One of the automotive world’s biggest annual celebrations is almost here, with the 2026 Goodwood Festival of Speed set to return from July 9-12, bringing together everything from future electric performance cars to historic racing machines.

Held on the grounds of Goodwood House in southern England, the Festival of Speed has become a showcase for the industry’s latest technology, with manufacturers using the famous hillclimb to debut new models alongside rare classics, competition cars and concept vehicles.

This year’s event will also honour California-based Porsche specialist Singer, whose painstaking reimagining of classic 911s has earned a global following.

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Among the biggest attractions will be Alpine’s first public demonstration of its all-electric A110 replacement (above). Built on the brand’s new dedicated performance EV platform, the prototype previews the next chapter for the lightweight French sports car before its full unveiling next year.

Audi is expected to showcase its future performance direction with the striking Nuvolari concept alongside its Formula One challenger, while Bentley will give the new Continental Supersports (below) its dynamic debut. The rear-wheel-drive grand tourer marks a return to a more traditional performance formula, dispensing with hybrid assistance in favour of pure combustion power.

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BMW (below) will continue previewing its electric M future, bringing its Vision M concept to the festival after its unveiling at Le Mans. The concept provides an early look at the next-generation M3, while the Nürburgring 24 Hours-winning M3 Touring race car and a new M2 Track Pack will also tackle the hill.

Chinese manufacturers are set to make a significant impact. BYD will field its largest-ever Goodwood display, showcasing models from its premium Denza and Yangwang brands alongside new BYD products. Among the highlights is the Denza Z Coupé, a tri-motor electric flagship producing almost 1,110kW.

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Toyota Gazoo Racing (below) will reveal the production version of its GR GT sports car alongside the GT3 race variant, both powered by a twin-turbocharged V8. Lamborghini is also expected to unveil a more focused version of the Urus SUV, while MG will debut two concept cars previewing future electric models.

Mercedes-AMG is expected to bring its latest high-performance models, including the AMG GT 63 4-Door, with further product announcements anticipated during the event.

With manufacturers increasingly using Goodwood as a global stage for major unveilings rather than simply a heritage celebration, this year’s Festival of Speed looks set to offer one of its strongest line-ups yet.

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The Toyota HiLux has spent decades earning its reputation as one of Australia’s favourite utes, trusted by tradies, adventurers and families alike. As a result, it’s still one of the best-selling vehicles in the country, although it’s no longer the best-selling model available. There’s tougher competition than ever from newer rivals from all angles, so staying on top is no easy feat.

Updated in late 2025 with improved technology, more safety features and added refinement, does the latest HiLux still have what it takes to justify its long-lasting popularity, or have its competitors finally caught up?

How much does the Toyota HiLux cost to buy?

More than before, is the answer. Although the new model isn’t an all-new model, it does feature a lot more tech across the range, as well as a more powerful engine, so prices predictably rose by up to $6260 for the latest-generation model.

The biggest rises were applied to the entry-level Workmate models, which saw the larger diesel engine fitted as standard, as well as a lot more tech than before. For the SR, which is also much better equipped now, price rises were more palatable to the tune of around $3000.

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2026 Toyota HiLux 4×4 pricing (excluding on-road costs):

The SR 48V grade tested is priced at $57,990 plus on-road costs (around $66,000 driveaway, depending on location) and is surprisingly well equipped for the money, including dusk-sensing automatic LED headlights, keyless entry with push button start, a 7.0-inch digital driver’s display, a 12.3-inch touchscreen, sat-nav, wireless Apple CarPlay and Android Auto, eight-speaker audio and safety features like eight airbags, adaptive cruise control, adaptive lane guidance and auto high beam.

Chief competition to the HiLux SR5 48V Cab Chassis is its arch rival: The Ford Ranger XLS 3.0L V6 Cab Chassis, which asks $58,450 plus on-road costs. Compared to the HiLux, the Ranger features a more powerful drivetrain (a 184kW/600Nm 3.0-litre V6 turbo-diesel with a 10-speed automatic), as well as generally around the same level of standard features – the Toyota features LED headlights versus the Ford’s halogens, but the Ranger then adds dual-zone automatic climate control with rear air vents to the HiLux’s manual air-conditioning and no rear vents.

