Ferrari has revealed its latest bespoke creation, the SC40 – a one-off commission crafted for a private client and inspired by one of the most legendary models in the brand’s history, the Ferrari F40.

Based on the 296 GTB, the SC40 blends modern hybrid performance with retro styling cues, bringing a new level of exclusivity to Ferrari’s Special Projects portfolio. While Ferrari has not disclosed pricing, such one-off models are traditionally valued well above A$5 million, reflecting their rarity and custom craftsmanship.

The owner of the SC40 requested a design that echoed the spirit of the iconic F40 from the late 1980s. The result is a striking exterior that reinterprets classic elements through a contemporary lens. The car features sharp, angular surfaces and a dramatic fixed rear wing that pays homage to the F40’s unmistakable aerodynamic profile.

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At the front, the SC40 stands out with its distinctive headlight design. The headlights sit beneath a darkened cover and extend down into the bumper, framing a wide grille that gives the car a purposeful and aggressive stance. Along the sides, the doors narrow toward the sills, making way for large side air intakes that feed cooling air to the V6 hybrid power unit.

Ferrari has also incorporated the split-line body detail seen on the F40 and F50, a subtle nod to its motorsport heritage.

The rear of the SC40 is equally dramatic. A fully open tail section improves heat extraction from the engine bay, while a large diffuser maximises aerodynamic efficiency at high speeds. Slim LED lighting elements complete the minimalist yet futuristic appearance.

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Inside, the SC40 retains the digital cockpit layout of the 296 GTB, but its finishes draw directly from the original F40. This includes extensive use of exposed carbon fibre with a greenish tint – an aesthetic reference to the carbon-kevlar composites used by Ferrari during the 1980s.

The carbon theme stretches across the floor, cabin walls and beneath the rear clamshell, adding both visual drama and lightweight performance engineering.

Beneath the rear clamshell lies the same high-performance hybrid system as the 296 GTB: a 3.0-litre twin-turbo V6 paired with an electric motor and eight-speed dual-clutch transmission. The combined output is 610kW (818hp) and 740Nm, launching the SC40 from 0–100km/h in just 2.9 seconds, with a top speed exceeding 325km/h.

While mechanically similar to the production model, the SC40 stands apart as a rolling piece of automotive art – a celebration of Ferrari’s past, present and future, created for a single customer and destined to become an instant collectible.

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McLaren has confirmed its new W1 hypercar will be available in Australia from later in 2026, opening the next chapter of the brand’s storied “1” lineage with a road-legal machine that eclipses every McLaren before it for speed, downforce and driver focus.

Revealed by W1 product manager Heather Fitch, the limited-run flagship (just 399 cars, all customer-allocated) is pitched as the spiritual successor to the F1 and P1. “Every element of the W1 has been designed to deliver an experience that is as emotional as it is technical, pushing the boundaries of what is possible for a modern supercar,” Fitch said. McLaren Special Operations (MSO) representatives George Farquhar, Max Watt and Daniel Youd underscored the near-limitless personalisation on offer, from paint and materials to race-inspired detailing.

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At the heart of the W1 is a new V8 high-performance hybrid (HPH) powertrain delivering a combined 938kW and 1340Nm – figures that make it the most powerful McLaren road car to date. The all-new, 4.0-litre twin-turbo flat-plane-crank V8 contributes 683kW on its own, revving to a heady 9200rpm, while a compact, motorsport-derived E-module adds a further 255kW and instant torque fill. Drive goes exclusively to the rear wheels through an all-new eight-speed dual-clutch with an electronic differential and “E-reverse,” preserving purity of steering feel and engagement.

Performance is staggering: 0–200km/h in 5.8 seconds, 0–300km/h in under 12.7 seconds and an electronically limited 350km/h top speed. Thanks to obsessive lightweighting – the W1 tips the scales at just 1399kg – the car achieves a best-in-class power-to-weight of 670kW per tonne, underpinning claims it’s the fastest-accelerating and fastest-lapping road-legal McLaren ever. McLaren says it’s quicker than a Speedtail to 300km/h and three seconds a lap faster than a Senna on the company’s reference circuit.

