GWM Australia has announced that the plug-in hybrid variant of the popular Tank 300 off-road large SUV will be launched locally from March 2026.

Priced from $55,990 drive away for the entry-level Lux, the plug-in hybrid will be the fourth available drivetrain for the Tank 300 and will use the same 300kW drivetrain as the larger Tank 500, with up to 105km of electric driving range. First announced in December 2025, the Tank 300 PHEV Ultra will arrive first, with the lower-spec Lux arriving soon afterwards.

Centre of the Tank 300 plug-in hybrid is GWM’s ‘Hi4-T’ plug-in hybrid drivetrain with a 2.0-litre turbo-petrol engine mated to a 120kW electric motor for 300kW power and 750Nm torque combined peak outputs. As with the Tank 500, the 300’s PHEV system is mated to a mechanical four-wheel drive system with a transfer case and locking differentials for the same excellent off-road capability that it’s known for.

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GWM is yet to confirm the Tank 300 PHEV’s battery size, but claims that it offers up to 115km of electric driving range (NEDC) and can be DC fast charged at up to 50kW for a claimed 30 to 80 per cent charge in as little as 24 minutes. Vehicle-to-load (V2L) functionality at up to 6kW to power external power devices is standard.

The Tank 300 PHEV’s 3000kg braked towing capacity is identical to the other Tank 300 models.

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2026 GWM Tank 300 pricing (drive away):

The GWM Tank 300 plug-in hybrid will go on sale in Australia from March 2026, with local specifications to be confirmed then.

KGM Australia has launched its second hybridised model locally after the Torres, with the Actyon Hybrid now on sale.

From $50,000 drive away, or $5000 more than equivalent petrol Actyon models, the KGM Actyon Hybrid is priced right in the heartland of hybrid mid-size SUVs. Competing against other mid-size hybrid SUVs such as the Hyundai Tucson, Kia Sportage, GWM Haval H6, Nissan X-Trail e-Power and Toyota RAV4, the KGM Actyon Hybrid sits in the KGM range as the more coupe-like version of the Torres.

The new hybrid uses a 1.5-litre hybrid drivetrain making 150kW of power and is capable of claimed fuel consumption of just 5.5L/100km on the combined cycle (2.1L/100km less than the petrol Actyon). Measuring 4740mm long, 1910mm wide, 1680mm tall and using a 2680mm long wheelbase, the Actyon is 140mm longer, 55mm wider, 5mm shorter and 10mm shorter between wheels than the outgoing RAV4. Its 668-litre boot is almost 100L larger.

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The KGM Actyon Hybrid’s turbo-hybrid drivetrain is the same as its recently-launched Torres Hybrid sibling. Using a dedicated hybrid transmission, the Actyon Hybrid sends power to the front wheels and emits 127g/km of CO2 (47g/km less than the petrol model).

Like the petrol Actyon, the hybrid is offered in entry-level K50 and upper-spec K60 forms. The K50 features equipment like 20-inch alloy wheels, LED lighting, leather upholstery, heated and ventilated front seats, dual 12.3-inch screens in the cabin and a large suite of active safety features.

Above the K50, the K60 adds a 360-degree camera, panoramic sunroof, wireless phone charger and sunshades for the rear doors. Scroll down to see a full standard equipment list.

2026 KGM Actyon pricing (drive away:)

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KGM Actyon K50 Hybrid standard features:

• 20-inch alloy wheels
• Automatic LED exterior lighting
• Automatic rain-sensing wipers
• Keyless entry with push button start
• Heated and auto-folding mirrors
• Electric tailgate with hands-free opening
• Dual-zone automatic climate control
• Heated leather steering wheel
• Leather upholstery
• 10-way electric front seat adjustment with heating and ventilation
• Heated outboard rear seats
• Dual 12.3-inch touchscreen and driver’s displays
• Apple CarPlay and Android Auto
• Interior ambient lighting
• 8x airbags
• Autonomous emergency braking
• Adaptive cruise control
• Lane keeping assistance
• Blind-spot monitoring
• Rear cross-traffic alert
• Auto high beam
• Front vehicle start alert
• Driver attention monitoring
• Front and rear parking sensors
• Reversing camera

Actyon K60 Hybrid model adds:

• 360-degree camera
• Panoramic sunroof
• Rear door sunshades
• Wireless phone charger

It’s hard to imagine that just 12 short years ago, Australians could buy a brand-new car for $9990 drive-away.

Sure, the Chery J1 was a no-frills city-sized hatchback with little in the way of creature comforts by today’s standards. But for a tenner under $10k, buyers scored a CD player, air conditioning, power windows, alloy wheels and two airbags.

Fast forward to 2026 and the idea of what is an affordable car today has changed, and changed dramatically. Just one model sneaks in under the psychological $20k barrier – the Kia Picanto Sport, which in manual trim lists for $19,190. Add in on-road costs and that figure balloons to around $22,000, a price that redefines what it means to be ‘affordable’ in the new car market in 2026.

