Ford TL50 Reviews

The people have spoken, and Australians are going electric, according to the latest sales data. Three electric cars were in the top 10 sellers list for September, with the Tesla Model Y (4476 sales) third overall, the BYD Sealion 7 (2687) fifth and the Geely EX5 (2008) eighth. Australians now buy electric cars in the same number as petrol and diesel vehicles. Sales of  electric, diesel, petrol and hybrid were evenly split in September, with each accounting for about a quarter of sales. Sales of electric cars account for more than 18 per cent of total sales, a rise of more than 165 per cent, and sales of battery-powered vehicles are strengthening as the year goes along. Plug-in hybrids are booming, with sales up more than 120 per cent this year. Conventional hybrids - such as those sold by Toyota - are up more than 10 per cent for the year. Petrol sales are down more than 27 per cent this year and diesel sales have falled more than 16 per cent. Despite the fall, Australians are still gravitating towards familiar petrol and diesel vehicles. The Ford Ranger was the best seller, with 5062 sales in September. This was followed by the Toyota RAV4 (4624), the Model Y, Toyota HiLux (4455) and Chery Tiggo 4 (2059). The other constant in Australia’s new-car sales list are Chinese vehicles. Hyundai, Kia, Mazda, Mitsubishi, Nissan and other long-term favourites had no individual vehicle in the top 10 sellers list. Relatively new names such as the Chery Tiggo 4, GWM Haval Jolion and Geely EX5 continue to climb up the charts. There are several names knocking on the door, with the MG ZS (1805), Jaecoo J5 (1754)  and Zeekr 7X (1628) selling strongly. Chinese-built vehicles are now by far the largest source of new cars to Australia, with more than 40,000 imports in September. The next best was Japan with roughly 23,000. This reversal of Australia’s buying habits is playing out with some of the smaller Japanese brands. Australia bought more BYD Sealion 7s or Chery Tiggo 4s than all Subarus or Nissans in September. Mitsubishi’s sales are plummeting, but it has the new Pajero and electric ASX VR-e arriving before the end of the year to help arrest the slide. Nissan is looking to China to help change its fortunes, with a range of vehicles sourced from its joint-venture with Dongfeng believed to be headed our way. This includes the plug-in hybrid Navara Pro ute and plug-in hybrid Terrano 4WD. 10 best-selling vehicles September, 2026 10 best-selling brands September, 2026

This month marks the 10 anniversary of the closure of Ford Australia’s local manufacturing facility. That final vehicle, a blue FGX Falcon XR6, rolled off the Broadmeadows factory in Melbourne’s outer north on October 7, 2016. It ended 91 years of continuous production that started in 1925 with the Model T – the car that put the world on wheels. Was Ford right to call time in Australia? Is it worse or better off now? What happens next? And will it suffer the same fate as Holden? Read on! At the time, Ford was considered the villain of the era, since it was the first of the remaining three local carmakers to announce the end of Australian vehicle manufacturing. That happened on May 23, 2013. Critics claimed it prompted a domino effect that quickly forced the hand of the other two – Holden (on December 11 that year) and Toyota (the following February) to follow suit. Australia was to no longer build vehicles, for the first time in over a century. Along with tens if not hundreds of thousands of jobs direct and indirect that vanished, we were about to lose a prized rare skill set: the ability to design, engineer and make a car from scratch. Only half a dozen or so other countries could do this. The announcements were the death knell. Toyota closed its Altona factory that made the Camry a year after Ford, on October 3, 2017, with Holden just a fortnight behind, shuttering its Elizabeth, South Australia, facility on October 20, 2017. That last red VF II Commodore SS sedan remains etched in peoples’ memories as a truly sad day. But was Ford really to blame? The reality of making vehicles locally was harsh. Right to the very end Australia’s car industry was heavily tax-payer subsidised, which is the case in many other nations with vehicle manufacturing. Yet, it struggled to compete on price, quality and reliability against many imports, and was incomprehensibly slow to react to evolving market conditions. Can you believe Ford’s Territory is the only SUV ever built in Australia? The big reason why vehicle manufacturing even existed as we knew it in the first place had to do with local industry protection. Tariffs on imported vehicles