Articles by Andrew Chesterton

The Mazda CX-6e Azami tops the electric SUV range in Australia, listing at $56,990. That’s only three grand more than the GT($53,990), but that’s because you don’t get a whole bunch more stuff. Both models get the following as standard: LED lights Panoramic glass roof Black Maztech trim Heated and ventilated front seats A massive 26.45-inch multimedia screen Head-up display Wireless Apple CarPlay and Android Auto 21-speaker stereo You do get bigger 21-inch alloys on the Azami, which we like, and digital wing mirrors, which we don’t, so we think the cheaper GT is the better bang-for-bucks purchase here.   There’s a single motor at the rear axle, making 190kW and 290Nm, while its 78kWh LFP battery, producing a WLTP driving range of up to 484kms. The CX-6e is covered by Mazda’s five-year, unlimited-kilometre warranty, which is a little underwhelming by today’s standards, though the battery is covered for eight years or 160,000kms.

The long-awaited hybrid powertrain for the new Mazda CX-5 will be as electrified as the brand's best-selling model gets, with executives confirming there is no plan to develop plug-in hybrid technology for the popular family SUV. The strategy sits in contrast to the Toyota RAV4 – Australia's second-best-selling vehicle last month – which went all hybrid at its last update, and has since been joined by plug-in hybrid power that is available in a number of trim levels. Mazda will instead split its power options across different models essentially occupying the same vehicle category, with the CX-5 retaining petrol-power and eventually conventional hybrid, the CX-60 delivering plug-in hybrid as well as diesel grunt, and the new CX-6e the all-electric option. The CX-6e has already attracted in excess of 2000 expressions of interest from potential Mazda customers. "I can't confirm timing, but as soon as Mazda Corporation launches the (hybrid engine) to the globe, we will get our production allocation slot, and it will arrive," says Mazda Australia MD, Vinesh Bhindi. "But if you look at the market numbers, hybrids have sort of flatlined in terms of percentage...actually battery electric is where the game's at." The local executive confirmed there was no plan to develop a plug-in hybrid solution for the CX-5 – or to allow the recognisable nameplate to borrow a powertrain from another of its SUVs – instead suggesting Mazda's menu-like approach still delivered choice to its consumers. "No (plug-in hybrid) in the CX-5. We've got it in the CX-60," he says. "I suppose if you just look at the segment this car competes in, we are lucky enough and fortunate enough to have three products. And depending on the customer needs, either on powertrain or price or size, we will have options for them. "So we've got a highly efficient internal combustion engine in the new generation CX-5, and we'll have a hybridisation at some point. We've got a battery EV CX-6E. "And then in CX-60, we've got four options, from ICE to hybrid to plug-in hybrid. So we think we are very fortunate to cover it all."

The Mazda CX-6e range opens with the GT, which lists at $53,990 before on-road costs, and is — in our opinion — the pick of the two-grade line-up. That’s because, aside from bigger alloys and annoying digital wing mirrors, it gets the same and pretty generous equipment as the flagship Azami. That includes things like: 19-inch alloys LED lights Panoramic glass roof Black Maztech trim Heated and ventilated front seats A massive 26.45-inch multimedia screen Head-up display Wireless Apple CarPlay and Android Auto 21-speaker stereo There’s a single motor at the rear axle, making 190kW and 290Nm, while its 78kWh LFP battery, producing a WLTP driving range of up to 484kms.

The CX-6e is the second model to arrive in the Mazda's recent EV push, and it gives the brand a model to go head to head with top-selling EVs like the Tesla Model Y and the Zeekr 7X. And, like both those rivals, the CX-6e is produced in China, through Mazda's partnership with Changan. We put it to the test at is Australian launch to see how it measures up.

Falling diesel sales and a contracting, and increasingly competitive, ute market won't deter Mazda from launching an all-new BT-50 in Australia, with the brand confirming a new ute is coming. That puts Mazda on a collision course with its traditional rivals, the Nissan Navara, Ford Ranger, Toyota HiLux and Isuzu D-Max, as well as newcomers the BYD Shark 6 and Chery Stockman. Asked if Mazda still needed a BT-50, given the increased competition now fighting for smaller total sales, the brand's local MD, Vinesh Bhindi, replied: "yes". Asked if that meant a new one was coming, likely around 2028, he again replied: "yes". CarsGuide spoke to the chief designer of the new CX-6e, Eiji Kimoto, who also designed the current BT-50 and is working on its replacement. Asked if the new model would be a significant design departure from the current model, Mr Kimoto was guarded in his response. "I am not allowed to speak much about the future product, but I can tell you, please look forward to it," he said. Mazda essentially has two options for the next BT-50. The first is the continuation of its partnership with Isuzu, with the current BT-50 a twin under the skin of the D-Max. That would almost certainly lock in diesel as the powertrain, with Isuzu confirming work is still under way on future electrified powertrains through the company's Earth Lab, but no final direction has been decided and is in its infancy. The second option would be an expansion of Mazda's relationship with China's Changan, which it sources the all-electric 6e and CX-6e. That could give it access to the Changan Hunter K50 - a petrol-plug in hybrid ute fitted with a 43.47kWh lithium-ion battery pack, promising an NEDC-rated range of 192km (estimated 150km WLTP), and a total range of over 1000km. It is a REEV, rather than a traditional plug-in hybrid, meaning its 2.0-litre turbocharged petrol engine is used only to recharge the battery or provide power to the electric motor, rather than drive the wheels themselves.

Isuzu says that for many of its customers, swapping to a newcomer Chinese brand would be a "pretty big leap of faith", as it cites its dealer network, part supply and workhorse reputation as reasons its customers will stay loyal. That's the word from the brand's local Executive General Manager - MD Office and Internal Audit Office Rod Caldwell who says that, in the face of ever-growing competition, Isuzu needs to focus on the things customers "can rely on". "We look at our after-sales. We look at our parts supply. Our accessories supply. We look at all those things that people can rely on," he says. "(Customers) need to understand that these cars are not going to just break down in the middle of the beach. They're not going to stall halfway up a hill. That is more important. "I think it's a pretty big leap of faith to go to a newcomer. They have to be established." Isuzu says it is currently laser-focused on strengthening the relationship with its retail and fleet customers, given the increasing competition in the ute space, and the fact it's a two-model diesel company that doesn't offer electrification. The battle, it says, is staying relevant. "It's our job to drive some noise to our brand. We do need that. We do need to drive them forward to our dealers. They need some more retail. So we're looking at everything we can to keep relevant," he says.  Step one will be the launch of a new and more family-focused MU-X targeting "weekend warriors". "We will bring out, when we refresh the new model year, we'll actually have a new variant for the MU-X, which is retail-focused," he says. "It's certainly not a fleet vehicle. So more designed for someone who's looking for a car for the family. Maybe more of a weekend warrior-type person who wants something that looks a bit, you know, a bit different to the ones that we see today, which are more sporty-looking or whatever."

Isuzu will buck the electrification trend in Australia, abandoning any plan to launch the all-electric Isuzu D-Max EV in Australia, saying its customers and dealers don't want it. Despite the potential positive impact an electric ute would have on the brand's fleet emissions in the NVES era, the brand says it couldn't sell anywhere near enough examples of the EV to make an impact. "Isuzu has decided not to export that vehicle to Australia. We are very interested in the future of electrification, but we don't believe that our customers want a full BEV right now," says Rod Caldwell, Isuzu Australia's Executive General Manager -MD Office and Internal Audit Office. "Our customers are not screaming for it. Our dealers are not screaming for it. So we don't want to shove it down their throat just for NVES. "The market is not saying that they want a battery electric vehicle ute. If we sell 10 a month, it's not going to make much of a difference." Isuzu is quick to point out it remains interested in electrification, including the potential for a full BEV, but the D-Max EV is not the model to pin its electric hopes on in Australia. At least, not yet. One of the few true workhorse EVs to be released to date, the D-Max EV rides on a ladder frame chassis, delivers a one-tonne payload and 3.5-tonne towing, and offers 4WD through its dual electric motors. Those motors produce 130kW and 325Nm, while its 66.9kWh battery promises a driving range of 262km – though presumably much less when towing or carrying a load. The real sticking point, though, would be the price. The D-Max EVs pricing overseas suggests a sticker price in the region of $100k would be required in Australia. "We just don't want to feel like we're doing something for the sake of doing something," Caldwell says. "Our customers and our dealers, side by side, they're our number one. That's what we focus on. And when we look at the light commercial vehicle segment, it's still 84 per cent diesel. It's not being impacted by electrification like the mid-size SUV segment." Instead, the brand is hoping to leapfrog the D-Max EV with newer technology, though it doesn't yet have a clear idea of what that is or when it might become available. The brand has an electrification research and development centre, Earth Lab, where the technology that will feature in the next D-Max is being developed. It investigates everything from plug-in hybrid technology to BEVs and fuel cell electric vehicles. "Earth Lab was built in Japan by Isuzu, in-house, completely designed around developing the best next technology. We don't know if that's a diesel hybrid or a petrol hybrid," Caldwell says. "Earth Lab is exploring everything."

GWM will almost double its model count in Australia next year, with the brand confirming 16 models will be on sale by the end of 2027, surpassing the 14 currently offered by core rival BYD. The brand currently offered nine models – the Jolion, H6, H6GT and H7 under the Haval brand, the Tank 300 and 500, the Cannon and Cannon Alpha, and the all-electric Ora 5 – but than number is set to boom next year with the arrival of new models and powertrains. The move is in response to a Australia's highly competitive marketplace, with a slew of new brands fighting for sales. The answer, says GWM, is to launch early and launch often as it competes for customer attention. "I think that's the only response to the marketplace you can deliver is new product, new interest, get people's attention," says GWM Australia COO John Kett. "There are some great performance vehicles in our 3.0-litre diesel, plug-in hybrid vehicles that we're launching, and a couple of EVs." Also confirmed is the arrival of the brand's new V8 engine, which will arrive next year, most likely in the Tank 700 SUV. "(We) will tell you after Christmas which car it is, because we can't announce them all now," Kett said. First to arrive will be the Haval Jolion Maxi (sometimes called Max), a bigger version of the Jolion that steps into mid-size SUV territory. It is expected to be powered by the choice of a 164kW/482Nm petrol hybrid, a 238kW/528Nm plug-in hybrid, or a 150kW/260Nm electric powertrain. Also coming soon is the Ora Touring, featuring a longer, wagon-like body shape for the brand's electric model. "We're hoping by the end of the year, we'll have the Jolion Maxi and the Ora Touring," Kett says. "I think for us it allows us to be who we are. We're going to launch an incredible 3.0-litre diesel, and simultaneously some EVs in the middle, and some plug-in hybrids." A hybrid and plug-in hybrid version of the Haval H7 is also coming in October, and the ute portfolio continues to grow, with the Cannon Hi4-T having just been launched/ "We'll end up with a portfolio by Q4 next year that we think is about 16 products," Kett says. "These aren't just silhouette cars in a portfolio, they're happening."

