Charging an electric vehicle will keep developing to the point where it’s as fast as refuelling a vehicle powered by petrol or diesel fuel, even if only to give drivers reassurance and not because they actually need the functionality, according to the boss of the new Hyundai European development centre, Tyrone Johnson.

“The expectation from customers is that it will take three minutes to fill a car, the same as it does with an internal-combustion engine,” Johnson told AutoExpress. “It’s maybe perception rather than reality, but they worry about range anxiety and whether they will suddenly need to drive 200 miles. The goal is to get to the same speed as ICE.” 

Johnson also said that people who can’t charge at home need to know they can quickly replenish their EV. He believes the challenge for manufacturers, however, is to deliver fast charging without just adding more batteries, which increases weight and reduces space inside electric cars.

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The managing director of the new Hyundai Motor Europe Technical Centre, which has been built at a cost of 200 million euros (A$360 million), also called for patience in establishing a bullet-proof charging infrastructure. 

“The ICE industry has had over 100 years to develop something as simple as filling a car with fuel, and there are still some rare occasions where the fuel filler won’t fit in the car,” he said. “EV is a gigantic challenge and what we are expected to deliver is immediate. Give us a minute – it will work, but as an industry it’s going to take a minute.” 

To charge at the rate being targeted will require a step-change in battery tech, according to Johnson. In the lab, Hyundai is working on 400kW charging tech that offers potential efficiencies that mean longer ranges can be achieved without requiring larger batteries but could also bring charge times down closer to a traditional petrol fill-up. 

The AMG version of the new electric Mercedes-Benz GLC with EQ Technology is set to offer more than 671kW of power – that’s 900 horsepower in the old money – according to a report from UK publication Autocar.

Set for a reveal in 2026, the Mercedes-AMG GLC with EQ Technology will reportedly use AMG’s new ‘AMG.EA’ tri-motor set up that debuted in the AMG GT XX concept car earlier this year.

Making more than 671kW of power, Autocar claims that the AMG GLC with EQ Technology will use the AMG GT XX’s tri-motor electric drivetrain, with a single axial-flux motor on the front axle and two on the rear. That will make it the most powerful AMG SUV ever produced, and the third most powerful Mercedes-Benz as well.

According to the publication, AMG is targeting a sub-3.0 second 0-100km/h time for the AMG GLC with EQ Technology and an electronically limited top speed of 250km/h, making it significantly quicker than the already-quick 360kW GLC 400 with EQ Technology (shown in these images) which is the only model revealed so far in the electric GLC line-up.

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Part of the AMG transformation for the electric GLC will be new battery technology, with more dense and thermally efficient cylindrical cells replacing the standard car’s prismatic units, as well as a new direct cell cooling system designed to keep an optimum operating temperature and even faster 400kW DC fast charging.

Other features that will reportedly appear on the AMG GLC with EQ Technology will be Hyundai Ioniq 5 N-like fake gearshifts and even a V8-like noise to increase the car’s emotional appeal.

The Mercedes-AMG GLC with EQ Technology is set to be revealed in 2026, with more details to be revealed then.

Ford has completed production of the Focus, bringing to a close nearly three decades of one of its most recognisable compact cars. The final vehicle came off the line this month, ending a 27-year run that began in the late 1990s and helped reshape Ford’s standing in Europe.

The company acknowledged the milestone in a statement, describing the Focus as a core model for more than a generation and thanking owners for their support. First launched in 1998, the Focus quickly became a fixture on European roads and later expanded into global markets, including Australia. Its departure follows the recent discontinuation of the Mondeo and Fiesta, marking the end of a once-dominant trio in Ford’s passenger-car range.

The decision to retire these models reflects Ford’s broader realignment as it devotes more resources to electric vehicles. The brand is preparing new battery-powered models such as the Explorer-based SUV and the revived Capri, though demand for these EVs in Europe has so far fallen short of expectations. That shortfall has prompted cost-cutting measures, including additional job reductions and plans to scale back staffing at Ford’s EV plant in Cologne.

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Meanwhile, Ford’s position in the UK market has changed significantly. Although the Puma continues to top national sales charts in 2025 – mirroring the popularity of the Ranger ute in Australia – the company has slipped from its former status as Britain’s best-selling brand to fifth place behind Volkswagen, BMW, Audi and Kia.

For most of its life, the Focus was built at Ford’s Saarlouis factory in Germany, a site with roots dating back to 1970. As Focus production ends, the facility will shift to building components rather than complete vehicles. Over its run, the model was also produced in several markets across Asia and the Americas.

