Mazda Australia has confirmed it will expand its CX-60 line-up later this year with a new, more affordable entry-level variant, marking a significant pricing shift for the brand’s flagship mid-size SUV.

The announcement comes as part of a broader update that includes price cuts across the existing range and mechanical enhancements for 2025.

The new entry-level CX-60 will be powered by Mazda’s naturally aspirated 2.5-litre Skyactiv-G four-cylinder petrol engine, already offered in other markets like Japan. It’s expected to produce 138kW of power and 250Nm of torque, mated to an eight-speed automatic transmission. As with all Australian-market CX-60s, the new variant will be offered exclusively with all-wheel drive.

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Speaking to local media, Mazda Australia managing director Vinesh Bhindi said, “This edition will not only further expand our CX-60 offering, but importantly continue to offer good value in the segment while meeting our consumers’ motoring needs. It will be a more price-focused offering.”

While exact pricing is yet to be confirmed, Bhindi hinted the new variant will “start with a four in front,” suggesting a sub-$50,000 starting price – potentially undercutting the current base model, the G40e Pure (pictured), which is priced from $50,240 before on-road costs. That price would put it into competition with the smaller CX-5, which ranges from $36,740 to $55,150 before on-roads.

Since its local debut in 2023, the CX-60 has been available only with inline-six mild-hybrid petrol and diesel engines or a 2.5-litre plug-in hybrid.

Despite the addition of a cheaper variant, Mazda isn’t compromising on performance. The 2025 CX-60 update brings refined transmission, suspension, steering, and stability systems, ensuring the SUV remains a dynamic and comfortable option in the premium mid-size segment.

Bhindi acknowledged that offering two similarly priced mid-size SUVs – the CX-5 and the CX-60 – could raise questions but said both models will serve different needs. “There’s only opportunities,” he said. “Different things will mean different customers.”

With Mazda’s push to broaden its CX-60 appeal and offer sharper pricing, the new variant is poised to attract more budget-conscious buyers without sacrificing the model’s premium feel. The entry-level CX-60 is due to arrive in the second half of 2025.

It’s gutsy to make a new sedan in 2025. Such is the popularity of SUVs we’ve seen many sedans disappear, not to return. Cars such as the Ford Mondeo, Subaru Liberty and Mazda6, without even considering the formerly beloved Falcons and Commodores…

If you want a new non–premium sedan these days, you’re likely to buy a Toyota Camry, but an excellent competitor still exists: the Honda Accord.

The Accord notched up its 11th generation in Australia last year. It’s sold here as one high–spec hybrid variant that Honda Australia imports from Thailand, priced from $64,900 drive away.

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As you’d expect from the price, the Accord’s standard equipment list is quite lengthy, with features such as 18-inch alloy wheels (with a tyre repair kit), a panoramic sunroof, keyless entry with remote start, leather upholstery, electric front seat adjustment with driver’s memory, dual-zone automatic climate control with rear air vents, a 10.2-inch digital driver’s display, a 12.3-inch touchscreen with inbuilt Google software and over-the-air updates, wireless Apple CarPlay and Android Auto and a 12-speaker Bose sound system.

Safety features include eight airbags, AEB, adaptive cruise control with traffic jam assist, lane keeping assistance with adaptive lane guidance, blind-spot monitoring, rear cross-traffic alert, Matrix adaptive high beam and a 360-degree camera.

However, heated or ventilated front seats, a heated steering wheel or split-folding rear seats are still missing. All of them are available in North American Accords, and its $5000-cheaper Toyota Camry SL main rival.

As we’ve come to expect from recent Honda products such as the ZR–V, inside the Accord is a high quality and modern space with plenty of features such as the large touchscreen and configurable digital driver’s display. It’s also practical with big door bins and cup holders, a large tray in the centre console for the wireless charger, and a big box underneath the central armrest.

Material quality inside the Accord is notably good, with plenty of premium–feeling materials. The leather on the steering wheel and seats is great to touch, while the switchgear used is all lovely and tactile. While the overall quality isn’t much better than the Camry, it looks more premium and features such as the mood lighting turning blue when turning down the temperature make it feel more premium.

The 12.3-inch touchscreen uses inbuilt Google software. It’s easy to use and also features over-the-air software updates. Instead of Honda navigation, it uses Google Maps – including in front of the driver – and access to the Google Play Store to download apps such as Spotify. It’s more richly-equipped and convenient than the screen in the Camry.