You have to feel for the good folks at Toyota. The executive team spends years downplaying EVs for Australia – suggesting they’re not the right fit for most Australians, are too expensive, and can’t do all the things ICE engines can do – and then they have to go and bloody launch one. I was at the launch of the bZ4X in 2024, the brand’s first-ever EV, and so was on hand to see the spectacular verbal gymnastics on display. One of the brand’s then-most senior executives had described EVs as “impractical”, suggested that “hybrids can have a greater impact than full electrification”, and – if you go back as far as 2019 – said he had no plans to launch EVs in Australia at all. "I always get concerned when pure electric vehicles turn up at fairly big prices, and people instantly think people will buy them and they'll take off," Toyota’s then VP of Sales and Marketing Sean Hanley told me back then. "But if there's one thing I've learned on the hybrid journey it's that they have to be affordable. I get frustrated when people say electrification isn't being taken up in Australia as quickly as it should be. Well, who is going to buy these small cars for $50,000?" And then here we were, launching the bZ4X — the brand's big push into the EV space — which started at a cool $66,000. And yes, there was other stuff holding the Toyota back. It was probably too expensive, it didn’t travel far enough on a single charge, and it arrived at a time when Chinese EVs were turning up offering more for less, increasing competition in our market seemingly daily. But surely at least part of its sluggish sales performance (in 2025 the brand shifted 1041 examples, compared to the Tesla Model Y’s 22,239 sales) is down to the fact that Toyota had spent so long telling its customers to ignore EVs, right before trying to sell them one? The good news for Toyota is that the tide is now slowly turning. This new and improved bZ4X is finding new buyers, with the brand already doubling its 2025 total over the first seven months of 2026. The brand is investing in advertising to increase awareness, and its EV fleet is growing. The Touring (or wagon) version of the bZ4X has already arrived, and the electric CH-R will arrive next year, too. Also here, but less relevant, is the Toyota HiLux BEV, which is aimed fairly squarely at mining companies, but you can in fact buy one if you really want to. “The (new) bZ4X is, from a value point of view, compared to the previous one, you can see that sort of step up. And the bZ was doing really well even before the sort of fuel crisis spike of demand,” Toyota’s new VP of sales and marketing, John Pappas, told me at the launch of the Touring. “Now what we're seeing is, we just launched bZ4X Touring, we're already seeing that the normal increased run rate of the bZ with the Touring has literally doubled the run rate of the family. “So that's a really good step for us, right? Now, into the future, yes we've got the Hilux BEV as well, but next year we're bringing the C-HR in a BEV in the middle of 2027.” Toyota has another ace up its sleeve, too. There is no other brand, and certainly no newcomer, that can offer the depth of coverage Toyota does from a dealership perspective. Trust is important when you’re dropping big money on a new car, and Toyota has a ton of it. Don’t rule Toyota out of the EV game yet. It has a heap of work to do to chase down its rivals in the space, but the brand appears to be at last beginning to take that challenge seriously. If you’ve read any of my long-term dispatches on the bZ4X you’ll know that I think it has the goods to take on Tesla and BYD in the electric SUV space. Now Toyota just has to convince its customers that it cares about EVs in the same way it cares about hybrids.

Could Mitsubishi's new Pajero spawn a lust-worthy three-door version. We certainly hope so, with the internet producing 'Shorty' renders that have us drooling. We know that Mitsubishi has plans for the Pajero family to grow beyond the Triton-based 4WD that will launch in Australia soon. In fact, the brand says that: “In addition to the "Pajero" to be launched this year as a model that embodies the DNA of Mitsubishi Motors-ness, we will introduce additional new models going forward as part of the 'Pajero' series.” Could one of those models be a smaller, three-door variant, like this hopeful render that has appeared on AutoEvolution? International media certainly thinks so, with sites like Japan's BestCar confirming a smaller variant is coming. It would be one of three Pajero models, including the one we've seen, a smaller mid-size SUV offering, and a third LandCruiser FJ -style 4WD, according to reports. For now, the new Pajero looms, and will arrive in Australia sporting a 150kW/480Nm 2.4-litre turbocharged diesel engine — a version of the Triton's well-known donk. Unlike the Triton, though, the Pajero's power is fed through an eight-speed automatic, which should help with both fuel use and refinement. It also has a wider track and more advanced suspension than its ute sibling, too. It arrives in three grades – the GLS with five or seven seats, the Exceed and the flagship GSR – with pricing spanning $68,490 to $84,990. “For four generations, the Pajero has defined Mitsubishi. It has stood out for its capability, comfort and sheer dependability, showcasing the best Mitsubishi has to offer,” says Mitsubishi CEO, Shunichi Kihara. “The All-New Pajero takes the Pajero backstory and modernises it. It maintains its flagship position in the global Mitsubishi hierarchy, combining Pajero’s core attributes and applying it in a way that defines modern ‘Mitsubishiness’.