Ford has revealed further details of its planned low-cost electric pick-up, outlining how it intends to make the ambitious program profitable as competition intensifies from Chinese manufacturers.

The new model, expected to be priced from around US$30,000 (about A$45,000 at current exchange rates), forms part of a multi-billion-dollar investment in Ford’s next generation of electric vehicles. CEO Jim Farley has previously said legacy carmakers must fundamentally rethink how they design and build vehicles to remain competitive, particularly against fast-moving Chinese brands.

The new electric pick-up will initially launch in North America and is expected to be similar in size to a Ford Ranger, though it will sit on a completely different, dedicated EV platform.

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A major focus of development has been efficiency. Ford engineers are targeting aerodynamic gains not only to improve driving range but to reduce battery size and cost. A teardrop-shaped bed cover, slimmer door mirrors and revised underbody fastenings are among the changes aimed at reducing drag. Air deflectors around the rear wheels and flush-mounted underbody components also contribute to efficiency improvements.

Ford says these incremental changes allow the company to achieve the same usable range with a smaller lithium iron phosphate (LFP) battery pack. The batteries will be produced at a new facility in Detroit, with the company claiming the design will deliver equivalent range with significantly less capacity than current systems, cutting weight and material costs.

Manufacturing will also change. Borrowing from Tesla’s “megacasting” approach, Ford plans to dramatically reduce the number of structural components in key chassis areas. For example, where an existing mid-size ute platform uses more than 160 structural parts in one section, the new EV platform will require just two large castings.

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Production will follow a “tree-like” assembly process, with major sub-assemblies built separately before being brought together at final assembly.

Early design sketches suggest a shorter bonnet, higher windscreen base and more upright front end than Ford’s current petrol and diesel models. Slim vertical headlights and simplified badging point to a more contemporary look.

The platform will underpin additional SUVs and commercial vehicles, and will support vehicle-to-home (V2H) functionality, allowing owners to power a home during outages.

Ford has not confirmed Australian availability, but the technology developed for this model is likely to influence the brand’s broader EV line-up globally.

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A regional Victorian council will refund drivers after discovering it had been issuing parking fines above the legally permitted amount for more than a decade.

Mansfield Shire Council, located north-east of Melbourne, confirmed it is developing a refund scheme after identifying that some parking infringements issued between 2009 and 2019 exceeded the default penalty allowed under state legislation, reported Nine News Australia.

Under the Road Safety Act 1986, local councils must issue parking fines at the prescribed default amount – $41, equivalent to 0.2 penalty units – unless a formal council resolution is passed authorising a higher rate.

The report said that Mansfield Shire had issued fines of up to 0.5 penalty units, or $102, for 11 different types of infringements during the period in question, despite no formal resolution being in place.

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The council estimates that approximately $34,588 was collected above the default rate, affecting around 765 fines dating back as far as 2009. An additional $10,000 may have been paid in late fees or legal costs linked to those infringements.

In a statement the council said the requirement for a formal resolution had not been clearly communicated to Victorian councils when guidelines were updated in 2009 and again in 2019.

Mayor Steve Rabie described the discrepancy as regrettable but said the council was committed to correcting the issue.

“We are not scared to address errors. We’ve identified an issue and we will fix it,” Rabie said. “If this has affected anybody – we are sorry.”

He added that the situation was “disappointing because it’s an avoidable situation”, but noted the total amount involved was relatively small when spread over many years.

“Mansfield Shire Council has not sought to make money on parking fines – we use fines to ensure fair use of parking resources for the community as a whole,” Rabie said.

The council has sought legal advice to confirm the exact amount overpaid and said eligible motorists will be contacted directly regarding refunds.

Following the recent revelation that Hyundai would pay more than 4 million dollars in NVES fines, the boss of Hyundai Australia remains adamant the company is in a strong position to use the cleaner car scheme to its advantage.

As reported by WhichCar by Wheels, Hyundai posted a liability of +84,563, which translates to more than 4.2 million dollars based on $50/g/km/car, or scaled up to more than 8.4 million dollars at $100/g/km/car if the deadline to pay the fines is missed.

“If you just looked at N from an NVES point of view, it worked out to be approximately a 5.1 million dollar penalty,” Gavin Donaldson, Chief Operating Officer of Hyundai Australia told WhichCar by Wheels. “But, we have a brand within a brand that is one of the most important aspects of our Hyundai subculture. We’ve got a great following, a fantastic community.”

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And, for Donaldson, the recognition, support and pride that has built within the N community and its owners is more than worth the offset of the impending NVES fines that come with it.

“If we took that aspect of the fines out, we’d actually be in credit, but I could spend that money on marketing, or from a sponsorship point of view, but the N brand is so important to us that I think yes, that’s reusable, it’s worth it, 100 percent,” Donaldson said.

Pressed on how Hyundai deals with NVES and the associated fines for not meeting targets, Donaldson is adamant that the brand is in a strong position, and welcomes the government’s approach to reducing emissions. A key part of Hyundai’s strategy moving forward is maximising EV sales, something the brand has been transparent about that it hasn’t done as well as it could up to this point in Australia.

“We haven’t been able to maximise our EV sales,” Donaldson said. “It’s not a huge volume yet, but it’s not the volume we should have;, and that’s the reality, but we have strong mix across internal combustion, hybrid and EV, we can play in all three segments. So, I say to our dealers, our destiny is in our own hands, and that’s the best thing about this.”

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It would appear that with a portfolio that includes traditional petrol, diesel, hybrid, full-electric and even hydrogen propulsion, Hyundai is well-positioned to take advantage of NVES expectations, a situation some manufactures can’t take advantage of.