Buyers shopping with both eyes on value should budget for anywhere from $25-$35k. And the good news here is that there are plenty of decent options within that price range. The three we’ve chosen here are all new to the Australian market, and bring different philosophies to the table – one a three-cylinder petrol FWD, another that claims to be a hybrid but isn’t, and finally the most affordable, full battery-electric SUV in Australia today.

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The cheapest of our pick is the Mahindra XUV 3XO, a sharply-priced compact SUV from the Indian manufacturer looking to make inroads into the lucrative Australian market. It’s priced from a very competitive $26,990 drive-away, the only of our trio to come in under $30k. That’s for the top-spec AX7L variant on test here. Buyers on an even tighter budget could be tempted by the $23,990 drive-away entry-level AX5L model.

On paper, the $28,990 Suzuki Fronx Hybrid also comes in under thirty grand but once on-road and dealer delivery costs are factored in, expect to pay around $31-$32k depending on where you live. And the newly-arrived BYD Atto 2 enters the fray with a compelling price point placing EV ownership within the grasp of more Australians than ever before. Priced from $31,990 plus on-road costs, the Atto 2 slides in at around $35,000 on the road.

So three different manufacturers with three distinct offerings – two compact, or light, SUVs, the other a slightly larger small SUV. But which one represents the best bang for your hard-earned dollar?

Mahindra might not be a familiar name, but the Indian giant has been around in Australia in one way or another since the early 1990s, first with the bare-bones Stockman off-roader and subsequently the frumpy and boxy Pik-Up ute.

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Now though, Mahindra has its sights set on cracking Australia’s lucrative SUV market, expanding its line-up with its most affordable model yet, the XUV 3XO compact crossover.

While ostensibly a new model, the XUV 3XO does borrow from the car maker’s past. It sits atop the SsangYong Tivoli platform, a throwback to Mahindra’s decade-long ownership of the Korean carmaker from 2010-20. The Tivoli was developed under Mahindra’s stewardship and you can see its DNA in the design of the XUV 3XO. Mahindra, for its part, claims its crossover is 80 per cent new.

One reason ‘affordable’ cars have become sparser can be laid at the feet of buyers, who expect more and more equipment for their spend, even at this budget end of the market. And by that measure, the three SUVs we’ve assembled here don’t disappoint, all with a healthy list of standard inclusions in line with those expectations.

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And it’s the Mahindra, despite being the most affordable of the three, that has arguably the healthiest list of standard kit. Notable inclusions run to 17-inch alloy wheels, synthetic leather seat trim, two-zone climate control, a 10.25-inch infotainment touchscreen with wireless Apple CarPlay and Android Auto, a 10.25-inch digital instrument display, sunroof, cooled glovebox and a Harman-Kardon audio system. Our test car was finished in Tango Red with a black roof, a $495 option and one of six hues commanding a premium. Don’t want to pay for paint? A white XUV 3XO with black roof is your only option.

The Suzuki Fronx Hybrid might be a new model from the Japanese brand, but it shares much of its architecture with what was once one of the most affordable cars in Australia, the Suzuki Baleno city-sized hatchback, which hasn’t been sold here since 2023. And it’s not as Japanese as the badge on the grille suggests, developed and manufactured by Maruti Suzuki, India’s largest maker of passenger cars, and a subsidiary of Japan’s Suzuki Motor Corporation.

Like the Mahindra, the Fronx packs a lot of punch in the equipment stakes, with 16-inch alloy wheels, seats finished in cloth with leather trimmings, a 9.0-inch infotainment touchscreen with wireless Apple CarPlay and Android Auto, and a six-speaker audio system. It is alone in this trio of cheap-and-cheerfuls in adding wireless phone charging, heated front seats, and a head-up display but misses out on a sunroof, something only the Mahindra XUV 3XO musters.

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Adding a striking shade of Lucent Orange metallic paint, complete with what Suzuki calls Bluish Black on the roof, adds $1115 to the bottom line, boosting the drive-away price to in excess of $33k. There are six optional colours in the Fronx palette, priced at either $1115 with a blue-black roof or $745 without. Like the Mahindra, if you don’t want to spend for flash paint, you’ll be parking a white Fronx in your driveway.

So far, so conventional then – front-wheel drive, petrol, compact SUV. But what about budget-conscious buyers looking to transition into electric motoring? The field of affordable electric cars has been reasonably fallow until this year. But now, with the likes of Chery, Leapmotor and MG, the under
forty-thousand-dollar plain has grown fertile.

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Enter the recently-arrived BYD Atto 2 which slots into place as the most affordable electric SUV yet in Australia. Its $31,990 list price translates to around $35,000 in your driveway, a pricepoint that seemed almost unthinkable just a few short years ago when buyers needed to budget – at a minimum – around $60k for the right to feel smug and smarmy with their automotive choices.

