As CarExpertexclusively reported in December 2025, the entry-level 2.0-litre four-cylinder turbo-diesel powered TDI405 Core and the 2.0-litre bi-turbo diesel powered TDI500 variants have been axed.

That leaves the dual-cab 4×4 ute lineup powered by a 3.0-litre turbo-diesel V6 – badged as the TDI600 – plus a single TSI452 variant employing a 2.3-litre turbo-petrol four-cylinder engine.

Customer deliveries of model year 2026 (MY26) Amarok vehicles are scheduled to begin in late April or early May, while the new W600 flagship has previously been confirmed for a local arrival in the third quarter (July to September) of 2026.

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The TSI452 petrol engine is now available only in Style trim, instead of top-spec Aventura guise; Style is now the entry-level Amarok grade, with the axing of the Core and Life. The TSI452 Style will be uniquely available with 20-inch ‘Bendigo’ alloy wheels, a $1290 option.

The Amarok’s Ford Ranger cousin, in contrast, is keeping a single-turbo four-cylinder diesel option, and only offers a turbo 2.3-litre four-cylinder petrol engine in conjunction with a plug-in hybrid system. The Ranger’s flagship Raptor variant also uniquely uses a twin-turbo 3.0-litre petrol V6.

Pricing and specifications for the MY26 Range lineup will be announced closer to launch, though Volkswagen says it will offer “clearer differentiation between grades and reduced complexity in option packages”.

Joining the range for 2026 is a Dark Label limited edition, of which just 200 units will come to Australia, all powered by the 3.0-litre turbo-diesel V6.

The special edition includes:

• 20-inch matte black ‘Bendigo’ alloy wheels
• IQ. Light matrix LED headlights with black surrounds
• Darkened tail-lights
• Black powder-coated sports bar
• Matte black roof rails and B-pillar foil
• Black front skid plate, side steps, rear bumper, door handles, mirrors and tonneau cover
• Front bumper ‘X-design’ in black
• Spray-in tub liner
• Sticker pack

The W600, engineered by Walkinshaw Automotive, will sit atop the Amarok range.

Previewed by Volkswagen earlier this year, it features identical 184kW/600Nm outputs to the rest of the turbo-diesel V6 Amarok range. However, like previous W-Series versions of the original Amarok, it will receive upgrades aimed at improving its dynamics, including Koni frequency-selective dampers and 20-inch forged alloy wheels with Michelin Pilot Sport 4 SUV tyres.

All Amaroks in Australia feature a dual-cab body, a permanent all-wheel drive system and a 10-speed automatic transmission. The MY26 lineup is as follows:

• Style TSI452
• Style TDI600
• Style TDI600 cab/chassis
• PanAmericana TDI600
• Aventura TDI600
• Dark Label TDI600
• W600 TDI600

Amarok buyers have long preferred six-cylinder power over four, even prior to the current generation.

In the current model, the TDI600 Style grade alone accounts for 40 per cent of Amarok sales.

MORE: Explore the Volkswagen Amarok showroom

“When we received the opportunity to have the new model Swift in Australia, we chose the specification set that was available for the Australian and New Zealand market – we took that on board not knowing there were some structural differences to the vehicle for the European market,” Michael Pachota, general manager for Suzuki Australia, told CarExpert.

“[The] European car got a three-star [Euro] NCAP safety rating, our car got one star. We then fed that back to the manufacturer, and they said “well, there is a slight specification difference in the vehicle itself”, to which point we then said “okay, that’s the car we need” – so we phased out the one-star car and brought in the three-star car.”

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When asked if that set a precedent for Suzuki Australia to demand the safest and best-performing NCAP versions of new models from now on, Mr Pachota said “definitely”.

“It wasn’t ideal. It wasn’t ideal. And yes, we did definitely strongly voice that opinion [to Suzuki HQ]. But with that said, Suzuki Motor Corporation immediately worked with us to rectify our position and future product,” Suzuki’s local boss added.

After launching in June 2024, the fourth-generation Suzuki Swift initially scored a disappointing one-star ANCAP safety rating, with physical crash testing revealing stark discrepancies in crash performance between the Australian- and New Zealand-delivered model versus the three-star rated car sold in Europe.

Key issues were noted in the frontal offset and full-width crash tests, with the local safety authority finding “higher chest loads and leg injury risk (excessive pedal movement) to the driver in the frontal offset test, and a significantly greater rear passenger chest compression measurement recorded in the full-width test which exceeded allowable limits”.

“Protection of the chest – a critical body region – was therefore assessed as Poor and the score capped, resulting in 0 points awarded for this test,” ANCAP added in its media release.

Suzuki Australia then updated the specification of the Swift to align it with its European equivalent, and subsequently had the vehicle re-tested and re-rated by ANCAP in August 2025 – resulting in an improvement to three stars.

“The updated ANCAP three-star rating reflects changes to the Australian-spec Swift, which now incorporates the same safety reinforcements as the Euro-spec model,” a Suzuki Australia spokesperson told CarExpert in September. 

“The Euro spec vehicle included additional front-end reinforcements that were not present in the earlier Australian-spec version. These reinforcements have now been applied to Australian models.”

In its original 2024 ANCAP test, the Swift managed a 47 per cent score for adult occupant protection, 54 per cent for safety assist, and 59 per cent for child occupant protection. However, its vulnerable road user protection result was a commendable 76 per cent.

The 2025 update improved that to a 67 per cent score for adult occupant protection, 55 per cent for safety assist and 65 per cent for child occupant protection – but the same 76 per cent score for vulnerable road user protection.

Mr Pachota maintained that “safety is paramount” for Suzuki Australia, adding that the brand is “absolutely” committed to vehicle safety despite none of the brand’s models currently wearing five-star ratings.

You can read more about that here.

MORE: Suzuki Swift safety upgrades bring better crash-test rating, no change to pricing

MORE: Explore the Suzuki Swift showroom

Autocar reports Porsche is considering merging the Taycan and Panamera into a single model line offering the choice of petrol, plug-in hybrid and electric powertrains.

It’s unclear whether this model would wear the Taycan or the more established Panamera nameplate. The Taycan entered production in 2019, while the Panamera name dates back another decade.

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Porsche is reportedly looking to share more than just a name between these currently parallel model lines, with greater parts sharing mooted as a means of reducing cost.

The proposed move comes despite Kevin Giek, head of the Taycan product line, telling the same publication in 2024 that Porsche had a “high interest to keep [the Taycan] as a long-lasting car line, like the 911”.

Mr Giek argued the two vehicles were “obviously different”, with the Panamera being “more spacey, more luxury” compared to the Taycan which “which is more focused on sportiness, on real sports car behaviour”.

Plenty has happened since 2024, however, including a cooling of the luxury electric vehicle (EV) market and a 10 per cent global sales slump for the German brand in 2025 – including a concerning 26 per cent drop for the crucial Chinese market.

In September 2025, Porsche announced it was taking a €1.8 billion (A$3.2bn) hit to operating profit as part of a shake-up of its EV plans, which will see the next-generation 718 sports car – previously confirmed to be EV-only – gain the option of petrol powertrains.

Porsche’s upcoming seven-seat flagship SUV, codenamed K1, will no longer be an EV, instead launching with petrol and plug-in hybrid power, while the company’s SSP Sport EV platform will be delayed.

Autocar reports Porsche could sell two different vehicles under the same nameplate – either Taycan or Panamera – as it currently does with the Cayenne and Cayenne Electric. Notably, despite their shared name, these two SUV models ride on different platforms and feature different styling.

The current Panamera is underpinned by the MSB platform, shared with the Bentley Continental GT, while the Taycan uses the J1 platform shared with the Audi e-tron GT. The latter was expected to move to the delayed SSP Sport platform.

The Taycan is currently offered as a four-door sedan or a five-door wagon, while the Panamera is a five-door liftback; a wagon version of the latter nameplate disappeared with the launch of the latest Panamera in 2024.

While the Panamera offers petrol and plug-in hybrid powertrains and the Taycan is purely electric, there’s plenty of overlap in terms of both size and price between the two model lines.

The standard Panamera measures 5052mm long, 1937mm wide and 1423mm tall on a 2950mm wheelbase, while the Taycan in sedan guise is 4963mm long, 1966mm wide and 1378mm tall on a 2900mm wheelbase.

The Panamera does have one ace up its sleeve in some markets, however: a long-wheelbase Executive version, which measures 5202mm long on a 3100mm wheelbase. There’s no such member of the Taycan family.

There’s a lot of overlap between the Panamera and Taycan on price, too. In Australia, the Panamera is currently priced from $246,700 to $499,900 before on-road costs, while the Taycan is priced from $181,200 to $419,000 plus on-roads.

MORE: Explore the Porsche Panamera showroom

MORE: Explore the Porsche Taycan showroom

The recruitment drive, revealed by the automaker during an earnings call last month, was described by Stellantis CEO Antonio Filosa as part of a “deep reset of our quality organisation”.

“We are resetting execution and improving quality management processes to address previous operational issues triggered by past decisions,” said Mr Filosa during an earnings call.

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Stellantis appointed Sébastien Jacquet as its chief quality officer – joining the senior leadership team – in June 2025.

“Our global offensive to improve quality started very strong, with one month in service, over 50 per cent improvement in North America, over 30 per cent improvement in Europe, and 20 per cent improvement in South America since 2025,” said Mr Filosa.

According to Automotive News, a 2025 US study of vehicle quality saw Chrysler (no longer sold here) and Ram ranked below average – despite Ram having taken the top spot in both 2021 and 2024.

Jeep ranked 11th overall in the 2025 JD Power Initial Quality Study, brightened by the Gladiator mid-size pickup winning its segment.

However, Automotive News pointed to a Consumer Reports review of the Jeep Wagoneer S electric SUV which described the vehicle as “unfinished”.

The Wagoneer S uses the new STLA Large platform also underpinning the Jeep Recon and a new generation of the Cherokee that left local showrooms in 2023. The Cherokee isn’t coming Down Under, though the Recon and Wagoneer S have previously been confirmed for a local launch but have yet to appear in Australian showrooms.

“In my mind, that all probably goes back to engineering,” Sean Hogan, chairman of the Stellantis National Dealer Council, told Automotive News.

“When you make those cuts that [Carlos] Tavares did, and you still want the same quality, it’s just not going to happen.”

Mr Tavares, who had previously run French brand Renault, unexpectedly left the top job at Stellantis in December 2024. The company cited “different views” between the board and the now former CEO.

It’s not all bad, with the Ram 1500 named the most dependable light-duty pickup truck in the latest JD Power 2026 US Vehicle Dependability Study.

Ram finished the highest of all Stellantis brands in 17th place but was still below the industry average, while Jeep was ranked 25th.

Broader results saw Lexus ranked as the most dependable overall brand, while the Lexus IS sedan was also declared the single most dependable model.

MORE: Explore the Ram showroom MORE: Explore the Jeep showroom

Speaking with CarExpert, general manager for Suzuki Australia, Michael Pachota, didn’t shut the door on the recently revealed new-generation Suzuki Across which will soon make its way to Europe and the UK.

“Look, consumers are always asking if there are any bigger cars, any other opportunities that we have in our stable, because we’ve got a lot of loyalists to our brand. Obviously, we’ve built that with history, a heritage of reliability,” Mr Pachota said.

“A lot of customers [ask] ‘what’s next from Suzuki’, and ‘these models are available overseas’ – we’ve seen this, our dealers get a lot of that feedback as well, they feed it back to us, we feed it back to Japan.”

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“There’s been no discussion with us to date in regards to introducing [the Across or Swace] to Australia based on our current plan. With that said, I mean things could change,” Mr Pachota continued.

“But, we’ve never seen, or had an opportunity to this point to be able to bring those products to Australia.”

Mr Pachota’s comments aren’t as definitive as previous comments from Suzuki Australia in the past.

When the new-generation Across was first revealed last month, a spokesperson for the brand’s local arm said: “The Across is strictly a Europe-only model and won’t be offered here”.

The 2026 Suzuki Across was revealed for Europe and the UK in February, effectively a rebadged Toyota RAV4 ‘Edge’ or ‘Adventure’ running a 2.5-litre plug-in hybrid (PHEV) powertrain with all-wheel drive.

It’s the Japanese brand’s flagship model in Europe and the UK, priced from just £49,679 ($93,640).

While that pricing seems wild by direct conversion, if it were to land Down Under it would likely be closer in positioning to the new Toyota RAV4 on which it’s based – the most attainable RAV4 PHEV AWD starts from $63,340 plus on-road costs in Australia.

Suzuki also offers the Swace in Europe, a rebadged version of the Toyota Corolla Sports Touring hybrid wagon. It appears this model has been discontinued in the UK.

Such models would be very helpful for the Japanese brand in meeting ever-tightening emissions caps as part of the Federal Government’s New Vehicle Efficiency Standard (NVES).

From January 1, 2026, the CO2 limit for Type 1 or passenger vehicles is 117g/km, and within Suzuki Australia’s range only the Swift and Fronx 24V ‘Hybrids’ come under this threshold – at least until the all-electric e Vitara lobs.

