New pictures have provided a better look at Smart’s famous two-seat city car, which WhichCar by Wheels reported on last month. A production version of the Concept #2 is expected to become the smallest and most affordable model in the company’s growing electric vehicle line-up.

The upcoming Smart #2 will remain an electric-only vehicle, continuing the brand’s strategy of selling battery-powered models globally and marking a modern successor to the original Smart Fortwo, which became an icon for its tiny footprint and distinctive design. If introduced in Australia it would likely become the cheapest EV on sale here.

While Smart has yet to confirm final specifications, the production car is expected to closely resemble last year’s Concept #2. The design retains many of the hallmarks that made the original Fortwo instantly recognisable, including pronounced wheel arches, an upright stance and a strict two-seat layout.

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The company is reportedly targeting an overall length of no more than 2.7 metres, allowing the newcomer to remain one of the smallest production cars on sale while taking advantage of an electric powertrain that frees up cabin space by replacing the compact petrol engine once mounted beneath the rear of the vehicle with a smaller rear-mounted electric motor.

Although several concept-car flourishes are unlikely to survive the transition to production—including the oversized wheels, illuminated bumper graphics and decorative exterior detailing—the overall styling is expected to remain largely unchanged. As with the Smart #1, #3 and #5, the production model is being designed by Mercedes-Benz.

The #2 will sit below the existing #1 compact SUV, #3 coupe-style SUV and #5 family SUV, becoming the new entry point to the Smart range. It is not expected to share the larger dimensions of the recently revealed Smart #6 sedan, which has so far been earmarked for selected overseas markets.

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Pricing has yet to be announced, but overseas reports suggest Smart is targeting the equivalent of around A$40,000 to A$50,000. Rather than chasing the cheapest end of the electric vehicle market, the company is expected to position the #2 as a premium city car, balancing compact dimensions, distinctive styling and a competitive driving range.

An unveiling is expected before the end of the year, with the new model tipped to spearhead Smart’s next phase of urban-focused electric mobility.

The return of the manual gearbox to the world’s most exclusive supercars could soon gather pace, with McLaren reportedly preparing to unveil its first three-pedal production model in almost three decades.

According to a report by Motor1, the British marque is rumoured to be developing a limited-production flagship, internally codenamed “P50”, that could make its public debut during Monterey Car Week in California next month.

While McLaren has made no official announcement, reports suggest fewer than 100 examples will be built, with pricing expected to exceed that of the company’s current W1 hypercar, which starts above US$1.35 million (about A$2.1 million).

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If confirmed, it would mark the first manual-equipped McLaren road car since the iconic F1 (below), which was produced between 1992 and 1998 and remains one of the most sought-after supercars ever built. Although McLaren has offered paddle-shift transmissions exclusively in the years since, growing demand for analogue driving experiences appears to be prompting several manufacturers to revisit the traditional manual gearbox.

It’s unclear whether the P50 would employ a conventional manual transmission or follow Ferrari’s lead with the recently revealed 12Cilindri Manuale, which recreates the feel of a manual using an electronically controlled gearbox, gated shifter and clutch pedal rather than a direct mechanical linkage.

Rumours of a manual McLaren have circulated for months on enthusiast forums, with some speculation suggesting the P50 could feature a naturally aspirated engine. However, a twin-turbocharged powertrain appears more likely given increasingly stringent global emissions regulations, although McLaren has demonstrated its willingness to think differently with the naturally aspirated V10-powered Solus GT track car.

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The rumours also follow McLaren’s celebration of its road-car heritage at this month’s Goodwood Festival of Speed, where McLaren Special Operations unveiled a painstaking recreation of the M6GT (above) – the road-going sports car envisioned by founder Bruce McLaren in the late 1960s but never put into production. Built using an original M6A chassis, period-correct components and bodywork created from the original moulds, the one-off coupe is powered by a Chevrolet V8 paired with a five-speed manual gearbox, underscoring the marque’s long-standing association with analogue performance cars.

The apparent resurgence of manual transmissions among ultra-exclusive performance cars reflects growing demand from wealthy collectors seeking a more engaging driving experience. Ferrari has revived the manual theme with the 12Cilindri Manuale, Porsche continues to offer manual versions of the 911 GT3, and Hennessey is developing a manual-equipped Venom F5-M.

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For now, however, the existence of the McLaren P50 remains unconfirmed, with enthusiasts likely to be watching next month’s Monterey Car Week closely for any official announcement from Woking.

Queensland motorists will soon face a greater chance of being caught for traffic offences, with a new wave of combination speed and red-light cameras set to be rolled out across south-east Queensland.

The new “combo cameras” are capable of detecting both speeding and drivers running red lights at the same intersection, allowing authorities to enforce two of the state’s most common traffic offences from a single location.

According to a report by 9 News Queensland, the expanded rollout comes as new figures reveal thousands of motorists – 8682 in the first two months of 2026 – have already been detected by existing combination camera sites, prompting the State Government to increase the number of installations across the region.

The cameras use digital technology to measure a vehicle’s speed as it approaches an intersection while simultaneously monitoring whether it enters after the traffic signal has turned red. Queensland legislation has long allowed the use of combined red-light and speed camera systems, with approved devices required to meet strict operational and calibration standards.

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The rollout forms part of the Queensland Government’s broader camera enforcement program, which has expanded significantly in recent years to include fixed and mobile speed cameras, red-light cameras, mobile phone and seatbelt detection cameras, point-to-point speed cameras and school zone enforcement.

Recent State Budget papers indicate the camera network will continue to grow over the next two years, with the Government forecasting increased revenue from traffic infringement notices as additional enforcement technology is deployed. Officials say funds raised through camera-detected offences are directed towards road safety initiatives and related programs.

Road safety authorities maintain the cameras are intended to reduce crashes by discouraging dangerous driving behaviours, particularly speeding and running red lights, both of which are major contributors to serious intersection collisions.

The exact locations of the latest combination cameras have not yet been publicly confirmed, although the additional units are expected to be installed progressively across south-east Queensland.

Drivers are reminded that penalties apply for both speeding and failing to stop at a red traffic signal, meaning motorists who commit both offences at the same location may face separate infringements if detected by the new dual-function cameras.

Chery’s new Lepas brand has completed an extensive Australian validation program ahead of its local showroom debut later this year, with engineers testing prototype vehicles across thousands of kilometres to adapt them for local conditions.

The testing forms part of the preparations for the launch of Lepas, which will become the latest brand under the Chery Group umbrella to enter the Australian market. Its first local model will be the all-electric Lepas L6 midsize SUV, due to arrive in November.

Previously confirmed for Australia, the L6 will compete in the growing midsize electric SUV segment with rivals including the Tesla Model Y, BYD Sealion 7, Deepal S07 and Xpeng G6. It is expected to feature slim LED lighting, a minimalist cabin with a large central touchscreen and a focus on technology and driver assistance systems, although full Australian specifications and pricing are yet to be announced.

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According to the company, the local development program focused on adapting the vehicles for Australian road surfaces, driving conditions and climate. Engineers assessed ride and handling, refinement, software calibration and advanced driver assistance systems across a variety of metropolitan, regional and rural roads.

Testing included coarse-chip bitumen, country highways, winding mountain roads and urban environments, while prototypes were also evaluated in both hot- and cold-weather conditions to assess durability and climate-control performance.

The company said particular attention was given to calibrating the vehicle’s advanced driver assistance systems to recognise Australian road markings, traffic signs and local driving environments.

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Lepas Australia chief operating officer Lucas Harris said Australia presented unique challenges for vehicle development due to its varied road surfaces, long driving distances and extreme temperatures, prompting the company to carry out local validation rather than relying solely on global testing.

Further details, including final specifications, pricing and the broader Australian model range, are expected to be announced closer to the L6’s November launch.

Renault Australia has confirmed pricing and specifications for the updated MY26 Arkana, which gains mild-hybrid assistance, a recalibrated dual-clutch automatic transmission and a simplified two-variant line-up.

The range opens with the Arkana Techno at $41,990 before on-road costs, while the higher-specification Esprit Alpine is priced from $45,990 plus on-road costs.

Both versions use a turbocharged 1.3-litre four-cylinder petrol engine producing 116kW and 270Nm, supported by a 12-volt mild-hybrid system and 3.6kW electric motor. Drive is sent through a revised dual-clutch automatic transmission, which Renault says has been recalibrated for smoother operation.

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Combined fuel consumption is listed at 5.9 litres per 100km under ADR81/02 testing, while the powertrain meets Euro 6 emissions requirements.

The introduction of a 12-volt mild-hybrid system is aimed more at improving performance than cutting fuel bills. Although the electric motor provides additional assistance during acceleration, the updated Arkana retains the same official combined fuel consumption rating of 5.9L/100km as its predecessor, meaning buyers are unlikely to see significant efficiency gains from the new technology.

The Arkana retains its coupe-style SUV body and offers 485 litres of luggage space with the rear seats in place. Folding the 60:40-split rear bench expands capacity to 1268 litres.

Standard equipment on the Techno includes 18-inch alloy wheels, LED headlights and tail-lights, a power tailgate, keyless entry and start, heated and electrically adjustable front seats, climate-control air-conditioning and eight selectable ambient-lighting colours.

Its cabin also receives a 9.3-inch central touchscreen, 10.25-inch digital instrument display, built-in satellite navigation, wireless Apple CarPlay and Android Auto, a wireless phone charger and a six-speaker Arkamys audio system.

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Safety equipment includes autonomous emergency braking with pedestrian and cyclist detection, adaptive cruise control with stop-and-go functionality, lane-keeping and lane-centring assistance, blind-spot monitoring, rear cross-traffic alert and driver-attention monitoring. A 360-degree camera, front, rear and side parking sensors, and hands-free parking assistance are also standard.

The Esprit Alpine adds 19-inch alloy wheels, black exterior detailing, a sunroof, black suede-style upholstery, a heated steering wheel and Alpine-specific stitching and trim. It also upgrades to an eight-speaker Bose audio system with a subwoofer.

Metallic paint costs $900, while a black roof adds $600. Satin Grey matte paint is restricted to the Esprit Alpine and costs $1150. The sunroof is a $1500 option on the Techno.

The MY26 Arkana is covered by a five-year, unlimited-kilometre warranty, with servicing required every 12 months or 30,000km.

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Specs

There’s a quiet revolution taking place on the Australian new car sales charts, a revolution that is dramatically reshaping the automotive landscape with a simple three-word calling card: ‘Made in China’.

If you’ve been paying attention you’ll know that China is already the number one source for Australia’s new cars in 2026, relegating the once-dominant Japan into second place earlier this year. Of the 475,659 new vehicles sold in Australia to the end of May, 128,559 – more than 27 per cent – were manufactured in the Asian powerhouse.

Sales of cars produced in Japan, meanwhile, continued to slide, losing market share hand over fist to its Asian neighbour, now less than 25 per cent. Five years ago, that market share sat at 33.4 per cent while China was just starting to flex its muscle, more than doubling its market share in a single calendar year from 3.3 per cent in 2020 to 7.2 per cent by the end of 2021. And its inexorable climb shows no signs of slowing down.

Leading the way is automotive powerhouse BYD, which has already claimed the number three spot on the sales charts, just a few hundred sales behind Kia in second, but with a mountain to climb to Toyota in first. Don’t be surprised, though, if by the time you read this, BYD has overhauled the Korean brand as it has already done with the likes of Ford, Mazda, Hyundai, Mitsubishi, Nissan and Subaru, leaving a litter of legacy automakers in its wake.

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Arguably BYD’s most important vehicle in an 11-model line-up that encompasses everything from an electric city-sized hatchback to zeitgeist-tapping plug-in hybrid dual-cab ute, is the vehicle we’re testing here, the Sealion 7 electric medium SUV. It’s easily the brand’s best-seller in Australia, its 7786 sales to the end of May comprising just over 23 per cent of BYD’s total.

The Sealion 7 arrived here in 2025 hellbent on challenging the segment-dominating Tesla Model Y. It’s a tall order for the still fledgling brand, which, despite overtaking Tesla as the overall global leader in electric cars in 2025, still lags behind the Model Y mid-size SUV which found just over 1.08 million new homes last year, 22,239 of them in Australia. It remains the world’s number-one selling EV. More mountains to climb.

Just two model grades of the Sealion 7 have made their way to Australia. Both are competitively priced and both bring a level of equipment and EV smarts expected by today’s tech-savvy buyers.

On test here we have the entry point into the range, the rear-wheel drive BYD Sealion 7 Premium, priced from $54,990 before on-road costs and options. A lick of Shark Grey metallic paint – one of an austere four-colour palette – adds $2000 to the bottom line.

Even with premium paint, the Sealion 7 at its most affordable point undercuts its Tesla Model Y rival on price, the most affordable of Elon’s take on the medium SUV formula – Premium RWD – starting from $58,990 before on-road costs and options.

It’s a compelling proposition then, one that double taps into the twin zeitgeists of electric vehicles and medium SUVs. No wonder buyers are taking notice in ever-increasing numbers.

One of the ways brands from China have achieved cut-through in an ever-competitive marketplace is to throw the full catalogue of equipment and features at its model line-up. BYD knows this, and plays it better than most with a standard list of features that would put many ‘premium’ carmakers to shame, and certainly at a price that most of the Europeans would struggle to match.

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The Sealion 7’s list is long but includes niceties like leather seats with heating and ventilation up front, a panoramic roof, head-up display, dual-zone climate control and swathe of in-car technology that will please even the most ardent of technophiles.

The centrepiece of the Sealion 7’s tech-fest is a rotating 15.6-inch infotainment touchscreen that hosts the almost obligatory array of smartphone connectivity, inbuilt satellite navigation, and a 12-speaker Dynaudio sound system. The screen can be rotated through 90-degrees to display in either portrait or landscape mode. It’s a neat party trick, but really, that’s all it is.

There’s no mistaking BYD’s push into the premium segment once you slide inside the Sealion 7. Everything from the choice of materials, to the solid build quality feels about right for a brand wanting to elevate itself above the run-of-the-mill. There’s perhaps a little too much reliance on the screen for many of the Sealion 7’s vital functions, but it is largely intuitive to use and soon becomes second nature.

A highlight are the beautifully quilted seats, upholstered in genuine leather and not the ‘man made’, ‘artificial’ or ‘synthetic’ materials carmakers are increasingly claiming as ‘leather’. The seats themselves offer good support in all key areas, making for a comfortable time behind the wheel. Leather wraps around the steering wheel too.

The second row is, as you’d expect of an EV, spacious and will comfortably seat three adults across the rear bench. BYD hasn’t scrimped here either, with the second row offering nicely padded pews, air vents for climate comfort and a selection of USB outlets to keep the kids and their devices happy.

Boot space is commensurate with the segment, quoted at 500 litres with the second row in use. That’s marginally smaller than the RAV4’s load area. A small, but handy 58 litres is available under the bonnet.

It’s one thing, of course, to impress in the showroom with spacious cabins, rotating screens and quality materials that look and feel a million bucks. Plenty of challenger brands are working (and in some cases, overworking) this formula. What really matters is the driving experience. And it’s here where it’s very easy to spot the contenders in a sea of also-rans.

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For BYD, the news is good, the Sealion 7 doing very little wrong at its single most important job. The Premium model on test here is powered by a single electric motor driving the rear wheels. Outputs of 230kW and 380Nm are decent without being silly, enabling brisk performance that feels sharper than it actually is. BYD claims a 0-100km/h time of 6.7 seconds, perfectly average for the segment. But as is the way with EVs of all manner, including the Sealion 7, it’s the initial take-off where electrification proves its mettle.

It doesn’t have the gut-churning surge of speed like some EVs, but it’s rapid and measured enough to not leave you wanting for more.

I spent a good chunk of my time with the Sealion 7 doing what I do every day, ferrying the kidlet to school, as well as a vast swathe of extra-curricular activities, around Sydney’s inner city. And it’s here where BYD’s take on the mid-size SUV segment proves its worth, a comfortable, rapid, and big enough family hauler that nails the brief of what a vehicle of this type should be. It’s quiet and serene at urban speeds, but with enough urgency to get moving once out on the highway.

Several drive modes – Eco, Normal, Sport and Snow – alter throttle response to either provide a bit more oomph or eke out driving range. The differences between Eco, Normal and Sport (I didn’t try Snow) are incremental, but noticeable enough. The recommendation here is to use Eco on suburban duties, and Normal out on the motorway. Steering feel can be adjusted between Comfort and Sport, the latter my first choice always. Comfort feels just a little too light in hand, removing that vital feeling of connection to the road. Sport’s extra heft is much more tactile.

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The Sealion 7 Premium tips the scales at a portly 2225kg but, like wearing a well-tailored suit, does a good job of hiding it. It never feels heavy or unwieldy, thanks to a decent suspension tune that prioritises comfort over sportiness. Body control remains nicely in check during cornering or tackling speed bumps and while the ride is firmer than say, the BYD Seal’s, it’s still very much on the Comfort side of the ledger. There is some road noise at higher speeds, but at the speed limits of urban environments, the outside world is kept largely at bay.

Two levels of regenerative braking – Standard and High – are available via a toggle on the centre console, and while there are differences between the two, neither is particularly aggressive. As is the BYD way, there is no single-pedal driving function.

Underpinning the Sealion 7’s powertrain is an 82.5kWh battery capable, it’s claimed, of delivering 482km of WLTP-tested driving range. And there’s good news here, my time with the Sealion coming close to matching that claimed range. Average energy consumption ran to an indicated 17.8kWh/100km, achieved over a typical mix of driving conditions that encompassed city, urban, and highway motoring.

That gives a theoretical range of 466km from a full array of juice, not all that far removed from BYD’s claim. Charging is capped at 150kW, giving a 10-80 per cent recharge time of 32 minutes.

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Having spent a week with the Sealion 7, it’s easy to see how and why the Chinese brand has taken the world by storm. Aside from the value equation (and there’s plenty of value to be had), BYD demonstrates with this car that it actually knows what it’s doing when it comes to building electric vehicles.

Yes, BYD’s driving aids could use some fine-tuning (or at least make it easier to disable them), but overall, the Sealion 7’s mixture of quality, comfort, driveability and road manners are evidence that ‘Made in China’ no longer means what it once did.

BYD Sealion 7 Premium specs

This story first appeared in the July 2026 issue of Wheels magazine, now on sale. Subscribe here and gain access to 12 issues for $109 plus online access to every Wheels issue since 1953.

That a horse is the first exhibit in the stunningly immersive Mercedes-Benz Museum is no accident. A visual allegory? A nod to the history of personal mobility?

It’s arguably both, but there’s another, more defiant message, one that is engraved in gold at the base of the one-horsepower opening exhibit.

“Ich glaube an das Pferd. Das Automobil ist eine vorübergehende Erscheinung.” (“I do believe in the horse. The automobile is no more than a transitory phenomenon.”)

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The words are attributed to then German emperor, Kaiser Wilhelm II who, it seems, remained unimpressed with the phenomenon of that new-fangled contraption, the automobile. The irony of the Kaiser predicting the downfall of the motor car isn’t lost on history buffs. Following his abdication in 1918, the German Empire – a constitutional monarchy – made way for the Weimar Republic, Wilhelm II thus the last ever emperor of Germany. “Transitory” indeed.

The stuffed white horse and its cheeky inscription are a fitting beginning for the Museum, a spiralling and compelling journey through not just the last 140 years of Mercedes-Benz, and by extension, the automobile, but history itself.

The building is a breathtaking piece of modern architecture, a nine storey structure of winding concrete and glass designed by Amsterdam-based architectural firm UNStudio van Berkel & Bos.

Inspired by the double-helix DNA spiral that carries the human genome, the open-plan building features no closed-off rooms or even a single straight wall. And no two pieces of the 1800 triangular sheets of glass that make up the Museum’s windows are alike.

The Museum’s central atrium, soaring all the way to the top of the nine-storey building, has entered the Guinness World Records. But not for any reason you might think.

As Mercedes-Benz explains, “The Mercedes‑Benz Museum has its very own practical tornado.

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“In the event of a fire, the vortex drives the smoke upwards and out of the building. It is generated in the atrium. Arranged at an angle in the walls, 144 air vents combine with a turbine installed in the roof of the atrium to immediately generate a powerful column of air, swirling around its own axis at a high rate of speed. And ‘poof’, the smoke is gone from the museum.

“With a height of 34.4 metres, this is a world record for an artificially generated tornado. It was measured in 2007 by the Guinness Book of Records – shortly after the museum opened.”

Visitors to the Museum begin their journey by entering elevators that resemble pods from a 1950s sci-fi movie. It’s no coincidence, with Mercedes likening the elevators to a time machine and when passengers arrive at the ninth floor (and the doors open to that proud white horse) it is the year 1886 and the company’s founder, Carl Benz, has just patented his new invention – the automobile. The tour begins.

What follows is a chronological journey through 140 years of Mercedes-Benz, of the automobile, of social history told through the lens how it shaped innovation and technology.

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Unsurprisingly, the first car on display is the original automobile, Benz Patent Motorwagen. It’s a replica of the car Bertha Benz took on her famous road trip in 1888, a 106km journey from Mannheim to Pforzheim that is widely regarded as the first ‘road trip’.

A single-cylinder engine pumped out 0.75hp (0.55kW) at 400rpm, helping the first Benz reach a top speed of 16km/h. Yes, that is less than one horsepower. And yes, its top speed is less than that of a horse at full gallop, around 40km/h.

Bertha’s long drive is covered in detail, giving the wife of Carl her rightful place in history, not least of all for her technological achievements along the way such as when the wooden brakes on the Motorwagen began to fail. Enlisting the help of a cobbler, Bertha asked him to affix shoe leather onto the brakes to improve their durability. Bertha Benz had invented the brake pad.

Gottlieb Daimler’s achievements are not overlooked, either. Where Benz’s three-wheel Motorwagen today holds its rightful place in history, it was Daimler’s four-wheel motor carriage that shaped the car as we know it today.

Daimler had been working on what would become the Daimler Motorised Carriage at his workshop in Cannstatt, a suburb of Stuttgart. He was granted a patent for his invention in March, 1886, just three months after Benz was awarded his patent. Remarkably, neither Benz or Daimler were aware of each other and the similar paths they were taking, despite both working in Stuttgart. Even more remarkably, the two men who would eventually lend their names to the merged Daimler-Benz conglomerate in 1926, never met.

Daimler’s achievements extend beyond adding a fourth wheel to the automobile, illustrated starkly by a wood-framed two-wheeler that seems out of place in a museum about cars. But it was Daimler, along with his colleague Wilhelm Maybach, who had in 1885 created the first petrol-powered motorcycle, the Daimler Reitwagen.

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Around 160 significant vehicles form part of the Museum’s permanent collection that are housed over the nine floors that gently spiral downwards towards around the central atrium. There are only a handful of stairs, each level sloping gently to the next.

Interspersed between, are large rooms that showcase themed collections from Mercedes-Benz’s collection of around 1100 cars.

And the themes are as diverse as Mercedes’ back catalogue allows. From garbage trucks to emergency vehicles, snow ploughs, celebrity-owned cars and mass transportation, each themed room is a time capsule of the brand’s technological diversity.

A particular favourite of my visit was the Young Timers room, an evocative and colourful display of cars from the ’90s and noughties. Highlights for me included the fearsome W124 generation Mercedes-Benz 500E (the last example that rolled off the Porsche – yes, it was built by Mercedes’ Stuttgart neighbour – production line in 1994) and a model that tugged at my heartstrings, an incredibly rare 6.0-litre-powered W210 series Mercedes-AMG E60. As a previous W210 owner (an E320 we named Bertha in honour of Bertha Benz… who doesn’t name their cars?) seeing that generation of E-Class celebrated felt vindicating.

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But the Museum is not just about cars. As you spiral ever downwards, the walls tell the story of the world from the late-19th century through to the beginning of a new Millennium.

Social upheaval, cultural shifts, great (and some not-so-great) moments in history, are all embraced to provide context for the era while also highlighting advancements in technology.

Mercedes-Benz deserves recognition for not shying away from difficult topics either in its historical displays, covering both World Wars (and the part Mercedes played in them) and the rise of Nazism in the 1930s. The latter is starkly underscored by the 1939 German Grand Prix winner’s trophy on display, complete with the Nazi Swastika and Adolf Hitler’s name, not as a celebration of Rudolf Caracciola’s victory in a supercharged Mercedes-Benz W154, but as a reminder of the insidious hold the Nazis held over Germany during that period.

It would be easy to airbrush that era out of company lore, as many German companies from all manner of industries have done. Not Mercedes-Benz. Instead, it acknowledges the part it played in supplying transport, armaments and aero engines to the Nazi regime, along with using ‘forced labour’ for those war efforts. It’s a sobering and important display, one that deserves recognition.

While the pre-World War II displays prove fascinating, where the Museum really comes alive – as did Germany and the world itself – is after 1950. And it’s here where we see the Genesis of the brand as it is today.

With the German Economic Miracle (Wirtschaftswunder) in full swing, the label ‘Made in Germany’ took on a new meaning, no longer stigmatised by the decades that preceded it, but a symbol of technological innovation and quality engineering. No company embraced this shift more than Mercedes-Benz and the cars on display from this era typify that.

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From the 1954 300SL ‘Gullwing’ to its smaller 190SL Roadster sibling, and the W100 ‘Grosser’ Mercedes-Benz 600, to see these cars in the metal, perfectly encapsulates the modern history of the brand.

And tucked away in one of the themed rooms, Mercedes’ famous Blue Wonder, the one-off racecar transporter built to ferry the brand’s Silver Arrows racers around Europe, serves a breathtaking reminder of the brand’s motorsport history.

So too the 1955 Mercedes-Benz 300 SLR Uhlenhaut Coupé, essentially a roadgoing version of the famous Silver Arrow grand prix cars of the era. Named for its designer, Rudolf Uhlenhaut, just two examples were ever built. One sold at auction to an undisclosed buyer in 2022 for €135 million (A$219 million), the most expensive car in history. The other stands proudly in front of me, part of the Museum’s permanent collection.

Motorsport is a hugely important part of the brand’s history, and nothing exemplifies this more than the huge collection of racecars on permanent display. From the earliest grand prix racers, to current Formula One cars, from DTM touring cars, rally Mercs and even racing trucks, the Museum’s collection is like stepping through time. And forget Netflix’s Drive to Survive, the true heroes of grand prix racing drove supercharged monsters at speeds in excess of 300km/h, wearing no seatbelts, and on tyres as skinny as your wrist. Marvellous.

It takes around two to three hours to slowly traverse every level, ducking into each themed room and seeing not just vehicles, but ephemera, memorabilia, original artworks and the historical context in which they were created, in which they existed.

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Towards the end, I spot one of my all-time favourite cars, the C111 ‘experimental’ sportscar and its stunning Gullwing doors and bright metallic orange (Weissherbst) paint. I had a model of one as a kid, photos of it on my childhood bedroom walls, and books about its history and development adorn my bookshelves to this day. But I had never seen one in person. And here it was, in all its orange glory.
It proved a fitting end to my time at what

I reckon is the best automotive museum in the world, not just for its impressive collection of cars, but also for the history, the feeling of time and place, that the Museum embodies and embraces.

I needed a souvenir and as I exited through the gift shop (of course), a bright orange metallic sportscar caught my eye. It now sits proudly on my bookshelf.

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Need to know

Address: Mercedesstrasse 100, 70372 Stuttgart
Opening hours: Tuesday to Sunday 9am to 6pm (closed Mondays)
Tickets: €16 (A$26) Concession €8 (A$13)
Parking: P4 multistorey car park; €2 (A$3.25) per hour for the first three hours; €2.50 (A$4.05) per hour from the fourth hour
Public transport: From Stuttgart Hauptbahnhof take the S-Bahn line S1 in the direction of Kirchheim (Teck) to Neckarpark (Mercedes‑Benz)

This story first appeared in the July 2026 issue of Wheels magazine, now on sale. Subscribe here and gain access to 12 issues for $109 plus online access to every Wheels issue since 1953.

Some McDonald’s customers are being caught off guard by paid parking systems at a growing number of Australian restaurants, with motorists facing charges if they remain beyond the allocated free parking period.

According to Yahoo News Australia, one of the latest locations attracting attention is the McDonald’s restaurant at Waterloo in Sydney, where customers receive one hour of free parking before a $35 charge applies for longer stays. The policy has sparked debate online, with some questioning whether the fee is excessive and asking how it would affect longer visits, such as children’s birthday parties.

The introduction of parking restrictions appears to vary between individual restaurants and is generally aimed at preventing non-customers from occupying limited parking spaces for extended periods.

The outlet reported that the McDonald’s restaurant near CommBank Stadium in Parramatta also applies paid parking after the first hour, a move understood to be designed to discourage football fans from leaving their vehicles there during major sporting events.

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Other Sydney locations have adopted similar measures over recent years. At Stanmore, parking restrictions were reportedly introduced after commuters, including university students, used the restaurant’s car park as all-day parking before catching nearby public transport.

More recently, motorists reported seeing parking inspectors issuing infringement notices at the McDonald’s restaurant in Kingsford, highlighting increased enforcement at some sites.

Parking charges also differ significantly between locations. At McDonald’s Perth Airport West, drivers reportedly pay $11 for parking of up to two hours, while the Padstow restaurant in Sydney also applies an $11 fee once the initial free hour has expired.

McDonald’s Australia said some restaurants engage third-party parking operators to manage their car parks.

A company spokesperson told Yahoo News said the arrangements were intended to ensure customers could access convenient parking while visiting its restaurants.

Regarding the Waterloo site specifically, the spokesperson said customers receive one hour of complimentary parking before paid parking begins.

McDonald’s added that the parking restrictions have been in place at the Waterloo restaurant for more than a year and said signage throughout the car park is intended to clearly inform motorists of the applicable conditions and charges.

Usually associated with luxurious grand tourers, Aston Martin has unveiled a complete about-face with the Dreadnought off-roader, designed for use in military battles.

Purists can breathe a sigh of relief, the storied British brand isn’t ditching its history to compete with the likes of Rezvani and Aznom. The Dreadnought has been designed to appear in the Call of Duty: Modern Warfare 4 video game.

The digital concept idea isn’t a new one, with numerous carmakers constructing virtual cars for use in digital titles like the Gran Turismo series, but the Dreadnought marks the first of its kind for Aston Martin.

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Named after a famed British battleship from the early 20th century, the Dreadnought lists features that sound somewhat alien for a typical Aston Martin spec sheet. Advanced military-grade armour plating and combat zone intelligence systems aren’t typical Aston Martin equipment. 

Aston Martin’s prior involvement in the James Bond universe gives it a background in weapons systems, at least, so it’s not all new ground for the brand.

More closely tied to Aston Martin’s history, the Dreadnought also lists a V12 engine, carbon-fibre chassis, Oxford tan leather interior, and anodised satin gold finishes to complement its herringbone weave carbon-fibre exterior.

As one of the most controversial design exercises from Aston Martin since the 1979 Bulldog, the Dreadnought integrates the brand’s design heritage surprisingly well. The iconic Aston Martin grille finds a comfortable home on the armoured exterior, and the horizontal louvred headlights evolve the DRL signature found on models like the Vantage and DB12.

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Aston Martin promises supercar levels of performance and fully integrated command interfaces, but for buyers with hopes of one-upping their AMG G63-owning neighbours, there is a catch. Despite a full-size mock-up on display at Fanatics Fest in New York, the Dreadnought isn’t destined for a production future.

Instead, the all-wheel-drive powerhouse will be reserved for DMZ and Warzone modes within the Call of Duty: Modern Warfare 4 video game.

The closest Aston Martin owners can get to the Dreadnought experience remains the DBX SUV, which trades the Dreadnought’s V12 for a twin-turbo V8, and leans much more heavily toward comfort and luxury than ballistics resistance.

The manual transmission became the subject of heated discussion recently as Ferrari announced a manual version of its 12 Cilindri supercar that adapts Ferrai’s existing dual-clutch automatic with a by-wire interface for the gear lever and clutch.

The number of true manual transmission options in Australia is in decline – and it has been for years – leaving just 25 new cars available with a manual transmission option.

Of those, only two cannot be paired with an automatic, and of the remaining 23, the popularity of automatic variants makes the manual option for enthusiasts a difficult find. The list is below, with a description of certain models of interest…

BMW M2

BMW M3

BMW M4

Ford Mustang

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The Ford Mustang is the last pairing of V8 engine and a manual transmission in Australia. Both the Mustang GT and Mustang Dark Horse coupe models can be ordered with a six-speed manual.

Tellingly, the Mustang GT convertible lacks the enthusiast audience to warrant a manual version, with both it and the four-cylinder EcoBoost Mustang limited to automatic only.

Ford has scrapped manual transmissions in its commercial vehicle range, leaving the Ranger ute and Transit van range as auto-only.

Honda Civic Type R 

Hyundai i20 N

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The Hyundai i20 N deserves to be celebrated. Not only is it available with a six-speed manual, but that’s the only way it comes, with no option to equip the compact hot hatch with an automatic, making it and the Honda Civic Type R the last remaining manual-only models in Australia.

The bad news, however, is the threat of the i20 N disappearing from Australian showrooms. Hyundai has revealed a new i20 for overseas markets, and has started hinting that a new-generation i20 N could benefit from hybrid assistance.

While it’s not impossible to pair a hybrid with a manual (Honda has done so in the past), the more realistic outcome is that Hyundai will focus efforts on the better-selling automatic and let the manual i20 N slip away in its next generation.

Hyundai i30 N

Hyundai Venue

Kia Picanto 

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Kia takes the title of Australia’s most affordable manual car. The entry-level Picanto Sport is available with a five-speed manual transmission from $19,190 plus on-road costs.

The changing face of Australia’s motoring landscape means the manual Picanto could be living on borrowed time. Earlier this year, the high-spec Picanto GT-Line offered a manual option, but has since switched to a four-speed automatic as the only transmission for the top-spec version.

Despite a growing range of GT and GT-Line variants across its line-up, Kia has backed away from manual transmission, finally phasing out the Sportage manual in 2025, the Stonic manual in 2024, and the Rio manual in 2023. 

Mazda MX-5

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Compact, lightweight, rear-wheel-drive, and manual. The Mazda MX-5 checks plenty of boxes for enthusiasts. Despite Mazda’s claims of being the ‘Zoom-Zoom’ brand, the last few years have seen it phase out manual transmission from small cars like the Mazda 2 and Mazda 3, as well as the BT-50 ute over the lest few years.

Every variant of the MX-5 is available with a six-speed manual and some – including the most basic Roadster and top-speed GT-RS are manual-only, leaving the available six-speed auto as an option only on the mid-level GT models. 

Mitsubishi Triton

Nissan Z

Porsche 911

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Porsche’s dedication to driving enthusiasts meant that, in their early days, even luxury models like the Cayenne and Panamera were available with a manual on some variants. Today, only the 911 offers a row-your-own experience.

The 911 Carrera T and 911 GT3 can be optioned with a six-speed manual. At $449,100 plus on-road costs, the GT3 with Touring Package is, by far, the most expensive car with a manual transmission available in Australia.

It’s also the most powerful, rated at 375kW from its naturally-aspirated 4.0-litre flat six, just ahead of the 353kW 3.0-litre turbocharged six in the BMW M4 and M3.

Renault Duster

Renault Master

Subaru BRZ

Subaru WRX

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Subaru offers strong representation for the manual community, but there’s a catch. The WRX sedan offers a manual as well as a CVT automatic, but the wagon models are auto only.

The manual transmission is an integral part of the WRX’s history, and every so often Subaru pays tribute with a special edition. Right now, that honour falls to the WRX Club Spec Evo, with a 75-unit run offered as a manual-only model.

While the WRX Sportwagon lacks a manual option, the regular WRX sedan range – in base, RS, and tS variants – can be paired with a six-speed manual with no restrictions of exclusions.

Suzuki Jimny

Suzuki Swift

Toyota GR86

Toyota GR Yaris

Toyota GR Corolla

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The Toyota GR Yaris boldly launched without an automatic option, and that’s good for keen drivers, but not always the best choice for commercial appeal. The GR Corolla introduced an eight-speed automatic, but thankfully kept the option of a six-speed manual.

Both GR models now offer a choice of manual or automatic. Manual models come with Toyota’s iMT rev-matching tech, which can blip the throttle for smoother downshifts, or be switched off to let the driver hone their craft.

Toyota has also been smart with limited edition models, like the GR Corolla Morizo, keeping the more enthusiast-focused model manual-only

Toyota HiAce

Toyota HiLux

Toyota LandCruiser 70 Series

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Prado? Out. LandCruiser 300? No deal. Want a manual with your workhorse 70 Series? But, of course. In fact, the LandCruiser 70 Series range is late to the automatic party, only offering a six-speed auto with the recent switch to four-cylinder power after a long run of manual-only V8 turbo diesels, and manual-only six-cylinders before that.

The LC70 uses the same 2.8-litre turbo diesel as its lighter-duty Hilux sibling, but swaps the six-speed manual for a five-speed – a variation of the old V8’s manual, but with shorter first and second gears, and a taller fifth.

Ultimately, very few driving purists are likely to opt for a LandCruiser, but the manual at least offers complete control when towing or when conditions get wild. While the auto is more user-friendly off-road, the manual still demands a level of dedicated driver input.

The numbers game

2022 – The last year you could option a manual transmission in a station wagon was four years ago. The car? The Mini Clubman, which blurs the line between hatch and wagon slightly, but was officially classified as a wagon in Australia

86 – The number of models available in Australia in 2021. In five years, 61 manual models have been discontinued Down Under.

61 – The Suzuki Swift is Australia’s lowest-output new car, with 61kW, making the manual option a handy implement in keeping things moving briskly.

7 – The last seven-seater with a manual probably isn’t what you might expect. The dual-cab Ford Transit offered seating for seven in 2023. If you’re after something more family-friendly, the LandCruiser Prado was the last SUV with seating for seven with a manual transmission in 2020.

4 – Five-speed manuals are old-school tech with just four models, the Picanto, Jimny, Swift and LandCruiser continuing with a five-speed transmission instead of a six-speed box.

3.9 – The fastest 0-100km/h sprint of any manual currently available in Australia is the 3.9-second Porsche 911 GT3.

3 – Sedans are on the way out with a manual option. The BMW M3, Hyundai i30 N, and Subaru WRX are the last four-doors with three pedals.

2 – Only the Porsche 911 Carrera T and Mazda MX-5 allow you to pair a convertible body and a manual transmission