A 1990 Ferrari F40 converted to right-hand drive is being auctioned by RR Auctions in Australia, with bidding already exceeding A$2.5 million with just hours remaining.

Delivered new on May 11, 1990 by IFS Importation Ferrari (Suisse) in Nyon, Switzerland, the Rosso Corsa coupe is a late-production “non-cat, non-adjust” example. That specification denotes the absence of a catalytic converter and adjustable suspension, a configuration typically associated with lower weight and fewer mechanical revisions than later cars.

The F40 was launched in 1987 to mark Ferrari’s 40th anniversary and is widely recognised as the final model approved by Enzo Ferrari. It is also credited as the first production car to exceed 200mph (321km/h), with a claimed top speed of 323km/h.

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Power comes from a 2.9-litre twin-turbocharged V8 driving the rear wheels through a five-speed dogleg manual gearbox. Ferrari quoted outputs of 352kW and 577Nm, with a 0–100km/h time of 4.1 seconds. With no power steering, ABS or traction control, the F40’s layout reflects its late-1980s design brief. Composite carbon/Kevlar body panels, polycarbonate windows and a pared-back cabin contributed to an approximate 1250kg kerb weight, although air conditioning was fitted as standard.

This example is one of an estimated six F40s in Australia. Unlike the handful of factory-converted right-hand-drive cars reportedly delivered to the Sultan of Brunei, this car was converted after delivery. The current owner, an Australian mechanical engineer, purchased the car in 2005 with 33,000km recorded and carried out the right-hand-drive conversion after importing it.

The odometer now reads 37,063km, with roughly 4000km added during his 20 years of ownership. The vendor states no structural changes were made, meaning a return to left-hand drive for Ferrari Classiche certification remains possible.

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In 2020 the car was involved in a single-vehicle accident on the Gold Coast. The owner undertook repairs to the carbon/Kevlar bodywork himself, and the car is said to retain its original parts.

Modifications include owner-installed electric windows, central locking and red trim on the centre console. A suede steering wheel and conventional seat belts are currently fitted; the original steering wheel and harnesses are included in the sale, along with logbooks and service records from France. Original 17-inch Speedline centre-lock wheels remain, now fitted with new rear Pirelli tyres.

The auction here ends on February 25.

Initially, plug-in hybrids (PHEV) copped plenty of stick in this market. Motoring journos lined up to pan them, calling them half-baked, half-pregnant, and any other half-cocked criticism you could conjure. Most ignored the reality of the average driver, which is a total daily run of less than 40km. That’s what the stats tell us, at least. But, even in their earliest phase, with a 30-40km electric range, a PHEV could get you to work without using fuel, leaving the petrol tank for the run home.

Fast forward to 2026, and the MG HS Super Hybrid now offers a claimed 120km electric range on the WLTP cycle, by way of a 24.7kW/h battery pack. There’s a 1.5-litre, four-cylinder turbocharged petrol engine and two electric motors – one drives the HS, one is used for regeneration. MG claims 220kW and 350Nm as combined peak outputs, which is robust in the medium SUV segment.

Further, MG claims a total range beyond 1000km if you deplete the battery and empty the fuel tank – which is good news for one-car families, or those of you who like touring. Our tester was knocking on the door of 1000km on the combined trip indicator. Over that time, it had averaged 30.1km/h, and used 2.8L/100km, and 7.5kWh/100km. Wheels is often asked about real world usage as opposed to claimed usage and that mix of battery and petrol usage is as real world as it gets. And keeping in mind, this HS would have been charged regularly during the test phase.

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Twice on test, we achieved 110km from a full charge, without driving any differently than we would either an ICE vehicle, or a full EV – genuinely impressive. MG quotes 18kW/h/100km electric use, which if you take into account the usable 23.2kW/h battery capacity, gets you 129km range. Anywhere around the 110km mark that Wheels achieved, makes the HS Super Hybrid effective for the average driver.

Straight out of the gate, negatives are few, but let’s get them out of the way. Some of the electronic safety aids are a pain – as per the current Chinese-built vehicle brief – and there’s no spare tyre. We’re of the opinion that no car should be sold in this market without a space saver as a minimum.

The electronics are less of an issue, given the fact they can be tweaked and updated to improve their functionality. The speed limit warning was indicating 110km/h for example in a 50km/h zone, but would then start chiming annoyingly at 1km/h over the indicated limit at any given time. Lane departure can also grate.

The model grade Wheels is driving this month is the Essence, which is packed with standard equipment for the asking price of $50,990 drive away at the time of testing. Standard features include a panoramic glass roof, dual-zone climate control, faux leather trim, electric driver’s seat with lumbar adjustment and memory function, electric front passenger seat, heated front seats, eight-speaker audio system, 360-degree camera and wireless charging.

