Few vehicles are as definitively Australian as the Holden ute. Combining the comfort of a passenger car with the practicality of a workhorse, it became an icon of local roads before disappearing alongside Holden itself. But what if the story had unfolded differently and Holden’s local production was still around?

These AI renderings envisage a modern-day Holden Commodore ute from the humble Omega to fire-breathing HSV Maloo, reimagining one of Australia’s most beloved nameplates for a new generation. Enter the VG Holden Commodore ute.

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As you can see, like the transformation from VE to VF, the styling of the VG Commodore doesn’t change a huge amount but it remains handsome and modern looking. Most noticeable are the angular new headlights, which upgrade to LED for the low and high beam and include Matrix tech for the first time, while the grille has been enlarged.

The side profile of the ute remains pretty much unchanged, aside from new wheel designs, while the rear adopts a new tailgate design with new Holden badging, as well as new tailights with LED tech for the first time. As with the VE and VF, the VG ute uses independent multi-link rear suspension like the sedan.

Inside the VG Commodore ute are familiar touches, like the centre console and general steering wheel design, but with a new dashboard layout and upgraded switchgear. A fully-digital driver’s display and new 12.3-inch touchscreen with an updated software system now feature as standard across the range, meaning that features like Apple CarPlay and Android Auto, as well as Google integration, are now available in the Commodore.

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Supportive sports seats are standard across the range, with cloth featuring on the Omega and SV6, a cloth and leather mix on the SS, and full leather on the SS V and Maloo, the latter of which also features bucket seats. As with the VF ute, storage behind the seats also features, while a large tray underneath the dashboard with a wireless phone charger also features.

As for the VG ute line-up, we designed it to follow the same formula as the VF Commodore with Omega serving as the entry model, the SV6 and SS in the middle and the SS V at the top, plus a separate HSV Maloo for even more performance.

While the VG Commodore would use the same Zeta platform that debuted with the VE Commodore in 2006, here AI predicts that the engine line-up would be modernised considering the need for NVES compliance.

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Thus, it’s likely that the Omega and SV6 would use a turbocharged 2.0-litre four-cylinder petrol engine in place of the VF’s 3.6-litre V6, making more power and torque (220kW and 400Nm versus 210kW/350Nm) and mated to a 10-speed automatic transmission. Because of emissions, it predicts that some form of hybridisation, be it mild, full or even plug-in, would be at least optional to help lower emissions.

Above the SV6 is the iconic SS, using a 6.2-litre petrol V8 engine with mild-hybrid tech making 310kW of power and 600Nm of torque, which is more than the VF. Transmission choices would include the previous 10-speed automatic transmission from the four-cylinder models, and current US-spec GM products, but also a six-speed manual. As with the VF, Brembo brakes and quad exhausts feature.

Atop the Holden line-up – but below HSV – is the SS V, which uses the same mechanical package as the SS but adds a more premium interior with leather trims, as well as Magnetic Ride Control for superior comfort and handling.

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AI pricing starts at under $40,000 for the Omega, around $45,000 for the SV6, around $52,000 for the SS and around $60,000 for the SS V.

Above the regular Holden models is the HSV Maloo, which would be priced at around $80,000. This adds a supercharger to the 6.2-litre V8 engine for outputs of around 500kW/800Nm, as well as wider body, carbon aero, unique front and rear styling, and forged alloy wheels to further announce its performance.

Plus, as there has been many times in the past, there’s a lot of potential for special edition models like the Sandman, Storm and even a Maloo GTS-R.

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We’ll never know what Holden might have built had it survived into the modern era, but it’s hard not to imagine a Commodore ute like this finding plenty of buyers. As with previous models, it blends Australian muscle and performance with modern tech, available V8 performance and everyday practicality. While it’s sad we’ll never see it in production, if nothing else, it’s a reminder of not only how special the Holden ute really was, but just how good we had it when they were in production.

First published in the August 1991 issue of Wheels magazine, Australia’s best car mag since 1953. Subscribe here and gain access to 12 issues for $109 plus online access to every Wheels issue since 1953.

Hills hoists, red roofs, freshly mown lawns… and pushrod V8s. Australia on a postage stamp. Since 1982 this familiar suburban scene has been ruffled by the absence of Falcon V8s being lathered, lovingly, on sunny Sunday mornings. For those with a love-eight relationship, the choice has been rather restricted. It’s been a Commodore or a Commodore.

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Now, from within Ford’s cold corporate culture, the long-awaited spring thaw has begun. As history demonstrates, the best way to revive a dead image in this country is to get a thumping V8 and create some tyre smoke. Enter the Falcon XR8, the first Ford V8 in nearly a decade, the first overtly sporty V8 produced by the factory since it canned the fat-tyred Fairmont Ghia ESP, way back in the XE days.

Holden wavered on its V8 decision, back in the dark early days of the 1980s, but then found the resolve to continue the flirtation, while Ford set about winning market share and profitability without the aid of an eight pack. The wheel turns.

Now it’s Ford hoping the XR8 will, like the Commodore SS, reassure muscle car devotees that economic austerity hasn’t doused its corporate pulse.

Both cars are affordable, honest and wholesome servings of plain ’70s-style factory muscle. But job descriptions aren’t all these two cars share.

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Their physical specifications are uncannily similar. Both are close as dammit to 5.0 litres, the XR8 being 4950cc, the SS 4987cc. And outputs are amazingly close. Power is identical at 165 kW, the difference being the Falcon peaks at 4500rpm, some 100rpm later than its GM counterpart. Take a look at the torque curves and the story’s almost the same, the Falcon pushing out 388Nm at only 3000rpm, and the Commodore a slightly inferior 385Nm at 3600 revs.

