Articles by Jack Quick

Sales of Mazda’s Tesla Model 3 rival are now fully on tap in Australia and we finally have an understanding of how it’s stacking up on the sales chart. As detailed in the latest VFACTS sales report, Mazda sold a total of 283 examples of the 6e electric liftback during July in Australia. This is off the back of the Japanese carmaker selling 28 examples of the 6e in June. Mazda has only reported two months of 6e sales in Australia so far and the figures may be higher than usual due to initial customer backlogs and demonstrator coverage across its dealer network. This will likely equalise over the coming months, giving a clear picture of demand and sales. Tesla sold a total of 134 examples of the Model 3 electric sedan in July, as detailed in the latest EV Council sales report. This is down 63 per cent compared to July 2025. Until the end of July a total of 3326 Model 3 examples were sold, which is down 18.4 per cent year-on-year. BYD, on the other hand, sold a total of 394 examples of the Seal electric sedan in July. This is up 44.3 per cent compared to July 2025. Until the end of July a total 3048 Seal examples were sold, which is up 62 per cent year-on-year. The Mazda 6e liftback is the Japanese carmaker’s second electric vehicle (EV) in Australia, following the niche MX-30 EV SUV that was offered earlier this decade. It’s produced in China in partnership with its joint venture Changan Mazda. It shares its platform with the Deepal SL03. Two versions of the 6e are offered in Australia – GT and Atenza. Pricing starts from $49,990 before on-road costs. All versions are powered by a single, rear-mounted electric motor that produces 190kW and 290Nm. This is fed by a 78kWh lithium iron phosphate (LFP) battery that allows for up to 560km of WLTP-claimed range. Following the launch of the 6e electric liftback, it’s soon launching an SUV counterpart called the CX-6e. Like the 6e, it’s made in China in partnership with Changan Mazda. Two versions of the CX-6e are set to be offered – GT and Azami. Pricing starts from $53,990 before on-road costs, which is $4000 more than the 6e.   Despite this, SUVs sell in much higher volumes than passenger cars (sedans, liftbacks and hatchbacks) in Australia. For context, Tesla has sold a total of 25,040 examples of the Model Y/Model Y L in Australia so far this year. It’s by far the best-selling EV and the third best-selling car overall, behind only the Ford Ranger and Toyota HiLux. With this in mind, it’s likely that Mazda will have higher sales of the CX-6e electric SUV than the 6e electric liftback. We’ll have to wait and see how it stacks up once it properly launches.

Audi has officially launched the plug-in hybrid (PHEV) version of its new, third-generation Q5 mid-size SUV in Australia. Dubbed the Audi Q5 e-hybrid, it has launched much earlier in the model lifecycle this time around. There are still the classic SUV and swoopier ‘coupe’ SUV body styles. Competition in this segment is fierce and this new Q5 e-hybrid has to compete against the likes of the BMW X3, Lexus NX, Mercedes-Benz GLC and Volvo XC60, all of which now offer PHEV variants. The 2026 Audi Q5 SUV e-hybrid is priced from $96,818, before on-road costs, whereas the Q5 Sportback e-hybrid is $3500 more at $100,318, before on-road costs. This notably brings price parity with the Q5 TFSI quattro 200kW. It follows a similar structure Audi introduced when it launched the A5 e-hybrid last year and it’s a great motivator to incentivise electrification. The pricing also sees it compete with the following: Lexus NX450h+ F Sport: $96,090 before on-road costs Mercedes-Benz GLC350e: $99,817 before on-road costs Volvo XC60 Ultra T8 PHEV: $101,990 before on-road costs It costs a little less than the BMW X3 30e xDrive ($107,700 before on-road costs). Standard equipment for the Audi Q5 SUV e-hybrid includes: 20-inch alloy wheels Matrix LED headlights Panoramic glass sunroof Hands-free power tailgate 11.9-inch digital instrument cluster 14.5-inch touchscreen multimedia system Three-zone climate control Leather-appointed upholstery However, opting for the e-hybrid brings unique features like: Sport suspension Black exterior package Privacy glass for the rear windows Red brake calipers Auxiliary air-conditioning Multiple charging cables On top of standard the equipment, you can very easily add thousands to the asking price with optional extras: Premium pack: $5900 Tech pro pack: $5400 Winter pack: $1350 Adaptive air suspension: $4650 Ventilated front seats: $2200 Front dash cam: $1000 The 2026 Audi Q5 e-hybrid is powered by a familiar 2.0-litre turbocharged four-cylinder petrol engine with an electric motor. Total system outputs are an unchanged 270kW and 500Nm. It’s a step up in power over the Q5 TFSI quattro's 200kW and brings it in-line with the V6-powered SQ5.  