WhichCar By Wheels

It’s fair to say that Isuzu’s 3.0-litre engine is the stuff of 4WD legend. Tough, reliable, with a long service life, and the ability to tackle heavy loads or difficult off-road work without issue, Isuzu’s big four-cylinder has been a favourite with Australian buyers for years now. Head into any remote town in the outback, and chances are you’ll see an Isuzu D-Max or MU-X rolling through – often with a caravan in tow.

If you’re wondering just how popular Isuzu’s two-model line up is, at the time of the launch of the new 2.2-litre engine, D-Max sat in third behind Ford Ranger and Toyota HiLux (in the 4X4 segment) for monthly sales, while MU-X also sat in third behind Toyota Prado and Ford Everest.

Heavy hitters indeed, and proof that Isuzu is right up there with the best of them. Speak to Isuzu owners, and many of them are repeat customers too, such is the robust quality of the product.

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This new engine is an interesting move, and it’s not just the engine either with a new transmission backing it. In the 4×4 D-Max range, pricing starts from $50,700, for the SX dual-cab chassis model, before on-road costs. In the 4×4 MU-X range, pricing starts from $55,900 before on-road costs.

Reading the tea leaves, the new 2.2-litre engine is in line to replace the 3.0-litre at some point – probably not too far down the track. What’s most interesting right now though, is the relatively small – $2000 – price premium to step up to the 3.0-litre engine while it’s still available. The case for the new engine isn’t as strong as it might be with the 3.0-litre still available and still that affordable.

A quality eight-speed automatic comes with the new engine, promising to deliver efficiency and lower emissions while still retaining crucial performance ability such as a rated 3500kg towing capacity (up from the 1.9-litre’s 3000kg rating). The outgoing 1.9-litre generated 110kW and 340Nm, while the new 2.2-litre makes 120kW and 400Nm.

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Isuzu claims better power from takeoff, and earlier delivery of peak torque as well, which means day-to-day drivability should be easier and better. The previously available manual transmission is no longer and crucially, the new engine drops fuel use down as low as 6.3L/100km and will assist in minimising the fines that the manufacturer has to cop under new CO2 emissions rules implemented by the Australian government.

From the outside, and inside the cabin as well, both MU-X and D-Max are as you were. That means if you’re upgrading from an older model, this current generation will feel like your favourite hoodie, or if you test the 3.0-litre back-to-back with the 2.2-litre, the cabin, driving position and controls will remain the same. All the changes are under the skin and only evident when you get behind the wheel.

Our launch drive starts in city traffic, where the strengths of the new engine and gearbox come into play. Isuzu’s stop/start system isn’t as snappy as we would like, and there’s some shudder on start up when you lift off the brake. It won’t always activate, depending on factors like steering angle, and the needs of the powertrain for example, but we did notice the AC doing the thing that most of them do when the engine stops at the lights.

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That is, it’s not as cold as it is when you’re on the move. You will get used to stop/start though, and if you’re not as picky as we are when it comes to assessment, it’s fair to say it probably won’t bother you.

The other factor you’ll notice in town is the engine noise. You will hear it working, especially when you need a decent hit of throttle to either get up to speed from a standstill or roll on to overtake. It’s not harsh, but it’s there, and we’d need to drive the new engine back-to-back with the existing 3.0-litre to tell you whether it is in fact, quieter. There’s certainly not a revolutionary shift in refinement with the 2.2-litre engine though.

The gearbox is excellent. Eight ratios is probably as many as you need in the real world, without ending up with a transmission that is constantly hunting for gears, and looking to maximise efficiency. There’s nothing wrong with six either, but a quality eight-speed is a really good thing to use in real-world driving scenarios. As such, progress in the new MU-X and D-Max is smooth, with shifts almost imperceptible unless you’re right up at redline.

Once you’re up to cruising speed on the highway, the new engine settles into the same relaxed lope as we’ve come to expect from any previous Isuzu.

We actually did more off-road driving at the launch, which is counter intuitive for most of you reading this, especially if you’re a potential MU-X buyer. Hardcore off-road work, still remains the domain of the minority in a market laden with 4WD alternatives across nearly every sector. As it was on-road though, the new engine is in its element in the rough stuff.

