WhichCar By Wheels

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Renault Scenic E-Tech Techno standard features:

Scenic E-Tech safety features:

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Scenic E-Tech Esprit Alpine EV87 adds:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Aussie design input

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

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

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

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

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

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

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

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

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

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Interior update

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

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

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

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

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

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

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

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

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

Under the hood

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Atto 1 Essential$23,990
Atto 1 Premium$27,990
Atto 2 Dynamic$31,990
Atto 2 Premium$35,990

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Specs

ModelFord Mustang Mach-E
Price$65,990/$80,490/$98,490 (Select/Premium/GT)
Peak power212kW (Select and Premium)/434kW (GT)
Peak torque525NM (Select and Premium)/955Nm (GT)
TransmissionSingle-speed reduction
Battery73kWh/88kWh/91kWh
WLPT claimed range470km/600km/515km
Efficiency (as tested)17kW per 100km (RWD models)
Peak DC charging speed150kW
10-80 per cent peak charge time32 to 36 minutes
Dimensions (l/w/h/wb)4728mm/1881mm/1627mm/2984mm
Kerb weight2100kg/2086kg/2276kg
Boot (seats up/seats folded)402 litres/1420litres
Warranty5 years/unlimited km (8 years/160,000km on EV battery)
On saleNow

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

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

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

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

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

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

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

S$28,180 (+$2040)
Sport$32,290 (+$3000)
GT-Line$35,740 (+$3260)

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

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

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

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

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

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

GAC Emzoom standard features:

GAC Enzoom safety features:

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

Ford’s motorsport arm – Ford Racing – has confirmed it is developing an all-new high-performance road car, with the first official preview scheduled for January 15, 2026. The model is being described as the next step in blending the company’s global racing expertise with its production vehicles.

While full details remain under wraps, Mark Rushbrook, Ford Racing’s global director, said the project demonstrates how the brand’s competition technologies are now shaping everyday performance cars. “The racetrack is our ultimate proving ground,” Rushbrook said. “The developments we make under race conditions will soon be found under the bonnet and in the chassis of your next Ford.”

The announcement coincides with Ford Racing’s 2026 motorsport season launch, which will also mark the company’s return to Formula One. Ford will supply power units to both Red Bull Racing and Racing Bulls, reigniting its presence in the world’s top tier of motorsport for the first time in over two decades.

The shift from “Ford Performance” to “Ford Racing” earlier this year reflects the company’s desire to integrate its competition and consumer vehicles more closely. “This isn’t just a rebrand,” said Will Ford, the division’s general manager. “It’s a commitment to bring our race engineering directly into the vehicles you drive every day – on and off the road.”

Ford Racing’s focus on cross-development could produce more extreme road cars in the spirit of the Mustang GTD, the limited-run, track-honed monster producing over 600kW from its supercharged V8. Insiders suggest the new model could take that philosophy even further – possibly drawing inspiration from the company’s upcoming Le Mans hypercar program, which may see the return of the legendary Ford GT nameplate.

Adding to the speculation, Ford CEO Jim Farley has previously floated the idea of creating a $300,000 off-road supercar capable of tackling sand, gravel and dirt at high speed – an idea inspired by the brand’s Dakar rally efforts. While unconfirmed, such a project would align with Ford Racing’s ambition to develop race-derived technology for both track and terrain.

Farley said Ford’s future lies in building “personality vehicles” – distinctive models with clear identities, from Bronco and Raptor to Mustang and Explorer. “We’re great at fast Fords and authentic off-roaders,” he said. “These are no longer side projects – they’re the core of our business.”

The new car is expected to debut as a halo model for Ford Racing, showcasing the brand’s renewed commitment to enthusiasts while pushing the limits of design and performance technology.

As part of the reveal of the new-generation Toyota Hilux, one surprise was confirmation that a pure electric dual-cab version will join the traditional range in 2026. 

Toyota Australia was tight-lipped on any specifics around specifications, but its European counterparts have been more forthcoming with sources suggesting that local variants will differ little. 

The 2026 Toyota Hilux BEV will use an electric motor on each axle for all-wheel drive capability with a total output of 144kW/473Nm. The latter is not split evenly, instead the front axle having a maximum of 205Nm and the rear 268Nm. 

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Instead of a low-range transfer case and rear diff lock, traction is taken care of by electronics thanks to the fine torque control that electric motors allow, though there are several different drive modes depending on the terrain, including rocks, sand and mud. 

The motors are fed by a 59.2kWh lithium-ion battery pack located within the chassis, which is expected to provide a WLTP range of 240km, while the maximum DC charging rate is 150kW. While Toyota hasn’t provided any figures, at that charge rate a 10-80 per cent fill should take between 15-20mins. 

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Its usefulness does take a hit, with Toyota quoting pre-homologation figures of a 715kg payload maximum and braked towing limit of 1600kg and even these are likely to substantially impact the Hilux BEV’s 240km range. 

Despite these limitations, Toyota expects the electric Hilux to be popular with fleet buyers such as mining companies, where daily driving distances are quite short.  

Pricing is yet to be confirmed other than Toyota saying it will be more expensive than its diesel, the new-generation Hilux topping out at $71,990 (+ORCs) for the flagship Rogue and Rugged X variants. 

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Toyota Australia has announced local pricing and specifications for the 2026 Toyota HiLux range, which enters local showrooms in December. Priced from $33,990 plus on-road costs, the cost of entry to the HiLux range has climbed by $6260, though the 2.8-litre turbo-diesel is now standard across the range and both safety and technology features have been improved.

A major facelift rather than an all-new model, the 2026 Toyota HiLux gains new front and rear exterior styling, as well as an all-new interior with standard features such as a 12.3-inch touchscreen with live services across the range.

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Upper-spec models, such as the SR5, add new features to the HiLux range such as a 12.3-inch digital driver’s display, while the HiLux Rugged X has also returned to the range. As before, the model range will consist of the entry-level WorkMate, mid-spec SR and SR5 and top-spec Rogue, with the new Rugged X sitting on the same level as the latter model but with more off-road features.

The 2026 Toyota HiLux range uses the same ‘1GD-FTV’ 2.8-litre four-cylinder turbo-diesel engine as the current model, with either six-speed manual or six-speed automatic transmissions (depending on the model). Outputs have not changed, with automatic variants making 150kW/500Nm and the manual making less torque at 420Nm but the same 150kW of power.

The 2.7-litre petrol and 2.4-litre turbo-diesel engines in the current HiLux range are no longer available, while certain variants are fitted with Toyota’s 48-volt system with an 8.5kW/65Nm electric motor generator and DC/DC converter for improved driving feel during take-off.

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2026 Toyota HiLux WorkMate standard features:

HiLux SR model adds to WorkMate:

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HiLux SR5 model adds to SR:

SR5 Leather Package (+$2500) adds leather upholstery, a nine-speaker JBL sound system and electric driver’s seat with lumbar adjustment.

Rogue adds to SR5 Leather Package:

Rugged X adds to SR5 Leather Package:

2026 Toyota HiLux colour options:

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2026 Toyota HiLux pricing (plus on-road costs):

4×2 WorkMate single cab-chassis manual$33,990
4×2 WorkMate single cab-chassis auto$35,990
4×2 WorkMate double cab-chassis auto$47,990
4×2 SR double cab pick-up auto$52,990
4×4 WorkMate single cab-chassis auto$45,990
4×4 WorkMate double cab-chassis auto$52,490
4×4 WorkMate double cab pick-up auto$53,990
4×4 SR extra cab-chassis auto$54,990
4×4 SR double cab-chassis manual$54,990
4×4 SR double cab-chassis 48V auto$57,990
4×4 SR double cab pick-up 48V auto$59,490
4×4 SR5 double cab pick-up manual$63,990
4×4 SR5 double cab-chassis 48V auto$64,490
4×4 SR5 double cab pick-up 48V auto$65,990
4×4 Rogue double cab pick-up 48V auto$71,990
4×4 Rugged X double cab pick-up 48V auto$71,990

HiLux options:

The 2026 Toyota HiLux range will enter local Toyota dealerships from next month.