The claimed 0-100km/h sprint is 5.1 seconds. There’s plenty of oomph on tap, but when the petrol engine revs harder, the note isn’t awe-inspiring. Feeding the electric motor is a 25.9kWh lithium-ion battery pack that allows for up to 88km of WLTP-claimed electric driving range. This is up from 55km in the previous-gen car. AC charging has been upped from 7.2kW to 11kW, but fully charging the battery still takes 2.5 hours due to its larger size. There are no DC fast-charging capabilities. For 2026, all Q5s gain physical scroll wheels on the steering wheel. They’re easy to use and have a tactile feel. It feels like Audi should have had these from the start. However, it’s disappointing there still aren’t many physical buttons around the cabin. You’re required to use the touchscreen to change the climate control settings, for example. The few physical buttons are glossy piano black, meaning they easily attract fingerprints with use. Another difference is the new multimedia interface. It looks nice on the central touchscreen and the additional apps give the optional passenger display more use, but configurability on the digital instrument cluster has been reduced. It’s a big step back as Audi used to lead the game on this front. The rest of the Q5 e-hybrid’s interior is virtually identical to the regular Q5. However, boot space is reduced due to the placement of the battery.  There is 438L in the SUV and 433L in the Sportback, expanding out to around 1300L with the seats folded for both. Like many PHEVs, there is no spare tyre available. There’s only a tyre repair kit which isn’t helpful if you have a proper puncture. The Q5 e-hybrid is a comfortable and serene place to be while driving around. It’s inherently quiet in EV mode and you barely notice when the petrol engine fires up. As standard there is sport suspension with frequency-selective dampers, but you can option adaptive air suspension which further irons-out road imperfections and allows the ride height to change. I’d personally save my cash as the standard set-up is compliant and supple enough. The Q5 gains a long-range radar for 2026 and it can occasionally be overly sensitive when using adaptive cruise control. Additionally, there is finally active lane-keep assist, but it tends to ping-pong within the lane. The Q5 e-hybrid comes with the following safety equipment: Nine airbags Autonomous emergency braking (AEB) Blind-spot monitoring Rear cross-traffic alert Adaptive cruise control Lane-keep assist Front and rear parking sensors Surround-view camera SOS emergency calling Like all Audis, there is a five-year, unlimited-kilometre warranty. Logbook servicing is required every 12 months or 15,000km. Pricing hasn’t been confirmed yet. There are a total of 82 Audi dealer and service centres in Australia.

Two of Audi’s most affordable models are headed for the chopping block in Australia after production ended earlier this year. Audi Australia has confirmed there is only dealer stock remaining of the A1 hatchback and Q2 small SUV. Global production for both vehicles ceased in April 2026. “Once it's gone, it’s gone,” said Australia Australia Managing Director Jeff Mannering to CarsGuide. “There's still some in stock here in Australia, so just need to contact their local dealer because every dealer is in a different scenario,” added Audi Australia PR Manager Claudia Muller. The Audi A1 and Q2 were the German brand’s most affordable models in Australia. In the end only a single 40 TFSI S Line trim of the A1 is now available and it’s currently priced from $51,500, before on-road costs. Then with the Q2 an entry-level 35 TFSI is available from $49,400, before on-roads, as well as a Q2 35 TFSI S Line edition at $50,900, before on-road costs. Once remaining stock of the A1 and Q2 have been sold, the next most affordable Audi in Australia will be the A3 TFSI 100kW hatchback at $54,800, before on-road costs. The original Audi A1 was first revealed in production guise in 2008 and over its lifecycle there have been two generations. The second-generation launched locally in 2019. The A1 is based on the same Volkswagen Group MQB A0 platform as the current Volkswagen Polo. Then the Q2 was revealed in 2016 and launched locally in 2017. Although there have been numerous updates, only one generation of this small SUV has been offered. The Q2 is based on the same Volkswagen Group MQB A1 platform as the Skoda Karoq and outgoing Volkswagen T-Roc, among others. Both the A1 and Q2 formed as entry-level models to the Audi line-up both locally and globally. However, sales have declined over recent years and the German carmaker instead pivoted to other segments where there are more sales to be had. Although Audi is discontinuing two of its most affordable models in Australia, it’s gearing up to globally reveal the new A2 e-tron in November. This new electric hatchback will be the brand’s new entry-level model globally. At this stage there’s no word on whether it will come to Australia. It’s based on a version of the MEB+ platform that underpins the likes of the Volkswagen ID.Polo and ID. Cross, Skoda Epiq and Cupra Raval. Multiple versions of the A2 e-tron will be offered but, depending on the variant, total system outputs are up to 240kW/545Nm and WLTP-claimed range is up to 476km.

