Audi has taken the wraps off the third-generation Q7 large SUV, which has been made larger and even more luxurious than before. There’s a whole host of new features, including trick lighting tech, self-closing doors and a range of mild-hybrid drivetrains.

One of Audi’s biggest-selling models globally since its original debut in 2007, the Q7 has debuted just ahead of the next BMW X5 and will launch in Australia before the end of 2026.

Using the same design language as other new Audi SUVs like the smaller Q5 and Q3, the new Q7 uses a split headlight front end and large grille that’s illuminated for the first time. The headlights feature optional Digital Matrix tech with 25,600 micro-LEDs that not only use adaptive high beam functionality but can also light up pedestrians to make them more visible to the driver.

There are also optional OLED tailights that can switch lighting patterns and also automatically switch to warning symbols if somebody is getting too close. With both lighting units ticked, there’s also a new turn signal system that projects the symbols onto the ground to make the car’s intended direction more obvious to those around it.

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Larger in every direction than the previous Q7, the new model measures 5056mm long, 2010mm wide and 1800mm tall, making it 4mm longer but a significant 42mm wider and 59mm taller than before. The extra boxiness in the rear end is noticeable compared with the previous model, as is the new extra width: The new Q7 looks noticeably more planted.

Adding to the planted look are new alloy wheel designs, which start at 20-inches in size, with three 21-inch and four 22-inch designs available. For those wanting the largest size, factory 23-inch wheels are available for the first time, and six-piston 400mm front and 350mm rear brakes are standard. Other cool tech for the exterior includes automatic doors, much like in a Rolls-Royce, and an opacifying panoramic glass roof.

Inside, the new Q7 uses a similar dashboard layout to the Q3 and Q5, though its materials are more high end and luxurious than before. As we’ve seen in other new Audi products, screens make up a big portion of the interior: The driver’s display measures 12.3-inches, and the central touchscreen 14.5-inches, and both are integrated into a single curved display. In addition, there’s also an optional third display for the front passenger.

The centre console is wide and features two wireless phone chargers with magnetic pads to hold devices in place, while there is also a variety of new trims and upholsteries such as open pore wood and soft cloth around the cabin. A new 22-speaker Bang & Olufsen 4D sound system will be optional, this time featuring speakers in the front headrests for passengers to really experience the music.

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Overseas, five-, six- and seven-seat variants will be available and Audi quotes boot spaces figures from between 722-litres with the third row folded (in the seven-seat model) to 2075 litres with all rear seats folded (in the five-seater). All rear seats are electrically operated, and they also all feature ISOFIX child seat points.

Drivetrains are yet to be announced for Australia, but European models use a 3.0-litre V6 turbo-diesel engine with mild-hybrid tech in either 180kW/500Nm or 220kW/630Nm tunes. North American models use a 2.9-litre V6 turbo-petrol engine making 320kW, and there’s also a 4.0-litre V8 turbo-petrol making 441kW in the SQ7, enabling it to sprint to 100km/h in under four seconds. A plug-in hybrid is also due to be added somewhere in the future.

The current Q7 is available with both petrol and diesel V6 (as well as petrol V8 in the SQ7) engine options in Australia, so we’re expecting all of the above to be offered locally.

Pricing and specifications for the new Audi Q7 will be announced closer to its Australian arrival, which is due before the end of 2026.

Mazda is about to release an updated version of its popular CX-5 medium SUV but much of the commentary around the event has focused on the lack of a hybrid option for the model, given the growing relevance of the form for fuel-conscious Australians.

In response, Mazda Australia boss, Vinesh Bhindi, told WhichCar by Wheels back in March that the brand’s delay in doing so is to preserve the true Mazda drive experience valued by its customers.

“Look, we would love to have a hybrid today, and to talk to you about it,” Bhindi said. “But what was on the table as an option… we felt like Mazda needs to create a Mazda hybrid system that will deliver the Mazda feeling.”

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The statement was recently backed up by Mazda’s Program Manager for the CX-5, Koichiro Yamaguchi, during his visit to Australia for the first drive of the revised 2026 Mazda CX-5.

“I think the customers will care,” Yamaguchi told WhichCar by Wheels, when asked if Mazda buyers would actually be concerned whether their CX-5 “drives like a Mazda”. “For example, I told my engineers with this new CX-5, with the dampers, that they must behave and respond in a way that we see as the world’s best.”

According to Yamaguchi, that will deliver the kind of response and engagement that is synonymous with driving a Mazda.

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Bhindi, who has driven the Mazda-developed CX-5 hybrid prototype, was keen to emphasise that a Mazda hybrid might not be what we expect it to be – certainly in the traditional sense.

“Not all customers say we want a particular technology… so there are opportunities, and from a Mazda point of view, the hybrid will come and will join the portfolio,” Bhindi told WhichCar by Wheels. “But we have got many variations currently for a customer who says, ‘I want a midsize SUV.’

“We will have the CX-5 here as brand new, we will have the CX-6E in a few months time, but we also have a CX-60 with both pure internal combustion, mild-hybrid and plug-in hybrid. So the options are there under CX5… the hybrid will come.”

The link between Mazda and Changan Automobile has already borne fruit in the form of the soon to be released electric 6e and CX-6e. Could Mazda not have opted for an engineering or platform-sharing arrangement to bring a hybrid CX-5 to market sooner?

“One option was there for Mazda Corporation to plug and play, buy an off-the-shelf hybrid system and be done with it,” Bhindi said. “But… customers really care that it needs to feel and drive like a Mazda. And that option was given to markets, and we all said no, [let’s] spend the time and resource and energy to make it feel like a Mazda drive for the customer. That’s what we’re doing.”

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The response suggests Mazda is looking at hybrid a little differently to its Japanese and South Korean competitors who have, thus far at least, considered the technology to be wholly about fuel saving. That’s in contrast to a manufacturer like Lamborghini, which looks at hybrid technology as a way to prolong its internal combustion engines, and make a fast car, even faster. It’s news that could even be exciting for the next generation of sporty Mazdas – like MX-5.

“Driving the prototype only a little while ago, I’ve got to say, it’s going to be amazing.,” Bhindi said. “And it’ll be different. It’s not about hybrid [focusing] on fuel efficiency and fuel efficiency only. Mazda is not going for that – Mazda is going for something that Mazda customers will appreciate.”

Chinese automaker BYD has set itself the goal of becoming the world’s largest car brand within five years.

At the company’s annual general meeting recently, BYD chairman and president, Wang Chuanfu, declared the brand’s intention as part of its continuing growth plans, CarNewsChina reports.

Based on 2025 production numbers, BYD currently sits in seventh place – the highest of any Chinese car company, with 4.6 million units sold, up from 4.27 in 2024. Ahead of it sit Ford (4.65m), Stellantis (5.6m), General Motors (6.18m), Hyundai Motor Group (7.27m), Volkswagen Group 8.98m), and Toyota tops the list with 11.32 million vehicles.

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The ambitious five-year growth plan would mean BYD would need to more than double its capacity to surpass the likes of Toyota and Volkswagen outright, although the calculation more than likely includes conquest sales from other brands ahead of it on the list.

The growth wouldn’t be entirely unprecedented, with BYD having increased global sales by over 144 per cent since 2022, from a reported 1.88 million in 2022, its first year on the top 10 list, up to 4.6 million for 2025.

For now, BYD is the only Chinese automaker inside the top 10, with Chinese rivals Geely and Changan ranked in 11th and 12th place in 2025.

According to Wang Chuanfu, BYD’s overseas sales target of 1.6 million units sold outside of China in 2026 is set to be surpassed. BYD’s overseas strategy includes products specifically targeted at key international markets, including a small plug-in hybrid hatch for Europe, and soon a kei-class car developed for sale in Japan. 

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As Chinese automakers look to counter slowing domestic sales, BYD has revealed ultra-fast Flash Charging technology allowing 10-97 per cent recharging in as little as nine minutes. The company has continued work on advanced self-driving technologies and promised a new wave of “stunning” assisted driving technologies next year.

As with other Chinese brands, BYD has also begun to concentrate on more premium models in the Chinese market, moving away from the low-margin, high-volume sales model that defined the market in its early days. This change also helps brand perception in overseas markets.

In Australia, BYD finished second on the sales chart for the month of May 2026, for the second time. Year-to-date sales have BYD in third position on 33,454 sales, just behind second-placed Kia on 33,841 units, but still a long way off the pace of first-placed Toyota with 76,017 sales so far, down from 100,753 for the same period in 2025.

Remember when small cars were affordable?

So does Wheels, but it seems those days are well and truly gone. At a time when everything costs more than it ever has, the concept of the affordable small car has shifted significantly.

Going back to when small cars were affordable, let’s look back at the first thoughts of Wheels testers when driving both of this issue’s combatants.

Yaris first graced the pages of Wheels in February 2006, with Peter Robinson and John Carey both getting behind the wheel. “It feels a very mature, responsible car that you’d recommend to anybody,” Robbo wrote.

“The 1.3-litre is elastic and enthusiastic, if a little uncharismatic,” Carey said. “While the light-shifting manual transmission is a pleasure to use, the indecisive four-speed auto isn’t so smart.”

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It was the Mazda 2’s turn in August 2004, with Nathan Ponchard testing this time.

“The Mazda 2 responds well to a fast-spinning crank and a driver with intent,” Ponch wrote. “The specs say it produces 90 per cent of its maximum torque from just 1900rpm, but the reality is that the 2’s all-alloy MZR engine is a fairly peaky unit that needs at least 3500rpm showing on its tacho to feel perky.”

More than two decades on, the concept of an affordable car with a manual transmission has almost gone the way of the dodo, but the formula remains genuinely close to the original. That is, deliver
as much as a manufacturer can, in a package as diminutive as possible. Time to find out whether that works beyond the theory.

The cost breakdown

It’s at the cash register where things get really interesting. The concept that any Yaris is ‘cheap’ is long gone, with the starting price for our tester a hefty $34,590 before on-road costs. At the time of testing, that equated to a driveaway price of $34,590.

And if you’re thinking that mid-thirties is a big ask for a compact city car, you’re not alone. You do get a healthy serving of standard equipment, and we’ll get to that in a minute. Rewind back to 2006 as we did above, though, and you’ll remember that Yaris launched as an attractive three-door manual, starting at just $18,990. Haven’t times changed?

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The Yaris range starts from $28,990 before on-road costs for the Ascent Sport, while the mid-grade SX starts from $32,390 before on-road costs, and the next step is to the range-topper we have here. Why is all this interesting? Put simply, it’s the asking price of the Mazda that spices things up.

On test, we have the more affordable – in the two-grade range – Mazda 2, which starts from $27,290 before on-road costs, or $28,990 driveaway at the time of testing. As such, this comparison seeks to answer the following question. Is the most affordable 2 all the city car you need? Or do you really get ‘more for more’ with the most expensive Yaris?

There’s no doubt that $34,590 versus $28,990 might, in theory, answer the question for you, but the reality runs a little deeper. The Yaris promises to be significantly more frugal thanks to its efficient hybrid drivetrain, and while you won’t save the buy-in price difference in fuel in the first three to five years, Toyota would be banking on brand loyalty and standard equipment to entice buyers.

Under the bonnet, Yaris gets a zesty 1.5-litre three-cylinder DOHC petrol engine, running an electric motor and Toyota’s long-serving hybrid technology by way of a 4.3Ah lithium-ion battery.

Yaris uses an e-CVT and front-wheel drive, and Toyota claims a peak combined power output of 85kW. While the petrol engine generates 120Nm and the electric motor tips in 141Nm, the total torque
figure matches the electric motor’s 141Nm.

The combined fuel-use claim is low to say the least, with Yaris consuming just 3.3L/100km on the test cycle. Against that, under real-world Wheels testing, with our usual 70:30 city versus highway mix, Yaris used 4.1L/100km.

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Mazda 2 Evolve costs less, and is less technologically complex beneath the stubby bonnet as well, with a more traditional take on the city car segment. There’s no hybrid tech, or associated weight, only stop/start to assist the little Mazda in reducing fuel use. For some, that lack of complexity might be enough to sway the purchase decision.

There’s a 1.5-litre, naturally aspirated, DOHC petrol four-cylinder, which makes 81kW and 142Nm, driving through a traditional six-speed automatic and on to the front wheels. Mazda quotes 5.0L/100km on the combined cycle, and over the same testing loop as the Yaris, Wheels saw a return of 6.7L/100km.

While the lack of hybrid technology might lead you to think the Mazda is significantly lighter than the Toyota, that doesn’t play out in the real world. The Yaris tips the scales at 1130kg, while the Mazda doesn’t undercut it anywhere near as much as you might think, weighing 1109kg. That means the fuel
efficiency of the Toyota is as real as it is tangible, given it’s hauling around almost the same weight.

Both will run on 91RON fuel, and warranty coverage is five years/unlimited kilometres for both cars. Both also ask for a service every 12 months of 15,000km. Across the first five years, the Mazda 2 will cost $2290 to service, while the Yaris costs just $1325 over the same period.

The spec battle

A surfeit of equipment isn’t necessarily the key driver when buyers are looking at this segment, but it certainly doesn’t hinder the sealing of the deal if your focus is on the specification sheet. First up, let’s look at the equipment that both these compact city cars share.

That list includes automatic dusk-sensing LED headlights, 16-inch alloy wheels, temporary spare wheels, auto-folding mirrors, push button start, single-zone automatic climate control, leather-wrapped steering wheels (the Toyota’s is synthetic), touchscreens with wireless Apple CarPlay and Android Auto, satellite navigation, AM/FM/DAB+ radio, autonomous emergency braking with pedestrian detection, adaptive cruise control, lane keeping assistance, blind-spot monitoring with rear cross-traffic alert (with braking), traffic sign recognition, reversing cameras, rear parking sensors, head-up displays, and driving modes.

Drilling into the specification sheet a little deeper indicates that the Mazda gets rain-sensing automatic wipers, a leather-wrapped gear selector and handbrake, and five years of roadside assistance – features the Yaris doesn’t get, with Toyota requiring owners to pay for roadside assistance.

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However, Yaris counters with the following equipment that 2 misses out on: smart keyless entry, adaptive lane guidance, a digital driver’s display, live services, automatic calling after a crash, two extra airbags for eight in total, front parking sensors, a more advanced AEB system with cyclist detection and daytime intersection assistance, four automatic windows, a larger touchscreen – 8.0-inch v 7.0-inch – a dual-level boot floor, Eco and EV driving modes and cabin air purification.

Outside of roadside assistance, there isn’t anything Mazda brings to the party (that Toyota doesn’t)
that you genuinely need to enjoy your daily drive. However, in the case of the Yaris – which it’s worth remembering, is a more expensive proposition – the inclusion of extra airbags, extra sensors, and a larger touchscreen for example, are material benefits that absolutely convey a sense of value.

Cabin Fever

The Yaris cabin is light and breezy, but that attractive light grey seat trim is prone to stains, something Wheels can attest to, given the time we spent cleaning them post collection before the photos were taken. The seats are comfortable, visibility is excellent, and there’s room for six-footers up front, but you’ll then need to assume the rear seats are for show only.

There are some hard plastics throughout, but not in the high contact areas to the point it becomes annoying. Toyota claims 270 litres storage space in the boot, which is useful for city dwellers or weekends away for two. Fold the second row down and the adjustable floor base allows you to have a decent, flat space.

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In terms of cabin tech, a bigger screen is one thing, but it needs to work efficiently and in the case of the Yaris, it does. Wireless Apple CarPlay was easy to connect and works well, and the interaction between driver and car is an easy one. Toyota’s head-up display beats Mazda’s, not so much in terms of the information displayed or clarity, but in terms of physical execution.

The small storage shelf at the top of the centre stack is a clever place to stow your smartphone. Yaris is first and foremost a compact car, and that’s never more evident than inside the cabin, where there’s not a huge amount of storage space, but the daily requirements you’ll want – bottle holders in the door, safe houses for takeaway coffee in the centre console and somewhere to keep your phone and personal items tucked away – are all accounted for.

Open the door to the Mazda 2, and despite the sharper starting price, you’ll find a muted, classy, and premium-looking cabin. Unanimously, everyone who poked their head into the two hatches commented that the Mazda conveyed a luxurious air the Toyota couldn’t quite match.

Like Yaris, there are still hard plastics in evidence, but again, not in areas where they will be annoying. Neither car feels built down to a price, but the 2 does a better job – with its black cabin trim and contrast red stitching – of feeling the more premium of the two. It certainly feels sportier, even though that’s more based on looks than anything you can measure.

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If you’re looking for the more hard-wearing interior, the Mazda’s black trim is the obvious choice. The fact you can adjust the height of the 2’s seatbelts – something you can’t do in the Yaris – is something Wheels’ testers of varying heights appreciated.

Mazda’s screen is an inch smaller, but still works well to clearly display the information you need. There is, however, a control hangover that Wheels is regularly annoyed by. It is a touchscreen, with a catch. Touch inputs work so long as you’re not moving, because once you take off, it’s over to the console-mounted rotary dial to control infotainment features. Yes, you’ll get used to it if you’re an owner, but it’s neither simple nor intuitive.

Mazda’s steering wheel controls are neatly arranged, and have a robust feel to their action, but the way the head-up display relies on a pop-up plastic screen feels a little bit last generation compared to the slicker display of the Yaris.

The front seats are comfortable, on par with the Toyota’s but it’s the same story with tall occupants knocking out the effectiveness of the rear seats. Storage feels the same when you look at the cabin, but looks are deceiving, with the Mazda offering 250 litres and thus losing out to the Toyota.

Comparing the two back-to-back, the Mazda’s cabin feels tighter than the Toyota’s. The storage bin ahead of the shifter isn’t large enough to accommodate a smartphone, perhaps showing the age of the 2 platform.

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Behind the wheel

Both these hatches are in their absolute element dealing with the cut and thrust of city traffic, with sharp steering, excellent ride quality, predictable brakes and decent power delivery – a heady recipe for city success.

Manoeuvrability – despite a 20mm longer wheelbase – goes in favour of the Mazda 2 with its compact 9.8-metre turning circle making easy work of the urban grind, against the Yaris’ 10.2m turning circle. If you’re frequently driving bigger, heavier SUVs, as the Wheels testing team often is, the lightness, change of direction and general fun these city cars provide is a revelation.

The Yaris is an interesting conundrum in that the transition from electric propulsion to petrol is as smooth as any Toyota we’ve tested. So much so that you hardly notice it and have to pay attention if you’re looking for it. Likewise, the working of the e-CVT, which dulls some of the sensation of speed increasing, is significantly better than the CVTs of old.

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Against that smoothness, though, is the gruff, throaty edge to the 1.5-litre three-cylinder. We’d
appreciate the slightly unrefined nature of the way only a three-pot can work in a sporty application, but it jars with the otherwise smooth progress of the hybrid Yaris. It’s something you only notice under load, but such is the nature of both these cars that you need to get the engine spinning to really get moving.

As such, and when you do, you’ll hear the little three-cylinder belting out its song a little louder than you might like. Cranking up to highway speed, for example, you’re asking the Yaris to work a little harder than it wants to.

Yaris delivers a beautiful mix of bump absorption and handling competence, with none of the choppiness or harsh ride some small cars are guilty of. Riding on 185/55/16 tyres against the chubbier 60-profile rubber of the Mazda, you might expect the Yaris to ride firmer, harsher even, but it doesn’t. Even loaded up with photo gear and two adults, the ride remains nicely controlled. Sharp speed bumps are easily
dealt with, ensuring that whatever you need to tackle in the city won’t see the Yaris lose composure inside the cabin.

Readying itself in silence and with the ability to crawl up to 30km/h on electric power alone, the Yaris is focused nicely on exactly the type of driving the urban buyer needs. Leave the confines of the city and the 36-litre fuel tank and low consumption mean you can tackle longer distances just as easily. The light, city-focused steering works well on a twisty road, too, and the Yaris is deceptively nimble – and fun – as speed increases.

Most of you would assume the Mazda 2 is the sportier of the two options here, and that’s borne out by the driving experience. Despite both power and torque sitting lineball in terms of the numbers, it’s the 2 that feels sharper, punchier, and more inclined to want to be let off the leash.

The four-cylinder makes some noise as the revs increase, and they will often if you want to keep the Mazda 2 accelerating, but it’s a quieter engine under load than the three-cylinder in the Yaris. Both lack punch off the mark though, and the Mazda 2’s gearbox, traditional as it is, isn’t as precise as some conventional automatics under enthusiastic acceleration.

While neither of these hatches are fast in real terms, it’s the 2 that delivers more urgency. However, like the Yaris, it doesn’t love highway speed, or getting there too quickly. The auto can feel slow to react to downshift requests, and we noticed it moving between sixth and fifth a little too much as we worked between 100km/h and 110km/h zones on the highway.

Braking and steering are excellent, and the Mazda’s tight turning circle makes it a joy to thread through traffic and into parking spaces – no matter how compact they might be. Like the Yaris, the 2 is more
direct and fun than you’d expect of this segment, and while it may not encourage you to really hustle it along, it is capable of such folly.

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The ride is a fascinating comparison back-to-back on the same choppy inner-city surfaces. Mazda gives the 2 marginally more sidewall (60 profile v 55) on the same 185 width and 16-inch wheel diameter. So, you’d expect the 2 to be slightly cushier, but it’s not. The ride is actually a little firmer, but somehow even more composed and comfortable. Kudos to Mazda’s engineers for that one, especially on our pathetic road network.

Of the two, the Mazda is the driver’s pick – more engaging, less removed from the driving experience, and more fun – but the Yaris is more frugal, and is the better roadtrip tool, especially over longer distances.

The Wheels Verdict

If you put the asking price and fuel consumption to one side, these two are so closely lined up, it’s difficult to split them. However, where the Toyota costs more to buy, it uses less fuel and is cheaper to service than the Mazda. And, there’s no doubt you do get more for more in terms of the extra standard equipment loaded into the more expensive Toyota. The Toyota also feels newer than the Mazda and looks it from inside the cabin.

The 2, as has been the case for quite some time now, remains the better driver’s car. It’s not so important in this segment, but if you value the engagement of the drive, the Mazda 2 is the more competent, connected and enjoyable of the two. So on that count, Wheels would direct you to your nearest Mazda showroom.

However, if you can extend your spend at the point of purchase, the Yaris shines. It uses less fuel, is just as competent around town, and the extra standard equipment is something you see, feel and use every day, which makes the case for spending the extra money.

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But if Wheels could pick only one, we’d opt for the Mazda 2 and save the extra money, such is the driving enjoyment and engagement it brings in what could be a much more boring platform. It’s a comparison of splitting hairs between these two, there’s no doubt about that, but the Mazda 2 – just – hangs onto the top step of the podium.

Toyota Yaris ZR: Specs

Mazda2 G15 Evolve: Specs

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This story first appeared in the June 2026 issue of Wheels magazine, now on sale. Subscribe here and gain access to 12 issues for $109 plus online access to every Wheels issue since 1953.

Porsche showed off its more playful side with three custom-configured 911s as part of a marketing tie-in at the premiere of Disney Pixar’s Toy Story 5.

Taking their inspiration from the character designs of Toy Story’s Woody, Jessie, and Buzz Lightyear, the one-of-one configured cars are set to be sold and the proceeds donated to US charities Big Brothers Big Sisters of America, the American Red Cross and Starlight Children’s Foundation.

The Buzz Lightyear-inspired 911 GT3 RS features an unmistakable white, green and purple livery and a rear wing that borrows from the design of Buzz’s pop-out wing suit. Key elements of the design are framed by the custom colourway, including a red-and-white striped lower rear spoiler, purple guard vents, red blades on the vented bonnet, and a yellow-and-black warning decal around the right engine intake port.

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The Lightyear makeover includes custom wheel centre caps with the Space Ranger logo, Lightyear wording replacing the Goodyear text on the tyres, along with a Space Ranger logo, and ‘To Infinity and Beyond’ door sill plates.

Inside the Lightyear 911 GT3 RS is colour-keyed with Pebble Grey leather and Arctic Grey Race-Tex (microfibre) trim, offset with Violeta leather on the upper seats and Lizard green seatbelts and door pull loops. A Buzz Lightyear silhouette and 001/001 edition counter adorn the dash.

The Jessie-themed 911 uses a 911 Targa 4 GTS as its starting point. It features a new custom colour from Porsche’s Sonderwunsch customisation department, called Jessie White Metallic, inspired by the pearl buttons on Jessie’s shirt. Other costume-inspired touches include denim blue highlights on the front bumper and rocker panels, and Atacama Yellow with GTS Red pinstriping on the bonnet and rear decklid.

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Inside the cowgirl theme sees the Targa adopt cowhide-pattern floor bats, Dark Night Blue seat fabric with Bordeaux Red leather bolsters, extensive leather trim used throughout the cabin, along with Bordeaux Red Race-Tex fabric. Easter eggs include ‘Yee Haw!’ script on the door sills, and ‘Jessie’ lettering taking the place of Targa script on the roof hoop.

The dash features a Jessie silhouette and, like the Lightyear GT3, a 001/001 special edition build counter.

Woody’s ride starts life as a 911 Carrera T, finished in a specially developed denim-look paint finish designed to look like weathered and worn blue jeans. A gold front bumper lip, black rocker panels, and red door graphics emblazoned with Woody’s name complete the look.

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The interior gets Speed Yellow leather trim with a red checkered pattern, cow print floor mats make an appearance, and a Porsche-first use of Vintage leather mimics the look of toys that are worn from years of play.

Denim-look Dark Night Blue seat fabric is used on the set inserts, and ‘Ride Like the Wind!’ lettering can be found on the door sills. A one-of-one marker and a hat-tipping Woody silhouette can be found on the dash.

All three special-edition 911s were revealed publicly at the premiere of Toy Story 5 on June 9 in Los Angeles.

Following on from its introduction of the electric variant earlier this year, Leapmotor has added a range-extender hybrid version of its B10 small SUV to local showrooms. Previously only available as a purely electric model with a range of up to 510km, the new range-extender hybrid drivetrain combines a 1.5-litre petrol engine with a range-extender hybrid system powered by an 18.8kWh battery for a claimed total driving range of 900km. Pricing for the B10 range starts at $37,888 plus on-road costs.

Instead of a 160kW electric motor driving the front wheels, the Hybrid EV instead uses a 1.5-litre four-cylinder petrol engine to provide propulsion to the battery and like Nissan’s e-Power hybrid system, never directly drives the wheels. The total system output is 160kW and 240Nm, which is enough grunt for a claimed 0-100km/h time of 7.5 seconds.

Unlike an e-Power system, however, the B10 Hybrid EV also features a large 18.8 kWh LFP battery that provides up to 84km of electric driving range (WLTP). It can be charged at up to 46kW on DC power for a claimed 30-80 per cent charge time of 20 minutes, and combined, the B10 Hybrid EV is rated at just 0.9L/100km for combined fuel consumption if charged.

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According to Leapmotor, there are four adaptive energy modes: EV+, EV, Fuel and Power+, which allows drivers to optimise performance or efficiency depending on driving conditions.

Leapmotor is sweetening launch pricing for the new variant until September 30, giving the first 500 customers access to an exclusive offer that includes three years’ complimentary capped price servicing, premium paint at no additional cost, a 7kW wallbox charger, and a vehicle-to-load (V2L) cable with carry case.

2026 Leapmotor B10 pricing (excluding on-road costs):

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Leapmotor B10 Design standard features:

• 18-inch alloy wheels
• Automatic LED headlights
• Heated exterior mirrors
• Panoramic glass roof with electric sunshade
• Automatic climate control
• Over-the-air updates
• 8.8-inch driver’s display
• 14.6-inch touchscreen with Qualcomm Snapdragon Chip and connected services
• Wireless Apple CarPlay and Android Auto
• Wireless phone charger
• 360-camera
• Integrated 360-degree dashcam
• Rear parking sensors

B10 Design model adds to Style:

• ‘TechnoLeather’ seat upholstery
• 6-way electric driver’s seat
• 4-way electric front passenger seat
• Heated steering wheel and front seats
• Ventilated front seats
• LED rear light bar
• Auto-folding mirrors
• Rain-sensing wipers
• Rear centre armrest
• 12-speaker audio system
• Power tailgate
• Rear privacy glass
• Multi-colour interior ambient lighting

The Leapmotor B10 Hybrid EV is now available to buy with local deliveries commencing soon.

BYD has released a series of new teaser images of its new luxury sedan, which will reportedly be called the Great Han. Sitting atop the brand’s luxurious Dynasty sub-brand in China, the new Great Han will share a lot with the Great Tang large SUV that was revealed at the Beijing Motor Show earlier this year, and will offer both electric and plug-in hybrid drivetrains with up to 1008km of driving range.

The teaser images released by BYD show the Great Han’s low-slung design and long wheelbase, likely giving it excellent aerodynamic efficiency. Still wrapped in camouflage, the Great Han shows similar detailing to the Sealion 8 already sold locally, such as aggressive headlights and a wraparound rear light bar, but also with a large glass area and possibly a liftback boot design.

According to CarNewsChina, the Great Han will borrow a lot from the Great Tang, so expect an interior dominated by three screens, as well as luxury finishing such as leather trims across the cabin.

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Using the second generation BYD’s ‘Blade’ battery technology, the Great Han will be capable of charging through BYD’s new ‘Flash’ super-fast charging network, with 1500kW chargers supplying a full charge in as little as nine minutes.

According to preliminary information, the Great Han will be available in two models: rear-wheel drive Exclusive and all-wheel drive Flagship, with up to 1008km of driving range on the CLTC cycle. LiDAR tech will be standard across the range for the Great Han’s active safety systems.

It’s not yet known if the Great Han will be released in Australia, but BYD is on a roll locally with its 33,454 sales to the end of May 2026 a huge 120.1 per cent increase year on year.

But while those numbers are impressive, they’re nothing compared to its Chinese numbers: According to CarNewsChina, it sold a total of 376,990 units in China in May 2026 alone, making it China’s best-selling brand.

BYD Australia has appointed Pickles as its exclusive auction partner in Australia under a three-year agreement covering the remarketing of the brand’s company fleet vehicles.

The deal will see Pickles manage the sale of BYD fleet stock nationally through its online and physical auction network. The first vehicles will be offered from Tuesday, June 9, 2026, as part of Pickles’ National Government, Fleet Lease & Other Vehicles online auction.

The agreement comes as Australia’s used electric vehicle market continues to develop, with more EVs entering the second-hand market and buyers becoming more familiar with battery-electric ownership.

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BYD has rapidly expanded its presence in Australia in recent years, with models such as the Atto 3, Seal, Dolphin, Sealion 6 and Shark helping the brand become one of the country’s strongest-selling new energy vehicle manufacturers.

For Pickles, the partnership gives it access to a growing supply of used BYD vehicles at a time when auction houses, dealers and buyers are placing greater focus on EV battery condition, pricing transparency and resale confidence.

Chris Shaw, Pickles general manager of motor vehicles, said the agreement reflected the changing nature of the Australian vehicle market.

“We’re seeing increasing confidence in used electric vehicles from both private buyers and the trade as the market develops, pricing becomes more accessible, and understanding of EV ownership continues to improve,” Shaw said.

Shaw said Pickles’ national footprint, digital auction platform and developing battery health assessment capability would support the sale of used BYD vehicles through the secondary market.

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BYD Australia chief operating officer Stephen Collins said reliable remarketing channels would become increasingly important as more EVs reached the used market.

“As the Australian EV market continues to expand, establishing strong and trusted remarketing pathways becomes increasingly important,” Collins said.

The first BYD vehicles under the agreement will be listed through Pickles.com.au, with the auction opening at 10:00am AEST on Tuesday, June 9.

The move is likely to provide an early indication of buyer demand and resale values for used BYD electric vehicles in Australia.

Toyota chairman Akio Toyoda has revealed he remains one of the automotive industry’s strongest advocates for internal combustion engines, saying he often feels isolated as manufacturers accelerate their shift towards electric vehicles.

Speaking to Carwow, Toyoda said the industry’s rapid embrace of battery-electric vehicles was one of his biggest concerns in recent years.

“Everybody shifting to EV, that was the biggest fear for me,” he told the outlet.

The former Toyota president said he had long argued there was still a place for traditional engines, both for driving enthusiasts and for the thousands of jobs linked to engine development and manufacturing.

“Only three or four years ago, I was the only one to say I love the smell, I love the sounds, I love engines and I want to keep the jobs for engine suppliers,” Toyoda said. “But it seems to me I’m the only one. I feel very alone.”

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While Toyota now offers a growing range of electric vehicles globally, the company has consistently pursued a broader strategy than many rivals, investing in hybrids, plug-in hybrids, hydrogen technology and conventional combustion engines alongside battery-electric models.

The comments come as Toyota continues developing performance-focused petrol-powered vehicles through its Gazoo Racing division, even as many competitors transition their sports cars towards electrified powertrains.

Toyoda told Carwow that maintaining a diverse approach to future mobility remains important, despite criticism from some quarters that Toyota has been slower than rivals to fully embrace electric vehicles.

“If they say to me, ‘Hey, you’re too late, you should have shifted to BEV’, well, we are people who love cars and those people and myself fight even within the companies,” he said.

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Toyoda was speaking during a round of Japan’s Super Taikyu endurance racing series at Fuji Speedway, where Toyota fielded several experimental vehicles, including a hydrogen-powered GR Yaris and a mid-engined GR Yaris development prototype.

The chairman has long championed motorsport as a key part of Toyota’s vehicle development process and remains closely involved with Gazoo Racing projects, including the GR Yaris and future high-performance models.

His latest comments reinforce Toyota’s commitment to maintaining multiple technology pathways rather than focusing exclusively on battery-electric vehicles.

Following a delay – it’s been on sale in South Korea for nearly two years – the updated Kia EV6 has arrived, with a larger battery, updated technology inclusions and a very mild price increase. EV6 is available in four model grades – Air RWD, GT-Line RWD, GT-Line AWD and GT AWD – with the entry-grade Air RWD the one we’re driving this time.

How much does the Kia EV6 Air RWD cost to buy?

With a starting price of $72,660 before on-road costs, it’s the most affordable way to park an EV6 in your driveway. And, with 168kW and 350Nm on tap, EV6 Air has more capability than you’ll need, justifying the entry-grade as the one to buy.

Within the four-model grade range, there’s RWD and AWD with standard equipment increasing as you step up through the range. Next step up from the Air RWD we’re testing is the GT-Line RWD price from $79,660, then there’s the GT-Line AWD priced from $87,660 and finally the GT AWD priced from $99,660. All prices are before on-road costs are factored in.

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On paper at least, as is often the case with expensive electric vehicles, the entry point to the range looks to be the smart purchase decision, doing everything you need it to do, without any of the extras you don’t really need. EV6 features a revised front end design, sharper, and more in keeping with current Kia design philosophy, while there are new wheel designs, a new LED tail light signature and redesigned rear bumpers. Subtle changes, certainly, but park the new EV6 next to the old model, and it’s obvious there’s a new kid in town.

Despite the high price tag, competition in this segment is strong, with the most obvious standout being the popular Tesla Model Y. Sibling Hyundai has the Ioniq 5 (riding on the same platform as the EV6, while there’s also a few left-field options including Polestar 4, BYD Sealion 7 and Toyota BZ4X. If you’re considering an EV6, you should definitely take the Model Y for a test drive.

How fast is the Kia EV6 Air RWD?

The key to the appeal of the Air RWD comes in the form of the larger (84kWh thanks to improved energy density) battery, which brings with it an increased driving range. Generating 168kW and 350Nm, the Air can now cover a claimed 560km, up from the previous model’s 528km claimed range. The single electric motor is situated at the rear axle, which is why RWD is the result.

Speaking of capability and functionality, the interior household power outlet also adds vehicle to load capability, something that’s becoming more and more common in EVs, and makes sense, too. Kia claims a 0-100km/h run of 7.7 seconds.

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Another factor in the Air’s favour is the fitment of 19-inch alloy wheels, rather than the 20 or 21-inch rims available further up the model line. Allowing the provision of chubbier 235/55R19 Nexen N Fera Sport tyres, the 19s assist the EV6 to iron out nasty road surfaces with ease, ensuring comfortable bump absorption on any road. It’s still firm, but with an emphasis on comfort, which is valuable when you’re negotiating the inner-city patchwork of dodgy road surfaces.

Make no mistake, the EV6 is a big car and initially, you’ll notice that physical size from the driver’s seat. Its less a fact that it feels heavy through the steering wheel and brakes, more so that it’s a large vehicle you have to move around and negotiate through tight streets. The payoff is the cabin space, but if you’re looking for something that feels compact, the EV6 isn’t the EV for you.

Only the GT variant gets an Australian-specific steering and suspension tune, but the Air RWD remains an excellent EV around town, with the response, composure and chassis control we expect of Kia product.

This facelift doesn’t transform the way the EV6 drives, and it wasn’t meant to. It was, however, meant to bring the styling in line with newer Kia models, and add technology that is now expected. A slightly longer range is a bonus. Therefore, it remains as competent to drive as it ever was without a huge price increase from the model it replaces. Key for mine with Kia EVs, is they don’t require a complete reset in the way you approach driving as some electric vehicles can. This is very much a Kia, it just happens to have an electric powertrain.

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How fast can the Kia EV6 Air RWD charge?

First up, efficiency. Against the 15.9kWh/100km claim, we achieved 15.8kWh/100km over 300km of testing, with approximately 20 percent of that testing on a 100km/h highway stretch. Impressive use of its available charge in other words.

Based on Hyundai and Kia’s global electric modular platform called E-GMP, the EV6 features the same 800-volt charging capacity, and can accept 240kW when connected to a 350kW charger. Plugged into a 150kW Ampol fast charger during our test, the EV6 zipped up to 120kW and stayed there until it tapered down toward the end of the charge session.

Kia claims 10 to 80 per cent charging in as little as 18 minutes, and it is ready for 11kW home charging if you have access to to three-phase power.

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Is the Kia EV6 Air RWD practical?

Inside the cabin, EV6 now runs Kia’s latest ccNC infotainment software suite, which brings with it wireless smartphone connectivity and Kia Connect telematics. There are additional USB-C charging ports, updated lane-following assist and a new steering wheel – which is a two-spoke design in the Air we’re testing. Gone is the finger-print and grease-attracting gloss black material on the centre console, which to our way of thinking, is a smart change.

The other cabin change of note is the absence of cloth, now replaced with synthetic leather across the range. You do miss out on electric seat adjustment, for example, in the base grade, with the Air getting manual seats, although there is electric lumbar adjustment for the driver. Do you need electric seat adjustment? Wheels doesn’t think so. And it’s another reason this most affordable variant is a smart choice.

The EV6 cabin is a good one, even in base trim, with excellent visibility, a broad glasshouse and genuine comfort across all four major seating positions. The flat floor and legroom in the second row mean it’s a legitimate four-up adult cruiser, with long drives an option too, thanks both to the driving range, and the space on offer. Even with tall occupants up front, there’s comfort in the second row for tall adults. It’s a big crossover, but it actually is inside the cabin.

Even in its most affordable guise, EV6 features a big 12.3-inch infotainment touchscreen, which is clear, responsive and easy to use, and while wireless CarPlay worked seamlessly for us on test, we preferred the cabled connection, which was also faultless. There’s a second 12.3-inch screen for the driver, and if you like tech gizmos, the EV6 won’t disappoint.

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What warranty covers the Kia EV6?

Kia covers the EV6 – as it does it’s whole range – with a seven-year/unlimited kilometre warranty for private buyers. The battery pack is covered by an eight-year/150,000km warranty.

Service intervals are 12 months or 15,000km, and you can cap your servicing prices up to seven years, and also prepay if you wish to. Plans are available for three or five years, too, if you’d prefer a shorter prepaid plan. For seven years, then, the total servicing cost is $2055. The cost for three-years is $728 or five-years for $1391.

What’s the verdict on the Kia EV6?

This facelift doesn’t transform the way the EV6 drives, and it wasn’t meant to. It does bring the styling in line with newer Kia models, and add technology that is now expected. A slightly longer range is a bonus. It remains a good thing to drive, too, without a huge price increase from the model it replaces.

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Specs: Kia EV6 Air RWD