Australian motorists are being reminded to take extra care on the roads as double demerit points come back into force over the Christmas–New Year holiday period, coinciding with one of the busiest travel windows of the year.

In New South Wales, double demerits apply from 12:01am on December 24 through to January 4, 2026, as part of the state’s annual Operation Christmas and New Year road safety campaign. Police say enforcement will be highly visible, with traffic and highway patrol officers joined by general duties and specialist units across the state.

The focus will again be on the most common causes of serious crashes, including speeding, illegal mobile phone use, failure to wear seatbelts and riding without an approved motorcycle helmet. During the operation so far, five people have already lost their lives on NSW roads.

Police have warned that there will be no tolerance for risky behaviour, with authorities stressing that poor decisions behind the wheel can have fatal consequences, particularly during periods of heavy holiday traffic.

The Australian Capital Territory mirrors NSW dates, with double demerits also applying from December 24 to January 4. Unlike NSW, however, the ACT applies double demerit points to all traffic offences during the holiday period, not just selected infringements.

Western Australia’s double demerit period began earlier, starting on December 19 and continuing until January 4. WA’s scheme covers a wider range of offences, including speeding, mobile phone use, drink and drug driving, running red lights and seatbelt or child restraint breaches. More serious infringements, such as attempting to evade speed cameras or using detection-avoidance devices, attract significant penalties of up to 14 demerit points.

WA Police have issued stark warnings following a sharp rise in road deaths, with the state recording its highest fatality numbers in nearly two decades. Authorities say enforcement over the festive season is aimed squarely at preventing further loss of life during a period traditionally associated with increased travel.

Nationally, the road toll remains a concern, with more than 1,300 deaths recorded in the 12 months to late November – an increase of around three per cent compared with the previous year. Police agencies across the country say the holiday period is critical, as long-distance travel, fatigue and distractions combine to increase crash risk.

Queensland operates a different system and does not introduce double demerit periods over public holidays. Instead, drivers receive double demerit points if they commit the same offence more than once within a 12-month period. This applies year-round to offences such as speeding, mobile phone use and seatbelt breaches.

Several jurisdictions, including Victoria, South Australia, Tasmania and the Northern Territory, do not operate double demerit schemes at all. However, police in those states and territories still conduct targeted holiday enforcement campaigns and issue fines and licence suspensions where required.

Authorities are urging drivers nationwide to slow down, avoid distractions and plan ahead, warning that penalties can escalate quickly during double demerit periods – and that the consequences of unsafe driving extend far beyond fines or points.

Lexus Australia has confirmed its flagship LX large SUV will gain a new performance-focused hybrid option in the first half of 2026, broadening the range to include petrol, diesel and hybrid powertrains for the first time.

Badged LX 700h, the new variant will sit above the existing LX 600 petrol and LX 500d diesel models and become the most powerful Lexus hybrid offered locally. Buyers will be able to choose the hybrid powertrain in either F Sport or Sports Luxury trim levels, with the latter available in five- or seven-seat layouts.

Pricing for the LX 700h Sports Luxury starts at $196,000 plus on-road costs in five-seat form, rising to $199,800 for the seven-seat version. The F Sport variant will be offered exclusively as a five-seater, priced from $202,000 plus on-road costs.

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The LX 700h combines Lexus’ 3.5-litre twin-turbo petrol V6 with a single electric motor mounted between the engine and the 10-speed automatic transmission. The petrol engine produces 305kW and 650Nm, while the electric motor contributes an additional 36kW and 250Nm. Combined system output is rated at 341kW and 790Nm, making it the most powerful and torque-rich LX to date.

The hybrid system is a parallel design, intended to supplement the petrol engine under acceleration while also allowing short periods of electric-only driving at low speeds. Lexus says this setup improves throttle response and delivers smoother low-speed control, particularly in off-road conditions when modes such as Rock, Dirt or Deep Snow are selected.

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Importantly for buyers who tow or venture off-road, the hybrid system has been engineered to retain the LX’s existing mechanical strengths. The LX 700h keeps full-time four-wheel drive, low-range gearing and a 3500kg braked towing capacity. Lexus has also added waterproofing measures to protect the battery and inverter during water crossings.

Fuel efficiency improves compared with the petrol-only LX 600, with combined-cycle consumption quoted at 10.0L/100km, representing a reduction of around 16 per cent. CO₂ emissions are also lower.

Hybrid-specific features include a shift-by-wire gear selector and a 1500W power outlet in the cargo area, capable of running small appliances. However, packaging the hybrid components reduces boot space in five-seat models from 1109 litres to 889 litres.

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Alongside the introduction of the LX 700h, Lexus will update the broader LX range. The optional Enhancement Pack will become standard on LX 500d and LX 600 Luxury grades, adding items such as 22-inch alloy wheels, a moonroof and a hands-free tailgate.

The four-seat LX 600 Ultra Luxury will be discontinued, with the new hybrid positioned as the range’s flagship moving forward.

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Trent Nikolic, Wheels Managing Editor

Nissan Patrol Warrior

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A fitting farewell to a sensational V8 engine, the Patrol Warrior will leave a legacy to the mechanical simplicity of one of Australia’s off-road icons. The added bonus of PremCar’s excellent Warrior modifications, is full factory warranty support for those of you not wanting to make the modifications yourself.

Patrol Warrior is an exceptionally comfortable, spacious, luxurious and effortless large 4WD, that has found favour with buyers in the city – hardly surprising – despite it’s almost single-minded off-road ability. And now, more than ever, the concept of long-haul touring with a petrol engine is more acceptable than it ever was.

Toyota’s LandCruiser gets most of the press, but the Nissan Patrol – in Y62 form – has always been a legitimate contender whether you live in town, in the country, whether you tow or tour, and especially for family buyers with active lifestyles. Farewelling the legendary 5.6-litre petrol V8, is another case of rejoicing in such engines while we had them.

Toyota GR Corolla Auto

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On one hand, it’s unsurprising that the GR Corolla would be an absolute hoot to drive, but on the other hand, you could be forgiven for thinking the manual was the only one to have. An excellent, conventional automatic, has however, strengthened the GR Corolla’s daily driving credentials.

The concept of the GR Corolla is genius. It’s a Corolla, so it means you get everything that’s great about a Corolla – reliability, dealer/service access, practicality, four-doors and a space-efficient exterior. Add the special blend of GR spices though, and the result is a grin-inducing lunatic of a hot hatch, up there with the best of them.

On the right road – regardless of surface – the GR Corolla is devastatingly fast. And, it’s an easy car to drive fast, too, such is the quality of the chassis, the driveline and the grip. Few cars can be driven with such abandon. However, around town, in traffic, especially with the auto transmission, it’s as practical and as effortless as any other Corolla.

Honda Civic

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Wheels COTY testing, as it has a tendency to do, threw up numerous surprises over the week spent at Lang Lang, and our winner deserves special mention here. The new Civic is a return to form for Honda, and how.

The GFC hit Honda’s R&D department hard, and a brand that had once been aspirational in our market, fell into a decline. Its vehicles were still good, but not great as they once had been. In the 1980s and ’90s, if you knew someone who had a Honda, it was as good as any Euro badge.

Well, the new Civic is a shot across the bows that Honda is back. It’s a great car to drive, it’s genuinely efficient in the real world, it feels premium, built to a high standard, is comfortable and has plenty of space. Oh, and it’s not an SUV either, proving you don’t have to buy one just because everyone else is.

MG HS Hybrid

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Another surprise – that was noted by all the judges at COTY – was the new MG HS Hybrid. This is quite simply, the standard setter for what we as testers now expect from MG. Each new vehicle is a significant step forward for a brand continuing to rise.

The HS Hybrid delivers everything that Aussie buyers love about the crucial medium SUV segment, but with a hybrid system that delivers impressive fuel efficiency no matter how you’re driving, and with a quality, comfortable cabin experience.

A deserving place getter in a competitive field, driving the MG HS was enjoyable regardless of the road, and when you factor in the list of standard equipment, and starting price, it’s a compelling medium SUV in an ever-crowded segment. To underestimate the desire for MG to succeed in our market, is to make a serious error of judgement, and the new HS Hybrid is the best example of that.

Ferrari 296 Speciale

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It’s stating the bleedingly obvious to list a Ferrari as one of the best cars you’ve driven in any given year, but the 296 Speciale is, literally, quite special. The 296 was already a stunningly fast car in regular form, but the Speciale badge, and everything it brings, winds the wick up to ridiculous levels.

So fast is the 296 Speciale, you’ll need a few out laps to reprogram your brain and reflexes, but the key is how safely, and easily it can be used at warp speed. The level of grip, sharpness of input and response, and staggering capability of the aerodynamic genius, means you can push harder than you ever thought possible.

Cars of this type have been getting ‘too fast’ for a while now, so the outright speed is nothing new. But the 296 Speciale is a sensational car, that does everything with a sense of flair only the Italians can inject. If 2025 had a single highlight for me, it would have been exiting the pits at Maranello for the first time in my career, behind the wheel of this mindblowing car from the Scuderia.

Rob Margeit, Wheels Features & Road Test editor

Hyundai Santa Fe Hybrid

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Bold. Daring. Polarising. Call it what you will, but there’s no denying Hyundai looked at the large SUV rulebook when coming up with its new-generation Santa Fe. And then ignored it.

And that’s a good thing, because I reckon our roads are over-populated with homogenous design, especially in the world of SUVs.

But the Hyundai Santa Fe thumbed its not inconsiderable nose at that homogeneity, with a boxy profile and blunt but foreboding front-end treatment that enlivened the otherwise austere large, family SUV segment.

But more than just its cutting-edge and contemporary looks, the Santa Fe backed up its fashion sense with serious substance, the showpiece a refined and frugal 1.6-litre turbo-four petrol-hybrid engine that returned genuine savings at the pump. How frugal? Try 5.6L/100 over a week of real-world testing.

Inside, the Santa Fe in base hybrid trim, matched its avantgarde exterior styling with a spacious cabin – even in the third row – and, just to be different, funky tartan-covered cloth seats.

That it actually drove beautifully with composed road manners and a reasonably potent petrol-hybrid drivetrain underscored its abilities emphatically.

The Hyundai Santa Fe hybrid, more Punk Rock than K-Pop. And that’s no bad thing.

Volkswagen Touareg 210TDI Elegance

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Volkswagen might not be at the top of your list of luxury German car brands, but Mein Gott in Himmel did the Touareg make a decent fist of proving otherwise.

The erstwhile Volkswagen flagship was, to put it simply, impressive. From its handsome design, beautifully crafted cabin, to the effortless torque-laden 3.0-litre V6 turbo-diesel under the bonnet, the Touareg blurred the line between its mainstream reality and premium aspiration.

Certainly, it didn’t – and doesn’t – look out of place in a carpark full of Audis, BMWs and Mercs.

Inside, Varenna leather (the real stuff, not vinyl masquerading as ‘artificial leather’) sets off a spacious and well-appointed cabin that looks every bit the part of a luxury SUV from Germany. Sure, it missed out on third-row seating, but honestly, how often does anyone use pews six and seven in an SUV?

But its triumphal march came under the skin, a lusty diesel V6, mated to an eight-speed automatic sending drive to all four wheels.

‘Effortless’ is a word thrown around too easily when it comes to performance, but here, in the Touareg, it’s entirely apt. Few, if any, luxury SUVs I sampled throughout the year offered as much refinement and performance as VW’s flag bearer.

Whisper quiet around town, and lazily powerful out on the open road, the Touareg cossetted those fortunate enough to be along for the ride in serene comfort.

But as much I loved the Touareg’s style and sophistication, the buying public didn’t, leaving VW no choice but to confirm the end of its production. Sad.

Porsche 911 GTS T-Hybrid

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How to enrage a Porsche fan, part one. Tell them the next generation 911 will be a hybrid.

How to enrage a Porsche fan, part two. Reveal that the new hybrid 911 is actually better, by almost every measure, than the old non-hybrid model.

I remember reading comments from the Porsche keyboard warriors (or maybe worriers?) that a 911 hybrid would be ‘the beginning of the end’ for the talisman of the brand. 

The reality couldn’t be further from that ill-founded concern because what Porsche has done by adding ‘hybrid’ to the 911 is nothing short of remarkable.

Forget the tree-hugging feels usually associated with hybrids. The T-Hybrid – as Porsche calls it – is not about eking out fuel consumption and reducing emissions. Instead, it exists only to boost performance. Two electric motors, one between the engine and transmission, the other nestled inside the 911’s turbocharger, combine with the 3.6-litre flat-six to propel the GTS from 0-100km/h in a stupid-fast three seconds flat.

But far from just a headline act, the 911 GTS is a remarkable car, one that blends everyday driveability with the scintillating performance the 911 is revered for, only better.

The ‘beginning of the end’?. Naah, just the start of a new chapter.

Mahindra XUV 3XO AX7L

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I’ll admit to being a tad sceptical when tossed the keys to the XUV 3XO from Mahindra. After all, I’d previously spent time in various SUVs from the Indian carmaker and while they proved perfectly adequate, left me feeling just a little bit whelmed.

So I expected more of the same from Mahindra’s smallest SUV, the city-sized XUV 3XO. I was wrong.

From the outset, the little urban brawler charmed with its thrummy 82kW/200Nm three-cylinder engine and slick six-speed auto as well as its nicely sorted suspension setup. That translated to a surprisingly competent drive experience, with excellent road manners and an unexpected nimbleness.

But perhaps its best selling point and why I reckon the XUV 3XO is such a little winner, is its $26,990 drive-away price. For that spend buyers score a nicely-designed cabin, with enough switches, dials and buttons to not leave you frustrated, all the tech modern owners expect and the cherry on top of a bonza Harman Kardon sound system.

For me, the Mahindra XUV 3XO is definitely 2025’s surprise packet.

Hyundai Inster Extended Range

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I’m a sucker for a cute city car and in 2025, I reckon none came cuter than the Hyundai Inster. This compact electric car from the Korean giant – the answer to a tsunami of ever more affordable small EVs from China – hit an awful lot of the right notes, especially for inner urban dwellers.

Wrapped inside its quirky styling and choice of bold colours, the diminutive Inster defied expectations with an incredible amount of space inside. Even the second row, so often an afterthought at this end size spectrum, brims with leg, knee and head room, thanks to its clever rear bench.

That funky exterior styling carried on inside where houndstooth cloth seats threatened to depose the original Golf GTI’s plaid trim as the chicest interior ever, even without the dimpled gear lever of the VW.

But perhaps the biggest surprise came out on the road, where the Inster proved a hoot to drive, its nicely-balanced chassis and decent damping offering plenty of thrills, even if its on-paper acceleration claim of 10.5s suggested otherwise.

The biggest drawback, of course, came at the cash register, the Inster starting from $$39,000 for the base-model and $42,500, for the extended range model. This at a time where small EVs from China are priced well under the $40k bracket and, with the arrival of the Atto 1 in recent weeks, under $25,000.

Still, if I had to nominate one car I would buy from this year’s alumni, it’s the Hyundai Inster. If only it was ten grand cheaper.

Jake Williams, Wheels staff journalist

Aston Martin Vantage

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I had a big treat in my first few months at Wheels in 2025 with the launch of the new Aston Martin Vantage. Not quite an all-new car, the Vantage’s facelift is about as close as car makers get with a facelift – the front-end and cabin were completely redesigned and are far more modern than before.

But the real change with the Vantage is the uprated 4.0-litre twin-turbo V8 engine under the bonnet, which now makes a massive 489kW of power and 800Nm of torque. That makes it fast… really fast, its claimed 0-100km/h time of 3.5 seconds feeling almost pedestrian given how hard it accelerates. The top end claim is 320km/h, not that you’d see it in speed camera-obsessed Australia, but it feels entirely believable by the seat of your pants.

Its suspension set-up has also been upgraded to feel even sportier, while its 30mm-wider track, new Bilstein dampers and new multi-stage traction control system ensure that you stay on the road, even at hyperspeed. But it’s still a brute, and likes to be handled that way on track. Overall, it’s difficult not to recommend the Vantage if you’re lucky enough to have the funds for one.

Skoda Octavia RS

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Back in the real world, I struggle to think of a more well-rounded sub-$70k car than the Skoda Octavia RS. True, it used to be less expensive and its manual option is sadly no longer available, but there really isn’t anything that the keen driving family person would want that the Octavia RS cannot do.

It takes usual Octavia goodness like fabulous practicality, great quality and refined driving manners and pairs it to the Golf GTI’s 195kW 2.0-litre turbo-petrol engine, lighting-fast dual-clutch gearbox and mechanical limited-slip diff for a great time on a windy road. Sure, it’s not quite as nimble as its German cousin, but can a Golf hatchback fit a family of five and all their junk for a road trip too? I think not.

The Octavia RS is not cheap, but it is loaded with standard features, including Matrix LED headlights, adaptive dampers, 19-inch alloy wheels, leather and suede upholstery, heated and electric front seats, a huge infotainment screen, head-up display and warm Canton audio. Don’t forget Skoda’s seven-year/unlimited km warranty in Australia too. Really, if you like driving and need a practical car, don’t even consider an SUV: the Octavia RS is the solution.

Hyundai Palisade

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Hyundai has been on a huge product roll for the past decade and the Palisade is the latest in line for a glow up. Generation two is bigger and more expensive than generation one, but it’s also a massive step up in comparison. Take, for example, the interior. It’s now properly luxurious and shocks you with its quality and general feel throughout. Even in the third row, the materials and ambience are high-end, so much so that you have to wonder why Genesis exists.

Gone are the previous 2.2-litre turbo-diesel and 3.8-litre petrol V6 powertrains and in their place is a new hybrid system. The 2.5-litre turbo hybrid drivetrain makes impressive 245kW/460Nm outputs but is also reasonable for thirst at a claimed 6.8L/100km on the combined cycle. It’s a strong drivetrain, and is more than punchy enough to safely propel its eight passengers.

The new Palisade drives well too, with successful local tuning for the suspension and keen handling for such a big vehicle. Add in the very practical cabin with room for even tall adults in the third row and I reckon that Hyundai has got a winner on its hands.

Hyundai i20 N

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Here’s a fun fact: did you know that Hyundai only makes the i20 N for two countries globally? That’s right, despite being built in Turkey, it’s no longer sold in Europe, nor any Asian market. Yep, the i20 N is only sold in Australia and New Zealand. That’s no surprise given how much our market loves performance cars, but of all the countries in the world, it’s made for just us (and NZ)? We should be honoured.

It’s not long for this world in its current generation, but the i20 N is one of the hot hatch greats of this century. The combination of a grunty 1.6-litre turbo-petrol engine, sweet six-speed manual, mechanical limited-slip differential and rorty exhaust sound like a winner, but add in the i20 N’s keen value equation, practical cabin and long list of features, and it’s a big shame that Hyundai hasn’t been able to make more for our market.

On the road, the i20 N is quite firm, but it’s an absolute riot moving swiftly from bend to bend with meaty controls and most of the aural drama you’d expect from Hyundai’s N division. Unfortunately, 2026 will see a new generation of i20 N, one that’s likely to be hybridised and fitted with an automatic transmission as standard. Because of that, I implore you to buy one if you’re in a position to because it’s a great ‘lil nugget as it is currently.

BMW X3 M50

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An M340i wagon makes a lot more sense to me than an X3 M50, but you can’t buy a new one locally so if you’re in need of more space but don’t want something too big, the X3 is your likely solution. Priced from $128,900 plus on-road costs, it’s not cheap, but it is very well equipped.

Then there’s its party piece: the iconic B58 3.0-litre turbo-six engine and ZF eight-speed automatic transmission pairing. Very quick (just 4.6 seconds to 100km/h), great to listen to and yet, somewhat efficient if you’re careful with it, the X3 M50 is a joy to drive. It handles excellently, as you’d expect for a BMW, but it’s also comfortable enough for our appalling roads.

The cabin of the new X3 is certainly more minimalist than the previous model, with masses of synthetic leather trim on the dashboard and a few ungainly plastics on the doors (like the handles). But it still all works well, and feels as solid as a BMW should. If you’re after a sporty mid-size luxury SUV, the BMW X3 M50 is one of the best at the moment – I’m still thinking about the M340i Touring though…

The Ferrari Amalfi may sit at the base of the Italian brand’s model hierarchy, but describing it as a “baby Ferrari” badly undersells what it delivers. This is a serious grand tourer with ferocious pace, cutting-edge technology and a level of usability that broadens its appeal beyond weekend blasts. Entry-level or not, the Amalfi still demands a price north of $380,000 before on-road costs – and it earns much of that asking figure.

Replacing the Roma in Ferrari’s global line-up, the Amalfi represents more than a light refresh. It introduces meaningful design, mechanical and ergonomic changes that justify a new name and a clearer identity. Ferrari positions it as a high-performance sports car that can be driven every day, and crucially, it feels engineered with that brief front of mind.

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Visually, the Amalfi adopts a cleaner, more modern look. The front end is pared back with slim headlights linked by a subtle black strip stretching across the nose, while the rear design has been tidied for a more cohesive appearance. It’s understated by Ferrari standards, but still unmistakably exotic.

The most obvious improvements are found inside. Ferrari has ditched the awkward portrait-style touchscreen of the Roma in favour of a wider, landscape-oriented display that’s better integrated into the dash. Apple CarPlay and Android Auto are now standard, and usability has taken a big step forward. Just as importantly, Ferrari has responded to criticism of its touch-heavy steering wheel by reintroducing proper physical buttons, along with a prominent red starter button. The result is a far more intuitive and tactile driving environment. Existing Ferrari owners can even retrofit the new wheel, albeit at considerable expense.

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Power still comes from Ferrari’s familiar 3.9-litre twin-turbocharged V8 mounted behind the front axle. For the Amalfi, it’s been revised to produce around 471kW – up from roughly 456kW – along with a hefty 760Nm of torque. Drive is sent exclusively to the rear wheels through an eight-speed dual-clutch transmission. Hardware upgrades include a new ECU, lighter camshafts and a reworked engine block, all contributing to sharper responses and stronger performance.

Ferrari claims the Amalfi is capable of pushing close to 320km/h, while the 0–100km/h sprint is dispatched in just 3.3 seconds. These figures place it firmly in supercar territory, regardless of its “entry” positioning.

Aerodynamics have also been refined, with a discreet, active rear spoiler that automatically adjusts its angle to suit driving conditions. At high speeds, it can generate up to 110kg of downforce at around 250km/h, improving stability without compromising the car’s clean design. The Amalfi also benefits from Ferrari’s latest electronic differential, updated Side Slip Control (SSC 6.1) and a new brake-by-wire system.

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On the road, the Amalfi strikes a compelling balance between approachability and excitement. Compared with rivals like the Aston Martin Vantage or Porsche 911 Turbo S, it feels less intimidating and more progressive at the limit. There’s huge performance on tap, but it’s delivered in a way that builds driver confidence rather than demanding constant vigilance.

The familiar Manettino dial allows the driver to cycle through Wet, Comfort, Sport, Race and ESC-off modes, each progressively loosening the car’s electronic safety net. With the Side Slip Control system working in the background, the Amalfi can be coaxed into playful oversteer without feeling unpredictable or spiky.

The V8 soundtrack is ever-present but refined. Ferrari says a new electronically controlled exhaust bypass valve adapts the sound to driving conditions, and while it may not be as thunderous as some rivals, the metallic edge and rising intensity give the Amalfi plenty of character. It’s engaging without being antisocial.

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Performance feels anything but diluted. The engine is flexible enough to rely on mid-range torque, allowing most driving to be handled in higher gears, while the transmission shifts quickly and cleanly via fixed carbon-fibre paddles. The sensation of downshifting into a corner, hearing the engine flare and feeling the chassis settle, is a reminder of what makes high-performance combustion cars so special.

Steering is electrically assisted but impressively direct, offering more feedback than many modern sports cars. The new brake-by-wire system may raise eyebrows, but once acclimatised, it delivers excellent modulation and precision, particularly when driving hard. Initial low-speed sensitivity fades as pace increases, revealing strong stopping power and fine control.

Ride quality is another highlight. Even without selecting Ferrari’s ‘Bumpy Road’ setting, the Amalfi remains composed over rough surfaces, coping admirably with challenging tarmac. Road noise, however, is more noticeable at highway speeds, largely due to the massive 285-section rear tyres. It’s a reminder that this is still a sports car first, GT second.

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Inside, the Amalfi feels like a genuine step forward from the Roma. Material quality is high, ergonomics are improved and the updated infotainment system is far more user-friendly. The seats remain on the firmer side, but provide excellent support during enthusiastic driving. A large central rev counter and clear digital displays ensure key information is always front and centre.

Practicality remains limited, as expected. The rear seats are suitable only for small children or extra storage, while the 273-litre boot is sufficient for a weekend away, comfortably accommodating luggage and camera gear.

Ultimately, the Ferrari Amalfi proves that “entry-level” is a relative term. It blends immense performance with everyday usability, modern technology and a more intuitive driving experience than its predecessor. It may be the most accessible Ferrari in the range, but there’s nothing modest about what it offers – except, perhaps, by Maranello’s own lofty standards.

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Suzuki’s Australia’s line-up is in a bit of a frump at the moment.

There’s a new Swift and the ever-popular Jimny off-roader, but aside from those two products, there hasn’t been much recent action for the brand in Australia. However, that’s set to change with its latest offering: the Fronx small SUV, which is the first in a slew of new product arriving on Aussie shores, including its first electric car. Can the Suzuki Fronx reignite interest in the brand’s local showrooms?

There’s just one Fronx spec available in Australia, dubbed ‘Hybrid’ and priced from $28,990 plus on-road costs. The Fronx is based on the Indian market Baleno hatchback, which exited from Australian showrooms in 2022, meaning the Fronx is certainly not a new product. There’s no cheaper Fronx on offer, but considering how price sensitive this end of the market is, there should be.

How well equipped is the Fronx?

Equipment highlights include 16-inch alloy wheels, dusk-sensing automatic LED exterior lighting, keyless entry with push button start, a leather-wrapped steering wheel, paddle shifters, synthetic leather and cloth trim, heated front seats, a 9.0-inch touchscreen with wireless Apple CarPlay and Android Auto, DAB+ digital radio, a wireless phone charger, three USB charging ports and a head-up display. 

Six airbags, autonomous emergency braking, lane keeping assistance, adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, auto high beam, speed sign recognition, front and rear parking sensors and a 360-degree camera complete the safety features list. A full features list can be seen at the bottom of this page.

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It’s relatively well equipped, though misses out on some big ticket items we’d expect for the price, including sat-nav, a digital driver’s display, a sunroof, automatic wipers and rear air vents. Both the Mahindra XUV 3XO and Chery Tiggo 4, the Fronx’s main competitors, are both better equipped and cheaper. 

What’s the engine like?

There’s only one drivetrain available in the Australian Fronx: a 1.5-litre four-cylinder petrol engine mated to a 12V mild-hybrid system. Outputs are a modest 76kW of power and 137Nm of torque, and a six-speed automatic is the only available transmission. At less than half throttle, it’s a fine drivetrain with a smooth nature, as well as an intuitive transmission that thankfully isn’t a CVT. 

Introduce more throttle however, and its performance and refinement shortcomings are instantly noticeable: this is a gutless and at times unrefined engine. It needs to work hard with most driving, which enhances the lack of refinement further.

Frustratingly for us, the Fronx available in the Indian market can be paired with a 1.0-litre three-cylinder turbocharged engine from Suzuki’s excellent ‘Boosterjet’ family, making similar power but around 40Nm more torque than the 1.5 litre-engine sold locally. We think that torque-rich drivetrain should be offered in Australia, at least in a higher-spec model, as it would enhance both efficiency and refinement.

The Fronx’s hybrid branding should also be taken with a grain of salt as it’s even more mild than most other mild hybrid systems on the market. Really, it’s a slightly extended stop-start system that will kill the engine just before coming to a stop, but in our experience, won’t coast when braking. 

Its mildness is not so much of an issue though, as the Fronx is quite efficient in everyday use – Suzuki claims 4.9L/100km and we achieved 5.4L/100km in mostly urban driving. A Yaris Cross hybrid is definitely more miserly with fuel, but that car costs just under $4000 more to buy. The Fronx will also happily accept 91RON regular unleaded fuel, lowering running costs even further. 

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What’s it like to drive?

On the road, the Fronx is fun to chuck around. It’s got a nimble chassis, feelsome steering for the segment and can put a smile on your face much more than the Tiggo 4. But there is a trade off to that fun factor because its ride is far too firm around town and the initial sharpness of its low speed bump absorption makes it feel like it’s been gifted far larger wheels than just 16s.

Little bumps and imperfections are exacerbated by the Fronx, which is odd considering its urban focus. Thankfully, the ride at higher speeds is more composed and more mature – once you eventually get there, that is. Its active safety features are well tuned, however.

The Fronx’s head-up display is fantastic. While it is a cheaper flip-up glass unit and not a newer, projected version, it displays a wealth of useful information such as the drivetrain energy flow, navigation directions from CarPlay or Android Auto, the speed limit and even when the cabin temperature is changed.

What’s the interior like?

The cabin of the Fronx is a bit dated to look at but it’s made of reasonable quality materials and it’s also both comfortable and functional. The burgundy and black synthetic leather and cloth trim is the only interior choice available – make sure you pick a colour that suits it in your eyes – and the front seats are supportive, but are missing lumbar adjustment. 

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The 9.0-inch touchscreen is the same unit that features in the latest Swift, and while its quality is sharp, it’s quite basic and it only features wireless smartphone mirroring and digital radio but with no sat-nav or live services – both features are again available in India. Sound quality is average too, with the Harman Kardon unit in the Mahindra XUV 3XO AX7L producing far punchier sound.

The rear seat in the Fronx is more commodious than you might expect and two six-footers will be fine for both leg- and headroom, though fitting three across might be difficult. Rear seat amenities include two USB charging ports, map pockets and bottle holders in the doors, though no cup holders or air vents – the latter is odd considering they’re available in some India-spec Fronx models. 

A healthy 304 litres of space lies behind the Fronx’s rear seat, which opens up to 1004 litres with the rear seats folded. There’s also a dual-level boot floor and a few hooks to hang bags off but frustratingly, there is no spare tyre. We could understand if the battery was located under the boot floor, like the recently updated Kia Stonic, but it’s not – so why is there no spare?

Service and warranty

Suzuki covers the Fronx with a five-year/unlimited km warranty with five years of roadside assistance, which is two years’ less than main rivals like Kia, Mahindra and Chery. Five years/75,000km of capped price servicing costs $2005 or $401 per year.

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Ultimately, the Fronx is an interesting addition to local Suzuki showrooms, and not just because of its name. It’s characterfully styled, spacious for its small size and relatively practical. But in some places, it’s also dated thanks to its age and it’s also not great value for money either. It’s also too firm around town and its drivetrain is nothing special, even despite its low fuel consumption.

Lowering its entry price, introducing a torque-rich and characterful turbo three-cylinder engine available in India and adding more features such as rear air vents would go a long way in adding appeal to the Fronx. But for right now, there are more practical, better value and more characterful small SUV options to choose from.

Suzuki Fronx specifications:

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Suzuki Fronx standard features:

• 16-inch alloy wheels with a tyre repair kit
• Keyless entry with push button start
• Dusk-sensing automatic LED exterior lighting
• Intermittent wipers
• Heated/auto-folding mirrors
• Synthetic burgundy leather and black cloth upholstery
• Heated front seats
• Leather-wrapped steering wheel with paddle shifters
• Single-zone automatic climate control
• Head-up display
• 9.0-inch touchscreen
• Wireless Apple CarPlay and Android Auto
• AM/FM/DAB+ digital radio
• Six-speaker sound system
• Wireless phone charger
• 3x USB charging ports (including one USB-C in the rear seat), 1x 12V socket

Fronx safety features:

• 6x airbags
• Autonomous emergency braking
• Adaptive cruise control
• Lane keeping assistance with lane departure warning
• Blind-spot monitoring
• Rear cross-traffic alert
• Speed sign recognition
• Auto high beam
• Front and rear parking sensors
• 360-degree camera
• Security alarm

UPDATE 22/12/25: ANCAP released a statement in which it said “independent testing of the Suzuki Fronx had resulted in the vehicle narrowly reaching the threshold for a one-star ANCAP safety rating, following poor performance in key crash tests and low levels of occupant protection for both adults and children.

“In addition to its poor overall crash performance, ANCAP testing identified a serious and separate safety concern, with a rear seatbelt failure occurring during the full width frontal crash test. This component failure has been reported to Australian and New Zealand vehicle safety regulators.”

Suzuki Australia released a statement in response: “Suzuki Australia acknowledges the recent ANCAP assessment of the 2025 FRONX Hybrid and is taking decisive action, including a thorough investigation, as customer safety is non-negotiable and remains Suzuki’s highest priority across Australia and New Zealand.

“Suzuki Australia has elevated the review of this assessment to a matter of immediate focus and is working directly with Suzuki Motor Corporation in Hamamatsu, Japan, and Suzuki New Zealand to fully understand the ANCAP testing outcomes. This review is being progressed with urgency and at the highest levels of the organisation.

“A thorough and disciplined investigation is underway, and Suzuki will take any actions required to uphold our safety standards and the trust our customers place in our brand.”

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Alfa Romeo Junior Ibrida

I blame a memory that goes back too far. Alfa’s Junior, a compact SUV, is also the spiritual successor to the cherished Alfasud, that great driver’s small car of the 1970s. Alas, the Junior doesn’t feel authentic Alfa: excessive understeer, sloppy steering on centre, the 1.2-litre triple turbo engine less than Alfa-willing, the performance modest. What makes it an Alfa visually feels tacked on. In today’s platform-based approach, Junior shares its underpinnings with seven Stellantis brands, each attempting to create an individual feel – a seemingly impossible task. Disappointment of the year? Sadly, yes for Alfisti.

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BMW 2 Series Gran Coupe M Sport

Confused by the Gran Coupe moniker? I was. Research revealed that the 220 is the mid-range sedan variant of the 1-Series hatch. So 2-Series and fwd, the 220 sharing its refined 2.0-litre four, in 150kW form, with the 120. The interior is status quo for a contemporary BMW: hideous instruments, saved only by the digital speedo, brilliant driving position and seats, tight rear quarters. In driving appeal, the 220 Gran Coupe is still perceptibly inferior when compared with the more rounded 3-Series, its front-wheel-drive chassis compromises its driving dynamics when compared with its bigger rear-wheel-drive sibling.

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Chery Tiggo 7 Super Hybrid Urban

Chery’s spectacular drive-away pricing appeals to value-conscious buyers looking for a mid-sized SUV. Alas, it’s mostly downhill from there: artificial steering communicates nothing from the front wheels and conspires with an overly soft suspension for a floaty cornering feel that non-drivers might translate as comfort. But even as an urban commuter, the Chery proves (like many Chinese cars) frustrating. Much work needs to be done to refine the driver assistance systems, like the lane centring and driver attention monitors. The near-constant beeping from the various procedures is beyond annoying.

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GWM Haval H6

My advice: wait for the Australian suspension and steering-tuned H6, promised for early 2026. This, and simultaneous modifications to the tuning of the PHEV power train, should ensure the Haval rises to a competitive level with other mid-sized SUVs. For now, slack on-centre steering and old-fashioned rack rattle, a lack of rebound control, combined with a too firm ride, and slow step-off acceleration conspire to limit the H6’s competitiveness. Add a compromised driving position and hard-to-read central screen, and it’s obvious the sooner GWM takes advantage of its ever-increasing ability to leverage improvements,
the better.

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Honda Civic – 2025-26 Car of the Year WINNER

Hidden away among the last of my notes for the Civic are three significant words: “Best car here.” Says it all, really. Yes, the handsome and refined 11th-generation Civic delivers responsive, almost hot-hatch, performance that’s seamlessly helped by an electric motor. This is combined with terrific economy: the combined official figure is 4.2l/100km, though I averaged 3.9l/100km on one road leg. Brilliant steering that’s intuitively weighted and 2.2 turns direct, inspires confidence and works perfectly with the Civic’s natural handling balance and fine roadholding. Faults: needs more equipment at the price, no spare wheel and excessive rear seat road noise.

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Hyundai Inster

I’m not surprised young designers are drawn to Hyundai. The Inster is another example of the Koreans’ design-led strategy, a willingness to take creative risks. The small EV’s styling flair – or is it caricature? – reminded the judges of Nissan’s late 1980s Pike models. A cheerfully bright and airy interior reflects
the same design ethos, EV refinement and relaxed dynamics. The long 2580mm wheelbase accounts for the large interior (short overhangs limit boot space), which makes the awkward driving position hard to accept. Part suburban runabout and part small SUV, the Inster delivers a civilised drive at a price.

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Isuzu MU-X

The MU-X steers and sounds like a truck because it is a truck, unable to hide the compromises and flaws of its ladder frame chassis and raucous 2.2-litre turbo diesel. Coil rears replace the sibling D-Max’s leaf springs, but can’t conceal the crude on-road dynamics. ESC that closes the engine to idle at even moderate cornering speeds, extreme understeer and vague steering confirm the Isuzu’s role as a capable off-road SUV rather than a car substitute. Still, it’s a truck that’s roomy for five (but a tight fit for the third row), well-equipped and now with an eight-speed auto.

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Kia EV3

Can the country of origin impact on the quality and dynamics of a car, even when they come from the same manufacturer? Seems so, Kia’s EV5 comes from China, the EV3 from South Korea. Australia’s close relationship with Kia allowed Australian tuning of the suspension, something that hasn’t been possible with the Chinese model. Changes to steering, springs and dampers help ride comfort (especially on the Air’s 17s) and handling, which matches any of its small SUV rivals like the Volvo EX30 and BYD Atto 3. If the styling appeals, the EV3 emerges as a competitive and inoffensive EV. Does inoffensive equal boring?

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Mahindra XUV3XO AX7L

India’s affordable city SUV makes plenty of sense for those customers who simply want basic transport. (Some may) demand more than charming looks, a roomy cabin, jaunty if noisy 1.2-litre triple and plenty of features. Erratic power steering, inconsistent stop-start … and a small boot offset the positives. I’d also like a translation of the complex model names: all 18 letters, split in two, plus a Mahindra badge, that appear on the rear hatch.

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Mazda CX-60 GT

Mazda’s third attempt at clarifying the CX-60’s suspension tune and market positioning mostly works, yet I don’t perceive the aspirational CX-60 as a true rival for the premium Volvo XC60, BMW X5 and Audi Q5. Chassis revisions make for a more comfortable, yet less controlled and still occasionally harsh ride. Despite excellent steering, this is not a sporting SUV, in part because the 3.3-litre inline six – there is even an INLINE 6 declaration on the flanks – isn’t creamy smooth as it revs out. No arguments on the quality or quietness of the interior. If only the CX60 looked less like every other Mazda SUV.

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MG HS Hybrid+ Essence – 2025-26 Car of the Year, 2nd

The MG HS proves nobody learns faster than the Chinese. Less than a year after launching the second-generation HS, MG added two hugely competitive hybrid versions that bring improved performance and efficiency. Crucially, too, the spacious medium SUV gets a raft of suspension modifications that lift the HS in terms of refinement, even steering and ride quality. Above all, the MG wins as a value package given the degree of standard equipment, driveaway pricing and the extended warranty – up to 10 years/250,000km if you stay with the dealer.

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IM5

IM is to MG what Lexus is to Toyota – the IM ostensibly being short for Intelligence in Motion – so yet another new Chinese sub-brand. Sized against the 5-Series and E-class, the EV IM5 comes in three performance levels. We expected Premium and got Performance. Which it truly does (2.9secs to 100km/h). It’s agile, SO fast and engaging, the looks smooth and slippery, the cabin smaller than anticipated. Shallow glass, thick A-pillars and a tiny rear window restrict visibility. The interior door handles, positioned at the back of the door bins, are idiotically difficult. Still, here come the quality Chinese.

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Nissan Ariya

This is a story of timing. Nissan first showed the Ariya concept at the Tokyo show in October 2019. The little changed production car appeared in July 2020. Australian journalists’ initial drive was in July 2022, but the EV crossover didn’t arrive locally until September 2025. By any measure, that is an overly long
gestation, though the generic styling hasn’t really dated. Meanwhile, forgetting the impact of Tesla, Australia has been engulfed by cheaper Chinese EV rivals. Dynamics are lacklustre – the driver is aware of the 2078kg weight – the ride uneven, the steering dull, the spacious interior minimalistic. So, no more than adequate.

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Polestar 4 Long Range

I’ll admit it, my old eyes can’t cope with the lack of a rear screen. The task of refocusing from looking out the windscreen to the eerie image produced by a rear facing camera feeding to the digital interior mirror, is beyond them. Inevitably, rear visibility is mediocre, the depth perception challenging. Why, when the Polestar 4 gets a solid body-coloured panel that occupies the same area as a conventional rear window? A perverse gimmick for its own sake, and I’d argue not what the still fledgling (Chinese-made) brand needs to conquer rivals from Porsche and BMW.

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Skoda Kodiaq Sportline

How do you choose between Kodiaq and VW Tayron when, under the skin, they are so closely related, sharing VW’s new MQB Evo architecture? Perhaps Skoda’s seven-year warranty, two years up on the VW, makes the difference when the price varies by a mere $500. The Skoda is an appealing, roomy, seven-
seat family SUV that drives well… but then so is the VW. Differences: the styling and interior design, of course. Do you prefer the Skoda’s forceful grille to the VW’s more contemporary and cleaner treatment? The Skoda feels more practical, the VW slightly more accelerative and refined. Toss a coin.

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Subaru Forester

The Forester, Subaru’s all-time Aussie favourite, has been with us for over 28 years, gently evolving without changing the recipe. An SUV before SUVs were cool, the sixth generation remains a tough, boxy and practical family car that’s capable, obviously well developed, notably quieter and comfortable. We also appreciated the excellent visibility, a welcome positive in 2026. That the Forester is also slow, even with electric assistance, is true to Subaru’s genre. This is an SUV you’d recommend to your mum, knowing she could neglect it for a decade without any issues before buying another one.

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Tesla Model Y

On paper and in practice, the Model Y gets a lot right: charging convenience and range, performance and a spacious cabin. There are also lots of faults: steering that’s numb around the middle, yet twitchy on turn-in, a harsh ride over big bumps, especially in the rear, and an excessively high-pitched whine from
the motor. I still struggle with Tesla’s dedication to minimalism. The only physical controls are limited to the pedals, steering-wheel buttons and knobs, seat adjusters, and indicator stalk. Everything else requires you to dive into its touchscreen (and take your eyes off the road) or use the patchy voice control.

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Toyota GR Corolla – 2025-26 Car of the Year, 3rd

Hard to imagine, but this Corolla is a car that’s happy to spend an hour or two cruising out to a racetrack, where it has the ability to frighten far more expensive performance models, before touring home in comfort, the driver wearing a permanent grin. The GR has the speed, grip, brakes and composure demanded by any weekend warrior, yet in automatic form (apparently the manual shifter isn’t as good as it should be) and with great seats, it’s also a daily driver. Young enthusiasts seem to enjoy the styling. I find it overwrought, tacky, even childish.

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Volkswagen Tayron

I don’t understand why VW would introduce a new nameplate for its three-row SUV when the predecessor Tiguan Allspace achieved real popularity. Marketing obviously believes it’s worth the millions-spend necessary to separate the Tayron from the smaller Tiguan. Accept that the third row is only for occasional use, and this is a real competitor, more car-like than many rivals, impressively finished, and a refined, almost premium feel to the drive. Delighted to see VW has made a U-turn, recognising that physical switchgear is easier and safer to use than haptic stuff. Worth remembering that a hybrid will arrive in the second quarter next year.

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Volvo EX30 Cross Country

Sophisticated, appealing, and stark inside and out, the EX30 is a small premium EV that looks good, has a desirable interior and is an engaging drive with startling performance. Yet, forever safety-conscious Volvo makes the lack of a head-up display – in echoes of Tesla, the digital speedo is on the centre screen –
unforgivable. You also need to use the menu to access the climate controls. Value? Not so good. The small size guarantees a tight rear compartment, the petite boot lacks a spare wheel, the range is only modest and those non-click indicators are annoying.

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It’s a question we get at WhichCar By Wheels all the time: what hybrid SUV should I buy?

The choice is expanding but in the Australian market, the Toyota RAV4 is currently the clear sales winner. But there’s no denying that better value options exist, and that’s before the much pricier new RAV4 arrives in 2026.

If you’re after a hybrid family car but prefer to do something different, what options do you have? Here’s the WhichCar by Wheels guide:

1. Hyundai Tucson

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• Price: From $42,850 plus on-road costs
• Drivetrain: 1.6-litre four-cylinder turbo hybrid, 172kW/367Nm, six-speed automatic, FWD or AWD
• Claimed fuel consumption: 4.9L/100km – 5.3L/100km

The winner of our 2025 Best Medium SUV award, the Hyundai Tucson is a great mid-size hybrid SUV and bests the RAV4 in a number of ways. Its cabin is roomier and higher quality, it’s better value for money with more standard features across the range, its hybrid system is punchier thanks to its turbocharger and its six-speed automatic transmission is more normal to drive than the RAV4’s eCVT.

Priced from $42,850 +ORC, the Tucson hybrid is offered in three models: base, mid-spec Elite and top-spec Premium, with even the base model well equipped. The 172kW 1.6-litre turbo-petrol hybrid drivetrain is refined and punchy, and while its 4.9L/100km combined fuel consumption rating is 0.2L/100km more than the RAV4, it’s still impressively fuel efficient in the real world.

2. Nissan X-Trail

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• Price: From $47,765 plus on-road costs
• Drivetrain: 1.5-litre three-cylinder turbo hybrid, 157kW/330Nm, CVT, AWD
• Claimed fuel consumption: 6.1L/100km

While it’s not as well known as a RAV4, nor as fuel efficient, the ‘e-Power’ hybrid system in the Nissan X-Trail is a great system. Instead of both the electric motor and petrol engine powering the wheels, the e-Power’s engine acts as a generator for the battery and electric motor. That makes the driving experience smoother as there’s no hand off between electric and petrol power, and only adds to the relaxing vibe of the X-Trail from behind the wheel.

For the moment, the e-Power drivetrain is only offered in all-wheel drive form and only in higher-spec models, so its $47,765 +ORC starting price looks steep in this company. But even the entry-level ST-L spec features luxury kit like synthetic leather trim and heated front seats, and the X-Trail’s cabin is spacious and noticeably higher quality than the RAV4.

3. MG HS Hybrid+

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• Price: From $40,990 drive away
• Drivetrain: 1.5-litre four-cylinder turbo hybrid, 165kW/340Nm, two-speed hybrid, FWD
• Claimed fuel consumption: 5.2L/100km

It recently nearly won the 2025-26 Wheels Car of the Year award, placed only behind the excellent Honda Civic, – the MG HS Hybrid+ offers a lot to those wanting a hybrid family car. Firstly, its value equation is excellent: Priced from just $40,990 drive away, the HS is more affordable than any of the 2025 RAV4 models (let alone the 2026 version). It’s also quite well equipped, even in entry-level Excite form.

The HS Hybrid+’s 1.5-litre turbo petrol hybrid drivetrain is not quite as efficient as the RAV4’s (4.7L/100km versus 5.2L/100km), but it is more powerful and more refined as well. The HS’ cabin is good quality throughout, with plusher materials than the RAV4, and on the road, it impresses as well with genuine sophistication in its ride and handling set up. Add in MG’s 10-year (conditional) new-car warranty and it’s a strong overall package.

4. Toyota Corolla Cross

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• Price: From $37,440 plus on-road costs
• Drivetrain: 2.0-litre four-cylinder hybrid, 146kW, eCVT, FWD or AWD
• Claimed fuel consumption: 4.2L/100km – 4.5L/100km

Recently given a mid-life facelift, the Toyota Corolla Cross is a great alternative to the RAV4 because it follows the same recipe as its sibling, but just with smaller sizing (or, for many of us, how RAV4s used to be sized back in the early 2000s). Not everybody needs a large vehicle and the Corolla Cross is a great product for those wanting something more compact than a RAV4 – but, crucially, still with excellent fuel efficiency.

In fact, the Corolla Cross is rated as low as 4.2L/100km, which is as much as 0.5L/100km less than the RAV4 – but its 146kW power output is only 14kW less. Pricing is also a factor as to why the Corolla Cross is a great alternative to the RAV4: Its $37,440 +ORC starting price is $4820 less than the 2025 RAV4 and a massive $8550 less than the 2026 model, making it a lot more affordable than its larger sibling.

5. Toyota Camry

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• Price: From $39,990 plus on-road costs
• Drivetrain: 2.5-litre four-cylinder hybrid, 170kW, eCVT, FWD
• Claimed fuel consumption: 4.0L/100km

We’ve arguably saved the best alternative to the RAV4 for last: the iconic Toyota Camry. Sure, it doesn’t have the higher seating position or supposed cool factor of an SUV, but in a lot of ways, the Camry is a superior product to the RAV4. Using a similar 2.5-litre hybrid drivetrain but a generation newer for more power and efficiency, the Camry is insanely fuel efficient for such a large vehicle rated at just 4.0L/100km and that’s fairly easy to achieve too.

Priced from $39,990 plus on-road costs – or $2270 less than the current RAV4 and a massive $6000 less than the expensive new model – the Camry is excellent value for money, and it’s also well equipped across the range. Its cabin is higher quality and more spacious than the RAV4, while its 524-litre boot is also large. The Camry is overall lovely to drive – relaxing and comfortable, but also capable of a bit of fun and certainly a nicer steer than the RAV4. If you’re looking for a hybrid family car, the Camry is undoubtedly one of the best options.

MG Motor Australia has confirmed local pricing and specifications for the all-new MG7, a mid-size fastback sedan aimed at buyers who want something more style-focused than a traditional four-door. The MG7 arrives as a single, well-equipped variant priced at $44,990 before on-road costs, and was just awarded a five-star safety rating by ANCAP with impressive scores in all areas of testing.

The MG7’s headline is its coupe-like fastback profile, a body style that has become rare in the mainstream mid-size market. MG is leaning into the sporty theme with frameless doors, quad exhaust outlets and a deployable rear spoiler. The spoiler can be adjusted through multiple stages, giving the driver some control over the car’s look and aero behaviour.

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Under the bonnet is a 2.0-litre turbocharged four-cylinder petrol engine producing 170kW and 380Nm. Drive is sent to the front wheels via a nine-speed automatic transmission, supported by an electronic limited-slip differential. MG says the chassis is tuned for predictable handling, and the MG7 rides on 19-inch alloy wheels wrapped in 245/40 Michelin tyres.

Inside, the MG7 is pitched as a premium step up for the brand, with soft-touch trim, dual-zone climate control, a six-way power-adjustable driver’s seat and a panoramic sunroof. A Bose 14-speaker sound system is standard, as is a head-up display.

Technology is centred around a 12.3-inch touchscreen with both wired and wireless Apple CarPlay and Android Auto. Wireless phone charging, satellite navigation and a 360-degree camera system are also included as standard. MG says the car’s drive modes and electronic suspension settings can be customised, along with exhaust sound and the spoiler’s operation.

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Safety gear includes seven airbags and the brand’s MG Pilot driver assistance suite of safety features. Local vehicle safety agency ANCAP recently crash tested and awarded the MG7 a five-star rating, with impressive scores of 88 per cent for adult occupancy protection, 85 per cent for child occupancy protection, 80 per cent for vulnerable road user protection and 81 per cent for safety assist.

The MG7 is offered in Emerald Green as the standard colour. Other paint finishes cost $695 extra, and a Bordeaux Red suede-like interior package is a $695 option.

Like MG’s broader Australian range, the MG7 is covered by a 10-year warranty when serviced through MG dealerships. The brand’s local network now tops 100 outlets, which MG says will support nationwide rollout and servicing as deliveries begin.

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Why the Wildtrak Was the Right Fit for Leigh

For Melbourne gym owner Leigh Whitney, the search for a new ute was all about finding a vehicle that could match his active family lifestyle. After test-driving multiple models and diving deep into 4×4 comparisons, the next-gen Ford Ranger Wildtrak consistently came out on top. It had every feature he wanted, the right blend of capability and value, and a reputation for comfort and usability that suited their five-person household perfectly.

Life With the Next-Gen Ranger

Stepping out of his eight-year-old BT-50 and into the Wildtrak felt like shifting forward a generation. The technology alone — adaptive cruise control, driver-awareness systems, Apple CarPlay and the large central display — transformed Leigh’s day-to-day driving. Whether he’s commuting around Hampton, running errands for his gym Sweat Master, or doing school runs, the Wildtrak feels refined, intuitive and surprisingly easy to manoeuvre.

Family Adventures, Mountain Bikes and Snow Trips

Weekends for the Whitney family revolve around activity — mountain biking, sport, and longer road trips whenever time allows. The Ranger’s tub effortlessly fits three or four bikes, made even easier with the addition of a rack and the electric roller shutter. On bigger trips, everything goes in the back — wet, dirty, bulky, it doesn’t matter — and the Wildtrak never feels weighed down.

Snow destinations like Thredbo, Perisher and Jindabyne are regular stops on their calendar. With five on board and a full load of gear, the Ranger stays stable and smooth, making long-distance runs feel effortless. Now that Leigh has a proper 4×4 — not just a 4×2 — he’s excited to explore more trails in the mountains and make four-wheel driving a bigger part of future trips.

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The Comfort and Tech That Make Long Drives Easy

Compared to his previous utes, the Wildtrak’s ride quality stands out immediately. The adaptive cruise control takes the fatigue out of long drives, while the advanced lighting system — which automatically adjusts to highlight dark patches on country roads — has become a favourite feature for family trips to Sydney. The whole vehicle simply feels designed around effortless travel.

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A Versatile Ute Built for Their Busy Family Lifestyle

What Leigh appreciates most is the Wildtrak’s versatility. It handles weekday errands as easily as it handles long-haul family travel, outdoor adventures and off-road plans. His young son loves the tech and the “cool-factor”, his mates rate the look, and Leigh sees it as a ute that enhances how they live — making every trip smoother, easier and more enjoyable. For a family constantly on the move, the Ranger fits perfectly into every part of the lifestyle they love.

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Why Connor Chose the Ranger

For Connor McNally, an event manager for Cricket Australia, life is constantly moving — early mornings, shifting venues, and quick escapes whenever time allows. When he bought his 2016 Ford Ranger toward the end of the COVID-era market chaos, he needed a ute that was powerful, affordable and ready for anything. The Ranger stood out for its real-world capability: strong towing performance, rear diff lock as standard, and the reliability he could trust day in, day out.

How the Ranger Fits His Work and Travel

Across Melbourne and beyond, Connor uses the Ranger as a mobile workspace. The metal canopy and custom rear setup let him haul equipment between offices and event sites without fuss. But once the work week wraps, the Ranger transforms into his getaway vehicle. With a dual-battery system and fridge running full-time, he can throw a swag in the back, hook up a trailer or take off for a spontaneous winter trip with almost zero prep.

Connor McNally’s 2016 Ford Ranger

Why Connor Chose the Ranger

For Connor McNally, an event manager for Cricket Australia, life is constantly moving — early mornings, shifting venues, and quick escapes whenever time allows. When he bought his 2016 Ford Ranger toward the end of the COVID-era market chaos, he needed a ute that was powerful, affordable and ready for anything. The Ranger stood out for its real-world capability: strong towing performance, rear diff lock as standard, and the reliability he could trust day in, day out.

How the Ranger Fits His Work and Travel

Across Melbourne and beyond, Connor uses the Ranger as a mobile workspace. The metal canopy and custom rear setup let him haul equipment between offices and event sites without fuss. But once the work week wraps, the Ranger transforms into his getaway vehicle. With a dual-battery system and fridge running full-time, he can throw a swag in the back, hook up a trailer or take off for a spontaneous winter trip with almost zero prep.

Towing, Trips and Real-World Capability

What Connor values most is how consistently the Ranger delivers. From towing his 1,600kg boat to running long highway stretches, it feels surefooted and strong — a big step up from other vehicles he’s towed with, including an MU-X. Even in Tasmania’s freezing August weather or South Australia’s 38-degree heat, the Ranger never faltered. And with a lift and plenty of clearance, it’s taken him deep into the kind of tracks he lives for.

Taking the Ranger Further — From Tasmania to the Gibb River Road

Connor’s Ranger has carried him across some of the most memorable corners of the country: the wild west coast of Tasmania, the sweeping beaches of Rapid Bay, and iconic outback favourites like Cash Island, the Gibb River Road and the Dampier Peninsula. Whether he’s travelling solo or with his partner, the Ranger has even doubled as home for month-long stretches — something few vehicles can genuinely handle.

A Dependable Companion for Every Chapter of His Life

At close to 240,000km, with dents and scratches inherited from previous owners, Connor’s Ranger wears its history proudly. To him, that’s the beauty of it. It’s dependable, capable and always ready for what’s next. Whether towing, camping or simply squeezing more adventure into his weekends, the Ranger is the vehicle that keeps pace with every part of his life.