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Aero is where the W1 breaks most new ground. A Formula 1-style underbody generates full ground effect, complemented by the most advanced active surfaces yet fitted to a McLaren. In Race mode, the suspension hunkers down by 37mm at the front and 17mm at the rear, unlocking as much as 1000kg of downforce. The showpiece is a patent-pending “Active Long Tail” rear wing that can extend 300mm rearwards to act as an extension of the diffuser, while a full-width active front wing balances the car under braking and cornering. Together, the system trims drag for straight-line pace, then piles on downforce for cornering and braking stability.

The chassis is equally exotic. A new McLaren “Aerocell” carbon-fibre monocoque – built using motorsport pre-preg methods – integrates aerodynamic surfaces and even the seats to save mass and reduce the wheelbase. For the first time on a McLaren road car, Anhedral doors replace the brand’s traditional dihedral design, improving cooling airflow and easing entry to the raised-footwell cockpit. Suspension draws heavily from F1 practice, with inboard front dampers, torsion bars and an active heave element linked to the latest Race Active Chassis Control III. Carbon-ceramic brakes (390mm) with extreme cooling ducts deliver colossal stopping power: 200–0km/h in 100 metres and 100–0km/h in 29 metres.

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Inside, the W1 is minimalist and driver-centric. Fixed, lightweight seats are bonded into the monocoque for a pure connection, while the pedals and steering column move to tailor the driving position. Two thumb-reach steering-wheel buttons control an instant-deployment “Boost” for the E-module and on-demand aero (DRS-like) functions. An 8-inch MIS II touchscreen with Apple CarPlay handles infotainment; storage solutions behind the seats yield up to 117 litres – enough for two weekend bags or a pair of helmets.

Powertrain modes span Electric (near-silent EV running) and Comfort (the E-module provides torque infill) through to Sport (full hybrid punch) and Race. Within Race are Sprint (maximum deployment for hot laps) and Grand Prix (energy management for sustained sessions). Cooling is engineered for track durability, with 10 heat exchangers across three water-glycol circuits and dedicated hybrid thermal management.

UK list pricing is cited at about £2.0 million including taxes; at today’s rates that’s roughly A$4.13 million.

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For those seeking deeper customisation, MSO offers virtually unlimited options, including a new lightweight, tailored “InnoKnit” interior material and intricate carbon finishes. However you spec it, the numbers – and the technology behind them – leave little doubt: when Australian deliveries commence in 2026, the W1 will arrive as a benchmark for outright performance and for the visceral, rear-drive engagement that defines McLaren at its most uncompromising.

In the November 2025 issue of Wheels, we put small cars back in the spotlight with a bold declaration: the humble hatchback is far from dead.

Our cover story pits three of the smartest $40K contenders head-to-head – the Mazda3, Hyundai i30, and Toyota Corolla – to uncover which delivers the best blend of design, performance and everyday usability. In an era dominated by SUVs, these hatches fight back with clever engineering, thoughtful packaging and genuine driving enjoyment. Which one takes the crown? Our in-depth comparison reveals surprising results and reminds buyers why small cars still matter.

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This issue also goes beyond the metal to explore the people driving change in the automotive world. In this issue’s Wheels Interview, we sit down with Dr Stuart Newstead, one of Australia’s foremost authorities on road safety. With the national road toll tragically climbing, Newstead delivers a confronting assessment of what’s going wrong – and what must change – to save lives on our roads. It’s essential reading for every driver.

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Meet Max Missoni is the man shaping the future of BMW in the Neue Klasse era. Formerly of Polestar, Missoni brings Scandinavian minimalism to Bavaria with a mission to steer one of the world’s most influential carmakers into a new era. In an exclusive profile, we explore his philosophy, inspirations and the radical direction BMW is preparing to take.

For roadtrip lovers, we journey from Perth to the Pilbara in Hyundai’s new Kona (below). This 300-kilometre road trip across remote Western Australia pushes both car and driver to the limit, with scorching temperatures, red dirt and rugged isolation. Fortunately, seat coolers come to the rescue.

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Our Modern Classic feature dives into the Lancia Delta HF Integrale – the most successful rally car in history that never officially reached Australian shores. Andy Enright uncovers the legend, the engineering, and the mystique that still captivates enthusiasts.

