More than four million cars are being recalled in China because their emergency mechanical door releases could be difficult to find following a crash, prompting one of the country’s biggest coordinated automotive safety campaigns.
China’s State Administration for Market Regulation (SAMR) announced recalls on August 21 covering vehicles from Tesla, Xiaomi, Leapmotor, Xpeng, Geely-owned Zeekr, Chery, Dongfeng, BAIC and FAW, among others, reported CarNewsChina.
The central problem is relatively simple: on many affected vehicles, the emergency mechanical release inside the cabin is similar in colour to the surrounding interior trim, making it difficult to identify and operate.
That could become critical following a serious crash if the vehicle’s low-voltage electrical system fails and the normal electronic door-opening mechanism stops working. Chinese authorities say occupants could have difficulty escaping, while rescuers may also face problems gaining access.
Tesla accounts for the largest individual campaign. Almost three million China-built and imported Model 3, Model Y, Model S and Model X vehicles are affected by the emergency-release issue. Tesla will add warning labels and remotely update the window-control software to introduce a post-crash window-lowering function.
Xiaomi is recalling 390,435 SU7 electric sedans, while Leapmotor’s (below) campaign covers 371,200 C01 and C11 vehicles. Zeekr has recalled 92,658 examples of its 007 and X, with Xpeng, Chery, Dongfeng, BAIC and FAW also announcing campaigns.
The recalls come ahead of tougher Chinese regulations covering vehicle door handles from January 1, 2027.
Under the new rules, doors will require independently operating mechanical interior releases, while emergency handles must be clearly marked and readily identifiable even in poor light. The regulations also establish requirements governing mechanical exterior releases.
The issue has gained greater attention following fatal crashes involving electric vehicles fitted with electronic door systems.
Most affected manufacturers will address existing cars through highly visible labels identifying the emergency release, often accompanied by over-the-air software changes designed to lower the windows following a serious collision.
The recalls highlight a growing concern surrounding increasingly minimalist vehicle interiors: in an emergency, potentially life-saving controls still need to be immediately obvious and simple to operate.
Tax breaks and local content requirements are a hot topic in the automotive world once again, as car-making countries across Europe and North America look to eke out an advantage against cheaper Chinese competition.
Australia was no different. Years ago, tariff protections meant local assembly was a favourable position, and the more local content you could include, the better the outcome.
The result was some surprising global icons, plucked from their native production lines and put together Down Under.
Volkswagen Beetle
The Volkswagen Beetle may be one of the most recognisable cars on the road, but despite its German origins, Australian-built Beetles featured an incredibly long run. Assembly took place in Clayton, Victoria, starting with imported completely knocked down (CKD) kits and eventually expanding to include local stamping and expanded local components.
CKD production started in 1954, full-scale local production kicked off in 1959, but by 1968 local assembly switched back to welding together imported CKD kits with smaller local contributions. At its peak, the Clayton plant also built Kombis and Type 3s
Mercedes-Benz S-Class
Mercedes-Benz operates a global network of factories today in countries like South Africa, Hungary, China and the USA, among others. In the ‘50s and ‘60s that list also included Port Melbourne.
Mercedes-Benz didn’t just build any car here either, but its flagship of the era, which would later go on to become the S-Class. The W180 was the first locally-assembled model starting in 1959. The later W111 accounted for the bulk of locally-produced models, but by 1965 sourcing switched back to fully-assembled imported models.
Datsun 200B
The massive sales growth of Japanese brands in Australia in the 1970s often gets swept into a single ‘from Japan’ category, but some of the biggest successes came from local assembly.
Such was the case for the Datsun 180B and 200B. The 180B sparked sales success in Australia, and the locally-built 200B grew that even further, but changes made to increase local content also saw quality downgraded. Regardless, the 200B became Australia’s top-selling four-cylinder car until the Mitsubishi Sigma defeated it.
Mini Cooper
Among the many names worn by the iconic Mini over the years, its Australian production debut saw it released under the Morris 850 banner, built at British Motor Corporation’s Zetland factory starting in 1961.
