“The Honda Civic is a car you will buy now, and love from the get go,” observes David Morley during testing. “And then, in six or 12 months, you’ll feel even better about your purchase, because it will keep rewarding you.”

We could sum up the 2025-26 Wheels Car of the Year winner with those words alone and move on to admiring Ellen Dewar’s beautiful photography. However, as is always the case with a great car, the 2025 Honda Civic is much more than the sum of its parts. Perhaps most pleasingly for those of us with a traditional bent, this year’s winner proved that a conventional car can still take the fight right up to – and win against – SUVs thanks to a blend of all-round quality, real-world comfort, space, practicality and driving enjoyment.

First introduced as a much more stylish addition to the Honda range in 2021, and face-lifted for 2025, below is what the other judges had to say about the Honda Civic.

2

Peter Robinson:

“Hidden away among the last of my notes for the Civic are three significant words: ‘Best car here.’

“Yes, the handsome and refined 11th-generation Civic delivers responsive, hot-hatch-like performance that’s seamlessly helped by an electric motor. This is combined with terrific economy: the combined official figure is 4.2L/100km, though I averaged 3.9L/100km on one road leg.

“Brilliant steering that’s intuitively weighted and 2.2 turns direct, inspires confidence and works perfectly with the Civic’s natural handling balance and fine roadholding. Faults: needs more equipment at the price, no spare wheel and excessive rear seat road noise.”

Paul Gover:

“This smooth operator does what the Civic has always done, even if it’s matured to become more like the Accord. It is a lovely car, refined and enjoyable to drive, practical, and beautifully finished. What a pity about the price, given you can’t haggle. It’s a bit anonymous, and the cabin is a little outdated, but it’d be first pick for an interstate drive.”

David Morley:

“Long after the showroom shine has left the chat, the Civic will still be rewarding you with new things you never knew it could do. With bandwidth to spare, it’s the gift that keeps giving. Like being six months into a fresh relationship and discovering your new girlfriend can TIG weld. And you had no idea.”

3

The only real chinks in the Civic’s armour were touched on above by judge Gover – the non-negotiable pricing structure favoured by Honda in Australia and the cabin lagging a little in terms of outright modernity. The former is something we’ve disliked at Wheels from the get-go, the latter is something you quickly forget when you realise the tech inclusions are rock solid and work exactly as they should – glitch free. If you want to find just where your personal frustration threshold is though, try to clear the Bluetooth connected devices list… ask the judges how we know.

Across the judging team, there was universal agreement that the Civic was a car that kept getting better the more you drove it. Observing our COTY safety officer and performance tester Karl Reindler during his testing, it was obvious the Civic dealt with the testing criteria with ease.

That feeling of security continued onto the open road, where the judging team thought, “it was a fun car to drive, is really well tied down, and handles significantly better than you might expect”. Add to that the quality of the steering, brakes and ride quality, and you’ve got a compelling package.

2

A key point of Civic’s appeal is – Type R aside, of course – the standardisation of hybrid technology across the range. As we saw during testing, it’s a hybrid system with real-world efficiency. Honda claims 4.2L/100km, and across our various testing, Wheels saw an average of 4.3–4.6L/100km without trying to drive efficiently. During easy cruising, you’ll see the live consumption dip into the high 3L/100km range.

Onto price then, and there’s no getting around it, the Civic isn’t exactly cheap. Keep in mind however, that the first five services are capped at just $199 each, required every 12 months or 10,000km. That means it’s cheaper to service than all of its key rivals, and it’s covered by a five-year/unlimited kilometre warranty. Running costs and the quality of the Civic itself are key reasons it still nails the value category despite the entry cost.

Two trim grades are available: the entry point e:HEV L we have for Wheels COTY testing, and the e:HEV LX. Pricing starts from $49,900 for the L and from $55,900 for the LX, both before on-road costs. When you consider Australia’s most popular small car, the Toyota Corolla, can be had in hybrid guise from the mid-$30K region before on-road costs, there’s no denying the step up to Civic in regard to price. Do you feel like you’re getting a premium experience though? The COTY judges say yes.

2

Safety is also key to COTY judging, as it should be, and the Civic excels here, too. Tested in 2022 by Euro NCAP, that five-star rating translates across to ANCAP in Australia, and with scores of 89 per cent for adult occupant protection, 89 per cent for child occupant protection and 82 per cent for vulnerable road user protection, its executed properly. You can add 83 per cent for safety assist technology to those scores.

While the Civic looks stylish from the outside, it’s the understated, insulated quality of the cabin that sets the tone for Civic ownership. It’s also one of the reasons the judges agree that it will continue to impress long after you’ve signed your life away in the dealership. Given Civic is around 300mm longer than a Corolla, it’s actually on the large side for the small car segment, and as such, the cabin offers space and comfort the rest of the segment can’t match.

The driving position, and indeed the seating position across all four main seats, is low, almost sporty, but it’s not difficult to get in or out of the cabin. Doesn’t matter how tall you are, you’ll be able to get comfortable behind the thin-rimmed steering wheel, heated even in the base model. Visibility from the cockpit is also excellent.

