The Sydney Harbour Concours d’Elegance will return for 2026, promising a bigger and better show compared with last year.

The classic car meet will again be held on Cockatoo Island on Sydney Harbour, running from Friday, February 27 to Sunday, March 1 with tickets now on sale.

A collection of more than 50 vintage, classic and unique automobiles across categories will be assessed by an international judging panel. Concours vehicles will parade daily, with commentary from a panel of experts and discussions with owners. The rare and refined line-up for 2026 includes:

• Interbellum Elegance: Featuring a 1934 Bugatti Type 57 Graber Roadster and the 1936 Delage D6-70 Figoni et Falaschi Cabriolet
• The Ashes: Classic British and Aussie rivals go head-to-head, from a 1971 Ford XY Falcon GT-HO Phase III to a 1957 Aston Martin DB2/4
• Disegno Italiano: Ferrari, Alfa Romeo, Maserati – the masters of Italian style come together in a visual feast
• Carrozzeria Touring: Three Lancia Flaminia GTs by Touring, Aston Martin DB6s bring Italian coachbuilding flair and grand touring elegance
• Plastic Fantastic: Lightweight innovation and composite cool, featuring the 1957 Buchanan, 1958 Chevrolet Corvette C1, 1969 McLaren M12 Can-Am M6GT, 1974 Bond Bug and more
• Catch My Drift: Cult Japanese heroes, including the 1999 Subaru Impreza WRX 22B, 2011 Lexus LFA and Honda NSX R
• Generation Alpha: The future of speed and design – think McLaren Senna XP, 2023 Ford GT, and a 2024 Porsche 911 Dakar

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Beyond the classic cars on display, some of the world’s most prestigious marques will be showcasing the latest in modern motoring. This is an opportunity to inspect new cars and motorcycles in detail, including the latest from Aston Martin, Bentley, Brough Superior, Lamborghini, McLaren and Rolls Royce.

In addition to cars and motorcycles, the Sydney Harbour Concours d’Elegance will showcase artist Simon Cavelle creating a live artwork, painting a vehicle over the three day event, or view Camilla Albertini’s photography exhibition “Women and Motors? Just Joy,” which is a high-impact cultural project conceived at the Fratelli Cozzi Museum in Italy.

Tickets for the Sydney Harbour Concours d’Elegance 2026 are available to purchase here.

New research from car insurance comparison site MoneySuperMarket has revealed which cars the world dreams of owning the most.  Using a combination of global Google search data and a consumer survey of 4000 drivers worldwide, researchers identified the most searched-for dream cars across the world as well as each country’s top Googled dream model. 

The study also discovered the most preferable colours, the reasons people desire certain vehicles over others, and the main barriers preventing people from owning their ‘dream car’. 

Taking the top spot as the world’s dream car is the Ford Mustang, racking up well over 100 million (116,686,707) searches over a five-year period. In addition to the global top spot, the Mustang also ranks as the most-desired in Chile, Mexico, Peru and Georgia, as well as many American states. 

Second place went to the Porsche 911. While the Mustang scored higher in overall worldwide searches from car fanatics, when drilling down into the country-by-country data, the 911 featured at the top of the list for more countries. In fact, Porsche scored well as a brand overall, with the Cayenne and Macan SUVs also featuring in the top 20.

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The Dodge Charger was placed third, with the Tesla Model 3 in fourth place. Like Porsche, Tesla appeared in the top 20 three times with the Model Y in sixth and the Model S in 18th place.

After the Ford Mustang, two other Ford models also featured in the top 20 dream cars list. The Bronco storms into the global rankings in fifth, thanks to 66.7 million searches worldwide over the past five years. The Ford GT had almost 37 million searches, earning it 10th position. 

Elsewhere in the list, Audi, Cadillac, Land Rover, Lamborghini, Mitsubishi, BMW, Nissan and Toyota all make an appearance.  

The World’s Top 20 Dream Car Models:

Rank	Car Manufacturer	Car Model	Search Volume (5yr)
1	Ford	Mustang	116,686,707
2	Porsche	911	91,616,454
3	Dodge	Charger	87,045,992
4	Tesla	Model 3	82,352,518
5	Ford	Bronco	66,679,533
6	Tesla	Model Y	64,254,969
7	BMW	M3	64,253,540
8	Porsche	Cayenne	54,514,477
9	Toyota	Supra	48,073,643
10	Audi	R8	40,949,539
11	Ford	GT	36,979,907
12	Cadillac	Escalade	34,046,793
13	Porsche	Macan	34,036,414
14	Land Rover	Defender	33,994,384
15	Lamborghini	Urus	32,502,155
16	Mitsubishi	Lancer	30,123,684
17	Audi	Quattro	29,755,265
18	Tesla	Model S	28,243,246
19	Nissan	Skyline	26,979,618
20	Land Rover	Discovery	25,141,304

Australian results were a bit different, with the 911 placed first and the Tesla Model Y and Model 3 coming in second and third places respectively. The Mustang was placed fourth and the BMW M3 fifth.

Australia’s top five dream cars:

1. Porsche 911 – 3,658,700 (five-year searches)

2. Tesla Model Y – 3,594,500

3. Tesla Model 3 – 3,325,000

4. Ford Mustang – 2,695,900

5. BMW M3 – 2,471,200

Aside from car type, MoneySuperMarket also surveyed dream car colours, with black (30 per cent) the top colour, ahead of red (13 per cent), blue (11 per cent), white (10 per cent) and grey (nine per cent).

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Following on from the recent first teaser, Toyota has released another image of its new SUV that’s due to be revealed next week. While the last image showed the rear of the new SUV with its continuous light bar across the rear, the new one instead reveals the interior. Because of that, we see the new model’s dashboard and seating layout for the first time.

A flurry of speculation has followed the release of the teaser images, with many outlets speculating that this new model is an electric version of the Kluger (sold overseas as the Highlander) and Toyota’s first electric three-row large SUV.

From the second shadowy teaser image, we can see the three-row layout of the new Toyota SUV, including the second row captain’s chairs. The second row features a separate climate zone with a similar looking screen to the current Kluger, while we can also see the new dashboard layout.

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A large touchscreen that appears to be from the new-generation RAV4, featuring Toyota’s new Arene infotainment software, features prominently on the dashboard, and the digital driver’s display also appears to be similar to the new RAV4’s.

We also see a large panoramic sunroof, air vents in the roof, USB-C chargers for third row passengers and blinds for the rear doors.

Whatever this new Toyota is, we won’t have to wait long as it’s due to be revealed on February 11.

BMW Australia has confirmed a series of updates for its X1 and X2 small SUV ranges ahead of the 2026 model year, introducing new powertrain options while streamlining others as the brand adapts to evolving emissions standards and customer demand.

The most significant addition is the BMW X1 xDrive25e, a new plug-in hybrid variant that will arrive in Australia around the middle of the year. It becomes the most accessible entry point into BMW’s local PHEV range, pairing a three-cylinder petrol engine with an electric motor and high-voltage battery. Total system output is rated at 180kW, with the electric motor contributing up to 80kW on its own.

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BMW says the X1 xDrive25e is capable of travelling between 78 and 86 kilometres on electric power alone under WLTP testing, depending on specification. Energy is stored in a 14.2kWh lithium-ion battery, which supports AC charging at up to 11kW using either single- or three-phase power. Under ideal conditions, a full recharge can be completed in around one hour and 45 minutes.

The arrival of the new X1 plug-in hybrid expands BMW Australia’s electrified offering to six PHEV models, alongside nine fully electric vehicles currently on sale. BMW has also confirmed that its next-generation iX3, based on the Neue Klasse architecture, is scheduled to reach Australian customers in the second half of 2026.

Alongside the new hybrid model, BMW will revise petrol-powered X1 and X2 variants to meet the EU6e emissions standard, ahead of Australia’s transition to WLTP testing in the coming years. As part of that change, three-cylinder petrol engines across both model lines will gain 48-volt mild-hybrid systems for the first time, designed to reduce fuel consumption and emissions while improving responsiveness.

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BMW’s fully electric iX1 and iX2 will also be updated. Dual-motor xDrive30 versions of both models will adopt new silicon carbide inverters, which BMW says improve efficiency, power density and driving range. As part of a broader range simplification, the single-motor eDrive20 versions of the X1 and X2 will be dropped from the local line-up.

BMW has also flagged increases in standard equipment for petrol X1 and X2 variants, aligning specification upgrades with the mechanical changes. Full pricing and detailed specifications for the revised 2026 range are expected to be confirmed closer to the Australian launch window.

X1 Pricing

X2 Pricing

Ferrari’s newest flagship supercar is as confrontational to drive as it is to look at. By addressing the shortcomings of the SF90 and amplifying the drama, speed and sense of occasion, Ferrari has created a machine that feels purpose-built for the modern era. It is extravagantly expensive and unapologetically extreme, but as a car designed to be driven and savoured, the new Testarossa earns its place at the summit of Ferrari’s road-going lineup.

The name alone carries weight. The new Ferrari 849 Testarossa references its mechanical makeup, with eight cylinders and 490cc per cylinder, but the badge only hints at what lies beneath. This is a plug-in hybrid supercar producing a combined 773kW, capable of accelerating from 0–100km/h in around 2.3 seconds and pushing on to a top speed beyond 340km/h. Figures like these put it firmly among the world’s fastest production cars.

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Under the skin, a 4.0-litre twin-turbo V8 produces 611kW on its own, supplemented by three electric motors — two driving the front wheels and one integrated at the rear. Together, they deliver a staggering 842Nm of torque. The hybrid system also allows limited electric-only driving, with a modest battery providing enough range for short, low-speed trips. At speed, the Testarossa generates enormous aerodynamic grip, producing hundreds of kilograms of downforce and enabling lap times at Ferrari’s Fiorano test track that eclipse even halo cars of the past.

In person, the car is intimidating. It appears wide and muscular, with an aggressive stance and an exhaust note that leaves no doubt about its intent. Yet step inside and the experience changes. Ferrari has clearly focused on making the Testarossa more approachable from behind the wheel. The cabin layout has been simplified, addressing criticism of overly complex touch controls in recent models. Physical buttons have returned for key functions, including a proper starter button and a dedicated selector for the hybrid system’s drive modes.

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The driving position is spot on, with excellent visibility for a car of this performance level and a steering wheel inspired by Ferrari’s Formula One program. The ride is firm, as expected, but surprisingly compliant given the car’s capabilities. Two suspension setups are offered, with the track-focused Assetto Fiorano delivering sharper responses at the expense of comfort.

At low speeds, the Testarossa is calm and manageable, even refined. In Hybrid or EV modes it glides quietly, belying its potential. Switch into Performance or Qualifying, however, and the character changes dramatically. Acceleration becomes brutal, the all-wheel-drive system delivering relentless traction, while the steering and brakes provide clarity and confidence rarely matched in cars of this power.

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There are compromises. The ride may prove harsh on imperfect roads, and despite improvements, parts of the interface remain complex. The price, likely approaching $800,000 in Australian terms before options, places it well beyond reach for most buyers.

Yet judged on what it sets out to be — a cutting-edge Ferrari that blends hybrid technology with genuine driver involvement — the new Testarossa succeeds emphatically. It is outrageous, demanding and unforgettable, exactly as a Ferrari flagship should be.

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Specs

GWM Australia has announced that the plug-in hybrid variant of the popular Tank 300 off-road large SUV will be launched locally from March 2026.

Priced from $55,990 drive away for the entry-level Lux, the plug-in hybrid will be the fourth available drivetrain for the Tank 300 and will use the same 300kW drivetrain as the larger Tank 500, with up to 105km of electric driving range. First announced in December 2025, the Tank 300 PHEV Ultra will arrive first, with the lower-spec Lux arriving soon afterwards.

Centre of the Tank 300 plug-in hybrid is GWM’s ‘Hi4-T’ plug-in hybrid drivetrain with a 2.0-litre turbo-petrol engine mated to a 120kW electric motor for 300kW power and 750Nm torque combined peak outputs. As with the Tank 500, the 300’s PHEV system is mated to a mechanical four-wheel drive system with a transfer case and locking differentials for the same excellent off-road capability that it’s known for.

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GWM is yet to confirm the Tank 300 PHEV’s battery size, but claims that it offers up to 115km of electric driving range (NEDC) and can be DC fast charged at up to 50kW for a claimed 30 to 80 per cent charge in as little as 24 minutes. Vehicle-to-load (V2L) functionality at up to 6kW to power external power devices is standard.

The Tank 300 PHEV’s 3000kg braked towing capacity is identical to the other Tank 300 models.

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2026 GWM Tank 300 pricing (drive away):

The GWM Tank 300 plug-in hybrid will go on sale in Australia from March 2026, with local specifications to be confirmed then.

KGM Australia has launched its second hybridised model locally after the Torres, with the Actyon Hybrid now on sale.

From $50,000 drive away, or $5000 more than equivalent petrol Actyon models, the KGM Actyon Hybrid is priced right in the heartland of hybrid mid-size SUVs. Competing against other mid-size hybrid SUVs such as the Hyundai Tucson, Kia Sportage, GWM Haval H6, Nissan X-Trail e-Power and Toyota RAV4, the KGM Actyon Hybrid sits in the KGM range as the more coupe-like version of the Torres.

The new hybrid uses a 1.5-litre hybrid drivetrain making 150kW of power and is capable of claimed fuel consumption of just 5.5L/100km on the combined cycle (2.1L/100km less than the petrol Actyon). Measuring 4740mm long, 1910mm wide, 1680mm tall and using a 2680mm long wheelbase, the Actyon is 140mm longer, 55mm wider, 5mm shorter and 10mm shorter between wheels than the outgoing RAV4. Its 668-litre boot is almost 100L larger.

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The KGM Actyon Hybrid’s turbo-hybrid drivetrain is the same as its recently-launched Torres Hybrid sibling. Using a dedicated hybrid transmission, the Actyon Hybrid sends power to the front wheels and emits 127g/km of CO2 (47g/km less than the petrol model).

Like the petrol Actyon, the hybrid is offered in entry-level K50 and upper-spec K60 forms. The K50 features equipment like 20-inch alloy wheels, LED lighting, leather upholstery, heated and ventilated front seats, dual 12.3-inch screens in the cabin and a large suite of active safety features.

Above the K50, the K60 adds a 360-degree camera, panoramic sunroof, wireless phone charger and sunshades for the rear doors. Scroll down to see a full standard equipment list.

2026 KGM Actyon pricing (drive away:)

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KGM Actyon K50 Hybrid standard features:

• 20-inch alloy wheels
• Automatic LED exterior lighting
• Automatic rain-sensing wipers
• Keyless entry with push button start
• Heated and auto-folding mirrors
• Electric tailgate with hands-free opening
• Dual-zone automatic climate control
• Heated leather steering wheel
• Leather upholstery
• 10-way electric front seat adjustment with heating and ventilation
• Heated outboard rear seats
• Dual 12.3-inch touchscreen and driver’s displays
• Apple CarPlay and Android Auto
• Interior ambient lighting
• 8x airbags
• Autonomous emergency braking
• Adaptive cruise control
• Lane keeping assistance
• Blind-spot monitoring
• Rear cross-traffic alert
• Auto high beam
• Front vehicle start alert
• Driver attention monitoring
• Front and rear parking sensors
• Reversing camera

Actyon K60 Hybrid model adds:

• 360-degree camera
• Panoramic sunroof
• Rear door sunshades
• Wireless phone charger

It’s hard to imagine that just 12 short years ago, Australians could buy a brand-new car for $9990 drive-away.

Sure, the Chery J1 was a no-frills city-sized hatchback with little in the way of creature comforts by today’s standards. But for a tenner under $10k, buyers scored a CD player, air conditioning, power windows, alloy wheels and two airbags.

Fast forward to 2026 and the idea of what is an affordable car today has changed, and changed dramatically. Just one model sneaks in under the psychological $20k barrier – the Kia Picanto Sport, which in manual trim lists for $19,190. Add in on-road costs and that figure balloons to around $22,000, a price that redefines what it means to be ‘affordable’ in the new car market in 2026.

Buyers shopping with both eyes on value should budget for anywhere from $25-$35k. And the good news here is that there are plenty of decent options within that price range. The three we’ve chosen here are all new to the Australian market, and bring different philosophies to the table – one a three-cylinder petrol FWD, another that claims to be a hybrid but isn’t, and finally the most affordable, full battery-electric SUV in Australia today.

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The cheapest of our pick is the Mahindra XUV 3XO, a sharply-priced compact SUV from the Indian manufacturer looking to make inroads into the lucrative Australian market. It’s priced from a very competitive $26,990 drive-away, the only of our trio to come in under $30k. That’s for the top-spec AX7L variant on test here. Buyers on an even tighter budget could be tempted by the $23,990 drive-away entry-level AX5L model.

On paper, the $28,990 Suzuki Fronx Hybrid also comes in under thirty grand but once on-road and dealer delivery costs are factored in, expect to pay around $31-$32k depending on where you live. And the newly-arrived BYD Atto 2 enters the fray with a compelling price point placing EV ownership within the grasp of more Australians than ever before. Priced from $31,990 plus on-road costs, the Atto 2 slides in at around $35,000 on the road.

So three different manufacturers with three distinct offerings – two compact, or light, SUVs, the other a slightly larger small SUV. But which one represents the best bang for your hard-earned dollar?

Mahindra might not be a familiar name, but the Indian giant has been around in Australia in one way or another since the early 1990s, first with the bare-bones Stockman off-roader and subsequently the frumpy and boxy Pik-Up ute.

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Now though, Mahindra has its sights set on cracking Australia’s lucrative SUV market, expanding its line-up with its most affordable model yet, the XUV 3XO compact crossover.

While ostensibly a new model, the XUV 3XO does borrow from the car maker’s past. It sits atop the SsangYong Tivoli platform, a throwback to Mahindra’s decade-long ownership of the Korean carmaker from 2010-20. The Tivoli was developed under Mahindra’s stewardship and you can see its DNA in the design of the XUV 3XO. Mahindra, for its part, claims its crossover is 80 per cent new.

One reason ‘affordable’ cars have become sparser can be laid at the feet of buyers, who expect more and more equipment for their spend, even at this budget end of the market. And by that measure, the three SUVs we’ve assembled here don’t disappoint, all with a healthy list of standard inclusions in line with those expectations.

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And it’s the Mahindra, despite being the most affordable of the three, that has arguably the healthiest list of standard kit. Notable inclusions run to 17-inch alloy wheels, synthetic leather seat trim, two-zone climate control, a 10.25-inch infotainment touchscreen with wireless Apple CarPlay and Android Auto, a 10.25-inch digital instrument display, sunroof, cooled glovebox and a Harman-Kardon audio system. Our test car was finished in Tango Red with a black roof, a $495 option and one of six hues commanding a premium. Don’t want to pay for paint? A white XUV 3XO with black roof is your only option.

The Suzuki Fronx Hybrid might be a new model from the Japanese brand, but it shares much of its architecture with what was once one of the most affordable cars in Australia, the Suzuki Baleno city-sized hatchback, which hasn’t been sold here since 2023. And it’s not as Japanese as the badge on the grille suggests, developed and manufactured by Maruti Suzuki, India’s largest maker of passenger cars, and a subsidiary of Japan’s Suzuki Motor Corporation.

Like the Mahindra, the Fronx packs a lot of punch in the equipment stakes, with 16-inch alloy wheels, seats finished in cloth with leather trimmings, a 9.0-inch infotainment touchscreen with wireless Apple CarPlay and Android Auto, and a six-speaker audio system. It is alone in this trio of cheap-and-cheerfuls in adding wireless phone charging, heated front seats, and a head-up display but misses out on a sunroof, something only the Mahindra XUV 3XO musters.

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Adding a striking shade of Lucent Orange metallic paint, complete with what Suzuki calls Bluish Black on the roof, adds $1115 to the bottom line, boosting the drive-away price to in excess of $33k. There are six optional colours in the Fronx palette, priced at either $1115 with a blue-black roof or $745 without. Like the Mahindra, if you don’t want to spend for flash paint, you’ll be parking a white Fronx in your driveway.

So far, so conventional then – front-wheel drive, petrol, compact SUV. But what about budget-conscious buyers looking to transition into electric motoring? The field of affordable electric cars has been reasonably fallow until this year. But now, with the likes of Chery, Leapmotor and MG, the under
forty-thousand-dollar plain has grown fertile.

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Enter the recently-arrived BYD Atto 2 which slots into place as the most affordable electric SUV yet in Australia. Its $31,990 list price translates to around $35,000 in your driveway, a pricepoint that seemed almost unthinkable just a few short years ago when buyers needed to budget – at a minimum – around $60k for the right to feel smug and smarmy with their automotive choices.

But the onslaught of affordable EVs from China has seen a seismic shift in the market and today, feature-laden EVs under forty grand are becoming ever more common. We tried to wrangle the even more affordable BYD Atto 1 for this test, a cutesy compact electric hatchback with a list price of just $23,990 before on-road costs, or around $26k drive-away, a clear indication of just how far the EV game has come. But with none available in time for our comparison, we opted for Australia’s most affordable electric SUV, in keeping with the theme of the majority of Aussie buyers.

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Like its rivals here, the BYD Atto 2 brings its budget-friendly A-game when it comes to standard gear: 16-inch alloy wheels, synthetic leather seat trim, an 8.8-inch digital instrument display, 10.1-inch infotainment touchscreen with wireless Apple CarPlay and Android Auto, and a claimed driving range of 345km from its oddly-specific 51.13kWh battery.

It misses out on little compared against its rivals here, with a meagre four-speaker stereo and a simple rear-view camera as opposed to the 360-degree view cameras of the other two.

Our tester, finished in what BYD calls Mist Grey but is, in reality, a shade of very light yellow-green with just a hint of grey, adds $600 to the final price. It’s one of three $600 optional colours while the only no-cost shade of paint is, you guessed it, white.

As a small, rather than light, SUV, the Atto 2 is larger than its rivals. And that translates to a slightly more spacious cabin, although the contrast is not as stark as you might imagine, with all three bringing a level of space and comfort in the second row belying their compact dimensions, with the BYD just edging its competitors here.

None of our trio have rolled the arm over when it comes to cabin design, with all three featuring
interior flourishes that work hard to dispel the idea that budget means ‘cheap’.

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It’s the Suzuki Fronx, though, that feels the cheapest, with plenty of hard, scratchy plastics on display and an overwrought design that feels like it’s trying a little too hard. The dashboard, as an example, comprises four different textures, colours and layers of materials that simply doesn’t gel.

It’s in stark contrast to the BYD which adheres to the minimalist approach EVs are increasingly known for with softer materials and clean, uncluttered lines that bring a sense of calm to the cabin even if ergonomics take a backseat to the infotainment screen that houses most of the Atto 2’s primary functions, such as climate controls. Both the Fronx and Mahindra bring physical dials, and switches to the air-con party.

Sitting between the busy-ness of the Fronx and the sleekness of the BYD, the Mahindra, despite being the most affordable of our three, feels the most screwed together with a solidity not always found in budget buys. A pleasant mix of soft-touch materials, including across the top of the dash, are highlighted by contrast stitching that looks more premium than a $27k driveaway SUV should.

There’s arguably a little too much gloss back on show, attracting unsightly fingerprints and smudges at an alarming rate. But overall, the Mahindra wins for not trying too hard with its design while feeling the most solid of our three combatants.

The Mahindra also scores points for being the only one of the three with a spare wheel and tyre package, even if it is a space saver. The Suzuki and BYD are equipped with tyre repair kits which in our experience in the past are next to useless. The Fronx, especially, scores a kick for having the space under its boot floor for a spare wheel, a space filled in with a wheel-shaped polystyrene blank. The mind boggles.

In terms of boot space, it’s the BYD that comes up trumps with a claimed 380L/1320L, edging the XUV 3XO’s 364 litres at a minimum (Mahindra doesn’t quote a figure with the second row folded in 60:40 split fashion). Suzuki says the Fronx’s boot can take 305L/1009L, giving the edge in this metric to BYD.

Under the bonnet is where this battle of the budget-busters will be won. And first up, the so-called ‘hybrid’ Suzuki Fronx. Power comes from a 1.5-litre naturally-aspirated four-cylinder making 76kW at a peak of 6000rpm and 137Nm peaking at 4400rpm. Neither of those numbers are particularly impressive with performance best described as adequate. There’s good initial response from standstill, certainly enough to lope along with the urban flow. But once speeds climb, the high rpm count needed for any meaningful power and torque urgency from the four-pot results in a thrashy and noisy experience behind the wheel, exacerbated by excessive tyre roar at motorway speeds.

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That’s exacerbated even further by the six-speed automatic which is fine for the most part, but has a tendency to hunt lower gears when faced with even the mildest incline, resulting in more revs and more noise inside the cabin, not exactly pleasant.

Ride comfort is acceptable, gobbling up minor bumps and lumps commendably, although there is a tendency for the little crossover to wobble on its wheels when larger obstacles, such as speed bumps, get in the way.

The steering feels nice and light but can be a little busy at freeway speeds, the Fronx tending to wander in its lane, requiring constant micro-inputs to keep it on the straight and narrow.

Suzuki has bundled in a comprehensive suite of safety assist systems and they work nicely for the most part with little over-zealousness in its policing, the main bugbear being with the integration of lane-keeping assist which tended to tug at the wheel more than what felt comfortable. And I did find adaptive cruise control a little unsophisticated, with a tendency to surge in speed before slowing down to maintain some semblance of the set distance to the car ahead. Think taxi-driver foot.

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Despite the presence of six airbags and a full suite of advanced driver assist and safety tech, the Fronx, like the rest of this trio, remains untested by Australia’s independent safety authority, ANCAP (at time of testing – see end of this article for the link to an update on its ANCAP result).

Suzuki claims a miserly fuel consumption figure of 4.3L/100km but our testing returned an indicated 7.8L/100km, far higher than Suzuki’s lofty claim. And that’s despite the Fronx being marketed as a ’hybrid’ which is a bit of a furphy as the 12-volt mild-hybrid system offers little in the way of efficiency benefits. A bit cheeky to plaster a ‘Hybrid’ badge on the tailgate.

The Fronx’s noisy manners are in stark contrast to the BYD Atto 2’s which, thanks to its battery-electric powertrain, remains remarkably quiet and composed. Power comes from a single 130kW/290Nm electric motor driving the front wheels. And immediately it feels more urgent, with that hallmark instant responsiveness from take-off and a nice dollop of rolling acceleration at higher speeds.

Ride comfort is decent too, with minor imperfections doing little to unsettle the small SUV while speed humps and the like are traversed with the assuredness of a mountain goat.

It’s a shame then that the BYD is shod in el-cheapo Westlake-branded rubber which more than once showed a propensity to break traction under harder acceleration, even in dry conditions. One can only imagine what it would be like in the wet. Both of its rivals wore far superior Goodyear Triplemax 2 hoops. The Westlakes were a blight on what was an otherwise pleasant time behind the wheel, with brisk performance and lovely road manners, all wrapped up in a serene and quiet cabin that doesn’t overly tax the senses, exactly what buyers would expect from an EV.

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Like its rivals, the Atto 2 remains untested by ANCAP. It’s fitted with six airbags while a full complement of safety assist systems blurred the line between helpful and annoying, the latter punctuated by the now almost expected beeping and bonging that so infuriates.

The Atto 2 claims a driving range of 345km, based on WLTP laboratory testing, using energy at a rate of 14.8kWh/100km. Our real-world testing returned an indicated 14.8kWh/100km. BYD says the battery can be replenished from 10 to 80 per cent in 39 minutes at a maximum DC rate of 82kW. AC charging is capped at 7kW and will result in a recharge time of around 8h20m.

The surprise package here was the Mahindra XUV 3XO, not least of all because of that charmingly characterful 1.2-litre turbo three-cylinder under the bonnet. With outputs of 82kW at 5000rpm and a decent 200Nm from a very usable 1500-3500rpm, all channelled to the front wheels via a six-speed automatic transmission, the Mahindra has little trouble in moving away briskly from standstill, all with a distinctive thrum from that willing three-pot under the bonnet.

Rolling acceleration is good too, peak torque coming on song at just 1500rpm and remaining in play all the way up to 3500rpm. That results in a willing and eager burst of speed that feels more refined and less strained than its petrol-powered rival here.

The six-speed auto is smooth in its application too, shuffling through the ratios smoothly and effectively, and with the knack of finding the right cog for the situation. It’s a far smoother ’box than found in the Fronx, matched by a more willing engine that doesn’t run out of steam at freeway speeds. That’s underscored by its well-tuned suspension bringing composure and comfort in equal parts, with excellent ride comfort even over some of our scrappier surfaces.

Is it on a par with the Atto 2? Not quite, but it’s not too far removed, the little compact crossover navigating larger obstacles commendably. The steering is sharp and direct, remaining true on centre with none of the vagueness of the Fronx’s setup, and with a lightness that will be appreciated when parking the compact SUV in tight spots.

The Mahindra does miss out on a couple of key safety technologies – the only one of the three without blind-spot monitoring and rear cross-traffic alert. But the systems are nicely calibrated, and don’t intervene needlessly, while its symphony of chimes and audible warnings are not as strident as some. Like its competitors, it remains untested by ANCAP.

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Mahindra claims the XUV 3XO will use 6.5L./100km of regular unleaded and while our test didn’t quite match that claim, an indicated return of 7.6L/100km, slightly biased towards urban driving, is acceptable. Expect that number to come down with more freeway driving.

So which one wins? Applying the ‘affordable’ blowtorch to our trio of compact and small SUVs can only end in one outcome. At $26,990 drive-away, the XUV 3XO trumps its rivals on price and
by some margin. And it does so without compromising on quality.

Yes, the Suzuki’s exterior design looks more resolved, but it’s let down by a cabin that tries too hard and a powertrain that lacks not only punch, but finesse. That it’s almost five-grand more than the Mahindra on the road is the knock-out blow.

The BYD Atto 2 brings EV motoring to the masses and does so with an easy-to-drive and approachable package that won’t threaten newcomers to the world of electric motoring. But a few too many brickbats among the bouquets counted against it in the reckoning, most tellingly the price disparity of around $8000. That’s a big jump at this end of the new car market, one that could well be out of reach for many buyers, leaving the Mahindra to take the spoils here.

From its well-built quality cabin – big on space despite its diminutive stature and filled with the tech and creature comfort modern buyers expect – to a willing powertrain and a well-sorted suspension tune that brings comfort and compliance to a segment not always known for it, the Mahindra XUV 3XO is the clear winner here.

Specs

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Note on the Suzuki Fronx – see the bottom of this review: 2025 Suzuki Fronx review: More than just an unusual name?

This article first appeared in the January 2026 issue of Wheels. Subscribe here and gain access to 12 issues for $109 plus online access to every Wheels issue since 1953.

Toyota has cemented its position as the world’s biggest carmaker in 2025, the sixth year in a row the Japanese giant has finished on top of the global sales race.

Toyota reported last week it had sold around 11.2 million vehicles across its three main brands – Toyota, Lexus and Daihatsu – in 2025, up 4.8 per cent over the previous year.

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Second-placed Volkswagen Group’s total of just under nine million across its diverse portfolio of brands represented a drop of 0.5 per cent, with only Skoda (up 12.7 per cent) Seat (up 5 per cent) and Lamborghini (up 0.6 per cent) recording gains. Porsche recorded the biggest drop, down 10.1 per cent year-on-year, while Volkswagen was down 1.4 per cent from 2024.

Korean conglomerate, Hyundai, claimed third spot with just under 7.2 million cars sold across its brands, including Genesis and Kia, growing 1.4 per cent in 2025.

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The rise in hybrids fueled part of Toyota’s 2025 growth, with the company reporting it had sold just over 4.4 million conventional hybrid vehicles (up 7 per cent) or around 42 per cent of total sales across its brands.

Toyota sold around 254,424 across its two main brands – Toyota (down 0.6 per cent) and Lexus (up 6.7 per cent) – in Australia last year, maintaining its position as the number car brand in Australia for the 23rd consecutive year.

The Japanese giant also recorded strong growth in the US with sales of 2.9 million vehicles (up 7.3 per cent ) despite President Trump’s tariffs on Japanese vehicles which were initially set at 25 per cent, before being wound back to 15 per cent.

Top 10 car-makers

1. Toyota Group (Japan)
2. Volkswagen Group (Germany)
3. Hyundai-Kia (South Korea)
4. Stellantis (Transnational)
5. Renault-Nissan Alliance (France/Japan)
6. General Motors (USA)
7. Ford Group (USA)
8. Geely Group (China)
9. BYD (China)
10. Suzuki (Japan) 

Australian drivers are increasingly encountering road markings designed to influence behaviour without relying on traditional signs or enforcement. From zig-zag lines near pedestrian crossings to optical illusions that make lanes appear narrower, modern roads are filled with visual and tactile cues intended to slow vehicles and sharpen driver attention – often subconsciously.

The latest example is now appearing across parts of Tuggeranong in the ACT, where authorities have begun installing rumble strips on the approaches to major roundabouts. According to reporting by Canberra’s Region, the markings are being introduced to improve safety at busy intersections where traffic can move quickly before suddenly stopping.

Despite their name, rumble strips are not speed bumps and don’t physically jolt a vehicle. Instead, they are designed to create a mild vibration and audible feedback as tyres pass over them, subtly alerting drivers that conditions ahead are changing.

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The National Transport Research Organisation (NTRO), which has advised governments and industry for decades, says the effectiveness of rumble strips lies more in psychology than force. NTRO chief executive Michael Caltabiano explains that the strips are made from thermoplastic road paint mixed with materials such as sand or glass, giving them a slight raised profile.

As a vehicle approaches an intersection, the markings are laid out in a deliberate pattern. The spacing between strips gradually narrows, increasing the frequency of vibration and noise. This progression is intended to heighten awareness and prompt drivers to ease off the accelerator without consciously thinking about it.

Unlike road signs, which rely on drivers reading and processing information, rumble strips work at a more instinctive level. The changing sensation through the steering wheel creates a sense that something ahead requires attention, encouraging a natural adjustment in speed and focus.

Research suggests this perception shift can translate into measurable safety benefits. A study tracking hundreds of vehicles found drivers approaching intersections with rumble strips tended to slow earlier and more consistently. Average speed reductions of between 3km/h and 8km/h were recorded, with the greatest impact seen among drivers who typically travel faster than the limit.

Caltabiano says this makes rumble strips particularly well suited to roundabouts, where traffic flow can feel uninterrupted until the last moment. They are relatively inexpensive to install and can deliver safety gains without major infrastructure changes.

In December the NSW Government announced it had committed $46 million over the next three years to install rumble strips and enhance line markings on key regional routes. More than 2700km of rumble strips – the equivalent of driving from Sydney to Adelaide and back again – will be installed along regional NSW highways to combat driver fatigue and save lives on country roads. The strips already exist on many highways across the state.

One drawback of the technology, however, is durability. Over time the raised markings wear down and need to be reapplied, creating ongoing maintenance costs. Even so, as traffic volumes increase in growing suburbs like Tuggeranong, authorities appear to see rumble strips as a simple way to encourage safer driving behaviour without adding clutter to the roadside.