Australia’s independent safety test body recently announced it would turn its testing sights on the full-size US trucks and other heavy vehicles that have become increasingly popular on Australian roads.
“We didn’t really know what the safety pedigree is like on these big utes,” ANCAP chief executive Carla Hoorweg told news.com.au. “They’re pretty new into the market.”
Hoorweg was referring to the revised testing protocols – to come into play in 2029 – which will test more closely the aspect of blind spots and what safety experts refer to as ‘direct vision’. That specifically looks at what the driver can see physically through the windows rather than what cameras and digital mirrors project.
The new rules will be developed in concert with Euro NCAP’s revised testing protocols, no surprise given the work ANCAP and Euro NCAP already do together, with the two bodies agreeing that improved visibility around a vehicle is key in reducing the likelihood of a serious crash.
Where the new testing gets interesting is that factors like thick A pillars, massive rear-view mirrors mounted up into the top of the windscreen or thick B and C pillars will also be penalised – something that isn’t just the malaise of full-size trucks. Plenty of smaller, compact vehicles, in all popular segments could do with improved visibility.
On one hand, the continued popularity of full-size trucks ensured that ANCAP would take a closer look at them and their standard features. It’s now a legitimate segment comprising RAM 1500, Chevrolet Silverado 1500, Ford F150 and Toyota Tundra, with RAM and Chevrolet also offering 2500 heavy-duty variants.
On the other hand, trucks of this size are an easy target and the narrative that they are ‘monster sized’ or ‘taking over the streets’ is patently untrue. RAM ticked past 30,000 sales in July 2025, a decade after it created the remanufactured to RHD segment in Australia, and even when you factor in the new entrants, and our 1.1 million or so vehicles sold every year over the past decade, the percentage of that total that are US trucks is small.
The ‘monster-sized’ argument overlooks the bloating of just about every other segment in the new-car market, of course, with electric vehicles like the Kia EV9 (below) weighing almost as much as a Ford F150. Would a pedestrian fare better being hit by a 1990 model small hatch? Or a 2026 model of the same segment?
Cars are obviously significantly safer now than they were, but it’s worth remembering the anti-US sentiment revolves around pedestrian safety. Further, the primary job of any new car is to keep the occupants within it safe, first and foremost.
Further, what passes as a ‘regular’ dual cab is now significantly larger than it was a decade ago,
and the likes of Nissan Patrol, Land Rover Defender, Range Rover, Toyota LandCruiser 300
Series, and even newcomers like the Denza B8 take up some serious real estate on the road.
Just because they are more visible, doesn’t necessarily justify the hysteria that’s often directed at
them. There’s little doubt we all want safer cars, but more safer features doesn’t always mean
safer either, which is why it’s incumbent upon the testing bodies to ensure the systems work, rather
than just being present.
Like their smaller dual-cab siblings, US truck popularity shows little sign of slowing down in this
market, but let’s park the hysteria and deal in the facts. It will be interesting to see how ANCAP’s
revised testing pans out in a few years.
First published in the November 1970 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.
The Tonsley Park engineering alchemists brewed up a Jekyll and Hyde personality for this test-tube groove-gadget that makes it a race-track winner as well as a fine family holiday coupe.
Chrysler scored with its Hardtop because it chose to build the beast on the VIP wheelbase – offering a different style, prestige and size alternative to the Monaro. Any reason for lack of expansive sales success must be sourced back at the variety in the range – and Chrysler’s Hardtop lacked options in the most important category of all – performance. You’ll recall GM bombed the market with Monaros for everyone from boy-racer to short-sighted, slow-witted retired businessmen. It cost them plenty in organisation and production line difficulty, but it paid pretty well down at the showroom end.
The Valiant Pacer Coupe/Hardtop/Two-Door (Chrysler still hasn’t given it a strong model identification), is the first real performance machine in the two-door body style. And it is a winner.
The car was released on August 5, but I picked up the test car more than two weeks before that. Since security obviously couldn’t be observed in a bright (Thar She) blue coupe with brilliant red stripes that ripped down the side and slashed over the boot, I headed off into the snow country to capture some deep contrasty colour – answering numerous enquiries from car fanatics (particularly Valiant owners) on the way.
It is 330 miles into the heart of the NSW snowfields from Sydney, and together with full road testing, track testing and general photography missions I logged over 1100 miles in the coupe before Chrysler sent in a Fleetways semi-trailer to collect it for the next test. The mileage was totally comprehensive covering the best and worst of every road condition you could ask or fear for.
It only takes a few miles behind the wheel to pick most of the car’s good and bad points. Seating and driver comfort is at the centre of the issue and raises some of the Coupe’s greatest anomalies. Chrysler says the seats (now with reduced tombstone squabs) have been lowered into the body in keeping with the car’s lines. Unfortunately the combination of low seat/high steering wheel is uncomfortable for every short driver we sat behind the wheel.
The seats also have relatively poor lateral support for high speed work, although the lap-sash safety belts improve the situation considerably. On the test car, they were regrettably the magnetic buckle type, which I don’t like because of their impositive locking system. However, the seats are firm and comfortable and don’t leave you with aches and pains over long distances. They are also well harmonised to the car’s spring rates and don’t set up body pitch that multiplies the suspension movement.
The instrumentation is aesthetically pleasing, but as Wheels has previously noted, functionally inadequate. Speedo and tacho are readily confused even after 1500 miles, and a simple dial colour identification, or red-band area for the tacho would silence criticism. The finicky half-circle horn ring operates a fine open road blaster that shifts stragglers and wanderers from yards off. Clutch position is a little disappointing because of its height (again for small drivers), but it is smooth and light. A pleasing note is the matt black treatment of dash areas and windscreen wipers as well as the optional bonnet panels.
The car is light to steer and the controls are easy to reach and operate. The dipswitch on the floor is still an iffy installation for high speed nightwork, but it controls an excellent pair of square headlamps. Windscreen washers are still the most efficient of the Big Three main-line product range.
With more time and faster mileage you rapidly discover the Valiant Coupe’s real pleasures. For a big car it handles remarkably well (ours had no Track Pack performance option) and can be pointed hard around the tightest corners with no tyre squeal. Apart from race track lapping, I found it virtually impossible to provoke any sort of protest from the rubber (Olympic GT radial, although I later tried a second car on Michelin XAS with identical results).
The throaty engine (the muffler system puts out a quiet burble) booms you up through the threespeed ratio range to easy 100mph-plus performance in short distances. I read 100 mph at the end of each Hardie-Ferodo Proving Ground short straight, which contributed largely towards the excellent lap times (51.6 seconds). Grabbing a whole bunch of revs gets the car off the line in a standing start with a full 30 yards of wheelspin, mobilising the car quickly and making 16.4 second standing quarter-mile times a comfortable reality. Zero to 60 mph comes up in 8.8 seconds and the car will make 90 mph well under 20 seconds – 18.9 seconds.
A Sure-Grip limited slip differential is Chrysler’s optional equipment and should cut the wheelspin. Unfortunately it has little other benefit on the Coupe Pacer, since oversteer and wheelspin control isn’t a great aspect of handling.
Around Oran Park, the car was very fast with effort and concentration. Race-type braking shows the faults in the car’s rear suspension layout as a downshift too early will Jock up the tail in a series of short, wild leaps that quickly send you off the end of the corner. At Oran, the car could be braked quite late at an indicated 100 mph, but the stoppers had to be used in ‘angel’ gear and second could only be pulled-in a few yards before starting the turn into the corner. From this viewpoint, non-power assist for the big discs was comforting, as it gave more progressive feel.
Power is optional, and women will probably need it, but the car still pulls up with relatively light pedal effort.
To break 60 seconds at Oran (59.5) I found a late-braking oversteer entry to the three major corners (CC, Robin Orlando and Energol) was essential. Aimed at the corner in oversteer the nose couldn’t be kept tight with lots of power loading the tail and keeping it floaty. Once the nose took over and the dreaded understeer set in, the car could only be got around by backing off and tightening up. Tyre pressures for successful fast lapping dropped from 45 all round to 45-38 (front/rear) without making the car a beast to handle. And the times are impressive – remember Falcon GT HOs and Monaro 350s up to 1969 vintage couldn’t break the minute in road test trim.
But most drivers will only want to explore the car’s road potential and they’ll mostly come back happy. The car was a delightful tourer and with the layback seats made an ideal sleeper for the co-pilot, keeping one team member always refreshed and ready for a driving stint during our long-distance
hikes. For summer conditions, the all-windows-down cockpit air conditioner is a marvellous exhilarant, and in winter and cold, the seals are tight enough to be draught and whistle-free.
Rear seat legroom is poor, and passengers there get uncomfortable on big mileages without breaks. The problem is a fairly steep rake to the roofline, and an enormous boot which encroaches forward into the passenger compartment.
Although striping generally tends to make a classy car look a bit ritzy, the Chrysler effort on the Pacer Coupe is acceptable to most tastes. It enhances the long lines of the car, emphasising the Dodge Charger-style sweeping panels and underlining most people’s impression of the car as a good looker. And don’t knock those stripes as being gaudy American – they’re basically a variation of the new Gordini stripes on the Renault 12.
I was rather disappointed to note Chrysler didn’t produce a special version of the Coupe for one of its two Bathurst class contenders, as the Coupe certainly looks far more impressive on the track and would have been popular with race fans. Although it weighs-in 80 or 90 lb heavier than the sedan in basic form a bit of simple lightweighting for the Bathurst cars could have eliminated the difference.
And that big Bathurst tank would have given the Coupe a far more acceptable cruising range – at our worst 16 mpg touring figure, the tank lasts only 240 miles, which isn’t good enough for Australian country motoring. At 19 mpg which is possible with lower top speeds and a gentle foot, the range looks a lot better.
Around town, using either first and third or second and third, you can bump fuel economy to better than 24 mpg and still keep ahead of the traffic. Using all three gears produces economy ranging from 16 mpg to a maximum 22 mpg.
The engine is willing and torquey – and isn’t visibly troubled by the slightly heavier Coupe body, recording identical acceleration times to the sedan. Unfortunately Chrysler still doesn’t officially quote horsepower figures, but the regular Pacer sedan and Pacer Coupe produce pretty close to the 185 bhp mark. The Coupe retails for $3178, making probably the best value in the range.
Moving up the scale, the special edition Pacer sedan produced for Class C with 200 bhp from a modified camshaft and better manifolding, sells for the same as the Coupe – $3178. The Class D car rates 50 bhp above the standard car for about 235 bhp – and you’ll buy it at $3358. The 245 four barrel (400 cfm Carter) is beefed from the crankshaft (including special vibration damper) to the top end (ram-type alloy inlet manifold, low-restriction air cleaner). It has shot-peened con rods. A twin-disc diaphragm spring clutch and 35 gallon fuel tank also identifies the Bathurst cars.
Under highly favourable conditions which slanted the watches in the Valiant’s favor (slight downhill, tailwind) the four barrel rattled off 15.6 second quarters with minimal startline wheelspin – that’s well down on the Coupe’s best of 16.4.
But the Coupe puts down its respectable times with litte apparent effort, and this is the most significant feature of the car’s open road behavior. Our snow country marathon was logged in well under 24 hours from departure to return, without straining the crew. For those who’d like to exploit the last few weeks of a great snow season left after this issue hits the bookstalls, here are some basic guidelines…
For new-boys, hire gear is the wisest move. It gives you the opportunity to find out whether you’ll enjoy skiing, without paying heavily for the privilege.
There are numerous top ski shops around, and many – like the Kosciusko Centre – have hire centres in both Sydney and the snowfields. We got our gear from Ski Sports Australia in the Strand Arcade, Sydney, because owner (Dave Roebuck) and manager (John Tuxford) are old motor racing men and have special deals for motoring enthusiasts. They’ll hire you everything from ski pants and parkas to skis and boots, although you’ll have to buy a few small items – gloves (from $1.80 pair), goggles (from $1.50 pair), balaclava (if you need it), ski wax and so on. Hire fees are nominal and put you in good equipment. Ideally you’ll bolt your skis on top with Pirelli racks, which you can buy or hire, and a set of chains to stow in the boot for emergencies is essential (any hire shop – Kennards in Sydney).
Sydney snow enthusiasts can head into the slopes through Canberra, Cooma and Jindabyne. Ideal starting place is the Perisher Valley (you can drive in for the day, or park below the snowline at Sawpit Creek for longer periods). You can get instruction on the spot, and the bottom of the main T-bars is a bare few minutes from the roadway. The car also needs anti-freeze (two quarts for the Pacer) which lasts 12 months if your radiator doesn’t use water. Alternatively, you can drain the engine and fill up to restart.
The Pacer Coupe handled ice-covered roads without chains provided it was driven sensibly. We drove up many of the access roads to chalets for photography and didn’t once stop the car. A simple rule is to keep the car moving gently, don’t brake – just use the gears – and try to stop the car where a downhill start is possible. With chains you can afford to be more daring, but it’s best to keep to real roads or hard packed snow-cat tracks.
For those who think Australian cars mightn’t be too well suited to cold conditions, the Pacer Coupe has all the answers. It fired at the first hint of the starter motor catching and provided heater warmth in a few minutes. Brakes worked instantly (never pull the handbrake on – you can freeze the linings to the drum) and the car could be driven out on evening ice at moderate speed without drama.
Having proved the Pacer Coupe out as a fully fledged snow-bird I’d rate it as a very versatile six cylinder prestige sporting wagon. After all, there aren’t too many $3000 cars that will give you class wins in Series Production racing one weekend, and top pose value in the snowfields the next.
Subaru Australia has confirmed that it will sell its third electric vehicle locally from mid-2026 with the new Uncharted small SUV. While pricing is yet to be announced, Subaru has confirmed that it will only sell the 252kW dual-motor version at launch, one of the company’s quickest-ever production cars. Twinned with the new Toyota C-HR+, the Uncharted will beat its twin to the Australian market by around 12 months.
Dubbed ‘SEV’ or ‘sport electric vehicle’, the Subaru Uncharted will arrive in Australia only in 252kW dual-motor all-wheel drive form at least initially, gifting it the ability to sprint to 100km/h in just 5.0 seconds. Subaru’s ‘symmetrical’ all-wheel drive system will be standard equipment, while its ground clearance is 211mm so it will have reasonable off-road ability like the ICE-powered Crosstrek already on sale.
A 74.7kWh CATL battery will be standard, giving the Uncharted a WLTP-rated range of 522km. It can charge at up to 150kW, with a 10 to 80 per cent DC fast charge time of around 30 minutes, but it can also be charged at up to 22kW on an AC charger.
The Uncharted will feature 1500W vehicle-to-load (V2L) functionality as well, allowing devices to be powered from the vehicle.
Full standard features are yet to be confirmed, but Subaru has announced available features such as 20-inch alloy wheels, LED exterior lighting, a 14-inch touchscreen with wireless Apple CarPlay and Android Auto, dual wireless phone chargers and Subaru’s full suite of active safety features like adaptive cruise control, blind-spot monitoring, driver attention monitoring and 360-degree camera.
Subaru Australia will confirm local pricing and specifications for the new Uncharted ahead of its mid-2026 local launch.
Those of you reading this who are bang up to date with the technical workings of your PHEV might find this hard to believe, but WhichCar by Wheels is still regularly asked how the different hybrid systems work, what they actually mean, and whether a PHEV is, in fact, an electric vehicle at all. If you own a PHEV and you charge it every day, you’re already well aware of the benefits, but if you have just bought a PHEV – or are considering buying one – understanding how they work is important.
Firstly, PHEVs have shifted subtly and it’s something that was always going to happen as the
technology was refined. The first iterations had very short electric driving ranges, sometimes as low as 30km, and once the battery was drained, that’s it, you were driving and ICE vehicle once more. Your vehicle reverted to regular petrol power, often using more than an equivalent non-PHEV version.
However, two things have changed with the advancement of technology. One is the distance you can travel on electric power, and the other is what the system does when the battery starts to discharge. In the case of the wildly popular dual-cab segment, the BYD Shark 6 and GWM Cannon Alpha PHEV claim 100km and 120km pure electric range respectively. In the real world, that equates to 85km-90km for the Shark 6 and 100km-110km for the Cannon Alpha.
The second big change we’ve seen from the likes of Chery is what the system does with the battery. Rather than run it dead and then revert to petrol power, Chery’s Super Hybrid system will run the battery down to 25 per cent and then keep that in reserve, with the petrol engine acting as a generator and the powertrain still delivering the benefits of an electric vehicle.
Combine those two factors, and there’s no surprise as to why PHEVs are now as popular as they are. Data still claims that the average Aussie covers comfortably less than 50km each day commuting, meaning you’ll have more than enough charge on board to get to and from work without using a drop of petrol.
But charging remains the key. And the October 2025 study by the ABC is as alarming as it is surprising. Because if you own a PHEV and you’re not charging it whenever you can, you’re simply not making the most of it. Thanks to the smaller battery pack, compared to a full-EV, you don’t even need any expensive charging infrastructure, either. A PHEV can be charged overnight at home via a regular wall socket.
The exclusive data given to the ABC (out of Europe) showed just how low charging rates are for PHEVs, with employees driving company-provided PHEVs the least likely to recharge. Many of them use EV-mode as little as 20 percent of the time. Sure, they aren’t paying for the fuel, but I’d still be wanting to use as little as I could, if I had the option.
The EV Council of Australia told the ABC that Australians are, in the main, more likely to charge their PHEV more often than their European counterparts. “Australians predominantly drive their PHEVs in EV mode and charge them regularly,” EV Council CEO Julie Delvecchio told the ABC.
The EV Council’s online survey of 625 private PHEV owners found most plugged in every night, and on average, drove in EV-mode for about 65 per cent of the trip.
BYD told the ABC, though, that odometer data obtained through servicing showed that PHEVs were driven in EV mode about 50 percent of the time. Australians – broadly speaking – have better and easier access to charging at home than those in Europe, which could go part of the way to explaining why we charge more often. The counter though, is significantly more extensive public charging infrastructure in Europe.
A close mate of mine owns a GWM Cannon Alpha PHEV and does a lot of long-distance work in 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. But – and this is the kicker – he charges it whenever he can, wherever he can.
The message, then, is clear. If you own a PHEV, you already own an EV. And, you don’t need expensive fast chargers or public charging infrastructure to top it up. So, make sure you plug it in at home overnight, and if you cover the type of distance most of us do, you’ll breeze through any petrol shortage.
MG Motor Australia has announced local pricing and initial specifications for the new MG4 EV Urban, which goes on sale on April 1. Priced from just $31,990 driveaway for the entry-level model, the MG4 EV Urban is the second-cheapest electric vehicle in Australia – above the $23,990 plus on-road costs price of the BYD Atto 1, but cheaper than BYD’s larger Dolphin sibling once on-road costs are included.
Differentiated from the other MG4 that’s been on the market since 2023 thanks to its roomier cabin and comfort focus, the MG4 EV Urban will offered with two battery sizes (43kWh or 54kWh). The claimed driving range for the lower-spec MG4 EV Urban Essence 43 is 316km, with the larger battery of the Essence 54 offering 405km. A 150kW DC fast charging ability gives a 10-80 per cent charge in a claimed 30 minutes, according to MG.
The Essence 43 uses a 110kW/250Nm front-mounted electric motor, with the 54 using a slightly more powerful 118kW motor instead. The 43 weighs 1460kg and the 54 1520km (both tare mass) and measures 4395mm long, 1842mm wide, 1549mm tall and rides on a 2750mm long wheelbase. The Urban’s boot measures 382 litres with the rear seats up and 1266 litres with them folded, plus a 98 litre under-floor storage area.
There’s no word just yet if the new semi-solid-state battery that will be available in European-spec MG4 EV Urbans later in 2026 will make it to Australia.
The MG4 EV Urban features MG’s new “6‑in‑1” electric drive system, which is a new front wheel drive architecture that brings together multiple components into a single compact unit. According to MG, the design reduces overall system weight and increases passenger and luggage space by 20 per cent compared with the regular MG4.
Standard features for the MG4 EV Urban Essence 43 include 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, a 12.8-inch touchscreen with live services, wireless Apple CarPlay and Android Auto, three USB-C charging ports and safety features like seven airbags, autonomous emergency braking, adaptive cruise control, lane keeping assistance, driver attention monitoring, blind-spot monitoring, rear cross-traffic alert, auto high beam and a 360-degree camera.
The MG4 EV Urban will be available to test drive and order from MG dealerships from April 1, and will also be showcased at the upcoming Melbourne Motor Show from April 10-12.
The GWM Ora range is set to expand in Australia, with the Chinese brand’s electric Ora 5 small SUV already all-but confirmed to join the local line-up in the middle of this year.
But that could be bolstered further if GWM’s local arm decides to bring in the new Ora 5 hybrid (HEV) which made its debut at the Bangkok motor show in Thailand earlier this week.
While there has been no confirmation the hybrid variants will make its way to Australia, any such move would make sense, given the current demand in Australia for HEVs of all shapes and sizes.
A small SUV, the GWM Ora 5 HEV would go toe-to-toe with hybrid variants of Toyota Corolla Cross, Chery Tiggo 4 and fellow GWM stablemate, Haval Jolion.
Powering the Ora 5 HEV is a 1.5-litre turbo-petrol paired with a single electric motor producing a combined 164kW and a healthy 476Nm. GWM claims a fuel consumption figure of around 4.3L/100km.
The battery-electric Ora 5 is powered by a single electric motor driving the front wheels good for 150kW and 260Nm. A 58.3kWh lithium-ion battery pack provides a claimed 520km of range, based on the more lenient NEDC laboratory testing cycle.
Pricing is yet to be confirmed by the Australian arm of GWM, however it’s likely to cost more than the GWM Ora electric hatchback which is currently priced from $35,990 drive-away.
The GWM Ora 5 EV will trade sales blows with BYD Atto 2, Chery E5 and Leapmotor B10. All are priced under $40,000.
Toyota chairman Akio Toyoda has told journalists more than once in the last few years that he wanted a return of what he calls the manufacturer’s ‘three brothers’ – Supra (main), Celica and MR2. Now we know that the Celica is ready to make a comeback.
Autocar has now reported that Toyota will consider a 2.0-litre hybrid powertrain for it’s highly anticipated Celica reboot, with the British outlet also reporting it is likely to be called Celica Sport. Whichcar by Wheels first reported the return of the Celica nameplate in November 2024, when Toyoda told journalists at Rally Japan, “I’m not sure if it’s ok to say this in a public forum, but we’re doing the Celica!”
Earlier in March 2026 what appeared to be the new sports coupe was spotted in shakedown testing in Portugal ahead of the 2027 World Rally Championship. Now Autocar has been told of the likely naming convention, while Toyota has confirmed that it will be AWD.
Gazoo Racing marketing manager Mikio Hayashi told the outlet that the powertrain is taking shape.
“The displacement of 1.6 litres, used in the GR Yaris, for example, cannot meet emission regulations,” he said. “So we have to consider the possibility of a 2.0-litre.”
More detail on the engine wasn’t offered, more the timeframe it is likely to follow. “We are thinking about various sizes, but we are not at a stage where we can tell you exactly what size it is. Nothing has been decided yet about whether it will be a standard hybrid or a plug-in hybrid,” Hayashi said. “We are continuing to develop that (the drivetrain), and we have high expectations,” he said. “We cannot point to a timeline, but we can say we are making steady progress.”
Previous reports have suggested that Toyota would have to move to a new hybrid powertrain for GR models in order to allow them to sell in markets with increasingly strict emissions regulations.
That is likely to take the form of a new, turbocharged four-cylinder engine, with hybrid technology, that could also find it’s way into the GR Yaris or Corolla, in order to make those two cars feasible in markets where the current powertrain doesn’t meet emissions.
At the recent unveiling of two significantly important models for the brand – the new CX-5 and CX-6e – Mazda Australia Managing Director, Vinesh Bhindi, conceded he would have loved to be launching a hybrid CX-5 to go head-to-head with the segment heavyweights, but any hybrid version of Mazda’s popular medium-SUV must remain faithful to brand DNA.
“Look, we would love to have a hybrid today, and to talk to you about it,” Bhindi told Wheels. “But what was on the table as an option, and I think for Australia (and many other markets), we felt like Mazda needs to create a Mazda hybrid system that will deliver the Mazda feeling.”
Given the choice, Bhindi told Wheels, there was no deliberation. “That’s what we chose,” he said. “A lot of people feel and have said that (a hybrid system for Mazda) could be plug-and-play, that you buy it off someone who’s got one and hope for the best; just do whatever you can in terms of tuning it right.”
The Japanese manufacturer isn’t opposed to platform-sharing, evidenced by its upcoming 6e electric sedan and CX-6e electric SUV (above), both sourced from partner manufacturers in China. However, Mazda has decided to go it alone, in regard to a hybridised version of its CX-5.
“What our engineers said, what they said they can do with it, and how they could dial it in, that delivers the unique Mazda driving feel,” Bhindi said. “And I’ve driven the prototype. They are onto something special, and with the car we are talking about, the CX-5, that’s the right car to have that technology.
“In the meantime, we’ve still got all of these other hybrid technologies on offer, for that same customer. It may not be in a CX-5 today, but it’s in a similar size, price and value packaging, when it comes to our inline six and our plug-in hybrids and now CX-6e.”
Record high fuel prices and supply issues caused by the Trump administration starting a war with Iran have many of us considering more efficient vehicles, but what if an EV isn’t for you? You aren’t alone –regularly charging is still an issue for many of us, and most EVs aren’t exactly cheap to buy either. Thankfully, there are also now plenty of hybrid options in the Australian new car market that will still save you a lot of fuel and cash at the bowser. Here’s the WhichCar by Wheels guide to the 10 cheapest hybrids on sale right now:
1) MG 3 Hybrid+: From $27,990 plus on-road costs
Drivetrain: 1.5-litre four-cylinder hybrid, 155kW, three-speed auto, front-wheel drive
Combined fuel economy: 4.3L/100km
If you’re searching for Australia’s cheapest full hybrid (not mild-hybrid) car, the MG 3 Hybrid+ is your choice. Priced from $27,990 plus on-road costs or $28,990 driveaway nationally, the MG 3 uses a punchy 1.5-litre hybrid system that’s capable of just 4.3L/100km on the combined cycle. The second-generation MG 3 is also far more technologically advanced, better to drive and more practical than the car it replaced but, we should note, more expensive, too.
2) Toyota Yaris: From $28,990 +ORC
Drivetrain: 1.5-litre three-cylinder hybrid, 85kW, eCVT, front-wheel drive
Combined fuel economy: 3.3L/100km
While the MG 3 is Australia’s cheapest hybrid car, it’s not the most efficient. That is the Toyota Yaris, which uses a 1.5-litre three-cylinder hybrid system making a reasonable 85kW of power and its claimed combined fuel consumption is just 3.3L/100km. The Yaris is also good to drive, well equipped with safety features and reasonably practical as well.