In manual trim, both transfer engine drive to the rear wheels via Borg Warner’s T5 five speed transmission. Live, limited-slip rear axles all round, but the Commodore controls lateral movement with a Panhard rod, the Falcon with a Watts linkage. And both are blessed with uprated damping and springing to cope with increased engine performance. The XR8 squeezes the scales some 148kg more than the lightweight Commodore, with that mass distributed proportionally 56:44 (XR8) and 55:45 (SS) front to rear.

For all they share, the SS and XR8 are quite different in ambience. Nestled at the Commodore’s wheel, you’re snuggled down low with the seat height adjustment at its minimum level. Steering column tilt isn’t offered and, despite the wheel’s healthy diameter, it’s more natural in the palms than the stock VN boat tiller.

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The front buckets are more heavily contoured than standard Commodore fare, dishing out good lateral support on the backrests, if remaining a little flat and unsupportive on the cushion. Unfortunately, the driver’s footrest is located too far back from the firewall, forcing your left leg upwards and making it difficult to sit far enough forward to correctly grasp the wheel without entering a yoga position. It’s more comfortable to place your foot beneath the clutch.

That’s not the SS’s only idiosyncrasy. The test vehicle’s rear vision mirror didn’t adjust in a linear fashion, preferring instead to reach a point, then … click, suddenly snapping into a position some way past the intended angle.

The XR8 retains that high Falcon seating position, which offers a good view of the left front corner (available in the Commodore with the seat up), but it does act against the car’s intended sporting nature. Thankfully, those park bench-flat seats have disappeared, replaced with buckets that are welcoming and give more restraint than the Holden in the horizontal plane and trail marginally on the backrest.

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Like the rest of the Falcon range, the XR8 gives both tilt and reach movement for the steering wheel, a boon for those, like us, who are particularly fussy about how and where they sit. But even on maximum tilt, the Falcon’s wheel falls into a taller driver’s lap. And while that wheel is a more manageable diameter, its rim carries the suspicion of thinness. The foot rest passes without complaint.

Equipment levels are a mixed bag, the Commodore unmatched with power for windows (auto-down for the driver) and aerial, fog lamps and four speaker radio/cassette, but going without the Falcon’s roof-mounted grabhandles, driver’s lumbar adjustment and column adjustment. They tie on central locking, comfortable cloth trim, air-con and boot and fuel filler flap remote releases. So, mark the interior scorecard ever so slightly in the Commodore SS’s favour.

If you thought that was close, the V8 contest is a punch for punch affair, both going the distance. It’s ironic that a pair of pushrod two valve engines should generate so much interest – indeed,genuine excitement – in the hi-tech ’90s.

The benchmark, port-injected Commodore has long impressed with its smooth, unfussed manner. It doesn’t make its presence felt through the car at idle, offering an occasional, bucking reminder that all eight cylinders are firing.

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With a redline set at a conservative 5500rpm, the SS accelerates in an unstepped, fluid motion, with little or no power band. The only reason engine revolutions become an issue is because of the car’s tall, 3.08: 1 final drive ratio. Instead of renewing that pushing force with each gear change, the Commodore tends towards a locomotive’s irresistible surge. Only when you’re working the car off the line with a snappy start does the SS feel fast in the first two gears.

The Holden is an otherwise progressive, still impressive performer. Third gear is the ratio, both in terms of overtaking and accelerating. Hard on the throttle and with around 4000rpm on board, the SS straps on the Reeboks and gets fair dinkum about its work. The GM 5.0 litre V8 is slightly less sweet between 4000 and 5000 rpm than the XR8’s unit, but it retains composure all the way to (and beyond) the no-no zone. It’s torquey, flexible and, in the final analysis, obviously powerful, but the Commodore’s gearing puts chewing gum on its soles. Fifth gear can’t really be used for overtaking without wide open throttle, thus negating the efficiency bonuses of an overdrive fifth. A snap back to fourth – or better, for immediate results, third – gets the big tourer hauling.

The XR8 feels faster. Its shorter final drive compensates for heavier kerb weight and this alone makes the XR8 seem the sportier alternative. The stringent demands of the new ADR 28.01 (for drive-by noise) mean no dual pipes or heavy induction roar, but Ford has managed to retain the aural attraction of the traditional carb-fed bent eight. The SS, on the other hand, is clinically proficient.

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The Falcon, like the Commodore, starts to slow quite rapidly once past the 5000rpm danger mark on the rev counter and grows strained if you venture far into the red. Instantly accelerative in any gear, including fifth, the Falcon relays the impression of eagerness. Where the SS is happy to lope along, the XR8 just keeps smacking you in the nose, asking for it. Given the intended market, that’s a favourable trait. 

But don’t misinterpret this to mean the Commodore’s a slug. It most certainly isn’t. Using an unfamiliar strip in Queensland, the Commodore’s standing 400 metre run disappeared in only 15.89 seconds. And with its speedo registering 100km/h from slack in 7.88 secs, this is a quick family fastie.

The Falcon blasts through the same disciplines in 15.64 secs and 8.06 secs respectively. While the Falcon out accelerates the Commodore across the benchmark 400 metres, the SS’s longer gearing helps it turn the tables to 100 km/h, by dint of needing only one gearchange to the Falcon’s two.

In gears, it’s similarly close, the Falcon holding sway up to the higher speed increments, where the SS starts to overcome its gearing disadvantage. Either way, these two are very, very close when it comes to the traffic light brawl.

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Even hard core V8 buyers must these days consider fuel economy, an area where Ford proudly claims to have an edge. Both cars are reasonably frugal, given their capacity and performance, but the Falcon comes out on top in almost all conditions. Driven briskly, the XR8 returned 13.3L/100km, with the SS close behind on 13.4L/100km.

Overall, the gap proved to be somewhat wider, the XR8 settling on a respectable 12.4L/100km (22.8 mpg) and the SS 13.1L/100km (21.6 mpg). That gives the Falcon, with its 68 litre capacity, a minimum range of 510km, and a normally driven 550km. Motoring with great care, you could squeeze towards 600km from the new Ford.

