Honda Australia has detailed pricing and specifications for its updated 2026 CR-V medium SUV range, with a broader mix of hybrid variants and a lower entry point aimed at widening its appeal in the medium SUV segment.

The refreshed line-up starts from $44,900, while hybrid versions now begin at $49,990 – a reduction of $10,000 compared with the previous model’s hybrid entry price. The range now includes both front- and all-wheel drive hybrid options, along with a seven-seat configuration.

Central to the update is the wider rollout of Honda’s e:HEV system, which pairs a 2.0-litre four-cylinder petrol engine with a dual-motor hybrid setup. Honda claims the system can deliver more than 1000km of driving range between refuelling stops under combined conditions.

The expansion comes as hybrid demand continues to grow in Australia, with more buyers seeking improved fuel efficiency without moving to full electric vehicles.

1

Beyond powertrain changes, Honda has introduced a series of technology and equipment upgrades across the range. All variants gain the latest version of Honda Connect with Google built-in, while higher grades add features such as a 360-degree camera, head-up display and upgraded comfort items including heated steering wheel, ventilated front seats and heated rear seats.

Honda Australia director of automotive Robert Thorp said expanding the availability of the hybrid system was a key focus for the updated range.

“Australians are choosing hybrids in record numbers, and expanding e:HEV down the range means you can now get into a hybrid CR-V for less,” he said.

The addition of all-wheel drive hybrid variants also broadens the model’s appeal, particularly for buyers seeking extra traction without sacrificing efficiency.

1

The CR-V remains one of Honda’s most established nameplates in Australia, competing against high-volume rivals such as the Toyota RAV4, Mazda CX-5 and Mitsubishi Outlander.

Honda continues to bundle ownership incentives with the model, including a five-year unlimited kilometre warranty, five years of roadside assistance and capped-price servicing.

The updated CR-V range is available to order now through Honda’s fixed-price agency sales model and dealer network.

BYD Australia has announced local pricing for its new Seal 6, which is a plug-in hybrid mid-size sedan and wagon. Priced from $34,990 plus on-road costs for the Essential sedan, the Seal 6 is reportedly capable of travelling over 1400km on a full charge and tank of fuel (on the WLTP cycle). The Seal 6 arrives at a great time considering Australia’s record fuel prices and resulting surge in plug-in hybrid vehicle sales. 

Using a 1.5-litre Atkinson Cycle petrol engine and BYD’s ‘DM 5.0 Super Hybrid’ technology, the Seal 6 Essential sedan is capable of a 55km all-electric range from its 10.08kWh battery, with the upper-spec Premium wagon using a larger 19kWh battery for a claimed 100km electric range. 

In the UK, the Seal 6 with the smaller battery is rated at 135kW for total output, and 156kW for the larger unit – Australian-spec technical data is yet to be revealed.

3

Two bodystyles will be offered in the local Seal 6 range: the sedan, which sports an impressive drag coefficiency of Cd 0.255 and a 491-litre boot, and the more practical wagon that offers 670 litres of boot space with the rear seats up and 1535 litres with them folded. The Seal 6 sedan is only offered in entry-level Essential trim, with the wagon only offered in upper-spec Premium trim. 

BYD Australia is yet to announce full specifications for the Seal 6, but standard equipment highlights across the range will include an 8.8-inch digital driver’s display, a 12.8-inch touchscreen with wireless Apple CarPlay and Android Auto, seven airbags, autonomous emergency braking, adaptive cruise control, blind-spot monitoring, child presence detection and level two autonomous driving assistance. 

BYD Australia Chief Operating Officer Stephen Collins said the Seal 6 expands the choice of new energy vehicles for Australian buyers. “The Seal 6 Sedan and Seal 6 Touring continues the BYD commitment to offer Australians a range of advanced electric and intelligent plug-in vehicles that suits their needs and lifestyles.”

7

BYD Seal 6 pricing (excluding on-road costs): 

The BYD Seal 6 will be available to order from April 9, with local deliveries to commence soon afterwards. 

Owners of the latest generation of Toyota hybrids are being warned to drive regularly to avoid a potential threat to their vehicles.

Toyota Australia also says hybrid owners should minimise the use of any accessories that could deplete their car’s 12-volt battery. A growing number of battery problems and failures has been reported by owners to Wheels, all linked to the way the Toyota hybrid system operates.