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There are still 2WD MU-X variants available for those of you who don’t need 4WD. Key to the ability off-road is the quality of the low-range gearing, a rear diff-lock, off-road focused ground clearance, and Isuzu’s now-excellent ‘Rough Terrain Mode’ traction control tuning, which limits wheel slip, maximises grip at the right tyre, and ensures smooth, fuss-free progress. In practice, whenever you’re in a situation with wheels hanging in the air, and offset grip, hit the switch, and you can drive through with all the confidence in the world. It’s as much a safety feature for tough off-road driving as it is a clever electronic addition and it’s something that even experienced off-roaders will use.

The new engine and gearbox can crawl smoothly in low range either up or downhill, with excellent response to throttle inputs. There’s absolutely nothing jerky about the driving experience even in gnarly terrain off-road, which makes for easy progress on any surface.

We look forward to more on-road testing though, the environment that most of you will use the D-Max and MU-X in.

There’s no doubt the new 2.2-litre engine is a good one – it’s effortless, flexible, works well on and off-road and does what buyers will expect. The headline act, however, is probably the excellent eight-speed automatic, which makes the most of the new engine’s power and torque. In the real world, the 2.2-litre is all you need to do what most large SUV and dual-cab buyers use their vehicles for.

However, if you’re towing regularly or love a long distance road trip, the 3.0-litre still appeals. And, the pricing structure ensures the 2.2-litre isn’t significantly cheaper than the 3.0-litre either, meaning most buyers might opt to pay a little bit more to get a little bit more.

Recently, the Volvo XC60 overtook the iconic Volvo 240 as the company’s most popular product of all time. With 2.7 million units produced since the first XC60 left the production line in 2008, the XC60 has been a massive success for the Swedish car company and is still its most popular product both in Australia and globally.

Now in its eighth year for the second-generation model, the XC60 has just received an update to keep it fresh in the hugely popular and highly competitive mid-size SUV segment. Is the updated XC60 still one of the best luxury mid-size SUVs? Let’s find out.

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Price and equipment:

2026 Volvo XC60 pricing (plus on-road costs):

XC60 Plus standard features:

XC60 Plus safety features:

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XC60 Ultra Dark adds:

XC60 colour range (all no cost extra):

Interior, practicality and bootspace:

As we’ve come to expect from modern Volvo products, the interior of the XC60 is lovely, with a classy Nordic vibe throughout. The quality is excellent – even the lower plastics are soft to touch – and it feels tight as well with a solid thud when the doors close. The switchgear is high quality, especially the cool Orrefors gear selector, and the wood-like trim is nice to touch. Plus, there’s plenty of storage to put life’s trinkets.

The updated XC60 range uses a new 11.2-inch touchscreen running a new Android Automotive software that features Google in-built, so that the sat-nav uses Google Maps and the voice control is actually the Google Assistant. It does feature Apple CarPlay as well for Apple users, but if you already use Google Maps on your smartphone, all your destination searches then feature in the car.

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The new screen looks tacked on compared to the smaller former 9.0-inch unit in the pre-updated XC60, but it is much quicker to use and brighter as well. The new layout isn’t massively different, but it is easier to use. The 600W Harman Kardon sound system in the Ultra Dark – optional on the Plus – is rich in aural quality too.

The rear seat isn’t as roomy as you’d expect for a Volvo, with only moderate legroom for six-footers, though headroom is excellent. Rear seat amenities include two separate zones of climate control, air vents, door and map pockets, a central armrest and charging outputs.

The XC60’s boot is perhaps not as large as you’d expect for a Volvo either at 483 litres with the rear seats up, but it’s very well finished and there are plenty of clever features such as side storage, remote releases for the rear seat folding, a 12V socket, hooks to hang bags off and a ski pass to the rear seat – plus, buttons to raise or lower the rear suspension height in models with air suspension.

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Folding the rear seats unlocks 1543 litres of space and unlike many rivals, they actually fold flat. A space-saver spare wheel lies underneath the boot floor of the B5, but not the T8.

Performance and fuel economy:

There are two available drivetrains in the Volvo XC60 range: a 183kW/350Nm 2.0-litre four-cylinder turbo-petrol in the B5 or that engine teamed with an electric motor for 340kW/709Nm outputs and a 19kWh battery for a claimed 89km electric range in the T8 plug-in hybrid. Both use an eight-speed torque converter automatic transmission and all-wheel drive is standard equipment. The B5 sprints to 100km/h in a respectable 6.9 seconds and the T8 reduces that to 4.8 seconds – both are limited to 180km/h at the top end.