But the onslaught of affordable EVs from China has seen a seismic shift in the market and today, feature-laden EVs under forty grand are becoming ever more common. We tried to wrangle the even more affordable BYD Atto 1 for this test, a cutesy compact electric hatchback with a list price of just $23,990 before on-road costs, or around $26k drive-away, a clear indication of just how far the EV game has come. But with none available in time for our comparison, we opted for Australia’s most affordable electric SUV, in keeping with the theme of the majority of Aussie buyers.

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Like its rivals here, the BYD Atto 2 brings its budget-friendly A-game when it comes to standard gear: 16-inch alloy wheels, synthetic leather seat trim, an 8.8-inch digital instrument display, 10.1-inch infotainment touchscreen with wireless Apple CarPlay and Android Auto, and a claimed driving range of 345km from its oddly-specific 51.13kWh battery.

It misses out on little compared against its rivals here, with a meagre four-speaker stereo and a simple rear-view camera as opposed to the 360-degree view cameras of the other two.

Our tester, finished in what BYD calls Mist Grey but is, in reality, a shade of very light yellow-green with just a hint of grey, adds $600 to the final price. It’s one of three $600 optional colours while the only no-cost shade of paint is, you guessed it, white.

As a small, rather than light, SUV, the Atto 2 is larger than its rivals. And that translates to a slightly more spacious cabin, although the contrast is not as stark as you might imagine, with all three bringing a level of space and comfort in the second row belying their compact dimensions, with the BYD just edging its competitors here.

None of our trio have rolled the arm over when it comes to cabin design, with all three featuring
interior flourishes that work hard to dispel the idea that budget means ‘cheap’.

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It’s the Suzuki Fronx, though, that feels the cheapest, with plenty of hard, scratchy plastics on display and an overwrought design that feels like it’s trying a little too hard. The dashboard, as an example, comprises four different textures, colours and layers of materials that simply doesn’t gel.

It’s in stark contrast to the BYD which adheres to the minimalist approach EVs are increasingly known for with softer materials and clean, uncluttered lines that bring a sense of calm to the cabin even if ergonomics take a backseat to the infotainment screen that houses most of the Atto 2’s primary functions, such as climate controls. Both the Fronx and Mahindra bring physical dials, and switches to the air-con party.

Sitting between the busy-ness of the Fronx and the sleekness of the BYD, the Mahindra, despite being the most affordable of our three, feels the most screwed together with a solidity not always found in budget buys. A pleasant mix of soft-touch materials, including across the top of the dash, are highlighted by contrast stitching that looks more premium than a $27k driveaway SUV should.

There’s arguably a little too much gloss back on show, attracting unsightly fingerprints and smudges at an alarming rate. But overall, the Mahindra wins for not trying too hard with its design while feeling the most solid of our three combatants.

The Mahindra also scores points for being the only one of the three with a spare wheel and tyre package, even if it is a space saver. The Suzuki and BYD are equipped with tyre repair kits which in our experience in the past are next to useless. The Fronx, especially, scores a kick for having the space under its boot floor for a spare wheel, a space filled in with a wheel-shaped polystyrene blank. The mind boggles.

In terms of boot space, it’s the BYD that comes up trumps with a claimed 380L/1320L, edging the XUV 3XO’s 364 litres at a minimum (Mahindra doesn’t quote a figure with the second row folded in 60:40 split fashion). Suzuki says the Fronx’s boot can take 305L/1009L, giving the edge in this metric to BYD.

Under the bonnet is where this battle of the budget-busters will be won. And first up, the so-called ‘hybrid’ Suzuki Fronx. Power comes from a 1.5-litre naturally-aspirated four-cylinder making 76kW at a peak of 6000rpm and 137Nm peaking at 4400rpm. Neither of those numbers are particularly impressive with performance best described as adequate. There’s good initial response from standstill, certainly enough to lope along with the urban flow. But once speeds climb, the high rpm count needed for any meaningful power and torque urgency from the four-pot results in a thrashy and noisy experience behind the wheel, exacerbated by excessive tyre roar at motorway speeds.

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That’s exacerbated even further by the six-speed automatic which is fine for the most part, but has a tendency to hunt lower gears when faced with even the mildest incline, resulting in more revs and more noise inside the cabin, not exactly pleasant.

Ride comfort is acceptable, gobbling up minor bumps and lumps commendably, although there is a tendency for the little crossover to wobble on its wheels when larger obstacles, such as speed bumps, get in the way.

The steering feels nice and light but can be a little busy at freeway speeds, the Fronx tending to wander in its lane, requiring constant micro-inputs to keep it on the straight and narrow.

Suzuki has bundled in a comprehensive suite of safety assist systems and they work nicely for the most part with little over-zealousness in its policing, the main bugbear being with the integration of lane-keeping assist which tended to tug at the wheel more than what felt comfortable. And I did find adaptive cruise control a little unsophisticated, with a tendency to surge in speed before slowing down to maintain some semblance of the set distance to the car ahead. Think taxi-driver foot.