It gives priority in charging to the vehicle’s 48-volt hybrid battery, ensuring it always has the highest possible power reserve for hybrid operation. But this system can leave the 12-volt starter battery short of charge if the vehicle is only driven on short trips and the 48-volt system is not at full capacity. If the starter system gets too low, usually if the vehicle is not driven enough or parked for any length of time, the 12-volt battery can run completely flat. If this happens repeatedly then a new 12-volt battery can be required.

“Since the day of purchase, I have repeatedly encountered the low battery warning. Despite multiple attempts to resolve this issue, the problem persists,” one Toyota hybrid owner, Vedanayagam Gudiyattam, told Wheels.

1

The owner of a Lexus UX hybrid, had a similar story.“While this is a very nice little car to drive, it’s not working for me. I don’t want to go down to my garage and find the battery flat again,” said Angela Westacott. “Lexus have told me not to use the radio, headlights in the day time and not to lock it in the garage, Also they mentioned a trickle charger.”

Jeanette Fitzsimmons, owner of a Yaris Cross Hybrid, reported a series of incidents where she has needed starting assistance from her state’s motor club.“Is my car just a lemon? Why is mine so problematic?,” she said.

Toyota Australia admitted to Wheels that it has begun an education program with customers and dealers to explain the operation of its hybrid charging systems to avoid future problems. It also said that regular driving is essential.

1

“In order to maintain battery health and charge, Toyota recommends continuous driving for at least 30 minutes every two weeks. In colder temperatures, this may need to be extended,” a spokesperson advised Wheels.

“In any vehicle, the 12-volt battery can run low when it is used only for very short or infrequent trips, or through extended use of electrical features such as lights or multimedia systems while the vehicle is not running.”

It also highlighted other potential 12-volt drainage.

“Customers should also ensure any accessories are switched off when the vehicle is not running, minimise use of high-current accessories such as extra lights, dash-cams or GPS trackers, and have their battery inspected regularly by their local Toyota dealer.”

Electric vehicle sales reached a record share of the Australian new car market in March 2026, according to the latest VFACTS data, as consumer interest surged despite an overall decline in total vehicle sales.

A total of 15,839 battery electric vehicles (BEVs) were sold during the month, representing 14.6 per cent of all new vehicles delivered. This marks a significant increase from March 2025, when EVs accounted for just 7.5 per cent of total sales, effectively doubling their market share year-on-year.

The broader market, however, softened slightly. Overall vehicle sales in March totalled 105,058 units, down 3.3 per cent compared to the same period last year.

1

Federal Chamber of Automotive Industries (FCAI) chief executive Tony Weber said the figures highlight strong growth in EV demand but warned against interpreting the surge as a long-term trend.

“It is too early to determine whether this represents a structural shift in the market,” Mr Weber said. “More consumers are considering EVs due to the disruption to fuel supply caused by conflict in the Middle East, along with the review into the fringe benefits tax concession for EVs.”

Mr Weber added that while the industry would welcome sustained growth in EV adoption, several external factors may be temporarily influencing buyer behaviour.

2

“The automotive industry would welcome a sustained shift to EVs, given its substantial investment in bringing more than 100 EV models to the Australian market and the industry’s efforts to meet ambitious NVES targets,” he said.

He also emphasised the importance of infrastructure development to support continued growth.

“A long-term shift to EVs will require Australian governments to sharpen their focus on public charging infrastructure, particularly in regional areas and locations where home charging is not practical,” Mr Weber said.

1

“Ensuring infrastructure keeps pace with consumer demand will be critical to enabling sustainable growth in EV adoption beyond short-term influences.”

In the overall market, Toyota retained its position as the top-selling brand with 16,574 units, followed by Kia (7,320), BYD (7,217), Mazda (7,156) and Ford (7,149).

Australia’s best-selling models for March were the Ford Ranger (4,452), Toyota HiLux (4,167), Nissan X-Trail (2,438), Mitsubishi Outlander (2,318) and Hyundai Kona (2,316).

Additional data from the Electric Vehicle Council further highlights the scale of demand, with Tesla leading EV sales in March with 3,485 deliveries, taking its year-to-date total to 7,260. Polestar recorded 160 sales for the month, reaching 465 units so far in 2026.

First published in the February 1973 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.

As a recreational vehicle and as a substitute for a Land Rover and a standard ute this Ford seems destined for big things. If it goes in the marketplace, XA station wagon and utility versions will surely follow.