Aussie Mini production allowed freedom of specification and saw production changes like wind-up windows, introduced on Australian-produced Minis years ahead of their British-built counterparts. Hardtop Mini production ended in 1978, but the Moke was built at Enfield until 1982
Toyota Corona
The universal success of the Toyota Camry makes it easy to forget that Toyota started Australian production with the Corona, built in Port Melbourne from 1963 and sold as the Tiara. The name switched back to Corona, and Toyota built six generations of Toyota’s mid-sizer in Australia.
As the Corona moved to a front-drive platform, and Toyota concentrated on making the Camry its star performer for Western markets, Aussie production changed over. The second-generation Camry took off for Toyota Australia, but New Zealand continued Corona assembly until 1996.
Nissan Skyline
Right before the Nissan Skyline’s legend status cemented itself with the Bathurst-conquering GT-R, the previous generation R31 called Australia home. At least, sedan and wagon versions did, built at Nissan’s Clayton factory.
The Skyline had a brief local-build run from 1986 until 1990, before Nissan focused its attention on the Aussie-made Pintata and Pulsar, which wrapped local production in late 1992. Nissan still manufactures diecast aluminium components in Dandenong, Victoria, for models like the Leaf and Qashqai.
Volvo 240
Volvo’s 200-series sedans and wagons often draw unfavourable comparisons to the common housebrick, but the roomy interiors, robust build quality, and large car dimensions also made them a versatile addition to Australia’s new car market.
Production started with the Volvo 140 in 1972, the new-generation 244 sedan and 245 wagon followed in 1975, joined by the more powerful 264 six-cylinder sedan. Their acceptance led to Volvo adding the 242 coupe to its built roster, all assembled at Clayton, Victoria.
As the 200-series made way for the newer 760 range, Australian production followed, but was short-lived. In 1988 local assembly was halted, and Volvo switched to a fully imported line-up
Willys Jeep
Jeep production stretched to just about every corner of the globe, and Australia was one of a long list of countries that built the civilian-ready Jeep CJ. Local production started in 1958 in Rocklea, Queensland, overseen by Willy Australia, but other low-volume assembly took place around the same time..
In the 1960s, the Jeep CJ5 and CJ6 took on a distinctly Australian flavour, fitted with the inline six-cylinder engine from the Ford Falcon. Over 600 Jeeps were built with Ford engines, with 2.4-litre (144ci), 28.-litre (170ci), and 3.1-litre (188ci) versions offered in a run of just over 600 vehicles.
Range Rover
A brief run of first-generation Range Rovers was assembled at Enfield, in Sydney’s west, starting in 1979 but finishing by 1983.
Rather than ramping up to a high level of local componentry, Jaguar-Rover-Australia opted to import CKD kits for local assembly. Production joined the existing Land Rover Defender production, which started with the Series II Land Rover in the 1960s.
Citroën ID 19
While it might look like the iconic DS, Citroën’s simpler ID line-up was chosen for Australian production. The cheaper ID 19 dialled back the DS’s chrome embellishments, did without power steering, and fitted a traditional manual transmission in place of the hydraulically-assisted semi-automatic.
Assembly took place in Heidelberg, Victoria, on a production line used to assemble Peugeot, Renault, and Studebaker cars, among others. Production ran for six years from 1961, but regulations that favoured increased local content saw the largely CKD-sourced ID 19 revert to import-only status.
You don’t need us to tell you about spiking cost-of-living pressures. Your accountant will do that if they haven’t already. Throw in the jump in fuel prices thanks to the Iran war and there’s a heavy incentive for anyone who’s looking for a new car to go down the budget path and find the cheapest option that’s easy on the wallet by either taking small sips at the bowser or avoiding the servo completely.
With that in mind, WhichCar by Wheels has compiled a guide to the 10 cheapest new cars currently available down under. We’ve pulled it together using listed base prices rather than the driveaway cost, which introduces too many variables due to the differences in on-road costs between states and territories.