How powerful is the Toyota HiLux?

Under the bonnet of the whole HiLux range is a 150kW/500Nm (420Nm with a manual) 2.8-litre four-cylinder turbo-diesel engine. In the previous shape model, both 2.7-litre petrol and 2.4-litre turbo-diesel options were also available in lower-spec models, but Toyota Australia has fitted the more powerful 2.8-litre donk as standard across the range with a fully-electric drivetrain also about to join the ranks.

In an age where there are plug-in hybrid utes that compete with the HiLux making significantly more grunt, we think that was a good decision. Peak 500Nm hits from just 1600rpm and because it’s not weighed down by batteries – its kerb mass is 2125kg, which is around 400kg less than something like a BYD Shark – it actually feels relatively spritely from behind the wheel.

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Optionally available, and fitted to our test car, is Toyota’s ‘V-Active’ 48-volt mild-hybrid tech, which is so mild that Toyota Australia doesn’t even refer to it as a hybrid. It’s really an extended stop/start system and won’t coast while on the move, but it does enhance its driveability, though the engine is still somewhat unrefined and loud. The V6 diesel in the Ford Ranger is more pleasing to the ears. The six-speed automatic transmission is still a bit dopey at times, but shifts confidently otherwise.

It’s also slightly more fuel efficient with the system, and Toyota claims a combined 7.4L/100km, which is pretty reasonable for such a large vehicle. We achieved 8.8L/100km in mostly urban driving, but our test car had less than 200km on the clock, so it will likely lessen as it covers more distance. As before, the HiLux uses diesel fuel and features a large 80-litre tank, but considering Toyota’s expertise in hybrid tech, we’re surprised that a full hybrid HiLux isn’t yet available.

How comfortable is the Toyota HiLux?

On the road, the new HiLux sees some improvements, though it remains a two steps forward and one step back situation. Firstly, the fitment of newly-electronic power steering has made the new HiLux better to drive. Around town, the rack is far lighter and quicker than the previous model’s, meaning that it’s now easier to manoeuvre. The new rack also means that Toyota has been able to fit proper lane keeping assistance tech to the ‘Lux for the first time, making it safer at highway speeds.

Although it’s a new model, the new HiLux’s active safety tech isn’t anywhere near as annoying as some of the newer arrivals, like a GWM Cannon Alpha. There’s no driver attention monitoring camera to beep at you when you glance away for two seconds, and while there’s traffic sign recognition, it also doesn’t ding at you for if you accidentally stray slightly over the speed limit. The lane keeping assist is accurate and not too sensitive, while the adaptive lane guidance works well when set with the cruise control.

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On the flip side, the ride quality is still ‘agricultural’ at best. It uses the same underpinnings as the last model and not the ‘TNGA’ platform underneath models the Prado and Landcruiser 300 Series. The SR model uses the more commercial of two available suspension set ups (the upper-spec models use a softer set up as they’re more likely to be used for family duties).

As a result, the SR feels too stiffly sprung in all driving, and while it would hopefully be more comfortable with a big load in the back, a Ranger is definitely more comfortable across all surfaces. Around town on broken pavement or with a long succession of smaller bumps, the HiLux just does not settle. Hopefully the upper-spec models, like the Rogue, are more comfortable.

How practical is the Toyota HiLux?

Whereas the old HiLux’s cabin was really feeling its age by the time it was retired, the new model is far more modern in both layout and in-car tech, and better quality as well. The new dashboard is more pleasing to the eye than before with its simple, horizontal layout, and the soft-touch parts using synthetic leather trim make it feel more expensive than before, too. Finally, for quality, the newly-leather steering wheel makes a massive difference in cabin quality, as does the chunky new shifter.

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A new 12.3-inch touchscreen is standard across the HiLux range, replacing the small 8.0-inch screen on the previous shape model. It’s now better featured with wireless smartphone mirroring, sat-nav and live services, and its software is the same as other current Toyota models like the Corolla. The eight-speaker sound system provides reasonable sound quality, though needs to be cranked to hide the engine noise.

Although it’s an improvement, there’s still no dedicated home screen, the 360-degree camera quality is poor and some of the menus are a bit confusing – for example, adjusting the sound quality isn’t done in vehicle settings, but instead, in the media menu in a screen where the icon is just three dots.

