WhichCar By Wheels

Australia’s new vehicle sales figures for May 2025 have been released by the Federal Chamber of Automotive Industries (FCAI), revealing a total of 105,285 vehicles delivered nationwide.

While this marks a 5.2 per cent decline compared with May 2024, FCAI Chief Executive Tony Weber remains optimistic, stating that the figures reflect a market that is still robust and competitive by historical standards.

“The fundamentals of the market remain strong,” said Weber. “We continue to see healthy consumer demand across a wide variety of vehicle types, and competition among manufacturers is intense.”

The Ford Ranger remains Australia’s second-best selling vehicle

Once again, SUVs dominated Australian preferences, accounting for 60.4 per cent of total new vehicle sales year-to-date. This represents a notable increase from 55.8 per cent over the same period in 2024, underscoring the segment’s continued popularity among Australian buyers.

Meanwhile, the FCAI has joined forces with the European Australian Business Council and other peak industry groups to advocate for the finalisation of a comprehensive Free Trade Agreement with the European Union. The proposed deal could lead to the removal of the long-criticised Luxury Car Tax and the elimination of the 5 per cent import tariff on European vehicles.

“A forward-looking agreement would not only modernise outdated policies but also give Australian consumers better access to world-leading vehicle technologies at more affordable prices,” Weber added.

Toyota maintained its position as the nation’s best-selling car brand in May, moving 23,576 units. Ford followed with 8,464 vehicles sold, ahead of Mazda (7,845), Kia (6,903), and Hyundai (6,708). The Toyota HiLux remained Australia’s top-selling model with 4,952 units, closely trailed by the Ford Ranger (4,761). The Toyota RAV4 (4,003), LandCruiser (3,046), and Prado (2,732) rounded out the top five.

At the state level, May saw declines in most regions compared to 2024. The Australian Capital Territory recorded a 15.5 per cent drop in sales (1,413 units), followed by Tasmania (down 14.8 per cent to 1,549), the Northern Territory (down 12.8 per cent to 871), and South Australia (down 12.1 per cent to 6,596). New South Wales fell 2.9 per cent to 32,177 units, while Queensland declined 2.6 per cent to 22,924. Victoria’s figures were not included in the latest data release.

Things we like

  • Premium-feeling and spacious cabin
  • Loaded with standard equipment
  • Excellent aftersales program

Not so much

  • Hybrid would add performance and efficiency
  • Unrefined ride quality
  • Touchscreen is a long reach for the driver
Rating

Specifications

Model: Jaecoo J8 Ridge AWD
Price: $54,990 drive away
Engine: 1998cc turbo 4-cylinder
Power: 183kW (@ 5500rpm)
Torque: 385Nm (@1750 – 4000rpm)
Transmission: 8-speed automatic, all-wheel drive
0-100km/h: 9.0 seconds
Top speed: 200km/h
Fuel consumption (claimed/as tested): 8.6L/100km, 10.4L/100km
Fuel tank, recommended fuel type: 65-litres, 95RON premium unleaded
CO2 emissions: 204g/km
Length/width/height/wheelbase: 4820/1930/1710/2820mm
Bootspace (rear seats up/down): 738/2021 litres (to roof)
Tare mass: 1890kg
On sale: now

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Chery’s premium arm Jaecoo is continuing to grow its presence in Australia. Only a few months after launching with the J7 small-to-mid-size SUV, the larger J8 has arrived as well. Australian pricing was revealed in early May and vehicles are in dealerships now.

Sitting in size above medium SUVs like the Toyota RAV4, in a position akin to the Mazda CX-60‘s place above the smaller and cheaper CX-5 – the J8 is currently available in two model grades priced from $49,990 drive away. That’s not a lot of coin for an apparently premium car, so does the J8 make sense?

Price and equipment

Jaecoo is offering the J8 in two models in Australia: the entry-level Track and upper-spec Ridge. Both use the same engine, with the Track powering just the front wheels and the Ridge adding all-wheel drive into the mix. We expect a plug-in hybrid to be offered eventually, as in the smaller J7.

2025 Jaecoo J8 pricing (drive away):

Track$49,990
Ridge$54,990

Jaecoo J8 Ridge AWD standard equipment:

J8 Ridge safety features:

The Jaecoo J8 is yet to be tested by ANCAP for safety.

Interior, practicality and bootspace

Open the door of the J8 and you’d be forgiven for thinking that you’ve stepped into a modern Mercedes-Benz product, because it’s eerily similar to the dashboard of a GLS. While Mercedes may not appreciate the comparison, the reality is that the cabin of the J8 is quite well finished – unlike a lot of other Chinese cars, it’s not just covered in faux leather trim. The patterns and choices of materials, such as the suede-like trim on the door tops and dashboard, are quite interesting.

In the centre of the dashboard is a 12.3-inch touchscreen with features such as wired and wireless smartphone mirroring and sat-nav. It uses a similar software to the J7, though in a horizontal layout, and it is quite easy to use with bright colouring and a quick processor. The 360-degree camera is excellent quality, and the sound quality from the 12-speaker Sony sound system – including the two speakers in the driver’s headrest – is reasonable as well.

Having said that, the touchscreen would be easier to use if its icons were larger, there were more physical buttons – there’s a volume slider on the centre console but no home button – and if the touchscreen wasn’t located so far from the driver, making it a bit of a reach to use. The “Hey Jaecoo” voice control is also nigh on useless.

The front seats in the J8 are quite comfortable with multiple forms of adjustability like the seat cushion extension, though no under-thigh angle adjustment affects the driving position. The massaging functionality is excellent, with multiple massage programs to choose from – our favourite is the cat’s paw, which when combined with heated seats, is great.