Australia received its first Focus in 2002 as a replacement for the long-serving Laser. Praised early on for its sharp handling and contemporary design, it reached a local sales peak in 2013 before declining alongside the shrinking small-car segment. The last remaining variant, the high-performance ST, was withdrawn from sale in 2022.

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Ford has not confirmed a direct replacement for the Focus. However, with the company developing smaller, more affordable EVs – and having already revived the Capri badge for an electric model – there is speculation that familiar Ford nameplates could return in electrified form in the years ahead.

KGM has confirmed it will enter Australia’s electric-ute market with the Musso EV, the brand’s first battery-powered pickup and a model it hopes will appeal to buyers wanting a dual-purpose family and recreational vehicle. The company says the new model builds on the long-running Musso nameplate, which has been part of Korea’s ute landscape for decades.

KGM Australia managing director Joseph Lee said the Musso EV marked an important step for the local operation, positioning the brand in a segment that is expected to grow rapidly as more electric options arrive. The launch comes as rival manufacturers prepare their own electric workhorses for Australian roads.

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Externally, the Musso EV carries over the upright, muscular proportions of the existing Musso but introduces a more EV-oriented front-end design. LED daytime running lights, a reshaped grille and revised bumper give it a more streamlined look, while the tub and cabin are tied together with strong body lines and prominent wheel arches. KGM has also added a new “Rhino” emblem on the C-pillar to link the model to previous generations.

The interior receives one of the most significant updates. A widescreen layout combines a 12.3-inch digital instrument panel with a similarly sized central touchscreen running the brand’s new Athena 2.0 software platform. Higher-spec variants offer heating and cooling for the front seats, ambient lighting and a focus on improved rear-seat comfort, including sliding and reclining functions.

Pricing

Load space mirrors the existing Musso, including eight tie-down points, a standard tub liner and lighting for night use. KGM says interior headroom and rear legroom exceed what is typical for a mid-size SUV, underscoring the model’s dual-purpose pitch. Self-levelling rear suspension is standard across the range, designed to maintain ride height when the vehicle is heavily loaded or towing.

Power comes from an 80.6 kWh LFP battery. The 2WD variant uses a 152 kW front motor with 339 Nm, while the AWD version adds a second motor at the rear for a total of 175 kW and 630 Nm. KGM claims the 2WD model can travel up to 420 kilometres on a charge, with the AWD version rated at 380 kilometres. Both support 300 kW DC fast charging, allowing a 20 to 80 per cent recharge in about half an hour. Vehicle-to-load capability is also included.

KGM will launch the Musso EV in 2WD and AWD configurations, with a 2WD “Black Edge” edition also joining the range. Pricing and final specifications will be announced closer to the model’s arrival.

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Equipment

Musso EV 2WD

• Adaptive Cruise Control (ACC)
• 17” Alloy Wheels
• LED Headlights, taillights and DRLs
• Self-levelling rear suspension
• Dual-zone climate control
• Integrated panoramic display with 12.3” dual display LCD instrument cluster and touch screen infotainment
• Apple CarPlay™ and Android Auto™
• 3D 360° camera
• Leather look 8-way powered front seats with powered driver seat lumbar
• Sliding, folding and reclining 60/40 rear seats
• Heated front and rear outer seats
• Ventilated front seats
• Ambient interior lighting
• Leather heated steering wheel
• Heated, power adjustable and power folding door mirrors
• Rain sensing wipers
• Wireless phone charger
• Durable rear tub liner with lighting and bumper corner steps

Musso EV AWD adds All Wheel Drive (AWD)

Musso EV 2WD Black Edge

Musso EV 2WD highlights with:

• Leather and suede seats
• Suede headrests and door trim section
• Black 17” alloy wheels
• Black exterior highlights:
  • Bonnet garnish
  • Door mirrors
  • Tailgate badge
  • Sail plane
  • Front bumper trim
  • C-Pillar emblem
• Black steering wheel bezel
• Dark wood grain dash trim

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Specs

Australian battery manufacturer Century Batteries has accelerated its Supercars presence, today unveiling a new partnership with Triple Eight Race Engineering as Official Battery Partner of the Red Bull Ampol Racing team.

Australian-made Century remains the Official Battery Partner of the Repco Supercars Championship and will once again return as naming rights sponsor for the Century Batteries Ipswich Super 440 in 2026.

