Episode 64 | Deep Dive:MG2 Teased, Kia PV5 Confirmed, Ora 5 Arrives and Mercedes Expands Its GLC EV

MG is preparing a new compact electric hatch that could become one of the brand’s cheapest EVs, while Kia has confirmed its seven-seat PV5 Passenger for Australia and secured a strong independent safety result for the PV5 Cargo.

We also take a detailed look at the newly arrived GWM Ora 5 electric SUV and a second lower-bodied Ora 5 previewed for Australia, major range improvements for the electric MINI Countryman, new entry-level Mercedes-Benz GLC EV variants, Ferrari’s driver-adaptive traction control, a revealing EV tyre comparison, RACV’s mobile fast-charging trial and the Zeekr 7X reaching a significant Australian sales milestone.

YouTube timestamps

0:00 Intro
1:01 MG teases its compact MG2 electric hatch
6:30 Kia PV5 Passenger confirmed and Cargo earns Platinum safety grading
13:44 Electric MINI Countryman gains more range
20:18 Ferrari traction control learns how you drive
26:06 Do EV owners really need EV-specific tyres?
33:33 GWM Ora 5 arrives in Australia
40:57 Mercedes expands the electric GLC range
46:44 RACV trials mobile DC charging
50:46 Zeekr 7X reaches 5000 Australian deliveries
54:37 Outro

Disclaimer:

All specifications, pricing, and information discussed in this episode were correct at the time of recording. The electric vehicle market moves quickly, so we recommend you always check the latest details directly with manufacturers, dealers, or official sources.

This podcast provides general news and information only, based on publicly available sources and Australian Consumer Law guidelines. It is not legal, financial, or professional advice. For advice specific to your situation, please contact the Australian Competition and Consumer Commission (ACCC) or seek independent professional guidance.

Plugged in Australia and its hosts are not responsible for any decisions, misunderstandings, or purchases made based on the content of this show.

Sourcing & Transparency

At Plugged in Australia, all our stories are sourced from publicly available news articles and reports. We do not receive any advance information or briefings from brands or manufacturers.

Any analysis or opinions we share are based solely on this public information.

Our main sources include (though we also use many others, and they vary by episode):

• https://www.carsales.com.au/
• https://www.carexpert.com.au/
• https://thedriven.io/
• https://www.carsguide.com.au
• https://autotalk.com.au
• https://www.carsguide.com.au
• https://evcentral.com.au
• https://www.drive.com.au