actually started as a total ban on fully-built cars in 1917, but were eventually scaled back from the 1980s. From dozens of car-making operations building vehicles in Australia, most stopped once tariff protections eased. Nissan shut up shop in 1992 and Mitsubishi in 2008. With all this in mind, by the turn of the millennium, it was largely government fleet mandates to buy Australian that supported the remaining models, including Commodore, Falcon, Territory, Camry and – crucially later on – the Holden Cruze. Prompted by falling sales and federal and state government subsidies, Ford, Holden and Toyota were encouraged to add smaller, four-cylinder models as well as more-efficient larger sedans to their locally made line-ups moving forward. The decision was made during the last big fuel crisis of 2005, that ultimately dealt the mortal blow against large cars. But it wasn’t as if the locals didn’t try. Ford developed the EcoLPi LPG system for the Falcon, along with a 2.0-litre turbo model nobody seems to remember today. Territory finally scored the diesel that buyers were crying out for at the time. Toyota started building hybrid Camrys here. And Holden put the VE Commodore on a massive diet for its transition into the VF, complete with a smaller V6, as well as aluminium and even magnesium panel technologies. With the promise of big government fleet sales, Holden and Ford also announced they would manufacture upcoming global small cars here to keep the local industry viable. The 2011 JH Cruze eventuated, but only proved a moderate success. Not long after its Australian small-car promise, Ford reneged on building what became the 2011 Focus… the one with the disastrous Powershift transmission. Instead, it pivoted to taking on the Toyota HiLux. After all, Ford Australia more-or-less invented the coupe ute back in the 1930s, and the writing was on the wall for the once-popular Falcon ute anyway. One-tonne utes were about to become king. And you know what happened next… Free from its prior global small-car commitment, Ford Australia won the contract to create the global T6 mid-sized light truck project that eventually became the 2011 Ranger (and 2015 Everest SUV). This stroke of luck cannot be overstated. Becoming a homeroom for a huge global volume model changed everything. Leveraging the Australian design and engineering team behind the Falcon/Territory projects to develop a global ute sold in over 190 markets was genius. And under different brands to boot (namely as the replacement for the Mazda B-series/BT-50 that ironically spawned the Ranger’s Courier predecessor), the T6 became a massive and enduring international success. And, reliability issues aside, probably the most acclaimed medium ute today. In time, the Ranger became Ford Australia’s best-seller, and eventually reeled in the HiLux to became number one vehicle here from 2023, ending the Toyota’s seven-year streak on top. To put that into historical context, the Falcon took 17 years to topple Holden as this country’s favourite car. Imagine if Holden was also granted a similar opportunity to design and engineer what became the 2012 Colorado, instead of GM of Brazil, to capitalise on the decades of success that the preceding Rodeo enjoyed? The brand may still have existed today. The final Commodore series made here, the VF, was perhaps the greatest Holden in history. Exported as a Chevrolet and Vauxhall, it was a crowning achievement for Australian family-car manufacturing to bow out on. Especially in HSV GTS R and W1 guises. But the VF’s demise only amplified the devastation surrounding manufacturing closure. Together, they became a one-two blow to the national psyche, as Holden was, and still is, most-closely identified as “Australia’s Own”. Inevitably, post-manufacturing, Holden never recovered. The public became downright hostile to the imported Opel Insignia-based ZB Commodore that replaced the VF in showrooms, despite having Aussie engineering input. And the once-strong Colorado, Astra and Barina suffered too. General Motors in Detroit pulled the plug in 2020. For some Australians, Holden ending entirely is a type of cultural identity grief, one that is still playing out today. Meanwhile, post shutdown, Toyota just keeps on being Toyota, business as usual, while Ford has flourished. Just as intended. Probably even more so. Like a favourite ex, Holden is time-locked in the past, with no future, while Ford is the Holden surrogate. Ford Australia has had its financial ups and downs since ceasing Australian manufacturing, but it cannot be denied that the Ranger has been a money-spinner for the brand. And, just as importantly, for Ford’s