While they aren’t suited to everybody, a plug-in hybrid can be a great option for those wanting to reduce their emissions and fuel use but not wanting to make the full jump and purchase an EV. PHEVs offer a longer electric driving range than a hybrid, as well as an ICE engine for when the battery runs out, with the potential to significantly reduce both emissions and running costs.

Thanks to more choice and higher fuel prices in Australia, PHEV popularity has increased significantly over the past 12 months and because of advancements in technology, they offer longer electric-only driving ranges than ever before. Here’s the WhichCar by Wheels guide to the PHEVs with the longest claimed electric-only driving range in Australia: 

1) GWM Haval H6 GT PHEV: 180km (NEDC)

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Price: From $53,990 driveaway
Drivetrain: 321kW/762Nm 1.5-litre turbo + two electric motors, 35.43kWh battery
Peak charging speed: 48kW

Surprisingly to some, the longest electric range in a plug-in hybrid in Australia is the GWM Haval H6GT PHEV, which is capable of an impressive 180km (NEDC) of electric driving from its 35.43kWh battery. What’s more, the H6GT is genuinely quick, hitting 100km/h in just 4.9 seconds from its 321kW drivetrain – and it’s wrapped up in a good value, practical and comfortable package. 

2) Chery Tiggo 9 Super Hybrid: 170km (NEDC)

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Price: From $59,990 plus on-road costs
Drivetrain: 315kW/580Nm 1.5-litre turbo, two electric motors, 34kWh battery
Peak charging speed: 70kW

Chery has been going hard with its Super Hybrid PHEV plug-in hybrid tech locally, with PHEV versions of the Tiggo 7, Tiggo 8 and now Tiggo 9 on sale. The largest of them all is the Tiggo 9 and it features the largest battery at 34kWh, achieving an impressive 170km EV range (NEDC) that can be recharged at up to 70kW. Its dual-motor drivetrain is also powerful, making 315kW, and its seven-seat cabin is both practical and high quality. Pricing starts at $59,990 plus on-road costs, making it pretty good value for money as well.

3) Omoda 9 Super Hybrid: 169km (NEDC)

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Price: From $61,990 plus on-road costs
Drivetrain: 395kW/700Nm 1.5-litre turbo, three electric motors, 34kWh battery
Peak charging speed: 70kW

Capable of just 1km less than its platform mate Tiggo 9, the Omoda 9 Super Hybrid plug-in hybrid is a new offering to Australia and is the top of the Omoda range for now. Using a similar drivetrain to the Tiggo 9 with the same battery stats but with an extra electric motor (three in total!), means it produces more grunt at 395kW/700Nm. Unlike the Tiggo 9, the Omoda 9 isn’t a seven-seater, but it has a massive 660-litre boot that opens up to 1783 litres with the rear seats folded. 

4) BYD Sealion 8 AWD: 152km (NEDC)

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Price: From $56,990 plus on-road costs
Drivetrain: 359kW/675Nm 1.5-litre turbo, two electric motors, 35.6kWh battery
Peak charging speed: 74kW

BYD’s first seven-seater plug-in hybrid in Australia offers impressive stats: 152km of electric range (with all-wheel drive – the front-drive base model features a smaller battery), 74kW DC charging and a huge 359kW of power. Pricing starts at $56,990 plus on-road costs, though the all-wheel drive versions start at $63,990 +ORC. It also features a roomy cabin with quality materials, long standard equipment list and pleasant driving experience.

5) MG HS Super Hybrid: 135km (NEDC)

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Price: From $48,990 plus on-road costs
Drivetrain: 220kW/350Nm 1.5-litre turbo, electric motor, 24.7kWh battery
Peak charging speed: 6.6kW AC

The MG HS PHEV was the brand’s first hybrid offering in Australia in its last generation, and now in second-gen form, both the Hybrid+ regular hybrid and Super Hybrid plug-in hybrid are offered. The Super Hybrid offers an impressive 135km NEDC range, as well as a strong 220kW/350Nm 1.5-litre turbo-petrol hybrid drivetrain. Unfortunately can’t be DC fast charged, with a 6.6kW AC maximum, but it can be fully charged in under seven hours (or overnight, or during the work day) meaning it’s still practical. Plus, the latest HS is an impressive car with good quality, a spacious cabin and a long list of standard features. 

6) Range Rover and Range Rover Sport P460e: 122km (WLTP)

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Price: From $181,018 plus on-road costs (Range Rover Sport), $280,100 plus on-road costs (Range Rover)
Drivetrain: 338kW/550Nm 3.0-litre turbo, electric motor, 38.2kWh battery
Peak charging speed: 43kW DC

At the more premium end of the plug-in hybrid market are the Range Rover and Range Rover Sport P460e, which both offer a WLTP range of 122km from a large 38.2kWh battery. That’s impressive considering they both weigh more than 2700kg and offer strong performance, hitting 100km/h in the mid-5 second range. Plus, as you’d expect for a Range Rover, both feature sumptuous interiors, high quality materials and an extremely comfortable driving experience. 

7) Cupra Leon Sportstourer: 119km (WLTP) 

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Price: From $69,990 plus on-road costs
Drivetrain: 200kW/400Nm 1.5-litre turbo, electric motor, 20kWh battery
Peak charging speed: 50kW DC

The Volkswagen Group’s sporty Spanish arm Cupra is no stranger to offering plug-in hybrids in Australia, and the Leon Sportstourer is the latest to be offered. Using a 200kW 1.5-litre turbo-petrol plug-in hybrid drivetrain paired with a 20kWh battery, the Leon wagon is capable of hitting 100km/h in 7.3 seconds but also 120km of electric driving range – and that’s on the more realistic WLTP cycle as well. The Leon Sportstourer is also quite practical with its large 470-litre boot and importantly, is a rare wagon in a sea of SUVs. 

8) Skoda Kodiaq and Superb PHEV: 112km (WLTP)

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Price: From $66,990 driveaway (Superb), $68,990 driveaway (Kodiaq)
Drivetrain: 150kW/350Nm 1.5-litre turbo, electric motor, 25.8kWh battery
Peak charging speed: 50kW DC

Skoda Australia has launched a few hybrid products in 2026, and the plug-in hybrid variant of the Superb large wagon and Kodiaq large SUV is one of them. Utilising a 1.5-litre turbo-petrol engine, electric motor and 25.8kWh battery, the Skoda PHEVs are capable of travelling 112km electrically and that’s on the more realistic WLTP cycle too. Plus, both the Superb and Kodiaq are high quality, practical and covered by a long seven-year warranty. 

9) Cupra Terramar VZe: 110km (WLTP)

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Price: From $77,990 plus on-road costs
Drivetrain: 200kW/400Nm 1.5-litre turbo, electric motor, 20kWh battery
Peak charging speed: 50kW DC

Using the same 200kW plug-in hybrid drivetrain as its Leon Sportstourer sibling, the Cupra Terramar VZe mid-size SUV offers up a 110km WLTP electric-only driving range. Priced from $77,990 plus on-road costs, it’s one of the more expensive options in this list but is quite well equipped, good to drive for an SUV and offers sporty styling, which Australians love.

10) GWM Cannon Alpha PHEV: 110km (NEDC) 

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Price: From $59,990 plus on-road costs
Drivetrain: 300kW/750Nm 2.0-litre turbo, electric motor, 37.1kWh battery
Peak charging speed: 50kW DC

Rounding out the top 10 longest EV ranges for PHEVs in Australia is the only ute on the list: The GWM Cannon Alpha PHEV. Offering up to 110km of range on the NEDC cycle (so likely less in the real world) from a 300kW drivetrain, the Cannon Alpha is quick and rewarding to drive. It’s good value for money as well as it’s loaded with features, yet priced the same as a mid-range diesel Ford Ranger. Importantly too, it offers DC fast charging at up to 50kW. 

Other noteworthy plug-in hybrid electric ranges include the Mercedes-Benz C 350 e (104km NEDC), Haval H6 PHEV (100km NEDC), BYD Sealion 5 (100km NEDC), BMW X5 xDrive50e (101km NEDC) and Mercedes-AMG E 53 (100km NEDC).

BMW is preparing to phase out its i4 electric sedan, with production expected to end after the 2026 model year as the company shifts focus to its next-generation electric architecture.

Introduced in 2021, the i4 was one of BMW’s early moves into mainstream electric vehicles, effectively translating the 4 Series Gran Coupe into battery-electric form. However, reports from multiple outlets including Car and Driver indicate the model will be discontinued within the next 12 to 18 months as newer technology arrives.

The decision is closely tied to BMW’s rollout of its Neue Klasse platform, a dedicated electric vehicle architecture that will underpin the brand’s future EV range. The first sedan to use this platform – a new electric i3 – is expected to take over the role currently occupied by the i4.

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Unlike the i4, which is based on a modified version of BMW’s combustion-engine platform, the upcoming i3 has been designed from the ground up as an electric vehicle. This allows for improvements in efficiency, packaging and performance, as well as access to newer battery and charging technology.

Early details suggest the new i3 will offer significantly longer driving range and faster charging capability than the outgoing i4, with BMW targeting major gains in both areas as part of its broader electrification strategy.

The overlap in size, pricing and positioning between the two models has also contributed to the i4’s planned exit. With the i3 effectively serving as a direct replacement, BMW is streamlining its sedan line-up rather than running parallel models with similar roles.

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Despite its relatively short lifecycle, the i4 has been an important stepping stone for BMW. It helped the brand establish a presence in the growing electric sedan segment while buying time to develop its next-generation technology.

BMW has not indicated that the broader 4 Series line will disappear, with combustion-powered and potentially future electric variants of the coupe and convertible likely to continue.

In Australia, the i4 has played a notable role in BMW’s EV push since its arrival in 2021, proving relatively popular in the premium electric sedan segment. However, the local range has recently been simplified, with BMW Australia now offering only the entry-level eDrive35 variant.

For existing i4 buyers, support and production will continue in the short term, but the model’s days are now clearly numbered as BMW prepares to usher in a new era of electric sedans.

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Subaru is preparing to draw the curtain on the WRX in its home market, confirming it will stop accepting new orders for the current-generation sedan in Japan from May 18, 2026.

The decision affects the WRX S4 (below), the Japan-specific version of the performance sedan, and effectively marks the beginning of the end for the model locally. While production will continue in the short term to fulfil existing orders, Subaru has warned that allocations could be exhausted before the official cut-off date.

The move forms part of a broader reshaping of Subaru’s domestic line-up. Orders for related models, including the Levorg and Layback wagons, will cease even earlier, in April, reflecting a wider transition away from current-generation internal combustion offerings.

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At the core of the WRX’s phase-out are tightening emissions and noise regulations in Japan, which are placing increasing pressure on traditional turbocharged performance cars. Reports suggest the WRX S4’s 2.4-litre turbocharged flat-four engine may struggle to meet future standards beyond 2027 without significant changes.

The announcement also signals the end of the WRX S4 STI Sport variant, a flagship version featuring chassis upgrades inspired by Subaru’s STI performance division. That badge will not continue in its current form, adding further weight to the model’s departure.

To mark the end of the line, Subaru has introduced a limited-run STI Sport variant as a final send-off. Restricted to just 600 units and offered via lottery in Japan, the model pairs a six-speed manual transmission with suspension and chassis enhancements, echoing the WRX’s enthusiast roots.

Mechanically, the outgoing WRX S4 has remained largely unchanged, powered by a turbocharged 2.4-litre boxer engine producing around 200kW and driving all four wheels. While less extreme than past WRX STI models, it has continued to offer a blend of everyday usability and performance.

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Subaru has not confirmed the long-term future of the WRX nameplate, but the phase-out points to a transition rather than a full retirement. A successor is expected, although details remain scarce, and the role of electrification is still unclear.

For now, the May deadline represents a final opportunity for Japanese buyers to secure a factory-built WRX. Beyond that, one of Subaru’s most recognisable performance models moves a step closer to history, at least in its current form.

Another Middle East conflict has spiked fuel prices around the country and consumers are once again winching at the prospect of filling up theirs vehicle. As such, changing vehicles for a more fuel efficient option is no doubt being considered by many of us. But what if you don’t want to consider an electric or plug-in hybrid option? Can vehicles without those power sources still be fuel efficient? Of course they can. Here are the most fuel efficient plugless vehicles in each segment:

Light: Toyota Yaris

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Price: From $28,990 plus on-road costs
Drivetrain: 85kW 1.5-litre hybrid, eCVT, front-wheel drive
Claimed combined fuel consumption: 3.3L/100km

Australia’s most fuel efficient car without a plug is the Toyota Yaris, which is capable of an incredible combined fuel consumption of just 3.3L/100km. That’s thanks to its small size, but also its 85kW 1.5-litre three-cylinder hybrid system, which is very efficient but also surprisingly punchy as well. Pricing for the Yaris starts at $28,990 plus on-road costs, so it’s not the cheapest option, but it is a very efficient one.

Small: Toyota Corolla sedan and Hyundai i30 Sedan hybrid

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Price: From $32,585 plus on-road costs (Corolla), from $33,250 plus on-road costs (i30)
Drivetrain: 103kW 1.8-litre hybrid, eCVT, front-wheel drive (Corolla), 104kW/265Nm 1.6-litre hybrid, six-speed dual-clutch, front-wheel drive (i30)
Claimed combined fuel consumption: 3.9L/100km

Just above the Yaris in consumption is its larger Corolla sedan sibling, which uses a larger 1.8-litre hybrid system making 103kW of power but using just 3.9L/100km of fuel. Hyundai‘s i30 sedan hybrid uses a slightly smaller 1.6-litre hybrid system with a six-speed dual-clutch transmission making one more kilowatt in total at 104kW. Regardless, both the Corolla sedan and i30 sedan are practical, well equipped and great options to lessen fuel consumption without using a plug.

Medium: Toyota Camry

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Price: From $39,990 plus on-road costs
Drivetrain: 170kW 2.5-litre hybrid eCVT, front-wheel drive
Claimed combined fuel consumption: 4.0L/100km

Somehow, thanks to Toyota‘s hybrid magic, a big sedan like the Camry can use just 4.0L/100km on the combined cycle. That’s despite featuring a large 2.5-litre engine – obviously combined with a hybrid system in this case – making 170kW and providing ample performance. The Camry is also hugely spacious inside, well equipped and drives quite well too.

Large: BMW 540d

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Price: From $136,900 plus on-road costs
Drivetrain: 210kW/700Nm 3.0-litre turbo-diesel, eight-speed auto, all-wheel drive
Claimed combined fuel consumption: 6.5L/100km

If you’re seeking the most fuel efficient large car, the BMW 540d is your choice and oddly enough, the only diesel passenger car on this list. In this case, it’s a lovely 210kW 3.0-litre straight six turbo-diesel, making strong 210kW/700Nm outputs – yet, it’s also capable of a 6.5L/100km combined fuel consumption rating and on highway trips, it’ll use a lot less than that. The only thing that would make it better would be offering a wagon, eh BMW Australia?

People movers: Kia Carnival hybrid

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Price: From $56,100 plus on-road costs
Drivetrain: 180kW/366Nm 1.6-litre turbo-hybrid, six-speed auto, front-wheel drive
Claimed combined fuel consumption: 5.8L/100km

The Kia Carnival received Kia‘s punchy hybrid system relatively recently with great results. Using just 5.8L/100km on the combined cycle, it’s easily the most efficient large people mover on the market. That it can carry eight people and their stuff in comfort while providing excellent efficiency is even better. The Carnival also offers an efficient 2.2-litre turbo-diesel option (6.5L/100km), but for those wanting to use their Carnival in mostly urban driving, the hybrid is the way to go.

Small SUV: Toyota Yaris Cross

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Price: From $31,790 plus on-road costs
Drivetrain: 85kW 1.5-litre hybrid, eCVT, front- or all-wheel drive
Claimed combined fuel consumption: 3.8L/100km

Like its Yaris light hatchback sibling, the most fuel efficient small SUV in Australia is the Toyota Yaris Cross, which is capable of a low 3.8L/100km on the combined cycle. Like the Yaris, it uses a 1.5-litre hybrid drivetrain making a reasonable 85kW of power, while both front- and all-wheel drive drivetrains are available – the latter with a separate electric motor for the rear axle – for those who need the choice. The Yaris Cross is also roomy, drives well and is well equipped, especially with safety features.

Medium SUV: Toyota RAV4

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Price: From $45,990 plus on-road costs
Drivetrain: 143kW 2.5-litre hybrid, eCVT, front- or all-wheel drive
Claimed combined fuel consumption: 4.7L/100km (old model, new model expected to be identical or less)

The Toyota RAV4 is the world’s best-selling mid-size SUV and for good reason: While many rivals used to not offer hybrid options – many now do – the RAV4 hybrid was capable of sub-5L/100km fuel use reliably without any trouble. As such, most people bought the hybrid and now it’s the only drivetrain option in the range. The new-generation RAV4 is about to launch and although we don’t know its fuel consumption rating just yet, we’re expecting it to be the same 4.7L/100km as the old model or less.

Large SUV: Toyota Kluger and Hyundai Santa Fe hybrid

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Price: From $62,410 plus on-road costs (Kluger), from $57,650 plus on-road costs (Santa Fe)
Drivetrain: 184kW 2.5-litre hybrid, eCVT, all-wheel drive (Kluger), 172kW/367Nm 1.6-litre turbo-hybrid, six-speed auto, front- or all-wheel drive (Santa Fe)
Claimed combined fuel consumption: 5.6L/100km

You can probably sense a theme here: Toyota is capable of making very fuel efficient cars that don’t need a plug. The Kluger hybrid large SUV is the latest example, capable of just 5.6L/100km on the combined cycle and carrying seven in comfort. But Hyundai has also entered the fray with a very efficient large SUV: The hybrid Santa Fe, which is rated the same as the Kluger on the combined cycle. Both options are comfortable, good to drive and good quality, though the Hyundai is better value.

Performance: Mazda MX-5

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Price: From $42,640 plus on-road costs
Drivetrain: 135kW/205Nm 2.0-litre petrol, six-speed manual, rear-wheel drive
Claimed combined fuel consumption: 6.8L/100km

The Mazda MX-5 is one of the last pure sports cars on the new car market, and it’s also the most efficient. Rated at 6.8L/100km on the combined cycle, the MX-5 uses a 135kW/205Nm 2.0-litre four-cylinder petrol engine with one of the best six-speed manual gearboxes we’ve ever seen.

Dual-cab ute 4×4: Isuzu D-Max SX 2.2L and Mazda BT-50 XS 2.2L

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Price: From $52,200 plus on-road costs (D-Max), $55,220 plus on-road costs (BT-50)
Drivetrain: 120kW/400Nm 2.2-litre turbo-diesel, eight-speed automatic, four-wheel drive
Claimed combined fuel consumption: 6.6L/100km

Isuzu – and partner Mazda – introduced a new 2.2-litre turbo-diesel engine into the D-Max ute, MU-X large SUV and BT-50 last year. Replacing the former 1.9-litre unit as the entry engine in each range, the new 2.2-litre donk is more powerful (120kW versus 110kW) and torquier (400Nm versus 350Nm), as well as more fuel efficient, rated from just 6.6L/100km. A new eight-speed automatic transmission is also fitted, making the 2.2-litre engine more driveable than the former 1.9-litre unit as well.

Giving customers what they want has been front and centre of mind at Affalterbach lately. After all, by Mercedes-AMG’s own admission, it’s the feedback from the people who buy and drive their cars that has shaped this, the all-new second-generation Mercedes-AMG GT 63 Pro. An important car then, and maybe even a redemption of sorts.

The original GT R Pro, launched in 2019, highlighted that car’s uncompromising nature, a hard-edged track-day weapon that focussed – perhaps – just a little too much on the race track. Owners needed to be race set-up savvy with a host of manual adjustments on the menu. Everything from the coil-over suspension, front and rear anti-roll bars, and that huge carbon-fibre wing hanging off the back required tools and a degree of set-up smarts to extract the best out of it.

Simply, the GT R Pro was resolute in its uncompromising single-focus. Fast? Unquestionably. Hardcore? X-rated. Comfortable and practical? Errrr…

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Mercedes-AMG listened, and the result is a friendlier GT in the truest sense of the ‘grand tourer’ tradition. For starters, the GT 63 Pro now has four seats (the previous model only had two, thumbing its not inconsiderable nose at GT tradition), more luggage space, and a better integration of the race track smarts that don’t require a spanner and scraped knuckles before you hit your local raceway.

Its appeal has thus been broadened, the GT 63 Pro opening the doors to buyers – who will shell out $418,900 before on-road costs and options – who appreciate its track-focussed nature while also catering to that unmistakable Mercedes luxury without diluting what it means to have that haloed AMG badge on the bootlid. It’s a tall order then, and perhaps one of the bigger challenges faced by the boffins at
Affalterbach.

The addition of two seats has, unsurprisingly, changed the Pro’s dimensions and arguably, its demeanour. To accommodate seats three and four, the new GT 63 Pro has enjoyed a growth spurt, measuring 177mm longer, 46mm wider and 66mm taller than the car it replaces.

The rakish rear-mounted cabin of the original that lent it some serious swagger and character has been moved forward by around 200mm, the end result a far more conventional and elegant looking coupe, even in this most potent GT 63 Pro guise. Squint and it even has a hint of Porsche 911.

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It’s also around 280kg heavier than its predecessor, partly because of its increased size, but also its 4Matic+ all-wheel drive underpinnings, the latter addressing what had made the original rear-wheel drive GT R just a little intimidating and fearsome to drive.

It’s just one of a wealth of changes under the skin, changes designed to make the GT 63 Pro an easier, more comfortable car to drive but, crucially, without losing the essence of what makes an AMG an AMG.

It starts with the same 4.0-litre twin-turbo V8 found in the ‘regular’ GT 63. It’s a familiar beast, serving time in a number of AMG-badged cars including the Pro’s ever-so-slightly tamer sibling, the GT 63. It’s been retuned, however, boasting 20 more kiloWatts and 50 more Newton metres than its non-Pro stablemate. With total outputs of 450kW and 850Nm, the GT 63 Pro covers the 0-100km/h sprint in the same 3.2 seconds as the GT 63. The real gains come at the 200km/h mark from standstill, the Pro half-a-second quicker than the GT 63, 10.9 seconds against 11.4 seconds. Small gains on paper, yes, but they’re keenly felt on the race track. More on that later.

The V8’s moved forward inside the engine bay too, now hanging over the front axle where previously it was mounted firmly behind. AMG’s multi-clutch nine-speed automatic transmission, located directly behind the engine, replaces the transaxle (rear-mounted) seven-speed dual-clutch of the previous model.

The relocation of the transmission from rear to front addressed one of the criticisms of the old GT R Pro – a lack of usable boot space. But what the gods of packaging giveth, the engineering gods taketh away. Having the transmission up front, in tandem with the big V8 sitting over the front axle, has had a marked impact on weight distribution, now sitting at 54:46 front-to-rear compared with the older model’s 47:53.

Thankfully, the engineers at AMG haven’t been idle, countering that unfriendly forward weight bias with liberal doses of chassis and aerodynamic refinements that not only make light work of the excess baggage up front, but improve the GT 63 breed measurably.

The standard-fit suspension set-up, what AMG calls Active Ride Control, is arguably the hero of this story. It’s a complex system but one that delivers not only increased ride comfort, or so Mercedes-AMG claims, but also makes it a better car to drive near the limit.

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Eliminating the need for anti-roll bars and stabilisers, the system features interconnected two-valve dampers at each wheel. Using cameras and sensors that scan the road ahead, hydraulic actuators adjust the dampers to reduce pitch and body roll, the net result improved handling and dynamics during cornering while also maintaining ride comfort, thanks to its ability to adjust individual wheels to counteract bumps and imperfections on the road.

An aerodynamic overhaul helps here too, with enhanced elements that reduce drag, improve downforce and assist with keeping things cool underneath.

Larger air intakes, along with carbon-fibre deflectors that funnel air to the brakes, engine, radiators, you name it, are the entree. The main course, a trick carbon-fibre active underbody that extends downwards – by around 40mm – at high speeds and creates a Venturi effect – ground effects, in other words – sucking the GT 63 Pro to the ground, improving stability, and reducing front axle lift by, according to AMG, 30kg. Out back, the dessert served is a fixed rear wing – carbon-fibre of course – that increases downforce by around 15kg.

Mercedes-AMG hasn’t scrimped on keeping things cool either, vital if the GT 63 Pro is to pound out lap after lap on the track without any degradation in performance. As well as the main front-mounted radiator, the Pro scores two additional radiators up front, located inside each of the left and right front wheel arches. The 4Matic+ all-wheel drive system gets its own dedicated cooling system for the front and rear diffs as well as the transfer case.

Huge carbon-ceramic discs provide the stopping power. Measuring 420mm up front with six-piston callipers it has a dedicated aero package that works to keep temperatures down. Vanes on the underbody funnel air to the brakes helping to reduce that dreaded brake fade when enjoying some spirited driving, whether on the road or the race track.

Lightweight forged aluminium 21-inch alloy wheels – finished in stunning Himalaya Grey Matte – and wrapped in staggered Michelin Pilot Sport S5 rubber (295/30 ZR 21 up front and 305/30 ZR 21 rears) not only look fantastic, but keep unsprung mass down.

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So far, so track-ready almost-racecar. Inside, the GT 63 Pro plays to the brand’s strengths, a blend of purposeful sports car flourishes but with enough premium touches that go a long way to justifying its $418k price tag.

But the cabin is also where the fundamental changes wrought by AMG’s boffins pay, arguably, the greatest dividends. Interior comfort, a bit of a mixed bag in the older model, has stepped up several notches. Nappa leather trim abounds throughout, including on the lightweight AMG Performance bucket seats. They are the perfect accompaniment for a day on the race track, highly supportive, and hugging your body like your favourite sweater to hold you firmly in place during spirited driving. They’re heated and cooled too, while the automatic side bolsters tighten noticeably when the GT 63 Pro’s more aggressive drive modes – Sport, Sport+ and Race – are selected.

Race track-inspired features are plentiful – from the Nappa leather-wrapped AMG steering wheel with microfibre inserts at the grips and the drive mode selector dial on the lower-right hand spoke, a host of carbon-fibre interior trim elements, a large 12.3-inch digital instrument cluster with razor-sharp AMG-specific graphics that displays vital driving information alongside a wealth of configurable telemetry data.

The 11.9-inch portrait-orientated infotainment screen runs Merc’s proprietary MBUX operating system along with wireless Apple CarPlay and Android Auto. But more than just a friendly host for your smartphone, the addition of the AMG Track Pace brings a plethora of track-focused telemetry with up to 80 different performance parameters data-logged, displayed and saved for later analysis. It’s a helpful tool for those looking to hone their driving skills on the track.

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The two second row seats, by Mercedes-AMG’s own admission, aren’t much use for anyone over 150cm tall, i.e. young teens and children, but they do make for a useful space for extra luggage that doesn’t fit in the now cavernous (by AMG GT standards) 321-litre boot, expanding to 675 litres with the second-row seats folded forward. The older model offered a meagre and complaint-worthy 175 litres.

So, the 2026 Mercedes-Benz GT 63 Pro is bigger and more comfortable than its racy predecessor. More practical too. It’s also significantly heavier, around 280kg, give or take. It should, by all sensible measures, be more cumbersome, and a little slower to accelerate than its slightly unhinged GT R Pro predecessor. Banish those thoughts, however – the new car is quicker from standstill to 100km/h by 0.4s, despite the extra 280 kegs it needs to haul.

Choosing to launch the 2026 Mercedes-AMG GT 63 Pro at a track-only event at one of Australia’s most fearsome race circuits is either foolhardy or genius.

Certainly, sliding into the cabin for the first time on an unusually cold – and just a little damp – summer’s day at Phillip Island in Victoria, forces sweat glands into overdrive. Phillip Island is no Mickey Mouse race track and the GT 63 Pro is no ordinary car.

But that feeling of trepidation soon eases, the rumbling V8 under the bonnet, even at a sedate and mandated 40km/h pitlane speed limit, helping to calm the nerves. It’s a satisfying V8 grumble even if it’s not as sonorous as it once was, the sound of combustion and forced induction strangled for the modern age by the EU bureaucrats who – probably – hate cars.

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Phillip Island’s pit exit offers commanding views over Bass Strait and on this blustery day the ocean is churning, filled with ominous white caps that are soon banished from sight once the GT 63 Pro and its thunderous V8 is let off its chain.

Phillip Island needs little introduction to Wheels readers, its 12 corners and 4.448km length both challenging and rewarding. Fast and flowing and with high-speed corners that require commitment and more than a little bravery, Phillip Island provides the perfect canvas for seeing just how far the GT 63 Pro has come.

By rights, a near two-tonne and 4.729-metre long GT shouldn’t feel like a nimble and lithe sports car. Yet, the Pro does exactly that, masking its weight and sheer size with aplomb. It feels much smaller and lighter than its specs in the brochure suggest. That’s a testament to the AMG boffins who have clearly and adroitly accepted the challenge of turning a track-day weapon that was always considered “a bit of a handful” into this new, approachable, practical yet still blindingly fast track day warrior.

There’s a predictability at play, something absent from the previous model which always felt like it could turn around and bite the hand that feeds without a moment’s warning. Instead, the Pro attacks the track with a composed, albeit very, very fast surety that simply inspires confidence.

Acceleration is other-worldly quick all the way through to the 250km/h I was seeing at the end of Phillip Island’s long main straight. With 850Nm to play with, speed piles on at a prodigious rate with no pause for taking a breath. The Pro simply hunkers down and gets on with the job of being a very fast car.

But it’s also not just how fast the GT 63 Pro can mumbo in a straight line; the Pro is no one-trick pony. Its depth of abilities allow for a dollop of aggression, of extracting the most out of the car, and more importantly, yourself.

This is no rear-wheel drive monster prone to stepping out of line with an injudicious use of the throttle. Instead, the Pro’s AWD system and electronic limited-slip diffs work feverishly to provide the kind of grip out of corners that feels like a promise, the Pro whispering in your good ear, “go on, just a little harder next time”.

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The nine-speed multi-clutch automatic transmission is a gem, and so remarkably good at ensuring the right gear is selected for any given moment that it’s easy to forgo the paddle shifters. Sure, purists might like the tactility, such as it is, of rifling up or down the ratios like Kimi Antonelli, each shift met with gloriously explosive aggression that shoves you back into the depths of those body-hugging sports seats. The reality is, however, that the nine-speed MCT is likely better than you at making the right decisions. It’s certainly better than me.

The carbon-ceramic brakes provide more reassurance, pulling up the hefty Pro in a mostly predictable manner. Only the big stop into what was once called Honda Corner – probably the biggest braking point on the entire circuit – offers just a hint of sketchiness, the back end squirming just a little as the weight transferred to the front wheels. It provides a mild heart-stopping moment the first time but once the electronic traction and chassis gizmos kick in, you realise you’re in the hands of a safe and capable algorithm.

Phillip Island’s combination of fast straights and sweeping bends highlight the Pro’s dynamics to good effect. Thanks to its clever aero package, working in tandem with AMG’s Active Ride Control constantly working away at the wheels, the GT 63 Pro feels pleasingly and solidly planted to the track, even under the heavy loads of a 180km/h sweeper. The trick four-wheel steering set-up keeps things nice and tight too, imbuing the Pro with an agility and sure-footedness belying its size and weight, helping to make the car feel that much smaller (and thus lighter) than it actually is.

It’s a well-choregraphed dance of modern technological smarts that allow even the average punter – like me – to confidently extract not only performance, but blissful enjoyment from the GT 63 Pro. Not every high-powered performance car can make that claim.

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Certainly, the first part of the challenge AMG’s engineers faced when creating the GT 63 Pro has been met – that despite the imposition of extra weight necessitated by two extra seats, all-wheel drive and a host of other tech goodies, the Pro needed to remain true to its track-focussed philosophy. Tick that box.

With the Australian launch limited to the race track only, we won’t know how – or if – all that clever engineering has transformed the Pro into a comfortable grand tourer out on the open road, not until we get the car through the Wheels garage in the near future. But Mercedes-AMG is confident the GT 63 Pro has addressed its predecessor’s shortcomings with a package that is not only fearsomely fast with predictable handling that will flatter even the most timid of drivers, but also a practical and comfortable road car. Sounds like a win-win.

The GT 63 Pro family tree

Mercedes-AMG SLS

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Although not a direct ancestor, 2010’s SLS could rightly stake a claim as the current GT 63’s grand-daddy. The first car designed and built entirely in-house by Mercedes-AMG, the SLS stunned when it first appeared at the 2009 Frankfurt Motor Show, not least of all for its gullwing doors, an homage to 1954’s original Mercedes-Benz SLS.

But more than just a pair of doors, the SLS was fitted with a monster 6.2-litre naturally-aspirated V8 pumping out 420kW and 650Nm, outputs that made it at the time, according to AMG, the most powerful atmo V8 ever in a production car. Zero to 100km/h was over in what today seems a pedestrian 3.8 seconds, but was blisteringly quick for the day.

Ever more powerful and faster versions followed, culminating with 2013’s SLS Black Series that weighed 70kg less than the standard car. Power from the V8 was up too at 464kW, although AMG throttled torque ever so slightly in a bid to make the car more manageable to drive. A shorter first-gear ratio andredline increase combined for explosive performance, with a 0-100km/h claim of 3.6 seconds. Underscoring its track-focus, the Black Series’s adaptive dampers came with only two settings – Sport and Sport+ – doing away with the more road-friendly Comfort.

Just 350 SLS Black Series coupes were ever made, going down in history as the last naturally-aspirated car ever produced by AMG

Mercedes-AMG GT

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Strictly speaking, the new Mercedes-AMG GT 63 Pro is only the second in a lineage that dates back to 2014 and the original first-gen (C190) AMG GT.Only the second ever car developed entirely in-house by AMG – after the SLS – the GT’s long bonnet and wide- stance swagger endeared it to die-hard performance car enthusiasts even if the long, low, V8 powered two-seater coupe defied the very definition of grand touring. Still, what it lacked in seats it made up for with brutal and uncompromising performance.

A more hardcore GT R followed in 2016, boasting 430kW and 700Nm from its M178 twin-turbo V8 and a zero to 100km/h sprint time of 3.6 seconds.

Those outputs and performance claims remained unchanged in 2019’s GT R Pro but thanks to a host of track-focussed enhancements to the suspension, aerodynamics, brakes and even the interior, the lightweight ‘professional’ version of the already hardcore GT R proved even more fearsome, underscored by Mercedes-AMG driver Maro Engel’s 7m04.632 seconds lap of the Nürburgring Nordschleife in late 2018, at the time the eighth-fastest lap by a road-legal production car.

That lap time paled into insignificance with the release of the AMG GT Black Series in 2021, which featured a heavily reworked M178 twin-turbo V8 utilising a flatplane instead of cross-plane crankshaft.

Additionally, a new smaller compressor wheel increased boost to 24.6psi, the end result increased power and torque outputs, now rated at 537kW and 800Nm.

Wrapped inside a body largely fashioned out of carbon-fibre, the Black Series was nothing short of a bona fide race car for the road. Only the number plates gave any hint that the bewinged monster was indeed road legal.

Engel once more put the Black Series through its paces at the Nordschelife, his astonishing lap time of 6m43.616s resetting the benchmark for a production car.

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Specs

First published in the September 1971 issue of Wheels magazine, Australia’s best car mag since 1953. Subscribe here and gain access to 12 issues for $109 plus online access to every Wheels issue since 1953.

Australia won’t see a Holden as new as the HQ for at least another 10 years.

Why?

The huge cost of making so many changes – body, suspension, engines, transmissions, brakes, steering – in one model switch means GM-H will not be able to do so much in one hit again until well into the 1980s.

Besides, adoption of the perimeter frame chassis is a sure sign Holden’s running gear is going to stay basically identical to the HQ set-up for a long, long time.

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The perimeter frame of the HQ (entirely new to big Australian cars although the Torana already has it) simply attaches to the body at eight points, and this will make sound sense in the next few years.

It means the almost annual facelifting job through the 70s will be much easier. Bigger engines will be dropped into the chassis with delightful ease; new bodies will be bolted on to the frame without all the former expensive problems of developing subframes and building in torsional rigidity. And for still more models, the suspension will be able to be reworked slightly. So this chassis idea is a practical and far-reaching move for GM-H.

Meantime, the engineers are busily pointing out that the design objectives for the HQ were improved ride and handling, less noise and greater safety.

These things it certainly achieves.

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The handling still has that familiar ‘solid’ Holden feel, but it hugs the road in a fashion basic Holdens have never done.

Wheels has driven two HQ Kingswoods – a 202 automatic and a 253 V8 automatic wagon – and a 173 manual Belmont so we can’t comment on the high performance versions. But if they can put their horses to the ground as these cars do then the new rear suspension will have been justified on these grounds alone.

Full bore take-offs on rough corrugations, which normally have a Holden axle doing a monumental tap dance as a prelude to a series of tail wags, just doesn’t affect the HQ. There is just a smooth surge forward as the rear wheels grip hard.

The more positive location provides the same benefits on undulating bitumen and brings a softer smoother ride. But there are problems with the steering. At the straight ahead it feels responsive, light and accurate but turning the wheel brings a heaviness which we have never experienced from a Holden before. Moving the steering box and linkage forward of the front cross member (instead of behind as on previous models) together with the new suspensions makes the steering effort required to get the HQ around any sort of corner quickly outweigh the advances in improved highway stability. And the turning circle at 39 ft for the 111-inch wheelbase cars and 40 ft for the 114 models (wagon and Statesman) is in the really big car class.

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Compounding the problem is a poor driving position in the bench seat model. This has always been a point of contention with Holdens and the HQ seems little better than we remember the HG. Certainly, if any of the Wheels staff intended buying a new Holden, the reclining bucket seats would be a prerequisite.

The bench seat places even average sized drivers too close to the wheel so that it is all but impossible to twirl it as required by the low-geared steering. Twirling is hardly the correct word either – the steering is far too heavy for that. And because the pedals are so far away shorter drivers have to bring the seat right up which makes the wheel even closer.

Not only does the bench seat force an uncomfortable driving position on the driver but it is mounted too low. There is insufficient support under the driver’s thighs, and the hard  adding at the base of the squab and at the edges of the seat pushes the driver towards the centre of the car and away from a spot directly behind the wheels.

Fitting the handbrake between the driver’s seat and the door also seems to have increased the gap between the seat and the door on either side of the car.

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Let’s just say the Holden with bench seats is undesirable to anyone interested in being comfortable behind the wheel and that, to us, detracts from the car’s obvious safety angles.

The best of these is the marvellous visibility. The huge windscreen, stunningly thin front pillars (made possible because most of the body stresses previously spread around the car are now taken by the perimeter frame) and low waistline give the car the delightful airy feel which is missing from the VH Valiant.

The rear window too is far bigger and although the short tail slopes away too steeply for it to be visible, parking is far easier than with the previous Holden range.

Good visibility is an essential part of car safety and GM-H has made the most of the 230 sq inch increase in glass area (165 sq in. for Coupes) by fitting the best rear vision mirrors we have seen. Both the internal mirror (night and day even on Belmont) and the external mirror are superbly located and large enough to take advantage of the glass area.

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The drum brakes too are much superior to the HGs although the feel and fade resistant qualities of the big, new vented-discs would be desirable even with the smallest six.

A crash stop locks all four wheels but the car stops in a perfectly straight line. There is none of the first one wheel and then another locking which was so common with HG.

However, the distance between the brake pedal and the accelerator is too great to allow heel/toe changes. This isn’t as important as previously for the handbrake is so much easier to use when making hill starts.

We like the short, precise, column gear change although one of our drivers thought the pull down from second to first (of course all the forward gears have synchromesh) places the lever too close to the steering wheel. During our time with the Belmont the end of the gear knob broke off in what was a perfectly normal change.

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The instruments are easy to read, except at night, when the external lighting from above lacks the intensity of the HG ‘s behind the instruments lighting. It does however, floodlight the heater, windscreen wipers/washers and radio controls. 

A cleverly designed flip-off lid in the lower edge of the dashboard to the right of the steering column holds the fuses and the ashtrays are now sensibly recessed into the doors. The glove box lid, like those on Falcon and Valiant is going to bruise plenty of knees. The box itself is large.

Best feature of the interior is the new flow-through ventilation. Air is ducted into the car through a grille in front of the windscreen via four inlet vents. Two of these are below the instruments, on either side, for lower ventilation and two at either end of the instrument panel for face-level ventilation. The driver’s vent is set vertically and the passenger’s horizontally.

Two instrument mounted knobs control the lower vents while the upper level is switched on by swivelling the vanes in the vents. Pressure relief valves are located on the rear door pillars for the four-door models and on the front door pillar for Coupes. These act so that the interior is slightly pressurised, preventing dust from entering. In practice, it seems to work as well as GM-H claims with a strong volume of air coming through at both levels. We noticed a couple of leaks from the lower vents but the heater soon combatted their effects on a cold night.

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Coming straight after testing the Valiant 245, the six cylinder Holdens seemed slow off the mark. Even the 253 Automatic lacks the performance sting anticipated from a V8 although it was smooth and much quieter than the six which made its presence felt at high revs.

A rundown of the acceleration of the three cars makes an interesting comparison – the 173 manual is as fast as the 202 automatic and it would seem the 202 manual will be quicker than the 253 automatic. Although 253 sedans will naturally be quicker than the big wagon we drove. We clocked the following figures:

The 202 auto changed at 37 mph and 66 mph in drive range, the 253 V8 running 10 mph further in each gear. Pushed to within a handful of revs of valve bounce the 173 reached 34 mph in first and 65 mph in second with a top speed of just over 90 mph sighted on a short straight. The 202 and 253, as tested, should be capable of between 95 and 100 mph.

Detailed comments and an analysis of the new cars will have to wait until we have had a chance to test the range in depth. Until then it is fair to say we were slightly disappointed with the HO although the car’s obvious potential shows through.

For all the changes the HQ is still very much like previous Holdens with a lot of Torana Six influence showing through, which might not be such a bad thing. But the engineering improvements haven’t resulted in the great leap forward we, perhaps idealistically, had hoped for. But there are still a great many good points to make this far and away the best Holden ever.

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Reports out of the United States, suggest Toyota is serious about fashioning the Tundra into a genuine F150 Raptor contender, with a trademark application suggesting ‘TRD Hammer’ is the name the Japanese manufacturer has chosen.

Uncovered by The Drive in the US, the submission to the United States Patent and trademark Office (USPTO), suggests Toyota is inching closer to an official announcement regarding a more aggressive version of the popular Tundra.

The Drive also shared a post from February on the tundras.com owners forum, where a survey was sent out to Tundra owners polling them on new names for a ‘future product’. The survey then asked owners to rank the names which included, TRD Baja, TRD Iron, TRD Pro-S TRD, Hammer, TRD Bizurk and TRD Quake, in order of preference.

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A description of the hypothetical truck added to the post read: “This high-performance truck package is designed for off-road enthusiasts, featuring an engineered long-travel suspension and 37-inch all-terrain tires, With the truck’s unique wide fenders, high-clearance bumpers and a powerful engine, it achieves exceptional off-road capability and performance”.

The Drive reports Toyota USA is still avoiding any confirmation of the truck, despite the outlet being tipped off on the development of such a true, years ago, and the appearance of spy photos of a high-riding test vehicle in 2025.

There’s no further information available at this stage, and a V8 engine is at least currently unlikely, too, given the V6 petrol engine used in current model Tundras. The version Toyota sells in Australia (main and below) gets a 3.5-litre, V6 twin-turbo hybrid powertrain, mated to a 10-speed automatic, generating 326kW and 790Nm.

In Australia, Ram Trucks has already sold a limited number of it’s toughest truck – and the toughest full-size truck to go on sale in Australia – the 1500-based TRX, while Chevrolet also sells an off-road focused version of the Silverado 1500, badged ZR2.

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MG Motor Australia is preparing to launch its latest vehicle – the MG4 Urban – a compact, city-focused EV, with comfort, practicality and value, as well as tackling the current fuel crisis.

MG cites a clever blend of technology, driving range and standard features as the primary drivers for buyers looking for a city-focused electric vehicle, with final pricing to be announced closer to launch. The brand assured WhichCar by Wheels that pricing would be sharp.

A 2750mm wheelbase (which is 45mm longer than the existing MG4), rides on a different, newer platform – internally called E3. With that extra space going into the wheelbase, MG claims more interior space – especially in the second row – compared with the current MG4. With the second row in use, the MG4 Urban still features a useful 382 litres luggage capacity. As a comparison, segment favourite the Toyota Corolla, offers 361 litres in hatchback form.

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While pricing isn’t yet finalised, we can report that the MG4 Urban has been engineered to achieve a five-star safety rating, with a curated selection of battery, motor and suspension technology, matched to the Australian urban lifestyle. MG4 Urban will be FWD-only, and two battery packs will be available – 43kWh and 54kWh – but key to the space on offer is the use of a torsion beam rear suspension system, which reduces complexity, cost and frees up space in the boot area.

MG says that it ‘plans to offer pricing comparable to similar internal combustion vehicles’, thereby making the MG4 Urban more attractive to more buyers, who may have been off-put by the price jump to electric propulsion.

From the photos we’ve seen, the MG 4 Urban looks like it will cut a stylish figure on the road, with hints of the sporty Cyberster’s frontal styling thanks to a sharp front end, while at the rear there’s a full-length LED light bar, and attractive 17-inch alloy wheels.

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MG4 Urban will be covered by the brand’s 10-year warranty when serviced at one of its 100-plus service centres nationwide. “With the widely fluctuating fuel prices Australia is experiencing at the moment, MG is thrilled to be expanding our EV range with this latest addition that offers exceptional value and practicality for drivers,” Dimitri Andreatadis, Marketing Director at MG Motor Australia, said.

Medium SUVs are the top-selling vehicle in Australia and their popularity shows no signs of waning anytime soon. They cover a wide range of prices, brands, fuel types and even buyers, so while they are usually bought for their practicality, it’s fair to say that those who like driving are also part of the customer set.

Unfortunately, many of the genre are fairly unexciting to drive from the point of view of a motoring enthusiast, but there are still some options that will excite. Here are five medium SUV models that can still be driven more like cars:

Mazda CX-5

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Price: From $37,240 plus on-road costs
Drivetrains: 115kW 2.0-litre petrol, 139kW 2.5-litre or 170kW 2.5-litre turbo petrols

The Mazda CX-5 has long been one of the best medium SUVs to drive, and the current version – we can’t yet comment on the new version that’s due to launch in Australia soon – is no different. As we’ve come to expect from Mazda, the CX-5 is just so much more dynamic than the majority of its rivals with great steering, a communicative and nimble chassis and excellent handling that makes it more fun to drive than rivals. Sure, its drivetrains are a bit old school with no hybrids on offer, but the CX-5 is old school in the best way. It continues to be the mainstream medium SUV of choice for those who like driving. 

BMW X3

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Price: From $87,300 plus on-road costs
Drivetrains: 140kW 2.0-litre turbo-petrol, 220kW 2.0-litre turbo plug-in hybrid, 210kW 3.0-litre turbo-diesel or 280kW 3.0-litre turbo-petrol

BMW has used “the ultimate driving machine” as its tagline for over 50 years and has embodied all of its products with that feeling since. The X3, which has been one of the best-selling BMWs since its inception in 2002, is no different and offers a higher level of driver involvement than rivals. Even the base model X3 20 – which is rear-wheel drive, by the way – is dynamic and fun to drive. At the opposite end of the line-up is the high-performance M50, which adds a significant amount of grunt and a more focused suspension set up. Regardless of powertrain, the X3 is more fun than its direct competition, and remains one of the best medium SUVs for keen drivers. 

Porsche Macan

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Price: From $129,800 plus on-road costs
Drivetrains: 250kW, 285kW, 330kW, 380kW or 430kW electric, up to 616km range

A lot has been said about the second-generation Porsche Macan, such as its switch to electric power and that it hasn’t sold as well as the previous version, but there’s no denying that it’s still a great medium SUV to drive. Porsche offers a range of power options, with even the base model making 250kW, and even the handling on the base model is great. Its steering is Porsche-sharp, while it feels much lighter on its feet than its circa-2400kg weight suggests and its ride quality is excellent as well. Despite moving into the electric era, Porsche continues to prove that it knows how to make cars for enthusiasts.

Cupra Terramar

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Price: From $58,490 plus on-road costs
Drivetrains: 110kW 1.5-litre turbo mild-hybrid, 150kW or 195kW 2.0-litre turbo-petrols or 200kW 1.5-litre turbo plug-in hybrid

For a long time, the Volkswagen Tiguan has been one of the best medium SUVs to drive, but the Volkswagen Group’s sexy Spanish arm recently launched its own version of the Tiguan and it’s even better to drive. Called the Terramar, Cupra has instilled a more dynamic chassis in its mid-size SUV than Volkswagen did in the Tiguan thanks to 10mm-lower suspension, more responsive steering and sportier handling. A range of smooth and punchy drivetrains are available, but the enthusiast choice is undoubtedly the VZ with its 195kW/400Nm 2.0-litre turbo-petrol engine that hits 100km/h in just 5.9 seconds. 

Hyundai Tucson

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Price: From $40,100 plus on-road costs
Drivetrains: 115kW 2.0-litre or 172kW 1.6-litre turbo-hybrid

The Tucson won Wheels Best Medium SUV 2025 because it’s such a great all-rounder in the segment, but one of those qualities is that it’s pretty good to drive. Firstly, it’s quite comfortable with an excellent ride quality in both urban and highway driving. But it’s also a good handler and its steering is quick and relatively feelsome, too. It’s also quick in hybrid form, with 172kW on offer that’s enough for a 0-100km/h sprint time in an estimated early-7.0 second range. For a regular non-enthusiast medium SUV, the Tucson surprises with its dynamic ability. 

Australian fuel prices have risen by at least 50 cents per litre over the past eight weeks, surging from around $1.57 per litre for 91 RON regular unleaded petrol to around $2.35 per litre, or not far off $1 per litre more. That’s especially alarming given many of us were already dealing with a cost of living crisis.  

We’ve previously offered some suggestions on the best electric and hybrid options for those seeking a new car, but what if a new car isn’t an option? Thankfully, there are many easy ways to save fuel and therefore money, hopefully making the current situation less stressful. Here’s the WhichCar by Wheels guide to the best ways to save fuel: 

Plan trips and only drive when necessary 

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Obviously the biggest way you can save fuel is… not drive at all. Using public transport, riding a bike, organising car pooling and working from home as much as possible can all reduce your fuel consumption.

Reduce short trips in the car – which end up being much worse for overall fuel consumption – as much as possible.

Of course, not driving at all isn’t realistic for everybody, especially for those living in rural and remote areas, so another way to save on fuel is to plan your trips accordingly. Got a day of errands to run in the car? Do them all in one trip, instead of going out more than once. Don’t drive in the hours when traffic is likely to be worse. Check navigation apps like Google Maps and Waze before leaving in case there’s traffic, or to discover the most economical route to your destination.

Change your driving style

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In addition to reducing the amount of driving you do, the biggest change you can make to save fuel is to adjust your driving style. It’s proven that drivers who are more aggressive are more heavy footed, using more fuel, and more relaxed drivers use less fuel. Potentially plan your route for less hilly terrain so that your vehicle doesn’t have to work as hard. Be smooth in your inputs, don’t push the pedals hard and plan ahead, like watching the road for a red light and coasting towards it, instead of accelerating and braking at the last second. 

Does your car have an eco mode? If so, that’s been designed by the manufacturer to likely dull the throttle response and lower the performance in an attempt to use less fuel, so why not use it? In our experience, eco mode can help reduce fuel usage somewhat and help save money.

Keep your car maintained to manufacturer requirements

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Oil degrades, filters get clogged, wheels can get knocked out of alignment and tyres wear out. Make sure to keep your vehicle’s servicing up to date, as well as its tyres pumped and aligned to manufacturer requirements, to make sure that it’s running at its optimum. If it’s not, your fuel consumption can jump considerably. 

Even running a vehicle with lower-than-required tyre pressures can add significantly to fuel use as more of the tyre surface is connected to the road than necessary, so make sure you check your pressure levels at least once every few weeks. 

Check fuel prices before you fill up

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Thanks to the ridiculous fuel cycle that many of our capital cities see these days, fuel prices vary massively from area to area and even from one fuel station to the next. Therefore, do your research before filling up. Don’t just go to the closest service station and pay whatever they’re asking for fuel, download a fuel app like the NSW Fuel Check app and see how much the required fuel for your vehicle costs around your whole area. 

For example, at the time of writing, checking NSW Fuel Check shows a massive variance in how much fuel stations are asking for the same fuels. Looking at an area around Sydney Airport shows a station in Wolli Creek offering 91 RON regular unleaded for $2.27.5 per litre, but just a few kilometres away in Bexley North, the same fuel is $2.49.9 per litre. Using that difference in cost, filling a small car like a Toyota Corolla hybrid costs an extra $10 depending on where it’s filled up. Multiplying that over a year, filling up once per week is a minimum $520 saving – and that’s just for a small car, let alone bigger ones. Imagine the same difference in cost for a large SUV or ute.

Check the fuel you’re using

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Which fuels cars use has long been the subject of debate and if you do your research, changing the fuel you use could benefit you. For example, does a higher octane fuel like 95 RON premium benefit regular cars like the aforementioned Corolla hybrid? 

The science generally says no, but there is benefit in using 91 RON regular unleaded instead of E10, which contains a 10 per cent ethanol mix that has been scientifically proven makes cars thirstier. Paying an extra 2c per litre could be see a big benefit in how far you’re able to travel on a tank.

Lessen your energy usage

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It’s well known that using your car’s air-conditioning can increase its fuel use because it requires more power to operate. Therefore, opening your windows instead of using the AC while driving at lower speeds could be beneficial for fuel consumption, though the aerodynamic disturbance at higher speeds is enough for science to say roll your windows up and use the AC instead. 

In addition to the AC, turn your music down, turn off window and mirror heating, don’t use your heated seats, infotainment screens, etc. Do you need to use all of your car’s features? Probably not, and that could save you fuel. 

Clean your vehicle

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Operating a dirty vehicle can add significantly to its drag co-efficiency, therefore making it use more fuel – as much as 10 per cent, according to some sources. Clean your vehicle at least once every few weeks to make sure that it’s as slippery as possible pushing through the air. Remove stodgy marks like bird dirt as soon as they happen – both your car’s paint and your wallet will thank you.

Remove unnecessary weight

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Much like making sure your car is clean, removing unnecessary weight is a great way to ensure your vehicle uses as little fuel as possible. Those roof racks from your camping trip six months ago that are still attached? They’re adding both weight and drag to your vehicle, which is adding to its fuel usage and running costs. 

Same for all the junk in your boot. Does it really need to be in your car? Likely not, so remove it and enjoy lesser weight and therefore reduced fuel use and running costs.