spot assist Driver attention monitoring Rear cross-traffic assist Safe exit warning Surround-view camera Traffic sign recognition Super Cruise 8 airbags To see how the Cadillac Vistiq stacks up against its rivals, use our comparison tool Cadillac Australia hasn't released local servicing and warranty information for the Vistiq. However, the Lyriq is currently backed by a five-year, unlimited-kilometre vehicle warranty and an eight-year, 160,000km battery warranty. The Lyriq also comes with five years of free roadside assistance and free scheduled servicing, with visits to a service location required every 12 months or 12,000km. To see how the Cadillac Vistiq stacks up against its rivals, use our comparison tool While most luxury brands have been focusing on large, two-row electric SUVs, Cadillac has developed a three-row SUV that offers spacious and comfortable accommodation across all three rows. 2026 Cadillac Vistiq Credit: CarExpert It might share much with the Lyriq, but Cadillac has also given the Vistiq a significantly different visual identity inside and out. Cadillac's new EVs all have a classy look and feel inside out, and the Vistiq builds on the Lyriq base with new features like rear-wheel steering, air suspension, Night Vision, and a head-up display… though the removal of smartphone mirroring grates. There are some question marks here. We don't yet know how much it'll cost in Australia – it likely won't be cheap, especially if Cadillac is bringing only up-spec models, but just how much pricier will it be than, say, a Volvo EX90? It also remains to be seen how much of a difference in feel the global suspension tune will bring. Cadillac's dealer network is also tiny in Australia at the moment – one Experience Centre in Sydney, another one opening soon in Brisbane, but nothing yet locked in for Melbourne. However, based on our short time with the vehicle, we found an impressive mix of performance, practicality, style and comfort that should make the Vistiq worth considering if you need a three-row electric SUV. 2026 Cadillac Vistiq Credit: CarExpert Interested in buying a Cadillac Vistiq? Get in touch with one of CarExpert's trusted dealers here MORE: Everything Cadillac Vistiq Smooth and comfortable to drive Spacious interior Stylish inside and out We still don't know how much it'll cost Cadillac's dealer network remains small in Australia No Android Auto or Apple CarPlay
The Advertiser
21 hours ago
- The Advertiser
Australia's road toll hits 15-year high
New figures showing Australia's road toll reached a 15-year high in the 12 months to June 2025 is more evidence that the National Road Safety Strategy has failed, according to the country's peak motoring body. The AAA's quarterly Benchmarking the Progress of the National Road Safety Strategy (2021-30) report shows that 1329 people have died on Australian roads in the year to June 30, and that no state or territory is on track to meet its target of halving fatalities by 2030. In fact, rather than reducing the road toll by 50 per cent, the strategy agreed to by all Australian governments in 2021 led to a 21.1 per cent increase in road fatalities over the following four years, with road deaths up 3.3 per cent in the year to June 2025, and at their highest level for any year-to-June period since 2010. CarExpert can save you thousands on a new car. Click here to get a great deal. "Our National Road Safety Strategy is clearly not working as planned and governments cannot expect to get better results by pursuing the same failed approach," said Michael Bradley, the managing director of the Australian Automobile Association (AAA), which represents the state-based motoring clubs and their 9.5 million members. At a time when many Australian states and territories are raking in record revenue from speed camera fines following routine increases in penalties, the AAA's most recent Benchmarking Report shows almost all states and territories posted an increase in road deaths in the past 12 months (except for South Australia and the Northern Territory). It shows there were 192 pedestrian deaths in the year to June – up 15 per cent from 167 in the 12 months to June 2024, when 38 cyclists died (up 11.8 per cent) and fatalities among motorcyclists fell by 5.4 per cent to 264. The Northern Territory had the highest rate of deaths per 100,000 residents, at 19.1, followed by Tasmania (8.3), Western Australia (6.1), Queensland (5.3), South Australia (4.4) NSW and Victoria (4.2) and the ACT (1.7). Source: Bureau of Infrastructure and Transport Research Economics statistics The AAA's Benchmarking Report uses Bureau of Infrastructure and Transport Research Economics (BITRE) figures to track the progress of Australian states and territories in meeting their respective targets for reducing road trauma. The organisation has long called on state and federal governments to publish the various road trauma data they collect, in order to "de-politicise road funding and to enable evidence-based safety interventions". In a press release this week, it commended the NSW Government for last weekend releasing the state's previously secret safety ratings of its road networks that have been assessed using the Australian Road Assessment Program (AusRAP). The data showed 71 per cent of NSW roads were rated three out of five stars under AusRAP's road assessment scheme. This scheme rates roads based on analysis of risk factors such as average daily traffic, speed limit, number of lanes in each direction, lane width, shoulder width, presence or absence of roadside barriers and rumble strips, gradient and curvature, quality of line markings, skid resistance, whether the road is single or dual carriageway, and provisions for pedestrians, cyclists, and motorcyclists. "This national leadership is to be congratulated, and it will save lives by improving transparency, accountability, and by ensuring road investment dollars get spent where they are most needed," said Mr Bradley. "All Australian states and territories use AusRAP to rate the safety of their networks, and the AAA calls on all jurisdictions to follow the