dealers. As every carmaker knows, happy dealers equal happy days. The Australian-developed Ranger (not to be confused with the previous American jalopy) is globally acknowledged as the most sophisticated ute of its type on the planet. That’s why Volkswagen chose to co-operate with Ford Australia for its second-generation Amarok. What a compliment. But hang on… how long can all the Ranger love last? Is the honeymoon over? We’ve banged on about this ad-nauseam. Ford is in danger of falling into the same trap that snared Holden in relying too much on one model line. Ranger and Everest combined make up more than 90 per cent of total volume in 2026. That’s a higher percentage than the Commodore managed in its heyday because the Barina, Astra and Colorado all enjoyed strong support, before buyers punished the brand for abandoning manufacturing. However, electrified Chinese vehicles like the BYD Shark 6 are changing the ute game. We’re in another fuel crisis and buyers are ditching diesels en-masse. Plus, the predominantly diesel Ranger and Everest are falling foul of Australia’s New Vehicle Efficiency Standards (NVES), copping debilitating fines from the government that will only worsen in time. And ever-newer ute rivals are arriving on a seemingly monthly basis, mostly cheaper electrified options from China. It seemed unimaginable back in 2016, but from next year, Ford is hoping to beat China at its own game with the Chinese (courtesy of partner Jiangling, or JMC) Bronco Basecamp. This is a midsized plug-in hybrid electric vehicle (PHEV) to take on the Toyota RAV4, BYD Sealion 6 and a host of other electrified SUVs. Other still-secret JMC-developed models also in the pipeline from China are likely to end up wearing the Blue Oval badge here. Whether there is enough Ford DNA for these newcomers to feel and drive up to the brand’s lofty standards remains to be seen. Like Kia, Hyundai and now Mazda with their respective EV5, Elexio and 6e/CX-6e models, it is also an opportunity for a legacy carmaker like Ford to snare consumers wary of Chinese vehicles thanks to having a known brand with an Australia-wide dealer network. This brilliant move might be the lifesaver Ford Australia needs. With 2026 hindsight, the end of local car making was inevitable; the total decline of sedans; market fragmentation; China’s ascension; rise of electrification, soaring fuel prices – the old ways just weren’t sustainable and wouldn’t fly today anyway. Ford was extremely lucky to have backed the Ranger ute when Holden made the wrong choice with Cruze, and it might be lucky again thanks to Jiangling. But we still miss the Falcon, Territory and everything that making Ford cars in Australia brought to this country.

Hybrid power is now mainstream for Aussie buyers.   It's an important choice for buyers transitioning from petrol- and diesel-powered cars to full EVs. Hybrid-powered cars are also important for brands as they seeks alternatives to internal combustion cars that incur fines under the New Vehicle Efficiency Standard (NVES). There are broad categories of hybrid cars in Australia, and each one has its own benefits for buyers. Here's a look at what hybrids are available, and which one might suit you best. Mild hybrid power is the first stage of electrification for cars. Mild hybrid cars can't drive on EV power alone, because they only use a small, low-voltage battery (usually) 48-volt, with a less than 1kWh capacity. The electric motor usual powers certain electrical features and the starter motor. They don't need to be charged, but they also don't offer noticeably better fuel efficiency than standard petrol- and diesel-powered cars. The popular Toyota HiLux ute is available with a 48-volt mild hybrid system, while Suzuki and Renault offer mild hybrid set-ups on some of their models. Conventional hybrid, plug-less hybrid or self-charging hybrid cars are popular in Australia. The engine works seamlessly with a bigger electric motor to maximise fuel efficiency. A conventional hybrid usually runs on electric-only power at low speeds or for short distances when cruising at higher speeds. The engine will kick in at higher speeds or when more power is needed, blending petrol and electric power. This makes fuels efficiency in urban environments or star-stop traffic better than what a petrol- or diesel-powered car would achieve. The battery in a conventional hybrid is charged by the engine and from regenerative braking, meaning the car doesn't need to be plugged in. The conventional hybrid car's battery is smaller than those in plug-in hybrid and fully-electric cars, and still requires a petrol engine to run. Toyota provides