Transcript

SPEAKER_00 0:00

G'day, welcome back to Plugged in Australia episode 64 for Saturday, the 13th of June 2026. And today, MG's given us our first look at a new compact electric hatch that could sit below the MG4 Urban. Key has confirmed the seven-seat PV5 passenger for Australia, and the GWM Aura 5 Electric SUV has arrived with sharp driveway pricing and almost 3,000 expressions of interest. We're also going to look at the longer-range electric mini countryman models, Ferrari's unusual driver adaptive traction control system. What a major tire comparison tells us about fitting replacement rubber to an EV, new lower-priced Mercedes-Benz GLC Electric, RACV's trial of mobile DC charging, and the Zika 7X reaching 5,000 Australian deliveries. Let's get into it. MG has not officially confirmed the production name, however, the vehicle is widely expected to be called the MG2. What has been confirmed is that it will be a B-segment electric hatch developed primarily for European cities, with a production version intended to launch in the United Kingdom during 2027. The teaser image gives us a close look at the front of the vehicle. It appears to use small pixel style LED headlights, a smooth, grillless nose, and a softer, friendlier design than the current MG4 or the MG4 Urban. There is a slightly rounded bonnet, a wide lower intake, and lighting graphics that give it a very different appearance from MG's larger EVs. The new vehicle was designed with significant input from MG's British-based design operation, now headed by Joseph Cabin. He's previously worked across several major European brands, including Volkswagen, Skoda, BMW, and Rolls-Royce. MG has described its approach to this new model as a bit more playful and approachable than some of its recent cars, and that makes a bit of sense for a vehicle intended to compete in the small urban hatchback market, where visual personality can matter almost as much as outright specification. The production car is expected to measure close to 4 meters long. For comparison, existing MG3 Petrolin Hybrid hatch is about 4,113mm long, while the new MG4 Urban stretches to 4,395mm. And that should place the MG2 comfortably below both of them. The key question will be how much of MG's latest electric architecture it can retain while still reaching a properly affordable price. Reports suggest the company has been targeting a European starting price somewhere around the 20,000 euro mark, which is about 32 to 33,000 Australian dollars, which is interesting because the MG3 hybrid uh starts at about just under $30,000 drive away at the moment. So it should be interesting. But as you said, those prices are not yet confirmed. To take that direct comparison with a grain of salt, because obviously that doesn't include any changes in taxes and specification levels or anything like that. What that target does tell us though is where MG wants this car position. It's not intended to be a miniature premium EV. It is being developed as an affordable city car that could compete with vehicles such as the Renault 5, the Citroen East 3, Hyundai Insta, Volkswagen ID, Polo, and potentially the next generation of electric fiat pandas. In Australia, the most relevant rivals would definitely be the BYD at 01, which currently starts at about $23,990 before on-road costs, and the Gili EX2, which is expected to reach us here before the end of the year. MG already has the larger MG4 Urban competing near the bottom of the Australian EV market, so we'll need to be careful about internal overlap. MG4 Urban is considerably larger and should offer more rear seat and luggage space though. An MG2 would instead be aimed at buyers who want the lowest possible purchase price, easy parking, and enough range for the majority of suburban commuting. There's no confirmed battery, motor or charging figures as yet either. Reports have suggested it may use a downsized version of the front-wheel drive electric architecture found beneath the MG4 Urban. However, until MG confirms the platform, we really got to treat it as an informed possibility rather than a final specification. A smaller battery, somewhere in the 40 to 50 kWh region, would make proper sense for this sort of class, but again, nothing's been confirmed. The vehicle shown at Goodwood may be presented as a concept, although the teaser image appears close enough to production that we should get a realistic indication of the final exterior. If you are watching or listening on YouTube, the little segment banner is the actual teaser image that's been released there, that yellow car. So MG is actually bringing two new concept vehicles to Goodwood and this compact electric hatch will be one of them. Now, Australian launch has not been confirmed, but because the UK is a right-hand drive market, I thought it's probably better chance than anything that's launched in a left-hand drive market, so hence why we're covering in here today. So small hatchbacks now count for a relatively modest share of the Australian new car sales, with buyers continuing to move into SUVs. However, the response to the BYD ADO1 suggests there is still meaningful demand when a small EV is priced aggressively enough. That's the opportunity for MG. A conventional 35 to 40 grand city EV would struggle to stand out in Australia, but if MG can place this near the AD01 and deliver better driving dynamics, sensible charging and around 300km of real-world urban range, it could be very useful addition. The other important factor is that MG now understands the Australian market much better than it did when the original ZSEV arrived, has a much larger dealer network, more affordable models, and much greater brand recognition. That gives a future MG2 a much better chance than some of the tiny electric cars previously offered here. For the moment, though, this is still a teaser rather than any sort of confirmation of a Australian product. We should know substantially more when it appears at Goodwood on the 9th of July, and you know I'll be watching that very closely. As we have reported previously, the PV5 cargo has already been launched locally, priced from $55.99 before on-road costs. The new announcement concerns the Pv5 passenger, which changes the vehicle from a two-seat commercial van into a seven-seat electric people mover. The Australian version will use a 2 plus 2 plus 3 seating arrangement. That means two seats in the front, two individual captain's chairs in the second row, and a three-seat bench across the back. That layout should give it a very different character from the cargo model and places it somewhere between a conventional family people mover and an electric shuttle bus. The PV5 passenger is 4,695mm long, 1,895mm wide, and 1,905mm tall with a substantial 2,995mm wheelbase. It's around 400mm shorter than a Kia Carnival, but approximately 150mm taller. That extra height, flat floor, and long wheelbase should allow the PV5 to offer a considerable amount of interior space despite its relatively compact exterior length. The boxy body also gives it an advantage over a three-row SUV. Instead of sacrificing headroom and luggage space for a sloping roof or SUV styling, the Pv5 is designed around passengers and cargo from the beginning. Kia builds the Pv5 on its dedicated platform beyond vehicle architecture, commonly referred to as EGMPS. So it is not simply a petrol van converted to electric power. The platform was developed for a family of commercial, passenger and specialist vehicles