“We obviously have to fully understand what the rules of engagement are, but our destiny is in our own hands,” Donaldson said.
 
“So if we sell some more EVs, and sell fewer internal combustion vehicles, then sell a few more hybrids, we’re obviously in a good spot from that perspective. Then, if we sell a lot more EVs, I’ll be ordering more N models to come into the country, so we and our sister brand Kia are in a really, really positive spot to continue to take advantage of NVES if we do it properly.”

Chery’s premium arm Omoda-Jaecoo established a foothold in its first year of sales in Australia, selling a respectable 3721 cars in 2025. That was on the back of Its J7 small-to-medium SUV and J8 large SUV offerings but now it introduces a small electric SUV called the J5 EV.

How much does the J5 EV cost to buy?

For now, there’s just one Jaecoo J5 on offer in Australia: The EV, which is priced from $35,990 plus on-road costs ($36,990 driveaway for a limited time). Using the same underpinnings as the popular Chery Tiggo 4 and C5/E5 (formerly the Chery Omoda 5), the J5 will also soon offer both petrol and hybrid drivetrains. We expect pricing for those to sit below $30,000.

The J5 EV’s biggest rival is the BYD Atto 2 (priced from $31,990 plus on-road costs, or in top-spec Premium form, the same as the J5’s $35,990 +ORC). While the Atto 2 starts at a lower price and is slightly more practical, the J5 is more powerful, uses a larger battery for a longer range and can be charged faster.

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Visually, the J5 is more modern and a step up on the Tiggo 4 and indeed the Atto 2. There’s a certain resemblance to the [far more expensive] Range Rover Evoque, but it’s more distinctive than the Tiggo 4 and earned quite a few stares from onlookers during our time with it. The J5 EV suits the ‘Stormy Blue’ colour of our test car, and it teams well with the white upholstery (black will also soon be available).

What’s the interior of the J5 EV like?

It’s the same story with the interior of the J5, which is more richly trimmed and expensive to look at than the Tiggo 4, let alone other rivals like the Suzuki Fronx. The centre console flowing into the huge 13.2-inch touchscreen is a stylish piece of design, while some materials such as the plastics on top of the dashboard and door tops feel properly plush.

The synthetic leather trim on the steering wheel is fake, but still feels appropriately high quality in the hand, and the same trim on the seats is “chaos proof”, according to Jaecoo, meaning that they can be easily cleaned.

Where the J5’s cabin stumbles a bit is in its technology. Like many other modern cars, the J5’s touchscreen handles almost every one of the car’s features, which would be fine if its touchscreen featured shortcuts to go between – for example – Apple CarPlay and the air-conditioning screen, but it doesn’t, so users must press the screen a minimum of four times to get there.

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The same HVAC bar at the bottom of the screen not disappearing in the CarPlay screen and featuring a home shortcut button would be a quick fix for the J5’s interior usability.

The J5’s cabin is quite functional aside from the touchscreen, however, with plenty of storage space like a large tunnel under the centre console and a cubby behind the screen. Front seat comfort is fine, though more adjustment like lumbar support would be appreciated. Thankfully, the synthetic leather trim is also ventilated in the front to dissipate heat and the huge glass roof features a thick blind to keep heat out.

How practical is the J5 EV?

The rear seat is spacious for the J5’s size, and two six-footers will fit fine with ample leg- and headroom. Rear seat amenities include door and map pockets, a face-level air vent with feet vents under the front seats, a singular USB-A port and a central armrest with cup holders.

Behind the rear seat of the J5 is a healthy 384 litres of storage with the rear seats up and 1180 litres with them folded, plus a 35-litre front boot with drainage so it can be used as an esky. The boot itself is practical with side and ample under-floor storage, and the rear seats fold almost flat. The electric tailgate is somewhat slow, however, and there’s no spare wheel despite there being space for one.

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How far can the J5 EV drive on a charge?

The J5 EV uses a 58.9kWh LFP battery for a claimed 402km of range (WLTP), and it can be DC fast charged at a reasonable 130kW for a claimed 30-80 per cent charge time of 28 minutes. Claimed energy consumption for the J5 EV is 14.3kWh/100km, and we used 15.4kWh/100km in our week with it in mixed driving, which could be better.

Performance is quite peppy for the segment with 155kW/288Nm outputs, as the claimed 7.7-second 0-100km/h time proves. By comparison, the Atto 2’s 51.3kWh battery gifts it a 345km WLTP range that can only be charged at up to 82kW.

What is the J5 EV like to drive?

The J5 EV’s driving experience is an otherwise mixed bag. The higher speed ride quality is excellent and it feels mature at speed, though its porky 1710kg tare mass shows through at lower speeds as it rarely feels properly settled with road imperfections constantly felt. What also needs improvement is the inconsistent regenerative braking, which can’t be switched off and activates even at highway speeds, resulting in excessive braking and a jerky driving experience.

The J5 EV is clearly no performance car, but chuck it at a corner with some speed and its body roll quickly reveals itself. The steering, although more feelsome than the Tiggo 4, is still too light and quick. Thanks to the oversensitive lane keeping assistance, minor steering adjustments at highway speeds almost have you entering another lane much like the Atto 2. But the light steering and excellent visibility make it easy to drive in the city.

What warranty covers the J5 EV?

Omoda-Jaecoo’s impressive eight-year/unlimited km warranty covers the J5 EV, including its battery. There is also eight years of roadside assistance as standard, and five years/100,000km of servicing costs just $915 (or $183 per year). The J5 EV’s service intervals are a long annual/20,000km (whichever comes first).

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Should I buy a Jaecoo J5 EV?