Ford’s four-wheel drive Falcon threatens to throw both the four-wheel drive field and the utility market into utter confusion. By combining the attributes of both into one product Ford could scoop the pool… if it decides to build the vehicle in volume.

The first batch is limited to just 400 to test market reaction and will be sold only in NSW and Queensland to make servicing easier and allow Ford to follow them up with detailed market research. Then, depending upon demand, the concept will be enlarged to include station wagon versions and the options range will be widened considerably.

1

After testing one of the first utes off the line, and being very impressed, we believe it is certain to go into, at least, limited production.

It comes very close to being ideal both as a ute and as a 4WD. There are still a couple of practical complications with the conversion but overall it is a design concept very well executed.

The initial batch of 400 are all 250 ClD powered models in the old XY utility body. Ford struck durability problems early on with the adaption of Jeep 4WD bits and this delayed the program at least 12 months. However it was decided that it was better to continue with the old body rather than switch to the new, and much bigger, XA utility. Any future Falcon 4WDs will be in the new body.

The first thing you notice about the ute is its height, it seems much more than 65 inches. The ground clearance is quoted as 7.5 inches under the front axle and 8.0 inches under the rear axle but again it appears to be much more, probably because the body is several inches higher than the axles.

1

The big six doesn’t breathe very well in standard form so the useful maximum speeds are 30 and 50 mph for first and second in the three-speed all synchromesh gearbox.

Steering is a little heavy at parking speeds but lightens up on the road although it does become vague and sloppy because of the steering damper fitted to reduce any shocks passed up through the steering wheel in very rough country.

The big problem, however, is a 55-feet turning circle which makes turning in a confined space difficult and time consuming. With 4.2 turns lock-to-lock the steering is indirect for the road, but then it needs to be to allow the driver to negotiate ploughed paddocks and rocky rivers without the wheel spinning in his hands as it strikes obstacles.

Ford research has revealed that 4WDs spend only 10 per cent of their time with the front wheels powered; for the other 90 per cent the Falcon, apart from the turning circle, might well be a normal ute. The cruising speed is an easy 75 mph while the top speed is almost 90 mph. Once you get used to the hum from the tyres the 4WD is remarkably quiet in top gear and handles smoothly with roll oversteer under full power. We expected strong understeer and were surprised by the car’s normally neutral stance through the corners. All that applies on dry roads.

2

When it rains you need a steady throttle and very deliberate steering wheel actions to avoid getting the tail out in wild slides.

Almost uncontrolled wheelspin from a standing start and the ability to spin the wheels freely in second gear are other problems inflicted by the use of winter tread tyres.

However, if the Falcon is to make the most of its 4WD layout these tyres are essential. Experience with standard tyres on 4WD vehicles has shown that they lose much of their effectiveness in adverse conditions.

The only answer would be to have two sets of wheels, one with the all purpose tyres for 4WD work and the other with normal tyres for any long distance running on sealed roads. You can run the Falcon in 4WD on the open road – there is no loss in performance – but tyre wear at the front increases dramatically and, although traction is improved, wet roads still show up the lack of adhesion in the tyres.

1

Switching from two- to four-wheel drive requires the driver to turn the front hubs with a key to engage the front diff. A transfer case then gives the driver the choice of two-wheel drive with the front diff engaged but not driving, four-wheel drive high ratio and four-wheel drive low ratio. Low ratio is not available in two-wheel drive.

With low range 4WD engaged the gearing is effectively twice as low as in the high range. First runs out to a maximum of 18 mph, second to 29 mph and maximum speed, together with various symphonic noises, is about 55 mph.

With the low gearing comes all the pulling power of four-wheel drive. We drove the ute through water crossings, sandy creek beds, slippery grassy surfaces and loose gravel and managed to bog it only when we struck water six inches below sand and with one of the rear wheels almost a foot off the ground. Half-an-hour spent digging with bare hands had the Falcon out. We might add that the same spot bogged a Nissan Patrol and Range Rover some months ago.

Ford claims the Falcon can climb a 45 per cent gradient; we tested it up a 35 per cent gradient and it pulled steadily to the top so we have no reason to doubt the claim.

1

Braking is by 11-inch drums all round. They work effectively in normal driving with pedal pressures just a bit higher than with a good disc set-up. However, after driving the ute through water, pressures increased, the car began to pull from side to side and there was a real lack of stopping power.