The J8’s cabin is also impressively practical with big door bins, a huge tray under the centre console, a tray on the centre console with a wireless phone charger, a big bin underneath the central armrest and two medium-sized cupholders ahead of the volume controller. The gear selector is located on the right-hand stalk on the steering column, freeing up space for storage.

The rear seat of the J8 is a quite comfortable and well featured space, with more than ample room for two taller adults. There are four air vents, reclining seatbacks, a central armrest with cupholders, a fan speed controller, inbuilt window shades, two USB ports and even heated and ventilated outboard seats.

In some overseas markets, the J8 can be purchased with a third row of seating but Jaecoo Australia has decided not to offer that for the time being. While that may strike it off some buyers’ consideration lists, we think that’s good as it would likely be only for children and without them, its boot is huge.

The boot of the J8 – again, because we receive it as a five-seater – is huge, measuring 738 litres (to the roof) with the rear seats up and 2021L with them folded – much larger than the 477/1726L boot of the CX-60. There is also some under-floor storage, a full-size alloy spare, a hook to hang a bag off and a quick electric tailgate.

Performance and economy

Under the bonnet of the J8 range is a turbocharged 2.0-litre four-cylinder petrol engine making 183kW of power and 375Nm of torque. That’s mated to an eight-speed automatic transmission and in the Ridge, power is sent to all four wheels.

Jaecoo claims combined fuel consumption for the J8 Ridge of 8.6L/100km and CO2 emissions of 204g/km. The J8 has a 65-litre fuel tank, and must use a minimum of 95RON premium unleaded fuel. In our testing, we achieved a fuel consumption result in driving skewed towards urban driving of 10.4L/100km – not a great result but our test car was also quite new, so its efficiency should improve with more distance under its belt.

On the road

On the road, the J8 doesn’t stand out as overly sporty or plush to drive. Instead, it’s comfortable and quite refined, and is enjoyable to steer. Those looking for sportiness won’t find any here, but that’s fine as it has no pretensions to be a sports car. The steering is light and the ride quality is mostly well tuned, though it thumps a bit on lower speed bumps thanks to the standard huge 20-inch wheels.

The J8’s engine gives more than ample performance for most, with the full 375Nm hitting at just 1750rpm. The claimed 0-100km/h time of 9.0 seconds doesn’t sound impressive, but the J8 feels quicker than that in real life thanks to its ample mid-range grunt. Helping the drivetrain further is the eight-speed automatic transmission, which is much more refined than the seven-speed dual-clutch unit this engine uses in the Chery Tiggo 8 Pro Max. Only the lack of paddle shifters for extra braking down hills annoys.

The J8’s engine sounds surprisingly good for a big family SUV, though you’d likely not hear it because of the excellent refinement. Both engine and road noise levels are quite low and in most situations, the J8 wafts along quietly and comfortably just doing its thing – it’s much quieter than a CX-60, for example.

The J8 is also well featured with active safety features, including systems such as AEB, adaptive cruise control, adaptive lane guidance and traffic sign recognition. While the J7’s equivalent systems need work, the J8’s seem to have been improved with a gentler adaption of lane keeping assistance and a speed sign warning that can – thankfully – be turned off and it will stay turned off. The high beam needs a brighter light, however.

Service and warranty

The Jaecoo range is covered by an eight-year/unlimited km warranty with 12 months of roadside assistance that’s extended a further 12 months with each dealership service up to eight years in total.

The J8’s service intervals are once-yearly/every 15,000km and five years/75,000km of servicing costs $2025 (or, on average, $405 annually). In comparison, a CX-60’s warranty is three years shorter and its service costs are a lot more than the Jaecoo.

Verdict: should I buy a Jaecoo J8?

The Jaecoo J8 is an interesting product that provides a lot of luxury features for not a big price. Ventilated rear seats in a sub-$60k drive away car? That’s unheard of – and there’s more appeal to the J8 than just its pricing. Its cabin is genuinely plush with a lot of expensive-feeling materials and switchgear, it’s very well insulated from the outside and it’s also quite practical with a huge boot and spacious rear seat.

On the road, the J8 is less impressive, however, with an unrefined low-speed ride, while even imperfections such as road joints at higher speeds result in a thump, likely not helped by the huge 20-inch wheels. While its engine performs well, it can be thirsty and there’s no hybrid option yet to choose. However, there’s still quite a lot appeal in the Jaecoo J8 and we’re keen to see what comes from the brand in the future.

Jaecoo J8 rivals

Mazda CX-60
Genesis GV70

Volkswagen’s next-generation seven-seat SUV will arrive in Australia in the fourth quarter of 2025, with the Tiguan Allspace-replacing Tayron confirmed for local release. Bigger and better equipped than the Allspace it replaces, pricing for the Tayron is yet to be announced. A considerable 230mm longer than the new Tiguan, the Tayron measures 4770mm long, 1852mm wide and 1660mm tall. That makes it longer and wider than the Tiguan Allspace, though its 2791mm long wheelbase is identical.

Seven seats are standard in all models bar the 150TSI Life, which has an even larger boot than seven-seat models at 885-litres (versus 850-litres) with the second row erected.

As in the Allspace, there are turbocharged 1.4-litre and 2.0-litre engines available in the Tayron, though upgraded compared to its predecessor. All models use a seven-speed dual-clutch transmission, with the 1.4-litre ‘110TSI’ making 110kW/250Nm outputs, the 2.0-litre ‘150TSI’ making 150kW/320Nm and the also-2.0 litre ‘195TSI’ making 195kW/400Nm.