The J5 EV is a good effort for Omoda-Jaecoo’s first electric product in Australia and it makes a strong argument for itself for value-focused shoppers looking for an electric small SUV. It’s priced comfortably under $40,000 driveaway, is better value and features a longer driving range than a BYD Atto 2, and is covered by a stronger ownership proposition too.

It’s also quite practical for a small SUV, good quality and quite well equipped. Counting against it are the driving experience, which needs tweaks such as retuned suspension, revised regenerative braking and beefier steering would make it sweeter to drive. More shortcuts for the touchscreen would also make it easier to operate. But otherwise, there’s plenty to like with the J5 EV and it’s well worth consideration if you’re after a cheap electric small SUV.

Jaecoo J5 EV specifications:

Jaecoo J5 EV standard features:

• 18-inch alloy wheels with tyre repair kit
• Dusk-sensing automatic LED lighting
• Front and rear LED daytime running lights
• Rain-sensing automatic wipers
• Keyless entry and start with remote start
• Heated/auto-folding mirrors
• Panoramic glass roof with electric cover
• Roof rails
• Electric tailgate
• Synthetic leather upholstery
• Six-way electric front seat adjustment
• Heated/ventilated front seats
• Synthetic leather steering wheel
• Dual-zone automatic climate control with rear air vents
• 8.8-inch digital driver’s display
• 13.2-inch touchscreen
• Wired and wireless Apple CarPlay and Android Auto
• DAB+/FM/AM radio
• Bluetooth calling and audio streaming
• Eight-speaker sound system
• 3x USB ports
• 50W wireless phone charger
• Anti-theft alarm

Jaecoo J5 EV safety features:

• 7x 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)
• Auto high beam
• Driver attention monitoring
• Traffic sign recognition
• Front and rear parking sensors
• 360-degree camera
• Tyre pressure monitoring
• Door open warning

If you’re ready to make to the leap to an electric vehicle, at the time of testing, the clear standout is anything with a Tesla badge. Good, bad or otherwise, love the founder or hate him, the testing is clear. When it comes to electric vehicles doing things we expect them to do, Tesla does it better than anyone. Range, energy usage, technology and the ownership experience, ensure Tesla sits atop the electric vehicle pile.

What if you’re not quite ready for a full EV? Plenty of you have either tested one, given their slowly growing popularity on Aussie roads. The feedback to Wheels shows though, that many of you aren’t ready to make the leap yet and buy one.

That’s where a vehicle like the Nissan X-Trail e-Power drives into the frame. With a conventional fuel tank used to power a petrol engine working as a generator, the X-Trail behaves like an EV without any of the range anxiety associated with charging. If you can train your mind to dial the sound of the generator out, it feels almost like you’re driving an EV. The word ‘conventional’ is used here advisedly, because the e-Power system is anything but conventional. When the fuel gauge gets low, however, pull into a service station and top up. Easy.

Or, you could do what more and more heavy hitters suggest is actually the most effective and environmentally-friendly way to get from A to B. That is, buy a petrol/electric hybrid. The latest among them as we go to press is the 2026 MG HS Hybrid you see on these pages. Toyota has shown the automotive world the hybrid way for decades now, and other manufacturers want in – MG among them.

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On the subject of Toyota, its boss Akio Toyoda thinks hybrid is the smart way to go – somewhat unsurprising given Toyota’s position as the hybrid sales leader around the world. That said, when even Volvo is questioning the long-term environmental chops of EVs, you know there might be some weight to it.

“If I were to have made nine million battery electric vehicles in Japan, it would have actually increased the carbon emissions, not reduced them,” Toyoda said. “That is because Japan relies on thermal power plants for electricity.”

That’s not to say that Toyota won’t release EVs, simply that it will not see them as a one size fits all
solution to the environmental problem.

Having completed a lap of the Australian mainland in an EV, I can write one thing unequivocally. Australia is not yet ready – broadly speaking – for hordes of us to be rolling round the countryside in EVs. There’s no strongly prosecuted counter argument. Head a decent distance out of any major city, and you’ll see what I mean. The charging infrastructure, certainly in remote areas, simply isn’t anywhere near where it needs to be, and probably won’t be anytime soon.

It means, then, that if you’re a one-car family, if you drive long distances regularly, if you love road trips, or if you live in a rural area, an EV is too big a leap.

The reality for most Australians is that a fuel tank, feeding a petrol engine of some kind, is still the safest and least intrusive way to make a new car purchase. Most of us live in the cities and rarely head further afield. If you’re part of that cohort, an EV will do everything you want it to do, with a sense of insulated composure. That’s why we headed a few hours out of Sydney with the three vehicles we’ve assembled here, logging the kind of distance the average Aussie family might on a weekend road trip.

Which is the smartest option for you, then? Let’s find out.

2026 Tesla Model Y Performance

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The Tesla Model Y needs no introduction, but for this test we’ve secured the key – or should that be card – for the new Performance model. You can even use the app on your phone and do away with the card if you like, but good luck at the valet parking.

Now, it’s worth noting here you don’t need everything the Performance brings if you’re intent on spending as little money as you can. The Performance is fast, very fast, and most of you won’t need or want such frivolity from your daily driver.

At the time of testing, you could buy the Model Y RWD for $58,900 before on-road costs, while the Long Range AWD started from $68,900 (before ORCs) and the Performance AWD, from $89,400 (before ORCs). Design changes for this current model make it more aerodynamic, bringing range gains between 11km and 18km, and most crucially retuned suspension for a more comfortable ride.

