WhichCar By Wheels

The death of the Ford Falcon, one of Australia’s most legendary cars, is still a touchy subject among Ford enthusiasts. Even today, more than nine years after the last one was produced, the death of the Falcon hits hard.

But what if it was still produced today? What would the line-up look like? We turned to AI to create a virtual 2026 Ford Falcon. Take a look:

Sedan, wagon and ute bodystyles

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The sedan is obviously the best-selling Falcon model, but both the wagon and ute have parts to play in the line-up. AI helped us imagine the sedan looking very much like a contemporary Ford sedan: the big corporate grille, sleek angular headlights and a classic sedan shape with big tail-lights that are not too dissimilar to the last FG X model.

Even though car-based smaller utes in Australia died with the Falcon and Holden Commodore, with mid-size trucks now very popular instead, the Falcon ute would still play an integral role in the 2026 model’s range.

Same with the wagon. Although wagons no longer sell as much as they used to – possibly due to the Falcon and Commodore no longer existing – there’s still a market for them in Australia, especially for somebody that wants a practical car but doesn’t need the off-road ability of the Everest SUV.

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As for drivetrains, Ford would likely again offer a wide range of powerplants. The 4.0-litre Barra straight six, the backbone of the last Falcon models, would likely not meet emissions any longer so we imagine that the 2.0-litre EcoBoost turbo-four would be the standard engine like the Falcon EcoBoost.

Ford still makes V6s for many global markets, so perhaps the turbocharged 2.7-litre unit available in the US-spec Ranger would be a good fit for those wanting more power. Finally, a hybrid would have to be part of the range, so the 185kW 2.5-litre drivetrain available in the Escape overseas would likely be a good fit for the Falcon.

As for model availability, we’d likely see entry-level Falcon Active, mid-spec Trend, bodykit special Sport based on the Trend (like the XR6 was), sporty XR6 Turbo, luxury Platinum and high-performance XR8.

What’s inside the 2026 Ford Falcon?

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On the inside, the 2026 Ford Falcon by AI takes many clues from recent Ford models sold globally, including the Focus (rest in peace!), Ranger/Everest and North American Explorer with a portrait touchscreen, digital driver’s display and practical details such as huge door bins.

Importantly, this interior depiction shows many physical buttons, important for usability, and unlike the Chinese-made Mondeo, screen size is modest and doesn’t cover the whole dashboard. It’s familiar but also modern, and we think modern Ford drivers would quite like it.

What about a performance model?

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Of course, a Ford Falcon line-up wouldn’t be complete without performance models and here, AI has imagined the XR8 as part of the range. The iconic ‘double scoop’ headlights of Falcon XR models has been imagined here as a double DRL, which looks menacing, and the bodykit adds more aggression to the Falcon imagined above.

As with the sedan, we got AI to imagine a wagon version too, which looks a bit more subdued than the sedan above, so maybe that sedan could be an XR8 Sprint against the wagon’s regular XR8 model.

As for drivetrains, Ford Australia has a lot of choice in the Ford world, from the Ranger Raptor’s 292kW 3.0-litre turbo V6 for an XR6 Turbo, or the Mustang’s 345kW ‘Coyote’ 5.0-litre V8, with a factory supercharger kit available in the USA to boost power even further. Naturally, both manual and automatic transmissions would be offered, likely the six-speed Tremec manual and 10-speed auto from the Mustang range.

Saying Australians are fond of powerful utes is like saying water is wet or snow is cold. We have a long and unique tradition of wanting a massive boot and as much grunt as possible, typified by the final supercharged V8 offerings from HSV and FPV. 

Today’s utes may ride higher and drive all four wheels, but customers are still demanding big horsepower. While we’re denied the monstrous 537kW/868Nm Ford F-150 Raptor R and the equally wild 523kW/882Nm RAM TRX has now ceased production, power-hungry punters still have plenty of options, though in true clickbait style, number one will surprise you! 

Here are the top 10 most powerful utes available in Australia, ranked by power output. 

10. Ford Ranger Raptor – 292kW/583Nm 

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For the second-generation Ranger Raptor, Ford almost doubled its horsepower, the 157kW/500Nm 2.0-litre bi-turbo four-cylinder diesel replaced by a 3.0-litre twin-turbo V6. It almost halved its 0-100km/h time to a hot hatch-baiting 6.0sec, too. 

Not everyone is a fan of the sound, though it’s very similar to the Alfa Romeo Stelvio Quadrifoglio it was benchmarked against, but what’s more remarkable is the chassis is a match for the massively increased punch. 

9. Ford F-150 – 298kW/678Nm

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Aluminium construction and a super-strong 3.5-litre twin-turbo V6 make the enormous Ford F-150 faster than it has any right to be, but that’s not the strangest thing about it. 

For some reason, instead of leaning into its force-fed six-cylinderness, Ford gave it a – very convincing – fake V8 soundtrack through the speakers.  

Nevertheless, any ute this large that can hit 100km/h in under six seconds is worthy of respect. 

8. GWM Cannon Alpha PHEV – 300kW/750Nm 

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Plug-in hybrid technology has changed the game when it comes to dual-cab power outputs, the Cannon Alpha PHEV teaming a 180kW/380Nm 2.0-litre turbocharged four-cylinder petrol engine with a 120kW/400Nm electric motor. 

At around 7.0sec to 100km/h, it’s perhaps not as quick as the outputs suggest – though that’s far from shabby – but it has the added benefit of up to 115km of pure-electric range. 

7. Chevrolet Silverado 1500 – 313kW/624Nm 

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The Silverado 1500 takes a completely opposite approach, subscribing to the ‘there’s no replacement for displacement’ school of thought. A 6.2-litre naturally aspirated V8 not only provides plenty of performance but an appropriately muscle car soundtrack. 

Like the Nissan Y62 Patrol, it’s a huge part of the Chevrolet’s appeal and no doubt it has led to plenty of buyers signing on the dotted line. Chuck a supercharger on top and the Silverado not only would top this list but really lifts its skirts. 

6. RAM 2500 Laramie – 313kW/1458Nm 

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The monster heavy-duty RAM matches the Silverado with 313kW but offers almost 235 PER CENT more torque from its absurd 6.7-litre six-cylinder turbodiesel. Despite a kerb weight nudging four tonnes, it can jet to 100km/h in around 7.0sec. 

Of course, the traffic light grand prix isn’t what the RAM 2500 is designed for. It’s intended to tow really, really heavy stuff and no vehicle will make lighter work of 4500kg. In fact, add a gooseneck tow hitch and you can haul up to 8000kg! 

5. BYD Shark 6 – 321kW/650Nm 

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When it comes to power-per-dollar, the BYD Shark 6 is the king – not since the supercharged FPV GS ute have you been able to score so much grunt for so little coin. 

With a pair of electric motors fed by a 29.6kWh battery, which in turn is generally charged by the onboard 1.5-litre turbocharged four-cylinder petrol engine, the Shark 6 has response, acceleration and refinement that is a quantum leap compared to your typical diesel dual-cab. 

4. Toyota Tundra – 326kW/790Nm 

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Match a 3.4-litre twin-turbo V6 – yes, Toyota calls it a 3.5-litre but it’s 3445cc – generating 290kW/649Nm with a 36kW/250Nm electric motor gives the Tundra a mighty 326kW/790Nm to play with. 

It can motivate 2800kg of Toyota to 100km/h in around 7.0sec – this does seem to be where most of these utes land regardless of outputs – and will perform a similar role in the new hybrid Toyota LandCruiser.  

3. Chevrolet Silverado 2500 HD LTZ Premium – 350kW/1322Nm

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Like its RAM rival, the big dog Silverado uses a massive diesel engine – in this instance a 6.6-litre Duramax turbocharged V8 – to produce enough grunt to tow your house around Australia should you wish. 

Once again, the maximum tow rating with a conventional (70mm) tow ball is 4500kg, a figure far beyond most typical dual cabs but one that the Silverado 2500 makes light work of. 

2. RAM 1500 Limited Crew Cab – 403kW/707Nm

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 The wild, whining supercharged RAM TRX might have now ceased production, but the ‘High Output’ version of RAM’s new Hurricane 3.0-litre twin-turbo inline-six is a pretty good successor. 

It increases outputs from the regular version’s 313kW/635Nm – no slouch in its own right – to a whopping 403kW/707Nm, which rockets 2700kg-plus of American truck to 100km/h in just 5.0sec. Is this necessary? No. It is awesome? Yes. 

1. Deepal E07 Multitruck – 440kW/645Nm

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Bet you didn’t see this one coming. Proving that new-age electrification can beat the best of internal combustion when it comes to performance, the quirky Multitruck can hit 100km/h in 4.0sec in range-topping dual-motor guise. 

With a 300kg payload and 1500kg maximum braked towing capacity, there will be those that scoff at its utility credentials – and there’s the feeling the Silverado and RAM 2500 would try and steal its lunch money – but this list was about power, not practicality, and the Deepal is number one. For now. 

Toyota’s Gazoo Racing division has shown the first public prototypes of two related V8-powered cars: a new road-going flagship called GR GT and a customer racing version dubbed GR GT3. Both remain in development, but Toyota says they are being engineered side-by-side, with the road car intended to underpin an FIA-spec GT3 program aimed at global endurance and GT racing.

The GR GT is being positioned as Toyota’s next top-tier performance model, following the spirit of the 2000GT and Lexus LFA. Unlike those earlier icons, this one has been conceived from the outset with motorsport homologation in mind, effectively making it a road-legal race car. The GR GT3, meanwhile, is the track-only offshoot that will compete in the GT3 category, where brands such as Ferrari, Porsche, BMW, McLaren and Lamborghini fight for wins in customer-team racing.

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Toyota is still holding back many final specifications, but key details were confirmed alongside the prototypes. Both cars use a newly developed 4.0-litre twin-turbo V8 and a chassis built around Toyota’s first all-aluminium body frame. The GR GT adds a hybrid system with a single electric motor integrated into a rear transaxle.

Development targets for the road car call for at least 650PS of combined output – roughly 480kW – and 850Nm of torque. Toyota also quoted a top speed target beyond 320km/h. Weight is being kept below 1750kg, with a front-to-rear distribution of 45:55. The layout is front-engine, rear-drive, with the V8 mounted low and pushed rearward behind the front axle to help balance and reduce the centre of gravity.

Toyota says the emphasis has been on three fundamentals: lowering the car’s centre of mass, keeping the structure light but stiff, and prioritising aerodynamics early in the styling process. In practice, that has meant packaging heavy components – the dry-sump V8, rear transaxle and major hybrid hardware – as low as possible, and shaping the body around airflow and cooling needs before final exterior lines were locked in.

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The GR GT’s aluminium spaceframe is paired with body panels using a mix of aluminium, carbon-fibre reinforced plastic and other composites. Suspension is a low-mounted double-wishbone setup front and rear, with forged aluminium arms, and carbon-ceramic Brembo brakes. Toyota says the underlying chassis hardpoints and suspension architecture were designed so the racing GR GT3 can share major components, reducing development duplication between the road and race programs.

Inside, Toyota claims the GR GT has been laid out around a low seating position and clear outward visibility, with controls clustered close to the steering wheel for quick access on track. It’s also being tuned for daily use, though the company hasn’t shown a full cabin yet.

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Toyota credits the development approach to lessons from competition, including heavy simulator use early in the program, then validation on circuits such as Fuji Speedway and the Nürburgring, plus public-road testing for drivability away from the track. The cars have been iterated through repeated test-and-repair cycles typical of GR products.

Neither model has a confirmed on-sale date, but Toyota is aiming for a launch around 2027. Final performance figures, design details and the GR GT3’s racing timeline will be released closer to production.

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Zeigler/Bailey has released first details of its Porsche 911-based Australian-designed and built sportscar.

Melbourne-based entrepreneur and Porsche collector John Zeigler Jr and mechatronics engineer Greg Bailey are behind the ambitious project with a price tag of AU$1.6 million, plus the donor Porsche 911.

Starting life as a G-series Porsche 911, in production from 1975-1989, the Zeigler/Bailey Z/B 4.4 is designed and built entirely in-house in Melbourne and conforms to applicable Australian Design Rules.

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Far from a ‘restomod’, Ziegler/Bailey calls the Z/B 4.4 a “unique,Australian designed and up-to-the minute platform, engine, suspension, electronics and driver ergonomics, clothed in classic Porsche cool”.

The bespoke 4.4-litre engine adheres to Porsche’s flat-six, air-cooled architecture and makes around 300kW of power and 500Nm of torque. It’s matched to a Porsche-sourced Getrag five-speed manual transmission, complete with a single-plate clutch from a 993 Turbo.

Zeigler/Bailey has engineered the Z/B 4.4 with an eye on international markets, its in-house built platform allowing for both right- and left-hand drive versions to be manufactured quickly and easily. It claims the conversion from right- to left-hand drive can be completed in around eight hours.

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The Zeigler/Bailey designed 17-inch forged aluminium and carbon-fibre wheels have been engineered to AS 1638 standard and feature centrelock wheel nuts, including a safety lock clip.

The suspension has also been designed in-house and features aluminium MacPherson struts with height adjustment up front independent multi-link double-wishbones at rear with inboard height-adjustable coil-over dampers. Buyers can option four-way adjustable dampers.

Inside, the Z/B 4.4 utilises the Porsche catalogue with the German brand’s 14-way power adjustable seats as standard. Buyers can opt for Porsche GTS sports seats or the carbon-fibre buckets from a  911 GT3.

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The seats are trimmed in standard-fit Nappa leather, although buyers can personalise interiors with their own materials.

Cabin technology includes a 9.0-inch touchscreen with Apple CarPlay and Android Auto smartphone mirroring, inbuilt satellite navigation, live data logging, and a six-speed surround-sound audio system.

A Zeigler/Bailey-designed digital instrument display, mimics the look of analogue dials and can be customised to show any number of additional data, such as the temperature of the cylinder heads, a log of current engine hours, and GPS-based positioning.

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Zeigler/Bailey says it has already pre-sold six Z/B 4.4s, with three nearing completion and a further three body-shells ready for internal fit-out. The company says it plans to build 10 cars per year.

Mahindra Australia has announced an important safety upgrade for its Scorpio seven-seat SUV, which now features level 2 safety features like autonomous emergency braking as standard.

Priced from $48,990 drive away (+$2000), the Scorpio is now safer than before in a move the brand describes as “a major leap forward in safety, technology, and value for Australian customers”.

Mahindra Scorpio new safety features:

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In addition to the new safety features, Mahindra has also equipped the updated Scorpio with ventilated front seats, a six-way electric driver’s seat, an electric parking brake with auto hold and an auto-dimming rear mirror.

The Scorpio is powered by a 2.2-litre four-cylinder turbo-diesel engine making 129kW of power and 400Nm of torque. That’s mated to a six-speed automatic transmission and a four-wheel drive system with low range gearing. It’s rated at 7.2L/100km for combined fuel consumption.

Mahindra Scorpio pricing (driveaway)

Mahindra Scorpio standard features:

The updated Mahindra Scorpio will arrive in local Mahindra dealerships this summer.

Italian luxury sports car maker Maserati is celebrating the 111th anniversary of its founding this month, a milestone that makes it the longest-standing brand in Italy’s Motor Valley. The milestone comes as the brand surpasses 8000 sales in Australia and New Zealand since 2005 and ahead of the 100th anniversary of its iconic Trident logo, along with 100 years since its debut in motorsport.

Maserati’s story began in 1914, when Alfieri Maserati and his brothers Ettore and Ernesto founded “Ditta Alfieri Maserati” at Via de’ People 1A in the centre of Bologna. As stated in the individual business declaration document, the new firm officially began operations on December 1, 1914.

The Maserati brothers were passionate about mechanics and had a love for speed, and they were not averse to getting behind the wheel of a race car themselves. Another brother, Mario, contributed by designing the Trident logo – inspired by the Fountain of Neptune in the centre of Bologna – and the final brother, Bindo, joined the Officine Maserati in 1932, following Alfieri’s death in the same year.

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The first car to bear the Trident was the Tipo 26 – a racing car that made its debut at the 1926 Targa Florio, where it took first place in the up to 1.5-litre class with Alfieri at the wheel. It was the first in a long line of racing achievements, including back-to-back victories at the Indianapolis 500 in the USA (1939 and 1940), four consecutive Targa Florio wins (1937, 1938, 1939, and 1940), nine Formula One wins, and the 1957 Formula One World Championship with Juan Manuel Fangio.

At the end of 1939, with the arrival of the Orsi family, Maserati began its move to Modena, where the Viale Ciro Menotti plant opened on January 1, 1940, and has remained the home of the Trident ever since. In 1947, the collaboration between the Maserati brothers and the brand came to an end, and the first road car, the A6 1500, was introduced.

Then, in 1963, the brand debuted the iconic Quattroporte, creating the segment of high-performance luxury sedans. After a brief period under Citroën ownership from 1968 to 1975, during which the company introduced its first modern industrial processes, the subsequent De Tomaso era (1975–1993) saw the creation and commercial success of one of the brand’s most iconic and best-selling models: the Biturbo.

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Built on these strong historical and industrial foundations, the more recent phase of the Italian brand’s evolution has been marked by new models and major innovations, starting from 2007. The fifth-generation Quattroporte debuted at the Detroit Auto Show, followed by the GranTurismo at the Geneva Motor Show.

The GranCabrio arrived in 2009; the sixth-generation Quattroporte and the Ghibli in 2013; three years later came the Levante, the first Maserati SUV.

In 2020, with the introduction of the production lines for the new Maserati MC20, the flagship of a new era for the brand, the Viale Ciro Menotti plant underwent a major renewal, complete with an in-house paint shop and an area dedicated to the development and assembly of the revolutionary Maserati Nettuno engine, protected by international patents and 100 per cent made by Maserati.

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In 2023, it was the turn of the Maserati GT2 Stradale, a street-legal super sports car that unites two iconic Maserati worlds: elegance and racing. The following year, the spotlight fell on the MCXtrema, a track-only vehicle limited to just 62 examples, equipped with an extreme version of the 544kW Nettuno V6 engine.

Santo Ficili, Maserati COO, said in a media statement: “It is a true honour for me to celebrate the first 111 years of Maserati’s history in the city that represents the beating heart of our brand. “For more than a century, it has fuelled a unique vision of performance, design, and craftsmanship, embodying the purest expression of Italian luxury. 

In 2026 the brand will launch its new MCPura supercar, which will replace the MC20 and sit alongside the Grecale SUV, GranTurismo coupe and GranCabrio convertible.

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BMW is calling it its most significant model launch in two decades, and while that kind of hype can feel like marketing theatre, the new iX3 does a lot to justify the noise. This is the first production car from BMW’s “Neue Klasse” era – a clean-sheet rethink of how the brand designs, builds and programs vehicles – and it arrives as a premium, family-ready electric SUV that’s fast, clever and surprisingly attainable for what it offers.

If you’ve followed BMW lately you’ve heard “Neue Klasse” everywhere. In plain English, it’s the company’s next generation of models that aren’t evolved from existing platforms but engineered from scratch around EV hardware and software. The iX3 is the first cab off that rank, and BMW is effectively betting that what it introduces here will shape the brand’s direction for the next decade.

Positioning-wise, the iX3 is an all-electric mid-size luxury SUV that will live alongside petrol and hybrid X3s, rather than replacing them outright. In Australia it’ll square up to cars like the Audi Q6 e-tron, Porsche Macan Electric and Mercedes-Benz GLC with EQ Technology, all aiming at buyers who want premium feel without the size (or price) of a full-size SUV.

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At launch there’s a single body style and a single powertrain: the iX3 50 xDrive. BMW has already confirmed the range will broaden, with cheaper single-motor versions and smaller battery options to come, plus a proper high-performance M variant at the top. A sleeker iX4-style coupe SUV is also expected to follow within a year or so.

The headline hardware is a new 112kWh battery (108.9kWh usable) feeding a dual-motor all-wheel-drive setup. This high-spec combo should sit at the top of the iX3 family, leaving space underneath for more accessible trims once production ramps up. Overseas pricing translates to roughly A$115,000 for the base Sport, rising to about A$120,000 for M Sport and A$123,000 for M Sport Pro before options, putting it in the thick of the premium EV fight rather than in some stratospheric halo zone.

Even the base Sport is generously equipped. Standard kit includes BMW’s new Panoramic i-Drive display (a next-gen OS and screen concept), heated seats, LED headlights, 20-inch alloys, keyless entry, powered tailgate, dual-zone climate control and adaptive cruise. Expect common extras – such as metallic paint or upgraded upholstery – to add a few thousand dollars to the drive-away figure, but the core tech story doesn’t require ticking boxes.

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Neue Klasse’s first big leap is under the skin. The battery uses cylindrical cells for improved cooling and energy density, and the pack’s upper surface doubles as the cabin floor to save weight and packaging space. The motors aren’t equal either: BMW keeps its rear-drive DNA alive with a stronger rear unit that handles most of the work, while the front motor only engages when needed, then decouples to reduce drag.

Just as crucial is the software layer. BMW has collapsed what used to be multiple computers into a single central control system called “Heart of Joy.” It manages power delivery, stability, braking, driver aids and infotainment as one coordinated whole – the company’s version of a “software-defined vehicle.” The most obvious benefit shows up in braking feel. The regenerative system is strong enough to bring the iX3 to a smooth, complete stop without that awkward last-second handover to friction brakes. BMW calls it “soft stop,” and in practice it makes urban driving feel more natural than in many EVs.

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Performance is properly serious for a family hauler. The 50 xDrive delivers about 340kW and 650Nm, enough for a quoted 0–100km/h time of 4.9 seconds. More importantly, it uses that output in a way that feels controlled rather than cartoonish. The rear bias gives it a tidy, balanced shove out of corners, and the traction never turns messy. There are selectable sound profiles – including a calm “Silent” mode and a sharper Sport setting – but the real theatre is the instant torque.

Visibility and day-to-day usability are also a standout. The seating position offers a broad adjustment range, the glass area is generous, and the Panoramic i-Drive bar sits low enough on the windscreen that it doesn’t block sightlines. Parking is made easy by high-resolution 360-degree cameras and an automated park assistant that can finish manoeuvres with you inside or outside the car.

On the road, BMW’s chassis tuning shows through. The steering is quick and accurate off-centre, with weight building naturally as you turn. Ride quality is firm in a premium-European way, but the damping keeps it composed over sharp hits. Push harder on a poor-surface back road and the iX3 stays calm, masking its battery mass impressively. It isn’t as overtly sporty as a Macan Electric, but it’s more supple and relaxed – and it feels more precise than the Audi Q6 e-tron in early impressions.

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Long-distance comfort is strong too. Refinement is near-silent at highway speeds, though the iX3’s single-glazed windows mean some tyre and wind hiss can creep in on rough Aussie bitumen. Where it really jumps ahead is its Level 2+ driver assistance. Unlike systems that constantly nag for steering-wheel input, BMW allows hands-off cruising in mapped conditions, and even lane changes can be initiated with a mirror glance when prompted.

Range and charging are likely to be the biggest drawcards for Australian buyers. BMW is talking up a maximum range of around 800km on the WLTP cycle. Even allowing for real-world penalties — heat, speed, load, coarse-chip surfaces – a practical figure in the 650km zone is plausible, which is outstanding for the class. That top number is with the most efficient wheel/tyre setup; larger 21–22-inch wheels will trim it, but not dramatically.

Charging capability is equally bold: BMW claims a peak 400kW DC fast-charge rate, and compatibility with both 400V and 800V infrastructure. Right now, 350kW+ chargers are still relatively rare on Australian highways, but rollout is accelerating – and the iX3 is future-proofed for the network that’s coming, not just the one we have today.

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Design-wise, the iX3 marks a sharp new chapter. The front end uses a black “mask” panel integrating headlights and sensors, with small upright kidney grilles at the centre and gloss sections flanking them. The surfacing is cleaner and more minimal than today’s BMWs, with flush door handles and tight shut-lines giving it a crisp, modern look in person.

Inside, BMW has effectively rebooted its cabin philosophy. The Panoramic i-Drive replaces traditional gauges with a wide, projected-style display running along the windscreen’s base. Speed, range and battery data sit in the driver’s field of view, while the central and passenger areas can be customised for navigation, media or efficiency widgets. A large 17.8-inch touchscreen handles most controls, with a small set of physical buttons remaining on the console for essentials.

Material quality feels contemporary rather than old-school plush: leather-like trims, solid plastics, tasteful fabric accents and no fake stitching. M Sport grades add a sportier mix of Alcantara-style inserts. Build quality at first touch is excellent – doors close with a reassuring weight, and the cabin feels tightly assembled.

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Space is right where Australian families want it. The 520-litre boot matches key competitors, backed by under-floor storage and a small front boot for charging cables. The second row is roomy with a flat floor and well-set seat height to avoid that knees-up EV posture. The only niggle is limited small-item storage compared with some rivals.

As for reliability and safety, official local ratings will come later, but BMW’s recent EV track record suggests a five-star outcome is likely. The bigger question is how smoothly this brand-new software architecture settles in real ownership – though if the driving and interface polish is anything to go by, the foundation looks strong.

Put simply, the iX3 doesn’t feel like a cautious step into the future. It feels like BMW drawing a line and starting again – with range, charging, software and dynamics that finally make the “Neue Klasse” headline sound less like a slogan and more like a strategy.

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Victorians renewing or applying for a driver’s licence could soon notice a new step in the process: a prompt asking whether they want to join the Australian Organ Donor Register. The change is part of a broad state push to lift donor participation, after Victoria was flagged as having one of the lowest sign-up rates in the country.

Right now, just 23 per cent of Victorians are registered organ donors, and young people make up only a small slice of that figure. Concerned by the gap, the Victorian Government has backed a slate of reforms drawn from a parliamentary inquiry into donation rates, agreeing to adopt all 41 recommendations in full or in part.

A key focus is education before eligibility. Under the plan, 15- and 16-year-olds will be taught about organ donation before they’re old enough to register or apply for a licence. Donation information will also be built into both primary and secondary school curricula, with the idea that awareness should start early, not at the counter on licence day.

Dutch reach cyclist safety

The licence link is not new territory for Victoria. For years, drivers could tick a box indicating they were willing to be an organ donor, and licences were marked “Potential organ donor” beside the photo. But that system was removed in the early 2000s, leaving many people unsure whether their earlier choice still counted. The inquiry found records didn’t always transfer cleanly to the national register, meaning some drivers assumed they were listed when they weren’t. Victorians can confirm their status through Medicare on myGov or via the Medicare app.

South Australia shows why governments are revisiting this approach. It remains the only state or territory where a donation decision can be recorded through a driver’s licence, and its registration rate is the nation’s highest at 72 per cent. The Victorian inquiry cited that contrast as evidence a simple, high-reach sign-up point can shift the numbers quickly.

So what happens next? The state will move to reintroduce organ donor registration into the licence system for new applicants and renewals. A separate online pathway will also be strengthened, including a clear call-to-action button on the Service Victoria website, making it easier to sign up without waiting for a renewal cycle. A major public awareness campaign is planned across TV, radio, outdoor billboards and digital channels.

Schools will play a supporting role, not only encouraging students to register once eligible, but prompting conversations at home. The inquiry stressed that family discussion is crucial: when someone’s wishes are known in advance, it reduces stress for loved ones during grief and makes consent more likely to be honoured.

“Nearly every eligible Victorian holds a driver licence,” the inquiry summary noted, pointing out that the licensing system offers a rare chance to reach almost the entire adult population in one consistent place. In other words, if you want a mass-scale lift in registrations, the licence desk is where you find it.

Alongside organ donation, the reforms also highlight another shortage: stem cell donors. Australia’s low numbers mean about three-quarters of stem cell donations currently come from overseas. The Australian Bone Marrow Donor Registry is particularly seeking more young, male and ethnically diverse donors, and the registration process is described as comparable to signing up to donate blood or plasma.

For those who want to register or learn more, the national organ donor information hub is donatelife.gov.au, while stem cell donor details are available through strengthtogive.org.au.

Kia’s 2025 has already been crammed with fresh metal and forward-looking concepts, but the brand clearly isn’t done yet. A newly teased all-electric four-door sedan concept suggests another reveal is imminent, and it could mark Kia’s return to the executive saloon space after a brief absence.

Kia said goodbye to its last traditional sedan hero, the Stinger, in 2023. This new concept appears to be its philosophical opposite – a low-slung EV with futuristic surfacing – yet it also hints Kia hasn’t abandoned the idea of a flagship four-door for drivers who want something sleeker than an SUV. The company’s social teaser offered little more than a shadowy profile and a line reading, “A new future is on the horizon. Our vision takes shape soon,” but the timing points to a full debut in January.

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Even in silhouette, the concept wears familiar Kia EV cues. The front lighting appears to use the brand’s “Star Map” signature, with daytime running lights spanning the nose and headlamps positioned unusually high on the bonnet line. At the back, thin horizontal LEDs echo the look of recent products such as the EV3, EV5 and EV9, reinforcing that this car sits within Kia’s “Opposites United” design language rather than breaking away from it.

The body shape is the real headline. Although it’s clearly a four-door sedan, the proportions lean cab-forward, made possible by the absence of a bulky combustion engine under the short bonnet. A steep, panoramic windscreen flows into a long roofline, while frameless side glass and mirror-mounted digital cameras give the car a clean, almost concept-car-pure look. The overall stance is low and slippery – a sign Kia is chasing efficiency and range as much as outright presence.

Inside, the teaser glimpse shows a yoke-style steering wheel, hinting at steer-by-wire technology similar to systems Hyundai has previewed in recent mobility concepts. If that’s the direction Kia takes, it could also enable advanced low-speed manoeuvring tech and potentially rear- or even four-wheel steering for sharper dynamics.

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A stretched wheelbase is also evident, which raises the possibility this sedan could be engineered to take Kia’s biggest battery pack – the 99.8kWh unit currently sitting at the top of the EV9 range. If so, the sedan’s sleeker aerodynamics could push driving range well beyond the EV9’s quoted peak of 349 miles (about 562km), giving Kia a genuine long-distance flagship without SUV bulk.

Where might it sit in Kia’s line-up? The brand has already expanded its EV family with models like EV4 and EV5, and the EV3 and EV9 covering smaller and larger SUV territory. That leaves limited space for a fresh nameplate – but the “EV7” and “EV8” badges are still unused, making either a logical fit for a coupe-like sedan positioned above the EV6 and below the EV9.

For now, Kia is keeping the details close, but the message is clear: a sleek electric saloon is back on the agenda – and it may be the spiritual next step after the Stinger, just with batteries instead of a twin-turbo V6.

It’s already one of the world’s most iconic cars, but a new bodystyle is being added to the Mercedes-Benz G-Class: a convertible, and it’s already started testing ahead of a likely debut in 2026.

Set to be available in numerous markets around the world – including, likely, Australia – the G-Class Cabriolet will be based on petrol-powered models (not the electric G 580) and will be limited in number.

What will change for the drop-top G-Class Cabriolet – as evidenced by these official and rather revealing teaser images from Mercedes – is the amount of doors. Mercedes has often sold soft-top G-Class models in the past, but these were typically only available in a short-wheelbase form with two doors. When the current-generation G-Class arrived, only a long-wheelbase variant was offered, so other than a few extravagant Landaulet versions, the model had remained as a hard-top only until now. 

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It’s clear the new G-Class Cabriolet will get a canvas roof – just like previous models. Also like on the old convertible G-Class, we expect the roof to operate electronically – though getting all the material folded in front of the spare wheel cover might be a task as the canvas canopy stretches all the way over the heads of the front occupants. We can also expect to see some level of reduction in the existing boot and rear seat space to make room for the roof. 

In a media statement, Mercedes-Benz said that the “eagerly awaited G‑Class Cabriolet is completing its first test kilometres in Austria with engineers gathering comprehensive data to ensure that the open-top driving experience of the G‑Class Cabriolet is promising an unparalleled and unmistakable G‑Class feeling for future drivers”.

“At a later date, the G‑Class Cabriolet will also make its way to Sweden, where it will be put through demanding winter testing. Facing icy temperatures and snowy landscapes, the newcomer’s robustness, driving dynamics, and reliability will be thoroughly proven.”