1. Kia Picanto Sport Manual $19,190
You’ll struggle to find a vehicle with better value for money than the current cheapest car title holder. The Picanto’s 66kW, 122Nm motor only has to pull a gross weight of 1410kg and it is very frugal with a fuel economy of 5.4L/100km. Standard equipment is generous, with automatic headlights, aircon, auto-folding mirrors and an 8.0-inch touchscreen, plus it has a composed ride and a seven-year, unlimited-kilometre warranty.
2. MG 3 Vibe Auto $20,990
It might not be as tight on petrol as the Picanto, with a 6.0L/100km combined fuel efficiency, but the latest MG 3 is bigger and packs far better equipment that its predecessors. The 1.5-litre petrol engine makes 81kW and 142Nm and is paired to a CVT tranny, and you get a seven-year, unlimited-km warranty that can be extended to 10 years/250,000km with dealer servicing. The hybrid version cuts fuel expenses but will set you back almost $29,000 for the cheaper variant.
3. Hyundai Venue Manual $23,750
The nation’s cheapest SUV has been filling the gap left by the discontinued Accent since it came down under in 2019. It placed well in WhichCar by Wheels’ list of this year’s best-value small SUVs thanks to its practical tall body, great ride and handling balance. The Venue features manual aircon, 15-inch alloy wheels and an 8.0-inch touchscreen, but the 1.6L, four-cylinder petrol engine is thirsty and slow, and its warranty can’t match those of the Picanto and MG 3.
4. BYD Atto 1 Essential $23,990
Australia’s cheapest EV came first in our list of the year’s best-value small cars. A game-changer for BEVs down under, it’s surprisingly gutsy with outputs of 65kW and 175Nm, and it’s a bit like Dr Who’s Tardis in that it’s surprisingly spacious for a tiny car. Effortless urban driving and parking are highlights, as is its WLTP-rated 220km range. Five years of servicing costs just $1391, too.
5. Suzuki Swift Hybrid $24,990
The Swift tradition of attracting Aussies with reliability and a great equipment list for the price shows no signs of petering out. The claimed fuel consumption of 3.8L/100km is absolutely outstanding, especially considering it only runs a mild hybrid system. The entry-level variant gets a 9.0-inch touchscreen, satnav, active safety tech and automatic LED headlights. While it’s badged as a hybrid, the system only contributes 2kW and 60Nm to the 1.2-litre, naturally aspirated petrol engine.
6. GAC Emzoom Luxury $25,590
Yes, GAC is one of the newest brands in Australia and therefore there will be question marks hanging over the range’s head, but you can’t deny the value on offer with the Emzoom Luxury. You get a 1.5-litre turbo four-pot making 125kW and 250Nm, coupled to a seven-speed dual-clutch automatic transmission. Fuel consumption isn’t stellar at 6.2L/100km, but the interior is a strength with a premium feel that seems like it should be above this price range.
7. Geely EX2 Complete $26,490
The compact electric hatch was China’s most popular car in 2025, and with good reason. The standard equipment list is very impressive at this price, with synthetic leather upholstery, climate control, 14.6-inch touchscreen with smartphone integration and the full range of Geely’s driver assist and safety tech. WLTP-tested range is a claimed 252km, body control is good, the single 60kW/150Nm motor has adequate zip, and interior space is surprisingly good.
8. Mazda 2 Evolve $27,290
WhichCar by Wheels loved the 2 Evolve’s peppy drivetrain and equipment when we reviewed it earlier this month. Standard features include (deep breath) 16-inch alloys, automatic climate control, a heads-up display and safety tech like autonomous emergency braking and a reversing camera with rear parking sensors. Mazda claims 5.0L/100km on the combined cycle and the 1.5-litre mill loves being revved, which brings fun into the equation despite it making 81kW and 142Nm.
9. Kia Stonic S $28,180
The extensive facelift the model received late last year has added a significant amount to the price, but it now packs a new mild hybrid drivetrain, new dash, and an uplift in standard equipment. Put together, they justify the hike. The 1.0L turbo three-cylinder engine with that mild hybrid is more refined and quicker than the outgoing model’s set-up, plus it gets 5.0L/100km. There’s a unique suspension and steering tune for Australian roads, too.