Gentle application of the pedal, while still moving, heated the brakes and dissipated the water after a couple of miles. Considering the utes added weight of 3620 lb over the standard Falcon ute – partly from an additional cross member for greater strength and rigidity and also because of the winch (a $500 option which adds 160 lb) and the added drive train – the performance is good. It runs to 60 mph in 16.5 seconds and over the standing quarter mile in 20.5 seconds. Two-wheel drive produces plenty of wheelspin under hard acceleration but four wheel drive cuts this out completely and gives exactly the same time.

Flexibility is good but not quite up to the standard of the Nissan and Toyota four-wheel drives. Top gear pulls away from 27 mph smoothly, below this it needs a change down to second to get any performance.

2

A payload of 1380 lb (or 1400 lb with the winch) is about average for a ute. The load area measures 67.5 long x 59 wide (44.5 inches between the wheel arches) and 16.5 inches deep.

If the interest shown in our test vehicle is typical then Ford will be building 4WDs for many years. With the booming recreational market plus the rural field, in which the Falcon can easily fill the role of a ute and 4WD, it seems certain of success. The price of $3680 appears high at first glance but is excellent value compared with the other 4WDs on the market.

An ambitious plan to build an eFuels plant in Australia, with Porsche as a key customer, has effectively stalled. The green fuel factory was originally predicted to be operating in Tasmania in the second half of 2025 but it has yet to progress beyond the planning stage.

Even the plan itself has changed, with the site moved from a location close to Hobart to a derelict factory near Burnie, as HIF Global – claimed to be the world’s leading eFuels company – pivots on its Australian plan.

HIF Global is already operating a pilot plant in Chile and part of its production output is used by Porsche in its motorsport program. But Porsche has gone quiet on eFuels as it battles the billion-dollar losses from its unsuccessful drive towards an all-electric future.

“Our focus remains on delivering a competitive project in Burnie,” a spokesperson for HIF Global, Ian Lawrence, told WhichCar by Wheels. “Last year we announced the relocation of the project to Burnie’s former Pulp Mill site. We are continuing to progress through engineering and environmental permitting.”

1

Porsche, which once touted its eFuel commitment with the bold promise, ‘We can save the world’, is shifting the focus to HIF. “Porsche is neither a fuel producer nor a project developer for production plants. However, we continue to see eFuels as a meaningful complement,” the manager of eFuels at Porsche in Germany, Fabian Ehrat, told WhichCar by Wheels.

“We would welcome an industry ramp-up, as well as supportive regulatory frameworks from policymakers. Responsibility for this rests with HIF Global, in which Porsche is an investor.”

The Tasmanian plan is now focussed on a former paper mill site in South Burnie, in the north of Tasmania. It is predicted to eventually produce more than 200,000 tonnes of e-Methanol a year, as well as creating several hundreds construction jobs before a permanent workforce of around 200 people.

HIF Global said operations could commence by 2030 for a relatively simple production process. Renewable electricity is used to power electrolysers that separate hydrogen from water. The hydrogen is then combined with recycled carbon dioxide from plantation residues to create e-Methanol, a synthetic fuel that can be used in shipping or converted into e-Fuels for aviation, cars, and trucks.

Apart from Chile and Tasmania, HIF Global is also working on eFuel sites in the USA, Uruguay and Brazil. “The company remains committed to e-Fuels and continues to advance a portfolio of e-Fuel projects,” said Lawrence. “Switching to a site closer to Burnie’s deepwater port enables deployment of significantly larger modules, which reduces construction time. Our efforts to reduce costs, coupled with Commonwealth Government measures supporting the establishment of new low carbon industry in Australia, means that Tasmania remains an attractive location.”

1

Porsche, too, believes there is future potential in eFuels. “The goal is to show that renewable, market-compliant, high-performance, low-emission fuels can help reduce emissions from combustion engines. Porsche works closely with industry and academic partners on their development and began evaluating the potential of electricity-based renewable fuels about 10 years ago,” said Ehrat.

“Porsche is currently the exclusive off‑taker of the fuel produced at the (HIF Global) pilot plant in Chile. The goal, of course, is to accelerate access for additional users in order to enhance the learning process, increase demand, and highlight the versatility of eFuels as a genuine solution for decarbonising mobility –not only in the automotive sector, but also in shipping and aviation.

For this reason, it will be particularly important to attract additional customers as the project moves toward industrialisation.”

