The text from my sister made me gasp. It was a photo of a muddied badge, “351 GT”, on a burgundy-coloured background. But even after nearly four decades, the recognition was so immediate that I said out loud: “Nev’s car.”

Many will have guessed that my late stepfather’s car was a Falcon GT. In fact, it was an XA GT hardtop, one of only 120 with the RPO 83 equipment from the stillborn Phase IV, and the sole XA GT delivered in Sogo Port Wine, a Fairlane colour.

The image linked to an online story about this barn find GT that had been wheeled out of a shed in rural Queensland for the first time since 1991 and was now, in May 2021, the subject of an online auction.

The car even made the television news, mainly because less than 12 months earlier, a rattier XA GT RPO 83 barn find dubbed the “Chicken Coupe” (pictured), had fetched just over $300,000 at auction.

What was news to me, as I started to read more online about it, were the gushing phrases like “one-owner”, “time capsule”, “purchased new by our seller …”

There was even an interview with the very elderly owner, whose name I recognised at once, recounting the day he bought the car from a Sydney dealer. None of which was how I or my sisters remember it.

In the early 1970s, my step-dad, Nev Harlow, was the NSW distributor for the SA-based Magnum and Globe alloy wheel brands. He would soon start an even more successful 4WD wheel and accessory business, Sunraysia.

It’s part of family lore how, in late 1973, Nev was driving along Sydney’s Canterbury Road when this brand new GT hardtop outside Nuford Motors caught his eye. Nev knew his GTs and the non-Falcon colour got his attention.

A look under the bonnet revealed it as an RPO 83. Best of all, the salesman had no idea how special this GT was. Nev bought it on the spot.

He always said there could be no better touring car in the world for his regular trips between Sydney and Adelaide, the big 5.8-litre V8 galloping across the grasslands at an effortless 120mph. Nev died in 1999, but I still like to imagine him, focused and smiling, out on the Hay Plain in the glow of the
dashboard lights.

Modern Motor even did a story on Nev and his GT in 1976, a one-pager about an owner who’d found his perfect car. It detailed his mods of a high-rise inlet manifold, new Holley 780 carb, Mallory ignition, front and rear sway bars, Magnum alloys and, perhaps uniquely, a custom bullbar. Inside he’d added Recaro seats and a Mk.IV under-dash air conditioner.

All up, the GT owed him around $5500.

In the article, Nev said there was no way he’d get rid of the “old car” (it was only two years old) for a new one.

I suppose never saying never also applies to “no way”, because towards the end of the 1970s he did let it go. Recollections as to what prompted this decision again vary between my family and the seller’s. But what’s certain is that Alan, Nev’s loyal general manager at Sunraysia, had always loved and wanted the GT.

Sunraysia was going gangbusters, with a fl eet of decked-out 4WDs, and Nev had just imported a 400ci Chevrolet K5 Blazer for himself. By selling the GT to Alan, he got to keep it close.

Alan was just as proud an owner, right up until he parked it in that Queensland shed in 1991.

All of which left me, 30 years later, with a quandary. I’m compelled to learn the histories of old cars and motorcycles when I buy them. But do I contact the guy who’d just paid $276,000 for his “one owner, time capsule” and tell him my story?

Yeah, well, I did – and fittingly, he’s as decent a bloke as the previous two owners. He’d already figured there was more to it, a non-issue had the manuals not gone missing. He was just stoked to have the car. And I believe Alan would have been delighted that it moved on; he passed away only 10 months after the sale.

I have an open invitation to drive the car, which I never did in period. I reckon it ended up as a good-news story.

This article originally appeared in the June 2025 issue of Wheels magazine. Subscribe here.

MG’s rise to sales stardom in the Australian new car market has been nothing short of gobsmacking. A big departure from the former-British MG that folded in 2005, “MG 2.0” under Chinese ownership has been flying up the sales charts since it relaunched locally in 2016, with over 50,000 units sold in 2024 alone.

Unlike the MG of old, new MG’s chief appeal has been its strong value equation. Nowadays, it’s disappointingly difficult to find a new car for under $30,000 but MG offers three, in the process claiming buyers who used to be lining up for new sub-$20k Toyota. Considering that the cheapest new Toyota now asks comfortably over $30,000 to drive away, it’s no surprise to see a strong value-for-money brand like MG doing so well. While many manufacturers don’t want to hear it, there’s clearly demand for cheap new cars.

But MG is only just getting started in Australia. Until last year, it was selling first-generation products that were cheap but a bit rough around the edges. Cars like the first MG3 light hatch and ZS small SUV sold largely on value – a South Korean or Japanese competitor drove better, but was it worth at least $5000 more? Many buyers said no, and as a result, the ZS has been the best-selling small SUV in the land for a long time.

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Now we’re in the second phase of the brand’s rollout, with more sophisticated products on the floor of MG’s showrooms. They’re more expensive to buy, granted, but they’re also much better cars – for
example, the new HS mid-size SUV is worlds apart compared with the model it replaced.

New MG’s talent in making a car is reflected in the fact the new-generation ZS recently won multiple categories in the recent Wheels Best Small SUV awards for 2025, including the overall award. That’s thanks to its newfound all-round capability, yet it still offers the strong value that the brand is known for. It’s this capability that we were keen to explore more of by taking an MG ZS Essence Turbo on a long drive out of the city and out of its comfort zone.

Could the MG ZS handle such a trip? My father Jeff and I decided to find out by driving one from Sydney to Broken Hill in far western New South Wales, then down to Mildura through the NSW Riverina region to Albury before heading back home to Sydney. An almost-3000km trip – or more than 10 weeks of
motoring for the average driver – but in just five days. Could the ZS back up its recent accolades?

Day 1: Sydney to Cobar: 725km

Day one starts nice and early. Dad arrived in Sydney the night before and is up at dawn’s crack to inform me that the weather is less than favourable. Put simply: it’s pissing down. We get away from home just before 8am with a good 725 km of driving ahead of us. Rain or shine, we had places to be. Unsurprisingly with such bad weather, the traffic isn’t great – is it that hard to switch on your headlights on rainy days? – but even in this weather, the ZS copes well.

With our average speed barely touching 20km/h, we’re hardly exploring the ZS’s ability to conquer the Australian terrain. But the seats are comfortable so far, and the adaptive cruise control works well in stop-start traffic. Heading along the M4 motorway towards the Blue Mountains gives us a chance to experience the ZS Turbo’s 125kW of grunt. Unsurprisingly, it’s no powerhouse and the dozy CVT transmission zaps some power, but it gets up to speed totally fine for its target market. The long hill at the end of the M4 is no match for the ZS Turbo, and it effortlessly powers to the top.

The Blue Mountains pass quickly and quietly and suddenly we’re going down the Mount Victoria Pass towards Lithgow. I hope that once-planned tunnel comes to fruition because this piece of road can be scary. While the ZS’s brake feel is good, we’d love to see paddle shifters for more manual control, particularly for more engine braking. The non-turbo models get a manual mode on their transmission selector, so why not the gutsier turbo?

We pass through Mudgee with a quick detour to Kmart – note to self: always pack a jumper for a road trip – and head slightly out of the way north to Dunedoo. Dad tells me that the pies at the Dunedoo Pie Shop are “bloody beautiful”, and I’m not one to turn down a nice pie. I reckon it was a solid 7/10.

Another reason for detouring to Dunedoo is the beautiful silo art. Painted by artist Peter Mortimore, the eastern side depicts local jockey Hugh Bowman with his winning racehorse Winx. On the southern and western sides, the silo depicts the landscapes of Dunedoo, including Black Swans flying overhead. It’s gorgeous, and really adds to the local scene.

Next stop: Dubbo Bunnings, because somebody – me, again – forgot to bring an umbrella and considering some of the weather we soon experience the rest of that day, it becomes a wise purchase. The sheer size of Dubbo surprises me, as does the 15-storey building that is being constructed there, which is a real point of difference from the otherwise flat terrain. I imagine the locals are outraged.