10. Suzuki FRONX Hybrid $28,990
Suzuki’s first new nameplate for Australia in more than a decade has the price to make its mark in the compact SUV market. Seating five in comfort, it’s claimed to be the manufacturer’s most comprehensively equipped model ever offered locally. The FRONX runs Suzuki’s latest smart hybrid system featuring the 1.5-litre DualJet engine, which is paired to a six-speed auto.
The head of one of the world’s most recognisable luxury carmakers has doubled down on the need for authenticity and pledged to avoid the use of computer-generated fake engine sounds. Bentley CEO Frank Walliser also railed against infotainment screens as he stressed quality as a defining pillar for the brand.
Asked about the role sound design plays in the development of electric cars, Walliser told the Figuring Out with Raj Shamani podcast: “If you were to just skip that in electric cars, silence is very nice … Now that we have that in electric cars, we say, ‘Oh, something is missing.’”
Bentley has already revealed its solution to the problem in the teaser campaign for the brand’s first electric vehicle, the Torcal SUV, as it focusses on an orchestral arrangement that imitates the beat and pacing of the brand’s V8 engines.
“We made a decision to say, Bentley is in V8, but just to record a V8 and bring it into the car, it felt wrong. So we had another idea,” Walliser said.
His focus on Bentley’s traditional craftsmanship also touched on everything from design to interior materials. Brands like Ford, GM and even Bentley’s parent company, Volkswagen, have all begun to integrate AI tools into their design phase, which Walliser is not keen on.
“If you ask AI to draw a car, it will use a lot of images of existing cars and generate something new, but where is the creativity? … You cannot replace the imagination and skill of people,” he said.
Walliser also voiced his disapproval of technology-led features like passenger display screens, a trend that’s fast emerging across newer Chinese brands and making its way to prestige cars from the likes of BMW, Mercedes-Benz and Audi.
“If you have a luxury product, do you really need more screen time?” he asked. “I’ve seen a lot of passengers for sure with a passenger display. No one uses it. We made a conscious decision and [we] say a passenger display does not fit to Bentley. We have wonderful veneer. Why a passenger display?”
Walliser described the marque’s interior quality as its defining characteristic when he was asked what makes Bentley unique. “I think the interior quality we offer, it’s unmatched,” he said. “There’s no car in the world that shows this level of detailing.”
Walliser’s defensive stance comes as more brands look to the luxury end of the market in search of higher profit margins. In 2024, Cadillac launched the built-to-order Celestiq, an electric rival to cars like the Bentley Flying Spur.
In 2025, Toyota announced plans to turn its largely Japan-focused Century vehicles into a stand-alone brand positioned above Lexus and targeted at the likes of Bentley and Rolls-Royce.
Cheaper Chinese competitors have also moved beyond the entry-level prestige market, with bigger and more opulent models from brands like Zeekr, Denza and Maextro. Other marques such as Hongqi, which builds China’s state limousines, are also looking to expand into international markets.
Australian buyers of the KGM Musso EV have been warned that the electric dual-cab ute is missing two airbags that were previously advertised as standard equipment.
Independent vehicle safety authority ANCAP says all Australian-delivered Musso EVs sold since the model arrived in November 2025 lack both a front centre airbag and driver knee airbag.
KGM had advertised the Musso EV as being fitted with eight airbags, with the centre and knee airbags appearing in the model’s consumer brochure and on its Australian website.
However, ANCAP identified that neither is fitted to locally supplied vehicles.
A centre airbag is typically installed on the inner side of the driver’s seat and deploys between the front occupants. It is intended to reduce injuries caused by occupants moving across the cabin or colliding with each other during certain side impacts.
A driver knee airbag, normally positioned below the steering column, is designed to help control the driver’s movement during a crash and reduce loads on the lower body.