The RWD model is powered by a single electric motor and a 60kWh battery pack, with 466km claimed range from WLTP testing. Opt for the Long Range AWD and you get two electric motors, a 79kWh battery pack and 551km claimed driving range. The Performance we’re testing here gets two electric motors and an 82kWh battery, for a claimed range of 580km. Tesla is cagey when it comes to actual battery capacity and energy usage, but 16.2kWh-16.5kWh/100km is where the Model Y sits based on the testing data we could find.

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What’s interesting about any Tesla Wheels tests, is how energy efficient they can be in the real world. Our average across a week of testing was 17.1kWh/100km, which included some enthusiastic driving on enjoyable roads, as well as regular city driving and freeway cruising. The live usage figure dropped as low as 13.2kW/h/100km rolling along at 80km/h on a freeway, while high 15s and low 16s were the regular return around town. If you get right into it on a twisty road, usage will climb up as high as the 20.2kWh/100km we saw.

Effectively, if you can drop your average consumption below 14kWh/100km, you’ll beat Tesla’s range claim. But even if you take our average of 17.1kWh/100km, you’re going to cover at least 480km in the real world. Even EV detractors would admit, that real world range close to 500km starts to make a much stronger case for the new technology. What’s interesting, though, is Tesla’s recommendation that you run the nickel-manganese-cobalt battery pack between 20 and 80 per cent most of the time, to keep it in prime health.

With charging the issue for so many buyers, Tesla Europe claims 10 to 80 per cent charging in as little as 34 minutes if you can access a public charger that peaks at 250kW, while DC charging remains capped at 11kW. Tesla’s charging network around the country is more comprehensive, better maintained and more reliable than any of the competitors, meaning so long as you can access a bank of Tesla superchargers where you’re headed, you’ll never have to worry about public fast charging.

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As we said, you don’t need all that the Performance offers, in an outright ability sense, certainly not for regular driving duties. Considering this is segmented as a large SUV that will be in the sights of family buyers, the explosive acceleration is well beyond what you will ever need. Updated dual electric motors, with more power from the rear drive unit, combine for 343kW (according to Tesla) or 461kW according to an early look at government homologation data we saw before it landed in Australia, which adds together the power output of both motors. Even if the real power output is in the middle of those two figures, the Model Y Performance is still a seriously quick car, and will run from 0-100km/h in just 3.5 seconds.

It feels fast, too, everywhere. Activate Insane mode, and the sharper accelerator response means the
Model Y fires into the distance at the merest hint of pedal pressure. There’s Launch mode as well, but we’d recommend Chill or Standard modes for your regular driving, silly names aside.

The biggest change for this model update that you’ll notice on the road, is the fitment of adaptive suspension, which does a competent job of ironing out the harshest edges of the previous model’s bump absorption – especially around town on choppy surfaces. You’ll get a softer ride and more comfort from the regular Model Y, but the Performance certainly hides its heft quite well in Standard mode.

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The steering is fast, and light, leading to a slight lack of feel compared to what you might expect from a vehicle of this size and 2033kg weight. Once you dial into the way it responds, though, it does help to make the Y feel smaller and lighter than it really is, meaning you can have a lot of fun on a twisty road.

Tesla’s interior is a good one, despite the minor issues we’ve noted in other Wheels tests. The lack of a speedo of any kind in front of the driver is anything but intuitive, the gear shifter that demands touchscreen input, and the lack of smartphone mirroring seems at odds with the tech-savvy nature of the Tesla brand. The glass, UV-coated roof, is a pain – literally – in an Aussie summer, meaning your head gets quite warm at temps anywhere near 30C.

The counter though is Tesla’s infotainment and control systems are the best in the business, as it stands. The huge screen is clear and responsive, and the proprietary sat-nav excellent and never drops in or out.

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Model Y has been revised and improved in a styling sense, as well as underneath, in areas that you won’t notice until you drive it. Is it perfect? No, but it’s as good, if not better, than any other electric car on the market, and as painful as the founder can be, the cars really do put forward a compelling case.

2026 Nissan X-Trail e-Power

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In many ways, the X-Trail is the most interesting vehicle on test here, thanks mainly to its left-field take on the simple act of turning the wheels. Rather than full electric, or regular internal combustion, the X-Trail hedges its bets somewhat, thanks to the use of what Nissan calls e-Power.

First up, e-Power technology is available on ST-L, Ti and Ti-L model grades, with the Ti-L the model we’re testing this month. At the time of testing, you could buy the ST-L grade from $48,990 drive away depending where in the country you live, while the top spec Ti-L was available from $56,990 drive away depending on which state or territory you’re in.

The way e-Power works, you get either single or twin electric motors that drive the wheels at all times. Single electric motor models are FWD, while two electric motors mean you get AWD. Then, there’s a punchy little petrol engine under the bonnet, that works as a generator to charge the 2.1kWh battery pack. The petrol engine doesn’t ever drive the wheels, meaning the revs you’ll hear don’t necessarily match the road speed – something you’ll have to get used to in the beginning. Despite the much smaller size of the battery pack, the X-Trail still weighs in at 1911kg (kerb), not significantly lighter than the Model Y, thanks to both electric motors and a petrol motor as well as the battery pack.

The engine is a turbocharged petrol three-cylinder, measuring in at 1.5 litres in capacity and capable of generating 105kW and 250Nm. The electric motors on the other hand, push 150kW330Nm through the front wheels and 100kW/195Nm through the rears, and there’s a single-speed transmission. Nissan claims 6.1L/100km on the combined cycle, and we used an indicated 6.6L/100km on test. With the fuel tank carrying 55L of 95 RON fuel, that means by our testing you’ve got a 783km cruising range with a 50km safety.