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Despite the presence of six airbags and a full suite of advanced driver assist and safety tech, the Fronx, like the rest of this trio, remains untested by Australia’s independent safety authority, ANCAP (at time of testing – see end of this article for the link to an update on the Fronx’s unfavourable ANCAP result, which in December caused Suzuki to temporarily withdraw the vehicle).

Suzuki claims a miserly fuel consumption figure of 4.3L/100km but our testing returned an indicated 7.8L/100km, far higher than Suzuki’s lofty claim. And that’s despite the Fronx being marketed as a ’hybrid’ which is a bit of a furphy as the 12-volt mild-hybrid system offers little in the way of efficiency benefits. A bit cheeky to plaster a ‘Hybrid’ badge on the tailgate.

The Fronx’s noisy manners are in stark contrast to the BYD Atto 2’s which, thanks to its battery-electric powertrain, remains remarkably quiet and composed. Power comes from a single 130kW/290Nm electric motor driving the front wheels. And immediately it feels more urgent, with that hallmark instant responsiveness from take-off and a nice dollop of rolling acceleration at higher speeds.

Ride comfort is decent too, with minor imperfections doing little to unsettle the small SUV while speed humps and the like are traversed with the assuredness of a mountain goat.

It’s a shame then that the BYD is shod in el-cheapo Westlake-branded rubber which more than once showed a propensity to break traction under harder acceleration, even in dry conditions. One can only imagine what it would be like in the wet. Both of its rivals wore far superior Goodyear Triplemax 2 hoops. The Westlakes were a blight on what was an otherwise pleasant time behind the wheel, with brisk performance and lovely road manners, all wrapped up in a serene and quiet cabin that doesn’t overly tax the senses, exactly what buyers would expect from an EV.

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Like its rivals, the Atto 2 remains untested by ANCAP. It’s fitted with six airbags while a full complement of safety assist systems blurred the line between helpful and annoying, the latter punctuated by the now almost expected beeping and bonging that so infuriates.

The Atto 2 claims a driving range of 345km, based on WLTP laboratory testing, using energy at a rate of 14.8kWh/100km. Our real-world testing returned an indicated 14.8kWh/100km. BYD says the battery can be replenished from 10 to 80 per cent in 39 minutes at a maximum DC rate of 82kW. AC charging is capped at 7kW and will result in a recharge time of around 8h20m.

The surprise package here was the Mahindra XUV 3XO, not least of all because of that charmingly characterful 1.2-litre turbo three-cylinder under the bonnet. With outputs of 82kW at 5000rpm and a decent 200Nm from a very usable 1500-3500rpm, all channelled to the front wheels via a six-speed automatic transmission, the Mahindra has little trouble in moving away briskly from standstill, all with a distinctive thrum from that willing three-pot under the bonnet.

Rolling acceleration is good too, peak torque coming on song at just 1500rpm and remaining in play all the way up to 3500rpm. That results in a willing and eager burst of speed that feels more refined and less strained than its petrol-powered rival here.

The six-speed auto is smooth in its application too, shuffling through the ratios smoothly and effectively, and with the knack of finding the right cog for the situation. It’s a far smoother ’box than found in the Fronx, matched by a more willing engine that doesn’t run out of steam at freeway speeds. That’s underscored by its well-tuned suspension bringing composure and comfort in equal parts, with excellent ride comfort even over some of our scrappier surfaces.

Is it on a par with the Atto 2? Not quite, but it’s not too far removed, the little compact crossover navigating larger obstacles commendably. The steering is sharp and direct, remaining true on centre with none of the vagueness of the Fronx’s setup, and with a lightness that will be appreciated when parking the compact SUV in tight spots.

The Mahindra does miss out on a couple of key safety technologies – the only one of the three without blind-spot monitoring and rear cross-traffic alert. But the systems are nicely calibrated, and don’t intervene needlessly, while its symphony of chimes and audible warnings are not as strident as some. Like its competitors, it remains untested by ANCAP.

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Mahindra claims the XUV 3XO will use 6.5L./100km of regular unleaded and while our test didn’t quite match that claim, an indicated return of 7.6L/100km, slightly biased towards urban driving, is acceptable. Expect that number to come down with more freeway driving.

So which one wins? Applying the ‘affordable’ blowtorch to our trio of compact and small SUVs can only end in one outcome. At $26,990 drive-away, the XUV 3XO trumps its rivals on price and
by some margin. And it does so without compromising on quality.

Yes, the Suzuki’s exterior design looks more resolved, but it’s let down by a cabin that tries too hard and a powertrain that lacks not only punch, but finesse. That it’s almost five-grand more than the Mahindra on the road is the knock-out blow.