The Holden’s least thrifty tank full would yield an impressive 640km, a more representative, middling figure of more than 650km, and a theoretical best nudging 700km! You can’t complain about range in either car, but the SS’s returns are reassuring for those living in, or simply passing through isolated areas.

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This pair’s manual five speed transmissions are evidence of how shared componentry doesn’t have to mean identical characteristics. You wouldn’t know they came from a joint ancestor. Where the XR8’s shift feels slow, notchy and vague, the SS changes cleanly and quickly. Like a Falcon six, the XR8’s box is light, with a sensation of a very long shifter meeting resistance, then dropping into the next ratio with a slim, almost fragile sensation.

The Commodore is altogether heavier, both in clutch effort and detente springing within the transmission. The first through to fourth shifts are well defined and relatively close; fifth is a long way over and not conducive to easy, snapback downchanges to fourth. The Falcon’s ratio spread is marginally better, and that’s partly by dint of a more advantageous final drive.

At odds with everything you’ve just read, the Commodore is that bit easier to get off the mark. The SS doesn’t ask for many revs or clutch slippage to ease away from rest, but the Falcon is trickier. It stalls if the clutch is eased out at idle, and you have to be sure to bring revs up an instant before even a preliminary engagement of the left pedal. Pleasingly, both cars are silky smooth rolling on or off the throttle in traffic, but both suffer driveline shunt when slowing in higher gears.

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That leaves it one all, with the chassis to go. Again, the SS and XR8 are strikingly different in function. Three manholes down the road, and the SS has stamped itself as a stiffly suspended and bushed car. Short amplitude bumps and cat’s eyes are felt at each corner. Dips exact retribution on vehicular and human bodies. It’s tied down tight.

The Falcon’s ride is, without doubt, measurably superior. The sensation is that of a longer wheelbase car soaking up surface irregularities with greater aplomb. The spring rates feel little dif-ferent, but the dampers have a greater sense of compliance, paying less attention to the riot going on beneath the rims.

The XR8 is more composed when hammering hard across uneven, rollercoaster roads. The live axle is apparent in both, but Holden and Ford have done a commendable job in almost taming the demons within. After driving a V8 SS, you’re given cause to wonder why lesser models aren’t afforded the same level of rear axle control.

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Both cars grow uncomfortable with broken surfaces, but there isn’t the disconcerting arse-hopping we’ve come to expect from the locals. This ill at ease sensation grows in proportion with speed, but both can be punted very, very hard before the pilot fumbles for the ejector button.

The XR8 holds the handling edge, if only for its turn-in power and ease of driving. Ford’s front end development works; steering precision is a step forward and is also true to the XR8’s

badges and attractive alloy wheels. You caress the wheel for adequate response; in fact, on first acquaintance, it’s easy to turn too far, so drastic is the change and relatively light the required input. Accuracy on and just off centre is good – encouraging and rewarding measured handwork. A revelation, no less.

The XR8 certainly turns into tight corners more easily and smoothly than the SS. but suffers from a little front end roll steer on more open sweepers, where the car has a chance to remain loaded while running across changes in surface angle. The Commodore is, in this situation, marginally better, but you’re winding on more initial lock to turn as far.

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The Commodore’s steering is heavier and the power assistance disappointingly inconsistent. More so at parking speeds, where the wheel weights up and lets go when the car’s performing sidewalk ballet. Running hard, the SS isn’t as pin sharp as the XR8, but it doesn’t disgrace itself.

The Falcon is the better handler simply because you point, it turns. Drive deep into the corner. come off the brakes and power out on oversteer. The Commodore is more nose heavy, preferring to under-steer during entry and up to the apex, with power-on oversteer on the exit.

To be driven quickly, its weight must be thrown to the outside rear wheel by giving the steering wheel a small flick on entry, thus allowing an early throttle open-ing. Then, the Commodore will match the Falcon’s cornering speed, dropping into controllable, power-on oversteer. But it’s not as easy to drive and definitely busier when pushing on.

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Brakes are good on both, with the Falcon requiring less pedal pressure, but the Commodore offering friendlier pedal placement. XR8 and SS pads grow smel-ly, alright, but fade isn’t a concern under most circumstances.

The XR8 and SS are uncomfortably close, but there’s only one winner – and it’s the XR8, by a whisker. A more modern feeling car, it imparts a solidness of bodyshell construction and has that bit more spirit, thanks to better transmission gearing. The Falcon is a fast, practical, family tourer. And with the XR8 enjoying a price advantage, V8 diehards again have a real alternative.

McMurtry, a British track car maker, has teased the final production form of its new Spéirling Pure electric hypercar ahead of its full debut next week. Based on previous pre-production versions of the Spéirling, the new Pure model has been developed with a focus on ease of ownership and usability, as well as its searing performance that has seen it set lap records at the Top Gear Test Track, as well as the outright record for the Goodwood Hillclimb.

The Spéirling, which is the Old Gaelic word for thunderstorm, originally debuted at the 2021 Goodwood Festival of Speed and quickly became noticed in the performance car world for its active downforce system for mind-bending cornering ability.

Using an electric twin-motor setup, it makes 746kW of power for a claimed 0-97km/h sprint time of just 1.55 seconds and a top speed of 305km/h. Power is drawn from a 100kWh lithium-ion battery that can be fully charged in 25 minutes using a 350kW DC fast charger, while giving a run time at GT3 racing speeds of approximately 20 minutes. Despite the large battery, the Spéirling’s claimed kerb weight is just 1300kg.

