WhichCar By Wheels

Kia has already rolled out a steady stream of new models and concepts in 2025, but it’s squeezed in one more curtain call before the year ends: the Vision Meta Turismo concept.

Revealed as part of Kia’s 80th anniversary showcase, the Vision Meta Turismo made its debut at an exhibition inside the brand’s “Vision Square” learning centre in Yongin, South Korea. The car had only been hinted at days earlier, but the full reveal offers a clear pointer to where Kia’s design team wants to take its next wave of electric cars.

The Vision Meta Turismo is an all-electric four-door sedan – a body style Kia hasn’t really played with since the Stinger bowed out in 2023. Kia isn’t directly pitching this concept as a Stinger replacement, but the Stinger was featured prominently in the exhibition’s “Identity” section. That feels like a quiet acknowledgement that the brand still sees a future for sleek, driver-focused saloons, even as SUVs dominate sales charts.

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Kia hasn’t confirmed whether the Vision Meta Turismo is production-bound, but it hasn’t ruled it out either. The company says the concept is intended to preview its next phase of mobility and design. Where it could sit in the lineup is still unclear. Kia has already introduced the EV4 and EV5 this year, while the EV7 and EV8 nameplates remain unused – leaving room for this concept to foreshadow a new flagship sedan in that gap.

Stylistically, a road-ready version would bring a fresh silhouette to Kia’s EV family, but it’s not a total break from the brand’s current look. The car carries the same “Opposites United” cues seen on other recent EVs, just stretched into a lower, longer shape. Up front, the familiar “Star Map” lighting signature is there, though the headlamps sit unusually high on the bonnet line. At the back, slim horizontal LED elements mirror what Kia has used on the EV3, EV5 and EV9, giving the concept a clear family link despite its different proportions.

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Kia describes the Vision Meta Turismo around three themes: performance driving, a digitally “immersive” cockpit, and an interior meant to feel more like a lounge than a traditional cabin. The inside certainly leans into that brief. The driver’s position gets a unique bucket-style seat, paired with a yoke-like steering wheel and a joystick-style secondary controller that looks more like something from a simulator than a commuter car. A large augmented-reality head-up display projects graphics into the driver’s sightline, which Kia says appear to float above the road surface.

There are also three selectable digital environments – labelled Speedster, Dreamer and Gamer – though Kia hasn’t yet explained what changes between them. Expect more detail later, because the company is treating this as a rolling concept rather than a one-off showpiece.

The concept’s long wheelbase is another clue about intent. Kia’s biggest current battery pack is the 99.8kWh unit used in the EV9, and the Vision Meta Turismo appears sized to take something similar if it ever reaches production. If that happens, the sedan’s low, slippery body could deliver a noticeably longer driving range than the blockier EV9, which currently tops out at about 562km on a charge.

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For now, the Vision Meta Turismo is best read as a design and packaging statement: Kia reminding everyone it can still do low-slung sedans in the EV era, and testing the waters for a potential new flagship beyond its expanding SUV-heavy electric line-up.

Lexus has revealed a new battery-electric sports car study called the Lexus LFA Concept, offering the clearest indication yet that the brand is preparing a flagship EV coupe. The concept has been shown before in near-identical form as the “Lexus Sport Concept” at Monterey Car Week and the Japan Mobility Show in 2025, but this is the first time Lexus has attached the LFA name and shared more detail about its engineering direction.

The company says the project is being developed alongside Toyota Gazoo Racing’s GR GT road car and GR GT3 racer, and that the three vehicles share underlying technology and development methods. The link is significant: Toyota has confirmed the GR GT program uses a new aluminium body structure and a 4.0-litre twin-turbo V8 hybrid set-up, while the Lexus concept explores how far a similarly focused platform can be pushed without an internal-combustion engine.

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Lexus is framing the LFA Concept as a spiritual successor to the original Lexus LFA, and to Toyota’s earlier 2000GT, positioning it as a showcase for the brand’s most advanced performance and chassis ideas in the electric era. The choice of name matters. “LFA” is not being used here to describe a specific powertrain type, but rather a top-tier performance model intended to carry forward techniques and know-how from the company’s last generation of halo cars.

While Lexus hasn’t released hard figures on battery size, motors or output, it has outlined the same engineering priorities Toyota is using for the GR GT program: low centre of gravity, low mass paired with high structural rigidity, and aerodynamics designed around performance requirements rather than styling alone. The LFA Concept is also said to use an all-aluminium body frame derived from GR GT development, suggesting Lexus wants a lightweight, stiff base before adding battery and motor hardware.