We tested only the B5 and came across with the ‘entry’ engine in the XC60 range. It’s refined, sounds good and provides more than enough performance for the segment. The eight-speed automatic transmission is generally seamless too. Volvo claims combined fuel consumption of 7.6L/100km and CO2 emissions of 173g/km – we beat that in our testing that included a lot of highway running at 7.2L/100km. The XC60 runs on minimum 95RON premium unleaded fuel and features a large 71 litre fuel tank.

On the road:

On the road, the Volvo XC60 impresses with its refinement, comfortable ride quality and generally luxurious feel from behind the wheel. It doesn’t go down the sporty route, unlike a BMW X3, and we think it’s all the better for it. The XC60 still corners well and its chassis is well tuned as well, but it’s not interested in maximum cornering speeds. Instead, it majors on comfort – and we think it’s better suited in this regard to its target market than rivals.

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The steering is light but well weighted, and the ride quality is quite comfortable with great body control. Also impressive are Volvo’s active safety features, especially the adaptive lane guidance as that the company dubs ‘Pilot Assist’ when in operating in tandem with the adaptive cruise control. It provides reliable and subtle lane corrections when activated, and is quite well tuned.

Service and warranty:

Volvo covers the XC60 with a five-year/unlimited km warranty with five years of roadside assistance that can be extended to eight years in total with dealer servicing.

The XC60’s service intervals are once-yearly/every 15,000km and a five-year service plan costs an expensive $3870 ($774 per year).

Verdict: Should I buy a Volvo XC60?

There are rivals to the Volvo XC60 that are sportier and more fun to drive, more modern-feeling and practical throughout, less expensive to service and with a wider range of powerplants. The new infotainment system looks tacked onto the dashboard as well, and the recently update could have gone further in keeping the XC60 fresh against newer and fresher-feeling rivals.

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But we think that the Volvo XC60 is still one of the best premium mid-size SUVs to buy thanks to its lovely interior, good value for money, punchy drivetrains and updated in-car tech. It’s also very comfortable, its cabin is Nordic luxurious and its active safety features are intuitive to use, as you’d expect for a safety-focused company such as Volvo. Put simply, it’s still one of the better options in the segment and you’d be crazy not to consider it.

XC60 rivals:

Volvo XC60 specifications:

According to figures released by both the Federal Chamber of Automotive Industries (FCAI) and the Electric Vehicle Council, 106,891 new vehicle registrations were recorded in September 2025, marking an increase of 7.0 per cent on September 2024. It’s the second highest September on record after 2023’s 110,702 registrations result.

In total, 938,959 new vehicles have been registered in Australia to the end of September, which is up 0.3 per cent on this time in 2024.

Toyota was the biggest-selling brand in September 2025 with 18,318 registrations recorded, including the HiLux ute’s pole position with 5047 registrations, ahead of second-placed Ford’s 8300 units and 4867 Rangers. 

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The Tesla Model Y was placed third at 3927 registrations, its best result since March 2024, while other noteworthy Chinese-built automotive results include the Chery Tiggo 4 on 2048 and the BYD Sealion 7 on 1887. 

Chinese-built cars formed six of the top 20 registrations results in September 2025, and China is now the second-largest country of origin for new Australian vehicle registrations. Chinese production also accounts for 77.5 per cent of all electric vehicle registrations so far in 2025.

In total, electric vehicles represented 11.3 per cent of new car registrations in September 2025, which is behind hybrids (14.5 per cent) but ahead of plug-in hybrids (4.2 per cent).

2022 Toyota RAV4 Edge Hybrid
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Federal Chamber of Automotive Industries chief executive Tony Weber said the results showed encouraging signs from a low base for EV uptake, but further action is required to accelerate the transition.

“There is no shortage of battery electric vehicles on the market in Australia. With more than 100 BEVs and more than 50 PHEVs available, manufacturers have worked hard to provide Australians with high-quality electric vehicles. What is needed now is a stronger focus on encouraging demand, in particular public recharging infrastructure,” Mr Weber said.

Top 10 best-selling cars in Australia, September 2025:

CarSeptember 2025 SalesSeptember 2024 Sales% difference
1. Toyota Hilux5,0474,31317.0%
2. Ford Ranger4,8674,4858.5%
3. Tesla Model Y3,9271,498162.1%
4. Ford Everest2,5582,902-11.9%
5. Toyota RAV42,5545,182-50.7%
6. Toyota LandCruiser2,1012,164-2.9%
7. Chery Tiggo 42,0480(New model)
8. Isuzu D-Max2,9892,61214.4%
9. BYD Sealion 71,8870(New model)
10. Toyota Prado1,8811,12567.2%

Top 10 best-selling brands in Australia, September 2025:

CarSeptember 2025 salesSeptember 2024 sales% difference
1. Toyota18,31818,1101.1%
2. Ford8,3008,303-0.04%
3. Kia7,3307,650-4.2%
4. Mazda7,0348,201-14.2%
5. Hyundai6,5015,63315.4%
6. BYD5,0841,826178.4%
7. GWM4,9453,80230.1%
8. Mitsubishi4,7376,130-22.7%
9. Tesla4,6632,64976.0%
10. MG4,0113,8414.4%

State/Territory sales, September 2025:

State/TerritorySeptember 2025September 2024% difference
ACT1,3401,388-3.5%
NSW31,29329,9434.5%
NT9429103.5%
QLD21,92921,4812.1%
SA6,6346,4203.3%
TAS1,7621,7540.5%
VIC26,60324,5738.3%
WA11,48910,5518.9%

The Tesla Model 3 has become the longest-range electric vehicle on sale in Australia thanks to a new long range variant. Priced from $61,900 plus on-road costs, the new Model 3 Long Range Rear-Wheel Drive variant can travel up to 750km on a charge (WLTP), which is further than any other EV right now. The top-spec Performance has also been updated with new battery tech for a longer range.

The new Tesla Model 3 Long Range RWD uses the same battery as the Long Range AWD model that it replaces, though its lighter weight allows for a longer 750km (WLTP) range. While Tesla is yet to announce power and torque figures, we expect it to use the same motor as the entry-level RWD car at around 210kW for a 0-100km/h time of around six seconds.

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The top-spec Model 3 Performance has added a new NMC battery for a range increase from 529km to 571km (WLTP). Its performance is unchanged, making around 461kW of power, while it still sprints to 100km/h in just 3.1 seconds and hits a top speed of 261km/h.

The entire Model 3 range has also gained black Tesla badging to differentiate it from current models, a new front bumper camera and the indicator stalk has returned to the steering column.

Tesla has also announced that its Supercharger fast charger network has grown to over 1000 chargers in 163 locations across Australia and New Zealand. According to Tesla, Superchargers can add up to 282km of range in just 15 minutes and that since charging above 80 percent is rarely necessary, stops are typically short and convenient.

2026 Tesla Model 3 pricing (plus on-road costs):

The updated Tesla Model 3 range is now available to order ahead of deliveries commencing in November.

The Polestar 3 electric luxury SUV has seen a big upgrade for the 2026 model year ahead of likely 2026 Australian deliveries. Now sitting on an upgraded 800V architecture, the MY26 Polestar 3 is capable of 350kW fast charging for a 25 per cent faster 10 to 80 per cent charge time, while it’s also been upgraded with new features and more power across the range.

The biggest update to the MY26 Polestar 3 is its new 800V electrical architecture that’s shared with its twin-under-the-skin Volvo EX90, which has seen peak charging speeds rise to 350kW for Dual Motor variants from the current peak of 250kW. This upgrade means that it’s now faster to charge, with the benchmark 10 to 80 per cent charge taking as little as 22 minutes, or 25 per cent faster than before.

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The new architecture also brings efficiency improvements of six per cent, according to Polestar, and it’s teamed with new lithium-ion battery packs: 92kWh for the rear motor variant and 106kWh for dual motor and Performance variants. The claimed WLTP range for the upgraded Polestar 3 is 604km for the Rear Motor, 635km for the Dual Motor and 593km for the Performance.

Michael Lohscheller, CEO of Polestar, says: “The upgrades to Polestar 3 are so extensive, it’s like an entirely new car. With this upgrade we continue to deliver on our commitment to add value for our customers through over-the-air software and hardware updates. The Polestar 3 is now better than ever.”

Away from the charging and battery improvements, the upgraded Polestar 3 is also more powerful than the current model, with the top-spec Performance model now making 500kW of power and 870Nm of torque (+120kW/-40Nm) for a 0-100km/h sprint of just 3.9 seconds (0.8 seconds faster), the mid-spec Dual Motor making 400kW/700Nm (+40kW/-140Nm) and the entry-level Rear Motor 245kW/480Nm (+25kW/-10Nm).

In Dual Motor variants, the front motor can now disconnect for greater efficiency and the new rear motor also means the power balance has shifted to a greater rear bias than before. Combined with updated anti-roll bars and extensive software refinement for the steering, Polestar says that the 3 is now “even more direct and engaging driving experience across all model variants.”