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Volkswagen Tayron Australian line-up:

110TSI Life
150TSI Life
150TSI Elegance
195TSI R-Line

Volkswagen Tayron 110TSI Life standard equipment:

Tayron 150TSI Life adds over 110TSI Life:

Tayron 150TSI Elegance model adds over 150TSI Life:

Tayron 195TSI R-Line model adds over 150TSI Elegance:

Tayron options:

The Volkswagen Tayron is due to arrive in Australia in the fourth quarter of 2025, with local pricing
to be announced before then.

Aston Martin and the Lego Group have unveiled their latest collaboration: the Lego Technic Aston Martin Valkyrie. Now on sale priced at $99.99 AUD, the set promises to deliver “an exciting and unique building experience for automotive enthusiasts”, according to Aston Martin.

Plus, the Valkyrie is also now available in the video game ‘Asphalt Legends Unite’, made by Gameloft and available on the App Store, Google Play, Microsoft Store, Steam, Xbox, Nintendo Switch and PlayStation 4 and 5. In the game, players will be able to drive both the production Valkyrie and the Lego version as well.

The 700-piece Lego Technic Aston Martin Valkyrie “boasts an aerodynamic design and the iconic ‘Podium Green’ livery that sports car fans will love.”

“With functional gullwing doors, steering controlled by a top-mounted lever, and a detailed V12 engine with moving pistons and a working differential, this is more than just a model – it’s a celebration of Aston Martin’s impressive feat of aerodynamics and engineering.”

Marek Reichman, Executive Vice President and Chief Creative Officer of Aston Martin said: “The Aston Martin Valkyrie represents a triumph of engineering, design, and aerodynamic innovation – a true icon born from Aston Martin’s mastery in performance and beauty. Our collaboration with Lego Technic celebrates the impossible engineering and visionary thinking that brought Valkyrie to life.”

“By integrating it into the Gameloft Asphalt Legends Unite gaming platform, we’re not only immortalising its legacy, but also introducing this otherworldly machine to a new audience in a creative way.”

The real Valkyrie is a $4 million+ hypercar that uses a naturally aspirated 6.5-litre V12 engine that’s supplemented by a hybrid system to make a massive 754kW of power – at a stratospheric 10,500rpm, no less. None were reportedly officially sold in Australia, though at least one is believed to be privately imported.

The Lego Technic Aston Martin Valkyrie is now available from the Lego website, and at participating Lego retailers.

MG Motor Australia has announced updated nationwide pricing for its award-winning MG4 EV, with changes set to take effect from July 1, 2025. The new driveaway price for the MY25 MG4 Excite 51 variant will be $37,990 – a $1000 increase from the current promotional rate.

However, customers eager to adopt electric power can still secure the existing price of $36,990 driveaway until June 30, offering a final window for cost savings. Despite the upcoming price increase, MG says that the MG4 remains one of the country’s most competitively priced electric vehicles, now retailing for $2000 less than its price point last year.

With rear-wheel drive, an ideal 50:50 weight distribution, and a five-star ANCAP safety rating, the MG4 EV continues to deliver strong value in the Australian EV segment. Peter Ciao, CEO of MG Motor Australia, emphasized the model’s appeal: “We set out to raise the bar for electric vehicles, and it’s clear to see we’ve done just that.”

Ciao also noted that the price increase from July marks the end of one of MG’s most generous discounts. “After 1 July, pricing will increase, and this level of discount won’t return. We’re proud to have helped thousands of Australians make the switch to EV with the MG4.”

In parallel with the MG4’s pricing update, MG Motor has also seen significant safety improvements in its MG5 sedan. Following enhancements to vehicles built from November 2024, the MG 5 has earned a three-star safety rating from ANCAP, a substantial upgrade from its initial zero-star assessment.

The initial rating highlighted critical safety feature omissions such as the lack of seatbelt pre-tensioners, load-limiters, and driver-assist technologies. However, the updated MG 5 now includes pre-tensioners for both front and rear outboard seats, lane support systems, enhanced autonomous emergency braking (AEB), and seatbelt reminders across all seating positions.

Fresh ANCAP tests – including frontal offset, full-width crash simulations, and on-track collision avoidance assessments – confirmed notable gains across all safety categories. Adult occupant protection rose to 62 per cent (from 37 per cent), child occupant protection improved to 68 per cent (from 58 per cent), vulnerable road user protection increased to 65 per cent (from 42 per cent), and safety assist scores surged to 59 per cent (from 13 per cent).

These improvements mark a significant step forward for MG, with the updated MG 5 models – available in Australia from June 2025 – now offering a much stronger safety profile for value-conscious buyers.

Things we like

  • Finessed hybrid drive calibration
  • Real-world economy seems to stack up
  • Has undergone local tuning
  • Great warranty

Not so much

  • Urban ride is firmer than it needs to be
  • Needs EV Hold and EV Charge settings
  • Road noise isolation could be better
  • No DC charging capability
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Let’s clear up that name first. In MG-talk, ‘Super Hybrid’ is a plug-in hybrid that’s been specially tuned for the Australian market. In this instance, it’s stuck to the back of a MG HS, and will be sold alongside the non-plug-in HS Hybrid+ when it arrives in September.

The key takeaway? Rather than rinse its battery and then have you chugging along on internal combustion like most plug-in hybrids, this Super Hybrid system is a little smarter, by turns blending its power and harnessing energy to make the battery last a decent stretch. That’s a good thing because if there’s one thing that deters people from charging PHEVs, it’s the feeling that a whole night’s charging has been done for in 30 minutes or so.

Because this is a pre-production car, MG was understandably coy on exact trims and specs, but pricing has been announced. The Excite model wears a $52,990 driveaway price, with the flagship Essence pitched at $55,990. Given the avalanche of new models that MG has unleashed in recent months, it’s fair to say that their product managers are earning their corn.