lead of the NSW Government and publish all ratings. "The Commonwealth has in recent months begun playing a constructive role, by linking its funding of state roads with the provision of road safety crash data, however, it too needs to do more to publish and analyse the valuable information it is now collecting." Content originally sourced from: New figures showing Australia's road toll reached a 15-year high in the 12 months to June 2025 is more evidence that the National Road Safety Strategy has failed, according to the country's peak motoring body. The AAA's quarterly Benchmarking the Progress of the National Road Safety Strategy (2021-30) report shows that 1329 people have died on Australian roads in the year to June 30, and that no state or territory is on track to meet its target of halving fatalities by 2030. In fact, rather than reducing the road toll by 50 per cent, the strategy agreed to by all Australian governments in 2021 led to a 21.1 per cent increase in road fatalities over the following four years, with road deaths up 3.3 per cent in the year to June 2025, and at their highest level for any year-to-June period since 2010. CarExpert can save you thousands on a new car. Click here to get a great deal. "Our National Road Safety Strategy is clearly not working as planned and governments cannot expect to get better results by pursuing the same failed approach," said Michael Bradley, the managing director of the Australian Automobile Association (AAA), which represents the state-based motoring clubs and their 9.5 million members. At a time when many Australian states and territories are raking in record revenue from speed camera fines following routine increases in penalties, the AAA's most recent Benchmarking Report shows almost all states and territories posted an increase in road deaths in the past 12 months (except for South Australia and the Northern Territory). It shows there were 192 pedestrian deaths in the year to June – up 15 per cent from 167 in the 12 months to June 2024, when 38 cyclists died (up 11.8 per cent) and fatalities among motorcyclists fell by 5.4 per cent to 264. The Northern Territory had the highest rate of deaths per 100,000 residents, at 19.1, followed by Tasmania (8.3), Western Australia (6.1), Queensland (5.3), South Australia (4.4) NSW and Victoria (4.2) and the ACT (1.7). Source: Bureau of Infrastructure and Transport Research Economics statistics The AAA's Benchmarking Report uses Bureau of Infrastructure and Transport Research Economics (BITRE) figures to track the progress of Australian states and territories in meeting their respective targets for reducing road trauma. The organisation has long called on state and federal governments to publish the various road trauma data they collect, in order to "de-politicise road funding and to enable evidence-based safety interventions". In a press release this week, it commended the NSW Government for last weekend releasing the state's previously secret safety ratings of its road networks that have been assessed using the Australian Road Assessment Program (AusRAP). The data showed 71 per cent of NSW roads were rated three out of five stars under AusRAP's road assessment scheme. This scheme rates roads based on analysis of risk factors such as average daily traffic, speed limit, number of lanes in each direction, lane width, shoulder width, presence or absence of roadside barriers and rumble strips, gradient and curvature, quality of line markings, skid resistance, whether the road is single or dual carriageway, and provisions for pedestrians, cyclists, and motorcyclists. "This national leadership is to be congratulated, and it will save lives by improving transparency, accountability, and by ensuring road investment dollars get spent where they are most needed," said Mr Bradley. "All Australian states and territories use AusRAP to rate the safety of their networks, and the AAA calls on all jurisdictions to follow the lead of the NSW Government and publish all ratings. "The Commonwealth has in recent months begun playing a constructive role, by linking its funding of state roads with the provision of road safety crash data, however, it too needs to do more to publish and analyse the valuable information it is now collecting." Content originally sourced from: New figures showing Australia's road toll reached a 15-year high in the 12 months to June 2025 is more evidence that the National Road Safety Strategy has failed, according to the country's peak motoring body. The AAA's quarterly Benchmarking the Progress of the National Road Safety Strategy (2021-30) report shows that 1329 people have died on Australian roads in the year to June 30, and that no state or territory is on track to meet its target of halving fatalities by 2030. In fact, rather than reducing the road toll by 50 per cent, the strategy agreed to by all Australian governments in 2021 led to a 21.1 per cent increase in road fatalities over the following four years, with road deaths up 3.3 per cent in the year to June 2025, and at their highest level for any year-to-June period since 2010. CarExpert can save you thousands on a new car. Click here to get a great deal. "Our National Road Safety Strategy is clearly not working as planned and governments cannot expect to get better results by pursuing the same failed approach," said Michael Bradley, the managing director of the Australian Automobile Association (AAA), which represents the state-based motoring clubs and their 9.5 million members. At a time when many Australian states and territories are raking in record revenue from speed camera fines following routine increases in penalties, the AAA's most recent Benchmarking Report shows almost all states and territories posted an increase in road deaths in the past 12 months (except for South Australia and the Northern Territory). It shows there were 192 pedestrian deaths in the year to June – up 15 per cent from 167 in the 12 months to June 2024, when 38 cyclists died (up 11.8 per cent) and fatalities among motorcyclists fell by 5.4 per cent to 264. The Northern Territory had