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The pretend leather trim is actually quite comfortable and there’s plenty of space in the second row even if the front seat occupants are taller than six-foot. The screens are clear and easy to navigate, but we’d like their response to be a little snappier, and it would be more practical to not have to access so many features – like AC – through them. The other factor we noticed, as reported by others, was an echo on phone calls – and that happened whether we used the wireless or wired smartphone connection.

In EV mode, the HS is like most other electric vehicles to drive. It’s not as punchy in an outright sense as a regular EV, but it delivers that effortless, near silent forward urge that makes driving an EV so enjoyable. The combined power and torque figures might indicate that it’s fast, but it doesn’t feel as sharp as those stats might make you think, given this system is tuned more toward efficiency.

Steering, braking and general drivability are all what Wheels would expect of a medium SUV, which is not quite that of a well-sorted hatchback, but not that of a large SUV or dual-cab either.

The MG HS Super Hybrid simply does what we expect it to do. It’s more affordable than a full EV and more expensive than a regular hybrid, but it does give you the electric driving experience without the headaches.

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Specs

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This article first appeared in the February 2026 issue of Wheels. Subscribe here and gain access to 12 issues for $109 plus online access to every Wheels issue since 1953.

Mercedes-Benz has introduced a limited C 300 AMG Line Plus Edition in Australia, adding a new variant to the C-Class sedan line-up with a focus on design changes and additional standard equipment.

Based on the existing C 300, the AMG Line Plus Edition incorporates a series of cosmetic revisions intended to distinguish it from the standard model. Chief among them is the Night Package, which adds high-gloss black elements to the radiator grille, exterior mirror housings, beltline trim and window surrounds.

A subtle AMG spoiler lip has been fitted to the rear, while 19-inch AMG five twin-spoke light-alloy wheels – finished in black with a high-sheen surface and designed with aerodynamic optimisation in mind – replace the standard items. Inside, metal-structure trim has been applied to the centre console and dashboard.

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The special edition retains the AMG Line interior specification offered in the regular C 300. This includes sports front seats with heating and electric adjustment, along with a Memory Package. ARTICO upholstery and dual-zone THERMATIC climate control are also standard.

Technology features are unchanged from the donor vehicle. An 11.9-inch portrait-oriented MBUX multimedia touchscreen sits alongside a 12.3-inch digital instrument cluster. Wireless Apple CarPlay and Android Auto connectivity are included, as is wireless smartphone charging.

Exterior equipment mirrors that of the C 300 AMG Line, with AGILITY CONTROL suspension, LED High Performance headlamps and Adaptive Highbeam Assist fitted as standard. The model also features KEYLESS-GO entry, a powered boot lid, electrically folding and heated exterior mirrors, and a 360-degree camera system.

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Driver assistance systems include Active Parking Assist with PARKTRONIC, Active Lane Keeping Assist, Blind Spot Assist, Traffic Sign Assist and a tyre pressure loss warning system. Dark-tinted privacy glass is fitted from the B-pillar rearwards.

The Mercedes-Benz C 300 AMG Line Plus Edition is on sale now, priced at $95,400 before on-road costs. Until June 30, 2026, it is being offered nationally at a driveaway price of $94,900, subject to terms and conditions.

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Tesla has begun rolling out its Grok artificial intelligence assistant to customers in Australia and New Zealand, with the first updates delivered to vehicles equipped with Hardware 3 (HW3).

The update, which starts today, will be released in stages. Owners of HW3 vehicles will receive access first, followed in coming days by cars fitted with the newer HW4 system.

Developed by xAI, Grok functions as an in-car AI companion capable of responding to a broad range of spoken questions and requests. In Tesla vehicles, it can now also initiate navigation commands, including setting destinations, adjusting routes and searching for points of interest.

Drivers can activate Grok using controls on the steering wheel by selecting the “Assistant” personality setting before making a request. To enable navigation functions, vehicles must be running software version 2025.44.25 or later.

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According to Tesla, interactions with Grok are processed by xAI and handled in line with the company’s privacy policy. Conversations are anonymised and are not linked to individual users or specific vehicles.

Grok is available on Model S, Model 3, Model X and Model Y vehicles fitted with an AMD processor and running software version 2025.26 or later. Access also requires either Premium Connectivity or an active Wi-Fi connection.

Tesla says customers will be notified of the update via the Tesla smartphone app as the staged rollout progresses.

The speed with which Chinese automotive brands are pushing forward with electrified models is headspinning, including hybrids, plug-in hybrids and full EVs. 

A few short years ago, merely suggesting the idea of a seven-seat, large SUV with a 315kW plug-in hybrid system delivering more than 1200km total range would be dismissed as fantasy, but in 2026, it’s available – and for less than $60,000 before on-road costs. All that sounds great in concept, but what is the Chery Tiggo 9 Super Hybrid like from behind the wheel? 