Given the popular Jimny 4WD and Vitara SUV together account for more than double the Swift and Fronx’s sales combined according to 2025 VFACTS sales data, the brand’s local arm has some work to do in order to not risk financial penalties.

Suzuki managed to avoid accruing any penalty units in 2025, though that was with higher CO2 caps – 141g/km for Type 1 vehicles.

Should Suzuki Australia offer the Across PHEV? Share your thoughts in the comments below

MORE: 2026 Suzuki Across PHEV is a rebadged Toyota RAV4 that Australia won’t get

MORE: Explore the Suzuki showroom

Speaking with CarExpert, general manager for Suzuki’s local arm Michael Pachota said the brand is “absolutely” committed to vehicle safety despite none of the brand’s vehicles currently wearing five-star ratings.

“Safety is paramount for Suzuki, it absolutely is. We apply ourselves to all regulations of any country that we distribute products in – in Australia, we meet all those requirements,” Mr Pachota said.

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“I think our recent safety assessment ratings, from a local perspective, have been a function of criteria changes, to which point vehicles based on their current specifications say three, four, five years ago would have met all requirements to [receive a five-star ANCAP rating].”

“But with that said, we take that on board too and for future consideration in terms of adding further safety features to our vehicles moving forward,” Mr Pachota added.

Currently, only the Suzuki Fronx and Swift wear valid ANCAP safety ratings in Australia – one- and three-star results respectively. The Swift’s three-star result comes off the back of running changes made from September 2025 to align the Australian model with European safety specifcations, after the light hatch received a one-star rating in May 2024.

A batch of recently released Suzuki Fronx models were also subject to a significant safety recall due to a manufacturing defect which may cause a rear seatbelt failure in the event of an accident.

The Jimny and Vitara currently go unrated, as their old three- and five-star ratings have expired, and the new e Vitara is expected to carry over the four-star Euro NCAP rating it achieved last year.

Suzuki’s last vehicles to wear five-star ANCAP ratings were the previous-generation Swift (June 2017 to June 2024) and earlier versions of the current Vitara (2015 to December 2022), based on much older criteria and prior to ANCAP’s full alignment with Euro NCAP regulations.

Let us know your thoughts in the comments below

MORE: Explore the Suzuki showroom

While not yet confirmed for production, a brawnier, even more capable version of the hardcore, French-built Grenadier 4×4 has strong support from key Ineos stakeholders, including local boss Justin Hocevar.

“We’d like to see something like that come here,” Mr Hocevar told CarExpert at the launch of the MY26 Grenadier range.

“There’s been lots of tinkering in the background exploring different possibilities, and you’ve seen some of that stuff manifest when we went to Goodwood and showed off the V8 prototype vehicle that had been developed.

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“I think there’s a lot of enthusiasm for it, both within the company, in our dealer networks, distributors around the world, and customers alike.

“At this point, nothing is confirmed unfortunately. But I think it’s a ‘watch this space’, and as we mature and get some of the fundamentals right, the likelihood of other special projects getting a run is better.”

As Mr Hocevar mentioned, Ineos has previously teased a hot Grenadier in the form of the V8 Prototype, which was displayed at the 2024 Goodwood Festival of Speed.

Built as a one-off by a team of engineering apprentices from Magna, the firm which builds the Grenadier for Ineos Automotive in France, the Station Wagon-based prototype traded its 3.0-litre inline six-cylinder BMW engine for a 6.2-litre V8 from General Motors.

The result? A 117kW/175Nm bump in outputs over the standard 210kW/450Nm turbo-petrol six. However, fitment of the LS-series V8 required the Grenadier’s engine mounts, electronics, water and oil cooling, exhaust manifold and rear silencer, transmission bearings, heat shields and centre console to be re-engineered.

Given the significant investment required to introduce those changes on a larger scale, Mr Hocevar believes any future go-fast flagship is more likely to retain a BMW straight six, albeit with some fettling.

For context, the Grenadier is available with a choice of two engines – the twin-turbo diesel ‘B57’ and turbo-petrol ‘B58’ – the latter of which has also powered performance cars including the A90 Toyota Supra and BMW Z4.

“I personally think that the quickest route for us to explore would be working with what we have right now,” explained Mr Hocevar.

“We already know there’s huge potential that’s yet to be tapped in our version of the B57 and B58 engines. Obviously BMW and Toyota run higher output versions in some of their vehicles, and we’ve seen some solutions tested in the aftermarket already.

“So, I think that that’s the best way to go.”

The most powerful production model powered by the B58 is the Toyota Supra Final Edition, which produces 320kW and 570Nm. However, BMW's turbo-petrol six is highly regarded for its tuning potential, with basic bolt-on modifications lifting outputs to around 450kW.

By comparison, the current Mercedes-AMG G63 boasts 430kW and 850Nm from its 4.0-litre twin-turbo V8 (with mild-hybrid assistance), while the sold-out Land Rover Defender OCTA slams down 467kW and 750Nm from its BMW-sourced 4.4-litre twin-turbo V8.

MORE: Explore the Ineos Grenadier showroom

First revealed in February 2024 as an electric concept vehicle and originally slated for introduction in 2027, the Fusilier was set to slot in as the smallest model in the Ineos range, which currently comprises the Grenadier SUV and Grenadier Quartermaster ute.

However, those plans were put on hold less than six months later due to “reluctant consumer uptake of EVs, and industry uncertainty around tariffs, timings and taxation”, according to the company.

Fast-forward to June 2025 and a product expansion was back on the agenda, with Autocar reporting that Ineos had opened discussions with Chery about using the Chinese brand's iCar battery-electric (EV) and extended-range electric vehicle (EREV) platform architecture for the Fusilier.

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And now, in 2026, it appears the project is progressing.

“The Grenadier and the Quartermaster alone are not going to support our strategy of growth," Ineos Automotive's regional director for Australia, New Zealand and APAC, Justin Hocevar, told CarExpert.

"So in terms of that product strategy, we know that we need to do more, and we think that there's a great opportunity to do more because we've now positioned the Grenadier as being the most extreme iteration of our 4x4 capability.

"The concept of the Fuselier – something that's a bit smaller than the Grenadier – is still a vision that is alive and well in the company, and we're actively pursuing what that vehicle would look like, or a vehicle like that would look like going forward. That's what we'll be talking about in the not-too-distant future.

"In terms of announcing the timeline, I don't think it's years away."

While the Fusilier was originally intended to be all-electric, Ineos has since decided to add the option of a range-extender (EREV) powertrain incorporating a combustion engine to charge its battery.

It's a choice that's likely to go down well in Australia, given the vastness of this continent and its limited public electric vehicle (EV) charging infrastructure.

"The project morphed over time, and part of the pause on that project had a lot to do with our desire to have an alternative new-energy powertrain in that vehicle – hybridisation or a range-extender solution," explained Mr Hocevar.

"We had to pause that project, we were charging into it too quickly.

"Now that we've had a bit of time, we've got a better understanding of what we think is happening with a lot of markets around the world and the available technology to us."

Even in range-extender form, the Fusilier will help Ineos meet its CO2 emissions targets in the UK and Europe.

It will also broaden the automaker's appeal, which is currently limited by the Grenadier's narrow off-road and towing focus, as well as its size and price.

"If Australia had access to Grenadier, something medium, and something smaller, then we'd be really happy with the product portfolio. That would probably carry us a long way," concluded Mr Hocevar.

As with Ineos’ other model names, Fusilier is a military term – specifically, it’s a member of any of several British army regiments formerly armed with fusils, a type of musket.

MORE: Explore the Ineos showroom

Ever since the Grenadier wagon's local launch in 2022, customers have had the choice of two BMW-sourced 3.0-litre inline six-cylinder engines – a twin-turbo diesel producing 183kW of power and 550Nm of torque, or a turbo-petrol good for 210kW and 450Nm.

However, the diesel has proven to be far more popular, accounting for 80 per cent of Station Wagon sales and a whopping 90 per cent of dual-cab Quartermaster ute sales.

So, are petrol models set for the axe? No chance, according to Ineos Automotive's local boss Justin Hocevar.

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"I think any model splits, powertrain splits or anything like that always has to be put in the context of us being a relatively low-volume brand," Mr Hocevar told CarExpert at the launch of the MY26 Grenadier range.

"We're not a large commodity brand that responds to low uptake of a particular spec or option by jettisoning it and focusing on a cookie-cutter approach to what is produced for this market.

"I think the petrol is still very safe down here – there's customers that want it.

"It's got certain use cases that work well, as does the diesel."

For context, Ineos Automotive doesn't report its sales statistics to the Federal Chamber of Automotive Industries (FCAI), but says the Grenadier has now found more than 3000 new homes in Australia, at an average of roughly 1000 per year.

Created after Land Rover wouldn’t sell the tooling and manufacturing hardware for the original Land Rover Defender to British billionaire and chemical engineer, Sir Jim Ratcliffe, the Magna Steyr-assembled Grenadier is a “back to basics”, ladder-frame off-roader that competes primarily with the Toyota LandCruiser 70 Series, as well as the modern Defender, and the Jeep Wrangler/Gladiator in Australia.

In terms of market share, the diesel-only 70 Series dominates this space, racking up 10,301 deliveries last year alone. Land Rover sold 3854 Defenders over the same period.

However, Ineos has surpassed Jeep, with its petrol-powered Wrangler and Gladiator combining for just 765 sales in 2025.

While the Grenadier remains Ineos' key focus for the foreseeable future, the brand is also working on a smaller, electrified SUV dubbed the Fusilier.

According to Autocar, Ineos has opened discussions with Chery about using the Chery’s iCar battery-electric (EV) and extended-range electric vehicle (EREV) platform architecture for the Fusilier project, which first came to light back in 2024.

MORE: Explore the Ineos Grenadier showroom

It features many design elements taken from the larger Renault Duster, including the hidden rear door handles, as well as the shape of the fenders and wheel-arch protectors.

The two cars also eschew Renault’s diamond badge in the grille, opting instead for the Renault word mark.

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Unlike the Duster, the Bridger has much sharper surfacing and detailing, a floating roof look, and a tailgate-mounted spare wheel.

All up, the Bridger leans harder onto its supposed off-road ability, although the availability of all-wheel drive has yet to be confirmed. The concept car rides on 18-inch alloy wheels, and is fitted with a panoramic glass roof and integrated roof rails.

As the Bridger’s length is under four metres it will only attract 18 per cent GST in India, putting it at a significant price advantage over larger vehicles which are slugged with 40 per cent GST.

Renault already has three cars in the sub-4m category: the 3.7m Kwid SUV, the 3.99m Kiger SUV, and the 3.99m Triber mini-people mover.

It’s unclear if the Bridger will replace any of those models, or whether it will be an additional vehicle in the brand’s lineup.

Despite its small size, Renault claims the Bridger is “extremely spacious on the inside” with a 400-litre boot and “a [segment] record” 200mm of knee room for those sitting in the back seat. No doubt some of the boot space is thanks to the tailgate-mounted spare wheel.

Sadly the company has yet to reveal the Bridger’s interior, or provide any details about its drivetrain. Renault’s existing sub-4m cars are fitted with 800cc and 1.0-litre three-cylinder engines, which max out at 74kW and 160Nm for the 1.0-litre turbo.

In order to qualify for India’s 18 per cent GST rate, sub-4m vehicles must have engines with under 1.2 litres of displacement.

A production version of the Bridger will go on sale in India by the end of 2027. It’s unclear if the SUV will come to Australia, but Renault says there will be “gradual roll-out to other international markets” after the car lands in Indian showrooms.

MORE: Explore the Renault showroom

To begin with, Ineos has updated the Grenadier to address key criticisms, namely its steering.

All Grenadiers receive a new variable-ratio steering box that the automaker says delivers improved precision and responsiveness. The update is also claimed to deliver a five per cent smaller turning circle, with revised lock-stops designed to improve low-speed manoeuvrability both off-road and around town.

Additionally, the Grenadier’s climate control system has been upgraded “to improve the predictability of heating and cooling within the cabin”… whatever that means.

To top it all off, a trendy, stealthy Black Edition joins the range.

So the list of reasons to ignore Ineos has shortened.

Meanwhile, the list of reasons to overlook the 70 Series may have lengthened with the axing of its 4.5-litre turbo-diesel V8 engine after 17 years on sale due to “changing regulations and community expectations”. Instead, the LC70 is now available only with the four-cylinder 2.8-litre turbo-diesel from the HiLux, which brings more torque and efficiency than the V8 but can’t match the grunt nor smoothness of the Grenadier’s BMW-sourced inline sixes.

So, is a changing of the guard imminent? Unlikely. Ineos sold around 1200 vehicles in Australia last year, while the 70 Series alone cracked 10,000 sales, and it’ll take a lot more than an engine change for Toyota loyalists to abandon ship. That loyalty is well-founded too – Toyota has decades of proven reliability on its side, as well as a sprawling dealer network that covers every corner of this sunburnt country.

But, even despite that, the Grenadier makes a strong case for itself. Read on to find out why.

How much does the Ineos Grenadier cost?