ANCAP said the absence of the two airbags “may have an effect on occupant safety in front and side impact crashes”.
KGM Australia has been notified of the discrepancy and advised ANCAP that its marketing material has since been changed to show the vehicle’s actual specification. The affected advertising was amended by July 31, 2026.
ANCAP is also encouraging KGM to make a production change that would add the centre and driver knee airbags to future Australian-market vehicles.
Around 306 Musso EVs had been sold in Australia by the end of July 2026, according to VFACTS figures cited by ANCAP.
Existing owners concerned about their vehicle are being advised to contact KGM Australia or their local KGM dealer. Prospective buyers of new or used Musso EVs are also being urged to check the vehicle’s actual safety equipment rather than relying on earlier specifications.
The warning applies only to the battery-electric Musso EV and not the diesel-powered KGM Musso, which has been sold locally since 2019.
Neither the Musso EV nor the diesel Musso currently carries an ANCAP safety rating.
Ford is looking to expand the reach of its new models with a plan to group cars into sub-brands under the Ford umbrella, utilising the goodwill towards its most recognisable models. One of the headline acts is set to take the shape of a new Bronco-badged pick-up truck that mirrors Jeep’s Wrangler-based Gladiator ute.
The Bronco three- and five-door off-roader is already available in North America, as is the more road-biased Bronco Sport medium SUV. Overseas markets will get access to the Chinese-made Bronco New Energy extended-range plug-in hybrid, while Europe will receive a Spanish-built multi-energy compact Bronco SUV within the next two years.
A Bronco ute (a custom example from BDS Suspension is pictured above) would see Ford’s product plans come full circle, with the ladder-frame chassis underpinning the Bronco originally developed as an offshoot of the T6 chassis used under the previous-generation Ford Ranger.
Automotive News reports that the Bronco pickup would be added to the production schedule at the Wayne, Michigan factory that already builds the Bronco SUV. That facility is also expected to add an upscale Lincoln SUV based on Bronco mechanicals.
Timing for the new ute is yet to be announced, and Ford’s positioning of the new model may need to be adjusted to fit it into a line-up that already includes the Maverick compact dual-cab, the full Ranger mid-size line-up, and the full-size F-Series range, plus the new Fathom electric dual-cab due next year.
That fit could come from reports that a next-generation Ranger-sized pick-up for North America could shift to a new assembly location, opening the door to further adjustments. The popularity of the Ranger name, however, means Ford may be hesitant to make too many changes.
The move to group cars under Ford’s most iconic nameplates follows the example set by brands like Mercedes-Benz, which counts Mercedes-AMG and Mercedes-Maybach among its sub-brands, and China’s BYD, which has Ocean Series cars targeted at younger buyers and Dynasty Series cars for mature and business customers.
As well as growing the Bronco brand, Ford has already introduced the Mustang Mach-E electric SUV as a companion model to the petrol-powered Mustang coupe range, and has plans to add a four-door Mustang sedan for the first time.
On the commercial vehicle front, Ford already offers a range of vans under the Transit banner, from the full-size Transit to the mid-size Transit Custom, with plans for a third model, a replacement for the now-discontinued Transit Connect, to sit within the Transit Group.
Australian plans are less clear at this stage. The Bronco ute is not expected to enter production until the end of the decade, and US sourcing will likely make it more expensive than mid-size ute rivals.
The same setbacks that have kept Gladiator sales low – high pricing and a lack of a diesel engine – could keep the Bronco ute out of Australian showrooms, but Ford may opt for a hybrid or plug-in hybrid solution, and use the Bronco name as a premium alternative to the more mainstream Ranger.
From 2029, drivers in California won’t be allowed to use the rubber of their choice on their cars after the state ruled that replacement tyres must be at least as energy-efficient as the ones originally fitted to vehicles.
The aim of the Replacement Tire Efficiency Program is to cut down on fuel usage, fuel costs and pollution. It’s the latest in a long line of green-focused initiatives that have made California one of the strictest places on the planet when it comes to vehicle emissions and other environmental standards.
