Luxury has a fairly flexible definition when it comes to new cars. There are classifications like ‘prestige’ for brands like Audi, BMW, and Lexus, and then there’s ‘luxury’ higher up for the likes of Bentley and Rolls-Royce.

Luxury, or at least the appearance of luxury, has long been held in high regard by mainstream brands. Known as the halo effect, a quality, high-tech, high-featured product can cast a warm glow over the entire brand when executed properly.

Not every car marketed as luxurious or prestigious has landed where it was aimed. No matter how good the intentions of its manufacturer, here are 10 cars from mainstream manufacturers that tried hard to escape their working-class roots.

Eunos 800

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Mazda’s current push to position current models like the CX-90 upmarket has a familiar ring to it. In the early ‘90s, buoyed with confidence, Mazda launched the Eunos brand in Australia, attempting its own Lexus-style luxury division.

The 800 was the flagship model, positioned as a rival to the Lexus ES300, but with Mazda’s affinity for unusual engineering – including a supercharged Miller cycle 2.3-litre V6 powering the front wheels.

Mazda Motorsport Australia even released a limited edition SP version with Antera alloy wheels and tweaked suspension in limited numbers. The Eunos 800 went on to become the Mazda Millenia, before reaching the end of the line in 2000.

Behind the scenes, Mazda had intended for the Eunos 800 to be called the Amati 500, from an even more upmarket division that never saw the light of day. Eunos eventually joined Mazda’s crazily ambitious multi-brand luxury strategy – that would have seen three upmarket spin-off brands across markets – as a short-lived exercise.

Citroen C6

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Citroen has a proud heritage of large luxury cars, starting with the iconic DS and encompassing models like the CX and XM, each slightly less impactful than its predecessor until, finally, the C6 became a last-grasp at the executive car market.

Offered in Australia from 2006 until 2012, but living on in markets like China as late as 2023, the C6 specialised in relaxed luxury. The Hydractive 3 electronically controlled version of Citroen’s hydropneumatic suspension put ride comfort at the fore at a time when brands like BMW and Mercedes-Benz had switched to more connected handling. Six-figure pricing when new proved a considerable roadblock, however Citroen still managed to find a niche of discerning buyers.

Holden Monterey

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Like the relationship between a Commodore and Calais, the Monterey was Holden’s luxury version of the Jackaroo 4×4. Even the name, taken from an upscale Californian county, tried to distance itself as much as possible from the more ocker Jackaroo.

The experiment proved successful. Holden ran the Monterey alongside the Jackaroo from 1994 until 2003, when Jackaroo production came to an end. The Monterey even went toe-to-toe with the Calais in some areas, with equipment like leather trim, powered front seats, a CD stacker, climate control, and woodgrain interior highlights. 

Visual upgrades were subtle. You could look for different alloy wheel designs, and darker body cladding, a hard spare wheel cover, or extra splashes of chrome depending on the model year.

Daihatsu Applause

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A crowded small car market and a lot of competitive pressure meant Daihatsu had to reach for the stars to give the Applause a point of difference. The Toyota Corolla-sized Applause started out conventionally, but as it aged, Daihatsu pitched it as an upmarket alternative.

In reality, Daihatsu wanted older, less tech-hungry (and less critical) buyers to find comfort in the Applause’s velour seat trim. Chrome was added outside, and woodgrain-look trim on the inside to make it feel more stately.

The Applause actually hid a somewhat innovative tailgate that looked like a sedan, but raised the rear window and bootlid in one piece. Utility fell short of rival hatchbacks, and as the Applause aged through the 1990s, newer rivals managed to pack in more equipment without the faux-luxury veneer.

Hyundai Grandeur

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Hyundai told you everything you needed to know with the name of its first large car in Australia. This was a car designed to impart a sense of extravagance and luxury.

By the standard of a still-emerging Korean domestic market, sure. For Australians with easy access to genuinely upmarket European models, perhaps not so much. Handling wallowed and interiors, especially in first-gen cars, were still too plasticky to be considered fancy.

Hyundai tried hard with decent V6 powertrains and high levels of standard equipment, but couldn’t get Aussie buyers onboard. Today, the Grandeur is a consistent top-seller in Korea, having evolved into a model more befitting of its name.

Proton Waja

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No, that’s not a mistake. Malaysian budget-car brand Proton considered the Waja sedan to be a fitting rival to European brands when it launched in 2000. In some ways, the argument held water – it was distantly related to the first-generation Volvo S40 via its Mitsubishi-derived platform.

Proton’s ownership of Lotus also meant driving dynamics were a surprising highlight, but everything else was a predictable lowlight. Proton launched the Waja confidently from $27,990 in Australia – more than a Golf – and quickly trimmed almost $5k from the price as showroom momentum failed to build.

Proton wanted the Wira to be considered in the same league as a BMW 3 Series, but offered less interior space than a Volkswagen Golf, underwhelming performance, and quality control issues that revealed the emerging brand was still a long way off prestige levels of quality.

Honda Legend

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The Honda Legend spent most of its existence being forgettable. It was subtle, almost invisible on Australian roads, but it deserved better. High build quality, excellent refinement, and reliability European luxury sedans could only imagine, made the Legend a quiet menace among luxury cars.

The Legend was so good, in fact, that it launched Honda’s luxury arm, Acura, in North America. A move that prompted Toyota to follow suit with its own luxury arm, Lexus, and an even more carefully-honed LS400 flagship.

Honda painted itself into a corner as rivals offered V8 engines and rear-wheel drive handling that the Japanese firm refused to go toe-to-toe with. Instead, Honda added all-wheel drive and doubled down on refinement, but discontinued the Legend in Australia by 2013, achieving only double-digit sales figures from 2010 to 2012.

Alfa Romeo 166

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Alfa Romeo’s final attempt to crack the large luxury car market held so much promise. It looked unconventional, lithe and athletic, and featured one of the world’s most praiseworthy V6 engines under its bonnet.

But… That wonderful Busso V6 was hampered by a four-speed automatic, and the stunning styling inside and out revealed a cabin that was not the equal of its rivals when it came to dimensions.

Handling didn’t match the connected feel of the smaller 156, and ride quality fell short of the expectations of the executive segment. Alfa was experiencing a positive revival in this era, and the 166 seemed to go out of its way to avoid being a success, resulting in no successor when it was finally put out to pasture in late 2007.

Fiat 130

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Italian motoring aficionados hold the 130 in high esteem, but the general public likely has little-to-no recollection of Fiat’s break from the mass market. The 130 was intended to demonstrate that Fiat could match the likes of Mercedes-Benz in the executive class.

Early 130s received a lacklustre reception overseas, but an updated model aimed to correct some of the interior quality issues and was the version Australians had access to. Pricing went toe-to-toe with Mercedes-Benz, and with Fiat better known for compact, efficient runabouts, the 130 proved an uphill battle.

Beyond the staid four-door sedan, a Pininfarina-designed coupe arrived, looking thoroughly modern and reinforcing the 130’s positioning as an aspirational model. The 130’s tepid response made it something of a one-off, with the Argenta that followed downsized and based on the smaller 132.

SsangYong Chairman

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South Korean brands all offered a large luxury sedan at home, but only Ssangyong dared try theirs in the Australian market in the 2000s. The Mercedes-Benz E-Class-based Chairman was a two-generation-old platform, with already-dated styling, entering into a fiercely territorial market.

That didn’t stop Ssangyong from having a tilt, touting the licensed Benz lineage as a selling point, and positioning the Chairman to compete with local luxury cars like the Ford Fairlane and Holden Statesman.

The Chairman was slow, thirsty, and, because of Ssangyong’s relatively unknown status at the time, suffered appalling resale. Equipment was generous, but few buyers could logically see the benefit in a Chairman over its home-grown competitors.

It’s arguably the most audacious M car ever, a rebel yell of technology and sheer power that is unlikely to ever be repeated.

The BMW E60 M5, the fourth-generation of the haloed nameplate, stands alone in the Pantheon of M5 greatness, a V10-powered Chimera that looked to Formula One for inspiration, liked what it saw and then set about rewriting the executive sedan rulebook.

The E60 was a departure for the M brand in more ways than one, the first BMW production car powered by a V10, the first M5 with adaptive suspension, and the first fitted with the third-generation of the brand’s seven-speed sequential manual gearbox (SMG III).

It embraced the digital world more than ever before, while still hanging on to the vestiges of its analogue forebears.

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Much has been made of the V10’s F1 origins (BMW at that time supplied the V10s that powered the
WilliamsF1 Team), but the reality is that aside from cylinder-count and vee angle, the two bent-10s had nothing else in common. Still, that didn’t stop BMW’s PR and marketing teams from spruiking its F1 credentials.

“The engine boasts extraordinary qualities and specifications,” read one BMW press release from back in the day. “After all, it was based on the 10-cylinder BMW Formula 1 engine.”

Inspired by? Maybe. Based on? Nope.

That’s not to say that BMW’s F1 involvement played no part in what would become the S85 V10, the first clean-sheet engine design from the M division, another departure for BMW’s skunkworks.

Previously M-badged cars were powered by existing BMW engines sprinkled with a liberal helping of M’s go-fast fairydust. But this new generation M5 called for something truly special, something as revolutionary as it was audacious. And the S85 was it.

As Peter Robinson recounted in the August 2004 issue of Wheels, “From the same 5.0-litre capacity as the old M5 V8, the engineers have wrung an extra 79kW (now up to 373kW), raised maximum rpm by 1250rpm to 8250rpm, and achieved a miraculous 75kW per litre from, remember, a big capacity, normally aspirated engine.

“Torque, at 520Nm, is up 20Nm, and because it’s developed so much higher – 6100rpm versus 3800rpm – the engineers have avoided the need for weighty driveline reinforcement.

“An extremely short 75.2mm stroke (bore is 92mm) helps the 90-degree V10 reach those soaring revs.”

The S85’s construction comprised a lightweight silicon-aluminium diecast block, forged at the company’s Landhut foundry, the same facility responsible for BMW’s F1 engine blocks. An aluminium bedplate added rigidity.

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Displacement was listed at 4999cc with a high compression ratio of 12:1. Inside the lightweight block, 10 cast aluminium pistons connected to the forged steel crankshaft by magnesium-steel conrods, and enjoyed an unusual and uneven 1-6-5-10-2-7-3-8-4-9 firing order at either 90- or 54-degree intervals which gave the S85 its distinctive aural signature.

To host the new engine, M’s design team began with the regular E60 5 Series and made it their own. It’s not a stretch to suggest the regular 5 Series’ design, which was created under the watchful eye of BMW’s polarising head of design, the American Chris Bangle, was controversial with critics (and there were many) loathing its angular edges, the ‘tear-drop’ headlight treatment, and most famously of all, its ‘Bangle Butt’ rear end.

Certainly, the E60 moved away, and did so dramatically, from BMW’s handsome and understated designs of previous generations, with a radical new look that bothered pundits, especially when compared to the universally-loved styling of its E39 5 Series predecessor.

But while its true Bangle was responsible for BMW’s overall design language, the final design of the E60 fell to a young Italian, Davide Arcangeli. The former Pininfarina scribbler – who had penned the utterly gorgeous Peugeot 406 Coupe, still regarded as one the most beautifully-proportioned cars of all time – incorporated many of Bangle’s overarching philosophies into the E60.

As Bangle later recalled to BMW Blog, the widely respected unofficial news outlet for the brand, “Davide’s approach to the project was, I think, very unique. BMW’s design team was tasked with creating a car with a huge amount of mass, on top of wheels that were the same size as before.

“[Arcangeli’s] idea behind it was, ‘we really play up the idea of negative surfaces’ which had been, up until that time, considered a taboo. [The idea was to] use the negative surfaces instead of lines, to give you a different idea of what the vehicle is.”

Bangle singled out Arcangeli’s clever use of concave surfaces at the sides, rather than angles and creases, which reduced a lot of the visual weight of the E60.

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The board greenlit Arcangeli’s radical design, largely unchanged, in 2000. Sadly, the Italian never got to see his vision in the metal, the young designer passing away in December 2000 after suffering an aneurysm while waiting to start chemotherapy treatment for leukemia. He was just 30.

BMW’s M skunkworks also went radical when it came to designing the new M5. Where previous generations of M5 could only be distinguished by small details, the E60 sought to stand out. Treating Arcangeli’s regular 5 Series not so much as a finished design study but rather a blank canvas, BMW’s M division added flared wheel guards, 25mm wider at each side. Up front a new menacing splitter distinguished the M5 while out back, an aggressive rear diffuser housed four 80mm exhaust pipes that bellowed the V10’s symphonic crescendo of combustion. M-specific gills at the side, first seen on E46 M3, joined the M5 stable.

Inside, the M5 played into the 5 Series’ strengths with a luxurious cabin befitting the BMW badge with acres of leather, supportive sports seats that held occupants in their grip, BMW’s signature round steering wheel and in a first for the M5 badge, BMW’s still nascent screen-based infotainment system, or as Wheels called it in November, 2004, “idiotic iDrive”.

BMW’s iDrive came in for a lot of criticism at launch, variously described as being “given to demonic possession”, and “the on-board mouse which will turn into a poisoned rat in the wake of one wrong twist or push”.

]Clunky it might have been, but iDrive was a couple of decades ahead of its time, serving as the nerve centre for the M5’s myriad performance parameter adjustments, dubbed MDrive. “Engine power setting of 400 or 500 horsepower, or ultra-aggressive 500 Sport,” listed Wheels after its first drive of the M5 in 2004. “Five automatic shift-speed settings in automatic ‘D’ mode and six in manual sequential ‘S’ mode.

One of two DSC (dynamic stability control) chassis electronics settings. Choice of Comfort. Normal and Sport mode for the EDC (electronic damper control) system. Head-up display (HUD) on, with a choice between regular and M-specific content, or off.”

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That’s a lot of electronic wizardry to wade through so to smooth the process, owners could save their preferred settings which could then be engaged by pressing the ‘M’ button on the right-hand spoke of the steering wheel.

Having the ability to set up and store individual performance parameters to suit individual tastes and driving styles seems quaint today but in 2004 it was ground-breaking, the stuff of science fiction.

BMW launched the E60 M5 in late 2004 to a mixture of critical acclaim and criticism. The new 5.0-litre was – rightly – lauded for not only its power and V10 soundtrack, but also for its everyday driveability.

“You don’t have to rev the engine hard to enjoy it,” reported Motor in November 2004. “Ninety seven km/h in seventh is a perfectly acceptable combination for flowing with traffic, and when you put the hoof down at 1800rpm in top gear there won’t be any gulps, hiccups or excuses.

“While most comparable powerplants emphasise either power or torque, the 5.0-litre unit from the Bavarian Motor Works can play both instruments, and it plays them exceptionally well. As a result, its sweet spot ranges almost from standstill to top speed. There are virtually no dents in the torque curve and no deflections in the rpm ladder, there is no ratio too short or too long, and there is relentless dynamic and acoustic stimulation.”

Criticism was largely reserved for BMW’s third iteration of its SMG (sequential manual gearbox) which, while providing razor-sharp gear changes when letting the E60 off its chain for a full-scale assault on the stopwatch, proved clunky and jerky in low-speed driving and everyday traffic. So, most of the time then.

As Motor Trend noted in its 2004 review: “This is the first M car that drives reasonably smoothly in the auto mode – but only as long as you stick to a rhythm that’s familiar to the SMG electronic brain.
“Unfortunately, the chips still struggle to cope with manoeuvres such as sudden kickdowns or aborted overtaking attempts. For best results, choose a medium shift speed. Slow is valium, fast is jerky and abrupt.”

The SMG also proved the E60’s Achilles Heel, providing owners with a litany of headaches over the course of ownership. The Getrag seven-speed gearbox itself wasn’t the problem. Instead, the complex electronically controlled hydraulic system responsible for clutch management and gear changes was plagued by overheating issues, leaks, and sensor failures.

Rod bearing failures were common too, hardly surprising considering the high-revving nature of the V10 and its extremely tight tolerances. BMW’s variable valve timing system also came in for scrutiny, with pump failures common.

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The E60’s litany of problems saw resale values plummet, the high cost of maintaining its highly-strung powertrain a deterrent to many buyers.

Two decades later, its sins have been forgiven. Prices of well-maintained examples continue to rise as the realisation sets in that its F1-inspired powertrain will never be seen again.

Its polarising styling has aged remarkably well too, the E60 M5 today looking fresh and contemporary, and certainly when compared against its rivals of the day. Polarising it might have been, but Bangle’s overarching design philosophy proved he had one eye on the future.

But it’s that glorious V10 alone cementing the E60’s place as a Modern Classic, a hellfire of combustion inspired by Formula One, a formula that is unlikely to ever be repeated, certainly not in a luxury sedan.

Why V10?

So why a V10 at all, when the incumbent five-litre atmo V8 of the previous E39 M5 was – and remains – a remarkable engine, a 294kW/500Nm blunt instrument of speed?

Wheels answered that very question in our August, 2004 issue.

“You can be sure BMW marketing will draw parallels between the M5 engine and the F1 V10 powering this year’s Williams FW26. Pure hype. In reality, nothing about BMW’s new S85 engine, bar the number of cylinders and their 90-degree vee, is shared with the F1 engine,” we wrote.

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“So why go to the trouble of creating an all-new engine, and why that V10 layout? The engineers decided that the new M5’s engine should remain at 5.0 litres, while producing 500bhp (373kW). Concurrently, the engineers also believed a single cylinder capacity of 500cc, each producing 50bhp (37kW), was ideal. This naturally dictated the ability for high revs.

“A V10 would be lighter, shorter, and stiffer, with less internal friction than a V12 alternative, and use less fuel than a blown V8. The resulting V10 weighs just 1kg more than the outgoing V8.”

Our E60 M5

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Despite BMW producing more than 20,000 E60 M5s over its lifetime, only around 300 ever made it to Australia. That hasn’t deterred Wheels reader Kenneth Roberts from owning two E60 M5s over the last 20 years, including the one you see on these pages.

Roberts bought his current M5 about 18 months ago after his wife told him to “go and buy something to amuse yourself”. Like all good husbands, he duly complied.

A carbon-black metallic-over-bone cream leather interior 2008 LCI update model, Roberts pre-emptively had the rod-end bearings replaced (“a known fault”) and some minor cosmetic work done, including having the bonnet and front guards resprayed before applying a ceramic coating.

He also – and you can almost hear the smile down the phone as he tells me – had the ECU flashed which added “a little more power and torque and had the speed limiter removed”.

Roberts is the fourth owner of this relatively low-mileage example (it shows 52,000km on the odo) that came with a complete service history.

When I ask him what drew him to the E60, Roberts doesn’t hesitate. “That V10 engine… they were mad.”

Indeed they were. And for that we are grateful.

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Specs

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

After a lengthy teaser program, JAC Motors Australia has finally confirmed local pricing for its upcoming Hunter ute, which will launch in Australia in August. Prices start at $49,888 plus on-road costs, making it the most affordable plug-in hybrid ute on the market – but it’s also the most powerful and even outmuscles the Ford Ranger Raptor.

Based on the turbo-diesel T9 ute that launched locally in March 2024, the JAC Hunter features a 2.0-litre four-cylinder turbo-petrol engine combined with an electric motor on each axle. Combined outputs are 360kW of power and 1010Nm of torque, eclipsing the 350kW/700Nm BYD Shark 6 Performance, 300kW/750Nm GWM Cannon Alpha Hi4-T and 207kW/697Nm Ford Ranger PHEV.

Equipped with a 31.2 kWh lithium-ion battery, the claimed NEDC electric-only range for the Hunter is 100km (around the same as the Shark), its claimed overall range including hybrid power is over 1000km and it’s rated at 1.6L/100km for combined fuel consumption. The battery can be DC fast charged at up to 49.5kW, and 15-80 per cent charge takes around 30 minutes at that speed.

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Crucially for many ute buyers, the JAC Hunter is rated to tow the benchmark 3500kg braked trailer, and its payload is 915kg. As previously announced by JAC, the Hunter has been locally tuned for Australian conditions and underwent over 100,000km of testing prior to market introduction.

Standard features on the Pro include 18-inch alloy wheels, dusk-sensing automatic LED lighting, rain-sensing automatic wipers, electric driver’s seat adjustment, leather upholstery, automatic climate control with rear air vents, a 10.25-inch digital driver’s display, a 10.4-inch touchscreen with wireless Apple CarPlay and Android Auto, eight-speaker audio, 64-colour ambient lighting and active safety features such as seven airbags, autonomous emergency braking, adaptive cruise control with traffic jam assistance, lane keeping assistance, blind-spot monitoring with rear cross-traffic alert, rear automatic braking and a reversing camera.

The top-spec Hunter X then adds black exterior styling details, front and rear differential locks, heated front seats, electric front passenger seat adjustment, front parking sensors, a 360-degree camera, auto-folding mirrors, rear privacy glass, roof rails and a rear 220V accessory socket.

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Registrations for interest for the Hunter are now open and the first 1,000 buyers can go a step further and reserve their Hunter today for a fully refundable $1000 deposit. The first 1000 customers to reserve and take delivery will also receive their choice of a free home EV charger or a $500 JAC Genuine Accessories voucher.

JAC Hunter pricing (excluding on-road costs):

Hunter buyers can also option front and rear differential locks on the Pro for an extra $1888, and an electric sunroof on the X for an extra $1500.

The JAC Hunter is available to reserve now, with vehicles starting to arrive at showrooms August 2026.

Land Rover has used the 2027 update to the Defender line-up to make a range of changes to engines, specifications, and equipment – but at its core, the Defender keeps its rugged capability and iconic design.

New for the 2027 Model Year, the Defender introduces a new Vertex variant (main and below), offering a preview of what to expect from the smaller Defender Sport expected later this year. The Vertex adds 22-inch wheels, body-coloured lower body cladding, and a range of matte wrap finishes.

Pitched as a more city-focused model, the Vertex features deeper bumpers, reducing overall clearance, but retains yellow recovery points in the rear bumper. The interior comes with a new ‘forged textile’ knitted polyester trim, which can be paired with Windsor leather.

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Land Rover will also offer Vertex-style upgrades on the X-Dynamic SE, X-Dynamic HSE and V8, via the Extended Exterior Pack, with Vertex-style bumpers, a longer rear spoiler, and a body-coloured spare wheel cover, along with a choice of 20-inch and 22-inch alloy wheel designs.

Appealing to its more traditional audience, the Defender 110 Trophy offers a more adventure-ready styling packed with items like a roof rack, side ladder and carrier box, and a snorkel included as part of the package.

Trophy Edition cars ride on black 20-inch steel-style alloy wheels, with black brake callipers, yellow Trophy graphics on the C-pillar and bonnet.

The flagship Defender Octa (below) returns, and retains chopped carbon-fibre exterior and interior trim, ‘6D Dynamics’ suspension, and a choice of all-season or all-terrain tyres.

While the Octa retains its mild-hybrid 4.4-litre twin-turbo V8 sourced from BMW, European markets will see power drop from 467kW to 397kW, in line with Euro 7-compliant emissions changes made by BMW. Australia retains the original 467kW state of tune and 4.2-second 0-100km/h sprint time.

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Similarly, Jaguar Land Rover’s in-house 5.0-litre supercharged V8 will be discontinued in emissions-sensitive markets, but will continue in the Defender 130 V8 in Australia.

Other changes to the range include a new six-seat layout for Defender 110 models, with a 2+2+2 layout and walk-through access to the third row between the second-row captain’s chairs. A revised infotainment system with AI-linked conversational commands and always-on ‘Hey Land Rover’ voice control.

2027 Land Rover Defender pricing (excluding on-road costs):

Kia Australia has announced that a new top-spec model has been added to the model range of the EV3 small electric SUV. Called the GT-Line AWD, it’s based on the GT-Line already on sale but – as you may be obvious – features an all-wheel drive system, making it the first AWD variant of the EV3 line-up to launch locally.

Priced from $66,490 plus on-road costs, which is $2540 more expensive than the front-wheel drive EV3 GT-Line, the all-wheel drive car is also more powerful thanks to the addition of a second e-motor on the rear axle. Standard front-drive EV3s produce 150kW/283Nm outputs, but the GT-Line AWD bumps that to a healthy 195kW/385Nm, which is enough grunt for a claimed 6.6-second 0-100km/h time.

To accommodate for the extra power and weight from the second motor, Kia Australia has added larger brakes, as well as a unique locally-tuned ride and handling package – with unique suspension and steering tuning for the GT-Line AWD model specifically.

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Featuring the same 81.4kWh lithium-ion battery as other Long Range variants of the EV3 range, the GT-Line AWD’s claimed WLTP range is 559km, which is just 4km less than the front-drive version. As with other Long Range EV3 variants, the GT-Line AWD can be DC fast charged at up to 150kW for a claimed 10-80 per cent charge time of as little as 31 minutes.

As it’s the top-spec model in the EV3 range, the GT-Line AWD features an extensive list of standard equipment, including 19-inch alloy wheels, a sunroof, synthetic leather upholstery, a 10-way electric driver’s seat, heated and ventilated front seats, a heated steering wheel, dual-zone automatic climate control with rear air vents, dual 12.3-inch displays with a 5.0-inch climate control, wireless smartphone mirroring, sat-nav and Harman Kardon audio.

Safety features include autonomous emergency braking, adaptive cruise control, adaptive lane guidance, blind-spot monitoring, rear cross-traffic alert, driver attention monitoring, auto high beam, traffic sign recognition, front and rear parking sensors and a reversing camera.

2027 Kia EV3 pricing (excluding on-road costs):

The new variant of the Kia EV3 range will be available from Kia dealerships from early September.

The Volkswagen Group has revealed drastic restructuring plans that could see the company’s brands, including Volkswagen, Audi, Skoda and Cupra, cull a wide range of models, streamline production efficiency, and cut its workforce by as many as 100,000 employees.

Following a supervisory board meeting, the Volkswagen Group had made the call to trim its line-up of vehicles by half, and switch focus to volume-selling segments, putting incremental and emerging products in limbo, Reuters reports.

Of Volkswagen’s surviving model lines, production complexity is set to be streamlined, with variants cut from the line-up and options and customisations pared back to maintain operating efficiency at Volkswagen factories.

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As with other established automotive manufacturers, Volkswagen is facing mounting pressure from rising low-cost Chinese competition, an increase in the adoption of domestic brands in the Chinese market, slowing sales in Europe, and the financial impact of US tariffs.

Profit margins between 2021 and 2025 have dropped by half, and slowing sales have seen Volkswagen pull back forecast production capacity from 10 million vehicles to 9 million.

“The global situation has continued to deteriorate over the past twelve months,” Volkswagen CEO Oliver Blume said. “That is why we are ​acting now.”

In a move that could become Volkswagen’s biggest-ever restructure, four German plants are under consideration for closure, and plans to cut 50,000 jobs initially have been expanded to 100,000 jobs on the line.

Volkswagen has yet to confirm plant closure speculation, but Reuters reports that German factories are currently running at around 80 per cent of production capacity, with those rates expected to decline further towards the end of the decade.

Volkswagen currently owns brands including Audi, Bentley, Cupra, Lamborghini, Skoda, and Seat and has a complex cross-holding partnership with Porsche, which each company holding a stake in the other. Rimac Bugatti, previously under Porsche control, has recently been sold, and industry speculation suggests Volkswagen may be looking to sell the Ducati motorcycle division, currently held by Lamborghini.

The Denza Z sports car has had pricing and specifications for its three-model line-up officially announced.

Buyers will have a choice of Z Coupe, Z Spider and Z Racing models, with a starting price that roughly lines up with a Porsche 911 GTS, but performance that outpaces a flagship 911 Turbo S.

Announced for the UK as part of the Goodwood Festival of Speed, the Denza Z Coupe is set to launch priced from £142,900 (A$276,100), positioning it between the UK prices of a 911 Carrera GTS and Carrera 4 GTS.

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Pricing for the Z Spider starts from £159,900 (A$308,950), slightly above the £155,900 (A$301,230) that Porsche asks for a Carrera 4 GTS Cabriolet in the UK.

The Denza Z line-up features an all-electric three-motor drivetrain with a claimed combined peak output of 1180kW and 1240Nm, from a single 500kW/440Nm front motor and two 340kW/410Nm rear-axle motors. The Z Coupe has a claimed 2.25-second 0-100km/h time, while the Z Spider takes 2.3 seconds.

The flagship Z Racing comes with a reworked aerodynamics package, semi-slick tyres, and retuned chassis control software, allowing a 30 per cent torque overboost feature for up to 20 seconds.

Acceleration to 100km/h drops to 1.96 seconds, while top speed is increased from 300km/h to 350km/h. An even higher-performance Z Special Edition is set to be unveiled at a later date, promising a quicker 1.7-second 0-100km/h time and a peak power output of over 1470kW.

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Coupe and Spider variants use adaptive air suspension, while the Racing retains adaptive dampers but with steel coil springs. All versions are equipped with carbon-ceramic brake rotors, with six-piston front and four-piston rear brake calipers.

As a latest-generation BYD product, the Denza Z is compatible with BYD’s 1500kW Flash Charging technology, enabling a 10-70 per cent top-up in five minutes and a 10-97 per cent ‘full’ charge (with a regenerative braking buffer) time of nine minutes.

WLTP driving range varies between 408km for the Z Coupe and 380km for the Z Racing, from a 76kWh battery. Kerb weight varies from 2230kg for the Z Coupe and 2250kg for the Z Racing, up to 2300kg for the Z Spider.

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The cabin of the Denza Z comes trimmed in suede-look fabric, with real carbon-fibre and metal trim, and includes an 8.9-inch driver’s display, 12.8-inch infotainment, and a 12-speaker Devialet audio system for coupe models (the Spider gets a 10-speaker system), plus power-operated doors.

Customer deliveries for the UK are expected before the end of the year, with other markets to follow.

MG has revealed two production-previewing concept cars at the Goodwood Festival of Speed. One aimed at the entry-level end of the market, and the other designed as a flagship sporty SUV.

The all-electric MG Go! Is intended as a modern design statement for the brand and avoids repeating MG’s current design themes, instead drawing inspiration from MG’s back-catalogue, including cars like the MGB GT, Metro Turbo, and ZR.

Designed at the MG Design Centre in London, the Go! Has been designed with UK and European customers in mind. The production version is set to appear in 2027.

Positioned as a rival to cars like the Renault 5 EV, Hyundai Inster, and upcoming Volkswagen ID. Polo, the MG Go! Concept features aggressively wide wheel arches, short overhangs, and a largely conventional five-door hatchback form with hidden rear door handles for a coupe-like effect.

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MG has yet to provide powertrain details for the concept, but the eventual production model is expected to use a downsized version of the front-wheel drive ‘E3’ platform that underpins the MG4 Urban.

The new model is likely to adopt the MG2 name and fit into MG’s range as an electric alternative to the petrol and hybrid MG3 range, rather than beneath it.

MG’s other Goodwood reveal gives a glimpse of what the brand has in store at the flagship end of its range.

The MG Cyber Concept is intended as a rival to medium-to-large five-seat SUVs like the Mazda CX-60 and Volvo EX60. Unlike the boxy proportion of the Go! Concept, the Cyber Concept takes on a raked profile, with flowing bodywork and more than a passing resemblance to the Ferrari Purosangue.

Despite an electric powertrain, the Cyber features a long bonnet, pushed-back A-pillar, and raked tailgate, evoking the proportions of classic internal-combustion GT cars.

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MG has again remained tight-lipped about the Cyber’s drivetrain, but describes the concept as a high-performance electric SUV with the “dynamic character and sense of occasion traditionally associated with sports cars.”

While MG already has its performance-oriented IM sub-brand, the Cyber points to an MG-badged variant of the IM6 SUV with the potential to match or exceed the flagship IM6’s 572kW dual-motor drivetrain and 3.4-second 0-100km/h acceleration.

MG was less clear about the timing for a production version of the MG Cyber, but confirmed that the concept previews a future production model for the brand.

Mercedes-AMG has taken the wraps off the next-generation of high-performance CLA 45. Now powered by electricity in place of the previous model’s 2.0-litre turbo-petrol engine, the new CLA 45 pumps out a huge 500kW of power (or 680 horsepower), which is enough grunt for a claimed 2.7-second 0-100km/h sprint time. Both sedan and Shooting Brake wagon bodystyles have been revealed, the former due in Australia from early 2027.

Using a lot of technology that recently debuted in the Mercedes-AMG GT 4-Door Coupe, such as its axial flux motors, AMG is now “bringing a top-of-the-range technological concept to the CLA”. It features three e-motors with two motors on the rear axle and one on the front to make a fully variable all-wheel drive system that can switch from rear-wheel drive to all-wheel drive to ensure optimum traction. 

The constant power of the electric motors combined is 450kW (torque is yet to be announced), but depending on the drive mode, the maximum power is 500kW. That’s enough to hit 100km/h in just 2.7 seconds with a one-foot rollout or 3.0 seconds from a standstill, and a top speed of 270km/h with the AMG Dynamic Plus Package. 

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As we’ve seen with the regular CLA range, the AMG CLA 45’s battery and charging statistics are impressive. Underneath is a 94kWh lithium-ion battery that’s large enough for a claimed 670km of WLTP driving range and an 800-volt architecture, which allows it to charge at up to 330kW for a claimed 10-80 per cent charge time of as little as 22 minutes. According to Mercedes-Benz, 10 minutes of charging will supply a range of over 270km in ideal situations. 

As usual with its models, AMG has added a number of performance features to the exterior of the CLA 45, including 19-inch AMG alloy wheels (20s are available), pumped up guards with more aggressive bumpers, active aerodynamics from the active spoiler on both bodystyles and active radiator fins to reduce drag. 390mm front discs with six-piston callipers and 350mm rear discs with a one-piston calliper provide the necessary stopping power.

The new active aerodynamics are a first in the class, according to Mercedes-AMG, and adopt different angles to either ensure the necessary driving stability or minimise aerodynamic drag. In eco, comfort and sport driving modes, the speed threshold is 145km/h, but in the AMGForce S+ and Race modes, they are activated immediately. They can also be manually controlled from the buttons on the steering wheel. 

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The interior of the CLA 45 follows on from the regular CLA range with its fourth-generation MBUX infotainment software, huge ‘Hyperscreen’ touchscreen and impressive practicality. Above the CLA, the AMG 45 adds a number of sportier details, such as the sports seats, flat-bottomed steering wheel with suede trimming and AMG features such as the brushed stainless-steel sports pedals. 

Mercedes-Benz’s ‘MBUX’ infotainment software adds new features for the AMG CLA 45, including the AMG Performance Menu, AMG Set-Up and AMG Track Pace menus for drivers to see important driving data in real time.

AMG Performance Menu visualises the energy flow, shows the power output for each of the motors and indicates when tyres have reached their optimum temperature. AMG Set-Up allows various functions like the order of the drive programmes and drive mode selectors on the steering wheel to be configured to a driver’s liking, while the sound can also be changed.

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AMG Track Pack is a personal racing coach, and records over 80 vehicle-specific data points 10 times per second to coach drivers on tracks such as the Nurburgring and Spa. The system provides drivers smart race navigation through the head-up display and visualises braking points and corner radii, thereby helping drivers find the ideal racing line.

The front seats feature what AMG calls ‘AMGForce’ shakers, which emit vibrations calibrated to mimic those of a combustion engine for more emotional engagement. The optional AMG Performance seats feature integrated headrests, larger side bolsters, heating and memory and multi-contour functions, as well as the shakers. Customers can choose between synthetic leather or that plus suede seat and real leather trims.

In the AMGForce driving mode, the sound of an original AMG four-cylinder engine is “meticulously documented” for a realistic engine noise while driving. 

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Unlike the standard CLA models, the AMG 45 is only available as a four-seater, with the former middle rear seat now a storage bin. Mercedes-AMG insists that practicality has not been compromised with the AMG CLA 45 compared to regular electric CLA models. As such, the 101-litre front boot remains, and the 390 litre (450 litres for the Shooting Brake) boot is only 15 litres less than lesser electric CLA models. 

The Mercedes-AMG CLA 45 will go on sale in Australia in early 2027, with local pricing and specifications due to be announced closer to the launch date. So far, just the sedan is confirmed for our market, with the Shooting Brake still under consideration. 

If you arrive late to a party then you really need to bring the best gift.

Toyota hopes that approach will work with its new RAV4 PHEV.

It’s coming late to the plug-in hybrid party, with Mitsubishi already well entrenched and BYD trumpeting six of the cars it calls ‘Super Hybrid’ in its line-up.

But Toyota has good numbers, vast experience in hybrids – second only to Honda in Australia – and a roll-out plan that will eventually put many PHEV vehicles on the road.

How much is the Toyota RAV4 plug-in hybrid?

Apart from the RAV4 badge, and a solid story of success, the company’s first PHEV in Australia lands with a starting price of $58,840 and a choice of front- or all-wheel drive. There is even a sporty-ish GR Sport model, a first in RAV land, with all-paw grip and 227kW for $66,340. That makes it the most powerful model in RAV4 history.

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To set the scene for the upgrade, the price of a regular RAV4 hybrid starts at $45,990 and the Cruiser flagship is $60,340. Toyota Australia is confident it will eventually be delivering one-third of its RAVs with the new hybrid system.

The headline number for anyone considering the PHEV newbie is 154 – the car’s best claimed full EV range – in a class where 100 kilometres is now the plug-in benchmark. But Toyota admits its 154 and 144 kilometre numbers – for the 2WD and AWD version – were recorded during testing to the easier NEDC standard and they fall to 121 and 113 on the stricter WLTP test which set the numbers in Europe. Either way, it’s a decent outcome and more than good enough for a daily electric commute in any Australian capital city.

The arrival of the RAV4 PHEV comes as Toyota mounts a giant push to regain the ground lost in showrooms through the first half of 2026. Despite continuing its stranglehold on top spot on the charts, sales fell by more than 25,000 cars, and four percentage points of market share, to the end of June.

Australian management has pressured headquarters in Japan into supplying an extra 30,000 cars for the second-half stoush and is also mounting a new showroom offensive – under the umbrella of its ‘multi-pathway strategy’.

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While again highlighting that it is not committed to any single energy system, it’s using the RAV4 PHEV, battery-electric HiLux, LandCruiser V6 ‘Performance Hybrid’ and new bZ4X Touring SUV to re-energise its showrooms. And, although no-one is admitting anything, it’s also part of a blocking action against the rampaging Chinese brands that are winning buyers with ‘all the bells and whistles’.

“People think Toyota is losing. We’re not,” Toyota’s vice-president of sales, marketing and franchise operations, John Pappas, told Wheels at the ‘multi-pathway’ event for media in early July. We’re catching up. We’re catching up on demand. We’ve been able to get the stock.

“We anticipate supply improving across our key models, average wait times reducing and we see customer demand remaining extremely strong.” 

The RAV4 PHEV is one of the key players, as a growing number of mid-sized SUV buyers look for greener alternatives and defence against fuel-price rises triggered by turmoil in the Middle East. It’s no coincidence that publicising fuel choices and drivelines comes at a time when EV sales have jumped to a new high in Australia. But Pappas denies any panic at Team T, despite the brand only having the bZ4X as a pure electric model.

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Right now, the RAV4 sales target is approximately 40,000 cars by December 31, still down considerably from the 51,947 total in 2025 and 58,718 in 2024.

However, the arrival of the sixth-generation RAV4 in April has sparked renewed demand – and long waiting lists – and Toyota believes it can grow its overall sales through the PHEV without cannibalising too much of existing demand for the regular – all hybrid – RAVs.

What is the range of the Toyota RAV4 plug-in hybrid?

The new plug-in Toyota takes the number of powertrain choices at the brand to seven – from commonplace diesel to unlikely hydrogen – with the RAV4 running a 2.5-litre petrol combustion engine combined with the battery-electric hybrid package. 

The 105kW combustion engine gets twin electric motors on all-wheel drive models, one at either end, and a 22.7kWh lithium-ion battery pack. The total system output is 227kW. The two-wheel drive has a single electric motor on the front axle for 151.4kW with a 40.7kW motor at the back.

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Toyota said the battery – water cooled with 104 individual cells – is stored under the floor in the rear of the cabin, to prevent any loss of interior space.

The battery pack supports 50kW DC charging and 11kW three-phase AC charging. Using AC, the time for a full top-up is around 2.5 hours and a DC fast charger can take the battery to 80 per cent in approximately 28 minutes.

The new PHEVs share the five-year/unlimited-kilometre of the other RAV4 models, with 12-month/15,000 kilometre services capped at $325 for five years. There is also eight years and 160,000 kilometres of coverage if the battery’s energy storage drops below 70 per cent.

What’s the Toyota RAV4 plug-in hybrid like on the inside?

Sliding into the plug-in RAV4 was like coming home to an old friend. The sharper new look and upgraded interior from the sixth-generation car includes lovely buttons and not just a touchscreen, and the quality that’s still a benchmark for all affordable brands. Even so, the side-by-side pair of inductive charger panels look like a couple of burial plots at the local cemetery and things are a little busy in the overall layout. 

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One surprising thing is how much the RAV has grown. You notice it when parking, and also sitting in the back seat, as it feels more like a Prado from a couple of generations ago than the original compact RAV from the early days of family SUVs. It proves ‘bracket creep’ is real.

On the mechanical side, Toyota has brought bigger disc brakes – up from 305 to 328 millimetres – to cope with the extra weight of the bigger battery and the car’s additional performance. 

In good news for families, the XSE models have a three-pin AC power plug suitable for small appliances – coffee anyone, or perhaps a warm bottle of milk? – thanks to a 1500-watt inverter.

Driving the XSE is relaxed and easy. It has a touch more punch than the regular RAV4 hybrid, but the two-wheel drive model is calm and measured.

There are three driving modes in the PHEV system, running from straight-out EV to auto – which keeps power at optimum – and hybrid EV for maximum driving range. There are also three driving modes: Normal, Sport and Eco.

The hybrid workings are as unobtrusive as you expect from a Toyota, with smooth throttle response in all modes. The car would be better with driver-adjustable regenerative braking, something that works through the ‘shift’ paddles on cars from Kia and Hyundai.

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Quality is good, there is plenty of length and width in the back seat, and there is enough space in the tail for family travel. But there is only a space-saver spare.

Things change in lots of ways as I jump up to the GR Sport model. It’s not just the wider track from wheels pushed out by 20 millimetres at each corner or the GR badges.

There are visual changes on the outside, with predictable black-coloured flares on the guards to cover the 20-inch wheels, extra air intakes in the nose, and a pair of spoilers set top-and-bottom on the tail. The glossy black alloys are wrapped by 235×50 tyres and – no surprise – sit over red-painted brake callipers.

Inside, proving the GR Sport is for drivers, there are heavily-bolstered front seats, a leather-wrapped steering wheel with heating and suede kneepads for cornering support.

What’s the Toyota RAV4 plug-in hybrid like to drive?

The GR Sport should have been the highlight of the preview drive and the chance for some fun over the excellent twisting hills in the Gold Coast hinterland – except for one thing. Most of the early driving was in the countryside outside Brisbane and earlier enthusiastic drivers had depleted the battery.

So there was no chance for a genuine light-footed run in EV mode. The GR was not prepared to switch into EV mode, staying relentlessly hybrid. Maybe another day.

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Still, GR Sport owners are likely to be keen drivers and the rest of the time with the GR was fun. It turns aggressively into corners, responds well to the throttle, and stops well. It only has a single-speed CVT transmission, but Toyota has managed to tune the latest so it’s not laggardly or unresponsive.

Unleashing full power gives more than enough punch for overtaking and twisty roads. It’s not as sharp as an N-badge SUV from Hyundai, but still far more enjoyable in the hills and valleys than a Nissan X-Trail.

Toyota has tuned the electric power steering for improved feedback in Sports mode and you can feel it, thankfully without any kicking or jerking over uneven surfaces. The sports seats give good support and the leather wheel feels great, although the suede pads alongside my shins were too firm for my liking.

The ride quality on the 50-series tyres was pretty ordinary on some of the bumpy Queensland roads, with too much impact harshness. It’s not that the car was under-damped, just that potholes and broken surfaces were passed straight through to the cabin.

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On the driver-assistance front, the RAV4 was nicely controlled. There were no false alarms and even when a narrow road triggered the lane-keeping system it was done without overly jerking the wheel.

Interestingly, the all-wheel drive models have a 1.5-tonne towing capacity, up from 800 kilos in the two-wheel drive version.

The verdict on the Toyota RAV4 plug-in hybrid

So the bottom line is simple.

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The RAV4 PHEV does what it should as a family SUV and is certain to be a showroom winner with its new plug-in credentials. It is a solid 7.5/10 performer and that score could easily increase with genuine EV time close to home.