As reported by WhichCar by Wheels earlier this month, China has moved to ban flush fitting, electronic door handles, after incidents in China raised fears that occupants could be trapped following a crash.

Now, analysts have warned, the regulation change, which might seem minor in real terms could lead to a seismic shift in the design plans for EVs globally. Officials in China, cited two fatal incidents involving Xiaomi vehicles, where failure of the electronic systems prevented the opening of the doors when the vehicles were on fire.

The system, made popular by the likes of EV manufacturer Tesla, has enabled designers to come up with a clean, uncluttered exterior look once the handles retract, but it appears the technology is a little bit too heavy on form rather than function.

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According to a report in the China Daily newspaper earlier in February, “only cars with a mechanical mechanism, for releasing the door, both from the outside and the inside, will be allowed to be sold from as soon as January 2027”.

With that in mind, focus now shifts to how that requirement in a market as large and commercially significant as China will impact global EV design. Wards Auto in the United States reported that it’s likely to have a significant effect.

Alexandre Parente, head of global analysis and reporting at Jato Dynamics, told the outlet the net effect will be tangible. “I think China’s decision is going to create some real work for EV makers,” Parente said. “Anyone relying on electric-only handles will have to revisit their designs pretty quickly to meet the 2027 deadline, and that inevitably adds cost and pressure, especially for cars already on the market or close to launch.”

The next link in the chain is Euro NCAP, with manufactures potentially wanting to streamline their model lines and processes to best access the highest safety rating possible. “It wouldn’t surprise me if automakers increasingly start to align designs across markets to avoid region-specific variants,” Parente said.

The opposite side of the argument, though, according to Parente is the opportunity that this shift presents for mechanically-savvy manufacturers. “There’s going to be renewed interest in mechanical systems, so companies with strong mechanical know-how may suddenly find themselves in demand again,” he said.

There are many examples of complacency with vehicle ownership, but tyre wear and tyre pressure are two of the most obvious. Given the contact patch of the tyre is the only connection between your vehicle (therefore you) and the road, the number of cars on the road with heavily worn or under inflated tyres is a real concern.

That’s why there’s a lot to like about tyre pressure monitoring devices mounted into the valve that send information back to the vehicle so the driver receives an alert when pressure drops too low. It’s a handy way of keeping an eye on whether your tyres are safely inflated.

Researchers at Madrid-based think tank IMDEA Networks Institute, however, have claimed that tyre pressure monitoring systems (TPMS) are in fact vulnerable to hacking and provide an easy way into tracking your vehicle. The technology has been made mandatory in some countries because of the safety value they provide, but researchers found that ‘tyre sensors also send a unique ID number in clear, unencrypted wireless signals, meaning that anyone nearby with a simple radio receiver can capture the signal and recognise the same car again later’.

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The IMDEA testing was comprehensive, too, with the team building a network of low-cost receivers, located near roads and carparks. The equipment they used costs a quoted US$100 per receiver, and in total, they collected more than six million tyre sensor messages from more than 20,000 cars.

“Our results show that these tyre sensor signals can be used to follow vehicles and learn their movement patterns,” says Domenico Giustiniano, Research Professor at IMDEA Networks Institute. “This means a network of inexpensive wireless receivers could quietly monitor the patterns of cars in real-world environments. Such information could reveal daily routines, such as work arrival times of travel habits.”

The monitoring the IMDEA Networks Institute researchers were able to conduct, went deeper than simply tracking, too, which could be the indicator of why it’s a concern. They developed methods to match signals from the four tyres of one car, which allowed them to increase the accuracy of specific vehicles arriving, leaving, or following regular schedules.

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But, and here’s the bigger concern, TPMS signals may also reveal the type of vehicle or whether the vehicle (whatever type it is), is carrying heavy loads. That could lead to more advanced forms of surveillance according to the think tank.

Importantly, despite these potential risks, the IMDEA Networks Institute report noted that ‘current vehicle cybersecurity regulations do not yet specifically address TPMS security, and that without encryption or authentication, tyre sensors remain an easy target for passive surveillance’.

“TPMS was designed for safety, not security,” Dr. Yago Lizarribar, former PhD student at IMDEA Networks during the research study, and now Researcher at Armasuisse, Switzerland added. “Our findings show the need for manufacturers and regulators to improve protection in future vehicle sensor systems.”

GWM’s popular Cannon dual-cab ute is set to receive a significant boost with the Chinese manufacturer confirming a second plug-in hybrid model will join the brand’s local line-up in 2026.

Joining the already available and larger Cannon Alpha PHEV in the brand’s local line-up of dual-cabs, the new Cannon variant will feature the same Hi4-T PHEV powertrain that blends hybrid technology with off-road underpinnings including mechanical four-wheel drive, a low-range transfer case, and front and rear locking differentials. Hi4-T PHEV will also be available – from April – in the Tank 300 SUV.

The expanded PHEV line-up comes as GWM announced its ambitious expansion plans in Australia, the brand promising 10 new or refreshed models in 2026 alongside a 10 per cent increase in dealership numbers.

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The move comes as the Chinese manufacturer celebrated its most successful year to date in Australia, with sales in excess of 53,000 vehicles across its portfolio of brands in 2025.

The GWM umbrella includes Haval, Ora, Tank and Cannon, but is set to expand with the addition of Wey, its first premium brand, in the latter half of this year.

Other new models slated for 2026 include the Haval Jolion Max SUV, and an all-new 3.0-litre turbo-diesel engine set to make its global debut in Australia powering new variants of the Tank 500 large SUV and Cannon Alpha dual-cab.

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GWM has also promised to bolster its line up of battery electric vehicles, with two new Ora models confirmed.

Other confirmed arrivals for 2026 include the Tank 300 Hi4-T PHEV (due to arrive in April), the mid-sized Haval Jolion Max SUV, an all-new 3.0-litre turbo-diesel powertrain, which will make its global debut right here in Australia on the Cannon Alpha and Tank 500.

“The wider electrification of the GWM range, led by our class-leading technologies, is something that we firmly believe will enhance our brand position and sales momentum Down Under”, said John Kett, GWM ANZ’s Chief Operating Officer.

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“Several years ago, GWM made a deliberate choice to design Hi4 and Hi4-T as class-leading examples of four-wheel electrification, engineered for outstanding performance both on and off-road. This relentless focus on innovation and continuous improvement is what we firmly believe will drive the next phase of our growth in Australia.”

GWM’s dealer footprint is expected to grow by 10 per cent in 2026, the brand confining it’s targeting 135 dealerships across Australia by the end of 2026, up from the current 123.

“Product is only one element of success. Expanded dealer network coverage, enhanced aftersales support, improved parts availability and comprehensive technical training will form the core foundations of our pursuit of a top five position. These are non-negotiable.”

It’s surprising given it launched just three short years ago, but the Chery Omoda 5 has been given a mid-life update. Now called the Chery C5, it has undergone a light refresh with updated styling, a new transmission, new independent rear suspension and a larger boot in an attempt to make it more competitive in the crowded small SUV segment. The question is whether that shift has worked?

How much does the C5 cost to buy?

There are two Chery C5 models currently available in Australia: the entry-level Urban ($29,990 driveaway) and the upper-spec Ultimate ($34,990 driveaway). At the time of testing, Chery is also offering a $2000 factory discount or the C5 range. In other words, the value equation is sharp, as expected from the Chery brand. 

A full list of standard features is available at the bottom of this article but standard equipment highlights for the C5 Urban include: automatic LED headlights, 17-inch alloy wheels, cloth and synthetic leather trim, an electric driver’s seat, dual 10.25-inch screens, wireless smartphone mirroring and a full safety suite, including a front centre airbag, traffic jam assist and driver monitoring. 

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The upper-spec Ultimate comes with a much larger basket of fruit, with features like synthetic leather trim, dual-zone automatic climate control, a sunroof, a Sony sound system and a 360-degree camera added. Is it worth the extra $5000 spend? Well, the Urban certainly doesn’t feel or drive like it’s $5000 less car but if you need the extra features that the Ultimate adds, we say go for it. Regardless, both models offer the excellent value we’ve come to expect from Chery.

Competition for the C5 includes other small SUVs not limited to the Hyundai Venue, Kia Stonic, Skoda Kamiq, MG ZS, Toyota Yaris Cross and Mahindra XUV 3XO. There are also Chery’s own Tiggo 4 and Tiggo 7 models, and its sister brand is soon launching petrol and hybrid variants of the new J5 electric SUV. Consumers benefit strongly in this segment with such deep and varied competition across all brands and that shows no signs of slowing down. 

How practical is the C5?

The interior of the Omoda 5 was its biggest positive previously, as it was well finished, elegantly designed and practical – and thankfully, we can report that not much has changed in the transition to the C5. There are new trims, including a new synthetic leather/cloth trim in the Urban, and overall, it’s quite a well finished cabin with soft touch materials on the dashboard and front door trims, soft synthetic leather on the steering wheel rim and funky, switchable ambient lighting.

The 10.25-inch touchscreen could be faster to respond to touch inputs, but it’s still an easy system to use with large and colourful icons making identifying what it is you want to do, as easy as it could be. Annoyingly, there are no physical buttons or dials for the climate control, but on the centre console you’ll find a large volume button, drive mode selection and – in the Ultimate – heated seat controls and a button to activate the 360-degree camera. 

Front seat comfort in the C5 is noteworthy, with satisfying lateral support, though more adjustment like under-thigh and lumbar would be great to further tune the driving position for a wider range of tastes. Thanks to its swooping coupe-like roofline and high belt line, the C5’s rear three-quarter visibility is not its strongest point but the large exterior rear-view mirrors do help, as does the 360-degree camera in the Ultimate. 

Practicality in the front section of the C5 cabin is great with large door bins, a huge under-console box and a large box underneath the central armrest. Given so many family buyers opt for this segment, storage and practicality are important ones to get right.

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Rear seat occupants will be comfortable in the C5 thanks to its air vents, USB charging port, door and map pockets and central armrest, though the high window line may restrict visibility for shorter occupants. Notably, the roofline is less commodious than the smaller Tiggo 4, so it doesn’t feel as spacious as its more affordable sibling. Try both and work out which model which suits you better. 

In a rare-for-a-mid-life-update win, the C5’s 360-litre boot is actually 10 litres larger than the Omoda 5’s was, thanks to the new independent rear suspension set up (more on that later). As before, the C5’s boot is effectively square, with a low loading lip helping practicality further. However, it now features a space-saver spare wheel instead of a full-size option and there’s now a large step in the boot floor with the rear seats folded. With those seats folded, there’s 1075 litres on offer. 

How powerful is the C5?

The C5 employs the same 1.5-litre, turbocharged petrol engine as the smaller Tiggo 4 and larger Tiggo 7, making a respectable 108kW and 210Nm peak outputs. It’s the same engine as the Omoda 5 therefore, albeit with a new transmission, and while it’s no powerhouse, it’s got more than enough spunk for everyday use. The full 210Nm hits at 1750rpm, which is low in the rev range and more than effective enough to get up to speed respectively quickly. 

Like the Tiggo 7, the Chery C5 uses a six-speed dual-clutch transmission that replaced the CVT we tested in the Omoda 5 and even though it can be a bit slow to react at low speed in typical DCT fashion, it’s superior to the lethargic CVT it replaces. The Omoda C5’s jumpy throttle response has also been smoothed out in the C5, and it’s more enjoyable to drive as a result. And easier to drive smoothly, perhaps more crucially. 

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The C5’s claimed combined fuel consumption is 6.9L/100km with claimed CO2 emissions of 160g/km. That’s not too difficult to achieve in the real world, though those looking to lessen fuel consumption will note that there’s no C5 hybrid at the moment. There is, however, the fully electric E5, if full EV is an option for you. 

What is the C5 like to drive? 

Thankfully, the Chery C5 has seen improvement in the way it drives compared to the lacklustre Omoda 5. The new independent multi-link rear suspension has made its ride quality more supple at lower speeds as it’s able to better deal with bumps than the former torsion beam set up, while handling has also improved. It’s not as fun as something like a Mazda CX-3, but do small SUV buyers really care? We think no, and you frequently tell us you don’t.

Chery has also refined other elements of the driving experience and it’s now a better handler, the steering has a bit more weight to it (though still precious little) and it’s just more engaging to drive overall. Thankfully as well, the C5’s active safety systems have been further refined with less intrusion from the active lane keeping assistance for a more relaxing driving experience, though we’d still like less sensitivity from it and the adaptive cruise control. 

How much does the C5 cost to service? 

Chery covers the C5 with a solid seven-year/unlimited km warranty including 12 months of roadside assistance that’s extended a further 12 months with every dealer service (up to seven years in total). Although MG’s warranty can be extended up to 10 years in total, Chery’s is still one of the longest on the Australian new-car market. 

Five years/75,000km of servicing for the C5 costs $1400, or as little as $280 per year. The C5’s service intervals are the industry standard 12 months/15,000km (whichever comes first). 

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Should I buy a Chery C5?

If you’re looking for a stylish and value-packed small SUV, the Chery C5 is well worth consideration. While it may not appear as such from the minor exterior changes, it’s a big upgrade compared with the Omoda 5 as it drives better, is more practical and more stylish as well. Plus, the best parts of the Omoda 5 have carried over, including its excellent value for money, useable power for the daily grind and well finished cabin. 

It could be even better to drive as its transmission can be hesitant, the active safety features are still a bit too sensitive and the steering is still quite light as speed increases. Plus, the coupe styling means that its rear seat and boot practicality could be better and that other, more practical Chery small SUVs are available for around the same price. Overall, however, the Chery C5 is a good way to stand out in the small SUV segment. 

Chery C5 specifications: 

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Chery C5 Urban standard features: 

• 17-inch alloy wheels with a temporary spare wheel
• Dusk-sensing automatic LED lighting
• Rain-sensing automatic wipers
• Proximity key entry with push button start
• Heated/auto-folding mirrors
• Synthetic leather upholstery
• Cloth seat upholstery with synthetic bolsters
• Six-way electric driver’s seat
• Single-zone air-conditioning with rear air vents
• Dual 10.25-inch displays
• AM/FM/DAB+ digital radio
• Apple CarPlay and Android Auto (wired and wireless)
• Six-speaker sound system
• 4x USB ports
• 7x airbags
• Autonomous emergency braking
• Lane keeping assistance
• Adaptive cruise control with traffic jam assist
• Blind-spot monitoring
• Rear cross-traffic alert (with braking)
• Auto high beam
• Driver attention monitoring
• Traffic sign recognition
• Front and rear parking sensors
• Reversing camera
• Anti-theft alarm
• Tyre pressure monitoring

C5 Ultimate adds to Urban:

• Larger 18-inch alloy wheels
• Synthetic leather upholstery
• Heated front seats
• Power tailgate
• Sunroof
• 360-degree camera
• Red brake callipers
• Dual-zone automatic climate control
• Eight-speaker Sony sound system
• 50W wireless phone charger
• Multi-colour LED ambient cabin lighting
• Sequential rear turn signals
• Auto-dimming rear mirror

General Motors Special Vehicles (GMSV) has announced local pricing and specifications for the Cadillac Optiq and Vistiq electric SUVs ahead of their imminent arrival in Australian Cadillac showrooms. Sitting both above and below the Lyriq that’s already been on sale here since October 2024, the Optiq and Vistiq have expanded the brand’s local range.

Competing against cars such as the Mercedes-Benz EQB and Hyundai Ioniq 5, the Cadillac Optiq will only be offered with a 224kW/480Nm dual-motor drivetrain. A 75kWh lithium-ion battery is the only option available, giving an “estimated” range of 425km based on claimed energy consumption of 19.9kWh/100km. Pricing for the Optiq starts at $80,000 plus on-road costs.

The Optiq measures 4820mm long, 1912mm wide, 1644mm tall and rides on a 2954mm long wheelbase, making it larger than the Tesla Model Y. Its 744-litre boot can be expanded to 1603 litres with the rear seats folded.

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In Australia, at least initially, the Optiq will only be offered in a single Sport trim. The Sport is quite well equipped, with standard features including a panoramic glass roof, 21-inch alloy wheels, Brembo performance front brakes, selectable driving modes and regenerative braking modes, ‘Intelux’ synthetic leather upholstery, heated, ventilated and massaging electrically adjustable front seats, a 33-inch screen with inbuilt Google features, wireless Apple CarPlay and Android Auto, a 19-speaker AKG Studio sound system and a full suite of active safety features.

Above the Optiq – and the Lyriq already on sale – is the six-seat Vistiq, which is priced from $116,000 plus on-road costs in Australia and it will compete with the Volvo EX90, Kia EV9 and Hyundai Ioniq 9.

Like the Optiq, the Vistiq will only be offered with one drivetrain at least initially, which combines a 91kWh battery with a 459kW/880Nm dual-motor drivetrain that’s good for a claimed 4.2-second 0-100km/h.

The “estimated” range for the Vistiq is 461km based off claimed energy consumption of 22kWh/100km. The Vistiq measures 5233mm long, 2026mm wide, 1799mm tall and uses a 3094mm long wheelbase, while up to 2271 litres of boot capacity is available behind the first row of seats (five-seat mode: 1218L, seven-seat mode: 430L).

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Like the Optiq, the Vistiq Platinum is quite well equipped with features including 22-inch alloy wheels, adaptive air suspension with adaptive dampers, active rear wheel steering, a panoramic dual pane sunroof, ‘Nouveauluxe’ synthetic leather upholstery, four-zone automatic climate control, heated, ventilated and massaging seats, the same 33-inch infotainment screen with inbuilt Google as the Optiq and a 23-speaker AKG4 Studio sound system with available Dolby Atmos programming.

2026 Cadillac Optiq and Vistiq pricing (plus on-road costs):

• Optiq Sport: $80,000
• Vistiq Platinum: $116,000

The Cadillac Optiq and Vistiq will go on sale in Australia imminently, with the first local deliveries due to commence soon.

One of the most common questions WhichCar by Wheels gets from readers relates specifically to the amount and complexity technology in modern cars, and the likelihood of it ceasing to work as advertised. Well, wildly complex vehicles have been on the road for some time now, and the results are starting to come in.

The latest United States Vehicle Dependability Study by JD Power has illustrated that features and technology designed to make our driving lives easier might in fact be having the opposite effect. Along with a rapid advancement in the inclusion of on-board technology, there’s also been a higher than ever level of report issues with that same technology.

JD Power reported its third consecutive year of falling dependability results and in its sights as a cause is technology. Four of the top five issues reported were directly linked to mobile phone connectivity, with Android Auto/Apple CarPlay ranking as the single highest issue for the third year running. Bluetooth issues, wireless charging pads that don’t work and specific app reliability also featured highly.

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Interestingly, 40 per cent of owners surveyed reported the installation of a software update within the last 12 months of ownership, but also reported no difference of note after the update was completed.

Digging further into the findings illustrates that problems have increased across all types of electrified powertrain types, with PHEV remaining the most problematic of any type in the study.

Problems among full-electric and hybrid vehicles also increased while traditional internal-combustion vehicles improved slightly to rank as the least problematic among all powertrains.

Keeping in mind the study is US-based, Lexus came out on top followed by Buick, Mazda, Toyota and Cadillac in the top five. The results weren’t so good for Ford, Audi, Jeep, Volvo and Volkswagen however, which occupied places in the bottom 10 from 21st to 30th. Concerningly, given the price premium owners are expected to pay, luxury brands performed worse in the study, compared to more affordable mainstream rivals in regard to reliability.

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JD Power Top 10, US vehicle dependability (brand ranking – problems per 100 vehicles)

1. Lexus (151)
2. Buick (160)
3. MINI (168)
4. Cadillac (175)
5. Chevrolet (178)
6. Subaru (181)
7. Porsche (182)
8. Kia (193)
9. Nissan (194)
10. BMW (198)

When BMW’s M Division slaps a CS badge on one of its models today, it immediately shouts to the world that this car is something special, a car that sits at, or near, the top of the model’s line-up.

But if you think the Competition Sport designation has been around only since 2017 – when it first appeared on the M4 coupe – then think again.

Those two little letters first appeared way back in the early 1960s, just as BMW was pivoting from its post-war slumber into the German Economic Miracle.

BMW’s Neue Klasse set the template for the future of BMW and sprinkled amongst its range of premium sedans, a smattering of stunning coupes vied for buyers’ attention. Wearing the ‘C’ (for Coupe) designation, BMW soon found there was a case in offering sportier versions and in 1965, the BMW 2000 CS (Clubsport or Coupe Sport depending on who you believe) made its debut.

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Whatever the ‘C’ stood for in ‘CS”, then as now, the two-letter acronym meant something special, a sportier, more powerful version of BMW’s range of sporty coupes.

Which brings me neatly to the car we have here today, a car that represents the perfect distillation of what CS truly means – the 2026 BMW M2 CS.

The CS badge isn’t new to M2, the previous F87 generation benefiting from the Competition Sport treatment back in 2020. But with an all-new second generation (G87) M2 making its debut in 2023, it was inevitable that BMW M’s wizards would weave their CS magic into its small, two-door coupe.

The recipe is simple enough. Engine outputs up, weight down, CS-specific tuning for the suspension and chassis and aggressive styling that matches the show with the go.

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Having a CS badge on the boot and the grille does attract a hefty premium, no matter the M model. In the case of the BMW M2 CS, buyers’ bank accounts will be lighter to the tune of $172,900 (before on-road costs), some $45,600 more than the regular MS ($127,300). But you do get a whole lot more M2 for your money.

For starters the 3.0-litre twin-turbo inline-six might look familiar on paper but in this Competition spec it receives a significant power and torque boost, now at 390kW and 650Nm, trumping both the manual M2 (353kW/550Nm) and automatic M2 (353kW/600Nm).

It’s matched with BMW’s eight-speed Steptronic automatic transmission, sending drive to the rear wheels. There is no manual M2 CS available, and nor will there be, with M’s current six-speed manual gearbox – ZF GS6-L55TZ – rated to a maximum torque output of 600Nm. However, BMW engineers a safety margin, limiting torque to 550Nm for three-pedal M models. 

The chassis has come in for some work too, with CS-specific engine mounts, CS-tuned dampers and springs, a lower ride height by 8mm, and CS tuning across steering, brakes, the rear diff and traction control.

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The liberal use of carbon-fibre reinforced polymer (CFRP) inside and out has shaved 30kg off the regular M2’s kerb weight, the CS tipping the scales at 1700kg.

The big ticket CFRP items are the boot lid – complete with an integrated ducktail spoiler that distinguishes the CS from regular M2s – and roof as well as the mirror caps and rear diffuser.

The carbon-fibre theme continues inside, the lightweight polymer liberally – and visibly – sprinkled throughout. Everything from the M bucket seats to the centre console and the dash shine with the glow of carbon weave in a cabin that blends a driver-centric sportiness with BMW’s typical premium flourishes, as do the illuminated CS logos on the seatbacks and door sills.

The carbon-fibre bucket seats – electrically adjustable – come standard and fit their hard shell firmly around your body, ideal for cutting laps on the race track but a little tiring for longer stints on the road. So too the offset pedal placement where the accelerator is positioned just a smidge too far to the right, close to the right-hand footwell needing a deviation from the ideal seating position. It’s a small thing, but when you’re blasting the MS CS around one of Australia’s most demanding race tracks, any distraction is unwelcome.

Tech heads won’t be left wanting with BMW’s large, gently-curved widescreen dominating the landscape. It incorporates a 14.9-inch infotainment display and 12.3-inch digital instrument cluster inside its single frame. 

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And BMW’s commitment to physical switchgear is a welcome one, with an array of buttons, switches and dials for a variety of the car’s functions, including the ability to access and manage the CS’s many and varied drive settings.

Practicality doesn’t take a backseat – the lack of cupholders in the centre console notwithstanding – with a usable (for short trips) second row and a generous 390-litre boot.

While premium and tech-laden cabins are all well and good, the star attraction of the M2 CS is in how it performs. To find out exactly that, we spent time behind the wheel on some beguiling stretches of rural backroads near Bathurst in NSW, and then on one of the world’s most revered race tracks – Mount Panorama.

There’s a sense of occasion as you fire up the menacing straight-six under the bonnet, its bark on start-up as intoxicating as it is spine-tingling. This is a truly special engine, one which defines the current breed of M cars and which, in this, a rear-wheel drive two-door perfectly encapsulates the brand’s original philosophy.

Certainly, the new G87 generation M2 CS is quicker than the model it replaces. BMW claims a 0-100km/h time of 3.8 seconds, 0.2s quicker than the older model. But the big improvement comes as that lusty inline-six is let off the chain, BMW quoting a 0-200km/h time of 11.7 seconds, 1.2s quicker than its predecessor. Top speed? Try 302km/h. Astonishing numbers, all of them.

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The rural backroads of Sofala in NSW’s central-west are not the place to test BMW’s claims. But they do provide a decent canvas to find out how M’s smallest road-and-track brawler handles everyday life.

Certainly, the CS’s stiffer suspension setup is keenly felt, especially on the chopped up surfaces of country NSW where potholes and patchwork-quilt surfaces are the norm. And yet, despite the firm edge under wheel, the CS doesn’t feel like it’s too much for the open road. Yes, the ride is firm, but just on the right side of acceptable.

The M2 CS makes up for its uncompromising road holding with the characteristically heroic abilities of the growling straight-six under the bonnet. Punching out of corners is as effortless as the baritone rumble of the exhaust is enjoyable. Sure, its potential is largely wasted on Australian public roads, but there’s still pleasure to be found in linking a series of bends and corners together without breaking the speed limit bank.

Luckily for us, BMW also threw us the keys to the gates of Mount Panorama and it is here, unfettered by societal expectations, where the M2 CS and its distilled essence of the M badge, truly sparkles and shines.

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BMW protocol demanded that traction control was left – partially – on, but even then, the CS was more than happy to offer just a hint of tail-wagging when powering out corners. It never feels unwieldy, though. Instead, after a brief jig on its rear wheels, the M2 settles into its line with poise, purpose and plenty of power.

Full-throttle acceleration pins you back in your seat as the eight-speed automatic rockets through the gears, every shift nudging the 7200rpm redline while the S58 twin-turbo six-cylinder positively howls for its supper, relentlessly building speed even on Mount Panorama’s uphill sections such as the climb up Mountain Straight.

It’s not just about straight-line speed, of course, although there’s plenty of that to keep even the most hardened of speed junkies high on adrenaline. No, the M2 CS is so much more than a headline number. 

Throwing the deft little coupe at Mount Panorama’s series of challenging corners and bends showcases the engineering work that’s gone into the chassis. Yes, it can twitch a little powering hard out of corners, but for the most part, the CS remains remarkably composed, staying true to its line with poise and purpose.

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The confidence builds then, and each successive lap is just that little bit quicker, a choreography of the sum of its parts dancing together to flatter and reward the driver in a way few cars can.

The eight-speed automatic does a fine job of selecting the right gear at the right time, while allowing the twin-turbo six its full head of 7200rpm steam. But using the paddle-shifters to chart your own ratio destiny is more rewarding still, short-shifting vital to extracting the best out of the CS on the uphill series of bends through The Cutting.

The brakes too – optional carbon-composite ($19,000) on our test car – do a commendable job of retarding speed, whether hard on the pins for big stops such as heading into Griffins Bend or modulating gently to settle the CS before turning in to the sweeper at McPhillamy.

They copped abuse too, at the hands (or feet) of a flotilla of guest drivers from the media, and yet remained as reliably solid at day’s end as they did on the first lap.

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It’s testament to the approachability that has been engineered into the M2 CS. Having the confidence to pound out lap after lap at full tilt knowing the CS will unwaveringly do exactly what’s asked of it is so vital to being able to enjoy the driving, whether on the road or the track.

And while there might be bigger and brawnier M models in the wider catalogue, the G87-generation M2 CS captures – arguably – the very essence of the M brand in one, compact, rear-wheel drive package.

Specs

The Geely EX5 mid-size electric SUV has received its first update since launching in Australia in March 2025. Thanks to a larger new 68.39kWh battery (+8.17kWh compared with the pre-updated model), the EX5 can now travel further with a claimed WLTP range of up to 475km for the base Complete spec.

However, the extra range comes at cost as pricing is now $1000 higher, starting at $41,990 plus on-road costs.

Now using a larger 68.39kWh lithium iron phosphate battery, the EX5 is rated at up to 475km of driving range (WLTP) for the base Complete and 450km for the upper-spec Inspire, which are increases of 45km and 40km respectively.

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The EX5 continues to use a 160kW/320Nm front-mounted electric motor, and thanks to the increase in weight from the larger battery, the claimed 0-100km/h sprint time of the EX5 is now 0.5 seconds slower at 7.4 seconds for the Complete and 7.6 seconds for the Inspire.

The extra weight has also slightly increased the EX5’s claimed energy consumption, with the Complete rising from 15.8kWh/100km to 16kWh/100km, and the Inspire from 16.6kWh/100km to 16.9kWh/100km. The EX5’s peak 100kW DC fast charging speed is unchanged, however.

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Other changes to the EX5 include a standard cargo cover, a Mode 2 charging cable to charge the EX5 from a regular power socket and a new ‘Jungle Green’ colour that’s already available on the EX5’s Starray EM-i sibling.

2026 Geely EX5 pricing (plus on-road costs):

The updated Geely EX5 range is now available to order.

Mercedes-Benz Australia has launched a new limited edition of its GLC mid-size SUV, the GLC 200 4MATIC AVANTGARDE. Priced from $85,400 plus on-road costs or $89,490 driveaway nationwide until April 30, the new special edition GLC costs around $13,000 drive away less than the GLC 200 on which it’s based. A limited number of AVANTGARDE models are available.

Above the GLC 200 4MATIC on which it’s based, the AVANTGARDE adds metallic paint and new 18-inch ‘aerodynamically optimised’ wheels.

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That complements features already standard on the GLC 200 4MATIC, which include LED lighting, keyless entry and start, a panoramic sunroof, ‘Artico’ synthetic leather upholstery, electric front seat adjustment with memory, dual-zone automatic climate control and the brand’s ‘MBUX’ infotainment system with online services, satellite navigation and wireless Apple CarPlay and Android Auto.

Safety features include nine airbags, autonomous emergency braking, adaptive cruise control, lane keeping assistance, blind-spot monitoring, traffic sign recognition, driver attention monitoring, auto high beam, automatic parking and a 360-degree camera with a transparent bonnet view.

Metallic colour options for the GLC 200 4MATIC AVANTGARDE include ‘Verde Silver’, ‘Obsidian Black’, ‘Graphite Grey’, ‘High-Tech Silver’ and ‘Spectral Blue’, while the non-metallic ‘Polar White’ is also available. Interior colour choices include black, tan or beige.

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As with the regular GLC 200 4MATIC, the AVANTGARDE uses a turbocharged 2.0-litre four-cylinder petrol engine making 150kW of power and 320Nm of torque. A nine-speed automatic transmission is standard, as is the brand’s ‘4Matic’ all-wheel drive system.

Mercedes-Benz claims the GLC 200 4MATIC hits 100km/h in 7.8 seconds, while combined fuel consumption is rated at 7.5L/100km.

The Mercedes-Benz GLC 200 4MATIC AVANTGARDE is available to order now.

The ongoing conflict in the Middle East is set to impact Australian household budgets with some analysts predicting petrol prices will rise to over $2 a litre permanently.

Following last weekend’s air strikes on Iran, and the retaliatory strikes on several states in the Middle East, oil prices are expected to surge when trading opens in the US on Monday morning. Independent energy analyst, Rystard Energy, predicts that oil prices could rise by at least US$20 a barrel when the commodities market opens on Monday morning US time while other analysts are predicting an even steeper increase of up to US$40 a barrel.

The effect of the ongoing conflict between the US Israel and Iran has forced the closure of the Strait of Hormuz, a key channel for the world’s oil supply, with approximately 15 million barrels a day – around 20 per cent of the world’s daily oil needs – shipped through the Persian Gulf waters.

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According to energy analysts , the price per barrel could rise from its close on Friday of US$67 a barrel to over US$100. That dramatic increase will result in Australians paying around 40c per litre more for unleaded petrol, based on the widely accepted rule-of-thumb that every US$10 increase adds around 10c per litre at Australian petrol pumps.

The implications of a rise in the price of oil won’t just affect motorists at the bowser, with higher transportation costs for goods around the world likely to be passed on to the consumer, driving up inflation at a time when inflationary pressures are already being keenly felt by households.

Growing concern around Australia’s stubborn inflation rate saw the Reserve Bank of Australia (RBA) lift the cash rate in February to 3.85 per cent. While many analysts predicting a further rate rise in May is likely, the developing situation in the Middle East could result in further rate rises as early as the RBA’s next monetary policy meeting on March 17.