But Porsche says there are still significant headwinds for eFuels.

“Regulation needs to create the right framework to give investors long-term planning and investment security, which is currently lacking. In addition, the expansion of eFuels is being delayed by several challenging external conditions, including difficulties in obtaining local permits, an uncertain political and regulatory environment, ongoing geopolitical tensions, and limited international investment readiness. Together, these factors significantly slow progress and hinder broader deployment,” said Ehrat.

The new 2026 MG 4 Urban is a sharply priced small car – starting from $31,990 drive away for the entry-grade model, making it the second most affordable new electric vehicle on the market, trailing only the BYD Atto 1, a significantly smaller city-focused hatch. And in this small car segment, the fight is a tough one – electric or otherwise.

One way you challenge the pricing ask – according to MG – is simplify the platform. As such – and as we’ve seen previously even with a globally-popular hatch like the Volkswagen Golf – MG has opted for a torsion beam rear suspension system, which the manufacturer says is simple (and keeps costs down) but also effective.

You’re no doubt familiar with the existing MG 4 small car which has been on sale since 2023, but the new Urban has a roomier cabin, with an sharper focus on comfort and amenity. It is, according to MG, a targeted value proposition, directly responding to Australians who want a more cost-effective EV in that crucial size segment (small car) traditionally occupied by favourites like Toyota Corolla, Mazda 3, Kia Cerato (now K4) and Hyundai i30.

3

How much does the MG 4 Urban cost to buy?

Here’s the good news, and the central theme of the new MG 4 Urban, according to MG. This EV has been unashamedly designed, engineered, priced and executed to appeal to a budget-conscious buyer, and to take the fight to similar price-point internal combustion vehicles.

As such, the 43kWh MG4 is $31,990 drive away from launch, while the 54kWh model is $34,990 drive away, both in Essence trim grade. That means the only decision you’ll have to make is the battery size that suits your needs. Scroll down the page for the standard features list, but the MG 4 Urban doesn’t feel like it’s been built down to a price, which is always going to be the issue as manufacturers attempt to get EVs to a more palatable starting price for buyers.

How far can the MG4 Urban travel on a charge?

Urban will be available from launch with two different battery packs as mentioned above – 43kWh and 54kWh – with the claimed driving ranges 316km and 405km respectively.

There’s up to 150kW DC fast charging capability, meaning you can access fast charging speed on the run if the charger will facilitate that. Best case scenario, then, and you’ll get the Urban’s battery from 10 to 80 percent in as little as 30 minutes.

On test around town, the 54kWh battery model that we drove indicated that it would get close to the claim in the real world, such is the usefulness of the regeneration delivered by the system. As we know, on the highway, the live energy usage will climb somewhat, but we’ll test that more specifically post launch.

6

What is the MG 4 Urban like to drive?

Our launch drive extends to around town urban running with no highway running as yet, but think of the target market for this car as being similar to the buyers of vehicles like Volkswagen Polo, Kia Picanto, Mazda 2 and other city-focused small hatches – with a catch. The MG 4 Urban is sized a segment larger than those affordable petrol alternatives.

Urban rides on MG’s new E3 platform featuring advanced ‘cell to body’ technology, which delivers high rigidity, reduced weight, more cabin space, and prioritises packaging, space and storage. Critical here is the enhanced cabin space, but also the lower centre of gravity.

There’s also an integrated battery protection beam to protect the battery in the event of an impact. All up, Urban has a 55:45 weight distribution, which means it feels quite balanced on the road, with a compact, 10.5m turning circle.

In that light, over the typical patchwork network of inner Sydney roads, the Urban does a decent job of ironing out the worst the city can toss at it. The torsion beam rear suspension certainly doesn’t detract from the driving experience, and there’s a sense of calm inside the cabin, even over coarse concrete sections that ensure it’s a comfortable place to spend your commuting time.

2

The entry-grade Essence 43 makes 110kW and 250Nm driven through the front wheels with a single electric motor, while the Essence 54 makes slightly more power from the same drivetrain – 118kW. MG’s new 6-in-1 electric drive system is in effect, which is the new FWD architecture that changes the game by putting multiple different components into a single compact unit.