Cabin features include a 9.0-inch infotainment touchscreen, wireless Apple CarPlay, wired Android Auto, proprietary Google apps within the system, a 10.2-inch instrument display, cloth and leather-look seat trim, heated front seats, dual-zone climate control, keyless entry and start, and a 12-speaker Bose audio system. The more expensive variant gets leather trim, electric seat adjustment up front, wireless phone charging capability, a panoramic sunroof and an auto dimming rear-view mirror but as the judges noted, you’re not missing anything of real value here in the base model.

2

There is a beautiful simplicity and quality throughout, from the choice of controls and switchgear to the general layout inside the cabin. The judges loved the honeycomb air vent design, the way the dials – temperature and volume, for example – worked, and the choice of materials throughout the cabin. It’s undeniably sophisticated, classy, and elegant, and harks back to the glory days, when Honda was a premium, aspirational brand. The boot offers 409L with the second row in use, but if you lift the manual hatchback and fold those seats down, storage space expands out to 1212L.

Would the judges prefer a spare (even a space saver) instead of a tyre repair kit? Unanimously, yes, especially for buyers who love a road trip. Could the seats fold down in a more space-efficient manner? Yes. That’s about it, though.

For the Wheels COTY judging team though, the proof is in the driving, and the Civic is a stark reminder of what we’ve lost in the rabid rush to SUVs and dual cabs. Bloated, heavy and dull, the majority offer no inspiration behind the wheel, and are simply transport for transport’s sake. You need to spend astronomical sums of money to find an SUV that drives anywhere near as enjoyably as an excellent sedan like the Civic.

First up, the powertrain. The petrol-electric hybrid system isn’t just efficient. It’s smooth around town and under light throttle applications, but punchy and urgent when you want it to be. The electric motor ensures the Civic fires off the line if you need to, and keeps the petrol engine working only when it needs to. The transition between petrol and electric or vice versa, is so smooth as to be almost imperceptible. With 135kW and 315Nm on offer, the power and torque easily account for the Civic’s rather svelte – in 2025 terms – 1465kg kerb weight.

1

When you nail the throttle, there’s a throaty engine note, which some might think jars with the premium feel of the Civic, but the judges agreed that it’s a reminder of Honda’s sporting past. Even if it is muted by 2025’s environmental expectations. Honda’s zero to 100km/h time of 7.2 seconds indicates the Civic could keep a few hot hatches honest, such is the punch of the hybrid system.

Out on the open road, cavorting along the rutted and washed out surfaces you’ll find in every state of Australia once you leave the urban confines, the sporty nature of the Civic doesn’t translate to a lack of comfort or bump absorption – quite the contrary. There’s stability in the way the Civic handles such surfaces, with even the nastier bumps not translating to a lack of composure in the cabin.

Fire the Civic into a corner at speed, though, and the nature of the chassis, the balance, the steering and the suspension all work together to provide a much more engaging drive than any of the judges expected going in.

By my calculation, the last time a ‘car’ won this esteemed award – not a sports car or SUV – it was the Volkswagen Golf Mk 7 in 2013, another high point for the tradition of exceptional small cars. For the Honda Civic to take the ultimate prize in 2025 is an achievement of some note, and recognition that a truly exceptional car can still compete at the highest level.

2

In the same way last year’s winner was a celebration of innovation and moved EVs into a different space, the Civic’s win this year is a celebration of tradition, quality and execution. New Civic is a fantastic car in every sense of the word, representing value, delivering safety, driving superbly and presenting a high-quality cabin.

It’s a return to form for a legendary Japanese manufacturer, making the Honda Civic a deserving winner of 2025-26 Wheels Car of the Year.

Specs

1

For half a century, the BMW 3 Series has been more than a core model in the German carmaker’s line-up. It has also played a central role in shaping how and where BMW builds its vehicles, acting as a testbed for new manufacturing technologies and a catalyst for the company’s global expansion.

Since production began in 1975, more than 18 million BMW 3 Series vehicles have been built. Assembly has taken place at 18 factories in 13 countries, reflecting the steady growth of BMW’s international manufacturing footprint. Over that period, the model has consistently been used to introduce new production methods aimed at improving efficiency, flexibility and resource use.

3

The story begins at BMW Group Plant Munich, where the first 3 Series rolled off the line. From the outset, the factory adopted a flexible approach to manufacturing, using overhead conveyor systems and programmable welding equipment that allowed different variants to be produced side by side. In 1982, with the launch of the second-generation 3 Series, Munich introduced a fully automated body shop. Industrial robots pushed automation levels beyond 90 per cent, a significant step at the time.

Those advances were paired with changes to shift patterns and working-time models, allowing the plant to increase output without major expansion. Over subsequent decades, Munich continued to modernise, introducing new coating processes, computer-controlled engine production and, more recently, digital and AI-supported quality monitoring systems. The 3 Series remained at the centre of these developments, serving as a consistent platform for production innovation.