The packaging benefits of a dedicated EV layout are obvious in the car’s proportions. The concept sits low with a long, flowing roofline and wide stance, and there is no bulky engine bay. Lexus says this allowed a more cab-rearward cockpit position and a driving posture aimed at matching what its test drivers see as ideal for high-speed control. The silhouette intentionally echoes the original LFA’s coupe shape, but with cleaner surfaces and a more tapered nose, reflecting the lower cooling demands of an EV.

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Inside, Lexus describes a pared-back cockpit that clusters key controls close to the driver. Images show a compact steering wheel and a minimalist dash, with most switchgear reduced or moved to ensure quicker access while driving. Lexus argues that this approach is meant to improve visibility and reduce distraction, while still keeping the cabin usable for everyday road driving.

Beyond the design, the bigger story is what the concept signals about Lexus’s direction. The brand has already committed to broad electrification and has indicated that performance models will be part of that shift. By openly tying the LFA Concept to Toyota’s GR GT/GT3 program, Lexus is emphasising that its future halo car will be developed with the same motorsport-influenced processes as Toyota’s next petrol-electric flagship — just translated into a fully electric format.

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There is no confirmed production timeline, but the GR GT program is targeting a launch around 2027, and Lexus’s close collaboration suggests a similar window could apply here if the concept makes it to showrooms. For now, the LFA Concept stands as Lexus’s most direct statement yet that an LFA-level performance car can exist in a battery-electric world — and that the company is actively working out what that should look and feel like.

When I was younger I could change a flat tyre in less than two minutes… on my own.

There was a reason for this youthful speed and efficiency, as I was driving rally cars and they were prone to punctures. Every second wasted with a flat tyre meant a big hit in the results. So I learned to do a rapid change on my own, from the wheel nuts to the jack – not forgetting to ‘chock’ a wheel – through to re-packing the boot.

I was reminded of my flat-tyre routine when I stopped recently to help a bloke and his boy who were struggling with a flat. Their first mistake was jacking the car before loosening the wheel nuts . . .

Then I read a survey from the UK which said around half of all motorists there cannot change a tyre, a number that rises to 75 per cent for millennials. Many people didn’t even know if their car had a spare tyre . . .

changing spare tyre

Then a friend told me about the time he had a $150,000 garden ornament at his house for a weekend. It should have been a lovely Sunday fun run in a BMW speed machine, but a stray nail meant a flat tyre and a wait of several days to find and fit a suitable replacement.

At a time when Australia is in the middle of a pothole pandemic there have never been more people dealing with flat tyres. This is also the time when carmakers are pivoting – rapidly – away from spare tyres in their products.

Dumping the spare can make a lot of sense for the bean counters and engineers at head office. It frees space for the battery in a hybrid car, it cuts vehicle weight in any car, and it saves money because tyres and rims are expensive.

Looking around showrooms, the flat-tyre remedies now range from a full-sized spare matching the original alloys to an identical replacement with a steel rim, a space-saver, a deflated space-saver with a tiny pump, or a can of tyre sealant. Or nothing.

Did I mention run-flats? There is a reason…

Apart from the tyre, there are wildly varying approaches to jacks and tools and a way to get air back into the tyre. And then you have to wonder if any of it matters. Australians are turning rapidly to ‘roadside assist’ when they hit a puncture problem, with local survey numbers suggesting more than eight million Aussies now cannot change a flat. It’s another of the lost arts of motoring, like doing your own hill starts and reverse parking instead of relying on a button in the car.

On the flat-tyre front, about 84 per cent of Boomers can do the job, falling to 65 per cent in Gen X, 53 per cent in Gen Y and only 49 per cent in Gen Z. No wonder Roadside Assist is now so critical. But, although it might work for new-car buyers who expect it as part of their warranty coverage, what about older cars – or even near-new ones just out of warranty and cut from the Roadside Assist lifeline?

They won’t be going on the back of a flat-bed truck to the nearest town for a replacement tyre while the driver grabs a latte. And here comes another pothole in the road – supplies of tyres.

As rims have become bigger, and tyres have become lower-profile and more specialised, the chance of finding the right tyre in the right place has become smaller. Tyre dealers are not going to stock a range of 18 or 19-inch rubber on the off-chance they will get to sell it sometime soon.