I like the fact that this EV isn’t about outright pace, rather it’s a sensible take on what the average buyer will need it to do day-to-day. The 118kW model feels more than capable in the daily grind, never feeling underpowered, but certainly not alarmingly fast like some EVs are. The way we see it, that’s no bad thing. The simple fact remains that you don’t need anywhere near as much power as most EVs have, and it’s refreshing to drive one that does the things we expect of a new car with ease.

MG claims some level of suspension assessment for local conditions, and exactly how deep that goes, we don’t know, but it rides nicely with large bumps not crashing through the cabin. You’ll quickly get used to the one-pedal driving capability, and the turning circle is excellent for city work, too.

How practical is the MG 4 Urban?

In simple terms, one dedicated packaging unit contains the motor control unit, the power distribution unit, the on-board charger, the DC to DC charger, the motor and the reducer. Thus, the use of the ‘6 in 1’ terminology from MG, and a large part of the reason that the cabin especially, is such an efficient use of available space.

According to MG, the design reduces overall system weight, which in turn adds to passenger and luggage space by as much as 20 per cent compared with the MG 4 already on sale. It means that in any of the four main seats, you feel like you’re sitting in a vehicle that is larger than it is. There’s space in the second row for a lanky six-foot-three adult, to sit behind an adult of the same height.

MG4 measures in at 4395mm long, 1842mm wide, and 1549mm tall with a 2750mm wheelbase, making it a bigger car by all metrics than the current MG4. Using perennial favourite Corolla (hatchback) as a comparison – 4375mm/1790mm/1460mm/2640mm – you’d expect that the 20mm increase in overall length to be barely noticeable, and you’d be right. However, the 90mm extra length in the wheelbase makes for a significantly roomier cabin, especially in the second row. ZR Corolla, which doesn’t have a spacer-saver spare, gets 333 litres in the boot, while the MG 4 Urban can accommodate 382 litres. It is, in other words, a very useful and space-efficient, city car.

1

What warranty covers the MG 4 Urban?

MG covers its vehicles with a seven-year/unlimited kilometre warranty, which is extendable out to 10 years/250,000km if you service the Urban at authorised MG service centres.

Servicing is required every 12 months or 25,000km, whichever comes first. Capped price servicing covers the first five years and costs $149, $286, $310, $472 and $149 respectively over that timeframe, for a total of $1366.

Should I buy the MG 4 Urban?

MG has unashamedly aimed the new MG 4 Urban at – surprise, surprise – urban buyers who do what most of us do, which is live and drive in the city. The good news is, it hits the target square in the bullseye.

Without the focus on pace, power and equipment the city buyer doesn’t need, the MG 4 Urban is exactly what the city buyer does need. Further, the range will take most buyers far enough to cover a road trip without range anxiety eating into the enjoyment.

The pricing is sharp, making it an even more attractive package, and if you’re in the market for an electric vehicle in the small segment, the MG 4 Urban should absolutely be on the shopping list. Australians have been asking manufactures to rationalise the price of electric vehicles for a while now, and the MG 4 Urban does exactly that.

MG 4 Urban standard specifications:

• 17-inch alloy wheels
• roof rails
• dusk-sensing automatic LED exterior lighting
• heated/auto-folding mirrors
• keyless entry and start
• synthetic leather upholstery
• heated front seats
• single-zone automatic climate control with rear air vents
• 12.8-inch touchscreen with live services
• wireless Apple CarPlay and Android Auto
• three USB-C charging ports
• seven airbags
• autonomous emergency braking
• adaptive cruise control
• lane keeping assistance
• driver attention monitoring
• blind-spot monitoring
• rear cross-traffic alert
• auto high beam
• 360-degree camera.

3

Specs

The April 2026 issue covers all sectors of the Australian new-car market, from electric SUVs, budget hatches, fuel-efficient sedans and some truly jawdropping pieces of machinery.

On the cover, Toyota’s GR86 GTS and Hyundai’s i30 N Premium take opposing approaches – rear-drive coupe versus turbocharged hot hatch – yet arrive at a similar place of delivering accessible driving enjoyment.

We bring together two of the country’s most established hybrid sedans, the Toyota Camry and Honda Accord (below), to assess how they continue to deliver comfort, efficiency and driver satisfaction in a market increasingly dominated by high-riding alternatives.

2

At the other end of the spectrum, Ford’s Mustang GTD explores just how far a road car can lean towards motorsport. With supercharged V8 power and a heavy focus on track capability, it represents a very different interpretation of performance.