Key to the new regulation is tyres’ rolling resistance, which measures how much energy is wasted when the contact patch rolls over the road. The California Energy Commission tested 537 varieties of tyre before setting the new rules.
When it takes effect from 2029, the program will be bad news for motorists who like grippy high-performance hoops, not to mention those who want to fit cheaper options than those used by the manufacturer. That’s especially the case with new cars using low rolling resistance tyres, which are usually seen on EVs and are more expensive than their regular counterparts.
While no such tyre rules have been flagged for Australia, there is one detail that could help pave the way for a similar move to be brought in down the track: our rapidly growing rate of EV adoption.
Low rolling resistance tyres are common on BEVs as part of the vehicles’ hard focus on efficiency. But EVs are often significantly heavier than their ICE-powered counterparts, which increases the load on their rubber. Combine that with electric cars’ ability to make large amounts of torque instantly and you have a recipe for accelerated tyre wear.
Tyres disperse harmful particulates as they grip the road, with research showing they produce an estimated 1.2 to 6.7kg of particles over their lifetime.
Last month, the University of Queensland released a study showing that potentially toxic tyre chemical additives have been found on residential balconies in Brisbane. One of those chemicals, 6PPD-quinone, was singled out by researchers. Tyre-related chemicals were found in 29 of the 30 samples taken.
While California is the only American state to bring in such a program, Europe also set tyre rolling-resistance standards in 2012. That move set maximum resistance limits for rubber but didn’t place any restrictions on what owners could fit to their vehicles.
It also showed that the issue has been on regulators’ plates for a fair while – and it’s hard to believe Australian watchdogs aren’t taking notice.
The Australian Competition and Consumer Commission has launched Federal Court action against Subaru Australia, alleging it failed to give independent mechanics fair access to information required to service and repair its vehicles.
The case centres on Australia’s Motor Vehicle Service and Repair Information Sharing Scheme (MVIS), introduced to give independent workshops access to the same essential technical information available to manufacturer-authorised dealerships.
The ACCC alleges Subaru Australia failed to meet those requirements between July 1, 2022 and August 31, 2024.
According to the watchdog, independent workshops were either denied access to some software and technical information supplied to Subaru dealers or could only obtain it through remote assistance.
The ACCC also alleges Subaru required independent repairers to purchase specific hardware to connect software to vehicles.
Subscription arrangements are another focus of the court action. Subaru allegedly offered some technical information only through annual subscriptions, rather than also providing daily or monthly options, or allowing repairers to nominate another subscription period as required by the scheme.
The ACCC further claims two independent repairers did not receive requested information immediately, or in some cases at all.
ACCC Commissioner Luke Woodward said the alleged conduct could have reduced customers’ ability to choose where their Subaru was serviced or repaired.
“We allege Subaru Australia failed to comply with the Motor Vehicle Service and Repair Information Sharing Scheme, which is designed to promote competition between Australian car repairers,” Woodward said.
The mandatory MVIS requires vehicle manufacturers and other information providers to make diagnostic, service and repair information available to Australian repairers on fair commercial terms and at no more than fair market value.
It followed a 2017 ACCC investigation that found independent workshops were experiencing ongoing difficulties obtaining information needed to work on increasingly complex modern vehicles.
The Subaru case is the ACCC’s first court proceeding alleging breaches of the scheme, although it has previously taken enforcement action.
Honda Australia paid an $18,780 penalty in September 2024 after the ACCC alleged it offered repair software exclusively through annual subscriptions without providing daily or monthly alternatives.
Subaru Australia is the sole Australian importer and distributor of Subaru vehicles and is majority owned by Inchcape Australia.
The ACCC is seeking financial penalties, court declarations, costs and other orders. The allegations are yet to be determined by the Federal Court.
A spokesperson for Subaru Australia’s importer and distributor, Inchcape, told WhichCar by Wheels: “We are aware of the ACCC’s announcement. We have fully co-operated with the ACCC with relation to this matter. As this is ongoing, Subaru Australia is unable to provide any further comment at this stage.”