1

As demand for the model grew, it also drove expansion beyond Munich. In 1980, production was extended to Dingolfing, followed by Regensburg in 1986. The 3 Series soon became a vehicle for BMW’s international ambitions. Manufacturing began in Rosslyn, South Africa, in 1984, marking one of the company’s earliest steps outside Europe. A decade later, the model was part of the ramp-up at Spartanburg in the United States, supporting local supply for the North American market.

This pattern repeated itself over time. With the exception of the new plant in Debrecen, Hungary, every new BMW factory since Regensburg has launched with the 3 Series. Facilities in Leipzig and San Luis Potosí, as well as BMW Brilliance Automotive’s joint venture plants in China, all relied on the model during their early production phases. Its relatively high volumes and broad appeal made it well suited to stabilising new sites.

2

Across generations, the 3 Series has been built in a wide range of body styles, from sedans and wagons to convertibles and high-performance M variants. These different versions, along with multiple powertrain types, have often been assembled on the same lines. Internal combustion engines, plug-in hybrids and, in some markets, fully electric drivetrains have coexisted within a single production system, underscoring BMW’s emphasis on manufacturing flexibility.

Today, the seventh-generation 3 Series is produced in Munich, Shenyang in China and San Luis Potosí in Mexico, alongside regional plants in India, Thailand and Brazil, and partner facilities in other countries. Production responsibilities are spread to align supply more closely with local markets.

1

Looking ahead, the model is again set to play a pivotal role. Preparations are under way for the eighth generation, including a fully electric 3 Series that will be built in Munich from the second half of 2026 as part of BMW’s NEUE KLASSE programme. Production is expected to follow in China and Mexico, with plans also in place to return 3 Series manufacturing to Dingolfing.

After 50 years, the BMW 3 Series remains both a commercial mainstay and a practical tool for evolving how the company builds cars — linking its past as a Munich-based manufacturer to its present as a global producer.

Geely has confirmed that its smallest electric model, the EX2 hatchback, will join the brand’s Australian range in the second half of 2026. The move marks Geely’s first entry into the compact city-car segment locally, broadening its EV offering beyond the larger EX5 and Starray hybrid models.

The EX2 sits on Geely’s Global Intelligent Electric Architecture (GEA), the same platform underpinning its other new-energy models. The company says the modular design allows the architecture to scale down effectively for city use while still supporting the safety and tech features of its larger vehicles.

1

Sized at 41035mm long and 1805mm wide, with a 2,650mm wheelbase, the EX2 is positioned as a space-efficient commuter car. Geely claims the cabin has been engineered to maximise storage, with more than 30 compartments, including a small front boot beneath the bonnet. Inside, the design leans heavily on touchscreen-based controls and connected features, while the driving experience is intended to prioritise manoeuvrability in tight urban environments.

The exterior takes a more playful approach than the brand’s existing Australian offerings, with simple body surfacing and pastel colour choices. A rounded front treatment—described by Geely as its “smile face” design—distinguishes the model from the sharper lines of the EX5 SUV.

2

In China, where the EX2 is sold as the Xingyuan (“Star Wish”), the car has become a major seller. It was the country’s top-selling vehicle across all categories in 2025, recording more than 400,000 sales in its first year on the market, including 50,000 units in September alone.

Australian specifications, battery range estimates, equipment levels and pricing will be announced closer to launch. With the EX2 set to sit at the base of Geely’s range, it is expected to play a key role in the brand’s push to offer more affordable EV options as competition intensifies in the entry-level segment.

3

Western Australia’s newly deployed AI-assisted road-safety cameras have detected tens of thousands of offences in their first month of full operation, issuing almost $13 million in fines. The cameras, activated in October after an extended public education phase, flagged 31,855 infringements by November 8 for seatbelt breaches, mobile phone use and speeding.

Mobile phone offences made up the largest share with 12,288 infringements, followed by 10,285 drivers or passengers not wearing seatbelts correctly and 9,282 speeding offences. The figures come after an eight-month awareness period in which the cameras identified more than 380,000 potential breaches and issued 65,000 caution notices rather than fines.

WA Road Safety Minister Reece Whitby said the behaviour captured by the cameras has been “extraordinary and deeply concerning”, noting that the technology is revealing risks that frontline police cannot routinely observe. He stressed that while AI software provides an initial assessment, human reviewers ultimately confirm every infringement.

1

“If the system thinks an offence has occurred, two separate reviewers look at the images before anything is issued,” Whitby said. “But it is staggering that drivers still put themselves and others at such obvious risk by ignoring basic safety rules.”

Some incidents documented by the cameras highlight the severity of the problem. In one case, a truck driver travelling at 100km/h on the Mitchell Freeway was allegedly using both a laptop and mobile phone while also unbelted. Another incident involved a front passenger who appeared unrestrained while holding an unrestrained baby. A further detection showed a driver in a school zone allegedly 20km/h over the limit with no hands on the wheel while using a phone.