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Inside, the upgraded Polestar 3 has also received a significant computing upgrade, with its onboard processing power boosted from 30 to 254 trillion operations per second. Basically, that upgrade enables faster management of active safety systems, battery performance, and sensor data.

Pleasingly for current Polestar 3 owners too, Polestar has committed to offering this hardware upgrade as a complimentary retrofit to all existing Polestar 3 models.

Finally, the Polestar 3 range has been shuffled to offer Rear Motor, Dual Motor and Performance variants, while a revised pack and options strategy make it easier for customers to tailor their car., according to Polestar.

The new Climate Pack includes heated rear seats, steering wheel, and front wiper blades. The new Prime Pack option bundles together Pilot, Plus, and Climate packs in combination with rear privacy glass. A Bowers & Wilkins sound system with headrest speakers and active road noise cancellation is now offered both as a single option and as part of the Plus Pack.

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The upgraded Polestar 3 will likely go on sale in Australia sometime in 2026, with local pricing and specifications to be confirmed closer to its release date.

No one wants small cars anymore, but it appears that no one has told the Toyota Corolla. While not the sales force it once was, it still sits in the top 10 vehicles overall in 2025 with figures that would be the envy of many other brands. 

Nevertheless, popularity and excellence aren’t necessarily correlated. The current-generation Corolla has been out since 2018 and in that time plenty of other rivals have appeared, so how does the flagship ZR Hybrid stack up in 2025? 

Price and equipment 

Like the rest of the Toyota passenger car range, the standard Corolla – ie non-GR variants – has gone hybrid-only. While prices haven’t changed, it’s effectively increased the cost of entry as the cheaper petrol-only variants are no longer available. 

The range-topping ZR Hybrid nudges $40,000 before on-road costs but for any colour other than solid white you’ll need another $575, or $1350 if you wish to team these colours with a contrasting black roof as per our Silver Pearl test car. The only other choice is red or black leather interior accents. 

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For the ~$4000 premium over the SX the ZR adds high-grade LED headlights, 18-inch alloys (up from 16s), sports front bucket seats, an eight-way power adjustable driver’s seat with lumbar support, heated front seats, leather-accented and Ultrasuede upholstery, a larger 12.3-inch digital driver’s display, head-up display and an eight-speaker JBL-branded stereo. 

Nothing that couldn’t be lived without, but certainly some worthwhile equipment. You can find a full equipment rundown below. 

Toyota CorollaPricing*
Ascent Sport Hybrid$32,110
SX Hybrid$35,260
ZR Hybrid$39,100

* plus on-road costs

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Toyota Corolla ZR Hybrid standard features 

Safety 

As of January 2025, the Toyota Corolla is unrated by ANCAP, its five-star rating from 2018 having expired. Prior to this, it earned scores of 96 per cent for adult occupant protection, 83 per cent for child occupant protection, 86 per cent for vulnerable road user protection and 76 per cent for safety assistance. 

It has an impressive array of safety features outlined below and happily its active safety systems prove unintrusive in everyday driving, preventing the need for multiple button presses ahead of every drive. 

Safety features

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Interior, practicality and boot space 

Though relatively well-equipped, the inside of the Toyota Corolla ZR Hybrid is functional rather than particularly premium, especially when our test car is around $45,000 on the road. While there are softer surfaces in place of hard plastic, it’s the strange elephant skin-like material that Toyota seems to enjoy using.  

The front seats are supportive and comfortable, the driving position has plenty of adjustment, two-stage seat heating is welcome, the wireless charging pad gives you somewhere to tuck the phone and there are cup and bottle holders for refreshments. 

In the back the Corolla makes a strong case for itself over similarly priced light SUVs, with my 180cm frame easily able to sit behind my driving position with ample knee room, though the front seat rails do sit right where you want to put your feet. 

There is adequate under thigh support and while the top of the door frame is quite low, making it easy to knock your head when getting in, the bottom is also quite low meaning it should be easy for little’uns to see out. 

Cup/bottle holders in the doors are also a handy feature, in addition to another pair in the fold-down centre arm rest. Air vents are present, but there are no USB charging points.  

One ZR difference is the larger boot, its 333 litres a big improvement over the paltry 217 litres found in other variants. It’s now a useful space, but it comes at the expense of a space-saver spare, a hit-and-miss inflation kit your only hope in the event of a puncture. 

Performance and fuel economy 

The Toyota Corolla’s hybrid drivetrain is more effective than its relatively meagre outputs suggest. The 1.8-litre four-cylinder petrol engine produces just 72kW/142Nm, but the electrical assistance makes all the difference, providing a smoothness and response – particularly at low speeds – that its ICE-only rivals can’t match. 