Shaun O’Brien, General Manager, Automotive at Century Yuasa, said the partnership marked
a major milestone for Australia’s oldest battery manufacturer. “This partnership is a huge step forward for Century Batteries. We’ve supported the Supercars Championship for years, and now we’re proud to partner with one of its most successful and respected teams,” Mr O’Brien said.

“Triple Eight has built a legacy on performance, innovation and consistency – values that align
perfectly with our own. We’re excited to be part of their 2026 campaign and everything that
comes with it.”

The 2026 Supercars championship will commence on February 20, 2026 with the Sydney 500 at Sydney Motorsport Park.

MG Motor Australia has announced local pricing and specifications for the 2026 MG ZS, which is priced from $25,888 drive away for the new Vibe Turbo+ variant and adds a new turbocharged engine.

The ZS Hybrid+ is still available, and has seen minor software changes to improve its driving experience.

Central to the upgraded MY26 MG ZS range is the 125kW/275Nm 1.5-litre turbocharged petrol engine that used to be limited to upper-spec variants in the range. Now, all petrol ZS models feature it as standard and for less money than before, priced from $25,888 drive away for the Vibe model.

The other available drivetrain in the ZS, the 158kW 1.5-litre Hybrid+, now features updated software and other changes. According to MG, it delivers “greater power, stronger performance over 4000 rpm, smoother take-off and quieter cruising for real-world gains”. Drivers should expected more control in town, smooth performance on the highway, and extra punch with innovative two-speed transition technology allowing high-speed efficiency, according to MG.

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Other changes to the MY26 MG ZS range include tilt and telescopic steering wheel adjustment for the whole range and a front-centre airbag for the whole range.

“Our philosophy with the MG ZS MY26 Vibe variant was simple: end the compromise,” said Kevin Gannon, Business Director of MG Motor Australia. “The new MG ZS MY26 range raises the bar when you think in terms of bang for your buck and fun factor in the compact SUV segment in Australia. Offering our potent 1.5L turbo engine in our most affordable Vibe variant gives the best power and performance for the price.”

2026 MG ZS pricing (drive away):

Few cars are as closely related as the Hyundai Tucson and Kia Sportage mid-size SUVs. They share platforms, powertrains and equipment, and prices are virtually lineball across their entire ranges. 

It seems the Australian buying public can’t split them, either, as the Tucson and Sportage have sold 16,662 and 16,621 examples respectively as of October 202, so to see if there’s a clear case for one over the other, let’s run through their specifications with a fine-tooth comb. 

Pricing 

Those who suffer from paralysis in the face of choice might struggle with the Hyundai Tucson and Kia Sportage price lists. Hyundai offers three trim levels, each with a range of powertrains, while Kia one-ups this with four trim levels and even more powertrain options. 

What’s more, the cost associated with the more advanced powertrains means there is plenty of overlap between lower variants thus equipped and higher variants with a more basic engine – sheesh. 

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In terms of pricing, the Sportage starts and ends a fraction higher, but for the purposes of this article we’ll throw a dart in the middle and compare the Tucson Hybrid Elite AWD (all-wheel drive) and the Sportage SX+ Diesel AWD, which are separated by just $130 at $50,850 and $50,980 respectively, both prices before on-road costs. 

While comparing hybrid and diesel might sound odd, it’ll give us a chance to see how the running costs of these differing powertrains stack up in cars that are otherwise very similar. 

For a long time Kia’s seven-year/unlimited-kilometre warranty was a real USP, but Hyundai recently matched it, with the stipulation that you must service at an authorised Hyundai dealer.  

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Hyundai also offers roadside assistance for the lifetime of the vehicle, extended by 12 months every time it’s serviced, while Kia offers a similar level of cover up to eight years. 

Being hybrid, the Hyundai’s service intervals are shorter at 12 months or 10,000km with a five-year prepaid service plan costing $2042. The diesel Kia only requires attention every 12 months or 15,000km but will set you back $2708 over the same five-year period.  

*plus on-road costs 

Dimensions 

Unsurprisingly given their similarities under the skin, there isn’t much between the Hyundai Tucson and Kia Sportage in terms of size. The two are identical in width, height and wheelbase, though the Kia has an extra 45mm in length. 

The hybrid Tucson is fractionally heavier but has more storage space thanks to using a space-saver rather than a full-size spare, though it’s the same situation in the hybrid version of the Sportage. Like-for-like, there’s a sheet of paper between them. 

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Equipment 

While none of the model grades are an exact match, the Hyundai Tucson Elite and Kia Sportage SX+ line up very, very similarly across the board. There are slight differences – the Hyundai has full LED headlights, the Kia has a heated steering wheel – but in general they have all the equipment buyers would want. 