with a modular body structure allowing Kia to install different rear sections over the same basic front structure and skateboard platform. Australian specifications have not been finalised, however, the passenger model is expected to use the same larger battery and front-wheel drive powertrain offered in the cargo. So that would mean a 71.2 kWh NMC battery supplied by CATL, driving a front-mounted motor, producing 120kW and 250 Nm. So not performance figures by any stretch of the imagination, but definitely not the point for this vehicle. A people mover needs smooth, low-speed response, predictable power delivery, and enough performance to maintain speed when fully loaded. A large single motor also avoids the additional cost and energy consumption of all wheel drive. The Australian PV5 cargo has a claimed WLTP driving range of up to 416km. The passengers' additional seats, windows, interior trim and climate control demands are likely to reduce that figure. Kia lists a range of 358km for one Korean market passenger configuration, although Australia's final homologated range has not yet been released. That means buyers should wait for the local range figures rather than sort of trying to guess as what we're doing here. Instead, international versions receive a 7.5 inch digital instrument display and a 12.9 inch central touchscreen. Features include wireless Apple CarPlay, Android Auto, connected navigation, real-time traffic and charging information, Kia Connected Services and over-the-air software updates. The operating system is derived from Android Automotive, although Kia uses its own interface and services rather than presenting it as generic Google system. Australian vehicles are also expected to receive local suspension and steering development. Kia Australia has built a strong reputation for locally tuning many of its models and that work particularly well here. A tall van with a large wheelbase, a heavy battery and seven occupants needs to remain comfortable without becoming loose or bouncy over undulating roads. It also needs to remain controlled when it's empty, because a vehicle designed around maximum payload can feel unnecessarily stiff when there is only one person aboard. Pricing has not been announced. With the cargo starting from 55.99 before on-road costs, a passenger starting somewhere around or above 60 grand wouldn't be too surprising. But it's just an estimate, so we'll see what Kia comes out with. Even at that level, it would be considerably cheaper than a Volkswagen ID Buzz, which starts well above 70 grand before on-road costs. The Pv5 will also face indirect competition from larger electric SUVs such as the EV9, the Hyundai Ionic 9, and the Volvo EX90, although those vehicles also sit in a much higher price bracket and named it a little bit more of a premium customer. At the other end, it could appeal to fleets, community organisations, disability transport operators, and families who simply want maximum usable space. Kia has already demonstrated a wheelchair accessible Pv5 conversion overseas, which we covered in a previous episode, but that one has not been confirmed for Australia. And then also some separate safety news for the Pv5 cargo. It's important to explain that this is not the same thing as the conventional 5-star ANCAP crash safety rating. The commercial van program assesses the availability and performance of active collision avoidance technology. It looks at systems designed to prevent or mitigate a crash rather than awarding stars based on the complete crash test and occupant protection protocol used for passenger vehicles. The PV5 cargo performed well in car-to-car autonomous emergency braking, cyclist detection, lane support systems, occupant status monitoring, and speed assistance. Its pedestrian autonomous emergency braking performance was rated as adequate rather than excellent, and the vehicle does not offer an autonomous emergency braking function while reversing. The Volkswagen transporter finished slightly high with 93%, but a 91% result still places the Pv5 amongst the strongest commercial vans assessed under the current criteria. I think that matters because commercial vehicles often spend more time on the road than private cars and regularly operate in busy urban environments. They're also frequently driven by multiple employees, meaning the owner cannot necessarily rely on the driver being familiar with every blind spot and handling characteristic. The passenger version will require its own assessment before we can draw conclusions about its complete family car safety performance. However, the cargo results provide some confidence that Kia has not treated active safety as an optional extra simply because the Pv5 began its life as a commercial vehicle. Now, there's still a lot we need to know, including final Australian pricing, range, charging speed, towing capacity, if any, luggage capacity with all seven seats in use and the exact standard equipment list. However, the Pv5 passenger is shaping up as one of the more practical electric vehicles coming to Australia this year, and it's not trying to disguise itself as an SUV. It's an electric people mover designed to carry people efficiently, and the straightforward approach may be exactly what some Australian families and fleets have been waiting for. Mini has updated its countryman range in Australia, bringing longer claimed driving ranges for both electric versions. The important technical change is a new silicon carbide inverter. The inverter converts the battery's DC or direct current into the AC or alternating current required by the electric motor. Improving its efficiency reduces the amount of energy lost as heat, allowing the vehicle to travel further without increasing the physical size of the battery. The front wheel drive Countryman E now offers up to 501km claimed WLTP range. That's an increase of 39km or almost 8.5% over the previous 462km figure. The dual motor countryman SE all 4 increases from 433 to 467km, gaining 34km or around 7.8% increase. Those are meaningful improvements, particularly for the single motor countryman E. Passing that 500km mark makes it much easier to present the countryman as a vehicle capable of regular interstate and regional travel rather than primarily an urban premium SUV. The Countryman E produces 150 kW and 250 Nm driving the front wheels. Mini claims 0 to 100 in 8.6 seconds. It's not an especially quick by modern EV stands, but it should be more than adequate for regular driving and should help improve, sorry, preserve efficiency. The higher specification Countryman SE All 4 uses two electric motors and all-wheel drive, producing 230kW and 494Nm. It completes the 0 to 100 dash in 5.6 seconds. Both versions use a battery with approximately 66.5 kWh of usable capacity. The Countryman E has a maximum DC charging rate of 95 kW, while the SE All 4 can do 130 kW. Now those figures are not class leading by any stretch of the imagination. Vehicles using newer 800 volt platforms can charge at more than twice those peak rates, although peak power alone does not tell us the entire story. The charging curve, battery temperature, and how long the vehicle maintains its maximum rate all affect the actual stop. For someone regularly driving long distances, however, the countryman's DC charging remains one of its weaker technical areas. The more impressive feature for Australian owners is its AC charging capability. The Countryman EV supports up to 22kW3 phase AC charging