the highest rate of deaths per 100,000 residents, at 19.1, followed by Tasmania (8.3), Western Australia (6.1), Queensland (5.3), South Australia (4.4) NSW and Victoria (4.2) and the ACT (1.7). Source: Bureau of Infrastructure and Transport Research Economics statistics The AAA's Benchmarking Report uses Bureau of Infrastructure and Transport Research Economics (BITRE) figures to track the progress of Australian states and territories in meeting their respective targets for reducing road trauma. The organisation has long called on state and federal governments to publish the various road trauma data they collect, in order to "de-politicise road funding and to enable evidence-based safety interventions". In a press release this week, it commended the NSW Government for last weekend releasing the state's previously secret safety ratings of its road networks that have been assessed using the Australian Road Assessment Program (AusRAP). The data showed 71 per cent of NSW roads were rated three out of five stars under AusRAP's road assessment scheme. This scheme rates roads based on analysis of risk factors such as average daily traffic, speed limit, number of lanes in each direction, lane width, shoulder width, presence or absence of roadside barriers and rumble strips, gradient and curvature, quality of line markings, skid resistance, whether the road is single or dual carriageway, and provisions for pedestrians, cyclists, and motorcyclists. "This national leadership is to be congratulated, and it will save lives by improving transparency, accountability, and by ensuring road investment dollars get spent where they are most needed," said Mr Bradley. "All Australian states and territories use AusRAP to rate the safety of their networks, and the AAA calls on all jurisdictions to follow the lead of the NSW Government and publish all ratings. "The Commonwealth has in recent months begun playing a constructive role, by linking its funding of state roads with the provision of road safety crash data, however, it too needs to do more to publish and analyse the valuable information it is now collecting." Content originally sourced from: New figures showing Australia's road toll reached a 15-year high in the 12 months to June 2025 is more evidence that the National Road Safety Strategy has failed, according to the country's peak motoring body. The AAA's quarterly Benchmarking the Progress of the National Road Safety Strategy (2021-30) report shows that 1329 people have died on Australian roads in the year to June 30, and that no state or territory is on track to meet its target of halving fatalities by 2030. In fact, rather than reducing the road toll by 50 per cent, the strategy agreed to by all Australian governments in 2021 led to a 21.1 per cent increase in road fatalities over the following four years, with road deaths up 3.3 per cent in the year to June 2025, and at their highest level for any year-to-June period since 2010. CarExpert can save you thousands on a new car. Click here to get a great deal. "Our National Road Safety Strategy is clearly not working as planned and governments cannot expect to get better results by pursuing the same failed approach," said Michael Bradley, the managing director of the Australian Automobile Association (AAA), which represents the state-based motoring clubs and their 9.5 million members. At a time when many Australian states and territories are raking in record revenue from speed camera fines following routine increases in penalties, the AAA's most recent Benchmarking Report shows almost all states and territories posted an increase in road deaths in the past 12 months (except for South Australia and the Northern Territory). It shows there were 192 pedestrian deaths in the year to June – up 15 per cent from 167 in the 12 months to June 2024, when 38 cyclists died (up 11.8 per cent) and fatalities among motorcyclists fell by 5.4 per cent to 264. The Northern Territory had the highest rate of deaths per 100,000 residents, at 19.1, followed by Tasmania (8.3), Western Australia (6.1), Queensland (5.3), South Australia (4.4) NSW and Victoria (4.2) and the ACT (1.7). Source: Bureau of Infrastructure and Transport Research Economics statistics The AAA's Benchmarking Report uses Bureau of Infrastructure and Transport Research Economics (BITRE) figures to track the progress of Australian states and territories in meeting their respective targets for reducing road trauma. The organisation has long called on state and federal governments to publish the various road trauma data they collect, in order to "de-politicise road funding and to enable evidence-based safety interventions". In a press release this week, it commended the NSW Government for last weekend releasing the state's previously secret safety ratings of its road networks that have been assessed using the Australian Road Assessment Program (AusRAP). The data showed 71 per cent of NSW roads were rated three out of five stars under AusRAP's road assessment scheme. This scheme rates roads based on analysis of risk factors such as average daily traffic, speed limit, number of lanes in each direction, lane width, shoulder width, presence or absence of roadside barriers and rumble strips, gradient and curvature, quality of line markings, skid resistance, whether the road is single or dual carriageway, and provisions for pedestrians, cyclists, and motorcyclists. "This national leadership is to be congratulated, and it will save lives by improving transparency, accountability, and by ensuring road investment dollars get spent where they are most needed," said Mr Bradley. "All Australian states and territories use AusRAP to rate the safety of their networks, and the AAA calls on all jurisdictions to follow the lead of the NSW Government and publish all ratings. "The Commonwealth has in recent months begun playing a constructive role, by linking its funding of state roads with the provision of road safety crash data, however, it too needs to do more to publish and analyse the valuable information it is now collecting." Content originally sourced from:
