Initially revealed in October 2025, the upgraded 2026 Polestar 3 is now available to order in Australia ahead of deliveries commencing in July. Priced from $116,700 plus on-road costs, the 3 now starts at $1720 less than before, but includes important upgrades like a new 800-volt architecture for faster charging and more standard equipment.

Thanks to the new 800V architecture, the Polestar 3 can charge 100kW faster at 350kW (dual motor variants), which has improved the 10-80 per cent charge time by 25 per cent to a claimed 22 minutes. A new 250kW/480Nm (+25kW/-10Nm) rear-mounted motor is now fitted to all variants, and all-wheel drive models can now automatically disconnect their front motors to improve efficiency.

The previously optional $9000 Plus Pack is now standard across the Polestar 3 range, adding standard equipment such as a head-up display, an acoustic rear windscreen, Bowers & Wilkins audio with speakers in the front headrests, active noise cancellation, electric steering column adjustment, soft-close doors and a foldable boot floor with luggage hooks.

4

The 3’s infotainment system has also seen a big upgrade, thanks to a new Nvidia Drive AGX Orin processor that replaces the previous Xavier unit, which has increased computing power from 30 to 254 trillion operations per second. According to Polestar, that move has increased computing power more than eight times and “enables faster, more intelligent management of active safety systems, battery performance, and sensor data”.

Current Polestar 3 owners will be able to upgrade to the new processor free of charge, with the company already contacting owners to organise fitment.

Polestar has also revised the line-up for the 3, with the Rear motor now the new entry-level model. It uses a smaller 92kWh battery (down from 106kWh) so its WLTP range has fallen by 96km to 604km, but it’s now lighter and quicker as a result with a 6.5-second 0-100km/h time a reduction of 1.3 seconds on the previous model.

Above the Rear Motor sits the Dual Motor, which uses a larger 106kW battery for a claimed WLTP range of 635km (+25km) and now makes 400kW of power and 700Nm of torque (+40kW, -100Nm) for a claimed 4.5 second 0-100km/h sprint time, which is 0.5 seconds less than before.

4

At the top of the range continues to be the Performance, which uses a 500kW/870Nm (+120kW/-40Nm) dual-motor set up paired to the same 106kW battery as the Dual Motor for a claimed 593km range (+33km). It hits 100km/h in just 3.9 seconds, which is 0.8 seconds less than before, and has also seen revised anti-roll bars and remapped steering.

Finally, the 2026 Polestar 3 range introduces two new colours: Storm (a dark grey metallic that replaces Thunder) and Krypton (a new green metallic). There are also new interior colour options: ‘MicroTech’ in Nebula (a soft green with repurposed aluminium trim) and Nappa leather in Dune (a sandy colour with black ash trim). The standard interior option is black ‘MicroTech’ with repurposed aluminium trim.

2026 Polestar 3 pricing (excluding on-road costs):

2026 Polestar 3 options:

• Climate pack (heated steering wheel, heated rear seats, heated front wiper blades: $1200 
• Charcoal wool upholstery with repurposed aluminium trim: $1200 
• Quilted ‘MicroTech’ upholstery with repurposed aluminium deco: $900 
• ‘Bridge of Weir’ nappa leather seats in black, beige or white with black ash deco: $6500-$7200 
• 21-inch wheels: $1900 
• 22-inch wheels: $3800 
• Active air suspension (standard on Dual motor Performance): $3200 
• 1.3-megapixel HD LED headlights: $3000 
• Fully automatic electric towbar: $2900 
• Privacy rear window glass: $700 
• Electrochromic glass roof: $2800 
• Premium paint: $2000-$3200

The upgraded Polestar 3 is now on available to order in Australia ahead of the first deliveries in July.

The latest new car sales data from the Federal Chamber of Automotive Industries (FCAI) highlights a worrying trend for some of Japan’s most popular car brands in Australia.

The FCAI’s February data shows that all but two Japanese brands have posted double-digit percentage losses over the first two months of 2026 when compared with the same period last year, including some of Japan’s heavyweight automakers.

Nissan has recorded the biggest drop of the Japanese brands so far in 2026, down 44.7 per cent compared with the same time last year. Nissan Australia has sold 3464 vehicles in the first two months of 2026. This time last year, it had sold 6594 new vehicles.

1

Nissan’s poor result came on the back of market share losses for its three biggest sellers – its Qashqai small SUV (down 78 per cent), X-Trail medium SUV (down 49.4 per cent), and Navara dual-cab ute (down 35 per cent). There is some light on the horizon, however, with the imminent arrival of all-new Navara and Qashqai in local showrooms that should see a sales boost for the struggling brand.

Mazda, another powerhouse brand, has reported sales of 14,734 vehicles to start the year, a 13.9 per cent drop compared against last year when it reported 17,119 new car sales. The Mazda3 has taken a big hit in the first two months of 2026, down 34.7 per cent while sales of its popular city-sized crossover SUV, the CX-3, are down 25.3 per cent in the face of stiff competition from a host of challenger brands, mainly from China.

In good news for Mazda, its best-selling CX-5 medium SUV posted strong gains – up 15.4 per cent – despite the expected arrival of an all-new third-generation in July this year which should see a further boost.

1

Toyota hasn’t been immune from the sales slump either, the Japanese juggernaut down 25.1 per cent year-on-year. But that slide is set to be reversed with the imminent arrival of an all-new Toyota RAV4 into dealerships in the first quarter of 2026. RAV4 was the world’s best-selling car in 2025, with sales of over one million and it’s conceivable the launch of the new model could see it rocket to the top of the Australian new car sales charts.

The downward trend has affected just about every Japanese brand in Australia: Lexus is down 15.6 per cent, Mitsubishi down 22.9 per cent, Subaru down 22.4 per cent and Suzuki down 32.5 per cent.

Only Honda (up 7.6 per cent) and Isuzu (up 12.6 per cent) recorded growth year-on-year. Surprisingly, Isuzu’s positive result comes off the back of a 61.6 per cent increase in sales of its MU-X SUV, one of just two models the brand offers in Australia. Sales of its D-Max dual-cab ute are down 3.1 per cent.

1

Honda’s trio of SUVs – CR-V, HR-V and ZR-V – led the brand’s positive result over the first two months of 2026, sales up 14.7, 11.1 and 6.8 per cent respectively. Only its two ‘traditional’ passenger cars remained in the red, the Civic hatchback down 31.8 per cent, and Accord medium sedan down 57.1 per cent.

So why are Japanese car brands haemorrhaging sales? The single biggest factor remains the influx of new challenger brands from China, which continue to offer a broad portfolio of vehicles across multiple segments that offer previously unaffordable levels of standard equipment at prices that are significantly under-cutting rivals. 

A matter of timing is also a factor, with at least three models – RAV4, CX-5 and Navara – that have traditionally been top-10 sellers in Australia all currently in run-out as dealerships await deliveries of all-new generations over the coming weeks and months. Toyota and Mazda certainly, are well-placed to reverse their respective downward trends while Nissan’s Navara shoulders a heavy 44.7 per cent burden as the brand looks to claw back ground from its rivals.

It might seem like we’re a bit late to the party but it’s taken this long for BMW to hand out the keys to what is its most aggressive M4 variant of the current G82 generation yet – the BMW M4 CS.

Launched globally in 2023, Australia had to wait until the end of 2024 and into 2025 before we could get our hands on the limited-run M4 Competition Sport. Even then, just 50 cars were allocated for our southern outpost.

Now though, BMW has released the hounds and tossed us the keys to not only its fiercest M4 currently available, but also the gates to Bathurst’s iconic Mt Panorama circuit for some unfettered wheel-time to see what the CS is capable of.

3

First a refresher. For $254,900 plus on-road costs (some $63,000 more than the M4 Competition and over 80 grand more than the ‘regular’ M4), buyers score the full catalogue of M Division’s CS performance goodies.

The S58 twin-turbo 3.0-litre inline-six makes 405kW and 650Nm, up 15kW over the M4 Competition and a generous 37kW and 100Nm over regular M4. It’s mated to a ZF-sourced eight-speed torque converter automatic transmitting outputs to all four wheels via BMW’s xDrive all-wheel drive system. That combination results in a 0-100km/h claim of 3.4 seconds while 0-200km/h is dispatched in a staggering 11.1 seconds.

It’s a blistering turn of speed, one evident the moment you exit Mount Panorama’s pitlane and stomp on the gas for the long, long drag up Mountain Straight. There’s an urgency to the way the CS reacts, snarling and growling angrily as the speedo runs through the numbers at an unnerving rate.

3

The M4 CS is, on paper, the quickest of the three CS models BMW rolled out at Mount Panorama on this day, both to the benchmark 100km/h but also, more tellingly, to the 200km/h mark. And yet, despite its ferocious turn of speed, the M4 in this incarnation feels settled and composed, like there’s more – much more – to give.

Spring rates have been stiffened – by 3 per cent up front and 5 per cent at the rear – along with CS-specific tuning and calibration for the dampers and anti-roll bars. That fettling is keenly felt through some of Mount Panorama’s more challenging sections such as The Cutting and the downhill Esses into the Dipper where the 4.8m long coupe remains beautifully balanced through changes of direction.

Rear-wheel bias (it can be forced into pure RWD for those brave enough) has been engineered into the M4 CS’s all-wheel drive system, resulting in a car with a little more tactility during cornering than just about anything with a friendlier 50:50 front-to-rear-bias. The panacea here is that should you get a little too greedy with the throttle, the CS’s stability control will intervene, feeding more torque to the front wheels, ensuring the M4 doesn’t stray too far off line.

5

It breeds confidence from behind the wheel, allowing you to exploit the CS’s abilities further with each successive lap. Tuck the nose in sharply and the CS responds with composure, the rumble of ripple strip evoking ASMR by the shovel-load.

It’s a big part of the M4 CS’s appeal, that ability to flatter even the meekest of drivers looking to shed their cardigan and play race car driver for a day.

Certainly, that’s how I felt as the speedo nudged a scarcely believable 270km/h down Conrod Straight, each successive tug on the carbon-fibre paddle-shifters emitting an explosion of sound, matched gutturally by grin-inducing burbles on downshifts.

The brakes too, standard-fit steelies on our test car (carbon-ceramics are optional, a snip(!) at $19,000), were immense, pulling the 1755kg coupe up in a predictable and entirely controllable manner. No squirming here, just a dip of the nose that tucks into the corner politely before you power through the exit, clipping the next ripple strip just because you can.

3

And that’s the thing about the M4 CS, and really, the broader CS range, cars that flatter the driver, allowing you to exploit more performance on the track than you believed you were capable of.

It’s a rare thing that a car engineered with at least one eye firmly on the race track can offer such a confident experience from behind the wheel, it’s rarer still when that confidence can make you feel like a superstar. By that measure, the BMW M4 CS has succeeded.

Specs

The recently launched Denza B5 and B8 off-roaders have taken on and passed a tough Australian off-road test with flying colours: the famously challenging Beer O’Clock Hill in Queensland’s The Springs 4×4 Park.

The feat was completed as part of BYD and Denza Australia’s commitment to improving and fine-tuning its vehicles to meet Australia’s unique and demanding conditions. In this case: steep and slippery low-speed off-road terrain.

The Denza B5 Leopard and B8 six-seater completed the trials with standard factory-fitted ‘DiSus-P’ suspension. The only performance modifications were the fitment of Mickey Thompson Baja Boss All-Terrain 275/55 R20 tyres and software adjustment for traction, torque and throttle calibrations.

4

The B5 Leopard was also fitted with a prototype aluminium frontal protection kit and roof rack, both of which Denza will soon introduce as part of a range of OEM-approved off-road accessories.

With both Mountain and Crawl modes activated, front and rear mechanical differentials locked and low-range engaged, both Denza vehicles ascended the 100-metre climb – which has a 55-degree slope (142.8 per cent grade) at its steepest point without stopping.

According to Denza, data from the hardcore evaluation will now be shared with Denza research and development teams in China for validation, with new off-road enhancements to be offered to all B5 and B8 Australian customers via over-the-air (OTA) updates.

Short for “[H]igh-riding [R]evolutionary [V]ehicle”, the Honda HR-V was actually one of the first small SUVs on the Australian market when it debuted in 1999. That HR-V was arguably ahead of its time as SUVs were tiny in comparison with today, but the spirit of the original carries over to the third-generation model you see here. Small SUV competition is much stronger in 2026, so should the HR-V be on your test drive list?

How much does the HR-V cost to buy?

Australians are offered three models in the HR-V range, with the entry-level petrol Vi X kicking things off at $32,900 driveaway. Above that sits the mid-spec e:HEV X ($39,900 driveaway) and the top-spec e:HEV L ($42,900 driveaway), with all three variants well equipped.

Kit on the Vi X includes 18-inch alloy wheels, automatic LED exterior lighting, keyless entry with push button start, a 9.0-inch touchscreen, live services, sat-nav, wired Android Auto and wireless/wired Apple CarPlay and the Honda Sensing suite of active safety features such as autonomous emergency braking, adaptive cruise control, traffic jam assist and auto high beam.

4

The hybrid HR-Vs are far better equipped than the petrol model, easily justifying the extra outlay in our opinion. Important safety features like blind-spot monitoring and rear cross-traffic alert are added, as are features like adaptive high beam, part synthetic leather/cloth trim and heated front seats in the e:HEV X, and the upper-spec e:HEV L further adding dual-zone climate control with rear vents, an electric tailgate and automatic rain-sensing wipers.

While it may look expensive to some, we think the HR-V is good value for money in the small SUV range thanks to its nationwide driveaway pricing under the Honda Price Promise.

However, it would be nice to see features such as a panoramic sunroof, roof rails, premium audio and a 360-degree camera from overseas HR-V models added to the Australian model to increase its value further. Same for the dealer-fit wireless charger: It should be standard equipment, as in some other markets.

How practical is the HR-V?

If you’re searching for a practical small SUV, the HR-V should be at the top of your list because it’s one of the best in the segment. That’s thanks to Honda’s Magic Seats, which previously featured in cars like the previous-generation HR-V and the Jazz that used to be sold in Australia.

What makes them so great? Well, in addition to folding completely flat – itself a rarity in the new car industry – the rear seat base also folds up against the backrest so that taller items can be transported in the rear footwell. It’s brilliant and something that really sets the HR-V apart from the competition. Behind the rear seats lies a reasonable 304 litres of space, helped further by a deep extra section, though folding the rear seats transforms that to a huge 1274 litres, which is larger than most of the competition.

4

The rear seat is equally practical and two six-foot adults will be more than comfortable thanks to best-in-class headroom and legroom. Amenities include map pockets and door pockets, as well as a central armrest with cup holders. Choose the e:HEV L and rear air vents and two USB-C charging ports are added – we think they should be standard across the range, but at least they’re available unlike many rivals. Notably, the Australian-spec HR-V is a four-seater, if that matters to you.

The front cabin is also quite practical with plenty of storage spaces for life’s trinkets, like sectioned door pockets, two trays underneath the centre console, big cup holders and a big box underneath the central armrest.

Practicality is more than just storage space too, and thankfully in today’s market, the HR-V provides masses of physical buttons to control its features. For example, the climate control buttons – which, by the way, cleverly light up blue if turning the temperature down and red if turning it up – are very easy to use and not buried in the 9.0-inch touchscreen. The touchscreen is the same with its physical shortcut buttons on the side and simple menu structure.

Finally, material quality in the HR-V is reasonable, with a mix of hard and soft touch materials. As you’d expect for a Honda, it feels well built and built to last. The leather used on the steering wheel and gearknob is soft and high quality, and we quite like the warm and tasteful synthetic leather and fabric seat upholstery materials on the hybrid variants too.

How fuel efficient is the HR-V?

Rated at just 4.3L/100km on the combined cycle, the HR-V hybrid is very fuel efficient indeed. It uses a 1.5-litre four-cylinder petrol engine combined with an electric motor and small battery to also provide propulsion and keep the petrol engine switched off for as much as possible. Combined peak outputs are a healthy 96kW of power and 253Nm of torque, while it emits just 98g/km of CO2.

In the real world, the HR-V hybrid has a bit of pep in its step reaching 100km/h from a standstill in around 10 seconds, which is quick for a small SUV. It’s also easy to achieve the 4.3L/100km claimed efficiency and in purely urban driving, it’ll happily use even less than that. Add highway use into the mix – where hybrids traditionally use more fuel – it’s still efficient and will sit at around 5L/100km.

4

Also available in the HR-V range is a naturally aspirated 1.5-litre petrol engine, which makes 89kW of power and 145Nm of torque. It’s a fine entry-level engine and is totally fine in purely urban driving, though higher speeds show that it’s not the punchiest or quietest engine. Its claimed fuel consumption is higher at 6.2L/100km as well, and 7.7L/100km in urban driving, making it potentially much thirstier than the hybrid. In our opinion, the hybrid is the HR-V drivetrain to choose as it’s punchier, more refined and more fuel efficient.

What is the HR-V like to drive?

There’s a lot to like with the HR-V’s driving experience, thanks to a compliant ride quality, good steering weighting and general easiness to drive. Thanks to large windows and mirrors, its visibility is plentiful, while seat comfort is good though lumbar adjustment would be nice to have. Though the 18-inch wheels across the range can be a bit firm over larger bumps, it’s otherwise quite comfortable.

The HR-V’s hybrid system is also really impressive from behind the wheel. Rare for a hybrid are its stepped ratios so that it feels more natural sounding like a regular geared transmission when accelerating. It’s also very refined, and the switch between the petrol engine and electric motor providing propulsion is quite seamless. Honda’s excellent engineering is alive and well here.

What warranty covers the HR-V?

Honda covers the HR-V with a five-year/unlimited km warranty with five years of roadside assistance, plus an eight-year battery warranty for hybrid variants. That looks a bit short compared with some rivals, but if owners service their cars at a Honda dealer during that time, they can unlock an extra 12 months of both warranty and roadside assistance up to an impressive eight years in total.

5

The HR-V’s service intervals are once-yearly/every 10,000km (whichever comes first), which is a bit short against the 15,000km average of the industry. But the first five years of servicing costs just $995, or $199 per service, which is well below the average cost in the industry.

Should I buy a Honda HR-V?

There’s no question that there are cheaper small SUVs than the Honda HR-V, as well as better equipped and faster ones as well. But many are not as good all-rounders as the HR-V, which manages to tick a lot of different boxes. For starters, it’s easily one of the most practical in this segment (again, the Magic Seats with their unparalleled usability) and counts on the most spacious rear seat in the segment.

The HR-V is also great to drive, very fuel efficient with the hybrid drivetrain, well equipped and covered by a great aftersales package with cheap servicing and up to eight years of warranty if serviced through a Honda dealership. Overall, the Honda HR-V is a great small SUV option that’s not cheap, but genuine value for money.

HR-V specifications:

HR-V Vi X standard features:

• 18-inch alloy wheels (with a tyre repair kit)
• Dusk- and rain-activated LED exterior lighting
• Keyless entry with push button start and automatic walkaway locking
• Rear privacy glass
• Electric-folding mirrors
• Single-zone automatic climate control
• Cloth upholstery
• Leather-wrapped steering wheel and shift knob
• 7.0-inch digital driver’s display
• 9.0-inch touchscreen with Honda Connect live services
• Satellite navigation
• Wired and wireless Apple CarPlay and wired Android Auto
• AM/FM/DAB+ digital radio
• Bluetooth calling and audio streaming
• Four-speaker sound system
• 2x USB ports (1x USB-A and 1x USB-C)
• Eco, normal and sport driving modes
• 6x airbags
• Autonomous emergency braking with pedestrian, cyclist and motorcyclist detection
• Adaptive cruise control with traffic jam assist
• Lane keeping assistance with lane departure warning
• Auto high beam
• Tyre pressure monitoring
• Front and rear parking sensors
• Reversing camera
• Security alarm

HR-V e:HEV X model adds to Vi X:

• Acoustic windscreen
• LED front fog lights
• Upgraded LED headlights with auto-levelling, corner lights, adaptive high beam and scrolling indicators
• Heated front seats
• Part-synthetic leather upholstery
• Two extra speakers (six in total)
• Adjustable speed limiter
• Blind-spot monitoring with rear cross-traffic alert
• Paddle shifters for regenerative brake level adjustment

HR-V e:HEV L model adds to X:

• Auto-folding mirrors with heating and automatic passenger-side kerb view when reversing
• Auto-dimming rear interior mirror
• Rain-sensing automatic wipers
• Dual-zone automatic climate control with rear air vents
• 2x rear USB-C charging ports
• Hands-free electric tailgate with walkaway closing
• Heated steering wheel
• 4x auto up/down windows with key fob operation

China has officially become the biggest supplier of new cars in Australia, overhauling the decades-long dominance of Japan.

According to data released today by the Federal Chamber of Automotive Industries and the Electric Vehicle Council (EVC), cars manufactured in China accounted for over 46,600 sales for the first two months of 2026, eclipsing the 44,614 Japanese-built cars reported as sold.

Japan has dominated the Australian new car sales landscape for decades, the number one source of new cars for Australians since 1998. But China’s emergence as an auto manufacturing superpower has relegated Japan to second place on the sales chart. The strong result came off February sales data where cars built in China notched up around 25,700 sales last month, over 4000 more than Japan’s tally of 21,671.

1

Those figures take into account sales of Polestar and Tesla electric vehicles, as reported by the EVC. All but one Tesla variant – the Model Y Performance – are made in China while all Australian-delivered Polestar models are manufactured in China.

Propelling China’s rise to the top are brands like BYD which has seen a 161 per cent increase in sales compared with the same period last year. Chery too is experiencing massive growth, up 99 per cent over the same time.

Japan’s sales meanwhile have been hard hit by declining sales for Nissan (down 44.7 per cent), Suzuki (down 32.5 per cent) and Toyota (down 25.1 per cent).

1

However, Toyota’s numbers in particular are set to bounce back from next month as an all-new generation RAV4 (above) hits dealerships. Sales of the current model, just weeks out from the end of its life-cycle, have petered out, its 2480 sales to date this year in stark contrast to the 9481 RAV4s sold over the first two months of 2025.

The federal government is considering changes to tax incentives for electric vehicles as it looks for savings ahead of the May federal budget, with proposals that could scale back benefits for higher-priced EVs.

According to reporting by the Sydney Morning Herald, ministers and Treasury officials are examining options to either reduce, phase out or restrict the existing fringe benefits tax (FBT) exemption for electric vehicles purchased through novated leases. One option under discussion would limit the concession to lower-priced models rather than high-end electric cars.

The move comes as the cost of the policy has expanded far beyond initial estimates, driven by strong uptake among higher-income earners using salary packaging to lower their tax bills. The exemption, introduced in 2022 to accelerate electric-vehicle adoption, currently applies to EVs priced below $91,387.

1

When the policy was first announced, it was expected to cost the federal budget around $1.9 billion between the 2022-23 and 2026-27 financial years. Updated estimates suggest the total cost will instead reach about $5.1 billion over the same period.

Demand for EVs through novated leases has significantly exceeded early projections, contributing to the blowout in the program’s cost. The scheme is also expected to remain expensive in coming years, with Treasury forecasts indicating the incentive could cost around $2.8 billion in the 2028-29 financial year alone.

While no final decision has been made, the government is also reviewing the current zero tariff applied to imported electric vehicles as part of a broader assessment of EV policy settings.

1

The discussions come as Treasurer Jim Chalmers prepares the May 12 budget, which is expected to include spending reductions and policy adjustments aimed at improving productivity and addressing long-term fiscal pressures.

The FBT exemption was originally introduced as a key mechanism to encourage Australians to adopt electric vehicles. At the time, EVs accounted for less than four per cent of new-car sales nationally. Since then, the share of electric vehicles in the Australian market has risen sharply to around 13 per cent.

A Treasury review of the EV tax concessions was launched late last year, with submissions closing in early February. Its findings are expected to help inform any changes announced in the upcoming federal budget.

China has become Australia’s largest source of new vehicles for the first time in a single month, according to the latest sales figures released by the Federal Chamber of Automotive Industries (FCAI).

In February 2026, 22,362 vehicles sourced from China were sold in Australia, surpassing Japan with 21,671 units. Thailand followed with 19,493 vehicles and South Korea with 11,913.

Japan had been Australia’s leading source of vehicles since 1998, making the February result the first time in 28 years that another country has taken the top spot in a single month.

The shift reflects broader changes in the Australian car market, including the arrival of new brands in recent years. Since 2020, 10 new automotive brands have entered the Australian market, six of them within the past two years. Nine of the 10 new entrants manufacture their vehicles in China.

1

FCAI chief executive Tony Weber said Australia’s open and competitive market had allowed new manufacturers to establish themselves quickly.

“After 28 years, Japan has been overtaken by China as the largest source of vehicles for the Australian market in a single month,” Weber said.

“The Australian market is one of the most open and competitive in the world. New brands can enter, establish dealer networks and compete on price, technology and design. Consumers are the beneficiaries of that competition.”

Overall, the Australian new vehicle market recorded 90,712 sales in February, a decline of 4281 vehicles or 4.5 per cent compared with the 94,993 vehicles sold in February last year. With 24 selling days in both months, this equated to an average drop of about 178 vehicle sales per day.

1

Sales fell across most segments. Passenger vehicles were down 1.1 per cent year-on-year, while the sports utility vehicle market – the largest segment – declined 6.2 per cent. Light commercial vehicle sales slipped 0.7 per cent, and heavy commercial vehicles recorded the largest fall, down 12.9 per cent compared with February 2025.

Battery electric vehicles accounted for 11.8 per cent of total sales in February, representing a record monthly share.

Toyota remained Australia’s top-selling brand with 13,606 vehicles sold, well ahead of Mazda with 7042 and Ford with 6907. Kia and Hyundai rounded out the top five brands.

The Ford Ranger was the best-selling model with 4325 sales, followed by the Toyota HiLux (3625), Chery Tiggo 4 Pro (2315), Mazda CX-5 (2099) and Isuzu D-Max (2092).

1

1

Additional data from the Electric Vehicle Council also pointed to strong growth among some electric-vehicle brands. Tesla and Polestar recorded a combined 3419 new vehicle sales in February 2026, representing a 99 per cent increase compared with the same month last year.

Tesla accounted for the majority of those deliveries, with 3274 vehicles sold during the month – more than double the 1592 vehicles delivered in February 2025. Polestar recorded 145 sales, up from 125 vehicles in the same period last year.

Year-to-date figures also show continued momentum for the two brands. Across January and February 2026, Tesla and Polestar have recorded combined sales that are 61 per cent higher than during the same period in 2025, reflecting continued growth in demand for battery-electric vehicles in the Australian market.

A limited run of the new Mercedes-AMG GT 63 Pro Motorsport Collectors Edition is heading to Australia with an eye-watering price tag of $568,800 before on-road costs. That’s a $149,900 premium over the regular AMG GT 63 Pro.

A Mercedes-Benz local representative confirmed Australia had secured a number of the global production-run of 200 cars although remained tight-lipped on just how many would make their way Down Under.

1

Mechanically identical to the Mercedes-AMG GT63 Pro, the Motorsport Collectors Edition is powered by the same 4.0-litre twin-turbo V8 making the same 450kW and 850Nm, mated to a nine-speed automatic transmission sending drive to all four wheels.

Where the Motorsport Collectors edition distinguishes itself is in its unique design features including the bespoke Obsidian Black exterior paint with green accents – on the front splitter, side skirts, rear diffuser and 21-inch forged alloy wheels – mirroring that of Mercedes-AMG F1 Team’s title sponsor, Petronas.

Continuing the F1-inspired theme, a hand-painted star pattern stretches from the AMG GT’s doors and over the rear wheel arches. More bespoke touches appear on the door where the crest of Affalterbach – AMG’s hometown – has been meticulously painted by hand on the lower third of both doors.

3

Distinctive interior design elements include contrast stitching, once again finished in Petronas green – on the Nappa leather seats, door trims, centre console, and steering wheel.

Each Motorsport Collectors Edition also comes with an indoor car cover featuring a Mercedes-AMG Petronas F1 Team design.

The entire 200-car production run, including those landing in Australia, have already been snapped up by eager collectors.

Back in January, WhichCar by Wheels asked whether you would consider an electric vehicle if the charging time was reduced significantly. And now, after some initial scepticism, Finnish Tech startup Donut Labs has backed up its impressive claims with firm evidence.

Donut Lab debuted its new solid-state battery at the Consumer Electronic Show in Las Vegas and claimed it was capable of of 595km driving range, with as little as ten minutes charge time required. While solid-state technology is not new, and major manufacturers are working on the technology, none have reached production yet. Donut Lab has claimed from the outset that its battery was in fact production ready.

Initially sceptics were highly critical of Donut Lab’s claims, and the concept was heavily criticised, but the Finnish startup vowed to prove its detractors wrong. Independent testing has now proved that the battery works reliably at extreme temperatures, more than 100 degrees celsius in fact.

1

Solid state batteries promise to be safer and significantly more capable of storing higher energy density, therefore being more efficient for the same amount of real estate within a vehicle platform. There are issues associated with them though, which is why we haven’t yet seen them in production-ready form, including excess heat and the possibility of cracks appearing under repeated stress.

Despite some of the world’s leading manufacturers working hard to bring solid-state technology to the mainstream (including BYD), it was Donut Lab that delivered technology that, on paper at least, looked to have blown all previous efforts out of the water. Tackling the scepticism head on, Donut Lab even created a portal called I Donut Believe with the site documenting the company’s work to dispel that criticism.

Finnish state-owned research firm VTT Technical Research Center was tasked with testing the ground-breaking technology. The first result released last week showed that the battery can in fact be charged in close to five minutes, matching the Donut Lab claim, at a temperature up to 90 degrees celsius.

The VTT test, in layman’s terms, illustrated that the battery can be charged from zero to 80 per cent in four and a half minutes, with a full charge taking just 11 minutes. That means the Donut Lab solid-state battery is almost four times more charge-efficient than a more traditional lithium-ion battery, even when it has active cooling.

1

Donut Lab claims that the independent tests prove that its solid-state batteries, “can withstand astonishing charging rates even without active temperature control”. If you click through to the link for the I Donut Believe site, you can download the independent VTT report.

Given solid-state technology has long been considered the silver bullet solution for EVs, the next step will be to see whether this technology can be made available, affordably, for large-scale production.