Jessica Stojkovski, Minister Assisting the Transport Minister, said the new camera network is exposing a wider range of unsafe behaviours than previously detected. “We’re seeing regular evidence of drivers using mobile phones, passengers not correctly belted, and other actions that significantly increase the risk of serious injury,” she said. “The message is simple: the technology is active, and risky behaviour will attract fines and demerits.”

Under WA law, holding or touching a mobile phone while driving triggers a minimum $500 penalty and three demerit points, while incorrect seatbelt use starts at $550 and four demerits.

Revenue generated from camera infringements is directed to the state’s Road Trauma Trust Account, which funds road-safety initiatives across Western Australia.

Jaecoo Australia has announced local specifications for its upcoming J5 EV small electric SUV, which is due on sale in Australia in January 2026. Pricing is yet to be revealed, but the J5 EV will launch in a single Track spec ahead of both petrol and hybrid variants that will launch later in 2026. The J5 EV features a 61.1kWh LFP battery for up to 402km of range (WLTP).

The first electric vehicle (EV) that Jaecoo has launched locally, the J5 EV can be charged from 30 to 80 per cent in a claimed 28 minutes, while Jaecoo Australia claims efficiency of just 14.3kWh/100km. The J5 EV features a 155kW/288Nm front electric motor for a claimed 7.7-second 0-100km/h time.

2

The J5 measures 4380mm long, 1860mm wide and 1650mm tall and rides on a 2620mm-long wheelbase, making it slightly smaller than a Chery C5 but slightly larger than a Hyundai Kona. It can tow up to a 750kg braked trailer.

Features inside the J5 EV include a large 13.2-inch touchscreen with wired and wireless Apple CarPlay and Android Auto smartphone mirroring, an eight-speaker sound system and synthetic leather upholstery that is “pet friendly”, according to Jaecoo.

“We are beyond excited with the arrival of the J5 range in Australia”, said Roy Munoz, Chief Commercial Officer Omoda Jaecoo Aus & NZ. “Kicking off with the BEV variant, it will be a compelling choice in an increasingly competitive EV market. No other vehicle currently offers a pet-friendly interior and a large selection of accessories, which range from a dog carrier to a waterproof cargo mat, and even a karaoke machine.”

3

Jaecoo J5 EV standard equipment:

• 18-inch alloy wheels with Continental tyres
• Power tailgate
• V2L (Vehicle-to-Load) functionality
• Keyless entry and push button start with remote start
• LED projector headlights
• LED daytime running lights
• Acoustic front door glass
• Glass Roof with powered sunshade
• Dual-zone climate control
• Synthetic leather upholstery
• Heated and ventilated front seats
• 8.88-inch LCD driver instrument cluster
• 13.2-inch LCD touchscreen
• 8-speaker sound system
• Apple Carplay & Android Auto (Wired + Wireless)
• Voice control (“hello Jaecoo”)
• 50W wireless phone charger
• 360-degree camera
• 7x airbags
• Autonomous emergency braking
• Adaptive cruise control
• Lane keeping assistance
• Adaptive lane guidance
• Blind-spot monitoring

The Jaecoo J5 EV will launch in Australian showrooms in January 2026, with petrol and hybrid J5 variants due to launch later in 2026.

BYD has announced local pricing for its new Sealion 5, introducing one of Australia’s cheapest plug-in hybrid SUVs at $33,990 before on-road costs. The vehicle is available to order immediately, with first arrivals expected next year

The Sealion 5 becomes BYD’s most affordable PHEV yet in Australia and positions the brand to compete with mainstream petrol SUVs on price while offering an electrified option for buyers who aren’t ready to go fully electric. The move follows the launch of the ATTO 1 and ATTO 2, signalling BYD’s broader shift toward expanding its lower-cost new-energy line-up.

1

Two model grades will be offered – Essential and Premium – both using BYD’s Blade Battery and the company’s latest DM-i 4.0 plug-in hybrid system. The setup is designed to prioritise electric running for short commutes while relying on the petrol engine for longer distances. BYD cites a pure EV driving range of up to 100km under the NEDC test cycle and a combined range approaching 1000km. Claimed fuel consumption is as low as 1.2L/100km, though real-world figures will depend on charging habits and driving conditions.

While full equipment details are still to be confirmed, BYD says the model includes the safety and driver-assistance features now expected in the medium SUV segment. The Sealion 5 also runs on BYD’s dedicated electric-first architecture rather than a converted petrol platform, a layout intended to maximise cabin space and efficiency.

3

Stephen Collins, BYD Australia’s chief operating officer, said the company expects the pricing to broaden appeal beyond early EV adopters. “Australians want real choice when it comes to electric mobility solutions, and the Sealion 5 offers that at a price point that will appeal to Australian families,” he told media.

The Sealion 5 arrives at a time when plug-in hybrids are gaining more attention locally as a middle ground between petrol and electric vehicles. While the technology remains a niche segment compared with hybrids and EVs, several brands plan to expand their PHEV offerings over the next two years.