Mazda CX-30 buyers hoping to upgrade to a new generation of the SUV may need the patience of a saint after it was revealed that a new model could be four to five years off. Mazda CEO Masahiro Moro told Japan’s Chugoku Shimbun that the introduction of a new CX-30 had been pushed back to the 2030 Japanese financial year.
The news means the CX-30, which first entered production in 2019, could go for 11 years in a single generation, a lifespan almost twice that of its rivals. Japan’s financial year runs from April 1 to March 31, so if Mazda pushes timing back, that introduction could come as late as the first quarter of 2031.
After a rush of new model activity starting in 2022 with the CX-60, developed on an all-new platform with a longitudinal engine – unlike every other current Mazda passenger model – the marque followed up with the CX-90 in 2023, the CX-70 and CX-80 in 2024, and a new-generation CX-5 in 2025. Plans for the brand’s remaining models, based on the transverse-engine SkyActiv platform, won’t follow the same rapid-fire release schedule.
While definitive details about the new model weren’t revealed, Moro pointed to the CX-5 as a sign of what’s to come. “We will incorporate the methods used in the new CX-5 into the next-generation CX -30,” he said.
That suggests the new CX-30 may run on a revised version of its existing platform rather than an all-new architecture, as is the case with the CX-5. The new CX-5 was given larger dimensions – crucially including a longer wheelbase to improve passenger space – hinting that the CX-30 could also grow slightly.
By the time the CX-30 arrives, Mazda will have its internally developed SkyActiv-Z hybrid powertrain in production. It’s set to debut on the CX-5 next year, and could become the flagship powertrain for the CX-30 range.
The next new product to come from Mazda is likely to be a replacement for the CX-3, itself a much older model, having entered production in 2014. Due to launch in 2027, the next CX-3 is set to offer hybrid and conventional ICE powertrains.
Mazda’s long-running model cycles have left it with a range of ageing models, including the Mazda 2 city car, launched in 2014, and the Mazda 3 small car, which debuted in 2019. There are no firm replacement plans for either vehicle.
Sales results from 2025 show the CX-5 is Mazda’s best-seller globally, followed by the CX-30. In Australia, the CX-5 leads the sales tally (12,378 sales YTD), followed by the CX-3 (7729), with the CX-30 in third (7186), based on FCAI VFACTS sales data.
Geely will begin testing a new solid-state battery across its huge portfolio of brands next year, raising hopes that the long-awaited breakthrough in energy tech will go into production vehicles in the near future.
Solid-state units promise huge advances in just about every facet of battery operation. EVs that use them are predicted to travel huge distances on a single charge, retain their capacity after years of use, work well in a wide range of temperatures, charge markedly faster, deliver significant weight savings… the list goes on.
Geely says its range of solid-state packs will feature energy densities of up to 500Wh/kg – about double what the brand’s current Golden Brick batteries can manage – and vehicles equipped with them will be able to travel up to 1000km between charges. A lifespan of up to a million kilometres has also been claimed.
After spending years developing the SSBs, the manufacturer is ready to pilot them across its portfolio with a view to trialling production in 2027. Real-world validation started this year, but there has been no word on when mass production might begin, and the fact that testing is underway doesn’t necessarily mean the breakthrough will come to showroom floors soon after.
Volvo, Smart, Zeekr, Proton, Polestar and Lotus are just some of the brands that could benefit from the huge leap forward that SSBs represent, but Geely is far from the only company working desperately to bring the new tech into production.
BYD and CATL are committed to trialling the batteries next year. Chinese battery maker CALB also plans small-scale validation next year, and China’s Gotion High Tech wants to carry out road tests in the same timeframe.
Toyota is also chasing the holy grail. In 2024, it claimed units capable of 10-minute recharges and 1200km of range weren’t far away, with an executive from the company’s Indian arm saying the tech would be introduced “in a couple of years”. While that obviously hasn’t panned out, last month it was reported that Toyota will test an SSB in Lexus’s new electric LFA project.
