Holden’s death as a homegrown car-maker in 2021 still causes pain across Australia and had a big effect on the local car market. While many of its former customers have moved on, there’s certainly a Holden-sized hole for car buyers, especially when it comes to good value performance cars like V8-powered family sedans.

With that, we tasked AI with imagining what Holden’s potential line-up would look like in 2025. We added electric vehicles, hybrids and even took a page out of its older models to create a virtual 2025 Holden showroom. Take a look:

Nova

With the Cruze (the Astra sedan when it was last sold in Australia) no longer produced, Holden might have had to get creative with sourcing a small car. With a hybrid powertrain a must for NVES compliance, why not turn to one of the best producers of this vehicle type globally and recreate an old badge engineering situation: the Holden Nova, based on the Toyota Corolla.

The E90 and E100 generation Corollas were badge engineered and sold as the Holden Nova in Australia from 1989 to 1996, something Holden could’ve easily recreated for modern audiences – Toyota already gave the Corolla wagon and RAV4 to Suzuki to sell in European markets, so it could do the same for Australia too. Plus, Holden could even rebadge the GR Corolla for a hot hatch.

Barina Cross

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The Barina is a legendary nameplate that graced various generations of Holden from 1985 to 2018 and with the last-generation model no longer sold globally, Holden could have based the Barina Cross on the previous shape Trax to serve as its entry-level SUV.

Engine options would include the 1.8-litre naturally aspirated and 1.4-litre turbocharged petrol engines, and there would no doubt have to be some sort of hybrid option needed. Pricing would likely start at around $25,000 range for the base LS and it would compete against cars such as the Hyundai Venue and Kia Stonic.

Trax

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The Holden Trax nameplate is not new with the previous-generation model selling quite well in Australia. However, the Trax is actually one of the few cars previously sold by Holden that’s still in production, meaning that Holden could easily import it now. Competition to the Trax would be fierce and include rivals such as the Mazda CX-30 and Hyundai Kona.

In North America, the Trax uses a turbocharged 1.2-litre three-cylinder petrol engine, something we think would have to be upgraded to at least a 1.5-litre engine if sold in Australia, plus the inevitable hybrid model too. The latest Trax sells well in North America and we’re sure that it would do the same in Australia under Holden’s guidance.

Apollo

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The original Apollo was sold from 1989 to 1997, until it was replaced by the European-made Vectra. Like the Nova, the Apollo was based on a Toyota product, in this case, the SV21 and XV10 Camrys. For the new Apollo, especially considering that Chevrolet no longer makes a mid-size sedan for the North American market that Holden could take, the current shape XV50 Camry would form the base.

For drivetrains, the popular 2.5-litre four-cylinder hybrid engine in the Camry would likely form the majority of the range, though perhaps with a non-hybrid model too – maybe even the 3.5-litre Toyota V6 with an eight-speed automatic transmission.

Equinox EV

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In 2025, car makers need to sell electric SUVs and Holden has a few good choices available from Chevrolet’s lineup. We think the Equinox EV would be the best choice because it’s affordable, spacious and gives good driving range, plus it’s also attractive to look at and well equipped across its range. It’s also good value for money against competition such as the Tesla Model Y and Hyundai Ioniq 5.

Priced from US$33,600 (around AUD$51,000 at current exchange rates, but Holden would definitely be able to price it better) and giving over 500km of range, the Equinox EV would be quite competitive in the mid-size electric SUV segment in Australia as part of Holden’s lineup.

Commodore

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Even though large sedan sales are small compared to what they once were, Holden couldn’t exist in 2025 without the iconic Commodore in its lineup. Using the VF and its Zeta platform as a basis, the next-generation model – perhaps codenamed ‘VG’ – would use a turbocharged 2.7-litre four-cylinder petrol engine that is used in some US market GM products, as well as a V8-powered SS using a 6.2-litre V8. A four-cylinder hybrid model could be added as well, perhaps based on the 2.7-litre turbo engine.

Both sedan and Sportswagon variants would be available and while an eight-speed automatic would be standard across the range, certain models like the SS would be available with a six-speed manual as well. Pricing would kick off in the low $40,000 range, expanding to around $70,000 for top-spec models.

Traverse

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A big seven-seat SUV is another necessary product for Holden to sell in 2025 as families love them. Holden’s last seven-seat SUV was the Acadia from GM’s GMC brand, and this time around, we think Holden should sell the Chevrolet equivalent, which is called the Traverse. Why a Chevy and not a GMC? Well it all comes down to brand image and keeping a similar look – the Acadia looked different to any other Holden because it was the only GMC, and buyers noticed.

The Traverse is priced from around US$41,000 ($63,000 AUD) in entry-level LT form, and the whole range uses a 245kW 2.5-litre turbo-petrol engine with an eight-speed automatic transmission, though a hybrid drivetrain would also need to be added to the range. With seating for eight, good value for money, a big range of variants including an off-road special Z71 and punchy drivetrains, the Holden Traverse would be a big-seller in the local market.

Colorado

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To be successful in Australia, a car brand must sell a ute and the previous Holden Colorado was quite a successful product and while it’s no longer produced – General Motors Thailand no longer exists and its factory was sold to GWM – there is a Chevrolet Colorado sold in North America that Holden could sell in Australia. Why sell a ute? Just look how well the Toyota HiLux and Ford Ranger sell here.

The only engine option for the North American Colorado is a 231kW 2.7-litre turbocharged four-cylinder petrol engine with a 10-speed automatic transmission, while it can tow the benchmark 3.5-tonne that utes must be capable of in Australia. Pricing in the US for the current Colorado starts at US$32,000 (around AUD $50,000) for the entry-level WT and hits US$50,000 ($78,000 AUD), which is right in the mix of dual-cab utes in Australia today.

It’s common to lament that there are no cheap new cars left, but that’s not necessarily the case as this list of the 10 cheapest new cars in Australia will prove. 

While the entry point to a new car has certainly risen over the years, for that you can blame good old inflation.  

In the last 25 years, inflation has been responsible for halving the purchasing power of a dollar (ie the same product will be twice as expensive). In 2000 the cheapest new car was the Daewoo Matiz at an eye-catching $9990, which is a tick over $20,000 in 2025 money. 

And wouldn’t you know it? The cheapest car on this list is $19,190, basically bang-on. But without further ado, if you’re after some new wheels on a budget, here are your choices. All prices are plus on-road costs unless otherwise stated. 

Kia Picanto Sport 

Price: $19,190 (manual); $20,790 (auto) 

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One segment that has shrunk significantly is small passenger cars. In 2019, there were 19 options in the micro and light segments, a figure that has shrunk to just six today. 

Of those the Kia Picanto remains the cheapest (though it’s a close-run thing with our next contender), its RRP remaining just under the $20,000 mark. 

For this you score a white five-speed manual, any other colour adding $550 and the four-speed automatic another $1600. The manual is also more frugal, with a combined claim of 5.4L/100km compared to 6L/100km for the auto, with all variants powered by a 62kW/122Nm 1.2-litre four-cylinder petrol engine.  

The equipment list is also much more grown-up, with a comprehensive active safety suite and wireless smartphone mirroring, though for those who want a little more style, the GT-Line isn’t much more at $20,990 (manual). 

MG3 Vibe  

Price: $21,990 driveaway 

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Since its introduction, the MG3 has been the sales king of the light car segment. The new-generation model doesn’t have the super-sharp price tag of its predecessor but at $21,990 driveaway for the entry-level Vibe it still offers a lot of metal for the money. 

It’s also a much-improved package, especially in terms of safety, and there’s even a hybrid, though this starts at $28,990 driveaway. 

Budget conscious buyers will receive an 81kW/142Nm 1.5-litre four-cylinder petrol mated to a CVT transmission and MG offers 10 years and 250,000km of warranty coverage if you service with the brand (seven years and unlimited kilometres as standard).  

Even the entry Vibe has a 10.25-inch infotainment screen with wired smartphone mirroring, a six-speaker stereo, central locking, air-con and plenty of active safety goodies including adaptive cruise control. 

Chery Tiggo 4 Pro Urban  

Price: $23,990 driveaway 

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From its launch in late 2024 the Chery Tiggo Pro 4 has rocketed up the sales charts and a big part of that success – it was the second best-selling small SUV in October 2025 – is its bargain $23,990 driveaway price tag, making it Australia’s equal-cheapest SUV. 

The price might be small but the equipment list is large, with even the base model scoring a massive array of safety equipment, dual-zone climate control (with rear air vents), reach- and height-adjustable steering wheel, LED headlights and taillights, rain-sensing wipers and more. 

Then there’s the showroom appeal of dual 10.25-inch digital displays for the infotainment and instruments, a six-speaker stereo, wireless smartphone mirroring and digital radio. Little wonder it’s proving popular. 

Under the bonnet is a turbocharged 1.5-litre four-cylinder petrol engine producing 108kW/210Nm, pretty robust numbers for this segment. 

Mahindra XUV 3XO AX5L 

Price: $23,990 driveaway  

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It might have a name like an internet-generated password, but the Mahindra XUV 3XO is another value-packed small SUV with an eye-opening price tag of just $23,990 driveaway. 

Like its close rival, the Chery Tiggo 4 Pro, this hasn’t precluded Mahindra stuffing the spec sheet, though with a 1.2-litre turbocharged three-cylinder producing 82kW/200Nm it does cede some power. 

Nevertheless, standard equipment includes dual-zone climate control, twin 10.25-inch displays for the instruments and infotainment, keyless entry and start, wireless smartphone mirroring, 16-inch wheels, auto lights and wipers and a six-speaker stereo. 

While we’re focusing on the cheapest variant of each model on this list, it’s worth mentioning that for another $3000 – so still a very reasonable $26,990 driveaway – both the Chery and Mahindra add luxuries like panoramic glass roofs, artificial leather upholstery, premium stereos and 360-degree cameras. 

Hyundai Venue 

Price: $23,000 (manual); $25,000 (auto) 

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As Hyundai pushes relentlessly upmarket with models like the Palisade and IONIQ 9, it’s easy to forget that it hasn’t abandoned its roots in offering simple, affordable transport like the Venue small SUV. 

Compared to the two vehicles we just covered it does miss out on some kit, including keyless start, LED lighting, sat-nav and digital radio as well as blind-spot monitoring, rear cross-traffic alert and parking sensors on the safety side. 

However, it still has the basics like wireless smartphone mirroring on the 8.0-inch infotainment screen, autonomous emergency braking, cruise control and keyless start and Hyundai now offers a seven-year warranty, extending peace of mind. 

BYD Atto 1

Price: $23,990

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The imminent BYD Atto 1 – arriving in Australia in December 2025 – marks a strategic move by BYD into the more affordable electric-vehicle segment, with very accessible pricing for the entry ‘Essential’ version.

Built on BYD’s e-Platform 3.0, the Atto 1 measures approximately 3990 mm long with a 2500 mm wheelbase. The line-up consists of two electric battery-motor variants: the Essential utilises a 30 kWh battery (220 km WLTP) and a 65 kW/175 Nm motor, achieving 0-100 km/h in about 11.1 seconds. The Premium variant ups the ante with a 43.2 kWh battery (310 km WLTP), a 115 kW/220 Nm motor and a quicker 0-100 km/h time of around 9.1 seconds.

Charging is flexible: the entry version supports up to 65 kW DC fast-charging to 80 per cent in about 30 minutes, and 11 kW AC charging to full in 3.5 hours; the Premium boosts DC fast charging to 85 kW. Inside, standard safety tech includes six airbags, automatic emergency braking, adaptive cruise, lane-keeping assist and more.

The Atto 1 will be a tempting path into EV ownership for many Aussies, positioned as Australia’s new cheapest electric car.

Suzuki Swift Hybrid 

Price: $24,990 (manual); $25,990 (auto) 

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Here is the perfect example of how cars haven’t really gotten any more expensive over the years (though plenty of things have!). An ad for the Suzuki Swift sedan from 1991 found on social media revealed a $10,990 price tag, which equates to $26,250 today. 

In those terms, the current Swift’s $24,990 starting point is good value, though to get to that level Suzuki has had to be quite ruthless with the spec list. On the plus side, there’s a 9.0-inch infotainment screen with wireless Apple CarPlay and wired Android Auto, satellite navigation and digital radio. 

There’s also a fairly comprehensive active safety suite including adaptive cruise control, keyless entry and start and heated door mirrors, but the base model does without rear air vents, front seat height adjustment, USB ports, blind-spot monitoring, rear cross-traffic alert and the stereo has only two speakers. 

Despite what the name suggests, it is the mildest of mild hybrids, yet the 61kW/112Nm 1.2-litre three-cylinder engine is very frugal with a combined claim of 3.8L/100km for the manual and 4.0L/100km for the CVT automatic.  

MG ZS Vibe 

Price: $25,990 driveaway 

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At this price point you aren’t going to score MG’s new ZS with a powerful turbo engine or its frugal hybrid powertrain, instead you’ll have a 1.5-litre four-cylinder petrol with 81kW/140Nm which is claimed to use 6.7L/100km on the combined cycle. 

One of the ZS’s biggest selling points is its voluminous 443-litre boot, a good 100 litres more than that offered by smaller SUVs at this price point, while MG also hasn’t skimped on the active safety equipment, with the only omission compared to the higher-spec variants a 360-degree camera. 

There’s no full digital instrument cluster, rear air vents or USB ports, keyless entry or LED headlights at this level, but there is a 10.25-inch infotainment screen with wired smartphone mirroring, digital radio and satellite navigation. And don’t forget that impressive 10-year/250,000km warranty if you service with MG. 

Kia Stonic S 

Price: $26,160  

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Kia’s second entrant on our list is the Stonic small SUV, powered by a 74kW/172Nm three-cylinder turbo-petrol engine driving the front wheels through a seven-speed dual-clutch gearbox. 

The Stonic S isn’t completely bare bones, including a single USB port, height adjustment for the driver’s seat, front and rear parking sensors, a digital instrument cluster, six-speaker stereo and wireless smartphone mirroring for the 8.0-inch infotainment. 

Satellite navigation and digital radio are conspicuous by their absence, however, as are keyless start, adaptive cruise control, blind-spot monitoring and rear cross-traffic alert.  

Pictured is the updated 2026 model which, it should be noted, will rise in price, the range starting at $28,180 plus on-road costs for the entry-level S, and climbs to $35,740 +ORC for the top-spec GT-Line. Compared with the current Stonic, pricing for the facelifted model will start $2040 higher for the S, $3000 higher for the Sport and $3260 more for the GT-Line.

A seven-year/unlimited kilometre warranty is offered as well as up to eight years of roadside assistance, the initial one-year subscription topped up by 12 months every time you visit an authorised Kia dealer. 

GWM Haval Jolion Premium

Price: $26,990 driveaway 

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When it comes to sheer volume of car for your dollar, the GWM Haval Jolion Premium – despite the name it’s the first rung on the ladder – is tough to beat. At 4472mm long, 1874mm wide and 1581mm tall, it’s 332mm longer, 114mm wider and 81mm taller than the Kia Stonic which effectively makes it a class bigger. 

All petrol Jolions use a 105kW/210Nm 1.5-litre four-cylinder turbo-petrol engine with a seven-speed dual-clutch gearbox and front-wheel drive, though in terms of equipment GWM-Haval saves most of the good stuff for the next rung up (the extra $3000 for the Lux is probably money well spent). 

Nevertheless, there’s keyless entry and start, rear air vents, a pair of USB ports in the front and rear, auto wipers, a 10.25-inch infotainment screen with wired smartphone mirroring and loads of active safety equipment, including the adaptive cruise control, blind-spot monitoring and rear cross-traffic alert missing from other cars on this list. 

Each year dozens of concept cars are revealed at motor shows the world over in many different forms. Some are futuristic flights of fancy, others preview an upcoming design language and then there are those that look production ready. 

Every now and then a manufacturer will reveal a car that looks a set of number plates away from the showroom, which only makes it all the more galling when the situation doesn’t eventuate.  

This is our list of the top 10 cars that coulda-woulda-shoulda made production only to slip through our grasp, presented in alphabetical order. 

Audi Quattro 

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Reviving the most iconic nameplate in your brand’s history is always fraught with danger, but the Audi quattro concept, revealed at the 2010 Paris Motor Show, walked the walk. 

The RS5 donated its platform, albeit with 150mm cut out of the wheelbase in a nod to the original Sport Quattro, and composite panels helped keep weight to just 1300kg. 

A 2.5-litre turbocharged five-cylinder sent 300kW to all four wheels via a six-speed manual (though no doubt a seven-speed dual-clutch would’ve been a necessity for production) for a 0-100km/h claim of around 4.0sec, but sadly it was ditched in favour of more SUVs. 

BMW Vision M Next

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 The BMW i8 broke new ground in the supercar segment and the Vision M Next would’ve been the perfect successor, taking the carbon-bodied, plug-in hybrid concept and taking it to the next level. 

A mid-mounted turbocharged four-cylinder engine and a pair of electric motors combined to send 441kW to all four wheels through an eight-speed automatic gearbox for a 0-100km/h sprint of 3.0sec and a top speed of 300km/h. 

On the other side of the ledger was a pure EV range of 100km making the Vision M Next the perfect supercar for the modern age, but sadly BMW decided to dedicate all its resources to the coming electrification revolution instead. 

Cadillac Ciel 

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Cadillac was once synonymous with absolute luxury, an American Rolls-Royce that could stake a claim as making the best cars in the world. However, like an automotive Elvis, it eventually became a bloated pastiche of its glory years. 

The tides began to turn in the early-2000s with cars like the CTS and at the 2011 Pebble Beach Concours d’Elegance Cadillac unveiled the stunning Ciel, an ultra-luxury four-seat convertible powered by a 317kW 3.6-litre twin-turbo hybrid V6. 

It followed this up with the Elmiraj in 2013, a coupe version with a 373kW/678Nm 4.5-litre twin-turbo V8 and both would’ve been the perfect flagships for a resurgent premium brand. 

Sadly, neither reached production, but the idea behind them lives on in the US$340,000 battery electric Celestiq.    

Holden Torana GTR-X 

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Australia’s answer to the Datsun 240Z had all the ingredients to be an all-time great. Fantastic, futuristic looks, a classy interior and a potent inline-six powering the rear wheels – all the ingredients bar a business case. 

Holden came very close to producing the GTR-X with prototypes undergoing testing at Lang Lang but, in the end, it’s believed the newly released 240Z’s price was too sharp to compete with and the project was shut down with just one running vehicle surviving. 

Honda NSX V10 

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The idea of a front-engined Honda NSX might be difficult to get your head around, but we’ll forgive almost anything for a screaming 5.5-litre V10. The new NSX was already pounding around the Nurburgring, its soundtrack revealing a dual-clutch gearbox, though all-wheel drive was also rumoured. 

Then the Global Financial Crisis hit, Honda’s profits plunged and not only did the NSX V10 die but Honda’s F1 program went with it. The spirit of the car lived on, however, as the HSV-010 which competed in the Japanese Super GT championship with a 3.4-litre V8, winning the championship in its debut season. 

Jaguar C-X75 

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Here is one that did make production. Sort of. The C-X75 concept was radical, its four electric motors recharged by two diesel-fed gas turbines, which became a pair of electric motors fed by a 1.6-litre twin-charged engine for the mooted production car. 

With 634kW and all-wheel drive, the expected figures were 0-100km/h in less than three seconds, a 322km/h+ top speed and CO2 emissions of less than 99g/km but Jaguar was unwilling to release a million-dollar supercar into an economically uncertain market. 

Several stunt cars were provided for the James Bond film Spectre powered by Jag’s 5.0-litre supercharged V8 and designer Ian Callum, through his firm Callum Designs, engineered one for road use before creating a one-off production example for another customer.  

Lamborghini Miura 

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When the Miura concept was revealed in 2006 to commemorate the 40^th anniversary of what is commonly held to be the world’s first supercar, manufacturers were only just beginning to plunder their back catalogues with cars like the New Beetle and New Mini. 

Lamborghini never intended it to reach production, CEO Stefan Winkelmann (yes, the current F1 boss) saying “Lamborghini is about the future. Retro design is not what we are here for.” 

Of course, the world is now a very different place almost 20 years on and given the current appetite for back-to-basics hypercars and resto mods, a new Miura with a six-speed manual and the Revuelto’s 6.5-litre V12 could command a pretty penny. 

Nissan IDx Nismo 

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This one hurts. Nissan had the perfect opportunity to create a new hero car and a competitor to the Mazda MX-5 and Toyota 86/Subaru BRZ, only to get cold feet in the face of overwhelming enthusiast support. 

Of course, positive sentiment doesn’t necessarily equate to profits, but the IDx – especially in sporty Nismo guise – would’ve been a halo car at an affordable price point. 

Up to 170kW was mooted from the 1.6-litre turbocharged four-cylinder engine, driving the rear wheels and limited-slip diff would’ve been a must have. Alas, one of motoring’s great ‘what ifs?’. 

Toyota FT-Se 

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There’s still time. With Toyota committing to both performance cars and internal combustion for as long as possible, could the FT-Se make production as a new-generation MR2, following in the footsteps of the 86 and Supra? 

The concept, revealed at the 2023 Tokyo Motor Show, was electrically powered and could well be produced in that form, but we’d prefer either Toyota’s amazing 1.6-litre three-cylinder found in the GR Yaris and Corolla or its forthcoming new-generation 2.0-litre four-cylinder to be nestled in the middle. Fingers crossed. 

Volkswagen W12 Nardo

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While most vehicles on this list never ventured further than a motor show stand, the Volkswagen W12 worked so well that in early 2002 it set all manner of speed and endurance records, covering 7740km at an average speed of more than 322km/h. 

A number of concepts appeared over the years, including a Roadster, but in its ultimate form the 6.0-litre W12 engine produced 441kW/621Nm and powered the rear-wheels, though the original concept was all-wheel drive. 

Though it never made production, the focus turning to the Bugatti Veyron instead, the W12 did live on in a number of Audi, Bentley and VW models. 

McLaren Automotive has unveiled Project Viva, a one-of-one 750S supercar designed by McLaren Special Operations (MSO) – the brand’s in-house division dedicated to bespoke creations and exclusive commissions. The project serves as a creative tribute to Las Vegas ahead of the city’s Formula 1 Grand Prix, showcasing the intersection of art, innovation and performance that defines both McLaren and its host city.

Project Viva reinterprets Las Vegas through a monochrome design, a bold contrast to the city’s trademark neon vibrancy. The intricate “Sketch in Motion” livery, hand-painted by MSO’s craftsmen, captures the rhythm and geometry of Las Vegas landmarks, music culture, and racing heritage.

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The car’s bespoke finishes include Muriwai White, a reference to McLaren’s New Zealand roots, and a new exclusive paint called Vegas Nights. The latter is a deep black hue infused with flecks of cyan, magenta, and green, intended to mimic the glow of neon light against the desert skyline. Each hand-painted stroke contributes to what MSO describes as a “visual narrative” linking the car’s design language to McLaren’s racing DNA.

Adding a personal touch, McLaren Formula 1 drivers Lando Norris and Australia’s Oscar Piastri each contributed hand-drawn design details to the car. These include sketches and signature lines, as well as a tenth Constructors’ Championship star on the rear bumper – marking McLaren Racing’s recent F1 victory.

Jonathan Simms, Director of McLaren Special Operations, said Project Viva embodies the MSO ethos: “It’s where craft meets character, and where any inspiration can become a story told through design. Every commission we create is a fusion of vision and skill.”

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The Project Viva 750S is powered by McLaren’s latest-generation twin-turbo V8 engine, blending the brand’s engineering performance with meticulous artistic detail. It will be displayed at the McLaren Experience Centre inside the Wynn Las Vegas Hotel, coinciding with the city’s Grand Prix celebrations.

For McLaren, Project Viva not only highlights its continued partnership with Formula 1 but also reinforces the company’s broader vision: merging high-performance automotive design with artistic expression, transforming road-going supercars into bespoke works of modern craftsmanship.

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As recently confirmed by Renault’s local distributor, the Renault Scenic E-Tech new electric mid-size SUV will go on sale in December in Australia.

After a 15-year absence, the Scenic name will again be sold in Australia, this time priced from $55,990 plus on-road costs for the entry-level model. Two battery sizes with up to 625km of range (WLTP) will be offered in two model grades, both sitting above the smaller Megane E-Tech.

Two models will be offered in the Australian Scenic E-Tech line-up: the entry-level Techno and upper-spec Esprit Alpine. The Techno is available with both available battery sizes, with the Esprit Alpine only with the larger 87kWh unit.

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The Scenic E-Tech Techno EV60 uses a 60kWh battery for a claimed 430km range (WLTP), which powers a 125kW/280Nm front-mounted electric motor. It launches to 100km/h in 8.6 seconds and can charge at up to 130kW – Renault is yet to announce charging timing.

Above that sits the Techno Long Range EV87 and Esprit Alpine EV87, which both use a larger 87kWh battery for a claimed 625km range (WLTP) and a more powerful 160kW/300Nm motor for a 0-100km/h time of 7.9 seconds. Its battery can be charged slightly faster at 150kW.

The Renault Scenic E-Tech measures 4470mm long, 1864mm wide, 1565mm tall and rides on a 2785mm long wheelbase, making it slightly shorter overall than the Volkswagen Tiguan. Its bootspace measures between 545 litres and 1670 litres, which is 20L larger than the Tiguan with its rear seats folded. 

2026 Renault Scenic E-Tech pricing (plus on-road costs):

• Techno EV60: $55,990
• Techno Long Range EV87: $59,990
• Espirit Alpine EV87: $65,990
• Metallic paint: $800
• Two-tone paint: $1000
• Matte paint (Esprit Alpine only): $1200

Renault Scenic E-Tech Techno standard features:

• 19-inch alloy wheels
• Automatic LED exterior lighting
• Rain-sensing automatic wipers
• Auto-folding mirrors
• Keyless entry and start
• Power tailgate
• Heated front seats and steering wheel
• 12.3-inch digital driver’s display
• 12-inch vertical touchscreen with Google In-Built and over-the-air updates
• Google Maps navigation
• Wireless and wired Apple CarPlay and Android Auto
• Arkamys six-speaker sound system
• Wireless smartphone charger
• 6x USB-C charging ports
• Four driving modes (including one-pedal driving)
• 48 interior ambient lighting modes

Scenic E-Tech safety features:

• 7x airbags
• Autonomous emergency braking (AEB)
• Adaptive cruise control with stop and go
• Adaptive lane centering
• Blind spot warning and intervention
• Rear cross-traffic alert
• Door exit warning (front and rear)
• Speed sign recognition
• Front, side and rear parking sensors
• Hands-free parking assistance
• 360-degree camera

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Scenic E-Tech Esprit Alpine EV87 adds:

• 20-inch alloy wheels
• Alpine grille, external door trims and badging
• Infrared heat-reducing windscreen
• Harman Kardon premium audio with nine speakers
• Six-way power adjustment with memory for driver and front passenger seats
• Massage function for driver’s seat
• Driver recognition for seat and mirror settings
• Synthetic leather and cloth seat trim with blue Alpine stitching
• Aluminium accents for front door trims
• Metal pedal covers

The Renault Scenic E-Tech will go on sale in Australia in December, with the Esprit Alpine the first model to be delivered locally.

BYD has revealed local pricing and specifications for the BYD Atto 1 – its smallest product yet – and the Atto 2, now its smallest SUV, with both sitting below the Dolphin hatch and Atto 3 small SUV.

Priced from $23,990 plus on-road costs for the Atto 1 and $31,990 +ORC for the Atto 2, both models are some of Australia’s cheapest new cars. However, unlike many other cheap cars, they’re both electric.

Launching in December, both the Atto 1 and Atto 2 will be offered in two specifications in Australia: entry-level Essential and upper-spec Premium for the former and Dynamic and Premium for the latter.

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The BYD Atto 1 Essential uses a 30kWh battery for a claimed 220km of range (WLTP). The battery can be DC fast charged from to to 80 per cent in 30 minutes at a maximum of 65kW, while 11kW AC charging allows for a full charge in around 3.5 hours. The Essential features a 65kW/175Nm front-mounted electric motor that’s good for a claimed 0-100km/h run in 11.1 seconds.

Above the Essential is the Premium, which uses a larger 43.2kWh battery for a claimed 310km of range (WLTP) and BYD quotes the same 30-minute 10-80 per cent DC fast charging time for a maximum of 85kW. The Premium also upgrades the motor’s outputs to 115kW/220Nm, reducing the 0-100km/h time to 9.1 seconds.

The Atto 1 uses the BYD‘s e-Platform 3.0 and measures 3990mm long, 1720mm wide and 1590mm tall, riding on a 2500mm long wheelbase, which gives it a 55mm shorter length than the MG 3. Its boot measures between 308 litres with the rear seats up and 1078 litres with the rear seats folded, and kerb weight measures between 1294kg for the Essential and 1390kg for the Premium.

Standard features for the Atto 1 Essential include 15-inch steel wheels, automatic halogen headlights, synthetic leather upholstery, a 10.1-inch touchscreen with 4G cloud services, over-the-air updates, wireless and wired Apple CarPlay and a packed suite of active safety features like six airbags, automatic emergency braking, adaptive cruise control, lane keeping assistance and a reversing camera.

The Atto 1 Premium then adds a 360-degree camera, 16-inch alloy wheels, LED headlights, automatic wipers, auto-folding mirrors, rear privacy glass, a 6-way electric driver’s seat, a wireless phone charger and heated front seats.

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Priced from $31,990 +ORC, the BYD Atto 2 uses the same platform as the Atto 1 and measures 4310mm long, 1830mm wide, 1675mm tall and features a 2620mm long wheelbase – that makes it 50mm longer than a Volkswagen T-Roc. Its bootspace measures between 380 litres (seats up) and 1320 litres (seats folded).

Both variants in the Atto 2 range use a 51.3kWh battery for a claimed 345km of range (WLTP), which can be DC fast charged from 10 to 80 per cent in 38 minutes.

Standard features on the Atto 2 Dynamic include 16-inch alloy wheels, automatic LED lighting, automatic wipers, synthetic leather upholstery, a 10.1-inch touchscreen with 4G cloud connectivity, wireless and wired Apple CarPlay and Android Auto, a heat pump and safety features such as six airbags, auto emergency braking, adaptive lane guidance, lane keeping assistance, blind-spot monitoring, rear cross-traffic alert (with braking) and a reversing camera.

The Atto 2 Premium then adds larger 17-inch wheels, a 360-degree camera, auto-folding mirrors, a panoramic glass roof, roof rails, a six-way electric driver’s seat, heated and ventilated front seats, a wireless phone charger, a larger 12.8-inch touchscreen and four extra speakers (eight in total).

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2026 BYD Atto 1 and Atto 2 pricing (plus on-road costs):

The BYD Atto 1 and Atto 2 will go on sale in Australia in December 2025.

It was a very different time in the Australian motoring landscape, 1968, and the concept of a truck-based light duty vehicle was something of a novelty. We (by which I mean ‘Australia’) had, of course, invented the concept of the ‘utility vehicle’ but a light truck was a very different proposition.

With more focus on work, and less focus on play, the HiLux made its entry into the Australian new car sales race, and in many ways has never looked back. Fast forward to 2025 and now every manufacturer seemingly wants a shot at the segment that has been our most popular for some years now.

You could argue that Australians are buying dual cabs at such a rate because they can’t access Holden and Ford utilities anymore. You could argue that a modern dual-cab services our needs more than any other vehicle. You could argue that we buy them purely on styling, to make a statement. One thing that you can’t argue though, is how popular they are. Aussies love them, and that shows no sign of slowing down, like it or not.

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As such, every manufacturer wants a piece of this fiercely competitive segment. Back in 1968, an MG was a British sports car with a predilection for leaving oily stains on your driveway, and GWM, LDV and BYD probably stood for something other than what they do in 2025. In 1968, the segment hadn’t been set and then re-set by the constant improvement of the Ford Ranger, and the idea of a dual-cab with
a Mercedes-Benz badge was utterly preposterous. Or a Volkswagen for that matter. And yet, here we are. Dual cabs available from all and sundry at vastly different price points.

The established brigade remains. Nissan, Ford, Mitsubishi, Isuzu, Mazda and of course, Toyota, have been slugging it out for decades and continue to do so. Today though, buyers have the option of plug-in hybrid technology and even fully-electric dual-cabs from China, plus more conventional diesel engines from South Korea, as well as an Amarok that is actually a Ranger, and a BT-50 that is now a D-Max instead of a Ranger, as it used to be. Confused? You’re not the only one.

Buyers have quite simply never had more choice, and it’s why this updated HiLux has a serious fight on its hands. Toyota can trade off its dealer network, service and parts availability, and outback-forged reliability in remote areas for as long as it wants – that’s a reputation well-earned. What it must do now though, more than ever, is also appeal to the urban buyer, city focused, unlikely to tow a heavy caravan, haul a heavy load, or ever move the 4WD switch over to low range.

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Furthermore, if every other manufacturer hasn’t been looking at Ford’s strategy with Ranger – offering constant and regular updates and improvements – they have been asleep at the wheel. It’s almost certainly why Ranger has remained so popular for as long as it has.

Toyota Australia told Wheels at the first drive of this new model that it’s ‘the most Australian HiLux ever’, thanks to the level of local engineering and input that has gone into this dual-cab. Toyota will no doubt be hoping that local nous and understanding translates to showroom sales.

Sean Hanley, Toyota Australia’s Vice President Sales, Marketing and Franchise Operations, reckons the new vehicle can continue the legacy of success in our local market. “Whether going to the job site, or the camp site, the HiLux has always been known as an extremely dependable and capable vehicle, which is reflected in its enduring popularity with customers,” he said.

Hanley went on to explain that the new HiLux will offer broad improvements for both on and off-road driving, safety, comfort and the new exterior design. “Furthermore, the introduction of the first-ever HiLux battery electric dual-cab reinforces Toyota’s multi-pathway approach to decarbonisation, which is an exciting step forward for fleets and businesses looking to reduce their carbon footprint,” Hanley said.

Wheels is tipping that apart from fleet buyers and a small cohort of urban buyers, no one is beating down Toyota’s door for an electric HiLux – the sales figures will tell.

Unsurprisingly, the new HiLux range is extensive, with a choice of 21 different diesel variants across single-cab, extra-cab and double-cab configurations, 2WD and 4WD underpinnings, manual and automatic transmissions, and specification grades already familiar to buyers. They include WorkMate, SR, SR5, Rogue and new Rugged X model grades.

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The exterior is where you’ll notice the biggest changes to the revamped HiLux, despite the dimensions of the centre cab-section remaining the same. That also means cabin space remains the same as the model it replaces – an area where the best in segment have made genuine gains.

Aussie design input

Australia’s design and vehicle evaluation teams have been heavily involved in the development of every new HiLux over the past decade and a half, according to Toyota Australia, but for the first time, Toyota Design Australia was given the nod to lead the redesign of the exterior.

“Working on the design of the new HiLux has certainly been a challenge, being such a major global model, but one that Toyota Design Australia has relished,” Nic Hogios, Senior Manager Toyota Design Australia, said. ‘Over the past 10 years, we have been working on significant HiLux updates, special models and off-course accessories for global HiLux family models, alongside our partners at the technical centre in Thailand.”

As such, Hogios believes it was only natural that Toyota HQ selected the Australian team to design the exterior for the next generation, in close collaboration with teams in Japan and Thailand as well as Global HQ.

Based in Altona, Victoria, this project has been in the works since 2021, and core among the considerations was retaining the look and feel that existing HiLux buyers demanded. As the dual-cab segment has morphed into the most popular in Australia, so too has the demands of the buyer, not just in terms of styling but also interior execution, standard equipment, and driveability.

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Toyota calls the finished design ‘Cyber Sumo’, and there’s no doubt the new HiLux has a distinctive visage. According to the design team, the front end is inspired by the ‘Sonkyu’ starting pose of a Sumo bout, and while it won’t be to everyone’s taste, it will set the new HiLux apart from the bulk of the segment. Squint a little, and you might just see it.

The way the mesh upper grille has been integrated into the fascia itself is a strong departure from the traditional styling of dual cabs in this segment, and the slim, sharp headlights also deliver a completely different look. In the metal, it’s not too far from some of the renderings we’ve seen, but it’s certainly very different for a HiLux.

Wheels asked at the launch how much work went into the headlights to ensure an aperture so thin could deliver the punch required for more remote areas, but also fit into ADR safety requirements, and the answer was that quite a lot needed to be accounted for. According to Toyota Australia, the new headlights do meet the standards it had set internally.

The other interesting aspect of the exterior redesign is the way in which the cabin – the silhouette of which is common to the current model – had to be made to work with a significantly different style front end especially. From A-pillar to C-pillar, the cab remains the same.

Toyota’s design language is interesting, in that it’s often a year or two post-launch that a new model starts to look at home on the street. An example of this was the then-new 200 Series LandCruiser, which polarised 100 Series owners upon its initial release, only to gain traction with buyers in the following months as the new design started to bed down a little. We suspect the styling of the new HiLux is likely to generate some healthy debate. It won’t be to everyone’s tastes, but it’s hard to argue against the fact it does bring the HiLux into a more modern aesthetic.

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Interior update

Styling is one thing, but substance is where this fight is now at, especially given the levels of standard equipment from the likes of BYD with the tech-heavy Shark 6 PHEV dual-cab. The new HiLux has benefitted from a significant lift in standard interior equipment, even though cabin dimensions remain the same.

The three-tier dash is significantly different, and the flatter design provides improved forward
visibility, both on and off-road. We noticed it specifically during off-road testing, where sighting and positioning the front corners of the HiLux was easy, thanks to the broad view through the windscreen.

There’s a new digital instrument cluster for the driver as standard equipment, measuring in at 7.0-inches for WorkMate and SR grades, stepping up to 12.3-inch on SR5 and up. Across the range, the big 12.3-inch
infotainment touchscreen is standard. It’s positioned neatly above the centre console, easy to reach and control, but not looking like an afterthought.

HiLux also gets a new generation control system for the multimedia centre, with wireless Apple CarPlay and Android Auto, proprietary satellite navigation voice command and expanded Toyota Connected Services functionality.

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The centre console is wider, meaning it’s more rigid and less prone to vibration though the cab, and a taller centre console lid, that Toyota says was designed to match the height of the armrest in the door card and can be moved fore and aft.

The front and rear seats – the comfort of which we noted at launch – have been changed, and up to eight-way power adjustment is available. There’s also lumbar support, and leather accented trim depending on which model grade you choose.

Beneath the central infotainment screen, you’ll find the climate control zone with – thankfully – large physical buttons and dials that make tweaking the temperature or the fan control easy – even on the move. If the Tesla way of controlling everything through the touchscreen is the answer to a question nobody asked, the Toyota system is the response to the thought we all assumed was obvious.

The steering wheel has been changed, too, with easy ergonomics and a different layout of controls from the old model, grouped into three options – infotainment, audio and driver assistance. It means you can do whatever you need to do, on the move with ease, and you’re not left fumbling for the right switch to do the right thing. A heated steering wheel is available on some grades as well.

The result of all these changes is a cabin that feels familiar to a degree, even if it looks anything but. One reality to be faced is that the second row, in particular, doesn’t get an improvement in space – especially for taller adults – over the outgoing model, meaning the best in segment will stay out of reach for HiLux. The front two seats are excellent, and I can sit behind my own driving position – but only just.

Under the hood

Unsurprisingly, during our short test at launch, the 2026 HiLux performs strongly off-road and reliably on. There are no skeletons in this closet in that it’s a tried and tested driveline. Is it underdone? There’s a fair case to make that argument.

The most significant factor here, then, will be whether a largely unchanged driveline can go toe-to-toe with the most powerful and capable in the segment. In the case of the Isuzu/Mazda twins, there’s a larger, 3.0-litre four-cylinder engine, while the Ford/Volkswagen twins offer up an even more formidable 3.0-litre V6.

Across the new HiLux range, all grades are powered by the familiar 2.8-litre, turbo-diesel four-cylinder, which churns out 150kW and 500Nm through a six-speed automatic. Opt for the manual and torque is reduced to 420Nm.

Additionally, for SR grade and above, Toyota will offer its 48-volt V-Active technology standard (with smooth take off a side benefit) alongside the 8.5kW/65Nm punch the system delivers from take off. Driving the HiLux unladen and without a trailer hitched up, there’s nothing at all wrong with the
power delivery and drive experience. Once the vehicle is launched proper, we’ll take a closer look at its performance under some strain.

As mentioned above, the electric version of the HiLux will join the range later in 2026 and will use an electric motor at each axle, powered by an as yet unspecified lithium-ion battery pack. Wheels will have more detail on the EV specifications as soon as they are available.

The 300 Series LandCruiser benefited from the work that Toyota Australia’s development team put into the Multi-Terrain Select system, with tangible benefits in mud, sand, dirt and slippery rocky terrain, and so does the new HiLux. Its off-road performance makes tough work look easy, as you’d expect of the badge and the model. Part-time 4WD, proper low-range gearing, and on SR 4×4 and above, a locking rear-diff as standard with Multi-Terrain Select traction control mean the HiLux is formidable as soon as you leave sealed surfaces.

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An electric power steering system has been added for 2026, and on test we found it to have the meaty feedback we like off-road and the lightness on sealed surfaces that should make the HiLux easy to pilot around town. We didn’t get to test the high-speed response at length, but Toyota claims the system has been tuned to deliver strongly in that environment too, crucial for rural buyers who cover long distances at 100km/h. Further, the addition of electric power steering, has allowed Toyota to refine lane-keep
systems.

An interesting addition to the new range, and a nod to the vastly different buyer profile at either end of the model range, is the two different suspension tunes Toyota will offer. One is directed at hard work and load hauling, the other at comfort and, therefore, the private user less inclined to test the parameters of the chassis’ capability.

Coils up front and leaf springs out the back remain, and they have been revised across the range, but it’s WorkMate and SR that get the heavy duty suspension, while SR5 up is fitted with different rate springs and a different suspension stroke to deliver a lift in unladen ride comfort.

There are smaller changes, too, like new hydraulic engine mounts, and shear-type cab mounts, specifically added to improve rigidity as well as comfort, but also crash capability and reduce vibrations. The ladder-frame chassis itself, is otherwise unchanged.

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The front suspension tower sheetmetal is thicker, while two of the cross members at the front of the chassis have been changed, too. Toyota claims improved frontal crash performance, although we don’t yet know what the ANCAP crash rating will be. The suite of safety equipment has been enhanced with a first for Toyota – the cabin detection alert system – which uses a radar to detect passengers in the rear seats and notify the occupants when exiting the vehicle.

The new HiLux still feels very much a HiLux to drive, then, with a discernible lift in refinement and insulation. The cabin is quiet and comfortable, even on coarse chip surfaces, but the drive experience feels very familiar from the model it will replace. Back-to-back testing and full specification details closer to launch will tell the full story. We suspect that for the first time in a long time, the new HiLux won’t be able to duke it out in a performance sense with the best in segment. Does that matter? Almost certainly not to the target buyer. Time will tell of course, but it would seem that HiLux sales will continue to tick along with the same inexorable march they always have.

Three years on from its local launch, Ford’s Mustang Mach-E continues to represent a riddle wrapped in a contradiction. Well, in a marketing sense, anyway, because it remains a mystery to many that the model is still badged as a Mustang. And that’s especially so when the just announced facelift appeared to offer the perfect opportunity to drop the Mustang tag and simply go with Mach-E. An opportunity gone begging, as it turns out.

Why dump the pony? Because to those of us with enough grey hair, a two-tonne-plus, battery-electric SUV is to the original Mustang ethos as pineapple is to a pizza topping. So scratch the hard-core Mustang nutters. But similarly, the denizens of our leafy inner suburbs are very likely to look down their surgically perfected noses at the Mustang badge and reject the prospect on that basis alone. Damned if you do…

Surely, this car could stand on its Mach-E tag alone; reconciling the E for Environment’ and the Mach’ reference as a wink and a nod to the traditionalists. Then again, Ford pays its marketing geniuses a lot more than I’m paid to scribble about cars, so maybe I’ll just shut up and check out what the facelift has brought. Yeah, there’s a thought.

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The range remains the same; kicking off with the entry-level Select rear-drive with its 19-inch alloys, LED lighting and heated seats and steering wheel. Yours for $65,990. The Premium rear-drive is next and adds a larger EV battery, some red stitching inside, multi-coloured ambient lighting and body-coloured wheel-arch extensions. But it’s a big step up to $80,490. The GT is the $98,490 big-hitter with even more battery and an extra motor for all-wheel-drive. It also adds 20-inch wheels, Pirellis, adaptive suspension (dampers) Brembo front calipers and Performance front seats.

Mechanically, the Select and Premium share the basics. That starts with the 212kW, 525Nm electric motor mounted between the rear wheels. The Select gets a 73kWh battery-pack for a claimed 470km range (WLPT). The Premium gains 15kWh for a total of 88 (but still just shy of the previous Premium’s 91kWh battery) and a 600km range in the process. The GT, meanwhile, has a 91kWh battery driving the twin motors which, combined, offer up 434kw and 955Nm. Running two motors makes for big shunt, but also burns electrons faster, so the range claim is down to 515km.

For the record, our on-test consumption figure of 17kW per 100km is pretty handy and tends to back up the theory that the range estimates may not be too fanciful. That’s on the two rear-drive models, at least, and our figures for the GT fell victim to the temptation of almost 1000Nm, rendering them unworthy of publication. Ahem.

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Other facelift changes include the fitting of a heat-pump to improve the efficiency of the cabin heating and ventilation, although it gobbles up a fair amount of room in the frunk. The alloy wheel designs are new and, on the GT, apes the rims on the `proper’ Mustang. There’s other stuff, too, like matte-finish lower body panels on the Premium version and a new interior layout with a column-mounted stalk replacing the previous rotary PRNDL dial. The GT gets a new grille, too. Yee-hah.

More importantly, the Select and Premium now sport a retuned suspension set-up which, in a nutshell, has backed the spring and sway-bar rates off a bit in the interests of ride quality. And, presumably, to greater differentiate the feel of the car compared to the firmer GT with its new clever-shocks. It’s worked, too. Not only that, but it’s probably now the defining dynamic characteristic.

Which is to say the Select and Premium now offer the preferred experience. Sure, they never have the same big-dog-on-a-short-leash feel of the twin-motored GT, but you’d never call them anything but muscular in their own right. There are always Newton-metres on call, and plenty of them, and, like the GT, you also get that lush, whooshing sensation of being swept up by a huge force and carried away somewhere. It’s just that the GT will get you to wherever that is a lot faster and with added whoosh.

But hit a bump in the GT and you may begin to wonder why you spent the extra gold. To be honest, the top-flight Mach-E is just too stiff for everyday roads. Even fiddling with the selectable drive modes doesn’t seem to zero in on a setting for the adaptive dampers that feels right. It doesn’t crash into holes, but neither does it manage to glide across them. Smaller, fidgety road-pox is also felt through the seats and rather than emerge as the relaxed, luxe thing a big, expensive electric car should manage, the GT hops and bops around painfully.

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In contrast, the two cheaper variants are much nicer to ride in. There’s a far better mix of spring and damper and the end result is one that allows the Mach-E to swallow the worst of the lumps and flatten the rest. Rarely do you find two versions of the same car with such different ride characteristics. The better news is that this extra layer of ride-crema hasn’t been at the expense of the car’s ability to sidestep. It still feels pretty agile and it really doesn’t feel as big and heavy as the spec sheet insists.

The other difference, though, is that the softer suspension tune on the rear-drive Mach-Es does dull the steering down a fraction. It seems about half a turn lock-to-lock slower (although it probably isn’t) and it doesn’t have quite the clarity of the helm in the GT. It’s almost like it’s not loading up as you’d expect it to, and the overall sensation is that you’d like a bit more backchat from the front end. There’s also a tiny nothing-doing spot at the straight-ahead that the car otherwise, thanks to its wheelbase and overall stability, doesn’t require.

Inside, the presentation is crisp and clean with plenty of soft-touch surfaces although the tiny dashboard’ screen ahead of the driver looks a bit underdone. Not that it’s hard to read or lacking any vital info, just that it looks like the interior was designed for a bigger pane of screenage. The rear seat is pretty huge, and even though the centre-rear seating position is still the stuff of short straws, there’s admirable knee room and foot-room under the front chairs and the chance for a six-footer to sit behind another six-footer with no complaints. The rear door opening, however, seems a bit tight, and while the huge (and standard) panoramic roof opens up the interior brilliantly, opening it up the traditional way is frustrating thanks to the placement of the interior door handles that are simply too far back to avoid banging your elbow into the rest of the car. And don’t start us on the popper style exterior door handles or the slit-like view through the rear window. Thank goodness for reversing cameras.

Meanwhile, what’s the one thing very, very few EV makers have ever got right over the years? Yep, the synthetic soundtrack. But good news; the Mach-E’s ‘note’ (which can also be turned completely off when it’s not needed – which would be 99 per cent of the time) is actually tolerable, mainly because it’s not trying to be a booming V8 or a Formula 1 clone. Okay, it’s still a bit Dr Who, but, like the rest of the car, really, it’s a lot closer to the mark than you might imagine a Mustang with no pistons should have turned out.

Specs

Kia Australia has announced local pricing for the updated Kia Stonic small SUV, which is due to arrive in local Kia dealers from later this month. A big update to Kia’s smallest SUV, the updated Stonic ushers in new front and rear styling, new interior parts such as a new centre console and a new drivetrain with 48-volt mild-hybrid tech for the first time in the local model.

Pricing for the 2026 Kia Stonic range starts at $28,180 plus on-road costs for the entry-level S, and climbs to $35,740 +ORC for the top-spec GT-Line. Compared with the current Stonic, pricing for the facelifted model now starts $2040 higher for the S, $3000 higher for the Sport and $3260 more for the GT-Line.

The whole 2026 Kia Stonic range now uses a 48-volt mild-hybridised 1.0-litre turbocharged three-cylinder petrol engine paired with a seven-speed dual-clutch transmission. Kia Australia is yet to reveal specifications, but according to industry database Redbook, the Stonic’s power has climbed from 74kW to 88kW (at 6000rpm), while torque remains at 172Nm (produced from 1500rpm to 4000rpm).

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The move to a mild-hybrid system has reduced combined fuel consumption from 5.4L/100km to 5.0L/100km, while CO2 emissions have fallen from 125g/km to 116g/km.

According to Redbook, eight colours will be on offer, including a new ‘Adventurous Green’ and ‘Yacht Blue’ shades and premium paints will attract a $550 extra charge.

Other details seen through Redbook include the Stonic S’ alloy wheels upgrading from 15-inches to 16-inches in size, while the Sport and GT-Line have gained adaptive cruise control for the first time in Australia. Sport and GT-Line models also gain the Kia Connect live services and over-the-air updates.

2026 Kia Stonic pricing (plus on-road costs):

The updated Kia Stonic will enter local Kia dealerships later this month.

Local specifications for the GAC Emzoom, a new small SUV from the latest Chinese brand to arrive in Australia, have been announced ahead of its market launch later this month.

Sitting below GAC’s Aion V electric small SUV (also about to arrive in Australia and for which specs were recently announced), the Enzoom will compete with cars such as the Chery C5 (formerly Omoda 5) and Kia Seltos when it launches. While Australian pricing is yet to be confirmed, the Emzoom’s one specification will be well equipped.

Measuring 4410mm long, 1850mm wide, 1600mm tall and riding on a 2650mm long wheelbase, the Enzoom is 25mm longer than the aforementioned Seltos. The Emzoom’s boot capacity is listed as between 341 litres and 1241 litres, making it as much as 187 litres smaller than the Seltos, and its kerb weight is as low as 1370kg.

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Under the bonnet of the GAC Emzoom is a turbocharged 1.5-litre four-cylinder petrol engine making 125kW of power and 270Nm of torque. It’s mated to a seven-speed wet dual-clutch transmission and sends power to the front wheels. It’s rated at 6.6L/100km on the WLTP cycle for combined fuel consumption – Australian figures are yet to be confirmed.

The arrival of the Emzoom is expected to be one of a number of models introduced by GAC in the coming years as it seeks a place among Australia’s top 10 sellers. Apart from the five-seater and the Aion V SUVs, it will also introduce the GAC Trumpchi E9 plug-in hybrid (PHEV) people mover by 2027.

GAC Emzoom standard features:

• 18-inch alloy wheels with a temporary spare tyre
• Automatic LED exterior lighting
• Rain-sensing automatic wipers
• Panoramic sunroof
• Power tailgate
• Keyless entry and start
• Heated/auto-folding mirrors
• Leather steering wheel
• Synthetic leather upholstery
• 6-way electric driver’s seat with ventilation
• Dual-zone automatic climate control with rear vents
• 7.0-inch LCD driver’s display
• 14.6-inch touchscreen
• Wireless Apple CarPlay and Android Auto
• 6-speaker sound system
• USB-C and USB-A charging ports
• Wireless phone charger
• Ambient lighting
• Eco, comfort and sport driving modes

GAC Enzoom safety features:

• 6x airbags
• Autonomous emergency braking (AEB)
• Adaptive cruise control with adaptive lane guidance
• Lane keeping assistance with lane departure warning
• Blind-spot warning
• Auto high beam
• Front and rear parking sensors
• Automatic parking
• 360-degree camera
• Anti-theft alarm
• Tyre pressure monitoring

Full local pricing and warranty information for GAC’s Australian arm will be made available towards the end of November ahead of first deliveries commencing soon afterwards.