The BYD Atto 2 brings EV motoring to the masses and does so with an easy-to-drive and approachable package that won’t threaten newcomers to the world of electric motoring. But a few too many brickbats among the bouquets counted against it in the reckoning, most tellingly the price disparity of around $8000. That’s a big jump at this end of the new car market, one that could well be out of reach for many buyers, leaving the Mahindra to take the spoils here.

From its well-built quality cabin – big on space despite its diminutive stature and filled with the tech and creature comfort modern buyers expect – to a willing powertrain and a well-sorted suspension tune that brings comfort and compliance to a segment not always known for it, the Mahindra XUV 3XO is the clear winner here.

Specs

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Note on the Suzuki Fronx: Suzuki issues safety recall for Fronx Hybrid following brutal ANCAP assessment

This article first appeared in the January 2026 issue of Wheels. Subscribe here and gain access to 12 issues for $109 plus online access to every Wheels issue since 1953.

Toyota has cemented its position as the world’s biggest carmaker in 2025, the sixth year in a row the Japanese giant has finished on top of the global sales race.

Toyota reported last week it had sold around 11.2 million vehicles across its three main brands – Toyota, Lexus and Daihatsu – in 2025, up 4.8 per cent over the previous year.

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Second-placed Volkswagen Group’s total of just under nine million across its diverse portfolio of brands represented a drop of 0.5 per cent, with only Skoda (up 12.7 per cent) Seat (up 5 per cent) and Lamborghini (up 0.6 per cent) recording gains. Porsche recorded the biggest drop, down 10.1 per cent year-on-year, while Volkswagen was down 1.4 per cent from 2024.

Korean conglomerate, Hyundai, claimed third spot with just under 7.2 million cars sold across its brands, including Genesis and Kia, growing 1.4 per cent in 2025.

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The rise in hybrids fueled part of Toyota’s 2025 growth, with the company reporting it had sold just over 4.4 million conventional hybrid vehicles (up 7 per cent) or around 42 per cent of total sales across its brands.

Toyota sold around 254,424 across its two main brands – Toyota (down 0.6 per cent) and Lexus (up 6.7 per cent) – in Australia last year, maintaining its position as the number car brand in Australia for the 23rd consecutive year.

The Japanese giant also recorded strong growth in the US with sales of 2.9 million vehicles (up 7.3 per cent ) despite President Trump’s tariffs on Japanese vehicles which were initially set at 25 per cent, before being wound back to 15 per cent.

Top 10 car-makers

1. Toyota Group (Japan)
2. Volkswagen Group (Germany)
3. Hyundai-Kia (South Korea)
4. Stellantis (Transnational)
5. Renault-Nissan Alliance (France/Japan)
6. General Motors (USA)
7. Ford Group (USA)
8. Geely Group (China)
9. BYD (China)
10. Suzuki (Japan) 

Australian drivers are increasingly encountering road markings designed to influence behaviour without relying on traditional signs or enforcement. From zig-zag lines near pedestrian crossings to optical illusions that make lanes appear narrower, modern roads are filled with visual and tactile cues intended to slow vehicles and sharpen driver attention – often subconsciously.

The latest example is now appearing across parts of Tuggeranong in the ACT, where authorities have begun installing rumble strips on the approaches to major roundabouts. According to reporting by Canberra’s Region, the markings are being introduced to improve safety at busy intersections where traffic can move quickly before suddenly stopping.

Despite their name, rumble strips are not speed bumps and don’t physically jolt a vehicle. Instead, they are designed to create a mild vibration and audible feedback as tyres pass over them, subtly alerting drivers that conditions ahead are changing.

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The National Transport Research Organisation (NTRO), which has advised governments and industry for decades, says the effectiveness of rumble strips lies more in psychology than force. NTRO chief executive Michael Caltabiano explains that the strips are made from thermoplastic road paint mixed with materials such as sand or glass, giving them a slight raised profile.

As a vehicle approaches an intersection, the markings are laid out in a deliberate pattern. The spacing between strips gradually narrows, increasing the frequency of vibration and noise. This progression is intended to heighten awareness and prompt drivers to ease off the accelerator without consciously thinking about it.

Unlike road signs, which rely on drivers reading and processing information, rumble strips work at a more instinctive level. The changing sensation through the steering wheel creates a sense that something ahead requires attention, encouraging a natural adjustment in speed and focus.

Research suggests this perception shift can translate into measurable safety benefits. A study tracking hundreds of vehicles found drivers approaching intersections with rumble strips tended to slow earlier and more consistently. Average speed reductions of between 3km/h and 8km/h were recorded, with the greatest impact seen among drivers who typically travel faster than the limit.

Caltabiano says this makes rumble strips particularly well suited to roundabouts, where traffic flow can feel uninterrupted until the last moment. They are relatively inexpensive to install and can deliver safety gains without major infrastructure changes.

In December the NSW Government announced it had committed $46 million over the next three years to install rumble strips and enhance line markings on key regional routes. More than 2700km of rumble strips – the equivalent of driving from Sydney to Adelaide and back again – will be installed along regional NSW highways to combat driver fatigue and save lives on country roads. The strips already exist on many highways across the state.

One drawback of the technology, however, is durability. Over time the raised markings wear down and need to be reapplied, creating ongoing maintenance costs. Even so, as traffic volumes increase in growing suburbs like Tuggeranong, authorities appear to see rumble strips as a simple way to encourage safer driving behaviour without adding clutter to the roadside.

It was sold here until 2022 but hasn’t been seen since and yet, we think that along with the Corolla wagon, the Toyota Prius would do well Down Under if re-introduced. Let us explain.

In just one generation, the Hollywood darling and the poster boy for environmentally conscious driving went from one of the lamest cars on the road to one of the most handsome, daring and – dare we say it – cool. Gone was the awkward and ungainly body shape and in its place was something far more angular and attractive. Again, a cool Prius is something we weren’t expecting when it debuted for 2023.

Surprisingly, however, Toyota Australia elected not to sell the current shape Prius after it culled the previous model in 2022. Prior to this, Prius sales were not great in Australia due to a number of factors, but likely mostly that the Camry hybrid mid-sizer was more practical and much better value for money. How many times have you had a Camry Uber? Exactly, they’re everywhere.

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Thankfully, Toyota Australia’s story could be changing on the Prius. While it was officially denied an Aussie passport at its debut, as recently as last year, Toyota Australia executives are on the record saying that it’s under consideration for our market thanks to the need to sell more fuel-efficient cars under Australia’s New Vehicle Emissions Scheme.

Interestingly enough, there are plenty of grey market import Prius models in the current shape around, proving that there’s definitely demand for them (like the Corolla wagon).

Based on the same ‘TNGA’ platform as siblings like the Corolla and Camry, the new Prius not only looks sharp but drives well too, with a far more dynamic driving experience than you’d expect. Globally, three drivetrains are available: the 103kW 1.8-litre hybrid used in the Corolla, the 145kW 2.0-litre hybrid used in the Corolla Cross (optionally available with all-wheel drive) and a 164kW 2.0-litre plug-in hybrid with a 13.6kWh battery that’s capable of between 76km and 85km of electric driving on the WLTP cycle.

Pricing for the Prius range in the US starts at US$28,550 (around A$41,000) for the entry-level LE model, extending up to around US$44,000 (around A$64,000) for a top-spec optioned XSE Premium plug-in hybrid. That positions it just below the Camry in the US Toyota line-up, which is priced in Australia from $39,990 plus on-road costs, for reference.

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While the exterior of the Prius is downright wild compared to the ugly last model, the interior is more like other current Toyota models such as the bZ4X electric SUV with a small driver’s display atop the dashboard, a large 12.3-inch touchscreen in the centre of the dashboard and even a vertical wireless phone charger in the centre console.

The slinkier shape of the latest Prius means that rear passenger and boot space is actually less than the previous model – a company sacrificing practicality for style? That’s cool, but Toyota of all companies? Even better, though, the 284-litre space in the PHEV is still 77L more than the Corolla hatchback. Folding the rear seats gives around 1100, and a nice, flat load space.

Overall, we definitely wish the latest Toyota Prius was sold in Australia. It’s cool and unique, and because it’s a Toyota, it’ll be comfortable and last forever. International reviews testify to a quality drive experience, and it’s very fuel efficient but also quicker than Prius models of old. We hope Toyota Australia does change its mind on the current Prius…

MG has offered its first glimpse of a new all-electric sedan, releasing a deliberately blurred teaser image that points to the brand’s next move in the fast-growing electric saloon market. First reported by Chinese media, the image provides few concrete details but has already sparked speculation about where the model will sit within MG’s expanding global line-up.

The teaser shows a low-slung, four-door sedan finished in a vivid purple hue, with a coupe-style sloping roofline and a clearly sporty stance. Flush door handles and a smooth body surface suggest an emphasis on aerodynamics, while the proportions place it squarely in the mid-size sedan category. Although the image obscures fine details, the overall shape is familiar – perhaps intentionally so.

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Observers have noted strong visual similarities to the Xiaomi SU7, a high-profile electric sedan that has generated significant attention in China and is rumoured to be under consideration for overseas markets, including Australia. The MG’s profile also closely resembles the MG7 (below), the petrol-powered fastback sedan recently reviewed by Wheels after its local launch. That resemblance has fuelled suggestions the new EV could be an electric derivative of the MG7 rather than an entirely new nameplate.

Adding to that theory is a small detail reportedly visible on the front guard of the teased car: a badge reading “07”. While unconfirmed, it aligns neatly with MG’s existing MG7 branding and could point to an electric counterpart positioned alongside the current petrol model in some markets.