Heated front seats, powered driver’s seats (though the passengers’ are DIY), dual-zone climate control, keyless entry and start, auto lights and wipers, power tailgates and plenty of USB-C ports. 

Both manufacturers charge extra for a colour other than white, Hyundai offering six other options at $750 while Kia has another eight choices at $600. 

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Powertrains 

On paper this is a clear victory for the hybrid Hyundai, which offers more power (though a little less torque) and a clear fuel efficiency advantage, but there’s a little more nuance to it than that. 

Digging into the fuel consumption numbers further, the diesel Kia claims 7.7L/100km in urban use and 5.4L/100km in extra-urban (eg highway) use, whereas the Hyundai claims 3.6L/100km and 6.5L/100km respectively. 

Put simply, the stop-start nature of urban traffic plays to the strengths of the hybrid Tucson, whereas the Sportage is at its most efficient at a steady-state cruise, something to consider when making your choice. 

Both cars can tow a maximum of 1900kg braked, but the downball limit is only 100kg. 

Safety 

Both the Hyundai Tucson and Kia Sportage carry five-star ANCAP safety ratings, the former from 2021 and the latter from 2022. Once again, given the two cars’ similarities it should come as no surprise that they scored almost identically. 

The Hyundai scored 86 per cent for adult occupant protection, 87 per cent for child occupant protection, 66 per cent for vulnerable road user protection and 70 per cent for safety assist, while for the same metrics the Kia scored 87 per cent, 87 per cent, 66 per cent and 74 per cent respectively.  

While undoubtedly safe, it’s worth noting that Hyundai and Kia have some of the more annoying safety nannies on the market, with regular bing and bongs and lane-assist systems that love to wrestle the steering wheel in your hands. 

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Technology 

It’s tit-for-tat in terms of tech, with both the Hyundai Tucson and Kia Sportage having sizeable infotainment screens with wireless smartphone mirroring, digital radio, app connectivity and sat-nav with live traffic information.  

The only real difference between the two is the digital instrument display, the Hyundai using the full-width 12.3-inch unit and the Kia the basic 4.0-inch version. But then, the Sportage has an eight-speaker premium stereo compared to the Tucson’s six.  

Conclusion 

There’s no wrong choice here. The Hyundai Tucson and Kia Sportage are so similar in terms of price, size and equipment that whichever one you choose will provide comfortable and frugal family transportation. 

Kia Sportage

Kia’s retention of the diesel engine will probably make it the pick for regional buyers, where its highway fuel economy and longer service intervals will be an advantage, even with the slightly higher servicing costs. The SX+ is a sweet spot in the range in terms of price vs equipment, too. 

Hyundai Tucson

For urbanites the Tucson is the better choice, with more equipment than the closest equivalent hybrid Sportage (the SX), though if you’re remaining within the city confines, you’re probably better off saving $2500 and opting for the front-wheel drive Tucson Hybrid Elite.  

The December issue of Wheels lands is now on sale with a combo of heritage, hard-driving performance and sharp automotive insight — the perfect summer read for car lovers.

Leading us this issue is a frank and fiery Wheels Interview with Australia’s 1980 Formula One world champion Alan Jones. Now 80, Jones hasn’t lost an ounce of the candour that made him a motorsport icon. He reflects on Oscar Piastri’s ascent, the evolution of F1, and why modern racing both impresses and infuriates him in equal measure.

Family legacy also takes centre stage in Ford Family, where William Clay Ford Jr reveals how the descendants of Henry Ford have managed to retain influence over the Blue Oval for more than a century. As his own sons step into key roles, Ford opens up about continuity, pressure and preparing the brand for an electric new era.

Closer to home, our cover story sees our new Ed Trent Nikolic give Australia’s favourite workhorse in the form of the revamped Toyota HiLux a taste tester. With fresh exterior styling and updated cabin tech, we ask whether Toyota has done enough to keep the HiLux at the top of the sales charts as competition intensifies.

Performance lovers won’t want to miss Ferrari 296 Speciale, in which Trent gets rare seat time at the legendary Fiorano test track. His verdict on Maranello’s latest masterpiece? Equal parts terrifying and transcendent. Meanwhile, Andy Enright revisits an engineering enigma in Modern Classic: Jaguar XJ220, exploring how a troubled birth couldn’t tarnish the legacy of this stunning ’90s supercar.