How much does the Tiggo 9 cost to buy? 

At the time of testing, there’s just one Tiggo 9 model on sale in Australia: the Super Hybrid, which is priced from $59,990 plus on-road costs or around $66,000 driveaway, depending on location. That’s $3000 less than a second-from-base mild-hybrid Mazda CX-80 Touring. To get a similar spec level to the Tiggo 9 in the CX-80 range, buyers must stump up more than $90,000 once on-road costs are factored in. But even at that price, the Mazda is less powerful and only capable of 65km of electric driving.

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A full list of the Tiggo 9’s standard features lies at the bottom of this page, but highlights include 20-inch alloy wheels (no spare wheel), a panoramic sunroof, leather upholstery, heated/ventilated/massaging front seats with heated/ventilated outboard middle row seats, a 15.6-inch touchscreen, a 14-speaker Sony sound system (including two speakers in the driver’s headrest) and a requisite suite of active safety features including 10 airbags and traffic jam assist. 

How luxurious is the Tiggo 9?

We’ve become somewhat accustomed to solid fit and finish from Chery and the Tiggo 9 takes that up a notch with Lexus-like materials (but without Toyota-sourced switchgear, of course). As such, the Tiggo 9 looks and feels more luxurious than you might have expected. Finding a hard section of material in the cabin genuinely takes time, and the design is quite modern as well. 

Plush, soft plastics line the dashboard and doors, with textured wood-like materials on the dashboard fascia. The leather-like trims throughout are padded and quite thick, and the steering wheel adjusts electrically which delivers finer adjustability. Importantly, switchgear around the cabin also feels to be of good quality, such as the window and seat controls, while the screens used are also sharp in resolution.

How practical is the Tiggo 9? 

Beyond the use of quality materials, the cabin of the Tiggo 9 is quite practical with numerous storage options in the front section of the cabin, including a large tray underneath the centre console, a large box underneath the central armrest and big door bins. 

The 15.6-inch touchscreen is broad and screen quality is sharp, however, it can be slow to use and the lack of regular (conventional) controls is irritating. There are some buttons on the centre console, including a big circular control for the things like drive modes, EV control, hybrid functionality, demisters and AC, as well as auto buttons for the HVAC system, but nothing for adjusting the temperature or fan speed. There’s also no volume dial, which is especially annoying for passengers or drivers on the move.

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The screen itself controls every significant function in the Tiggo 9 and – for example – adjusting the active safety features takes too many screen touches and therefore takes eyes off the road for too long, in our opinion. There is a bar at the bottom of the screen for functions such as adjusting the temperature and seat heating/ventilation, but it disappears when Apple CarPlay or Android Auto is being used. Thankfully, unlike some other Chinese-built vehicles, the headlights are controlled with a dial to the right of the driver. 

Second row occupants are treated to plenty of space, with ample leg- and headroom on offer. Plush materials present up front, stretch to the middle row as well, and a central panel houses the air vents, charging ports and controls for seat heating/ventilation and fan speed, though there’s no separate climate zone. 

The third row isn’t as positive, however, as it’s tight for space and there are no air vents, child seat tethers or charging ports, only some cup holders. The third row is also not as easy to access as it could be, because the middle row seating doesn’t easily flip forward on both sides. Overall, best leave the third row to kids, or just leave it folded and keep the huge boot open for storage. 

Behind the third row when it’s in use, there’s a still useful 143 litres of space, including the under-floor area, but dropping them unlocks a hefty 819 litres. Fold the second row and a massive 2021 litres is on offer, which is 50 litres more than the already-practical Mazda CX-80. Ikea runs are no match for the Tiggo 9’s practicality in other words.

How powerful is the Tiggo 9?

The Tiggo 9 uses Chery’s ‘Super Hybrid’ plug-in hybrid system with impressive stats on paper. They are headed up by 315kW and 580Nm, yet with a combined cycle fuel consumption claim of just 1.4L/100km and a WLTP-rated electric range of 146km (if fully charged). That grunt comes from a 1.5-litre turbocharged petrol engine in tandem with not one, not two, but three electric motors, with two on the front axle and another on the rear. Keep in mind of course, on the test cycle, much of that first 100km will be done with electric power, hence the super low fuel consumption.

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As a result, the Tiggo 9’s performance is strong, particularly in-gear from around 50km/h, where planting the throttle pushes you into the back of your seat. Chery doesn’t quote a 0-100km/h time, but from the seat of the pants, it feels like a mid-5 second car – or enough to keep up with hot hatches like a Hyundai i30 N. Driving a seven-seat, hybrid large SUV with that much pace is a little bizarre. 