For something more exotic, the McLaren Artura Spider (below) combines hybrid performance with open-top driving, while our Modern Classic revisits the Ferrari Testarossa (see gallery), a car that helped redefine the supercar template.

5

Our First Drives section covers a broad mix of new arrivals, from the focused BMW M2 CS to the increasingly influential presence of Chinese brands with the Denza B8 and BYD Sealion 8. There’s also a look at Audi’s plug-in hybrid RS5 Avant, Lexus’s GX550 Overtrail and Porsche’s Manthey-enhanced 911 GT3 RS.

Elsewhere, Michael Stahl reflects in a personal tribute, Paul Gover considers the gradual loss of a familiar driving skill, the Buyer’s Guide continues to provide a comprehensive 22-page overview of the new-car market and our last-page Wayback Machine returns to April 1998 and the arrival of the AU Falcon.

1

When the plug-in hybrid (PHEV) concept was first floated, it was heavily and vocally criticised by all and sundry – motoring journalists included. Sure, the early variants had short driving ranges, as low as 30-40km on electric power, but the average Aussie only commutes around that distance in total each day, anyway. I suspected then, and it’s been borne out subsequently, that two things would happen.

One, the PHEV concept wasn’t as daft as it seemed, and it certainly made more sense to more people than a pure EV. Look at the traditional hybrid success of Toyota to see that Aussie buyers won’t resist technology outright, without good reason. There was little hesitation in the growing appetite for Toyota’s efficient hybrids.

Two, the technology would evolve quickly, bringing with it smarter control systems and longer range. As such, we’re now seeing ranges that make a lot of sense to the average Aussie, and the technology that manages the batteries doesn’t just run them flat before reverting to a wheezy petrol engine. The smarts have come in short order to ensure the systems run with better efficiency as the battery discharges. Have a look at the specs on the latest Chery and MG PHEV systems and the distances they can cover.

1

But now, with ranges that extend out to 100km or more, the concept of the PHEV wasn’t as silly as it might have seemed. And that’s before the cost of fuel skyrocketed. I spotted a guy charging his BYD shark at the petrol station this morning. Bet you wish you had a diesel dual-cab at the moment, mate, I joked? He almost choked in laughter on the coffee he was consuming while he waited for his battery pack to top up.

The two standouts in the dual-cab segment are the BYD Shark 6 (above) and the GWM Cannon Alpha (below), with PHEV drivetrains that push electric-only range into the three figure region. In the real world, we’ve seen 90-95km to counter the BYD claim of 100km, and 100-110km to counter the GWM claim of 120km. That’s without trying to drive efficiently, or doing anything different. And, here’s the kicker, we charge them on a regular powerpoint at home when they are on test with WhichCar by Wheels.

1

We can all agree that the Ford Ranger’s meagre claim of 49km – 30km in the real world for us on test – can’t match the capability of either Chinese-built competitor, but all three feature petrol engines, which act as both propulsion and generator, depending on what the system demands of them. That said, the Ranger – expensive as it is – will still get most of us to work and back without needing to charge in between and its petrol engine is the biggest of the three. Still, if you’re buying one PHEV dual-cab to do all things, the PHEV Ranger ain’t it, given its electric limitations.

For the majority of high-end, dual-cab owners, who live and drive in the city, don’t tow, or drive across the Nullarbor regularly, the BYD and GWM PHEVs represent the smartest way to get into a dual-cab right now. You’ll recall our recent story on the number of Aussies who do or don’t charge their PHEV regularly where I quoted the details from a mate of mine who owns a Cannon PHEV.

1

A close mate of mine owns a GWM Cannon Alpha PHEV and does a lot of long-distance work driving with it. Thankfully, he’s also pretty good at keeping records. Since he bought his PHEV, he’s just ticked past 21,000km, with 4500km in electric mode. Given the amount of long distance driving he does into off-road areas, that’s not a bad return.

Given he’s covered more than 20 per cent of his driving in pure-electric mode, you’d expect he could ratchet that right up if he didn’t have to head bush for work as often as he does. Even 50 per cent would be a good number, let alone the close to 100 per cent you could achieve if you spend most of your time in and around the city.

The real benefit though, is coming right now in the form of fuel prices, where diesel has been hit significantly harder than petrol. Not to mention the PHEV owner who can choose not to use fuel at all if they don’t want to. At a time where most of us would like to limit the amount of fuel we’re consuming, the fact that our transport, building and support industries need diesel as much as they do means driving a vehicle that doesn’t use diesel is a real bonus.

