Articles by Byron Mathioudakis

It seems increasingly likely that the existing Mazda6 will become the final version of the model that's long been dubbed 'the face of Mazda'… but only as we know it.

On paper, the Ford T6 Ranger and Holden VE/VF Commodore are two very different vehicles, devised and developed during different decades and with little in common on the surface, especially when comparing their shapes, sizes and body construction.

Mazda has revealed that it has secured a sizeable number of its bestselling CX-5 model out of Japan, signalling a resumption of supplies that may lead to reduced wait times moving forward.

Further details have emerged about the long-awaited Toyota Corolla Cross, including hybrid-engine outputs and more, ahead of its fourth-quarter Australian debut.

Ford knows it relies too heavily on Ranger and Everest to stay afloat in Australia, but what can be done to address this? Does it plunge headfirst in the bright array of coming crossovers, SUVs, 4x4s, trucks and electric cars, all of which come with no guarantee of success?

Australia's bestselling vehicle, the current Toyota HiLux is now in its twilight years, and must mostly rely on reputation to stay ahead of an increasingly stronger pack, led by the 2023 Ford Ranger. On the other hand, the popular SR5 Double Cab still looks great, is reassuringly familiar and is quite the performance powerhouse, thanks to a host of Aussie-influenced tweaks. But do they do enough? Particularly around town?

By now you probably think you're across everything you need to know about the new Ford Ranger. Yet there is a list of items lurking behind the main headline features fitted to some of the latest versions that aim to improve your everyday interaction with the vehicle – be it functional, aesthetic or – in the case of one of the so-called Easter Eggs – intellectual.