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Where the X-Trail makes its mark is in the driving, where the fact that it’s driven by electric power means it feels very much like any other EV, but you never have to plug it in to charge. That removes the headache of charging, and everything it entails, but retains the immediacy of the electric power delivery. It’s not as fast as other electric SUVs but that isn’t really the point, and it still feels smooth and effortless.

There’s palpable enjoyment from the driving, too, with the lack of a constantly variable transmission, but the presence of the electric power delivery making for a smooth, engaging, and responsive drive experience. Where a CVT can often rob the driver of the engagement an excellent conventional automatic can deliver, the immediate shove of an electric motor ensures the X-Trail never feels dull.

Crucially, because the three-banger works between its optimal rev band, it never seems to work too hard, and will only intrude into the cabin when you really nail the accelerator pedal and start taxing the battery pack. Otherwise, it hums along quietly under the bonnet, barely making itself known. While the e-Power can’t match the silent meandering of an electric vehicle, it’s not far off, and it’s a relaxed cruiser on the open road, while being nicely insulated around town.

Like the Model Y, AWD means you get a feeling of security behind the wheel, even on ugly road surfaces, or in the wet, and there’s a solid feeling to the drive experience, no matter what sort of driving you’re doing. It’s as much at home on the highway at 110km/h as it is in town at 30km/h in traffic, excelling as either a family hauler, or longer distance tourer.

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The 19-inch rims and sporty tyres mean the X-Trail doesn’t waft over imperfections, but it doesn’t crash over them either. Wheels reckons it strikes a neat balance between bump absorption and handling, and while the intended driver won’t hook in too often, you can if you want to. While it can be firm over really nasty surfaces, it’s never uncomfortable or harsh.

Inside the cabin the X-Trail feels very much like a regular car, and very much like any other 2026 model Nissan. We found the cabled smartphone connection worked well on test, with the screen nicely positioned atop the centre of the dash and the controls working as you’d expect. It’s not as crisp or as large as the Model Y’s, but it doesn’t need to be either. That’s partly because the driver also gets a much more regular-looking gauge screen that delivers all the information we’d rather see Tesla cater to. A conventional speedo readout right in front of the driver, makes more sense than a tiny display in the corner of the centre screen.

You don’t really need to learn anything new to live with the X-Trail e-Power. The infotainment screen displays the information you’ll want to look at if you want to see what the charge system is doing. Otherwise, simply fill the tank and get driving. That’s what will most appeal about this somewhat left-field offering.

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Wheels enjoyed a week testing with the X-Trail. Its only real negative is the fuel consumption, which isn’t frugal enough to counter the MG HS Hybrid. But, if you’re thinking about an EV and whether the grass is indeed greener, the X-Trail is the safest way to do it.

2026 MG HS Hybrid+

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This new medium SUV from MG surprised Wheels testers from the minute we experienced it at our
recent COTY judging week. You’d scarcely believe it was related to the previous model if you drove them back-to-back, such is the leap forward in build quality, engineering and execution.

MG calls this model Hybrid+ and from the outset, it promises to be the most ‘normal’ driving experience of this triumvirate. We didn’t expect it to be as efficient as it was, though. Already, if the hybrid system is well engineered, you can expect a near 50 per cent fuel use drop over an equivalent non-hybrid vehicle, but a rock solid 5.8L/100km across a week of testing is unbelievably impressive.

Where the X-Trail demands only a change in mindset in regard to the relationship between what the wheels are doing and the sound the petrol generator engine is making, the MG HS asks for nothing – simply get in and drive.

That’s the beauty of a quality hybrid system. There’s a 1.5-litre, petrol four-cylinder, with combined outputs of 165kW and 340Nm and the fuel claim is 5.2L/100km. You’ll see as low as 4.0L/100km on the live readout when you’re cruising, but we didn’t even try to be efficient in any of the three tested vehicles, mimicking the way the average owner would drive.

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You can get into an HS Hybrid for as little as $40,990 drive-away for the Excite we’re testing here, while the Essence is $44,990 drive-away. Wheels doesn’t want to be flippant and claim that 41 grand isn’t a lot of money, it is, but you do get a lot of SUV for that price. Like the X-Trail, the HS Hybrid
requires 95 RON as a minimum.

Interestingly, HS Hybrid comes in FWD form only, with no AWD model available. Do you really need AWD in this segment? No, especially if you do all your driving on sealed surfaces. MG quotes a tare weight of 1656kg, meaning the HS is significantly lighter on its tyres than either the Nissan or Tesla. The battery pack is a 1.83kWh unit, and it’s water-cooled, which according to MG aids efficiency and ensures longevity. Time will tell on that front.

As we’ve seen with MGs previously, some of the driver aids can be overly enthusiastic, but not in a manic, make-you-want-to-scream kind of way. Rather, you notice them at work, and might initially be annoyed by them, but they quickly become part of the drive experience. There’s some polish to the cabin execution, and it’s comfortable, insulated and user friendly. Wheels would prefer more physical buttons and controls for things like the audio volume, but there’s not much that grates inside the HS cabin.

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MG’s infotainment system and screen worked well for us on test, and the smartphone mirroring was reliable. The screens are clear, easy to read, and easy to decipher. Like Nissan, MG can’t quite match the crisp, tech-guru feel of the Tesla’s system, but it doesn’t feel out of date either. There’s just something about the Tesla’s screen that feels sharper, whether that’s truly the case or not.

Where the HS excels is in the very environment that Wheels assessed it in – that is, exactly where the average Australian medium or large SUV buyer will use it. HS is quiet, refined, with excellent bump absorption and the suspension settles quickly even over the nastiest of road surfaces. Even longer, corrugated sections off-road, don’t unsettle the MG’s chassis. It doesn’t matter whether you’re negotiating heavy traffic in town at crawling speed, or running down the freeway at 110km/h, the cabin of the HS is a pleasant place to be, even if you’re transporting four adults.