With order books now open, the Sealion 5 joins a growing list of lower-priced electrified models aimed at cost-conscious buyers. How the newcomer performs in a segment dominated by conventional petrol SUVs – and increasingly competitive EVs – will become clear once deliveries begin.

5

For years now the Toyota HiLux and the Ford Ranger have been fighting a ding-dong battle for local sales supremacy with neither manufacturer willing to give an inch.  

This fight will continue in 2026 with the Ranger receiving a substantial update for MY26.5, while the new generation of the venerable HiLux will also hit showrooms. 

Before we put the two head-to-head in the metal, here’s how the mid-spec Ford Ranger XLT and Toyota HiLux SR5 measure up on paper.  

Pricing and Features

Shock, horror, here we have an updated model that’s actually gone DOWN in price. Ford’s deletion of the 2.0-litre bi-turbo four-cylinder engine means the 3.0-litre V6 turbodiesel is now the default powertrain and the price has been sharpened accordingly, the $67,990 ask representing an $1100 saving despite scoring more equipment, which will be detailed later in this article. 

This appears to give the $63,990 HiLux SR5 a decisive price advantage, but it’s not quite that simple. Adding the six-speed automatic transmission to match the Ranger increases the price by $2000 while the Premium Interior Package, which includes leather-accented upholstery, an eight-way power-adjustable driver’s seat and a nine-speaker JBL stereo, is another $2500 for a total of $68,490 plus on-road costs. 

1

Toyota offers seven paint colours, with solid white being standard and metallic white, silver, grey, black, red and yellow an extra $675. Solid white is also the only standard colour on the Ford, but options are limited to silver, grey, black and blue and they cost $750. 

The Ranger can also be specified with a $1500 Touring Pack, which is reasonable value given it adds a cargo management system, auxiliary switch bank, 360-degree camera, puddle lamps, zone lighting and Pro Trailer Back-Up Assist. 

Ford offers a five-year/unlimited kilometre warranty and up to seven years of roadside assistance, topped up by 12 months with each service, which are required every 12 months or 15,000km. The first five visits will cost you $1596. 

1

Toyota is sticking with its six-month/10,000km service intervals, so attention is required twice as often as the Ranger with each visit costing $395, which will be $3950 over the first five years.  

Its vehicle warranty is the same five years/unlimited kilometres, but service with Toyota and the engine and driveline will receive an extra two years’ coverage. Roadside assistance is available for $99/year for the standard program and $139/year for the premium program. 

1

3

Dimensions 

Given it’s so heavily based on its predecessor, it should be no surprise the new Toyota HiLux is very similar in size, growing 55mm in length and 30mm in width. The wheelbase remains at 3085mm, 185mm shorter than the Ranger and it’s 130mm narrower, too.  

Toyota is yet to confirm tray dimensions for the new generation car, but they are believed to be very similar to the previous model, which makes the tub longer and wider than the Ranger’s but not as deep, nor as wide between the wheelarches. The HiLux also lacks any sort of tub liner as standard.  

Powertrains 

Unusually, when one of our pairing is a new-generation model, there isn’t much to talk about when it comes to powertrains. With 184kW/600Nm, Ford’s refined and grunty V6 turbodiesel has a clear power advantage over the HiLux’s carryover four-cylinder turbodiesel and its 150kW/500Nm, or 420Nm in manual guise. 

Where the tables turn is when it comes to fuel economy. Thanks to not only its smaller engine, but also its lighter weight and mild-hybrid assistance, the auto HiLux claims 7.2L/100km on the combined cycle to the Ford’s 8.4L/100km and that’s going to add up if you do plenty of kilometres. 

Given both have 80-litre fuel tanks, it also gives the Toyota a handy touring range advantage, with a maximum of 1176km to the Ford’s 1066km based on their claimed highway consumption numbers. 

Chassis and Towing 

There isn’t much to split the 2026 Ford Ranger and Toyota HiLux when it comes to lugging heavy loads. Despite a heavy kerb weight, the Ranger’s impressive Gross Vehicle Mass (GVM) and Gross Combined Mass (GCM) mean it offers more than a tonne of payload capability in XLT guise as well as a decent amount of payload headroom when towing. 

The Ranger also continues to offer convenient features like the lighting check and active safety features that can recognise and account for the presence of a trailer, while Pro Trailer Back-Up Assist is an optional extra. 

1

Over in Toyota-land the big news is the HiLux’s increased GCM, up from 5850kg to 6300kg. This gives far greater payload flexibility when towing heavy loads, whereas in some prior variants payload capacity was essentially nonexistent when towing at or near maximum capacity. 

1

Off Road 

When it comes to capability in the rough stuff, the previous Toyota HiLux and Ford Ranger are two of the best in the business in showroom guise and it’s unlikely the new HiLux will take a step backwards.  

Its traction control is first-class and it now benefits from an improved Multi-Terrain Select system with different driving modes for mud, sand, dirt and rocks and a multi-terrain monitor. Its raw stats can’t match the Ranger’s (though there’s little in it), but with an appropriate set of tyres there should be few places the new HiLux can’t go. 

What it doesn’t have is any sort of all-wheel drive capability, being limited to 2H, 4H and 4L. V6 Rangers can drive all four wheels even on dry tarmac thanks to the 4A setting and it can be useful in slippery conditions. Both cars have standard locking rear diffs. 

Safety 

The Ford Ranger set new standards for dual-cab safety when it was launched which is backed up by its five-star ANCAP rating from 2022 with scores of 84 per cent for adult occupant protection, 93 per cent for child occupant protection, 74 per cent for vulnerable road user protection and 83 per cent for safety assist. 

ANCAP wasted no time in tested the new Toyota HiLux and has awarded it a five-star rating, with 84 per cent for adult occupant protection, 89 per cent for child occupant protection, 82 per cent for vulnerable road user protection and 82 per cent for safety assist – scores virtually lineball with the Ranger. 

It’s similarly lineball in terms of features, the Ford offering an extra airbag, while the HiLux has a surround-view camera as standard, the Ranger requiring the optional $1500 Touring Pack to include it. 

Technology 

Given its vintage, the previous Toyota HiLux actually had a pretty competitive technology offering, but the new generation has given it the presentation lift it badly needed. There’s now a 12.3-inch widescreen infotainment display with wireless smartphone mirroring, digital radio and app connectivity. 

A new 12.3-inch widescreen digital instrument display also replaces the old analogue dials and tiny TFT screen. 

Certain Connected Services functions are included for the life of the 4G network, including SOS emergency call, automatic collision notification and vehicle insights, viewable through the Toyota app. 

One year’s complimentary access is also provided to stolen vehicle tracking, remote climate control, connected navigation, connected voice assistance and more, after which these become paid services. 

The Ranger XLT now scores the full-size 12.0-inch portrait infotainment screen, which features wireless smartphone mirroring, digital radio, app connectivity with one year of complimentary connected navigation services and an embedded modem, but the digital instrument cluster is the smaller 8.0-inch display. 

Conclusion 

These two are close enough on paper that brand allegiance is likely to be the determining factor in any purchase. The price cut and extra equipment for the MY26.5 Ford Ranger XLT only makes it an even more enticing proposition, especially as the powerful and refined V6 turbodiesel is now the default engine. 

But don’t discount the Toyota HiLux. It may be copping criticism for not being new enough, but it’s unclear whether many customers were clamouring for revolution. In SR5 guise, it’s better equipped than the equivalent Ranger and the GCM increase will be helpful for those who tow. Only the expensive servicing really stands out as a weakness. 

In short, there’s little to suggest the popularity of either will wane, but as for which is best, we’ll have to put them head-to-head on- and off-road.  

It’s an odd car market globally at the moment, with many car makers not giving new models the development budget they perhaps deserve thanks to tightening emissions laws and changing buyer preferences.

Toyota, the world’s biggest car maker, has received some criticism from online commenters and some journalists about the latest-generation HiLux for that very reason. To those critics we ask: What if Toyota sold a much newer ute in Australia with one of the hybrid drivetrains that’s so in vogue with Australian new car buyers? Enter the Toyota Tacoma.

Only sold in markets such as North America, the Toyota Tacoma was originally launched in 1995 and was very similar to the N140 generation HiLux. Whereas the HiLux was engineered for third world markets and heavy duty deployment, the Tacoma was more road-focused and more car-like to drive than the HiLux.

The second-generation Tacoma shared parts with the LandCruiser Prado and FJ Cruiser, including their platform and 4.0-litre petrol V6 engine, and was again more road-focused than the HiLux.

3

The current fourth-generation Toyota Tacoma was revealed in 2023 and unlike the old or new HiLux, uses the same TNGA-F platform as the latest LandCruiser Prado and 300 Series. In the USA, the Tacoma is available with a 207kW/431Nm turbocharged 2.4-litre four-cylinder petrol engine with a six-speed manual or eight-speed automatic transmissions, as well as a hybridised version called the ‘i-Force Max’ making 243kW/630Nm.

Pricing for the Toyota Tacoma in the US starts at US$32,145 (around A$49,000 at the time of writing) for the base model three-door in SR 4×2 trim, and extends to US$64,350 (A$98,400) for the top-spec dual cab TRD Pro 4×4.

Compared to the HiLux, the Tacoma is bigger in all directions measuring up to 5746mm long, which is 426mm longer than the ‘Lux, as well as 1953mm wide (+68mm), 1898mm tall (+33mm) and sitting on a 3686mm long wheelbase (+601mm).

1

While Toyota Australia has so far kept silent about any possibility that the Tacoma will be sold locally, there’s clearly space for it in the line-up between the smaller HiLux and larger Tundra utes – especially as more of a lifestyle offering that’s not as heavy duty as the ‘Lux.

But against the higher-spec versions of the Ford Ranger and Volkswagen Amarok – utes that sell plenty for comfortably above $80,000 – a high-end Tacoma’s appeal is obvious, especially with the turbo-hybrid drivetrain. We’ll see what happens with Toyota Australia and the Tacoma.

It was typical of the new-gen MG to launch a premium sub brand, IM, into the Australian market in August 2025 – bold and daring.

Both models that comprised the initial offering feature impressive technology such as 800-volt architectures for fast charging, four-wheel steering and – in the case of the Performance grade – air suspension. As such, the IM5 Performance is certainly taking its shot at being a Tesla Model 3 killer.

And it’s clear that Tesla is IM’s biggest target with its model line-up – the IM5 liftback competes directly against the Model 3 and the IM6 SUV against the Model Y, the latter of which was one of the world’s best-selling cars in 2024. At the launch of the brand in August plenty of information was provided about how technically advanced the models are – from videos about how quickly it passes a moose test to a test of its cool crab walking and automatic parking functionality. But is there substance beyond the tech?

There are three IM5 variants in Australia: entry-level Premium, mid-spec Platinum and top-spec Performance. Each are richly equipped and offer impressive charging and performance stats, as well as strong value – the Premium’s $60,990 drive away pricing initially looks higher than the equivalent Model 3’s $54,900 price, but the Tesla is around $500 more expensive once on-road costs are included.

As for the Performance variants, the Tesla is about $7000 more expensive and it’s good to see MG’s value push still present in its premium products.

2025 IM5 pricing (drive away):

IM 5 options:

• Premium paint: $1000
• Beige interior: $990

For your $80,990 (driveaway), the IM5 Performance is extremely well equipped with everything that MG could throw at it – possibly including the kitchen sink, because there is plenty of kit we no doubt missed. The full list is at the bottom of this page, but big items include the adaptive air suspension and four-wheel steering, an 800-volt architecture, 12-way electric front seats, synthetic leather trim everywhere in the cabin, dual touchscreens and even ‘crab walk’ functionality. There’s more in the IM5 Performance than its Tesla rival.

3

IM5 Platinum and Performance use a 100kW NCM battery with an outstanding 396kW peak charging speed, which is some of the fastest charging available in Australia. A 30 to 80 per cent charge takes just over 15 minutes, while its 575km WLTP range is 4km more than the Model 3 Performance.

And then there’s the actual performance. MG claims outputs of 552kW of power and 802Nm of torque through the dual-motor all-wheel drive system for a claimed 3.2-second 0-100km/h time and 268km/h top speed. Yet it feels even faster than that – something we verified with vomit-inducing 2.9-second runs, which is even quicker than the 3.1-second Model 3 Performance. What makes its performance even more startling is that it launches cleanly and gets to around 60km/h before even more juice is provided to push you back further into the seat. Its top whack is 268km/h.

We all know cars with fierce straight-line speed but fall apart in corners, but – thankfully considering just how much thrust there is – the IM5 Performance is accomplished in the dynamics department. Its handling is accomplished and involving, and it’s terrifically agile thanks to its four-wheel steering and quick steering rack (just 2.3 turns lock to lock). Thanks to the Pirelli P Zero tyres, it grips well too, but it also doesn’t rely on its tyres for grip like so many cars do.

The standard adaptive air suspension also makes the IM5 Performance ride well, but it’s not floaty or underdamped – it’s taut and displays great body control. On the road, it’s also superbly insulated from outside noise, with very little in the way of wind or road noise.

Inside, the IM5 Performance doesn’t fit the premium vibe quite as well as its impressive engineering, but it’s still very comfortable and good quality. Where it falters is in its materials, which feel more like an MGS5 EV that’s priced around $45,000 less than the IM5 Performance. A Model 3 feels more modern, while a Polestar 2 feels more premium. Plus, the puffy look to the materials makes it feel a bit dated, like a 1990s American luxo barge like the Chrysler Concorde.

4

It is far more tech-rich than a ’90s car, however, with a 26.3-inch display that’s supplemented by a second 10.5-inch touchscreen located on the centre console. The top two displays show the cameras, smartphone mirroring, sat-nav and so on, while the bottom screen is used to control the majority of the car’s functionality like the dynamics, settings and ADAS. Like so many modern cars, it’s advisable to sit with the IM5 and learn its functions before getting on the road.

The same puffy vibe also makes it feel a bit claustrophobic inside, and makes the already-tight space feel smaller. Rear legroom is fine for taller adults, but the floor is high and headroom is limited. Overall, a Model 3 feels more spacious. The rear seat is also somewhat spartan with only some air vents, a single USB-C charging port and small door pockets – no third climate zone, no heated seats or display like the Model 3.

The IM5’s 457-litre boot is a good shape but its high floor and lack of clever features such as under-floor storage mean that other cars – like the Model 3 – are more practical. Folding the seats unlocks a healthy 1290 litres of space though, while there’s a small 18-litre front boot as well.

The IM5 Performance is a genuinely curious offering in the market that leaves us wanting more. Those curious about a Chinese-made car have sometimes loved it in the showroom, but the on-road feel is enough to have them running, By contrast, the IM5 Performance is actually outstanding on the road and less so in the showroom. It’s impressively engineered and we hope some of that dynamic sparkle spreads further to MG models.