It’s a noisy operator, especially under large throttle openings, but on the flip side it’ll often be silent during urban duties or stop-start traffic, the whole system doing a masterful job of recuperating energy to keep the tiny battery topped up. 

Fuel economy is the other hybrid advantage, the Corolla Hybrid claiming just 4.0L/100km combined consumption and it’s a figure that’s eminently achievable, especially around town where the hybrid is most at home.  

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On the road 

The Toyota Corolla ZR Hybrid performs its on-road duties with a minimum of fuss. The steering is light and easy, the ride is pliant and generally comfortable, at low speeds in particular it has a smoothness and refinement rivals can’t achieve.  

Previous experience has proven there is a decent chassis underpinning the Corolla, but in Hybrid guise the powertrain does nothing to encourage enthusiastic driving. It prefers to hum along on light throttle openings, sipping fuel and recuperating energy. 

It’s still happy at higher speeds, though, with some road noise at triple figures the only real obstacle to smooth and easy long-distance progress.  

One odd quirk is the need to wait before selecting Drive after starting the car. It appears the hybrid system needs a moment to wake up as on quite a few occasions moving the gear lever after pressing the start button required the process to be repeated as the car wasn’t quite ready. One of those things you no doubt get used to as an owner.  

Service and warranty 

Like all new Toyotas, the Corolla ZR Hybrid is covered by a five-year/unlimited kilometre warranty with seven years of powertrain and driveline coverage if you stick to the service schedule. 

Those services are required every 12 months or 15,000km and Toyota’s capped price schedule keeps the first five visits to a very reasonable $1250. Be aware, though, that beyond that period the cost increases substantially, the next five quoted at $2639.16. 

Toyota also doesn’t offer complimentary roadside assistance, charging $99-139 depending on the level of cover required. However, if you do get stuck, call the assistance number and you can sign up on the spot, albeit with a call-out fee. 

Verdict: should I buy a Toyota Corolla ZR Hybrid? 

Toyota does fitness for purpose very well and there’s a degree of ‘more than the sum of its parts’ to the Corolla ZR Hybrid, reflected in the scores at the top of this page. No aspect wows you in isolation, but as a package it delivers exactly what buyers in this segment are looking for. 

Reliability, a strong warranty offering, excellent fuel efficiency, reasonable space and an undemanding driving experience ticks plenty of boxes for those wanting a daily runabout. Strong resale, too.  

Flaws include the outdated infotainment – though in fairness it works perfectly adequately, especially if you’re an Apple CarPlay user – and a compromised luggage area, the heavily sloped rear end limiting its overall size even with the deletion of the spare tyre. 

The former will almost certainly be rectified with the new-generation Corolla that is likely to appear within the next 12 months or so; as such, the biggest question surrounding purchasing a Corolla is to buy now or wait for the next one? 

Given the ‘new generation’ Corolla is likely to be a heavily update version of the current car, if you’re not that fussed about a massive infotainment screen, there’s probably little harm in settling for the version you see here. 

Rivals 

Hyundai i30 N-Line 
Kia K4 
Mazda 3 

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Specifications 

ModelToyota Corolla ZR Hybrid
Price$39,100 plus on-road costs
Drivetrain1798cc four-cylinder hybrid
Engine power72kW @ 6600rpm
Engine torque142Nm @ 3600rpm
Total system output103kW
TransmissionCVT
Fuel economy4.0L/100km (ADR combined claim)
CO2 emissions85g/km
Fuel type/tank size91 RON/43 litres
Dimensions (L/W/H/W-B)4375/1790/1435/2640mm
Boot size333 litres
Kerb weight1400kg
WarrantyFive years/unlimited kilometres
Five-year service cost$1250
On-saleNow


Alfa Romeo Australia has introduced new special edition variants of the Tonale small SUV, Giulia mid-size sedan and Stelvio mid-size SUV. Named the Intensa, the new variants add golden exterior accents and tan interior trimmings to celebrate Alfa’s heritage. Strictly limited numbers of Intensa models are available and pricing starts at $69,990 plus on-road costs for the Tonale, $84,990 +ORC for the Giulia and $94,490 +ORC for the Stelvio.

The new Alfa Romeo Intensa Special Series models are identified by new exterior features on each, including golden detailing on the wheels, Italian flag emblems on the mirrors and a sunroof fitted as standard equipment. The Tonale and Stelvio feature 20-inch alloy wheels as standard, with the Giulia fitted with 19s instead.