Rod Jane, who knows a bit about the rubber business through his T-Mart connections, says sourcing and delivering tyres to stranded motorists is becoming tougher and tougher in Australia. And he doesn’t see it getting any easier, while admitting his stores are seeing more and more victims of flat tyres.

The article originally appeared in the December 2025 issue of Wheels. Subscribe here and gain access to 12 issues for $109 plus online access to every Wheels issue since 1953.

The death of the Ford Falcon, one of Australia’s most legendary cars, is still a touchy subject among Ford enthusiasts. Even today, more than nine years after the last one was produced, the death of the Falcon hits hard.

But what if it was still produced today? What would the line-up look like? We turned to AI to create a virtual 2026 Ford Falcon. Take a look:

Sedan, wagon and ute bodystyles

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The sedan is obviously the best-selling Falcon model, but both the wagon and ute have parts to play in the line-up. AI helped us imagine the sedan looking very much like a contemporary Ford sedan: the big corporate grille, sleek angular headlights and a classic sedan shape with big tail-lights that are not too dissimilar to the last FG X model.

Even though car-based smaller utes in Australia died with the Falcon and Holden Commodore, with mid-size trucks now very popular instead, the Falcon ute would still play an integral role in the 2026 model’s range.

Same with the wagon. Although wagons no longer sell as much as they used to – possibly due to the Falcon and Commodore no longer existing – there’s still a market for them in Australia, especially for somebody that wants a practical car but doesn’t need the off-road ability of the Everest SUV.

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As for drivetrains, Ford would likely again offer a wide range of powerplants. The 4.0-litre Barra straight six, the backbone of the last Falcon models, would likely not meet emissions any longer so we imagine that the 2.0-litre EcoBoost turbo-four would be the standard engine like the Falcon EcoBoost.

Ford still makes V6s for many global markets, so perhaps the turbocharged 2.7-litre unit available in the US-spec Ranger would be a good fit for those wanting more power. Finally, a hybrid would have to be part of the range, so the 185kW 2.5-litre drivetrain available in the Escape overseas would likely be a good fit for the Falcon.

As for model availability, we’d likely see entry-level Falcon Active, mid-spec Trend, bodykit special Sport based on the Trend (like the XR6 was), sporty XR6 Turbo, luxury Platinum and high-performance XR8.

What’s inside the 2026 Ford Falcon?

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On the inside, the 2026 Ford Falcon by AI takes many clues from recent Ford models sold globally, including the Focus (rest in peace!), Ranger/Everest and North American Explorer with a portrait touchscreen, digital driver’s display and practical details such as huge door bins.

Importantly, this interior depiction shows many physical buttons, important for usability, and unlike the Chinese-made Mondeo, screen size is modest and doesn’t cover the whole dashboard. It’s familiar but also modern, and we think modern Ford drivers would quite like it.

What about a performance model?

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Of course, a Ford Falcon line-up wouldn’t be complete without performance models and here, AI has imagined the XR8 as part of the range. The iconic ‘double scoop’ headlights of Falcon XR models has been imagined here as a double DRL, which looks menacing, and the bodykit adds more aggression to the Falcon imagined above.

As with the sedan, we got AI to imagine a wagon version too, which looks a bit more subdued than the sedan above, so maybe that sedan could be an XR8 Sprint against the wagon’s regular XR8 model.

As for drivetrains, Ford Australia has a lot of choice in the Ford world, from the Ranger Raptor’s 292kW 3.0-litre turbo V6 for an XR6 Turbo, or the Mustang’s 345kW ‘Coyote’ 5.0-litre V8, with a factory supercharger kit available in the USA to boost power even further. Naturally, both manual and automatic transmissions would be offered, likely the six-speed Tremec manual and 10-speed auto from the Mustang range.

Saying Australians are fond of powerful utes is like saying water is wet or snow is cold. We have a long and unique tradition of wanting a massive boot and as much grunt as possible, typified by the final supercharged V8 offerings from HSV and FPV. 

Today’s utes may ride higher and drive all four wheels, but customers are still demanding big horsepower. While we’re denied the monstrous 537kW/868Nm Ford F-150 Raptor R and the equally wild 523kW/882Nm RAM TRX has now ceased production, power-hungry punters still have plenty of options, though in true clickbait style, number one will surprise you! 

Here are the top 10 most powerful utes available in Australia, ranked by power output. 

10. Ford Ranger Raptor – 292kW/583Nm 

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For the second-generation Ranger Raptor, Ford almost doubled its horsepower, the 157kW/500Nm 2.0-litre bi-turbo four-cylinder diesel replaced by a 3.0-litre twin-turbo V6. It almost halved its 0-100km/h time to a hot hatch-baiting 6.0sec, too. 

Not everyone is a fan of the sound, though it’s very similar to the Alfa Romeo Stelvio Quadrifoglio it was benchmarked against, but what’s more remarkable is the chassis is a match for the massively increased punch. 

9. Ford F-150 – 298kW/678Nm

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Aluminium construction and a super-strong 3.5-litre twin-turbo V6 make the enormous Ford F-150 faster than it has any right to be, but that’s not the strangest thing about it. 

For some reason, instead of leaning into its force-fed six-cylinderness, Ford gave it a – very convincing – fake V8 soundtrack through the speakers.  

Nevertheless, any ute this large that can hit 100km/h in under six seconds is worthy of respect. 

8. GWM Cannon Alpha PHEV – 300kW/750Nm 

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Plug-in hybrid technology has changed the game when it comes to dual-cab power outputs, the Cannon Alpha PHEV teaming a 180kW/380Nm 2.0-litre turbocharged four-cylinder petrol engine with a 120kW/400Nm electric motor. 

At around 7.0sec to 100km/h, it’s perhaps not as quick as the outputs suggest – though that’s far from shabby – but it has the added benefit of up to 115km of pure-electric range. 

7. Chevrolet Silverado 1500 – 313kW/624Nm 

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The Silverado 1500 takes a completely opposite approach, subscribing to the ‘there’s no replacement for displacement’ school of thought. A 6.2-litre naturally aspirated V8 not only provides plenty of performance but an appropriately muscle car soundtrack. 

Like the Nissan Y62 Patrol, it’s a huge part of the Chevrolet’s appeal and no doubt it has led to plenty of buyers signing on the dotted line. Chuck a supercharger on top and the Silverado not only would top this list but really lifts its skirts. 

6. RAM 2500 Laramie – 313kW/1458Nm 

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The monster heavy-duty RAM matches the Silverado with 313kW but offers almost 235 PER CENT more torque from its absurd 6.7-litre six-cylinder turbodiesel. Despite a kerb weight nudging four tonnes, it can jet to 100km/h in around 7.0sec. 

Of course, the traffic light grand prix isn’t what the RAM 2500 is designed for. It’s intended to tow really, really heavy stuff and no vehicle will make lighter work of 4500kg. In fact, add a gooseneck tow hitch and you can haul up to 8000kg! 

5. BYD Shark 6 – 321kW/650Nm 

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When it comes to power-per-dollar, the BYD Shark 6 is the king – not since the supercharged FPV GS ute have you been able to score so much grunt for so little coin. 

With a pair of electric motors fed by a 29.6kWh battery, which in turn is generally charged by the onboard 1.5-litre turbocharged four-cylinder petrol engine, the Shark 6 has response, acceleration and refinement that is a quantum leap compared to your typical diesel dual-cab. 

4. Toyota Tundra – 326kW/790Nm 

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Match a 3.4-litre twin-turbo V6 – yes, Toyota calls it a 3.5-litre but it’s 3445cc – generating 290kW/649Nm with a 36kW/250Nm electric motor gives the Tundra a mighty 326kW/790Nm to play with. 

It can motivate 2800kg of Toyota to 100km/h in around 7.0sec – this does seem to be where most of these utes land regardless of outputs – and will perform a similar role in the new hybrid Toyota LandCruiser.  

3. Chevrolet Silverado 2500 HD LTZ Premium – 350kW/1322Nm

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Like its RAM rival, the big dog Silverado uses a massive diesel engine – in this instance a 6.6-litre Duramax turbocharged V8 – to produce enough grunt to tow your house around Australia should you wish. 

Once again, the maximum tow rating with a conventional (70mm) tow ball is 4500kg, a figure far beyond most typical dual cabs but one that the Silverado 2500 makes light work of. 

2. RAM 1500 Limited Crew Cab – 403kW/707Nm

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 The wild, whining supercharged RAM TRX might have now ceased production, but the ‘High Output’ version of RAM’s new Hurricane 3.0-litre twin-turbo inline-six is a pretty good successor. 

It increases outputs from the regular version’s 313kW/635Nm – no slouch in its own right – to a whopping 403kW/707Nm, which rockets 2700kg-plus of American truck to 100km/h in just 5.0sec. Is this necessary? No. It is awesome? Yes. 

1. Deepal E07 Multitruck – 440kW/645Nm

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Bet you didn’t see this one coming. Proving that new-age electrification can beat the best of internal combustion when it comes to performance, the quirky Multitruck can hit 100km/h in 4.0sec in range-topping dual-motor guise. 

With a 300kg payload and 1500kg maximum braked towing capacity, there will be those that scoff at its utility credentials – and there’s the feeling the Silverado and RAM 2500 would try and steal its lunch money – but this list was about power, not practicality, and the Deepal is number one. For now. 

Toyota’s Gazoo Racing division has shown the first public prototypes of two related V8-powered cars: a new road-going flagship called GR GT and a customer racing version dubbed GR GT3. Both remain in development, but Toyota says they are being engineered side-by-side, with the road car intended to underpin an FIA-spec GT3 program aimed at global endurance and GT racing.

The GR GT is being positioned as Toyota’s next top-tier performance model, following the spirit of the 2000GT and Lexus LFA. Unlike those earlier icons, this one has been conceived from the outset with motorsport homologation in mind, effectively making it a road-legal race car. The GR GT3, meanwhile, is the track-only offshoot that will compete in the GT3 category, where brands such as Ferrari, Porsche, BMW, McLaren and Lamborghini fight for wins in customer-team racing.

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Toyota is still holding back many final specifications, but key details were confirmed alongside the prototypes. Both cars use a newly developed 4.0-litre twin-turbo V8 and a chassis built around Toyota’s first all-aluminium body frame. The GR GT adds a hybrid system with a single electric motor integrated into a rear transaxle.

Development targets for the road car call for at least 650PS of combined output – roughly 480kW – and 850Nm of torque. Toyota also quoted a top speed target beyond 320km/h. Weight is being kept below 1750kg, with a front-to-rear distribution of 45:55. The layout is front-engine, rear-drive, with the V8 mounted low and pushed rearward behind the front axle to help balance and reduce the centre of gravity.

Toyota says the emphasis has been on three fundamentals: lowering the car’s centre of mass, keeping the structure light but stiff, and prioritising aerodynamics early in the styling process. In practice, that has meant packaging heavy components – the dry-sump V8, rear transaxle and major hybrid hardware – as low as possible, and shaping the body around airflow and cooling needs before final exterior lines were locked in.

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The GR GT’s aluminium spaceframe is paired with body panels using a mix of aluminium, carbon-fibre reinforced plastic and other composites. Suspension is a low-mounted double-wishbone setup front and rear, with forged aluminium arms, and carbon-ceramic Brembo brakes. Toyota says the underlying chassis hardpoints and suspension architecture were designed so the racing GR GT3 can share major components, reducing development duplication between the road and race programs.

Inside, Toyota claims the GR GT has been laid out around a low seating position and clear outward visibility, with controls clustered close to the steering wheel for quick access on track. It’s also being tuned for daily use, though the company hasn’t shown a full cabin yet.

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Toyota credits the development approach to lessons from competition, including heavy simulator use early in the program, then validation on circuits such as Fuji Speedway and the Nürburgring, plus public-road testing for drivability away from the track. The cars have been iterated through repeated test-and-repair cycles typical of GR products.

Neither model has a confirmed on-sale date, but Toyota is aiming for a launch around 2027. Final performance figures, design details and the GR GT3’s racing timeline will be released closer to production.

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Zeigler/Bailey has released first details of its Porsche 911-based Australian-designed and built sportscar.

Melbourne-based entrepreneur and Porsche collector John Zeigler Jr and mechatronics engineer Greg Bailey are behind the ambitious project with a price tag of AU$1.6 million, plus the donor Porsche 911.

Starting life as a G-series Porsche 911, in production from 1975-1989, the Zeigler/Bailey Z/B 4.4 is designed and built entirely in-house in Melbourne and conforms to applicable Australian Design Rules.

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Far from a ‘restomod’, Ziegler/Bailey calls the Z/B 4.4 a “unique,Australian designed and up-to-the minute platform, engine, suspension, electronics and driver ergonomics, clothed in classic Porsche cool”.

The bespoke 4.4-litre engine adheres to Porsche’s flat-six, air-cooled architecture and makes around 300kW of power and 500Nm of torque. It’s matched to a Porsche-sourced Getrag five-speed manual transmission, complete with a single-plate clutch from a 993 Turbo.