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Last iteration of the Spéirling Pure shown

Part of the Spéirling’s insane track capability is its downforce system. Unlike traditional hypercars that rely on air rushing over a rear wing to create downforce (which requires high vehicle speeds), the Spéirling uses two powerful fans to create a vacuum underneath the chassis. This “downforce-on-demand” provides instant grip and pulls a constant 3G in corners. It’s so powerful that the car can theoretically be driven upside down.

It’s not yet known how the new Pure variant of the McMurtry Spéirling is different to the previous version, but it’s likely to cost more than the previous £995,000 plus taxes, shipping and options quoted price.

McMurtry is a UK-based electric hypercar manufacturer founded in 2016 by engineer Sir David McMurtry. According to its website, its vision to build vehicles focused purely on driving exhilaration. Not just for professional racers, but for anyone passionate about pushing limits, it says.

As Australia’s car manufacturing matured, the ‘big Aussie six’ formula became the sure-fire recipe for success.

Brands tried alternatives. Cars in different classes with different capabilities, but landing a breakthrough wasn’t always assured.

Every so often, a ground-breaker emerged. Something that changed minds, clicked with buyers, and forced competitors to rethink their future plans.

Mitsubishi Sigma Turbo

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While the Sigma itself wasn’t anything particularly groundbreaking when it first arrived, the addition of a turbocharged model made it an Australian first. The performance it unlocked wasn’t exactly subtle either.

Power from the 2.0-litre turbocharged four-cylinder reportedly jumped to 116kW – equivalent in output to Holden’s 5.0-litre V8, and a sizeable bump from the 70kW output of the non-turbo 2.0-litre. Fizzy straight-line performance impressed, and the Sigma Turbo dared to challenge the popular notion that there was no replacement for displacement.

A limited run of 500 Sigma Turbos was produced, and pricing was kept under $10,000 when new – on par with a basic six-cylinder VC Commodore. Unfortunately for Mitsubishi, strong competition from front-wheel drive mid-size competitors that felt more modern and high-tech dented its chances at success.

TRD Aurion

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Conventional wisdom in the 2000s stated that performance cars needed a V8 engine and rear-wheel drive. Toyota disagreed and attempted its own HSV alternative based on the V6 Aurion.

The 241kW supercharged V6 in the Aurion had a decent 41kW advantage over the regular Aurion V6, and Toyota engineers worked to give the suspension a more planted and connected set-up, while battling to overcome the wheel-tugging torque-steer already prevalent in the base car.

The result was more of a grand tourer than an outright track warrior, and the TRD experiment was ultimately short-lived, spanning from 2007 until 2009, but it paved the way for the 2008 Mitsubishi TMR 380 as a direct competitor, though it too was short-lived.

Holden VB Commodore

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Against all odds, the VB Commodore became a success thanks to smart engineering decisions, powerful marketing, and some help from external forces.

Throughout the ‘70s, Holden had plans for a new, full-size HZ successor, dubbed the WA, then a rebodied version of the extended-life HZ, in the WB. Eventually, the smaller, lighter VB Commodore became its primary focus, leaving the bigger WB to support the long-wheelbase ute, van, and luxury markets the Commodore couldn’t fulfil.

Based on the European Opel Rekord, but engineered to accept Holden’s own six- and eight-cylinder engines, the Commodore was tuned and tweaked to withstand local conditions. Its smaller size became an advantage as fuel pressures raised questions over large cars in 1979, and its handling and packaging efforts saw it win Wheels Car of the Year in 1978.

Ford FG Falcon EcoBoost

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Though it was only short-lived, the first – and last – four-cylinder Falcon did a better job of feeling like a complete package than the downsized Commodore V6 it was designed to compete with.

Launched in 2011, the four-cylinder Falcon featured a 2.0-litre turbocharged engine that produced 176kW and 353Nm, and wasn’t at a massive disadvantage compared to Ford’s 195kW/391Nm basic 4.0-litre six in the FG Mark II Falcon.

The Falcon EcoBoost was lighter over the front axle, slightly more refined, and in relaxed driving, peak-hour crawls, or simple highway cruising, was as good as its six-cylinder equivalent. Perhaps even better, thanks to its earlier torque peak.

As an answer to the 3.0-litre V6 Holden had introduced on low-spec Commodores, the Falcon EcoBoost ran circles around it for driveability and real-world efficiency.

Mitsubishi Magna

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When the time came to replace the mid-size Sigma in the mid-1980s, Mitsubishi knew it wouldn’t be able to go head-to-head with the full-size Falcon and Commodore. Instead, a clever decision to widen Japan’s Galant for large-car-equalling interior space proved a master stroke.

Compared to the Sigma it replaced, the Magna was much more modern, and the packaging benefits of front-wheel drive meant the Magna was lighter and more compact overall than its larger rivals, without sacrificing interior comfort.

So successful was the Magna program that Japanese rivals followed suit with their own mid-size models – a move that led to market domination for cars like the Toyota Camry and Honda Accord in markets like the US.

Holden VT Commodore

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After a decade dominated by the Falcon in the 1980s, and a switching lead through most of the early 1990s, the VT Commodore of 1997 put General Motors back on top with absolute authority. Ford tried to innovate with the AU Falcon, but Holden’s safe-bet VT eroded Falcon’s fortunes.

It took the coveted Wheels Car of the Year award in 1997 and went on to become the most popular generation of Commodore in the nameplate’s history. A focus on refinement, safety, and sophistication gave the VT Commodore an edge for its era, and rushed in new standard features and safety systems.

In response, Ford worked hard on upping the Falcon’s refinement and improving interior quality to match or exceed that of the Commodore, but incremental changes to both models saw Holden maintain an enviable lead.

Ford Territory

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Holden added some extra cladding and raised the ride height of the Commodore wagon in 2003 to catch the growing SUV craze. Ford joined the party a year later with a freshly designed, spacious, and cleverly packaged SUV with room for seven and handling benchmarked on BMW’s X5.