Leaving Dubbo, you get the distinct impression that it is the final point of civilisation heading west towards Nyngan. A quick stop to see the famous ‘Dubvegas’ car wash – shame we don’t actually need to use it – and then an hour or so later, Nyngan is our first fuel stop and gives us a chance to see the ZS Turbo’s efficiency: 8.2L/100km. Not brilliant, but then again, the first section of the trip was quite hilly.

After a quick detour to both the Iroquois 1022 helicopter donated to the town after the 1990 flood and the Big Bogan statue – Dad just had to get a shot in front of it – we leave and head further north-west towards Cobar. It’s only 131km but proves to be one of the more challenging parts of the drive thanks to torrential rain. The ZS takes it all in its stride with barely a fuss: it feels mature, planted and solid.
A well-earned steak and sleep awaits us that night.

Day 2: Cobar to Broken Hill (via Silverton); 482km

Day two starts early with a quick trip to Fort Bourke Hill Lookout to learn about the copper and gold mining, which started in Cobar in 1870. Afterwards, Dad makes sure to get a donut from the Cobar Hot Bake and if you’re ever in town, they are delicious. A quick toilet stop just outside of town reveals that one of the public toilets was recently bowled over by – I assume – some sort of large vehicle. Hopefully nobody was in there at the time…

After seeing endless goats and a few kangaroos that thankfully stay off the road for the next few hours, we reach the town of Wilcannia for a fuel stop – this tank was a better 7.4L/100km – and a bite to eat at the Wilcannia Cafe, which turns out to be the only cafe in the town. The local school principal gets talking to Dad and before long, he knows why we’re in town and pretty much the story of our lives. Cheers, Dad…

After a great schnitzel burger, we head towards the EV chargers for a look – there’s no reception, so if you’re looking to charge there, make sure to take your charging card – and then we’re back to the Barrier Highway looking at more goats for the next few hours.

The further we travel, the more I realise just how beautiful the outback landscape is, with only plants, rocks, sand and a single piece of tarmac as far as the eye can see. Aside from a few drivers and many goats, there’s nobody around. We stop at the Little Topar Roadhouse for a break to find it closed that day, but it still gives us a great opportunity to just stop, breathe and take in a whole lot of quiet. It’s serene.

After checking out the Mullockers Memorial and the view of Broken Hill, we check into our motel in the centre of town and decide that a little journey to Silverton is in order. Only 26km north-west from Broken Hill, Silverton is famous thanks to the discovery of rich silver deposits – hence its name – and, of course, acting as the backdrop to many Australian films, most notably Mad Max II.

Outside the Silverton Hotel, established in 1884, is a pumped-up original Volkswagen Beetle as a homage to the film that has brought many tourists in Silverton’s direction. It’d be rude not to have a cheeky schooner and we sit down for a moment of reflection. Dad then suggests a drive further north-west to the Mundi Mundi Lookout – my favourite view of the entire trip.

Put simply, it’s breathtaking, especially at the late afternoon time of day that we’re there, with moody clouds overhead. Want to get a real sense of the vastness of the Aussie outback? Head up to here for a view over the endless Mundi Mundi Plains over towards South Australia – then turn around for a close view of wind turbines on the hills north of Silverton. It’s a surreal and stunning location, and I could’ve kept staring forever. But quite quickly, the moody clouds turn into rain and we’re back in the ZS on our way back to Broken Hill.

Travelling out of Silverton at about 50km/h, a kangaroo – who I later name Angus – jumps out in front of us. I slam on the brakes – the ZS thankfully stops quite quickly and effortlessly – but there’s no avoiding the poor ’roo. I get out of the car, pick him up off the road and move him over to the shrubbery where he passes away in my arms. I’m absolutely gutted.

Thankfully, the MG escapes its brush with Angus quite well. Just a cracked lower lip and a lower grille that’s been moved a bit out of place. Unless you were standing very close to it, you’d never know what happened and we were impressed at how well the car took the impact.

But soon we realise the air-conditioning feels different on the drive back to Broken Hill and an engine emissions warning light makes itself known later that evening. Thankfully, an under-bonnet check has revealed no damage or fluid lost, but instead, the engine air sensor (we discover later) has been knocked about and damaged in the impact.

Needless to say, our mood is not great for the rest of that day, but we decide to try and enjoy our only night in Broken Hill, and we do so at the Astra Hotel with another tasty steak – cooked medium rare, of course. After a few drinks watching the youth of Broken Hill doing their endless ‘blockies’ on Argent Street – with everything from a few MG3s to utes, V8 Commodores and Falcons being hooned – we head to bed as tomorrow is another big day.

Day 3: Broken Hill to Echuca: 665km

Dad and I are up nice and fresh, and over breakfast decide that while there’s nothing seriously wrong with the ZS, we should probably try and fix the broken air temperature sensor. The only motoring-related place open on a Sunday in Broken Hill is a shop called ‘7 Day Spares & Accessories’ – the closest MG dealership is in Mildura – so we see if they can provide some solutions. Without a soldering tool handy, the sheared pins prove difficult to tape together, so we’re forced to tape it all up into its spot and hopefully we’ll find a place to help along the way.

We leave Broken Hill with news that my sister is in hospital in Albury and we’ll need to spend a night there instead of the originally planned lunch stop. After a fuel stop, we head south down the Silver City Highway into scenery packed with huge power line towers, more goats and a slightly different view with more sand than rock. The air sensor issue means that the ZS has no idea what the weather is like outside, and the automatic climate control doesn’t want to work properly too, so it gets pretty hot in the cabin – especially with the synthetic leather trim, lack of a proper sunroof blind and hot air protruding from both of our mouths.

A quick stop at the Popiltah Lake Rest Area introduces us to people who were almost carbon copies of my parents; I nicknamed the bloke Dad’s new best friend, as they didn’t stop talking for a good 45 minutes. Soon we’re back on our way towards Wentworth on the mighty Murray River. By the time we get there, the restaurants are closed for food – I didn’t realise how hangry I got until then – so we keep driving, this time towards Mildura. After some food, we’re back in the car towards our next stop: Tooleybuc, which is on the NSW side of the Murray, and in particular, the cool Country Club Hotel. My parents visited here not long ago and Dad told me that it was a “must see”. He wasn’t wrong. Sitting in the beer garden at sunset brought a classy, chilled vibe, interrupted by the fact we had another few hours to drive.

After a tasty chicken salad, we’re back on the road and heading towards Echuca another 203km away, giving us the first opportunity to check out the ZS’s night driving capability. I’ve driven a lot of Chinese cars with below average headlights, but the ZS’s are better than expected – though the auto high beam loves to blind other drivers. Best to keep that switched off.

Previous-generation MG products had a lot to learn with their active safety features – the new ZS is much better having received more tuning. The lane keeping assistance is noticeably better than the ZST it replaces, though the adaptive cruise control is still too sensitive for our tastes and slows down quite far from other cars, even at the closest set distance. The speed limit warning is also infuriating, particularly because it gets it so wrong at times but also because one must press the touchscreen a few times to switch it off. We pull into Echuca at about 10pm after a largely dark drive, Dire Straits blaring from the ZS’s reasonably punchy six-speaker sound system.

Day 4: Echuca to Albury: 230km

By far the easiest day of the trip, driving 233km for a day in Albury. After a casual stroll along the Echuca waterfront, we head to ‘Westside Auto Electrics’ to see Vinnie, who solders the air temperature sensor and we cross our fingers that the ZS is back to mint condition. Starting the engine gives us reason to celebrate: the cold cycle has returned, having been absent since the accident. The air-conditioning also feels much colder. Thank goodness for that… We tuck the sensor back into its spot behind the bumper and pray that’s the last we see of it.