Prices remain unchanged, starting at $104,000 before on-road costs for the entry-level Quartermaster dual-cab/chassis, $107,000 for the station wagon and Quartermaster ute, and $120,000 for the Fieldmaster and Trialmaster grades, following discounts of nearly $20,000 offered towards the end of 2025.

Ineos Grenadier Wagon

Ineos Grenadier Quartermaster

To see how the Ineos Grenadier lines up against the competition, check out our comparison tool

What is the Ineos Grenadier like on the inside?

Black Edition aside, updates for the MY26 Grenadier haven’t really extended to its interior. But that’s of little importance, as the Grenadier still feels purpose-built from the moment you climb in.

Ingress requires some scrambling, with optional side steps lending a helping hand. Disappointingly, there’s no grab-handle on the driver’s A-pillar.

I was also disappointed to find that the driving position in the Grenadier is still somewhat compromised. There’s an expansive hump in the footwell that eats into left-foot space, and a distinct lack of padding where your left knee is likely to rest on the transmission tunnel.

With that said, the seats themselves are very good. They’re made by Recaro, a household name in this field, and offer plenty of thigh support and body-hugging bolstering.

Base versions of the wagon and ute come with ‘Utility’ upholstery, otherwise known as cloth. Our tester, on the other hand, boasted heated leather items – perfect for those cold winter mornings.

Adjustments can be made using manual levers, with power controls overlooked to reduce complexity and sensitivity to the elements.

Once (relatively) comfortably seated, your attention is immediately drawn to the tone-setting safari windows overhead, both of which flood the cabin with light and reinforce the Grenadier’s adventurous spirit.

The pop-up glass panels flank an aircraft-style switchboard split into two sections: one with off-road controls and the other with auxiliary switches that you can hook up to whatever 12V accessories take your fancy, whether that be a winch, light bar, or something for the cabin. This is just one of the many ways in which Ineos makes it easy for owners to customise their Grenadier, as is the culture around this type of vehicle.

Importantly, the off-road stuff is kept separate from the climate controls, which instead take up most of the centre stack. All the buttons and dials are clearly labelled, so it’s easy to make adjustments on the move.

And regardless of spec, the Ineos Grenadier blends rugged functionality with a level of quality and substance rarely seen in this segment. There’s a satisfying weight to all the controls, the kind you won’t experience in a 70 Series LandCruiser or Jeep Wrangler/Gladiator, although that’s to be expected given the difference in price.

The materials used elsewhere are markedly better, too. In addition to upmarket upholstery, all versions of the Grenadier feature a chunky Nappa leather steering wheel and handbrake lever as standard, while the plastics used for the upper door cards, dash and centre console are soft to the touch.

At the same time, I can’t see prospective buyers complaining that the Grenadier is “too nice” for weekend duties, as none of the finishes are so soft that they’re likely to wear much worse than those found in rival off-roaders.

There is some room for complaint when it comes to the cabin technology, though. My biggest gripe is that there’s no driver display or head-up display. Instead, Ineos has followed Tesla by showing speed on the infotainment screen, which leads to distraction during everyday driving. It does, however, make more sense when driving off-road.

And, awkward speedo positioning aside, the 12.3-inch infotainment system is a winner. Operable by either touch or a central rotary controller with button shortcuts, the screen is responsive, visually sharp and brimming with relevant functionality, headlined by a selection of off-road displays including attitude, temperature, pathfinder, vehicle statistics and electrical information.

Alternatively, Apple CarPlay and Android Auto are just a tap away, with no wired connection required. Charging of mobile devices does, however, require a cable – either USB-A or USB-C. A 12V power outlet can also be found in the centre console storage area.

Speaking of cabin storage, the Grenadier doesn’t offer quite as much as you’d expect from a vehicle with such hulking exterior dimensions. The aforementioned centre console bin is shallow, the door bins aren’t fit for a large drink bottle, and the tray behind the gear selector isn’t deep enough for a modern smartphone. Don’t bank on a big glovebox, either. For a vehicle aimed at touring and long-distance adventuring, the Ineos left me underwhelmed in this regard.

The same can be said of second-row liveability. Standard side steps make entry and exit easier, but it’s easy to bang your head if you’re not careful. What’s more, the rear doors don’t open particularly wide, which further impacts accessibility.

Inside, the rear bench is fixed, firm and upright, but not uncomfortable… unless you’re particularly tall. I say that because outboard legroom becomes an issue for anyone topping six-two, and while there are cutouts in the hard plastic seatbacks to accommodate knees, it’s still tight. There’s even less room for the poor sod sat in the middle seat, whose legroom is significantly impeded by the transmission tunnel.

On a more positive note, rear headroom isn’t an issue as a result of the Grenadier’s tall, boxy design. And while there’s no glass overhead, a set of large square windows ensures decent natural lighting and outward visibility.

Rear passengers also benefit from the same premium materials found up front, which serve to elevate the experience.

As for amenities, you can expect USB-A and USB-C outlets, dual air vents, and seatback storage nets, but no centre armrest. That also means no cupholders, and any possibility of keeping drinks in the door cards is diminished by how difficult it is to reach this storage area when the door is closed.

All three rear seats are equipped with top tether anchor points for child seats.

But surely the boot is free of compromise, right? Yes, for the most part it is, at least once you get past the awkward opening procedure due to the fitment of split-opening barn doors, a boot-mounted spare wheel and an optional ladder.

Behind all the exterior bits and pieces you’ll find a luggage area that’s hugely practical. For starters, the opening aperture is massive, perfectly square, and devoid of any load lip. As such, it’s very easy to load bulky items.

Further, the floor is lined in durable plastic rather than carpet, so you can stick just about anything in the back without worrying about doing serious damage. There are eight tie-down points on the floor and walls, plus a 12V power outlet for additional utility.

Should the second row be empty, the rear bench folds in a 60/40 split to unlock up to 2088L of cargo capacity.

Instead of a big boot, the Quartermaster ute offers a roomy tray measuring 1564mm long, 1619mm wide, and 485mm deep, with 1137mm between the wheel-arches. It is designed to fit a standard 1200x800mm Euro pallet and includes four tie-down rings and a 400W power outlet.

However, payload is capped at 907kg for petrol variants and 832kg for the diesel – better than the Gladiator, but well down on the LandCruiser 70 Series.

The Quartermaster also lacks rear legroom compared to its SUV sibling, reducing its appeal as a family vehicle. From the B-pillar forward, the two models are essentially identical.

To see how the Ineos Grenadier lines up against the competition, check out our comparison tool

What’s under the bonnet?

It’s a choice between two BMW-sourced inline-six engines – petrol or diesel. Both are mated to an eight-speed automatic transmission from ZF, with power sent to all four wheels through a permanent 4WD system with a two-speed transfer case.

Most of our driving at this launch event was done in the petrol model, which explains the lack of tested fuel economy data for the diesel version.

To see how the Ineos Grenadier lines up against the competition, check out our comparison tool

How does the Ineos Grenadier drive?

Put simply, the Grenadier drives like a big ladder-frame, solid-axle four-wheel drive. That is to say, great off-road, and somewhat less so on-road.

This won’t come as a surprise to anyone who’s driven similar vehicles before, but the Grenadier isn’t at home in the cut and thrust of a concrete jungle. It’s heavy, cumbersome, noisy and thirsty, with steering that’s still heavy and prone to vagueness just off centre.

However, the aforementioned steering setup is a noticeable upgrade over the system in the pre-facelift Grenadier. Indeed, the updated model is more confident around town and wanders far less at higher speeds, removing the need for constant steering corrections to hold a lane.

And while the Grenadier exposes its occupants to more noise, vibration, and harshness (NVH) than your standard family SUV, it feels almost refined compared to a 70 Series.

Its engines are infinitely more satisfying to operate, too. The petrol inline six is buttery smooth and pulls hard to redline. It even makes a lovely noise, especially on startup, which can’t be said of many SUVs these days.

Most Grenadier buyers aren’t interested in top-end power or aural satisfaction, though, as the petrol accounts for just 20 per cent of Station Wagon sales. Instead, most gravitate towards the diesel, which is louder and less pleasant, but makes more sense for long-distance touring and hard yakka.

Importantly, both engines are punchier than the four-cylinder donks found in the 70 Series and Jeep Wrangler. With that said, if performance on the blacktop is a priority, you’re better off stretching to a supercharged V8 Defender.

Regardless of how you spec it, the Grenadier isn’t the most comfortable SUV on the road. There’s a firm edge to the suspension and you feel every lump and bump on the surface, although none send shockwaves through your spine. So, while it couldn’t be called soft or plush, it’s tolerable for daily duties.

Come the weekend, that firmness translates to some level of discomfort during long-distance touring. Any discomfort is amplified by the absence of mod cons like adaptive cruise control. Again though, it’s worth remembering what this adventure machine competes with.

The same applies to the Grenadier’s tarmac handling, which compares better with direct rivals than road-focused unibody SUVs. Still, none of the vehicles in this sub-segment like to be hustled on a twisty road and the Grenadier is no different; its dynamic ceiling is low, and pushing this limit results in lots of body roll followed by a loss of grip from the BF Goodrich all-terrain tyres.

But from the moment you venture off the blacktop, it’s a completely different story.

It’s commonly said that when the going gets tough, the tough get going, and the Grenadier is as tough as they come. I mean, just look at the thing, with its chunky off-road tyres, protective armour, and ample ground clearance.

Beyond that, there’s plenty of toughness to be found under the sheet metal. As standard, the Grenadier runs a locking centre differential, with the Trialmaster adding locking front and rear differentials.

All three came in handy during the launch drive program, which included fire trails at the base of Mount Canobolas, an extinct volcanic complex near Orange, NSW.

You can lock and unlock the centre diff while on the move – no need to shift into neutral. However, moving between high and low range does require a shift of gear. It also requires some muscle, as the diff locks in the Grenadier are entirely mechanical in nature. The whole process can be a bit finicky as a result.

Get past that and the Grenadier proves itself to be hugely capable. In fact, it made our ‘moderate’ difficulty off-roading feel effortless, dispatching the dry, rocky fire trails we traversed with little fuss.

A combination of high ground clearance, strong wading ability, and extensive underbody protection gives you confidence that scrapes and knocks won’t cause serious damage, while dedicated off-road and wading drive modes provide plenty of configurability depending on the terrain.

A high seating position and short overhangs also make it easy to position the Grenadier with accuracy, no matter the technicality of the terrain.

Having said that, it doesn’t boast the advanced camera tech found in something like a Wrangler or GWM Tank, so the responsibility rests solely with the driver. Mistakes are rarely punished though, thanks to the articulation offered by the Ineos’ beam axles.

Ineos models do, however, come with hill descent control, which works flawlessly. As do the traction management systems, which help the Grenadier to eat up jagged rocks and uneven terrain without becoming stuck.

It’s probably obvious by now, but anything with an Ineos badge is going to be a strong performer off-road.

To see how the Ineos Grenadier lines up against the competition, check out our comparison tool

What do you get?

The Grenadier lineup has expanded to include the new Black Edition, a cosmetically enhanced version of the Fieldmaster.

2026 Ineos Grenadier Wagon equipment highlights:

• Galvanised steel body
• Solid beam axles
• Heavy-duty coil suspension
• Variable-ratio steering box (NEW)
• 2-speed transfer case
• Centre differential lock
• Hydraulic power steering
• Disc brakes front, rear
• LED headlights
• LED daytime running lights
• LED auxiliary high-beam lights
• LED tail lights
• Home + Away lighting
• Underride protection
  • Front, rear skid plates
  • Fuel tank skid plate
• Towing eyes
  • 2 x front
  • 2 x rear
• 30:70-split rear doors
• Side bump strips
• Roof protection strips
• Roof rails
• Heated rear window
• 17-inch steel wheels
• Bridgestone AT tyres (265/70 XL 1165)
• Full-size spare wheel
• Spare wheel cover
• Water-resistant interior
• Heavy-duty utility flooring incl. drain valves
• Overhead control panel
• Auxiliary switch panel, electrical preparation
• Manually-adjustable steering wheel
  • Tilt, telescoping
• One-touch indicators
• Front, rear electric windows
  • One-touch auto down
• Interior grab handles
• Auto climate control (UPGRADED)
• Second-row air vents
• Loadspace tie-down rings
• Loadspace stowage locker
• Under-seat dry stowage
• 12.3-inch LCD touchscreen
• Pathfinder off-road navigation
• Wireless Apple CarPlay
• Wired Android Auto
• Bluetooth phone, audio streaming
• DAB+ digital radio
• Front USB ports x 2
• Front, rear 12V sockets
• Utility trim
• Recaro seats
• Nappa Leather Driver’s Pack
  • Steering wheel
  • Handbrake lever
• Vehicle toolkit
• Hydraulic jack

Grenadier Trialmaster adds:

• Rough Pack
• Smooth Pack
• Exterior utility belt
• Access ladder
• Interior utility rails
• Compass and altimeter
• Raised air intake point
• Class III 1-7/8″ NAS tow hitch and electrics
• High load auxiliary switch panel and prep
• Auxiliary battery
• Belstaff Trialmaster Jacket merch

Grenadier Fieldmaster adds (over Grenadier):

• Smooth Pack
• 17-inch alloy wheels incl. locking nuts
• Access ladder
• Safari top-side windows
• Carpet floor mats
• Heated, leather-trimmed seats
• Class III 1-7/8″ NAS tow hitch and electrics
• Belstaff Fieldmaster Jacket merch

Grenadier Black Edition adds:

• Dark Exterior Pack
• 18-inch gloss black alloy wheels
• Unique badging
• BFGoodrich A/T tyres
• Dark headlining
• Dark interior carpeting

To see how the Ineos Grenadier lines up against the competition, check out our comparison tool

Options

This is where things get a little confusing. In addition to being extremely long, the list of options for the Grenadier also differs depending on the model variant you choose. The best way to spec up your own Grenadier is by visiting the Ineos online configurator here.

