Articles by Byron Mathioudakis

Mazda has indicated that the incoming, fifth-generation MX-5 will side-step electrification altogether and remain purely petrol-powered – at least, initially.The new MX-5 is expected to be unveiled sometime next year, in contrast to some earlier reports claiming that the long-lived, two-seater convertible will be replaced by an all-electric coupe in the vein of the Iconic SP concept car first seen at the 2023 Japan Mobility Show in Tokyo.According to Mazda Motor Corporation General Manager of Global Sales and Marketing, Manabu Osuga, the next MX-5 will likely not adopt any form of electrification if it is to achieve the goal of weighing as close to, or even under, 1000kg.“At the moment, electric is going the opposite direction of fulfilling the MX-5’s (core) concept, as it needs to remain a lightweight sportscar, and electric means heavier,” he told CarsGuide last month in Melbourne.“We want to make the weight less than one tonne before additional equipment, then with additional equipment 1.1 tonne, but we don’t want it to exceed 1.2 tonne (in total) if it is to be a lightweight sportscar.”However, Osuga-san did indicate that the next MX-5 may be the last of its type, with future iterations likely switching to some sort of electric power, while maintain the basic roadster look and format.“This might be more of an internal conversation, but the MX-5’s model lifecycle is longer than other models,” he admitted. “Then, once we make the fifth-gen, that might be the last model to use internal combustion.“So, our focus on the fifth gen is enormous… there are very deep discussions we are having with the executive team on how to make the fifth-gen MX-5 a pure MX-5. From that viewpoint, our intention is: ‘OK, consider this as the last pure ICE model, then what we can do (next) is our discussion.”Osuga-san believes that it is still possible to refine the combustion process of a naturally-aspirated ICE without the need of heavy hybrid assistance to achieve future emissions and safety regulations within a small, lightweight convertible that’s the same size as today’s ND series.“(Keeping mass low) is what we need to protect for (the NE) to be an MX-5,” he explained. “Any electric device is going against that. And also, the size of the car needs to be (like today’s) lightweight sportscar.“So, from that sense, our first step in our way of thinking is how we can apply pure internal combustion to the car. Then, if it's not the right solution (in the future), then we will think about another solution. But a pure lightweight sportscar is always our starting point.”Furthermore, as well as not gaining weight, the NE will likely not become any larger, either, as it will follow in the footsteps of the latest CX-5 in being a major reskin of the outgoing model, rather than an all-new-from-the-ground-up redesign (like the ND was), retaining the classic shape and stance.“With the (current-generation MX-5) ND, we took the concept back to the original,” Osuga-san said. “A lightweight sportscar to have fun in, engaging the customer, engaging the fan in the best way.“In the fifth-gen, safety protocols, environmental regulations, etc, should make the car heavier.“But we care about power to weight ratio and that Jinba Ittai feel (Mazda’s long-time marketing spin on how a driver should feel connected to a car as a rider is with a horse) should be at the highest level of that feeling in any MX-5. So, we are putting that DNA in. We will never change that philosophy.“That car needs to be a lightweight sportscar. And the side proportion of the MX-5 is iconic. Just like (Porsche’s) 911, it is about proportion. For us, the side proportion of the MX-5 is always the branded message.“Making it a lightweight sportscar is driving everything we are thinking about the fifth gen.”Osuga-san added that the NE’s designers and engineers are laser-focused in making the best-possible version of the MX-5 that they can, even with all the aforementioned limitations bearing heavily on them.“We always want to make a ‘wow’ moment for the fans,” he believes. “With the fourth-gen MX-5, we had the wow moment. We want to exceed the fourth-gen with the wow experience for the fifth-gen for fans to experience.”

Often the best used versions of popular models such as the Toyota RAV4, Mazda CX-3, Volkswagen Golf GTI and Honda Jazz also happen to be the cheapest.And while there is a catch, it’s also precisely what makes them a catch: their manual gearboxes.Yep. Going stick is the trick. Like listening to analogue music, shopping in person instead of online and meeting in person rather than via an app, shifting gears yourself can often be so much more rewarding.Manuals are generally cheaper (sometimes by upwards of 20 per cent), usually use less fuel, are always more fun, avoid costly transmission repairs and feel cooler than their auto counterparts, so what’s not to love?Here are our favourite budget manual bargains.2002-2007 Mazda DY 2Mazda’s fourth-generation supermini shared much with the Ford Fiesta of the day, but boasted a unique, dorky/cool tall-boy body offering mini-wagon practicality, complete with a deep tailgate and a sliding/tumbling rear bench. A perky 1.5-litre engine/five-speed manual combo provides lively performance, as well as long-lasting durability. Knockabout fun for peanuts.2005-2011 Ford LS-LV FocusThe second-gen Focus shared a sophisticated platform and robust 2.0L engine with the Mazda 3. But the Ford’s connected steering and athletic handling are joyous. The pre-Powershift four-speed auto is fine, but the five-speed manual ties everything together with precision and flair. Ford should be proud of this German masterpiece.2008-2014 Honda GE JazzExperts the world over shortlist the second-gen Jazz (or Fit), for its over-engineered body, bulletproof powertrain (including the class-rarity five-speed auto), brilliant packaging, high driving enjoyment and low running cost. Properly maintained, these should last longer than most. Pretty much the perfect cheap car, then, the five-speed manual, with its slick, short-throw shift, is the better option, as it’s easy and fun. And about 30 per cent less than the auto.2008-2013 Mazda BL 3Like its Focus cousin, Mazda 3’s advanced multi-link rear suspension provides safe, reassuring control, but prioritises refinement and ease, mixing Japanese build quality, practicality and reliability. At this price point, you’ll find a lower-mileage manual, complete with a sweet six-speed gearbox, than the default five-speed auto, providing plenty of interactivity. A terrific all-rounder.2014-2019 Mazda BM 3For the third-gen 3s, Mazda was free of Ford so developed its vaunted “SkyActiv” powertrains and chassis with dramatically updated tech, including weight-saving efficiency. That they have proven so dependable is a testimony to their quality engineering, while the engines with their six-speed transmissions offer BMW-levels of sophistication without the cost pain.2017-2023 Suzuki AZ SwiftAdopting in all-new platform, the sixth-gen Suzuki supermini continues its predecessors’ spunky styling and agile handling, in a larger, roomier and more-refined package. But while the switch to a continuously variable transmission (CVT) takes the fizz out of the auto, the manual elevates the sportiness the series has renowned for.2015-2022 Mazda DK CX-3Still a current model, the CX-3 manual is that rare thing – a racy, lightweight SUV that becomes more impressive the harder you drive it. Stuffing a 2.0L engine into a city-sized crossover makes it a punchy performer, as well as a frugal and effortless to punt around.2014-2021 Nissan J11 QashqaiThe CVTs in Nissans are notoriously unreliable, but the six-speed manual turns this British-built compact SUV into a durable, comfortable and relaxed family car that’s also a pleasure to drive. Simple yet more capable than the badge may have you believe.2017-2022 Mazda CX-5It needs a few revs under its belt, but once the tacho is swinging, the CX-5 manual turns into a rorty, racy SUV that corners and handles like its wearing Alfa Romeo badges. Slick and sophisticated, Mazda’s evergreen mid-sizer shines when it’s really driven to be enjoyed. A dying breed, sadly.2019-2022 Toyota RAV4 The cheapest way into a newer-shape RAV4 is buying a rare manual version. Though front-drive and base-model only, the GX 2WD combines the looks, packaging, quality and practicality of Australia’s favourite new SUV, with a surprisingly engaging and enjoyable powertrain. It’s a shame Toyota dropped the manual.2013-2020 Volkswagen Mk7 Golf GTIDeveloped during the peak-VW era, the seventh-gen Golf GTI has different sides, from a luxury grand tourer with a slick dual-clutch transmission, to a lower-line manual with cloth trim aimed at purists. The latter allows keen drivers to take advantage of its immersive drivetrain and lighter, nimbler dynamics.2016-2020 Peugeot T9 308 GTi 270Perhaps the greatest modern hot hatch this side of the current Honda Civic Type R, the manual-only 308 GTi 270 captures the essence of the breed better than most, thanks to a lightweight, playful chassis, torquey turbo engine and ultra-tactile steering and superbly supple ride. A true 205 GTi for grown-ups, at a fun-sized price.

What is the future of the Mazda BT-50? Could it become a Toyota-based one-tonne ute?With the existing, Isuzu D-Max-derived model now six years old and well into its mid-cycle facelift, speculation is rising as to what will come next once the reported 10-year supply contract with Isuzu ends.This means that the existing BT-50 that launched in 2020 following Mazda’s break-up with Ford (the previous BT-50 was based on the 2011-2022 Ford Ranger) still has about four years to go, so planning should be well-underway by now. 2030 isn’t that far away.One scenario could see a variation of the Toyota Tacoma, which has only been built in left-hand-drive in Mexico for North America since late 2023, despite sharing its right-hand-drive (RHD)-ready Toyota New Global Architecture-Frame (TNGA-F) platform with the Toyota LandCruiser 300 and Toyota Prado 250, among others.We say variation because, back in December last year, ex-Toyota Australia boss Sean Hanley revealed exclusively to CarsGuide at the HiLux launch that the Tacoma could become RHD for Australia when the right powertrain configuration is offered, to sit above the smaller, ageing HiLux in the range.“It's evolving and developing all the time, and I would never rule out the possibility of that car being part of our line-up at some stage,” he said at the time. “It all gets down to powertrain and configuration.”If that comes to pass, and Hanley did add that he was actively pursuing that outcome, it may give Mazda an in to the “evolving and developing” Tacoma thanks to the two Japanese brands’ growing association sharing passenger vehicles.This is especially prescient since the existing BT-50’s only major market in the RHD world is Australia, with Japan and the UK passing on this current generation, while South Africa ceased importing the ute after sluggish sales in 2024.Mazda Australia Managing Director Vinesh Bhindi refused to comment on any possible Tacoma/BT-50 tie-up in the future, saying instead that a decision has not yet been made as which direction the company will move next.“Isuzu is still a partner in the current generation, but the next-gen is yet to be locked in,” he told CarsGuide last month.“Mazda has worked with Isuzu for many, many years, so (we have a) very solid partnership and we hope to continue it in the future.”This is an important question for Mazda to figure out, since the BT-50 contributes vital volume for the brand in Australia, coming in at fourth place in the first three months of 2026, with 3113 units sold, behind the CX-30 small SUV (3246), ageing CX-3 light SUV (3489) and CX-5 mid-sized SUV (6247).The one-tonne ute has slipped from fifth to seventh spot so far this year in its increasingly-crowded segment, having been overtaken (though only just) by the GWM Cannon/Cannon Alpha duo (3131) and BYD Shark 6 PHEV (3480) out of China, while still trailing the Mitsubishi Triton (5604), D-Max (6057), Toyota HiLux (10,592) and Ford Ranger (12,180).The 4x4 version of the BT-50 is the harder hit of the series, seeing a 23.6 per cent decline in 2026, though the largely-diesel-driven dual-cab ute market’s exposure to soaring fuel prices due to the Iran War seems to have affected all 4x4 players in some way. The exceptions are a surging GWM Cannon (which introduced a PHEV option last year) and, unexpectedly, the resolutely diesel-powered Triton.A Mazda ute has been part of the brand’s heritage since its first vehicle rolled out of a factory in Hiroshima in 1931. Plus, there were five generations of the BT-50’s B-Series/Bravo/Proceed predecessor from 1961 to 2006 (pre-dating HiLux), with a Ford Courier also forming part of that equation for 34 years from 1972, before switching to the American Ranger badge thereafter.So, there’s been a half-century precedent with Mazda sharing its ute, be it with Ford or Isuzu.Will Toyota be next? Watch this space!

Australia is facing a used-car market black hole.With the number of affordable new small-car options shrinking annually due to more-expensive SUVs, so too will be the number of affordable used small-car options.Unless there is a big uptick in new small-car production, stocks will continue to contract, putting significant upward pressure on used-car prices.We’re already seeing this affordability catastrophe unfold. And the numbers tell a sobering story.The great small-car cullSince 2016, Australia has gone from having over 40 new light and small car options under $30,000 (in today’s money), to just 10 right now – and falling. And even if you add the proliferation of cheap new small SUVs (mostly from China), that only adds another 10. That’s a 50 per cent drop right there.This means that there will be far fewer affordable used smaller cars to go around as we head towards the 2030s and beyond.Or, in other words, Australia will soon run very low on affordable, low-mileage second-hand small cars under 10 years old, adding substantially to the cost-of-living pressures for many people who cannot or won't buy new.Since 2020, we’re already seen Toyota, Ford and Honda drop their sub-$20,000 models, namely the (non-hybrid) Yaris, Fiesta and Jazz hatchbacks respectively, creating a void filled by new Chinese brands MG, GWM and BYD.In Ford’s case, its cheapest new passenger vehicle in 2026 is the Everest Ambiente 4WD SUV from $58,990 (before on-road costs), having also abandoned the Puma and Focus, as well as the larger Mondeo, Escape and Endura, since the start of this decade.Why the small-car cull? A long-term sales slide against SUVs, coupled with the massive investment required in electric vehicles (EVs) to meet coming legislated zero-emissions targets, stalled decades of on-going small-car development and evolution.Some industry analysts even believe that the middle of last decade was the era of “peak small-car”, as defined the highly-successful Volkswagen Mk7 Golf – a model widely considered superior to its 2020 Mk8 successor.It’s been reported that VW cancelled scores of new-model projects in the aftermath of 2015’s Dieselgate emissions-cheating scandal, including shelving an advanced redesign of the Golf in favour of today’s reskin, pivoting instead to EVs to help atone for the disaster.Others seem to have followed suit. In fact, if you look at today’s remaining small cars, most sit on architectures that date back to last decade.The Mazda 3’s debuted in 2013; the Peugeot 308 in 2014; Subaru Impreza and Honda Civic in 2016; the Hyundai i30 in 2017; Toyota Corolla in 2018; and Kia K4 in 2020.Defying depreciationIncredibly, some high-quality used small cars with a few years under their belts are holding their value to an almost comical degree, especially with fewer than 100,000km.A 2016 Mazda 2 auto from $16,990 when new is still worth at least $13,000 today – and some lower-mileage examples match the original price. Likewise, a 2018 Honda Civic VTi from $22,390 is still a $20,000-plus proposition.But nothing beats the Toyota hybrid phenomenon.A 2019 Corolla Hybrid that new started from $25,870 is likely to cost upwards of $24,000 today, with some even nudging $30,000 in the right colour and specification.And a 2021 Yaris SX hybrid from $27,020 new… is still very nearly that amount today at its lowest point, even with 70,000km on the clock, meaning owners could be making a profit after all these years. Great news for them. Bad news for used-car buyers today.Your cheap choicesThe only quality, reliable and economical used small cars currently priced in the $10,000 to $15,000 bracket are now mostly older (pre-2015), higher-mileage (150,000km-plus) or ex-repairable write-offs (including flood/hail damaged cars, since fixed). Do not risk buying the latter.Otherwise, Australian used small-car buyers must roll the dice on niche European brands with (albeit at-times unfounded) reputations for expensive maintenance costs, orphaned Holdens like the (ex-Opel) Astra or newer Chinese small cars with below-par safety and/or driving dynamics, like a pre-2024, previous-generation MG 3.Unfortunately, with spiking fuel prices, hybrids are completely out of the question under $15,000 unless it’s a 15-year-old-plus Toyota or Honda with moon-shot mileages and/or ex-ride-share taxis.Finding a cheap used SUV alternativeSo, it is logical to conclude that, while the number of new small car options is declining, there must be more small SUV choices, right?Not for budget buyers in the sub-$15,000 bracket, sadly.Quality, second-hand smaller SUVs and crossovers are also pricing themselves out of reach for lower-income groups and younger drivers seeking inexpensive yet reliable vehicles.Consider the case of a seven-year-old Mazda CX-3 or Suzuki Vitara 1.6 with reasonably-low mileage (under 100,000km).These current-shape models have been chosen as two of the better and more-reputable small SUVs on offer, due to their uncomplicated non-turbo engines and robust torque-converter automatics, instead of the usually problematic continuously variable transmission (CVT) or dual-clutch transmission (DCT) found in most alternatives.A 2019 CX-3 auto that cost $23,790 new (which is about $30,000 adjusted for inflation today) currently retails for between $20,000 and $25,000 depending on condition. Again, depreciation-defying.Likewise, a 2019 Vitara 1.6L 2WD that cost $24,490 new (about $32,500 in 2026 money) is still commanding between $19,000 and $25,000 today if well-maintained. We’re talking about seven-year-old models here.Little wonder consumers are forced into newer brands from China with long warranties and shiny touchscreens but unproven long-term reliability, resale and access to genuine spare parts/labour.The bottom line is that a generation of consumers seeking a cheap and economical used small car will be left wanting.At 18, Baby Boomers had their decade-old Datsun 1600s and Volkswagen Beetles; Gen X its Ford Lasers and Holden Geminis; and Millennials their Hyundai Excels and Mazda 323s to rely upon.What will next-gen used-car buyers be able to afford?

There’s no denying the elephants in the room here, but we’re going to recommend today’s ASX anyway, and here’s why.Bad news first.Mitsubishi’s latest small SUV has been priced out of contention in Australia, even compared to the (sadly since-discontinued locally) Renault Captur on which it is based.And the cost situation is worse than it first seems.The range starts from $37,740 (all prices are before on-road costs, or MSRP) for the LS, which we advise against, since it lacks sufficient advanced driver-assist systems (ADAS), including blind-spot monitoring and adaptive cruise control. Perhaps that’s why it only gets a four- out of five-star ANCAP rating.For those you’ll need the Aspire from $42,690. Ours is the $46,490 Exceed (gulp), that builds on the latter’s broader safety package and features a wireless charger, heated steering wheel, privacy glass, ambient lighting, Google connectivity and 18-inch alloys with a powered driver’s seat, heated front seats, leather upholstery, sunroof, two-tonne paint and glossier trim.Note, though, there is no hybrid availability against petrol-electric rivals like the Honda HR-V, Hyundai Kona, Nissan Qashqai e-Power and Toyota’s Yaris Cross, Corolla Cross and C-HR HEVs, further hurting the ASX’s value-for-money perception. And that’s before considering one of the better, cheaper Chinese hybrids like the MG ZS Hybrid+.Plus, Mitsubishi seems to have shot itself in the foot rehashing a badge that previously bore a basic, noisy and stiff-riding battle axe from 2010 that cost 50 per cent less than the newcomer.We suspect the new ASX’s high pricing may be so to cover the available, and strongly recommended, conditional 10-year/200,000km warranty offer, activated in lieu of the standard five-year/unlimited item if serviced with Mitsubishi.Which brings us to the good news.The extended warranty is essential insurance against highly-publicised and expensive dual-clutch transmission (DCT) failures such gearboxes are prone to. Brands using them include Chery, Ford, Haval, Renault and Volkswagen.And that Captur connection also means the Spanish-built Mitsubishi is a highly engineered, quality small SUV based on what is considered to be one of the most agile and dynamic platforms currently available – that of the Renault Clio supermini.As such, and in contrast to the diamond brand’s dreary previous small SUV offering, the ASX is a pleasure to drive.Under the bonnet is a Nissan-derived 1.3-litre four-cylinder turbo-petrol engine. Pumping out a healthy 113kW of power and above-class-average 270Nm of torque, it imbues the lightweight ASX with punchy performance – as long as the powertrain is not in 'Eco' mode. We’ll return to that in a bit.In default 'Comfort' mode and more urgent 'Sport' setting, this behaves like most turbo-engine/DCT combos in that, when the pedal is initially applied at standstill, there is an annoying moment’s hesitation, before the car then either launches or suddenly lurches forward, depending on how much of a rush you’re in.Whichever, speed comes on quickly and slickly, aided by the sinewy ASX’s superior power-to-weight ratio and snappy throttle response. Especially in Sport mode, which holds on to each ratio for longer while providing even-faster changes, especially via a set of natty paddle shifters.After that, choosing Eco mode is like disconnecting the turbo, with noticeably doughier acceleration. It feels starkly underpowered if you’re in a hurry but sufficient for pootling about and is meant to save fuel.Speaking of which, we still managed 7.2 litres per 100km (against an ADR 81/02 combined cycle average of 6.4L/100km), which isn’t bad given how much we thrashed ours about. And, remarkably, this Euro can drink from the 91 RON standard unleaded bowser.Then there’s the Mitsubishi’s dynamic character, with steering that is also pleasingly interactive, providing beautifully balanced handling and feel, backed up by nicely controlled cornering grip. Quality 18-inch Continental tyres help soften what is a quite a firm, but never harsh, ride as a result, taking the edge off most bumps. Either way, this is far comfier and quieter than the old ASX to ride in.The French are famous for their sumptuous seats, and while the Exceed’s leather isn’t as lovely as cloth, they provide excellent bracing and support. And they’re set up for a fine driving position, which isn’t always a given for European left-hand drive natives.Without the (overly) minimalist mega-screen dominance of more-modern rivals’ interiors, the ASX’s dashboard seems a little dated, reflecting the second-gen Captur’s seventh journey around the sun.Yet, it is no less functional and perhaps more so than many alternatives, with a pleasing mix of clear electronic instrumentation and touchscreen access for multimedia and vehicle settings on one hand and physical buttons for most essentials like the (effective) climate control, cruise and seating/mirror settings on the other. Literally, since everything’s within easy reach. Storage is plentiful and overall quality seems high.Fixes for any future facelift? Rear vision isn’t great, the gear-shifter is fiddly and some of the black plastic finish doesn’t align with the Exceed’s premium aspirations.Despite being classed as a small SUV, the ASX is more-compact than most, being more akin to Mazda CX-3 size. This is obviously reflected in the second-row accommodation’s tight knee room for taller travellers, though the seating is fine and the inclusion of air vents and USB ports appreciated. But the lack of rear cupholders (there’s no folding armrest) is disappointing.We’re are fans of the rear bench’s ability to slide forward and back to vary available cargo capacity, that is rated at a decent 484 litres, or 1596L with the 60/40 backrests folded down, and includes a solid removable floor for hiding stuff underneath. Below that is a handy space-saver spare wheel, which we commend Mitsubishi/Renault for.

A more-adventure-ready version of the new Mazda CX-5 could be in the pipeline for Australia and the rest of the world.Inspired by a special edition package for the North American-market CX-50 mid-sized SUV called the Meridian Edition, it could lead to a CX-5 with a beefier stance, greater clearances, chunkier wheels and extra protective cladding, among other modifications.According to Mazda's Program Manager, Koichiro Yamaguchi, the company is waiting to see whether buyers demand a more off-road edition of the latest CX-5 before taking the plunge.“We don’t have such offerings currently, but we would like to monitor customer feedback very carefully,” he revealed to the Australian media late last month.“Because (today's latest) CX-5 is more for daily life. So, we will listen to feedback from the market.”While more off-road-style versions of popular medium-sized SUVs have yet to take off in Australia, they are proliferating in North America and elsewhere, thanks to models such as the Subaru Forester Wilderness, Toyota RAV4 Woodland, Nissan X-Trail Rock Creek Edition and Hyundai Tucson XRT.Probably the closest we have to that in Australia right now is the Subaru Outback Wilderness, which arrived with the completely redesigned seventh-generation range back in February. A Forester Wilderness grade is expected later this year or during 2027.Mazda's General Manager for Global Sales and Marketing, Manabu Osuga, went into more detail about Mazda’s plans, stating that while the arrival of off-road-themed rivals has not been lost on him, an accessories package based on the CX-50 Meridian may be the way forward for CX-5.“Sure, that's on our radar,” he admitted to CarsGuide.“You know about the CX-50, how we are doing it in the US market. We, at MMC headquarters, developed (such a car), but as an accessories package… and we call that the Meridian package… with an outdoorsy design.“So, where we are going is that, with this CX-5, we are launching this car to begin with as a collaboration with individual markets to expand the range to really fulfil consumer needs, with accessories, though.“We might be able to do (standalone models like Meridian Edition). We will think about it, but first we will do that from the accessory program.”Osuga-san added that the company can lean on its experienced partners to upgrade or evolve the CX-5, in a similar way that BMW utilises M Division.These include Mazda Engineering and Technology Company (Mazda E&T) that has modified vehicles since 1979 for welfare/wheelchair-access, emergency vehicles and specialised work applications.There’s also Mazda Spirit Racing, the 2021 successor to the famous Mazdaspeed sub-brand that focuses on motorsports, driver development and specialised production vehicles.“We also have our subsidiary company, Mazda E&T, for modifications,” Osuga explained.“We don't have that global (as yet)… and there is Mazda Spirit Racing. We are using the Mazda E&T engineering and the technology that has specific manufacturing (capabilities)… and we can use that line to make modifications like Mercedes AMG or M for BMW.“We are trying to make that Mazda E&T company with a capability to bring to the next phase. So, there are possibilities there, but at this moment that they're not specific plans.”Whichever direction Mazda heads, it is clear that the product planners are watching how the Wilderness, Woodland, Rock Creek Edition and XRT grades perform before going for an off-road-biased version of the CX-5.And North America’s CX-50 Meridian Edition is the closest thing we currently have to go by.Badger your Mazda dealer if this is what you want to see in any future CX-5.

Cheaper Mazdas are here to stay.The 2 hatchback and its CX-3 little SUV spin-off have both had a stay of execution in Australia. Mazda has confirmed availability of the current generations will continue well into next year, giving the Japanese brand continuing presence in the lower-end of the new-car market.This is despite recent reports stating that the CX-3 and 2 will be phased out this year in Japan, with production of the latter ceasing last month in favour of higher-profit vehicles at the Hofu plant.Mazda Australia Managing Director Vinesh Bhindi said production out of Thailand will continue as it has with both models for most of their long lives, with consistent supply guaranteed for out market into 2027.“The current Mazda2 and CX-3 are here to stay, even though there are some articles out there suggesting otherwise,” he told CarsGuide.“It is depending on region, but in Australia, both those vehicles will stay because the Thailand production facility is still continuing. So even though they are to be discontinued in Japan, they will (still) get to us. (Production) continues.“I'm not sure about what happens in Japan. But for Australia, we source both those cars out of Thailand, from our factory in Thailand, and we will continue to do so.”The 2 Evolve automatic from $27,290 (all prices are before on-road costs) in both five-door hatchback and four-door sedan guises, is currently the cheapest new Mazda in Australia, while the CX-3 Pure 2WD auto starts from $30,670.In March, 2026, the average Manufacturer's Suggested Retail Price (MSRP) of a new Mazda vehicle in this country was about $56,740.With the 2 and CX-3 released in Australia back in 2014 and 2015 respectively, they remain two of the oldest models on sale today.Small specification updates and some safety upgrades along the way, as well as a minor facelift for each late last decade, are about the extent of any meaningful changes, while both models have maintained their original petrol engine choices the entire time.Bhindi also refuted speculation that newer rules surrounding Australian Design Rule and ANCAP crash-test requirements are forcing Mazda Australia’s hand in discontinuing these models.“No, we will have (2 and CX-3) all this year and all of next year,” he reiterated.“(They) comply with the ADR. And as long as they are (still) being manufactured in right-hand drive, we will have them.”Last year, Mazda shifted 4346 2s, coming in at second place behind the MG3 at 8350 sales, to command nearly 23 per cent of total light-car volume against the latter’s 44 per cent. And while that was a 19 per cent decline over the year before, it was ahead of the total segment fall of nearly 28 per cent.More impressively, the CX-3 led the Light SUV class convincingly, with 15,429 registrations for a 29 per cent market share.While that was down 16.4 per cent in a segment that fell by only five per cent, the Mazda managed to stay ahead of the far-newer, second-placed Toyota Yaris Cross’ 10,928-unit tally (for a 20.5 per cent share), which was actually up by 33 per cent year-on-year.With that sort of growth potential, it is clear that Mazda Australia wants to keep a strong presence in the light SUV corner.Watch this space.

After the embarrassment of the failed Mazda MX-30 electric vehicle (EV) of 2021, the Mazda CX-6e will undercut the Tesla Model Y by some margin when it lands in Australia late this year.While exact numbers have yet to be divulged, ‘mid-$50,000’ pricing was mooted by senior company executives at the first local outing for the all-electric mid-sized SUV in Melbourne.This of course suggests anything from about $54,000 for the Chinese-built newcomer, against $58,900 (before on-road costs) that the base Model Y currently commands in Australia, reflecting a similar price gap that exists between the closely-related Mazda 6e from $49,990 and Tesla Model 3 sedan from $54,900.Not much else was revealed other than a left-hand-drive prototype of the CX-6e itself, except that it will share the 78kWh Lithium Iron Phosphate (LFP) battery for over 450km WLTP range, rear-axle-mounted 190kW electric motor and rear-wheel drive powertrain as the 6e.In Europe, the same vehicle delivers 290Nm of torque to help it manage the 0-100km/h sprint-time in 7.9 seconds on the way to a 185km/h top speed, as well as 195kW DC charging capacity for a 10-80 per cent top-up in under 25 minutes and 11kW AC charging capability.The newcomer features nine airbags and a long list of standard advanced driver-assist systems (ADAS) technologies. Luggage capacity varies from 468 litres to 1434L with the back seat folded down.Closer to home, Mazda also went to some lengths to point out the CX-6e’s extensive level of Australian road tuning over the Changan Deepal S07 on which it is based upon, as part of a “near future driving experience” matched to European and Australian road environments.To that end, there have been modifications to the electric power steering, dampers, tyres (supplied by Michelin), software tuning and sound-deadening structures to quell noise/vibration/harshness, among other changes.Mazda also claims advances in the CX-6e’s ergonomics, calling it a “human-centric’ cockpit using Mazda’s Human Machine Interface philosophy. How the 26.45-inch centre display’s lack of physical buttons for fundamentals like the climate control system affects future Euro NCAP scores for its lack of hard buttons is not yet known.For now, Australia will only have the EV model, even though a range-extender version of the Mazda exists elsewhere.That employs a 1.5-litre four-cylinder petrol engine (in place of the frunk under the bonnet) powering a 31.73kWh LFP battery, providing up to 160km of (non-WLTP) range.A twin-motor all-wheel drive version may also be in the pipeline, but the company wants to gauge buyer response before committing to more-expensive models.Still, with soaring oil prices combined with the accessibility of around 150 dealers nationwide, the keenly-priced CX-6e could become one of Mazda’s most popular models in Australia.More information will be revealed closer to the near end-of-year release date.

The Suzuki Vitara will go down in history as one of the true pioneers of the modern automotive history.The 1988 original sparked the SUV era with its urban off-road chic, prompting Toyota to refine and greatly capitalise on the concept for the seminal, first RAV4 of 1994, that instantly became the template for others to follow.Strangely, Vitara wouldn’t go full SUV until the fourth-generation arrived in mid-2015, after years of holding on to Suzuki’s proper 4x4 roots in the same way that the ultra-successful Jimny still does today.That Vitara, known as the LY series, remains current to this day, helped by great design and superb proportions that have helped keep the Japanese SUV from The Grim Reaper all this time.It’s also a sporty and even fun drive, with direct steering, predictable handling and an actual, torque-converter automatic transmission, instead of the continuous variable transmission (CVT) alternative favoured by many, far-more mundane rivals.But there-in lays the problem with the latest, Series III facelift, released earlier this year and now dubbed the Vitara Hybrid. Its age plus a lack of real change are really starting to show.Take, for instance, the Hybrid badge emblazoned on the (completely unchanged since 2019 Series II facelift) tailgate.Today’s small SUV buyers expecting an advanced, series-parallel hybrid petrol-electric powertrain as (again) trailblazed by Toyota nearly 30 years ago will, instead, be met with a mild-hybrid system with a 48-volt integrated starter motor generator acting as an electric motor, and small 48V 8Ah lithium-ion battery. Admittedly, that’s more than what Mazda’s so-called “M Hybrid” system provides, but that’s not saying a lot.Though Suzuki’s hybrid does add an additional 12kW/50Nm of power and torque respectively, adding 15Nm more torque overall than before, the ageing 1.4-litre four-cylinder turbo ‘Boosterjet’ engine it is paired to is 21 per cent less powerful than the proceeding non-electrified version.That would be OK if there was a corresponding 21 per cent drop in fuel consumption, but the ADR 81/02 consumption figures have only edged down incrementally, by 0.1 and 0.3 litres per 100km depending on grade compared to before. The best average figure is 5.8L/100m, which is only in the region of a 1.7 to four per cent slide.If you’re seeking a Vitara Hybrid with Toyota-hybrid levels of fuel economy, you may be disappointed, as the larger Corolla Cross hybrid returns 4.2L/100km while the smaller Yaris Cross hybrid is at just 3.8L/100km.Especially as the Suzuki also prefers to sip from the more-expensive premium unleaded petrol bowser.And speaking of prices, there’s the $39,990 drive-away pricing for the base Vitara Hybrid 2WD, extending to $45,990 for the (albeit better-equipped) AWD version.That’s a lot more than what the preceding non-Hybrid 1.6-litre model started at (from $31,990 before on-road costs), though – in fairness to the company – reflects the huge increase in the cost of shipping from the Hungary plant that provides Australia with its Vitaras.But that’s somewhat more than the Yaris Cross GX hybrid’s $31,790 and just a bit under the larger Corolla Cross GX hybrid’s $37,440 (both before on-road costs), and exactly the same as the Honda HR-V e:HEV starts at (returning 4.3L/100km), which, like the Toyotas, is newer, more-modern and technically-advanced than the Suzuki.Surely 11 years of production have amortised the development costs of the fourth-gen Vitara. Shouldn’t it be cheaper as a result?The last point about modernity is also obvious inside, as the Vitara continues with much the same dashboard design, layout and hardware as the 2015 original. Again, back then, Suzuki’s stylists were clearly ahead of the game, as the basics remain sound and the whole thing is well built, but there is very little for current owners to trade-up to the 2026 model when, trim changes, digital speedo, updated multimedia set-up and removal of the analogue clock in the centre air vent aside, the cabin feels nearly identical. And, in contrast, every rival seems at least one-generation newer inside.What we’re saying is that the Vitara remains a good car, but one that cannot compete on value for money, fuel economy or performance compared to its many, fierce strong-hybrid competitors from Japan, South Korea, China and Europe. Expectations must be tempered.Throw in a now-void five-star ANCAP crash-test rating (it expired years ago due to age), as well as a very average five-year warranty against some others’ seven and even conditional 10-year schemes, and we reckon we deserve a newer, better Suzuki small SUV.Luckily, the e-Vitara all-electric small SUV looks very, very promising, so don’t dismiss Suzuki yet. Let’s just hope the pricing is as sharp as the styling and packaging are.Watch this space.

Look out, Toyota, BYD, MG and Nissan, because Mazda is working flat out to have its unique hybrids ready for Australia, starting from later next year.That is when the completely in-house developed SkyActiv-Z hybrids will debut in North America, meaning Australians can expect to see the CX-5 hybrids arrive in Australia for the MY28 range of Mazda’s best-selling mid-sized SUV.And, just to be clear, this is proper electric motor-added hybrid technology, as opposed to the very mild-hybrid powertrains as found in the 2.5-litre Skyactiv G petrol engines dubbed “Mazda M Hybrid technology”.“I can confirm that a hybrid CX-5 powertrain is in its latest stages of development,” according to Mazda Australia Director of Sales and Marketing, Jarrod Gieschen.“With rigorous testing currently being carried out, we expect to see hybrid tech available in the United States next year, then thereafter in Australia."Additionally, along with a new standard ‘more’ mild-hybrid set-up that will prioritise affordability as well as better fuel economy, there will also be a higher-performance Strong Hybrid model offering the best of both worlds, if Mazda is to be believed.This will effectively fill the gap left by the now-discontinued G35 2.5-litre four-cylinder turbo model.According to Gieschen, the latter will combine performance with efficiency.“When it comes to the G35 turbo powertrain, offering it in the line-up does not make sense once we have our full suite of powertrains for this vehicle,” he said. “So, we have to be a little bit more patient (as) the hybrid powertrain will effectively replace this option.”In the outgoing CX-5 G25 Turbo AWD, it delivered 170kW of power and a hefty 420Nm of torque – though at the expense of relatively high fuel consumption out in the real world, at around 11.0 to 11.5 litres per 100km. The official ADR 81/02 figure is 8.2L/100km.Mazda Australia Managing Director Vinesh Bhindi added that after the launch of the 6e and CX-6e electric vehicles supplied by Changan out of China, the SkyActiv-Z program will be his company’s next big priority in this country.“After this, our focus will be the Mazda hybrid system, which … is its testing phase,” he said. “Some of us have driven it and it’s great.”Last year, Mazda released some SkyActiv-Z hybrid innovation details, including its super-lean fuel mix to greatly boost engine combustion efficiency, as well as improved thermal properties that actually turns otherwise wasted heat into stored energy for the electric motor, thermoelectric-style.It is believed that both features significantly lower fuel consumption and carbon emissions.So why the long wait for hybrid in CX-5?Bhindi revealed it needed to meet brand expectations before being ready for the market.“We want it absolutely as soon as possible,” he said.“But we do understand that they are priorities, and for Mazda Corporation right now, it is making sure the Mazda hybrid system absolutely delivers what the engineers are planning to give to the market, and then following on from that, again, what's next and at what cadence.”To reiterate, SkyActiv-Z is a Mazda-driven development, and is believed to use none of the series-parallel technology found in the Toyota-supplied hybrid found in the North-American-market CX-50 hybrid.