Honda has abruptly scrapped plans for three electric vehicles, including two headline “0 Series” models, as the Japanese carmaker reassesses its electrification strategy and doubles down on hybrids.

The decision sees the cancellation of the Honda 0 SUV, Honda 0 Saloon and Acura RSX EV, all of which were originally slated for production later this decade. The move marks a significant shift for the brand after it had previously unveiled the futuristic 0 Series concepts as the foundation of its next-generation electric lineup.

Honda had planned to launch the 0 SUV and 0 Saloon around 2026 as part of a broader EV push that was intended to underpin its goal of transitioning to zero-emission vehicles globally by 2040. However, the company has now pulled the plug on the program as part of a wider review of its electrification strategy.

The rethink comes as global demand for electric vehicles proves more volatile than many manufacturers anticipated. Honda says changing market conditions and concerns about profitability have forced it to reconsider its approach, with the decision expected to result in billions of dollars in write-downs.

Instead, the brand will prioritise hybrid vehicles in the near term, a segment that continues to show strong demand in many markets, including Australia. Hybrids are seen as a pragmatic bridge technology that can help reduce emissions while easing the transition toward full electrification.

1

The cancelled vehicles had been central to Honda’s next-generation EV strategy. The 0 SUV was expected to be a mid-size electric SUV with single- and dual-motor configurations and a driving range of roughly 480km, while the 0 Saloon sedan previewed a sleek, aerodynamic design with advanced software features and AI-based vehicle systems.

Both concepts were revealed at the Consumer Electronics Show in the United States and were widely viewed as a glimpse of Honda’s future EV design direction.

Honda’s change of direction reflects a broader recalibration across the global auto industry, where several manufacturers are scaling back aggressive EV timelines in favour of hybrid and plug-in hybrid technology as consumer demand and regulatory policies evolve.

For Australian buyers, the shift could mean a stronger pipeline of hybrid models from Honda in the coming years, even as the brand continues to work toward its longer-term ambition of a fully electrified line-up.

If the concept of an even remotely attainable grand tourer is fantasy – Aston Martin, Bentley, Maserati to name a few – then the concept of a naturally-aspirated, RWD, V8-powered grand tourer is even more difficult to believe.

And yet, the Lexus LC500 exists not just to remind us of all that is great about one of automotive’s most aspirational concepts, but also what a luxury manufacturer can do when it puts its mind to it.

Through the 1950s, ’60s and ’70s, before the acceptance of the ‘Supercar’ as the ultimate way to get from A to B, the concept of the grand tourer reigned supreme. Lusty visions of thundering through Switzerland into the north of Italy, blazing along an Autobahn in Germany or rolling through fields of lavender in the French countryside, were portrayed on movie screens and on the pages of European car magazines. There was no better way to cross a continent, or cross town, while exuding a sense of style, class and effortless grace.

2

In 2026, that painting may have faded a little, but a great grand tourer remains a stark reminder of not just the glory days of motoring, but also how enjoyable any drive can be.

The Lexus LC500 – both on paper and in the metal – fits the bill. The long snout, the dramatic styling, low roofline and stunning interior all hint at what this car could be. And that’s before you hear the nasty snarl of Lexus’ now-legendary 5.0-litre V8 when you hit the starter button. As it fires to life and settles into a smooth idle, you know that any drive, no matter where you’re going, will be an enjoyable one. The thumping V8’s 351kW and 540Nm deliver exactly that, retaining the expected Lexus luxury, with just enough aggression under the skin.

The 10-speed automatic is beautifully matched to the characteristics of the engine, and if you select the more hardcore sports driving modes, it shifts with the snap, crackle and precision you’d demand of a sports car.

2

At $217,157 before on-road costs, the LC experience isn’t exactly cheap, but it’s significantly more attainable than its European competition. Importantly, every bit of the LC experience is signature Lexus – from the styling outside, to the quality of the cabin inside, the choice of materials, fit and finish and attention to detail.

Some of you have opined that you don’t love the grille, but I think the size of the LC500 allows it to mould in somewhat, and it doesn’t stand out as much as you might think when you’re right next to the LC.

There’s an element of practicality to the LC500 experience, too. Getting into and out of it isn’t as much of a challenge as some sporty cars present, the boot space is useful, and the front two seats provide plenty of adjustment. Forget that the rear seats exist and use them for storage and you’ll have the right idea.

A great grand tourer must be as comfortable as it is rapid, and the LC nails that brief. Sydney’s urban scramble of patchy, potholed roads and mismatched surfaces are no match for the competent suspension system and the way in which it can absorb nastiness without a hint of losing composure.

2

With the top down, there’s no scuttle shake, no squeaks or strange noises, and no buffeting, even at highway speeds. With the top up, the LC500 Convertible is as good as a hardtop, such is the quality of the Lexus roof.

What stands out the most after spending a week behind the wheel – and speaking to three other LC owners while out testing – is the inherent practicality of what could otherwise be an impractical vehicle.
All three use their LC every day. There’s no compromise required in real terms, to be able to use the LC as your daily driver, should you wish. It’s big, sure, but not too big, and manoeuvring it through traffic or parking isn’t fear inducing. Visibility is excellent, aided by cameras and sensors that also remove any fear associated with damaging your expensive asset.

Thanks to its luxury edict, Lexus tends to fly under the sports car radar, but there’s no doubt that the LC500 will go down as one of the great grand tourers. And, with a wailing, naturally-aspirated V8 lurking beneath that sumptuously long nose, it might well be one of the last of its type, too.

Specs

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

Selling more than 50,000 units for the first time in its Australian story, Chinese giant GWM is marching forward. It’s launched a slew of new product locally, including a range of ‘new energy’ – that’s hybrid or electric – drivetrains, but also new turbo-diesel variants of some products as well. Now, GWM is engaging in yet another area – local tuning. We tested the first locally-tuned GWM product, the Haval H6 PHEV, to see if it’s improved the driving experience.

But didn’t the H6 just get a big facelift, I hear you ask? You’d be correct in saying that – in July 2025, a deep mid-life update of the H6 was released but it didn’t include the local tuning wizardry from former Holden engineer Rob Trubiani. Now it has, and we’ve had the chance to sample it.

How much does the H6 Ultra PHEV cost to buy?

Though the H6 range kicks off from $35,990 in entry-level Lux petrol form, for this review, we’re testing the very top-spec model you can buy: the Ultra Plug-in Hybrid Hi4-T, which is priced at $50,990 drive away. At the time of writing however, it’s available for $43,990 drive away (including a free upgrade to all-wheel drive), which is very sharp value indeed. 

4

Scroll down the page to see the full list of standard features, but big ticket items include a panoramic glass roof, synthetic leather upholstery, electrically adjustable/heated/ventilated front seats, a large 14.6-inch touchscreen with GWM’s new ‘Coffee 3.0’ software, live services and a long list of safety features like adaptive cruise control, adaptive lane guidance and a 360-degree camera. 

Likely thanks to the government’s NVES scheme, plug-in hybrids are rapidly increasing in sales and there are many options in the mid-size SUV segment for buyers to choose from. In this case, chief competition to the H6 PHEV include the MG HS Super Hybrid, Geely Starray EM-i and BYD’s Sealion 5 and Sealion 6, while cars like the Mitsubishi Outlander, BMW X3, Mercedes-Benz GLC and Audi Q5 all offer PHEV tech for more money. 

How far can the H6 Ultra PHEV travel on a charge?

The H6 PHEV features a 19.09kWh LFP battery that’s capable of travelling 100km on a full charge. That’s on the optimistic NEDC cycle, so expect less in the real world – we achieved 90km, which is quite reasonable, though not quite as much as the 120km WLTP range of the HS Super Hybrid. 

The combined fuel consumption rating for the H6 PHEV is 1.1L/100km, and we achieved 1.3L/100km in our first 100km of driving. As ever with plug-in hybrids, that will vary with how much the car is charged, but the H6 PHEV certainly does almost what it says on the tin.

Once the H6 PHEV’s battery is depleted, GWM says that it will use 5.3L/100km of fuel, which is not bad considering it makes 268kW of combined grunt. We achieved 5.5L/100km once depleting the battery, and recharging on a DC fast charger from 10 to 80 per cent takes around 28 minutes thanks to 34kW DC fast charging.

On electric power alone, the H6 PHEV makes 230kW/520Nm, making it more than punchy enough without the petrol engine kicking in. But adding it in makes for even more grunt, with huge 268kW/760Nm available from 0rpm. GWM claims a 0-100km/h sprint time of just 4.8 seconds, and it initially feels even quicker than that thanks to the instant torque of the electric motors. For those wanting to perform that time again and again, the H6 PHEV Hi-4 features launch control. Yes, we’re serious…

What is the H6 Ultra PHEV like to drive?

This is where the H6 has moved from also-ran to one of the better options in the mid-size SUV segment. Thanks to GWM’s local tuning team, the ride quality and particularly the steering of the H6 is now much better than before.

4

Whereas the pre-local tune H6 felt underdamped and suffered from even smaller bumps, the revised local tune has given it a much more confident quality that’s better controlled and quicker to respond after hits. It’s not perfect as the PHEV’s weight can be felt in larger bumps, but it’s still better to drive and also more comfortable than before. 

While we’re celebrating, the H6’s Aussie-tuned steering is now much better weighted. The pre-local tune model exhibited an annoying lack of feeling just off centre so that you lost a lot communication to the front wheels as soon as you turned the wheel, but now the weighting is much more even throughout the rack. It’s still not the world’s best handling SUV, but the steering alone makes it more confidence-inspiring to drive.

How practical is the H6 Ultra PHEV? 

As we saw with the mid-life update to the H6, its cabin is one of the better options in the mid-size SUV segment thanks to a good mix of quality, tech and practicality. There are plenty of synthetic leather trims throughout the cabin – including on the seats so thankfully they’re ventilated as they get hot – that feel nicer to touch than hard plastics that also feature lower down. 

Centre of the H6’s cabin is a 14.6-inch touchscreen, which runs the brand’s ‘Coffee OS 3’ infotainment software in the PHEV variants – all other powertrains still use the older system that debuted in the mid-life update in 2025. Although it’s the same size, the screen itself is sharper to look at, faster to use and its menu structure is easier to use, mostly thanks to the permanent new shortcut icons at the bottom of the screen. The wireless Apple CarPlay and Android Auto is very easy to connect and it now features live music streaming functionality and sat-nav too. 

5

It’s a massive improvement and we hope the rest of the GWM range receives it soon, though it could still be easier to use – for instance, in our week with it, we couldn’t find the dedicated heating and ventilation menu, instead using the voice control to activate automatic air blowing. We’re praying it’s not just us… The new steering wheel controls in the PHEV are more satisfying to use than the dated buttons in the rest of the H6 as well, with easier and higher quality controls. 

You can’t fault the storage in the H6, with sectioned door bins, a huge tray underneath the centre console, while the new open-tray design is well thought out and a large box underneath the central armrest.

The rear seat of the H6 is easily one of the best in the segment thanks to excellent rear legroom, ample headroom and amenities that include air vents, charging ports, door and map pockets and a central armrest with cup holders. 

Behind the rear seat lies a large 560-litre boot with little in the way of extra storage, and no spare wheel, but it opens up to a reasonable 1445 litres with the rear seats folded.

What warranty covers the H6 Ultra PHEV? 

The H6 Ultra PHEV is covered by a long seven-year/unlimited km warranty with five years of roadside assistance and an eight-year/unlimited km warranty for the battery. Like the petrol H6, the PHEV’s service intervals are a little odd at 10,000km for the first year and a further 15,000km every year afterwards. Five years/70,000km of servicing costs $2140 or $428 per year.

Should I buy a GWM Haval H6 Ultra PHEV? 

It’s clear that the GWM Haval H6 is now up with the pace setting, mid-size SUVs thanks to the quality of the Australian suspension tune, which has made it better and more comfortable to drive. The PHEV is also a winning drivetrain option, thanks to its thrust, efficiency and impressive charging credentials – plus it introduces much improved new centre touchscreen software that is faster and brighter than many competitors. 

3

It’s not the perfect mid-size SUV as it still feels heavy, there’s still not enough shortcut buttons or even a volume dial and no spare wheel, but it’s clear that GWM is on a continued mission to make its cars more complete and well-rounded to gain as many sales as possible. The only Chinese manufacturer to properly locally tune a product for Australian tastes, we see more Aussies heading into GWM showrooms in the future, especially if the vehicles are as well rounded as the H6 PHEV. 

H6 Ultra PHEV specifications: 

• Price: $50,990 driveaway
• Drivetrain: 1499cc turbocharged four-cylinder plug-in hybrid
• Combined power: 268kW
• Combined torque: 760Nm 
• 0-100km/h (claimed): 4.8 seconds
• Transmission: Three-speed automatic, all-wheel drive
• Battery: 19.09kWh LFP
• Peak DC charging speed: 34kW (10-80 per cent charge in a claimed 28 minutes)
• Claimed NEDC range: 100km
• Claimed combined fuel consumption: 1.1L/100km (full battery), 5.3L/100km (low battery) 
• Claimed CO2 emissions: 25g/km
• Fuel type/tank size: 91 RON regular unleaded, 55 litres
• Dimensions (L/W/H/WB):
• Bootspace: 560 litres (rear seats up), 1445 litres (rear seats folded)
• Kerb weight: 1980kg
• Braked towing capacity: 1500kg
• Warranty: 7-year/unlimited km (vehicle), 8-year/unlimited km (battery)
• On sale: Now

H6 Ultra PHEV standard features: 

• 19-inch black alloy wheels
• Dusk-sensing automatic LED lighting
• Rain-sensing automatic wipers
• Keyless entry and push button start
• Heated and auto-folding mirrors with puddle lamps
• Electric tailgate with kick-to-open functionality
• Rear privacy glass
• Panoramic sunroof
• Heated lather steering wheel
• Synthetic leather upholstery
• Eight-way driver/four-way front passenger electric seat adjustment with heating, ventilation and driver’s memory
• Dual-zone automatic climate control with rear air vents
• 10.25-inch digital driver’s display
• 14.6-inch touchscreen
• Live services like music streaming
• Wireless Apple CarPlay and Android Auto
• AM/FM/DAB+ digital radio
• Wireless phone charger (50W)
• 4x USB outlets
• Nine-speaker sound system
• Auto-dimming rear mirror
• 7x airbags
• Autonomous emergency braking (AEB) with pedestrian, cyclist and junction assistance
• Lane keeping assistance with adaptive lane guidance
• Adaptive cruise control with traffic jam assist
• Blind-spot monitoring with rear cross-traffic alert
• Traffic sign recognition
• Driver fatigue monitoring
• Door open warning
• Auto high beam
• Rear parking sensors
• 360-degree camera
• Tyre pressure monitoring
• Head-up display

BYD or Build Your Dreams as the initials indicate, is the world’s biggest seller of electric vehicles by volume, and its starting to act in a way that reflects its status. BYD is no flash in the pan in Australia, either. New vehicle sales data at the end of the 2025 calendar year indicated that while legacy brand Nissan had exited the top ten, BYD had rocketed into it, sitting in eighth position. Ahead of Isuzu Ute and MG, BYD is hot on the heels of GWM and Mitsubishi, with only the top five in its sights after that. 

It’s an impressive ascent for a brand that hasn’t been in Australia for very long – and a sign that its seriousness about this market is very real. In February this year, VFACTS data indicated that BYD was sitting in sixth place, behind stalwart Hyundai in fifth. 

A recent report by Bloomberg in the United States, suggests that BYD might be about to step things up even further by making the leap into motor racing. According to Bloomberg, BYD is considering everything from Formula 1 to the FIA World Endurance Championship – categories where only the biggest budgets need apply.

3

Insiders told Bloomberg that BYD was using the motorsport angle as a way of boosting global appeal. With Cadillac and Audi entering F1 for the 2026 season, and Ford returning as an engine supplier, the recognition that comes with F1 – thanks to the popularity of Drive To Survive – is seemingly too tantalising to resist for manufacturers around the world. 

Bloomberg reported the insider as stating that the cost to enter F1 is the biggest barrier with as much as a reported $500 million USD required to run a team each season, although the budgets of other teams suggest that income is more than recouped via sponsorship and brand awareness. 

Approval to join the F1 grid is an extremely difficult thing to achieve, and as was the case with Audi, buying an existing team would likely be the easiest and fastest way into the sport. However, teams don’t hit the market very often either. 

While even the concept of BYD in F1 might seem fanciful, Cadillac would have been at very long odds to join the world’s top tier of four-wheeled racing even five years ago, and BYD’s sales success both in its home market, and around the world, indicate it has the depth of investment other than succeed if it wants to. 

Mazda Australia has announced pricing and specifications for the 2026 BT-50 lineup, which is now in local showrooms. Mechanically unchanged compared to 2025 models, the ’26 BT-50 has added two new model grades, both of which will be familiar to BT-50 fans. At the top of the range, the BT-50 Thunder has returned, while the BT-50 Boss has also returned to the range for 2026.

Based on the top-spec GT, the Thunder adds a single hoop bull bar paired with Lightforce Beast driving lights, as well as reinforced, anti-slip side steps.

At the rear of the Thunder, a long-legged steel sports bar and a manual roller tonneau cover have been added, as have gloss black door handles and a unique ‘Thunder’ decal set. The Thunder is priced from $78,400 plus on-road costs.

2

Lower in the range, the Boss is based on the XT Dual Cab Pickup 3.0L 4×4 and adds gloss black door and tailgate handles, gloss black exterior mirrors and a black steel sports bar, as well a tub liner and side steps. The Boss is priced from $60,220 plus on-road costs, but is being offered at an introductory driveaway price of $58,990.

Elsewhere in the 2026 Mazda BT-50 lineup, the XTR, GT and GT SP grades now feature a 360-degree, adding “to the already-high daily usability of the vehicle”, according to Mazda.

The 2026 BT-50 lineup remains unchanged mechanically compared to the previous versions, with 120kW/400Nm 2.2-litre and 140kW/450Nm 3.0-litre four-cylinder turbo-diesel engines still available. Both can be had in either two- or four-wheel drive, and the 2.2-litre engine is equipped with an eight-speed automatic transmission, which is two more gears than the 3.0-litre.

3

2026 Mazda BT-50 pricing (excluding on-road costs):

• XS Single Cab Chassis 2.2L 4×2: $38,400
• XT Single Cab Chassis 3.0L 4×2: $40,900
• XT Freestyle Cab Chassis 3.0L 4×2: $44,500
• XS Dual Cab Chassis 2.2L 4×2: $47,210
• XT Dual Cab Chassis 3.0L 4×2: $48,110
• XT Single Cab Chassis 3.0L 4×4: $48,750
• XT Dual Cab Pickup 3.0L 4×2: $49,710
• XT Freestyle Cab Chassis 3.0L 4×4: $52,500
• XS Dual Cab Chassis 2.2L 4×4: $53,620
• XS Dual Cab Pickup 2.2L 4×4: $55,220
• XTR Dual Cab Pickup 3.0L 4×4: $55,780
• XT Dual Cab Chassis 3.0L 4×4: $56,160
• XT Dual Cab Pickup 3.0L 4×4: $57,720
• Boss Dual Cab Pickup 3.0L 4×4: $60,220
• XTR Dual Cab Chassis 3.0L 4×4: $61,600
• XTR Dual Cab Pickup 3.0L 4×4: $64,740
• GT Dual Cab Chassis 3.0L 4×4: $65,020
• GT Dual Cab Pickup 3.0L 4×4: $68,160
• GT SP Dual Cab Pickup 3.0L 4×4: $73,490
• Thunder Dual Cab Pickup 3.0L 4×4: $78,400

First published in the October 1972 issue of Wheels magazine, Australia’s best car mag since 1953. Subscribe here and gain access to 12 issues for $109 plus online access to every Wheels issue since 1953.

Ford’s new Hardtop range gives it the armament necessary to topple GMH from the top of the sales list in Australia.

Until now, Ford hasn’t had an effective answer to the Monaro or Charger/Valiant Hardtop models although it was Ford who first took the plunge in Australia and came out with a two-door model. But that was back in XM-XP days of 1964-65 when the market wasn’t really ready for innovation. It was enough to have station wagons and sedans and the choice of two engines and two transmissions.

Now four years after Monaro, Ford has replied with a wide range of excitingly styled two-door models which, the company hopes, will take it to market leadership.

1

In a secret test drive weeks before the official release, Wheels ran a Fairmont 351 and GT for photographs and road impressions and later, and closer to the on-sale date, carried out full tests on similar cars.

First off, the styling is distinctive and dramatic, easily recognised and in visual terms successful. The car is built on the Falcon 111-inch wheelbase, and not, as has been suggested elsewhere, on the Fairlane 116-inch wheelbase. In profile the Hardtop looks surprisingly short and stubby with a very high waistline and small glass area. From the front it seems flat and wide and at the tail there is a faint suggestion of a spoiler with the tail lights and the boot panel unique to the Hardtop.

Actually the Falcon Hardtop achieves a high degree of difference compared with the sedan, more than the Monaro over the Kingswood, but not quite as much as Charger over the Valiant. On the Falcon the A-pillar, doors, roof, bootlid, lower back panel, tail lights and rear quarter panels are all unique to the Hardtop. The floor pan is the same, as are mechanical features such as engine, transmissions and suspensions, even to having the same shocker and spring rates.

1

Basic dimensions also remain the same but with important exceptions. To give the low, sleek look so desired by the stylists two inches have been cut out of the roof pillars which, of course, lowers the car by the same amount. The actual angle of the windscreen hasn’t changed. Overall length, ground clearance and front and rear tracks are identical to the sedan. But the width is now a massive 77. 5 inches, up 2.7 inches over the sedan. The additional bulk is all in the rear wheel arches, the extra overhang being very obvious from the side.

Why, you might ask? That’s easy. Ford won’t admit it but the Hardtop was, or is, intended to have the seven inch wide, 15-inch diameter, alloy wheels which were going onto the Phase Four GTHO. The extra room was required for the wheels to fit under the arches. So it seems the Hardtop was designed with competition very much in mind.

Ford’s model line-up with the Hardtop makes sense. It starts with the base Falcon 500 and goes through the Fairmont and GT but misses out on the Futura for the simple reason that a 500 Hardtop comes with most of the equipment fitted to the Futura sedan. Reclining bucket seats are standard on all three models, including the 500. The other upgrading feature on the 500 is the extension of the door trim up to the glass. Trim levels on the Fairmont and GT are the same as the sedans.

1

Approach the Hardtop from a distance and you can’t help but notice the Mustang influence in the styling, but open the wide doors (they are actually a full 10 inches longer than the sedan doors) and the front compartment is all Falcon. Slide in behind the wheel and the first thing you notice is the low windscreen height and, apparently, greater rake of the pillars. Then you pick that the steering wheel is higher, which suggests the seat is mounted lower (which it is not – just as the greater rake of the pillars is purely subjective). The lower roofline reduces headroom so tall drivers find it necessary to settle back in a semi-reclined position with the squab at a far from vertical angle.

Visibility through the back windows is about the same as the sedan. That means, of course, you have no hope of seeing the tail from the driver’s seat. The side windows, like the screen, appear rather shallow but this really becomes a problem only for those in the rear.

And that’s what the two-door is all about. Access to the rear is good with the wide doors and squabs which flip forward once a small lever, at the foot of the seat, is depressed. Proportions of the rear seat are very good. In fact, apart from a slight reduction in cushion length, they are the same as those on the sedan. The cushion is far enough off the floor for reasonable thigh support and the squab, as on all XA models, is well shaped and padded.

1

So the seat is just fine … now come the problems. Headroom is marginal for tall adults, and there is a solid metal crossmember just in front of the rear window to ensure all those in the back wear their seat belts as tightly as possible to prevent heads making contact with the roof.

Vision through the side windows is also a compromise with the styling. The sweeping waist line, which starts from half-way along the door, continues upwards cutting down on the glass area as it goes. However the small rear windows wind right down so at least those in the back have an independent supply of ventilation.

Ford has also done a remarkable job in reducing wind noise around the frameless door windows. A small metal rim with rubber flares attached runs along the entire upper window line to seal with the glass. It goes under the official title of a “single tube and shoe glass side panel”. Whatever it’s called it works for it is only from the lower forward edge of the front door that any wind roar develops and then only at high speeds.

1

Slam the doors and there is only a slight shimmer of the body panels so the most common problem with the two-doors of flexing panels has apparently been solved. Whether such heavy doors can be prevented from dropping after years of service remains to be seen. Certainly the door hinges appear very solid. And the cars generally feel tighter than other XA Falcons we have driven, which is a good omen.

General road performance is exactly as it is on the sedans. The Fairmont we drove rode softly and exhibited some float in the suspension but general handling was good with the variable ratio power steering taking some getting used to. Surprisingly the GT, with the same size tyres and steering set-up, felt much better with a greater degree of road feel and slightly heavier touch together with more resistance to movement in the steering.

The GT also handled bumps better than the Fairmont, which suggests the firmer suspension is better suited to rough roads. Performance should be on a par with the sedans since the Hardtop’s base weight of 3053 lb is just 17 lb more than the sedans. Certainly both the GT and Fairmont, equipped with the 351 two-barrel engine, had all the acceleration most buyers would ever want.

1

Ford has spent $8.5 million in developing the Hardtop and has hopes of achieving a sales rate of 20 per cent of the total Falcon output. That might be a little optimistic once the initial buyer enthusiasm settles down, but it will surely gain new customers who previously, if they wanted a two-door, had to go either Holden or Valiant.

On the first full month’s build, Ford is scheduling one third of the total Falcon build to Hardtop. Of these 40 per cent will be 500s, 45 per cent Fairmonts and 15 per cent GTs. 

If you have always wanted an aggressively styled, two-door Falcon there is no need to wait any longer. Ford has done an excellent job in combining the sheer sportiness of the Charger with the prestige, personal look of the Monaro. Fairlane buyers searching for an equivalent will have to wait until 1973.

New brand to Australia, GAC, has announced local pricing and specifications for its new Aion UT electric hatchback and in a big win for consumers, it’s priced underneath the hybrid Toyota Corolla. Pricing starts at $31,990 before on-road costs and that price will buy the entry-grade Premium model, with the higher specification Luxury model starting from $35,990 before on-road costs. 

At launch, however, GAC announced that buyers who purchase an Aion UT between March 13 and April 9, will be able to access even sharper pricing – $30,990 and $35,990 respectively, both driveaway. Customers who pre-order will also receive a free 10A portable charger and 22kW wall charger to install at home. 

Both model grades are fitted with a 60kWh lithium iron phosphate (LFP) battery, delivering a claimed 430km driving range under the WLTP cycle. GAC quotes energy consumption at 16.4kWh/100km. 

5

The Aion UT enters the growing, small EV segment, with a single electric motor and FWD, aimed squarely at the likes of GWM Ora, MG 4, BYD Dolphin and the soon to be released Geely EX2. MG 4 Urban is also set to launch in Australia as well. Illustrating the platform flexibility that electric powertrains deliver, the MG and Geely are rear-wheel drive, showing this segment isn’t purely the domain of front drivers as it was previously with internal combustion power. 

For reference, at 4270mm long, 1850mm wide and 1575mm tall, the Aion is 105mm shorter than a Toyota Corolla, but is 60mm wider and uses a 2750mm wheelbase, which is 110mm longer. The Aion UT will be the fourth GAC model to join showrooms in Australia, and is pitched at car buyers looking for a compact, urban electric vehicle. Toyota quotes 217 litres boot capacity for the Corolla, while the Aion UT has 321 litres on offer. 

5

Driving through the front wheels, then, Aion makes 150kW and 210Nm, and with the claimed range, is able to drive further than both Ora and Dolphin. All GAC vehicles are covered by an eight-year/unlimited kilometre warranty, with an eight-year/200,000km warranty for the battery.

GAC also offers five years of included roadside assistance, so long as you service your vehicle within the GAC service network.

Customer deliveries will begin for the Aion UT in the next few weeks. 

Right now, it’s easy to do what so many Australian new-car buyers do – that is talk yourself into thinking you need the most expensive variant of whatever your brand of choice is, with every option box ticked.

Such is the way of automotive finance, it’s easier to talk yourself into 50 or 100 bucks more each week, to get more, than it is to cough up the extra $5000-$10,000 at the dealer if you’re buying outright.

But the following question is well worth considering, especially given the rising cost of everything in 2026.

Do you really need any of it? And with so many of us financing a new car purchase, should we be so flippant with the final price?

It would seem, then, that in 2026 with the electronic smarts and safety aids on offer, a front-wheel drive SUV in the medium segment will do everything most buyers want and need, with the same level of safety as that provided by an all-wheel-drive model.

1

How many of you are really using the full capability of your AWD vehicle? The likely answer is, a very small percentage. That’s why we’ve assembled two front drivers – one from an established player and one from a newer challenger – not just to find out which is better, but to find out what entry-grade FWD life is really like.

In the blue corner, we’ve got the Hyundai Tucson Hybrid, listed at $42,850 before on-road costs. Crucially, at the time of testing, Hyundai had a driveaway deal of $44,990, so you should always check for offers and deals when you’re ready to purchase.

In the red corner, we’ve got the GWM Haval (pronounced the way you’d say ‘gravel’) H6 Ultra Hybrid, listed at $43,990 driveaway at the time of testing. We’ve lined these two up as closely on price as we could, and it’s worth noting early that the H6 gets a beefier list of standard equipment than the Tucson.

If you wanted similar equipment from a Tucson you’d have to spend around $5000 more for the Elite, while a lower-specification H6 Lux Hybrid currently lists at $39,990 before on-road costs. What Wheels has done for this comparison, though, is dissect what you get for a very similar spend. In that sense, Hyundai has market history and known retained value on its side, while Haval enters the fight with a stacked standard feature list.

Key inclusions that both SUVs share is the next important factor in the testing process. First up, both get a five-star ANCAP safety rating, the Tucson from 2021 testing and the H6 from 2022.

2

With safety such a key driver for buyers, standard equipment is understandably important to both brands. As such, both have: seven airbags, AEB (pedestrian, cyclist and intersection coverage), adaptive cruise control, lane keeping assistance, adaptive lane guidance, blind-spot monitoring with rear cross-traffic alert (with braking), driver attention monitoring, traffic sign recognition with overspeed alert (H6’s can be switched off permanently), front and rear parking sensors and tyre pressure monitoring.

Safety aside, other shared standard equipment includes: dusk-sensing automatic LED headlights, keyless entry/start, roof rails, heated/auto-folding mirrors, lumbar adjustment for the driver, wireless Apple CarPlay/Android Auto, AM/FM/DAB+ radio, dual-zone climate control, rear air vents, wireless phone charger, leather steering wheel, four USB ports, selectable driving modes, auto up/down functionality for all four windows and a column-mounted gear selector.

When you move into the cabin, the obvious difference is the seat trim, followed by the difference in infotainment screens. Interestingly, Wheels judges were appreciative of the chance to test what looks to be robust cloth trim in the Hyundai, such is the current penchant for faux leather across the automotive landscape. Some love leather – fake or otherwise – while some prefer cloth. For mine, I’d only opt for leather if it’s real leather and in the case of the Tucson as tested here, the cloth material is comfortable, wasn’t sweaty on a stinker of a day, and seems to be robust enough to withstand the abuse a family could hurl at it.

1

That said, Haval’s synthetic leather trim isn’t horrible by any means, and its easy cleaning capability means it will attract family buyers wanting to ensure as few stains remain as possible. Seats with electric adjustment are obviously easier to get into a finer position than manual adjustment provides, and that’s a definite advantage to the Haval.

Hyundai’s 12.3-inch infotainment screen, which sweeps across to join the 12.3-inch digital driver display, is an exercise in clean design but can’t match the sheer size of Haval’s imposing 14.6-inch screen. While both show everything you want or need to see, there’s a level of simplicity to the Hyundai’s system which makes it more appealing when you compare them back to back.

Both screens were responsive to touch inputs and connected seamlessly with smartphones on test. I always prefer a wired connection, but if you like wireless, that also worked nicely as did the wireless charging for both SUVs. However, your phone will get hot, which is why I avoid wireless charging.

The reason Wheels thinks the Hyundai’s control system is more intuitive is the clustering of functionality behind the screen that GWM has opted for, meaning things that should otherwise be simple, like HVAC controls or volume adjustment, are more complicated than they need to be. It’s not a deal breaker, but Hyundai’s provision of switches and dials for major controls makes a lot more sense and doesn’t require any familiarisation.

1

1

Occupant space across the four main seating positions is line ball, and you’ll need super tall adults up front to eat so far into rear seat space that taller occupants back there will feel uncomfortable.

Driving is where Wheels found the two vehicles on test diverged most noticeably. The Tucson is a more polished, more relaxed cruiser, where the H6 feels firmer, more urgent and sportier – certainly sportier than it needs to in this segment. Some of that you might not mind – the firmer ride, for example – but the enthusiasm of the front tyres to chirp under load isn’t so appealing.

Both approach efficient hybrid motoring from slightly different angles, attempting to get to the same place: use as little fuel as possible. Hyundai powers its Tucson with a 1.6-litre turbocharged four-cylinder petrol engine, mated to a six-speed automatic transmission. Powering the front wheels, there’s 172kW and 367Nm on offer from the combined system. Broken down, Hyundai quotes 132kW/264Nm from the petrol engine and 37.4kW/264Nm from the electric motor. Hyundai’s official fuel use claim is 5.3L/100km on the combined cycle, and on test, covering more than 300km, Wheels used an indicated 5.7L/100km.

The GWM Haval uses a 1.5-litre turbocharged four-cylinder petrol engine, mated to a two-speed automatic transmission, also powering the front wheels. It makes 179kW and 530Nm combined. Split between petrol and electric, Haval says the numbers are 110kW/230Nm from the petrol engine and 130kW/300Nm from the electric motor. Haval says the H6 is even more miserly than the Tucson, using 5.2L/100km, but on test over the same cycle, it proved thirstier, using an indicated 6.1L/100km.

2

Eschewing the somewhat dulled down ‘Eco’ drive modes, Wheels tested these SUVs in the default ‘Normal’ mode across urban, highway, coarse chip country roads, and up to highway speeds. We didn’t try to be super efficient with either. Rather, we drove them with the flow of traffic as smoothly as we would try to drive any car, and hopefully as close as possible to the way they will be used in the real world. Effectively, the Tucson delivered efficiency we would expect of a hybrid drivetrain in this segment, while the H6 was a little less frugal than we would have liked. As with so much of this tight test, that might not be a deal breaker, but if you’re buying on value primarily, it’s another factor to consider.

Now, reading the power and torque figures would suggest that the H6 has some decent performance chops – and that’s true if everything lines up based on what the control system thinks is happening. If the battery has the right state of charge, if the petrol engine is in the sweet spot of the rev range, and if the hybrid power unit is alert, you have the chance to get everything all at once. And, in theory that might sound fun, but when you get a hit of that fat slab of torque, the relationship between front tyre and bitumen can become tenuous. You’ll spin the tyres up without even trying, especially if you’re turning out of a street and pointing uphill for example. It’s not unsafe, but it’s a lack of resolve that doesn’t afflict the much more sedate Tucson.

Both steer, brake and turn-in as you’d expect of a medium SUV, but the H6’s firmer suspension tune means it feels a little sharper, certainly at the limit if you’re hooking in. Some of the Tucson’s better bump absorption would be related to 17-inch tyres rather than the 19s fitted to the H6, but the rest of the equation is down to better body control and suspension behaviour. What you get then, is a smoother, more relaxed, and slightly more comfortable all-round ride when you’re behind the wheel of the Tucson.

2

The question of whether you need an AWD medium SUV is an easy one to answer. No, the overwhelming majority of Aussie buyers don’t. If you’ve got a rural weekender, tow a small trailer or head down dirt roads camping regularly, then you will want AWD, but for most of us living and operating in the city, FWD is all you need. The other benefit here is you’re invariably saving money on the purchase price.

From there, we move to the winner of this battle. As well-specified and sharply priced as the GWM Haval H6 is, our pick is the Hyundai Tucson – just. This is a closely-fought contest, not just on value and inclusions, but also on driving ability and real-world efficiency.

While both put forward an impressive case, it’s the Tucson that gets the win thanks to its more competent ride quality on poor surfaces, more intuitive in-car tech, and established position in the market. And given Wheels’ requisite for the inclusion of a spare wheel of some sort, the Hyundai’s space saver also gets a big tick.

The challenger brands are coming though, and GWM is perhaps best-placed with its broad product portfolio to attract otherwise-sceptical Australian new-car buyers.

2

Tale of the tape

It’s interesting to assess how similar these medium SUVs are, especially when you run the ruler over them. Tucson is 4640mm long, 1865mm wide, and 1665mm high, with a 2755mm wheelbase. The Haval H6 counters with a slightly longer 4703mm overall length, is wider at 1186mm and taller at 1730mm, despite a shorter 2738mm wheelbase.

Tucson makes more of its cabin space though, with 582 litres available with the second row in use, and a hefty 1903 litres when you fold the second row down. H6 counters with 560L/1445L.

Tucson wins in towing with a 1900kg rating with a braked trailer, while the H6 can haul 1500kg, also with trailer brakes. Tucson is lighter overall, too, 1626kg plays 1720kg for the H6.

Warranty details form a vital part of the buying process for prospective owners, and the Haval’s seven-year/unlimited km coverage is a bonus – especially if you’re new to the brand. The H6 also gets an eight-year/160,000km warranty on the battery. The first service is required after 12 months and 10,000km and then every 12 months or 15,000km. Over five years, the H6 will cost $2145 to service.

Tucson is covered by a five-year/unlimited km warranty, extending to seven if serviced at Hyundai dealers. Like the H6, the battery is covered for eight-years/160,000km while servicing runs to 12 months/10,000km and is slightly cheaper, $2072 over five years.

1

Specs battle: What’s in, what’s out?

Both vehicles share similar standard equipment, but there are some noteworthy differences, so here’s the cheat sheet. H6 gets synthetic leather trim, electric front seat adjustment with heating and ventilation, driver seat memory, panoramic sunroof, LED tail-lights with rear DRLs, automatic wipers, a 360-degree camera, heated steering wheel, ambient lighting, 19-inch alloy wheels (17-inch for Tucson), an electric tailgate with kick sensor, a larger 14.6-inch infotainment touchscreen, head-up display, nine speakers (six for Tucson), rear privacy glass and an auto dimming rear-view mirror.

However, Tucson also gets some equipment that H6 doesn’t, including front USB-C ports, a space-saver spare tyre (no spare for the H6), Hyundai Live Services (app for remote start, remote updates), a broader autonomous emergency braking system, auto high-beams and digital key functionality.

Specs

Hyundai Tucson Hybrid

1

GWM Haval H6 Ultra Hybrid

1

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

Tesla has announced local pricing and specifications for the new Model Y L, which is now available to order ahead of second quarter 2026 deliveries. Priced from $74,900 excluding on-road costs, the Model Y L will only be available in Premium Long Range All-Wheel Drive form at launch. More than just adding extra seats to the same body, the Model Y L is overall 177mm longer than the regular Model Y and looks different as a result.

Now measuring 4969mm long, the Model Y L has been lengthened to accommodate its third row of seating, which Tesla says “enhances third-row legroom and provides a feeling of space within the cabin.” It isn’t just a six-seat version of the Model Y either, it is visually (and physically) larger in wheelbase and body size, according to its maker.

The Model Y L isn’t a seven-seater, rather, a six-seater as the middle row of seats uses a captain’s chair layout with two individual seats instead of a bench. The individual seats feature electric adjustment and fold flat functionality at the touch of a button, as well as both heating and ventilation.

3

The third row provides two additional seats with adjustable headrests, also heated and electronically flat folding, while extra features on the L include rear USB-C ports, cup holders and air vents in the C-pillars for third row occupants.

Behind the third row of the Model Y L lies 420 litres of space, which expands to 1076 litres with the rear seats folded and a huge 2423 litres with the second row folded as well (285L more than the regular Y). There is also a 116 litre front boot.

The L also adds a new 19-inch alloy wheel design, a new ‘Cosmic Silver’ colour option, higher-rated 50W driver’s side wireless phone charging and unique Model Y badging. The Model Y L is also the first Tesla to be sold in Australia with vehicle-to-load (V2L) functionality up to 3.3kW, which is available by purchasing a separate Tesla adaptor.

3

The Model Y L is rated at 681km of WLTP driving range, which is 81km more than the five-seat Model Y Long Range All-Wheel Drive on which it’s based, suggesting that it uses a larger battery. Using NMC technology, it can be DC fast charged up to 250kW.

Tesla has confirmed performance stats, however: 378kW of power and 590Nm of torque, which is enough grunt for a claimed 5.0-second 0-100km/h sprint time and a top speed of 201km/h – only 0.2 seconds slower than the Model Y LR AWD.

2026 Tesla Model Y pricing (excluding on-road costs):

• Premium Rear-Wheel Drive: $58,900
• Premium Long Range All-Wheel Drive: $68,900
• L Premium Long Range All-Wheel Drive: $74,900
• Performance: $89,400

In what amounts to a direct reversal of its initial intention, the Federal Government has confirmed that it will relax the sulphur limits it put in place for the next two months, meaning dirtier fuel will be heading to Australia bowsers, amid soaring costs and ongoing supply issues due to the conflict in the Middle East. 

Sulphur limits for 91, 95 and 98 RON unleaded petrol will be raised from the current 10 parts per million (ppm) to 50ppm. It’s worth noting that at 50ppm, the threshold is still lower than the 150ppm that was allowed for 91 RON before the new standards came into effect in December 2025. 

According to a report by the ABC, Energy Minister Chris Bowen said, ‘it will add 100 million litres of fuel a month to the domestic supply’. The change will also mean that the Ampol refinery in Brisbane, can sell its higher sulphur product into the Australia market, rather than have to export it overseas to markets with a lower threshold. 

2

“Our fuel supplies continue to arrive, our fuel stocks continue to be strong,” Minister Bowen said. “While there are real challenges, because our fuel supplies are secure, there is no need for panic buying.”

Australia currently holds 36 days’ worth of fuel in reserve, with the ABC also reporting that Australia holds 29 days’ worth of jet fuel, and 32 days’ worth of diesel. Earlier this week, the International Energy Agency (IEA), made the unprecedented step of releasing 400 million barrels of oil to ensure a stable supply of fuel and attempt to combat further price hikes. 

For its part, Ampol told the ABC that the 100 million litres will be prioritised for regional and rural Australians, who have already been hit by shortages. Minister Bowen said farmers, fishers and regional communities would be the propriety for any additional supply. 

“In rural and regional Australia, we continue to see unacceptable shortages, we continue to see supply chain constraints, and we continue to see a doubling of demand… demand has doubled, use has not,” Minister Bowen said. 

“This is a practical measure, 100 million litres of extra fuel each month, which will be prioritised for regional Australia, with a particular emphasis on Queensland.”