Rough Pack

• Front, rear differential locks
• BFGoodrich All-Terrain KO2 tyres

Smooth Pack

• Rear-view camera
• Front parking sensors
• Power, heated exterior mirrors
• Heated windscreen washer jets
• Lockable centre storage box
• Puddle lights, ambient door lighting
• Auxiliary charge points

Exterior

• Contrast roof in Scottish White or Inky Black
• 17- or 18-inch alloy wheels
• 18-inch steel wheels
• Contrast ladder frame in Halo Red or Rhino Grey
• Access ladder
• Safari windows
• Rear side panels
• Privacy glass
• Lockable spare wheel storage box
• Exterior utility belt

Interior

• Leather seats
• Heated front seats
• Heavy-duty seat covers
• Premium sound system
• Compass with altimeter
• Floor carpet
• Rubber floor mats
• Carpet floor mats

Off-road

• Front and rear diff locks
• Raised air intake
• Cyclone pre-cleaner
• Roo bar
• Side protection rails
• Checker plates
• LED light bar

Winching and towing

• Integrated Heavy Duty 5.5t winch
• Removable rear winch
• Recovery kit
• Heavy duty shovel
• Towing mounting plate – front
• Class III 1-7/8″ NAS Tow Hitch and electrics

Power

• Auxiliary charge points
• High load auxiliary switch panel and roof outlets
• Winch prep

Interior cargo

• Interior utility rails
• Cargo barrier
• Loadspace drawer
• Cargo management system
• Loadspace divider
• Luggage organiser
• Loadspace partition net
• Luggage net
• Quick release tie-down rings
• Tailgate table

Roof cargo

• Roof rack
• Cross-bars
• 6F roof rack
• Cargo box
• Kayak mount
• Surfboard carrier
• Ski carrier
• Bike carrier
• Batwing side awning

Safety, security and convenience

• Advanced anti-theft alarm and immobiliser
• Front parking sensors
• Power heated exterior mirrors
• Heated windscreen washer jets

Is the Ineos Grenadier safe?

Ineos hasn’t yet submitted any of its models for ANCAP or Euro NCAP safety testing.

Standard safety equipment includes:

• 6 airbags
  • Dual front
  • Dual front-side
  • Dual side-curtain
• Anti-theft alarm, immobiliser
• Child locks
• Remote central locking
• Toot button
• Off-Road, Wading modes
• Uphill Assist
• Downhill Assist
• Park Assist Rear (sensors)
• Electronic Stability Control (ESC)
• Electronic Traction Control (ETC)
• Anti-lock Braking System (ABS)
• Tyre pressure monitoring
• Cruise control
• Automatic Hazard Warning
• Trailer Stability Assist
• Reversing camera

More sophisticated driver assistance systems are now available in overseas markets; including autonomous emergency braking (AEB) and lane departure warning. However, Ineos Australia has chosen not to take on these features in response to ‘a lack of consumer demand’.

To see how the Ineos Grenadier lines up against the competition, check out our comparison tool

How much does the Ineos Grenadier cost to run?

All versions of the Grenadier are backed by a five-year, unlimited-kilometre warranty. Ineos doesn’t offer capped-price servicing for its vehicles.

Prospective buyers may be put off by the brand’s 24-strong dealer network, which pales in comparison to Toyota’s huge reach. However, Ineos says it is going above and beyond to provide quick access to parts, repairs and servicing right across the country.

To see how the Ineos Grenadier lines up against the competition, check out our comparison tool

CarExpert’s Take on the Ineos Grenadier

The Grenadier is a compelling option for those after an old-school workhorse.

Whether you plan on camping, fishing, off-roading, towing, completing ‘The Big Lap’ or just doing lots of hard work, it’s well and truly up to the task.

The Grenadier absolutely thrives off-road, where its mechanical diff locks, excellent articulation, generous ground clearance and general robustness come together beautifully.

However, it remains compromised on the smooth stuff. So, if you don’t plan on taking advantage of the Grenadier’s hardcore skills but still want to look tough cruising around the suburbs, buy a Defender instead.

It could also be argued that some of the Grenadier’s rivals hit the same high notes, namely the 70 Series and Wrangler. Neither offer the same level of cabin quality and overall polish, though.

As such, it becomes a question of what you value in a vehicle like this. If long-term reliability, resale value and manufacturer support top the priority list, Toyota has you covered.

However, if you’re after something that feels a little more complete out of the box, both in terms of versatility and standard equipment, it’s worth paying a visit to your closest Ineos showroom.

CarExpert can save you thousands on a new Ineos Grenadier. Click here to get a great deal.

Click the images for the full gallery

MORE: Explore the Ineos Grenadier showroom

Available in both Sportback hatch and Sedan body styles, just 750 examples of the RS3 Competition Limited will be made for all global markets – and Australia will receive 18 of them, split into 10 Sportbacks and eight Sedans.

There’s no word on pricing, but in its native Germany the Competition Limited is certainly not cheap; at just beyond €100,000, it’s about 43 per cent more expensive than the base price of a standard RS3 Sportback, which in Australia is $104,800 before on-road costs.

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That said, it comes with a lot of the otherwise-optional kit, and there are certain components which are unique to the Competition Limited and not available on any other variant, no matter how much money you throw at your Audi dealer.

Chief among these is advanced coilover suspension. This comprises twin-tube dampers which are stainless steel at the front and aluminium at the rear, with the items at the nose of the car also fitted with external reservoirs.

At the rear, there are larger-diameter shock-absorber tubes with thicker piston rods, and a thicker and stiffer anti-roll bar too.

Audi’s done this trick with generation-ending RS model variants to impressive effect before – both the B9-series RS4 Avant, which gained coilovers in late Competition form, and the magnificent C8-series RS6 GT Avant employed the same suspension setup.

For the RS3, Audi will sell the Competition Limited with a road-biased setup, as well as a recommended ‘track’ tune plus a full toolkit – with instructions – for adjusting the various settings of the coilovers, and also raising or lowering the car’s ride height.

For reference, the RS3 Competition Limited has 12 settings of low-speed compression, 15 settings of high-speed compression and 16 settings of rebound to play with, all adjusted on the suspension towers themselves (or their top mounts), with simple ‘+/-’ markers for each.

That means adjusting the way the Competition Limited rides and handles will require some proper mechanical work, rather than simply tapping a button in the cabin.

But Audi says all owners will need to do is to lift the car in the air on a ramp as no wheel-arch liners nor other bits of trim have to be removed to fiddle with any of the compression or rebound settings.

You’ll need to pop the wheels off if you want to raise or lower the ride height, and the Competition Limited can be dropped 10mm closer to the tarmac than any other RS3 if an owner so desires.

What else is special about the Audi RS3 Competition Limited?

The other detail which is unique to the Competition Limited special is matte-effect carbon-fibre on the outside.

You’ll spot it in several places, such as on the door sills, the mirror caps and above the rear diffuser, but it is also applied to several features which are specific to the limited-edition RS3 – notably, the roof spoiler on the Sportback (there’s a lip item on the rear decklid of the Sedan), the divided-in-the-middle front splitter, and the new canards on either corner of the Audi’s nose.

Beyond that, and a discreet ‘RS3 Competition Limited’ decal in the rear-quarterlight windows of the back doors, what distinguishes the most special variant of Audi’s five-pot wonder are the body colours and wheels.

On the former score, there are just three shades available, two of which – Daytona Grey metallic and Glacier White matte – are offered on other RS3s.

However, the special finish that is unique to this model is Malachite Green. It’s the first time this lustrous shade has been seen on any Audi since the road-going version of the outstanding Sport Quattro short-wheelbase of the 1980s.

This finish is complemented by the Neodymium Gold (remember this colour – we’ll be coming back to it for the interior) alloys, of 19 inches in diameter. These are either clothed in Pirelli P Zero tyres as standard, or optionally semi-slick Trofeo R rubber from the same manufacturer.

Peep through the 10 spokes of these rims and you’ll see both the red brake callipers of the carbon stoppers, plus the red-and-silver detailing of the coilover suspension.

A final note on the outside pertains to the locking/unlocking graphics of the LED running lights up front. When activated, these put on a display which mimics the 1-2-4-5-3 cylinder-firing order of the engine – a lightshow bespoke to the RS3 Competition Limited.

Inside the Audi RS3 Competition Limited

Neodymium Gold is the signature colour of choice inside the RS3 Competition Limited, although it’s also accompanied by Ginger White.

The gold is employed for the seat centres and some of the door cards, while the off-white then contrasts with that for the stitching and the seatbelts.

Meanwhile, in the digital instrument cluster, the background colour of the RS3 Competition Limited’s dials is pure white. This is a nod back to 1994’s RS2 Avant, which was the first car to use an RS variant of the five-cylinder engine and which, yes, had a white-backed instrument pack.

On top of all that, there are various ‘RS3 Competition Limited’ decals and graphics, including for the mirrors’ puddle lights outside, while the real highlight is the front seats – they’re exquisite, matte-carbon-backed RS sports buckets and they not only look tremendous, but they are also super-supportive to sit in.

Each of the 750 RS3 Competition Limited vehicles sold across the world will have a sequential number displayed on a special graphic situated down on the centre console.

The cars we were invited to see in person in a studio near Munich were all numbered ‘000/750’, because they were pre-production prototypes.

Incidentally, right-hand drive RS3s are slated for a quartet of markets, with the three others besides our own allocation of 18 comprised of 10 for New Zealand, 11 for the UK and then 100 for Japan, which will be the largest territory for Competition Limited after the Audi’s homeland of Germany.

Under the bonnet of the Audi RS3 Competition Limited

Interestingly, when it comes to the very thing being celebrated by the 2026 RS3 Competition Limited – its turbocharged 2.5-litre five-pot engine – buyers will get no more power than the standard car.

But when you’ve got 294kW of power and 500Nm of torque to play with, resulting in a 3.8-second claimed 0-100km/h time, then additional outputs aren’t necessary. One thing the RS3 Competition Limited does get is a raise in its speed limiter, to 290km/h.

Another interesting point: Audi has trimmed some sound-deadening out of the RS3’s firewall, so although the standard-fit sports exhaust isn’t any louder on the outside and thus meets all the mandatory worldwide noise regs, inside the cabin you get more of the five-cylinder’s flavour.

But the key thing here is the coilover suspension, which should make the most of the RS3’s latent roadholding abilities and deliver a fitting swansong for that five-cylinder engine.

Because, sadly, this is definitely a goodbye from Audi. Strict European emissions laws due to come into force in 2027 mean the company will not be taking the 2.5-litre engine any further into the future.

So, aside from its application in the Cupra Formentor VZ5 and possibly even a mooted sign-off model of the Volkswagen Golf R, the 2026 RS3 Competition Limited will be the last-ever car to carry the legendary five-cylinder powerplant – and it’s almost certainly going to be the final outing for the RS3 itself, at least as we know it.

MORE: Explore the Audi RS3 showroom

Now available to order ahead of its Australian arrival in the third quarter (July to September) of this year, the first battery-electric Cayenne S will be priced from $193,100 before on-road costs.

That positions it between the entry-level Cayenne Electric ($167,800 plus on-roads) and the rapid 850kW Cayenne Turbo Electric flagship ($259,900 plus ORCs), both of which will arrive here by mid-2026.

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Unlike Porsche’s first battery-powered SUV, the mid-size Macan Electric which replaced the original combustion-powered Macan, the fourth-generation ‘E4’ Cayenne Electric will be sold alongside the third-generation petrol-powered Cayenne.

Like its electric siblings, the new Cayenne S will come with a large 108kWh (usable, or 113kWh gross) lithium-ion battery, which in this case offers a WLTP range of 653km in Europe and can be DC fast-charged at up to 400kW, allowing it to be charged from 10 to 80 per cent in a claimed 16 minutes thanks in part to its 800-volt electrical architecture.

The Cayenne S Electric’s dual-motor all-wheel drive powertrain delivers 400kW of power – and up to 490kW in ‘Overboost’ mode (Launch Control) – and as with the Turbo, drivers can use a ‘Push-to-Pass’ button on the steering wheel to gain more power for up to 10 seconds at a time (in this case an extra 90kW).

That’s 165kW more than the standard Cayenne Electric, which produces 300kW (up to 325kW in Overboost), and enough for Porsche to claim a 0-100km/h acceleration time of just 3.8 seconds, along with a 250km/h top speed.