There’s no doubt though, that in our current situation, PHEV dual-cab owners who rely on petrol rather than diesel (when their battery is depleted) are having the last laugh. And, it’s a hearty laugh at that.

Modern vehicles are more connected than ever before, but that convenience comes with a growing cybersecurity risk. With cars now functioning much like smartphones on wheels, experts say it’s only a matter of time before cyber criminals turn greater attention to the automotive world.

Over the past decade, vehicles have rapidly evolved into highly digitised machines, often equipped with built-in internet connectivity, smartphone integration and over-the-air software updates. While these features enhance usability, they also introduce new vulnerabilities. As one industry expert explains, cars today are effectively “internet devices” – and that makes them potential targets.

The risks aren’t purely theoretical. Early research demonstrated that hackers could remotely access a vehicle’s electronic systems, even interfering with critical functions such as braking or engine operation. While real-world incidents remain rare, the potential consequences have driven tighter global regulations, including mandatory cybersecurity standards for new vehicles introduced in recent years.

1

A real-world example of how disruptive cyber attacks can be came with the ransomware hit on Jaguar Land Rover. The attack crippled the company’s IT systems, forcing a shutdown of production lines and delaying vehicle deliveries for weeks. Customers were left waiting longer for new cars, while servicing and parts supply were also impacted. The incident showed that even when vehicles themselves aren’t directly hacked, the wider automotive ecosystem – from manufacturing to aftersales – can be severely affected.

AutoExpress recently visited Hyundai Motor Group’s advanced technology facility in Frankfurt, Germany, where cybersecurity is treated as a core part of vehicle development. The site houses a dedicated laboratory focused on testing and strengthening digital defences across Hyundai, Kia and Genesis models.

1

The facility also plays a key role in developing over-the-air software updates, which allow manufacturers to fix vulnerabilities remotely. Hyundai engineers liken the current state of automotive cybersecurity to the early days of personal computers – before antivirus protection became standard – highlighting just how rapidly the threat landscape is evolving.

More commonly, however, the threat lies in data theft rather than dramatic vehicle takeovers. Modern infotainment systems often store sensitive personal information, including names, addresses and even payment details. This makes them an attractive target for cyber criminals seeking financial gain. In one recent case, attackers breached a third-party supplier linked to a major car brand, exposing customer data and highlighting the broader ecosystem risk.

Even everyday habits can create vulnerabilities. Studies have found that many used cars still contain personal data from previous owners, including phone contacts and navigation history. Failing to delete this information when selling a vehicle can leave drivers exposed to identity theft.

Looking ahead, the rise of semi-autonomous and fully autonomous vehicles could further increase the stakes. Many advanced systems rely on centralised data networks, meaning a single cyber attack could potentially disrupt entire fleets rather than just individual cars.

Despite these concerns, experts stress that large-scale attacks remain unlikely for now, largely because there is limited financial incentive compared to other forms of cybercrime. Still, the evolving nature of threats means vigilance is essential.

For drivers, simple precautions can make a significant difference: keep vehicle software updated, avoid unsecured Wi-Fi networks, use strong passwords and always wipe personal data before selling or returning a car. Treating your vehicle with the same cybersecurity awareness as your phone or laptop may soon become second nature.

Keeping your car safe

Turn off unused connections: Disable Bluetooth, Wi-Fi or in-car hotspots when not in use to reduce potential entry points for hackers.

Keep software updated: Regular updates (including over-the-air updates) help fix security vulnerabilities and keep your vehicle protected.

Be cautious with apps and devices: Only install trusted apps and be careful when plugging in USB drives or external devices.

Avoid public Wi-Fi networks: Unsecured or unknown networks can expose your car’s systems to cyber threats.

Use strong, unique passwords: Protect your connected services and apps with secure passwords, just like you would on your phone or laptop.

1

Protect your key: Store keys away from the car and consider using a Faraday pouch to block signal relay attacks.

Delete personal data before selling: Remove all stored information, including accounts, contacts and settings, before handing over a vehicle.

Clear navigation history: Stored locations can reveal personal routines and should be wiped.

Remove paired devices: Delete your phone and any Bluetooth connections to prevent access to contacts and call data.

Sign out of apps and services: Ensure streaming and connected service accounts (e.g. music or video apps) are logged out to protect personal and financial information.