where necessary infrastructure is available. And that is useful for owners with access to three-phase power, either at your workplace or charging on higher power destination chargers. It's also something many competing EVs still limit to 11 kilowatts. And anybody who's been listening to me for any little bit of time, anytime anybody ever says anything about 22kW AC, I get very excited. I think that it is absolutely uh a fantastic option for anybody. I don't know how much more it costs manufacturers to do, but I'll tell you what, if they offered it to me for a you know $500 premium or something like that, I would most likely pay for it. Probably not any more than that, but definitely comes in handy when I uh want to plug it in on a on a Sat on a Sunday. Um my EV5's only got the 11 kilowatt. I have three phase. Um, so you know, uh it won't charge I mean it charges through the day, but you know, then the wife unplugs it and puts her uh C line in. So it's uh 22 kilowatt AC would definitely be good, and I can see it's starting to come out more and more on different vehicles. Now I digress. The pricing change is less positive. Countryman E is now priced at 68,990 before on-road costs, an increase of about $4,000. The Countryman SE All 4 remains at $73,990 before on-road costs. That leaves only $5,000 difference between the single motor and dual motor models. And for that extra money, the SE All 4 offers considerably more power, all-wheel drive, and faster maximum DC charging rate while giving away only 34 kilometres of range. And just as an alternative look way of looking at it, on your average sort of five-year term, as most people are going to finance a car like that, it's about 15 bucks a week difference. So, you know, you're getting a lot bang for your buck for 15 bucks a week. So, unless the countryman E receives a significantly more attractive drive away offer, the SE All 4 appears to be the definitely the better value proposition for many buyers. The E still has advantages, it should use less energy, travels further, and it's mechanically simpler, and some drivers do not need a wheel drive or a 5.6 second acceleration time. However, a $4,000 price increase is difficult to ignore in a market where many electric SUVs are becoming cheaper. Mini is competing against vehicles including the Volvo EX40, BMW's iX1, Mercedes-Benz EQA, the Audi Q4 Etron, and a growing number of highly equipped Chinese SUVs. The countryman has a distinctive design and one of the more interesting interiors of the class. Standard equipment includes Mini's circular 240mm OLED center display, wireless Apple CarPlay and Android Auto, a head-up display, panoramic glass roof, heated front seats, a heated steering wheel, and a 360 degree camera. The cabin is visually distinctive without relying on an oversized rectangular tablet attached to the dashboard. The larger countryman body also makes this generation much more practical than earlier mini SUVs, with enough rear seat room and luggage capacity to function as a genuine family vehicle. The updated vehicles are available to order now, with production having moved to the revised specification from March of 2026. The rest of the countryman range receives price and powertrain changes as well, including expanded malt hybrid technology, but because Plugland Australia focuses on vehicles capable of meaningful electric driving range, the electric versions are the relevant part for us here. That sounded a bit pompous, didn't it? The additional range is welcome and demonstrates the efficiency improvements do not always require adding a larger and heavier battery. However, the Countryman E's higher price means the technical improvement does not automatically make it a better value vehicle. And at nearly 69 grand before on-road costs, buyers will quite reasonably compare its range, charging speed, space, and equipment with a much broader selection of EVs than they would even 12 months ago. As we reported earlier, Ferrari is preparing to launch its fully electric production car called the Luce. The latest information concerns an unusual traction and stability control system designed to adjust itself according to the driver's ability. Now the Luce uses four electric motors with one assigned to each of the four wheels. That gives the control system an enormous amount of authority. Instead of reducing engine power or applying individual brakes after a loss of grip has already begun, the vehicle can change the torque being delivered at each wheel almost instantly. If the driver uses the steering, accelerator, and brakes smoothly and consistently, the software gradually permits the car to operate closer to its performance limits. If the driver is abrupt, makes repeated corrections, or appeals less comfortable controlling the vehicle, the system retains a greater safety margin and will intervene earlier. In simple terms, the car attempts to determine whether the person behind the wheel is capable of using more of its performance. That does not mean it permanently assigns the owner a driving score and locks away horsepower. The system is continually assessing conditions and driver inputs. Things like road temperature, surface grip, tyre condition, and weather remain just as important as the driver's behavior. Ferraris traditional Manatino controller remains, although the Luce will not have a separate race mode in the way some petrol Ferraris do. And just for those that don't know, the Manatino is Italian for Little Lever, and it's that little rotary switch mounted directly on the steering wheel of the Ferraris, kind of inspired by the F1 controller. Controls allows you to instantly adjust the cast traction controls, stability management, suspension, etc. etc. So just in case you didn't know, now you do. So instead, the five-position controller moves from an ice setting through progressively less restrictive modes to ESC off. Ferrari says the dry setting is expected to cover around 80% of sporty road driving. Even with stability control switched off, the vehicle will not simply abandon the driver. The underlying torque management system remains capable of making the car's behaviour a bit more predictable, with Ferrari saying it has deliberately tuned the luce to allow controllable oversteer and drifting. That's an important distinction. An electric performance car can theoretically make extreme precise adjustments, but precision alone does not create an enjoyable car. If the computer removes every slide before the driver feels it developing, the vehicle may be extremely fast but emotionally sterile. Ferrari is attempting to use software to make the vehicle more expressive rather than merely safer. Each wheel can be driven and braked individually, while the chassis also uses rear-wheel steering. That should allow the car to generate a bit of yaw, stabilise itself and alter its cornering balance without relying solely on mechanical differentials. The challenge will be to making those interventions feel unnatural. Drivers tend to notice badly calibrated stability control because it cuts power suddenly, applies a brake aggressively, or interrupts the car at an awkward moment. Sort of like when you're taking a corner too quickly, it's a little bit wet and you know, it detects a bit of slip and all of a sudden all the throttle's just gone. So the best systems work almost invisibly. Ferrari's advantage is that electric motors can change torque more quickly and accurately than an internal combustion engine, working