Zeigler/Bailey has engineered the Z/B 4.4 with an eye on international markets, its in-house built platform allowing for both right- and left-hand drive versions to be manufactured quickly and easily. It claims the conversion from right- to left-hand drive can be completed in around eight hours.

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The Zeigler/Bailey designed 17-inch forged aluminium and carbon-fibre wheels have been engineered to AS 1638 standard and feature centrelock wheel nuts, including a safety lock clip.

The suspension has also been designed in-house and features aluminium MacPherson struts with height adjustment up front independent multi-link double-wishbones at rear with inboard height-adjustable coil-over dampers. Buyers can option four-way adjustable dampers.

Inside, the Z/B 4.4 utilises the Porsche catalogue with the German brand’s 14-way power adjustable seats as standard. Buyers can opt for Porsche GTS sports seats or the carbon-fibre buckets from a  911 GT3.

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The seats are trimmed in standard-fit Nappa leather, although buyers can personalise interiors with their own materials.

Cabin technology includes a 9.0-inch touchscreen with Apple CarPlay and Android Auto smartphone mirroring, inbuilt satellite navigation, live data logging, and a six-speed surround-sound audio system.

A Zeigler/Bailey-designed digital instrument display, mimics the look of analogue dials and can be customised to show any number of additional data, such as the temperature of the cylinder heads, a log of current engine hours, and GPS-based positioning.

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Zeigler/Bailey says it has already pre-sold six Z/B 4.4s, with three nearing completion and a further three body-shells ready for internal fit-out. The company says it plans to build 10 cars per year.

Mahindra Australia has announced an important safety upgrade for its Scorpio seven-seat SUV, which now features level 2 safety features like autonomous emergency braking as standard.

Priced from $48,990 drive away (+$2000), the Scorpio is now safer than before in a move the brand describes as “a major leap forward in safety, technology, and value for Australian customers”.

Mahindra Scorpio new safety features:

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In addition to the new safety features, Mahindra has also equipped the updated Scorpio with ventilated front seats, a six-way electric driver’s seat, an electric parking brake with auto hold and an auto-dimming rear mirror.

The Scorpio is powered by a 2.2-litre four-cylinder turbo-diesel engine making 129kW of power and 400Nm of torque. That’s mated to a six-speed automatic transmission and a four-wheel drive system with low range gearing. It’s rated at 7.2L/100km for combined fuel consumption.

Mahindra Scorpio pricing (driveaway)

Mahindra Scorpio standard features:

The updated Mahindra Scorpio will arrive in local Mahindra dealerships this summer.

Italian luxury sports car maker Maserati is celebrating the 111th anniversary of its founding this month, a milestone that makes it the longest-standing brand in Italy’s Motor Valley. The milestone comes as the brand surpasses 8000 sales in Australia and New Zealand since 2005 and ahead of the 100th anniversary of its iconic Trident logo, along with 100 years since its debut in motorsport.

Maserati’s story began in 1914, when Alfieri Maserati and his brothers Ettore and Ernesto founded “Ditta Alfieri Maserati” at Via de’ People 1A in the centre of Bologna. As stated in the individual business declaration document, the new firm officially began operations on December 1, 1914.

The Maserati brothers were passionate about mechanics and had a love for speed, and they were not averse to getting behind the wheel of a race car themselves. Another brother, Mario, contributed by designing the Trident logo – inspired by the Fountain of Neptune in the centre of Bologna – and the final brother, Bindo, joined the Officine Maserati in 1932, following Alfieri’s death in the same year.

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The first car to bear the Trident was the Tipo 26 – a racing car that made its debut at the 1926 Targa Florio, where it took first place in the up to 1.5-litre class with Alfieri at the wheel. It was the first in a long line of racing achievements, including back-to-back victories at the Indianapolis 500 in the USA (1939 and 1940), four consecutive Targa Florio wins (1937, 1938, 1939, and 1940), nine Formula One wins, and the 1957 Formula One World Championship with Juan Manuel Fangio.

At the end of 1939, with the arrival of the Orsi family, Maserati began its move to Modena, where the Viale Ciro Menotti plant opened on January 1, 1940, and has remained the home of the Trident ever since. In 1947, the collaboration between the Maserati brothers and the brand came to an end, and the first road car, the A6 1500, was introduced.

Then, in 1963, the brand debuted the iconic Quattroporte, creating the segment of high-performance luxury sedans. After a brief period under Citroën ownership from 1968 to 1975, during which the company introduced its first modern industrial processes, the subsequent De Tomaso era (1975–1993) saw the creation and commercial success of one of the brand’s most iconic and best-selling models: the Biturbo.

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Built on these strong historical and industrial foundations, the more recent phase of the Italian brand’s evolution has been marked by new models and major innovations, starting from 2007. The fifth-generation Quattroporte debuted at the Detroit Auto Show, followed by the GranTurismo at the Geneva Motor Show.

The GranCabrio arrived in 2009; the sixth-generation Quattroporte and the Ghibli in 2013; three years later came the Levante, the first Maserati SUV.

In 2020, with the introduction of the production lines for the new Maserati MC20, the flagship of a new era for the brand, the Viale Ciro Menotti plant underwent a major renewal, complete with an in-house paint shop and an area dedicated to the development and assembly of the revolutionary Maserati Nettuno engine, protected by international patents and 100 per cent made by Maserati.

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In 2023, it was the turn of the Maserati GT2 Stradale, a street-legal super sports car that unites two iconic Maserati worlds: elegance and racing. The following year, the spotlight fell on the MCXtrema, a track-only vehicle limited to just 62 examples, equipped with an extreme version of the 544kW Nettuno V6 engine.

Santo Ficili, Maserati COO, said in a media statement: “It is a true honour for me to celebrate the first 111 years of Maserati’s history in the city that represents the beating heart of our brand. “For more than a century, it has fuelled a unique vision of performance, design, and craftsmanship, embodying the purest expression of Italian luxury. 

In 2026 the brand will launch its new MCPura supercar, which will replace the MC20 and sit alongside the Grecale SUV, GranTurismo coupe and GranCabrio convertible.

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BMW is calling it its most significant model launch in two decades, and while that kind of hype can feel like marketing theatre, the new iX3 does a lot to justify the noise. This is the first production car from BMW’s “Neue Klasse” era – a clean-sheet rethink of how the brand designs, builds and programs vehicles – and it arrives as a premium, family-ready electric SUV that’s fast, clever and surprisingly attainable for what it offers.

If you’ve followed BMW lately you’ve heard “Neue Klasse” everywhere. In plain English, it’s the company’s next generation of models that aren’t evolved from existing platforms but engineered from scratch around EV hardware and software. The iX3 is the first cab off that rank, and BMW is effectively betting that what it introduces here will shape the brand’s direction for the next decade.

Positioning-wise, the iX3 is an all-electric mid-size luxury SUV that will live alongside petrol and hybrid X3s, rather than replacing them outright. In Australia it’ll square up to cars like the Audi Q6 e-tron, Porsche Macan Electric and Mercedes-Benz GLC with EQ Technology, all aiming at buyers who want premium feel without the size (or price) of a full-size SUV.

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At launch there’s a single body style and a single powertrain: the iX3 50 xDrive. BMW has already confirmed the range will broaden, with cheaper single-motor versions and smaller battery options to come, plus a proper high-performance M variant at the top. A sleeker iX4-style coupe SUV is also expected to follow within a year or so.

The headline hardware is a new 112kWh battery (108.9kWh usable) feeding a dual-motor all-wheel-drive setup. This high-spec combo should sit at the top of the iX3 family, leaving space underneath for more accessible trims once production ramps up. Overseas pricing translates to roughly A$115,000 for the base Sport, rising to about A$120,000 for M Sport and A$123,000 for M Sport Pro before options, putting it in the thick of the premium EV fight rather than in some stratospheric halo zone.

Even the base Sport is generously equipped. Standard kit includes BMW’s new Panoramic i-Drive display (a next-gen OS and screen concept), heated seats, LED headlights, 20-inch alloys, keyless entry, powered tailgate, dual-zone climate control and adaptive cruise. Expect common extras – such as metallic paint or upgraded upholstery – to add a few thousand dollars to the drive-away figure, but the core tech story doesn’t require ticking boxes.

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Neue Klasse’s first big leap is under the skin. The battery uses cylindrical cells for improved cooling and energy density, and the pack’s upper surface doubles as the cabin floor to save weight and packaging space. The motors aren’t equal either: BMW keeps its rear-drive DNA alive with a stronger rear unit that handles most of the work, while the front motor only engages when needed, then decouples to reduce drag.