The data used is included for the first five years, but the cost afterwards is unknown. Also included for five years is access to the company’s ‘Honda Connect’ app so you can start the car remotely and check its location through your smartphone. It uses the Telstra network for all of this functionality, but if you’re somewhere without reception, anything that requires data won’t work.

For those who don’t want to connect their phone to the car, this is the car for you as it offers plenty of features sans phone. The 12-speaker Bose sound system is of excellent quality, while those wanting to keep devices topped up will appreciate the four USB-C ports and wireless charger.

One curious feature in the Accords built on this side of the world is what Honda calls the ‘Experience Selection Dial’, which is a circular dial in the middle of the dashboard that can be twisted to access some functions in the touchscreen. It’s a great idea, but could be better in reality: you can’t, for example, use it to change the volume and the available shortcuts should be more intuitive. Plus, the touchscreen itself is an absolute breeze to use anyway.

The Accord’s rear legroom is great, though taller folk might hit their head on the roof as the coupe–like roofline reduces space. Window shades, two charging ports, map pockets, a central armrest and air vents make it comfy back there, though there’s no separate climate zone or heated seats.

The Accord’s boot measures a huge 570 litres – versus the Camry’s 524L space – and while there’s no spare tyre, there is under-floor storage and a few hooks to hang bags off. There is also a ski port, but folding the rear seat can only be done in one piece and there’s no 60:40 split as in the Camry to boost practicality.

On the road, the Accord again impresses. As we’ve experienced in the Civic, Honda’s hybrid system is excellent – it goes well, and while it’s not quite as efficient, it is more driver–focused than a Toyota hybrid thanks to stepped ratios that make it feel more natural from behind the wheel.

Honda claims that the Accord will use 4.3L/100km of fuel in combined driving and we got close at 4.8L/100km. We’ve seen better numbers from a Camry, but even so, that’s still quite impressive for such a big car and unlike the Camry, the Accord accepts cheaper 91RON regular unleaded fuel. Its CO2 emissions are also impressively low at just 98g/km.

In urban driving, most of the Accord’s propulsion comes from its electric motor, meaning that it’s quite refined and smooth. Keep the battery charged and the electric motor will continue powering it until reasonable throttle input. When the petrol engine kicks in, it’s a smooth transition and thanks to the stepped faux ratios, it’s more refined than a Camry as flooring the throttle doesn’t result in max rpm noise – it goes up and down the rev range as if it has a regular gearbox.

The Accord’s dynamics are also great, with a well-judged ride and well-weighted steering that make it fun to drive. While it’s not quite as fun as its RS badging suggests, it’s still more than capable of putting a smile on your face. Dynamically, the Camry is great but we think the Accord just bests it.

Our cover story last issue debated the relative merits of buying a sedan over an SUV – greater driving pleasure, a lower centre of gravity for a safer driving experience and cheaper running costs. The Honda Accord more than proves that sedans are still very worthy of your interest, and although it’s more expensive this time around – and pricier than its main rival – it’s a very solid choice of car. Nice drive, strives for fuel efficiency, high quality, practical cabin, huge boot, good warranty and cheap servicing – a lot to like.

Is it worth $5000 more than a Camry SL? One for the buying public to decide but there are definitely some areas where it shades its main rival such as cabin presentation and drivetrain engagement. Whether you buy a Camry or Accord, the fact there is still a compelling alternative to an SUV continues to make us happy.

Specifications

Mazda’s new all-electric mid-size SUV, the EZ-60, has appeared in China’s Ministry of Industry and Information Technology (MIIT) database, unveiling its key specifications ahead of an expected launch in late August.

The sleek new model, developed in partnership with Changan, will be available in two versions: a pure electric vehicle (EV) and a range-extender electric vehicle (EREV), reported carnewschina.com.

Fitting in between the CX-60 and CX-80 in the brand’s SUV range, the EZ-60 takes on vehicles such as the Tesla Model Y and BYD Sealion 6 medium SUVs.

Built on the EPA platform, the production EZ-60 closely mirrors the bold styling of Mazda’s Arata Concept. A futuristic front end boasts a hidden grille flanked by split-type LED headlights and a dramatic full-width LED daytime running light strip that outlines the grille’s silhouette. A sculpted front bumper adds sporty flair, while the rear features a wide LED taillight bar and embossed ‘MAZDA’ badging. A small “EV” badge sets the pure-electric model apart from the nearly identical EREV version.