MG has not released any technical information, leaving questions around battery size, driving range, performance and pricing unanswered. Nor has the company confirmed whether the sedan is intended solely for China or part of a broader export strategy. However, MG’s recent push into electric vehicles outside its home market suggests international ambitions are likely.

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If the car were to reach Australia, it would enter a competitive segment dominated by models such as the BYD Seal and Tesla Model 3. MG already has a presence in the electric sedan space locally with the IM5, which sits higher in the market and competes with European premium offerings. A more affordable MG-branded electric sedan could therefore slot below the IM5 and broaden the brand’s appeal.

With MG expected to introduce several new models globally in 2026, including additional electric vehicles, the teased sedan appears to be part of a wider strategy to expand its EV footprint. For now, the image raises more questions than answers – but it clearly signals that MG’s electric ambitions are far from slowing down.

A quick trip on our roads will confirm that white is the most popular car colour in Australia. That makes sense given how hot most of our country is, but could it be more boring?

Around 40 per cent of new car sales in Australia are made up of cars coloured white, while black, grey and silver follow closely behind. A lot of these car colours are chosen for their resale value, which is an important factor for many when choosing a new car, but what if resale value didn’t matter? What if we chose our car colour purely for impact and street presence.

In no particular order, here’s our pick of some of the best car colours available today:

Porsche Ruby Star Neo

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Originally first shown in the late 1980s on the 964 Carrera, Porsche’s Ruby Star – and its newer Ruby Star Neo equivalent developed in 2022 (available through the company’s Paint to Sample program) – is an iconic colour that is best known for featuring on on the 964 Carrera RS. An intense magenta, Ruby Star was inspired by a ruby gemstone and remains a rare sought-after colour among Porsche lovers.

Mazda Soul Red Crystal

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Red isn’t traditionally a big colour choice for Australians, but nobody told that to Mazda buyers with its Soul Red (and the later Soul Red Crystal) colour. Offered on every Mazda model currently sold in Australia, bar the Isuzu-sourced BT-50 ute, Soul Red Crystal was first introduced in 2017 as the hero colour of the range. According to Mazda, it uses a three-layer structure that “blends vibrant pigments with light-absorbing flakes for a dramatic, luminous effect”, which is why it looks so great in direct sunlight.

Hyundai N Performance Blue

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It’s well known that a halo colour is needed to launch your new halo sub-brand, and that’s exactly what Hyundai did when its new N range launched in 2017. One of the first in a new wave of matte-like flat colours like Nardo Grey from Audi, Performance Blue is available on every one of its N products, like the Ioniq 5 N, i30 N and smaller i20 N. It also features in the cabin of the cars, including on the steering wheel buttons and contrast stitching.

Volkswagen Lapiz Blue

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Volkswagen‘s R high performance division has used deep blue colours as its signature colour since its debut with the Mk4 Golf R32 in 2004, and the latest version is called Lapiz Blue. Easily the most popular Golf R and Touareg R colour, Lapiz Blue is known for its deep, striking finish, where it appears bright and vivid in direct sunlight but deeper and darker blue in lower light

BMW Twilight Purple

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Twilight Purple is a relatively new option on the BMW palette, having been introduced on the 2021 2 Series, but has become popular on certain models like the M3 Touring. Available through the company’s Individual program, Twilight Purple is a deep and colour-shifting hue that changes from near-black to a vibrant violet depending on the light.

Mercedes-Benz China Blue

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China Blue is a vintage-inspired hue with a bold yet soft pastel finish. Inspired by rich colours of Chinese ceramics, China Blue first debuted in the 1980s on the G Wagen. These days, it’s only available through Mercedes-Benz‘s Manufaktur customisation line, ensuring its exclusivity, and it’s also only available on models such as the S-Class and G-Class.

Alfa Romeo Montreal Green

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Available on modern Alfa Romeo products such as the Tonale small SUV and high-performance Quadrifoglio versions of the Giulia and Stelvio mid-sizers, Montreal Green is a vibrant, tri-colour metallic green hue. It pays homage to the classic 1970s Alfa Romeo Montreal sports car and looks fantastic in direct sunlight with the metallic flecks bursting through. It’s a colour that looks even better up close.

MG Emerald Green

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Greens are certainly making a comeback in today’s new car market, as evidenced by mainstream brands such as MG offering it for its products. We recently tested the new MG7 mid-size sedan in the company’s new Emerald Green hue, which looked fantastic. It’s also available on the ZS small SUV, and we hope it spreads further throughout the MG range.

Subaru WR Blue

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The World Rally Championship cannot be imagined without the WR Blue – that’s World Rally Blue – especially in Subaru‘s dominant period that lasted from 1995 to 1997. Now available on the iconic WRX and the BRZ sports car, WR Blue is a great colour and is an intrinsic part of Subaru’s brand identity, much like the WRX and special editions such as the 22B, serving as a great reminder of how good performance car enthusiasts had it in the 1990s.