The month’s First Drives section spans the spectrum: the Mercedes-Benz GLC 350e impresses with quiet PHEV refinement; Toyota’s GR Supra Track Edition delivers thrills in its final outing; the Nissan Patrol Warrior bids farewell in suitably muscular fashion; and Porsche’s 992.2 GT3 demonstrates just how difficult making “automotive art” has become. There’s also sharper value from Mazda’s CX-60 G25, a timely hybrid offering from MG’s HS Hybrid+, updates to Volvo’s popular XC60, Chery’s premium push with the Jaecoo J7 PHEV, and Isuzu’s new 2.2-litre engine across D-Max and MU-X.

Rounding out the issue, Michael Stahl reflects on the shape of future cars he once imagined, while Paul Gover laments the lost art of changing a tyre… often because there’s no tyre with which to make a change.

The December issue of Wheels is on sale now. Subscribe here and gain access to 12 issues for $109 plus online access to every Wheels issue since 1953.

New South Wales’ regional roads minister has sharply rejected a federal proposal to lower speed limits on rural and regional roads, intensifying a national debate over how best to curb Australia’s rising road toll.

Jenny Aitchison, NSW Minister for Regional Transport and Roads, told state parliament this week that the state “does not support blanket speed zone reviews across NSW,” distancing the Minns Government from a key recommendation in the Commonwealth’s Regulatory Impact Analysis, which proposes reducing the default 100km/h limit on unsigned country roads to between 70km/h and 90km/h.

The proposal, released as part of the National Road Safety Action Plan, argues that Australia’s open-road defaults are among the world’s highest and often unsafe given deteriorating infrastructure. The federal Department of Infrastructure and Transport noted that most of the nation’s rural fatalities occur on roads where “conditions can vary widely, are frequently poor, and do not always support driving safely at 100 km/h.” Public submissions closed on November 10.

Aitchison was unequivocal that NSW would not adopt the recommended changes, reported Yahoo News. On social media she reiterated: “The NSW Government will not be implementing blanket speed zone reductions across regional NSW.” Her comments come as communities prepare to honour the 313 people killed on the state’s roads so far this year — a figure up 20 per cent on 2023.

Rural groups have also pushed back. NSW Farmers president Xavier Martin said lowering limits would not address the core issue: failing regional infrastructure. “Band-aid solutions won’t fix the problem of crumbling roads and bridges,” he told The Land. “It’s not the speed limits that are the problem… it’s the fact that our roads aren’t as safe as they used to be.”

But safety experts and advocacy groups maintain reducing default speeds is essential. International comparisons show many countries have dropped rural defaults to 90 km/h or lower. Sweden’s unsigned rural roads, for example, sit at 70 km/h. The WA Centre for Road Safety Research’s director, Teresa Senserric, has previously argued that high Australian defaults leave a dangerously small margin for error.

Safer Australian Roads and Highways president Peter Frazer says lowering limits would save lives. “When we have dangerous roads, absolutely we should be talking about speed reduction so we can get people home safe,” he said.

With 860,000 kilometres of unsealed roads nationwide and road deaths rising 10 per cent between 2020 and 2024, the federal government argues the status quo is untenable. Whether states agree remains the next battleground in Australia’s road-safety debate.

Holden’s death as a homegrown car-maker in 2021 still causes pain across Australia and had a big effect on the local car market. While many of its former customers have moved on, there’s certainly a Holden-sized hole for car buyers, especially when it comes to good value performance cars like V8-powered family sedans.

With that, we tasked AI with imagining what Holden’s potential line-up would look like in 2025. We added electric vehicles, hybrids and even took a page out of its older models to create a virtual 2025 Holden showroom. Take a look:

Nova

With the Cruze (the Astra sedan when it was last sold in Australia) no longer produced, Holden might have had to get creative with sourcing a small car. With a hybrid powertrain a must for NVES compliance, why not turn to one of the best producers of this vehicle type globally and recreate an old badge engineering situation: the Holden Nova, based on the Toyota Corolla.

The E90 and E100 generation Corollas were badge engineered and sold as the Holden Nova in Australia from 1989 to 1996, something Holden could’ve easily recreated for modern audiences – Toyota already gave the Corolla wagon and RAV4 to Suzuki to sell in European markets, so it could do the same for Australia too. Plus, Holden could even rebadge the GR Corolla for a hot hatch.

Barina Cross

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The Barina is a legendary nameplate that graced various generations of Holden from 1985 to 2018 and with the last-generation model no longer sold globally, Holden could have based the Barina Cross on the previous shape Trax to serve as its entry-level SUV.