Australian roads used to be full of them.Long-gone favourites like the Holden Gemini, Ford Telstar, Mitsubishi Magna and Daihatsu Charade are now just that – memories of a bygone era. May they rust in peace.But not every car was discontinued abroad when they reached the end of the road in Australia. Many kept on selling overseas, and some even still live on today, having evolved as required to keep up with ever-changing consumer demands (and the Grim Reaper at bay).Sure, their styling has changed completely and they’ve been rebranded with cooler names to help keep buyers interested, but they all have one thing in common: a direct link to predecessors that were once part of Australia’s automotive landscape.Like some celebrity or outlaw who faked their demise or disappeared into a witness protection program, we expose their lives today. Same lineage. Different design and name. You’re bound to be surprised. Toyota has recently unveiled four completely different looking vehicles under the Crown name for global consumption which, unfortunately, does not include Australia.While there’s a striking fastback sedan, wagon and SUV, it’s the oddball crossover-style all-wheel-drive sedan version created expressly for the North American market that we’re focusing on, since it directly replaces the Avalon over there.Now, over 15 generations since 1955, the Crown has been a flagship Toyota sedan, its innate conservatism underlined by traditional three-box styling and rear-wheel-drive engineering. Australians had a taste from 1963 to 1987.However, the Crown crossover sedan is different, as it adopts a variation of the Toyota New Global Architecture ‘K’ (TNGA-K), as found in the transverse-engined/front-drive-based Camry, Kluger and scores of other models worldwide.That also includes the 2018-2022 Avalon, the final of five generations of Camry-derived Avalons built in and for America. The 1994 original was later made and sold in Australia from 2000 to 2006 after the US plant moved on to the second-gen Avalon in 1999. Unsurprisingly, a sloppy-seconds sedan from the States failed to entice us away from the hot VT/VX Commodore or AU/BA Falcon, though.So… the new, 2023 Crown crossover sedan for America directly continues the Avalon line and positioning as a jumped-up Camry, albeit in a swish, high-riding body and wearing a noble old badge – one not seen in the US in half a century.As a footnote, American left-hand-drive (LHD)-only production precluded the Avalon from being sold in Australia beyond the first series, but as the Crown crossover sedan will be made in Japan, there’s one fewer hurdle to stop an Avalon revival Down Under… but sorry taxi operators, this is highly unlikely to happen. Hyundai debuted in Australia with the pretty, Giugiaro-penned X1 Excel in 1986, but it was the on-point X3 Excel of 1994 that caught Australian light-car buyers’ imagination, often cracking a top-three sales position. They were literally everywhere.Though highly publicised quality glitches and endless discounting prompted the Australian importer to switch to the X3’s global ‘Accent’ name for the redesign in 2000 (LC series), two more generations followed, in 2006 (MC) and 2011 (RB). The latter proved successful later in life, trading on low prices and larger-car packaging.However, the 2017 HC Accent was created primarily for the Americas, China and Eastern Europe, prompting Hyundai to make it LHD-only, precluding Australia. Instead, the South Korean plant that supplied our market switched to the Venue light SUV, and by 2019 stocks of the old RB Accent dried up.Fun fact: Accent is reportedly an acronym, for ‘Advanced Compact Car of Epoch-making New Technology’. The Captiva now represents something of a pariah for Holden loyalists and with good reason, due to poor reliability and iffy quality that tarnished the brand’s reputation, perhaps even irreparably.However, affordable pricing and family-friendly packaging did help propel the South Korean medium-to-large SUV to consistent sales success during much of its considerable lifespan, so there’s no arguing that it also helped keep Holden afloat during hugely turbulent times.As it turns out, the Captiva – which was offered as both a short-body five-seater and long-body 5/7-seater wagon – was set to be replaced by a trio of Chevrolet and GMC-based SUVs.Holden released the Equinox and Acadia in 2017 and 2018 respectively, but the Blazer that was slated to sit in between as the main event never eventuated, since GM pulled the plug on Holden in early 2020.The Blazer now represents Holden’s lost opportunity, being everything its Captiva predecessor was not: Camaro muscle-car-inspired styling, a dynamic chassis and just-right sizing. Of all the what-might-have-been Holdens, this is surely one of the most heartbreaking for not having been given a chance to fly.In 2024, the Blazer will morph into an all-new EV. Would it have been Holden’s first full electric car? The Territory is now steeped in Australian motoring folklore, championed by a visionary leader (the late Geoff Polites), funded extensively through the sale of large swathes of land around Ford Australia’s Melbourne headquarters, lauded as one of the world’s best SUVs at the time, prolonging local production and ending up as Australia’s only-ever truly indigenous SUV.With such accolades, it’s no surprise that the Australian team was reportedly later developing an all-new large-car architecture for the 2010s that was going to replace the Falcon, Mustang and a host of other Ford and Lincolns globally.But the project was pulled and the design and engineering of the T6 truck platform was taken on instead, leading on to the wildly successful Ranger.However, eventually, that large-vehicle architecture surfaced underneath what might have been the Territory’s direct replacement, the sixth-generation (U625) Explorer of 2020. Along with broadly similar proportions and packaging, the big SUV features rear-wheel as well as all-wheel drive configurations, mirroring its legendary Aussie cousin of two decades prior.Ironically, the thing that helped prove fatal to Territory all those years ago keeps the Explorer from being sold in Australia: Ford did not develop it for the steering wheel to be offered on either side of the vehicle. Or, in other words, it's LHD-only.Needless to say, from Byron to Broome, SUV-mad buyers would be queueing up for the American Territory by any other name. Pity. Released locally at the dawn of the SUV craze in 1997, the original, J100 Daihatsu Terios was civilised enough for urban buyers with its monocoque construction and car-like interior, yet provided some off-road capability, with high ground clearance, live rear axle, 4WD and a lockable centre diff.It also foresaw the rise of the light SUV, but the series’ potential was cut short in Australia when controlling shareholder Toyota pulled the pin on Daihatsu in 2005.Sadly, we thus missed out on the chunky J200 Terios of 2006, which improved the design and proportions, looking more like a scaled-down RAV4 of the time. That ran until 2018, and was replaced by 2020 in many overseas markets by the A200 Rocky.We’ve said this before here, but the latest Rocky and its Toyota Raize twin are exactly what Australian new-car buyers need right now, with their compact, city-friendly dimensions and affordable pricing.The Rocky name, by the name, was used by the original Terios’ predecessor of the 1980s, but that was a properly tough ladder-frame-chassis 4x4 rival to the Suzuki Sierra.

Based on the engine family first seen in the old Australian Ford Territory TDCi turbo-diesel, and more recently in the US-market Ford F-150 full-sized truck range, all eyes are on the big new 3.0-litre V6 turbo-diesel.Available in the XLT (from $62,290 before on-road costs), Sport (from $66,690 before ORC) and Wildtrak (from $70,190 before ORC) only for now, it has few peers with outputs of 184kW at 3250rpm and 600Nm at 1750-2250rpm.The V6 sends drive through to a new electronic on-demand four-wheel-drive system, with full-time 4WD that varies drive to the front or rear wheels as required. It includes six driving modes: Normal, Eco, Tow/Haul and Slippery for on-road driving, and Mud/Ruts and Sand for use off-road. Each alter engine throttle, transmission, braking, traction and stability controls.There’s also an electronic rear differential lock which can be activated via the SYNC 4A multimedia screen, for improved off-road traction.A built-in trailer wiring set-up is also included, as well as the tow bar itself for all V6 variants.By the way, Ranger 4x4s with either 2.0-litre engine stick with the standard part-time 4x4 set-up that offers 4x2 (rear-drive), 4x4 Low range and 4x4 High range.On the fuel consumption front, the V6 turbo-diesel is actually a whole half-a-litre per 100km more economical than the old 3.2-lite five-pot turbo-diesel.The official combined average consumption in the 3.0-litre V6 turbo-diesel 4WD is 8.4L/100km, for 222g/km of CO2 emissions and an average distance range of 952km.So, what's the 3.0 V6 turbo-diesel like to drive?Reminiscent of theTerritory TDCi, it is slick and sophisticated, yet offers more punch than Australia’s only locally-built SUV ever managed.In a nutshell, the V6 amplifies the acceleration and performance of the significantly improved and rapid 2.0-litre BiTurbo, thrusting forward with determination, accompanied by a more stirring V6 soundtrack.Additionally, the 10-speed auto is even more relaxed an its smaller brother, and with greater torque levels to draw upon, it’s both more responsive to throttle inputs and less likely to hunt through the gears.Better around town, stronger out on the open road and more reassuring when you need to overtake, especially at speed or blasting up a hill.For this and other reasons, the $3000 premium paid for going the V6 is definitely worthwhile, and backed up by very reasonable combined-average fuel consumption figures of 8.4L/100km.

The perennially popular Wildtrak – now from $67,190 before on-road costs – is the top of the Ranger series if you exclude the off-road-ready, high-performance-orientated Raptor with its unique 3.0-litre V6 petrol engine.Diesel-powered only like the rest of the Ranger line-up, the Wildtrak comes with two engine options.The previous 3.2-litre five-cylinder turbo-diesel has been dropped for a revised version of the 2.0-litre twin-turbo diesel (dubbed BiTurbo in Ford-speak). Mated to a completely overhauled 10-speed automatic, it delivers 3kW less power at 154kW at 3750rpm, but the 500Nm torque maximum (between just 1750-2000rpm) remains. The transmission includes up to six driving modes.The 3.0-litre V6 turbo-diesel that's also available in the XLT and Sport only for now has few peers, with outputs of 184kW at 3250rpm and 600Nm at 1750-2250rpm.The V6 sends drive through to a new electronic on-demand four-wheel-drive system, with full-time 4WD that varies drive to the front or rear wheels as required. It includes six driving modes: Normal, Eco, Tow/Haul and Slippery for on-road driving, and Mud/Ruts and Sand for use off-road. Each alter engine throttle, transmission, braking, traction and stability controls.There’s also an electronic rear differential lock which can be activated via the SYNC 4A multimedia screen, for improved off-road traction.Ranger 4x4s with either 2.0-litre engine stick with the standard part-time 4x4 set-up that offers 4x2 (rear-drive), 4x4 Low range and 4x4 High range.As per the Sport and XLS, the Wildtrak is only available with the Double Cab pick-up body, and adds a series-signature front grille design, a unique front bumper and different body accents, for a more-aggressive appearance.You'll also find an integrated brake controller, exterior mirror with puddle lights and zone lighting all-round, along with roof rails and aluminium load box tie down rails. Note these are now load bearing, so you can secure items to these.A built-in trailer wiring set-up is also included, as well as the tow bar itself for Wildtrak.That's not all though. The Wildtrak's rear cargo introduces load box illumination, a bedliner with a 12-volt socket, a unique sports bar style, all-terrain tyres for its redesigned 18-inch alloy wheels, a powered roller shutter for the tub and a cargo management system.Like all Rangers, it also has securing points at the front of the load box, box capping with integrated fixing points for added sheetmetal protection, a rear load box step for easy side access and a lighter tailgate, thanks to Ford's 'easy lift assist' system.Inside, the Wildtrak features a larger (now 12-inch) portrait touchscreen, pull out cupholders on both ends of the dashboard, ambient lighting, specific-design front seats with power activation and heating for both, a 360-degree camera and active park assist.It shares the Sports specification's dual front tow hooks, skid plate, LED front fog lamps and all-season tyres, as well as leather upholstery, wireless charging, an Off-Road screen showing 4WD activation and other related settings, and floor mats.Ford's SYNC 4A multimedia system, a digital instrument cluster, USB-A and -C ports, power windows, keyless entry and start, dual-zone climate control, sat-nav, a leather-wrapped steering wheel, leather-sheathed steering wheel and gear knob, intelligent adaptive cruise control with full stop/go functionality and traffic-sign recognition and lane-centring tech are also fitted.As with all grades, the Wildtrak brings nine airbags, AEB autonomous emergency braking, adaptive cruise control, lane departure alert and lane keep assist and rear parking sensors, while all pick-ups have blind spot warning and cross-traffic alert tech to the table.The Wildtrak is only available as a 4x4.