BYD’s Fangchengbao brand has officially revealed its new large, three-row SUV in China. Dubbed the Ti9, it’s essentially a longer version of the Ti7, which was revealed last year. Many of the car’s details were revealed as part of a listing from China’s Ministry of Industry and Information Technology (MIIT), as reported by Car News China. Power comes from a plug-in hybrid (PHEV) set-up including a 1.5-litre turbocharged petrol engine that produces 115kW and dual 200kW electric motors. No total system output figures have been disclosed yet. Feeding the electric motors is a 66.48kWh lithium iron phosphate (LFP) battery that allows for up to 310km of pure electric range, according to an undisclosed testing cycle. The Ti9 measures in at 5270mm long, 1999mm wide and up to 1880mm tall, with a 3130mm wheelbase. This makes it roughly the same size as Denza B8. It also offers a six-seat configuration in a 2+2+2 layout, meaning it will go up against rivals like the Denza N9 and Li Auto L9, among others, in China. The MIIT listing notes the Ti9 has a kerb weight of up to 2965kg, depending on the trim level, plus a gross vehicle mass (GVM) of 3495kg. This means it only has a payload of 530kg. The vehicle also offers a braked towing capacity of up to 2000kg. Fangchengbao hasn’t fully detailed the standard equipment list for the Ti9 just yet, however the MIIT listing shows the following: 21- or 22-inch alloy wheels Sunroof Full-width light bar Active intake grille Silver skid plate Split rear tailgate Large central touchscreen that spills into the front passenger space Interior ambient lighting The Ti9 also has a hump on the roof which typically means it’s fitted with a LiDAR sensor. This means the car should offer some level of semi-autonomous driving functionality. Additionally, the car is expected to feature BYD’s ultra-rapid flash charging capabilities. At this stage it’s unclear whether the Fangchengbao Ti9 will come to Australia as for now the company has only detailed it for China in left-hand drive form. The smaller Ti7 was recently confirmed for a UK launch with BYD branding. This means the car will be made in right-hand drive. BYD has reserved the Ti7 and Ti9 names in Australia, but that is no guarantee the vehicles will come here. Right now BYD currently offers two Fangchengbao models, the Bao 5 and Bao 8, as the Denza B5 and B8 in Australia.

GWM is soon rolling out its new 3.0-litre four-cylinder turbo-diesel engine to its Cannon Alpha dual-cab ute and Tank 500 SUV in Australia. In fact, Australia is leading the roll-out of this new, larger diesel engine. Ahead of the launch in September, CarsGuide had the opportunity to test these vehicles in pre-production guise on a private proving ground. This time around we’ll specifically be focusing on the Cannon Alpha. The Chinese carmaker claims it is gunning for the top-selling Ford Ranger, Toyota HiLux and Isuzu D-Max with the Cannon Alpha 3.0-litre diesel. Replacing the outgoing 2.4-litre four-cylinder turbo-diesel, the larger and all-new 3.0-litre four-cylinder turbo-diesel engine produces 170kW and 620Nm, which is astounding for a four-cylinder engine. It produces more torque than the Ranger’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. It’s unfortunate GWM hasn’t been able to package a full-time four-wheel drive system which allows for all-wheel grip on sealed surfaces, like it had in all versions of the Cannon Alpha to date, but it claims it did so to reduce weight and fuel consumption. Even though this 3.0-litre diesel engine produces more power and torque than the outgoing 2.4-litre unit, it’s claimed to consume less fuel. GWM claims the Cannon Alpha 3.0-litre diesel consumes an average of 7.3L/100km, according to ADR 81/02 testing. For context, the same ute with the 2.4-litre diesel was claimed to consume 8.9L/100km. This claimed fuel consumption figure is better than all its main competitors, including the Ranger V6 (8.4L/100km), HiLux 48V V-Active Technology (7.6L/100km) and the D-Max 3.0-litre (7.8L/100km). There is a 78L fuel tank and this allows for a theoretical total range of 1068km. Surprisingly AdBlue isn’t required, unlike a growing number of the Cannon Alpha’s rivals. One of the first things you notice when taking off in the Cannon Alpha 3.0-litre diesel is the lack of lag. The initial throttle response is a lot snappier and linear than GWM vehicles with the 2.4-litre diesel, which at points could feel like a slingshot 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 at 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 of 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 surprised me is how refined the engine is, even when pushed harder. The noise, vibration and harshness (NVH) inside the cabin is subdued, further cementing the premium feel the Cannon Alpha has become known for. Although we drove a pre-production vehicle on proving ground roads, the new local suspension and steering tune feels a