The Territory demonstrated that Ford understood Australia’s changing market. Ford asked people what they wanted and looked at how they lived with their cars, then delivered an SUV with dynamics that appealed to sedan and wagon buyers, and spaciousness that every family was hollering for.

By 2006, Holden’s Adventra experiment was over. The Territory, meanwhile, stayed until Ford’s Australian production wrapped up in 2016 and demonstrated how local cars could evolve with the changing Australian market.

Holden Sandman

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The Sandman was more than just a car, it was a cultural icon. Staring life as a special edition late in the life of the HQ series, the Sandman became a fixture of Holden’s full-size line-up until 1980.

Short though its run may have been, the Sandman inspired the Ford Falcon and Escort Sundowner, and Chrysler Drifter, and led to a similar treatment being applied to the Gemini Gypsy. Inspired by America’s van craze, the Sandman tapped into Australia’s surf culture and became a symbol of freedom and independence for thousands of young Aussies.

The Sandman shone brightly, but its legacy was short-lived. By the 1980s, Ford and Holden had essentially declared the counterculture van life over. Vans were for work, and the spec reflected this 

Toyota Camry Hybrid

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While it wasn’t a locally conceived model, Australian production of the Toyota Camry hybrid showcased what was possible from a technology that still wasn’t universally familiar at the time. Toyota would go on to be the only manufacturer of a hybrid vehicle in Australia, despite Holden showcasing a Commodore hybrid concept as early as 2000.

Becoming only the second Hybrid model in Toyota’s local line-up, the Camry moved the technology away from being a conspicuous ‘green car’ like the Prius, and unlocked the space and versatility of a family sedan.

Toyota would expand its hybrid range in the years that followed, to a point where all but its commercial and high-performance models are hybrid-only now. Rivals, meanwhile, have stepped up their hybrid efforts with a range of competing models across every vehicle segment.

Ford BA Falcon XR6 Turbo

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The push to improve the Falcon against the runaway success of the Commodore came to a head with the 2002 launch of the BA Falcon. A massive re-engineering program on the AU chassis, the BA overhauled refinement, handling, safety, and comfort.

And to give the Falcon an advantage the Commodore couldn’t match, Ford introduced a turbocharged version of its long-running 4.0-litre inline six. With 240kW, just enough to make Holden’s 235kW 5.7-litre V8 look a little timid in the VY Commodore.

Ford’s flagship six would only grow in importance, replacing the V8 as the peak power option in the Fairmont Ghia-replacing FG G6E, and creating its own high-output legacy in FPV’s F6 range, before creating the XR6 Sprint send-off edition in the final FG X Falcon.

A price war for Australia’s cheapest ‘small’ electric vehicle (EV) could be about to erupt, with details surfacing from Chery’s overseas distributors that could reshape the Australian market.

A new compact model, called the Chery Q, has gone on sale in Thailand, providing a strong hint at the relative positioning for the model in other right-hand drive markets, including Australia.

Pricing for the Thai version, where the models is known as the Chery Q, is set to start from 469,900 Thai baht (A$20,400) at its recommended retail price.

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Right now, BYD holds the title of Australia’s cheapest EV outright, with the Atto 1 priced from $23,990 plus on-road costs before offers or promotions. Unlike the 3990mm-long Atto 1, which is classified as a Light Car in Australia, the 4195mm-long Chery Q steps up a class into the Small Car category.

BYD sells the Atto 1 at a slightly lower price in Thailand, starting from 429,900 baht (A$18,650).

The Chery Q, meanwhile, would be pitched as a competitor to cars like the BYD Dolphin (from $29,990 plus on-road costs), MG 4 Urban (from $31,990 drive-away), and GAC Aion UT (from $31,990 drive-away).

Comparatively, Thailand’s cheapest Dolphin variants starts from A$26,020 or roughly 27 per cent, more than the Chery Q’s starting point. Applying the same relative gap for Australia could see the Q start from as little $23,500.

If Chery where to land the QQ3 here undercutting the smaller Atto 1 on price, the move could start a price war for Australia’s cheapest EV.

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Rival Chinese brand, Geely, is also poised to join Australia’s small car EV market with the EX2 later this year. Thai pricing for that model matched the Atto 1 in Thailand (from A$18,650) and while Australian pricing is yet to be announced, both incoming models pose a serious threat to BYD’s current price-leading position.

Chery may, however, opt to undercut direct Small Car rivals and leave the Atto 1 as Australia’s cheapest EV, instead targeting similarly sized EVs for price leadership.

Earlier this year Chery confirmed the QQ3 for Australia, where it will adopt the Chery Q name, but has yet to confirm timing.

Thai versions of the Chery Q are equipped with a 90kW/115Nm rear motor and 42.7kWh battery enabling up to 400km of claimed NEDC range, with recharging at up to 85kW DC. By comparison the Atto 1 Essential offers a 70kW/175Nm front motor, 30kWh battery, and 220km of claimed range, based on WLTP-cycle testing).

Mercedes-Benz will expand its Australian presence beyond traditional dealerships later this year with the opening of Mercedes-Benz Studio Sydney, a new city-centre brand space designed to showcase the marque through product displays, events and cultural activations.

Scheduled to open in September at 39 Martin Place, the Studio will become the fifth Mercedes-Benz Studio worldwide and forms part of a broader global initiative to establish similar venues in major cities across Europe, North America, Asia and Australia.

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Unlike a conventional retail showroom, the Studio is intended as a public space where visitors can view new models, attend invitation-only events and experience rotating exhibitions and brand activations.

Ahead of its official opening, the Martin Place location will host its first public activation from June 26 as part of Mercedes-Benz’s global “140 Years. 140 Places.” campaign, celebrating 140 years since Carl Benz patented the world’s first automobile.