Capable of DC charging at up to 71kW for a 30-80 per cent charge in around 18 minutes, or faster than most other PHEVs on the market, the Tiggo 9 features a 34kWh battery for its electric-only driving. We found that range to be accurate, travelling 145km on a full charge, and impressively as well, fuel economy after depleting the battery stayed under 4.0L/100km. Even with the battery down into the 20 percent range, live fuel use on the highway sat in the low 7s per 100km, which is hardly thirsty for a vehicle of this size. 

Plug-in hybrids can be quite thirsty after their EV range runs out compared to regular hybrids like the Toyota RAV4 because of the extra weight of their batteries, but Chery’s Super Hybrid system is still quite efficient even with the battery depleted. Chery claims a total range of 1250km from a full charge and tank of fuel, and based on our experience, we reckon that is possible.

What is the Tiggo 9 like to drive?

While the drivetrain provides impressive figures, the driving experience of the Tiggo 9 is less so. In normal driving, it’s very well refined and comfortable, though the combination of its heavy 2265kg kerb weight and standard 20-inch wheels can mean bigger hits intrude into the cabin. On smoother roads, it’s quite comfortable in any of the major seats though.

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It’s clear that the Tiggo 9 was not developed to be a sports car, and that’s what we’d expect for a large seven-seat hybrid SUV. If the driver adapts to the light steering, it’s capable of a reasonably swift run through corners, but push harder and you quickly upset the otherwise comfortable body control. Best to keep it nice and calm, as that’s where the Tiggo 9’s strengths lie. 

What warranty covers the Tiggo 9? 

Like other Chery models, the Tiggo 9 is covered by a seven-year/unlimited km warranty with up to seven years of roadside assistance and an eight-year/160,000km battery warranty. 

Five years/75,000km of servicing costs just $1595, or an average of $319 per service.

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Should I buy a Chery Tiggo 9? 

For those seeking a seven-seat SUV, your options are plentiful. But add in criteria like a powerful plug-in hybrid drivetrain with over 100km of electric range and your options are much more limited. How about for under $60,000? Well, there’s only one, and thankfully, the Chery Tiggo 9 is quite a solid option.

It’s not perfect as its third row is kids-only and its driving experience isn’t amazing, but it travels well and is quite efficient with a realistic claimed EV driving range, uses high quality materials and is absolutely loaded with standard features. Add in Chery’s long seven-year warranty and cheap servicing, and the Tiggo 9 is quite a compelling seven-seat SUV option. 

Chery Tiggo 9 specifications: 

Chery Tiggo 9 standard features: 

• 20-inch alloy wheels with a tyre repair kit
• Dusk-sensing automatic LED exterior lighting
• Rain-sensing automatic wipers
• Roof rails
• Rear privacy glass
• Auto-retracting door handles
• Keyless entry and start
• Panoramic sunroof
• Electric tailgate
• Heated and auto-folding mirrors
• Dual-zone automatic climate control with second row vents
• Second row sunshades 
• 10-way electric front seat adjustment with driver’s memory
• Massaging, heating and ventilated front seats
• Heated synthetic leather steering wheel
• Electric steering column adjustment with memory
• Heated and ventilated outboard second row seating
• 10.25-inch digital driver’s display
• 15.6-inch touchscreen
• Head-up display
• Satellite navigation
• Wired and wireless Apple CarPlay and Android Auto
• AM/FM/DAB+ digital radio
• Bluetooth audio streaming and calling
• 14-speaker Sony sound system
• 4x USB chargers
• 50W wireless phone charger
• 10x airbags
• Autonomous emergency braking
• Adaptive cruise control with traffic jam assist
• Lane keeping assistance with adaptive lane guidance
• Blind-spot monitoring with rear cross-traffic alert (with braking)
• Door open warning
• Speed sign recognition
• Driver attention monitoring
• Automatic parking functionality
• Auto high beam
• Front and rear parking sensors
• 360-degree camera
• Tyre pressure monitoring
• Anti-theft alarm

Chery Tiggo 9 rivals:

Mazda CX-80 plug-in hybrid

Kia Sorento plug-in hybrid

BYD Sealion 8

Simply Sports Cars (SSC) has revealed a limited-run Lotus Emira Turbo Bathurst Edition at its annual Lotus-only track day at Mount Panorama, confirming production will be capped at 15 cars.

The Sydney-based Lotus distributor presented the car to more than 120 customers attending the 2026 Bathurst Lotus Only Track Day, with the vehicle also completing demonstration laps during the event. First previewed as a concept at last year’s gathering, the Bathurst Edition is now available to order from $249,990 plus on-road costs. Fourteen build slots remain, with the first car already allocated to an existing Lotus owner.