through a transmission, drives, shafts, and differentials. The Luce is expected to produce approximately 772 kW, 990 Nm of torque. Ferrari is tailing 0 to 100 km per hour in around 2.5 seconds, 0 to 200 in approximately 6.8 seconds, and a top speed of about 310 km per hour. Its battery is expected to provide up to approximately 530km of claimed range. The vehicle's pretty heavy, it's about 2.2 ton, which makes the sophistication of the chassis electronics particularly important. No amount of software can eliminate mass. A heavy vehicle still places greater demand on tyres and brakes and it still carries more momentum into a corner than a lighter sports car. Ferrari will need to demonstrate that the Luce does more than accelerate violently in a straight line. The driver adaptive traction system is at least evidence that the company understands the problem. It's not treating the electric powertrain simply as a way to create the largest possible power figure, it's trying to build a relationship between the driver and the software controlling that power. The Australian launch is expected during 2027, with pricing likely to place it among the most expensive road legal EVs ever offered here. And of course, most of us will never drive one, let alone own one. However, the technology may eventually influence more attainable vehicles, driver adaptive stability systems, predictive torque distribution, and more sophisticated motor control could improve normal road cars as much as supercars, particularly on wet roads and loose services. Whether Ferrari's system feels generally intuitive or merely restrictive will depend on the final calibration. But the idea of traction control system that rewards smooth driving rather than offering only a fixed set of modes is a genuinely interesting development. And just a bit of a side note before we continue on, they're sold out for about three years. So if you want one, uh 2030 is the current estimated delivery year. There aren't that many coming in, about 50 cars in each shipment. I think they're getting a shipment every six months. So obviously there's buyers out there for them. People saying, you know, no one's gonna buy a million-dollar electric car, where's the sole, and etc. etc. But this just goes to show sold out till 2030. A recent tire comparison highlighted in Australian reporting has raised an important question for EV owners. When the original tires were out, do you actually need to replace them with an EV specific product? The comparison involved a Tesla Model 3 and seven different replacement tyres. The Model 3's original Hancook Ventus S1 ASTO tyres were compared with the Bridgestone Terenza EV, the Hancook Ion EV AS, Perelli P0 All Season Plus Elect, and the Yokohama Advent Sport EV AS. Two well-regarded conventional all-season tyres were also included the General Ultimax RT450 and the Michelin Pilot Sport All Season 4s. The overall winner was the Hancook Ion Evo AS. It performed strongly in handling, cabin noise, dry braking, resistance to aquaplaning, snow traction, and rolling resistance. The original equipment Hancook Ventus S1 finished second. It was particularly strong in dry braking, handling, noise and rolling resistance, but its snow performance was weaker. The Bridgestone Terenza EV performed well in handling, noise, aquaplaning resistance, and snow traction, although its dry braking and rolling resistance were rated closer to average. The interesting result came from the conventional tyres. The general Ultimax RT-45 performed strongly enough in wet braking, snow and ice grip, and aquaplaning resistance to rank near the top of the rest, despite not being marketed specifically for electric vehicles. It also achieved that without imposing a particularly large range penalty. The Michelin Pilot Sport All Season 4 delivered very strong wet weather performance but had a larger efficiency trade-off. This test was conducted in North America, so the snow and ice results are far less relevant to Australian drivers than wet braking, dry braking, load capacity, noise, and the rolling resistance. Some of the exact tyre variants tested may also be difficult to obtain in Australia. However, the broader lesson still applies. An EV logo on the sidewall does not automatically mean a tyre is superior in every area. Electric vehicles create several competing demands. They are often heavier than an equivalent petrol vehicle, which increases the load carried by each tyre. They can deliver maximum torque from very low speed, which can accelerate tread wear if the driver regularly uses that performance. The absence of engine noise also makes tyre raw and vibration much more noticeable. At the same time, manufacturers want low rolling resistance because every reduction in drag can increase the vehicle's driving range. Those requirements can work against each other. A very low rolling resistance tyre may use a harder compound or less aggressive tread pattern that can improve efficiency but may reduce wet grip or braking performance. And then a high performance tyre may deliver excellent steering and wet weather grip but increase energy consumption. A particularly durable tyre may last longer but generate more noise or offer less grip as it ages. That is why there is no single perfect EV tyre. The correct choice depends on how and where the car is used. For an owner doing mostly suburban commuting, a quiet and efficient touring type of tyre with strong wet braking may be ideal. For a powerful all-wheel drive, EV driven enthusiastically, grip and heat resistance may matter more than extracting the final 15 or 20km of range. For ride share or fleet vehicle covering a very high annual distance, tread life and replacement cost may be the deciding factors. The most important requirement is that any replacement tire meets the vehicle manufacturer's specific size, load index and speed rating. Some EVs require XL or extra load construction, others use newer HL or high load markings to support even greater weight at a given pressure. You should not fit a lower load rating simply because the tyre is cheaper or has the correct physical dimensions. Owners should also be careful when replacing only two tyres. Mixing substantially different tread patterns, grip levels, or constructions between the front and rear axles can alter the vehicle's handling, particularly in wet conditions. On all wheel drive vehicles, difference in rolling circumference may also create problems for the drivetrain or the stability systems. The test also reinforces the importance of tyre pressure. An underinflated tyre increases rolling resistance, generates additional heat, and can wear rapidly around the shoulders. An overinflated tyre may reduce comfort and compromise the shape of the contact patch. EV owners trying to maximize range should use the pressure listed on the vehicle placard rather than simply just putting extra air in it. Wheel alignment's another major factor. The immediate torque of an EV is often blamed for rapid tire wear, but poor alignment, aggressive camber settings, a heavy right foot, and failure to rotate tires can be just as important. Some performance-oriented EVs also use staggered tyre sizes, meaning the front and rear tires cannot be rotated. Owners of these vehicles should expect the replacement costs to be a little bit higher. Acoustic foam is another source of confusion. Some original equipment EV tyres include a foam lining intended to reduce cavity noise inside the tyre. That may