lot more controlled and balanced than previous versions of this ute. It’s helped by the fact this ute has a long 3350mm wheelbase, though the 19-degree breakover angle is still a limiting factor if you plan to go hardcore off-roading without suspension mods. GWM hasn’t fully detailed pricing and specifications for the Cannon Alpha 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 under $60,000, drive-away. For reference, the Lux PHEV is $57,490, D/A and the Ultra PHEV is $64,490, D/A. This pricing undercuts its key rivals by a considerable margin. They are priced as follows: Ford Ranger Platinum: $80,890, before on-road costs Isuzu D-Max Blade: $80,900, before on-road costs Toyota HiLux Rogue: $71,990, before on-road costs It’s worth noting GWM uses drive-away pricing, rather than before on-road costs. This makes the 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) Massaging front seats Reclining second-row seats Front and rear diff locks There is still a 3500kg braked towing capacity, while payload has been increased to 945kg. It was previously up to 821kg, depending on the trim level. GWM hasn’t detailed the standard safety suite in the Cannon Alpha 3.0-litre diesel, but it’s expected to mirror the PHEV variants. All versions also 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 are spread across urban, regional and rural areas. Every state and territory has coverage.

Despite an already huge year for new model launches, there are still some key mid-size SUVs slated for Australia in the tail end of 2026 which might be worth waiting for. So far this year, new-generation versions of top-selling mid-size SUVs like the Toyota RAV4 and Mazda CX-5 have arrived, among a swathe of new contenders from challenger brands. If you’re not a huge fan of what’s currently on the market though, there may be something coming that better suits your lifestyle, budget or tastes. Here is a rundown of the five best mid-size SUVs that are still to come. They’re in alphabetical order and span both the mainstream and premium mid-size SUV segments. The current GWM Haval H7 has flown under the radar since it launched in 2025 and the Chinese carmaker is planning to hit reset with a new-generation model. GWM has confirmed it will launch the new Haval H7 in the second half of 2026 and it will feature hybrid and all-wheel drive plug-in hybrid (PHEV) power. Front and rear differential locks are also confirmed for the flagship variants, which is a major upgrade to the off-road capabilities compared to the current front-wheel drive hybrid model. Overall there’s a tougher and boxier look that’s more in keeping with the Tank models. Mazda is finally launching a rival to the likes of the Tesla Model Y and Zeekr 7X in Australia. The CX-6e is the brand’s first electric mid-size SUV and it quickly follows on the heels of the Mazda 6e electric liftback launching locally. Both vehicles have been co-developed with Changan and are built in China. The CX-6e in particular is built on the same platform as the Deepal S07, which is already offered in Australia. Locally the CX-6e will only be offered with a battery electric (BEV) powertrain, however in other markets a range-extender (REEV) hybrid is available. Mercedes-Benz is set to launch a new-generation version of the GLB SUV in Australia. Final details haven’t been locked in yet. Globally the new GLB is offered with both mild-hybrid and BEV powertrains, like the new GLA and CLA it shares componentry with. This new GLB is larger in every dimension and notably features a 60mm longer wheelbase. It’s available with both five- and seven-seat configurations. Another highlight is the ‘MBUX Superscreen’ which comprises a 10.25-inch digital instrument cluster, as well as dual 14.0-inch touchscreens for the central multimedia system and front passenger display. Skoda launched the regular Elroq electric SUV in 2025, but later in 2026 it’s readying the hotter RS version. Power comes from a dual-motor all-wheel drive set-up with total system outputs of 250kW and 545Nm. This is enough to send it from 0-100km/h in 5.4 seconds. The electric motors are fed by an 84kWh lithium-ion battery pack which allows for up to 550km of claimed range, according to WLTP testing. The Elroq is essentially a shortened version of the Enyaq electric mid-size SUV. It is already offered in RS form locally with both the typical SUV and ‘coupe’ SUV body styles. Volvo fans have been waiting for an electric counterpart to the top-selling XC60 mid-size SUV for years now and later in 2026 it’ll arrive in Australia. The Volvo EX60 is based on a new platform called SPA3 and it has an 800V electrical architecture. In Australia two versions of the EX60 will be offered initially, the Ultra P6 RWD and Ultra P10 AWD. They’re priced from $86,990 and $101,990, before on-road costs, respectively. It’s understood that the range-topping P12 AWD trim, as well as a more affordable, entry-level grade will arrive in 2027.