The special edition is based on the four-cylinder Emira Turbo, powered by AMG’s M139 2.0-litre turbocharged engine paired with an eight-speed dual-clutch transmission. SSC says output has been increased to more than 375kW (500hp), accompanied by a substantial lift in torque. Drive is sent to the rear wheels.

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Chassis changes include three-way adjustable suspension and revised wheel alignment settings. The car retains the Emira’s double wishbone suspension layout front and rear, while braking is handled by AP Racing four-piston calipers and two-piece ventilated discs.

Externally, the Bathurst Edition gains a carbon-fibre front splitter and a GT4-style rear wing, along with model-specific graphics. The car rides on Michelin Pilot Sport Cup 2 tyres as standard, with Yokohama A052 tyres offered as an alternative. Buyers can select wheel finishes to suit their chosen exterior colour, and each example carries an individually numbered build plate.

SSC has hosted Lotus events at Bathurst for more than two decades, initially through one-make racing and later via customer track days. The company says each Bathurst Edition buyer will receive entry to the 2027 Lotus track day at Mount Panorama as part of the purchase.

The Emira Turbo Bathurst Edition remains one of the few new internal combustion-powered Lotus variants available locally as the broader industry shifts toward hybrid and electric drivetrains.

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A longer six-seat version of Tesla’s Model Y mid-size SUV has been approved for sale in Australia. Government documents sighted by Whichcar by Wheels confirm that a three-row, six-seat variant of Australia’s best-selling electric vehicle is destined for local showrooms. It will be the first three-row Tesla available in Australia since the Model X was axed in 2020.

To make room for the third row of seats, Tesla has stretched the regular Model Y’s wheelbase by 150mm to 3040mm while overall length has increased by 177mm to 4969mm. It’s also taller by 44mm although width remains the same at 1920mm (without mirrors).

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The increased dimensions could see the Model Y L sold and marketed as a large SUV (the current Model Y is classified as a medium SUV), pitting it against the likes of Toyota Kluger, Kia Sorento and Hyundai Santa Fe.

Maximum boot capacity increases from 2022 litres in the Model Y Long Range AWD to 2539 litres.

According to government documents two electric motors – one at each axle – power the all-wheel drive Model Y L which shares much of its underpinnings with the Model Y Long Range AWD including its 85kWh lithium-ion battery array.

However, due to its extra size and weight (the Model Y L is 96kg heavier than its five-seat counterpart, according to official documents), buyers can expect a slight reduction in the regular Model Y’s 600km (WLTP tested) driving range.

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Photos from the official government documents show the Model Y L will receive 19-inch wheels in a unique design. Additionally, Chinese-specified vehicles show a unique gold exterior colour while the three-seat bench of the second row in regular models has made way for individual captain’s chairs.

The Tesla Model Y L is priced in China for the equivalent of US$47,000 or around A$66,600. In Australia, the regular Model Y Long Range AWD is priced at $68,900 before on-road costs so it wouldn’t be a stretch to suggest the stretched Model Y L will attract a premium at local dealerships.

The Tesla Model Y has been the best-selling electric vehicle in Australia since 2023, with sales of over 72,000 over the last three years.

The popular Lexus IS sedan exited Australia in 2021, in the face of tightening restrictions on safety standards, has remained on sale in the United States, and was facelifted in 2025 to ensure sales would continue in what is now its largest market.

Lexus launched the the third-generation IS in Australia, in 2013, with a 2017 facelift following, and then a significant update in 2020. During its run in the US, buyers could opt for a hybrid IS 300h, a V6-powered IS 350 or the V8-powered IS 500 F Sport version.

However, a recent report by Car And Driver in the United States, suggests that the mid-size sedan could be revitalised with an electric powertrain. Car And Driver cites a report by Japanese outlet Best Car that claims Lexus is planning on launching an electric new generation IS sometime in 2027.

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Despite not being available in Australia for nearly five years, the IS (above) has continued to sell well for the brand in North America, a market that was always strong for the luxury sedan. The most recent update for the United States, saw the IS grow by 10mm in overall length, while other dimensions remained the same.

Inside, the model update also included a revised dashboard design with two 12.3-inch screens, one for infotainment functionality and one for the driver display. Lexus also moved away from its traditional centre console mouse-style controller delivering a much cleaner console area, but also touchscreen functionality.

Car And Driver reports that the new IS could feature single and dual-motor variants, which would mean AWD and power outputs as high as high as 370kW. Styling cues could be taken from the LF-ZC that first broke cover in 2023, at which time Lexus told the world’s motoring press that a production version of that car would be built in 2026.

Hyundai has introduced the new Elexio electric SUV to Australia, with a second, more affordable variant scheduled to join the line-up in 2026.