The trip to Albury through the Victorian countryside is far more interesting than outback New South Wales. The Katamatite Silo Art en route is impressive, painted by artist Tim Bowtell and celebrating the rich local history. It’s a great place to stop and admire – especially from under the panoramic sunroof of the ZS. The last hour of the drive to Albury is covered in lovely greenery and many wineries trying to tempt us away from the road.

The chance to have a slower-paced afternoon in Albury further emphasises the ZS’s strengths as an urban runabout. Even though it’s less congested than somewhere like Sydney, the ZS still deals admirably with its version of traffic. The extra grunt of the turbo variant is also welcomed during the trip up Monument Hill to the Albury War Memorial.

Day 5: Albury to Sydney (via Lake Hume): 580km

After a very pleasant overnight stay with Aunty Sue in Albury, we have breakfast and give the ZS a well-deserved wash. Therapeutic is the perfect way to describe debugging the ZS, and it actually looks like a new car now thanks to Dad’s car washing skills.

We head out towards the Hume Dam – a place I’ve wanted to visit since seeing it used as a backdrop for Wheels tests – and over the Bethanga Bridge to check out the view. Located just 16km east of Albury, the Hume Dam was finished in 1936 and is one of the largest dams in the world with a huge 2982GL capacity. As well as irrigation, the dam supplies stock and household needs for towns and landholders along the Murray River across three states, and is used for flood mitigation and hydro-electricity.

We stop at the dam for a good hour or so, enjoying a chinwag with a local and his mutt, and then we have a final fuel stop and head back to the Hume. On the five-hour slog back to Sydney, the ZS Turbo’s mile munching capability is further proven thanks to its low-ish road noise levels and solidity at higher speeds, making it a pretty good highway cruiser.

We make a quick stop at Holbrook for a sandwich, to buy a chicken kitchen ornament – or “wife pleaser and dust gatherer” as Dad puts it – and to see the awesome Submarine HMAS Otway that’s been in the ground there since 1995. Whoever managed the logistics to get it there is much smarter than I am.

Back in the car, both Dad and I start pondering the trip and the now re-bug-splattered ZS. It’s clear that the new MG knows how to make a good car – aside from the little incident with Angus, the ZS didn’t put a foot wrong in the almost-3000 km we’ve driven.MG adds petrol-powered ZS SUV to lineup.

After showing the ZS love throughout the trip, Dad is still impressed by it by the time we finally get home. He likes how well equipped it is, how solid it feels at higher speeds and how inexpensively it’s priced – plus, its 10-year warranty. Will he be trading Mum’s Skoda Karoq for it? Not just yet, he says, but their Karoq cost significantly more than the ZS Turbo’s $33,990 drive away asking price, and it’s not much better equipped. In this regard, it’s easy to see why the MG brand has become so popular.

When the ZS was selected, I had faith that it would be able to make the trip fine without breaking down or falling to pieces – but would we have been driven mad by road noise, ergonomic quirks or general discomfort? Thankfully, the answer to that question is a resounding no, because the ZS is quite comfortable and the noise levels were surprisingly low despite the awful roads we drove on.

What do we still have reservations about? Well, more shortcut buttons to better access the touchscreen would be great. The part-digital driver’s display relegates the speedometer to the left in a small non-digital area. And the fuel consumption of 7.9L/100km over the whole trip is just too high, especially considering that a lot of the trip was cruising at 100km/h+. It also needs premium unleaded fuel.

But overall, we think that the MG ZS has backed up its recent Wheels Best Small SUV award on this challenging long drive. Its appeal comes from more than just its great value equation: it drives and rides well, it’s refined and practical, it’s loaded with standard equipment, it’s quite comfortable and it’s built tough enough to withstand a kangaroo attack. Over to you, small SUV buyers of Australia, I’m off to plan my next road trip.

This article originally appeared in the June 2025 issue of Wheels magazine. Subscribe here.

Ever since its Australian release in 2004, the Mazda3 has been one of the country’s favourite cars.

One of the first ‘Zoom Zoom’ products that started Mazda’s sales upwards trajectory locally, the Mazda3 has always combined a fun attitude, good value for money and a good driving experience.

The latest ‘BP’ series Mazda3, however, toned down the driving fun a touch but added more of a luxury feel thanks to a decidedly upmarket interior and far better refinement than Mazda3s of the past. How does the latest Mazda3 stack up in base Pure form?

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Price and equipment

While it has been more widespread in the past with more engine and transmission options, the Mazda3 range in Australia comprises of just six models and the Pure is the entry spec. It’s priced from $31,310 plus on-road costs and the range stretches $12,000 higher to $43,310 for the top-spec Astina.

As before, both hatchback and sedan bodystyles are available throughout the Mazda3 range and a six-speed automatic transmission is standard. The Pure, Evolve and Touring are fitted with a ‘G20′ 2.0-litre petrol engine, while the Evolve SP, GT and Astina use a larger ‘G25’ 2.5-litre petrol engine.

We tested the entry-level G20 Pure hatchback for this review.

Mazda3 Pure standard equipment:

• 16-inch alloy wheels with a space saver spare
• Dusk-sensing automatic LED headlights
• Rain-sensing automatic wipers
• Remote keyless entry with push button start
• Auto-folding mirrors
• Manual air-conditioning
• Leather-wrapped steering wheel and gear knob
• 8-way manual driver’s seat
• 7-inch digital driver’s display
• 8.8-inch infotainment screen
• Satellite navigation
• Wired Apple CarPlay and Android Auto
• AM/FM/DAB+ digital radio
• Bluetooth audio and phone connectivity
• 2x USB-C ports
• 8-speaker sound system
• Head-up display

Mazda3 Pure safety features:

• 7x airbags
• Autonomous emergency braking with pedestrian and cyclist detection
• Adaptive cruise control with stop and go functionality
• Lane keeping assistance with lane departure warning
• Blind-spot monitoring with rear cross-traffic alert
• Automatic rear braking
• Auto high beam
• Traffic sign recognition
• Driver attention monitoring
• Rear parking sensors
• Reversing camera
• Tyre pressure monitoring

The Mazda3 range earned a five-star ANCAP safety rating in 2019 against older testing criteria with scores of 98 per cent in adult protection, 89 per cent in child protection, 81 per cent in vulnerable road user protection and 76 per cent for safety assist.

Mazda3 Pure options:

• Premium paint: $595
• Vision Technology package with a 360-degree camera, adaptive lane guidance, driver monitoring, front cross-traffic alert, front parking sensors and a 10.25-inch touchscreen: $2000

Interior, practicality and bootspace

As was the case when the current generation Mazda3 was released back in 2019, the interior blows the competition away for quality with lots of soft touch materials throughout the cabin. The switchgear – such as the window controls and stalks – is also softly damped and makes it feel like it’s from a luxury brand. We also love the synthetic leather trim on the centre console and armrests, which are perfect for resting limbs against.

The 3’s cabin is also somewhat practical, at least in the front, with big door bins, a big box underneath the central armrest, average cupholders ahead of the gearbox, a secret tray to the right of the driver’s legs and a tray underneath the centre console that’s a wireless charger in higher-end models.

Centre of the 3’s cabin is an 8.8-inch infotainment screen that’s controlled by the wheel in the centre console – in this spec of Mazda3, you can’t touch the screen to control it, though the smartphone mirroring alone can be controlled by touch in higher-end models. While that may bother some, the controller wheel is safer to use while driving and it means you’re not reaching over to touch the screen.

The screen itself is minimalist in layout, easy to use and features good graphics. The eight-speaker sound system also gives above average sound quality, better than you’d expect for a base model small hatchback.

The driving position, even in the base model Mazda3, is great with ample adjustment in the steering wheel and driver’s seat, impressively including both height and under-thigh angle adjustment. Rear vision, however, is not good thanks to the thick pillars and sloping roofline. But there must be sacrifices for this much style, right?

Thanks to the aforementioned style and the small windows it provides, the rear seat of the Mazda3 hatchback is not its strongest point, and the Pure is the worst in the range because it misses out on features such as air vents and a central armrest. For amenities, occupants get just one map pocket and a door pocket and that’s it. Legroom is tight for taller adults, though headroom is fine, and there are three top-tether points and two ISOFIX points for child seats.

The boot of the Mazda3 measures 295 litres with the seats up (Mazda doesn’t provide a figure for them folded) and like the rear seat, it’s a spartan space with no hooks, tie down points or extra storage. While the boot lip is high, folding the seats gives a flat loadspace for trips to Ikea, and it’s also finished with high quality carpeting. If you’re looking for more practicality from your Mazda3, consider the sedan as its boot is larger and the larger windows give a more spacious feel in the rear seat.

Performance and economy

The Mazda3 G20 Pure uses a 2.0-litre four-cylinder naturally aspirated petrol engine making 114kW of power and 200Nm of torque. Power is sent to the front wheels via a six-speed torque converter automatic transmission – the former six-speed manual option is no longer available, same with the former 2.0-litre ‘SkyActiv-X’ engine that sat the top of the range. Crucially for some buyers as well, there’s no hybrid drivetrain available either, though Mazda has put a lot of effort in to shaving fuel use – this engine now has cylinder deactivation tech, for example.

Mazda claims that the 2.0-litre Mazda3 will use 5.9L/100km on a combined cycle, but we found that difficult to achieve and reported 6.8L/100km in combined driving – or almost double of what a Corolla hybrid can achieve. Mazda also claims that the 2.0-litre Mazda3 will emit 138g/km of CO2, while its 51-litre fuel tank can be filled with 91RON regular unleaded fuel.

On the road

As you’d expect from Mazda’s current premium attitude, the driving experience of the Mazda3 is calm, mature and comfortable and makes the car feel like it costs a lot more than it actually does.

As we’ve seen in the cabin, the driving experience of the 3 is considered, from the excellent refinement with low road noise levels to the steering that offers excellent weighting. In both urban and highway driving, the Mazda3 is a great companion.

Despite featuring a relatively unsophisticated torsion beam rear suspension set up compared to the multi-link set ups of some rivals, the Mazda3’s ride quality is generally well sorted. While it can feel a touch firm, and larger bumps are felt, it settles quickly afterwards. It’s also a great handling car, as you’d expect from a Mazda product. Of course, it’s no MX-5, but it comfortably shades its rivals for behind the wheel fun. The chassis is tight and it feels light on its feet too.

If there’s a chink in the 3’s armour, it’s the engine. The 2.0-litre ‘SkyActiv-G’ donk has been around in different tunes since 2011 and for most people, it’s a totally fine engine: grunty enough for in-town driving, relatively fuel efficient and it sounds good as well. But against newer turbocharged and hybrid rivals, it’s a bit slow and feels a bit dated. Again, it’s totally fine for most people but we’d upgrade to the larger ‘G25’ 2.5-litre engine for its extra low end grunt.

Where Mazda piles on more premium feel is in the tuning of its active safety features. Even the entry-level Pure is very well equipped for safety features – a head-up display on a base model!? Wow – and each one is expertly tuned to alert but not annoy. The lane keeping assistance, for example, is accurate and subtle and the traffic sign recognition can be set to permanently visually alert you to exceeding the speed limit but not audibly. Want the audible alerts to switch off? Press the button for that function to the right of the driver. A lot of manufacturers could learn from Mazda’s active safety features, in our opinion.

Service and warranty

Mazda covers the Mazda3 with a five-year/unlimited km warranty with five years of roadside assistance.

Unlike a lot of previous Mazda products, the 3’s service intervals are once-yearly/every 15,000km and five years/75,000km of servicing costs $2251 ($450 per service).

Verdict: should I buy a Mazda3 G20 Pure?

While there are less small hatchback buyers than there have been in the past, they are still popular and one of the best options is undoubtedly the Mazda3. Let’s start with the negatives: the back seat and boot are smaller than most rivals, the 2.0-litre engine can be thirsty and feels a bit slow, there’s no more manual option and it’s not the cheapest to service.

On the flip side however, it looks like a Japanese Alfa Romeo Brera, it’s fun to drive, comfortable, well equipped for a base model – especially with safety features – and its interior quality is excellent. The Mazda3 is a great car but we’d jump up to minimum Evolve level (+ $1800) to gain features such as rear air vents, larger wheels and wireless smartphone mirroring for a more complete overall package.

Mazda3 rivals

• Toyota Corolla
• Subaru Impreza
• Skoda Scala

Specifications

Australians’ love affair with the SUV continues, the form accounting for 60.4 per cent of total new vehicle sales up to May this year, an increase on 55.8 per cent over the same period in 2024.

That figure speaks to their practicality, their extra ride height and perceived all-round functionality over a regular car. But like everything, pricing of SUVs is creeping higher along with their popularity.

To get attention and gain a foothold in the Australian market, newer brands such as Chery and Geely are turning out product that undeniably represents value-for-money, whether you’re considering a small, mid-size or large SUV. Here’s our run-down of some of the current best value options…

SMALL SUVs

Chery Tiggo 4

Price: from $23,990 drive away
Engine: 1.5-litre turbo-petrol, 108kW/210Nm, CVT auto, front-wheel drive
Combined fuel consumption: 7.4L/100km

Despite launching as recently as late 2024, the Chery Tiggo 4 had already sold over 6200 to the end of May 2025. What is the appeal of this compact model?

Pricing starts at just $23,990 for the entry-level Urban with the top-spec Ultimate adding only $3,000 to the price. Even with premium paint, the most expensive Tiggo 4 Pro is comfortably under the $30,000 threshold – and unlike the pricing of most rivals quoted here, that includes all on-road costs.The Tiggo 4 Pro’s seven-year/unlimited km warranty with up to seven years of roadside assistance is long, too, while the first five years of servicing only costs $1,400.

In addition to that, even the entry-spec car is well equipped with features like automatic LED lighting, a dual 10.25-inch layout and dual-zone automatic climate control. The upper-spec Ultimate adds luxury features such as a sunroof.

The whole Tiggo 4 range is powered by a turbocharged 1.5-litre petrol engine mated to a CVT automatic transmission, while its driving experience is soft and comfortable. It’s spacious for its size as well, while its quality is great for the price. If you’re after a great value SUV, the Chery Tiggo 4 should towards the top of your list.

MG ZS

Price: from $29,990 drive away
Engine: 1.5-litre naturally aspirated or turbocharged petrol 81kW/140Nm or 125kW/275Nm, CVT
auto, front-wheel drive
Combined fuel consumption: 6.7-6.9L/100km

The MG ZS range recently won Wheels’ Best Small SUV award for 2025, including the best sub-$30k segment… and for good reason: it’s a great all-rounder and its value equation is strong, as we’ve come to expect from a modern MG product. Pricing starts at just $25,990 for the entry-level Excite, with the upper-spec Essence priced at $28,990 and the Essence Turbo at $30,990 – all those prices are driveaway, by the way.

The standard equipment list across the range is strong with even the entry-level Excite equipped with a full active safety suite with autonomous emergency braking, adaptive cruise control and lane keeping assistance.

Move up the range and features such as a panoramic sunroof, synthetic leather upholstery, a 360-degree camera and a large 12.3-inch touchscreen are added and even the top-spec Essence Turbo’s 18-inch wheels, automatic climate control and driving modes come in at under $31,000 drive away.

The new ZS is a big improvement overall on the ZST it replaces when it comes to the driving experience, feeling more mature and comfortable from behind the wheel. The cabin is good quality and spacious for the segment, as is the 443-litre boot. Add in MG’s 10-year/250,000km warranty and it’s easy to see why the ZS is one of the best value SUVs on the market.