Measuring 4850 mm long, 1935 mm wide, and 1620 mm tall, with a generous 2,902 mm wheelbase, the EZ-60 is a roomy five-seater. Buyers can choose between 19- or 21-inch alloy wheels and several customization options, including various mirror styles, rear wipers, and paint finishes.

Inside, the EZ-60 delivers a tech-forward, minimalist cabin anchored by a massive 26.45-inch 5K floating touchscreen, serving as the control centre for infotainment and vehicle functions. Additional design highlights include a flat-bottom dual-spoke steering wheel, a column-mounted gear selector, and flush button-style door releases for a clean, modern finish.

Comfort is a priority, with zero-gravity front seats offering ventilation, heating, massage features, and integrated headrest speakers. A floating centre console includes wireless charging and under-console storage to emphasis its practical anture.

The EV version features a 190 kW (255 hp) electric motor powered by a lithium iron phosphate (LFP) battery from CALB. While range details are yet to be disclosed, Mazda promises competitive all-electric performance. The EREV version uses the same motor but adds a 1.5L petrol-powered generator (72 kW) and a 31.73 kWh battery, offering up to 160km of electric-only range before switching to petrol assistance.

Mazda has previously said the range-extender models will offer a combined driving range of over 1000 km under the CLTC lab-test standard.

With 20,000 pre-orders already logged in China, pricing for the EZ-60 is expected to fall between 150,000 and 300,000 yuan (A$32,164–$64,330).

Toyota’s upcoming 2026 RAV4 is set to debut more than just a refreshed design and updated features – it marks a bold leap into the future of vehicle software with the introduction of Arene, a powerful new software development platform from Woven by Toyota (WbyT).

This will be the first customer-ready Toyota model to be built using Arene, making it a major milestone for the automaker.

What is Arene and why it matters

Arene is designed to make car software safer, faster to develop, and easier to update over time. In simple terms, it allows Toyota engineers to create smarter vehicle systems that can be upgraded more like a smartphone – making the RAV4 not only more advanced at launch, but also able to get better after it leaves the showroom.

In most cars today, software is tied tightly to specific hardware, meaning updates or new features can require complex, costly changes. Arene changes that by allowing developers to create modular software pieces that work across different parts of the car – or even different models.

For the new RAV4, Arene has been used to develop the multimedia system’s voice assistant and centre display, along with the latest Toyota Safety Sense (TSS) features.

Faster, smarter development

One of the big advantages of Arene is that it makes vehicle development faster and more efficient. Arene’s virtual testing tools mean Toyota can run simulations for safety features without having to build and test physical prototypes each time. For the RAV4, this helped Toyota engineers test numerous real-world driving scenarios to fine-tune the TSS safety system.

Constant improvement via data

The Arene platform also includes advanced data tools that collect and analyze driving information – but ensuring driver consent. This data helps Toyota push out over-the-air updates, meaning your RAV4’s software can continue to improve long after purchase. These updates can enhance safety systems, driving comfort, and even personal features based on your driving style.

Smarter safety, better experience

In addition to powering the RAV4’s intelligent systems, WbyT has added AI features for detecting nearby objects, monitoring driver alertness, and improving the way drivers interact with the vehicle. It’s part of Toyota’s stated goal to create vehicles that are not only safer, but more human-centered and adaptable.

With the Arene-powered RAV4, Toyota is reading its customer base for a new generation of cars – vehicles designed to grow smarter and more personalized over time. As one of Toyota’s best-selling models worldwide, the 2026 RAV4 is the test case for this coming transformation.

TAG Heuer is celebrating a historic first as the inaugural title partner of the Formula 1 TAG Heuer Grand Prix de Monaco with the launch of three distinctive new editions of its most iconic model – the Monaco.

These timepieces honor the brand’s enduring relationship with the principality and its storied motorsport legacy – just in time for the 2025 Monaco Grand Prix.

Each of the new TAG Heuer Monaco models highlights a unique aspect of the brand’s racing heritage and horological innovation, from vintage revival to cutting-edge design.