GWM is rolling out its new 3.0-litre four-cylinder turbo-diesel engine imminently in Australia, but it’s already exploring electrification to further reduce emissions in the future. This electrified 3.0-litre diesel engine may take the form of either a hybrid or plug-in hybrid (PHEV), or both. It is expected to launch locally around 2028 to offset tightening emissions standards. “Fuel consumption has a direct relation to emissions, and we've been able to get low enough to pass the current emission standard without needing AdBlue,” said GWM ANZ Product Planning Manager Timothy Leong to CarsGuide. “In about 2028, that's when it's going to change. But even then, we haven't decided whether it's AdBlue or hybrid or what other technology we might be putting in.” It’s understood GWM is working on more diesel hybrids and PHEVs beyond the ones based on the 3.0-litre four-cylinder turbo-diesel. This likely includes electrified versions of GWM’s existing 2.0-litre and 2.4-litre four-cylinder turbo-diesel engines. It’s understood these electrified diesel engines will be used in body-on-frame vehicles in both the Hi4-T and Hi4-Z PHEV configurations. The former is more off-road focused and retains a mechanical four-wheel drive system, while the latter is more on-road focused motor and prioritises electric performance. The GWM Cannon Alpha, Tank 500 and Tank 300 are already offered with both Hi4-T and Hi-4Z petrol-electric set-ups globally. Only the Hi4-T versions are offered in Australia. It’s understood these future electrified diesel engines may be used in a transverse orientation in other two-wheel drive vehicles across GWM’s line-up. It appears the main reason why GWM is exploring electrified diesel engines is to further reduce CO2 and NOx emissions. The forthcoming GWM Tank 500 and Cannon Alpha with the regular 3.0-litre four-cylinder turbo-diesel engine are claimed to consume 7.1L/100km and 7.3L/100km, respectively, according to ADR 81/02 testing. Claimed CO2 and NOx emissions figures for the 3.0-litre four-cylinder turbo-diesel engine haven’t been published yet. Another potential benefit GWM may be targeting with its electrified diesel engines is additional performance. Electric motors are known for producing peak torque from a standstill and this may improve initial acceleration and low-speed response. GWM won’t be the only carmaker to be offering electrified diesel engines if it does roll them out in 2028. Chery is launching the Stockman dual-cab ute in Australia before the end of 2026 with a 2.5-litre four-cylinder turbo-diesel PHEV. It’s claimed to have total system outputs of 350kW and 800Nm and offer up to 100km of NEDC-claimed electric range. A petrol-electric PHEV version of the Stockman will follow and will rival the BYD Shark 6, GWM Cannon Alpha Hi4-T PHEV and Ford Ranger Hybrid. Audi, BMW, Mazda and Mercedes-Benz, among others, currently offer diesel mild-hybrid powertrains. Mercedes-Benz does offer diesel PHEV powertrains globally in a number of models, but none have ever been offered in Australia.