Engine options would include the 1.8-litre naturally aspirated and 1.4-litre turbocharged petrol engines, and there would no doubt have to be some sort of hybrid option needed. Pricing would likely start at around $25,000 range for the base LS and it would compete against cars such as the Hyundai Venue and Kia Stonic.

Trax

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The Holden Trax nameplate is not new with the previous-generation model selling quite well in Australia. However, the Trax is actually one of the few cars previously sold by Holden that’s still in production, meaning that Holden could easily import it now. Competition to the Trax would be fierce and include rivals such as the Mazda CX-30 and Hyundai Kona.

In North America, the Trax uses a turbocharged 1.2-litre three-cylinder petrol engine, something we think would have to be upgraded to at least a 1.5-litre engine if sold in Australia, plus the inevitable hybrid model too. The latest Trax sells well in North America and we’re sure that it would do the same in Australia under Holden’s guidance.

Apollo

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The original Apollo was sold from 1989 to 1997, until it was replaced by the European-made Vectra. Like the Nova, the Apollo was based on a Toyota product, in this case, the SV21 and XV10 Camrys. For the new Apollo, especially considering that Chevrolet no longer makes a mid-size sedan for the North American market that Holden could take, the current shape XV50 Camry would form the base.

For drivetrains, the popular 2.5-litre four-cylinder hybrid engine in the Camry would likely form the majority of the range, though perhaps with a non-hybrid model too – maybe even the 3.5-litre Toyota V6 with an eight-speed automatic transmission.

Equinox EV

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In 2025, car makers need to sell electric SUVs and Holden has a few good choices available from Chevrolet’s lineup. We think the Equinox EV would be the best choice because it’s affordable, spacious and gives good driving range, plus it’s also attractive to look at and well equipped across its range. It’s also good value for money against competition such as the Tesla Model Y and Hyundai Ioniq 5.

Priced from US$33,600 (around AUD$51,000 at current exchange rates, but Holden would definitely be able to price it better) and giving over 500km of range, the Equinox EV would be quite competitive in the mid-size electric SUV segment in Australia as part of Holden’s lineup.

Commodore

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Even though large sedan sales are small compared to what they once were, Holden couldn’t exist in 2025 without the iconic Commodore in its lineup. Using the VF and its Zeta platform as a basis, the next-generation model – perhaps codenamed ‘VG’ – would use a turbocharged 2.7-litre four-cylinder petrol engine that is used in some US market GM products, as well as a V8-powered SS using a 6.2-litre V8. A four-cylinder hybrid model could be added as well, perhaps based on the 2.7-litre turbo engine.

Both sedan and Sportswagon variants would be available and while an eight-speed automatic would be standard across the range, certain models like the SS would be available with a six-speed manual as well. Pricing would kick off in the low $40,000 range, expanding to around $70,000 for top-spec models.

Traverse

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A big seven-seat SUV is another necessary product for Holden to sell in 2025 as families love them. Holden’s last seven-seat SUV was the Acadia from GM’s GMC brand, and this time around, we think Holden should sell the Chevrolet equivalent, which is called the Traverse. Why a Chevy and not a GMC? Well it all comes down to brand image and keeping a similar look – the Acadia looked different to any other Holden because it was the only GMC, and buyers noticed.

The Traverse is priced from around US$41,000 ($63,000 AUD) in entry-level LT form, and the whole range uses a 245kW 2.5-litre turbo-petrol engine with an eight-speed automatic transmission, though a hybrid drivetrain would also need to be added to the range. With seating for eight, good value for money, a big range of variants including an off-road special Z71 and punchy drivetrains, the Holden Traverse would be a big-seller in the local market.

Colorado

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To be successful in Australia, a car brand must sell a ute and the previous Holden Colorado was quite a successful product and while it’s no longer produced – General Motors Thailand no longer exists and its factory was sold to GWM – there is a Chevrolet Colorado sold in North America that Holden could sell in Australia. Why sell a ute? Just look how well the Toyota HiLux and Ford Ranger sell here.

The only engine option for the North American Colorado is a 231kW 2.7-litre turbocharged four-cylinder petrol engine with a 10-speed automatic transmission, while it can tow the benchmark 3.5-tonne that utes must be capable of in Australia. Pricing in the US for the current Colorado starts at US$32,000 (around AUD $50,000) for the entry-level WT and hits US$50,000 ($78,000 AUD), which is right in the mix of dual-cab utes in Australia today.