conventional hybrid set-ups on the vast majority of its Australian line-up, including its RAV4 SUV and Camry sedan. Other popular brands Kia, Hyundai and others also have affordable conventional hybrid variants on its popular models. Plug-in hybrids or PHEVs take hybrid power to the next level because they are equipped with a much larger battery and a more powerful electric motor set-up. PHEVs have a long electric-only driving range, with some capable of exceeding 200km, before the engine is needed to drive the wheels. Most new PHEVs have an EV range of at least 100km. This means daily commuters will rarely have to fill-up on fuel if they charge the battery every night. PHEVs also boast significant combined driving range as they have a regular sized fuel tank to power the engine, resulting in ranges of north of 1000km before the fuel tank and battery are depleted. Carmakers often claim PHEVs drink less than 2.0L/100km of fuel, but that requires owners to constantly charge their batteries and never let it deplete. Once the battery is depleted fuel use will skyrocket, as the small engine has to move around a heavy vehicle weighed down by the battery and electric motors. PHEVs suit a buyer with access to charging facilities, who also want outstanding fuel efficiency. Bigger Chinese vehicles usually employ PHEV set-ups, including the BYD Shark 6 ute and incoming Zeekr 8X and 9X. Range-extender hybrids, also known as Range Extender Electric Vehicle (REEV) or Extended-Range Electric vehicle (EREV), are gaining popularity globally. They are feature similar hardware to PHEVs, but work in a different way. The engine in a REEV's is used as a generator for charging the battery, and the wheels are driven by the electric motor, or motors, only. REEV's have an EV-sized battery that can also be plugged in to charge, giving these cars a driving range comfortably exceeding 1000km. Leapmotor's B10 and C10 SUVs use REEV set-ups in Australia, but the incoming Forthing Taikon 5 and the XPeng L03 will also employ the set-up when they hit showrooms. Nissan’s ‘e-Power’ hybrid system in the X-Trail and Qashqai SUVs employ REEV tech on a smaller scale, using the engine to power a small battery that powers the wheels, but this battery cannot be plugged in to charge.

If you’re an EV buyer in 2026, you need to know about this.  The Electric Vehicle Council (EVC) has revealed the state of play for electric and plug-in hybrid cars in Australia in 2026.  This is the 10th year of the ‘State of EVs’ report as more buyers bought EVs than ever before Down Under.  The report analysed the 2025-26 financial year, and how buyer trends and infrastructure, among other things, have changed in that time.  It called for several policy reforms, including targeted equity-based policy to assist economically-disadvantaged Aussies reap the benefits of EV driving. Australia’s charging landscape is diverse, it is also complex and fragmented and needs major investment, according to the report.  In June 2026, there were 4268 public charging locations, which is 235 per cent more than June 2025 There were 11,602 public charge points in June 2026, up 175 per cent compared to June 2025 The EVC said there needs to be more research into how owners charge EVs and where they need them most.  “Australia still needs substantial public charging investment, but the task is not as simple as just installing more fast chargers,” the report reads.   “Most charging happens where vehicles already park—at homes, apartment buildings, workplaces, destinations, kerbsides and depots.” The report calls for a nationally-coordinated charging roadmap and scaled infrastructure deployment. This news comes after NRMA spokesperson Peter Khoury told CarsGuide in December 2025 Australia’s charging infrastructure was lagging behind.  “We’re nowhere near. We’ve got nowhere near enough public charging,” NRMA spokesperson Khoury said.  “There are lots of areas that don’t have energy that comes from outside the energy grid so you’ve got to create energy sources at those locations.” The EVC is calling for the government to implement a range of new rules in Australia.  It wants a targeted equity-based policy to help all Australians use EVs and take advantage of the cost savings with EV adoption. The report states that EVs have lower running costs than petrol- and diesel-powered cars, with less maintenance, seeing a typical driver saving roughly $3000 per year.  The EVC said this figure did not include the substantial increases to fuel prices in 2026, with savings calculated today even higher.  It said the federal government needs to implement an updated New Vehicle Efficiency Standard (NVES) for cars sold beyond 2029 to align with 2035 emissions reduction targets.  NVES is a set of emissions rules that imposes fines on cars sold that emit high levels of CO2 into the atmosphere.  Developing a car takes a brand several years to complete, meaning carmakers need to know the rules these models will need to follow. It also said there should be a national road-user charge that does not deter EV uptake. This would differ from the current system proposed by the New South Wales government from 2027 that the EVC said would slow EV sales. The New South Wales government wants a road user charge to make up for lost fuel excise revenue and ensure all road users contribute to maintenance.  The EVC found a fully-electric or PHEV car was bought every 100 seconds on average in the first half of 2026, with one in four new car sales using an electric powertrain. The report reads cost-of-living pressures, soaring fuel prices and greater EV choice has contributed to a sharp increase in electric car uptake in 2026.  Fully-electric and PHEV sales accounted for 25.8 per cent of new car sales up to June 2026, increasing from 12.1 per cent up to June 2025 There are 196 combined full EV and PHEV models on sale, compared to 153 models in 2025 There were 157,957 electric and PHEV sales in H1 2026, up 177 per cent from H1 2025 Australia’s EV uptake is now in line with the global average, according to the International Energy Agency “So, at a time when fuel prices are fluctuating and cost-of-living continues to bite, it’s no surprise that EVs have become a popular choice,” the report states.  “As of June 2026, drivers have never had a greater choice of EVs in Australia.” Australia recently got its new cheapest electric car in the BYD Atto 1 that is being offered from $19,990 (drive-away) until December, 15 2026.

What does it say about us humans that the most popular car colours globally are black, white, grey and silver? Where are all the properly colourful car colours at? Well, we found them. This started out seeming like an easy task, but ended up with me visiting the website of every car brand selling their wares in Australia and checking the colour options for their models. There brands offer vibrant colours, the rest will offer the usual white, black and silver. Most of these brands will also offer red and blue, while others offer more modern hues such as dark green and light brown, or even lilac. Yep, lilac appears to be trending. I’ve excluded the exotic car brands such as Porsche, BMW, Mercedes-Benz and so on, from this little project. All of them offer bespoke colours or will even match the colour of your car to that of your sofa, but it’ll cost you. Which is out of reach for most people. Here are the top 5 brands that aren’t afraid of loud or vibrant colours. Ford offers a surprisingly good range of vibrant colours thanks to models such as the Mustang, which comes in Orange Fury, Molten Magenta and Adriatic Blue; and the Ranger Raptor that gets Code Orange and Blue Lightning. The upcoming Bronco Basecamp SUV is expected to come in Flare Orange and other adventurous hues, too. Lepas is another of the many brands owned by Chinese auto giant Chery. It'll launch its first vehicle, the L6 EV, in October. What separates Lepas’ from Chery’s other sub-brands such as Omoda and Jaecoo is the bold colours of the models in its overseas ranges, which will follow the L6 over the coming 12 months. Right now, the  L6 offered in a very striking purple and orange. Mini knows exactly what it’s doing, and it’s doing premium quirkiness. Yes Renault and Peugeot can do quirky and premium, but Mini has really mastered the statement car thing, and of course a big part of that is colour. The Mini Cooper comes in 11 colours and while Sunny Side Yellow makes me want to own a car, which looks like a rubber duckie, the Ocean Wave Green is so sublime, I want a tin of it to paint my front door. GWM is currently doing a lot of the heavy lifting when it comes to outrageous colours and I’m completely here for it. The Ora 5 small electric SUV launched in July and arrived in colours that would make most car company executives very uncomfortable. Flamingo Pink? Yes please. Cute Cyan? Absolutely. Emerald Green? Don’t mind if I do. Jeep’s the undisputed champion of colour offerings… and of vehicles with removable doors.  Just knowing the Jeep Gladiator Rubicon ute comes in bright purple, and the hue is called Reign, somehow makes me sleep better at night.  There’s also Mojito, which is a luminous monster green, a bright orange named Joose and a Gold named Goldilocks. Ah, thank you Jeep for keeping it irreverent and colourful.  