Monaco Chronograph x Gulf: A Tribute to Racing and Cinema

Limited to 971 pieces, the Monaco Chronograph x Gulf salutes the enduring partnership between TAG Heuer and Gulf Oil, as well as the iconic 1971 film Le Mans, where the original Monaco watch starred on the wrist of Steve McQueen.

Staying true to its roots, this edition features the historic 1969 design with the Calibre 11 automatic movement, a left-side crown, and a square water-resistant case that once redefined chronograph styling. Its fine-grained silver dial sports Gulf’s signature blue and orange racing stripes, echoing McQueen’s legendary Porsche 917K livery. A vintage Heuer logo anchors the watch firmly in its racing past.

Monaco Chronograph Stopwatch: Precision Born from the Track

Also limited to 970 pieces, the Monaco Chronograph Stopwatch pays homage to Heuer’s classic 1960s and ’70s stopwatches used in motorsport timing. This new edition blends vintage cues with modern materials, including a lightweight black DLC-coated titanium case.

Powered by the Calibre 11, it features a black circular dial framed by an opaline silver base, accented with a vivid red minute track and contrasting subdials for superior readability. Red details, blackened indices, and a perforated calfskin strap reinforce its sporty credentials. The watch is presented in exclusive packaging with a bespoke travel pouch, emanating serious collector appeal.

Monaco Split-Seconds Chronograph: Engineering the Future

Breaking new ground in innovation, the Monaco Split-Seconds Chronograph showcases TAG Heuer’s futuristic vision. Its case is made from TH-Titanium, a proprietary alloy treated through a unique thermal process to achieve a dynamic, textured finish that is both tactile and visual.

Inside beats the ultra-light Calibre TH81-00, powering a rattrapante function highlighted by lime green accents on the hands and subdials. A floating rotor engraved with a checkered flag and hand-painted racing stripes further emphasize its motorsport DNA. From its titanium clasp to its hand-stitched strap, the watch exemplifies advanced craftsmanship and forward-looking design.

Together, these three Monaco models reflect TAG Heuer’s historic and ongoing connection to motor racing – timed perfectly for one of Formula 1’s most iconic events.

BMW has officially pulled the wraps off the highly anticipated M2 CS, with substantial powertrain and chassis upgrades coupled with aggressive styling and motorsport-inspired enhancements.

Building on the second-generation M2, which launched in 2022, the new CS follows a familiar formula seen on previous BMW M cars including the M3, M4, and M5.

As with those models, the CS badge signifies a significant leap in performance. While the standard M2 delivers 352kW and 600Nm of torque, the CS is expected to push beyond 373kW and 650Nm, thanks to a revised version of the same 3.0-litre twin-turbocharged inline-six engine. Power will be sent exclusively to the rear wheels via an eight-speed automatic transmission, with a manual option unlikely.

In terms of design, the M2 CS makes its performance intentions clear. The rear end now features a distinctive ducktail spoiler integrated into the bootlid, reminiscent of the M4 CSL. A new rear diffuser and a matte black front splitter add further visual punch, while a carbon-fibre roof and bespoke staggered gold wheels lend both flair and weight-saving benefits – though final kerbweight figures remain undisclosed.

Inside, the cabin gets a track-ready makeover with deep bucket seats, a carbon centre console, and plenty of ‘CS’ badging. M-branding is abundant, and new track-focused driving modes are expected to enhance the car’s on-circuit credentials.

UK pricing is still under wraps, but buyers should expect a noticeable premium over the standard M2’s £68,705 sticker. With first deliveries due in the coming months, time may be of the essence for interested customers. The new M2 CS is tipped to be a limited-run model, much like its predecessor, which was restricted to just 2,200 units globally.

With its blend of brute force, precise engineering, and motorsport heritage, the M2 CS is set to become the ultimate expression of BMW’s compact performance coupe—at least, until the next CS rolls around.

The Great Ocean Road in Victoria has been named as Australia’s favourite winter road trip, according to insurance company Rollin’.

Using a range of metrics to gauge the level of interest and appreciation that each of 22 chosen locations received, the company discovered that Australians are most searching the Great Ocean Road for their next winter road trip.

A 243km stretch of heaven starting in Torquay, Victoria, the Great Ocean Road racks up 196,600 winter monthly searches within Australia – or 19 per cent of total searches. It has also earned over 33 million TikTok posts and just over 1.8 million Instagram posts. That data, according to Rollin’, highlights that even when temperatures drop, travellers can’t get enough of the winding coastal views, seaside towns and iconic sites.