MG HS Super Hybrid Excite

The underlying attractions of the basic MG HS are fairly well documented, so rather than re-hash the basics on this spacious medium-range SUV, we’ll primarily concentrate on the new plug-in hybrid tech here. It’s been calibrated in this way in order to work better in a country where covering big distances is the norm rather than the exception. Charge the battery and fill the 55-litre tank and the HS Super Hybrid features a range in excess of 1000km.

Unlike previous HS hybrid models, the Super Hybrid has a 61kW generator and a 135kW traction motor pairing rather than merely reversing the flow of the main motor. This means that its ability to regenerate charge is a good deal more sophisticated. It shares its 24.7kWh LFP battery with UK spec cars, Chinese models getting a smaller battery to mirror their little and often urban charging habits. This Australian-spec car’s software encourages it to lean onto its internal combustion engine a little more.

In effect, the MG Super Hybrid offers up to a claimed 120km of range in pure EV mode, but unless switched into that mode, it’ll try to eke the battery out for as long as possible. The 1.5-litre turbo engine is good for 105kW and 230Nm on its own and that’s boosted by the single permanent magnet asynchronous motor up to a system output of 220kW/350Nm.

In practice, the engine is all but imperceptible. So impressive is the firewall soundproofing and so molten smooth is the handover between the electric motor and the engine that it’s hard to detect. Granted, our drive was in the torrential rain that has hit New South Wales in recent months, so a full judgment may have to be reserved for when that auditory distraction is removed, but the HS Super Hybrid offers a cultured and very well calibrated ICE-to-electric baton pass. That’s helped by the two-speed transmission which, when coupled with some clever software, replicates a nine-speed transmission.

It’s reasonably brisk too, getting to 100km/h in 6.8 seconds. Drive modes run through Comfort, Normal and Sport, with these settings replicated for the steering. There’s a binary Low and High setting for energy recovery, and power source is switchable between hybrid and EV. As it sits on a passive damper, changing the drive mode into Sport doesn’t affect the ride quality.

The fuel figures seemed to be stand up too. Because plug-in hybrids tend to bamboozle mandated fuel economy tests, the quoted fuel figure is a patently ridiculous 0.42L/100km. Real world? I got into a fully charged car in Sydney showing 134km of electric range and drove it in hybrid mode on highways to Camden in the city’s far south-west. After 93km of driving, it still showed 87km of electric range remaining with a fuel consumption figure of 3.0L/100km. On a more demanding 110km return leg, the car depleted its drive battery and returned 2.1L/100km. In other words, around 2.5L/100km for the entire round trip. Charge the battery overnight at 6.6kW AC and it’ll be at 100 per cent in little over four hours. On an off-peak plan, that’ll cost a couple of dollars.

It’s not perfect. There’s still some drumming from the 225/55 R19 Bridgestone Alenza tyres that permeates the cabin on open-pore surfaces. There’s no EV Hold or dedicated EV Charge functionality that offer flexibility about when and where you use electric power. The internal combustion engine is programmed to switch on at 80km/h, and also when the battery state of charge reduces to 30 per cent, which seems a bit prescriptive, but there are solid engineering reasons behind it. With an engine this quiet, it’s no great hardship either.

The old days of MG hybrids suddenly holding high revs for no apparent reason are firmly in the rear-view with this particular powertrain. It very rarely breaks a sweat and exceeds 2000rpm. One rather strange quirk of the Super Hybrid is that because of the way it regenerates power, the battery level can read zero per cent and the rev counter is also flatlined at zero but you’ll be happily proceeding for kilometres as if the Chinese have cracked perpetual motion. The less exciting reality is that it always holds some juice in reserve.

The ADAS functionality is well-judged too, with perfect traffic sign recognition on our drive route and a driver attention monitor that sounded once when I was probably futzing with the touch screen for a little longer than I should have been. We’re assured that there will be a custom button where you can set your preferred ADAS profile which you can switch to with one button press upon start-up. We approve.

MG HS Super Hybrid Essence

It’s still a work in progress but the signs are extremely promising. A sizeable, well finished medium-range SUV with long legs and tiny running costs is a formula that ought to do very well here in Australia. Back it up with a 10-year warranty, capped-price servicing and a 10-year/250,000km battery warranty and it’s easy to see how the MG HS Super Hybrid could find favour, especially if – as is predicted – the next gen Toyota RAV4 Hybrid takes a step upwards in price.

Make no mistake, this looks to be a very impressive piece of engineering. We knew there would come a time when Chinese cars required little to nothing in the way of excuses. We’re looking at it now.

MG HS Super Hybrid Essence interior

Specifications

Model reviewedMG HS Super Hybrid Excite
Price as tested$52,990
Drivetrain1.5-litre turbo-petrol plug-in hybrid
Peak power/torque220kW/350Nm
Battery/peak charging speed24.7kWh lithium iron phosphate/6.6kW AC
TransmissionTwo-speed automatic (nine-speed in software)
0-100km/h6.8 seconds
Claimed EV range125km
Fuel consumption0.4L/100km (claimed) 2.5L/100km (tested)

Bentley has unveiled its most formidable SUV to date – the new Bentayga Speed.

Combining elite performance with dynamic agility, it eclipses its predecessors, including the W12-engined version, by introducing Bentley’s most powerful and engaging chassis yet. For the first time in a Bentayga, the chassis enables controlled, on-throttle slip, elevating the driving experience.