Storage in the new HiLux is better than the previous model too, with the same small-ish door pockets but a large bin under the centre console, a dual-level glovebox, large cupholders and even a thin hole in the centre console that hides a wireless smartphone charger. There are also two cupholders on the side of the dashboard, which is something that many utes have and we find it very useful indeed.

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Because the new HiLux isn’t an all-new model, the rear cabin is pretty much the same as the before. Two adults will be fine, and headroom is good for taller folk, but kneeroom isn’t so great for even average-height people. There are features like door pockets and map pockets, a hook to hang takeaway bags off, two USB-C charging ports and a central armrest, but no air vents. Two ISOFIX and three top-tether points are available for child seats.

As for the HiLux Cab Chassis’ tray, it measures 1800mm long and 1842mm wide, making it a good size. It also features under-trail rails for tying cables onto, while each side also folds down for easier access.

How much does the Toyota HiLux cost to service?

Toyota covers the HiLux range with a five-year/unlimited km warranty, with a two-year extended mechanical warranty after that period if the vehicle is serviced through a Toyota dealership. There’s no roadside assistance – buyers must pay a minimum of $99 annually if they choose that through Toyota.

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The HiLux needs servicing once every six months or every 10,000km, which is shorter than the annual/15,000km intervals of many rivals. Five years/100,000km of servicing costs $3450, or $690 per annum, and that’s at least $1500 more than a Ford Ranger over the same time period.

Should I buy a Toyota HiLux?

Overall, there are plenty of reasons to buy the new Toyota HiLux. It’s well equipped, uses a grunty turbo-diesel engine that’s surprisingly driveable, features good quality and more modern features than many ute rivals, and it feels built to last a nuclear bomb (and it probably would). It’s also likely to be endlessly reliable, and Toyota’s huge dealer network across Australia is a big selling point as well.

However, it’s not perfect. In the age where Chinese rivals have come along with high-tech plug-in hybrid utes that feel downright luxurious in comparison, the HiLux feels a bit too commercial. Yep, the SR model is more of a tradie spec than equivalent Chinese models, but it still feels a bit old. Considering its pricing and that it doesn’t feature a proper hybrid drivetrain, the new HiLux’s old underpinnings are its biggest disappointment – it’s still a more than fine ute that’s well worth consideration, but we can’t help but wonder how much better it could’ve been with a brand new design.

HiLux SR 48V standard features:

• 17-inch alloy wheels (the steel wheels of our test car are a no-cost option)
• Dusk-sensing automatic LED headlights with halogen daytime running lights
• LED front fog lights
• Intermittent manual wipers
• Keyless entry with push button start
• Manual single-zone air-conditioning
• Cloth seat upholstery
• Leather-wrapped steering wheel
• 7.0-inch digital driver’s display
• 12.3-inch touchscreen with live services
• Wireless Apple CarPlay and Android Auto
• Satellite navigation
• AM/FM/DAB+ digital radio
• Bluetooth calling and audio streaming
• 4x USB-C charging ports
• Wireless phone charger
• Eight-speaker sound system
• Vinyl floor covering with all-weather floor mats
• Eco, normal and sport drive modes
• Rear differential lock
• 8x airbags
• Autonomous emergency braking with pedestrian and cyclist detection
• Adaptive cruise control
• Lane keeping assistance with adaptive lane guidance
• Blind-spot monitoring with rear cross-traffic alert
• Auto high beam
• Driver attention monitoring
• Traffic sign recognition
• 360-degree camera
• Anti-theft alarm
• Tyre pressure monitoring

Toyota HiLux SR 48V 4×4 Cab-Chassis specifications:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Last iteration of the Spéirling Pure shown

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

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

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

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

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

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

Mitsubishi Sigma Turbo

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

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

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

TRD Aurion

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

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

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

Holden VB Commodore

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

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

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

Ford FG Falcon EcoBoost

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

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

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

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

Mitsubishi Magna

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

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

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

Holden VT Commodore

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

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

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

Ford Territory

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

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

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

Holden Sandman

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

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

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

Toyota Camry Hybrid

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

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

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

Ford BA Falcon XR6 Turbo

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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