The international initiative sees the new Mercedes-Benz S-Class visit 140 locations around the world that reflect the brand’s history and global presence. The Sydney Studio has been selected as one of the campaign’s Australian destinations before opening later this year.

Mercedes-Benz Australia CEO and Managing Director Homero Becerra said Sydney was chosen as one of a small number of cities participating in the global Studio concept.

“Mercedes-Benz Australia is proud that Sydney has been selected as one of the key cities in the global Mercedes-Benz Studio initiative,” Becerra said.

Located in the heart of Sydney’s CBD, Martin Place has long been regarded as one of the city’s most significant civic spaces, linking heritage buildings, financial institutions and major public transport connections.

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Mercedes-Benz says the Studio will be open to the public and will focus on experiences beyond vehicle sales, including new model launches, exhibitions and collaborations spanning technology, art, sport and culture.

The concept reflects a broader trend among premium automotive brands, many of which are establishing flagship city locations that place greater emphasis on lifestyle and brand engagement than traditional dealerships.

More than 10 Mercedes-Benz Studios are expected to open globally during 2026, with Sydney becoming the first Australian location in the expanding international network.

Produced between 1978 and 1981, the BMW M1 is both legendary and mythical. Perhaps due to its scarcity, but also due to its wedge-styled ’80s perfection, the M1 created a lot of noise for such a low volume car, and is, in effect, the manufacturer’s only true supercar.

Now it’s been revealed that during the recent Le Mans 24-Hour event, executives within the M division have been thinking about building a modern take on the M1 icon. BMW M CEO, Frank van Meel, and BMW M Head of Design Oliver Hailer, both told BMW Blog that they’ve been dreaming about building a modern version of the M1.

As reported by BMW Blog via Road and Track, most of the conversation revolved around the M Concept Neue Klasse, which is expected to be the first fully-electric M model in BMW’s storied history… which in itself is big news. At the end of the interview, however, a question was put to the team from the BMW community.

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“If you both had to develop a dream car outside of current vehicle offerings, money no object, you can get it approved tomorrow, what would it be?” It’s an open-ended question, that could have seen the answer head in a number of wildly divergent directions.

Heilmer answered first and said without hesitation that the M1 would be his pick. Almost immediately, van Meel jumped on the same bandwagon and also said he’d pick the M1. He continued, saying that while he loved the original version, he would still love the opportunity to do an all-new version of it.

His comment that a new M1 would be unlikely to feature an internal combustion inline-six or pop-up headlights like the original is telling, too. Modern safety regulations have put paid to retractable headlights, but it’s more likely a modern M1 would either have a very different petrol engine to the
old inline-six, or an electric drivetrain.

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BMW has of course, hinted at the rebirth of the M1 before, as far back as 2008, when the company showed an M1 tribute at Vila d’Este to mark 30 years since the original. That tribute did have an effect on production cars, with some of its styling breaking cover on the BMW i8.

New research looking at over 40,000 accident-damaged vehicles reports that EV owners could face repair bills almost 20 per cent more expensive than petrol or diesel vehicles.

The report, compiled overseas from data collected by British fleet management and repair coordination firm AX, discovered that, along with higher repair costs, EV repairs also took longer to complete.

The data revealed that repair costs for non-fault accidents were 19.2 per cent higher for EVs than they were for internal combustion engine (ICE) vehicles, including petrol, diesel, and hybrid powertrains.

The newest information aligns with data released in February by the Association of British Insurers (ABI), which also showed higher costs and longer delays for EVs.

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AX’s report indicated that along with the higher cost of repair, owners faced 8.7 per cent longer wait times for accident repairs to be completed. ABI’s earlier report showed a slightly higher gap for both, calculating repair costs as much as 25 per cent higher and wait times 14 per cent longer for EVs.

Repairs tabled in the AX report carried an average cost of £6363 (A$12,150) for EVs, compared to the lower £5338 (A$10,200) average for repairs to ICE vehicles. Repair duration averaged 25 days for EVs, but 23 days for ICE vehicles.

The AX report indicates that, despite being more mechanically simple in most cases, repairers often lacked the diagnostic and repair capabilities required to assess or repair damaged battery systems.

The default option was often battery replacement, driving up the cost of repairs and, in some instances, leading to a higher rate of write-offs.

To address the issue, analyst firm Thatcham Research released a guide designed to improve assessment and repair of electric vehicles in March 2026, with the aim of improving safe and economic repair outcomes across the lifespan of electric vehicles.

Polestar has officially announced that it will withdraw from the US market and shift its focus to Europe going forward.

The exit comes as a result of the US Connected Vehicle Rule, a security mandate from the US government’s Department of Commerce’s Bureau of Industry and Security, which bans the import and sale of connected vehicle hardware or software from Chinese or Russian sources.

In an official statement, Polestar disclosed that 80 per cent of its sales volume came from European sales, and that only around 6 per cent of its volumes were from retail sales in the USA.

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The company committed to continuing and expanding its European presence.

A statement released by the brand said the move to exit the US market “follows a decision from the U.S. Department of Commerce’s Bureau of Industry and Security to not grant Polestar an authorization under the current Connected Vehicle Rule to sell vehicles in the U.S. from model year 2027 onwards.”

Polestar is majority-owned by Chinese automaker Geely, which also operates other non-Chinese brands, including Volvo, Lotus, Proton, and Smart – the latter in a 50:50 venture with Mercedes-Benz.

In May this year, Volvo announced that it had been granted approval by the US government to continue selling vehicles in the United States. Under current distribution, Volvo imports its US-market vehicles from Europe or assembles them in the US, with plans to expand American production.

Polestar currently assembles the Polestar 3 SUV in the US, and imports the Polestar 4 from South Korea.

Polestar’s withdrawal comes just months after the company announced a brand revival in February that would have included as many as five new-generation or all-new models for the US over the next four to five years.