The brakes, steering, all-round balance and feedback are light years ahead of the old model, proving the chops of this new one, which can easily take the fight to the best in class.

MG HS Hybrid gets a 55-litre fuel tank, which when used to factor in our test average, delivers an 898km cruising range, with a 50km safety margin. That’s the longest range on test here by some margin of course, but it also doesn’t require one iota of mental transition to drive either. Like any good hybrid system, the HS only requires you to drive as you normally would.

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And, that’s the most important string to the HS’s bow. Simply the fact that you won’t have to do anything different if you do buy one. Where both other combatants here require a shift in thinking to some degree, the HS Hybrid asks you to do nothing you don’t already do. We’d like the safety aids to be less intrusive, and the touchscreen to be a little sharper in both appearance and response, but there’s nothing else to dislike about the MG HS Hybrid+, and it’s a vastly superior SUV to the model it replaces.

The Verdict

If you’re a dyed in the wool EV fan, the Tesla Model Y wins this comparison and easily. Even more so in Performance guise. It’s fast, furious, and every bit the consummate electric vehicle. And, shortcomings aside, it’s a good thing to live with, too, something that can’t be said of every electric vehicle on the market.

Nissan’s take on the way forward is an interesting one. As you’ve already read, it isn’t quite efficient enough to justify the technical complexity beneath the skin, despite offering an electric experience without the associated stress. It’s a Nissan, but not as you’ve known them, and it will absolutely work for those of you wanting to hedge your bets. But on test, our average fuel usage of 6.6L/100km simply can’t compete with the MG’s frugal 5.8L/100km, especially when you take into account the effective mechanical complexity beneath the skin.

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In the mind of Wheels then, the theory put forward by the Toyota boss rings true – that is, the benefit of a proper hybrid system is hard to argue. The MG HS is efficient, drives enjoyably whether you’re in town or on a road trip, and doesn’t require you to change your thinking or approach in any way.

Hybrids are many and varied now, and they aren’t all equal, but a medium SUV that uses 5.8L/100km on test will be music to the ears of the budget-conscious Australian new car buyer. Medium and large SUVs, meanwhile, are square in the sights of the family buyer. All three accommodate the family in comfort and safety, and all three will feel like you’ve spent your money smartly. Only one can win this comparison though, and that’s the 2026 MG HS Hybrid+.

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.

Attica in Melbourne is one of the southern city’s more exclusive eateries. Tables are booked for months in advance, the food is special, and it’s easy to rack up a bill of more than $300. Each.

Why, then, is my memory of Attica so toxic? These days I cannot remember the date of the dinner, only the revelation which poisoned the event for me.

It’s wrapped up in the death of the Australian car industry, something which is still painful today because
I was watching the train wreck happening in real time as a reporter on one of Australia’s daily newspapers. I knew all the key players, could see what was happening, and was powerless to do anything but write the ongoing horror stories.

And it was not new. Nissan failed in Australia as the result of a misguided decision to try and force-feed the baby Pulsar into local driveways to avoid Federal government penalties for not reaching a specific local production target. Mitsubishi was buried by a misguided belief that the mid-sized 380 sedan was so good that it could not fail and would out-sell the Falcon and Commodore.

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There were other failures, like the Ford plan to build the Laser in Australia for Asian exports and Holden’s promising efforts with a Pontiac-badged Commodore and a long-wheelbase Statesman for US police – which both tanked in the fallout from the Global Financial Crisis. Australia was looking more and more isolated and out-of-step with global developments.

There were some heroes among the FI-FO chief executives who landed in Australia, including Peter Hanenberger and Mark Reuss on the red team, but far too many just served time to get their next promotion.

Back to Attica, and a dinner date with Mike Devereux during his three-year stint as CEO of Holden from 2010. His arrival came as the product plan developed by Reuss, including sales of the Commodore as the Chevrolet SS in the US, ran dry. The cupboard was empty.

As the first food arrived, the answers to the pointed questions I was asking my host about the future of Holden in Australia were not filling me with confidence. By dessert, I was pretty sure Holden in this country was doomed.

Since Aussie car making was like a three-legged stool, I also knew once the GM leg snapped then Ford and Toyota would follow. In December 2013, before he headed to his next job in China, Devereux announced the end of Commodore production.

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My personal view is that the actual death warrant for Australian car making was signed by Julia Gilliard, even if the execution came during the rule of Tony Abbott in Canberra. During a Labor party fracas it was Gilliard who moved Senator Kim Carr, the Industry Minister, to the backbench during crucial negotiations about a future car plan for Australia.

Could Ford have done another Territory, could Holden have developed an SUV from the Commodore platform, and could Toyota have switched from the Camry sedan to a locally-made SUV? We’ll never know, because the negotiations between Canberra, Detroit and Tokyo all stalled. They could not be revived when Carr returned to the Labor ministry in time to watch Rudd lose the Federal election to the Coalition’s Tony Abbott.

The story ends with a pivotal meeting in Canberra between Abbott and the then-bosses of the three local carmakers. According to two of those CEOs, from Toyota and Ford, their first meeting with Abbott as Prime Minister did not go well. Actually, it never got going at all as he was totally against providing support for the motor industry.

“You people have to stop coming here with your begging bowls,” one of Abbott’s senior advisors reportedly told the three wise men from the car world.

Bang-bang. Game over. It was now just a question of time.

And Mike Devereux? According to his latest personal posting on Linked-In, the one-time graduate of
the Harvard Business School is now “Taking a break … I think”.

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.