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According to Alfa Romeo, each model in the Intensa Special Series is available in three colours chosen to accentuate the light gold exterior accents. The Tonale is available in Alfa Black, Alfa Red (+$1990), or Montreal Green (+ $2500) with the Stelvio and Giulia offered in Volcano Black, Etna Red (+$4000), or Montreal Green (+$4000).

On the inside of the Giulia and Stelvio Intensa Special Series model is black leather upholstery with tan stitching, a tan Alfa Romeo logo on the headrests and tan, a two-tone steering wheel with tan accents and contrasting stitching, and Intensa branding embroidered on the front centre armrest and heat-embossed on the inner side panels of the front seats.

The Tonale Intensa instead features suede seats with grey backing and tan stitching, along with the introduction of a rotary shifter for the first time in Australia.

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The Intensa Special Series is an extremely limited release, with only 10 Tonale, 10 Stelvio, and 30 Giulia units available across Australia. 

Alfa Romeo Intensa Special Series pricing (plus on-road costs):

The Alfa Romeo Intensa Special Series models are now available to order ahead of the first deliveries commencing later in the year.

Volvo Cars Australia has announced that the Volvo XC40 small SUV will receive a new infotainment system as part of MY26 updates to the car. Using the same 9.0-inch display as the pre-updated XC40 but with new software that features on other Volvo models such as the also-recently-updated XC90, the XC40 now also features a new chip to make the system quicker and more responsive than before.

The 9.0-inch touchscreen in XC40 range now uses the Snapdragon Cockpit Platform from Qualcomm Technologies to make it 10 times more responsive than before, according to Volvo. Still using Android Automotive software with Google in-built for features such as Google Maps and the Google Play Store, the XC40’s new touchscreen layout will be available as part of an over-the-air update free of charge for existing XC40 owners whose cars already feature the Google in-built system.

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Previewed at an event that WhichCar attended this week, the updated XC40 will continue with its Pure, Ultra Bright and Ultra Dark model lineup and pricing starts at an unchanged $54,990 plus on-road costs.

Powering the XC40 range in Australia is a ‘B4’ 145kW/300Nm 2.0-litre turbocharged four-cylinder petrol engine mated to an eight-speed torque converter automatic transmission. Both front- (entry-level Pure) and all-wheel drive (Ultra models) drivetrains are available and fuel consumption is rated from 6.9L/100km on the combined cycle for the Pure.

MY26 Volvo XC40 pricing (plus on-road costs):

Volvo XC40 Pure standard equipment:

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XC40 Ultra Bright model adds to Pure:

XC40 Ultra Dark model adds to Ultra Bright:

The MY26 versions of the Volvo XC40 will enter local Volvo dealerships soon.

MG Motor Australia has announced a new special offer, with 1000kWh of free charging through the Evie Networks public charging network now included with every one of its electric vehicles sold until December 31 2025. Aimed at “further supporting Australians in their transition to electric driving”, the free charging offer even includes the brand’s new premium IM range that only launched locally recently.

Available on all MG4, MGS5 EV, Cyberster and IM5 and IM6 models, 1000kWh of free charging gives MG EV buyers at least 10 full charges free of charge, or in the case of the entry-level MG4 and MGS5 EV, around 20.

Depending on the car and its energy consumption, that’s at least 5500km of driving without paying for propulsion.

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The MG charging voucher gives buyers access to one of the largest EV charger networks in Australia, with over 300 Evie charging sites nationally and more being launched every week.

According to MG, Evie was chosen for this offer because of its technology-first approach to convenience: its innovative ‘Autocharge’ feature means drivers can simply plug in and charge instantly.

Drive away pricing for the electric MG range starts at $37,990 for the entry-level MG4 Excite 51, ranging to $40,990 for the MGS5 EV and $60,990 for both the IM5 and IM6. The Cyberster is priced from $99,900 plus on-road costs.

The MG Evie charging voucher offer is available to eligible private buyers and fleet customers who purchase a fully electric MG Motor vehicle between October 1 and December 31, 2025. The offer excludes government, rental and rideshare vehicles.

Small coupes are an increasingly rare breed in 2025, with many former coupe buyers seemingly now choosing an SUV. Many brands that used to make them simply do no longer, such as the Audi TT, and those left are becoming increasingly expensive. However, the BMW M240i, the turbocharged inline six slightly-less sporting sibling of the M2, is still available and even though it’s priced above $100,000 before on-road costs, it still presents one of the best all-round sports cars available. Let’s find out more about the BMW M240i.