Unlike the Australian market, Chinese automakers have been largely held back from entering the US via tariffs and regulatory frameworks. This declaration that a brand has been forced to exit the market comes as the first of its kind and reinforces the US government’s efforts to keep Chinese automakers at bay.

In May this year, suggestions circulated that Mercedes-Benz could be impacted in the US by a different US Bill, the Motor Vehicle Modernization Act of 2026, which seeks to prevent ownership by ‘foreign adversaries’. Both the state-owned BAIC Group, and Geely founder Li Shufu own stakes in the German automaker of almost 10 per cent.

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That bill has yet to be passed, and the outcome of it for brands is yet to be determined.

Polestar’s remaining stock of Polestar 3 and Polestar 4 models in the US will remain on sale in the US until exhausted.

Locally, Polesatr has sold 948 vehicles in Australia as of the end of May 2026, up 13.7 per cent and ahead of brands such as Deepal, Genesis, Leapmotor and Peugeot.

Polestar has officially announced that it will withdraw from the US market and shift its focus to Europe going forward.

The exit comes as a result of the US Connected Vehicle Rule, a security mandate from the US government’s Department of Commerce’s Bureau of Industry and Security, which bans the import and sale of connected vehicle hardware or software from Chinese or Russian sources.

In an official statement, Polestar disclosed that 80 per cent of its sales volume came from European sales, and that only around 6 per cent of its volumes were from retail sales in the USA.

The company committed to continuing and expanding its European presence.

A statement released by the brand said the move to exit the US market “follows a decision from the U.S. Department of Commerce’s Bureau of Industry and Security to not grant Polestar an authorization under the current Connected Vehicle Rule to sell vehicles in the U.S. from model year 2027 onwards.”

Polestar is majority-owned by Chinese automaker Geely, which also operates other non-Chinese brands, including Volvo, Lotus, Proton, and Smart – the latter in a 50:50 venture with Mercedes-Benz.

In May this year, Volvo announced that it had been granted approval by the US government to continue selling vehicles in the United States. Under current distribution, Volvo imports its US-market vehicles from Europe or assembles them in the US, with plans to expand American production.

Polestar currently assembles the Polestar 3 SUV in the US, and imports the Polestar 4 from South Korea.

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Polestar’s withdrawal comes just months after the company announced a brand revival in February that would have included as many as five new-generation or all-new models for the US over the next four to five years.

Unlike the Australian market, Chinese automakers have been largely held back from entering the US via tariffs and regulatory frameworks. This declaration that a brand has been forced to exit the market comes as the first of its kind and reinforces the US government’s efforts to keep Chinese automakers at bay.

In May this year, suggestions circulated that Mercedes-Benz could be impacted in the US by a different US Bill, the Motor Vehicle Modernization Act of 2026, which seeks to prevent ownership by ‘foreign adversaries’. Both the state-owned BAIC Group, and Geely founder Li Shufu own stakes in the German automaker of almost 10 per cent.

That bill has yet to be passed, and the outcome of it for brands is yet to be determined.

Polestar’s remaining stock of Polestar 3 and Polestar 4 models in the US will remain on sale in the US until exhausted.

Following the US announcement, Scott Maynard, the managing director of Polestar Australia released a statement saying, “Polestar Australia will continue to operate as normal; the overnight decision to cease sales of MY27 vehicles in the US will have no impact on the local market here. With 94% of Polestar’s global sales originating outside of the US, this decision affirms Polestar’s commitments to those other key markets, such as Australia.

“Over the next 18–24 months, we’ll introduce a dynamic range of new models to the Australian market, and we’re excited to deliver these eagerly awaited vehicles to drivers across the country.”

Locally, Polestar has sold 948 vehicles in Australia as of the end of May 2026, up 13.7 per cent and ahead of brands such as Deepal, Genesis, Leapmotor and Peugeot.

It might seem like referring to a model as a ‘2027’ version is a little premature, given it’s only June, but it was only six short months ago that we tested the earlier version of this Starray PHEV. Now, Geely has added even more electric range to the spec sheet in an attempt to stave off the numerous new contenders in a growing segment.

First up, then, the changes. Key to the MY27 update is the extended range that comes from the larger lithium ion phosphate battery pack. It grows from 18.4kWh to 29.8kWh, which moves the WLTP-claimed electric range from 83km to an impressive 136km. With that, overall driving range moves from 943km to 996km.

The larger battery pack has been added to the top of the range EM-i Inspire model for the MY27 range, with the price increasing by $1500 to $41,490 before on-road costs. Is an extra 53km in electric range worth $1500? We reckon it is – especially given the low price of entry for the vehicle as a whole.

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For this larger battery pack, DC fast charging has been lifted, too, up to 60kW from 30kW, meaning you can charge the model we’re testing here from 30 to 80 per cent in 16 minutes, down from 20 minutes. Geely also claims a drop in fuel consumption, but more on that in a minute. The EM-i range also now gets a 5.0-metre charging cable, a towing preparation kit, and also trailer stability assist.

Standard mechanical equipment for the Inspire Extended Range includes the same 1.5-litre, four-cylinder petrol engine, which makes 73kW/125Nm, paired to a 160kW/262Nm electric motor driving the front wheels. Geely claims combined power of 193kW for the pair and the petrol engine effectively works as a generator to charge the battery pack, but in power mode it will drive the front wheels. If you’re on the hunt for efficiency as we were on test, you won’t use that mode often.

How’s it is the Starray’s fuel efficiency?

Here’s where things get interesting, because the way a PHEV works has changed and changed quickly, for the better. Where the battery pack used to run flat, then the petrol engine would take over, the computer brains that run the systems are now significantly smarter. As such, they hold a minimum state of charge in the battery pack – typically 20 to 25 per cent – ensuring when you reach that state of charge, you’re not simply lugging around a heavy electric drivetrain you’re not using. It means overall efficiency is significantly better than it otherwise would be.