Plus, our First Drives section brings you behind the wheel of the long-awaited Nissan Ariya, diesel-powered Mercedes-Benz G 450 d, the new MGU9 ute and Toyota’s LandCruiser 300 Hybrid (below), showcasing a range of new vehicles hitting Australian roads.

We also recap the winners of the Best Medium SUVs 2025, recently published on Wheels by WhichCar.

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The November 2025 issue of Wheels is on sale from Monday, October 20.

We knew the New Vehicle Efficiency Standard (NVES) was going to shake up the Australian vehicle landscape, but we would never have guessed that the first casualties would be quite such innocuous-looking vehicles.

NVES was introduced on January 1 of this year, but the tracking of vehicle imports, and consequent fines for not meeting the targets, only started at the beginning of July. Because of a technicality in how two-wheel drive versions of popular Aussie 4x4s are categorised, they now no longer qualify as light commercials and instead come under the more exacting standards of passenger vehicles.

As a consequence, Ford has announced that it has stopped imports of the Everest 4×2, the budget-friendly way into Everest ownership, as these models will now attract significant fines. The irony that the 4×2 vehicles are lighter, more fuel-efficient and emit less CO2 than their 4×4 siblings isn’t lost on us. Yet this reclassification now makes them commercially non-viable.

To explain in a little more detail why some Everest owners will be surprised that they’ve been driving a ‘commercial vehicle’, the regulations divide the market into two discrete sets of CO2 targets – one for passenger cars and SUVs, categorised as ‘Type 1’ vehicles, and a separate class for light commercials such as utes and vans, known as ‘Type 2’ vehicles. By a quirk of the rules, an SUV can be categorised a Type 2 light commercial if it features a ladder-framed construction, can tow at least three tonnes (braked) and has four-wheel drive.

In real terms, it means that a rear-wheel-drive Everest 2.0 Ambiente that emits 187g/km fails to meet its weight-adjusted Type 1 category target of 173g/km, incurring Ford a $1046 fine per vehicle imported. Contrast that to the 4×4 Everest 2.0 Ambiente, which needs to hit its weight-adjusted Type 2 target of 215g/km and easily aces that assignment, emitting 190g/km and incurring no penalties, for the time being at least.

There are certain workarounds in the regulations where manufacturers can offset fines with the credits earned by selling other cars that meet the targets or buy them from other manufacturers. Given that the 4×4 models easily outsell the 4×2 variants (by a ratio of 9:1), what’s the big issue? Looking ahead, it’s clear that the problem is only going to get more acute. As the NVES regulations stand, with each year’s targets getting stricter, by the end of the decade each 4×2 Everest would have been costing Ford over $10,000 in fines.

Other manufacturers such as Isuzu are also looking set to reassess rear-drive versions of the MU-X, and rear-drive variants of the LDV D90 also look set to come under greater scrutiny.

NVES was never going to be an easy introduction, but it needed to happen. Australia currently has an average vehicle emission 20 per cent higher than the US and 40 per cent higher than Europe. Even given the nature of this country, that doesn’t stand up to any reasonable defence. It’s just a shame that the first casualties of the legislation are vehicles that emit less CO2 than their higher-polluting siblings. Shooting yourself in the foot never looked so virtuous.

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

A woman emailed the other day, asking for help to sue Toyota over the migraine headaches she believed were being created by all the ‘bings and bongs’ from the Advanced Driver Assistance Systems (ADAS) in her new car.

Around the same time, there was a survey which said more than 20 per cent of Australian drivers turn off at least one ADAS system whenever they go driving.

Then came the Kia Tasman, which was touted as a 5-Star safety success despite the rating only applying to some, not nearly all, of the new South Korean utes.

Now I have read comments which say there is no need for tyre-pressure monitors in new cars, even though they are compulsory in Europe and the USA… and despite Australia going through
a pothole pandemic.

These various strings tighten in Canberra, at the office of the Australasian New Car Assessment Program (ANCAP).

ANCAP has become the self-appointed judge-and-jury on all things road safety in Australia, creating a binary landscape where its 5-Star test score is acceptable and anything else is not. It’s the same with any response to its ratings,or questions, where positive is good and negative is not.