Arriving initially in Elite guise, the Elexio is priced at an introductory $59,990 driveaway (or $61,990 manufacturer list price after April 1) and slots between the smaller Kona Electric and the Ioniq 5 in Hyundai’s expanding EV range.

A lower-priced entry variant is due in the second quarter of 2026, broadening the model’s appeal and sharpening its position in the competitive mid-size electric SUV segment.

The Elexio is powered by a single front-mounted electric motor producing 160kW and 310Nm, driving the front wheels. Energy is supplied by an 88.1kWh lithium iron phosphate (LFP) battery, delivering a claimed driving range of up to 546km on the WLTP cycle.

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Built on Hyundai’s dedicated E-GMP electric vehicle platform, the Elexio supports DC fast charging from 10 to 80 per cent in as little as 38 minutes under optimal conditions. The platform also enables Vehicle-to-Load (V2L) capability, allowing external devices to be powered via an internal outlet.

Positioned as a family-focused five-seater, the Elexio combines a relatively large battery and long driving range with a practical cabin layout. Hyundai says the model has been designed with an emphasis on interior space and user-friendly technology, wrapped in a clean, minimalist exterior and dashboard design.

Standard equipment in the Elite includes a suite of driver assistance systems and connected technology, in line with Hyundai’s broader electric vehicle strategy.

With the confirmation of a second variant for 2026, Hyundai is signalling its intent to expand the Elexio range quickly, potentially offering buyers a more accessible price point in the near future while maintaining the same core platform and electric drivetrain fundamentals.

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Pricing

Visually, ELEXIO adopts a clean, futuristic design language inside and out. The exterior features a smooth, aerodynamic silhouette, with both the front and rear characterised by layered horizontal elements that emphasise width and give the SUV a confident stance.

Five mica exterior colours will be available, including Crystal White as standard, with Medium Grey, Pebble Blue, Dragon Red and Phantom Black offered as premium finishes.

Inside, the cabin blends strong structural lines with soft curves to create a modern yet welcoming atmosphere. The leather-appointed interior is available in Obsidian Black or Dove Grey and includes heated and ventilated front seats, dual wireless smartphone chargers, and a suite of connected technologies. Over-the-air update capability, Bluelink Connected Car Services and Digital Key 2 with NFC smartphone entry and start are all standard.

Designed with family use in mind, ELEXIO offers a generous 506 litres of boot space, expanding to 1540 litres with the rear seatbacks folded flat.

ELEXIO will also debut Hyundai’s new Connect-C infotainment system in Australia. Based on the Android Automotive Operating System, the system is displayed via a striking 27-inch ultra-thin 4K panoramic screen that integrates infotainment and vehicle controls. A head-up display is standard, projecting key driving information directly into the driver’s line of sight.

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Importantly for Australian conditions, ELEXIO has undergone an extensive local ride and handling tuning program. Hyundai engineers from Korea worked alongside the Australian chassis team in Sydney to develop bespoke suspension and steering calibrations, ensuring the SUV delivers the right balance of comfort, stability and refinement on local roads.

Specs

Features

Safety

• 9 Airbags (front, front side thorax + pelvis, rear side thorax, curtain & front centre side)
• Front seat belts with height adjusters & pre-tensioners
• Rear outboard seatbelt pre-tensioners
• Rear power child safety locks (auto)
• Blind-Spot Collision-Avoidance Assist (BCA); Rear/Exit
• Blind-Spot View Monitor (BVM)
• Driver Attention Warning (DAW)
• Forward Collision-Avoidance Assist 2.0 (FCA 2.0); Car/Ped/Cyc/JT/JC/LO/LS/DO w/ESA
• High Beam Assist (HBA)
• Highway Driving Assist 2 (HDA2)
• Hands On Detection (HOD); steering wheel w/haptic warning function
• In Cabin Camera (ICC); Driver
• Intelligent Speed Limit Assist (ISLA)
• Lane Following Assist 2 (LFA 2)
• Lane Departure Warning (LDW)
• Lane Keeping Assist (LKA); Line/Road-edge
• Manual Speed Limit Assist (MSLA)
• Navigation-based Smart Cruise Control-Curve (NSCC-C)
• Parking Collision-Avoidance Assist; Forward/Side/Reverse (PCA-F/S/R)
• Rear Occupant Alert (ROA) w/o sensor
• Rear Cross-traffic Collision Avoidance-Assist (RCCA)
• Remote Smart Park Assist 3 (RSPA 3)
• Surround View Monitor (SVM)
• Smart Cruise Control (SCC 2) w/Stop & Go
• Safe Exit Assist (SEA)
• Tyre Pressure Monitoring System (TPMS) – High Line
• Virtual Engine Sound System (VESS)