At the heart of the new Bentayga Speed is a refined 4.0-litre twin-turbocharged V8, delivering an impressive 478 kW and 850 Nm of torque. This powerhouse accelerates the luxury SUV from 0 to 100 km/h in just 3.4 seconds, topping out at 310 km/h.

Enhanced SPORT mode and ESC Dynamic programming allow drivers to toggle between refined road control and corner-sliding capability befitting the vehicle’s aspiration as a performance SUV.

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The V8 engine comes standard with a sports exhaust system, producing a throaty growl that matches the vehicle’s performance persona. For an even more visceral experience, the optional titanium Akrapovič exhaust amplifies the soundtrack, complemented by quad tailpipes for a bold rear aesthetic.

The Bentayga Speed’s dynamic nature is complemented by an array of performance-oriented features. SPORT mode benefits from 15 per cent stiffer suspension damping, sharper steering, and brake torque vectoring for agile turn-in and confident corner exit. Optional carbon ceramic brakes unlock ESC Dynamic mode, allowing drift angles and increased power delivery through corners. All-wheel steering enhances agility at low speeds and stability at higher ones, shrinking the turning circle while boosting confidence and control.

Design-wise, the Speed continues the performance theme via dark-tinted chrome, exclusive badging, and 22″ or optional 23″ alloy wheels in distinctive finishes emphasize its assertive stance. A striking black roof option – satin or gloss – adds to the powerful aesthetic.

Inside, a unique driver display, dark-tinted interior accents, embroidered emblems, and a Precision Diamond quilt pattern display the SUV’s luxurious yet sporty appeal. The new colour split design, using darker secondary hides, adds depth and contrast.

With its bespoke tuning and formidable V8, Bentley says its latest creation expands the capabilities of a luxury SUV – without sacrificing its reputation for comfort and refinement. No word as yet on an Australian debut.

Classic car lovers, start your engines – an extraordinary automotive event is about to hit Brisbane. On the evening of June 12, Manheim Australia, in partnership with Tough Automotive, will host a Prestige & Classic Vehicle Auction that will present some absolute rare gems for collectors and enthusiasts.

Held at Tough Automotive’s Eagle Farm headquarters, this one-of-a-kind auction will bring together more than 30 rare and high-end vehicles, showcasing the very best of classic and exotic motoring history.

From the refined elegance of a 1961 Mercedes-Benz 300 SL Roadster to the raw thrill of a Lamborghini Murcielago LP460 Roadster, the line-up will appeal to aficionados with a taste for excellence.

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In a move that reflects a new direction for the auction house, Manheim is taking its proven remarketing platform offsite. While traditionally hosting events at its own facilities, the auction house in this instance will deliver a simulcast auction – combining in-person bidding with real-time online participation. This hybrid approach ensures that enthusiasts across Australia and beyond can join the action, whether at Eagle Farm or from the comfort of home.

“Bringing our auction technology and expertise to specialty events like this creates a new level of excitement and accessibility,” said Wayne Oats, Head of Dealer at Manheim Australia. “It’s about helping vendors reach a wider audience while giving buyers a premium and seamless experience.”

Dan Torr, owner of Tough Automotive, echoed the enthusiasm: “Working with Manheim means we can connect with collectors across the country and around the world. It’s more than a sale – it’s a celebration of automotive craftsmanship.”

The roster of vehicles going under the hammer reads like a collector’s dream:

The full catalogue is now live, with more surprises likely to join in the lead-up.

What happens when two mad AFL supporters get to name a car company? Premcar.

The automotive design, engineering and production company in Melbourne rose from the ashes of Ford Performance Vehicles and has since earned an international reputation for the quality of its work.
But the name? That’s a very different story, as company CEO Bernie Quinn explains.

“Most people will think it stands for ‘Premium Cars’,” he tells Wheels. “But, you know what, when we did the management buy-out of FPV joint venture partner Prodrive Australia, we had to have a ‘place-holder’ name for all the paperwork. I’m a mad Hawthorn supporter in the AFL and my old boss was mad about Carlton, so he called it ‘Premiers Carlton’. So, Premcar.

“It was him taking the piss out of me. But it’s not a bad name so we never changed it. “Besides, Hawthorn has been much more successful than Carlton. We’ve had three premierships since the Premcar deal,” he laughs.

And the success of Premcar?

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Right now it’s best known for the Warrior versions of the Patrol and Navara it developed for Nissan Australia and produces at its factory in Melbourne. But it has done plenty of other work, from a thundering 1966 Ford Bronco ‘restomod’ desert sled to its widespread use of a ‘multi-body dynamics simulation’ software package for the development of – wait for it – caravans and a bunch of Chinese EVs. And that’s just the stuff we know about.

It’s a distant trip from the days when FPV was all about homegrown go-faster Falcons. In 2025, everything at Premcar is about technology, diversity and a ‘just say yes’ attitude to new projects. And it’s growing fast.

“One thing I’ve learned over the years is that you have to maintain a diversity of customers and skills,” Quinn says. “Strategically, what that means (is that) if we just do one type of job, we won’t learn anything new. We maintain project work and engagement, not just in automotive but also in aerospace and defence. And in marine. I have to keep a big office of engineers busy. If we don’t work on autonomous vehicles, or electric vehicles, we don’t learn anything we can offer to a company like Nissan.”

It’s been the same for much of Quinn’s life and career. And it’s reflected in his personal garage.

“I think it’s seven cars. No, it’s actually six. I’ve got a little Ag bike, too. They all have massive emotional attachments. I’ve got a 996 Porsche 911 which I love, but is it the favourite? It depends on the day. I have an XY Fairmont, white with burgundy. It was my mum’s car. I’ve restored it – it’s pretty much perfect.”

And then there is his Studebaker.

