Articles by Byron Mathioudakis

Hyundai has pulled the plug on its latest critical hit out of Europe, and at the 11 hour it seems. On course for a local launch early next year, the all-new Ioniq 3 electric vehicle (EV) has been sidelined due to the cost of sourcing the vehicle out of Türkiye. According to Hyundai Motor Company Australia (HMCA) Product Development Manager, Tim Rodgers, the project priced itself out of contention for our market. “The reality is, the last few years, we've been studying what Ioniq 3 could look like in our market,” he explained. “(But) the global landscape has changed quite a lot, not just the market, but even just logistics and transport. Lots of things have changed, and that's kind of dictated the decision for us in a lot of ways.” Unveiled in April at Milan Design Week in Italy, the Ioniq 3 is about the size of a Toyota Yaris, but with the interior space of a Toyota Corolla due to the packaging advantages of EVs. This fact would have given HMCA the opportunity to pitch the five-door supermini as a de facto replacement for the i30, especially as both vehicles were designed and engineered expressly to appeal to European consumers. The Ioniq 3 is also the fraternal twin to the Kia EV2, and shares variations of the same E-GMP 400-volt architecture, though finding two hatchbacks from the same DNA pool that look so different from each other would be a challenge. Broadly stepping into the shoes of the now-discontinued Rio hatchback, the EV2 is also a non-starter for Australia, as a result of its manufacturing base being in Slovenia. The company has indicated in the past that the successful EV3 small SUV is more 'right-sized' for this market. With the initial launch drives recently completed in Europe, the Hyundai has been positively received by the European press, with many reports praising the Ioniq 3’s comparatively keen pricing (for an EV), distinctive styling and or solid dynamic characteristics. If you like what you see, there is still a glimmer of hope, however. Though off the table for now, the striking Hyundai electric hatchback may eventually get a reprieve in Australia, should our currency strengthen, exchange rates improve and the geo-political climate settle down a bit in the Middle East. Watch this space.

When new back in 2020, the Skoda Kamiq was widely considered car-of-the-year material. Nowadays it’s an oddball in an era of endless electrified SUVs, most with nearly identical interiors, inadequate chassis tunes and numb driving experiences. Still, by offering an engaging alternative with Volkswagen DNA from Eastern Europe, stuffed with an electric-free turbo engine and named after a jam-filled biscuit, the Kamiq is nothing if not unique. How does it stand scrutiny in such a different world six years on? Unveiled in 2019, the Kamiq has sister models in the VW T-Cross and scores of others VW Group vehicles based on the sixth-gen Polo supermini’s MQB A0 platform, so it's getting on now. All run alongside the company’s new small electric vehicle architecture dubbed MEB+, underpinning this year’s promising ID. Polo and its SUV spinoffs the ID. Cross and Skoda Epiq twins. These are essentially the Polo, T-Cross and Kamiq’s respective long-term replacements, but for now the latter trio will remain in production. That brings us to the Kamiq Series II, a near-invisible facelift from 2023, led by revised lighting, updated multimedia and fresh trim. Now, from $44,990 drive-away (d/a), the Monte Carlo is the range topper, above the Select fitted with a 1.0-litre three-cylinder turbo that, from $33,990 d/a, represents strong value. Set up with a 110kW/250Nm 1.5-litre four-cylinder turbo petrol engine, the Monte Carlo is Skoda-speak for sporty. Equipment levels reflect the Kamiq’s loftier price point, and include LED adaptive headlights Keyless entry/start Adaptive cruise control, as part of a long list of standard advanced driver-assistance systems (ADAS) Auto folding/heated mirrors Heated sports front seats Powered driver’s seat Sports steering wheel with paddle shifters Panoramic fixed glass roof Satellite navigation Climate control Cloth upholstery Powered tailgate 18-inch alloy wheels There's no T-Cross equivalent with the 1.5-litre engine, and the Kamiq is sharply priced against other sporty small SUVs from Europe, like the Renault Captur-based Mitsubishi ASX and Alfa Romeo Junior. However, it is expensive against most mainstream small SUV rivals, many of which offer electrified powertrain alternatives as well as larger interiors. This could wear Audi rings. Still looking crisp, the Kamiq has aged well, while the Monte Carlo’s striking alloys, subtle body kit, black roof and racy trim help give it a purposeful stance. It’s probably the best looking of all the MQB-A0-derived SUVs. Skoda was also ahead of its time with the interior design and layout, with a clean minimalism that only really needed a larger (now 9.2-inch) touchscreen and (10.2-inch) electronic instrumentation to look contemporary. Small enough to be properly compact, yet big enough to be actually usable, the Kamiq offers acres of front-seat space, especially legroom. Access/egress is easy, the lofty front seats are absolutely brilliant, combining excellent comfort and support, and vision out is good. Other plus points include a fine driving position, configurable instrumentation, lots of storage (with bottle storage in the doors, a drawer under a front seat and a receptacle for the standard umbrella) and effective ventilation. And, behold! Cloth trim and a manual handbrake. Nice. Along with the fixed glass roof, glossy trim, contrasting textures and colourful stripes, they elevate the interior. It even smells premium. The rear seat is inviting too for an SUV this small. Comfy if firm fixed backrests and outboard cushions provide fine accommodation. Most usual amenities are present, including air vents, USB-C ports, grab handles and hungry door pockets, but a centre armrest is a missing and cupholders are AWOL. Further back, the Kamiq offers 400 litres of VDA cargo capacity, that balloons out to 1395L with the 60/40 backrests folded. There are hooks and a 12V outlet for a bit of extra practicality, and – praise be – a space-saver spare wheel lives underneath the very deep floor. Thank you, Skoda. Shared across most VW Group small cars and SUVs, the 1.5-litre four-cylinder turbo-petrol engine is a muscular performer that relishes high revs and delivers its power very smoothly. On the move, throttle response is markedly strong. But the slick seven-speed dual-clutch transmission can’t be rushed off the line, and will feel laggy (especially in this era of EVs) if you’re expecting instant acceleration. There’s a slight delay (depending on driving mode), as the turbo and gearbox spool up, before the Monte Carlo then thrusts forward. There’s a dreamy ease to the way the Kamiq’s steering does its thing, for connected cornering and creamy, flowing handling. Beautifully modulated brakes and nicely nuanced driver-assist tech add to the Skoda’s deeply sophisticated chassis tune. Except for the ride quality over bumpier roads, with suspension that can feel stiff. It’s such a shame that comfort/dynamic dampers aren’t fitted. Oh, and there’s too much road noise at speed coming through. Still, on smoother surfaces, the Monte Carlo drives like a luxury SUV. The Monte Carlo’s also commendably economical for a sporty little SUV. We averaged 6.9 litres per 100km, against the official combined figure of 5.3L/100km. The trip meter said 6.7. The range average is about 940km. When it was new, the Kamiq scored a five-star ANCAP rating (since expired), and comes with a long list of ADAS tech, including exit warning as well as six airbags. Skoda is ahead of its Euro compatriots by offering a seven-year/unlimited kilometre warranty. Service intervals are every 12 months or 15,000km. Five- and seven-year pre-paid service packs are available at $2600 and $3500 respectively.