improve refinement, but foam does not determine whether the tyre is safe or structurally suitable for the vehicle. A replacement tyre without acoustic foam can still meet the requirement load ratings, although cabin noise may increase. Truth is that tyre selection always involves some sort of compromise. A tyre that maximizes range may not provide the strongest wet braking. A tyre that delivers outstanding grip may cost more, wear faster and reduce its efficiency. So Australian buyers should focus first on safety, number one, then correct load capacity and suitability for our climate. After that, they can decide how much value they place on range, noise, performance, tread life, and purchase price. Don't forget those four points of contact, that's all you got with between you and the road. So the comparison does not prove that EV tyres are pointless. The top overall performers were EV focused products. But what it does prove is that a good conventional tyre with the correct rating can sometimes outperform an EV branded tyre in the areas that matters most to an individual driver. So do not buy solely according to the word electric on the product description. Look at the actual test results, look at the load rating and how that tyre suits the way you use your car. As always, you've got to take these stories with a grain of salt there. So the two non-EV tyres that they mentioned in this, the uh the Altimax and the Michelin Pilot Sport All Season 4. The pilot all season 4 is available in Australia, uh, but only in two sizes, and the size doesn't even fit the Model Y standard range, so which, as we reported, is number one selling car in Australia last month. And then the Altamax ones you've got to bring in from the US and set of four tires for the same Model Y is about four grand. So you're definitely not going to be doing that. Just thought I'd mention that as I know there'll be some Eagle sleuths out there checking these things out. Um I didn't uh not do my homework, but I just thought it was a very important story just because it just shows that you don't need to just buy an EV tire. There are other options out there that could be just as good for your car as uh a non-AV tire. Thought I'd just add that little post script in after the segment. Let's continue on. The first shipment of GWM Aura 5 Electric SUVs has arrived in Australia with customer and dealer deliveries due to begin shortly. GWM says it has received close to 3,000 expressions of interest since displaying the vehicle at the Melbourne Motor Show. And that doesn't mean 3,000 confirmed sales, but it's a very strong level of early attention for a brand whose original Aura Hatch struggled to establish itself in Australia. Pricing begins at 3390 drive away for the Aura 5 Lux. The highest spec Aura 5 Ultra is 3690 drive away. Because those are national driveaway offers rather than prices before on-road costs, the Aura 5 is positioned very aggressively. The Lux competes directly with the BYD ADO2, which starts from 31990 before on-road costs, while also undercutting several larger small electric SUVs once registration and dealer charges are included. Both Aura 5 variants use a 58.33 kWh lithium-ion phosphate battery. A front-mounted electric motor produces 150 kW, 260 Nm driving the front wheels. It's a healthy amount of power for an affordable small SUV, I think. It should provide stronger overtaking performance than many low-cost EVs without pushing the vehicle into an unnecessary high performance category. The official claimed range is up to 435km under the WLTC testing cycle. WLTC figures are not directly interchangeable with WLTP or the United States EPA test, so buyers should not compare the number without checking which standard was used. Very important. GWM lists combined energy consumption of 15.5 kWh per 100km, which is pretty damn good. Maximum DC charging is 120 kW with a claimed 10-80% charging time of about 30 minutes under suitable conditions. AC charging is limited to 6.6 kW. Yuck. That is one of the Aura 5's weaker points. A 6.6 kW onboard charger, it is adequate for overnight home charging, but it is well behind the 11kW and 22kW systems available in several competitors. GWM estimates a complete AC charge will take around 6.5 hours under ideal conditions. The Aura 5 measures 4,471mm long, 1,833mm wide, and 1641mm tall, sitting on a 2,720mm wheelbase. It's approximately 70mm longer than the outgoing Aura hatch and considerably taller. The boop capacity comes in at 362 litres. It's adequate rather than outstanding, but the more upright SUV body should provide better passenger space and easier access than the previous hatch. It also has a 750kg braked towing capacity, and that's not going to suit large caravan or heavy trailers, but it is useful for a small box trailer, garden trailer, or light recreational equipment. Vehicle to load is rated at up to 6 kW. Now that's pretty good. It's a strong output and can be very useful for tools, camping equipment, emergency household power, or charging smaller devices away from the grid. The Lux includes a 14.6 inch infotainment display, a 10.25 inch digital instrument cluster, wireless Apple CarPlay and Android Auto, a 360-degree camera, adaptive cruise control, and 18-inch alloy wheels. The Ultra adds a panoramic glass roof, powered tailgate, dual zone climate control, heated and ventilated front seats, a heated steering wheel, driver's seat memory, wireless phone charging, ambient lighting, and a 9-speaker audio system. GWM backs the vehicle with its 7-year unlimited kilometre warranty and an 8-year warranty for the high voltage battery. There's a lot to like on paper, the pricing is competitive, the performance is respectable, and the battery is large enough to make this more than a short-range city vehicle. The biggest unanswered question is whether GWM has done enough to distinguish the Aura 5 from the rapidly expanding group of electric SUVs that sit around that 35 to 45 gram mark. It will face the BYD ADO2, the Cherry EV5, Leap Motor B10, MGS5EV, and potentially several additional Chinese models that are arriving before the end of the year. GWM has also previewed a separate lower-bodied Aura 5 hatch in Australia, and this is where the reporting becomes a little bit less clear. Now one report describes the hatch as confirmed for Australia, while another one says GWM displayed the vehicle locally but had not formally confirmed either its launch or timing. So until GWM Australia publishes a model announcement, a price list or a derival schedule, the most accurate description is that the hatch has been previewed and is under serious consideration. It appears to share much of its design and underlying hardware with the SUV, but a lower roofline and more conventional hatchback proportions. That could position it against likes of BYD Dolphin, MG4 Urban, the GAC Aeon UT, and the upcoming GLEX2. It may also effectively replace the original GWM Aura Hatch, production of which for Australia has been coming to an end. The naming risks becoming a little bit confusing though. GWM already uses Aura 5 for the SUV, while the lower model is being described as the Aura 5 Hatch. So the company will need to make the distinction clear before both can be sold alongside each other. The SUV is the confirmed vehicle available now, and the hatch is the one to watch, but its Australian timing shouldn't be treated as settled just yet. For the Aura brand, the SUV is an important second chance. The original Aura was