MGS5 EV

Price: from $40,490 drive away
Battery/range: 40.2kWh/430km (WLTP)
Motor: 160kW/320Nm

Why include two MG small SUVs in a best value list? Well, while the ZS is great value for a small petrol SUV, the new MGS5 EV offers the same for an electric small SUV, priced from just $40,490 drive away. More generally, it’s just a very good product that drives well, is spacious. practical and well equipped.

There are two S5 models on offer in Australia: the base model Excite and top-spec Essence, and both are available with either a 49kWh or 62kWh battery for up to 430km of WLTP-rated range.

The Excite is equipped with features such as 17-inch wheels, automatic LED lighting, automatic climate control, a 12.8-inch touchscreen with wireless smartphone mirroring and a full suite of active safety features. The Essence then adds an electric tailgate, a 360-degree camera, synthetic leather trim, an electric driver’s seat and a wireless phone charger.

At the top of the range currently, the MGS5 EV is priced at $44,990 drive away, which is great value for money considering how much equipment it features as standard, as well as its excellent all-round capability. Plus, MG covers the S5 with a 10-year/250,000km warranty and five years of servicing costs $1967 – and it also has long 25,000km service intervals as well. Among the newcomer small electric SUVs, the MGS5 EV is one of the best value on offer.

MID-SIZE SUVs

Chery Tiggo 7

Price: from $29,990 drive away
Engine: 1.5-litre turbo-petrol, 137kW/275Nm, 7-speed dual-clutch auto, front-wheel drive
Combined fuel consumption: 7.0L/100km

Chery’s mid-size SUV sits above the popular Omoda 5 and Tiggo 4 models in the line-up. The range was recently simplified to just two models with pricing now starting from $29,990 drive away for the entry-level SE, but even the higher-spec SE+ is still only $33,990 drive away. Chery is also about to launch a plug-in hybrid Tiggo 7 priced from just $39,990 drive away.

Standard equipment highlights include 18-inch alloy wheels, dual 12.3-inch touchscreens, wireless Apple CarPlay and Android Auto, dual-zone automatic climate control, an eight-speaker Sony sound system and a lot of active safety kit, including a front centre airbag, autonomous emergency braking, adaptive cruise control, lane keeping assistance and a reversing camera.

The Tiggo 7 Pro’s cabin is nicely finished and practical, while the 549-litre boot is also large for its size. Chery’s seven-year/unlimited km warranty is standard, as is seven years of capped price servicing. Overall, it’s a value-packed mid-size SUV.

GWM Haval H6

Price: from $33,990 drive away
Engine: 2.0L turbo petrol, 150kW/320Nm, 7-speed dual-clutch automatic, 2WD
Combined fuel consumption: 7.4L/100km

The GWM Haval H6 is one of the most practical mid-size SUVs you can buy. With a huge 600-litre boot and a spacious rear seat, it can easily take what your family has to throw at it – but priced from just $33,990 drive away, it also undercuts the majority of its rivals.

While the entry-level H6 is not quite as well equipped as rivals, it still features a 10.25-inch touchscreen and digital driver’s display, Apple CarPlay and Android Auto, keyless entry with push button start, a central airbag and a suite of active safety features like autonomous emergency braking, adaptive cruise control, lane keeping assistance and a reversing camera.

We’d definitely spend the extra $3000 to get to the mid-spec Lux for features like a leather steering wheel, auto-folding mirrors, roof rails, an electric driver’s seat and a 360-degree camera.

Regardless of petrol H6 model chosen, a gutsy 150kW/320Nm 2.0-litre turbo-petrol engine is standard equipment, as is a seven-speed dual-clutch transmission. A hybrid drivetrain is also available up the range, if that’s what you’re looking for.

The H6 is covered by GWM’s solid seven-year/unlimited km warranty and though its service intervals are strange, service pricing is cheap. All of that, plus the H6’s spacious and good quality cabin, mean that it’s a strong contender in the mid-size SUV segment. If you’re value-focused, it’s a great option.

Geely EX5

Price: from $40,990 plus on-road costs
Battery/range: 40.2kWh/up to 430km (WLTP)
Motor: 160kW/320Nm

Newcomer Geely launched its new EX5 electric mid-size SUV in Australia earlier this year at a very low price: just $40,990 plus on-road costs for the entry-level Complete, or around the same price as a second-from-base petrol Mazda CX-5 that features a lot less standard equipment.

Using a 40.2kWh battery for up to 430km of WLTP-rated range, the EX5 features a 160kW/320Nm electric motor for a healthy sub-7 second 0-100km/h acceleration time. It’s also quite spacious inside thanks to its flat floor and while the boot may seem small on paper, it feels larger in real life thanks to its massive under-floor storage section.

But the value equation of the EX5 is its biggest attraction as even the entry-level Complete is loaded with features such as synthetic leather upholstery, electric front seats, a huge 15.4-inch touchscreen with live services and a full suite of active safety features.

For an extra $4000, the upper-spec Inspire further adds larger wheels, a panoramic sunroof, heated and ventilated front seats and a punchy 1000-watt 16-speaker sound system. The EX5 is covered by a seven-year/unlimited km warranty with the first five years of servicing costing $1487 (though you can save money by pre-purchasing it). Overall, the Geely EX5 is one of the best value cars on the new car market – it also just happens to be electric.

LARGE SUVs

Chery Tiggo 8 Pro Max

Price: $38,990 drive away
Engine: 2.0-litre turbo-petrol, 180kW/375Nm, 7-speed dual-clutch auto, two-wheel drive or all-
wheel drive
Combined fuel consumption: 8.1-8.7L/100km

The Chery Tiggo 8 Pro Max is undoubtedly one of the best value seven-seat SUVs on the market today, priced from just $38,990 drive away for the entry-level Urban. It features a classy cabin, a long list of standard equipment, a solid driving experience with a grunty turbo-petrol engine and a long warranty with inexpensive servicing pricing.

Currently, there are three Tiggo 8 Pro Max models available: Urban, Elite and Ultimate AWD, each using the same 180kW/375Nm 2.0-litre turbo-petrol engine with a seven-speed dual-clutch transmission, though a new plug-in hybrid option with up to 95km of electric driving range will go on sale next month as well.

Standard equipment on the Urban includes 18-inch wheels, synthetic leather trim, an electric driver’s seat with memory functionality, heated and ventilated front seats, dual 12.3-inch displays and a full suite of active safety features. The mid-spec Elite adds third-row air vents and a power tailgate, while the top-spec Ultimate further adds larger 19-inch wheels, a Sony sound system, a panoramic sunroof and privacy glass.

Chery covers the Tiggo 8 Pro Max with a seven-year/unlimited km warranty and the five-year service cost is just $1495. Overall, Chery plays the value card strongly in the Australian market and the Tiggo 8 Pro Max is the strongest value product it sells. For under $40,000 drive away, you get a practical, good quality and well equipped seven-seat SUV that has a long warranty and cheap servicing, making it strong value for money.

Mahindra XUV700

Price: from $39,990 drive away
Engine: 2.0-litre turbo-petrol, 149kW/380Nm, 6-speed auto, front-wheel drive
Combined fuel consumption: 8.3L/100km

The Mahindra XUV700 is a top value large-sized SUV priced from just $39,990 drive away for the entry-level AX7 and offering seven seats, making it ideal for larger families. There is also a top-spec Black Edition for only $43,990 – again, that’s driveaway.

A gutsy turbocharged 2.0-litre petrol engine sits under the bonnet mated to a smooth six-speed automatic transmission.

Standard equipment is generous with features like 18-inch alloy wheels, leatherette upholstery, six-way electric driver’s seat adjustment with memory, a panoramic sunroof, dual 10.25-inch screens, Apple CarPlay and Android Auto and a suite of active safety features such as autonomous emergency braking, adaptive cruise control and a reversing camera.