The Albanese Government has released the first performance results under Australia’s New Vehicle Efficiency Standard (NVES), revealing that while overall fleet emissions are falling, a significant number of car brands failed to meet their CO₂ targets.

Data published by the NVES Regulator shows that around two-thirds of regulated vehicle suppliers beat their 2025 emissions targets. However, industry analysis indicates nearly 20 brands missed their benchmarks in the scheme’s first reporting period, raising concerns about how some manufacturers will respond as targets tighten.

The report shows a net surplus of 15.9 million NVES units, effectively creating a tradable credit market for brands that outperform the standard. Those exceeding their targets can sell surplus units to manufacturers that fall short, a mechanism designed to smooth the transition to lower-emission fleets.

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Average emissions for new light passenger vehicles were 21 per cent below the NVES target for the period, suggesting strong early uptake of lower-emission models. Around 12 per cent of vehicles covered by the scheme were battery electric, with the remaining 88 per cent made up of internal combustion and hybrid vehicles.

Industry groups have noted that while the overall surplus appears healthy, the gap between high-performing brands and those lagging behind is significant. Some manufacturers heavily reliant on larger utes and SUVs face greater compliance challenges, particularly as future NVES targets become more stringent.

The Federal Chamber of Automotive Industries (FCAI) said the results mark an important first step in the transition to a more efficient national fleet, but emphasised the need for careful monitoring as the market adjusts. Commentary from industry observers has also highlighted concerns about the potential financial impact on brands that fail to close the gap, particularly once penalties begin to apply in coming years.

Infrastructure Minister Catherine King said the results show cleaner vehicles and consumer choice can coexist, with vehicle prices remaining competitive in real terms.

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The regulator’s own publication shows that the first NVES performance period, covering vehicles entered onto the Register of Approved Vehicles between 1 July and 31 December 2025, included 59 regulated entities submitting a total of 620,947 covered vehicles. Of those suppliers, 40 beat their emissions targets and generated a combined 17.2 million NVES units, indicating many manufacturers supplied cleaner fleets than required. After accounting for total liabilities from the remaining 19 suppliers, the overall position remained positive, with a net surplus of 15.9 million units available to balance future compliance.

Almost three-quarters (71 per cent) of vehicles covered by the standard were classified as Type 1 light passenger vehicles, while the remaining 29 per cent were Type 2 vehicles, which include light commercial and off-road passenger vehicles. This split reflects the continued strength of passenger cars and SUVs in the Australian market, even as low-emission alternatives grow. The report also showed that 12 per cent of the 2025 fleet was zero-emissions vehicles supplied by 40 different entities, further underlining the early uptake of electric models under the NVES.

On average, the new-vehicle fleet outperformed both target and headline emissions limits across categories. For Type 1 vehicles the average CO₂ figure was significantly lower than the target, while Type 2 vehicles also recorded average emissions below their respective limits, suggesting that many light commercial suppliers are beginning to improve efficiency alongside passenger car progress.

Among the strongest performers was BYD, which generated the largest surplus of NVES units across two reporting entities. BYD Auto Co. Ltd recorded an interim emissions value (IEV) of -4.23 million, while BYD Auto Industry Company Limited posted -2.05 million, reflecting the brand’s heavy reliance on battery-electric vehicles in Australia.

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Toyota, the country’s largest-selling brand, also beat its target comfortably, generating 2.89 million units across more than 115,000 vehicles — the biggest total volume in the report. Tesla followed with a surplus of 2.21 million units, while Kia (-729,698), Volkswagen AG (-510,249), and BMW Australia (-340,081) also produced significant positive balances.

Chinese brands performed strongly overall, with Chery (-438,633), Great Wall Motor (-405,198) and Geely (-620,233) all generating substantial credits. Mercedes-Benz Australia (-133,730) and Mitsubishi Motors Australia (-82,072) also finished the period in surplus.

However, several mainstream brands accrued liabilities. Mazda Motor Corporation recorded the largest deficit, with an IEV of +508,517, meaning it will need to offset that position through future improvements or by purchasing credits. Nissan Australia (+215,261) and Subaru (+139,635) also finished above their targets. Hyundai Motor Company posted a liability of +84,563, while General Motors Australia and New Zealand (+65,855) and Honda (+26,069) were also in deficit.

Among luxury marques, Porsche (+33,448) and Aston Martin (+13,877) accrued liabilities, while Ferrari (+15,785) and Maserati (+4,496) also exceeded their targets. In contrast, Audi (-21,780) and Bentley (-1,875) generated modest surpluses.

The NVES, which began in July 2025, is designed to encourage manufacturers to supply more fuel-efficient and low-emission vehicles to Australia as part of broader 2030 and 2035 emissions reduction targets. Further reporting periods will determine whether the early surplus is sustained as standards tighten.

Formula One superstar Max Verstappen has an open invitation to crack hot laps in the next new track weapon from Mercedes-AMG.

Development of the upcoming AMG GT3 racer is shifting into top gear with a test program scheduled for the Portimao circuit, in the south of Portugal, next month.

The V8-powered racer is based on the recently-revealed Mercedes-AMG GT 63 PRO, which is priced from $418,900 in Australia for deliveries later this year. The GT3 racer could begin competing in season 2027, possibly from the Bathurst 12-Hour race which traditionally opens the sports car season.

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Before then, Mercedes-AMG has a packed test program which could include track time for Verstappen.

“If he is interested, then I am happy,” the global head of Mercedes-AMG Motorsport, Christoph Sagemueller, revealed to Wheels.

“Of course, it depends on his contractual situation.”