In second place was the Great Beach Drive, which stretches from Noosa to Hervey Bay in Queensland. While this route has a lower volume of winter monthly searches, 26 per cent of its searches occur in winter. It has clocked up 20,347 TikTok posts and 622,400 Instagram posts.

Rounding out the top three is the Gibb River Road in Western Australia, which pulled a solid 95,400 winter monthly searches in Australia.

Brendan Griffiths, Executive Manager at Rollin’ commented: “Australia is home to some truly
incredible road trips. But, before you hit the road, remember to prepare your car ahead of time.

“Check your tyres, top up your fluids and pack an emergency kit. Plan your breaks, remembering to stop for at least 15 minutes every two hours. It’s a good idea to double-check that your car insurance is up to date, especially if you’re planning to share the driving, make sure everyone is covered. A quick review now can help keep your road trip smooth and stress-free.”

Other findings from Rollin’s research found that the Great Ocean Road is the most scenic road trip in Australia, and the most loved road trip as well. But Tasmania’s Western Wilds was the highest-rated road trip, with an impressive 4.80-star average Google rating, just ahead of the Great Eastern Drive (4.79) and Grand Pacific Drive (4.78).

Top 10 most loved Australian winter road trips:

• Great Ocean Road, Victoria: 77/100
• Great Beach Drive, Queensland: 63.9/100
• Gibb River Road, Western Australia: 58.2/100
• Red Centre Way, Northern Territory: 55.4/100
• Great Barrier Reef Drive, Queensland: 54.5/100
• Grand Pacific Drive, New South Wales: 53.1/100
• Epicurean Way, South Australia: 52.4/100
• Cairns to Cape York, Queensland: 50.1/100
• Explorers Way, Northern Territory and South Australia: 47.2/100
• Great Eastern Drive, Tasmania: 46.2/100

The full findings from Rollin’s analysing is available here.

In a market as small as Australia’s, where we ‘only’ see around one million new car sales each year, car brands will quickly follow each other – and one-up each other – to stay competitive.

One clear example of tight competition is in warranties. The complexities of covering the cost of a new warranty means that brands can’t quickly and easily increase the length of their offer, but as soon as a few brands started upgrading from three- to five-year plans, others followed as quickly as they could.

Just a few short years ago Kia’s introduction of a 7-year manufacturer’s warranty was the gold standard in length but that has now been superseded by MG offering 10 years. Newcomers such as Jaecoo offer 8 while many other brands now offer 7.

For those choosing hybrids and EVs, the warranty over the battery is a further important consideration on which brand they go with. Tesla, for example, offers 4 years on the car but 8 years warranty on the battery.

Where does your car’s brand sit in warranty length in the Australian new car market? Read on…

Alfa Romeo:

5-year/unlimited km, 8-year/160,000km battery warranty for EVs and hybrids

Alpina:

3-year/200,000km

Aston Martin:

3-year/unlimited km

Audi:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids and EVs

Bentley:

3-year/unlimited km, 8-year/160,000km battery warranty for hybrids

BMW:

5-year/unlimited km, 8-year/160,000km battery warranty

BYD:

7-year/unlimited km, 8-year/160,000km battery warranty for EVs and hybrids

Cadillac:

5-year/unlimited km, 8-year/160,000km battery warranty

Chery:

7-year/unlimited km, 8-year/unlimited km battery warranty

Cupra:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids and EVs

Deepal:

7-year/160,000km, 8-year/240,000km battery warranty

Fiat:

3-year/150,000km, 8-year/160,000km battery warranty for EVs

Ford:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids and EVs

Geely:

7-year/unlimited km, 8-year/160,000km battery warranty

Genesis:

5-year/unlimited km, 8-year/160,000km battery warranty

GMSV:

3-year/100,000km

GWM:

7-year/unlimited km, 8-year/160,000km battery warranty for hybrids

Honda:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids

Hyundai:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids and EVs

Ineos:

5-year/unlimited km

Isuzu Ute:

6-year/150,000km

JAC:

7-year/unlimited km

Jaecoo:

8-year/unlimited km, 8-year/160,000km battery warranty for EVs and hybrids

Jaguar:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids and EVs

Jeep:

5-year/100,000km, 8-year/160,000km battery warranty for hybrids and EVs

KGM SsangYong:

7-year/unlimited km

Kia:

7-year/unlimited km, 7-year/150,000km battery warranty for EVs and hybrids

Lamborghini:

3-year/unlimited km

Land Rover:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrid and EVs

LDV:

7-year/200,000km (ICE), 5-year/130,000km (EVs)

Leapmotor:

7-year/160,000km

Lexus:

5-year/unlimited km, 8-year/160,000km battery warranty for EVs and hybrids

Lotus:

3-year/unlimited km (Emira), 5-year/150,000km (Emeya and Electre), 8-year/200,000km for
the EV batteries

Mahindra:

7-year/150,000km

Maserati:

3-year/unlimited km, 8-year/160,000km battery warranty for EVs

Mazda:

5-year/unlimited km, 8-year/160,000km battery warranty for EVs and hybrids

McLaren:

3-year/unlimited km

Mercedes-Benz:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrid and EVs

MG:

10-year/250,000km

Mini:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids and EVs

Mitsubishi:

5-year/100,000km – service extendable to 10-years/200,000km

Nissan:

5-year/unlimited km – service extendable to 10-years/300,000km

Peugeot:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids and EVs

Polestar:

5-year/unlimited km, 8-year/160,000km battery warranty

Porsche:

3-year/unlimited km, 8-year/160,000km battery warranty for hybrid and EVs

Ram:

3-year/150,000km

Renault:

5-year/unlimited km, 8-year/160,000km battery warranty for EVs

Rolls-Royce:

4-year/unlimited km, 8-year/160,000km battery warranty for EVs

Skoda:

7-year/unlimited km, 8-year/160,000km battery warranty for EVs

Smart:

5-year/150,000km, 8-year/160,000km battery warranty

Subaru:

5-year/unlimited km, 8-year/160,000km battery warranty

Suzuki:

5-year/unlimited km

Tesla:

4-year/80,000km, 8-year/160,000km battery warranty

Toyota:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids and EVs

Volkswagen:

5-year/unlimited km, 8-year/160,000km battery warranty

Volvo:

5-year/unlimited km, 8-year/160,000km battery warranty

XPeng:

5-year/120,000km, 8-year/160,000km battery warranty

Zeekr:

5-year/unlimited km, 8-year/160,000km battery warranty

In an event known for its vintage giants and mechanical endurance, the smallest ever vehicle to enter the legendary Peking to Paris Motor Challenge is making waves in the desert sands: a plucky Fiat Cinquecento.

The 2025 edition of the grueling 14,800-kilometre rally set off from the Great Wall of China just six days ago, with 54 crews from 14 countries aiming to reach Paris in 37 days. The rally’s smallest competitor, the tiny Fiat 500, entered by a team from San Marino, has already captured the imagination of fans and fellow drivers alike.

Piloted by Fabio Longo and San Marino’s Minister for Tourism, Federico Pedini Amati, with Italian journalist Roberto Chiodi onboard, the miniature machine faced early adversity in the punishing Gobi Desert.

The first Sporting Time Control (STC) section – designed to test cars in treacherous off-road conditions – almost swallowed the Fiat whole. Deep gulleys, sand storms, and uneven terrain proved almost insurmountable, prompting a rescue mission from the HERO-ERA mechanical support team.

Despite throttle troubles and rough terrain, the Fiat crew pressed on, their San Marino flag unfurled each evening in a defiant display of spirit. “At least we can use it to signal for help,” one joked after the car was nearly engulfed by desert sand.

Leading the rally is a family team from Argentina, with ex-WRC driver Jorge Perez Companc and his son Cristobal, navigating their 1939 Chevrolet Master Coupe through the Gobi to take top position in the Vintage Class. Their only penalty so far: one second on Day 5. British duo Brian Scowcroft and Mark Gilmour are giving chase in their Chevrolet Fangio Roadster.

Meanwhile, in the Classic Class, Dutchman Harold Goddijn and France’s Corinne Vigreux lead in a Porsche 911. Their main rivals, Britons Brian Palmer and David Bell in a Peugeot 504 Coupe, lost time after a locked gate – highlighted in route notes – forced a detour. Australians John Henderson and Lui MacLennan faced the same fate in their Volvo 144.