The XUV700’s interior is modern, good quality and practical. While Mahindra doesn’t provide space figures, it’s estimated to hold around 150 litres behind the third row, with folding those seats adding another 500L to the total – or more than enough for your family. Add in the seven-year/150,000km warranty and the XUV700’s overall value is strong.

Skoda Kodiaq

Price: from $56,990 drive away
Engine: 2.0-litre turbo-petrol, 140kW/320Nm, 7-speed dual-clutch, all-wheel drive
Combined fuel consumption: 9.2L/100km

Since its arrival in Australia in 2007, Volkswagen-owned Czech brand Skoda has offered good value for money across its range and the new-generation seven-seat Kodiaq, launched earlier this year, is priced from just $56,990 drive away.

While that’s priced higher than other seven-seat SUVs here, it’s also less than key rivals such as the Hyundai Santa Fe and yet, it’s also better equipped. The Kodiaq also drives well, and its cabin is sensibly designed and of excellent quality.

Standard equipment on the entry-level Kodiaq Select includes 19-inch alloy wheels, leather upholstery, an electric driver’s seat with memory, heated front seats, tri-zone automatic climate control, a 13-inch touchscreen with sat-nav and wireless smartphone mirroring, a full suite of active safety features and an abundance of Skoda’s ‘simply clever’ features such as rubbish bins in the front doors, an umbrella and even a windshield washer reservoir.

The Kodiaq range is powered by a gutsy 140kW 2.0-litre turbo-petrol engine mated to a seven-speed dual-clutch transmission and all-wheel drive, while its driving dynamics are typically well-tuned as you’d expect for a European car. Added to that is Skoda’s seven-year/unlimited km warranty, which is very competitive and is the longest for a European manufacturer.

Volkswagen has revealed a higher-performance Golf GTI, with the new Golf GTI Edition 50 created to celebrate 50 years of the brand’s hot hatch. With more performance and enhancements to the dynamic package, the Edition 50 is the fastest ever production Volkswagen around the Nurburgring with a lap time of 07:46:13.

On the exterior of the Golf GTI Edition 50 are a number of special touches, including multiple Edition 50 badges, black detailing, a side stripe and a red finish for the wheels. Buyers will get to choose from white, grey, black and two unique colours: a dark green and the brand’s classic ‘Tornado Red’.

Inside the GTI Edition 50 is a special plaid trim for the sports seats, more Edition 50 logos and even red pedals.

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Volkswagen has tuned the Golf GTI’s ‘EA888’ 2.0-litre turbo-petrol engine to make 239kW of power and 420Nm of torque – 44kW and 50Nm more than the standard GTI and only 6kW less than the Golf R. The added performance gifts the Edition 50 with a 5.5-second sprint to 100km/h and a top speed of 270km/h – 0.4 second and 20km/h improvements on the standard GTI.

More than just added performance, the GTI Edition 50’s chassis has also been revised with 15mm lower suspension and new settings for the steering, adaptive dampers and limited-slip differential.

For buyers wanting even more performance, an optional Performance Package is available on the Golf Edition 50 and that includes lowered suspension by a further 5mm, revised spring and damper settings and significantly increased negative front camber with stiffer upper suspension mounts.

Also included in the Performance Package are new Bridgestone Potenza Race semi-slick tyres, which were developed for the special GTI. The tyres are 1.2kg lighter each than previous-generation Potenza Races, and the wheels are also 3kg lighter each than a standard GTI.

A new lightweight R-Performance exhaust system with a titanium rear silencer is also fitter, though buyers can save a further 11kg by ticking the box for the optional Akrapovic system.

The Volkswagen Golf GTI Edition 50 will go on sale in early 2026 in Europe, with Australian plans yet to be confirmed.

It’s not just its relentless popularity with new car buyers that makes it obvious why the Ford Ranger has been crowned as the overall winner of Wheels’ Best Dual-Cab Ute award for 2025. It’s available drivetrains – including the new plug-in hybrid – its driving dynamics, interior, practicality, toughness and even its ergonomics mean the Ranger beats its competition hands-down.

Price: From $36,880 plus on-road costs (XL Hi-Rider 4×2 Single Cab), up to $90,440 +ORC (Raptor)
Drivetrain/economy/CO2 emissions:
2.0L turbo-diesel: 125kW/405Nm, 6-speed auto, 2WD or 4WD, 7.6L/100km, 199g/km;
2.0L twin-turbo diesel: 154kW/500Nm, 10-speed auto, 4WD, 7.2L/100km, 189g/km;
3.0L turbo-diesel: 184kW/600Nm, 10-speed auto, 4WD, 8.4L/100km, 222g/km;
3.0L turbo-petrol (Raptor): 292kW/583Nm, 10-speed auto, 4WD, 11.5L/100km, 262g/km;
2.3L turbo-petrol PHEV: 207kW/697Nm, 10-speed auto, 2.9L/100km, 66g/km
Dimensions: Up to 5380mm long, 1918mm wide, 1926mm tall, 3270mm long wheelbase
Towing capacity/GVM/GCM: 2500kg–3500kg/3130kg–3350kg/5370kg–6400kg
Warranty/roadside assistance/service intervals: Five-year/unlimited km, 12 months of roadside assistance with each dealer service up to seven years in total, annually/every 15,000km
Five-year service cost: $1,516 ($303 per year)

One of our favourite things about the Ranger is the way it drives for Australian conditions. Ford Australia were integral to the design and development of the Ranger and that can be seen in the way it drives: for a ute, its ride and handling balance is excellent. It’s also impressively comfortable, no matter which model you choose, and it’s more satisfying to drive than key rivals such as the Toyota HiLux and Isuzu D-Max.

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The number of variants are also a huge attraction – from the entry-level XL to the top-spec fire-breathing Raptor, each Ranger model is well equipped and although it can be more expensive than key rivals, we think it still represents solid value for money. Ford is also adept at reading the market and has added special editions such as the Tremor for even more off-road ability. In addition to that, its five-year capped price servicing is some of the least expensive in the segment.

The interior of the Ranger is among the best in class and full of clever features, such as the genius ‘fries holder’ cut out ahead of the gear selector sculpted for – what else – a packet of Maccas’ fries. Every model has a large portrait touchscreen that’s quite easy to use and features hard buttons for more practicality, while there’s also plenty of storage space. While there are some utes that are larger in the rear seat, the Ranger is still mighty comfortable back there.

Regardless of model chosen, the Ranger’s drivetrains are excellent for the category, particularly the superb 3.0-litre V6 turbo-diesel that also adds a clever four-wheel drive system. But even the 2.0-litre diesels in entry-level models are gusty, and the new plug-in hybrid drivetrain is quick and provides a reasonable electric driving range and, cleverly, power in the rear tray off which to operate tools and camping gear.

With its strong off-road ability, 3.5-tonne braked towing capacity across the mainstream range, excellent driving dynamics for the segment, a whole host of standard features on every model – including a lot of clever towing and off-roading features – and a wide range of specs to choose from, the Ford Ranger is unsurprisingly a winner in market and a worthy victor of this year’s Wheels’ Best Dual-Cab Ute.