He is referring to Red Bull Racing’s connection to Ford in F1, a new deal which begins this year. In the past, when the Red Bull racers were connected to Honda, there was no drama with Verstappen racing a Ferrari in GT3 sports cars and also establishing a personal team that will race with AMG GT3 cars in 2026.

The four-time champion has already cut laps in the current car, but Sagemueller said Verstappen will have no input on the successor to the car which took victory in the Bathurst 12-Hour recently.

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“It will be a fantastic car. The development is in full swing,” said Sagemueller.“I would say we are on the schedule. And that’s important. We had the first roll-out in August last year. We did two days of testing and it was very good.

“There is still lots to do. The beauty of our current car makes it even more difficult for the successor car. The major goal is to bring the car on an even higher level. This, to be fair, is quite a challenge. Everybody is very curious about the next car. We have a high demand for the new car already.”

The new AMG GT3 had been expected to race this year and Sagemueller admitted there had been some delays.

“We wanted to ensure we had the right concept and bring the car in the right window. That’s why it took longer than originally expected,” he said.

Mercedes-AMG has become a giant business for the German luxury car brand, with further expansion currently underway on a vacant block at its headquarters at Affalterbach in Germany. Sagemueller revealed he was AMG employee #800, with an estimated workforce of 3000 and more to come.

“It’s a very big business. We have over 100 active racing teams. We have 48 race weekends a year. Everything we do in racing is linked to AMG.

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“We do motorsport for different reasons. Formula One is one of the most powerful branding tools we can get but, when it comes to GT sports and customer racing, is when we are close to the real road car product. This is extremely close to what you can buy for the street.”

Sagemeuller emphasised the work AMG does in polishing the three-pointed star, through its road cars and racing programs.

“We can use the strength of the mother ship and the strength of AMG. We are like the ’speedboat’ and it is the big cruise ship. The importance of AMG for the overall Mercedes brand is big.

“I’m operating as a profit centre. That has always been the goal. In the meantime the program has grown so much, so there is more freedom.”

Mazda has opened pre-orders in Australia for its first mainstream battery-electric vehicle, the Mazda 6e, ahead of showroom arrivals.

The five-door liftback introduces a new design direction for the brand’s electric models, with a low, coupe-style roofline and short rear deck combined with hatchback practicality. Built on a 2895mm wheelbase, the 6e offers five seats and a minimalist cabin layout influenced by Japanese design principles focused on space and simplicity.

Power comes from a rear-mounted electric motor producing up to 190kW and 290Nm, driving the rear wheels. Energy is supplied by a 78kWh lithium iron phosphate (LFP) battery, with Mazda claiming a WLTP driving range of up to 560 kilometres. Combined energy consumption is rated at 15.9kWh/100km.

The 6e is fitted with a CCS Type-2 charging port and supports DC fast charging, with Mazda quoting a 30 to 80 per cent recharge time of as little as 15 minutes under ideal conditions.

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Pricing

Two model grades will be offered locally: GT and Atenza. Standard equipment on the GT includes a 10.2-inch digital instrument display and 14.6-inch central touchscreen, 19-inch alloy wheels, a 360-degree camera system, augmented-reality head-up display, tri-zone climate control and wireless Apple CarPlay and Android Auto. Heated and ventilated front seats, a 14-speaker Sony audio system and a range of driver assistance systems are also included.

The Atenza adds tan leather and synthetic suede seat trim with quilted stitching, matching interior accents and a two-tone steering wheel.

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A new Mazda 6e smartphone app will allow owners to access functions remotely, including door locking and unlocking, window control and climate pre-conditioning. A Bluetooth-enabled digital key feature also debuts on the model.

Safety systems include Smart Brake Support with pedestrian and cyclist detection, front and rear cross-traffic alert and a driver monitoring system.

Seven exterior colours will be available at launch, including Soul Red Crystal Metallic and Machine Grey Metallic.

Deliveries expected to commence later this year.

Toyota is preparing an all-new Yaris that will offer buyers a choice of petrol, hybrid and fully electric powertrains, with the next-generation light hatch expected to arrive globally around 2027 or 2028.

The move mirrors Toyota’s plans for the upcoming Corolla, which will also adopt a flexible platform capable of supporting internal combustion (ICE), hybrid and battery-electric (BEV) drivetrains. The strategy is aimed at giving customers multiple options within the same model line-up, rather than splitting petrol and electric versions into separate nameplates.

Toyota Europe’s vice president of strategy and marketing, Andrea Carlucci, has indicated that electrification is inevitable for the Yaris, but not at the expense of hybrid technology. Instead, the brand is developing a new architecture designed to accommodate different energy sources depending on market demand.

For Australia, where the current Yaris is sold exclusively as a hybrid, such flexibility could ensure the model remains competitive as emissions standards tighten and electric vehicle uptake increases.

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The fully electric Yaris would need to deliver competitive driving range to rival upcoming small EVs such as the Renault 5 and Volkswagen’s planned ID. Polo. Overseas reports suggest a target of around 400km of driving range under WLTP testing could be required to remain competitive in the segment.

At the same time, Toyota’s existing Yaris Hybrid is among the most fuel-efficient light cars on sale in Australia, with combined consumption around 3.3L/100km. Any new hybrid system would be expected to match or improve on that figure.

Styling is also set to evolve. Early indications point to sharper lines, slimmer lighting signatures and a more contemporary look consistent with Toyota’s latest design language. Despite its compact proportions, the next Yaris is expected to present a more substantial appearance than the current model.

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Performance variants remain under consideration. While a successor to the three-door GR Yaris has yet to be confirmed, Toyota’s Gazoo Racing division is continuing to develop new turbocharged engines that could underpin future hot hatch models.

A full reveal is not expected until closer to launch, with further details likely to emerge over the next two years.