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Exterior

• 20″ x 8.0″ alloy wheels w/255/45 tyres
• Roof rails
• Body coloured side sills
• LED Headlamps (4 Cube projection) w/Auto light control
• LED DRL, positioning lamp
• Dynamic Welcome Light (front) & dynamic turn signals (front + rear)
• LED rear combination lamp
• Rear spoiler w/LED High Mount Stop Lamp (HMSL)
• LED rear fog lamp & LED reverse lamp
• Heated & power folding outside mirrors w/ LED side repeater lamp
• Acoustic film windshield
• Tinted windshield, door & backlite glass
• Auto flush door handles
• Smart power tailgate

Interior

• Leather appointed seat covering
• Cloth roof trim + A -pillar trim
• 4-spoke leather steering wheel
• Satin chrome centre inserts
• Console with suede-like material
• Standard door scuff plates

Convenience

• Smart Key w/push button start
• Digital Key 2.0 (NFC type)
• 14-way IMS (memory) driver seat; includes:
• 4-way lumbar support (2-cell aircell type)
• Tilt adjuster; base
• Bolster adjuster; backrest
• 4-way power passenger seat
• Front headrests w/tilt function
• Heated & Ventilated front seats
• Heated steering wheel
• 60:40 spilt folding & reclining rear seat w/armrest & cupholders
• LED interior lighting (with bulb cargo lamp)
• Illuminated LED vanity mirrors
• Electrochromic Mirror (ECM) inside rear view mirror
• Auto up/down + safety windows; front & rear
• Dual wireless charging pads
• USB-C charger-front centre console (2 port)
• USB-C data & charging port (1 port)
• USB-C charger-console – 2^nd row (2 port)
• Inside V2L
• Auto temperature control: Dual zone w/Auto window defog
• Rear air vent & heating duct: 2nd row
• Rain sensor

Multimedia/Display

• Cluster 27″ Integrated Display
• Head-Up Display (HUD) non-film Horizon type
• Navigation (AVN)
• Bluelink (Connected Car Services)
• Over The Air (OTA) software updates
• 6 speakers
• Voice Control with 4-zone voice recognition

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Check back Thursday, February 26 for a full review of the new Elexio.

It’s almost 40 years since BMW – almost accidentally – launched its first ever station wagon.

BMW engineer Max Reisböck faced a personal conundrum – how to enjoy weekend road trips with his growing family, and their luggage, in comfort and style and without diluting the driving dynamics BMW had become renowned for.

His solution was to take an accident-damaged E30 3 Series sedan and over a period of six months in his home garage, Reisböck crafted it into a station wagon.

It looked good too. With his background as a bodywork engineer, the DIY 3 Series wagon looked factory-fresh and when he showed his creation to BMW’s board, they recognised the potential and commercial viability of having a wagon in their model line-up. The project was green-lit, and using Reisböck’s creation as the blueprint, the 1987 BMW 320i Touring, the first ever station wagon from the Bavarian automaker was born.

Reisböck’s vision is still keenly felt in the car we’re driving today, the 2026 BMW M3 CS Touring.

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Taking what was already an other-worldly high-po station wagon in the ‘regular’ M3 Competition Touring, BMW’s M Division has woven its CS magic wand even further to create the undeniable apex predator of the line-up.

It doesn’t come cheap though, the M3 CS Touring asking for $253,900 before on-road costs and options. That’s a healthy $65,800 premium over the M3 Competition Touring, but you do get a whole lot more than merely a red-ringed, blacked-out CS on the bootlid for the extra spend.

Under the bonnet, the same twin-turbo inline-six as found in regular M models does the heavy lifting. But a tweak to the twin-turbo’s boost pressure (increased by 2.1 bar) sees a lift in power, now rated at 405kW against the Competition’s 390kW. Torque remains unchanged at 650Nm but with peak available higher in the rev range (5950rpm) than the regular Competition’s 5730rpm. An eight-speed M Steptronic torque converter automatic transmission sends those outputs to all four wheels via BMW’s xDrive all-wheel drive system.

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Stiffer engine mounts, a CS-specific tune for the stability control, as well as the adaptive dampers, steering and standard M brakes (carbon ceramic brakes are a $19,000 option) underscore the track-focussed dynamics of the CS Touring.

A carbon-fibre bonnet (the Competition is fitted with an aluminium front lid) helps shave weight although one common feature emblematic of M models in general and CS models in particular is missing in action – a carbon-fibre roof. BMW cites construction restraints and the cost of tooling for what is, ostensibly, a low-volume vehicle as the main reason.

BMW has found other ways to shave some extra kegs, with carbon-fibre sprinkled liberally throughout the cabin – on the pared back centre console (there are no cupholders, but really, who cares?), bucket seats, paddle-shifters, and dashboard. All up the CS Touring tips the scale 15kg less than the regular M3 Touring.