distinctive and at times very affordable. However, inconsistent supply, heavy competition, and a hatchback body in an SUV-dominated market limited its sales. Let's not also forget its original launch pricing. Back in 2023, I believe when it was originally launched, the uh the top of the range, which I think was the Ultra or maybe the GT, was about 58 grand drive away. I mean it did to vary depending on state, but it's come down like massively. You know, 58 grand down about $37,000, it's about 35% reduction. So I do remember when they made the massive adjustment, I think, in 2024, and yeah, a lot of people were very upset because they bought at the higher price. So unfortunately, that is the risk that uh you take when you buy the first of something at that sort of price. Um, not that that really happens much anymore. I think a lot of the manufacturers are now being a little bit more realistic with their pricing, and of course, you know, the the world has changed in the last three years in regards to battery technology and battery pricing. So, but yes, it is definitely a second chance for the uh for the Aura there. I think the Aura 5 addresses several of those problems. It has a body style Australian buyers currently prefer more cabin space, a competitive drive away price now, and a meaningful 58.33 kilowatt hour battery. Nearly 3,000 expressions of interest suggests the positioning has caught people's attention. The next test is how many of those inquiries turn into actual registrations once customers drive the vehicle and compare it with a growing list of alternatives. As we reported in an earlier episode, Mercedes-Benz is prepared to launch the new electric GLC in Australia, beginning with the GLC 400 Formatic during the fourth quarter of 2026. Mercedes has now announced additional versions that should make the vehicle more accessible and broaden its appeal beyond the high performance launch model. The new range includes a rear-wheel drive GLC 250 and an all-wheel drive GLC 300 Formatic. Neither lower variant has been formally confirmed for Australia yet, but they are obvious candidates once production expands. The GLC 250 uses a single rear electric motor producing 260 kW. It is paired with an 85kWh usable battery and is expected to offer 647 to 650 km of WLTP range depending on our market's specification. Mercedes claims 0 to 100 km per hour in 5.9 seconds. Maximum DC charging is listed at up to 320 kW, and brake towing capacity is expected to reach 2.2 ton. That's a strong combination. Rear-wheel drive vehicle with 260 kW is not remotely underpowered, and the smaller battery should reduce the price and weight compared with the GLC 400. Then the GLC 300 formatic adds a front motor for an all-wheel drive. Combined output increases to 310 kW and 800 Nm of torque. Uses the same 85 kWh usable battery with claimed WLTP range of between 613 and 616km. 0 to 100 for that one is 4.7 seconds. Mercedes lists a 10-80% DC charging time of around 22 minutes with the ability to add approximately 255km of range during a 10 minute stop under ideal conditions. Towing capacity for this one ups to 2.4 tonne. That figure is particularly relevant for us in Australia. I think many EVs remain limited to 750, 1500, or even 1800 kilograms, which immediately removes them for consideration for buyers with larger boats, horse floats, or caravans. A 2.4 ton towing rating does not match the 3.5 tonne offered by large diesel four-wheel drives, but it is meaningful enough for a large range of trailers. Above those vehicles sits the GLC 400 formatic, it produces 360kW, 800 Nm, uses a larger 94 kWh usable battery, and offers up to approximately 715 km of a WLTP range. Mercedes claims 0 to 100 on that one, 4.3 seconds, and a peak charging rate of 330 kW. The electric GLC obviously will use an 800 volt architecture for those sort of DC charging rates, and that will enable high power charging without requiring extreme current levels and should help keep cable weight and heat under control. As always, the peak rate only tells part of the story. Australian owners will need access to a charger capable of delivering that power, and the battery must be at the Correct temperature, and the vehicle needs to maintain a strong charging curve beyond its initial peak. Even so, a 22-minute 10-80% claim places the new GLC among the quicker charging SUVs. Inside, the GLC 400 can be fitted with Mercedes 39.1 inch MBUX hyperscreen stretching across much of the dashboard. It would be similar to the Newer Class R in the BMWs. The vehicle uses Mercedes-Benz new MBOS operating system and incorporates several AI services, including technology connected with Microsoft Bing, Google Gemini, and ChatGPT. Whether buyers actually need multiple AI systems inside their car is another question. I don't really think so. The more useful improvements will be fast route planning, reliable charger information, effective voice control, and software that continues to work properly after several years. Available chassis technology includes air suspension and rewheel steering. Rear steering can help reduce the effect of the turning circle at low speeds and improve stability during high-speed lane changes. That should help disguise the physical size of the GLC in car parks and narrow streets. The GLC 400 is expected to sit around or slightly above 110,000 before on-road costs, although final pricing has not been announced. The rear-wheel drive GLC 250 could potentially bring the starting price significantly lower and place the vehicle against the BMW IX3, Volvo's EX60, the Audi Qtron Q6 Etron rather, and the Porsche McCann Electric. Mercedes will need to remain reasonably disciplined. The premium electric SUV market is becoming pretty competitive, and Chinese brands are now offering 800 volt charging, large batteries, and luxury equipment for considerably less money. The three-pointed Star Dealer network and established customer base still carry value, but they will not excuse a large premium price accompanied by a lot of expensive options. So technically the GLC 250 may be the most interesting model. It gives up all drive and some acceleration but retains the 800 volt electrical system, 320kW charging capability, and more than 600km of claimed range. We'll need to wait for Mercedes-Benz Australia to confirm which versions are coming, their equipment levels and local pricing. The GLC 400 arrives during the final quarter of 2026. The 250 and 300 are more likely to follow in maybe the first or second quarter of 2027 if they get final approval, which I think they will. They're not just gonna launch one model, I don't think, but time will tell. RACV is beginning a trial of mobile DC charging for electric vehicles that run out of juice on the road. Single RACV patrol van in Melbourne will be fitted with an onboard 20kW DC charger. The system is expected to add approximately one kilometer of driving range for every minute it is connected. RACV says a typical 20-minute roadside session should provide enough energy for the driver to reach a nearby public charger or get home. It's not intended to fully charge the vehicle, obviously. It's the electrical equivalent of bringing a small amount of fuel to a stranded petrol or diesel cars, just bring them a jerry can. The purpose is simply to provide enough energy to move the vehicle safely without immediately calling a tow truck. RACV says call-outs involving EVs that have run out of charge have increased by an average of more than 50% since 