Tesla has announced local pricing and specifications for the new Model Y L, which is now available to order ahead of second quarter 2026 deliveries. Priced from $74,900 excluding on-road costs, the Model Y L will only be available in Premium Long Range All-Wheel Drive form at launch. More than just adding extra seats to the same body, the Model Y L is overall 177mm longer than the regular Model Y and looks different as a result.

Now measuring 4969mm long, the Model Y L has been lengthened to accommodate its third row of seating, which Tesla says “enhances third-row legroom and provides a feeling of space within the cabin.” It isn’t just a six-seat version of the Model Y either, it is visually (and physically) larger in wheelbase and body size, according to its maker.

The Model Y L isn’t a seven-seater, rather, a six-seater as the middle row of seats uses a captain’s chair layout with two individual seats instead of a bench. The individual seats feature electric adjustment and fold flat functionality at the touch of a button, as well as both heating and ventilation.

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The third row provides two additional seats with adjustable headrests, also heated and electronically flat folding, while extra features on the L include rear USB-C ports, cup holders and air vents in the C-pillars for third row occupants.

Behind the third row of the Model Y L lies 420 litres of space, which expands to 1076 litres with the rear seats folded and a huge 2423 litres with the second row folded as well (285L more than the regular Y). There is also a 116 litre front boot.

The L also adds a new 19-inch alloy wheel design, a new ‘Cosmic Silver’ colour option, higher-rated 50W driver’s side wireless phone charging and unique Model Y badging. The Model Y L is also the first Tesla to be sold in Australia with vehicle-to-load (V2L) functionality up to 3.3kW, which is available by purchasing a separate Tesla adaptor.

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The Model Y L is rated at 681km of WLTP driving range, which is 81km more than the five-seat Model Y Long Range All-Wheel Drive on which it’s based, suggesting that it uses a larger battery. Using NMC technology, it can be DC fast charged up to 250kW.

Tesla has confirmed performance stats, however: 378kW of power and 590Nm of torque, which is enough grunt for a claimed 5.0-second 0-100km/h sprint time and a top speed of 201km/h – only 0.2 seconds slower than the Model Y LR AWD.

2026 Tesla Model Y pricing (excluding on-road costs):

• Premium Rear-Wheel Drive: $58,900
• Premium Long Range All-Wheel Drive: $68,900
• L Premium Long Range All-Wheel Drive: $74,900
• Performance: $89,400

In what amounts to a direct reversal of its initial intention, the Federal Government has confirmed that it will relax the sulphur limits it put in place for the next two months, meaning dirtier fuel will be heading to Australia bowsers, amid soaring costs and ongoing supply issues due to the conflict in the Middle East. 

Sulphur limits for 91, 95 and 98 RON unleaded petrol will be raised from the current 10 parts per million (ppm) to 50ppm. It’s worth noting that at 50ppm, the threshold is still lower than the 150ppm that was allowed for 91 RON before the new standards came into effect in December 2025. 

According to a report by the ABC, Energy Minister Chris Bowen said, ‘it will add 100 million litres of fuel a month to the domestic supply’. The change will also mean that the Ampol refinery in Brisbane, can sell its higher sulphur product into the Australia market, rather than have to export it overseas to markets with a lower threshold. 

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“Our fuel supplies continue to arrive, our fuel stocks continue to be strong,” Minister Bowen said. “While there are real challenges, because our fuel supplies are secure, there is no need for panic buying.”

Australia currently holds 36 days’ worth of fuel in reserve, with the ABC also reporting that Australia holds 29 days’ worth of jet fuel, and 32 days’ worth of diesel. Earlier this week, the International Energy Agency (IEA), made the unprecedented step of releasing 400 million barrels of oil to ensure a stable supply of fuel and attempt to combat further price hikes. 

For its part, Ampol told the ABC that the 100 million litres will be prioritised for regional and rural Australians, who have already been hit by shortages. Minister Bowen said farmers, fishers and regional communities would be the propriety for any additional supply. 

“In rural and regional Australia, we continue to see unacceptable shortages, we continue to see supply chain constraints, and we continue to see a doubling of demand… demand has doubled, use has not,” Minister Bowen said. 

“This is a practical measure, 100 million litres of extra fuel each month, which will be prioritised for regional Australia, with a particular emphasis on Queensland.” 

There’s been a lot of talk out of Maranello over the last two years about the Scuderia’s first electric vehicle, but according to a report from Bloomberg, we could see an even more potent V12 Purosangue first – as soon as the second half of 2026. 

Given the controversy surrounding Ferrari even daring to develop a fully-electric vehicle, let alone actually build one, it’s easy to overlook just how harshly received it’s first SUV was, but now there’s a rumoured performance version coming, and the good news is, it’s likely to retain the screaming, naturally aspirated V12 engine.

The Purosangue is rapid, in no small part thanks to the 533kW V12 engine that motivates it, but the 12 Cilindri makes an eye-watering 618kW, so there’s every reason to believe more power can be relatively easily unleashed. 

According to the report by Bloomberg, the even more potent Purosangue will go into production in the second half of 2026, making up part of Ferrari’s five new models by the end of 2026 claim. Some speculation existed over whether the next version of the SUV could be a hybrid, perhaps with less than 12 cylinders, but it seems Ferrari has opted to stick with a good thing. 

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Bloomberg quotes anonymous company insiders who claim the 6.5-litre powerhouse will live on. Contacted by Bloomberg, the Scuderia unsurprisingly refused to comment, but rumours also hint to an improvement in handling to match the added power and performance. 

Ferrari’s modus operandi historically speaking, has always been backed by a production number that would not overload the market with vehicles, thereby diluting their appeal or retained value. As such, you’d assume whatever variant of the Purosangue comes next, availability will be limited and exclusivity will be assured. 

Cross country rival Lamborghini has gone the opposite way, and followed the likes of Porsche with it’s Cayenne and Macan, but building as many Urus as it thinks it can sell, happy to take advantage of the rabid demand globally for SUVs. Considering Ferrari had repeatedly said it wouldn’t build an SUV at all, the fact the Purosangue even exists is evidence that there’s a continued and growing demand for SUVs from any manufacturer – no matter how exotic. 

Given the cost of the ‘regular’ Purosangue starts from nearly three quarters of a million dollars in Australia, and pushes past the million dollar mark with on-road costs added, any performance version would require a significant outlay for the limited few who will be able to buy one in Australia. 

MG has revealed in China official images and specification information for its fully-electric compact SUV, with the most interest coming from its ‘liquid-solid state’ battery pack. Featuring the same underpinnings as the new MG4 Urban, the MG 4X shares the same wheelbase (2750mm) but the higher riding crossover body is longer, wider and taller. 

Reported to head into production in the second half of 2026, MG states the MG4 X uses what is ‘the world’s first semi-solid-state battery’, certainly in mass production terms. According to Chinese reports, the MG 4X is 4400mm long, 1800mm wide and 1600mm tall. 

MG 4X looks similar to the MG4 hatch and the MGS5 EV SUV already on sale, but it features a different front fascia design, new headlights, a two-level grille at the lower edge of the front bumper and a DRL strip that extends across the whole front of the vehicle out to each headlight. 

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MG said all variants of the 4X will feature the new battery technology – which uses solid and liquid-gel electrolytes instead of only liquid electrolytes, which improves energy density and performance in either high or low temperature extremes. 

According to China’s CLTC test, which is known to be a little on the enthusiastic side, the 53.95kWh battery pack will deliver driving range of 510km. According to MG, the new MG 4X will be specifically targeted at younger buyers in its home market, which makes sense given the crossover styling. 

No official details have been released detailing what the cabin might look like for the MG 4X, but MG’s continued product and technology updates with each new model, hint that it will be well specified including a variation of the manufacturer’s smart cockpit, a concept co-developed with smart device specialist Oppo. 

The facelifted MG4 hatch and its cheaper MG4 Urban sibling are due to go on sale in Australia before there middle of this year, and if the MG 4X does indeed go into production in the second half of the year, it could go on sale in Australia before the end of 2026. 

Make no mistake that this segment is big business – and not just in physical size. Some of the most legendary nameplates exist in what is now the upper large SUV segment. That means LandCruiser (now 300 Series), Patrol or even Defender if you want to step into the more premium realm. Those three nameplates alone bring with them the weight of history, expectation, not to mention both on and off-road performance.

Then, you’ve got the fully-electric Kia EV9 and Hyundai Ioniq 9 entering the fray more recently if you’re focus is specifically on-road. What do you do if you’d like a mix of both then? Well, according to Chinese manufacturer BYD, you divert your gaze toward its premium Denza B8 offering, a vehicle that promises to take the fight right up to the established legends.

Is a sense of quality, value for money and a hefty standard features list enough to entice Aussies to part with their money for what is essentially an unknown quantity from a relatively new brand? Time, and sales figures will tell. However, those of you who are sceptical, need only look at the success of the BYD Shark 6 as just one example, for the counterpoint.

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How much does the B8 cost to buy?

This is where it gets interesting, because the B8 enters a world where the regular competition sails north of 100k with starting prices of $91,000 or $97,990, both before on-road costs, depending on the variant you choose. The choice is a simple one, too, with no convoluted model names or numbers, simply a six or seven-seat layout. The model we’re testing is the six-seater, and to the mind of WhichCar by Wheels, the luxury feel of the cabin, endorses the six-seater as the one to have.

If you go back to the competition, Toyota LandCruiser 300 Series starts from $99,340 before on-road costs, Nissan Patrol starts from $95,600 before on-road costs, and LandRover Defender starts from $136,000 before on-road costs.

Drill into that a little further, though, and it’s really only the Patrol that keeps the Denza B8 honest, with the price above for the entry-grade Ti model. If you want the sense of luxury the B8 provides, you need to spend $107,100 before on-road costs to get the Ti-L variant.

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LandCruiser makes the eyes water even more, when you consider the price above is for the genuinely stripped-out GX variant, with a VX starting from $123,510 before on-road costs, or there’s the Sahara, which starts from $140,310 before on-road costs.

Denza is unashamed that it is targeting Australia’s established hierarchy and even luxury brands like Land Rover and Lexus. If you look at the prices above, then look at the list of standard equipment, it’s evident that the Denza push is to deliver the equipment you’d get in a Lexus for less than the cost of a Toyota. It’s a bold move, but for a brand looking to laydown foundations, it could be a smart one.

How practical is the Denza B8?

As stated above, the luxurious feel of the six-seat cabin is the way to go unless you absolutely require seven seats of course. Having tested the B5 previously, there’s a lot that links the two, especially inside the cabin. We don’t love the exterior door handles that retract as you move off, but that’s going to be consigned to history soon, one would think.

There is a physical latch hidden in the door pocket, which there has to be, but you’ll use a switch inside the door to open it, as well, another feature that simply isn’t as intuitive as a regular door handle.

The doors are soft close, though, which add an air of luxury to the experience, given there’s no need to slam the doors, but you will of course have to remind every guest you invite into the car. In regard to the other cabin negatives, getting them out of the way early, the lack of cooling for the wireless phone charger, means you will heat your phone up, and that’s about it. The cabin experience, is otherwise luxurious.

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The chunky steering wheel lends a hefty air to the driving experience, visibility is excellent, there’s a broad spectrum of adjustability within the seat controls to get right where you want to be. Some of those controls are accessed – including cooling and heating – through the infotainment screen, but they are easy to find.

On that note, we love the presence of real buttons and switchgear inside the cabin, with clear identification and clever placement, meaning you can make the adjustments you need to make, on the move, and do it safely. Things like height adjustable cup holders, and the heated and cooled console bin, might appear to be gimmicky but are more handy the more you use them.

The aforementioned infotainment screen is a whopper – measuring in at 17.3 inches – so big in fact, that when you first see your smartphone screen pop up there, it takes a bit of getting used to. It’s physical size means it’s easy to see, but we did find it prone to fingerprints no matter how hard we tried to avoid them. A microfibre cloth in the glovebox is a necessity. There’s deep complexity to the level of information and the control centre through the screen, so much so that we’d recommend a good familiarisation session in the driveway before you head off in the B8 for the first time.

The driver gets a 12.3-inch digital display, which is clear and features plenty of info, but isn’t as customisable as you might have expected. Buttons on the steering wheel control the information it does display, and it’s got what you need without being silly for the sake of it.

We didn’t love the fact that you must use the screen to control the intricacies of the climate control system (beyond on and off), which just makes it a little harder to do than it should be. BYD’s three-finger swipe[e gesture control remains for things like blower speed or temperature control, though. If you’re like me, you won’t use them.

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Into the second row, and the two-seat layout mirrors the front, with the seats getting heating, ventilation and massage like the front, ratchet-adjustable armrest and electric adjustment as well. It’s comfortable back there, even with tall adults up front, and walking through into the third row, makes accessing that row a lot easier than when you need to fold the outside seats down to climb in.

Use the third row, and as we’d expect, luggage space is a restrictive 147 litres. With the third row folded in the six seater, that expands to a generous 902 litres. Given the claim that the B8 is an off-road capable 4WD, the presence of a full-size spare hanging off the rear door is a welcome sight. You may not like the look of it there, but you’ll only need to have to get the spare out from under the floor once in 40 degree heat either on a dirt road or melting bitumen, to appreciate the civility of having it mounted higher up.

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How fuel efficient is the Denza B8?

The Denza B8 rides on a ladder-frame chassis, familiar from Shark 6, with dual-motor, electric 4WD, and a turbocharged petrol engine, that can drive the wheels when required for driving range, or when extra torque is required. The petrol engine is a 2.0-litre, four-cylinder petrol, which BYD claims generates 145kW and 350Nm. The B8 also has simulated low-range gearing (in lieu of a mechanical transfer case), and a locking front diff on the six-seat variant we’re driving. We didn’t head off-road for our test, but will in an upcoming assessment. The outputs are impressive when you factor in the two electric motors – combining for 425kW and 760Nm, with BYD claiming a second run to 100km/h.

Thankfully, and somewhat helpfully, manufacturers with PHEV drivetrains in their stables have started quoting fuel use claims that factor in a full charge, and then with a reduced charge. Denza claims 3.9L/100km with the battery charged from 25 percent up to 100 percent, while that climbs to a claimed 11.4L/100km when the state of charge dips below 25 percent. It claims 24.4kWh/100km energy consumption.

Now, what’s interesting here is our indicated real-world return, which after our 250km test loop of mixed city and highway running, showed an average of 8.7L/100km. That’s impressive for an SUV of this size, with even the 11.4L/100km claim being efficient enough to justify the PHEV concept. This isn’t a light 4WD either, with a 3992kg gross vehicle mass. Consider that the bulk of the first 100km was electric of course, but anything below the 10L/100km mark is noteworthy in a vehicle of this size.

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On prolonged highway runs with the battery drained as much as the system would allow, the 50km rolling average was showing 10.9L/100km.

Switch the drivetrain into HEV mode via the control on the console and you’ll have the electric motor drives the front wheels and the petrol engine charging the battery pack, therefore getting an efficient driving experience.

What is the Denza B8 like to drive?

For mine, there are only two negatives in the driving experience, which were the electronic safety aids, and the harshness of the ride at the outer edges of the bump absorption. The system kept telling me to watch the road – I was – and to take a break because I was tired – I wasn’t – and I also didn’t like the wheel tugging at my hand when it sensed I was edging too close to the lane markings. Those systems need some finessing so they don’t grate on the driving experience, because it’s otherwise enjoyable.

The suspension and its ability to absorb bumps is an interesting one. Regular road imperfections and surface vagaries were easily handled, but sharp ruts and speed humps were felt through the wheel and in the cabin, and meant that the ride felt a little firmer than we’d like in an SUV of this type. We checked the tyre pressures to make sure they weren’t over-inflated and even at the recommended pressure, there was a sharp edge to the ride that we would like ironed out.

BYD’s DiSus-P suspension is a clever hydraulic system that can adjust to cater to higher ride heights, especially useful off-road, but it is a little firmer on road, over sharp edged ruts and imperfections than we’d like.

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There’s no hiding the heft of the B8 especially if you hook into a tight corner, with the combination of a ladder-frame chassis, meaty kerb weight, and high-ish centre of gravity ensuring that it moves around quite a bit. Take that into account though, and it’s an otherwise enjoyable SUV to drive.

What’s most impressive though, is the PHEV powertrain, and the inherent smoothness to the way it goes about its work. Even when the petrol engine is working, there’s little in the way of noise or vibration that enters the cabin, and the transition between the two, is also excellent. As you work your way through traffic, and even at speed on the highway, you will definitely notice how refined the driving experience is.

However, despite the 3992kg GVM, the Denza B8 feels rapid. The 0-100km/h time indicates that it is, but it feels it, too, when you’re behind the wheel, with a sharp turn of pace you’d expect from a lighter, smaller vehicle. If you nail the accelerator pedal, the B8’s nose launches skyward and it’s off like a scalded cat. It’s not quite as hardcore as the smaller B5’s acceleration, but it’s not far from it either. Is it too powerful? Maybe, but that’s the malaise of almost all EVs.

We spent our test time toggling between ‘ECO’ and ‘Normal’ drive modes, with some time forcing it into HEV mode, which fires the 2.0-litre into life. Given the way the system, works, you get the benefit of the electric drive experience, without the range anxiety. And, there’s a lot to like about the smooth, near silent, immediacy of a well-sorted electric powertrain. While most of the drive modes pertain to off-road work, there is a somewhat frivolous ‘Race’ mode, but we didn’t feel like we needed the B8 to be any faster than it was in Normal mode.

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What warranty covers the Denza B8?

Denza Australia – as does parent company BYD – offers a six-year/150,000km warranty, with eight-year/160,000km coverage for the high-voltage battery pack. Servicing is required every 12 months or 20,000km, whichever comes first.

Denza also adds three years of roadside assistance, and a capped-price service plan for the first five years of ownership, which costs $3420 total, averaging out to $684 per year.

Interestingly, the Denza is cheaper to service than even a 300 Series, let alone the Lexus version, and just a little more than a Land Rover Defender – all over that first five-year period.

Should I buy the Denza B8?

The 2026 Denza B8 – and any assessment of it – is fascinating because regardless of how good it is, there’s a significant hurdle a first-time Australian buyer must clear. This is a vehicle they will know little about, from a brand they don’t have any experience with, asking them to part with six figures (once on the road) for the privilege. And, that factor, along with residual value needs to be weighed up.

However, the B8 looks and feels like a luxury 4WD. The tech is impressive and works. The big screens, luxurious interior, and up to date control systems will appear to plenty of buyers looking for the latest and greatest in that regard.

The drive experience to our mind, is let down a little by the overly firm ride, but it’s an otherwise luxurious, comfortable and refined upper large SUV with real-world efficiency and driving response that only an electrified powertrain can deliver. Is that enough to entice Aussie buyers? Time will tell.

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Specs

Ferrari has unveiled the Amalfi Spider, the open-top version of its new entry-level grand tourer, combining a folding fabric roof with the performance of a twin-turbocharged V8.

The Spider follows the recent launch of the Ferrari Amalfi coupe, which replaces the Roma in the brand’s line-up. Named after Italy’s scenic Amalfi Coast, the convertible version arrives with a more powerful engine and a design intended to preserve the coupe’s sleek proportions even without a fixed roof.

Power comes from a 3.9-litre twin-turbocharged V8, producing 463kW (631hp) and 760Nm of torque. Ferrari says the engine has been upgraded compared with the previous Roma Spider, delivering improved throttle response and stronger torque throughout the rev range.

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Drive is sent to the rear wheels via an eight-speed dual-clutch transmission and an electronically controlled limited-slip differential. The result is a claimed 0–100km/h time of 3.3 seconds and a top speed of around 320km/h.

While the performance figures are similar to the coupe, Ferrari engineers reinforced the chassis to maintain structural rigidity in the convertible. The added strengthening and folding roof mechanism increase weight by about 86kg, bringing the car’s dry weight to 1,556kg.

The fabric roof uses a compact “Z-fold” mechanism that opens or closes in 13.5 seconds and can operate at speeds up to 60km/h. When folded, the roof occupies just 220mm of space, helping preserve luggage capacity.

Boot space measures 255 litres with the roof closed and 172 litres when open, providing enough room for weekend luggage, while small rear seats add extra storage.

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Aerodynamic improvements distinguish the Spider from the earlier Roma convertible. A redesigned rear section incorporates an active rear spoiler that can generate 110kg more downforce at maximum deployment than the previous model.

Inside, Ferrari has updated the cockpit layout. The steering wheel now returns to physical buttons instead of touch controls, including a prominent red engine start button. Ferrari’s familiar manettino drive selector remains, offering five driving modes: Wet, Comfort, Sport, Race and ESC-Off.

The driver faces a 15.6-inch digital instrument display, complemented by a 10.25-inch central touchscreen and an optional 8.8-inch passenger display showing performance data such as G-forces and engine revs.

Ferrari is expected to price the Amalfi Spider from around $410,000 before on-road costs in Australia, positioning it as a rival to high-performance luxury convertibles such as the Porsche 911 Turbo Cabriolet and Aston Martin Vantage Roadster.

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Subaru Australia has revealed a new limited edition WRX Club Sport Evo, restricted to just 75 units. The new model is priced $1000 higher than the WRX tS Spec B on which it’s based, but adds a number of yellow details like the new ‘Sunrise Yellow’ exterior colour and new yellow interior trims.

It’s the first time since the mid 2000s that the Club Sport Evo name has been used on the WRX, though the brand has more recently launched various Club Sport editions like the 2024 version.

Subaru WRX AWD Club Spec Evo highlights:

• Exclusive ‘Sunrise Yellow’ exterior colour
• Club Spec Evo side decals on rear doors
• 19-inch matte black alloy wheels
• Recaro sports bucket seats with suede and leather-look accents
• Yellow and black seat trim with yellow contrast stitching
• Club Spec Evo interior badge featuring individual limited-edition vehicle numbering
• Yellow contrast stitching across the instrument panel, door panels and centre console

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Under the bonnet of the WRX Club Sport Evo is the same 2.4-litre turbocharged four-cylinder ‘Boxer’ engine as the regular WRX range, making 202kW of power and 350Nm of torque. Like the tS Spec B on which it’s based, the Club Sport Evo is only available with a six-speed manual transmission. The WRX manual hits 100km/h in 6.0 seconds and it’s rated at 9.9L/100km for combined fuel consumption.

2026 Subaru WRX pricing (excluding on-road costs):

Celebrating the WRX’s recent 60,000 unit sales milestone in Australia, the Subaru WRX Club Sport Evo is now available to order.

Things move rapidly when you’re a Chinese auto manufacturer. Speaking exclusively to Wheels, Chery’s Executive Director of Engineering, Peter Matkin gave a guarantee that just 12 months ago, a dual-cab was not on the radar for the manufacturer. And yet, last month, Chery pulled the covers off a test mule that proved the manufacturer can move with lightning speed.

Now, the search has begun for an appropriate name. Pleasingly, it was also evident from the get-go that the name wasn’t some hastily agreed to set of numbers or strange translation, rather it was going to be the result of some planning.

When Chery unveiled its first dual-cab in Sydney recently, Chery Australia CEO Lewis Lu told Wheels it was non-negotiable that the world’s first plug-in hybrid diesel dual cab was fit for purpose, up to the task Aussie buyers would expect, and reflective of the importance of this segment in the Australian new car market.

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Chery has announced today that it is handing over the choice of name to the Aussie buyers it hopes will consider its first dual-cab, inviting the Australian public to put forward its nominations via a nationwide competition. There’s a catch, too, the winning entrant will be the owner of the very first Chery dual-cab delivered.

Along with the aforementioned PHEV drivetrain, the dual-cab will deliver a 1000kg payload, and 3.5-tonne towing capacity, along with genuine off-road capability. According to Chery, it is on track to launch in Australia in late 2026.

Participants can submit their proposal along with a short explanation detailing why they believe that name is the right one for the dual-cab. Entries will be reviewed by Chery, with a shortlist then moving to a public vote, before the final name is chosen. The competition opens on the 12th of March and closes at 11:50pm AEDT on the 26th of March, 2026.

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Details and entry information can be found by going to: https://cherymotor.com.au/ute-name-comp

Volkswagen Australia has announced the line-up for the 2026 model year of its Amarok ute, which is due in local dealers soon. While pricing is yet to be revealed, the brand has revealed the shelving of all four-cylinder diesel engine options from the range, with the 184kW 3.0-litre diesel V6 now featured in the majority of the range. Entry-level models have also been shelved, the Style model with the 2.3-litre turbo-petrol engine now the entry point, and there’s also a 200-unit special Dark Label near the top.

Limited to 200 units nationally for the MY26 model year, the Dark Label arrives as the top-spec model underneath the Walkinshaw W600. Equipment highlights for the Dark Label include a host of black exterior detailing, including black 20-inch wheels and a Dark Label sticker pack.

Unique Dark Label V6 highlights:

• 20-inch matte black ‘Bendigo’ alloy wheels
• LED Matrix headlights with black surrounds
• Darkened taillights
• Black sports bar
• Black side steps, rear bumper, door handles and mirrors
• Front bumper ‘X‑design’ in Black
• Black front skid plate
• Matte black B‑pillar foil
• Roof rails in matte black
• Spray‑in tub liner
• Black tonneau cover
• Dark Label sticker pack on the bonnet, doors, tub sides and tailgate

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Volkswagen has also “refined” the local Amarok lineup. The former entry-level Core and Life are no longer available, with the former mid-spec Style now forming the entry point to the range.

The 2.3-litre turbocharged four-cylinder petrol engine formerly available in the former top-spec Aventura model is now the entry point to the Amarok range, with the 3.0-litre V6 turbo-diesel engine now standard across the rest of the range in a V6-heavy lineup like its Ford Ranger twin. The 2.0-litre four-cylinder turbo-diesel engines are no longer available in the lineup.

MY26 Volkswagen Amarok line-up:

• Style 2.3L petrol TSI452 4MOTION, 10‑speed auto
• Style 3.0L diesel TDI600 4MOTION, 10‑speed auto
• Style w/ Tray 3.0L diesel TDI600 4MOTION, 10‑speed auto
• PanAmericana 3.0L diesel TDI600 4MOTION, 10‑speed auto
• Aventura 3.0L diesel TDI600 4MOTION, 10‑speed auto
• Dark Label 3.0L diesel TDI600 4MOTION, 10‑speed auto
• Walkinshaw W600 3.0L diesel TDI600 4MOTION, 10‑speed auto

Local pricing and full specifications for the MY26 Volkswagen Amarok range will be announced soon.

Do you sometimes despair about modern cars? You’re not alone. There’s an undercurrent of annoyance with almost every new car we drive thanks to everything from frustrating active safety features through to controls buried in touchscreens, and it feels like it’s only getting worse. Who made new cars so serious? There are a variety of answers, but there is one antidote: The Mazda MX-5.

Mazda’s iconic roadster is currently in its fourth generation with a fifth likely due in the next few years and as always, it proudly represents simple and fun top-down motoring for those who want it. It’s not without its faults, but the MX-5 is a sublime little roadster. Here’s why…

How much does the Mazda MX-5 cost to buy?

The 2026 MX-5 range kicks off at $42,640 plus on-road costs for the entry-level Roadster, stepping up to the $49,290 +ORC Roadster GT we’re testing here and the top-spec $52,290 +ORC Roadster GT RS. As before, both the traditional roadster and the folding targa top ‘Retractable Fastback’ MX-5 RF are available, with the RF priced from $53,790 +ORC.

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Pricing for the 2026 MX-5 range is higher than ever before, and aside from the entry-level Roadster, all are comfortably above $50,000 once on-road costs are considered. Like many cars, the MX-5 isn’t as good value as it used to be. When the current ‘ND’ launched with 2.0-litre engines in late 2015, pricing started at just $34,490 +ORC for the entry-level Roadster 2.0-litre and the Roadster 2.0GT asked $39,550 +ORC. Is the same car with tweaks worth $10,000 more a decade later?

Regardless, the MX-5 Roadster GT is well equipped. Features include LED exterior lighting with Matrix adaptive high beam, black leather upholstery, a nine-speaker Bose sound system with speakers in the headrests, automatic climate control, an 8.8-inch touchscreen with wireless Apple CarPlay and Android Auto, and a reasonable suite of active safety features like autonomous emergency braking, lane departure warning, blind-spot monitoring, driver attention monitoring and a reversing camera.

Unfortunately in today’s market, competition to the MX-5 is also not as cheap or plentiful as, say, 10 years ago when the ND MX-5 was released. But there are still some options, including the Toyota GR 86 and Subaru BRZ twins, a slew of hot hatches like the Hyundai i30 N and Volkswagen Golf GTI, as well as the i30 Sedan N and Subaru WRX.

How powerful is the Mazda MX-5?

A 2.0-litre four-cylinder petrol engine is the only available engine in the Australian market MX-5, making 135kW of power and 205Nm of torque. Depending on model, both six-speed manual and six-speed automatic gearboxes are available – this is a two-seater sports car, so the manual is compulsory. What a wonderful gearbox it is, too, with its short throw, precise action and communicative clutch. Both Toyota/Subaru and Hyundai could learn a lot from the MX-5’s gearbox.

The 2.0-litre engine received a fairly big upgrade in 2018, making 17kW more power and introducing a higher 7500rpm redline to replicate the formerly-available 1.5-litre engine, which was slower than the original 2.0-litre but revved higher and sounded better.

As a result, the 2.0-litre engine became the default MX-5 choice and it’s a great donk: it sounds nicely mechanical with a lovely supercharger-like noise, revs cleanly to its 7500rpm redline and goes well too. Of course, 135kW isn’t a massive amount of power, but combined with the MX-5’s low 1070kg kerb weight, it’s more than adequate. Mazda Australia doesn’t claim a 0-100km/h time but overseas reports mention a 6.5-second mark, which isn’t exactly hanging around.

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Mazda claims that the MX-5 will use 6.8L/100km of 95 RON premium unleaded on the combined cycle, which is fairly easy to achieve in combined driving. In pure urban driving, we achieved 8.6L/100km, which is just under the 9.1L/100km urban claim. Our test car had travelled less than 1000km, so its consumption would likely improve with more distance under its tyres.

What is the Mazda MX-5 like to drive?

Considering that’s the whole point of the MX-5, it’s unlikely to surprise you that it drives very well indeed. Modern cars are rarely this fun and it’s a great cleanse in an era where the driving experience in most cars is now dominated by safety systems. Importantly, you can feel every part of the MX-5’s driving experience, from the feelsome steering to the sharp throttle response. As a result, stitching it all together on a good bit of road feels like an achievement, adding to the likely already massive grin on your face from behind the wheel.

That’s not to say that it’s difficult to drive, because it isn’t. It’s had one of the best manual gearboxes in the world since its release, bar none, and the clutch is easy to get along with (unlike a GR 86/BRZ). I taught many people to drive a manual in my 2016 2.0 GT thanks to the aforementioned easy clutch and gearbox combination.

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The ride is quite comfortable, rarely feeling firm, and the handling is great. It’s not free of roll, unlike a such as the i30 N, but that makes the driver further part of the driving experience and taming it feels like a win. Mazda wasn’t kidding when it said the MX-5 is one for drivers.

That said, if the driving experience is your key consideration, might I suggest upgrading to the GT RS. It costs $3000 more but adds important features like Bilstein dampers, stronger Brembo front brakes, a suspension front tower brace bar and a track mode for the stability control, which allows for more slip in corners. Doing so gets you a tauter MX-5 with better body control and higher cornering ability – plus, handsome BBS wheels replace the frankly hideous wheels that are now standard.

How practical is the Mazda MX-5?

It’s a two-seater roadster, so how practical could it be? You’re not going to be buying much flat pack furniture to take home in it, that’s for sure. Also, even if you’re on the shorter side, the MX-5’s cabin will be snug. That’s fine as it’s not meant to be a van, but just a smidge more practicality would make it an easier sell against more useable hot hatchbacks.

For example, the boot of the MX-5 measures just 130 litres (or, around half that of a Mazda2 that it shares showrooms with). That’s enough for a few duffle bags or a weekly shop to be wedged in, but good luck with anything more. Choosing the MX-5 RF coupe doesn’t make it any more capacious, unfortunately. A GR 86/BRZ or hot sedan/hatch is definitely better at carrying things, but that’s looking past the point of the MX-5.

The cabin of the MX-5 has remained relatively unchanged in its 11-year life, but the basics are still fine: the quality is good, it’s easy to operate and the lack of storage is hilarious. Want to discover how much larger smartphones have become since 2015? Put yours in the phone slot in the MX-5’s centre console – my then-new iPhone fit just fine in my 2016 MX-5, but my newer and larger model? Nope.

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As for other cabin storage, there’s a small cubby in the middle of the seats, one more behind each seat and a tiny tray between the seats. That’s it, not even a glovebox. The roof operation is more positive, however: press the handle in the middle of the seats, extend your arm, reach for the sky and pull the roof to the windscreen and lock it into place. The whole operation takes maybe five seconds at the most. Brilliant, Mazda.

So, some of the bits inside the MX-5 feel a bit old but still work well and a new 8.8-inch touchscreen from Mazda’s newer models like the Mazda3 was added in the ‘ND3’ update. It doesn’t operate much differently to the former 7.0-inch ‘MZD Connect’ unit in the pre-updated MX-5, still employing a control wheel in the centre console and a basic menu structure that’s easy to navigate, but it looks far newer and screen quality is much sharper than before.

Unlike the CX-60 and above SUVs, it can – thankfully! – be used as a touchscreen while using smartphone mirroring. Mazda, spread this to the rest of the range, please. The nine-speaker Bose sound system is also nicely punchy too – phone call audio pushed through them is actually quite useful.

What could be improved in the MX-5’s cabin are the seats, which have consistently needed a redesign since the ND generation’s release. In some overseas markets, Recaro sports seats are available and have featured locally in a few special editions, but we’d like to see them more widely available as the current seats are too flat and lack lateral support. While I’m moaning, a digital speedo would be a great addition, especially for taller drivers as the analogue speedometer sits an an odd angle.

What warranty covers the Mazda MX-5?

The MX-5 is covered by a five-year/unlimited km warranty with five years of roadside assistance. Its annual service intervals are every 15,000km (whichever comes first) and five years/75,000km of servicing costs an expensive $2797 or $560 per service on average.

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Should I buy a Mazda MX-5?

If you’re coming from an older ND1 or ND2 MX-5, I would say probably not – yes, the ND3 is a definite improvement on previous models, but it’s also notably more expensive and the car is fundamentally the same. The lack of space, characterful engine and excellent driving experience remain as so, albeit tweaked slightly as Mazda does with its models so well.

However, there’s no denying that the MX-5 is a sublime sports car that makes you grin from ear to ear. It’s communicative from behind the wheel to make you feel part of every part of the driving experience yet also more than comfortable enough to easily drive every day. Importantly, it reminds you that cars can still be fun. I hope the MX-5 never loses that talent.

Mazda MX-5 specifications:

MX-5 Roadster GT standard features:

• 17-inch alloy wheels with a tyre repair kit
• Limited-slip differential
• Manual cloth soft-top
• Dusk-sensing automatic LED exterior lighting
• Rain-sensing automatic wipers
• Keyless entry with push button start
• Heated electric mirrors
• Electric windows with auto-down
• Heated leather seats with speakers in the headrests
• Single-zone automatic climate control
• 8.8-inch touchscreen
• Mazda Connected Services
• Wireless Apple CarPlay and Android Auto
• Satellite navigation
• AM/FM/DAB+ digital/internet radio
• Bluetooth calling and audio streaming
• 203W nine-speaker Bose sound system
• 2x USB-C charging ports
• Cruise control with braking
• Matrix adaptive high beam
• Auto-dimming rear mirror
• 4x airbags
• Autonomous emergency braking (forward and reverse)
• Lane departure warning
• Blind-spot monitoring with rear cross-traffic alert
• Driver attention alert
• Traffic sign recognition
• Rear parking sensors
• Reversing camera
• Tyre pressure monitoring