A sharper exterior design and more extensive equipment options also differentiate the S from the entry-level variant, which delivers 835Nm of torque and has a claimed 0-100km/h time of 4.8 seconds.

Cayenne S extras include Volcano Grey Metallic bumpers with body-colour inserts and diffusers at both ends, and 20-inch Cayenne S Aero wheels.

Extra-cost options previously reserved only for the Turbo include Porsche Active Ride suspension, the Porsche Ceramic Composite Brake (PCCB) system with yellow calipers, and the Porsche Torque Vectoring (PTV) Plus limited-slip rear differential.

However, the new Cayenne S won’t be as aggressive as the electric Cayenne Turbo in terms of either design or performance.

The top-shelf Cayenne Electric gets higher-output motors to generate 630kW as standard, plus an extra 130kW in Push-to-Pass mode, and in Overboost launch control mode there’s no less than 850kW and 1500Nm available.

That results in a claimed 0-100km/h time of just 2.5 seconds, making the most powerful Cayenne almost as quick as the latest 911 Turbo S Hybrid.

The Cayenne S Electric will be available in 13 exterior paint colours and additional standard features for Australia will include:

• Tyre fit set
• DAB+ digital radio
• Privacy glass
• Parking Entry Package
  • Surround-view camera
  • Semi-autonomous parking assist
• 14-way electric comfort seats with memory and ventilation
• Bose Surround Sound System
• Panoramic roof system
• Four-zone climate control

Rear-axle steering is available across the Cayenne EV range, along with a dedicated Off-Road package that increases towing capacity to 3500kg, increases ground clearance to 245mm and wading depth to 550mm, and includes reprofiled bumpers to maximise approach and departure angles.

Soon after launch, buyers will also be able to charge their Cayenne Electric without plugging in, via a new wireless charging system that incorporates a weatherproof charging pad.

Once drivers exit the vehicle, it automatically detects the pad, lowers the car down on its air suspension and initiates charging. However, the Porsche Wireless Charging (PWC) system is yet to be confirmed for Australia. 

Porsche today also announced an optional new Interior Style Package from its Exclusive Manufaktur department for the entire Cayenne Electric lineup, at the heart of which is two-tone leather upholstery in Black and Delgada Green to match the new Mystic Green Metallic exterior paint.

The S may lack the Turbo’s more aggressive front-end design with contrasting black elements, matrix LED headlights and vertically stacked active ‘aeroblades’ on the rear bumper, but carryover features include frameless door windows that sit flush with the B-pillar, a 14.25-inch curved OLED driver’s instrument cluster, and a 12.5-inch touchscreen infotainment system called the Flow Display.

The five-seat Cayenne Electric offers no less than 781 litres of boot space, increasing to 1588L behind the front seats, but Porsche is working on an all-new seven-seat flagship SUV codenamed K1, which was planned to be all-electric but will now be offered with V6 and V8 petrol powertrains, including plug-hybrid systems.

Expected to be launched in Europe in 2028, the K1 will reportedly share the Premium Platform Combustion (PPC) architecture with the upcoming Audi Q9.

MORE: Explore the Porsche Cayenne showroom

Lamborghini boss Stephan Winkelmann said there’s more potential for the Italian brand – which posted its fifth straight year of record global sales in 2025 – to offer such models.

“I strongly believe that the Sterrato is a car which only we could do with our heritage, with our idea of being unexpected but staying authentic,” Mr Winkelmann told CarExpert.

The Sterrato (which means ‘dirt road’ in Italian) took the Huracán supercar and added Bridgestone all-terrain tyres and 162mm ground clearance – an increase of 44mm – with wider tracks and longer suspension travel.

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While it came with off-road body additions such as wheel arch extensions, it still packed a 449kW/560Nm version of the 5.2-litre V10 petrol engine with all-wheel drive and a 3.4-second 0-100km/h time.

It had only one genuine rival, the 2023-2024 Porsche 911 Dakar, which followed a similar theme including off-road suspension, increased ground clearance and a more rugged look. Porsche has been rumoured to be working on a hybrid-powered follow-up.

When asked by CarExpert if more Sterrato-like models are in the pipeline, the Lamborghini chief left the door open.

“It’s always a matter of if we have the resources to do so. But for sure, let’s say the main focus is open, is on a closed version, open version, and more performance – this is the idea, the classic idea,” he said.

“The success of the Sterrato was global and for me, it was one of the things I always wanted to do, since more than a decade ago.

“Finally, at the end of the life cycle [of the Huracan], we did it, and it was something which was very exciting and very successful, so let’s see … It’s not in the plans today but never say never.”

The Huracán Sterrato was introduced as the model was coming to the end of its life cycle, with the Temerario taking its place in the lineup and using a twin-turbo hybrid V8 powertrain.

It wasn’t the brand’s first move into the off-road space, with the 1986-1993 LM002 off-roader – originally developed as a military vehicle – running a 5.2-litre V12 from its Countach sports car.

The next Lamborghini SUV was the Urus, first produced in 2017 and sharing its underpinnings with the Bentley Bentayga, Audi Q7/Q8 and Porsche Cayenne SUVs.

Lamborghini will add a fourth model – on top of the Urus, Temerario and flagship Revuelto – in 2029, with the two-plus-two sports car based on the Lanzador concept.

The concept was a high-riding electric coupe, but the production model will be a plug-in hybrid.

MORE: Explore the Lamborghini showroom

Speaking to CarExpert at the 2026 Australian Formula 1 Grand Prix – where a new Audi team competed in its first F1 race of the modern era – global sales boss and Audi board member Marco Schubert said the Concept C design will inform the look of its next era of production vehicles.

“For us, design is still the major reason why customers are buying our cars,” Mr Schubert told CarExpert. “It’s about our positioning of the brand and it’s something we see in the genes of the Audi brand.”

“That’s the first car we will have with what we call ‘Radical Next’ design – ‘Radical Next’ is the working title, more or less – but it’s really like a big step against what we have done previously.”

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“From the customer perspective, we had one major topic: simplification in terms of exterior design. So, it’s a really clear design, which really is outstanding, which is different against the competition,” the Audi board member said.

The Concept C’s look was created under Italian designer Massimo Frascella, who also worked on the upcoming Jaguar Type 00 electric grand tourer before joining Audi in 2024.

A production version is of the sports car concept is due in 2027, once again giving Audi showrooms a coupe following the axing of the A5 Coupe, TT and R8.

“What we want to create is perhaps something what we call internally like the ‘TT moment’,” said Mr Schubert.

“The [1998 first-generation] Audi TT was really a big change for the brand as well. So, moving in a positive direction, bringing young customers in, being more emotional as a brand, and obviously for us, [brand slogan] ‘Vorsprung durch Technik’ is important to really push this up again.”

‘Vorsprung durch Technik’ is German for ‘progress through technology’, a motto used by the brand for more than four decades.

“I mean, that’s not only on the exterior side, but also on the interior side, because it’s also a major step.”

“I was Mercedes before, and then I went to Audi, and obviously Audi was perceived, really, as a new brand with a new technology, and that was a big trigger for young guys at the time also swapping into the brand.

“This [the Concept C] marks the beginning then of the change of the whole product range. So, we’ll have the whole product range shifting that into the new design, with the rollout across the whole brand, then all the next models to follow.”

MORE: Explore the Audi showroom

“When it comes to the fuel excise, that’s not something that we’ve been considering,” said Treasurer Jim Chalmers at a press conference on Wednesday, March 4.

“We’ve got a lot of cost of living help rolling out in other ways, ways that you are familiar with, and we’ve got two more income tax cuts on the way as well.

“So we’ve found other ways to help people with the cost of living – cheaper medicines, more bulk billing, student debt relief, tax cuts and the like.”

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The fuel excise is a flat sales tax imposed by the Australian Government on petrol and diesel bought at the bowser.

It’s adjusted in February and August each year in line with the Consumer Price Index (CPI), and currently sits at 51.6 cents per litre.

The fuel excise has been criticised by some, including the Victorian Automobile Chamber of Commerce, as being a “hidden tax” because it’s built into the price at the pump; fuel is also subject to a 10 per cent Goods and Services Tax (GST).

Pauline Hanson’s One Nation is calling for a 50 per cent cut in the fuel excise, accusing Labor of “war profiteering”.

While the government has ruled out a change to the fuel excise, the Treasurer has sounded a warning to fuel retailers.

“I’ve taken, I think, an important step in making sure that the ACCC is helping to ensure that service stations don’t do the wrong thing by people when it comes to oil prices flowing through at the bowser,” said Mr Chalmers.

“We don’t want service stations to take advantage of people. We understand that there will be movements in the market, but retailers cannot be taking people for mugs.”

The fuel excise was originally designed to fund road infrastructure and maintenance, but research by the Australian Automobile Association (AAA) found only 57 per cent of revenue in the decade to the 2022-23 financial year was reinvested in public transport and roads.

Fuel excise revenue is expected to decline as Australians move to more fuel-efficient vehicles, as well as electric vehicles (EVs).

That has led to calls for it to be scrapped in favour of a universal road-user charge, covering not only vehicles with a combustion engine but also EVs.

The Australian Government confirmed last year it’s working with states and territories to introduce a road-user charge, but didn’t appear to suggest any change on levies imposed on owners of combustion-powered vehicles.

MORE: Petrol and diesel prices could hit record highs as Australia’s fuel stocks remain short of 90-day target

A new bill has received some support from Premier Chris Minns, according to AAP, which could see those with THC in their system offered a medical exemption if caught driving.

The bill was introduced by independent MP Alex Greenwich and co-sponsored by Legalise Cannabis MP Jeremy Buckingham.

Currently in New South Wales, those found operating a motor vehicle under the influence of drugs can be fined up to $2200 and have their licence disqualified for up to six months – increasing to $3300 for subsequent offences, with no set time limit for disqualification.

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While there are both drug-driving and drink-driving laws in Australia concerning impairment, the mere presence of THC in a driver's system is enough to result in punishment. Drink-driving laws, in contrast, consider the amount of alcohol in a driver's system, as well as whether this has led to impairment.

This means someone who has used products with THC can be charged with drug-driving, even if they are no longer impaired, as it can remain detectable for hours or even days after use.

“Hundreds of thousands of people are accessing [cannabis] as a legitimate health alternative to even more powerful drugs,” Mr Minns told a budget estimates hearing last week.

“We need a fit-for-purpose regime on New South Wales roads so we're not disenfranchising people.

“We will draft our own legislation, but we're actively considering a change in the policy.”

Meanwhile, since March 2025, magistrates in Victoria have had the option to decide whether or not to cancel driving licences for those found to have tested positive for THC – an active ingredient of cannabis – if the drug was legally prescribed.

The change comes amid a Victorian trial to evaluate the effects of medicinal cannabis on drivers.

The $4.9 million trial by Swinburne University of Technology is being conducted on a closed circuit, mimicking traffic conditions.

While driving under the influence of THC is illegal in Tasmania, the state provides an exemption for those with a medical prescription – provided they are not impaired.

With an estimated 400,000 people having access to medicinal cannabis across New South Wales, the Premier suggested roadside tests should assess driver impairment, rather than just being a binary check of THC within their system.

“We certainly don't think anyone should be on the road if they're impaired, and as with any medication, ultimately that comes down to people according with their prescribing doctor's advice,” Mr Minns said.

However, the NRMA has raised concerns over the proposed changes.

“The concern is, how do you police it? How do you measure impairment?” NRMA spokesperson Peter Khoury told AAP.

“That's the challenge that still hasn't been addressed.”

Like Tasmania, several countries allow a medical defence for those caught driving with THC, including New Zealand and the UK.

Others, such as Germany, allow those with cannabis prescriptions to drive legally, but within strict regulations.

MORE: Australian state plans major crackdown on drug driving

The souped-up small SUV will be priced at $94,990 before on-road costs, or a national drive-away price of $101,990.

Fewer than 100 Formentor VZ5s will come to Australia in the initial allocation, with Cupra dealers currently gathering orders to secure customer-specific build slots for the hot SUV’s production run.

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This production run is scheduled to run from May to December 2026, with Australian deliveries expected between December 2026 and March 2027.

Cupra says it will continue working with global teams to secure additional volume “should early customer demand exceed expectations”.

The VZ5 is powered by a turbocharged 2.5-litre five-cylinder petrol engine producing 287kW of power and 480Nm of torque, mated with a seven-speed dual-clutch automatic transmission and an all-wheel drive system.

The five-pot engine is borrowed from Audi, where it’s employed in the RS3 and outgoing RSQ3, but Cupra says it has been “recalibrated to deliver an even more emotive, character-rich driving experience”.

Performance equipment includes an electro-hydraulic torque vectoring rear differential, ‘DCC’ adaptive dampers, and six-piston Akebono front brake calipers.

VZ5-specific equipment includes:

• 20-inch black and copper alloy wheels
• Flared wheel-arches
• Carbon-fibre front splitter with engraved logo
• Rear bumper with carbon-fibre insert
• Copper-tipped quad exhausts
• Sabelt CUP Bucket front seats
  • Enceladus Grey Sequal and Dinamica upholstery
  • Carbon-fibre backing

The VZ5 will also feature a standard Sennheiser sound system and panoramic sunroof, with the only options being paint finishes.