Electric vehicles are hot. Last month, almost one in four registrations were EVs. That’s more than three times the rate from the previous October. Whether it is because of soaring fuel prices, more government incentives, greater choice or better charging infrastructure, Australia currently sits in seventh place for EV sales, up from 19 last year. But not everybody wants a BYD Atto 1 Essential, even at $19,990 drive-away. And not everybody can afford (or wants) a Tesla Model Y (from $59,000), Zeekr 7X (from $58,000), BYD Sealion 7 (from $55,000) or Geely EX5 (from $42,000). Luckily, the early adopters from the first half of this decade that took the plunge when sales of EVs were just a trickle have moved to newer pastures, presumably with bigger batteries and better range. Here are our top six cheap used EV buys under $25,000. Note that while all can be had with fewer than 80,000km, none come with a spare wheel. Boo! Don’t laugh. The MX-30 makes a great used-car buy, especially if you’re seeking something different, refined and luxurious. Revealed in 2019, the MX-30 was essentially a coupe version of the far-more successful CX-30 small SUV. The thinking behind the E35 EV version was sound: a small, “right-sized” battery that traded long-distance range for faster charging, lighter weight for optimised efficiency and better driveability. With just 200km of WLTP range as a result, buyers stayed away. Barely more than 100 units were said to be sold in Australia. Low-range aside, the Mazda stands out with off-beat styling, featuring clap-hand doors, RX-8 sports car style. With a motor up front driving the front wheels, the MX-30 EV’s performance is modest but ultra-smooth, the steering’s sweet and the ride is supple. And there’s even decent practicality in the beautifully crafted interior, once you get past the fiddly rear-hinged back doors and hemmed-in (though sufficiently spacious) back seat. The boot is reasonably roomy, too. All local MX-30 E35 models are in Astina specification, meaning high equipment levels, including Bose audio, sat-nav, a leatherette/suede-like upholstery with beautiful textile trim, a head-up display, sunroof and a full suite of driver-assist safety for a five-star crash-test rating. Most people bought the far-cheaper G20e instead, with fewer frills and a conventional 2.0-litre four-cylinder mild-hybrid petrol engine version. Today, with a $25,000 budget able to secure a clean, fairly low-kilometre example of Mazda’s first global EV, the smart money’s on the MX-30 E35. A quality, quirky curio whose time has finally come. Still arguably one of China’s most accomplished cars, the MG4 was designed and engineered in the UK for European tastes, and it shows. Leagues ahead of the brand’s awful original ZS EV SUV, this small five-door hatch isn’t just about sleek good looks. Underneath is a sophisticated, dedicated EV architecture, with the electric motor over the back axle, driving the rear wheels. At our price point, battery sizes will be either the base 51kWh (350km WLTP) or mid-spec 64kWh (452km WLTP). Clever aerodynamics really help with efficiency here. In keeping with the MG’s sporty past, acceleration is punchy, the steering sharp, the handling direct and the ride firm but forgiving. This is a spirited car to chuck around. The big interior is pared back but functional, though the climate control’s lack of physical buttons is frustrating, while the back seat is fairly basic. Yet, falling within our budget, the MG4 is a smart, fun drive that has yet to be matched by newer Chinese alternatives. Great value from about $22,000. Sadly not the ground-breaking Ioniq 5, but the earlier, five-door hatchback series that looked like a 2010s Toyota Prius. Available in a hybrid, plug-in hybrid electric vehicle (PHEV) and Electric guises, the original Ioniq was a taster of the formidable global presence that the Hyundai Motor Group would become heading into this decade. Though the Series 1 Electric was only launched in Australia in late 2018 (two years after the rest of the world), we’re only interested in the Series II facelift from late 2019, since it gained substantial improvements, including a water-cooled battery pack than the earlier air-cooled item, promising dramatically better longevity. Range from a larger battery (up from 28kWh to 38.3kWh) jumped up from 204km to 311km WLTP, aided by single-pedal regenerative braking driving, whilst performance aspects were also updated, along with a now far-more modern interior. Unexciting to look at and smooth but dull to drive, the AE2 Ioniq Electric nonetheless makes for an accessible, versatile, dependable and low-cost EV runabout. Prices start from about $20,000. Much the same applies to the related first-gen Kona Electric small SUV of the same era. However, the small SUV brought a larger, 64kWh extended range battery option, which pushed the WLTP figure out to a 449km in the first versions and a handy 484km in the facelifted Series II models from mid-2021. That typically adds about 20 per cent to the price, just making our budget cap. Cheaper as a used car nowadays than the older BMW i3 that donated some of its progressive EV technology, the Cooper SE is a cracker of a runabout. A gutsy (135kW) electric motor delivers plenty of power to the front wheels, while the terrific little chassis (derived from the petrol previous-gen Mini) is tuned for zippy agility and fun. Underneath is a compact 32.6kWh battery, providing a sufficient 233km of WLTP range. As with all BMW-era Mini three-door hatchbacks, the Cooper SE’s snug four-person interior is a mish-mash of ‘60s-era retro pastiche and high-tech luxury, with bucket seats up front, a tight second row and tiny boot area. This is about as enjoyable as EVs get at our price point, starting from about $23,000 nowadays. Building on from the historic ZE0 original that became history’s first modern production EV (as well as its best-ever seller until the Tesla Model 3 usurped it by the end of last decade), the second-gen Leaf drives better than its homely styling suggests. Nissan’s experience and smarts translates to an easy, friendly and likeable EV. WLTP range is reasonable at 270km, but the sportier and better equipped Leaf e+ ratchets that up to 385km. It’s a shame that the battery remained air-cooled, meaning it may suffer from premature degradation in hot climates. Yet, from comfortably under $20,000 for a low-kilometre example, the Japanese EV deserves a look-in if it’s a cheap EV you seek.

Electric vehicles (EVs) and vans seems made for each other. Case in point: the new Hyundai Staria Load EV. Thanks to sheer size, the futuristic mid-sized workhorse will easily house a battery pack beneath the long cargo floor; its tall roof will mitigate any capacity losses; and a low centre of gravity benefits stability. So, is the electrification of Australia's best-selling mid-size van after the Toyota HiAce (and occasionally the Ford Transit Custom) electrifying or shocking? There’s only one Electric grade for now, priced from $70,990 before on-road costs. That places the Hyundai between similarly sized EVs like the LDV eDeliver5 and Farizon SV duo from China, that are up to 40 and 12 per cent cheaper respectively, and European vans such as the Transit Custom and Mercedes-Benz eVito EVs from five and 40 per cent more respectively. There are also a bunch of smaller and/or narrower e-vans that cost slightly less, including the smart new Kia PV5 and charming VW ID. Buzz Cargo. But none match the Staria’s 450km WLTP range that comes courtesy of its bigger-than-most 84kWh battery. And all offer only half its 800V architecture’s charging speed. Other features include: Adaptive cruise control, as part of a long list of standard advanced driver assistance systems (ADAS) Two 12.3-inch displays Wireless Apple CarPlay and Android Auto Wireless charger Heat-pump enhanced climate control air-con V2L capability thanks to a power outlet out back Free five-year subscription to Hyundai’s connected services Except for the charge flap in a newly more rounded front bumper, only the badge gives the Electric game away. Unless you clock the multi-link rear suspension, which swaps out the leaf-spring arrangement from other models. Since launching in 2021, one of the Staria Load’s strengths has been its quality interior. Hardy and no-nonsense in presentation, it remains a spacious, user-friendly and commendably car-like proposition. Notable are a pair of comfortable cloth seats (though no three-person arrangement is available, sadly), offering a commanding and amenable driving position. For 2026, the Staria Load’s dash been modernised with larger touchscreens for the central multimedia and driver displays, as well as a revised climate control set-up. For this electrified application, it also brandishes a redesigned steering wheel complete with paddle shifters for multi-level regenerative-braking levels, as well as a heat pump for improved efficiency. Excellent. Another welcome inclusion is a huge central storage bin, addressing a big criticism of the pre-facelift models. Even without the optional solid rear bulkhead behind the seats, this is a comparatively quiet and refined interior. A cavernous cargo compartment sees no change to volume or dimensions in the Electric version. A bonus is that owners of earlier Starias can upfit straight from their existing van, saving money. Here are some key numbers: Cargo dimensions: 2607mm long, 1640mm wide, 1436mm tall, 1254mm between arches Cargo capacity: 4935 litres Payload: 1005kg (vs 997kg diesel, 1039kg hybrid) Braked towing capacity is 2000kg (vs 2500kg diesel, 0kg hybrid) It’s all business in the back, with: Dual-sliding side doors Vehicle-to-load (V2L) power outlet Rubber-matted floor protection Eight tie-down hooks Lift-up tailgate or no-extra-cost twin barn doors Dozens of accessories are available, including extra windows, rear partitions, ladder racks, wall liners and flooring options. And, thank you, Hyundai, for the full-sized spare wheel tucked underneath. Under the bonnet is a 160kW, 350Nm single electric motor, driving the front wheels via a single-speed transmission. That’s under a 23.9L storage compartment. Along with independent rear suspension, other Electric differences include a repositioned electric steering motor for extra cornering stability, chassis reinforcements around the battery pack, noise-reducing dampers and quieter tyres. It won’t take long behind the wheel of the Staria Load Electric to realise it is one of the best EV vans on the market, period. Even in relaxed Eco mode, acceleration is energetic, effortless and smooth, while default Normal and Sport modes up the ante with strong and spirited performance. Our test van carried 375kg of ballast, yet rapid overtaking was no sweat at all. Plus, the steering and suspension changes have transformed the driving experience over regular Staria Loads, with a tight turning circle on one hand for easy parking speed manoeuvrability, and flowing handling and a comparatively soft cushy ride that’s free of hopping over faster bumps on the other. Additionally, ADAS intervention was restrained and predictable. After the mild disappointment following a recent stint in the Staria Load Hybrid, the Electric felt almost sophisticated in its surprising dynamic breadth on the launch drive, though that can be load dependent, obviously. As prepared by Hyundai, the EV version shone brightly. Road and tyre noise are still evident, though that can be mitigated with a rear bulkhead, but otherwise the Electric feels as premium as any mid-sized European EV van. According to Hyundai, the Electric’s 450km WLTP range was achieved with cargo equalling 28 per cent of its official payload capacity. And, thanks to that 800V architecture, a 350kW DC charger enables a 10-80 per cent top-up in 20 minutes, or about 40 minutes from a common 100kW pump. Plugged into a normal wall socket could take 40 hours, however. Our test car indicated 16.9kWh/100km through busy suburban streets, though other colleagues witnessed over 20kWh/100km. Where the Electric lags behind Hyundai passenger cars is in its five-year/160,000-kilometre warranty, instead of seven-years/unlimited. Service intervals are every 24 months/30,000km, and should cost around $1400 after the first four years/60,000km. No Electric has been crash tested yet, but the standard Staria Load scored a five-star ANCAP rating, and does include plenty of standard safety features. Along with autonomous emergency braking (AEB) and lane support tech, there are seven airbags, which almost surround the two occupants, thanks to a centre airbag. Neat.