Contenders

• VW Amarok PanAmericana
• Ford Ranger Raptor
• Nissan Navara Warrior
• Isuzu D-Max Blade

Winner: VW Amarok PanAmericana

• Price: From $54,490 plus on-road costs (TDI405 Core) to $82,990 +ORC (Aventura)
• Drivetrain/economy/CO2 emissions: 2.0L turbo-diesel: 125kW/405Nm, 6-speed auto, 4WD, 8.0L/100km, 211g/km; 2.0L twin-turbo diesel: 154kW/500Nm, 10-speed auto, 4WD, 7.2L/100km, 189g/km; 3.0L turbo-diesel: 184kW/600Nm, 10-speed auto, 4WD, 8.4L/100km, 222g/km; 2.3L turbo-petrol: 222kW/452Nm, 10-speed auto, 4WD, 9.7L/100km, 222g/km
• Dimensions: Up to 5362mm long, 1917mm wide, 1884mm tall, 3270mm long wheelbase
• Towing capacity/GVM/GCM: 3500kg/3230kg – 3350kg/6200kg – 6400kg
• Warranty/roadside assistance/service intervals: Five-year/unlimited km, 12 months of roadside assistance extended with each dealer service, annual/every 15,000km
• Five-year service cost: $1900 ($380 per year)

If you’re a little less price-sensitive when it comes to choosing a dual-cab ute, it becomes genuinely difficult to make a case against the Volkswagen Amarok. It’s an astonishingly polished package that is one of the most aspirational choices in the entire sector. But does that mean it’s a ute for people who don’t really like utes?

Not really. While there might be other choices that would be your go-to if your weekend fun involved mud ruts so deep that your diff does a decent impression of a ploughshare, the Amarok is nevertheless a lot more versatile than its sophisticated look and feel initially suggests. Under the skin, it’s much the same as the existing Ford Ranger, so it’s clearly a well-engineered package that’s designed specifically with Australian conditions front and centre of mind.

Buyers largely choose from the 125kW 2.0-litre turbodiesel TDI405 models, the 150kW 2.0-litre twin-turbodiesel TDI500 variants or the V6 turbodiesel TDI600 models, but where the Amarok has offered a key point of difference over its cousin with the Blue Oval badge is that it also offers the 2.3-litre petrol TSI452 powerplant. If you’re dead set against diesel but want these underpinnings, the $79,990 TSI452 Aventura was – hulking Ranger Raptor aside – the only show in town, but the addition of this engine with plug-in hybrid boost to the Ford’s range erodes Volkswagen’s USP here.

No great issue. The Amarok is still a better looking thing than the Ranger, with a nicer interior and the price step up isn’t perhaps as great as you might expect, with around $2k separating the entry-level Ford and Volkswagen V6 variants. That’s a relatively modest sum to apply some creative man-maths to.

Downsides? There are fewer physical controls for the air conditioning than the Ranger gets, with most of the functions incorporated into the reskinned infotainment system. You also don’t get an app to allow for the likes of remote monitoring, diagnostics, vehicle locating or over-the-air updating.

There is a feel-good quality to the Amarok that Volkswagen does very well. Choose, say, a mid-range Style version and it features leather-effect inserts on the dash and door cards and grippy microfibre ‘ArtVelour’ seating upholstery. It even gets matrix LED headlights, which you’ll value on those late drives home on country roads.

The Amarok makes all kinds of sense if you need a ute, but don’t want to shoulder many of the downsides that come with ute ownership. If you don’t think driving a ute means putting up with crude controls, second-rate interior materials and a poor ride, it makes a compelling case.

Ford Ranger Raptor

• Price: From $90,440 plus on-road costs
• Drivetrain: 3.0L V6 petrol engine, 292kW/583Nm, 10-speed auto
• Combined fuel economy, CO2 emissions, fuel type: 11.5L/100km, 262g/km, 98RON
• Warranty: Five year, unlimited kilometre
• Five-year service cost: $1645 ($329 per year)

Think Raptor and you probably have some super-saturated vision of big utes bounding over dunes in Baja, but the Australian reception to the Ford Ranger Raptor has been almost as euphoric. There’s a solid reason for that and it’s one that’s tough for any rival to replicate. It’s a truly big-budget item that’s been designed by Australians in Australia for the Australian market. Yes, it’s screwed together in Thailand, but we genuinely do lay claim to the genesis of the world’s straight-out-of-the-crate off-road ute and that’s something we should be enormously proud of.

Back in the March 2025 issue of Wheels, Daniel Gardner had the opportunity to drive the Ranger Raptor, F-150 Raptor and the Bronco Raptor back to back on the dunes of the UAE, and he returned utterly convinced that the Ranger was the wieldiest, toughest and most capable package, so we certainly don’t need to tug the forelock to the US mothership.

The unique and near-indestructible rear end with its specific subframe, the Fox 2.5” Live Valve internal bypass shock absorbers, the electronically controlled front and rear diff locks, the 850mm wading depth, the clever and useful selectable drive modes (which include damper settings), Ford’s Trail Control (effectively a low-speed cruise control for off-road use) and the monster 17-inch BF Goodrich KO2 high performance A/T tyres give the Raptor incredible off-road capabilities, especially for a vehicle with what some off-road greybeards would see as the inherent caveat of independent front suspension. It also features 285mm of ground clearance a 32° approach angle, 24° breakover angle and 27° departure angle allow.

A snorkel and a front  bar may be the only aftermarket accessories you’d ever need  to get to some fairly remote places on the map. And you’d certainly want to be in nothing else to cover kilometre after kilometre of red centre washboard.

Due to issues surrounding payload, we’d look to a leaf-sprung ute if we wanted to build a serious overlanding rig, but if you just want something that’s absolutely good to go bush straight off the forecourt, nothing really gets close to the Ford Ranger Raptor.

Nissan Navara Warrior

• Price: From $58,750 plus on-road costs
• Drivetrain: 2.3L 4-cyl turbodiesel engine, 140kW/450Nm, 6-speed manual/7-speed auto
• Combined fuel economy, CO2 emissions, fuel type: 7.6L/100km, 200g/km, diesel (SL auto)
• Warranty: Five year, unlimited kilometre
• Five-year service cost: $2495 ($499 per year)

Congratulations to Nissan for identifying that not everyone is ready or able to drop $90k on a Ford Ranger Raptor and that a budget alternative, offering much of the Ford’s capability at two-thirds of the price, could well find a ready market. And so it has proven.

Whereas the Raptor is unapologetically over-engineered, Nissan has taken a more pragmatic view regarding the Navara Warrior. Like the Ford, it’s built in Thailand, but from there it comes to Australia and is stripped back and worked up by Premcar in Melbourne.

The ground clearance is lifted by 40mm to 260mm and the track splays from 1570mm to 1600mm. The approach angles improves from 32 to 36 degrees, and the the suspension now features revised spring and damper rates for improved isolation and compliance. A bigger jounce bumper has been fitted to reduce shock pathways into the cabin at full suspension travel. That’s on top of all the gear such as a winch-compatible front bar, broader fender flares, meaty Cooper AT3 rubber, a 3mm steel underbody protection plate and a red front bash plate.

There’s even a respectable payload available – up to 961kg for the manual PRO-4X and 952kg for automatic versions. Not everyone’s a fan of rowing their own gears out in the rough stuff, but there’s a hardcore of off-road drivers who like that feeling of control, the mechanical simplicity and the challenge of right gear, right time. And choice has to be a good thing, right?

In practice, the Navara Warrior feels nigh-on unstoppable and there’s no real acclimatisation process to getting to grips with the drive controls. There’s even an old-school handbrake bar, which we love. The seating position takes a bit of getting used to, as there’s no reach adjustment for the steering column, and the low range system prefers to have no load on it and be on flat ground to engage and, as we all know, that’s not always a given. The fairly useless and largely cosmetic sports bar of the Warrior Pro-4X variant also limits access to the front tie-downs. Other gripes? Seat heating would come in handy for winter high country jaunts and the infotainment seems a bit off the pace. The fuel gauge can also be a little vague. It’s also worth noting that there’s no stock of the base SL Warrior manual on hand right now.

No, it’s not as sophisticated as a Ranger Raptor and nowhere near as fast, but if you value reliability and no-nonsense common sense engineering for your off-road ute, the Navara Warrior ticks all the right boxes.

