Speaking to British outlet Autocar at the Paris motor show last week, Volkswagen brand CEO Thomas Schäfer said the automaker was looking to export more Chinese-built vehicles to markets including Europe and Southeast Asia.

While Volkswagen Group CEO Oliver Blume previously said the brand is open to selling Chinese-made cars globally, Mr Schäfer specifically named Australia among the markets set to receive Chinese-made Volkswagens.

“We’re starting now to export to the global south and countries that have easier access from China than Europe, such as Australia and the Middle East,” Mr Schäfer said.

“For the future, we’re getting ready for bringing one or more vehicles in from China.”

The Volkswagen boss didn’t specify which models would be sold here, or whether they would come from the brand’s range developed specifically for the Chinese market.

Volkswagen produces vehicles in China through partnerships with SAIC, FAW and JAC. SAIC, which owns MG Motor, builds China-specific Volkswagens including the ID. Era 9X, a 5.2-metre-long, six-seat SUV with an extended-range electric (EREV) powertrain, unveiled in January.

Volkswagen Australia has yet to announce any Chinese-built models for its local lineup.

The German brand was the first official vehicle distributor to offer a Chinese-made passenger car here, introducing Polo Classic sedans built by Shanghai Volkswagen at Anting, near Shanghai, to Australian showrooms in 2004.

Volkswagen began negotiations on Chinese production in 1978, with its first locally assembled Santana rolling off the line in 1983. Its Volkswagen-brand manufacturing operations now span 13 vehicle assembly plants and 21 component plants in China.

The brand plans to introduce more than 30 new electrified models there by 2029, spanning battery-electric, plug-in hybrid and range-extender powertrains.

Models currently produced in China include local versions of the Golf, Passat, Tiguan and Tayron, alongside nameplates developed for China such as ID. Era, ID. Aura, Lavida, Lamando, Talagon and Tavendor.

The Volkswagen brand was the best-selling auto brand in China from 1986 until 2022, with BYD taking the top spot in 2023.

Mr Schäfer said Chinese-made models would likely supplement Volkswagen’s existing European lineup. Its European-market passenger cars are largely built in Germany, Spain, Portugal and Slovakia, although the petrol-powered Polo hatch comes from South Africa.

“You know, there are some exciting cars that we would not develop for Europe necessarily because they are technically too big, like bringing in the ID. Era [SUV]," said Mr Schäfer.

“But we might do some selected imports to see how it works. It's not to replace any of the existing vehicles.”

The comments come amid a sweeping Volkswagen Group restructuring, with planned job cuts totalling 100,000 and the end of vehicle production at multiple German sites as the company looks to halve its model lines.

Car production at Volkswagen’s Dresden factory ended in December 2025, with Osnabrück scheduled to follow in 2027.

The Group has also said it cannot currently secure competitive replacement production for four other German plants as their existing products finish between 2031 and 2034.

“The big thing about our strength in China is that we have done an exercise to bring down cost in in the vehicle – both material and engineering cost – over the last two years,” Mr Schäfer added.

“We’ve radically rethought the vehicles and worked with partners here [in Europe] and there [in China]. We’ve set up vehicles that are completely cost-competitive in the Chinese market.”

In Australia, Volkswagen’s annual sales have fallen from a peak of 60,225 in 2015 to 28,970 last year. Its 2025 result represented a 20.6 per cent year-on-year decline, following an 16.8 per cent drop in 2024.

Reflecting an ongoing trend, Chinese-made vehicles accounted for 38.9 per cent of Australian new-vehicle sales last month, outselling vehicles made in Japan and Thailand combined.

Chinese-built vehicles from brands originating outside China include the Tesla Model Y SUV, as well as models from Mazda, Cupra, Hyundai and Volvo. Ford will join them in November 2026 with the arrival of the Transit City electric one-tonne van.

Australia’s best-selling brand, Toyota, hasn't ruled out importing Chinese-made vehicles.

Toyota’s market share has fallen by approximately 3.4 percentage points to 16.0 per cent in the first nine months of 2026 compared with the same period last year, amid growing competition and pressure on prices and profit margins.

MORE: Explore the Volkswagen showroom

They use electric power only for all your local driving including school runs, commutes, playdates and driving infants to sleep, but also give you the peace of mind and convenience of a fuel tank for longer drives including family road trips without the need for any forward planning.

If your family’s driving life is anything like mine, you’ll use only electricity during term time and fuel just for adventures during the school holidays.

The average Aussie family is said to only drive 40km on average per day. PHEVs vary greatly in how much electric-only battery range they have, making a difference in how convenient they are for family life.

Whether you have to charge them every evening or every few days can make a big difference when life is already very busy with young children (even if, like me, you have a home charger).

With all that in mind, I’ve put together this list of the 10 PHEVs with the longest battery-only driving range for families.

Note that we’ve also included extended-range electric vehicles (EREVs), which unlike most PHEVs incorporate a combustion engine only to recharge their batteries – not to drive the wheels directly – but can usually be plugged in like a PHEV.

1. GWM Haval H6 GT Ultra Hi4 PHEV AWD (183km)

The GWM Haval H6 GT Ultra Hi4 AWD mid-size SUV has a whopping battery range of 183km (using the generous NEDC measurement). This is ample for the average Aussie household to drive at least four days without needing to recharge the battery. You may even get a whole week of school runs out of it!

GWM says that with a full battery and a full tank of petrol this car has a total combined range of 1000-1183km, which is great for minimising petrol stops on family road trips too.

The five-seat GWM Haval H6 GT has a 392-litre boot, which is at the smaller end of the models on this list, but it easily fits a twin pram for families with two young infants.

In the back, three child seats fit nicely with room for a 182cm-tall driver in front of rear-facing child seats, or taller drivers in front of forward-facing child restraints.

The GWM Haval H6 GT has a five-star ANCAP safety rating, scoring 88 per cent for both adult and child occupant protection, and comes with seven airbags as standard.

2. Forthing Luxury Range Extender Hybrid (170km)

The Luxury EREV variant of the mid-size SUV formerly called the Taikon 5 has a claimed 170km of battery range (on the more realistic WLTP measurement too), the second highest on this list. However, it has the lowest combined electric and petrol range among the cars listed here at 937km (which is still plenty).

Most Australian families would get at least four days of driving without needing to charge the battery, so it’s practical for the average family school run and commuting week.

The Forthing has top-tether child seat anchors for all three rear seating positions and ISOFIX points for the outer two rear seats only. The rear seats are comfortable for adults with good headroom and legroom, and I’m hoping to test them with child seats soon.

Its 480L of boot space is comparable to its competitors, and should fit a twin pram for families with two small children.

This model is yet to be assessed by ANCAP, but has six airbags including side curtains covering the both rows of seats.

3. Chery Tiggo 9 Super Hybrid Ultimate AWD (170km)

Affordable as far as seven-seat PHEVs go, the Chery Tiggo 9 Super Hybrid large SUV has a battery-only range of 170km (NEDC), giving you a few days of local driving between charges, and a combined range of 1250km – enough for two long days of driving before everyone needs a break on a family road trip.

ISOFIX anchors in the outboard second-row seats and top-tether points on the back of all three second-row seats allow you to install three child seats across. The third-row seats have no hardware for installing child seats, so this is only a three-child-seat car.

When using all seven seats there is 148L of boot space, or 819L when using only the first two rows of seats (measure to the ceiling). If you’re a family of five that’s perfect for all the luggage and food you need on a family road trip.

The Chery Tiggo 9 has yet to be given an ANCAP safety rating. It has 10 airbags as standard, although they only extend to the second-row seats and there are no third-row airbags.

4. Leapmotor C10 Hybrid EV (170km)

A great option for tall families, the Leapmotor C10 Hybrid EV (EREV) has enough interior space for three child seats in the back seats and enough legroom for a 186cm driver in front of a forward- or rear-facing child seats.

Families with two young infants can fit a double pram in the 546L boot, or a 10-bag weekly food shop also fits easily.

The 170km (NEDC) battery range puts it in fourth position on this list, and is suitable for four days of family run-about and commuting, while the combined range of up to 1150km puts the Leapmotor C10 around middle of the pack.

Leapmotor fits the C10 medium SUV with seven airbags as standard and it has a five-star ANCAP safety rating, scoring 87 per cent for child protection and 89 per cent for adults.

5. Omoda 9 SHS Virtue AWD (169km)

The Omoda 9 is a large five-seat SUV with 169km (NEDC) of battery-only range, giving you a comfortable three days between charging, and a combined range of 1100km which is comparable with the Leapmotor C10 and Jaecoo J8.

When it comes to installing child seats, the Omoda 9 has the hardware for three across the second row with ISOFIX points for the two outboard rear seats and top-tether anchors for all three rear seats.

I’m yet to do my family testing on this one, but a whopping 660L boot should be ample for a double pram and the kids’ scooters.

The Omoda 9 has eight airbags as standard and a five-star ANCAP safety rating, scoring 87 per cent for child occupant protection and 90 per cent for adult occupant protection.

6. Jaecoo J8 SHS Summit AWD (169km)

The second large seven-seat SUV on this list without third-row airbags is the Jaecoo J8, which is also yet to be given an ANCAP safety rating.

Compared with the less expensive but rangier Chery Tiggo 9, the Jaecoo J8 has a combined petrol and electric range of 1000km and a battery-only range of 169km (NEDC), which is still ample for most families’ term-time driving and holiday adventures.

Three top-tether anchors and two ISOFIX points in the second-row seats should allow for three child seats to be installed, but I’ve yet to do my testing on this model.

Families looking at the Jaecoo J8 to use predominantly as a five-seater will get 738L of boot space, and those with larger families still get 200L behind the third-row seats, which should fit a single pram.

7. Toyota RAV4 PHEV XSE 2WD (154km)

A firm family favourite is the Toyota RAV4, with a decent 154km (NEDC) of battery range and combined petrol/electric range of 1059km. Most families would get a few days of driving locally between charges, and a good distance before refuelling on road trips.

This five-seat mid-size SUV comfortably fits three child seats across the second row, with room for a driver measuring up to 186cm in front of a rear-facing child seat, or taller drivers ahead of forward-facing child seats.

For families with young siblings, a twin pram comfortably fits in the generous 672L boot.

The latest RAV4 has not yet received an ANCAP testing, but has eight airbags as standard including side curtains covering the first and second rows.

8. BYD Sealion 8 Dynamic/Premium AWD (152km)

With a battery-only range of 152km (NEDC) and a combined petrol/electric range of 1017km according to BYD, the Sealion 8 large SUV can comfortably cater for family life.

Families can get two or three days of local driving before needing to recharge, and one or two days on long trips before needing to refuel.

The BYD Sealion 8 is the only seven-seater on this list that accommodates large young families. There are top-tether anchors in all five rear-seats, and ISOFIX points for the two outboard second-row seats and both of the third-row seats.

Five child seats can be installed comfortably, although you do need an empty seat in the second row to access the third row. Legroom is good and with forward-facing child seats in the third row and rear-facing seats in the second-row, a 182cm driver can still sit up front. There is room for an even taller driver when the second-row child seats are forward-facing.

It is also the only seven-seater on this list to have third-row airbags, although the BYD Sealion 8 has yet to be given an ANCAP safety rating.

A twin pram and a large family shop will fit easily in the 960L boot when using two rows of seats, or a single pram or grocery shop will fit in the 270L of cargo space behind the rearmost seats.

9. BYD Sealion 6 Dynamic Extended Range (140km)

With a battery-only range of 140km (NEDC), the Sealion 6 Dynamic Extended Range gives families who have a charger at home or work a few days of driving between charges. The combined range is 1250km, according to BYD, which is on par with the Chery Tiggo 9 and plenty for family touring.

Three child seats fit comfortably across the second row of the Sealion 6, leaving enough legroom for 184cm driver in front of rear-facing child seats, or an even taller driver in front of forward-facing child seats.

With a little more boot space than the Haval H6 GT but less cargo capacity than most others on this list, a twin pram (with its wheels removed) fits in the 425L boot of the BYD Sealion 6.

The BYD Sealion 6 has a five-star ANCAP safety rating, scoring 86 per cent for child occupant protection and 88 per cent for adult occupant protection. It has seven airbags as standard.

10. Geely Starray EM-i Inspire Extended Range (136km)

Last but by no means least is the Geely Starray EM-i Inspire Extended Range medium SUV with 136km (WLTP) from a fully charged battery.

That’s still enough for most Aussie families to go a few days between charges, and the 996km combined range – although the second shortest on this list – is still a big driving day for young families.

Three child seats fit tightly across the second row of the Geely Starray EM-i, so check your seats fit first. Legroom is very generous, sufficient for a 186cm driver in front of a rear-facing child seat, or a taller driver in front of a forward-facing restraint.

Space hasn’t been taken from its 528L boot, which fits a double pram comfortably.

The Geely Starray EM-i has a five-star ANCAP safety rating, scoring 90 per cent for adult occupant protection and 87 per cent for child occupant protection, and it has seven airbags as standard.

MORE: Top five most affordable mid-size family PHEVsMORE: Top five most affordable large PHEV family SUVsMORE: Top five things to look for when buying a family carMORE: Top five large seven-seat PHEV family SUVs in 2026MORE: Top five large five-seat PHEV family SUVs in 2026MORE: Top 10 mid-size PHEV family SUVs in 2026

The SAIC Z9 has been revealed in a Chinese Ministry of Industry and Information Technology (MIIT) filing as the brand’s third model line, following shortly after the Z7 sedan and wagon which appear heavily inspired by the Porsche Taycan.

SAIC was introduced in 2025 as SAIC Motor’s brand within the Harmony Intelligent Mobility Alliance (HIMA), a collaboration between various automakers and tech giant Huawei.

Besides SAIC Motor’s SAIC (also known as Shangjie) brand, other HIMA marques include Chery’s Luxeed and JAC’s Maextro. Thus far, all of these HIMA brands have been confined to the Chinese market, but Seres’ AITO brand has confirmed its plans for export markets.

The Z9 will slot in at the top of the SAIC lineup, above the H5 SUV and Z7 range, as a large electric SUV available with both single-motor rear-wheel drive and dual-motor all-wheel drive powertrains.

Rear-wheel drive variants produce 280kW of power, while all-wheel drive variants gain a 175kW front electric motor.

It measures 5139mm long, 2005mm wide and 1776mm tall on a 3086mm wheelbase, making it 209mm longer than a Porsche Cayenne on a 191mm longer wheelbase; it's also 154mm longer than a Cayenne Electric on a 63mm longer wheelbase.