Lexus Sonic Copper

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Rose gold is a colour that has become much more popular in the past five years, both for cars but also watches and fashion. Lexus clearly wanted to join the bandwagon by launching its Sonic Copper colour on the current-generation RX in 2022. According to Lexus, Sonic Copper is created by “using sonic waves to distribute the metallic flakes suspended in the paint into close, uniform alignment”.

Rimac has presented the first Nevera R Founder’s Edition to the public, unveiling the highly customised electric hypercar at the I.C.E. St. Moritz event in Switzerland. Displayed against the frozen surface of Lake St. Moritz, the car marks the first public appearance of the Founder’s Edition variant as customer deliveries of the Nevera R get underway.

The vehicle shown features a bespoke two-tone exterior, finished in Cote d’Azur blue across the upper body and Titanium Silver below, divided by a sharp horizontal colour split that highlights the car’s low, wide stance. A slim central stripe runs across the roof, incorporating subtle design references unique to Rimac, including fine graphic detailing. The specification is intended to demonstrate the extent of personalisation available to a small group of buyers.

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Only ten Nevera R Founder’s Edition examples will be built, all of which were allocated shortly after the model was privately announced. The St. Moritz showcase also included Mate Rimac’s own Nevera, which he is scheduled to drive on the frozen lake during the event, reinforcing the company’s emphasis on using its cars rather than treating them as static showpieces.

Founder’s Edition ownership extends beyond the car itself. Buyers are invited to configure their vehicles at Rimac’s Zagreb headquarters, working directly with the company’s senior leadership and design team. Owners also gain ongoing access to previews, development discussions and performance events linked to future Rimac and Bugatti Rimac projects.

The showcased car’s interior reflects this bespoke approach, with customised leather finishes, contrast stitching, carbon-fibre trim and personalised details throughout. Signatures from Mate Rimac and key members of the development team are permanently applied to the door sill, underscoring the car’s one-off status.

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Mechanically, the Nevera R represents a more track-focused evolution of Rimac’s original electric hypercar. Four electric motors deliver a combined output of 1571kW, managed by an advanced torque-vectoring system. Rimac claims the car can accelerate from 0–100km/h in 1.66 seconds and reach a top speed of 431km/h. Improved aerodynamics and revised tyres increase downforce and grip, contributing to faster lap times on closed circuits.

Production of the Nevera R is limited to 40 units globally, with the Founder’s Edition cars positioned as the most exclusive expression of the model. The St. Moritz appearance signals the beginning of deliveries and provides a rare glimpse of Rimac’s most ambitious project to date.

Formula One is firing up for season 2026 with massive on-track changes and a surprising early success.

The emphasis is on speed and reliability for the new generation of Grand Prix cars at Barcelona in Spain, but it’s all about the Oscars in Hollywood, California.

F1, the movie, has received four nominations for Academy Awards including a nod for the big one, Best Picture.

The showbiz news comes as the countdown to the eighth season of the streaming hit Drive to Survive begins, ahead of its release date through Netflix on February 27 in the run-up to the Australian Grand Prix.

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Brad Pitt failed to get a nomination for his acting and driving as Sonny Hayes in F1, with the Oscar nominations focussed on the technical side of the movie.

It is nominated in the Visual Effects, Sound and Film Editing categories.

If it wins the Oscar for Sound, it will be partly thanks to seven-times world champion Lewis Hamilton, who was a producer on the movie and also got deeply involved in ensuring the sound track was accurate – matching recorded F1 engine sounds to the artificial action.

There is nothing artificial in Barcelona this week, although few details have emerged from the first official pre-season running for 2026.

Formula One has erected a giant security screen around the circuit and banned any official timing, although teams have provided on-track pictures, quotes from drivers and the total distances covered by their all-new cars.

It’s the start of a massive re-set for F1 – with cars that are smaller, lighter and now have a bigger hybrid battery pack – and a potential shake-up of the grid.

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Audi is also coming into F1 as a full manufacturer after a buy-out of the former Sauber team, Cadillac becomes the 11th team – but using a Ferrari powertrain, Honda becomes the official powertrain supplier to Aston Martin, and Ford has a new technical tie-up with Red Bull Racing and Racing Bulls.

“It was good to be back in the car and to start learning a completely new package,” said Ferrari team leader, Charles Leclerc, after his first laps in the latest SF-26 on a day with rain and wet track conditions.

“Today was about system checks and understanding how everything works, rather than performance, especially with the mixed conditions.”

But the early action has included the first significant crash of the year, as Isack Hadjar escaped unhurt from a prang in the new Red Bull racer in his first hit-out as Max Verstappen’s new team mate for 2026.

And there were some significant absences, as a number of grand prix teams – including McLaren – stayed in the garage waiting for better weather after Williams had decided to delay its track lap after delays in completing its 2026 contender.