The true successor to the Ford Falcon is finally coming, with a new name, fresh body styles and the right powertrain for our times, and it should be huge. This isn’t speculation or hyperbole either, but the facts behind an upcoming entire family of electric vehicles (EVs) recently announced by Ford’s global CEO, Jim Farley. With the first model badged Fathom, they represent a return to brand values at a most critical time in the company’s 123-year history. While not yet announced for Australia, the Fathom name has already been trademarked in this country, while its architecture has been engineered for right-hand-drive, auguring well for an eventual local launch. Starting from around $A40,000 in the US when orders commence early next year, the Fathom will initially launch as a four-door, five-seater mid-sized dual-cab EV of monocoque construction. Despite what the styling implies, this is not a ladder-frame pick-up, but an integrated ute around the size of the existing and highly successful Maverick, which is sadly unavailable in Australia. The Fathom is expected to eventually be part of a wider family of EVs that will likely include an SUV spin-off. In other words, Ford is devising a range of models that sit at the heart of the global new-vehicle market. Van and possibly passenger-car and crossover versions are also set to arrive in time. These are all possible due to some smart thinking behind what Ford calls the Universal EV Platform (UEP). New from the ground up, this is a modular architecture designed and engineered to be as flexible as possible. A key component of the UEP’s flat, skateboard framework is an integrated lithium-iron-phosphate (LFP) battery module to provide extra strength and packaging efficiency. Other details, including range and specifications, will be released at a later date. Created to keep costs down, UEP is a direct response to the dramatically increased competition from China, as well as from South Korea, Japan and Europe. China in particular has rewritten the rules on hybrid and EV affordability, so Fathom is part of Ford’s wider fightback strategy. And not for the first time since 1903, either. Have no doubts. Philosophically, Fathom is a modern Falcon in all but name. The Fathom is a textbook return to everything the Falcon was and represented when Ford unveiled it in America in September, 1959. Back then, the company was struggling amid recession and the financial fallout of the multi-billion-dollar Edsel premium brand disaster. These were happening against the backdrop of booming sales for smaller and cheaper European (and later Japanese) models, like the Volkswagen Beetle and Renault Dauphine – something that none of the major American carmakers foresaw nor had adequate responses for. Described as a “compact”, it’s mad to think the Falcon was Ford’s direct answer to the Beetle, but until then, the Blue Oval’s smallest US offerings were still massive, like the 1959 ‘Tank’ Fairlane. With demand far outstripping forecasts, in one fell swoop, the original Falcon turned Ford around, outselling all before it. And let’s not forget – the Falcon also spawned the phenomenon that was the original Mustang. After all these years, Ford is hoping that magic Falcon lightning will strike again with Fathom. And, in the latter 2020s, it makes sense for that to be dual-cab ute. Going where the buyers are. The first Falcon was released in Australia in September, 1960, starting a 56-year battle against Holden, finally toppling it from number one for the first time in 1982. Before utes and SUVs ruled, sedans and wagons were on top, something the also-modular Falcon provided, along with ute and panel van alternatives. Fast forward to today, and Ford is profitable in North America but struggling in Europe, China and elsewhere, including in Australia. The least expensive new Ford passenger vehicle is the Everest Active 4WD from $58,990 before on-road costs. That’s why the Falcon handbook has been dusted off and modernised to better-suit consumer tastes, as the 2027 Fathom. Ford is returning to its roots by going back to basics. Here’s why the Fathom would be relevant for Ford Australia. We might be a ute and SUV-loving nation, but our appetite for EVs is now amongst the strongest in the world per-capita, so the timing couldn’t be more crucial. Especially as Ford is facing massive fines under the New Vehicle Efficiency Standard (NVES) because its carbon pollution-heavy internal combustion engine-powered T6 II Ranger ute and its Everest diesel SUV spin-off account for around 90 per cent of total brand sales volumes. Plus, it will be increasingly difficult for Ranger and Everest sales to sustain the same cadence as before, coming under pressure from newer and mainly hybridised competition pouring into Australia. Of course, Ford will continue to evolve the T6 II models, and it’s believed that body-on-frame replacements – likely from China – are in the pipeline as the end of the decade nears.

Ford has put out a recall notice and stop-sale order for some of its Mustang sports car examples in Australia.  The recall impacts 7724 units built between 2023 and 2026, across both its 2.3-litre four-cylinder and 5.0-litre V8 engine options.  The Mustang is one of the most popular choices for sports car buyers on the market. Nearly 500 vehicles in dealer stock will not be sold until the issue is rectified. Any stock built since the start of June is not affected by the issue as well as upcoming Mustang Dark Horse and Dark Horse T8 Spec Pack examples. The issue concerns potential vibrations causing the engine wiring harness to break loose. “Due to a manufacturing defect, the engine bay wiring harness ground terminal may become damaged due to vibrations,” the notice reads.  “This may cause the wiring harness to break, resulting in a loss of engine power. Additional safety functions such as the headlamps and windshield wipers may fail to operate as intended.  “A loss of motive power and safety functions whilst driving increases the risk of an accident, resulting in serious injury or death to vehicle occupants and other road users.”  A spokesperson for Ford Australia said there have been no reported instances of the issue occurring in Australia.     Ford will contact affected vehicle owners in writing to request they contact an authorised dealer to arrange inspection and repair, free of charge.  Owners can also contact Ford Australia for additional information. 

A former prime minister is backing Australia’s carmaking industry to make a triumphant return.  Kevin Rudd told the National Press Club on September 10, 2026 new technologies available could return the industry to its former glory.  Australia used to have a thriving car industry, with it being one of the biggest manufacturing hubs globally.  Ford, Holden and Toyota all had major operations in Australia, spanning across decades.  The Ford Falcon and Holden Commodore dominated the sales charts during the 1980s, 1990s and 2000s.  Even the Tesla Model Y’s more than 8000 sales in a single month in June 2026 couldn’t eclipse the Commodore's single-month record set more than two decades ago. The federal government’s withdrawal of subsidies in 2013 in combination with increasing costs and decreasing profits saw carmakers pull out of Australian manufacturing.  There are now no cars built on a commercial scale in Australia, leaving the country reliant on imports. Rudd said the then federal government’s decision to remove subsidies was the final blow to the industry.  Australia’s 26th prime minister also praised the previous strength of the car industry, describing it as a “sovereign capability we are sorely missing”.  “Of all the short-sighted acts of economic vandalism in recent decades, the closure of our car industry by the Abbott-Hockey government stands apart,” Rudd said.  “Australia under my government had one of the most modest industry subsidies in the auto world.  “But politics triumphed over reason, sacrificing tens of thousands of jobs, tearing the beating heart out of Australia’s engineering and manufacturing base, and rendering us 100% dependent on auto imports.” Rudd said that developing new technologies in the car industry could reignite interest in it.  “Now the 3D printing and EV revolutions mean we can rebuild an Australian auto sector and repair this fatal vulnerability in our national security,” Rudd said.  3D printing is now an essential part of virtually every carmaker’s manufacturing processes. It can develop model prototypes quickly and improve assembly processes, among other things. It is also used for creating complex moulds in gigacasting - a process where die-casting machines shape large single-piece car body parts instead of individual steel welds.  Some popular EVs rely on gigacasting in production, including the best-selling Tesla Model Y.  Australia could become an EV hub of the future by investing in this technology.