“My first car was an XY Falcon, because I was Ford crazy. I have my second car, which is a Studebaker Hawk. I picked up my wife in that car. She thought I was a doofus and then I turned up in the car and she started to take me seriously. How could I get rid of that? It’s a 1963. It’s Australian built. They built them in Tottenham in Melbourne somewhere. But I’m not driving it at the moment. It’s at a mate’s property. It will be a restomod at some time. It has a lot of sentimental value.”

So Quinn was a car guy from the get-go, but he’s done a lot of work to get to the top seat at Premcar.

“I was a battler, a late bloomer,” he remembers. “When I finished the Higher School Certificate I didn’t get enough marks to get into university so I went to work at the Gas and Fuel Corporation (a Victorian government authority) and did maths at night school. I went the hard road.

“I was not even lazy. I just didn’t know what the hell I was doing. I’m the youngest of eight kids so
I had three or four mothers, not just one. To be brutally honest, I didn’t know how to take care of myself. I had this loving and caring upbringing, but I could hardly tie my shoelaces. I had to be shocked into action.”

We’ll get to that in a minute, but for now there are some basics.

Quinn is 53 and lives in the fairly unfashionable suburb of Thornbury in Melbourne. He has just celebrated 21 years of marriage to Kieran and they have three children, Jamie, Cecilia and Genevieve. He has a degree in engineering as well as an MBA, both from Victoria University.

Premcar has around 120 employees, with two facilities at Epping in the north of Melbourne – one responsible for engineering and things like fast prototyping work, the other housing the manufacturing lines for the Warrior models. So, back to the Quinn story.

“I got my girlfriend at the time pregnant when I was 21. Jamie is 33 now,” he says. “All of a sudden, I had a little baby to deal with, and I still hadn’t finished uni. That was the shock that got me starting to take some responsibility.

“One thing I was certain about was I wanted to work with cars. I got the job at Gas and Fuel because I knew I had to branch into mechanical engineering. I hated it (the job). But it was good, because it would have been easy for me – not being fully in control of my life – to have stayed if it gave me any satisfaction.”

He quickly moved on to his first automotive job, at Toyota Australia, which was a combination of education and frustration.

“If I wasn’t so passionate about cars I don’t think I could drive myself to the outcomes that we get to, and drive the team to get to the outcomes.”

“I was a production engineer, based in Bertie Street in South Melbourne, near where Brock had the Holden Dealer Team. I was a little bit of a fish-out-of-water there. It was a very conservative workplace. I was gutted a bit, because this was my dream.”

He was working as an engineer, but not the way he wanted.

“One of the first jobs that came across my desk was modifying the factory to do the Camry Sportivo. I was thinking the car would be a Falcon XR6 competitor, but the sum total of my area was four new suspension bushes on the subframe. And it was like an 18-month project.”

As a side hustle he was the singer in a band.

“I borrowed a Tarago from the press fleet and that was our tour bus for one weekend. It was good fun, but…”

It was time to move, and he went to Dana – an American drivetrain company – doing front and rear suspension work for the Ford Territory. There was also some Falcon suspension work. Then came a life-changing meeting with legendary Ford engineer, and global suspension guru, the late Richard Parry-Jones. Just as Peter Hanenberger had put Radial Tuned Suspension into a new generation of Holdens, Parry-Jones made cars like the Ford Focus into world beaters with brilliant driving dynamics.

“I learned how important it is to get back to fundamentals to make the platform deliver a brilliant ride-steering-handling package. If it’s hung off a bit of plasticine it makes zero difference. There was elimination of friction in systems – things like ball joints and bushes and steering racks. So you get the purity of inputs into the car. Then if there are noises you tune them out, you don’t mask it. It was a really good learning experience for me.”

Then Quinn – who still recalls the inspiration he got from reading the Mel Nicolls’ story about driving down the Hume Highway in Wheels – spotted a potential dream job as a driveline engineer at Ford Performance Vehicles and joined a team under the leadership of David Flint. He was tough and uncompromising and led the creation of 42 high-performance models before retiring at the start
of 2006.

“I got along really well with him (Flint),” Quinn recalls. “Not everyone did. My dad was a similarly large, potentially abrasive, character. In the first meeting he asked ‘Who are you?’ Then he said ‘Our drivelines are shit – fix it’.”

Things were already moving fast, as he had been promoted to a manager’s job before he even sat down at his desk in Glenbarry Road, where Tickford Racing is now located, for the first time.

“My first job was to put the six-speed manual gearbox into the XR6 Turbo, XR8 and GT, and F6. NVH (Noise, Vibration, Harshness) was a nightmare. We had torsional vibration and gear rattle. Even more fundamentally, the thing didn’t fit in the transmission tunnel. So we tipped the powertrain over, changed the driveline angle, so it would sit lower.”

He moved to every department at FPV, from powertrain to chassis, and was eventually promoted to Chief Engineer in 2010 with a head count of around 80 people.

“Then, in 2012, Ford Australia were manufacturing Falcons at a fraction of the volume they previously were. And they basically took over the building of GTs and F6. It didn’t make any sense for them to out-source and so the joint venture with Prodrive (a UK motorsport and engineering company owned by David Richards) collapsed,” said Quinn.

“My colleague Jim Jovanovski and I got offered the business as a management buy-out, so we did that and took it over. “At that stage, with far fewer employees, it had a $2-3 million turnover, concentrating on engineering services. It’s a similar size now to what it was in FPV’s heyday. I’m very proud of that. It’s never easy.”

They kept the Prodrive name for a couple of years, to ensure they did not “spook the horses” and did a lot of work for Chinese customers. Quinn will not get into financial details, but admits the current turnover is somewhere north of $40 million a year. He is happier talking about the work at Premcar over the years.