I have been an ANCAP booster since day one, which was way back in 2001 when Renault trumpeted the world’s first 5-Star NCAP rating for its then-new Laguna model in Sydney. Subaru was quick to add its support to ANCAP as an unofficial agreement between carmakers to ignore the test results – at best – came unglued.

The original chairman of ANCAP, Lauchlan McIntosh, was a calm and sensible leader who chipped away to create a positive push for new-car safety at a time when it only rated around #6 in most people’s list of key considerations for a new-car purchase.

During a brief period in public relations, with Hyundai, I experienced the malaise first-hand. The Hyundai Excel of the time only came with a single, driver’s-side airbag and the only way to get people to pay extra for a passenger airbag was to bundle it with an option pack that included a CD player.

Toyota Australia’s firebrand marketing chief, Bob Miller, was even more blunt. “If the car dies, the passenger dies too,” he once told a press gathering, in a quote that was – thankfully for him and his employment – ignored by the assembled media as just another off-the-cuff gag.

But, more recently, there have been lots of questions and doubts around car safety and the ANCAP world.

“They have lost the plot,” a former ANCAP insider texted me recently.

“I have no idea what it is doing with its time and money,” said another.

What’s gone wrong? Why did ANCAP see the need earlier this year for a costly television blitz with its ‘Choose Safety’ advertising campaign?

It is hugely well funded and most of the heavy lifting on laboratory crash testing is actually done by EuroNCAP, not the crew in Canberra. Is it time to ask some serious questions about ANCAP, or
perhaps provide a kick in the pants?

A couple of car companies have sniffed around the target, but then stayed quiet because they cannot afford to be labelled as ‘anti safety’. They also see no effective response to the emotional blackmail around buying something without 5 Stars.

There is plenty more to consider, including educating people – particularly parents of first-car buyers – on the difference between the various ANCAP testing programs. What was a 5-Star car in 2015 is definitely not a 5-Star performer in 2025, an important distinction for
second-hand shopping.

More directly and recently, ANCAP was happy to announce the Kia Tasman as having the same 5-Star safety rating as the Ford Ranger and Toyota HiLux, even though their test scores came from 2022 and 2019, not the updated standard for 2025.

Do parents also understand that 5-Star safety is now taking its tentacles well beyond occupant safety into things like back-seat child reminders and protection of pedestrians who have blundered onto the road while watching their smartphone?

Do they understand that the cost of ADAS systems, now essential for a 5-Star score, has helped to kill baby cars with sub-$20,000 pricetags because it costs around $5000 just to install the electronic safety net?

As the father of a 16-year-old learner driver I’m getting a fresh education on road safety and the value of ANCAP testing.

The worst news of all is that, even in a 5-Star car world, we’re still putting 1-Star drivers on the road every day.

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

The speed with which Chinese manufacturing can bring new technology to a model, or that model to market, is staggering. Say what you like about challenger brands from that part of the world, but the pace of change and development, is unlike anything the automotive industry has ever seen. 

The latest model to land on Australian shores from a surging MG is the newest version of the established HS medium SUV, the 2026 HS Hybrid+, promising real world hybrid efficiency and driving ease, ensuring you can slice a fair wedge out of your weekly fuel bill. Blow for blow, if you’re comparing two vehicles in the same segment, the non-hybrid version would use 40-50 per cent more fuel to do the same job. Switch to a hybrid therefore, and you’re taking half as much money out of your pocket each time you fill up. 

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And, importantly, you don’t need to change anything about the way you drive. There’s no new behaviour to learn, no charging hardware required at home, and perhaps most importantly, no reliance on public charging infrastructure either. Just do what you’ve always done while using a lot less fuel. 

On paper, then, the specs of the new HS Hybrid+ look spot on for the intended buyer. The 1.5-litre petrol four cylinder has combined outputs of 165kW and 340Nm and uses a claimed 5.2L/100km on the combined NEDC cycle. On test, covering just beyond 200km, we saw live figures at cruising speeds as low as 4.0L/100km, while our average rounded out at 4.9L/100km. Our specific 90km urban run, with no highway and an average speed of 48km/h, netted an impressive indicated average of just 4.3L/100km. In short, it is as efficient as MG claims it is. 

As impressive as the efficiency is, the price is even more of a highlight, launching with drive away pricing of $40,990 for the Excite model grade and $44,990 drive away in Essence guise. Buy a new Hybrid+ before November 2, and MG will throw in a $1000 fuel voucher – which will take you a while to work through given how efficient this HS is. Keep in mind, you will need to use premium fuel for the Hybrid+, which means 95 RON Is a minimum. 

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This segment is overflowing in Australia with the likes of RAV4, CR-V, Tucson, Sportage, X-Trail, Haval H6, and Forester all now offering hybrids of varying grades and efficiency, and all attempting to dominate the sales charts. It’s fair to say, though, that such sharp pricing should see MG make a decent impact in the category. 

The Hybrid+ is available as a front-wheel drive only, unlike segment favourite RAV4, which is available in AWD form. Do you need AWD in this segment? Not really, and certainly not if you do most or all of your driving around town. 

MG quotes a tare weight of 1656kg, and the battery size is 1.83kWh. Key to the efficiency of the energy storage and usage is the water-cooled battery, which according to MG, lifts the battery’s efficiency by a whopping 300 per cent compared with an air-cooled system. 

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This petrol version of the HS gets a five-star ANCAP safety rating from 2024 testing, but this model hasn’t been tested as yet. You do get a 10-year/250,000km warranty if you service the vehicle within MG’s dealer network. If you don’t, it’s a seven-year/unlimited kilometre warranty. There’s also capped price servicing, that covers the first seven years and a service is required every 12 months or 15,000km. 

Our brief, first test drive, illustrates some impressive polish to the HS performance. Some of the electric driver aids are a little too enthusiastic (though not manic), and we’d prefer more physical buttons for controls like audio volume, for example, but there is little to gripe about. 

The infotainment system worked well for us on test, the smartphone connection was reliable, the screens easy to read and the graphics clear. Sometimes the touch response wasn’t as snappy as we’d like, but again, that’s nit picking. Call clarity was also excellent on test and the driver display is customisable to display what you want to look at. 

The most impressive element of the drive experience is how quiet and refined it is. Bump absorption is excellent, and the suspension never struggles to deal with even the worst of the urban road network. Even repeated corrugated stretches don’t unsettle the suspension. That premium feel extends to the lack of wind and tyre noise entering the cabin. It really is an enjoyable place to spend some time whether you’re crawling around town or cruising on the highway. 

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The brakes worked well, the steering was nicely weighted and the turning circle was effective for tight city work as well. The rear-view camera offered up a clear image when you’re moving around at low speed parking, too. We didn’t test the second row extensively, but the 2765mm wheelbase means you get plenty of cabin space and there is appreciable legroom even behind a tall driver. Likewise the luggage area which expands from 507 litres to 1484 litres with the second row folded down. 

On first impression, this a strong offering for MG in a crowded segment that gets ever more competitive by the month. With sharp pricing and solid standard equipment, it’s worth taking a look if you’re shopping in the medium SUV segment. 

Specifications

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Subaru Australia is celebrating a major achievement for its most famous performance model, with more than 70,000 WRX and WRX STI vehicles now sold nationwide since the turbocharged icon first arrived in 1994.

Lovingly dubbed the “Rex” by fans, the all-wheel-drive WRX has become one of Australia’s most enduring performance cars – blending everyday practicality with rally-proven engineering and unmistakable attitude. From its origins as the Impreza WRX to today’s fifth-generation model, it has been a defining force in shaping Subaru’s performance DNA and building one of the strongest enthusiast communities in the country.

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Subaru Australia General Manager Scott Lawrence said the milestone reflects the deep connection between the WRX and its loyal fanbase.

“WRX has always been more than just a car,” Lawrence said. “It represents fun, confidence, and connection – a feeling that’s resonated with Australians for more than 30 years. From the rally stages to the open road, it’s built a passionate and loyal community.”

The WRX’s legend grew even stronger with the arrival of the STI variant in 1998, a model that cemented Subaru’s global motorsport reputation. Featuring high-performance engineering honed through the World Rally Championship, the WRX STI became synonymous with precision, control and pure driving excitement.

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Over the years, the WRX has evolved through five generations, winning multiple awards and spawning owner clubs and enthusiast events across Australia. Each iteration has refined the formula – delivering more power, sharper handling and greater everyday usability without losing the distinctive boxer-engine soundtrack that fans adore.