It’ll be offered in one standard, one premium and three matte finishes, with premium paint costing $790 and matte paint costing $3300.

The VZ5 otherwise builds upon the updated design and components included with the Formentor’s mid-life facelift, which had previously been confirmed for a local launch at the end of the first quarter of 2026.

New exterior design elements include the Cupra brand’s new ‘Shark Nose’ corporate face, which also incorporates a new tri-triangular LED signature that’s reflected both front and rear.

At the rear the full-width light bar now includes an illuminated logo on the tailgate.

Cupra’s priciest models at present are the mid-size Terramar VZe plug-in hybrid SUV at $77,990 before on-road costs and the mid-size Tavascan VZ electric SUV at $74,490 before on-road costs.

While pricing for the wider Formentor range has yet to be announced for 2026, the pre-update range topped out at $65,790 before on-roads.

MORE: Explore the Cupra Formentor showroom

While it shares its name with the outgoing iX3, which was based on the previous-generation combustion-powered X3, the new iX3 debuts BMW's Neue Klasse dedicated electric vehicle (EV) platform and incorporates the German brand's sixth-generation eDrive technology.

It's launching here midway through 2026 in 50 xDrive form, featuring a 345kW/645Nm dual-motor all-wheel drive powertrain and a large 108kWh battery.

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This affords the iX3 a range of 805km on the WLTP cycle, the most of any new vehicle currently on sale in Australia. Its 800V electrical system also supports DC fast-charging at up to 400kW, well up on the 150kW figure of the outgoing iX3 which also managed "only" 460km of WLTP range.

Inside, it debuts a bold new look for BMW, with a 43.3-inch BMW Panoramic Vision display sweeping across the base of the windscreen and complementing a head-up display and 17.9-inch infotainment touchscreen.

Despite these significant improvements, it's just $5000 dearer than the outgoing iX3 was in flagship single-motor rear-wheel drive specification. It also undercuts mid-size luxury electric SUV rivals including the Audi Q6 e-tron quattro, Porsche Macan 4, Polestar 3 Long Range Dual Motor, and Genesis Electrified GV70, all of which are priced between $120,000-140,000 before on-road costs.

A more affordable single-motor rear-wheel drive iX3 40 variant is due on sale here in 2027, likely followed by a sportier iX3 M60. BMW is also reportedly working on a quad-motor iX3 M performance flagship.

Pricing

Drivetrains and Efficiency

The iX3 features an 800V electrical architecture, allowing for an impressive DC charge rate of 400kW. BMW says 372km of range can be added in 10 minutes, with a 10-80 per cent charge taking 21 minutes.

Towing capacity has yet to be confirmed, but BMW will offer trailer tow hitch preparation for an extra $2500.

Dimensions

Servicing and Warranty

All BMW models are covered by a five-year, unlimited-kilometre warranty in Australia. The battery is also covered for eight years or 160,000km – whichever comes first.

BMW has yet to announce service pricing.

Safety

The BMW iX3 has yet to be assessed by safety authorities Euro NCAP and NCAP.

Standard safety equipment includes:

• Adaptive cruise control
• Autonomous emergency braking
• Blind-spot monitoring
• Lane-keep assist
• Steering and Lane Control Assistant
• Safe exit warning
• Surround-view camera
• Front and rear parking sensors
• Traffic sign recognition
• Tyre pressure monitoring

Standard Equipment

There’s just one iX3 variant for now.

Standard equipment includes:

• 20-inch M light-alloy wheels (double-spoke, style 1048 M)
• Tyre repair kit
• LED headlights
• BMW Iconic Glow exterior package
• Panoramic glass sunroof with ‘climate comfort glazing’
• M Sport Package
• M Sport brakes with blue calipers
• Power tailgate
• Power-folding exterior mirrors
• Proximity entry and start
• BMW Dynamic Performance Control
• Semi-autonomous parking assist
• Head-up display
• 43.3-inch BMW Panoramic Vision display
• 17.9-inch touchscreen infotainment system
• DAB+ digital radio
• Satellite navigation
• Wireless Apple CarPlay and Android Auto
• Harman Kardon sound system
• Veganza leatherette upholstery
• Multi-function front seats
  • Heating
  • Power adjustment
  • Memory
• Heated sports steering wheel
• Dual-zone climate control
• 3-year BMW Digital Premium subscription
• Over-the-air updates
• Ambient lighting

Options

The M Sport Pro Package costs $3500 and adds:

• M Sport brakes with high-gloss red calipers
• M seat belts
• M steering wheel
• M Sport front seats
• Glass kidney grille in M Shadowline
• M-specific high-gloss black diffuser
• High-gloss black mirror caps

You can also add dark blue metallic M Sport brakes, a black M steering wheel, and multifunction front seats as part of a package at no extra cost.

There are a handful of available wheels. These comprise:

• 21-inch M light alloy (star-spoke style 1050 M): $2500
• 21-inch M aerodynamic (1051 M): $2500
• 22-inch BMW Individual aerodynamic (1053): $5300
• 22-inch M light alloy (Y-spoke style 1054 M): $7700

Other options include:

• Leather upholstery: $4000
• Trailer tow hitch preparation: $2500
• White BMW Individual steering wheel: $300 (only with Digital White Bicolour upholstery)
• Veganza/Performtex upholstery: no-cost option

Colours

Alpine White is the standard exterior paint finish.

The following colours are available for an extra $2000:

• Black Sapphire metallic
• M Brooklyn Grey metallic
• Space Silver metallic
• Fire Red metallic
• Ocean Wave Blue metallic
• Eucalyptus Green metallic
• BMW Individual Polarised Grey metallic

BMW Individual Frozen Space Silver is a $6000 option.

The Veganza upholstery can be had in the following colours, all no-cost options:

• Black Bicolour
• Digital White Bicolour
• Castanea Bicolour

The optional $4000 leather upholstery can be had in Black, only with multifunction front seats, and in Adelaide Grey with M Sport seats.

MORE: Explore the BMW iX3 showroom

Launching in a single, dual-motor 50 xDrive trim grade, the 2026 iX3 will be priced from $109,900 before on-road costs when it lands on Australian soil, with alternative battery and motor combinations to become available early next year.

As such, it undercuts direct rivals including the Audi Q6 e-tron quattro, Porsche Macan 4, Polestar 3 Long Range Dual Motor, and Genesis Electrified GV70, all of which are priced between $120,000-140,000 before on-road costs. The heavily discounted Cadillac Lyriq remains the cheapest of the bunch, though.

The new-generation iX3 is also just $5000 dearer than the outgoing model was in top, single-motor specification.

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Arguably BMW’s most important model in years, the new iX3 kicks off a fresh generation of vehicles that embody significant changes in technology, design, and production processes.

All versions of the iX3 ‘Neue Klasse’ feature BMW’s sixth-generation eDrive technology, bringing more power, greater efficiency and range, and a superior charging rate.

In 50 xDrive form, BMW's mid-sized electric SUV features a dual-motor electric powertrain good for 345kW and 645Nm, paired with a 108kWh battery.

The fresh model also promises 805km of WLTP-tested driving range – the most of any new vehicle currently on sale in Australia. An 800V electrical system supports DC fast-charging at up to 400kW. 

The Heart of Joy, as BMW calls it, is one of the iX3’s four high-performance computers known as ‘superbrains’, and handles drivetrain and driving dynamics management. BMW says it processes information up to 10 times faster than conventional control units.

The interior is a dramatic departure from existing BMWs, debuting BMW Panoramic iDrive and a minimalist design language.

A huge 43.3-inch BMW Panoramic Vision display sweeps across the base of the windscreen, with driving information projected in the driver’s line of sight. The content on the centre and opposite side of the display can be configured using the touchscreen.

An additional head-up display projects information above the new pillar-to-pillar display.

The control centre of the iX3 is a large 17.9-inch infotainment touchscreen running BMW Operating System X. 

While prospective buyers will only be able to purchase the 50 xDrive from launch, an entry-level, rear-wheel drive iX3 40 is set to arrive next year, likely followed by a sportier model branded the iX3 M60.

A full-fat, quad-motor iX3 M is also reportedly in the works, although its launch timing is unclear.

MORE: Everything BMW iX3

Speaking to Australian media including CarExpert at the 2026 Australian Formula 1 Grand Prix in Melbourne, the Ford CEO said: “Out of our cold, dead hands will we not have a manual Mustang.”

Mr Farley is a known enthusiast and racer who has also previously declared his dislike for “all those generic, two-row crossovers that dominate our industry”, subsequently ending US production of the Ford Escape – a rival to the Toyota RAV4 – in December 2025.

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In Melbourne, he also repeated his pledge the automaker will not make any boring cars.

“I really believe Ford best serves the working people and enthusiast drivers,” he said. “And that’s increasingly off-road as well as on-road, and I like to say we don’t have any boring cars at Ford.”

The current Mustang GT Fastback (coupe), which runs a 5.0-litre V8 petrol engine, is available with a six-speed manual gearbox or a 10-speed automatic transmission, while the Mustang GT convertible is available exclusively with the auto in Australia but can be had with a manual in the US.

The Mustang EcoBoost, which is powered by a turbocharged 2.3-litre four-cylinder petrol engine, is offered in Australia exclusively as a coupe. While the previous (S550) generation could be had with a manual, the current (S650) generation only offers an automatic transmission globally.

The comment comes as Ford expands its racing activities with the Mustang – which runs in Australia’s Supercars category – as well as Ford’s new partnership with Red Bull in Formula One in 2026.

Mr Farley’s commitment to a ‘stick shift’ Mustang also comes only days after BMW M division boss Frank van Meel told CarExpert the German company isn’t looking at developing a new manual for its high-performance models.

It currently offers a six-speed manual in several models, but the transmission isn’t capable of handling the higher outputs in up-spec M cars such as the CS line, which now includes an M2 CS, M3 CS and M4 CS.

A manual non-CS M2 and M3 remain in BMW showrooms in Australia and elsewhere.

“The [BMW] M2, for instance, in the US still has about 50 per cent take rate for the manual, but of course you have to stick to the maximum power output that gearbox can handle.

“You can see that it’s going to be quite difficult in the future to develop a completely new gearbox because the segment in the market is quite small.”

“So we’re happy with manuals we have, and we plan to keep them for the next couple of years – but in the future, it’s probably going to be more difficult to keep manuals alive, especially in the next decade.” MORE: Explore the Ford Mustang showroom

The partly combustion-powered SUV made its debut at the end of 2025 in China where it is marketed as the Lotus For Me. Thankfully for Europe the company has decided to stick with its tradition of ‘E’ names, simply branding the PHEV as the Eletre X.

It’s unclear if the Eletre X will be sold in Australia, with a spokesperson for the local distributor unable to confirm local availability as discussions with headquarters remain on-going.

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Deliveries to European and UK customers are expected to commence in the fourth quarter of 2026. Lotus is keeping final European specs under wraps until the car’s EU launch in June.

Judging from European reports, the Eletre X’s technical specs won’t differ too much from the Chinese-market For Me.

While the Eletre For Me looks almost indistinguishable from the EV version, the plug-in hybrid is said to ride on a different platform altogether, which according to Top Gear is shared with the Zeekr 9X.

The Eletre For Me has permanent magnet synchronous motor for both the front and rear axle, while under the bonnet a 2.0-litre turbocharged four-cylinder petrol engine joins the party.

Total system output is 700kW and 935Nm, and Lotus claims the Eletre PHEV can scoot from 0-100km/h in 3.3 seconds. By comparison, range-topping versions of the Eletre EV have a 675kW dual-motor all-wheel drive system that can bring up the century in 2.95 seconds.

The PHEV drivetrain has three driving modes: pure electric; series hybrid, where the petrol engine works to power a 150kW generator to recharge the battery pack; and parallel hybrid with the petrol engine directly connected to front wheels. Parallel hybrid mode is only engaged during high-speed highway driving.

As the Eletre For Me typically operates as a range-extender EV, it is fitted with a larger-than-usual 70kWh battery pack. Under the lenient CLTC testing standard, the Eletre For Me is said to have a pure EV range of 420km.

It will be interesting to see if X/For Me are able to give Eletre sales a boost. Last year just nine Eletres were sold in Australia, placing it dead last in the Upper Large SUV over $120k category, and well behind the likes of the Lamborghini Urus (154), BMW XM (95), Aston Martin DBX (58), and Ferrari Purosangue (56).

Lotus has long desired branching out from its core sports cars, much like Porsche did in the early 2000s, but the British sports car maker wasn’t able to make good on these dreams until Geely bought a majority stake in the company in 2017.

With the Chinese automaker’s help it developed the Emeya sedan and Eletre SUV, both of which are produced in Wuhan, China. The Emira sports car continues to be produced in the Hethel, UK.

MORE: Explore the Lotus Eletre showroom

This is a vehicle that is very capable off-road, but it's also a two-door with a removable roof, and it’s not exactly cheap. All of which tells the world that the owner is probably an outdoorsy, adventure-seeking person with no kids and healthy finances.