Among the colourful cast of competitors are a Le Mans winner, aristocrats, watchmakers, and even fashion designers, each sharing a passion for mechanical adventure. Tomas de Vargas Machuca, who escaped a fire in a 1914 LaFrance during the 2024 rally, returns solo in a 1925 Bentley, forming a convoy with another lone driver, Nigel Parsons, in a 1920 Rolls-Royce.

With 31 days and thousands of kilometres still ahead, including Kazakhstan and the Caspian Sea, the 2025 Peking to Paris Rally has barely begun. But for the smallest car in the field, the journey is already monumental.

The original running of the event in 1907 occurred at a time of many great races but the 1917 creation of the USSR spelt the end of the Peking to Paris. However, with the downfall of the Soviet Union and the opening of borders, the modern incarnation of the race was revived by ERA founder Philip Young in 1997.

Since then, the Peking Paris Motor Challenge has been organised and run by ERA in 2007, 2010, 2013, 2016, 2019, and the last running in 2024 by HERO-ERA all from Peking to Paris as per the original in 1907.

“No-one can stop the ol’ demographic conveyor belt, Stahly.”

So said my fellow guest, a former motoring editor 10 years my senior, at a lunch a couple of weeks ago.

Our host was a further 10 years senior again, another life-sentence motoring writer. And no, the latter wasn’t Robbo, who’s a freakish exception to just about everything I’m going to say next.

Given that we were sitting at the senior-senior guy’s coastal weekender, each of us having driven there in comfy German cars that we actually owned, I acknowledged that the things the conveyor belt had delivered us to weren’t at all bad.

But I’d been feeling embarrassed after admitting that, for the past five to 10 years, I’ve been a lot less interested in new cars.

Some long-term readers will understand the significance of this. I wrote my first Wheels story in August 1986, after three years at Modern Motor. New cars and car people were pretty much my whole life for the next 30 years, when I branched off into more general writings.

The conveyor belt notion made a lot of sense. Until then, I’d been figuring I was just turning into a Statler or Waldorf, an achy, angry old fart smugly heckling the motor industry from the balcony seats.

New products kept giving me reasons to be like that. Just a few weeks ago I was loaned a new SUV. It happened to be a PHEV, but that wasn’t an issue. Before I drove off, we just needed to note the odometer.

Pressing the start button didn’t bring the dash to life. “Try shutting the door,” said the guy. Finally, reaping success, “you may need to fasten the seatbelt.”

To read the odometer?

A few days later, my youngest daughter was rejected by her car. She’d parked the current-gen Mazda3 at a friend’s apartment building while she flew home from uni for a week.

Returning to it, a dead antenna module would not recognise the electronic key fob. She could get into the car using the valet key, but then … nothing.

I won’t bore you with the saga of two RACQ tow trucks, baffled automotive locksmiths and the aggrieved owner of the parking space. Suffice to say, if you lose your Mazda key fob or it goes bad, your only option is to have the car towed to a Mazda dealership for reprogramming. Even if you’re in Alice Springs at the time.

This is progress?

But – ah, the demographic conveyor belt. I find new cars a lot less interesting because, well, they are less interesting – to me. Giant screens and layers of menus and panic-attacktive cruise control and “driver monitoring” cameras are either frustrating, invasive or plain sinister.

Even though I can’t bring myself to say out loud “Meh, they don’t build ’em like they used to”, I’ve certainly thought it. And they don’t build them like they used to.

New cars are a lot safer. They’re also a lot ‘samer’. Greater homogeneity among drivetrain and platform types and the intervention of electronics has shrunk the diversity of driving dynamics and technical interest for someone like me … and my fellow demographic belt-riders.

Right now, I’m thinking back to the 1980s and my road-test drives in, jeez, the Honda City, Mitsubishi Cordia Turbo, Toyota Cressida MX83, Saab 900 Aero (main image, top) and Subaru Brumby. I could have emerged feeling anything from scared shitless to laughing my arse off. I still remember the experience of all of them.

I never had a poster of any of these cars on my wall back then. But – and I guess this is the point – today I could afford and legitimately would love to have any one of those cars in my driveway.

And it would be in the driveway, too, because the 1980s car I’ve already owned for 13 years has exclusive rights to the garage.

This column first appeared in the May 2025 issue of Wheels. Subscribe here.