“You have to go back to the customer and their user expectation. A Nissan customer will be different to a Ford customer or a Tesla customer. We don’t have a separate research department, but we spend a shitload of money on research and development. And we try to spend it on a project.”

The most recent trial for Premcar was during the pandemic.

“In Covid I didn’t want to let anyone go so we had projects like suspension kinematics projects, powertrain integration projects. One piece of innovation was building prototype vehicles for OEMs (Original Equipment Manufacturers). So, if you’ve got a 2015 Commodore and you’re trying to build a 2020 Commodore, you have a whole new vehicle electrical architecture. You’ve got to make the systems work. We invested into CAN translation modules.”

Premcar is also heavily into specialised manufacturing work.

“We do a whole heap of 3D printing. It’s either manufacturing or tooling. Every Patrol Warrior has four 3D printed parts in it. The big bit of software that we do a lot of work with is mechanical simulation. We can tune the hard points on a vehicle. We even used that to develop a unique caravan suspension system.”

Its Terraglide package is claimed to be the only one in the world with an anti-roll bar, as well as tricky engineering to prevent the van driving the car.

“We’ve reduced the spring rate down to something like a car. We’ve improved the kinematics so the caravan doesn’t try to jack the car.”

But wait, there’s more.

“We even did a helicopter program for a Japanese OEM. Most people think automotive engineering is not as sophisticated as aerospace. But it comes down to innovation. It’s not just engineering, it’s product development systems. It spits out a better outcome.”

Although Premcar is booming, Quinn regrets what was lost when Australian carmaking ended. “What a terrible fucking shame. I think the big thing we lost was to be protective of our people and our technology,” he says. “It’s the lack of opportunity for people like me, who were mad, mad car people and wanted to see it all happen. There is stuff like sovereign capability.”

Still, there is some good news.

“We haven’t lost it all. What Premcar and Walkinshaw Automotive is doing… To see how much joy it brings to customers, to have a car that’s specifically developed for Australians on our roads, and the people in the factory working on the cars. A lot of the younger ones thought they would never be able to work on cars. The engineers get to apply their passion into something that’s well received by customers and the market. The people who really want a locally developed and tuned vehicle can find them.”

Quinn also sees a modern reflection of the age-old rivalry on Aussie roads between Holden and Ford.

“I don’t think that exists everywhere. Is that diminishing? I don’t think so. I think that tribal passion has been fostered in Australia. Bathurst is a big part of that. When dad brought home a new car it was a big event. I had that obsession with cars and Ford. It was insane. And I got to live that out.”

Quinn believes his passion was a key driver for success with Premcar.

“If I wasn’t so passionate about cars I don’t think I could drive myself to the outcomes that we get to, and drive the team to get to the outcomes. That energy has got to come from somewhere. It’s a passion to make great cars and build then and drive them and enjoy them.”

How, then, does he see the future?

“Premcar will probably be 7-10 times bigger than what it is today. And it will have facilities in different continents. We’ll have our first international facility manufacturing vehicles in a couple of months.”

This interview originally appeared in the April 2025 issue of Wheels magazine – subscribe here.

Things we like

  • Fast, fun to drive
  • Stylish upmarket interior
  • Fierce cross-country touring ability

Not so much

  • It really should be named 1 Series
  • Cramped rear seat, small boot opening
  • Priced too close to the larger 3 Series
Rating

Price: $86,600 plus on-road costs
Engine: 1998cc turbo 4-cylinder
Peak power: 233kW (from 5750rpm to 6500rpm)
Peak torque: 400Nm (from 2000rpm to 4500rpm)
Transmission: 7-speed dual-clutch auto, all-wheel drive
0-100km/h: 4.9 seconds
Top speed: 250km/h
Fuel consumption (claimed/as tested): 7.7L/100km / 7.4L/100km
Claimed CO2 emissions: 176g/km
L/W/H/WB/boot: 4546mm/1800mm/1445mm/2670mm
Bootspace: 430 litres
Tare mass: 1545kg
Warranty: 5-year/unlimited km, 3 years of roadside assistance
5-year service cost: $2380

12

The BMW 2 Series Gran Coupe – not the two-door coupe, nor the Active Tourer MPV that used to be sold locally – has been a reasonable seller in Australia since its release in 2020. Serving as the brand’s entry level sedan and based on the 1 Series hatchback, the ‘2er’ – as it’s affectionately known – has sat underneath the 3 Series in both all-round ability and sales figures.

BMW clearly wants more sales for its entry-level cars, however, with this new 2 Series Gran Coupe that was recently launched locally. While it’s not an all-new car – the body and mechanicals are largely identical –BMW has blessed it with a new ‘F74’ model code compared to the pre-update ‘F44’. Thanks to revised styling, it appears new to most. Does the new styling, added features and rejigged value equation give it more of a point of difference in the BMW line-up?

Price and equipment

Currently, there are three 2 Series Gran Coupe models here: the base 218, mid-level 220 and top-spec performance M235 tested here. You’ll notice that the former ‘i’ from petrol BMW models – as in ‘220i’ – has been dropped to reduce confusion with BMW’s EVs. The 218 and M235 are in showrooms now, while the 220 is due within the next few months.

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

218$59,900
220$62,900
M235$86,600

BMW M235 standard equipment:

M235 options:

Interior, practicality and bootspace

While the exterior of the M235 received a relatively mild refresh of the previous 2 Series – it’s only 20mm longer, for example, and that’s down to bumper shaping – the interior’s update was greater with a new dashboard design, more tech and better quality materials than before.

