It seems almost unimaginable today but there was a time when Porsche found itself contemplating a future without the 911.

It was the early 1970s, and far from being the icon it has become today, the 911 was then still a relatively new model, less than a decade old. But Porsche was in turmoil, both from within and without.

Inside Zuffenhausen, a seismic shift had taken place with Ferry Porsche changing the structure of what had up until 1972 been a family-run business, into a publicly-listed company. It did not come without blood-letting, with Ferry’s son, Ferdinand ‘Butzi’ Porsche, and Ferdinand Piëch (Ferry’s nephew and grandson of company founder Ferdinand Porsche) shown the door.

A new board was installed. At its head, Ernst Fuhrmann, the one-time Porsche engineer who had returned to the company in 1971, took over as chairman.

Externally, the German brand was facing uncertainty from its biggest market, the United States, where looming regulations around stricter crash-protections along with tighter emissions controls, threatened to scupper the viability of its halo 911 model. Additionally, the US’s national road safety watchdog was holding a two-year review into the safety of rear-engined cars and while the review ultimately found they presented no increased risk, the very fact the review existed at all had spooked Porsche. Without the US, the 911 – and Porsche itself – was teetering on the brink.

2

As Fuhrmann later recalled, “The worst thing was no one knew exactly what these [new US] laws would be like or when they would take effect.”

Something new was needed.

Enter the Porsche 928, a front-engined grand tourer that, depending on whose memory you believe, was conceived to either replace the 911 or form part of a wider model line-up. Fuhrmann as much as admitted he saw an end for 911, revealing in an interview in Karl Ludvigsen’s illuminating Porsche: Excellence Was Expected, he only saw the 911 lasting until 1975. In its place Porsche’s new chief envisaged a more premium product, one that could take on the likes of Mercedes-Benz, Jaguar and BMW in the luxury grand tourer arena. And in a massive departure for the brand, it was to feature the engine up front.

Development began in February 1972, led by Wolfhelm Gorissen, Wolfgang Eyb and Helmut Flegl. Fuhrmann’s vision might have been radical but according to Gorissen, “everyone was on board”.
While the fundamentals of the 928 were simple enough – front-engine, transaxle, 2+2 seating – the decision as to what engine would power Zuffenhausen’s grand tourer proved more difficult.

Various engine configurations were considered and rejected including a 3.5-litre V6 (too tall to fit under the bonnet) and a V10 based off Volkswagen’s EA825 five-cylinder (too Volkswagen) before settling on a V8, crucially one with a 90-degree vee angle that would sit nicely under the 928’s low, sloping bonnet.

“A Porsche must have a low bonnet line. A horizontally-opposed engine would allow that, but it would make the car too wide,” Flegl said at the 928’s launch in 1977. “The compromise has to be a 90-degree V8.”

1

Porsche’s in-house developed 4.5-litre water-cooled V8 was a thoroughly modern piece of kit. Constructed entirely of lightweight alloys, with 95mm bore and 78.9mm stroke, and with two valves per cylinder all housed inside heads offset by 27mm (the right bank ahead of the left). Two overhead camshafts, one per cylinder bank, featured hydraulic rockers activating the valves. A compression ratio of 8.5:1 ensured the new V8 could run on what was claimed at the car’s launch in 1977 as “the lowest grade of fuel”. Electronic fuel pumps fed the Bosch K-Jetronic injection system.

The end result: modest outputs of 180kW at 5250rpm and 363Nm at 3600rpm.

Another critical decision during those early days was around weight-distribution. While not a sports car in the same vein as the 911, the 928 nevertheless needed to offer a balanced chassis and with sporting dynamics befitting the Porsche badge.

As Flegl described, “The most critical terms of reference in the development of new cars nowadays are the American regulations. But since no-one really knows just what those rules will be in the next few vears, you have to be equipped to meet any eventuality.

“The only thing that’s certain about the future design rules is that they’ll be framed around front-engined cars. But there are disadvantages about having the engine mounted in the front in a high-performance car, and if you do it the only logical solution is to separate the power plant from the transmission and use a rear-mounted transaxle.”

Initially available with either a new Porsche-developed five-speed manual or three-speed Mercedes-Benz-sourced automatic, Porsche’s transaxle was mounted ahead of the differential, with the clutch located up front. The V8 itself was mounted well back inside the 928’s chassis, what today would be called mid-front, the end result being perfect 50:50 weight distribution.

1

Up front, lightweight alloy upper and lower wishbones helped to keep unsprung weight down. Coil springs, inward-facing shock absorbers, and an anti-roll completed the front suspension picture.
Out back, a new revolutionary design helped the 928 achieve greater stability during cornering, reducing oversteer and even offered a small measure of ‘four-wheel’ steering. Dubbed the ‘Weissach axle’, the system utilised the rear suspension’s trailing arms and specially-designed rubber bushings to increase the amount of rear-wheel toe-in during deceleration, dramatically reducing the risk of lift-off oversteer.

The 928’s exterior styling was overseen by Porsche’s design chief Anatole Lapine alongside principal designer Wolfgang Möbius. Larger than the 911, the 928’s unusually curvaceous, almost bulbous, design hid its size well. As Lapine recalled later, several elements of the 928’s body were ‘must-haves’.

“It definitely had to have a Porsche [bonnet], smooth and not cluttered up,” he said. “With a Porsche, you do not dominate with radiator openings.” The subsequent air inlets that fed air to the front-mounted radiator were tucked neatly away under the front bumper.

Bumper? What bumper? While to the naked eye the 928 was conspicuously devoid of front and rear bumpers, US regulations decreed impact-absorbing bars must be fitted to all new cars. Here, Porsche’s designers, keen to keep the 928’s sleek profile as smooth and uncluttered as possible, integrated the bumpers, rated at the mandated impact speeds of up to 8km/h, behind the car’s bodywork, comprising one-piece polyurethane panels that bent with slight impact before flexing back into shape. Clever.

Low-profile Pirelli P7 rubber clothed the 928’s 16-inch alloy wheels, six inches wide up front and seven at the rear. Their distinctive five-hole design by Stahlschmitt became a defining feature of early cars.

Other signature elements contributed to its distinctive appearance – the exposed pop-up headlights that invoked the Lamborghini Miura, the sharply-forward-angled B-pillar which in turn led to the uneven hexagonal-shaped doors. The rakish B-pillars, far from purely decorative, formed an integral part of the 928’s roll-over structure.

At the rear, the 928’s fastback shape added a level of practicality not found in 911. Lifting the glass hatch revealed a decently-sized cargo area while the rear seats could be folded flat to open up even more space.

3

The cabin itself exuded luxury befitting the flagship. Sure, the seats in early models were draped in love-it-or-hate-it black-and-white ‘Pasha’ checkerboard pattern, but they were of their time and strangely alluring.

Still, there remained a familiarity within, despite the 928 being an all-new, ground-up model. The steering wheel was straight out of the 911 parts bin, imbuing the cabin with that unmistakable Porsche feel. So too the front seats, also lifted from the 911 back catalogue although the 928’s ‘Pasha’ seat inserts debuted in the new model. The 911’s similarly-patterned cloth seats were draped in a slightly different black-and-white pattern, dubbed ‘Pepita’.

That’s not to say the 928 didn’t have its own character. The steering wheel was adjustable for height while the instrument cluster, attached to the steering column, moved up or down with wheel adjustment, ensuring the driver always had a clear and uninterrupted view of the dials.

Despite the 928’s cabin being around 11.5 centimetres longer than the 911’s, second-row space remained at a premium. The 2+2 seating arrangement was best saved for kids or young teens while the car’s transaxle layout was keenly felt with a large transmission tunnel between the rear pews.

By 1973 Porsche had finished the 928’s basic design and engineering. Testing began and continued throughout the remainder of the year and into 1974. But the global oil crisis cooled Porsche’s ardour for a large, V8-powered grand tourer and development, while not shelved, certainly cooled.

The pace picked up again in 1976 with the deserts of Algeria hosting Porsche for hot-weather testing with temperatures in the low 40s Celsius range. When the team moved to the Arctic Circle in Finland in January 1977, they were met by temperatures of minus 28-degree Celsius, the two extremes a vital part of ensuring the 928’s systems could cope.

2

By 1977, Porsche was ready to unveil its newest ‘baby’ and in March, the covers came off at the Geneva motor show. With a price tag of DM55,000, the 928 was considerably dearer than the base model 911 SC (3.0) which started at around DM40,000.

Porsche’s first grand tourer, a bold redefining of the luxury sports car genre, was a critical success from the outset. Contemporary reviewers lauded its daring and innovative styling, effortless V8 power and for its unashamedly luxurious proposition. This was no 911, they said almost in unison.

Early reviews were overwhelmingly positive. US publication Car and Driver gushed when it said “the 928 may well be the best all-around car in the world today”, while Road & Track was equally effusive writing that it represented “a quantum leap forward in performance car design”.

Across the Atlantic, Britain’s Autocar drew comparisons with the 911, writing that the 928 “handles with incredible poise for a car of its size and weight, and the level of refinement is in another league entirely from the 911”.

Here in Australia, Wheels wrote “this Porsche already is pretty much the complete car, with long life ahead of it and the massive development prowess of Porsche behind it all the way. It is one of those cars that is taking automotive engineering a few steps further.”

The European Car of the Year gong, a first for a sports car, followed in 1978. It seemed nothing could stop the 928 from being a runaway success, except…it had failed to win over the one cohort Porsche most needed – 911 owners, who disparaged the bigger 928 as too heavy, too slow, too expensive, too front-engined and not 911 enough.

Modest initial sales did nothing to dampen Porsche’s commitment to the 928 and over its 18-year production run, updates kept the model fresh.

1

The original 928, released in 1977, was as per the blueprint – a 4.5-litre V8 making 177kW/363Nm, good for a 0-100km/h claim of around 7.0 seconds.

The lazy V8, as Wheels wrote, “is one of those powerplants that just gets on with the job. It feels strong and lively without seeming especially potent, rather belying the performance it is capable of providing.
“It takes very little time to appreciate Porsche’s efforts with the Weissach axle … and the perfect weight distribution endow the car with roadholding that, at a stroke, matches the [911] Turbo’s and therefore puts the 928 into the top echelon of road cars.”

Conscious of slow sales, Porsche pushed ahead with the development of the more powerful 928 S, released in 1980. Engine capacity had increased to 4.7 litres, with outputs boosted to 221kW and 385Nm.

Body refinements included the addition of a front and rear spoiler, improving aero efficiency which, when combined with that more powerful V8, saw acceleration improve by almost a second, now rated at 6.2s for the 0-100km/h dash. It was, according to Wheels, “the car it should have been from the beginning”.

But behind the scenes, Porsche was in trouble, with stagnant sales and reliability issues across its model range. Fuhrmann, the father of 928 and the 911’s erstwhile Grim Reaper, was shown the door, replaced by an American, Peter Schutz, who famously removed the 911’s stay of execution and granted it a full pardon.

As Schutz recalled of his fateful 1981 meeting with Dr Helmut Bott, Porsche’s then head of R&D: “On the wall he had a chart of the 928 and the 924 and the planned continuing evolution of those cars – and then the 911 stopped in 1981,” Schutz told respected Porsche publication, 9 Magazine. “I picked up a big crayon on Helmut Bott’s desk, walked over to the wall and extended the 911 line off the chart, on the wall, around the corner, around another corner all the way over to the window. And I asked him, ‘Professor Bott, do we understand each other?’ and he had a grin from ear to ear and he said, ‘Yes, Herr Schutz.’”

There would be no Porsche without 911.

What of the S4 then, which followed in 1986? Visibly different to its predecessors, the updated 928 represented a step-change for the model line. Gone was the slightly gawky appearance of its predecessors and in its place, an altogether more elegant looking car. Softer edges, reprofiled front and rear bumpers, new tail-lights, and a new rear wing, contributed not only to a better-resolved design, but also to a reduction in drag, its aero efficiency now rated at 0.34Cd.

1

Under the bonnet, the V8 had grown to 5.0-litres and with new double overhead cams and four valves per cylinder, outputs increased to 239kW and 420Nm, making this a significantly quicker 928. Zero to 100km/h was dispatched in just 5.5 seconds.“Dead easy to drive, the sleek silver 928 S4 loped along like a cruise missile,” reported Wheels. “Plant the sucker at 200 km/h and it just surges forward, sitting flat and solid. You don’t treat corners gingerly … you attack them. If it has limits of adhesion, they’re someplace I don’t want to go.”

The 928 GT followed in 1989 and while the engine basics remained the same – 5.0 litres, with a slight power increase to 246kW – the GT stood out for only being available with a manual gearbox, despite the majority of 928 buyers opting for automatic.

Here was a 928 that the purists could love or, as Car and Driver noted, “the GT is a deadly serious driver’s car. In its quest for pure performance, Porsche has chiseled off most of the 928’s remaining soft edges… a damn serious automobile, requiring a se­rious investment and delivering serious performance”.

In 1992, the final iteration of Porsche’s troubled but sublime grand tourer gave the 928 a fitting send-off.

The GTS enjoyed all the fruits of 15 years of development. Everything about it was boosted. Porsche’s biggest V8 yet – a stroked 5.4 litres – resulted in outputs of 261kW and 491Nm and a breathless-for-the-time 0-100km/h claim of 5.4 seconds. A wider rear track, along with the largest rubber ever worn by a 928, necessitated beefed-up wheel arches, a first for the 928. Here then, was the apogee of Porsche’s grand tourer which, while try as it might, still could not displace the 911 in the hearts – and wallets – of Porsche loyalists.

Sure, it had found its own audience – a total of just over 61,000 sales speaks to a different breed of loyalist – but ultimately, as Wheels’ Peter Robinson noted in his farewell to the 928 in our May 1996 issue, “in the end, the customer decided”.

The end came on July 26, 1995, the last ever 928, a Perlglanz (light green pearl) US-market GTS rolling off the production line, bringing down the curtain on a model that Robinson so eloquently summed up as a “rarity among cars, a totally new model, owing nothing to those that had gone before”.

Perhaps the final word should go to Peter Reisinger, Porsche’s modeller during that tumultuous period when the company was teetering on the edge, where the 911’s future looked shaky at best, bleak at worst.

“For 15 years I was a 911 freak. I couldn’t imagine changing to a bigger car, but I thought I should try the 928. Now I love it more every day.

“They’re still both Porsches, but their characters are completely different. I suppose that’s why the 928 never did replace the 911.”

Risky Business

1

It’s arguably the most famous Porsche 928 of all. Risky Business, Paul Brickman’s seminal 1983 film, made a star of Tom Cruise – and the Porsche 928. Brickman reportedly chose the 928 over its more famous 911 stablemate because he regarded the 911 as too ‘mundane’.

Three 928s were used during filming while the car Cruise’s character, Joel Goodsen, drove into Lake Michigan in one of the movie’s pivotal scenes, was actually just an engine-less rolling chassis and body.
Famously, Cruise who prior to filming had little experience with manual gearboxes, learned to drive
a stick-shift during filming in the starring 928, an education no doubt made trickier by the 928’s dog-leg shift arrangement.

That car set a new record price for the 928 when it sold for US$1.98 million (A$2.97 million) in 2021.

Our Porsche 928 S4

1

The 928 had really hit its straps when the car depicted on these pages was delivered to its new Australian owner in November, 1988. An S4 model, it packed Porsche’s double-overhead cam 5.0-litre V8 good for 239kW and 420Nm delivered to the rear wheels via a four-speed automatic transmission.

Priced at a smidge over $200,000 (before on road-costs and options) when new in 1988, this particular example was finished in slate grey metallic paint over soft linen leather seat upholstery, nicely accented by black leather interior elements.

Original factory-fitted equipment included 16-inch alloys, a Euro Vox CD player and audio system, air-con, sunroof, powered seats with lumbar support for the driver, cruise control and a trip computer, heady stuff for the time.

With 181,000km showing on the odometer, this matching numbers Aussie S4 has enjoyed four owners over its 38-year life. It’s now on its way to a fifth owner, having been recently sold by Melbourne’s Young Timers Garage (price undisclosed).

Looking at it today, the 928’s design is still fresh, owing its contemporary looks to the vision of the design team at Zuffenhausen back in the 1970s.

And while it might have had its detractors when new, today the 928 has come into its own, a distinctive grand tourer that offered a blend of luxurious comfort and performance that, while not quite on a par with the 911, thrilled in a different way.

1

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

Hot on the heels of the value-packed Sealion 5, BYD Australia also released the Sealion 8, a large, three-row SUV, with pricing that starts from $56,990 and rises to $70,990 before on-road costs.

Three model grades are available, with the entry Dynamic FWD kicking the range off, the mid-grade Dynamic AWD starting from $63,990 before on-road costs, and the Premium AWD rounding out the range.

Despite the short launch drive, Wheels suspects the middle of the range Dynamic AWD will be the favourite in Australia, and is indeed the pick of the range. Given the point of difference for BYD in this segment is the electric-only range a PHEV brings with it, there’s a lot to like about the Sealion 8’s specification sheet.

1

Holding more than 1000 orders around the country at the time of launch before buyers had even test driven the new Sealion 8, BYD is confident this large SUV can make a dent in the market share of the established players. The key difference beyond front or all-wheel drive, is the battery capacity, and therefore the pure electric range. The base model gets a 19kWh battery, while the two AWD models get a 35.6kWh battery, delivering claimed ranges of 100km and 152Km respectively on the NEDC cycle.

The power and torque figures are also different, and the two AWD models are powerhouses. BYD uses a 1.5-litre, turbocharged four-cylinder engine, DM-i Super Hybrid drivetrain technology, permanent magnet synchronous motors and their Blade Lithium Iron Phosphate battery pack. Even the FWD model makes combined outputs of 205kW and 315Nm, but it’s the two AWD versions that get a hefty 359kW and 675Nm – numbers that translate to a fast SUV in the real world. How fast? 4.9 seconds to 100km/h for the
powerful versions.

Like Sealion 5, BYD has quoted tested fuel use both before and after the battery is depleted. As such, you’ll use 1L/100km for the first 100km with a full charge on board, and then 6.3L/100km when the battery dips below 25 percent charge. Those numbers will stand well even with the regular large hybrid SUV brigade. With a 60-litre fuel tank, BYD is claiming cruising ranges beyond 1000km – another factor that will attract family road trip enthusiasts.

5

Seven seats is a first for BYD in Australia, and while the third row is a challenge to get into, there’s decent space once you do get back there. With the third row in use, the Sealion 8 facilitates 270L of luggage, out to 960L with the third row down, and then 1960L with the second row down. Taking into account the negative of no spare wheel for road trips, this is an otherwise space efficient large SUV.

In short, BYD has thrown as much technology and standard equipment at the Sealion 8 as it can, while still focusing on the sharp pricing it is intent to deliver. AWD models get multi-mode, adaptive body control, while across the range, there’s an advanced infotainment system with a huge 15.6-inch control touchscreen, a 10.25-inch driver’s display, panoramic sunroof, six-way adjustable electric driver (eight-way for Premium) and passenger seat, and keyless entry and start via either the key fob, an NFC card, or the BYD smartphone app and its digital key.

There’s no ANCAP safety rating as yet, but the Sealion 8 will be tested and with nine airbags, emergency call capability, child presence detection, a head up display, a 360-degree camera, four front and four rear sensors, as well as ISOFIX points at the outer second row seats, and three top tethers, BYD would be hoping it will score well.

3

The premium nature of the cabin is enhanced by the quality of the leather trim, the large sunroof and broad glasshouse that lets plenty of light into the cabin, making it feel even more spacious than it is. The 1500-watt, 21-speaker audio system provides a beautiful sound stage, and the interaction with the huge infotainment screen is crips and precise.

BYD claims a premium aesthetic, and it has delivered one. Firing through multiple model grades at launch, our drive is brief, but there’s no doubt the range topper on 21-inch rims with Goodyear tyres isn’t the one you’d have if you spend a lot your time on country roads. The ride is firm, sometimes harsh, and we preferred the softer bump absorption of the 20-inch rims and Hankook tyres. Cabin comfort was strong,
and there wasn’t much in the way of tyre or wind noise entering the cabin, even at 100km/h on rough surfaces.

This is a big SUV – obviously – so Wheels wasn’t expecting it to handle like a sports car, but it’s nevertheless pretty well tied down – firm ride aside. The steering has the right balance between low speed ease and high speed certainty, and the brakes never did anything out of the ordinary either.

In theory, and in the real world for most of us, the beauty of a PHEV is the charging can be undertaken at home with a regular powerpoint. And, most of us commute less than 100km each day, meaning you won’t use any fuel if you don’t want to, getting to and from work each day. As such, more and more Australians are considering a PHEV and the Sealion 8 satisfies those of you looking for the tech, but needing a three-row, large SUV. At the time of testing, Chery Tiggo 8 and Kia Sorento represent the key competitors in the large SUV segment, but the undeniably sharp pricing of the Sealion 8 is sure to interest plenty.

1

Specs

Plug-in hybrids have had an interesting history in the Australian new car market. Maligned initially, seen as being neither conventional nor future focused, and with electric-only ranges that were ripe for criticism, even early adopters were skeptical. Now, however, with electric ranges around the 100km mark, more buyers are considering a plug-in hybrid and BYD is primed to take advantage of that.

“I agree that they make sense for the average driver,” Stephen Collins, Chief Operating Officer for BYD Australia told Wheels at the launch of the Sealion 5 and Sealion 8. “I think it’s just a great solution for those people who don’t want to go the full EV thing as yet for whatever reason that may be and I think they’re just a great solution.”

A quick look at the popularity of BYD’s Shark 6 dual cab – especially in urban areas shows that Australian new car buyers even in a segment as competitive as the dual cab segment, will look to alternative technology. “ I do think Shark has just been such a good example of that, where the capability of the vehicle is so strong” Collins said.

1

As many owners have told Wheels, the opportunity to sample electric vehicle driving, without the range anxiety or charging issues that can come with a full EV, is the primary reason for the appeal of a plug-in hybrid. “The plug-in hybrid component just gives flexibility,” Collins told Wheels. “So I think customers are
really voting with their feet in that it really just provides such a good solution for so many of them.”

As such, and with sales of pure electric vehicles still below 10 percent, Collins thinks plug-in hybrid technology will continue to appeal to a large cross section of new car buyers, looking to use as little fuel as possible on their daily commute.

“I think in the foreseeable future, with 2025 as an example where we were nearly 50/50, 2026 should be similar, and it does depend on which models we’re able to bring with which technologies,” Collins said. “But certainly for the next few years, I think plug-in hybrids are a really good option, while still seeing strong growth in full EVs.

As for what BYD’s sales split might look like beyond the next few years, that’s a little harder to predict, especially with full EV sales flattening out as they have done. “The acceptance has been great (of BYD’s EVs), but I think it’s likely to remain 50/50 in the foreseeable future for us between the two technologies,” Collins said. “Beyond that, it’s hard to call. It will depend a bit on the product availability.”

1

Ford has suffered its biggest losses since the Global Financial Crisis, reporting overnight that it posted a US$8.2 billion (A$11.51 billion) loss in 2025. That’s despite the Blue Oval reporting revenue of US$187.3 billion (A$262.9 billion) over the calendar year.

The losses were attributed to several factors. Firstly, Ford’s push into electric vehicles stalled, the company reporting it accounted for a loss of US$4.8 billion (A$6.74 billion) over the calendar year. Further losses are expected in 2026 and 2027 as the carmaker looks to rationalise its EV strategy (it’s already cancelled the electric F-150 Lightning pick-up truck) while ramping up its bet on plug-in hybrid vehicles.

1

Additionally, President Trump’s tariffs – introduced in April, 2025 – on material imports cost the company a further US$2 billion (A$2.81 billion).

Further losses were attributed to a fire at a New York aluminium supplier in October, constricting supply and impacting on the carmaker’s F-Series pick-up truck production, accounting for around US$2 billion (A$2.681 billion) in lost revenue. Ford is ramping up production in 2026 to make up for the shortfall.

Ford’s full-year loss is the third-worst in the company’s history and the third net loss the Blue Oval has posted over the last six years.

1

The losses came despite Ford reducing overall costs by US$1.5 billion (A$2.11 billion) in 2025, with further cost-cutting measures expected to deliver savings of US$1 billion (A$1.4 billion) in 2026.

Ford CEO Jim Farley remained buoyant, despite the company’s third-worst financial result ever.

“Ford delivered a strong 2025 in a dynamic and often volatile environment,” CEO Jim Farley said in a statement. “We improved our core business and execution, made significant progress in the areas of the business we control – lowering material and warranty costs and making real progress on quality – and made difficult but critical strategic decisions that set us up for a stronger future.

“Moving forward, we’ll continue building on our strong foundation to achieve our target of 8 percent adjusted EBIT margin by 2029.

“Overall, we enter the year with the right portfolio, the right strategy and the discipline to execute.”

BMW M Motorsport will mark the Bathurst 12 Hour with a nod to one of the brand’s most recognisable cultural projects, as Team WRT returns to Mount Panorama aiming to defend its 2025 one-two finish.

Alongside confirmation of its driver line-up for the 2026 event, BMW has revealed that one of its two M4 GT3 EVO entries will carry a livery inspired by BMW Art Car #8, originally created by Australian artist Ken Done. The #32 entry, to be driven by Jordan Pepper, Kelvin van der Linde and Charles Weerts, will compete in colours referencing Done’s 1989 design.

The initiative forms part of global celebrations marking 50 years of the BMW Art Car programme. Since 1975, BMW has invited prominent artists to reinterpret its racing cars, turning competition machinery into rolling canvases. Over the decades, contributors have included Alexander Calder, Andy Warhol and Roy Lichtenstein, among others, establishing the collection as a unique crossover between contemporary art and motorsport.

2

Done’s original Art Car (below) was based on the BMW M3 Group A that had earlier been driven by Jim Richards to the 1987 Australian Touring Car Championship. The design, influenced by Australian wildlife and marine life, used bold colour and sweeping forms to convey movement and speed. Its connection to local touring car history makes Mount Panorama a fitting venue for its modern reinterpretation.

Speaking ahead of the race, Done said he was keen to see the design’s influence return to the circuit, noting that the original work sought to capture the sense of motion associated with high-speed racing.

The 2026 Bathurst 12 Hour also coincides with another milestone for the brand: 40 years since the launch of the BMW M3 in 1986. Across six generations, the M3 has built a record in touring car and GT competition that underpins BMW’s ongoing presence in international endurance racing.

1

The Meguiar’s Bathurst 12 Hour, scheduled for 13–15 February 2026, is regarded as one of the toughest GT endurance races on the calendar. Held on the 6.2km Mount Panorama circuit, it combines long straights with steep elevation changes and narrow, technical sections across the top of the mountain.

By bringing an Art Car-inspired design to a contemporary GT3 contender, BMW links its racing programme with a half-century-old cultural project at one of Australia’s most demanding circuits.

1

After a long teaser program that saw details such as the tailights and the interior layout revealed, the next-generation of Toyota Highlander (sold in Australia as the Kluger) electric three-row SUV has finally been revealed.

Eschewing hybrid power to go full electric, the new-generation Highlander sits on the same platform as the smaller bZ4X and offers up to 515km of range in the US model.

The electric Highlander offers either 77kWh or 95.8kWh battery options with up to 320 miles (515km) of range in the US. Both front- and all-wheel drive drivetrains will be offered there, with the FWD car making 165kW and AWD making 250kW like the bZ4X. According to Toyota, the Highlander can charge from 10 to 80 per cent in around 30 minutes.

The electric Highlander measures 5050mm long, 1989mm wide, 1709mm tall and using a 3050mm long wheelbase, making it 84mm longer, 59mm wider, 46mm shorter in height and a significant 200mm longer between the wheels than the current Kluger. Toyota quotes boot space of 450 litres of space behind the third row when up, and 1292 litres with the rear seats folded, though those figures are based on the US measurement.

6

Inside, the Highlander uses a similar dashboard layout than the new RAV4, with a 12.3-inch digital driver’s display and a 14-inch touchscreen with the brand’s latest ‘Arene’ infotainment software. Other interior features include synthetic leather upholstery, a panoramic glass roof, ambient lighting with up to 64 colours, multiple USB-C ports and captain’s chairs in the second row, which can be replaced by a bench to bring seating to seven.

Competing against the Kia EV9 and Hyundai Ioniq 9, the electric Toyota Highlander will not be sold in Australia for the time being. In a statement provided to media, the brand said “Toyota Australia continuously explores opportunities to evolve our vehicle line‑up. However, we have no current plans to introduce the Highlander BEV to the Australian market.”

In 2025, 189,021 large SUVs were sold in Australia from a variety of brands at a variety of price points, proving we are big fans of the segment. Nevertheless, cost-of-living concerns mean that while we love a bigger car, fuel efficiency is a major consideration at new-car purchase time.

Surprisingly despite their dimensions and ability to carry many passengers, some large SUVs can actually be quite thrifty with fuel. Excluding electric and plug-in hybrid models, here’s the WhichCar by Wheels guide to the 10 most fuel-efficient large SUVs on the new car market:

1) Lexus RX350h: 5.0L/100km

4

Perhaps unsurprisingly for a company using Toyota’s hybrid systems, the most fuel efficient non-plug-in large SUV in Australia is the Lexus RX350h. Rated at just 5.0L/100km on the combined cycle, the RX350h uses a 184kW 2.5-litre four-cylinder hybrid drivetrain with an eCVT transmission, sending power to solely the front wheels.

2) Peugeot 5008 Hybrid: 5.1L/100km

4

In a likely surprise to some that the second-most efficient large SUV on sale in Australia currently is a Peugeot. Specifically, it’s the third-generation 5008, which uses a hybridised 1.2-litre turbocharged three-cylinder engine mated to a six-speed dual-clutch transmission for 107kW total outputs and a combined fuel consumption rating of just 5.1L/100km. Overseas, both plug-in hybrid and fully electric drivetrains are also available in the 5008, but only the hybrid is sold locally.

3) Mazda CX-80 diesel: 5.2L/100km

4

While Mazda sells a plug-in hybrid version of the CX-80 that’s capable of 65km of electric driving (WLTP), we’re ignoring plug-in hybrids for this list and in that sense, the diesel variant is the most efficient CX-80. Returning a claimed 5.2L/100km despite using a big 187kW/550Nm 3.3-litre six-cylinder turbo-diesel engine and coming it at a sizeable 4990mm in length, the CX-80 is uses mild-hybrid tech to shut off the engine when not required and earn impressive fuel consumption as a result.

4) Mazda CX-70/CX-90 diesel: 5.4L/100km

6

Mazda’s biggest SUVs, the CX-70 and CX-90, use the same 3.3-litre turbo-diesel as the slightly smaller CX-80 for a combined rating of 5.4L/100km, which is quite impressive for such large vehicles. Like the CX-80, their powertrains use mild-hybrid tech to help with performance and shut off the engine when not required, such as when coasting or braking. As a result, they’re some of the most fuel efficient large SUVs on the market.

5) Hyundai Santa Fe Hybrid and Toyota Kluger Hybrid: 5.6L/100km

7

It’s clear that hybrids are also a great way to save fuel, a point proven by both the Hyundai Santa Fe and Toyota Kluger as both are rated at just 5.6L/100km on the combined cycle. Hyundai uses a 1.6-litre turbocharged engine mated to a six-speed automatic to achieve that number, while Toyota uses a naturally aspirated 2.5-litre engine instead. The Kluger is solely available in all-wheel drive form, while the Santa Fe is also available as a front-driver at the bottom of the range.

6) Kia Sorento Hybrid and Skoda Kodiaq Mild Hybrid: 6.0L/100km

6

Using the same hybrid drivetrain as the Santa Fe, the Kia Sorento Hybrid uses a bit more fuel at 6.0L/100km, but it’s still quite fuel efficient for such a large vehicle. It’s available across the Sorento range, in front- or all-wheel drive forms. Skoda also features on this list thanks to a new 1.5-litre turbocharged mild-hybrid drivetrain that’s set to launch soon in the Kodiaq SUV, which is also rated at just 6.0L/100km, or 3.2L/100km less than the all-wheel drive, non-mild hybrid 2.0-litre turbo-petrol engine currently available. Both the Sorento and Kodiaq also offer plug-in hybrid drivetrains.

7) Isuzu MU-X LS-M 2.2L 4×2: 6.4L/100km

3

In another reminder that diesel engines can be quite fuel efficient, the new 2.2-litre four-cylinder turbo-diesel in the entry level two-wheel drive version of the Isuzu MU-X is rated at just 6.4L/100km on the combined cycle. Despite not featuring any hybrid tech, plus its hefty dimensions and 1995kg kerb weight, the MU-X is reportedly capable of 5.6L/100km economy at highway speeds, which is also impressive, though this MU-X is only the two-wheel drive version.

8) Mercedes-Benz GLE 300 d: 6.6L/100km

3

Using a 2.0-litre four-cylinder turbo-diesel engine with a mild-hybrid system, the Mercedes-Benz GLE 300 d punches above its weight making 198kW of power and 550Nm of torque (plus 15kW from the mild-hybrid system at certain times). Featuring four cylinders helps with economy as the GLE 300 d is rated at 6.6L/100km on the combined cycle, which is impressive for such a large and heavy vehicle.

9) Isuzu MU-X 2.2L 4×4: 6.7L/100km

3

The MU-X’s second entrant on this list is 0.3L/100km higher than the first due to the addition of a four-wheel drive system that gives the MU-X the legendary off-road capability that Isuzu is known for. Like the 4×2 variant of the MU-X, the 4×4 uses a 2.2-litre turbo-diesel with an eight-speed automatic, but a larger 3.0-litre diesel is also available for 20kW/50Nm more grunt that pushes fuel consumption up to 7.6L/100km.

10) Hyundai Palisade Hybrid: 6.8L/100km

4

Rounding out the top 10 most fuel efficient large SUVs is the new Hyundai Palisade, which went on sale locally late last year. Featuring a new 2.5-litre turbo-petrol hybrid drivetrain making 245kW of power, it’s the most powerful car on this list, rated at 6.8L/100km on the combined cycle. Available only in top-spec Calligraphy trim for now, the Palisade will also offer a lower-spec Elite later this year, which could be made available in more efficient front-drive form too.

The BYD Atto 3 has received a substantial facelift and been given Australian Government approval ahead of a likely 2026 local release. Now named the Atto 3 Evo in some markets such as the UK, the updated Atto 3 is now much more powerful, will be capable of travelling further on a charge and has been given visual upgrades inside and out.

While Australian timing is yet to be confirmed, BYD has attained Australian Government approval to sell the Atto 3 Evo in 230kW rear-drive and 330kW all-wheel drive forms, though there are no other details provided by the approval.

However, the Atto 3 Evo has been detailed for the UK market with the same performance figures, potentially giving clues to the Australian range when it launches. The Atto 3 Evo uses the latest version of the brand’s ‘e-Platform 3.0’ with “substantial” technical gains over the original Atto 3, like switching from a front-wheel drive layout to now either rear- or all-wheel drive. The rear suspension has also been upgraded to a five-link independent set up (up from four-link) for “improved dynamics”, according to the brand.

3

In the UK – matching the information gained found in the Australian Government approvals – there are two versions of the Atto 3 Evo: an entry-level model with a rear-mounted 230kW/380Nm motor, and an upper-spec model with a 330kW/560Nm dual-motor layout. According to BYD UK, the RWD Atto 3 Evo sprints to 100km/h in just 5.5 seconds and the dual-motor is even faster at just 3.9 seconds.

Both versions of the Atto 3 Evo in the UK use a 74.8kWh lithium iron-phosphate (LFP) battery that can be charged at up to 220kW and giving a WLTP range of 510km in the RWD model and 470km in the dual-motor variant.

The Atto 3 Evo’s technical upgrades are big improvements on the pre-facelifted model, which is offered with 49.92kWh or 60.48kWh batteries for up to 420km of range and a 150kW front-mounted motor across the range.

4

In addition to the technical upgrades are revised exterior styling with new front and rear bumpers, new 18-inch wheels and a new rear spoiler on the roof. But thanks to upgrades to its platform, the Atto 3 Evo now has a 50 litre-larger boot at 490 litres (1360L with the rear seats folded), while there’s also a new 101-litre front boot under the bonnet.

The cabin has also been revised with the relocation of the gear selector to the steering column, a new 8.8-inch digital instrument display, higher quality materials throughout and more available features like a head-up display and heated rear seats. The 15.6-inch touchscreen has also been upgraded with new software, including integrated Google features such as Google Maps.

BYD Australia is yet to announce any local details about the Atto 3 Evo, but it’s likely to go on sale sometime this year.

Mercedes-AMG has officially revealed the new GLC 53 SUV and Coupé, and while the badge suggests a familiar mid-tier performance model, the significance runs deeper. The latest GLC 53 effectively signals AMG’s retreat from its controversial four-cylinder performance strategy, re-establishing a larger-capacity six-cylinder engine at the heart of its compact performance SUVs.

In doing so, the GLC 53 steps in to replace both the outgoing GLC 43 and the range-topping GLC 63 S E Performance. Rather than matching either outright, the new model splits the difference, offering strong performance without the complexity or cost of the plug-in hybrid flagship.

Power comes from a heavily revised 3.0-litre turbocharged inline six-cylinder petrol engine, already familiar from the CLE 53 range but significantly upgraded for duty in the heavier GLC. Changes include revised cylinder heads with new camshafts, a larger air intake and a redesigned intercooler to improve response and high-rev performance.

3

The turbocharging and 48-volt mild-hybrid systems have also been refined. An integrated starter generator and an electrically driven supercharger work together to reduce turbo lag and broaden the torque curve, with the electric supercharger now delivering 50 per cent more output than before.

Total system output is rated at around 330kW, with a further 16kW briefly available from the mild-hybrid system. Peak torque sits at 600Nm, rising to 640Nm during short overboost windows. Mercedes-AMG claims a 0–100km/h time of 4.2 seconds, while top speed is electronically limited to 250km/h, increasing to approximately 280km/h with the optional AMG Driver’s Package.

Drive is sent through AMG’s nine-speed automatic transmission to an all-wheel-drive system that favours the rear axle. Drift Mode allows the system to run purely rear-wheel drive, supported by a standard electronically controlled limited-slip differential.

2

Chassis upgrades include rear-wheel steering and a more substantial braking package than the standard GLC, with large ventilated discs and multi-piston front calipers. Fuel consumption is quoted between roughly 9.2 and 9.9 litres per 100 kilometres, depending on body style and wheel size.

Visually, changes are restrained. Styling remains close to the previous GLC 43, with new wheel designs and colour options providing differentiation. Inside, the cabin layout and AMG-specific digital displays carry over unchanged.

Australian pricing has yet to be confirmed, but the GLC 53 is expected to slot between previous AMG variants, positioning it against rivals such as the BMW X3 M50, Audi SQ5 and petrol-powered Porsche Macan GTS.

4

Firstly, the sharp pricing is the undeniable focus – Essential starts from $33,990 and Premium starts from $37,990 – both before on-road costs. Both models are FWD, and mechanically the same, except for the capacity of the battery pack, and therefore the electric-only range they offer.

The petrol engine is a 1.5-litre, four-cylinder, naturally aspirated unit, delivering 72kW and 122Nm. The electric motor adds a further 145kW and 300Nm, but as is the case with hybrid tech, the numbers don’t total, so BYD claims a system power output of 156kW.

Essential gets a 12.9kWh battery pack, while Premium steps that up to 18.3kWh. As such, BYD quotes its ‘Blade Battery’ as delivering an electric-only range of 71km and 100km respectively from it’s Lithium Iron Phosphate construction.

4

BYD quotes 1.2L/100km and 1.3L/100km for the two models respectively, which as Wheels readers know, covers the first 100km of the standardised testing cycle. However, BYD has gone further to also quote the fuel consumption when the battery dips below 25 per cent, with the Sealion 5 using 4.5L/100km and 4.6L/100km respectively in that scenario. If you’re looking for a comparison, market favourite RAV4 Hybrid, uses a claimed 4.7L/100km.

BYD is no joke in our local market, with serious sales success already, overtaking Tesla in EV sales figures, based primarily on value. Ask the brand whether it wants to be seen as ‘affordable’ and it will tell you the focus is ‘value’ across the range. Specifically, ensuring the buyer feels like they are getting a lot for their money, regardless of what they’ve spent.

In essence, the theory that for $33,990 you can cover the average Aussie’s daily commute without using any fuel, will make sense to a lot of buyers – more so if the drive experience is a good one.

3

BYD is fast becoming known for its battery technology – not just capacity, but also efficient usage of the capacity available – and that’s been a large part of the success in our market.

As Wheels has stated previously, if you’re enticed by the idea of an electric vehicle, but not yet ready to fully commit, a plug-in hybrid is worth considering, especially one as cost effective as the Sealion 5. BYD also states that its blade battery technology means you can charge the battery pack to 100 percent without fear that it will degrade quickly over time.

The exterior styling isn’t quite as contemporary as other new BYDs on the market, which makes sense, given this model traces its roots back to 2019 in its home market in China. Still, Sealion 5 is different enough to stand out in a sea of SUVs on the road. Both models get 18-inch rims and 225/60/18 Hankook tyres. Sealion 5 is 4738mm long, with a 2712mm wheelbase.

Even the base model Essential, feels like a good buy when you’re inside the cabin, certainly not like it’s been built down to a price. Both models get synthetic leather trim, bit if you step up to the Premium, you get niceties like electric seat adjustment, a panoramic sunroof and electric tailgate. Given you don’t ‘need’ any of those features, you won’t feel like you’re shortchanging yourself if your budget doesn’t stretch to the Premium. Cabin space is what you’d expect for the segment, and the boot offers up 463 litres with the
second row in use or 1410 litres with that row folded down.

4

Essential features a 10.1-inch infotainment touchscreen, wireless smartphone connectivity, six-speaker audio system, proprietary satellite navigation, DAB radio, and various USB A or C ports for charging. Both models get a clear 8.8-inch digital driver’s display, which was easy to see, even in harsh sunlight.

Sealion 5 is currently untested by ANCAP, and is unlikely to be by the time you read this, so we can only quote the standard safety equipment as per the specification sheet – 64 per cent high-strength steel, seven airbags, ultra high-strength hot-stamped steel for the A and B pillars as well as the door beams, roof frame and front and rear sections. BYD’s ‘Di-Pilot’ system includes front and rear collision warning, electronic brake force distribution, lane-keep assist, lane-change warning, bling-sport detection, rear cross-traffic alert, adaptive cruise control and intelligent high-beams.

Our brief first drive indicates inherent smoothness from BYD’s DM-i Super Hybrid drivetrain, with no nastiness evident in the transition from electric to petrol power. Take up from standstill is smooth, too, with that effortless EV feel, albeit without the whiplash-inducing outright power a pure EV offers. Do you need such frivolity for the dail commute? Not at all, and the Sealion 5 delivers relaxed commuting ability. Still, the 0-100km/h run takes a respectable 7.7 seconds for the Essential and 8.1 seconds for the Premium.

Bump absorption is on the softer side of the equation, meaning the Sealion 5 is comfortable in dealing with urban nastiness, but can roll a little if you tip it hard into a corner. Again, you don’t really need or want to drive an SUV of this type in that manner, and Wheels would take comfort over outright handling in this segment.

1

The steering itself is what we’d expect for a mid-size SUV, but it’s worth noting that the lane-keep assist is a little too enthusiastic sometimes. We did test the Sealion 5 on country roads, where you’re often trying to avoid potholes or debris at the edges of the road, so you might not need to be fighting it quite so much in the city, but we’d like BYD to tune it down a little to enhance the driving experience even more.

The general feel of the Sealion 5 out on country roads is one of comfort and ease. There’s no doubt it would make for a relaxed family cruiser, for those of you attracted to a country road trip. You will notice some tyre noise inside the cabin at 100km/h but it’s not so intrusive as to be annoying.

Longer distance testing awaits for Wheels, but on first impressions, there’s a lot to like about the BYD Sealion 5. It’s not a standout in terms of styling or driving dynamics, but it does offer a genuinely affordable take on the smarts of plug-in hybrid technology and efficiency. Crucially, it looks like being an important cog in the brand’s march further up the sales charts in this market.

1

Specs