Ford has officially named its new mid-size electric ute ahead of an imminent reveal. Dubbed the Ford Fathom, the US carmaker claims the name is purposely meant to stand out from the crowd and it aligns with the type of buyer it’s targeting with this vehicle. The name is a big step away from Ranchero, which was pegged for a revival in previous reports. Ford claims it did explore this name, but it did not fit the new electric ute. Pre-orders for the Fathom are set to open in the US in early 2027 and at this stage it’s unclear if right-hand drive production is on the cards, but there is a strong hint it will come Down Under. The Ford Fathom is the first vehicle to be built on the US carmaker’s new Universal EV platform. It’s a modular architecture and a series of new vehicles will be based on it. Ford has confirmed the Fathom will have a starting price of US$28,350 (~A$40,330), before on-road costs, with the standard-range battery in the US. This confirms Ford is planning to offer multiple battery configurations. The Fathom’s starting price is also virtually identical to the Maverick hybrid ute in the US. The US carmaker has also confirmed all versions of the Fathom will come with the following: Five seats Vehicle-to-load (V2L) capability Cargo bed Frunk Large central touchscreen Apple Maps integration Apple CarPlay and Android Auto BlueCruise semi-autonomous driving capability At this stage Ford hasn’t officially revealed the exterior or interior design of the Fathom, but a number of camouflaged prototypes have been captured. It showed the Fathom is notably smaller than the Ranger and more on par with the Maverick for size. There’s a boxy silhouette with slab sides and a stubby glasshouse area. No official details regarding the tub dimensions, payload, towing capacity, battery capacities, range, power or torque have been confirmed yet. At this stage Ford hasn’t confirmed whether the Fathom will be produced in right-hand drive. The US carmaker has previously confirmed however that its Universal EV platform is capable of right-hand drive. Ford has reserved the Fathom name in Australia to use on "motor vehicles, namely, gasoline and electric automobiles, pick-up trucks, vans, sport utility vehicles and their structural parts", according to the trademark filing. This sounds like the just confirmed Fathom and leaves the door open to an arrival in the future. As it currently stands Ford doesn’t offer any electric ute in Australia. The now-defunct F-150 Lightning was never officially offered through local Ford dealers, though some were imported and remanufactured to right-hand drive by third parties. The Ranger is by far Ford’s best-selling vehicle in Australia and it has been the best-seller Down Under overall for three consecutive years. It is now offered in a sprawling number of versions, including the Super Duty and plug-in hybrid (PHEV), but no fully electric offering is available. If the Ford Fathom does come to Australia it will form as a rival to the KGM Musso EV, which is also built on a monocoque platform, rather than a tougher body-on-frame architecture, like the Ranger.

We’re more than halfway through 2026 and I can definitively say that this year's new cars are the ugliest to date. Sure you can argue the plastic fantastic cars of the late 1990s and early 2000s, or the asthmatic land yachts from the mid-to-late 1970s looked the worst, but so far this year what carmakers have been revealing is an assault to the eyes. Suspect number one is the Ferrari Luce. The Italian carmaker’s recent car design has been rather indistinguishable from model to model. For example, if you told me to tell you the difference between a 849 Testarossa and 12Cilindri and Amalfi, I’d really struggle. I say this as a die-hard car fan. But the Luce marked a jagged change in direction for Ferrari. It was designed by creative collection LoveFrom, which was founded by former Apple exec Sir Jony Ive. I’ll admit the interior of the Luce is stunning and the blending of digital and analogue elements is ingenious, but the exterior is a bloated mess. It’s made even worse with the fact it has a Ferrari badge on it. The Luce would make so much more sense with any other badge attached to it. This is just the tip of the iceberg. Five days before the Luce was revealed, Mercedes-AMG revealed its all-new AMG GT 4-Door. Mercedes did receive some negative press regarding the AMG GT 4-Door’s design, it was arguably saved by the reveal of the Luce as the news cycle and people’s attention shifted very quickly. Its design deserved to be roasted more. Like the Luce, the new AMG GT 4-Door is all-electric and it looks just as horrific. The Mercedes is much more flashy and tacky, though. I’ll admit that the overall silhouette is slick and low-sprung, like a performance car should, but the front grille and lighting signatures are a hot mess. Then inside, if you take the Mercedes-Benz badge away, the AMG GT 4-Door doesn't have anything distinguishing it specifically as a Mercedes model. Sure you could argue that the circular air vents or the screen set-up is a Mercedes design trait, but there is more to design language than this. Lastly there’s the new Nissan Juke, which is all-electric and a European-focused model, meaning it’s not coming to Australia. The Juke has always had a polarising design, but this new-generation takes it to the next level. There are so many creases and lines on the outside that it looks like the car has been pre-crashed or perhaps hasn’t fully rendered yet. I will admit that with certain colour combinations the new Juke does look cool, but the lighting, especially the tail lights look silly. They’re mounted so low and are too large. While the new Juke stands out too much, there are a plethora of gargantuan Chinese SUVs with range-extender (REEV) powertrains that are indistinguishable from each other. They’re all large blobs on wheels with ginormous grilles. Examples that have been revealed so far in 2026 include the IM LS9 Hyper, Wey V9X, XPeng GX and the Zeekr 8X. Many more will likely pop up before the end of the year. Although there have been some shockingly bad-looking cars revealed this year, there are still some diamonds in the rough. 2026 also seems to be the revival of the wagon. Some highlights include the new Audi RS5, which is available in liftback and wagon, as well as the new A6 allroad, which has some of the best and most exaggerated rear wheel arches that I’ve seen on a production car for a long time. The new Dacia Striker is a beautiful-looking car that has just the right amount of wagon and crossover SUV design elements. It’s segment-busting in the same way as the Peugeot 408 and previous-generation Subaru Outback are. It’s worth noting once again that 2026 is only halfway through and there is still another six months to go. There’s still time to turn things around in terms of new car design, but I’ll believe it when I see it.

Mitsubishi will soon reveal its new Pajero off-road SUV, but there is a whole family of Pajero models coming. The Japanese carmaker first announced this intention as part of its ‘Mid-Long Term Vision’ presentation in May 2026. All three Pajero models were teased with their boxy, upright silhouettes revealed. Broadening the Pajero nameplate follows a similar ethos to what Toyota is currently doing with the LandCruiser. There is the full-size LandCruiser 300 Series, the iconic LandCruiser 70 Series, the LandCruiser Prado and now the smaller LandCruiser FJ. Even more LandCruisers are planned in the future, including an electric one. Mitsubishi has historically offered many versions of the Pajero to supplement the full-size version. Up until recently it offered the Pajero Sport/Challenger as a Thai-produced SUV counterpart to the Triton ute. There has also been the Pajero Mini kei car, as well as the Pajero Junior and Pajero iO small SUVs. As reported by Nikkei Asia, the second Pajero model will be a mid-size model to rival the likes of the Toyota RAV4 and Mazda CX-5, or possibly the new FJ LandCruiser. Sales are reportedly due to begin in Japan around late 2028 or early 2029. It’s unclear if it will be exported to other countries yet, but mid-size SUVs are incredibly popular in Australia. This mid-size Pajero will reportedly be manufactured in Japan and be built on a dedicated platform, while sharing componentry with the Outlander. It’s unclear if this means it’ll be built on a more rugged ladder-frame or road-going monocoque platform. It will reportedly be differentiated from its rivals by offering electronically controlled four-wheel drive. There will also reportedly be a hybrid powertrain. Tougher exterior styling is expected to differentiate it from the Outlander. Mitsubishi has teased a third Pajero model is in the pipeline and it will reportedly be a compact version that may slot into kei car regulations in Japan. If this is the case, this means the compact Pajero will need to be no longer than 3400mm, no wider than 1480mm and no taller than 2000mm. It must also have an engine no larger than 660cc that can produce up to 47kW. This compact Pajero will reportedly be produced in Japan and be a key rival to the likes of the Suzuki Jimny, among others. It won’t be the first Mitsubishi model to also spawn a kei-car version. The Japanese carmaker currently offers the Delica Mini as a smaller companion to the Delica D:5, plus it historically offered the Pajero Mini from 1994 to 2012. It’s unlikely this compact Pajero will be offered in other markets outside of Japan. Mitsubishi has previously explored introducing kei car-sized vehicles in Australia but found the required engineering work to pass local design and safety regulations would make them too costly. The new, full-size Mitsubishi Pajero is reportedly set to be unveiled on September 2 and will be on sale in Australia before the end of 2026. This comes roughly five years after the previous model was discontinued locally. Unlike previous Pajeros, this new model will be produced in Thailand and adopt its ladder-frame chassis from the Triton ute. This is more like the previous Pajero Sport/Challenger as the Pajero has historically been its own model. It’s expected the new Pajero will share a version of the 2.4-litre bi-turbo diesel engine with the current Triton. However, recent investment in Mitsubishi’s Thai manufacturing facility hinted that a hybrid version of both could be fast-tracked.