Articles by Jack Quick

Genesis has just revealed its most luxurious car yet and it has used it as a statement to show it’s a cut above Chinese carmakers. Speaking with CarsGuide, Genesis Australia Head of Sales Operations Lachlan McColl explained that the South Korean carmaker is a closer rival to Range Rover and Rolls-Royce than Chinese luxury brands like XPeng or Zeekr. “Chinese manufacturers have made a significant impact on the Australian … in the last three, four or five years really since it started to come on quite significantly.” “When I do look at that, it’s one of the more mainstream cars. “If you look at a vehicle in isolation, then I think maybe you could potentially compare vehicles together. I think we offer so much more than that, though. “It’s not just about a piece of metal. It’s about we know our customers like cars that say certain things about them. It’s about achieving certain statuses in life stages. “At the moment, I don’t feel that the Chinese are quite there with having that brand perception. I think that’s one of the challenges that we’ve had as well. “If we look at those, the Europeans and the British, for example, that have up to 100 years of brand history and credibility and reliability and equity that they’ve built, we are in the process of building that. “I think the Chinese have started with that,” added McColl. McColl also noted that while the Chinese luxury carmakers offer a more compelling value proposition, the Genesis brand attracts a different type of customer. They are the type of people that are moving from brands like Bentley, BMW, Mercedes-Benz, Rolls-Royce and Porsche. The Genesis GV90 is the South Korean carmaker’s new flagship and is an all-electric rival to the Mercedes-Maybach EQS and the forthcoming Range Rover Electric. It will launch in Australia in the first half of 2027 and while official details are yet to be finalised, it’s understood that the flagship Neolun version may cost around $250,000, making it the most expensive Genesis model yet. The GV90 features two new world-first features: coach doors with a hidden B-pillar that allow for one large opening when the front and rear doors are open, as well as a roof airbag that’s designed to deploy during roll-over accidents and protect occupants from being ejected through the sunroof. Two versions are set to be available – the GV90 and GV90 Neolun – both powered by a dual-electric motor set-up with total system outputs of 490kW and 800Nm. The electric motors are fed by a 123.5kWh lithium-ion battery pack, which is the largest fitted to any Hyundai Motor Group EV to date. It allows for up to 500km of range, depending on the configuration, according to internal testing.

Volkswagen has officially revealed a new small pick-up for Latin American markets ahead of it launching initially in Brazil in the first half of 2027. The Volkswagen Tukan is built on the MQB platform, like the T-Cross, and is available in both single- and dual-cab configurations. However, unlike all other Volkswagen Group vehicles on the MQB platform to date, the Tukan swaps coil-sprung rear suspension for leaf springs, which are known for their higher payload capacity. At this stage Volkswagen hasn’t officially the payload or towing capacity figures for the new Tukan. The Volkswagen Tukan replaces the Saveiro which in outgoing form dates back to 2009 and is based on the third-generation Golf. However, the Saveiro nameplate dates all the way back to 1982. Two versions of the Tukan have been shown off so far. An entry-level, single-cab Robust trim, as well as a flagship dual-cab Extreme trim. All versions have LED headlights and tail-lights, aggressive and blocky design elements, as well as Tukan embossed into the tailgate. The entry-level Robust trim can be identified with its black plastic front bumper and black steel wheels, whereas the top-spec Extreme trim has a body-colour front bumper, alloy wheels, a sports bar and a tonneau cover. The latter is also finished in a signature Canary Yellow exterior paint. At this stage Volkswagen hasn’t confirmed exactly what will power the Tukan. However, given Volkswagen has said this new ute will be based on the T-Cross, it’s likely power will either come from a 1.0-litre turbocharged three-cylinder or 1.4-litre turbocharged four-cylinder petrol engine. There will likely also be manual and dual-clutch automatic transmission options. Volkswagen hasn’t confirmed whether there will be an all-wheel drive option, so it’s likely that it’ll be front-wheel drive only. At this stage Volkswagen has only confirmed the new Tukan will be offered (and built) in Latin American markets. Brazil will be the first market it’ll launch in during the first half of 2027. Given this, it’s unclear whether Volkswagen will produce the Tukan in right-hand drive. It never made the Saveiro in right-hand drive. The only Volkswagen ute currently offered in Australia is the Amarok dual-cab, which shares its platform with the Ford Ranger. A new version of the Amarok is set to launch in Latin America soon and it’s understood to be based on the same platform as the LDV Terron 9/MG U9. It’s worth noting the Ranger-based Amarok has never been offered in that market and a heavily facelifted version of the original Amarok continues to be on sale there.

KGM Australia has admitted it falsely marketed the airbag count of its Musso EV ute. As identified by local crash safety authority ANCAP, KGM claimed the Musso EV had a total of eight airbags, but in reality it only has six in Australia. The Australian-specification version of this electric dual-cab ute misses out on a centre airbag and a driver-knee airbag. Both feature in the South Korean-specification version. “KGM Australia has identified an error in published product information relating to the MY26 Musso EV,” said a KGM Australia spokesperson. “Some materials incorrectly described the vehicle as being equipped with eight airbags, including a driver SRS knee airbag and front seat centre airbag. “The correct Australian specification is six airbags. The vehicle has always been manufactured in this six-airbag configuration.” “Once the discrepancy was confirmed, KGM Australia took immediate steps to update affected marketing and specification materials, so they accurately reflect the specification of Australian-delivered vehicles,” said a KGM Australia spokesperson. “The Musso EV remains compliant with Vehicle Type Approval. KGM Australia is finalising a coordinated customer communication and redress approach and will communicate directly with affected customers. “KGM Australia takes the accuracy of information provided to customers seriously and is reviewing the circumstances that led to the error. “Customers with questions or concerns can contact KGM Australia or their authorised KGM dealer.” At this stage it’s unclear whether KGM Australia plans to change the local specification to increase the airbag count of the Musso EV from six to eight. “Nothing has been confirmed at this stage, but we will continue to review opportunities to enhance vehicle specifications and introduce ongoing product improvements,” said a KGM Australia spokesperson. This is far from the first time that ANCAP has identified differences in safety specifications from market to market. Most recently, early versions of the current-generation Suzuki Swift were found to have different front-end reinforcement to the European-specification version. It received a one-star ANCAP safety rating. However, Australian-specification Swift models built from August 2025 onwards have aligned specifications with the European-specification model. This saw the ANCAP safety rating change to three stars. The KGM Musso EV is the South Korean carmaker’s first electric ute. It launched locally in late 2025. Unlike the body-on-frame Musso diesel ute, this electric version is built on a monocoque platform and shares components with the Actyon and Torres SUVs. Single-motor front-wheel drive and dual-motor all-wheel drive versions of the Musso EV are offered in Australia. Pricing starts from $60,000 drive-away. There aren’t many electric utes on offer in Australia currently and its main rival is the Toyota HiLux BEV. As it currently stands the Musso EV is unrated by ANCAP.

Genesis has officially revealed its new GV90 flagship electric SUV ahead of its Australian launch in the first half of 2027. The Genesis GV90 is based on a new platform called Electric Mobility Prime (eMP) platform. It also features a level of luxury that moves the brand’s positioning much closer to Bentley and Rolls-Royce. Two new world-first features include B-pillarless coach doors that allow for one large opening with both the front and rear doors open, as well as a roof airbag that’s designed to deploy during roll-over accidents and protect occupants. Other highlight features that are a first for the Hyundai Motor Group include 180-degree swivelling first-row seats, monotube-type electronic controlled suspension, metal-coated heated glass that operates on a 48V system, as well as a dual e-LSD system on both the front and rear motors. There are two versions of this car available – the GV90 and GV90 Neolun – and both are powered by a dual-electric motor set-up with total system outputs of 490kW and 800Nm. It’s enough to send it from 0-100km/h in 4.9 seconds, depending on the variant. Top speed is 240km/h. The electric motors are fed by a 123.5kWh lithium-ion battery pack, which is the largest fitted to any Hyundai Motor Group EV to date. It allows for up to 500km of range, depending on the configuration, according to internal testing. Peak charging rates haven’t been disclosed, but a 10-80 per cent charge is claimed to take as little as 22 minutes. The Genesis GV90 measures in at 5285mm long, 2030mm wide and up to 1825mm tall, with a 3245mm wheelbase. This makes it 225mm longer than the Hyundai Ioniq 9 and more on par with mammoth full-size SUVs like the GMC Yukon. Standard versions of the GV90 come with 22-inch alloy wheels, whereas Neolun versions come with larger 24-inch alloy wheels. A total of 16 exterior paint colours are available. At the front there is a V-shaped lighting signature as part of Genesis’ signature Two-Lines graphic motif, as well as a long bonnet. Around the side, beyond the large alloy wheels, GV90 Neolun variants receive the B-pillarless coach doors. Standard GV90 variants receive conventionally opening rear doors. At the back there are large body-colour sections, unique glass graphics and cutless rear lamps. There’s also a gooseneck hinge for the tailgate that conceals the mechanical parts when open. Standard versions of the GV90 come with either six or seven seats, whereas the Neolun variants come with either six or four seats. There are a total seven interior colourways, as well as multiple interior garnishes including real wood stone and wool cashmere trim. The Neolun versions receive 180-degree swivelling front-row seats, plus if you opt for the Executive Suite pack with four seats you get a built-in refrigerator, tables and a partition between the passenger and cargo sections. A highlight of the interior is a 23.6-inch OLED central display screen that can pop up an additional 90mm when parked, transforming it into a 24.6-inch display. There’s also a 25-speaker Bang & Olufsen sound system and interior ambient lighting. Additionally, the GV90 debuts Hyundai Motor Group’s new Pleos Connect multimedia software, which is based on the Android Automotive Operating System and allows for third-party apps to be downloaded via an app store. Other highlight interior features include a rotating crystal sphere controller, rotating shift-by-wire gear selector and a 25-inch head-up display. Genesis has confirmed the GV90 will launch in Australia in the first half of 2027. When it launches it won’t have any direct rivals that offer comparable levels of specification and an all-electric powertrain. The closest would be the likes of the Mercedes-Maybach GLS, Bentley Bentayga and Rolls-Royce Cullinan. At this stage it’s unclear how much the GV90 will cost in Australia. The most expensive model currently is the Electrified G80 Signature at $156,418, before on-road costs, but the V8-powered Mercedes-Maybach GLS starts at $424,900, before on-road costs. Only 222 examples of the GV90 Neolun First Edition are being offered globally and they come with exclusive exterior and interior colourways, plus bespoke detailing. It’s unclear if any of these will come to Australia.

Mahindra has globally revealed its latest ute ahead of a launch in its domestic market in April 2027. Dubbed the Mahindra Lifestyler for export markets, the name is a departure from Pik-Up that had been used on the previous-generation model that dates back to 2006. It will be called the Scorpio Lifestyler in India. This new dual-cab ute is aimed at export markets, including not only Australia and New Zealand, but also South Africa, Africa, the Middle East and Latin America. It will go up against top-selling rivals the Toyota HiLux, Ford Ranger, Isuzu D-Max, Mitsubishi Triton and Nissan Navara, among others. At this stage Mahindra hasn’t confirmed Australian launch timing of the Lifestyler, but it’s expected that export market launches will follow after the Indian launch in April 2027. Mahindra hasn’t provided many details about the Lifestyler just yet, however it’s confirmed to have a new-generation body-on-frame architecture. It’s understood this is shared with the current Scorpio SUV. It’s unclear what will be under the bonnet just yet, but given componentry is expected to be shared with the Scorpio, a 2.2-litre four-cylinder turbo-diesel engine, six-speed automatic and part-time four-wheel drive is likely. In other markets the Scorpio is also offered with a 2.0-litre turbocharged four-cylinder petrol engine, six-speed manual and rear-wheel drive, but it’s unclear whether these will be offered in the Lifestyler. At its reveal the Indian carmaker chose to show off the Lifestyler in three different versions, including the Valley Edition, Reef Edition and Trail Edition. All show different ways this ute can be set-up with functional or aesthetic accessories. Mahindra hasn’t revealed any photographs of the Lifestyler’s interior yet, it published some computer-generated imagery that gives us a clear indication of what to expect. The centrepiece of the cabin is a new vertically oriented touchscreen multimedia system with a bank of physical buttons for the climate control underneath. It’s very reminiscent of the current Ford Ranger. Other interior notes include a digital instrument cluster, a squared-off steering wheel with prominent buttons, scroll wheels and switches, as well as an electric park brake and large drive mode dial. At this stage Mahindra Automotive Australia hasn’t confirmed specific launch timing for the new Lifestyler yet. It will launch in India in April 2027 with a starting price under 1.98 million Indian Rupee (~A$29,300). This makes it 610,000 Indian Rupee (~A$9000) higher than the entry-level Scorpio in the domestic market. Australian pricing hasn’t been confirmed yet, however it’s expected to be more expensive than the Indian-specification model and will likely come with more equipment as standard. The most affordable Scorpio is currently $43,990 drive-away in Australia. The international launches of the Mahindra Lifestyler are expected to be staggered after the Indian launch, however Australia has been identified as a key export market for the ute.

BYD’s Fangchengbao brand has launched a new, entry-level version of its Tai 3 electric SUV in the domestic market. The Fangchengbao Tai 3 is the smallest model currently in its Titanium series of vehicles, which also includes the Tai 7 and most recently the flagship Tai 9 SUVs. Despite being an entry-level trim level, this new Tai 3 variant still has a second-generation BYD Blade lithium iron phosphate (LFP) battery pack that offers ultra-rapid flash charging. The 65.3kWh LFP battery pack is capable of charging from 10 to 97 per cent in nine minutes. This allows for a claimed range of up to 510km, according to lenient CLTC testing. Power comes from a single, rear-mounted electric motor that produces 240kW and 305Nm. This is enough to send it from 0-100km/h in 6.9 seconds. Other versions of the Fangchengbao Tai 3 in China feature a larger 75.6kWh LFP battery pack that’s also capable of ultra-rapid flash charging. It can similarly be charged from 10 to 97 per cent in nine minutes. A rear-wheel drive version comes with the same 240kW electric motor, but with the larger battery pack it’s claimed to offer up to 620km of CLTC-claimed range. There’s also an all-wheel drive version, which adds a front-mounted electric motor for a total system output of 375kW. It is claimed to do the 0-100km/h sprint in 4.7 seconds. This flagship all-wheel drive version of the Tai 3 with the larger 75.6kWh LFP battery offers up to 565km of CLTC-claimed range. In China this new, entry-level version of the Tai 3 is priced from 143,800 yuan, which equates roughly to A$30,200. It’s 10,000 yuan (~A$2100) more affordable than the rear-wheel drive version with the larger 75.6kWh LFP battery pack. It’s priced from 153,800 yuan (~A$32,300). Lastly, the top-spec, all-wheel drive version of the Tai 3 is priced from 169,800 yuan (~A$35,650). BYD’s Fangchengbao brand isn’t currently offered in Australia, however a number of its models fall under the premium Denza brand locally. These include the Fangchengbao Bao 5 and Bao 8, which are called the Denza B5 and B8, respectively, in Australia. While the Fangchengbai Tai 3 hasn’t been confirmed for an Australian launch, it is launching in markets like Costa Rica and Thailand badged as the Denza B3. The latter country is notable as it’s a right-hand drive country, like Australia. This makes a local launch of this car with Denza branding a step easier. BYD has trademarked the name B3 in Australia for use as an automobile, however this does not guarantee that the Chinese carmaker plans to launch the vehicle locally. Many carmakers trademark names to ensure other carmakers don’t use them.

Genesis Australia has confirmed it plans to introduce hybrid power, but it’s unclear which models will receive it. This comes after the South Korean carmaker revealed the GV80 Hybrid, its first hybrid model. It will launch in South Korea next month and it’s unclear if the company plans to export it to other countries. “Genesis will introduce its first hybrid model next month in Korea, with Australia to follow in 2027. At this time, we can’t confirm which Australian models will receive hybrid powertrains or when,” said a Genesis Australia spokesperson. “In parallel (to our HEVs), we are also developing EREV technology as part of our ongoing efforts to broaden our electrification portfolio – however we cannot confirm a timeline for introduction at this stage. “These new electrified powertrains are being developed not only to deliver greater efficiency, but also to provide the refinement, performance, and driving experience that customers expect from a Genesis.” The GV80 Hybrid is claimed to have the company’s “next-generation hybrid system”. It adopts a parallel hybrid system that, unlike Toyota-style series-parallel hybrid systems, mechanically links both the engine and electric motor(s) to the driven wheels. The Genesis system uses a 2.5-litre turbocharged four-cylinder petrol engine with a starter-generator electric motor and a drive electric motor. Total system outputs are 258kW and 529Nm, which is 34kW and 107Nm more than the standard, non-electrified 2.5-litre turbo engine in the GV80. It’s claimed to be able to do the 0-100km/h sprint in 7.1 seconds. Power is sent to the rear wheels only through a seven-speed transmission. There’s a higher first-gear ratio to enhance initial acceleration, as well as a lower final drive ratio to reduce drivetrain noise. Reverse is conducted on electric power alone. At this stage Genesis hasn’t confirmed the GV80 Hybrid’s fuel consumption figures. This will be announced after certification has been completed. Genesis claims the GV80 Hybrid is around 25 per cent more fuel efficient than the regular GV80, with the non-electrified 2.5-litre turbo engine, rear-wheel drive and 19-inch wheel configuration. This vehicle isn’t offered in Australia. The entry-level GV80 2.5T Signature locally features the 2.5-litre turbo engine, but it’s all-wheel drive and has larger 22-inch alloy wheels. It’s claimed to consume 10.4L/100km. Genesis claims the GV80 Hybrid utilises its EV mode until around 30km/h when the engine is cold, plus it’s maximised in urban areas with stop-and-go traffic. There’s also a hold function to keep the battery charged at a certain level, as well as smart regenerative braking. The GV80 Hybrid differentiates itself from the rest of the GV80 line-up with a redesigned front grille and alloy wheel design. Inside there are four new two-tone interior colourway combinations to choose from, including Obsidian Black and Taiga Green, as well as Ultramarine Blue and Travertine Beige. Additionally, there are two new real wood trim options and quilting patterns available. At this stage it appears the GV80 Hybrid will only be offered in five-seat form as the South Korean carmaker hasn’t disclosed anything about offering a six- or seven-seat version. The location of the high-voltage battery pack likely limits packaging for the third row. It’s understood that Genesis is soon revealing its GV90 flagship electric SUV, however the brand is also working on various hybrid technologies, despite previously saying it would skip this to go all-in on EV technology. In addition to the parallel hybrid technology seen first in the GV80, Genesis is working on range-extender (REEV) hybrid technology which uses the engine to charge up the battery pack. It does not directly power the wheels. At this stage it’s unclear which Genesis vehicle will be the first to adopt this REEV hybrid technology. It could also feature in the GV80 given it’s the brand’s current flagship combustion-powered SUV. Other Genesis vehicles that may receive hybrid powertrains in the future include the GV70 SUV, as well as the G80 sedan. It’s understood this may happen within the next two years.

GWM will soon finally offer a diesel powertrain in its Tank 500 SUV in Australia, more than two years after it originally launched. Diesel engines are still preferred by buyers of these large, body-on-frame SUVs in Australia. It’s with this in mind that GWM is aiming squarely at the top-selling Ford Everest, Isuzu MU-X and Toyota Prado with this new version of the Tank 500. Ahead of the launch in September, CarsGuide had the opportunity to test a pre-production version of the Tank 500 with the new 3.0-litre diesel at a private proving ground. This new 3.0-litre diesel produces 170kW and 620Nm, which is astounding for a four-cylinder engine. It produces more torque than the Everest’s V6 turbo-diesel, while power is only slightly down. This is mated to a nine-speed automatic transmission with drive sent through a part-time four-wheel drive system. GWM unfortunately hasn’t packaged a full-time four-wheel drive system – which allows for all-wheel grip on sealed surfaces and was fitted to all versions of the Tank 500 to date – but claims this was done to reduce weight and fuel consumption. Despite the healthy power and torque figures, the claimed fuel consumption isn’t as high as you’d expect. GWM claims it consumes 7.1L/100km, beating the Everest V6 (8.5L/100km), MU-X 3.0-litre (7.6L/100km) and Prado (7.6L/100km). The entry-level Lux version has a 78L fuel tank and this allows for a theoretical total range of 1098km. The top-spec Vanta version, on the other hand, adds a 53L long-range tank for total fuel capacity of 131L, allowing for a theoretical total range of 1845km. The latter is a game-changer for those who tackle long distances in the outback if the claim is reflective of real-world fuel consumption. The Tank 500 Vanta 3.0-litre diesel's larger fuel tank makes it heavier. It has a hefty kerb weight of 2705kg, which is 70kg more than the Tank 500 Lux 3.0-litre diesel with the standard fuel tank and almost 200kg more than the Everest Platinum. This extra weight eats into the payload. The Lux version offers 760kg while the Vanta version offers 690kg. All Tank 500 3.0-litre diesel variants house seven seats and this amount of payload may mean you need to choose whether you load up passengers or cargo. It’s worth noting the Tank 500 Ultra PHEV has a payload of 610kg, despite having only five seats. Thankfully, all versions of the Tank 500 3.0-litre diesel retain a 3500kg braked trailer towing capacity. There are also locking front and rear differentials. One of the things you notice when taking off in the Tank 500 3.0-litre diesel is the lack of lag. The initial throttle response is snappier and more linear than hybrid and PHEV versions of this car, which at points could feel like nothing and then everything happened from standstill. This added refinement is even more prominent on the move as there’s so much oomph available. Peak torque, which again is a healthy 620Nm, is available from 1400-2400rpm and this allows the transmission to switch up gears quickly, keeping the revs low. Rolling acceleration is great and if required the transmission will happily dive back through the gears. On many occasions, though, only a small increase in throttle application is needed to get things moving quicker, even at higher speeds. As expected, there is a plethora of drive modes to select from, but there is now a ‘Towing’ mode that alters the engine and transmission calibrations. Annoyingly, it cannot be selected using the rotary dial on the centre console and requires you to dig into sub-menus on the touchscreen. An element of the driving experience that stands out is how refined the engine is, even when pushed harder. The noise, vibration and harshness (NVH) inside the cabin is subdued, arguably even more so than the related Cannon Alpha. Although we drove a pre-production vehicle on proving ground roads, the new local suspension and steering tune feels a lot more controlled, balanced and direct than previous versions of this SUV.   GWM hasn’t fully detailed pricing and specifications for the Tank 500 3.0-litre diesel line-up yet. However, two variants will be offered: an entry-level Lux and a blacked-out Vanta. The Chinese carmaker said the line-up will start from mid-$60K, drive-away. For reference, the Ultra PHEV, which is the only other variant offered locally now, is priced from $79,990, drive-away. This pricing undercuts its key rivals by a considerable margin. They are priced as follows: Ford Everest Platinum: $82,917, before on-road costs Isuzu MU-X X-Terrain: $77,100, before on-road costs Toyota Prado Kakadu: $100,620, before on-road costs It’s worth noting GWM uses drive-away pricing, rather than before on-road costs. This makes the relative pricing of the aforementioned rivals even higher. Although full specifications haven’t been announced yet, available features include the following: Continental tyres (NEW, Vanta only) Panoramic sunroof 12.3-inch digital instrument cluster 14.6-inch touchscreen multimedia system 50W wireless phone charger Built-in trailer brake controller (NEW) Heated steering wheel Nappa leather-accented upholstery Massaging front seats Front and rear diff locks GWM hasn’t detailed the standard safety suite in the Tank 500 3.0-litre diesel yet, but it’s expected to mirror the Ultra PHEV. A number of the active safety systems, including the adaptive cruise control, have been tweaked thanks to local tuning. The surround-view camera system has also been adjusted to better suit towing. Hybrid and PHEV versions of the Tank 500 currently have a maximum five-star ANCAP safety rating based on testing conducted in 2024. All GWM vehicles are currently covered by a seven-year, unlimited-kilometre warranty. Logbook servicing is required every 12 months or 15,000km and the capped-price servicing details haven’t been announced yet. GWM currently has 124 dealers in Australia and they’re spread across urban, regional and rural areas.

Mercedes-Benz is officially walking back from its high-performance AMG four-cylinder models as it discontinues two key models. The Mercedes-AMG GLC43 and GLC63 S E Performance are being discontinued in Australia in favour of the new six-cylinder powered AMG GLC53. “At this stage, we don't have any further updates to share regarding future shipments of the model,” said a Mercedes-Benz Australia spokesperson. They also confirmed a “limited number” of AMG GLC63 S E Performance examples are still available in Australia. However, neither the GLC43 or GLC63 S E Performance can be selected using the carmaker’s stock locator on its website. Both the current-generation Mercedes-AMG GLC43 and GLC63 S E Performance launched locally in 2024 and saw a major change in the engine department. In previous-generation guise the AMG GLC43 had a six-cylinder engine, whereas the AMG GLC63 had a V8 engine. Both now have a 2.0-litre turbocharged four-cylinder petrol engine that’s shared with the AMG A45, among others. The AMG GLC43 is a 48V mild-hybrid with an electric turbocharger, while the AMG GLC63 S E Performance is a plug-in hybrid (PHEV) that’s augmented with an electric motor and has monstrous total system outputs of 500kW and 1020Nm. Ever since both electrified four-cylinder AMG GLCs launched locally, the reception has been lacklustre and feedback has been harsh. As a result Mercedes-AMG has corrected its trajectory to better mirror what Audi and BMW are doing. The new GLC53 has a 3.0-litre turbocharged inline-six-cylinder petrol engine with a 48V mild-hybrid system for total system outputs of 330kW and 600Nm. At this stage the AMG GLC43 and AMG GLC63 S E Performance are the only electrified four-cylinder-powered AMG models to be discontinued locally. A report from German publication Elektroauto-News from November indicated production of the aforementioned AMG GLC models, as well as the related AMG C43 and C63 S E Performance ended around May 2026. At this stage both the AMG C43 and C63 S E Performance remain on the Mercedes-Benz Australia website. It’s worth noting the German carmaker hasn’t globally revealed an inline-six-cylinder-powered C53 yet, if that’s in the plans. Other AMG models that are set for discontinuation, according to the Elektroauto-News report, include the GLA35. Mercedes-Benz recently revealed the new-generation GLA and the range-topping AMG version may become electric, like the related AMG CLA45. Regardless of the report, it’s clear Mercedes-Benz is moving away from its electrified four-cylinder engines. The German brand is currently testing a flagship version of the CLE coupe which is understood to have twin-turbo V8 power. In addition to the inline-six-cylinder-powered AMG GLC53, the current-generation Mercedes-Benz GLC continues to be offered in a number of core trim levels. These include the GLC200 and GLC300 which both feature turbocharged four-cylinder petrol engines. The GLC350e PHEV launched locally in 2025 and it similarly features a 2.0-litre turbocharged four-cylinder petrol engine, but has an electric motor for total system outputs of 230kW and 550Nm. It also features a 25.4kWh lithium-ion battery pack that allows for up to 104km of NEDC-claimed electric range. In addition to the combustion-powered GLC models, Mercedes-Benz is soon set to introduce an electric version of the GLC that’s based on a separate platform called MB.EA. So far a single GLC400 with a dual-motor all-wheel drive powertrain has been detailed, however it’s expected a high-performance AMG model, as well as lesser trims will come in the future.

Toyota is commonly known for creating solid vehicles that are easy to recommend and generally simple to live with. However, the Japanese carmaker understandably has also had some vehicles that are solid, but not as class-leading or recommendable in their respective segments. Recent examples include the HiAce-based Granvia people mover and HiLux-based Fortuner SUV. But now Toyota has arguably one of the most perplexing new products on its hands in Australia that no matter which way you look at it, it doesn’t make sense. This is the LandCruiser 300 Series Performance Hybrid. The LandCruiser 300 Series Performance Hybrid, which itself is a mouthful, is a new flagship engine offering in Australia, sitting above the existing 3.3-litre six-cylinder turbo-diesel. It combines a 3.5-litre twin-turbo V6 petrol engine with an electric motor generator for total system outputs of 341kW and 790Nm. It’s called i-Force Max and it's a virtually identical set-up to the Tundra pick-up but there’s slightly more power. This makes it the most powerful road-going LandCruiser ever. In fact, it’s the most powerful Toyota production car ever offered in Australia. More than the GR Supra, TRD Aurion and even the previous V8-powered LandCruiser. Compared to other Toyota series-parallel hybrid powertrains, the LC300’s set-up is quite different. It’s a parallel set-up that has the electric motor generator sit between the petrol V6 engine and the 10-speed automatic transmission. This means the engine or the electric motor can independently power the wheels, or they can both provide grunt at the same time. There’s also a direct mechanical connection, meaning the full-time four-wheel drive system remains intact. While Toyota has attempted to hedge its bets with the Performance Hybrid naming, this vehicle is far from efficient. It’s claimed to consume 10L/100km on the combined cycle, according to ADR 81/02 testing. This is more than diesel-powered LandCruiser is claimed to consume 8.9L/100km on the combined cycle, according to ADR 81/02 testing. What makes it worse is the Performance Hybrid version of the LC300 has a smaller 98L fuel tank, compared with the diesel, which has an 110L fuel tank. This means the former has a significantly shorter overall driving range. The kicker is the LC300 Performance Hybrid requires a minimum of 95 RON premium unleaded petrol. While this may still be a little cheaper to purchase than diesel in some circumstances, premium unleaded petrol isn’t as prolific as diesel, especially in remote areas. Toyota prides itself on building vehicles that are capable of tackling the most challenging and remote terrain, but if you can’t find anywhere to fuel up, what’s the point? It’s disappointing as the LC300 Performance Hybrid is an incredibly capable vehicle off-road. In GR Sport trim it retains the front and rear diff locks, crawl control and turn assist functions, as well as the E-KDSS suspension system.   The placement of the high-voltage battery pack in the LC300 Performance Hybrid limits the interior practicality. All versions of this car are currently only offered with five seats. For full transparency, the LC300 Performance Hybrid is only offered on the range-topping Sahara ZX and GR Sport trims and they only offer five seats with the diesel engine too. However, there are lesser versions of the LC300 with the diesel engine that offer the flexibility of seven seats. For some families this is a major consideration. While the LC300 Performance Hybrid does have 910L of boot space, this is 216L less than the diesel as the floor is slightly higher. Thankfully the boot packaging isn’t as awkward as it is in seven-seat versions of the Prado. There are two versions of the LC300 Performance Hybrid currently available in Australia – the Sahara ZX and GR Sport, which are already range-topping versions of this car. They’re currently priced from $156,740 and $156,990, before on-road costs, respectively. This is around $8000 more expensive than the equivalent diesel-powered model. Beyond the different engine, the Performance Hybrid gains the following over the diesel: Full electric power-assisted steering system (diesel models retain hydraulic power steering) Upgraded 1500W power socket in the boot 40/20/40 split-folding second row of seats. Honestly I’m not sure. I see no feasible or justifiable reason why you could or should buy the Performance Hybrid version of the LC300 over the diesel. Sure it’s nice to have extra power, but how often are you actually using it? Plus, the diesel is already powerful and torquey enough. It doesn’t help that the transition from electric to petrol power can occasionally be a touch stilted. Plus, the car can barely accelerate on electric power alone, forcing the engine to fire again. One thing that’s undeniable is the petrol V6 petrol has a fantastic note. It’s gruff, burbly and full of character. The simple answer to this question is the diesel engine. However, if you like the LC300 Performance Hybrid’s 3.5-litre twin-turbo V6 petrol engine, there are a number of options available with the same engine, sans electrification. The most obvious answer is the Lexus LX, which is the luxurious version of the LC300. The entry-level LX600 is priced from $167,700 before on-road costs, which is almost $11,000 more than the LC300 Performance Hybrid. It produces slightly less power and is claimed to use more fuel, however you get the flexibility of having seven seats. Another option is the slightly smaller Lexus GX550, which is essentially a fancier version of the Prado. It has the same twin-turbo V6 petrol engine but it has a less powerful tune. The line-up starts from $118,320, before on-road costs and depending on the trim level there is the availability of seven seats, though it’s a smaller car than the LC300. If this is still too much money, the Denza B8 may be a good alternative. It starts from $93,195, before on-road costs, offers three rows of seating and has a 3500kg braked towing capacity. The B8 is also a plug-in hybrid (PHEV) and has a larger 36.8kWh battery pack which offers up to 115km of electric range, according to NEDC testing.