4

What would improve the IM5’s cabin would be warmer and higher-quality textures, as well as a new layout for the complex and basic-looking touchscreens.

But really, aside from interior quibbles, MG has built a worthy rival to the Tesla Model 3. It’s excellent value for money, veeeeery fast, involving to drive and generally feels far more accomplished on the road than most other Chinese cars. A Tesla-beater? Not quite yet, but it’s not far off.

IM5 Performance Specifications:

5

IM5 Performance standard equipment:

• 20-inch alloy wheels with Pirelli P-Zero tyres and a tyre repair kit
• Adaptive air suspension
• Four-wheel steering
• Dusk-sensing automatic LED exterior lighting, including front and rear daytime running lights
• Rain-sensing automatic wipers
• Keyless entry and start
• Hands-free electric bootlid
• Heated/auto-folding mirrors that drop in reverse
• Panoramic glass roof
• Laminated glass, rear privacy glass
• Synthetic leather upholstery
• 12-way electric driver’s seat with memory functionality
• Dual-zone automatic climate control with rear vents
• Heated and ventilated front seats, heated outboard rear seats and steering wheel
• 26.3-inch display incorporating the central touchscreen and driver’s display
• 10.5-inch central touchscreen
• Wireless and wired Apple CarPlay and Android Auto
• Satellite navigation
• Live services with MG’s iSmart app
• Wireless phone charger
• 3x USB-C charging ports
• 20-speaker sound system
• FM/DAB+ digital radio
• Selectable driving modes
• Automatic parking (including one touch parking, kerbside, pulling out and reversing the last 100 metres)
• ‘Crab walk’ functionality
• Nap and night driving modes
• 256-colour selectable ambient lighting

IM5 Performance safety features:

• 7x airbags
• Autonomous emergency braking (AEB) with pedestrian, cyclist and intersection assistance
• Adaptive cruise control
• Lane keeping assistance
• Adaptive lane guidance
• Blind-spot monitoring with rear cross-traffic alert (with braking)
• Traffic sign recognition including speed limit information
• Driver attention monitoring
• Door open warning
• Front, side and rear parking sensors
• 360-degree camera
• Tyre pressure monitoring

The IM5 range achieved a five-star ANCAP safety rating earlier this year with scores of 89 per cent for adult occupancy protection, 91 for child occupancy protection, 85 per cent for vulnerable road user protection and 79 per cent for safety assist.

One variant conspicuousness in its absence from the new-generation Toyota HiLux line-up is the GR Sport.  

This isn’t necessarily surprising, as no doubt Toyota is keeping some aces up its sleeves to roll out across the ninth-generation HiLux’s lifespan; the GR Sport was only revealed locally in early 2023, almost eight years into the eighth-gen HiLux’s run, though the badge first appeared in Brazil in 2018. 

It’s almost certain to return; it’s been too successful not to. In the first 10 months of 2025 Toyota sold 2585 GR Sports, with Toyota Australia’s vice president of sales and marketing Sean Hanley recently telling media that it is an important part of its brand lineup. 

1

So with its return a virtual certainty, what form will it take? Those wishing for a Ranger Raptor-baiting Dakar racer with number plates are likely to be disappointed, as if the new HiLux has taught us anything, it’s that Toyota believes in evolution, not revolution. It also pays to remember that the HiLux is a GR Sport model, rather than a fully-fledged GR product. 

One noticeable absence from our render (main pic) is the wider tracks that were such a feature of the previous model. While Toyota executives have hinted they may return, the Rogue has reappeared without them and making the investment for a single variant would be unusual. 

Part of the reason they have disappeared from the Rogue is that some of the previous wide-track chassis improvements have been incorporated into the new model, most notably four-wheel disc brakes, but there is still plenty of scope for upgrades. 

2

Styling-wise our render features a blacked-out grille with better cooling, more extensive underbody protection and a more aggressive front bar. Without the wider body, it’s left to bigger wheels and off-road rubber to enhance the stance as well as a lift to increase the ground clearance over even the Rogue’s 229mm (the last GR Sport offered 265mm). 

Under the bonnet we’d expect the 165kW/550Nm 2.8-litre four-cylinder turbodiesel to remain; Toyota hasn’t altered the base HiLux engine and the upgraded 1GD-FTV is pretty strong as far as the diesel crop goes, though mild-hybrid assistance would be welcome. 

Four-wheel disc brakes are now standard, but larger front rotors and calipers would improve braking performance in hard driving or when towing. New monotube shock absorbers and the fitment of a rear anti-roll bar round out the package. 

1

Some might say these are all fairly mild upgrades, but that’s exactly the point. Toyota has taken the view that the HiLux ain’t broke so doesn’t need fixing and there’s no reason to believe it will alter that view for the GR Sport.  

This would also keep costs under control and with the new Rogue increasing by just $460 over its predecessor, we’d expect the GR Sport to sit above it and the identically priced Rugged X at around $75,000 plus on-road costs.