The quality inside the 2 Series Gran Coupe is best in class with plenty of soft touch materials and expensive-feeling switchgear and funnily enough, it actually feels better quality in some places than the larger X3, such as the door handles. The illuminated aluminium panels around the air vents look great as well – though they do reflect into your vision of the mirrors at night.

BMW’s latest Operating System 9 infotainment software has filtered down from more expensive models into a large curved display, which looks great. The infotainment portion of the display is smaller than in those models however, and like the X1 and X2 SUVs, it loses the controller wheel on the centre console so that you must touch it to interact with it.

The sheer amount of features packed into the screen can make it a bit overwhelming to use at first, as can the lack of physical climate control buttons, but it’s fine once you get used to it. The wireless Apple CarPlay was faultless in our time with it, and the 12-speaker Harman Kardon sound system is impressively punchy as well.

Front seat comfort is fabulous, with plenty of adjustment for the driver’s seat – though not the side bolsters, unlike some other BMW models. It’s also relatively practical with big door bins, a big tray for the wireless phone charger and a reasonably sized box underneath the central armrest, though with shallow cupholders. We’d also like to see the centre console raised upwards as it’s a bit of a reach from the driver.

The rear seat of the 2 Series Gran Coupe feels somewhat of an afterthought compared with the roomier S3 sedan. At six-foot tall, this writer didn’t have enough headroom thanks to the sloping roofline, while kneeroom is tight as well and there are no map pockets. On the plus side, however, there are amenities such as air vents, two USB-C charging ports, big door pockets and an armrest with cupholders.

The boot measures a healthy 430 litres – a full 105L more than the S3 sedan and 10L more than the A 35 sedan – with under-floor and side storage, as well as a few hooks to hang bags off. The rear seats split fold 40:20:40 to load longer items, though the boot opening is small.

Performance and economy

The M235 uses BMW’s ‘B48’ 2.0-litre turbocharged four-cylinder petrol engine, which uses a seven-speed dual-clutch transmission to send grunt to the road via all four wheels. It’s largely mechanically identical to the pre-updated M235i, aside from a different tune for more power (233kW versus 225kW) and less torque (400Nm versus 450Nm).

BMW claims combined fuel consumption of 7.8L/100km and CO2 emissions of 176g/km for the M235, and its 49-litre fuel tank must be filled with 98RON premium unleaded fuel. In our time with the M235, we managed to beat the claimed consumption with a 7.4L/100km result, though that did include a lot of country driving. Our roadtrip to Mudgee from Sydney and back returned an excellent 6.2L/100km result.

On the road

Based on the same ‘UKL2’ platform as the 1 Series, X1 and X2 twins and the Mini Countryman, the BMW 2 Series Gran Coupe is generally quite satisfying to drive. In M235 form, it’s feisty and handles well, though it’s not as fun as a 3 Series. It also doesn’t have the trick rear limited-slip differential of the S3, but unless you’re regularly tracking your M235, you’re unlikely to notice. Its steering feels strangely dead just off centre but it’s otherwise well weighted.

Where the M235 could use improvement, however, is in its low-speed urban ride quality, which is too firm on Sydney’s rubbish roads. It uses frequency-selective dampers and not adaptive, and we think they’d be a good addition for a softer in-town ride. Because of its performance and nicely damped higher-speed ride, the roadtrip from Sydney to Mudgee was fun and memorable.

We’d also like to see more bark from the M235’s engine because, at the moment, it’s a bit too subdued for a performance variant. Both the S3 and A 35 sound better, and in a performance car like this, that counts for a lot. But there’s no denying how fast the M235 feels from behind the wheel: 100km/h is delivered in just 4.9 seconds and its mid-range punch is impressive, despite being 50Nm down on the pre-updated model.

One big change from F44 to F74 was the addition of a new seven-speed dual-clutch transmission to replace the former eight-speed auto. We weren’t sure of this change as ZF’s eight-speed ‘box is one of the best in the business but the new dual-clutcher is impressive, with lightning fast shifts and very little of the low speed hesitancy that DCTs are known for.

Also impressive is the M235’s range of active safety features, which didn’t make themselves known the whole time we had the car and that’s exactly how they should be: there when you need them, silent when you don’t. Overall, the M235 feels very well engineered from behind the wheel, or exactly what you’d expect from a BMW.

Service and warranty

BMW covers the M235 with a five-year/unlimited km warranty with only three years of roadside assistance.

Its service intervals are decided by the car, but once-yearly/every 15,000km is given as a guide. A five-year/80,000km service pack costs $2380 ($476 per year).

Verdict: Should I buy a BMW M235 Gran Coupe?

The BMW M235 Gran Coupe impresses as a well-rounded small sedan that’s enjoyable to drive, quick but efficient and great quality. It’s also good value against its main rivals – pricier than the S3 but optioning that car to the BMW’s equipment level actually makes the Audi more expensive.

Counting against the 2er is its small back seat, a firm urban ride and that its naming will cause confusion – it’s really a 1 Series sedan and not related to the coupe with which it shares a number. The 2 Series Gran Coupe has never been a bad car, but its biggest issue is its 3 Series bigger brother.

While the $92,900 +ORC 330i isn’t as quick or as well equipped as the M235, it’s bigger and more practical, plus it uses the traditional BMW rear-wheel drive layout for superior driving dynamics. If the M235 were priced closer to the lower-spec 220, a better case would be made for it, but at current prices, we’d choose the 330i every time. Still, choice is a great luxury to have and if you’re after a small premium sedan, BMW makes bloody good ones.

BMW M235 Gran Coupe rivals

Audi S3 Sedan
Mercedes-AMG A 35 Sedan