Fresh updates have emerged about Hyundai’s long-awaited ute for Australia. Last week, the brand revealed the as-yet unnamed answer to the Ford Ranger, BYD Shark 6, Toyota HiLux and Chery Stockman has been whittled down to a choice of two upcoming global models. Both options may end up coming to Australia, serving two different ends of the segment, with the more-premium entrant also including a 4WD wagon to take on the new Mitsubishi Pajero, Toyota Prado and Ford Everest. According to Hyundai Motor Company Australia (HMCA) Chief Operating Officer Gavin Donaldson the ute (and likely any SUV offshoot) could be either the American proposal as loosely previewed by the Boulder SUV concept… or something based upon something else. "There is a lot of discussion," he told CarsGuide. "We've kept two options open, because we think both could technically work. We won't shut the door on one and then maybe (want the other). We've maintained two options that we have kept it open for." Asked if the Boulder Concept is the front runner, Donaldson said it is in with a strong chance. “Whilst we can't confirm, we will probably say if (Hyundai internationally) is looking at something from the (United) States, we could still consider that one, because that's definitely on the drawing board," he revealed. "And then there’s other one. I would just say the only other option is if we wanted to bring speed to market quicker… there's probably only one other option.” While Donaldson declined to elaborate on that, it is believed that he is referring to an updated version based on the Kia Tasman. He also hinted that Australia is having input into development. “There's a lot of discussions, a lot of recommendations,” he said. “We're putting through all the different style of pickup we would want. We've made it very clear what we want. “We make it very clear what powertrain want, and now we're just working through the process of what's achievable and what’s not.” This could mean that the Tasman would come first to speed things up, as the Boulder concept-derived ute and SUV will not likely arrive until near the end of the decade at the earliest. Fuelling this speculation is Donaldson’s comments about having to settle for something other than the preferred petrol-electric hybrid powertrain – which immediately puts to mind the Hyundai Motor Group’s long-lived 2.2-litre turbo-diesel engine as found in the Tasman. “Ultimately, we're saying we think we probably need a hybrid engine of some sort,” he said. “But we'll never say never to any powertrain at the end of the day, because if something means it can come along quicker with a different powertrain, then we would say yes. “But for us, we think it's a hybrid powertrain is what we need.” Whichever ute comes first to Australia, it is clear that HMCA is considering a two-pronged attack on the market. “(With the Boulder Concept-based ute), we're trying to simplify a very complex internal business discussion,” according to HMCA product planning manager, Tim Rodgers. “It’s got multiple layers and paths and options…” Watch this space.

It’s 60 years since Nissan of Japan set up shop in Australia, initially assembling the Pininfarina-penned 410 Bluebird in Sydney. A huge success, that came after third-party distributor, and key figure in the creation of Holden, Lawrence Hartnett, started importing Datsun 310 Bluebirds here from 1959. The popular 510 Bluebird (badged 1600 here) really hit big from 1968, and was joined by the pretty B10 Sunny (or 1000) soon after. The following years were Datsun’s halcyon days, with the 810 Bluebird (180B from 1972, when manufacturing moved to Melbourne) and B210 Sunny (120Y from 1974) helping Datsun beat Toyota in Australia. But fierce competition, including from Mazda, Honda and later Mitsubishi, and some poor product choices dragged Nissan down, with only a few bright spots into the ‘80s. By 1992, Nissan ended local manufacturing, leading to further ups and downs that, if nothing else, prove how supremely resilient the brand is. Today it is the only carmaker still with an Australian manufacturing presence here, albeit as a supplier of original equipment mechanical parts exported to other factories globally. Never underestimate Nissan. To celebrate its 60 anniversary, here are the best and worst models that Nissan officially sold in Australia. These are the Datsuns and Nissans that were the best in their class, pushed boundaries out for the betterment of automotive kind, or are/were critically acclaimed. They needn’t have commercially succeeded to be on this list. And if you’re reading this from outside of Australia, sadly we never officially saw the S13 Silvia, R34 Skyline GT-R, Primera or any of the Pike cars like the influential Be-1 or S Cargo in Australia. The 12 Skyline since 1957, the V36 from 2007 was the last of the analogue models, before fly-by-wire electronics ruined its successor. Combining Nissan’s thunderous V6, sat behind the front axle for a front mid-engined rear-drive layout dubbed the FM platform, with an elegant 2+2-seater body, created Japan’s true BMW 3 Series alternative in the opulent Infiniti G37 – the sole version we saw in Australia. A short-lived masterpiece. Seven years before Ford stepped up with the Australian designed and engineered T6 Ranger of 2011, the third-gen Navara, the D40, created the blueprint of the modern mid-sized ute. Modern and car-like inside and out, the D40 drove, steered and rode far better than any previous body-on-frame ute, while still providing the rugged solidity required from a workhorse. The fact that this series lived on essentially unchanged until 2021 in North America as the Frontier is proof of how ahead of its time the D40 was. Teased for half a decade before finally breaking cover in 2002, the 350Z was the much-anticipated back-to-basics two-seater grand touring coupe in the style of the original Datsun 240Z, and it did not disappoint. This was a blunt, boisterous and bombastic American-style hairy chested muscle car on one hand, and – thanks to Nissan’s ubiquitous FM platform – an involving and rewarding sports car on the other. A true modern classic. The first modern electric vehicle – and history’s best-selling EV until swiftly overtaken by the Tesla Model 3 – the original Leaf was proof of concept, in a soft, dorky and easy package. High prices and cheap petrol meant only a few hundred made it to Australia, and battery degradation has tarnished the model’s reputation ever since. But the Leaf was a true Ford Model T moment. It started the EV revolution. It’s just a pity Nissan could not capitalise on such momentum, though today’s Ariya is a fine electric SUV. Nissan’s innovative e-Power EV-first petrol range-extender powertrain had been a success in other models elsewhere prior to the current X-Trail launching with it in Australia back in 2022, so we’re late to the party. In dual-motor all-wheel drive "e4orce" guise, this handsome largish mid-sized family SUV transforms into a frugal yet fast grand tourer, bringing sophistication and refinement, in an electrified package with no range anxiety issues. Along with the related Qashqai e-Power, today’s electrified X-Trail is the perfect middle ground between hybrid and EV. This year’s fabulous Honda Prelude hybrid is a stunning revival of the genre. We’d love Nissan to do the same. Its last effort, the stunning S15 200SX, capped off six generations of wildly differing rear-drive 2+2 sporty coupes, melding sensual design and thrilling performance, at an attainable price. Highly collectable nowadays. The Micra started life as a timid city car way back in 1982, but then blossomed into a bold, Euro-focused supermini for its second outing a decade later, blending advanced engineering with daring, original design. In an era where Nissan seemed hellbent on taking over the world, this version helped it succeed, becoming the first Japanese car to win European Car of the Year, and remained a class leader for most of its production run. However, sourced from the UK for Australia, the K11 Micra was too expensive to succeed here, but people who know ‘em love ‘em. Such a brilliant little baby. It seems amazing that Nissan in Japan allowed its Skyline sports sedan to be manufactured in Australia as a rival to the Ford Falcon and Holden Commodore, but that’s exactly what the boxy seventh iteration became. While we missed out on the high-performance versions of Nissan’s feted RB30 series engines, including the turbo version that helped make Holden’s unrelated VL Commodore an instant legend, the Skyline brought a mix of performance, refinement and class lacking from its local rivals. Plus, fun fact, the wagon was designed and engineered in Australia. But the four-cylinder R31, badged Pintara, wasn't so feted. The fourth-gen Patrol pretty much ushered in the modern big 4x4, with its chunky proportions, independent coil-spring suspension that allowed for more car-like driving dynamics, and civilised interior. The GQ was a rude wake-up call for arch rival Toyota. Better still, none of that progress diminished the nameplate’s hard-won reputation for toughness and capability. The gentrification of the 4WD but still with a punk attitude, for many fans, no Patrol is more beloved today than the GQ. Small hatchbacks were big business the moment the original Volkswagen Golf popularised the concept in the mid 1970s, with Nissan trying but not-quite-succeeding with two generations of Pulsar from 1980 (N11) and 1983 (N12) respectively. But third time’s the charm, it seems, with the N13 benefitting from a larger and stronger architecture, pleasing Euro design and a pair of gutsy powertrains, shared with the Holden Camira. The Holden connection came about as part of the government’s move to make Australian vehicle manufacturing more efficient, under the controversial "Button Plan". This was one of its few commercial successes, and helped make the N13 Pulsar – along with its Holden LD Astra twin – a uniquely Australianised small car. Meanwhile, the N13’s replacement stepped up big time in technology and sophistication, gaining a European feel and look, thanks to Saab-esque styling. But while these elevated the Pulsar to a new benchmark for small cars in Australia, the N14 failed to save Nissan manufacturing from ceasing locally in late 1992. An elegant, understated twin-turbo all-wheel drive powerhouse developed primarily for Group A motorsport, the R32 GT-R of the early 1990s was Nissan in full flight, developed during Japan’s bubble economy, to beat Porsche and others at their own game. An instant legend, nearly 44,000 GT-Rs were built, but only 100 came to a recession-ravaged Australia in 1991. Whichever badge you know Datsun’s first superstar by – Fairlady Z, 240Z, 260Z or (not for Australia) 280Z – the S30 series killed off the ruling British two-seater roadster market worldwide, defined by the MGB, Triumph TR6 and Austin Healey, in one fell swoop. But it meant much more than that. Desirable to drive and drop-dead gorgeous to behold, the original Z was the first mainstream Japanese car to really rise above being merely cheap and economical. It became the world’s best-selling sports car, until the Mazda MX-5 came along two decades later. Japanese cars were already popular before the 510 Bluebird/1600 arrived in Australia in early 1968, but the Datsun became that country’s first great mainstream family car. Along with being well made, low priced and highly equipped, the boxy rear-drive sedan brought an exhilarating change to its class, with sophisticated engineering matching the crisp styling and willing performance. A glittering career in motorsport quickly followed. So good was the 1600 that, from a critical and commercial perspective, every subsequent Nissan family car has lived in its shadow. While the R32 GT-R was inspired by the seminal Audi Quattro and Porsche 959 of the 1980s, the R35 from 2008 was its own supercar phenomenon. An incredible technological powerhouse, with forceful performance topping off outstanding dynamic capabilities, it looked and went like nothing before or since. The GT-R seemed to inhabit its own, timeless, eccentric orbit. Given the sheer mediocrity of most other Nissans sold alongside it on the showroom floor, it’s as if all of the company’s finest resources were poured directly into this one transcendental car. A towering achievement. Nissan’s answer to the Toyota Crown was meant to be a dignified and conservative luxury sedan. But the third-gen series from 1975 reflected its American influences by being an over-styled and under-performing barge. Garish and tasteless, it struggled to find an audience in Australia. Two years late and with dated styling and coarse engine choices, the second Pintara was based on the 11-gen Bluebird, which had switched to front-drive by then. It wasn’t bad, just terminally dull – though the glassy five-door liftback version was unique to Australia and briefly exported to Japan as the Bluebird Aussie. Under the Button Plan, there was also a Ford Corsair version. Both were massive flops, with their failure contributing to Nissan’s manufacturing shutdown in 1992. As a follow up to the phenomenal 1600, the 180B oozed early ‘70s chic, and sold up a storm, but lacked its predecessor’s style and verve. Yet the 200B of 1977 was worse, with a vocal drivetrain, dreary handling and a cramped, dated interior. Nissan even swapped out the sedan’s independent rear suspension for a more basic set-up. Buyers abandoned Datsun in droves, many buying the Chrysler Sigma instead. Marketed as the spiritual successor to the much-missed 1600, the Stanza looked only vaguely similar. But it was anything but to drive, with inferior engineering negatively impacting performance, dynamics and refinement. Creaky and outclassed, the Stanza as sold in Australia was crude and uncomfortably noisy, at a time when Honda was showing the way with the original Accord that seemed infinitely superior. Everything about the K13 Micra-based Almera sedan felt cheap, from its nasty plastics and coarse driveability to the bloated styling and fixed rear backrest that wouldn’t even fold to allow embarrassed passengers to escape into the oversized caboose of a boot. Ugly and shamefully awful. How did Nissan's global boss, Carlos Ghosn, allow such garbage to happen?

Honda is preparing an all-new, affordable electric vehicle (EV), which could put it on a collision course with Chinese and South Korean rivals in Australia. Due to be unveiled internationally early next year, the small crossover/SUV is expected to be slightly larger than the existing Honda HR-V but smaller than the company’s ZR-V, and will be based on the 0 (as in ‘Zero series’) Alpha concept unveiled at the Japan Mobility Show some 12 months ago. While there is no confirmation as yet about an Australian debut, Honda has revealed that it is open to all EVs if they meet certain requirements. “We’re constantly looking at what’s available globally that we can bring here locally,” according to Honda Australia Director, Robert Thorp. “And through that process, we have to make sure that it can tick a lot of boxes. Whether it be from a volume perspective, whether it be from a profit perspective, and can it also find a market here as well?” To help keep the as-yet unnamed production version price competitive, it will be built in India for global consumption, with Japan set to be one of the first export destinations. As a result of leveraging a lower-cost manufacturing base, it is anticipated that pricing could kick off from about $40,000 for the entry-level grade. To put that in perspective, today’s ageing HR-V range that is sourced from Japan kicks off with the Vi petrol from $32,900 drive-away, while the e:HEV X strong hybrid is priced from $39,900 drive-away. Using a new, EV-only architecture that has been engineered for efficiency under Honda’s “Thin, Light, and Wise” development philosophy, the production 0 Alpha will feature a low-slung yet wide five-door crossover body with high ground clearances and a spacious interior for five occupants offering plenty of luggage space. It has been reported that two battery pack sizes will be offered in the electric Honda, in 61kWh and 75kWh versions, in line with rivals like the Atto 2 and Kia EV3, as well as the Skoda Epiq, Volkswagen ID Cross and other smaller EV crossovers. While declining to divulge specific details, Thorp added that his company is on the right track to offer Australian buyers what they want from the brand. “We obviously can’t provide any detail, or confirm anything we might be doing in terms of future line-up today,” he said. “But, what we do have planned in the future, and what we’re working towards, we’re pretty confident that we’ll have a line-up that will continue to connect and resonate with the market. “That includes a continuation of our strategy, which is hybrid led, but EVs when and where it makes sense.” With soaring fuel prices and the ongoing cost of living crisis, sales of smaller cars and crossovers are likely to rise, giving the company an opportunity to stake a claim against newer yet more-established players from China like BYD, Geely, GWM, MG and GAC. Honda Australia General Manager of Automotive Nick Parkington is confident of a small-car sales recovery after years of falling demand in Australia. “I’d like to think there’s probably a plateauing in terms of some of those smaller segments that have been on a long decline over a long period of time,” he believes. “For some, there might even be a resurgence. Because there is convenience, there is practicality, and in our instance (with the Super-One), there is personality, in somebody’s second car, or somebody’s Monday to Friday commute. “I think there’s space in the market for us, and other brands for that matter… to absorb a little bit of a small-car upsurgeance. “A lot of that is because of the product itself, and a lot of that is because of some very big macro-economic factors that make more economical sense.”

Look out, BYD, Chery, Geely, GWM and MG, because a sleeping giant is stirring in Australia and around the world, and it has your market share in its crosshairs. After decades of being best-known for joint-venture projects with Ford and, by association, Mazda, Changan is charging forward. Today, the brand says it “…operates 22 manufacturing bases and 93 plants worldwide, serves six major regional markets, including China, and is expanding its presence to 149 countries and regions”. Here’s why Changan vehicles will soon become commonplace. The Chinese State-owned parent company will leverage the Nevo, Deepal and Avatr names for its global reach aspirations, as it wants a slice of the mainstream, premium “tech sport trendsetter” and luxury segments that each brand respectively targets. From October 21 this year, Deepal has started the transition from Inchcape distribution, who also imports Subaru, Foton and, until recently, Peugeot, for Australia, to Changan, with the latter taking full control from April 1, 2027. Changan will launch Avatr first before mid-next year, quickly followed by Nevo. A key difference between Changan and the others is history. The company began as a weapons-making entity in 1862, and began manufacturing the Changjiang Type 46 military vehicle, a reverse-engineered (or copy of a) Jeep CJ5, from 1959 to 1964. This was China’s first domestically produced vehicle. In 1984, Changan signed a licensing agreement with Suzuki to manufacture a version of the Cervo small car and Carry van, and these were the company’s first civilian vehicles. Changan Automobile Group was formally separated from the military and other industrial arms of its past in 2025. On the experience side, beyond the early Suzuki connection, Changan looked elsewhere, commencing its partnership with Ford in 2001, and separately with Mazda once Ford sold most of its shares in the Japanese brand, in 2012. Changan Ford models include the American Explorer SUV and the China-focused Mondeo Sport. Changan also has tie-ups with Jiangling Motors Corporation (JMC). In Australia, Mazda has launched two models this year that have been co-developed with Changan, and made in China using a Chinese vehicle electrical architecture – the 6e sedan and CX-6e SUV electric vehicles (EVs). This arrangement is expected to next lead to a smaller SUV for Mazda, possibly to be badged the CX-4e, with others to follow. In 2001, Changan opened a design studio in Turin, Italy, and one in Nottingham, UK, ten years later in 2011. That’s since moved to Birmingham. A research and development centre was established in Germany in 2024, with the company’s European base headquartered in Munich. The latter is now responsible for engineering and/or modifying vehicles that, Changan promises, will steer, handle, ride and feel like the high standards of other European vehicles. “The Deepal S07 EV… has undergone more than 150 local tuning adjustments, and every future model Changan brings to Europe will be fully localised and adapted (for Europe),” a Changan spokesperson stated. Chinese vehicles are subject to special tariffs, so many brands are scrambling to set up manufacturing sites. Soon, Changan will start making vehicles in Europe, with Spain being a leading contender. Existing factories from other manufacturers, rather than a greenfield site, is thought to be the favoured route. The goal is to make 180,000 vehicles there by the end of 2028. A hurdle for many buyers of Chinese vehicles in Australia is having adequate access to vehicle servicing and spare parts, with many owners having to wait weeks and even months for their vehicles to be properly maintained and/or repaired. Changan promises it will partner with appropriate companies and entities in each market outside of China to ensure these problems to not affect owners of Nevo, Deepal and Avatr models. It’s too early for the company to divulge how a heightened level of customer care will play out in Australia, but at the Paris Motor Show last week, here is what Changan promised the world press corps in attendance. “Changan Automobile introduces its withU service program to Europe, intended to provide consistent support across the customer journey, from purchasing and financing to maintenance, parts availability and roadside assistance,” it stated. “Through local technical support, spare-parts supply, customer contact and service-engineer training, Changan aims to make its ownership support more responsive and dependable, addressing customers’ concerns about parts availability and repairs.” According to Changan Group General Manager, Zhao Fei, this Chinese brand will do things right for buyers. “Changan is here for the long term, putting down roots and growing in Europe. Together with our partners, we will move the global auto industry forward and bring better products and services to customers worldwide.”

China’s automotive industry is facing an unexpected speed hump on its road to relentless global expansion, and it is from an unlikely place. As highlighted by this week’s Paris Motor Show, Europe’s biggest and busiest in years, carmakers have started looking back to move forward, with a number of affordable yet evocative production or near-production concept models leaning heavily into post-modern – or retro - realms. Most are electric or electrified, and all major on emotional design to lure consumers in. With little to no history, tradition or heritage for Chinese manufacturers to also lean upon, it seems that France and Italy especially are mining their back catalogues for their next big hits – and the world is hungry for it. In essence, European marques are leveraging their single biggest asset – brand character and national identity – to survive today. In fact, the key, recurring message from nearly every European manufacturer during their new-model press conferences and presentations at the Paris event could be distilled down to five words: “Made in Europe, for Europe!” The aim is to send the world in general and China in particular a loud and clear message that European manufacturers are not taking the actual and existential threats from rivals like BYD, Zeekr, XPeng, MG and GWM lying down. Not on their own turf at least. Making waves is Stellantis, with its brands Peugeot and Citroen from France and Alfa Romeo and Fiat from Italy, all putting on the rose-coloured glasses. But it was immediately apparent on the first press day that arch rival Renault – the 127-year old carmaker from Boulogne-Billancourt that predates even Ford – created the biggest stir, and a home-ground one at that. In what turned out to be one of the show’s genuine surprises, it presented no fewer than five retro-inspired models, which, in turn, attracted probably the longest and most sustained attention from the assembled media on press day. The stunning Renault E-Space people mover ushered in the revival least expected in today’s SUV age. Harking back to the avantgarde 1984 Espace original, it would return Renault to the multi-purpose vehicle (MPV) class it helped pioneer but is nowadays scarce for choice (barring the Kia Carnival and some electrified Chinese MPVs). But only the green light is given. This one’s a firm maybe. More importantly, a production E-Space could sit on the Renault Group’s coming next-gen electrified skateboard platform. Dubbed RGEV Medium 2.0, it follows China’s lead as a software-based EV-first architecture. Highlights include up to 750km of EV battery range or over 1000km with a range-extender powertrain, along with an 800-volt electrical setup for ultra-fast charging. Referring to China, as Renault Group CEO, François Provost, put it: “… we are not afraid of anyone.” Widely regarded as Europe’s best small EV, it was only a matter of time before the R5 E-Tech would receive the Turbo treatment. In 80s Renault-speak, and for motorsport homologation purposes, that meant stuffing the front-drive supermini with a powerful 1.4-litre turbo engine out back, driving the rear wheels. That necessitated massive biceps in the form of bulging arches, creating an instant classic in the process. Fast-forward to today and the EV is set to score a similar makeover, this time switching to an Alpine-tuned chassis with twin rear electric motors out back, to create a new breed of electric hyper hatch. Just 1980 of them will be built from 2028. Now largely forgotten in Australia, the original Renault 8 of the early 1960s was a small four-door rear-engined sedan, with the Gordini being Europe’s rally special sporty edition. Based on the R5 E-Tech’s flexible EV architecture, the reimagined R8 Gordini is a beguiling visual throwback that also conjures up other period classics with similar crisp styling – the Ford Escort, Datsun 1600 and BMW 2002 to name a few. A real knockout. As an exercise of intent, this is breathtaking. Will Renault build it? Time will tell. For a hot minute in the early ‘80s, the Alpine A310 V6 looked like it could become a serious Porsche challenger. Handsomely angular with gorgeous flared wheelarches giving it a total supercar stance, the Dieppe-based tuner of humdrum Renaults seemed on the same trajectory as AMG and M were with Mercedes and BMW respectively. Tragically, that never happened, as every consequent Alpine never looked as sensuous. But as Renault’s in-house special-vehicles department, reviving one of the sexiest models in the back-catalogue would be a no-brainer. Right now, Renault is saying this won’t be built, concentrating on the coming A110 EV first instead. But, this is the exactly the car that people think of when they hear the word Alpine. That and a pack of ciggies, but that’s another story. Enjoying a rapturous international motor show debut in Paris, the Twingo must have struck enough terror in compatriot Citroen’s heart when revealed last year for the latter to come up with its own beloved retro baby, the 2CV. More on that later. The Twingo is a tiny four-seater EV with looks evoking the 1992 original that influenced a generation of quirky city cars, most notably the 1999 Toyota Echo (Yaris outside of Australia and the US). This time around, it’s all-electric, of course, has won several car-of-the-year awards, and costs from about $31,000, or around $24,000 apres EV incentives. There’s economy of scale at play here, too, with Nissan (Pivo) and Dacia (Spring II) versions also being produced. Citroen’s twin-chevron logo literally denotes advancement. Going retro seems the opposite of what the brand used to stand for. But the world has changed since the pre-war design/post-war productionised 2CV put France on wheels. This one may look cartoonishly twee up front, but – like the original – this one promises to be an ultra-affordable (low-$20,000 AUD) urban EV with clever engineering for maximum efficiency at minimum cost. So, Citroen’s heart is in the right place. And, at the show, the boss promised that it will be built. Plus, China seems to have already cornered the avantgarde cheap-EV market already with models like the BYD Atto 1, so why not look back. Just don’t get into the habit, Citroen. PS. The van version, the Fourgonnette that nobody anticipated at the Paris show, is achingly cool. That’s the one we’d have. What you’re looking at is another reinterpretation of an ‘80s motorsport homologation special, and this time, there’s a mainstream affordable next-generation supermini lurking underneath. Peugeot’s e-T16 is an incredibly spot-on reimagining of the famous 205 T16 from 40 years ago, balancing retro themes with progressive design that makes us eager for the production e-208 coming next year. And the best news is, Peugeot is contemplating making an e-T16 hyper hatch like what you see here too! Just hurry up and sort out your Australian distribution mess, Stellantis. This could be the rebirth of cool, Peugeot-style. This is based on a cheap electric quadricycle originally marketed by Citroen as the Ami in 2020, though the Fiat Topolino version is prettier and truer to the Italian brand’s heritage for slow and cramped city cars that are barely any larger than a Smart ForTwo. The Multiplina is the four-seater version, with more space inside and greater performance, capable of hitting about 90km/h. And, evocative of the 1956 Fiat 600 Multipla (that was actually briefly sold in Australia), it’s super cute to boot. As far as retro revivals go, bringing back the RCZ seems a bit premature, given the last one was made as recently as 2015. But there aren’t enough 2+2-seater sporty coupes nowadays, so we’re glad that Peugeot is contemplating returning to the segment with this slick and slinky all-electric beauty. Especially as the Audi TT is no more.

Renault is preparing an affordable and electrified urban SUV with the promise of high appeal and a low price. Based on the Bridger concept unveiled back in March, the boxy yet compact crossover is set to enter production later next year for the 2028 model year, with India, Africa and the Middle East targeted as priority destinations. Sitting in the small SUV category, it should lure smaller families seeking an easy yet manoeuvrable five-seater runabout with plenty of rear-seat space and a big 400-litre-plus boot. Better still, the Renault’s angular lines, deep glass area, generous 200mm ground clearance and robust engineering necessary for its prime market in India should also make the newcomer an interesting, efficient, more-economical and cheaper alternative to the Suzuki Jimny. There’s even a spare wheel mounted on the side-swinging door, as per the Japanese 4x4 icon. According to Francois Provost, Renault Group CEO, the French brand is on the rise around the world and it has a road map in place to meet all competitors head-on, including those from China. “We are in also accelerating our third phase of international expansion,” he told the press at the Paris Motor Show this week. “In India, Bridger will be our flagship, designed and developed in India for India, with a distinctive design, electrified powertrains and global potential.” Whether that includes Australia is uncertain, with one Renault spokesperson at the Paris show declining to divulge any more details about the production version of the Bridger’s international ambitions, beyond saying that ‘it will be available in many markets around the world’. However, with a native right-hand drive production base and exports expected to the United Kingdom, the Bridger will have to be engineered from the onset to be compliant with current and future stringent safety and emissions standards. Based on the Renault Group’s R-GMP Group Modular Platform that is it will share with the Dacia Duster that is sold in Australia as the Renault Duster, there will be a choice of powertrains. Details remain scant, but overseas reports say that the Bridger will include a 1.2-litre naturally aspirated petrol engine, a strong hybrid version and electric vehicle grades offering 35kWh and 55kWh battery options. Underneath, the four-metre-long crossover should possess chassis components common to the Duster and other Renaults, including the MacPherson strut front end and torsion beam rear suspension set-up. Stay tuned for more information on the production version of the Bridger coming soon.