During a recent PHEV comparison test for Wheels, we asked the Geely to do the thing it should, in theory, like the least. Our drive loop began with a short 6.6km run in regular traffic to the on ramp for a major Sydney motorway where the speed then sat between 100km/h and 110km/h. The final average fuel use figure was recorded when we had returned back to the city. The Geely, was therefore, given almost no opportunity to regenerate any charge as it would in stop/start traffic, making it as difficult as we could for it to remain efficient.

To recap, Geely quotes 136km pure electric range, and 1.4L/100km on the combined cycle. That fuel use figure though, represents the first 100km, not a prolonged highway run once the battery is discharged down to its lower limit. Keep in mind that the best regular hybrids, in testing, have used anywhere from 5.2L/100km to 6.2L/100km.

The Geely ran an impressive 102km before the battery reached it’s lowest state of charge and the petrol engine then started working. We’d forced it into EV mode to stretch that run as far as we could. Covering 700km total, with the first 102km on electric power, the Geely then used 5.3L/100km for the rest of the run. That’s a genuinely impressive real-world fuel use figure on the highway, with no attempt made to hyper-mile or drive to a set speed to use as little fuel as possible. We just hit the speed limits and stayed there.

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What’s the interior like?

As it has since our first test, the Starray impresses inside the cabin. The 15.4-inch infotainment screen is huge, clear and easy to master. The trim is attractive and well-executed, with a slick design aesthetic and a premium sense to the cabin in general.

Noting about the Starray cabin looks or feels cheap, belying the sharp asking price. Heated and massaging front seats are excellent, and the premium feel of the cabin is aided by things like privacy glass, the 10.2-inch digital driver’s cluster, leather-accented trim, and an excellent 360-degree camera system.

For our test, the cabled smartphone connection was clear and never dropped out, the screen was responsive to inputs, and call clarity was excellent from the other end. While there are layers to the tech that runs the system, and there’s some research to be done to familiarise yourself with it, that’s true of any modern car regardless of drivetrain choice.

The gear lever on the right of the steering column isn’t immediately intuitive, but you will get used to it, and while we’d like more physical control button and dials, there are just enough that you don’t get annoyed with the lack of them.

The sense of space inside the cabin is impressive. Front row or rear, any of the four main seating positions have excellent head, leg, shoulder and knee room, and even when you look at the luggage space, this is a cleverly executed SUV in this segment. If you’re using the second row, you get 528 litres of storage space, and the retractable cover does a good job of keeping things out of sight.

Road trippers among you take note: there is no spare tyre. It’s something you know we’ve noted before, especially in segments like this one, where family buyers love the idea of a road trip. A spare – of some sort – should be standard on all vehicles (certainly medium and up) in Australia.

What’s the driving experience like?

All round, we’d call the driving experience solid, without being amazing. A couple of negatives to note; our test vehicle had a discernible vibration through the drivetrain between 80-110km/h, most noticeable between 100-110km/h. We could feel it most in lift-off coasting situations, but it wasn’t a wheel or tyre issue, and its something you’ll feel if its not a one-off. It presents as a lack of refinement through the driveline, which could do with some rectification.

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The brake and accelerator pedals take a bit of getting used to, as the brakes especially are quite touchy. You’ll work it out after a bit of time in the driver’s seat, but if you change into and out of a few vehicles often, you’ll notice your driving isn’t as smooth as it might otherwise be. Lastly, we’d like Geely – as we’ve noted with so many of these new entrants to the market -– to tune out the electronic driver assistance a little. The Starray’s is a little to enthusiastic for our liking, cutting in regularly when it wasn’t needed.

The Geely – on its 235/50/19 Goodyear Efficient Grip tyres – rode the firmest of the group we tested for Wheels, on any surface. It’s not too harsh, mind you, just firmer than others in the direct competitor set. We noted that the cabin comfort wasn’t impacted, but you’ll feel road imperfections more than some SUVs in this segment, which offer a spongier ride.

The offset through, is the firmer ride tying down the overall weight better than a softer ride might. At 1748kg, the Geely is hefty for a medium SUV so the firmer ride is partly due to weight but it also means it doesn’t flop around when you turn into a corner. You won’t want to push the Geely at silly speed on a B-Road, so ultimately, the ride and handling balance is spot on for the intended buyer.

You can also work through the brake regeneration settings to find the one you prefer. We liked moderate the most. The steering is light and city focused, with firmer steering a personal preference but not needed in this platform. Overall, and driveline vibration aside, the Geely Starray makes a decent fist of the varied driving we require of our SUVs in this market.

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Geely Starray EM-i standard features

• Massaging front seats
• 19-inch alloy wheels
• Electric tailgate
• Panoramic sunroof
• Front parking sensors
• Illuminated vanity mirrors
• 256-colour ambient lighting
• Ventilated front seats
• Driver’s seat memory function
• Rear-centre armrest
• 13.4-inch head-up display
• 15-watt wireless phone charger
• 16-speaker, 1000-watt Flyme Sound audio system
• Auto-dimming rear-view mirror
• Optional Ivory White interior

Should you buy the Geely Starray EM-i Inspire Extended Range?

This segment is both crowded and competitive. Geely has the likes of BYD, MG, Chery and GWM to contend with, and while its electric range is impressive, the starting prices of the competition are now firmly in the same range. You do get a lot for your money in the Geely showroom, but competition is fierce.

We’d like the driveline vibration ironed out, and some of the electronic safety aids retuned, to be able to place the Starray up with the best in the segment. There’s just some minor work that needs to be done to complement its excellent basics. Meanwhile, the electric range and standard equipment list are hard to ignore.

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Geely Starray EM-i Inspire Extended Range specifications