Unlike the Porsche Cayenne and Cayenne Electric, the SAIC Z9 will be offered with a third row of seating for a total of six seats.

Kerb weight is between 2595kg and 2794kg, while all variants use ternary lithium-ion batteries supplied by CATL. Battery capacities have yet to be disclosed.

From the slim, wide headlights and full-width rear light bar to the sculpted bonnet and prominent shoulders, there are various similarities to the Cayenne – though this isn’t a blatant copycat like the SR9 from ailing automaker Zotye.

Porsche remains an apparent source of design inspiration for various Chinese brands, even as its sales decline in the Chinese market.

To the end of September, Porsche sales are down 33 per cent in China to 21,493 units. Last year, it sold just 41,938 vehicles there, marking the fourth consecutive year of decline. It sold 95,671 vehicles there in 2021.

The fledgling SAIC brand is positioned as a more premium brand within the SAIC Motor stable, specialising in electric and extended-range electric vehicles – much like IM Motors.

Two IM models, the IM5 and IM6, are exported widely to markets such as Australia, but thus far vehicles from the SAIC brand are exclusive to China.

MORE: SAIC Z7: New EV is Taycan a lot of inspiration from Porsche

Due in showrooms next month, the i30 Sedan N Monochrome brings what the automaker describes as more subtle exterior and interior treatments than the regular i30 Sedan N, with Korea and Canada the only other markets the special edition has been confirmed for.

It’s effectively a run-out model for the i30 Sedan N, which arrived in Australian showrooms in 2021, and follows the template set by the i20 N Shadow Edition, which marked the end of the smaller hatchback when it was announced in June 2026.

The current i30 Hatch N is also nearing the end of its Australian run, with stock expected to last into 2027, with the regular i30 Hatch potentially on the chopping block. Non-N versions of the i30 Hatch have already been discontinued locally.

Although an N version is yet to be shown, a new generation of the i30 Sedan was revealed in June 2026 with an even more aggressively styled exterior. It’s expected to arrive in Australia with a choice of petrol and hybrid powertrains in the first half of 2027.

“Having listened to customers’ voices for a toned-down high-performance model, we restrained visual emphases and focused on form, texture and material to create a monochromatic rendition of the i30 Sedan N that is understated, yet undeniably N,” said Joon Park, vice president and head of Hyundai’s N high-performance division, in a statement.

Pricing and further details haven’t been confirmed, but it’s expected to cost more than the standard i30 Sedan N, currently priced at $53,500 before on-road costs in either six-speed manual or eight-speed dual-clutch automatic (DCT) guise.

The Monochrome will be offered in just two exterior colours: Abyss Black Pearl, a $595 premium paint option on the regular i30 Sedan N, and the no-cost Performance Blue.

Both colours are teamed with newly designed 19-inch forged alloy wheels finished in black, while the usual red brake calipers are also finished in black.

The darker theme extends to elements of the front bumper, side sills and rear diffuser, with unpainted carbon-fibre mirror caps and a rear spoiler completing the treatment.

The cabin features an exclusive Alcantara-trimmed steering wheel with all buttons finished in black. Alcantara is also used elsewhere, including on the seats in place of the leather in the regular i30 Sedan N.

There are no changes to the 206kW/392Nm 2.0-litre turbocharged four-cylinder petrol engine, which sends power to the front wheels.

Hyundai Australia has confirmed the 200 Monochromes will include a mix of manual and DCT versions, with around 170 equipped with the DCT.

The allocation broadly reflects the standard i30 Sedan N’s sales mix, with around 90 per cent of buyers choosing the DCT.

The i30 Sedan N has accounted for almost a quarter of N model sales in Australia since the high-performance division’s local debut in 2018, contributing 5420 of its 22,474 sales to the end of September 2026.

The sedan is second only to the i30 Hatch N, the first N model offered here, which has accounted for more than half of the division’s local sales.

Overall, N models – which also include the i20 N hatch, Kona SUV and electric Ioniq 5 and Ioniq 6 – have accounted for four per cent of Hyundai Australia’s sales year-to-date.

MORE: Explore the Hyundai i30 showroom

Speaking to Autocar following his appointment as Fiat CEO in August 2026, Arnaud Belloni said more rigorous testing protocols introduced by the European New Car Assessment Programme (Euro NCAP) this year have baffled buyers.

“I don’t know how to be politically correct here, but Euro NCAP, it is existing, but customers don’t get it anymore,” Mr Belloni told Autocar.

“They are totally lost and it’s because of Euro NCAP changing the rules every two years, so what was a five-star car a few years ago becomes a three-star car, and then a two.”

Euro NCAP updates its protocols every three years to keep pace with advances in auto safety technology, with the latest protocols covering vehicles assessed from 2026 to 2028.

The protocols were largely adopted by the local Australasian New Car Assessment Program (ANCAP), with only minor differences between the two organisations’ criteria. The BMW iX3 electric SUV was the first model assessed under the new requirements, achieving a maximum five-star rating.

Both Euro NCAP and ANCAP apply six-year rating validity periods. New models become officially ‘unrated’ once their rating expires unless it is reassessed, with only vehicles built during the validity period retaining their original ratings.

An Australian example is the current Toyota Corolla, whose five-star rating based on 2018 testing expired at the end of 2024. Examples built from January 1, 2025, are therefore unrated. A new-generation Corolla is expected to be unveiled sometime in 2027.

“I’ve worked in this industry for 35 years and Euro NCAP has been there almost from the beginning. And I can tell you very few manufacturers are taking it really seriously,” the Fiat boss told Autocar.

“They don’t drive strategy based on your rank. Customers don’t know because they are lost, so it’s not important… Everybody’s clever. A consumer is clever, and there are a lot of regulations everywhere to regulate your life every day.”

That contrasts with comments Euro NCAP technical director Richard Schram made to CarExpert during a crash test in the Netherlands earlier this year.

“We’re able to get the industry on board, not just in one area, but in the whole area of safety. We’ve been able to improve progressive safety, battery structures, airbags, active safety,” Mr Schram said.

“All of these things came over the years by the industry, following our protocol, engaging with us and making sure that the cars are increasingly safe beyond regular requirements.”

Euro NCAP was formed in 1996 and published its first crash-test results in February 1997. ANCAP was established in 1992, with its first crash tests carried out the following year.

The 2026 changes mark Euro NCAP’s 14th main protocol period and form part of its Vision 2030 strategy, published in 2022.

Mr Schram said the changes are designed to make the assessments easier for consumers to understand, with the star rating remaining central to the process.

“Of the well-known star rating… this is the level, they [consumers] know star safety, and if they go a bit deeper, they are disconnecting,” he told media at the Netherlands crash test.

The 2026 protocols move from what Euro NCAP called a ‘tick box’ evaluation to four stages of safety: Safe Driving, Crash Avoidance, Crash Protection and Post-Crash Safety.

Mr Schram said advances in technology, including autonomous emergency braking, lane-keep assist and semi-autonomous driving systems, change consumer expectations and require testing protocols to keep pace.

The latest procedures more thoroughly evaluate the effectiveness of advanced driver-assistance systems (ADAS), for example, and penalise vehicles for potential distractions, such as key functions buried in touchscreen menus.

“We think we can tackle tomorrow’s vehicle safes challenges. There’s a broader addition to what we’re doing, and this required a new ratings scheme,” the Euro NCAP technical director said.

The Fiat boss said the automotive industry’s safety gains have been impressive and suggested customers recognise that progress, reducing the relevance of ever-changing safety ratings.

“People understand that manufacturers are doing their best to improve the safety on board or reduce CO2 emissions. This industry has massively evolved more than any other industry in the last 30 years, and customers realise that,” he said.

Fiat’s Australian-market 500e small electric hatch carries a four-star ANCAP safety rating based on 2021 testing.

In July 2026, the Italian brand confirmed it would remain in Australia despite deciding against importing further stock of the 500e. It has also introduced updated commercial vehicles to its Australian lineup.

Fellow Stellantis brand Citroen stopped taking new Australian orders in November 2024, ending more than 100 years of continuous sales by the French brand here after independent local importer Inchcape pulled the pin.

With European sales up 20 per cent so far this year, Fiat showed an updated Topolino concept alongside Multiplina and Multiplay show cars and a raft of new models at the recent Paris motor show.

Mr Belloni’s comments follow criticism that the growing number of safety systems needed to achieve a five-star rating adds weight, cost and complexity to new vehicles, driving up showroom prices.

Euro NCAP acknowledges the cost implications, pointing to budget brands such as Renault-owned Dacia, which makes a conscious decision not to aim for five stars. Its three-star Duster is sold here as the Renault Duster.

“Dacia is clearly a brand that doesn’t aim for five stars; they want to be at the budget [end of the market], but they will aim for three stars, and what you will see there is it is significantly better than [mandated] regulation,” Mr Schram said.

“But they made some clear choices to not put this [or that safety] system in because it’s really expensive.”

MORE: ANCAP awards five-star safety ratings to Chinese trio, but dings two for lack of physical buttons

BYD's flagship SUV has appeared in the Australian Government’s road vehicle approval database in a single variant, featuring a 145kW turbocharged 2.0-litre four-cylinder (petrol) engine and four 220kW electric motors.

Total system output is listed at 880kW; while a combined torque figure doesn't appear in the documents, it's listed at 1520Nm overseas, giving the U8 a claimed 0-100km/h time of 3.5 seconds.

The filing also lists only the regular-length, five-seat U8, not the extended-length, six-seat U8L. Tare weight is listed at 3644kg, with a braked towing capacity of 3500kg and the choice of 20- or 22-inch alloy wheels.

While it's listed as a plug-in hybrid (PHEV) and BYD itself refers to it as one, the U8 is more accurately described as an extended-range electric vehicle (EREV). Chinese-market specifications list a 56.58kWh lithium iron phosphate (LFP) battery and 230km of electric-only range on the CLTC cycle, with 1205km of total combined range.

Yangwang is BYD's flagship brand, sitting above Denza, but it has yet to be confirmed for an Australian launch. The filing lists Yangwang as the brand name and not Denza, suggesting BYD could be planning to launch another brand here, but it's possible the U8 will be sold as a Denza here. First customer deliveries of Denza models only commenced in Australia early this year.

When approached for comment about launch plans for the Yangwang U8, BYD Australia said it was too early to provide any.

As recently as August 2026, BYD Australia confirmed it had no plans to launch the Yangwang U8 here. As for the various local U8 sightings, including spots by the CarsAustralia Reddit community, BYD said the U8 had "many innovative features and technologies we are assessing in local conditions, some of which may trickle down to other models that could eventually be sold here".

While its leather-lined interior and array of large screens are part of its upmarket focus, the U8 also offers ‘crab walk’ and ‘tank turn’ functions, as well as an emergency flotation capability that allows it to remain afloat and manoeuvre in deep water for a limited time. It also uses an 'intelligent hydraulic body control system' called DiSus-P+.

The U8 features body-on-frame construction like the Denza B5 and B8 large off-road SUVs already sold here, with locking front and rear differentials.

Standard features in China also include night vision, automatic parking, an in-car refrigerator, augmented-reality head-up display and 22-speaker Dynaudio sound system. Screens in the front of the cabin measure 12.8, 23.6 and 23.6 inches, while the second row can be had with dual 12.8-inch multimedia screens in addition to the standard 7.0-inch rear centre armrest screen.

BYD vice president Stella Li confirmed last year the company planned to bring Yangwang to Europe, while some of the test vehicles spied in Australia have appeared to be right-hand drive.

A left-hand drive Yangwang U8 has also been displayed in various local BYD showrooms.

The U8 is priced from ¥1,008,000 in China, which works out to around A$216,000. In contrast, the Fangchengbao Bao 8 – known in Australia, where it's BYD's flagship SUV, as the Denza B8 – is priced from ¥419,800 (A$90,000). The Australian-market B8 is priced from $93,195 before on-road costs.

The near parity between B8 prices across the two markets could suggest the Yangwang U8 will indeed cost over $200,000 in Australia should it be launched here.

The U8 measures 5319mm long (including the externally mounted spare tyre), 2050mm wide and 1930mm tall on a 3050mm wheelbase. That makes it 124mm longer, 56mm wider and 25mm taller than the Denza B8 on a 130mm longer wheelbase, even though the U8 foregoes a third row of seating.

Since its 2023 introduction with the U8, the Yangwang brand has expanded to include the large U7 electric and PHEV sedan and the U9 electric supercar.

In September, Yangwang also teased a new ultra-luxury flagship sedan with Rolls-Royce-like styling, codenamed HU. Spy photographers have also captured what appears to be an SUV counterpart to the HU.

Yangwang vehicles aren't cheap. In China, the U8 is bookended by the U7, priced from ¥658,000 (~A$141,200), and the U9, which opens at ¥1,800,000 (~A$386,200).

MORE: Explore the BYD showroom

At the 2026 Paris motor show, Jeep confirmed it will relaunch the Renegade before the decade is out.

Made in Italy, the original Renegade was launched in 2014, and during its decade-long life in Europe, Jeep sold 610,000 examples.

The new Renegade will be sized to fit between the 4.08m-long Avenger and 4.55m Compass. Marco Montepeloso, Jeep’s European head of product planning, hinted to Auto Express the Renegade will be sold in markets outside of Europe and, as such, will have a "wide offering of powertrains".

Other Jeeps confirmed for Europe include the rugged Recon EV and a large SUV being developed in conjunction with Chinese automaker Dongfeng.

After 2030, Jeep is investigating more models that are "capable, compact and electrified vehicles designed to meet tomorrow’s mobility needs", including one inspired by the original Willys Jeep.

Speaking with Autocar, Jeep's new European boss Xavier Peugeot said the vehicle had yet to be officially confirmed, but noted "one of our main assets to counter [the Chinese] offensive is our DNA".

Specifics about the car have yet to be locked down, but the Jeep boss said one of the car's key selling points will be "BEV affordability".

This means the Willys could be based on the platform Stellantis is developing for low-cost EVs that align with the EU's planned 'E-car' regulations. This architecture is set to underpin a production version of the Citroen 2CV concept unveiled at this year's Paris motor show, as well as a similarly sized model from Fiat wearing the Panda name.

Like the 2CV and Panda, the Willys will honour its namesake by being affordable and utilitarian. From the teaser image issued by Stellantis, the Willys looks set to feature retro styling heavily influenced by the original Jeep.

The image depicts a Willys MB military vehicle sitting in front of a box bearing the silhouette of an only slightly larger SUV with an externally mounted spare tyre.

If the new Willys does go ahead, it won't be the first time Jeep has used the name of its former parent brand in a modern vehicle, with Willys employed as a trim designation for the Wrangler.

Jeep's European lineup currently comprises just the Avenger and Compass and, in some countries, the Wrangler. Its Australian lineup is no larger, comprising the Avenger, Wrangler and Gladiator.

MORE: Explore the Jeep showroom

Tesla has outlined three versions of its second-generation Roadster: Performance, Thrust and Rocket.

The three variants offer different levels of aerodynamic technology and rocket-style propulsion. Tesla presents Thrust as an upgrade over the Performance, and Rocket as an invitation-only configuration.

Tesla calls the Performance as “road ready”, the Thrust as “race ready”, and the Rocket as “air ready”.

The all-new electric sports car was demonstrated at a Tesla event in Texas last week, when a prototype performed jumps and aerial manoeuvres using technology developed with SpaceX. Tesla is now targeting a production start in 2028, more than a decade after the second-generation Roadster was first revealed in 2017.

The three configurations are not simply conventional equipment grades. The Performance is intended for road use, the Thrust adds rear-mounted compressed-air thrusters to increase acceleration, while the single-seat Rocket has flight-like capabilities.

Tesla has yet to announce final purchase prices, full production specifications or confirmed customer delivery dates. Here's what we know so far.

Tesla Roadster Performance: The road-going model

The Performance is the entry point to the new Roadster range, although it is still expected to deliver supercar-level performance.

Tesla is yet to confirm any specs for the Performance, but describes it as “road-ready”, with seating for two, active aerodynamics, and a multi-mode suction system designed to generate downforce.

The system uses fans to draw air from beneath the car, creating suction to improve grip. Tesla says the technology can generate enough force to hold the vehicle upside down, even when stationary, as demonstrated in Texas.

The Performance model does not include the rear thrusters. Instead, it delivers its... performance solely via its electric powertrain, aerodynamic systems, and chassis technology.

For customers to reserve the Performance in the US, Tesla requires an initial US$5000 payment, followed by another US$45,000 within 10 days, bringing the total reservation payment to US$50,000. That is a deposit rather than a confirmed purchase price.

Tesla has not opened reservations for any Roadster versions beyond the US market at this stage.

Tesla Roadster Thrust: Rear-mounted thrusters

The Thrust retains the Performance variant's two-seat layout and aerodynamic tech, but adds cold-gas thrusters mounted at the rear of the vehicle.

Tesla claims the system enables acceleration from 0-60mph (0-97km/h) in less than one second. During the launch demonstration, the Roadster completed an 0.81-second run, although that figure has yet to be independently verified.

The thrusters use highly compressed nitrogen rather than conventional rocket fuel combustion, with technology developed in collaboration with SpaceX. Tesla engineering vice-president Lars Moravy has described a system incorporating 10 thrusters connected to approximately 600 litres of compressed nitrogen.

The system is intended to provide additional acceleration beyond what the car's electric powertrain can deliver through its tyres alone. Tesla has not, however, published complete production details explaining the system's operating duration or how frequently it can be used during normal driving.

The Thrust is listed as a limited-release model. In the US, its total reservation payment is US$250,000, comprising an initial US$5000 fee and a further US$245,000 within 10 days. That amount also represents a reservation payment, not a final retail price.

Tesla Roadster Rocket: A single-seat flying car

The Rocket is the flagship of the three-model Roadster range and the only version that Tesla explicitly markets with flight capability.

Unlike the other two models, it has a single-seat layout, with cold-gas thrusters positioned around the perimeter of the vehicle rather than solely at the rear.

Tesla says this arrangement enables forward and upward acceleration, as well as lateral and rotational movement. Combined with the suction system, the technology is intended to let the vehicle lift off, manoeuvre it in the air and return it to the ground under control.

The Rocket was the configuration showcased during the Texas demonstration, where the prototype performed airborne manoeuvres, including a jump over other Tesla vehicles. The demonstration also featured the car using its suction system to travel upside down and even park on an inverted ramp.

Tesla calls the Rocket “air-ready”, but there are substantial unanswered questions about its practical capabilities. The company has not published a confirmed flight duration, maximum altitude, operating limits or complete production specifications.

The Rocket is available by "invitation only", with no public reservation deposit or final purchase price disclosed. Tesla also explicitly states that this version is not approved for public-road use.

How fast will the Tesla Roadster be?

Tesla's latest claims extend beyond the headline acceleration figure.

The company has advertised a top speed exceeding 230mph (370km/h) and a driving range of more than 300 miles (approximately 483km). Elon Musk also suggested during the reveal that the car could eventually reach Mach 0.5, or roughly 617km/h, although that was an ambition rather than a confirmed number.

Tesla has not released technical specifications covering the Roadster's battery capacity, motor configuration, combined power output or charging performance. Nor has it confirmed an official WLTP range figure.

The suction system is another major part of the Roadster's claimed performance and is designed to complement conventional aerodynamic downforce, with active wings and selectable aerodynamic modes intended to balance grip and drag.

Tesla says the system can generate up to 2g of downforce, while the thrusters are claimed to produce more than 80kN of thrust, however, both figures remain unverified manufacturer claims.

Will the Tesla Roadster come to Australia?

Despite briefly inviting local reservations for the new model, the Roadster page on Tesla's Australian website states the vehicle will be available as a left-hand-drive model only, quite apart from the Rocket version being unapproved for road use.

"Availability is subject to each region's legal requirements and applicable laws. Available as a Left-Hand Drive vehicle only," it states.

That leaves the car's prospects in Australia uncertain. Tesla has not announced a right-hand drive version will materialise in future, let alone signalled local pricing, specs or a schedule delivery for ours or another right-hand drive markets.

Even if reservations do open here, that doesn't guarantee the Roadster can be registered for use on Australian roads.

While the final street-legal status of the Performance and Thrust versions will depend on their production specifications and applicable local regulations, the Rocket 'flying car' is explicitly excluded from public-road use and almost certainly won't be seen in Australian skies any time soon either.

That's because it's likely to be classified as an e-VTOL (electric vertical take-off and landing vehicle) here, where apart from requiring Australian Design Rule certification to be registered for use on public roads and a pilot's license to fly, will require a Certificate of Airworthiness and/or Type Acceptance Certificate, and approval from the Civil Aviation Safety Authority (CASA) under the Civil Aviation Safety Regulations (CASR).

How do the three Tesla Roadster models compare?

MORE: Tesla Roadster revealed with flying tech, 0.8sec 0-100km/h sprint time

"Due to a manufacturing defect, the fuel tank strap may not have been adequately secured to the frame rail and could detach from the vehicle while driving," the company says in its recall notice.

"This could cause fuel to leak and, in the presence of an external ignition source, result in a vehicle fire.

"A vehicle fire could increase the risk of injury or death to vehicle occupants, other road users and bystanders, and/or damage to property."

• A total of 3745 vehicles are affected, produced between 2023 and 2026
• The Vehicle Identification Number (VIN) list is attached here
• The original recall notice is attached here

If you own an affected vehicle, you'll need to schedule an appointment with an authorised Ford dealer to have a free inspection and repair carried out.

If you have any further questions, you can contact Ford Australia on 13 36 73.

This is the latest recall for the F-150, which has been the subject of several since it was officially launched by Ford Australia in 2023, along with multiple stop-sales. Here’s a breakdown:

• January 2024: Ford stopped sales and deliveries of the F-150 due to a turbocharger issue.
• January 2024: Ford recalled 443 examples of the F-150 due to a remanufacturing issue with the steering intermediate shaft.
• January 2024: Ford recalled a further nine examples of the F-150 due to an issue with the steering wheel clock spring assembly weld.
• March 2024: Ford recalled 2020 examples of the long-wheelbase F-150 due to exterior lighting that didn’t meet Australian standards.
• April 2024: Ford stopped deliveries of the F-150 to its dealers.
• May 2024: Ford stopped sales and deliveries of the F-150 to customers and offered compensation to certain customers.
• May 2024: Ford recalled 4630 examples of the F-150 to rectify non-compliant exterior lighting.
• June 2024: Ford offered further compensation to F-150 owners following the issuing of recalls for non-compliant lighting.
• July 2024: Ford issued a further four recall notices, addressing non-compliant lighting (again) plus non-compliant autonomous emergency braking. 2070 vehicles were included across these recalls.
• June 2025: F-150s were included in a recall of close to 30,000 Fords across multiple model lines due to a software issue with their reversing cameras.
• July 2025: Ford temporarily paused deliveries of the F-150, an order it subsequently lifted in October.
• August 2025: Ford recalled 6413 examples of the F-150 (ie: every example it had sold in Australia), due to rear wheel hub bolts that could become loose or break.
• November 2025: Ford recalled 3166 F-150s due to fuel vapour lines potentially coming into contact with the coolant hose and sparking a fire.
• April 2026: Ford recalled 6832 F-150s as a software detect could prevent the Trailer Module from working properly.
• August 2026: Ford recalled 32 F-150s due to a software issue that could prevent a faulty sensor from being detected.

MORE: Ford Australia says recalls haven’t damaged its brand imageMORE: Explore the Ford F-150 showroom

The Exlantix ES GT shooting brake and new Exlantix ET SUV will lead the Australian rollout, with right-hand drive examples of both models shown to CarExpert in Shanghai. Chery will handle the brand’s Australian rollout directly.

Speaking with CarExpert at the event, Exeed International CEO Lilian Xiong confirmed the premium Chinese brand’s Australian plans, including its intention to use the Exlantix name locally.

While the business operates under the Exeed name in other markets, Ms Xiong said trademark restrictions mean Australian and New Zealand buyers will get to know it as Exlantix.

“It is one brand,” Ms Xiong told CarExpert when asked whether Exeed and Exlantix would arrive as separate brands.

She explained the company couldn’t register the Exeed name in certain markets, including Australia, and would instead use the Exlantix identity already associated with its electrified vehicle lineup overseas.

The Exeed name is similar to Kia’s XCeed model name, used in Europe, while Mitsubishi uses Exceed as a grade designation in Australia. Ms Xiong didn’t identify the trademark conflict behind the naming decision.

Exlantix therefore isn’t a name created specifically for Australia. It’s an existing part of Chery’s premium business, which is being used as the brand identity in markets where Exeed isn’t available.

CarExpert reported in March 2024 that Chery Australia’s managing director Lucas Harris would personally like to see Exeed vehicles sold locally.

The Australian introduction will take Chery further upmarket, with Ms Xiong indicating Exlantix would occupy broadly similar territory to other premium Chinese brands.

Asked whether Zeekr and Denza were representative of its intended competitors, she broadly agreed, while cautioning the precise positioning would depend on pricing.

Australian prices and detailed variant lineups weren’t disclosed during the interview.

Exlantix will offer both battery-electric vehicles (BEVs) and plug-in hybrids (PHEVs) in Australia, with the exact powertrain choices for each model still to be confirmed.

The existing overseas ET range includes both electric and range-extender versions. The latter uses a petrol engine to generate electricity, reducing reliance on external charging.

The ES GT, meanwhile, gives Exlantix a distinctive model with which to introduce itself.

A shooting brake, or sporty wagon, it combines a low roofline with an extended rear body, offering a different shape from the SUVs that dominate many new brands’ Australian launch plans.

During the Shanghai presentation, the design team described the ES GT as close to production and used footage of a near-final prototype to explain its styling.

Its design centres on flowing surfaces, a broad stance, and a continuous rear light bar extending across the tailgate. The designers described moving water as their inspiration, aiming to convey movement even when the vehicle is stationary.

Inside, it has a wraparound cabin layout, layered surfaces, and integrated ambient lighting. Exeed’s official preview of the ES GT also describes a large, forward-positioned display spanning the dashboard.

That sporty approach represents one side of the brand’s future design direction. For its more formal luxury models, the company is pursuing upright proportions and cleaner, more imposing surfaces inspired by icebergs.

Beyond the design language, Ms Xiong said the brand’s opportunity lay in attracting customers willing to try something different.

Asked whether Exlantix intended to win buyers from established luxury brands or appeal to those upgrading from more mainstream Chinese vehicles, she indicated there was room for both.

“I think nobody can meet everyone,” Ms Xiong said.

Instead, she pointed to customers seeking “new design or technology”, alongside existing owners of electrified vehicles looking for an upgrade in cabin presentation and overall design.

The company is also keen to emphasise its existing international presence ahead of entering another new market.

Ms Xiong said the broader Exeed business had 560,000 customers across more than 40 countries.

The Shanghai event also previewed further potential additions to the brand’s luxury range, but their appearance at the presentation doesn’t amount to confirmation for Australia.

Asked about right-hand drive production for those future vehicles, Ms Xiong said their development and suitability for individual markets were still being considered.

For Australia, the focus is on the ES GT and new ET, with right-hand drive vehicles already on display and an expected arrival in the first half of 2027.

Local pricing, specifications, and a detailed launch schedule remain to be announced.

Exlantix will join a growing stable of Chery brands in Australia. Chery returned to the Australian market in 2023, and was followed by Omoda Jaecoo in 2025, with Lepas orders now open ahead of first customer deliveries in November 2026 and iCaur, Freelander and Jetour all due in 2027. Freelander is a joint venture between Chery and Jaguar Land Rover.

Yet it has also said it's working on a new road-going model, which could be the brand’s most substantial in decades.

“It’s early days but we have a team. We’re working on three prototypes at the moment,” Habul told media earlier this week.

“There is a lot of work to do before we have an HDT-reimagined car to present, but there is a fundamental recipe that I think will be very impressive."

HDT’s road car business grew from its roots as a Bathurst 1000-winning motorsport outfit, with sales of street-legal production cars intended to fund racing legend Peter Brock’s purchase of the race team at the end of 1979.

HDT Special Vehicles (HDTSV) road cars were created under the ownership of Brock, the nine-times Bathurst winner and easily Australia’s most celebrated driver, who was tragically killed in a tarmac rally in 2006.

So what would, could or should a reborn HDT road car look like?

The last Aussie-made production hot-rod, the ‘Holy Grail’ Ford Falcon FG X, came in 2018 courtesy of Melbourne auto engineering company Premcar, members of which previously helped create FPV muscle cars for Ford.

“I’ve thought a little bit about it because I saw the press release and the news on this subject, on Kenny buying it, and I was very curious and very interested and I think, you know, I try to look at these things with a lot of optimism,” Premcar boss Bernie Quinn told CarExpert.

Being custodian of such a treasured and revered brand is a massive responsibility and a huge privilege, but also a significant burden. There’s an army of passionate fans with pitchforks waiting in what could be a damned-if-you-do, damned-if-you-don’t scenario.

Based on his comments this week, new HDT owner Habul – a two-times Bathurst 12 Hour sports car race winner, successful businessman and friend of Brock – understands the enormity of the task. Quinn explains what’s required.

“One of the things that Brock was good at, and I think that anyone that’s been successful in this game has been good at, is knowing what the customer wants and putting themselves into the customer’s head," he said.

“It’s tempting to try and second guess what the car looks like and start imagining a specification, however, that is the most dangerous thing to be doing as a first step.”

That’s what we’re about to do, right here in this article – take that dangerous step into fantasy.

Even as a hypothetical, making things more difficult is the fact the homegrown Commodore, which accounted for the majority of HDT Special Vehicles production, went out of production in 2017 (replaced by an imported version) and the Holden brand was axed in 2020.

No Brock. No Commodore. No Holden. So, what is there to deliver a 2027 HDT road car?

Defining the HDT Special Vehicles road car

The first ‘Brock’ Commodore, although it was never officially called that, was introduced in 1980.

It was based on the top-spec SL/E version of the VC Commodore and was built for the ‘Race of Champions’ one-make race at Calder Park near Melbourne, with a total production run of 519 cars.

In standard Holden guise, the VC SL/E had 15-inch alloy wheels, halogen headlights with washers, a power antenna, bumpers extending all the way to the wheel-arches and chrome window surrounds. An optional vinyl roof and ‘Shadow Tone’ two-tone paintwork could add to the look.

Inside, the SL/E came with central locking, power windows, wonderful crushed velour seat trim and headlining, and rear head restraints.

Air-conditioning, additional cabin lighting, an upgraded cassette player and the single-spoke steering wheel also offered in the luxury Statesman were standard, along with four-wheel disc brakes.

While the SL/E came standard with a 3.3-litre inline six-cylinder petrol engine, the HDT treatment went straight to the 5.0-litre V8 – skipping the optional 4.2-litre V8 – complete with an upgraded dual-exhaust and a larger, four-barrel Rochester carburettor.

Cylinder-head work and intake changes increased power from the standard 5.0-litre’s 126kW to 160kW, with 450Nm of torque. The V8 was offered with a four-speed manual or three-speed automatic transmission, through which drive was sent to the rear wheels.

That’s more than the 149kW/415Nm outputs of the larger 5.8-litre V8 in its arch-rival, Ford’s XD Falcon ESP (European Sports Pack), which was similarly based on the top-spec Fairmont Ghia Falcon model-grade.

If neither car sounds particularly potent, consider that Porsche quoted 188PS (138kW) for the 1980 911 SC (Super Carrera) sold in Australia at the time, and an official 0-100km/h time of 7.0 seconds.

The first HDT Commodore could accelerate from 0-100km/h in 8.4 seconds and cover the standing quarter-mile (400m) in 16.1 seconds, as a five-seat, four-door family sedan.

Manual versions swapped the standard 3.08:1 final-drive ratio for a 3.36:1 ratio, helping the HDT debutant achieve those numbers.

Visually, the VC ‘Brock’ came in Firethorn Red, Palais White or Tuxedo black paint – HDT colours until Mobil sponsorship in 1985 – with its own aero kit, including integrated wheel-arch extensions and bootlid spoiler.

While it kept the SL/E headlight washers, and colour-coded the extended bumpers, it ditched the standard alloy wheels for a set of 15-inch alloys from German brand Irmscher and sported red, white and black stripes around the car.

It also swapped the plastic single-spoke steering wheel for a leather-wrapped sports wheel from legendary Italian brand Momo.

The VC HDT set the template for HDT versions of the next model, the VH Commodore Holden introduced in 1981.

These included the SS, used to homologate the race car, with the new SS Group One, SS Group Two and SS Group Three models, built around the 4.2-litre and 5.0-litre V8s. Each was progressively more potent and capable, with the Group Three the ultimate package.

Holden’s final head of design, Richard Ferlazzo, reveres the original HDT Commodore above all of Brock’s cars and explained to CarExpert what makes it a visual success.

“Visually, it relied largely on the larger wheels. They liked to bolt on wheel-arches, [so add them] and the bigger wheels, and instantly, that gives the car a better proportion and a better stance. And any designer will tell you, it’s all about proportion and stance," he said.

“The biggest contributor to proportion and stance is the size and location of the wheels. In this case, by adding to flares and the bigger wheels, it all looks like it’s moving while standing still, which is why race cars always have that special appeal.

“When done tastefully, which the early HDTs were, it enhances the vehicle. Add in a little colour coding, and some stripes, which were restrained pleasantly, it just stands out and goes ‘pop’.

“Then you go and add the Brock signature to it, which adds an enormous amount of gravitas, and suddenly you’ve got a collectable,” Ferlazzo said.

Brock Commodores progressively became faster and even more distinctive. The 1984 VK Calais Director was again based on the top-spec Commodore, which was no longer badged SL/E.

Lighter, less luxury-focused models included the 1985 VK SS Group A, which featured a unique paint colour for the 502 examples made. All came with a 'destroked' 4.9-litre (4987cc) V8 to meet newly introduced racing regulations where engines needed to be less than 5000cc, with the standard Holden V8 at 5044cc..

Before Brock's infamous split with Holden in 1987, when General Motors (GM) pulled its support for the program, HDT Commodores saw some significant engineering changes.

The Director Brock defiantly unveiled in February 1987 featured further unique bodywork, with 21 additional pieces finished in Ice Blue paint. The colour was also used on its 16-inch Momo star alloy wheels.

Under the bonnet was a 5.6-litre V8, a stroked version of the Holden engine, paired with a five-speed manual. Other features included Bilstein suspension, leather-trimmed Scheel seats and a Porsche Design by Momo steering wheel.

Brock admired German brands: as well as Irmscher wheels, HDT Special Vehicles cars had Scheel or Recaro seats, depending on the specification, and Bilstein gas shock absorbers.

The front guard-mounted wind-splitters on the VH – also used by Holden on the 1983 Gemini ZZ/Z – were inspired by BMW's racers. Of course, it was BMW Brock defected to racing for in 1988 after the Holden partnership ended.

The fateful Director also had a CD player with a stacker and a metal-top electric sunroof. And let’s not forget the Energy Polarizer, the focus of the feud between the esteemed racer and Holden.

Regardless of the outcome, it’s clear the determined, stubborn nine-times Bathurst winner wanted HDT Special Vehicles’ road cars to take on the best in the world. For a time, you could say they truly did.

Today…

Given the last Australian-made Commodore rolled off the line in Adelaide nine years ago, and the fact Holden has now been dead for six years, what could form the basis of a new-generation HDT car?

Well, if it was to continue its rear-wheel drive GM lineage – the US auto giant owned Holden from 1931 through to the end – we could look at the yet-to-be revealed seventh-generation Camaro.

At this point of our crystal-balling, all commercial realities of bringing a car to market will be thrown out the window…

As enthusiasts know, the fifth-generation Camaro employed the same platform as the last-generation Australian-made Commodore. This gives it the most ‘authentic’ lineage to the HDT Commodores of the 1980s.

It’s a clear candidate, given it's set to use the updated Alpha platform that will also reportedly underpin the next Cadillac CT5, according to GM Authority.

In June, GM boss Mark Reuss, who led Holden from 2008 to 2009, confirmed to Car and Driver both models would us the updated architecture, with further reports saying the ‘Alpha 2-2’ underpinnings will retain internal-combustion power and rear-wheel drive.

Reports suggest the next Camaro will go into production in the US in late 2027, with the car arriving sometime in the second half of 2028.

There's also rumours of the return of a rear-drive Chevrolet sedan in the United States, too.

HDT could be uniquely placed here, given GM dropped the Camaro in Australia before production of the sixth-generation model ended in the US, and Cadillac’s Australian strategy is to sell EVs only.

Former GM Australia and New Zealand boss Jess Bala, who left the company in August and hasn’t been permanently replaced, confirmed as recently as June that the brand intended to remain electric-only locally.

Brock used to fit Bilstein gas shock absorbers, and the German brand remains one of the world’s leading suspension suppliers. Later, he was sponsored by Monroe.

Having dabbled in independent rear suspension (IRS) ahead of some mainstream brands, perhaps he would have seen a case for the MagneRide magnetic adaptive dampers fitted to HSV models from the E-Series?

The Alpha 2-2 platform is compatible with MagneRide and will retain independent MacPherson-type strut front suspension and a five-link independent rear arrangement.

Lovells, based in Newcastle, could provide suspension tuning and local expertise for an HDT model.

Brock fitted German wheels, but why not use Adelaide-based ROH – a former OEM supplier to Holden and HSV – or Geelong company Carbon Revolution, whose lightweight, super-strong carbon-fibre rims are a factory option on the Corvette?

Tyres? Well, there’s nothing made here anymore. Brock fitted Pirellis and Bridgestone RE71s in the 1980s. Perhaps some Bridgestone RE005s would suit, or, depending on whether it’s a full-tilt performance model or a luxury cruiser, more Italian rubber.

Bridgestone had a tie-up with HSV, supplying its S02 and S03 tyres, and HSV used 20-inch Pirelli P Zero Trofeo R rubber on its powerhouse GTSR W1 launched in 2017.

Under the bonnet

Sure, HDT did turbo six-cylinder Commodores and other models, but its core engine must be a V8. This makes the outgoing Cadillac CT5-V Blackwing (not sold here) 6.2-litre supercharged V8 an ideal candidate, given blown 6.2-litre V8s played a starring role in the final HSVs made in 2017.

Even better, GM has announced its newer Gen 6 V8s for the 2027 Corvette and Silverado, so HDT could tap into this pool of engines to power the reborn Brockmobile.

The General's new bent-eight family includes a new dry-sump 6.7-litre V8, confirmed for the entry-level Corvette Stingray and Corvette Grand Sport, producing 399kW and 705Nm. It would give an HDT road car easily its largest-capacity engine yet.

Keep in mind, what's been announced so far will be GM's new ‘regular’ V8, meaning more potent, capable versions are on the cards for higher-spec Vettes in the future, widening the scope for HDT.

Here’s the next HDT point of difference: the new LS6 has been announced only with an eight-speed dual-clutch gearbox. While that could be offered in luxury models, a three-pedal manual would be a must for driver-focused HDT cars.

There are rumours a manual could be on the way, but Melbourne’s Harrop Performance could come to the party here. It’s a natural fit, given HDT's association with Ron Harrop, the legendary Holden engineer and HDT driver between 1977 and 1980.

Of course, his company's expertise extends well beyond gearboxes, to superchargers including the blower fitted to the much-lauded 2005 EFIJY concept car designed by Ferlazzo.

It worked on the superchargers for the FPV Miami V8 in the FG Falcon, too.

Other Aussie suppliers on hand include world-leading PWR Advanced Cooling Technologies and Adrad for custom radiators, while Melbourne-based Parish Engineering could handle the steering calibration.

Inside, Scheel or Recaro could again be tapped for seats. Smartphone connectivity is needed from a practical point of view, but a new HDT doesn’t need a massive centre screen dominating the cabin, a move recently taken by Porsche with its Mission S super sports car.

It may have an electronic park brake and – as per the 1984 VK Commodore – a digital dash.

If the look were to be further customised inside or out, there are also local suppliers that could provide windows, such as Queensland-based Protector Autoglass, and custom interior parts from Hosico or Dunbar Plastics.

There is plenty of electronics expertise here, too, at Redarc and Motherson Group, among others.

A reborn HDT road car may be a pipe dream, and it may not be what Habul has in mind, but what was one of Peter Brock’s messages adorning many autographs? “Follow your dreams”.

“I loved him for what he did. He inspired me to want to be something. He inspired lots of kids and I loved him for that,” Habul said at this year's Bathurst 1000.

“I loved it was when he was fighting the world with his HDT Commodores. He embodied what it means to be Australian and take on the world.”

What do you think a reborn HDT road car should be – or not be? Have your say below.

MORE: Your Holden is one in a million! Data reveals Aussie brand’s shrinking numbers

The milestone vehicle is an M3 finished in BMW Individual Fire Orange III paintwork, built at BMW Group Plant Munich and presented at an official ceremony earlier this month.

The achievement comes more than 50 years after BMW M was established, and 40 years after the original M3 went on sale.

Munich will also become the exclusive production site for the first fully electric M3, which will use BMW's next-generation Neue Klasse technology.

BMW has confirmed the upcoming electric performance sedan will be built alongside the company's broader shift towards electric vehicles (EVs), with Plant Munich set to produce only fully electric models from 2027.

“The one-millionth BMW M vehicle shows that these values are still very much appreciated by our customers, 40 years after the market launch of the first BMW M3,” said Franciscus van Meel, CEO of BMW M.

“This motivates us to continuously develop our BMW M high-performance vehicle portfolio based on BMW M Neue Klasse technology, including fully electric models, in line with our core brand promise.”

The Munich factory has produced the current-generation M3 since 2020, and BMW says the model has a special significance for employees at the site.

The company is investing around €650 million (A$1.05 billion) to transform the factory into an electric-only production facility, including a new body shop and vehicle assembly facilities built across about a third of the site.

BMW says the changes are designed to improve production efficiency through modern manufacturing processes, digitalisation, and closer cooperation with development teams and suppliers.

The electric M3 will be the second Neue Klasse model built in Munich, following the upcoming BMW i3 electric sedan.

BMW has already provided a preview of its electric M-car future with the M Concept Neue Klasse, unveiled in June 2026 ahead of the 24 Hours of Le Mans.

While BMW has yet to confirm the production car's full specifications, the concept showcases a quad-motor electric drivetrain, with one motor driving each wheel.

The system is paired with BMW M Dynamic Performance Control software, integrated into the company's Heart of Joy vehicle control computer. BMW says this setup allows independent control of power delivery and braking at each wheel, enabling more precise torque vectoring and improved traction.

The concept also features an 800-volt electrical architecture and a battery with more than 100kWh of usable energy.

Overseas reports have suggested the production electric M3 could deliver around 750kW, although BMW hasn't confirmed an output figure.

The electric M3 is expected to arrive alongside a new petrol-powered version, with BMW previously indicating the two models will be positioned at similar price points.

BMW has yet to confirm the production electric M3's full specifications or exact launch timing.

MORE: Electric BMW M3 previewed by M Neue Klasse conceptMORE: Explore the BMW M3 showroom

The GT SUV is the second car based on the all-electric AMG.EA platform, and as such has a lot in common with the GT 4-Door Coupe unveiled in May.

Stylistically the two vehicles have many similarities. Up front there's a similar open-mouth grille, albeit one that's narrower and positioned higher up on the front bumper.

The grille is purely ornamental as it's a sea of gloss black plastic into which eight vertical bars and a large three-pointed star are set. Both the bars and star can be illuminated as part of an optional package.

For the SUV, AMG has omitted the strip of black plastic linking the headlights.

As with the GT 4-Door Coupe, though, the SUV has a collection of six turbine-inspired tail-lights embedded in a field of black plastic.

The GT SUV is 5084mm long, 2001mm wide, 1656mm tall, and rides on a 3040mm wheelbase, meaning it's 10mm shorter front-to-rear, 42mm wider and 245mm taller than the GT 4-Door Coupe, which should result in a more spacious cabin for passengers.

Under the VDA standard, boot space with the rear seats up has grown from 415L in the sedan to 607L in the SUV. There's also a larger frunk under the bonnet, with the SUV boasting 78L of capacity compared to the GT 4-Door Coupe's 41L.

The dashboard seems to be a straight lift from its sibling, and has a large slab containing a 14.0-inch touchscreen angled towards the driver and a 10.2-inch instrumentation display behind the steering wheel.

Ahead of the front passenger is an optional 14.0-inch touchscreen. Grippy seats are standard, but buyers can opt for Performance seats with integrated headrests.

Like the GT 4-Door Coupe, the SUV will be available at launch with the choice of three drivetrains. The range starts with the GT53 SUV, which has two synchronous motors.

Meanwhile the GT55 SUV and GT63 SUV both feature three axial-flux motors. With a motor for each rear wheel, the 55 and 63 both feature "targeted" torque vectoring. They're also equipped with an intelligent aero system that has a self-deploying rear wing, but in most situations reduces drag by closing off cooling inlets.

The GT55 and GT63 also feature the Race Engineer Control Unit, which is a series of three rotary dials in the centre console.

One adjusts the responsiveness of the electric motors, another switches between the nine levels of traction control, while the Agility Control knob allows the driver to set the cornering behaviour to anywhere between understeer and "controlled" oversteer.

Tipping the scales between 2525kg and 2715kg, depending on specification, the GT SUV weighs roughly 100kg to 150kg more than the equivalent sedan.

Combined with its higher aerodynamic drag rating (0.27 vs 0.24), the SUV is about 0.3s slower to 100km/h than the sedan, while range in 106kWh variants is down by about 70km.

All three drivetrains use an 800V electrical system that supports AC charging up to 11kW. DC fast charging maxes out at 600kW for cars with the 106kWh battery pack, and 710kW for those with the larger 128kWh unit.

The GT SUV rides on the company's new Active Control+ suspension system that has active pitch and roll stabilisation. When the AMGForce Sport+ mode is engaged, the driver can enable a dynamically generated eight- or six-cylinder soundtrack that can be accompanied by simulated gear changes and seat shakers.

The entry-level GT53 SUV will be the first to come down the production line in Sindelfingen, with the GT55 and GT63 becoming available in Europe from the second quarter of 2027.

Pricing for the GT53 SUV starts from €113,050 (A$183,000) in Germany.

MORE: Explore the Mercedes-AMG GT showroom

The Chinese-built plug-in hybrid (PHEV) ute is receiving further development for the Australia and New Zealand markets, with Nissan engineers still evaluating both suspension configurations ahead of its local launch in 2027.

The company has yet to confirm which setup will make production, but engineers have told CarExpert that offering both remains a possibility.

“We've got two suspension types that we've been evaluating, so both leaf spring and coil spring, and various iterations of each as part of that evaluation,” Nissan engineers said during a technical briefing.

The approach could allow Nissan to cater to different priorities among ute buyers, from those who regularly carry heavy loads and tow trailers to customers who want a more comfortable vehicle for everyday driving.

“Traditionally, light commercial vehicles were a work vehicle, and that's what the customers used them for,” the engineers said.

“But actually, now these customers sort of expect this Goldilocks-like system where it rides like a passenger car, has really strong posture at high payload, but has a secure and confident feeling when towing big loads.

“That's what the suspension needs to do in light commercial vehicles these days in our markets, and that's why we've got the two suspension setups that we're evaluating.”

Asked whether both suspension types could eventually be offered to customers, the engineers said: “That is an option. We haven't decided which options we're going to have, but that is an option.”

In the previous D23 generation of Navara, replaced by the Mitsubishi Triton-based D27 series earlier this year, leaf springs were fitted to single-cab and King Cab models, while dual-cab variants used coil springs.

All D27 Navaras, like the Triton they're based on, use leaf-spring rear suspension.

Offering both configurations on the Navara Pro PHEV could therefore bring back a point of difference for Nissan, although the company has yet to indicate whether any future suspension choices would be linked to particular grades or body styles.

Leaf springs are commonly used in work-focused utes because of their suitability for carrying heavy loads, while coil springs can offer different ride and handling characteristics. However, the outcome depends on the overall suspension design and tuning, rather than the spring type alone.

Nissan is also evaluating a range of other hardware and calibration options for the Navara Pro PHEV, including tyres, differential configurations, towing performance, payload capability and off-road driving modes.

The Australian-market Navara Pro PHEV will be powered by a 2.0-litre turbocharged petrol engine – instead of the 1.5-litre engine used in China – paired with an electric motor integrated into an eight-speed automatic transmission.

Nissan is targeting combined outputs of 300kW and 800Nm, although these figures remain subject to final homologation.

It will use a mechanical four-wheel drive system, and Nissan is targeting a 1000kg payload and 3500kg braked towing capacity.

Those figures would put the electrified ute closer to the working capabilities of conventional diesel-powered rivals, although final payload and towing ratings have yet to be confirmed. It's also unclear whether those ratings would vary between suspension configurations if both make production.

The Navara Pro PHEV is due to launch in Australia during 2027. Final specifications, equipment and pricing will be announced closer to its arrival.

MORE: Explore the Nissan Navara Pro showroom

The European-American automotive giant brought distinctive concept cars for six of its 14 brands, putting paid to rumours it's planning to offload any of them.

But outside of this bevy of Stellantis concepts, other brands had exciting reveals of their own, from France's Renault and its Alpine performance brand to insurgent Chinese brands like luxury Avatr.

Below, the members of the CarExpert editorial team have shared their favourite reveals from this year's Paris show.

Alborz Fallah, Founder

Alfa Romeo Cuorerosso concept

For me it’s definitely the Alfa Romeo Cuorerosso because in typical Alfa fashion, it looks amazing, makes you want to buy an Alfa (even if the brand is virtually dead in Australia) and then you read that it won’t be made into a production car.

Oh okay, Alfa. Carry on then.

MORE: Alfa Romeo Cuorerosso concept previews brand's future

Marton Pettendy, Managing Editor

Alpine A310 Vision concept

Alpine has been controlled by Renault since 1971 – the same year I was born – and when the modern Alpine A110 was launched almost a decade ago I spent a day driving it and an example of the original (1963-1977) model in their natural habitat: winding mountain roads in France.

At the time, two things became immediately obvious. One, that Alpine had remained even more faithful to the compact, lightweight, affordable rear-wheel drive sports car formula than Porsche.

And two, that Renault has never realised the full potential of a brand created to take on performance cars like the now-iconic 911 and the Cayman/Boxster, the next generation of which will unfortunately be electric-only.

Okay, so the later A110 was mid-engined with a 1.8-litre turbo-four placed right behind the two front seats, as in the Porsche 718s, and the classic A110 had a rear-engine layout with its motor slung behind the rear axle, as in a 911.

But the point is all A110s have been small, lithe, rear-drive sports cars at a relatively affordable price, and all of them were special to drive thanks to perfect weight balance and an unfiltered, analogue experience behind the wheel.

The outgoing A110 coupe’s life was cut short in Australia by fast-tracked local side-impact regulations and, sadly, its upcoming successor will be launched in all-electric form.

However, Renault has said the next-generation A110’s new APP platform, which also underpins the stunning A310 Vision show car revealed in Paris this week, can also accommodate a combustion engine, and the A310 concept is expected to spawn at least a limited-edition production model.

If Alpine does produce combustion-powered A110 and A310 coupes, the underrated French brand will finally offer both an attainable rear-drive sports coupe and a more serious, 911-rivalling flagship supercar.

Bring ’em on I say.

MORE: Alpine A310 Vision pays homage to 1970s coupe

James Wong, Senior Editor – Reviews

Peugeot E-T16 concept

As a fan of hot hatches and a child of the Need For Speed era, this WRC-inspired hyper hatch really gets me going.

Just the design alone is brilliant, with its wide-body take on the (next-gen) E-208 paying a wonderful tribute to the original 205 Turbo 16, and also heralding a nice transition into the brand's future design strategy.

Then there are the specs – over 600kW of power, 0-100km/h in 2.5 seconds, and only 16 seconds needed to reach its claimed 300km/h top speed. Absolutely mental.

As someone fortunate enough to see this thing in person at the Paris show, it was undoubtedly my favourite car from the event. It's also meant to spawn a production model, which gets a big tick from me because we need more exciting cars both in the EV space as well as from the industry in general, no matter how silly.

VIVE LA FRANCE!

MORE: Peugeot E-T16 concept is a rally legend reborn, previews next E-208

William Stopford, Senior Editor – News

Renault E-Space concept

European brands have a key advantage as they try to fend off incoming Chinese brands, and that's their heritage.

Oh sure, any challenger brand is going to be hard to ignore if they're thousands of dollars (or euros) cheaper. But when you see a Citroen or Peugeot or Renault that gives you such an overwhelming feeling of nostalgia for a car you owned years ago, that can be hard to ignore.

When the question came up of which Paris show car was my favourite, my first thought was the Citroen 2CV.

Its exterior captures the simple, sunny essence of the original, but the interior was where I was really bowled over. String lights? Plaid bench seats? A centre console that doubles as a (removable) basket? Everywhere you look, there's something clever and memorable and adorable in this cabin.

My only concern is how Citroen will handle the planned production version. Retro revivals tend to be a dead-end for any brand that's not Mini (and its cars aren't my cup of tea). Volkswagen's New Beetle petered out after a couple of generations. The Chrysler PT Cruiser only lasted one. The 2CV concept is perhaps too close to its inspiration that it leaves no obvious room for design evolution, unless Citroen wants to build this one virtually unchanged for 42 years too.

On balance, I think I may have to pick the Renault E-Space concept. No brand is doing a better job of rifling through its back catalogue for inspiration than Renault, with models like the 4 and 5, and the cuddly Twingo. And yes, my concerns about the longevity of the revived 2CV's design apply to these, too.

The E-Space represents a reset of the Espace, the model Renault claims pioneered the modern people mover (Chrysler, Mitsubishi and Nissan may disagree).

The Espace swelled in size with each generation, before adopting a sleeker, more crossover-style look with its fifth generation as people mover popularity faded. This model was still handsome, but then it was replaced with what was little more than a stretched version of the Austral SUV. It'd be like if Toyota introduced a seven-seat RAV4 and called it a Tarago.

The new concept has styling that's somehow both rakish and boxy, like the original Espace, but while it's recognisable as a successor it's more of an homage than a retro pastiche.

The interior isn't as exciting. There's a pair of big screens and a weirdly shaped steering wheel, making this look more like a premium Chinese vehicle than a Renault, but it's versatile in true Espace fashion.

There are precious few people movers I'd consider to be 'cool'. The first Oldsmobile Silhouette, second Toyota Tarago, third Honda Odyssey, and Honda Jade definitely qualify. And I'd add the E-Space concept to that list.

MORE: Renault E-Space: Retro people mover concept unveiled in Paris

Damion Smy, Deputy News Editor

Peugeot E-T16 concept

Full disclosure: I own several (more than two) Peugeots and regularly associate with 205 owners on weekends, evenings and otherwise.

The E-T16 could be dismissed for not sounding, smelling or sauntering along in the same way the 1984 205 T16 road car did. Yet the fact the French automaker is tapping into one of the richest veins of hot hatch history – and seems to realise what it means to enthusiasts – makes it a worthy nod rather than a superficial imitation.

The 205 was the ultimate shopping trolley – wheels pushed to all four corners, fantastic cuboid styling by Gérard Welter, and a cabin by the legendary Paul Bracq (whose work includes the W113 Mercedes-Benz SL roadster, E12 BMW 5 Series and TGV train).

The 205 GTi, then, was a gift – adding more power but not much weight for giant-killing backroad ability, with engagement that brought unbridled joy even when you were just popping down to the shops for milk. Everyday, accessible brilliance.

There’s not much of that these days, in a world of bloated, generic and phoned-in cars that answer back, don’t help you, and suggest you take a nap when you’re distracted by another cumbersome touchscreen with poorly organised menus, buried in fingerprints.

How these two worlds meet – electric propulsion, typically heavy yet rapid, and the now olde-worlde brilliance of the small, cleverly packaged 205 – remains to be seen. The E-T16 certainly hits the spot in spirit, so it’s a good start.

MORE: Peugeot E-T16 concept is a rally legend reborn, previews next E-208

Max Davies, Journalist

Citroën 2CV concept

If we're talking silly, I don't think anything from this year's show was sillier than the genuinely bizarre 2CV revival. I'll accept arguments for the Fiat Multiplay, though.

To me, calling the 2CV a 'concept car' really undersells its vibe; I think it's labelled more aptly as an abstract art piece, or maybe even something that could have featured in a satirical car modification segment on classic Top Gear.

The callback to the dorky-looking 2CV of old even feels like a stretch, even if there are clear influences in its shape and exterior styling. The new car's cabin is just so chaotic it's borderline overstimulating, yet I can't help but be drawn to it in some kind of sick way. Good job, Citroën.

The bench seats, the dashboard cylinder, the cute radio on the passenger side, the circular pedals, and even the oversimplified cabin controls make the 2CV feel fresh and fun, and I like that it doesn't seem to be taking itself too seriously.

How about the centre console basket with its croissant holder and bottomless cupholder, and why on Earth does it have lanterns?

Above all, it's a welcome palate cleanser among all the angular, aggressive performance concepts we've seen, even if those are also cool. It's just a shame we won't get to enjoy a production 2CV – R.I.P. Citroën Australia.

MORE: Citroen 2CV revived as budget EV steeped in nostalgia

Ben Zachariah, Road Test Editor

Peugeot E-T16 concept

The number of cool concepts out of this week's Paris show has been unexpected. After playing defensive for years, it feels like the legacy automakers are finally starting to get on the offensive, banking on one of the few advantages they have over Chinese manufacturers: legacy. The answer was in the name the whole time.

While I dig the RCZ, it's the Peugeot E-T16 that caught my attention. It's quite obviously a response to the Renault 5 Turbo 3E, which has been a runaway success for Renault and sparked this newfound competition between the two French brands. We love to see it.

Being a lifelong rally fan, I can't get enough of hatchbacks with blistered guards and huge wings. The E-T16 has been particularly well executed, from a design perspective. It's a modern yet respectful nod to Peugeot's past, with a suitable amount of restraint baked in. The alloys are possibly the best-looking wheels I've seen in recent memory. They can keep the weirdo steering... rectangle, though.

Having 600-odd kiloWatts and probably more torque than the P&O cruise ship in a three-door hatch is also pretty absurd. Here's hoping it makes it to production, and inspires some spicy E-208s in the coming years.

MORE: Peugeot E-T16 concept is a rally legend reborn, previews next E-208MORE: Peugeot RCZ Vision coupe revealed with 500hp and solid-state batteryMORE: Jeep parent's European brands flood Paris show with concepts amid Chinese onslaughtMORE: Avatr Concept T09 previews production-ready Chinese SUV flagship for the worldMORE: BYD Sealion 8 goes EV in Paris with 650km of range

While famous farmer and former host of Top Gear Jeremy Clarkson often used this catchphrase rather flippantly, there's no more accurate way to describe the Lamborghini Urus – a not-so-subtle luxury family wagon honed to hit an electronically limited top speed of 312km/h.

The upcoming Urus SE Performante doesn't move the needle in that regard. Instead, it's a leaner, sharper and more purposeful evolution, engineered to be devastatingly quick not only in a straight line, but around racetracks and shopping centre carparks too.

Ahead of its Australian debut next year, we travelled to Italy to sample a production example at Vairano Proving Ground.

How much does the Lamborghini Urus cost?

We're still not sure, as pricing likely won't be announced until closer to the SE Performante's local launch, pencilled for early to mid-2027.

Lamborghini has, however, hinted at a 10 per cent hike over the 'base' Urus SE – currently priced at $457,834 before on-road costs – so we'd expect an entry point around the $500k mark.

Sounds hefty, right? Perhaps, but it's still far less than what you'll pay for a Ferrari Purosangue ($839,992 before ORCs).

Closer in value but also slower in terms of top speed are the related Bentley Bentayga Speed ($513,600 plus ORCs) and Aston Martin DBX S ($475,000 before ORCs), both of which carry similar brand cachet.

Want the performance without all the attention? The Porsche Cayenne Turbo GT and Audi RSQ8 share their underpinnings with the Urus, yet can be had for much less money.

To see how the Lamborghini Urus lines up against the competition, check out our comparison tool

What is the Lamborghini Urus like on the inside?

Corsa-Tex and carbon-fibre galore.

Lamborghini's version of Alcantara covers the ceiling, doors, dashboard, seats, steering wheel and centre console, while the auto industry's favourite lightweight weave also features prominently ahead of the driver.

Red honeycomb stitching, darker accents and embroidered lettering across the seats further set the SE Performante apart.

As a result, there's no mistaking it for a standard Urus, nor any other SUV on the market. The SE Performante is 100 per cent committed to being a track-ready family wagon, and therefore feels truly special to sit in.

It likewise feels luxurious, as just about every surface is soft to the touch, including oft-neglected areas below the beltline. You're getting what you pay for on the materials front, that's for sure.

And, in the case of the seats and steering wheel, the Corsa-Tex treatment serves a practical purpose – affording the driver a level of grip and control that slippery leather simply can't.

The SE Performante’s driver-first philosophy is also reflected in its ergonomics. Both front pews offer plenty of adjustment, including for bolster snugness, making it easy to find the optimal position for performance driving. In a similar vein, the tiller extends further than most, allowing you to bring it comfortably within reach.

Seat ventilation is an option that should really be standard, particularly in Australia given our hot climate. But I guess comfort isn't the top priority here.

It's not too far down the list though. Because while the Performante looks pretty extreme inside and out, it's just as daily drivable – if not more so – than the standard SE.

The infotainment system, for example, now features snappier software and graphics inspired by the Revuelto supercar. Chaotic hexagons aside, the interface is relatively intuitive and not too layered.

That’s partly because the climate controls are all housed in a secondary screen below, itself straightforward to operate and equipped with haptic feedback.

Like the centre touchscreen, the digital instrument cluster runs updated visual themes, with its layout and readouts shifting depending on the drive mode selected. Both displays incorporate a Performante-specific telemetry system so you can keep track of your lap times on the fly.

Picking gears and shifting drive modes is made more satisfying by fighter jet-inspired switchgear on the centre console, although many of the buttons elsewhere have clearly been plucked from the Audi parts bin.

That’s quickly forgiven when you realise the Urus shares similarly high levels of cabin practicality with its platform relatives.

There's storage aplenty up front, and the second row offers around 40 inches of legroom, which is on roughly on par with other large SUVs built on Volkswagen Group's MLB Evo architecture, as well as the DBX. Headroom is a little more pinched, though.

As is boot space, which is hampered by the battery beneath the floor. The original Urus offered a respectable 616 litres of capacity, whereas current plug-in hybrid versions are limited to just 454L.

To see how the Lamborghini Urus lines up against the competition, check out our comparison tool

What's under the bonnet?

The bulging, vented carbon-fibre bonnet hides a tried-and-tested 4.0-litre twin-turbo petrol V8 producing 456kW of power and 800Nm of torque, while an electric motor sandwiched between the engine and eight-speed torque-converter automatic transmission contributes a further 141kW and 483Nm.

Those numbers are unchanged from the Urus SE, yet combined system outputs have jumped by 9kW and 50Nm as a result of some software tweaks.

The Performante also picks up a titanium Akrapovič exhaust that’s 10kg lighter than the system used in the standard car.

In total, Lamborghini has trimmed 32kg from the SE, predominately through extensive use of carbon-fibre. So extensive, in fact, that the Performante has the most carbon-fibre components of any production SUV.

Further under the skin, this second iteration of the Urus Performante ditches fixed coil springs for a new ‘AURA’ dual-chamber air suspension system that’s claimed to halve body roll and reduce vibrations by 25 per cent. In other words, it should make for a vehicle that can be both more dynamic and/or comfortable, depending on how you set it up.

Not just on tarmac either, as you can raise the ride height by up to 70mm for a spot of light off-roading. A new Rally drive mode also comes in handy here.

At the very literal heart of the SE Performante is a new 6D sensor pinched from the Fenomeno hypercar. Positioned near the car’s centre of gravity, it measures longitudinal, lateral and vertical acceleration, as well as pitch, roll and yaw. It works alongside eight additional accelerometers positioned around the vehicle, feeding real-time data into the chassis control and electronic braking systems.

In simpler terms, it’s an advanced dynamic brain that’s constantly crunching the numbers, working to minimise pitch and roll while keeping the car on its intended trajectory.

To see how the Lamborghini Urus lines up against the competition, check out our comparison tool

How does the Lamborghini Urus drive?

The SE Performante is best thought of as a supercar on stilts.

I've never been left speechless by the dynamics of an SUV, let alone one of this size, but all rules have exceptions and the Performante is just that.

Admittedly, our experience was brief and highly controlled – 15 minutes lapping Vairano's tight, technical handling track behind a somewhat conservative lead driver.

Nevertheless, the controlled agility of this 5.1-metre-long heifer is nothing short of remarkable.

Approaching the first of many 90-degree turns, I start steering fully expecting a delay, some body roll or at least a little understeer. None of that eventuates.

Rather, the Performante turns in sharply, rear-wheel steering helping it to cut a direct path through the apex, remaining perfectly balanced throughout. Colour me confident.

Next comes a sequence of alternating high-speed bends, through which there's an almost disturbing lack of lean. While you can feel the G-forces climb in the cabin, the chassis is unperturbed, kept in check by the clever onboard computers.

The chunky Pirelli tyres are likewise unflappable when pushed, able to maintain excellent grip without protest. At least while they're fresh.

Through these sweepers, the rear wheels turn in the same direction as the front pair to effectively lengthen the wheelbase, increasing stability.

With that neck workout out of the way, it's time to test the brakes – carbon-ceramic stoppers measuring a whopping 440mm at the front and 410mm at the rear. As expected, they're hugely effective, and easy to modulate courtesy of a firm, positive pedal.

In terms of outright stopping power, Lamborghini says the new SE Performante can slow from 200km/h to a stop in seven fewer metres than its significantly lighter predecessor, while an eight per cent improvement in brake cooling efficiency should help prevent fade during repeated use.

Continuing the lifted supercar theme, the SE Performante demonstrates little dive under hard braking, defying its high centre of gravity while rattling off snappy downshifts.

Lifting off the left pedal, I pick a racing line into another sharp right-hander and the front end responds with minimal resistance. It's rare that you come across an SUV with steering so quick, well-weighted and just generally satisfying.

Through the next, wider corner I’m a little more heavy-handed, and the Performante reveals a much more playful side. In Corsa mode it’s surprisingly eager to rotate on throttle, happy to hang its tail out without ever feeling overly lairy. A serious performer with a silly side, then.

Upon pulling the rear end back into line, the track momentarily opens up, providing an opportunity to open the taps.

Doing so doesn't disappoint, but the powertrain isn't the star of the show here. Throttle response is immediate and peak torque (1000Nm) is available from just 2250rpm all the way up to 5500rpm – not miles short of redline – so the SE Performante definitely pulls as hard as it should, pinning you back in the seat without much interruption from the recalibrated eight-speed auto.

However, even with an upgraded Akrapovič exhaust, it doesn’t sound quite as raucous as you might hope from inside the cabin. Much of what you hear while driving is engine noise piped through the speakers, suggesting increasingly stringent noise regulations may have robbed the V8 of some of its natural character.

In fairness, the quad exhausts produce a satisfying burble at idle, and I didn’t get enough time to explore how much extra drama the different drive modes unlock. Nevertheless, my first impression is that the more mature Bentayga Speed is similarly vocal.

As tested in Corsa mode, the trick air suspension strikes a sweet balance between ride and handling. Attacking the steeply kerbed chicane at the end of the penultimate straight does little to upset the chassis, nor does it leave me feeling beaten up, despite our test car riding on optional 23-inch wheels wrapped in lower-profile tyres.

In its more comfortable modes, I can only imagine the SE Performante would prove quite supple on public roads.

Out of the chicane it's back on the gas to cross the start/finish line, after which I complete half a dozen more laps before being called in. The car performs consistently throughout, with no meaningful weaknesses emerging.

To see how the Lamborghini Urus lines up against the competition, check out our comparison tool

What do you get?

Widespread carbon-fibre, an Akrapovic exhaust system, unique 22-inch alloy wheels, Corsa-Tex interior trim, and a unique infotainment interface headline the long list of equipment upgrades for the Performante.

2027 Lamborghini Urus SE Performante equipment highlights:

• Carbon-fibre bonnet with central power dome and S-ducts
• Carbon-fibre rear wing, wheel arch extensions, front splitter
• 22-inch alloy wheels
• Akrapovic titanium exhaust
• Electric tailgate
• Adaptive headlights incl. auto-levelling
• Cornering lights
• Automatic high-beam
• Remote Keyless Entry
• Soft-close doors
• 8-speaker audio system
• 12.3-inch digital instrument cluster
• 12.3-inch touchscreen infotainment system
• Lamborghini Connect
• Wi-Fi hotspot
• Wireless Apple CarPlay and Android Auto
• Audio theft deterrent
• 12-way power-adjustable front seats with heating
• 40/20/40-split/folding rear seats
• Corsa-Tex and leather seat upholstery 
• Corsa-Tex steering wheel trim
• Carbon-fibre interior trim
• Valet function
• Corsa-Tex headliner
• 4 x 12V DC power outlets
• Air filtration

To see how the Lamborghini Urus lines up against the competition, check out our comparison tool

Is the Lamborghini Urus safe?

The Lamborghini Urus SE Performante has not been crash-tested by ANCAP or Euro NCAP, but is nonetheless decked out with a long list of active and passive safety features.

Standard safety features include:

• Adaptive cruise control
• Emergency SOS capability
• Autonomous Emergency Braking (AEB)
• Blind-spot monitoring
• Lane departure warning
• Lane-keep assist
• Parking sensors – front, rear
• Reversing AEB
• Reversing camera
• Tyre pressure monitoring

Need more reassurance? Related Audi SUVs previously achieved full five-star ANCAP ratings based on 2019 testing criteria.

To see how the Lamborghini Urus lines up against the competition, check out our comparison tool

How much does the Lamborghini Urus cost to run?

Some finer details specific to the SE Performante – service intervals, for example – aren't yet available, though Lamborghini Australia backs all its vehicles with a three-year, unlimited-kilometre warranty.

The exotic Italian marque also offers five years of free servicing, plus three years of complimentary roadside assistance. That's pretty generous when you consider Porsche doesn't offer any form of capped-price servicing in Australia.

There are five official Lamborghini dealerships Down Under, covering each of the five most populated states.

To see how the Lamborghini Urus lines up against the competition, check out our comparison tool

CarExpert's Take on the Lamborghini Urus SE Performante

If you like the Urus, you'll probably love the SE Performante.

It's the ultimate expression of Lamborghini in a family SUV – fast, fun and unapologetically extreme.

Personally, I'm not a huge fan of the carbon-fibre-heavy exterior aesthetic given the SE Performante still weighs nearly two and a half tonnes.

But it does an extraordinary job of masking that mass on a racetrack, demonstrating all the poise, precision and drivability expected of a modern raging bull.

Sadly, few examples are likely to ever be driven as hard as Lamborghini intended, instead spending their lives terrorising the streets of affluent suburbs.

That's a shame, because beneath all the bravado is one of the most dynamically accomplished large SUVs money can buy.

CarExpert can save you thousands on a new Lamborghini Urus. Click here to get a great deal. 

Click the images for the full gallery

MORE: Explore the Lamborghini Urus showroom

However, one rising Chinese brand in Australia is boasting of its connection to a ‘legacy’ automaker.

Leapmotor is a Chinese automaker that’s a little over a decade old, which European-American automotive giant Stellantis acquired a 20 per cent stake in back in 2023.

The two companies formed Leapmotor International, a Stellantis-led (51/49) joint venture that sees the Fiat and Jeep parent distribute the Chinese brand outside of China.

In Australia, however, Stellantis brands are generally niche players, particularly after the slow collapse of Jeep sales here. Leapmotor now outsells every Stellantis brand here bar Ram, which is distributed separately by Ateco Automotive, and Fiat, which is transitioning to selling only commercial vehicles.

“I think Stellantis has different strengths in Europe versus here. I think Stellantis itself, the awareness of Stellantis in Australia is pretty limited, as opposed to Europe where it’s quite well-known, together with the dealer network over there,” Leapmotor Australia boss Andy Hoang told CarExpert.

“The strengths in Australia is that Stellantis does come with a lot of global processes. It comes with established ways of handling customers, handling ownership, handling aftersales service, having processes in place for how you train your technicians, what equipment do you need in your workshop before you even have a car.

“So all of those processes helped us kickstart the brand here in Australia without having to try to develop that from scratch. So I do see it as providing us with benefits in trying to launch this new brand.”

Leapmotor arrived here in 2024 with the C10 mid-size SUV, which was followed last year by the B10 small SUV. Joining the lineup this year are the B05 small hatch and B03X light SUV.

All Leapmotor models, regardless of market, are electric vehicles (EVs) or extended-range electric vehicles (EREVs).

Leapmotor is handily outselling every Stellantis brand bar Ram and Fiat. To the end of September, it has delivered 1168 vehicles, up 158.4 per cent on the same period last year.

While that’s less than Ram (2322, down 8.0 per cent) and Fiat (1422, up 0.8 per cent), it’s more than Peugeot (652, down 39.7 per cent), Jeep (442, down 69.9 per cent), Alfa Romeo (265, down 39.2 per cent) and Maserati (143, down 33.8 per cent).

However, it’s well down on rival brand Geely, which launched several months after Leapmotor in early 2025 and has delivered 23,632 vehicles year-to-date, up 639.2 per cent. All of its vehicles here are EVs or plug-in hybrids (PHEVs).

Leapmotor is, however, currently outselling EV brand Deepal (924 vehicles, up 269.6 per cent) which is distributed by Inchcape, which also handles Subaru distribution.

Roughly half of Leapmotor’s 25 sales and service locations in Australia also handle other Stellantis brands.

“The vehicles obviously don’t come from Stellantis… But having that distribution network and those processes in place has enabled us to launch the brand successfully here,” said Mr Hoang.

“We have a joint Stellantis warehouse in Melbourne that stores all the parts, purpose-built 12-18 months ago now. A massive facility, and we carry parts there for what are the fastest-moving parts.

“I think I had to buy six million dollars worth of parts before I even had a car here. To our process of ensuring that we have the right aftersales support for customers. That benchmark of 90 per cent [parts availability within 24 hours], that’s something that is also true for here in Australia.

"Our parts are here in Australia. We also have parts for the whole region in Malaysia, and then we also get parts out of China for anything that we need to air freight.”

Mr Hoang said there may be some situations where, for example, a customer has a prang and a small clip on the back of a screen breaks, and it’s not a part dealers have readily on hand.

However, he added: “On average we’re pretty confident that we’re holding significant parts here to be able to satisfy most of our customers, and then we do deliveries to our dealers all over the country on a daily basis.”

Leapmotor says it plans to expand its sales and service network in Australia, opening in new regions – including its first Northern Territory location – and growing to 35-40 locations, though it didn't disclose a timeframe for this.

MORE: Explore the Leapmotor showroom

In addition to the sultry Alfa Romeo Cuorerosso concept, the throwback Peugeot RCZ Vision and E-T16 concepts, and the retro-chic Citroen 2CV concept, Stellantis showed off concepts for three of its other European brands.

The DS F3VER concept previewed a new design direction for DS Automobiles, a brand often viewed as being on the bubble as Stellantis juggles more than a dozen brands, while the Fiat Multiplay features a familiar-sounding name on an unusual new body style, and the Opel STX concept shows what future wagons could look like from the German marque.

Technically, Lancia didn’t have a fresh reveal at the show, though it showed off various members of its recently unveiled Gamma mid-size SUV lineup – its second new model in two years after over a decade without any new vehicles.

DS F3VER

DS Automobiles, a premium, Europe-focused brand spun off from Citroen, revealed the F3VER as an “exploratory concept car opening a new chapter in its design story”.

However, there’s a hint of one of the first vehicles offered by the brand – the DS 3, sold here as a Citroen prior to the formation of DS Automobiles. Like the DS 3, the F3VER concept is a small hatchback with a two-tone exterior treatment.

It features an electric powertrain promising “class-leading electric range”, though DS Automobiles hasn’t offered any powertrain or battery specifications.

The F3VER measures 4.19m long, 1.84m wide and 1.46m tall on a 2.7m wheelbase, making it around 200mm longer (all in the wheelbase) and 130mm wider than the Citroen DS 3 sold here, with tight overhangs front and rear.

Angular lighting elements like those of recent DS models can be found up front, while the tail-lights resemble those of the first DS 3 in shape but feature a 'light tunnel' effect that makes them appear to extend infinitely.

Both the front fascia and rear bumper feature a vertical 'totem' within which sits the DS logo.

These sharp, angular design elements are juxtaposed with curvaceous, muscular sheetmetal like the fenders and bonnet, while the concept is finished in Cosmic Blue dichroic paint contrasted with champagne-coloured accents on the roof and wheels.

Fiat Multiplay

Using a name last seen on an innovative but polarisingly styled people mover – albeit now with a ‘y’ on the end – the Multiplay concept is a mid-size (4.45m-long) vehicle that combines elements of people movers, SUVs and utes.

The Multiplay features what Fiat calls its Metamorfosi C-pillar architecture, a mobile rear module that allows the vehicle to be converted from a three-row people mover to a four-seat ute with an open bed.

Fiat isn’t the first brand to demonstrate such a concept. This year, Chery revealed the Tiggo V SUV that features a rear canopy and third row of seating that can be removed, allowing the vehicle to be converted into a ute of sorts; the Deepal E07 Multitruck already on sale in Australia also has the ability to be converted from a sleek coupe SUV to a dual-cab ute with the push of a button.

The rear spoiler can be rotated to become an integrated bike rack when the Multiplay is in its ute configuration, while in people mover guise the car features a 6+1 configuration with a ‘Petsenger seat’, a modular unit that can be used as a dedicated space for a pet or small table, or a place to mount a child seat.

Other details include an outer section of the Petsenger seat that can be detached and used as a leash; a front passenger seat that can be transformed into a lounge chair while the vehicle is parked, with the dashboard serving as a backrest; and a display that disappears into the dashboard when the vehicle is switched off.

It’s all finished in a green exterior paint job and a red and green interior, intended to make the vehicle resemble a watermelon.

The concept’s name is a nod not only to the clever 1998 Multipla, a six-seat, two-row people mover that measured less than four metres long, but also the 1956 600 Multipla that could seat the same number of people in a vehicle just 3.5m long.

Opel STX

The Opel Sports Tourer eXperimental Concept, or STX Concept for short, shows the Stellantis-owned brand’s vision for the future of its wagons.

Opel also says it “symbolises the next stage of Opel’s design philosophy – even bolder, even purer, even more emotional and even more efficient” and “anticipates the visionary further development of the estate body style”.

While it’s referred to as an estate, it’s certainly much bolder than longroof Opels like the Astra Sports Tourer.

The roof line slopes dramatically towards the rear, terminating abruptly at a Kammback-like rear.

There are sharp side creases and prominent rear fenders, and active aerodynamics such as diffusers that protrude from the rear at certain speeds.

Opel’s family face has gotten bolder. The ‘Vizor’ seen on Opel vehicles has gotten taller and more prominent, which Opel says is in direct contrast to many electric cars today that feature an ‘ultra-slim face’.

The Vizor takes up most of the front fascia, and features slim slanted vertical lighting elements that appear to fade towards the centre of the vehicle.

The bonnet and front bumper are sharply creased, matching the sides and roof of the vehicle, and various blue accents dot the exterior.

Particularly distinctive design elements are the glass light strips that connect to the rear side windows, matching similar strakes on the roof.

The STX rides on aerodynamically optimised three-section alloy wheels wrapped in 285/35 R22 Goodyear tyres.

The concept features an electric powertrain, all-wheel drive, and a top speed of over 200km/h, but no other performance or battery details have been revealed.

“Our Opel STX Concept reinterprets the estate!” said Opel CEO Florian Huettl in a press release.

“The study shows characteristic features that will be found in future Opel models and underlines Opel's role as an estate pioneer in Europe.”

MORE: Alfa Romeo Cuorerosso concept previews brand's futureMORE: Citroen 2CV revived as budget EV steeped in nostalgiaMORE: Peugeot RCZ Vision coupe revealed with 500hp and solid-state batteryMORE: Peugeot E-T16 concept is a rally legend reborn, previews next E-208

Tesla CEO Elon Musk, who is also the founder and CEO of SpaceX, said the vehicle will be capable of accelerating from 0-60mph (97km/h) in less than one second. A demonstration run shown during the livestreamed event recorded a claimed time of 0.81 seconds.

That’s quicker than Tesla's original acceleration claim for the second-generation Roadster, first revealed in 2017, when Mr Musk promised a 0-60mph time of 1.9 seconds, a top speed exceeding 400km/h, and a driving range of approximately 1000km.

Tesla is now targeting a top speed of 230mph (370km/h), but Mr Musk today said the new Roadster has “got to crack halfway to the speed of sound” of Mach 0.5, which equates to about 383.5mph (617km/h).

“This is not an autonomous car, it is the last – well, it is technically autonomous for this demo to make sure we don’t kill anyone – but this will actually be long-term the only manually driven car that Tesla makes,” Mr Musk said.

The demonstration included a series of jumps in which the Roadster used thrusters fed by ultra-high-pressure compressed-air tanks to ‘fly’ in front of the live audience.

It jumped a collection of parked Teslas and made a controlled landing after driving up a Hot Wheels-like ramp.

In top-spec form there’s also a fan system designed to suck the vehicle to the ground, similar in principle to the technology used by Jack Brabham’s BT46B Formula 1 car in 1978. Mr Brabham withdrew that car after its sole grand prix outing, which it won.

The Roadster’s fan system operates in Track mode, which also lowers the suspension.

“We have a suction, a fan suction system on the bottom of the car that can pull up to two Gs in order to make the car go upside down," explained Tesla’s vice president of vehicle engineering, Lars Moravy.

“And then we borrowed some technology from SpaceX to do the rest.”

The Roadster’s active aerodynamics include a large rear wing that extends according to the downforce required, said Mr Musk.

Tesla claims the thruster system can generate more than 80kN of thrust, while the Roadster is said to be capable of cornering at 2g.

“Now you might say, like, how often do you want to stick upside down in a car?” said Mr Musk.

“Maybe not that often, but it actually has this an actual benefit on the track or just driving, where the downforce of the car means you can corner incredibly well, like you can corner like it looks like you're breaking physics because the car sticks to the ground so hard.

"So acceleration, cornering, it's going to crush every track record that has ever existed.”

Three Roadster variants have been listed: Performance, Thrust and the invitation-only Rocket.

The Performance grade features the fan system, while the Thrust variant adds compressed-air thrusters. The Rocket model demonstrated at the event showcases the car’s 'flying' capability.

An Australian launch for the new Roadster has not been confirmed, with Tesla’s local website now stating it will be "Available as a Left-Hand Drive vehicle only".

Pricing hasn’t been announced, but Tesla is accepting US reservations. The Performance version requires an initial US$5000 deposit, followed by US$45,000 within 10 days, for a total of US$50,000.

The Thrust requires US$5000 initially and a further US$245,000 within 10 days, bringing its total reservation payment to US$250,000.

In 2017, Tesla announced a starting price of US$200,000 for the Roadster, with a Founders Series priced at US$250,000.

Inside, the latest Roadster’s seats are moulded into the chassis, which Tesla says helps reduce weight. It also features steer-by-wire and brake-by-wire systems, with driver inputs transmitted electronically.

“This will be an actual car that's on the roads. You know, I'm not sure it's necessarily legal in all jurisdictions, but like, there will be such a car that someone can own, so it's going to be pretty wild that [they] can have a rocket car,” Mr Musk said.

Tesla designer Franz von Holzhausen said during the demonstrations: “Today marks the day that we build the first world's best flying car and the last best driver's car.”

MORE: Tesla Roadster reveal coming after near decade-long waitMORE: Explore the Tesla showroom

The latest registration data from the Bureau of Infrastructure and Transport Research Economics (BITRE) shows there were 1,000,292 Holden passenger vehicles in Australia as of January 2026, making it the fourth most common brand on our roads behind Toyota (3,317,413), Mazda (1,576,072) and Hyundai (1,342,431).

This particular BITRE data looks only at passenger vehicles – including SUVs, but excluding light commercial vehicles such as utes – that were registered for unrestricted public road use in Australia as at January 31, 2026.

BITRE says that "where possible" it has excluded vehicles registered for consular and defence force use, as well as "veteran and vintage vehicles registered for restricted use only".

There were 94,936 fewer Holden cars on the road than in 2025, with last year’s tally down 90,829 on the previous year. That means there’s been a 15.7 per cent reduction in the number of Holden passenger vehicles on Aussie roads since 2024.

This attrition isn’t unusual, given many owners discard their vehicles once the cost of keeping them roadworthy exceeds the value of the vehicle. Vehicles may also be damaged or destroyed in collisions.

Holden hasn’t been the only brand to recede since 2024, according to this latest October 2026 BITRE data.

There were 836,433 registered Ford passenger vehicles in 2026, down from 900,248 in 2024 – a decline of 7.1 per cent.

The number of registered Hondas has shrunk by 2.3 per cent across the same period, with Jeep down by 7.2 per cent to 163,601 vehicles, Nissan down by 1.0 per cent to 808,884 vehicles, Renault down by 3.0 per cent to 64,767 vehicles, and Peugeot dropping 14.5 per cent to 54,367 vehicles.

Despite Peugeot’s drop and its more modest numbers on our roads, it’s still in the top 30 brands for registered passenger vehicles.

There were 22.77 million registered motor vehicles on this date, up 2.1 per cent on January 31, 2025, with 16.4 million of these being passenger vehicles.

A total of 63.7 per cent of all registered motor vehicles were petrol-powered, down from 65.6 per cent, while diesel vehicles increased their share from 29.5 to 29.9 per cent across the same period.

A total of 368,300 electric vehicles (EVs) and hydrogen fuel-cell vehicles (FCEVs) were registered as at January 31, 2026, up 42.3 per cent. EV and FCEV passenger cars accounted for 2.2 per cent of Australia’s total passenger vehicle car parc, with Tesla being the number-one EV brand followed by BYD (56,565 registered passenger EVs in 2026) and MG (23,175).

Hybrids grew in number by 31.7 per cent year-on-year to 846,200 vehicles, while plug-in hybrids tallied 111,300 vehicles, up 101.9 per cent YoY.

The average age across all registered motor vehicles in Australia increased slightly, from 11.55 years in 2025 to 11.67 years in 2026. Tasmania has the oldest average fleet age at 13.8 years, with the Northern Territory having the youngest at 10.81 years.

Top 30 brands for registered passenger vehicles in Australia

You can view the full report at the BITRE website.

MORE: Explore the Holden showroom

Many of these changes were announced for the Japanese market back in July, and are now being rolled out to the UK and Europe before the end of this year.

We've contacted Mazda Australia to confirm when these changes will arrive here.

Zinc Green Metallic joins the colour palette, after having debuted on the MX-5 earlier this year. Mazda says the paint was inspired by the colour and texture of zinc chromate primer.

Aero Grey metallic is also newly available on the CX-30, while new gunmetal and gloss-black decorative interior panels are available in some variants.

Ventilation is now available for the front seats, joining heating, while the surround-view camera gains a see-through view mode, and the blind-spot monitoring features a safe exit warning function.

Unlike in Australia, where the CX-30 is offered with only naturally aspirated Skyactiv-G 2.0-litre and 2.5-litre four-cylinder petrol engines, Mazda in the UK gets the mild-hybrid 2.0-litre e-Skyactiv G and compression-ignition 2.5-litre e-Skyactiv X petrol engines. Also unlike Australia, the CX-30 is available there with a manual transmission.

There’s also a new Makoto special edition coming to the UK in early 2027, bringing seats upholstered in light cloth and ‘stone’ leatherette, as well as black 18-inch alloy wheels and dark badging and mirror caps.

This aligns with the Air Edition in Japan, which features the same lighter interior colour scheme.

Mazda in Japan says the adaptive LED headlights in the updated CX-30 have also been improved to the same level as the CX-60 and CX-80, while the adaptive cruise control now features speed sign recognition and the emergency lane-keep assist system has been improved.

The CX-30's autonomous emergency braking system can also now detect motorcycles, avoid collisions in intersections and during right turns, and gains a “collision damage mitigation function for oncoming vehicles” and “forward-moving approaching object detection function”.

Mazda CEO Masahiro Moro revealed in August the second-generation CX-30 will be launched by March 2031.

In a two-part interview with Chugoku Shimbun, a newspaper based in Mazda's hometown of Hiroshima, Moro-san revealed the next-gen small SUV will "incorporate methods used for the new CX-5", most likely its cost-reduction regime that has seen the new mid-size SUV feature an arguably more downmarket interior.

The new CX-5 has also dumped the company's rotary dial-controlled Mazda Connect infotainment system, and jettisoned Mazda's long-standing commitment to a full suite of physical controls for the audio and climate control system in favour of a larger touchscreen. 

Mazda has produced over 1.4 million CX-30s since its launch in 2019.

To the end of September, the Japanese brand has delivered 9020 CX-30s in Australia this year, making it the brand's third-best seller behind the CX-5 and CX-3.

A replacement for the latter is set to enter production in Thailand in 2027.

MORE: Explore the Mazda CX-30 showroom

Due in European showrooms from December 2026, the updated SUVs haven’t been confirmed yet for Australia. Mazda Australia declined to confirm if or when these updates will reach our market.

Per Mazda’s Dutch press release, the company says it has “further improved the ride comfort of both models by revising the rear suspension crossmember bushings, contributing to a smoother and more refined driving experience”.

This marks the third suspension update for the CX-60 in as many years, and the first for the CX-80.

Late in 2023, Mazda started fitting revised rear shock absorbers to CX-60s at the factory, the following year offering Australian buyers these as a free retrofit.

May 2025 subsequently brought a further revision for the CX-60, bringing softer rear springs, increased rear rebound damping, and firmer front compression damping.

The updated 2027 CX-60 and CX-80 also receive more sound-absorbing materials within the engine bay, as well as between it and the cabin.

They also gain Active Parking Control, a semi-autonomous parking system that can handle both parallel and perpendicular parking manoeuvres.

Deep Crystal Blue mica paint has been replaced by Aero Grey in the CX-60, with Polymetal Grey joining the CX-80's palette. Currently, the only grey finish offered on Australian-market CX-60 and CX-80 models is Machine Grey Metallic.

Mazda's president confirmed in August the company was working on updates for the CX-60 and CX-80 and their fellow Large Architecture-based SUVs – the CX-70 and CX-90 – amid sales that have fallen short of projections.

"We will be working on the exterior, interior, and powertrain, and will be upgrading them on a scale never seen before," said Mazda President Masahiro Moro in translated remarks reported by Japanese outlet Chugoku Shimbun.

"We will cultivate these into products that people will say are Mazda's flagship. It will take time, but we will definitely achieve this."

However, Moro-san didn't confirm the extent of these changes. While Mazda in Europe has now announced updates to the CX-60 and CX-80, which were developed with that market as a focus, no updates have been detailed yet for the US-focused CX-70 and CX-90.

Australia is the only market in the world that gets all four Large Architecture SUVs.

MORE: Explore the Mazda CX-60 showroomMORE: Explore the Mazda CX-80 showroom

The Mission S previews a petrol-powered spiritual successor to the 550 Spyder, and previous limited-edition flagships including the Carrera GT and 918 Spyder.

Porsche chairman Michael Leiters said the Mission S “represents a mid-engined super sports car platform positioned above the 911 – not as a one-off hypercar, but as a permanent and versatile addition to our customer offering”.

A statement from the automaker said: “Porsche is planning, for the first time, a permanently available super sports car offer. The clear objective here is the highest level of engineering excellence and maximum flexibility.”

This means it won’t be a limited edition like the 918 Spyder, produced between 2013 and 2015, but instead a full-time model in an expanded lineup. Its design also previews the direction of the brand, inspired by the shapes of previous Porsches.

There’s no word on timing for a production version, nor pricing – and no confirmation of whether it will be offered as part of the Porsche Cars Australia lineup.

The Mission S could well be dubbed ‘mission critical’ for Porsche as the automaker undergoes a significant strategy change.

This comes after slower-than-expected take-up of electric vehicles (EVs) in 2025, with its ‘Sportwagenschmiede ’35’ (Sports Car Workshop ’35) revitalisation plan outlined earlier this month.

The Queens, New York, location for the Mission S reveal was chosen because the first images of the Porsche 550 Spyder, the brand’s first mid-engined production model, were taken there in 1953.

While Porsche did not provide any further details of the engine, Autocar previously reported Mr Leiters confirming the new super sports car would be offered only with an internal-combustion engine, not a hybrid or battery-electric powertrain.

Indeed, the term ‘engine’ is used throughout the media material for the Mission S, instead of the ‘motor’ description for the similarly named Mission E (for electric), first shown in 2015 (which became the Taycan production model), and the Mission X from 2023, which was also electric.

Porsche has pulled back on its previous EV ambitions, with the Mission S marking another significant step towards its revised strategy, after slower sales and profit slides in 2025, which have continued into 2026.

After launching the Taycan in 2020, the German marque predicted 80 per cent of its sales would be EVs by 2030. Now, it predicts two-thirds of sales will still include some form of internal-combustion power by the end of this decade.

The Mission S sits on a new platform not shared with fellow Volkswagen Group brands Lamborghini, which has indefinitely postponed plans for its first EV, or Audi, which continues work on an electric sports car of its own planned for a 2027 introduction.

The mid-engined architecture of the MIssion S enables its ‘fly line’ sloping roofline, and there are other design cues like the 911-esque round headlights, the flat bonnet from the 1998 Le Mans-winning GT1, and the rear wing shaped like that of the 1986 959, the brand’s rival to the 1988 Ferrari F40.

“A Porsche must be recognisable as a Porsche at first glance,” Mr Leiters said.

The alloy wheels are based on the dial design seen on the 928, which was produced between 1977 and 1995. Porsche says they were chosen to reduce weight, while the Mission S show car’s colour scheme is a nod to classic Porsche Motorsport colours.

Inside, the Mission S takes an intentional step back from digitisation, with the deliberate omission of a centre touchscreen or fixed passenger screen, with a MagSafe smartphone ‘system’ there instead.

The move, says Porsche, is part of its quest for the ‘ideal symbiosis’ between digital and analogue controls. The rev counter includes an analogue needle, for instance, with five circular instrument dials around the steering wheel moving depending on the selected drive mode.

There’s also a mix of digital and analogue in the redesigned Sport Chrono display.

Porsche’s revised business strategy includes 9000 job losses over the next decade, as well as a 40 per cent reduction in middle management headcount, as the workforce is pared back by 10 per cent. On the plus side, there will be a share program for employees from 2028.

It also sees previously confirmed combustion-powered versions of the upcoming 718 Boxster and Cayman sports cars axed in favour of electric-only versions.

A new mid-size SUV to sit alongside the Macan is also part of the plan, using petrol and plug-in hybrid powertrains, after the Macan went electric-only in 2025 to the detriment of sales.

At the other end of the scale, an upper-large SUV to sit above the Cayenne is back on the cards but with petrol and electric powertrains, and the automaker planning on around 45 per cent of its sales being in the larger D- and E-segments.

Porsche’s need for a turnaround comes less than three years after it posted record sales of 320,221 vehicles and a record operating profit of €7.284 billion (A$11.77 billion) in 2023.

Global sales of 178,532 vehicles this year to the end of September 2026 were down 16 per cent, impacted by the end of production for the previous 718 Boxster and Cayman.

While the 911 found 42,217 new homes over that period, Porsche's most popular model was the Cayenne with 51,025 sales.

MORE: Explore the Porsche showroom

Launched in 1971, the A310 was envisioned as a larger and more relaxed sibling for the A110 coupe, which was sportier and had a successful rally-racing career.

While the A310 Vision contains elements from the original A310, it also mixes in cues from the later V6 and GT models, including the latter's pumped-up wheel-arches, rear wing, and sharper and more heavily creased bodywork.

Although the original A310, which was produced until 1984, had seating for four, the Vision concept has just two seats.

Officially, the A310 Vision is a "one-off concept" and a "creative exploration of Alpine's heritage rather than the announcement of a future production model".

However, Autocar understands the concept has been given given the model code PS1 (or Projet Spécial 1), indicating it could form the basis for a limited-run model.

The A310 Vision is based on the Alpine Performance Platform (APP), an EV-first architecture with two battery packs: a small one under the bonnet, and a main unit behind the cabin. While this layout adds extra complexity, Alpine says it allows for a lower seating position and a more spacious cabin.

An internal combustion engine can be inserted into APP, with Philippe Krief, Alpine’s CEO, telling Autocar earlier this year that with “some small modifications on the platform we can accommodate an engine, gearbox, fuel tank and all you need”, with the petrol drivetrain essentially replacing the main battery unit.

The upcoming all-electric A110 is based on APP, and its styling is being previewed by a sculpture on display at the Paris show.

The A310's power output and battery specs are completely unknown as Alpine hasn't provided any details about the A310 Vision's drivetrain.

Despite its dramatic supercar styling, the original Alpine A310 was launched with a 91kW 1.6-litre carbureted four-cylinder engine. Thanks to its heavier body chassis, performance was leisurely, and it wasn't until 1976 that the A310 gained a 110kW 2.7-litre V6.

Hopefully, if the A310 Vision goes into limited production, Alpine will provide the coupe with sufficient spuds from the start.

MORE: Explore the Alpine showroom

Instead of a 900V electrical system, something the Chinese-market 7X moved to in 100kWh battery-equipped variants late last year, the entire European-market 2027 lineup will stick with an 800V electrical system.

The updated mid-size electric SUV will reach European customers during the first quarter (January to March) of 2027, while Zeekr in China is launching a separate 7X update later this year. It hasn’t specified all the changes it’ll feature, though it has confirmed it will introduce a new 85kWh ‘Golden Brick’ battery pack.

We’ve contacted Zeekr Australia to confirm when the next 7X update will be introduced here.

European-market 7Xs will stick with a choice of 75kWh lithium iron phosphate (LFP) and 100kWh nickel manganese cobalt (NMC) batteries, which can be charged at up to 450kW and 420kW on DC power, respectively, and at up to 22kW on AC power.

While the batteries and their charge rates are unchanged, range has been increased.

WLTP range figures are 482km and 627km for single-motor rear-wheel drive variants with the 75kWh and 100kWh batteries, respectively, up from 480km and 615km.

Rear-drive 7Xs also receive a bump in power and torque to 335kW and 520Nm, up 25kW and 80Nm respectively. This slashes the claimed 0-100km/h time from 6.0 seconds to between 5.5 and 5.6 seconds, depending on the variant.

The dual-motor all-wheel drive powertrain now pumps out 500kW and 790Nm, up 25kW and 80Nm. There’s been a tiny increase in range (up 2km to 545km) and a tiny increase in 0-100km/h acceleration (3.7 seconds, down from 3.8).

Zeekr says the updated 7X uses a new Bosch-based driver-assistance system powered by seven cameras and three radar units, supporting features like “fingertip and remote parking assist”.

The 7X has received a minor exterior update, with new front and rear bumpers. The rear number plate has also been moved to the tailgate.

Glacier Silver and Mystic Lilac will join the exterior colour palette in the first quarter of 2027, along with new-design 21-inch alloy wheels.

Interior changes are minor, centred on a redesigned centre console featuring a sliding cover at the same level as the dual wireless phone charging pads, for a lower and flatter look.

Many of these visual changes already appeared on the updated Chinese-market 7X last year.

The 7X has proven extremely popular since its Australian launch late in 2025.

To the end of September, Zeekr Australia has delivered 10,800 7Xs this year. While that’s less than the Tesla Model Y (35,930), BYD Sealion 7 (19,964) and the significantly cheaper Geely EX5 (12,745), the 7X is outselling every other mid-size electric SUV.

MORE: Explore the Zeekr 7X showroom