While the model has history dating back 85 years, 2026 marks the 30th anniversary of the Wrangler in Australia, with the original model costing $29,990 – roughly the same price as a Holden Commodore Executive at the time.

That may make the new Wrangler’s $82,000 price-tag seem expensive, but according to the RBA’s inflation calculator, the original 1996 model would be worth more than $97,000 in today’s money.

For off-road enthusiasts, the Wrangler comes with some impressive kit. Along with two-wheel drive, on-demand four-wheel drive, and high- and low-range four-wheel drive, Jeep has given it locking differentials front and rear, button-activated sway-bar disconnection, and Dana solid axles at both ends.

Gone is the 3.6-litre petrol V6, replaced with a turbocharged four-cylinder engine with decent performance numbers.

But unlike the dual-cab Jeep Gladiator ute, which stretches across three time zones, our two-door Wrangler is a short-wheelbase model by its nature, making it a more compelling argument for those Bear Grylls types that are forced to work in the city.

Last year, Jeep revised the Wrangler lineup, dropping prices – after several years of increases – while axing several variants. Just the Wrangler Rubicon is left, available as a two-door or an 'Unlimited' four-door, but with more standard features than before.

What we want to know is, after three decades on sale in Australia, is the Jeep Wrangler still relevant?

How much does the Jeep Wrangler cost?

As mentioned, the Wrangler is now priced from around $82,000, with the Rubicon being the sole variant available – and buyers are simply given the option of how many doors they need.

However, for a limited time, Jeep has a limited-edition Wrangler 85th Anniversary available for $88,490 before on-road costs – which is expensive, but it comes with some pretty cool yellow plaid upholstery.

To see how the Jeep Wrangler lines up against the competition, check out our comparison tool

What is the Jeep Wrangler like on the inside?

If you’re looking for a luxury cabin, you’ve come to the wrong place.

Don’t get me wrong, the Wrangler comes with a decent amount of kit – and is astonishingly well built – but this won’t give you the Day Spa experience like so many other new cars try to these days.

It’s an odd mix of utilitarian design, premium materials, questionable packaging and ergonomics, and a level of build quality that could well be one of the best in the industry. It’s a difficult concept to get your head around at times.

Visibility is really excellent – even with the letterbox windscreen – thanks to the compact dimensions and the cube-like shape of the cabin.

While it has a nice big central infotainment screen and a digital screen for the driver, the latter is mounted between two analogue gauges – making it one of the very last cars on sale to have them. How quaint.

Jeep’s Uconnect 5 infotainment software is crisp and nice to use, and loads the wireless Apple CarPlay interface quickly. The reversing camera is positioned better than on the Jeep Gladiator I reviewed last year, but you only get forward and reverse cameras, rather than 360-degree cameras, as is the norm across the industry.

Having owned a Jeep XJ Cherokee from the 1990s – which I loved even though it had an interior made from the same type of cheap plastic used to house Woolworths cakes – I found the quality of the switchgear in the latest Wrangler to be astonishingly good. The red anodised toggle for the diff lockers is a particularly nice touch, and provides a little splash of colour that ties in with the red contrast stitching and Rubicon embroidery on the seats.

But, just like the Gladiator, the indicator stalk feels like it came out of a cereal box. Jeep could have used the stalk off a 1996 Wrangler and it would have felt more appropriate than the flimsy, hollow thing they chose to use.

Jeep was one of the first automakers to introduce hidden little ‘Easter Eggs’ – things like the postcode stamped into the Gladiator’s tub, a reference to the city where it’s built – but the company may have taken a fun idea and ruined it. Instead of Jeep emblems on the wheels and gear knob, there is a profile drawing of the original Willys GP from World War II. It comes across like a toddler who has just gotten their very first laugh from a group of adults, so they keep repeating the joke ad nauseam.

Speaking of, I was lucky enough to drive a real US military 'jeep' many moons ago, belonging to a wonderful veteran named Marty. While I cherished the experience, if I had to invade Normandy I think I'd rather be in the Rubicon.

Ergonomics in the Wrangler are good without being great. I like the steering wheel position, but the lack of a dead pedal for the left foot is tiresome. The nappa leather upholstery feels very hardy and high quality, but the seats themselves had me starting to ache after about 1.5 hours on the road, despite being reasonably well supported for off-roading. Both front pews are heated, but only the driver’s is electric. Ventilation would have been nice on the warmer summer days too.

There are back seats, but it’s a bit of an effort to access them, and they should be considered for emergencies rather than regular use. You're far better off just stowing the second row of seats and increasing the usable storage space from 365 to 898 litres – giving you almost 90 per cent of the boot space you get in a LandCruiser 300 Series in five-seat configuration. Though it's worth noting that different automakers measure their boot space differently...

Speaking of summer, we did get a chance to remove the two front roof panels one sunny Saturday afternoon, which were lightweight and easy to pop off and on. From her aggressive gesticulating, it looked like my Passenger Princess seemed to be enjoying her impromptu blow-dry (not that I could hear her). In fact, she was so happy with her new, fashion-forward hairdo that she didn’t talk to me once until we arrived at the restaurant. Having a targa-top convertible in a short-wheelbase, muscular off-road package is pretty fun, though.

To see how the Jeep Wrangler lines up against the competition, check out our comparison tool

What’s under the bonnet?

As mentioned, Jeep has binned the Wrangler's old 209kW/347Nm 3.6-litre petrol V6 and replaced it with a 2.0-litre turbocharged four-cylinder petrol engine, putting out 200kW of power and 400Nm of torque via an eight-speed automatic transmission.

To see how the Jeep Wrangler lines up against the competition, check out our comparison tool

How does the Jeep Wrangler drive?

Nose to tail, the Wrangler two-door is almost 23 per cent shorter than the Gladiator dual-cab, as well as almost 550mm shorter than the Unlimited four-door.

Having had a bit of personal experience with short-wheelbase SUVs in the past, including FJ40 and LJ70 LandCruisers, I know lacking in the length department can have a big impact on the way things ride. I mean, so I’ve heard. Ahem.

But the Wrangler actually rides pretty well, much to my surprise. There’s no bucking, and it tends to ride across speed humps and potholes relatively smoothly.

It’s also pretty good in the city. While the cabin itself isn’t all that wide, the guards stick out to give the tyres a spread-out footprint, so you do have to be a little more aware of your lane placement. However, parking the Wrangler is a breeze, even without 360-degree cameras. Nimble isn’t the right word, but on the road, it does feel relatively agile for a bigger girl. Like an English Bulldog with the zoomies.

The steering is unlike any new car I can remember driving in recent memory, though, Gladiator included. It’s quite a slow rack, requiring a few spins lock-to-lock, but the odd thing is the steering doesn’t want to return to centre – which might have something to do with the recirculating ball steering, which is good for off-roading but was retired by most car companies in the 1990s. And due to the shortness of the wheelbase, the car rotates quickly, meaning you have to be just as quick to roll off the steering lock in tight corners.

Once you’re aware of it, you get used to the steering pretty quickly.

Now, what I’m wondering is if this was a deliberate decision by Jeep engineers. I wonder if they’ve done research and found that a significant percentage of owners fit suspension lift kits and steering dampers, so the wheel caster in the Wrangler has been designed in such a way to accommodate those things.

I’m not trying to apologise for the Wrangler or explain its oddities away, but I did have the same thought with the Gladiator’s breakover angle. Are these cars being made with the idea that most will have big tyres and suspension kits slapped on as soon as they leave the dealership lot? If Instagram is anything to go by, that’s certainly the case in the US.

It also took me a little while to click with the new turbocharged engine. Driving in a relaxed fashion, the powertrain felt a little outdated. The automatic was oftentimes slow to react – getting caught out in the wrong gear when I needed to go for a gap – while the engine displayed some turbo lag on take-off.

The previous V6 was a bit of a wheezy old unit that didn’t do much unless you gave it a good kick in the guts, but it was smooth. Driving slowly, the new four-cylinder doesn’t match the V6 in that way. I was also doubting whether the 200kW and 400Nm were real numbers.

Then I began turning the wick up, so to speak, and that’s where the powertrain really begins to make more sense. If you like to drive at six-tenths everywhere, the turbocharged Wrangler is eager and ready to be your ride-or-die.

Again, it’s one of those odd tuning decisions by Jeep that makes me wonder if there’s just one dude named Chad in the engineering department who only sets up these cars to suit his personal driving style and the modifications he’s going to make.

But once you start to drive like Chad – applying a level of aggressiveness that won’t quite have other road users calling the police, but may have the monocle fall off the face of the Mercedes-Benz S-Class driver you just blasted past – the Wrangler really comes into its own. It’s surprisingly swift when you need it to be.

Remember though, this thing is on aggressive off-road tyres, has a short wheelbase, and uses a long steering ratio with front wheels that don’t want to return to centre. This isn’t like getting into a Volkswagen Golf R, which you can drive quickly with fists like ham hocks, and the thing will look after you no matter what. What I'm saying is, be safe, please.

While I didn’t get a chance to take the Wrangler off-road, the V6-powered Gladiator I had before was extremely capable. With the eagerness of that turbocharged engine, it has me dreaming of an empty beach or open field. Nobody talks about them in the same breath, but I suspect the Wrangler would be just as fun to attack a desert in as a Ford Ranger Raptor – perhaps even more so.

To see how the Jeep Wrangler lines up against the competition, check out our comparison tool

What do you get?

In mid-2025, Jeep slimmed down the Wrangler lineup, dropping the more affordable Sport S and Overland trims, while lowering the price of the feature-packed Rubicon.

2026 Jeep Wrangler Rubicon equipment highlights:

• 17-inch alloy wheels
• 32-inch off-road tyres
• LED headlights
• Automatic high-beam
• Gorilla glass windscreen
• Acoustic laminated front door glass
• Rock-Trac four-wheel drive
• Four skid plates
• Proximity entry with push-button start
• 12.3-inch Uconnect 5 touchscreen infotainment system
• Wireless Apple CarPlay and Android Auto
• Forward-facing TrailCam
• 12-way power-adjustable front driver's seat with 4-way lumbar
• Heated front seats
• Nappa leather upholstery
• Tilt and telescopic steering column adjustment
• 240-amp alternator
• Auxiliary switch bank

To see how the Jeep Wrangler lines up against the competition, check out our comparison tool

Is the Jeep Wrangler safe?

All Jeep Wrangler vehicles built after January 1, 2026 are unrated by ANCAP, with the previous three-star score from 2019 expiring after six years.

The Jeep Wrangler comes with the following safety features:

• Adaptive cruise control
• Autonomous emergency braking
• Blind-spot monitoring
• Rear cross-traffic alert
• Reversing camera
• Front and rear parking sensors
• Front and front-side airbags
• First- and second-row side curtain airbags
• Rear seat reminder
• Tyre pressure monitoring

To see how the Jeep Wrangler lines up against the competition, check out our comparison tool

How much does the Jeep Wrangler cost to run?

The Jeep Wrangler has service intervals of 12 months or 12,000km – whichever comes first – which is better than the 12-month/10,000km intervals of many Toyota off-road models, but not as good as the 12-month/15,000km intervals offered with a wide selection of other off-road vehicles.

However, all annual logbook services are capped at $399 through Jeep's dealership network.

As with the rest of the Jeep range, the Wrangler gets a five-year warranty – though that expires at the 100,000km mark, while many rivals offer longer warranty periods with unlimited mileage.

To see how the Jeep Wrangler lines up against the competition, check out our comparison tool

CarExpert’s take on the Jeep Wrangler

I’d just stepped out of a Leapmotor C10 electric SUV before I jumped into the Jeep Wrangler – both being products related to Jeep parent company Stellantis – and it’s hard to imagine two cars with more polar philosophies. Just something that struck me at the time.

I had a similar experience with the Wrangler as I had with its bigger pickup sibling, the Gladiator. It both impressed and perplexed me in ways I couldn’t have imagined, but really endeared itself to me by the time I had to hand back the keys.

Most of the time, the powertrain felt like it wasn’t it – along with the ergonomics, the vibration of the knobbly off-road tyres at walking speed, the pirate-ship steering…

But then when you pull all the levers in just the right way – in terms of how you approach and transact with the Wrangler – everything clicks into place. It all suddenly makes sense.

Now, some people may find the Jeep suits them perfectly from the get-go, but for everyone else it’ll be up to you to adapt to the car to get the most out of it. It would be very easy to walk away from the Jeep after a quick drive with some less-than-positive thoughts.

Then there’s the price tag of $82,000. There are a whole lot of vehicles available for that kind of money, but none of them will offer you the off-road capability, the easy parking maneuverability, or the targa-top convertible experience the Wrangler does. It’s in a class of its own, built for those who want something more from life than the mundane.

They don’t come along often, but the Wrangler is a perfect example of a car that is more than its brochure. There are so many dimensions to this thing, and it takes a good while to get to know them.

After my time with the Wrangler, I found it had this confident, flawed character about it, which for some will be a big turn-off. For others – like me – it’s a beguiling vehicle. The type you wouldn’t recommend to anyone you liked, but you’d buy for yourself in a heartbeat if the opportunity presented itself.

Here's to another 30 years.