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Price and equipment: 

2025 BMW 2 Series coupe pricing (plus on-road costs): 

BMW M240i features: 

M240i safety features: 

M240i options: 

Interior, practicality and bootspace: 

As you’d expect for such a enthusiast-driven brand, the cabin of the BMW M240i is quite driver-focused – for example, the touchscreen is angled towards the driver, and the steering wheel is fat and uses high quality leather. The seating position is quite low, and the sports seats are very supportive and offer a wide range of adjustment – we particularly like the adjustable side bolsters that accommodate a wide range of sizes.

The quality inside the M240i is excellent – with plenty of soft touch surfaces, soft and high quality leather trims and textured trim pieces, it feels every but its $100k+ asking price. It’s also quite practical for a two-door coupe with plenty of door and centre console storage, plus a large bin underneath the centre console and large cupholders on the centre console.

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Part of the 2025 model year update to the 2 Series Coupe range was new iDrive 8.5 software for the infotainment system, which is an upgrade on the previous iDrive 8 system as it’s been made easier to use with more shortcuts, though there are still no physical air-conditioning controls.

It’s a fully featured system with even an app store and weather displaying, while the wireless Apple CarPlay and sat-nav with live traffic worked faultlessly in our time with the car. The 14-speaker Harman Kardon sound system is punchy and rich in aural quality too.

Where the 2 Series Coupe offers more car compared to rivals such as the Ford Mustang GT is in rear seat practicality. Two average-sized adults will be totally fine in the back of the M240i thanks to its ample room, including fine leg- and headroom. There are also some amenities such as a central armrest with cup holders and even air vents, though no charging ports.

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The boot of the M240i measures a healthy 390 litres with the seats up, and the rear seats split 40:20:40 for even more practicality, including a ski pass through. The boot itself features some side storage, though there’s no spare wheel.

Performance and fuel economy: 

The M240i uses BMW’s ‘B58’ 3.0-litre turbo-six petrol engine, in this tune making 285kW of power and 500Nm of torque. It’s mated to an eight-speed torque converter automatic transmission and BMW’s ‘xDrive’ all-wheel drive system as standard – unlike the M2 above it, which is solely rear-wheel drive and can be optionally chosen with a six-speed manual. 

BMW claims the M240i sprints to 100km/h in just 4.3 seconds and hits an electronically limited top end of 250km/h and based on just how potent the engine is, we’re sure it could go much faster than that. BMW claims combined fuel consumption of just 8.0L/100km and combined CO2 emissions of 185g/km, and we achieved 10.2L/100km in our time with it, which is reasonable given how fast it can be. The M240i features a 52 litre fuel tank and must be filled with 98RON premium unleaded fuel.

On the road:

Agile, engaging and quite fast are three good ways to describe the M240i on the road. Despite not being a full-fat M car, it’s much faster and more fun than most people will ever need. It’s also all-wheel drive, which gives keen drivers an extra layer of protection when punting down a good bit of road – especially if the weather turns nasty. 

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Of course, some may lament the loss of the traditional rear-drive BMW dynamics and that it’s larger and heavier than the previous model but for most, the xDrive all-wheel drive system is more than dynamic enough.

The chassis is very well balanced and the steering is light, but accurate and offers more than enough feedback in all driving situations. The body control is excellent and the adaptive suspension does a great job of hiding the worst from Australia’s bad quality roads. All of the above means that the M240i is a rewarding car to drive that’s also extremely easy to drive, and just like a 230i for everyday use.

Service and warranty:

BMW covers the M240i with a five-year/unlimited km warranty with only three years of roadside assistance.

The M240i requires servicing annually and it sets the distance based on driving, but every 15,000km is given as a general guide. A five-year/80,000km service package costs $2369 ($474 per year).

Verdict: Should I buy a BMW M240i? 

Overall, the BMW M240i is a great car that deserves strong consideration if you’re after a sporty coupe. Firstly because it exists, but secondly because it’s a near-perfect all-rounder: it’s fast, comfortable, handles very well, it’s practical for a coupe and it’s fully loaded with standard features.

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It’s not quite perfect, however – we’d like to see more personalisation with colour and trim options, it’s bigger and heavier than it used to be, it’s no longer rear-wheel drive and that it’s really not priced too far from the M2. But if you can’t afford an M2, don’t feel left out: the M240i is still a great sports coupe option.

M240i rivals:

M240i specifications: