WhichCar By Wheels

Nissan Australia has confirmed full pricing and specifications for the MY26 Qashqai, marking a major milestone for the popular small SUV as it transitions to an exclusively electrified future. When it arrives in local showrooms from March 2026, every Qashqai variant will be powered solely by Nissan’s latest-generation e-POWER system – featuring key powertrain components manufactured in Australia.

A fixture of the Australian market since its original launch as the Dualis in 2007, the Qashqai enters 2026 in its most advanced and efficient form yet. Nissan’s decision to make e-POWER standard across the range reflects strong customer uptake of the technology and the brand’s broader push toward lower-emissions mobility.

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The updated e-POWER system delivers tangible gains across efficiency, refinement and performance. Combined fuel consumption has dropped to 4.1L/100km, down from 4.8L/100km previously, while CO₂ emissions have been reduced by 17.8 per cent to 92g/km. Cabin refinement has also improved, with Nissan claiming the MY26 Qashqai is 5.6dB quieter, delivering a more EV-like driving experience. A new Sport Mode provides an additional 10kW boost for more responsive performance when required.

Central to these improvements is Nissan’s new 5-in-1 e-POWER powertrain architecture, which integrates the electric motor, generator, inverter, increaser and reducer into a single compact unit. This design reduces weight and complexity while improving energy efficiency. Crucially, high-pressure cast aluminium components for this system are produced at Nissan Casting Australia Plant in Dandenong South, which serves as the global sole supplier for the technology.

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Paired with a newly developed 1.5-litre turbocharged petrol engine using Nissan’s STARC combustion technology, the system achieves a thermal efficiency of up to 42 per cent, converting more fuel into usable energy and less into wasted heat. Despite never driving the wheels directly, the engine generates electricity on demand, meaning no plug-in charging is required.

For MY26, the Qashqai range expands with the introduction of a new entry-level ST-L e-POWER grade, priced from $45,640 before on-road costs. It is joined by the Ti e-POWER ($49,640), Ti-L e-POWER ($53,640) and N-Design e-POWER ($54,140), making electrified driving more accessible across a broader price range.

Technology updates extend beyond the powertrain. All variants now feature an enhanced Digital Around View Monitor with 3D eight-point views, Skeleton Hood and T-Junction visibility. Higher grades also gain upgraded ProPILOT+ driver assistance with improved lane detection and display graphics.

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The MY26 Qashqai remains well equipped, with standard features including a 12.3-inch infotainment touchscreen with wireless Apple CarPlay and Android Auto, wireless phone charging, NissanConnect Services and a comprehensive safety suite.

Backed by Nissan’s 10-year/300,000km warranty when serviced through the dealer network, the MY26 Qashqai represents a significant step forward – not just in efficiency and technology, but also in highlighting Australia’s role in Nissan’s global electrification strategy.

Hyundai Australia has confirmed it will expand its local electric vehicle line-up with the arrival of the all-new ELEXIO, a mid-size electric SUV scheduled to launch in the first quarter of 2026. Positioned between the KONA Electric and IONIQ 5, ELEXIO is designed to appeal to families seeking space, efficiency and value in a fully electric package.

The ELEXIO will launch in Australia in a single, well-equipped Elite grade priced at $59,990 drive-away. Power comes from a front-mounted electric motor producing 160kW and 310Nm, paired with a sizeable 88kWh battery. Hyundai claims a driving range of up to 546 kilometres on the WLTP cycle, placing the ELEXIO among the longer-range options in its segment.

Built on Hyundai’s 400-volt Electric-Global Modular Platform (E-GMP), the ELEXIO supports DC fast charging, with a 10 to 80 per cent recharge achievable in as little as 38 minutes under optimal conditions. The platform also underpins the SUV’s flat-floor architecture, helping maximise cabin space and comfort.

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Visually, ELEXIO adopts a clean, futuristic design language inside and out. The exterior features a smooth, aerodynamic silhouette, with both the front and rear characterised by layered horizontal elements that emphasise width and give the SUV a confident stance. Five mica exterior colours will be available, including Crystal White as standard, with Medium Grey, Pebble Blue, Dragon Red and Phantom Black offered as premium finishes.

VariantPowertrainDrive Away
ELEXIO Elite160 kW 88 kWh FWD$59,990

Inside, the cabin blends strong structural lines with soft curves to create a modern yet welcoming atmosphere. The leather-appointed interior is available in Obsidian Black or Dove Grey and includes heated and ventilated front seats, dual wireless smartphone chargers, and a suite of connected technologies. Over-the-air update capability, Bluelink Connected Car Services and Digital Key 2 with NFC smartphone entry and start are all standard.

Designed with family use in mind, ELEXIO offers a generous 506 litres of boot space, expanding to 1540 litres with the rear seatbacks folded flat.

ELEXIO will also debut Hyundai’s new Connect-C infotainment system in Australia. Based on the Android Automotive Operating System, the system is displayed via a striking 27-inch ultra-thin 4K panoramic screen that integrates infotainment and vehicle controls. A head-up display is standard, projecting key driving information directly into the driver’s line of sight.

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Importantly for Australian conditions, ELEXIO has undergone an extensive local ride and handling tuning program. Hyundai engineers from Korea worked alongside the Australian chassis team in Sydney to develop bespoke suspension and steering calibrations, ensuring the SUV delivers the right balance of comfort, stability and refinement on local roads.

Hyundai Motor Company Australia chief operating officer Gavin Donaldson said ELEXIO would play a key role in welcoming more Australians into the brand’s growing electric SUV family, while reinforcing Hyundai’s long-term commitment to electrification and intelligent mobility.

Powertrain

Battery Size88 kWh
Battery TypeLFP
Range (WLTP)546 km
Maximum Power160 kW
Maximum Torque310 Nm
Combined Fuel Efficiency18.2 kWh/100km
Charging (10 to 80%)38 mins (350 kW DC Charger)

Features

Powertrain / Chassis

Safety

Exterior

Interior

Convenience

Multimedia/Display

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Australia’s automotive market proved resilient in 2025, with total new-vehicle sales reaching 1,209,808 units for the calendar year. While overall volumes eased slightly compared with recent highs, the result reflects sustained consumer demand and a market continuing to evolve as new technologies and vehicle types gain traction.

According to Federal Chamber of Automotive Industries (FCAI) chief executive Tony Weber, buyers are responding to an increasingly diverse range of vehicles that cater to family, business and recreational needs. December provided a strong finish to the year, with 98,744 vehicles sold, up three per cent on the same month in 2024.

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Electrified vehicles were a clear highlight, led by rapid growth in plug-in hybrids. Sales of plug-in hybrid electric vehicles more than doubled in 2025 to 53,484 units, an increase of 130.9 per cent year on year. Conventional hybrids also continued their steady rise, with 199,133 vehicles sold, up 15.3 per cent, cementing their position as Australia’s most popular lower-emissions option.

Battery electric vehicles recorded 103,269 sales from all sources, accounting for 8.3 per cent of the total market. Despite more than 100 EV models now available locally, growth in the segment has been slower than previously forecast. Market share has increased by just 1.1 percentage points over the past two years, prompting ongoing debate about infrastructure readiness and consumer confidence.

The industry also continues to adjust to the New Vehicle Efficiency Standard, which came into effect last year. While early compliance data is yet to be released, the FCAI has warned that future targets will be significantly more demanding and could impact vehicle affordability and choice if not carefully managed.

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China further consolidated its position as a major supplier to Australia, with Chinese-built vehicles accounting for about 18 per cent of total sales in 2025, up from around 14 per cent the year prior. Japan remained the largest source country, followed by Thailand, with Korea in fourth place. Together, these four nations supplied roughly 80 per cent of Australia’s new vehicles.

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SUVs continued to dominate buyer preferences, representing 60.7 per cent of all sales. Light commercial vehicles followed at 22.6 per cent, while passenger cars fell to just 13.0 per cent of the market. SUV sales rose 5.5 per cent to 733,831 units, while passenger vehicle sales dropped sharply by 22.6 per cent.

Toyota retained its position as market leader, ahead of Ford and Mazda. The Ford Ranger was Australia’s top-selling vehicle, followed closely by the Toyota RAV4 and HiLux, underscoring the nation’s enduring appetite for SUVs and utes.

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New data from the Electric Vehicle Council (EVC) highlights a sharply diverging performance among Australia’s electric vehicle brands in 2025, with Polestar recording strong growth while Tesla experienced a notable year-on-year decline.

According to the EVC’s Vehicle Sales Report for December 2025, Polestar (bottom) delivered 2,373 vehicles nationally across the calendar year, representing a 38.5 per cent increase compared with 2024. The result marks Polestar’s strongest annual performance in Australia to date, underlining growing consumer interest in the Swedish-Chinese brand’s expanding electric line-up.

Tesla, by contrast, saw its total Australian sales fall by 24.8 per cent year-on-year, with 28,856 vehicles delivered in 2025. Despite the annual decline, Tesla remains by far the country’s highest-volume EV brand, and its most popular model continues to perform strongly.

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The Tesla Model Y was the top-selling vehicle in Australia for December 2025, with 1998 deliveries recorded for the month. That figure represents a 7.4 per cent increase compared with December 2024, suggesting end-of-year demand remained solid despite broader sales headwinds. Across the full calendar year, Model Y sales reached 22,239 units, up 4.6 per cent compared with 2024, reinforcing its position as Australia’s most popular electric vehicle.

The December result highlight a contradiction within Tesla’s local portfolio: while total brand sales declined, demand for its core volume model remained resilient. Analysts have pointed to increased competition, reduced incentives in some markets and a growing number of alternative EV options as factors contributing to Tesla’s softer overall performance.

The Electric Vehicle Council cautions that its monthly sales report does not capture the entire Australian new-vehicle market. The data includes sales figures voluntarily provided by participating brands and therefore represents a snapshot rather than a complete industry total. The EVC continues to encourage all automotive brands to submit sales data for inclusion in the report.

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The council says its goal is to make comprehensive new-vehicle sales data publicly available in order to improve market transparency and boost consumer confidence. Participation in the report is free, public and non-exclusive.

With more brands entering the Australian EV market and sales results increasingly diverging between manufacturers, the December 2025 report reveals competition is intensifying – and how consumer preferences on EVs are continuing to evolve.

Data sourced from the Electric Vehicle Council’s Vehicle Sales Report, December 2025.

Mercedes-Benz has confirmed that a fully electric version of the S-Class is in development, set to replace the EQS and mark a significant shift in the brand’s luxury EV approach after the flagship electric sedan failed to meet expectations.

Officially to be known as the S-Class with EQ Technology, the zero-emissions limousine remains several years away from showrooms. A senior Mercedes source has indicated the electric S-Class will not arrive until late in the decade, despite growing speculation following the EQS’s underwhelming commercial and critical reception.

In the meantime, the current S-Class is due to receive a substantial mid-cycle facelift in early 2026. Mercedes-Benz CEO Ola Källenius has previously said the company has invested far more heavily than usual in this update, underlining the importance of the combustion-powered S-Class during the transition to electrification.

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The all-new eighth-generation S-Class will be the first to offer both combustion and fully electric powertrains from launch. Unlike the EQS, which was positioned as a standalone electric alternative, the next S-Class will follow a dual-platform strategy. Petrol and hybrid models will continue on an internal-combustion architecture, while the electric version will ride on Mercedes’ new MB.EA platform designed specifically for EVs.

Källenius has acknowledged that Mercedes learned valuable lessons from its first wave of electric vehicles. Rather than forcing customers into a single powertrain choice, the brand now believes flexibility is essential at the top end of the market.

“If you don’t believe the market will be 100 per cent electric when the next S-Class arrives, you have to offer both,” Källenius said previously. “You need the electric and the high-tech electrified combustion version, without compromise.”

That philosophy extends to interior space and performance. Mercedes is determined not to repeat the EQS’s packaging compromises, instead ensuring the electric S-Class matches – or exceeds – the rear-seat comfort and luxury benchmarks long associated with the nameplate, including Maybach variants.

While running two platforms inevitably increases development costs, Mercedes believes careful engineering will keep additional investment under control.

Design-wise, the two versions of the S-Class are expected to look almost identical, retaining a traditional three-box saloon shape rather than the EQS’s aerodynamic “one-bow” profile. This shift follows the departure of former design chief Gorden Wagener and signals a return to classic luxury proportions.

Regardless of powertrain, Mercedes says the next S-Class will showcase its most advanced infotainment, driver-assistance and autonomous technologies, reinforcing its role as the brand’s ultimate technological flagship.

Subaru has reignited excitement among performance-car fans after releasing a pair of short teaser videos strongly suggesting the return of the WRX STI. The clips, shared via Subaru’s official social media channels, both carry the message “Coming soon” and point to a full reveal scheduled for January 9, 2026 – a date that aligns neatly with the opening of the Tokyo Auto Salon.

The first teaser, running just 12 seconds, shows a blue WRX sedan carving through a snow-covered forest, accompanied by the unmistakable thrum of a turbocharged boxer engine. While Subaru stops short of naming the car outright, several visual cues make the intent clear. An STI badge mounted in the grille, a more pronounced bonnet scoop, and an STI-branded front number plate all suggest this is more than a cosmetic package.

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A brief rear three-quarter angle reveals further clues. The car appears to ride on 19-inch alloy wheels similar in design to those fitted to the WRX tS Spec B introduced in Australia in 2025, while side skirts and the overall stance hint at a more aggressive setup than the standard WRX. The body style remains a sedan, dashing hopes – for now – of a hatchback revival.

The second teaser leans heavily into performance theatrics. It opens with a close-up of twin exhaust tips visibly vibrating as the engine fires into life. On-screen graphics show a rev counter and turbo boost gauge, reinforcing the message that this is a serious performance model rather than a mild upgrade.

Subaru Australia has yet to confirm technical details, but expectations are already building. Locally, the WRX tS Spec B sits at the top of the current range, priced from $61,490 before on-road costs. It features a 2.4-litre turbocharged four-cylinder engine producing 202kW and 350Nm, paired with a six-speed manual, along with Brembo brakes, Recaro seats, 19-inch wheels and chassis upgrades.

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Any new WRX STI would need to step well beyond those figures. To be competitive with modern rivals such as the Honda Civic Type R – which produces 235kW and 420Nm and claims a 0–100km/h time of 5.4 seconds – the STI is expected to deliver a meaningful power and performance boost. The tS Spec B, by comparison, completes the sprint in around 6.0 seconds.

Subaru has form here. In Japan, limited-run models such as the S210 WRX STI pushed the same 2.4-litre engine to outputs as high as 221kW and 375Nm. More recently, Subaru showcased multiple STI concepts at the 2025 Japan Mobility Show, including a WRX-based hatch and an electric performance study, hinting at a broader future for the badge.

The full WRX STI reveal is locked in for January 9, 2026. While Subaru has not officially confirmed market plans, the model is widely expected to make its way to Australia following its global debut – signalling a long-awaited return of one of the country’s most beloved performance nameplates.

Volkswagen has lifted the curtain on the interior of the all-new ID. Polo, offering a clear signal that the brand has listened to years of feedback as it prepares for the electric supermini’s full global debut later this year.

The most immediate change is one many buyers will welcome. The much-criticised touch-sensitive sliders and haptic panels found in models like the ID.3 have been ditched. In their place is a far more traditional and intuitive cabin layout, headlined by a squared-off steering wheel fitted with chunky physical buttons, a row of proper climate-control switches on the dashboard, and – finally – a real volume dial on the centre console.

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Volkswagen has also reinstated four individual window switches for the driver, doing away with the awkward front-and-rear toggle system. One familiar quirk remains, however, with the play-and-pause symbols still stamped onto the accelerator and brake pedals.

Early images suggest a noticeable step up in perceived quality over existing VW EVs. Air vent tabs and rotary controls feature knurled metallic finishes, while soft-touch fabric trim stretches across the dashboard, doors and centre console. Volkswagen says the goal was to make the ID. Polo feel warmer and more inviting than its electric predecessors.

Screen layout has also been rethought. A 10.25-inch digital driver display now sits in the conventional position within the dashboard, replacing the column-mounted unit used in the ID.3. The central touchscreen grows to 13 inches and, notably, is no longer angled toward the driver, making it easier for front passengers to interact with.

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New software promises greater customisation, including retro-inspired display modes that mimic the analogue dials of classic Volkswagens such as the original 1970s Golf.

The ID. Polo will ride on Volkswagen’s new MEB+ platform, shared with models including the Cupra Raval and Skoda Epiq. Designed specifically for smaller, more affordable EVs, the architecture switches to front-wheel drive and uses simpler rear suspension to reduce costs.

Two battery options will be offered: a 37kWh lithium iron phosphate unit and a larger 54kWh nickel manganese cobalt pack. The latter is expected to deliver up to around 450km of driving range, with DC fast-charging of up to 130kW enabling a 10–80 per cent top-up in about 23 minutes.

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Volkswagen has also confirmed an ID. Polo GTI for 2026, marking the first time the iconic badge has appeared on an electric car. The hot hatch is expected to produce around 169kW, driving the front wheels via a limited-slip differential and featuring bespoke suspension tuning.

Australian sales are yet to be confirmed.

Chinese automotive giant BYD has officially overtaken Tesla to become the world’s largest seller of battery-electric vehicles, marking a major shift in the global EV landscape after another difficult year for Elon Musk’s company.

According to Tesla’s fourth-quarter 2025 results, the US-based brand delivered 1,636,129 electric vehicles globally last year, down from 1,789,226 in 2024. The decline represents Tesla’s second consecutive annual sales drop, ending its long-standing reign as the dominant force in the global EV market.

By contrast, BYD recorded a strong year despite late-year headwinds. The Chinese manufacturer sold 2,254,714 battery-electric vehicles worldwide in 2025, an increase of 28 per cent year on year. While BYD has previously outperformed Tesla in individual months and in total electrified vehicle sales (including hybrids), this marks the first time it has surpassed Tesla (below) on an annual global basis for pure EVs.

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The result has been building for some time, as competition intensifies and Chinese brands rapidly expand into global markets. BYD and its domestic rivals have gained momentum by offering competitive driving range, advanced battery technology and aggressive pricing – areas where Tesla once held a clear advantage.

David Bailey, Professor of Business Economics at the University of Birmingham, said Tesla is increasingly being squeezed by newer competitors. He noted the brand is “being outcompeted by Chinese firms that offer better value, rapid innovation and strong battery technology,” while also pointing to Tesla’s ageing model line-up and lack of a true small, mass-market EV.

Tesla has attempted to reignite demand by introducing lower-cost variants of existing models, such as a pared-back version of the Model Y. However, broader market conditions are working against it. EV demand has softened in several key regions as incentives are wound back and buyers grapple with cost-of-living pressures.

In the United States, federal tax credits for electric vehicles ended in late 2025, pushing up effective purchase prices and dampening demand. Political controversy surrounding Musk has also proven divisive for some consumers. In Europe and Australia, while governments continue to promote electrification, policy uncertainty and future road-user charging schemes are creating hesitation among prospective EV buyers.

Despite the sales setback, Tesla’s share price remains relatively resilient, buoyed by investor confidence in the company’s autonomous driving, AI development and long-term profitability. The brand continues to push ahead with plans for self-driving technology, with autonomous Tesla vehicles rumoured to be under evaluation for select global cities from 2026.

For now, however, the numbers are clear: BYD has claimed the EV crown, signalling a new phase in the global electric car race – one where Chinese manufacturers are setting the pace.

Alpina has long been the connoisseur’s alternative to BMW M, delivering immense performance wrapped in subtle styling and long-distance refinement. Now, that identity is entering a new chapter, with BMW confirming Alpina is officially operating as a standalone brand under the BMW Group umbrella.

BMW’s acquisition of Alpina was finalised in March 2022, following an agreement struck between the two companies in 2020. That deal included a five-year transition period, during which Alpina continued operating largely independently. With that phase now complete, BMW says 2026 will “mark the launch of BMW Alpina as an exclusive standalone brand under the BMW Group umbrella”.

As part of the formal relaunch, all future models will wear BMW Alpina badging on their rear ends, featuring lettering inspired by the asymmetrical Alpina wordmark used in the 1970s. Interestingly, the brand’s website has yet to adopt the redesigned Alpina roundel revealed in 2025, suggesting visual elements of the new era are still being phased in.

Despite the corporate shift, BMW has made it clear Alpina’s core philosophy will remain intact. The brand has built its reputation on transforming BMW’s flagship models into effortless high-speed grand tourers, focusing on ride comfort, bespoke craftsmanship and understated design rather than outright aggression.

“Key elements of the BMW Alpina brand are its unique balance of maximum performance and superior ride comfort, combined with hallmark driving characteristics,” BMW said. “This is complemented by an exclusive portfolio of bespoke options and custom materials along with unmistakable details.”

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The final model produced under Alpina’s previous structure was the limited-run B8 GT, based on the BMW 8 Series Gran Coupe. Powered by a heavily reworked 4.4-litre twin-turbo V8, it produced approximately 466kW and 850Nm of torque. True to Alpina tradition, the car featured an unrestricted top speed of around 328km/h – roughly 23km/h faster than the BMW M8 Competition Gran Coupe.

Alpina has yet to release a fully electric vehicle, but with the brand now fully embedded within BMW Group and access to its expanding EV platforms, an all-electric Alpina appears inevitable. Rather than chasing volume, the brand is expected to continue focusing on BMW’s larger and more luxurious models.

Future candidates for the Alpina treatment are likely to include the next-generation BMW X5 (current gen above), along with updated versions of the 7 Series and X7 – vehicles that align perfectly with Alpina’s long-standing focus on refinement, torque-rich performance and bespoke luxury.

For enthusiasts, the hope is that while ownership has changed, the essence of Alpina remains untouched: discreet, devastatingly fast BMWs for those who value nuance over noise.

People who drive uneconomical cars are criticised these days. People who drive cars fast aren’t exactly worshipped, either. But we’ve done both, to find out which of these four boomers is the fastest car made in the land of Oz. We did it because YOU wanted to know…

First published in the September 1977 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.

To hell with fuel consumption. To hell with styling and boot capacity and warranties and rear knee room. To hell, even, with ride comfort and crash safety. This comparison of the four fastest Australian cars is unashamedly about Power, Speed and Acceleration and there’s no way of getting away from it. And it’s a real change and a pleasure, we can tell you, to be writing about that infamous trio again.

Power, speed and acceleration, you see, are all nouns of 1972 – the words which used to satisfactorily convey the lifting, rocking bonnet, the haze of blue rubber and the pair of compressed eyeballs which resulted when you drove a 1972-style Australian V8 sedan a very long way in a very short time. It was simple, private excitement.

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Nowadays the world has discovered its energy problems. It has felt an oil crisis and suspects that a bigger one is coming. It has learned that car exhausts cause the lion’s share of urban air pollution and it has learned that “something has to be done” in a frighteningly short time.

It has learned that cars capable of holding families can be built with small engines (Alfasud,

Golf, Fiesta) and that’s a big development. But the world still builds five, six and seven-litre cars for people who like silence with their kick in the back. And they sell.

People, wastrels though they be, still like V8s. Every carnal car sitting on the beach front has five litres under the fake airscoops. Every executive-driven company car worth its salt packs an eight – sixes are for sales reps – and a lot of us in the rank-and-file enjoy the big donks as well.

So while the situations, financial and legal, exist for people to buy and own V8s and to afford 5 km/I on their way to work and back, V8s will endure. Buyers will option them in, car builders will happily bolt them together, petrol station owners will gleefully fill the tanks. And motoring magazines will test them …

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There’s not too much argument about what four cars are potentially the fastest made in Australia. There’s the obvious one – the 5.7 litre Ford Falcon, packing the biggest engine in a local lump. There are two Holdens – the Monaro GTS and Torana which both have the five-litre V8 as their top engine. And there’s a Charger, the lightest of the big Chryslers, but not a 5.3 litre V8. We spoke to Chrysler’s engineers and were assured that if we were prepared to give a 4.3 litre hemi-six Charger long enough to wind up, it would shade a 5.3.

We assembled these cars and as always there were hassles to be coped with and compromises to be made. The biggest compromise was deciding to make do with automatic transmissions in all of the cars. For one thing they make hardly any manual 5 and 5.7 litre V8 cars now and for another (as we were assured by a succession of plausible-sounding experts) at higher engine revs, torque converters in modern slushboxes lock solid so there was “certainly” no slippage and subsequent power loss at top speed.

And for yet another thing, the autos were typical cars – cars like we could actually buy from our friendly local Big Three chiseler. So with management bleating about deadlines, we took the self-shifters.

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The Charger was a maroon 265 auto, the same one which Mr Editor Robinson brought back from the CL Chrysler release in Adelaide. Now it had 13,000 kilometres on its odo – most of it at the hands of other road testers but some with more sympathetic drivers (such as Miss Australia candidates and company heavies across from Adelaide) aboard. It was loose in the engine, tight in the body and growled as healthily as ever when you got on the power.

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The Falc belonged to “one of the managers” of Ford Sales, Sydney. It was a GXL with air, tape, a hole-in-the-roof and all the other trick bits. It had about 4500 kilometres on the clock and ran like a very quiet Swiss watch. It was reputed to have a dud fuel gauge and demister but the gauge stopped working for a grand total of three seconds in four days and the demister distinguished itself by being one of the finest we’ve ever used.

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The Torana was a brand new SS Hatchback built for the Sydney PR fleet and run in by a selfless staff man who spent 1000 kilometres and a weekend looking for a sufficiently flat, straight, deserted and well surfaced piece of road within sensible distance of Sydney for us to time our top speeds in acceptable safety. The Torana had about 2300 kilometres up when we ran it for the clocks – perilously few but as many as we could manage.

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The GTS came from a GMH staff member. It had 12,000 kilometres up and distinguished itself from the rest by appearing to have very little in the way of front shocks. But the engine was sweet when you got it to about 2000 rpm – below that, like the Torana, it showed its ADR27 A heritage by belching and running irregularly.

These were the four. We planned to take them out and find out, once and for all, which was the quickest in a straight line under as neutral conditions as we could find – then to take them to the dragstrip and find out about their accelerations and then to make a judgement on which was the fastest Australian car. As it turned out, the decision was quite a lot easier than we’d anticipated.

Top speeds are hard to run accurately – at least the kind which are accurate to fractions of km/h. It’s easy enough to correct a speedo and then to time a car over a known distance and compute its average speed for that distance. That tells most people what they want to know.

This time we wanted it exact, so we approached a man who is about to start importing radar units for use by Australian police – they’re in the evaluation stage right now – and borrowed a unit to give us dead accuracy.

Our original plan was to set the radar unit up inside each car, beaming down the road and taking readings off the scenery as it flashed past, giving us top speeds. We soon found that approaching cars and the scarcity of substantial fences, rocks and so on on the verges of our piece of straight road put paid to that idea. The radar unit worked okay, but there were fairly long periods where you’d be sitting there with 180-plus on the speedo and the radar readout screen showing a moronic blank. Occasionally it would flash an isolated figure out of the nothingness for a few seconds but there would be no way of knowing if that was the maximum figure or not.

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There was nothing for it but to do a police force, set the unit up on the road and drive our four cars through it – and scare the inhabitants of a certain NSW country town half to death.

Our location wasn’t ideal, but we were firm that it was as good as we were going to find this side of the Hay Plain or the Nullarbor. It was a straight, wide piece of road without a centre line, de-restricted, within three miles of the centre of a country town, yet practically deserted. The run-up to the radar straight – about two kilometres long – had a few bends but they could be taken at top speed. There was about four kilometres of wind-up available and a slight slope on the run into our timing straight. As well as that, a fairly fresh breeze was assisting the cars from right three-quarter rear. In short, the cars had just a little help – or at least no hindrances.

The top speed runs

First to run was the Charger, our man deciding to try first what he thought would be the slowest of the four. The Charger appeared over the horizon pulling around 108 (the scale on our US-built radar unit was in miles per hour) and built up to 112 which it held through the trap without wavering.

Repeated twice more, the Charger did exactly the same. It surprised us that the top speed of a car was such a finite quantity – we’d expected to have three different readings, differing by as much as 5 mph (8 km/h). But it didn’t happen. The top speed of the Charger went into the notebook at 179 km/h. Its tacho was dead accurate at 4300, its speedo 8 km/h fast at top speed.

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The Torana was also consistent, its three runs sending up 116 each time. That’s 186 km/h. We were quite disappointed in this figure, particularly since the Torana comes standard with a tall 2.78:1 diff and the engine was only pulling about 4700 when it went through our radar trap.

Both the speedo and tach showed themselves to be benders of the facts, since the tach showed 5250 rpm (actually 4700) and the speedo had been way past the 200 km/h mark and off the clock. It was at least 20 km/h fast at top speed. It’s discrepancies like these which cause such folklore to grow up around some cars’ performance levels. There are any number of 130 mph V8 Torana owners about, and these findings won’t do much to dispel the claims. Those guys have seen it on the speedo!

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The Holden GTS couldn’t be expected to be as quick as the Torana because of its extra weight and frontal area, though it had a very free engine. It ran consistently at 111 mph – 178km/h – blowing large and ominous clouds out of its twin pipes when the engine turned above about 4500. Its speedo and tach also told fairytales – the speedo brushing 190 km/h (12 km/h too much) and its tach on the 5500 rpm redline (actually 5100 rpm).

And so to the Henry. It had the biggest mill of all and the most weight – 700 cm3 more and around 230 kg extra weight over the Holden. Surely this wouldn’t be the quickest car?

It was· though. It ran through the traps at an untroubled 122 (195 km/h) on its first two runs and our driver had the feeling that it might just go a shade faster. On the third run, wrung out completely, the big Falc turned the clock up to 123 mph (197 km/h) and became clearly the fastest car made in Australia. It also demonstrated that it is one of the more honest, its tacho showing 4800 (4700 actual) and its speedo 204 km/h (7 km/h too many).

There were several interesting factors to come out of the top speed runs. One was the constancy of a car’s top speed. In 12 runs, only one of them changed – and that by 1.6 km/h.

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Another was the way in which the Charger and Ford engines coped better with their ADR27 A clean-air equipment (which puts some of each car’s exhaust gas back through the induction system). The Ford and Chrysler were perfectly acceptable – hard to pick, even, from the pre-27 A cars – but the Holdens both ran unevenly below 1800-2000rpm. In a V8, a driver can spend quite a lot of the time below 1800-2000 and as a result there were times when the Holdens were quite unpleasant in traffic. But it has to be said that between 2000 and their effective redline of 5000 (5500 is marked on the tachos) they haul like a pair of locos.

The third interesting factor was the fact that, according to features editor Brian Woodward, who was standing at the timing equipment, each car had a definite “whoosh factor” as it flashed past within a few metres of him. The Charger and the Holdens caused considerable buffeting but the Falcon slipped past without seeming to disturb near as much air. Using this piece of stockman’s logic it is likely that good aerodynamics are the reason for the Falcon’s high top speed – after all, its stated power is almost the same as the Holdens’ and its body weighs more.

At the dragstrip

We expected big things of the Torana here, but we didn’t really get them. The fastest car over the standing 400m course, by a comfortable 0.3 seconds, was the Falcon which turned up 16.5 seconds. That, in Falcon terms, isn’t spectacular because in 1973 auto 351s could be expected to record 16s and a good one might get into the high 15s.

The clean air rules have had an effect on the Falc’s performance. But it still gets from 0-160 km/h (100 mph) in a lively 24.1 sec.

The Torana, for all our attempts at running-in and its top speed runs on the previous day was still suffering from too few kilometres. It turned a disappointing 16.8 for the 400m and made it to 160 km/h in 26.2 sec – 2.1 sec slower than the Falcon. It would improve with age but not enough to be clearly the fastest accelerating Australian production car.

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It might equal the Falc, but in our opinion it wouldn’t do much better than that. On the face of it, the General’s five-litre engine is considerably more affected by anti-pollution mods than is the Ford 351 ( or the 302 if our experience with our orange long-term test car is anything

to go by). A good five-litre Torana auto used to be 0.1 or 0.2 seconds quicker than a Falcon over the 400m.

The Charger, with its comparatively small engine and long gearing (as tall as the Falcon’s) couldn’t be expected to turn quick quarters, but it ran out in a creditable 17 .6 seconds – the same time recorded when we tested this car early this year – and it ran to 160 km/h in 30.7 seconds which is a shade slower than the GTS. Before ADR27 A you could expect 17.2-17.3 from this car.

The GTS ran a leisurely 17.2 second quarter and ran to 160 km/h in 29.2 seconds. It had the advantage of a prime, 13,000 kilometre engine, but it was at least 0.7 or 0.8 seconds slower

than it used to be. That performance loss is consistent with the Torana’s and greater than that of either the Charger or the Ford.

Across the ground

Though it is least considered by fast car enthusiasts a car’s ability to go fast in typical road conditions is the most important of the three major yardsticks of performance. After all, you don’t spend much time on flat, straight roads – it took us several days of searching to find one within 200 kilometres of Sydney – and you can’t drive up and down Castlereagh Dragstrip all day either. They’d miss you at work …

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The Falcon and the Torana were clearly the two best at fast cruising on NSW’s array of roads with only a prima facie 80 km/h limit. The GTS was clearly the worst with its over-light power steering, its outmoded front end geometry which caused it to move about on the road a lot, its rear-end steer caused by Sorbent-soft rear suspension bushes, and a pair of clapped front dampers which caused disturbing wallow and lack of precision.

It needs to be said that by the time this magazine is in your perspiring paw there will be a new range of Holden HXs available with the same “radial-tuned suspension” modifications that have turned Toranas from puddings into cars. The car will have better damping, probably a rear anti-roll bar and stiffer shockers. It will be good. At present it’s terrible – even worse than we remember.

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The Charger was an honest handling car with its hefty front anti-roll bar and fairly firm suspension settings all round. It went where it was pointed and hung on well, understeering refreshingly little at quite high cornering speeds. But it lacked out-of-the-corner poke compared with the Torana and Falc and it didn’t have a limited slip differential to help get the power down (and help boot out the tail in tight corners). So it was third best. But the Charger did have long touring legs as Mr Editor Robinson has already said in his test of the car (Wheels, Feb). It was pleasant and it was strong. It just wasn’t as quick as the top two.

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It is hard to distinguish between the Falcon and the Torana. Once, there was a clear distinction between the Falcon GT and the Torana SL/R 5000 and that was because the Falcon had stiffer “sports handling” suspension and the Torana didn’t have the benefit of the new Opel-inspired grippy front end design. Nowadays the Fairmont GXL (as tested) has softer suspension with a kind of gentle oversteer drift built into it on high speed corners while the Torana has become much better.

It boils down to this. The Torana is probably quicker point-to-point than a GXL Falcon though the margin isn’t exactly big. A Falcon with sports handling suspension would probably hold it on performance while still being out-manoeuvred in tight going because of its sheer body size. It would be an interesting struggle and it would happen at awfully high speeds.

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But for comfortable long-distance point-to-pointing the Falcon GXL is undoubtedly best. It is quiet, smooth, soft-riding and still damn quick. The Torana has exhaust booms, jigs on the bumps, stirs up a fair degree of wind noise and goes a bit quicker. But it takes more energy to drive fast and doesn’t have the ultimate top speed.

Our verdict, simply stated, is that the Falcon 5.7 litre is the fastest car in Australia – and if you want to· be sure of it, order yours with the stiffer suspension (and probably a manual gearbox, if they’ll build you one).

One of our staffmen who stood and looked at the top speeds of the fastest cars in Australia (178, 179, 186 and 197 km/h) and the standing 400m times (17.6, 17.2; 16.8 and 16.5 seconds) began reflecting on the good old days of 15 seconds at Castlereagh and 200 km/h on any half-mile straight stretch you cared to name.

“They’ve all had their balls cut orf” he grumbled, his right foot twitching and his burgeoning middle-aged spread receded for a moment as he thought of 1972. And he’s right, of course; they are slower in ’77.

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But truly, it’s not too bad. Only against the watches and the radar are the cars really, noticeably slower than they were. Apart from the Holdens’ more obvious ADR effects the four are very similar to the cars of ’72/’73 – but made better in three cases out of four by improvements to their suspensions. And we’d guess that quite a lot of the missing km/h can be restored by some cunning running-in and intelligent tuning.

You CAN still buy a horn car. Each of the four is still fast and powerful. Each of the four can still be owned by anyone on a sensible salary. But whether you SHOULD buy a car like this, knowing that you may well still own it in five oil-tight years’ time, is a matter for much closer consideration than it ever has been before.