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MORE: Explore the Jeep Wrangler showroom

Images and footage taken of the BYD Atto 3 in Jerusalem last week show its doors looking a bit battered, its front bumper missing and its curtain airbags deployed, but its lights are still seen functioning.

The Atto 3’s lithium iron phosphate ‘Blade’ battery also wasn’t compromised, and its passenger cell appears to have held up to the force of the blast.

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Five people were taken to hospital, according to The Times of Israel: two “lightly hurt” by the impact; two who were treated for acute anxiety; and the driver who received “moderate” shrapnel injuries. It’s understood these five people were all inside the BYD.

The Atto 3 driver reportedly sustained a head injury when he stopped short at the edge of the crater while driving.

While the Atto 3 wasn’t directly hit by the missile, it protected its occupants from the shockwaves, flying shrapnel and other impacts of an adjacent strike.

The doors were also still able to be opened, allowing emergency services to safely remove the vehicle’s occupants.

The BYD Atto 3, which will soon be comprehensively upgraded, has a five-star rating from independent Australian safety authority ANCAP, based on testing conducted in 2022.

It received an adult occupant protection rating of 91 per cent, a child occupant protection rating of 84 per cent, a vulnerable road user protection rating of 69 per cent, and a safety assist rating of 80 per cent.

MORE: Explore the BYD Atto 3 showroom

Last week, Deepal Australia confirmed to CarExpert it had “temporarily paused sales and deliveries of the MY25 E07 to complete required compliance work”. It also said it would contact affected customers directly and provide updates.

While it confirmed the matter was “not safety related”, it declined to confirm what the compliance issue was and how it was being resolved.

Now, the company has emailed existing owners of its large five-seat SUV, which can be transformed into something like a ute by sliding its rear glass roof forward and lowering the tailgate, to confirm what the issue is. And, as expected, it relates to ADR 34/03 (Child Restraint Anchorages).

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“Certain MY25 Deepal E07 vehicles were manufactured without a Child Restraint Anchor at the middle rear seat position as required by Australian Design Rule 34/03,” reads the email, shared by a user on the Deepal E07 Australia group on Facebook.

“Without a Child Restraint Anchor at the middle rear seat position, a child restraint cannot be used in the middle seating position.

“If a child seat is installed in the middle rear seating position without an appropriate anchorage point, the restraint may not perform as intended in the risk of an accident, increasing the risk of injury to the child occupant.

“This is considered a non-compliance issue and Deepal Australia will therefore conduct a Recall Campaign to rectify the concern.”

The shared email doesn’t disclose any fix or timeframe for it to be made available to existing owners.

ADR 34/03 came into effect on November 1, 2019 for all newly launched vehicles, and from November 1, 2022 for all vehicles on sale.

BYD was forced to pause deliveries of its Atto 3 electric SUV in 2022 because of this regulation, and Honda infamously launched its second-generation HR-V small SUV here as a four-seater in the same year, rather than engineer a solution for our specific regulations.

Despite these well-publicised cases, Tesla launched its updated Model 3 sedan late in 2023 despite it not being compliant with this regulation. This led to the American auto brand having to pause sales and recall vehicles already delivered so that a fix could be deployed.

Now, around two years after Tesla’s recall and over six years after the regulation came into effect, Deepal is pausing sales and will issue a recall to rectify its non-compliant E07.

Multiple brands have criticised the Australian Government for imposing specific regulations that differ from those overseas.

Mitsubishi has criticised a raft of onerous ADRs, including ADR 34/03, while Nissan cited this regulation as one of the reasons its Ariya electric SUV was so late getting here.

Subsequent to these remarks, late in 2024 the Australian Government announced a review into how ADRs could be harmonised with other markets and how the local homologation process could be improved to reduce cost and the amount of time it takes for a vehicle to be certified for road use here.

The federal government invited members of the public to have their say on the ADR Harmonisation Review 2024-25, conducted by Dr Warren Mundy, with submissions closing on Friday, January 24, 2025.

The government said it was “not the function of this review to reconsider the content of individual ADRs” but to look at how closely our ADRs align with international standards, and how these can be better aligned – and what risks and opportunities lie in taking United Nations (UN) standards and ‘converting’ them into ADRs.

The Federal Chamber of Automotive Industries, which is the peak body for auto brands in Australia, said in its submission that ADR 34 – among others – should be withdrawn and replaced with UN regulations.

The review was intended to “seek to identify practical changes to current harmonisation practices that that will reduce the regulatory and administrative burden of providing road vehicles to the Australian market and remove any unnecessary productivity barriers, without compromising road safety objectives”.

The findings of this review have yet to be released.

MORE: Explore the Deepal E07 showroom

“The subject vehicles are equipped with second row seats that use recliner assemblies to unlock the seat backs, allow for seat back angle adjustment, and lock the seat back in place once adjustment is complete,” said Toyota in its recall notice.

“Due to a failure to consider the force balance between the locking spring and the return spring during a design change made by the supplier, a combination of recliner return spring orientation and outer clearance between the recliner guide and ratchet may cause the recliner teeth to not fully engage during seat back adjustment.

“This may lead to the seat back not remaining in a locked position. A seat back that has not been secured in a locked position may fail to properly restrain occupants, increasing the risk of injury in the event of a collision at higher speeds.”

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• A total of 34,377 vehicles produced between March 31, 2021 and November 10, 2023 are affected
• The Vehicle Identification Number (VIN) list is attached here
• The original recall notice is attached here

Toyota says it will replace the seatback return springs in the recliner assembly of all affected vehicle, free of charge. This process will take approximately one hour, but some owners may be required to make the vehicle available for a longer period of time depending on the dealer’s work schedule.

Toyota Australia will contact the owners of all affected vehicles, but for further information you can contact your local/preferred Toyota dealer, or the Toyota Recall Campaign Helpline on 1800 987 366 (Mon-Fri 8.00am-6.00pm AEDT) with your 17-digit Vehicle Identification Number (VIN).

MORE: Explore the Toyota Kluger showroom

Unlike the existing MG 4, which offers a choice of rear- or all-wheel drive, the MG 4 Urban will be offered exclusively as a single-motor front-wheel drive EV.

It’ll be offered with the choice of 43kWh or 54kWh lithium iron phosphate (LFP) batteries, though pricing and specifications have yet to be announced.

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The company previously confirmed the MG 4 EV Urban would sit alongside an updated version of the existing MG 4, which will lose its 51kWh and 77kWh batteries and offer only a 64kWh pack.

The MG 4 has received an overhauled interior in overseas markets, which was recently revealed for the right-hand drive UK market. We’ve contacted MG Motor Australia to confirm when the updated MG 4 is due here.

In the UK market, the new MG 4 EV Urban undercuts the updated MG 4 by £6500 (A$12,400). The existing MG 4 range opens at $37,990 before on-road costs in Australia, though current offers bring even the drive-away pricing under that figure.

We’d expect the price tag for the MG 4 EV Urban to be much closer to $30,000 than $40,000, though it’s unclear at this stage if it’ll slide in under the $30k mark like the BYD Dolphin Essential ($29,990 before on-road costs).

While detailed specifications aren’t yet available for Australia, the MG 4 EV Urban is already on sale in right-hand drive guise in the UK market.

The MG 4 EV Urban rides the Chinese automaker’s new E3 platform, featuring torsion-beam rear suspension instead of a multi-link independent setup like in the MG 4.

It measures 4395mm long, 1842mm wide, 1551mm tall and rides a 2750mm wheelbase, making it 108mm longer, 6mm wider and up to 47mm taller than the existing MG 4, on a 45mm longer wheelbase.

Boot capacity is 568-577 litres measured to the roof, expanding to 1364L with the rear seats folded.

The electric hatch produces between 110kW and 118kW from its front-mounted motor, plus 250Nm of torque. That gives a claimed 0-100km/h time of between 9.5 and 9.6 seconds, depending on the variant.

The battery is claimed to take 30 minutes to charge from 10 to 80 per cent on a 150kW DC fast-charger; the MG 4 EV Urban also supports 11kW AC charging.

WLTP range is 325km with the smaller battery and between 405km and 416km with the larger battery.

Inside, at least in the UK market, the MG 4 EV Urban features a 12.8-inch touchscreen infotainment system and a 7.0-inch digital instrument cluster.

Standard equipment in the UK includes automatic LED headlights, 16-inch alloy wheels (with 17s available), a heat pump, automatic climate control, wireless Apple CarPlay and Android Auto, satellite navigation, and a suite of active safety and driver assist technology.

This includes adaptive cruise control, autonomous emergency braking with pedestrian and cyclist detection, blind-spot monitoring, driver monitoring, lane-keep assist, rear cross-traffic alert, safe exit warning, and Traffic Jam Assist.

Available equipment includes ambient lighting, heated front seats, a heated and leather-wrapped steering wheel, a wireless phone charger, and a surround-view camera with a transparent chassis mode.

“As cost of living remains top of mind and petrol prices continue to fluctuate faster than drivers can read the sign, the fully electric MG 4 EV Urban offers greater cost certainty and freedom from fuel price volatility,” said MG Motor Australia in its press release today.

Within the small electric hatchback segment, the MG 4 has battled two other affordable Chinese models: the BYD Dolphin and GWM Ora.

The GAC Aion UT is due here during the second quarter of 2026, ahead of the Geely EX2 in the second half of 2026; Chery is also expected to join the fray, too.

The price tag for the likes of MG, Geely and GAC to beat is that of the BYD Atto 1, launched late in 2025. Significantly smaller than all of these other affordable electric hatches, it’s priced from just $23,990 before on-road costs. It’s unclear if any of these larger models, however, will be priced quite as low as the BYD.

MORE: Explore the MG 4 showroom

“Due to a software issue, the headlamp low/high beam may not have been adjusted according to specifications. As a result, the headlamps could cause excessive glare to oncoming traffic or other road users,” said Volkswagen in its recall notice.

“Excessive glare to oncoming traffic could increase the risk of an accident causing injury or death to vehicle occupants or other road users.”

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• A total of nine vehicles produced in 2025 are affected
• The Vehicle Identification Number (VIN) list is attached here
• The original recall notice is attached here

Owners of affected vehicles should contact their preferred Volkswagen dealership to schedule an appointment as soon as possible to have the software update carried out, free of charge.

For more information, owners can also call Volkswagen’s Recall Campaign Hotline on 1800 504 076, or via email at recalls@myvw.com.au.

MORE: Explore the Volkswagen Transporter showroom

While it offers the Mustang pony car, Ford has dropped fan favourites such as the Fiesta ST, Focus ST and Focus RS models, rivals to the GTI versions of the Volkswagen Polo and Golf and flagship Golf R, as well as the Hyundai i20 N and i30 N.

The swansong Fiesta ST was priced at $33,490 before on-roads when it was dropped in 2023, but the cheapest Mustang in Australian showrooms is the EcoBoost Fastback at $72,990 before on-roads.

While Hyundai and Volkswagen continue to offer their hot hatches, with hot hybrid and electric hatches in the pipeline, Ford isn’t following the same path.

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“I think you know the Fiestas and Focuses and all the products that we grew up with – the Sierra RS500s, all those great cars – the Falcon coupes – I mean, the list is long, right?” Mr Farley told Australian media, including CarExpert, in Melbourne.

“But we look forward. We don’t want to operate in the past, and in the forward world of automotive technology and enthusiast driving, I don’t think customers need to make such difficult choices between fun off-road and fun on-road.

“So, if we’re going to do something like that, I would insist the team invent, maybe something of a new formula that we haven’t seen yet.”

Mr Farley has previously said the carmaker is looking to capitalise on its iconic nameplates such as Mustang, Bronco and the Raptor name.

The latter nameplate has already effectively become a sub-brand and the range is set to expand further beyond the existing Ranger, F-150 and Bronco variants.

“The way we think of it, looking forward, bringing that affordable enthusiast product to life would be more of a mashup between on-road and off-road,” said Mr Farley.

The Ford boss has also made no secret of his aspirations for the brand to become the ‘Porsche of off-road’. Yet he also said the automaker’s cars will still be attainable.

“We are very committed to affordable performance. It’s the DNA of the company – the democratisation promise that Henry Ford made – but please don’t expect us not to phone it in or copy the past.” MORE: Explore the Ford showroom

“Due to a software error, the Instrument Cluster may display a blank screen or may not operate as intended,” said Kia in its recall notice.

“A blank or slow-responding instrument cluster screen fails to display critical information such as the speedometer or warning lights increasing the risk of an accident causing injury or death to vehicle occupants and/or other road users.”

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• A total of 11,567 vehicles produced in 2025 are affected across the following model lines: K4, Sportage, Sorento, Carnival, EV3, EV5, EV6, EV9 and Tasman
• The Vehicle Identification Number (VIN) list is attached here
• The original recall notice is attached here

Owners of affected vehicles should contact their local Kia dealership to schedule an appointment to have the Instrument Cluster Control Unit software updated, free of charge.

For more information, they can also call Kia Customer Service on 131 542 or via email at customer_service@kia.com.au.

MORE: Everything Kia K4 • Sportage • Sorento • Carnival • EV3 • EV5 • EV6 • EV9 • Tasman