2023. It has also recorded a 37% increase between 24 and 25. Those percentages sound dramatic, but I think they need a little bit of context. The number of EVs on Victorian roads has also been growing pretty rapidly, so an increase in total callouts does not automatically mean individual EV drivers are becoming likely to run out of energy. Victoria now has more than 100,000 battery electric vehicles and battery electric models accounted for 15.4% of new light vehicle sales in the state during March of 2026. As the fleet grows, roadside assistance providers will naturally encounter more EVs. The trial will assess demand, charger performance, and whether the equipment can be integrated into normal roadside assistance operations. A 20kW DC charger is relatively modest compared with a public fast charger, but it's actually appropriate for this use. The equipment has to fit in a patrol vehicle to operate safely at the roadside and carry its own energy supply. Adding a 300kW charging system would be very unnecessary because the aim is not to produce a highway charging station. At 20 kW, a 20 minute session theoretically transfers around 6.7 kW of energy before accounting for any losses. And depending on the vehicle's efficiency, that could provide roughly 30 to 40km of driving in favourable conditions. RACV is also using more conservative description of about 1 km per minute, which allows for charging losses, weather, and less efficient vehicles. The service could be particularly helpful when a vehicle stops only a few kilometres from home or charger. And that's probably when it happens. Everybody's like, oh no, I'll make it, I'll make it, and you fall just short. It may also reduce the need to load an EV onto the back of a tilt tray and saving time, freeing towing resources for crashes and mechanical failures. There are, however, practical limitations. The patrol van itself has a finite amount of energy available, several consecutive rescues could deplete it, and the equipment adds weight and complexity to the roadside vehicle. Safe positioning will also matter. Charging a car on the shoulder of a high-speed motorway is very different from doing it in a suburban car park. The trial begins with just the one van in Melbourne, so it's not a statewide service and should not be relied upon as a substitute for planning. As the saying goes, if you fail to plan then you plan to fail, drivers still need to monitor their energy use, especially in regional areas where the distance between charges can be substantial. The best rescue remains avoiding the situation in the first place. Modern EV navigation systems can estimate arrival charge, account for elevation and weather, and recommend charging stops. However, those systems are not perfect, particularly when towing, carrying a heavy load, or driving into a strong headwind. A mobile charger gives roadside organizations another option when the estimate goes wrong. It also helps normalise EV roadside assistance. As electric vehicles become a larger part of the fleet, tyre failures, damaged wheels, flat 12 volt batteries, lockouts, and running out of energy all need to become ordinary roadside assistant jobs rather than unusual specialist events. RACE V will decide whether to expand the program after assessing the Melbourne trial. Zika says it has delivered its 5000th 7X electric SUV in Australia less than eight months after customer deliveries began. It's a significant milestone for a brand that was almost unknown to most Australian buyers before its local launch. The 7X has become Zika's strongest-selling model and recorded 973 deliveries during April, followed by more than 960 in May. Year-to-date sales reached 3,664 vehicles by the end of May. Zika says website inquiries increased by 280% over the previous six months, while traffic to its Australian website rose by 173%. The company is also expanding its retail presence from 18 to approximately 20 locations. The 7X begins at 57,900 before on-road costs for the rear-wheel drive model with a 75 kWh lithium-ion phosphate battery. It offers up to 480km of WLTP range. A long-range wheel drive version uses a 100 kWh nickel manganese cobalt battery and increases the claimed range to approximately 615 km. Performance versions use two motors and all-wheel drive, producing 475 kW and 710 Nm. Zika claims 0 to 100 km per hour at 3.8 seconds while still offering more than 540km of claimed range in the appropriate specification. The 7X's strongest technical feature is the electrical architecture. Uses an 800 volt system and in suitable conditions can accept DC charging at up to around 450 kW. That makes it one of the fastest charging passenger vehicles sold in Australia on paper. There are currently very limited numbers of those chargers available, and obviously it will not maintain 450 kW throughout the entire session. But even on a lower power charger, the high voltage architecture can help the vehicle sustain a strong charging curve and complete a useful stop quickly. The 7X also supports the coveted 22kW AC charging for three phase. And obviously, for an owner with accessible to a suitable home workplace or destination charger, that can halve charging time compared with a EV limited to 11 kW, that is. The pricing places the Zika between mainstream and traditional premium brands. It competes with the likes of the Tesla Model Y, BYD C Line 7, Kia EV5, Hyundai Ionic 5, and the XPeng G6, while also attempting to attract buyers considering a BMW, Mercedes Benz Audi or even a Volvo. The challenge for Zika is convincing buyers that the ownership experience will match the technical specification. Fast charging and powerful motors will attract attention, but buyers also need reliable software, replacement parts, competent service departments, and strong support when something goes belly up. Zika's retail expansion is therefore just as important as a sales number. A new brand cannot rely indefinitely on one or two Metro showrooms and online communication. 5,000 deliveries give Zika a meaningful customer base, but it also creates an obligation to support those vehicles for many years. For now, the 7X appears to have found a strong position. It offers genuinely advanced charging technology, competitive pricing, substantial performance, and a more conventional luxury SUV interior than some of its rivals. Reaching 5,000 deliveries in under 8 months suggests it's no longer simply a niche alternative, it's becoming a meaningful participant in the Australian electric SUV market. And that's a wrap for episode 64 of Plugged in Australia, Saturday, the 13th of June 2026. We have uh covered the arrival of the Aura 5, the confirmation of the Kia Pv5 passenger, which funnily enough, on one of the videos it was either the sick episode 62 or 63. I had a comment there about oh how good would it be if Kia uh you know launched the uh people mover version of the Pv5 and they heard you mate. So uh yeah, that's very funny. Uh we covered Zika's rapid growth, all they all show how quickly Australia's EV market is expanding beyond the familiar early players. And at the same time, stories such as the mini price increase and the tire comparison are reminders that better technology does not automatically mean better value, and by still need to look beyond the uh headline figures. Any feedback info at plugged inastralia.com.au. Thank you so much for your time and for listening to the show today. And until the next time, stay plugged in and stay charged. Chevy the ammo.