Just as crucial is the software layer. BMW has collapsed what used to be multiple computers into a single central control system called “Heart of Joy.” It manages power delivery, stability, braking, driver aids and infotainment as one coordinated whole – the company’s version of a “software-defined vehicle.” The most obvious benefit shows up in braking feel. The regenerative system is strong enough to bring the iX3 to a smooth, complete stop without that awkward last-second handover to friction brakes. BMW calls it “soft stop,” and in practice it makes urban driving feel more natural than in many EVs.

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Performance is properly serious for a family hauler. The 50 xDrive delivers about 340kW and 650Nm, enough for a quoted 0–100km/h time of 4.9 seconds. More importantly, it uses that output in a way that feels controlled rather than cartoonish. The rear bias gives it a tidy, balanced shove out of corners, and the traction never turns messy. There are selectable sound profiles – including a calm “Silent” mode and a sharper Sport setting – but the real theatre is the instant torque.

Visibility and day-to-day usability are also a standout. The seating position offers a broad adjustment range, the glass area is generous, and the Panoramic i-Drive bar sits low enough on the windscreen that it doesn’t block sightlines. Parking is made easy by high-resolution 360-degree cameras and an automated park assistant that can finish manoeuvres with you inside or outside the car.

On the road, BMW’s chassis tuning shows through. The steering is quick and accurate off-centre, with weight building naturally as you turn. Ride quality is firm in a premium-European way, but the damping keeps it composed over sharp hits. Push harder on a poor-surface back road and the iX3 stays calm, masking its battery mass impressively. It isn’t as overtly sporty as a Macan Electric, but it’s more supple and relaxed – and it feels more precise than the Audi Q6 e-tron in early impressions.

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Long-distance comfort is strong too. Refinement is near-silent at highway speeds, though the iX3’s single-glazed windows mean some tyre and wind hiss can creep in on rough Aussie bitumen. Where it really jumps ahead is its Level 2+ driver assistance. Unlike systems that constantly nag for steering-wheel input, BMW allows hands-off cruising in mapped conditions, and even lane changes can be initiated with a mirror glance when prompted.

Range and charging are likely to be the biggest drawcards for Australian buyers. BMW is talking up a maximum range of around 800km on the WLTP cycle. Even allowing for real-world penalties — heat, speed, load, coarse-chip surfaces – a practical figure in the 650km zone is plausible, which is outstanding for the class. That top number is with the most efficient wheel/tyre setup; larger 21–22-inch wheels will trim it, but not dramatically.

Charging capability is equally bold: BMW claims a peak 400kW DC fast-charge rate, and compatibility with both 400V and 800V infrastructure. Right now, 350kW+ chargers are still relatively rare on Australian highways, but rollout is accelerating – and the iX3 is future-proofed for the network that’s coming, not just the one we have today.

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Design-wise, the iX3 marks a sharp new chapter. The front end uses a black “mask” panel integrating headlights and sensors, with small upright kidney grilles at the centre and gloss sections flanking them. The surfacing is cleaner and more minimal than today’s BMWs, with flush door handles and tight shut-lines giving it a crisp, modern look in person.

Inside, BMW has effectively rebooted its cabin philosophy. The Panoramic i-Drive replaces traditional gauges with a wide, projected-style display running along the windscreen’s base. Speed, range and battery data sit in the driver’s field of view, while the central and passenger areas can be customised for navigation, media or efficiency widgets. A large 17.8-inch touchscreen handles most controls, with a small set of physical buttons remaining on the console for essentials.

Material quality feels contemporary rather than old-school plush: leather-like trims, solid plastics, tasteful fabric accents and no fake stitching. M Sport grades add a sportier mix of Alcantara-style inserts. Build quality at first touch is excellent – doors close with a reassuring weight, and the cabin feels tightly assembled.

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Space is right where Australian families want it. The 520-litre boot matches key competitors, backed by under-floor storage and a small front boot for charging cables. The second row is roomy with a flat floor and well-set seat height to avoid that knees-up EV posture. The only niggle is limited small-item storage compared with some rivals.

As for reliability and safety, official local ratings will come later, but BMW’s recent EV track record suggests a five-star outcome is likely. The bigger question is how smoothly this brand-new software architecture settles in real ownership – though if the driving and interface polish is anything to go by, the foundation looks strong.

Put simply, the iX3 doesn’t feel like a cautious step into the future. It feels like BMW drawing a line and starting again – with range, charging, software and dynamics that finally make the “Neue Klasse” headline sound less like a slogan and more like a strategy.

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