Isuzu D-Max Blade

• Price: From $77,990 drive away
• Drivetrain: 3.0L 4-cyl turbodiesel engine, 140kW/450Nm, 6-speed auto
• Combined fuel economy, CO2 emissions, fuel type: 8.0L/100km, 207g/km, diesel
• Warranty: Six years, 150,000 kilometre
• Five-year service cost: $2245 ($449 per year)

While there’s a lot to be said for the effectiveness of Isuzu‘s D-Max Blade, originality probably isn’t its key asset. It effectively follows the pathway that Nissan took with the Navara Warrior models, bringing a well-considered base ute to an Australia specialist – in this case Walkinshaw – which undertakes a fundamental re-engineering of its suspension and off-road accessories.

There’s little to complain about the D-Max Blade’s off-road abilities, but its Achilles heel may well be the value proposition. Whereas Nissan offered the Navara Warrior in both a ritzy PRO-4X and a more utilitarian SL version, Isuzu has positioned the D-Max Blade as a model at the top of the range with just about every bell and whistle available crow-barred in. That means a drive-away price of nigh-on $78,000, when a little $50k can buy you a D-Max with the same 4JJ1 3.0-litre diesel powerplant. In percentage terms that’s quite the uptick.

The bits that matter are the 29mm lifted suspension featuring Monroe 35mm MTV twin-tube dampers. The Blade runs on 275/65R17 Goodyear Wrangler Duratec RT all-terrain tyres, and there’s an extra 32mm of track width compared with a more familiar D-max LS-U model. There’s also underbody protection in the form of a steel plate that doubles the usual D-Max’s 1.5mm gauge to 3.0mm. There’s even a cross-braced eight-tonne load rated recovery point system. Rough Terrain mode also tamps down throttle sensitivity for those moments when the vehicle’s bouncing its way over truly awful terrain.

Buyers get 244mm of ground clearance and approach breakover and departure angles of 29.2, 25.2 and 19.2 degrees respectively. It’s a well engineered and wisely chosen set of upgrades that deliver a decent uptick in off-road capability for the already burly D-Max. You’re also buying a whole heap of stuff like embroidered headrests, scuff plates, identification plaques, Basalt Black detailing, decals, exclusive mud flaps and a vast list of such tinsel, so it would have been very welcome had Isuzu also offered the Blade off-road package on a more affordable variant without all the aesthetic extras.

With its leaf-sprung rear end and near-indestructible chain-driven 3.0-litre diesel engine, the beauty of the D-Max Blade is that it brooks no surprises with Aussie drivers who know and trust the D-Max. It’ll get you where you need to go and back again. It might not do so in the most comfort or in the quickest time, but there’s a lot to be said for rugged dependability in this wide, brown land and the D-Max Blade has that in spades.

Motorists in New South Wales are being urged to pay close attention to their speed, with major changes to road enforcement coming into effect from July 1.

Two key average speed camera locations – until now operating in trial mode – will begin issuing fines to light vehicle drivers, marking a significant shift in the state’s road safety approach.

These cameras, located on the Pacific Highway between Kew and Lake Innes (15 km) and on the Hume Highway between Coolac and Gundagai (16 km), will become the first in NSW to enforce average speed limits for cars and light vehicles. Previously, all average speed detection systems in the state targeted heavy vehicles only.

Unlike traditional speed cameras, these systems calculate a vehicle’s average speed over a distance by recording the time it passes two checkpoints. If the calculated average speed exceeds the legal limit, a fine and demerit points will apply.

Penalties can be severe, with fines for light vehicle drivers ranging from $145 and one demerit point (for under 10 km/h over the limit) to $2959 and six demerit points (for speeding over 45 km/h above the limit). Learner and P-plate drivers face harsher penalties at the lower thresholds, and all fines may increase from July 1 in line with the Consumer Price Index (CPI).

Transport for NSW says the initiative is intended to save lives by encouraging consistent speed compliance across long stretches of road. “Average speed safety cameras are designed to prevent speeding over distance – not just at camera points,” a spokesperson said.

However, not everyone agrees with the approach. Lawyer Hayder Shkara told Yahoo News the system would penalise “everyday drivers” who unintentionally drift above the limit.

“This doesn’t stop the hoon who slams the brakes when they see a cop – it catches the driver going a few kilometres over during long trips,” he told Yahoo News. He also raised concerns that drivers might become overly focused on their speedometer at the expense of broader road awareness.

With letters sent to local residents and public notices online, authorities are warning all motorists to be aware of the new rules – and ensure they’re driving within the limit when enforcement begins July 1.

Renault has announced that the first two examples of its new Duster small SUV have arrived in Australia ahead of a July on sale date. So far, the brand has announced that two models will be offered with two different drivetrains, including an all-wheel drive model with a manual transmission. Local pricing is expected to be announced soon.

The two examples are now testing locally ahead of release, but also to test a new range of off-road specific accessories such as a Rhino-Rack rooftop tent and modular roof platform.

The Renault Duster measures 4345mm long, 1921mm wide, 1650mm tall and rides on a 2657mm long wheelbase. Its ground clearance is up to 212mm.

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“Unlike many other vehicles in the small SUV segment, the Renault Duster has a level of genuine off-road ability for those who want to escape the urban jungle,” said Renault Australia General Manager, Glen Sealey.

In Australia, two drivetrains will be initially available for the Renault Duster: a 113kW/250Nm 1.3-litre four-cylinder turbo-petrol engine mated to a seven-speed dual-clutch transmission and front-wheel drive, or a mild-hybrid 96kW/230Nm 1.2-litre three-cylinder turbo-petrol engine mated to a six-speed manual and all-wheel drive.

According to Renault, two models will be available, as will seven exterior body colours.

Key Renault Duster available features:

• LED headlights with Y-shaped daytime running lights
• 7-inch digital driver’s display
• 10.1-inch touchscreen
• Apple CarPlay and Android Auto
• Autonomous emergency braking
• Driver attention alert
• Traffic sign recognition
• Lane keeping assist
• Blind-spot monitoring
• Rear/multi-view cameras (depending on specification)
• Five driving modes (4×4 only)
• Hill descent control (4×4 only)

The Renault Duster is due to go on sale in Australia from next month, with local pricing and
specifications due to be announced before then.

Audi Australia has announced new S Line Edition special models for the A1 hatchback and Q2 and Q3 small SUVs. Based on the 35 TFSI models in each lineup, the new editions add sportier exterior styling and more standard equipment for enhanced value for money.

Priced from $41,800 plus on-road costs, the Audi A1 S Line Edition is priced $2,600 higher than the A1 35 TFSI on which it’s based, yet according to Audi, adds more than $7000 of extra value through new equipment.

On top of the A1 35 TFSI’s standard equipment, the S Line Edition adds sportier S Line exterior styling with gloss black highlights such as the mirror caps and badging, black 17-inch alloy wheels, adaptive LED headlights and LED tailights with scrolling indicators.

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Inside, the A1 S Line Edition features front sports seats with lumbar adjustment in ‘Derby’ upholstery, though buyers can choose leather for an additional $1500. Heated seats, dual-zone automatic climate control and selectable LED ambient lighting are also available as part of the $1000 Comfort Package.

The same value enhancement goes for both the Q2 and Q3 S Line Editions. Priced from $50,900 +ORC, or $1500 above the Q2 35 TFSI, the Q2 S Line Edition adds sportier exterior styling with gloss black exterior detailing and 19-inch alloy wheels.

Q2 S Line Edition buyers can also choose the $2150 Comfort Pack with heated seats, an auto-dimming rear mirror, auto-folding exterior mirrors, privacy glass and a 180-watt sound system. The Q2 S Line Edition is available in Progressive red, Glacier white, Mythos black, Navarra blue and Daytona grey paint finishes.

Finally, the Q3 S Line Edition adds the same sportier exterior styling and detailing, as well as 20-inch alloy wheels and premium paint finishes with the illuminated S Line door sills also added.

Audi S Line Edition pricing (plus on-road costs):

The special edition Audi S Line models are now on sale in Australia, with first deliveries due to
commence soon.