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“This is the next Commodore, and under that new nose is a Nissan 6 – after 39 years of Aussie-built power.”

Peter Robinson’s hard-earned scoop in the December 1985 issue of Wheels almost cost him his house. Holden took his reveal that the new VL Commodore would feature Nissan’s RB30E engine rather badly, and it was largely due to the wiles of Australian Consolidated Press’ in-house lawyer, one Malcolm Turnbull (yes, him), that Robbo wriggled out of a sticky legal bind. But that’s Peter’s story to tell, not mine.

As the last of a series that had been in production since the 1978 VB, the VL was a car that needed to show customers something new. Holden had learned a painful lesson when the Commodore VC morphed into the VH in 1981 that visual differentiation was key to sales. Although the VL rode on the same 2881mm (105 inches, in old money) wheelbase as that ‘78 VB, there was no doubt that it was a marked diversion in terms of modernity and ambition.

Designer Phil Zmood certainly hadn’t rolled the arm. The bonnet was more aggressively raked, leading to a low-profile nose. The Calais model got a unique nose cone with sleep-eyed semi-retractable covers over the rectangular front lights. Move round to the rear and the flat bootlid kicked up into an inbuilt spoiler and there was a more modern lighting panel. The glasshouse was largely a carry-over from the VK, which introduced the more complex Senator-style side window profile, but every panel ahead of the A-pillars was new.

Inside, the driver was greeted by a new dash with round clocks replacing square ones, a repositioning of much of the ancillary switchgear, and the fitment of a two-spoke steering wheel on the SL and Berlina models, with the Calais getting a single-spoke item.

Most importantly, the VL bought Holden time. Despite being a millimetre longer than its erstwhile rival, the Ford Falcon XF, the VL Commodore was some 138mm narrower, which meant that in terms of categorisation, Holden was putting a midsize sedan up against a full-sized item. Holden knew that this would be remedied when its successor, the far heftier VN, would arrive in 1988, so it needed something fresh-looking to tide it over for the two years from 1986 to 1988.

It’s usually the case that these ‘last of the line’ cars are well engineered but conservative. The VL was an odd mix, but it worked. The basic formula prevailed: relatively short wheelbase, a long bonnet capable of housing a straight-six engine and the now familiar struts up front and live axle with Panhard rod rear suspension design, but the key ingredient thrown into the mix for this generation was Australian Design Rule 37, the Federal Government’s decision to ditch leaded fuels and the introduction of 91-octane unleaded fuel on January 1, 1986.

Holden had seen this coming for some time and realised that the old 202ci/3298cc ‘Black’ six – available in the VK Commodore in both carburettored and Bosch LE2 Jetronic fuel injection guises – wasn’t going to cut it without soaking up a stack of engineering budget. The old Iron Lion V8 was similarly hobbled. It cast around for a technical partner and came to an agreement with Nissan for supply of the RB30E, an engine which was smaller, lighter, more powerful and more fuel efficient than Holden’s prior entry-level V8.

The VL had a considerable task on its hands. The ageing platform was up against not only the Falcon, but the reigning Wheels Car of the Year, the wide bodied Mitsubishi Magna. While Ford and Holden locked horns, the Mitsubishi slid in almost unnoticed and aced both of the Aussies in terms of mechanical reliability, refinement and equipment provision.

Put to the test

Wheels ran its first VL comparison in June 1986, pitting a six-pot VL Commodore Executive ($15,160 – and effectively a special edition version of the SL trim) up against a $15,513 Falcon GL and a $16,270 Magna SE, all three fitted with automatic gearboxes. Road tester Mike McCarthy was impressed by the sheer verve of the Holden’s engine. With 300kg less to lug about than the doughty 4.1-litre nat-asp Ford, and a 17kW power advantage to boot, it was always going to feel lively.

“The Commodore’s engine and performance are in utter contrast to the Ford’s,” he wrote. “A real rev-head, the injected three-litre is tractable but gives its best when working in the middle to high end of the rev scale. Its revs and performance prove that this is a sports engine par excellence.”

McCarthy was less impressed by the VL’s ride and handling. “The Commodore’s ride and handling leave something to be desired,” he noted. “Changes to the new model’s suspension succeed in eliminating the former roll-oversteer bogey, but at the cost of increased understeer, reduced responsiveness, more body roll and obvious front tyre scrub. Hard cornering soon reveals that despite its impressive extra speed and acceleration, the new model has lost a bit more of that spirit and balance that once made it the driver’s favourite. Now even the ride is wrong: compliantly comfortable in easy conditions, it is bouncily adrift when rough roads make demands on the damping and axle location. RTS (Radial Tuned Suspension) ain’t what it used to be.”

When summing up, the verdict went to the Magna, with the Commodore in second and the Falcon bringing up the rear. The VL even had the word ‘improved’ couched in quotes. What was clear was that there were the bones of a good car in here, but it was hamstrung by a few issues. Materials quality wasn’t what it should have been. Some of the interior plastics were shockingly cheap, panel fit was often irregular and paint finishes were poor. Then there was the ride and handling.

Holden even managed to offend Nissan Australia with its advertising, dubbing the motor ‘Commodore’s all-new 6-cylinder Powertech 6Ei engine’, which Nissan took as Holden claiming credit for their work. In rebuttal, Nissan Australia ran some snarky advertisements which said, in not so many words, that if you thought the engine was good in a Commodore, why not try it in the car for which it was designed.

Timely turbo

When negotiating with Nissan for the rights to use the RB30E, Holden also secured exclusive rights to a turbocharged version of that engine, which would be dubbed the RB30ET. It was this engine, more than any other, that built the VL’s contemporary reputation, and Holden knew that for keen drivers it would easily eclipse the revised V8 it was working on.

The cover for the August 1986 issue of Wheels ran an “Off the clock” headline, showing the speedometer needle of a VL Turbo pegged way past 200km/h on Lang Lang’s high-speed bowl. Holden claimed to have routinely hit 217km/h on the banked circle and the numbers seemed conservative.

Both Nissan and Holden had worked on the engine. The Japanese had done the lion’s share of the engineering work, with Holden responsible for the in-car calibration. The turbo installation was deeply impressive, the Garrett blower installed inside a water-cooled housing. Refinement was excellent and response was silky-smooth and flexible. Maximum boost was achieved at just 2400rpm, with meaningful pressure building from just 1500rpm. With 150kW at 5600rpm and 296Nm from 3200rpm, it boasted almost 32 per cent more power and nearly 20 per cent more torque than its normally aspirated sibling.

Other changes included new pistons, which lowered the compression ratio from 9:1 to 7.8:1, and a higher lift camshaft with optimised timing for less overlap. It achieved this while adhering to GM’s edict that the engine be ‘non-interference’, in effect meaning that the valves and pistons could not contact each other in the event of a drive belt breaking. The intake, the exhaust, the engine management and the gearbox were also changed for the turbo car. The latter involved a lower ratio for the first three gears, a tougher four-pinion differential.

Holden also made an attempt to rectify the handling issues that had marred the launch of the atmo VL. The FE2 suspension setup included new springs, revised dampers and smaller anti-roll bars (234mm front and 16mm rear, both 2mm less than standard) served to beef up the ride and body control. The brakes were also worthy of mention, with 298mm front discs with local company Girlock supplying the finned alloy calipers, also seen at the time on the C4 Corvette. These necessitated the fitment of 15-inch wheels.

The VL Turbo’s impact is hard to underestimate. Here was a car with a power-to-weight ratio of 120kW/tonne where its Ford Falcon counterpart developed a mere 66. Its acceleration was in an entirely different bracket. Holden claimed an eight-second 0-100km/h time, but that was conservative. Many outlets saw figures more like 7.6 seconds from their independent performance testing.

With power like that, it was perhaps unsurprising that police forces the length and breadth of the country pricked up their ears. The police-spec highway pursuit cars, coded BT-1, were based on the entry-level SL trim (the turbocharged engine was offered as an option on all VL trims), but they got the FE2 suspension, multi-slot steel wheels and some were fitted with long-range fuel tanks. White and pale blue were taken up by some forces, but Absinthe Yellow was by far the most popular choice.

Or, if you didn’t want a six, how about that V8? In September of 1986, Holden reintroduced the ‘great Aussie V8’ re-engineering it to develop 122kW at 4400rpm and 323Nm at 3200. The ads spruiked that ‘Only Holden V8 torques your language’ and rather than positioning the vehicle as the sporting flagship, instead claiming that it was “the best engine for towing trailers, boats, horse floats and caravans”.

Even Holden themselves admitted that such was the superiority of the blown six, positioning the V8 as any sort of driver’s choice “would have been marketing suicide”. That was understandable given that it persevered with the ancient Tri-Matic three-speed auto rather than the VL’s much more advanced Nissan four-speed auto. You could even specify it with an optional V5W ‘Country Pack’ suspension option,
which lifted ride height by 25mm, a Dakar-spec before it’s time, if you like.

The Brock effect

That was far from it for the V8. Those who had clamoured for its return in the VL were utterly unsatisfied that it had morphed from angry bastard in VK Group A spec to geriatric spec in the VL. Peter Brock was rumoured to be working on a deal to fit the cracking Borg-Warner T5 manual ‘box to his HDT-improved cars.

At that time Brocky and GM-H were in the thick of a back-and-forth over the controversial (read useless) Energy Polarizer, Australia’s favourite piece of automotive pseudoscience. That’s why you won’t find the racer’s name on many of the original HDT VL SS Group A cars. Holden’s take? “We see no technical merit in the polariser and therefore can’t endorse its use.”

The first 500 homologation cars were all finished in Permanent Red paintwork and assembled at Holden’s Dandenong plant before being fettled at HDT’s Port Melbourne location, the official launch coming in November 1986.

When Wheels put the $29,600 SS Group A up against the $28,366 Calais Turbo back in February 1987, not only were they both fairly evenly matched on price, but they were virtually impossible to separate with a stopwatch. Over 400m, the V8 stopped the timer at 15.41 seconds and the six a mere hundredth later at 15.42 seconds. The massive gulf between the two cars was evident when it came to ride and handling, the V8 better able to deploy its 137kW/245Nm, with more progressive on-limit behaviour, superior body control and more communicative steering.

Most will know the history behind this car and how Brock was subsequently disassociated from Holden, the company rightly feeling that his unscientific beliefs were a threat to their credibility. In the end it proved a useful device, for Holden at least, who were able to cut loose the increasingly maverick HDT business and exercise greater corporate control via its own Holden Special Vehicles outfit.

This bore fruits with the VL SS group A SV – the famous Walky/Plastic Pig/Batmobile. Built in 1988 and available solely in Panorama Silver, this 180kW special was badged as a Holden to satisfy Group A requirements. A run of 500 were built, with another 250 subsequently offered to a public who were a bit slow on the uptake. The controversial styling kit, said to reduce drag by 25 per cent compared with its predecessor, was part of the reason, as was buyer realisation that a brand-new VN-generation Commodore was also arriving in 1988, despite the fact that the SS Group A version wouldn’t appear until 1990.

In most regards, the VL Commodore was a notable success. It sold well, comfortably better than any of the prior ‘compact’ Commodores, scoring 151,801 sales in the 30 months that it was on dealer floors. One thing it could never quite manage was to outsell the overweight and ageing XF Ford Falcon. It seems the Aussie public loved leaf springs, recirculating ball steering and three-speed autos. But Ford’s marketing for this car was clever, with around 70 per cent going to fleet buyers, whereas the VL was more geared towards private customers.

Running a VL today is a reminder that much has changed since the late 1980s. By today’s standards, even the Turbo isn’t a particularly quick car and its dynamics are distinctly period. Even when new there was evidence of significant cost-cutting, largely because between the time when the contract was signed with Nissan for engine supply and the time that engines were delivered and had to be paid for, the pendulum had swung the wrong way for Holden in terms of Aussie dollar versus Japanese yen exchange rates. Therefore, costs had to be taken out of other aspects of the car, such as the single-stage acrylic paint finishes or the flimsy rear end.

On the plus side, both the six and the V8 engines are tough and many of the worst excesses of the VL’s handling are reduced by quality modern tyres. Pay attention to cooling and modify sensibly. There’s a huge resource out there if you want a 1000hp VL Turbo for the drag strips, but please remember that big boost will make these cars a misery to drive on the road.

The VL Holden Commodore marked a specific moment in time. By 1988 the bigger VN generation had arrived, and the costly but lovely Nissan six was ditched for the less delightful Buick-sourced LN3 3.8-litre powerplant. A generation of Aussie youth was inspired by the mighty VL Turbo and, as such, these cars are in exceptionally strong demand by late Millennials and Gen Xers. Tidy cars like the one you see here can change hands into six figures, with SS Group As going up to around $300,000.

You’d do well to get a tenth of that sum for any Ford XF Falcon, so in terms of the longer game, the VL Commodore has emerged victorious. For a car that was expected to upset the true-blue Aussie Holden lovers, that’s quite some achievement.

This article first appeared in the April 2025 issue of Wheels magazine.

The 2026 Subaru Trailseeker electric SUV has been revealed at the New York Auto Show and appears to be a larger and more practical version of the company’s Solterra electric SUV. Using a dual-motor electric drivetrain with up to 280kW of power, the Trailseeker is the quickest production Subaru ever made with a 0-60mp/h (97km/h) time of just 4.4 seconds. 

By comparison Subaru’s enduringly popular WRX STI does the same sprint in about five seconds.

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Stylistically, the Trailseeker appears to be picking up the lifted wagon style where the Outback left off: it’s long and not that tall, despite its high-riding stance. Like the new Outback also revealed at the 2025 New York Auto Show, the Trailseeker appears to be ready for off-road use thanks to lots of plastic cladding and tough-looking roof rails. 

Like its petrol-powered siblings, the Trailseeker feature’s Subaru’s ‘X-Mode’ drive modes with snow/dirt and deep snow/mud settings, as well as grip control and hill descent control for off-road use. It can also reportedly tow up to 1590kg in the US. 

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Under the body of the Trailseeker is the same platform as the Solterra that’s shared with Toyota and used underneath the bz4X, with a 74.7kWh battery allowing for “more than” 260 miles (418km) of range – that’s in the US and based on lenient EPA figures. If it’s sold in Australia, the range will likely grow.

Inside the Trailseeker is a dashboard that’s near identical to the Solterra, with a 14-inch touchscreen using Toyota software and featuring wireless Apple CarPlay and Android Auto. 

Subaru Australia is yet to confirm the Trailseeker for local sales, though with the local popularity of electric SUVs and the incoming NVES, it’s likely to be launched here eventually. 

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Audi Australia has launched the facelifted Audi A3 and S3 range into local showrooms. Armed with styling, technological and drivetrain upgrades, the new A3 and S3 are priced from $54,800 and $78,800 plus on-road costs respectively. Both are available in Audi showrooms now.

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As with the pre-updated A3, there are both regular A3 and hot S3 models available – with the high-performance RS3 due later in the year. The A3 is now offered solely with the ’35 TFSI’ drivetrain: a turbocharged mild-hybrid 1.5-litre four-cylinder petrol engine making 110kW of power and 250Nm of torque. The A3 35 TFSI hits 100km/h in 8.1 seconds and uses 5.3L/100km of fuel on a combined cycle.

The former A3 40 TFSI is no longer available.

The S3 above the A3 uses the same 2.0-litre turbocharged four-cylinder petrol engine as before, though its outputs have increased to 245kW of power and 420Nm of torque – increases of 17kW and 20Nm. It sprints to 100km/h in just 4.7 seconds and its fuel consumption is rated at 7.8-7.9L/100km (sedan-hatchback). All models are mated to a seven-speed dual-clutch transmission, while the A3 is front-wheel drive and the S3, all-wheel drive.

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Standard equipment on the A3 35 TFSI includes 18-inch alloy wheels, heated/auto-folding mirrors, cloth and synthetic leather upholstery, sports front seats with heating, an electric driver’s seat, tri-zone climate control, a 10.1-inch touchscreen with live services, wireless Apple CarPlay and Android Auto, satellite navigation, DAB+ digital radio, a 10-speaker sound system and a full suite of active safety tech including AEB, adaptive cruise control, blind-spot monitoring with rear cross-traffic alert, front and rear parking sensors and a reversing camera.

Aside from extra power, sports suspension and all-wheel drive, the S3 further adds 19-inch alloy wheels, adaptive dampers, Matrix adaptive high beam, aluminium-look mirror housings, Nappa leather upholstery, colour ambient lighting and a 680W 15-speaker Sonos sound system.

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There are option packages available for both the A3 and S3, including the A3’s $2000 Style Package with black 18-inch wheels, black exterior trims, privacy glass and colour ambient lighting. The S3 is available with the $1450 Launch Edition Package with 19-inch wheels, carbon inlays, black tailpipes and exterior styling details and privacy glass and also the $3300 Premium Plus Package with auto-dimming mirrors, memory functionality for the driver’s seat, a head-up display and sunroof.

Also available are individual options such as $900-$1850 premium paint, a $9900 Akrapovic sports exhaust system for the S3, a $660-$850 electric bootlid (Sportback), a $2000-$2600 sunroof, $635-$825 rear privacy glass, $550 aluminium roof rails (Sportback), $1100 full leather trim for the 35 TFSI variants and $710 carbon inlays for the S3.

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2025 Audi A3 and S3 pricing (plus on-road costs):

A3 Sportback 35 TFSI$54,800
A3 sedan 35 TFSI$57,800
S3 Sportback$78,800
S3 sedan$81,800
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The facelifted Audi A3 and S3 range is now on sale in Australia.

Porsche has revealed its new 911 GT3 has become the fastest production car with a manual transmission to complete a lap on the famous Nürburgring Nordschleife in Germany.

Porsche brand ambassador Jörg Bergmeister beat the previous record by more than 9.5 seconds – a record held by a competitor with a significantly more powerful engine – notching a lap timed at 6:56.294 minutes.

The new 911 GT3 with manual transmission is around 3.6 seconds faster than predecessor model with Porsche Doppelkupplungsgetriebe (PDK, or double-clutch transmission in English).

Bergmeister set the new mark on a sunny =afternoon with an ambient temperature of 12 degrees and a track temperature of 27 degrees, taking on the 20.832-kilometre track in the 375 kW (510 PS) 911 GT3 with Weissach package. As with the official lap of the previous model, the car was fitted with road-legal Michelin Pilot Sport Cup2 R tyres (255/35 R20 at the front and 315/30 R21 at the rear).

“The new 911 GT3 inspires even more confidence at the limit than the previous model. I was faster in almost every corner,” said Bergmeister afterwards.

“We learned a lot from the 911 GT3 RS, especially with the chassis. The car is much more stable on bumps and over the curbs. And thanks to the eight-per-cent-shorter gear ratio, there is noticeably more drive from the rear axle when accelerating with the same engine power.

“Even if it would have been a few seconds faster with the seven-speed PDK – with the six-speed manual gearbox I definitely had more to do on the fast lap – and it was therefore even more fun.”

“More and more 911 GT3 customers are opting for the six-speed manual transmission,” said Andreas Preuninger, Director GT Model Line. “And more and more often we are asked by these customers how fast a 911 GT3 with manual transmission would be on the Nordschleife.

“We have now answered this question and – although we know that the variant with PDK is significantly faster – we drove our official lap time with a manual six-speed gearbox. Even without the automated, super-fast and precise gearshifts of the PDK, and with a conventional instead of electronically controlled limited-slip differential, the new 911 GT3 shaved around 3.6 seconds off the time of its predecessor with PDK.”

Australian deliveries of the new 911 GT3 and 911 GT3 with Touring Package are expected from the 2nd half of 2025.

Debuting overnight at the New York Auto Show, the Subaru Solterra electric mid-size SUV has been given updated exterior styling, added driving range and power, and reduced charging times mirroring that of the upgraded Toyota bZ4x revealed last month. Subaru Australia is yet to confirm local arrival timing.

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The Solterra has been given an all-new front end design with the cladding of the current model gone and new split-headlights now fitted. The rear has been tidied up and simplified, while there are also new alloy wheel designs in 18- and 20-inch sizing.

Now fitted with a larger 74.4kWh lithium-ion battery – 5 percent more than the current model – the new Solterra’s range has increased by 25 per cent to 459km. The Solterra is also now able to be fast charged at up to 150kW for an approximate 10 to 80 per cent charge in as little as 35 minutes, according to Subaru.

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The company has also upgraded its electric motors with the new base model now outputting 174kW and a new higher-performance XT in the US making 252kW – both healthy increases on the 160kW figure in the current model.

There have also been changes to the Solterra’s suspension and power steering tuning, which Subaru promises will improve its handling, and a new all-wheel drive control system has also been fitted.

On the inside, the updated Subaru Solterra’s cabin closely resembles the updated bZ4x’s cabin with a new 14-inch touchscreen with wireless Apple CarPlay and Android Auto and a 15W wireless charger sitting in a new centre console.

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Subaru is yet to confirm local availability for the updated Subaru Solterra, but the updated bZ4x’s arrival in late 2025 may give a clue as to its Australian arrival.

The off-road version of the new Hyundai Palisade large SUV that was revealed back in December 2024 has been confirmed for release in Australia, with the Hyundai Palisade XRT Pro due on local shores in the first half of 2026.

Revealed overnight at the New York Auto Show, the XRT Pro gives the Palisade more off-road ability, ground clearance and styling compared with the more road-focused regular Palisade.

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Most noticeable are the new 18-inch alloy wheels with all-terrain tyres giving the Palisade XRT Pro a 25mm boost in ground clearance to 213mm, but there are also new styling details such as unique front and rear bumpers. Hyundai has also fitted a rear electronic limited-slip differential for more off-road ability.

The exterior changes have improved its approach, departure and breakover angles, now at 20.5, 22.4 and 18.3 degrees respectively, while the XRT Pro can display pitch, roll, elevation and compass information in real time. It also features exposed recovery hooks, a factory-installed tow hitch and three new drive modes: mud, sand and snow.

The exterior also features darkened exterior accents, while its 360-degree camera can display a ‘forward ground vision’ mode for enhanced visibility while off-roading.

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On the inside of the Hyundai Palisade XRT Pro are ‘H-Tex’ leatherette seating surfaces with front heating/ventilation, a heated steering wheel, a 14-speaker Bose sound system, ambient lighting, a 115-volt power outlet and a sunroof.

Though Hyundai has confirmed that all Australian-spec Palisades will feature a new 245kW/450Nm 2.5-litre turbocharged four-cylinder hybrid mated to a six-speed automatic transmission – in the US at least – the Palisade XRT Pro is powered by a 214kW/353Nm 3.5-litre petrol V6 engine mated to an eight-speed auto, potentially opening the door for that drivetrain in Australia.

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The Hyundai Palisade will go on sale in Australia in late 2025, with the XRT Pro launching in the first half of 2026.

Kia Australia has confirmed pricing for its Dual Cab Pick-Up variant of the heavily promoted Kia Tasman ute, ahead of pre-orders opening before its arrival into dealerships in July.

The Dual Cab Pick-Up range opens at $42,990 RRP for the S 4×2 trim and ramps up to $74,990 RRP for the X-Pro 4×4 flagship that has been specifically engineered for enhanced off-road performance characteristics.

Dual Cab Pick-Up trims will launch concurrently in July. The Dual Cab Chassis will arrive approximately one month later followed by the Single Cab Chassis in late 2025.

Pricing for these two variants will be announced at a later date.

Australian pricing

S 4×2$42,990
S 4×4$49,990
SX 4×4$54,490
SX+ 4×4$62,390
X-Line$67,990
X-Pro$74,990

“The Tasman is by far Kia Australia’s most anticipated model yet, reflecting the scale of Australia’s ute market and the passion of these owners,” said Kia Australia Chief Executive Officer, Damien Meredith.

“We are confident the input from Kia Australia at each stage of its development, along with its competitive value and versatility, will make it a very strong contender in the local market.”

Under the bonnet of all Kia Tasman models in Australia is a 2.2-litre four-cylinder turbo-diesel
engine making 154kW of power and 440Nm of torque that’s mated to an eight-speed torque
converter automatic transmission. The base Tasman S is available in two-wheel drive form, but all
other models are four-wheel drive.

All Tasman models can tow a 3,500kg braked trailer and are available with payload ratings
exceeding 1,000kg, with even the best equipped X-Pro capable of carrying 1,013kg – the highest
possible payload is with the base S 4×2 single cab chassis, which is rated for 1,124kg. All payloads
exceed 1,000kg based on a gross vehicle mass (GVM) rating of 3,250kg across all variants,
contributing to a gross combination mass (GCM) of 6,200kg.

Importantly for some buyers however, all dual cab pick-up variants are also available with a
reduced payload option specifically at meeting the criteria for novated leases, which often require a
payload of under 1,000kg. For now, the Kia Tasman will only be available in dual-cab form, but in
late 2025, Kia will launch a single cab chassis bodystyle as well.

Kia Tasman S standard equipment:

Tasman SX model adds:

Tasman SX+ model adds:

Tasman X-Line model adds

Tasman X-Pro model adds:

The 2026 Subaru Outback has debuted overnight at the New York Auto Show in the US ahead of a likely 2026 Australian release. It sports a taller and more SUV-like look this time around, ditching the traditional high-riding wagon styling that it has used until now. 

Underneath the body are familiar drivetrains, though a hybrid could be part of the eventual local launch – just like the smaller Forester.

The Outback’s styling is noticeably boxier than before, with a squarer and more upright front end with split headlights, a massive grille and larger windows. The rear features a single tail-light panel with large Outback badging and an even larger ’S U B A R U’ lower bumper insert. 

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Wheels up to 19-inches in size are available for the first time, while the brand has also tried to implement more clever storage solutions like a washable tonneau cover in the boot, which can be used to partition pets or even cover the bumper from scratches.

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For the first time too, an Outback Wilderness will be available with the 2026 Subaru Outback. Wilderness is Subaru’s off-road sub-brand that has been limited to the Forester and Crosstrek in North America, though is now available on the Outback too – and because of the new model’s Japanese production source, could make it to Australia for the first time. 

The Wilderness adds a whole host of off-road styling features like new bumpers to enhance approach and departure angles, extended cladding, 17-inch wheels with off-road tyres, washable ‘StarTex’ upholstery and copper styling accents inside and out. 

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In the US, two familiar four-cylinder ‘Boxer’ engine options will be available: a naturally aspirated 134kW/241Nm 2.5-litre or a 194kW/376Nm turbocharged 2.4-litre, both tied to a CVT automatic transmission with eight artificial gears and the company’s ‘symmetrical’ all-wheel drive system. A 2.5-litre ’strong hybrid’ option, like in the new-generation Forester, will also likely eventuate. 

Inside the 2026 Subaru Outback is a new more upscale look than before, with a 12.1-inch touchscreen across the range featuring a new software system and powered by a new processor that promises faster responsiveness than before. 

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A 12.3-inch digital driver’s display also features, while the company has returned to traditional climate control buttons having done without them in the current model, while features such as Nappa leather upholstery, ventilated front seats and a sunroof are available in the US. 

While the Outback rides on the same platform as the previous model, and Subaru is yet to announce full dimensions, it appears to be longer than the current model and it’s 51mm taller. Because of that, Subaru says the interior is roomier than before, while also claiming that refinement has been enhanced thanks to aerodynamic changes. 

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Subaru Australia is yet to confirm timing for the Outback’s local debut, but it’s likely to land in 2026 with full pricing and specifications to be confirmed before then. 

The Toyota LandCruiser 300 Series has been given its first update since launching in 2021 with a lot of new equipment added across the range, including new infotainment systems, more safety kit and more comfort features as well. Pricing starts at $97,990 plus on-road costs for the entry-level GX with price rises of up to $2,029 across the range.

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Most importantly, Toyota has upgraded the LC300’s safety features with all models now equipped with active lane trace assist and emergency assist (previously exclusive to the VX and above), and Toyota’s new emergency driving stop system – if the driver is unresponsive and the adaptive cruise control and lane trace assist activated, the car will pull over safely by itself. The GXL and above has also gained automatic rear braking and door exit warning.

The LC300’s remote services now includes air-conditioning activation, while the GX and GXL now feature a 7.0-inch digital driver’s display with higher models moving to a 12.3-inch unit.

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Toyota’s new infotainment software now features across the range on 8.0- (GX and GXL) and 12.3-inch (higher models) displays, now with wireless Apple CarPlay and Android Auto, as well as connected navigation services and over-the-air updates.

In terms of model-specific changes, the GX now features a power-adjustable steering column, first row LED lighting and reversing camera guidelines.

The GXL now features suede and fabric upholstery, an eight-way power-adjustable driver’s seat with lumbar adjustment, quad-zone automatic climate control, a centre console cool box and a 40/20/40-split folding second-row of seating.

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The mid-range VX now features an eight-way power-adjustable passenger seat and a power tailgate, while the GR Sport has added a tailgate puddle lamp. Aside from the infotainment changes, the Sahara and Sahara ZX are unchanged.

There have been no changes under the bonnet of the LC300, with the 227kW/700Nm diesel V6 engine and 10-speed automatic transmission continuing as before.

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2025 Toyota LandCruiser 300 pricing (plus on-road costs):

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The 2025 Toyota LandCruiser 300 Series is now on sale with first deliveries commencing soon.

The Hyundai Inster, the brand’s smallest EV to date, is now on sale in Australia priced from $39,000 plus on-road costs. Offered in three models locally: Standard Range, Extended Range and off-road-themed Cross, the Inster will offer up to 360km of range and DC fast charging at up to 120kW. 

Hyundai Inster
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Powering the Hyundai Inster Standard Range is a 71kW/147Nm front electric motor and a 42kWh battery pack. It hits 100km/h in 11.7 seconds and is rated at 327km for WLTP range.

Above the Standard Range sits the Extended Range, which uses a slightly larger 49kWh battery for a claimed 360km of range, while its more powerful 84.5kW/147Nm motor allows for a slightly quicker 10.6-second 0-100km/h run. The top-spec Cross uses the Extended Range drivetrain, and with the optional roof basket, its range drops to a claimed 293km. Hyundai claims a 30-minute 10 to 80 per cent fast charging time at up to 85kW and AC charging of up to 10.5kW.

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Standard equipment across the Inster range includes 15-inch alloy wheels, single-zone automatic climate control, automatic LED headlights, rain-sensing wipers, a heat pump, dual 10.25-inch screens, keyless entry and start, vehicle-to-load functionality, wireless phone charging and sliding rear seats (which open up the boot from 280 litres to 351L).

The Extended Range adds larger 17-inch wheels and the Cross further adds a sunroof, heated and ventilated front seats, a heated steering wheel, blind-spot cameras, front parking sensors, ambient cabin lighting, off-road-style bumpers and a different wheel design.

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Importantly, all Inster models feature a full safety equipment suite with features such as autonomous emergency braking with pedestrian, cyclist and intersection assistance, navigation-based adaptive cruise control, lane keeping assistance with adaptive lane guidance, auto high beam, rear occupant alert, blind-spot monitoring with rear cross-traffic alert and driver attention alert.

The Inster is available in nine colours, including ‘Urban Khaki’, ‘Natural Ivory’, ‘Buttercream Yellow’, ‘Sienna Orange’ and new matte ‘Dusk Blue’, ‘Aero Silver’ and ‘Amazonas Green’ – the matte options adding an extra $1,000 to the price. 

2025 Hyundai Inster pricing (plus on-road costs):

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The Hyundai Inster is on sale now in Australia with local deliveries due to commence soon.