The latest chapter in the story is the WRX tS Spec B (below), launched in 2025, which pays tribute to the car’s heritage with Brembo brakes, STI-tuned suspension and a signature rear spoiler reminiscent of classic generations.

As Subaru looks toward an electrified future, the WRX remains at the heart of its performance line-up – a symbol of power, control and driving passion that continues to thrill Australians, generation after generation.

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Rex Timeline

1993 – Impreza WRX originally previewed at the 1993 Sydney Motor Show

1994 – Impreza WRX first launched in Australia featuring a 2.0-litre turbocharged ‘boxer’ engine and all-wheel drive. 

1998 – First WRX STI sold in Australia, followed by the release of the limited-edition WRX STI 22B to commemorate Subaru’s 40^th anniversary and its World Rally Championship wins.

2000 – The second-generation Impreza WRX arrived and went through several facelifts, known as the ‘bugeye’, ‘blobeye’, and ‘hawkeye’ generations. 

2007 – The third-generation Impreza WRX arrives with improved performance and reduced weight

2014 – The fourth-generation WRX introduced as standalone model, separating it from the Impreza nameplate.

2021 – The current fifth-generation WRX launches with a new 2.4-litre turbocharged Boxer engine

2024 – Subaru celebrates 30 years of WRX in Australia

2025 – WRX AWD tS Spec B introduced launches Australia, paying homage to the WRXs of the past with Brembo brakes, STI-tuned suspension and a large rear spoiler.

Millions of Victorians could soon pay significantly more if they miss a fine payment, with the state government planning steep increases to late-fee penalties in a bid to boost revenue and cover enforcement costs.

Under a proposal from the Department of Justice and Community Safety, late-payment charges – applied to unpaid tolls, speeding tickets, and other infringements – would jump by up to 73 per cent next year. The penalty reminder notice fee would rise from $29.20 to $50.40, while the final demand notice would climb from $151.50 to $186.80.

The government argues the move is needed to offset the growing cost of chasing unpaid fines, insisting that residents already have several opportunities to pay or appeal before penalties apply. The changes are forecast to increase annual fine revenue by around $40 million, pushing the total to approximately $160 million – enough, officials say, to fund the full cost of enforcement.

However, community legal services have slammed the proposal, warning it will disproportionately affect Victorians already struggling with rising living costs. In a comment to The Age, Shifrah Blustein, managing lawyer at Inner Melbourne Community Legal, described the policy as a “tone-deaf cash grab,” saying her office was “inundated” with people seeking help to manage mounting fines.

“This is just going to make life harder for many people,” Blustein said. “It’s the people who can’t afford to pay who will get penalised.”

The government considered an alternative option to reduce fees for concession cardholders but rejected it, saying the change would fail to recover enough revenue.

Last financial year, the Allan government collected nearly $946 million in fines, including those issued for speeding, toll evasion and other statutory breaches. Officials say the new measures won’t affect those who pay or contest fines promptly and stress that flexible repayment options remain available for people in special circumstances.

Still, critics note that unpaid tolls can quickly spiral – with a missed $10 toll sometimes ballooning into hundreds once additional charges are applied. Similar measures have been discussed in Queensland, where the state faces about $160 million in unpaid fines and has considered tougher collection tactics.

Public feedback on Victoria’s proposed fee hikes is now open through the government’s online consultation portal.

The Ford Mustang RTR has been revealed in the USA as a new high-performance variant of the turbocharged four-cylinder Mustang range. Developed with learnings from the Mustang in the Formula Drift championship, the Mustang RTR doesn’t add more power to the standard Mustang EcoBoost but does employ a number of new features to make it faster – such as anti-lag technology, upgraded Brembo brakes and suspension components taken from the Dark Horse.

The key upgrades to the RTR include an active exhaust with four selectable modes and quad tailpipes, a unique steering gear with increased travel, Brembo brakes from the Mustang GT with six-piston front/four-piston rear callipers, front and rear sway bars and a rear subframe from the Mustang Dark Horse. In addition, the RTR features a unique stability control tune in track mode and the ‘MagneRide’ adaptive dampers on the regular Mustang range are also optionally available.

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The Mustang RTR is based on the EcoBoost coupe and its 2.3-litre turbocharged four-cylinder petrol engine is unchanged, aside from slightly earlier spooling of its turbo thanks to new anti-lag tech. In the USA, it makes 235kW of power and 475Nm of torque – 3kW and 1Nm more than Australia’s version – and a 10-speed automatic transmission is standard.

The Ford Mustang RTR is recognisable from the outside with features such as the Mustang GT’s front fascia, lit nostrils, RTR badging, dark exterior elements, 19-inch wheels, lime green brake callipers, exterior graphics and a black rear spoiler. 

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The RTR’s cabin includes additional lime accents on the seats and seatbelts, with lime green stitching on the dashboard, centre console and door pockets. The ‘Drift Brake’ hand brake – standard on all Australian Mustang models – is also lime green in colour.

“When we set out to develop a new kind of performance Mustang in partnership with Vaughn Gittin Jr. and RTR, our mission was simple: produce the most exciting, fun-to-drive turbocharged Mustang ever,” said Mustang Chief Engineer Laurie Transou. 

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“We succeeded. This is Formula Drift championship-winning knowhow, Mustang EcoBoost balance and affordability, and the race-proven performance technology from Mustang Dark Horse in a factory-built Mustang, direct from Flat Rock Assembly. With the RTR Package, this Mustang is truly Ready to Rock.”

Alas, Ford Australia has declined to comment on the RTR aside from saying that it’s not for the Australian market, though hopefully at least some of its features will make it down under. 

Toyota has officially announced that its long-awaited V8-powered supercar will be revealed on December 4, marking the brand’s most exciting performance debut in over a decade. The new front-engined hyper GT will serve as the spiritual successor to both the legendary Lexus LFA and the iconic Toyota 2000GT.

The program has been an open secret for months, with disguised prototypes making several public appearances – most memorably during the Goodwood Festival of Speed (below) – but now Toyota is finally set to pull the covers off officially.

Toyota has released just one official image so far, showing a partial front view that highlights a sleek LED headlight, sculpted bonnet lines, and a large, aggressive lower intake. However, sharp-eyed fans spotted a wider shot of the same car on trackside signage at Fuji Speedway, revealing more of the bodywork and confirming a GR (Gazoo Racing) badge on the lower grille.

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That GR branding confirms the car’s development under Toyota’s motorsport division, though it’s still unclear whether the production version will wear a Toyota or Lexus badge.

While official details remain tightly guarded, Toyota has teased the car’s engine note in promotional clips leading up to the 2025 Tokyo Mobility Show – and there’s no mistaking the sound of a high-revving V8. Early reports suggest a twin-turbocharged setup, possibly paired with hybrid assistance in road-going form.

Output figures are still speculative, but insiders expect performance in line with rivals such as Ferrari and McLaren. That means a potential power figure north of 700 horsepower (around 520kW), ensuring this new halo car can hold its own among today’s top-tier supercars.

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Judging from its proportions, the car’s front-mid engine layout places the V8 behind the front axle for optimal balance – a configuration reminiscent of the Mercedes-AMG GT. Power is expected to be sent to the rear wheels via a transaxle gearbox with a limited-slip differential and quick-shifting automatic transmission. Whether Toyota opts for a dual-clutch system or a more traditional automatic remains to be seen.

Lightweight construction will be key to performance. The body is rumoured to use carbon-fibre-reinforced materials, following in the footsteps of the Lexus LFA, which was famous for its advanced composite chassis when it launched in 2011.

Toyota isn’t just building this supercar for the road. The company plans to race the car in the GT3 category, competing against the likes of Ferrari, Porsche, Lamborghini, McLaren, BMW and Aston Martin. The road-going version will serve as the homologation model for Toyota’s GT3 entry – mirroring the development approach of the GR Yaris, which was designed in parallel with Toyota’s World Rally Championship program.

This alignment between road and race versions ensures that performance, aerodynamics, and chassis technology are developed hand in hand – a hallmark of Gazoo Racing’s engineering philosophy.

Whether the finished product carries a Toyota or Lexus badge, this car is poised to become the brand’s next flagship performance model, showcasing Toyota’s ambitions in both road and track performance.

With the official debut set for December 4, the countdown is on – and early indications suggest we could see the GT3 race version competing as early as 2026.