3) Chery Tiggo 4 Hybrid: From $29,990 driveaway
Drivetrain: 1.5-litre four-cylinder hybrid, 150kW, eCVT, front-wheel drive
Combined fuel economy: 5.4L/100km
If you’re seeking Australia’s cheapest hybrid SUV, the Chery Tiggo 4 Hybrid is the car to buy. Using a powerful 150kW 1.5-litre hybrid system, the Tiggo 4 returns a combined fuel consumption figure of 5.4L/100km, which looks high in this company but it’s still low judged other options in this segment. Regardless of what fuels it, the Tiggo 4 is a great all-rounder in the small SUV part of the market.
4) MG ZS Hybrid+: From $30,990 driveaway
Drivetrain: 1.5-litre four-cylinder hybrid, 155kW, three-speed auto, front-wheel drive
Combined fuel economy: 4.7L/100km
The MG ZS Hybrid+ is one of the cheapest hybrids you can buy but it’s also one of the best, awarded Wheels Best Small SUV for 2025. Priced from $30,990 driveaway, even the entry-level Excite is well equipped. Under the bonnet is a powerful 155kW 1.5-litre hybrid system that is capable of just 4.7L/100km combined fuel consumption, which is impressively low. In addition, the ZS Hybrid+ is practical, good to drive and covered by a long warranty.
5) Toyota Yaris Cross: From $31,790 +ORC
Drivetrain: 1.5-litre three-cylinder hybrid, 85kW, eCVT, front- or all-wheel drive
Combined fuel economy: 3.8L/100km (2WD), 4.0L/100km (AWD)
Take what we know about the Yaris hatchback and apply it to a taller, higher-riding small SUV and you get the Yaris Cross. Using the same 85kW 1.5-litre hybrid drivetrain to use slightly more fuel at 3.8L/100km (hardly a gas guzzler then), the Yaris Cross is the most fuel efficient non-PHEV/EV SUV in Australia. It’s also reasonably practical with a big boot, good to drive and cheap to service.
6) Toyota Corolla: From $32,110 +ORC
Drivetrain: 1.8-litre four-cylinder hybrid, 103kW, eCVT, front-wheel drive
Combined fuel economy: 3.9L/100km (sedan), 4.0L/100km (hatch)
Yet another hybrid Toyota on this list, the Corolla has long been one of the most popular hybrid cars in Australia. It’s great to drive and reasonably punchy, making 103kW of power, yet offers fuel efficiency of just 3.9L/100km for the sedan and 4.0L/100km for the hatchback. The Corolla’s cabin is good quality as well, and while the hatchback isn’t the most practical, the sedan is able to carry more stuff thanks to its large boot and roomier rear seat.
7) GWM Haval Jolion Hybrid: From $32,990 driveaway
Drivetrain: 1.5-litre four-cylinder hybrid, 140kW, DHT, front-wheel drive
Combined fuel economy: 5.1L/100km
The GWM Haval Jolion is one of the most popular small SUVs on the new car market thanks to its great practicality and value for money. But it also offers an efficient and peppy hybrid system capable of just 5.1L/100km, which is a big improvement on the petrol Jolion’s 7.8L/100km rating. Adding to the Jolion’s value equation is its strong aftersales program with a long seven-year warranty and cheap capped price servicing.
8) Hyundai i30 Sedan hybrid: From $33,250 +ORC
Drivetrain: 1.6-litre four-cylinder hybrid, 104kW, six-speed dual-clutch, front-wheel drive
Combined fuel economy: 3.9L/100km
The Hyundai i30 Sedan hybrid proves that you don’t need an SUV for a practical family car, and it also happens to be one of the cheapest hybrids on offer in Australia. Prices start at just $33,250 +ORC, which is less than the Kona hybrid small SUV, and it’s also very fuel efficient, rated at just 3.9L/100km. The i30 Sedan is also very roomy for a small sedan and well equipped across the range.
9) BYD Sealion 5: From $33,990 +ORC
Drivetrain: 1.5-litre four-cylinder plug-in hybrid, 156kW, DHT, 2WD
Battery size, electric range: 12.9kWh or 18.3kWh, 71-100km (NEDC)
Combined fuel economy: 1.2-1.3L/100km (full charge), 4.5-4.6L/100km (low charge)
The BYD Sealion 5 is new to the Australian market but brought impressive stats, like a low $33,990 +ORC starting price, an efficient plug-in hybrid drivetrain with up to 100km of electric driving range (or much further than the average commute in Australia) and a practical mid-size SUV body. The Sealion 5 is also well equipped and offers a decent 156kW of power. It currently holds the title of Australia’s cheapest plug-in hybrid which in itself makes it worthy of consideration.