Inside, the cabin prioritises performance with aggressively moulded carbon-fibre sports seats (heavily accented with red elements) that require a clamber to sink into but once ensconced, hold you firmly in place. 

The centre console does away with a central storage bin, and the accompanying armrest as well as cupholders while there are no climate controls for the second row.

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That’s not to say the CS Touring’s interior is Spartan. There’s the usual array of tech found in the broader M range highlighted by the in-your-face gently-curved single-frame widescreen incorporating a 14.9-inch infotainment display and 12.3-inch digital instrument cluster. It runs BMW’s 8.5 operating system. The standout feature, however, is the M Drive Professional software that brings a host of track-focused telemetry and data including lap times, a drift analyser and 10-stage traction control settings. It can be shown on the screen itself or on the CS Touring’s crisp head-up display. Or both.

Out back, the CS Touring underlines its family practicality with a cargo area measuring in at 500 litres. That expands to 1510 litres with the second row flooded away, more than enough for the average Bunnings run although the likelihood of lengths of timber and buckets of house paint seeing the inside of the M3 CS Touring are, I’d wager, pretty remote.

Because this is, first and foremost, a balls-out performance car with the chops to deliver both on the road and on the race track.

The likelihood of hitting the Touring’s performance ceiling out on the open road is zero-to-none, such is its breadth of ability. But that doesn’t mean you can’t have fun, because you most assuredly can.

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That heroic inline-six grumbles angrily at start-up, a baritone tune that promises much. And then delivers.

BMW says the CS Touring is good for a zero to 100km/h sprint claim of 3.5 seconds and 0-200km/h in a scant 11.7s. Rural Australian backroads aren’t the right place to test those claims but what is apparent is just how focused the CS Touring can be. Yes, the suspension is sharp, especially in the CS’s sportier drive modes, but Comfort mode does provide a measure of everyday liveability not found in some other CS models.

Certainly, the Touring can feel a little taut as it bounces over corrugated surfaces and rutted roads but it does so with a measure of predictability that’s reassuringly felt through the steering and through the carbon-fibre buckets under your bum. The only downside is excessive road noise, those thin-walled Michelins and taut nature of the suspension transmitting plenty of roar into the cabin.

The inline-six is the undoubted hero, with plenty of punch out of corners as it sings angrily even way before the 7200 redline and cut-out is reached. But the reality is, the CS Touring is a lot of car for public roads and you need a race track to fully tap into its heroics.

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Helpfully, BMW did exactly that, and at Bathurst no less. Mount Panorama needs little introduction, suffice to say it’s arguably one of the world’s most challenging and demanding race tracks.

Here then, the M3 CS Touring, let off its chain, is able to showcase its true credentials, with a blistering explosion of performance that belies its ‘family-friendly’ nature.

If the inline-six and its sonorous rumble out on the open road proved the hero, then it is here on the track where it can really sing for its supper. The wider torque curve of this, the CS model, is keenly felt with the M3’s relentless acceleration pushing you back into the grasp of those firm but comfortable carbon-fibre buckets.

The eight-speed automatic left to its own devices is up to the task, but really, switching to manual mode and controlling your own destiny via paddle-shifters is the more rewarding option, each up-shift met with a satisfying bang, each pull down an explosion of over-run from the exhaust.

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The steering is nicely-weighted too and responds to inputs, even minor ones, with alacrity and precision. And Mount Panorama requires precision. From the tricky right-left combinations of the Cutting to the steeply downhill Dipper and Esses, there’s little margin for error from either the driver or the car. And this here, is where the CS Touring shines, with its combination of nicely-balanced chassis, all-wheel drive (although nicely rear-biased in Sport modes) grip and a reassurance that there’s a whole lot more this car can do that you or me, the average punter, can’t get close to.

It builds confidence too, as you learn its intricacies and sheer breadth of ability, each successive lap quicker than the one preceding it.

The brakes remain sharp and effective for lap after lap, and session after session, with no hint of fade despite working overtime on Mt Panorama’s more challenging sections.

Nudging 270km/h at the end of Conrod Straight as you approach The Chase grabs your attention but such is the sure-footedness of the xDrive system that even tipping in at a speed-washed 200km/h brings nothing but confidence that this ‘humble’ station wagon can handle whatever you ask of it. Lap-after-lap.

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When Max Reisböck created his do-it-yourself 3 Series wagon back in the mid-1980s, one of his key requirements was that it must still feel like a BMW to drive. And while the 2.0-litre inline-six found under the bonnet of his self-made wagon lacked the ferocity of today’s CS Touring, there’s no question  Reisböck’s blueprint remains firmly in place. Is it the best station wagon in the world right now? It just might be.

Specs