10) Chery Tiggo 7 Super Hybrid: From $34,990 driveaway
Drivetrain: 1.5-litre four-cylinder turbocharged plug-in hybrid, 255kW, DHT, 2WD
Battery size, electric range: 18.4kWh, 93km (NEDC)
Combined fuel economy: 1.4L/100km (fully charged)
Rounding out the top 10 cheapest hybrids on sale in Australia is the Chery Tiggo 7 Super Hybrid, which is priced at just $34,990 driveaway. Before the BYD Sealion 5 arrived, it was the cheapest plug-in hybrid on offer locally. Its 93km electric range is healthy, regardless of the price. The Tiggo 7 is also practical and well equipped for a small-medium SUV.
What other hybrids can you buy for under $40,000?
- Hyundai Kona Hybrid: From $36,950 +ORC
- Toyota Corolla Cross: From $37,440 +ORC
- Geely Starray EM-i: From $37,490 +ORC
- Honda HR-V: From $39,900 driveaway
- Toyota Camry: From $39,990 +ORC
- MG HS Hybrid+: From $37,990
- GWM Haval H6 Hybrid: From $36,990 (nationwide special)
If the ongoing conflict in the Middle East has taught us anything, it’s just how dependent Australia – and the rest of the world – is on a secure and uninterrupted supply of petrol and diesel products.
But amid growing concerns that prolonged conflict could see our fuel reserves slow to a trickle and eventually dry up, more and more Australians are looking to electric vehicles to fulfill their motoring needs.
According to various data, including from Google, traffic search for used EVs in Australia has increased 278 per cent since the conflict began on February 28 while some reports suggest that searches for ‘affordable electric vehicles’ has increased 5000 per cent.
While new car sales data for March won’t be released for another two weeks or so, it will be interesting to see how that increased search traffic has translated into motorists’ purchasing decisions.
But the increase in interest in EVs raises more questions, the biggest one surrounding Australia’s EV charging infrastructure and whether it can support the projected surge in sales.
Exact numbers are hard to come by, but the most recent data available suggests there has been strong growth in the availability of public charging sites.
According to industry lobby group, the Electric Vehicle Council (EVC) – which provides the most recent data available – Australia’s charging infrastructure grew by 22 per cent in the first half of 2025. Locations of fast- and ultra-fast charging stations grew to 1272 sites and 4192 plugs nationally. The EVC defines a DC fast-charger as delivering 25-99kW and ultra-fast charging as 100kW+.
Additionally, there are thousands of uncounted AC public chargers scattered around the nation, found in places like shopping centres, hotel and motel car parks, and kerbside locations.
With the most recent data now nine months old, it’s reasonable to suggest that more locations and additional plugs have since been installed and made available for drivers of EVs across Australia.
But is that enough to support a segment that, in normal times, represented around eight per cent of the new car market? And what about now, where early indications are that sales of EVs are likely to accelerate to unprecedented levels as Australians look for ways to minimise the cost of living impacts brought on by the Middle East conflict?
While the growth in charging locations is encouraging, the EVC insists more work is needed to ensure Australians have ready access to reliable chargers to keep up with the growth in EV sales.
With most of Australia’s current EV infrastructure centred around capital cities, vast tracts of rural and inland Australia have been deemed “charging deserts” due to their lack of suitable charging options.
The federal government is doing its part with the Driving the Nation Fund which aims “to deliver a ‘backbone’ national EV charging network. There will be over 100 EV charging stations on key highway routes across Australia at an average interval of 150kms, connecting all capital cities”.
Similarly, various state governments are working in partnership with charging infrastructure providers to fast-track the installation and operation of chargers in their jurisdictions.
But while these measures are commendable, research conducted by Deloitte Australia suggests that it’s not enough. According to its January 2024 report, EV Charging Infrastructure: The Next Frontier, the uptake of electric vehicles will continue to grow reaching 43 per cent market share by 2033. That presents even greater challenges, according to the report: “To meet the projected demand for EV public charging, we will need to build eight new public EV chargers every day from now until 2033, on average.”
Deloitte’s report adds: “The rapid transition of the transport fleet from internal-combustion-engine (ICE) vehicles to EVs will dramatically increase demand for EV charging, with the total energy demand from EVs forecast to reach 3570 GWh per year by 2033.
“While the majority of charging in Australia is expected to occur in private homes, a significant proportion of EV users will be heavily reliant on public chargers. To service this demand, 27,500 new public EV chargers will be required by 2033, an eight-fold increase on current public charging capacity.”
Those are sobering numbers, even before the current conflagration in the Middle East is taken into account.
Certainly, the nation’s petrol stations, of which there are currently an estimated 6600-7000 comprising tens of thousands of individual pumps, aren’t in danger of being replaced just yet.