Ford Australia has revealed a race-inspired pack for the Mustang Dark Horse co-engineered with Triple Eight Race Engineering and its team principal seven-time Supercars Champion Jamie Whincup. The 2026 Ford Mustang Dark Horse T8 Spec pack is still in the last stages of development, but Whincup was on hand at Ford’s recent ‘Ford Uncovered’ event to present the T8 pack prototype. “I've been wanting to do something like this for many years,” Whincup said. He also confirmed pricing at an apt $138,888 plus on-roads. The new ‘Stang was joined by the reveal of the incoming Ford Bronco Basecamp, Transit City EV, and the announcement of a conditional seven-year/unlimited kilometre warranty that will cover the Mustang Dark Horse T8 when it launches. The T8 Spec pack is based on the US market Handling Package and has been tweaked by Triple Eight and Whinup alongside Ford Australia’s engineers to create not only a visual difference but also a tangible difference on the road. Ford Special Vehicles Engineering’s James Holloway didn’t want this to just be a sticker pack. “This wasn't a branding exercise," he said, "this was Jamie Whincup and Mark Dutton sitting in meetings with us, giving their views on what this could be and what it shouldn't be.” The limited edition will be a 250-unit run, with each owner being invited to Queensland Raceway (Triple Eight’s home track) for an experience day with Whincup’s team of drivers and some track time, as well as a run-down of the car. The drivetrain for the Mustang Dark Horse remains unchanged, with a 5.0-litre ‘Coyote’ petrol V8 under the bonnet making 350kW and 550Nm. The Dark Horse T8 Spec Pack is currently only listed with the six-speed manual gearbox. The biggest changes come underneath, in the tyres and suspension. “At the end of the day, the tyre is the only thing that touches the ground,” Whincup said. “You can have the best car and the best driver, but if you've got the wrong tyres, it's not going to be quick.” Semi-slick, track-biased Pirelli P Zero Trofeo RS tyres and a series of changes to the springs, the roll bar, the ride suspension and the steering rack are all key to the changes made. “Suspension is what keeps the tyre on the ground. It's a critical part, particularly over bumps and under braking,” Whincup added. “That's where we've been able to bring our knowledge and experience to the Mustang Dark Horse. It's already a nicely balanced car. It not only handles well, but it gives great feedback to the driver, so they enjoy the experience. We wanted to help take that to the next level with T8 Spec 1.” A rear spoiler and an updated front aero splitter complete the look as well as the Triple Eight exterior badging.

Aussie buyers have a new 4WD to think about. The Mitsubishi Pajero will launch in Australia with great anticipation in December 2026 when the revived 4WD hits showrooms.  Mitsubishi has revealed pricing and specifications for its new model, but how does it stack up to key rivals in the segment? It will face the most fierce competition with the popular Toyota Prado and Ford Everest, so here is how it shapes up against those popular options.  The Pajero squeezes under the $70,000 mark, starting from $68,490, which is cheaper than the Toyota Prado, but more expensive than both Ford Everest variants. It continues to undercut the Prado up the grades, with its Exceed starting from $79,990, while the GSR starts from $84,990. The Prado's $73,200 starting price is $4710 more than the base five-seater Pajero ($68,490), with Prado pricing extending to $100,620 on the top grade. The Pajero’s cheapest seven-seater variant is $69,990, more than $10,000 cheaper than the Prado's base seven-seater ($80,665).  Both 2.0-litre and 3.0-litre Everest base variants are cheaper than the Pajero and the Prado.  The Everest 2.0 starts from $58,990, with prices increasing up to $71,990, while the Everest 3.0 kicks off from $66,990, with the top-spec grade starting from $83,417. The Pajero’s 2.4-litre four-cylinder turbo-diesel engine matches the Prado for power at 150kW, but its 480Nm, is just shy of the 500Nm total in its Toyota rival.  The Pajero also has more performance than the 2.0-litre Everest, but the 3.0-litre Everest is the pick of the bunch for outright power with 184kW and 600Nm.  All four competitors boast the industry standard 3500kg braked towing capacity.  Mitsubishi hasn’t revealed the Pajero’s fuel efficiency, so we don’t know how it compares to its rivals.  It will need to offer below 8.0L/100km to be competitive. The closely-related Triton offers as little as 7.5L/100km, so it could beat that figure.  The Pajero comes with a rear differential lock and low-range transfer case on all grades as part of its permanent 4WD system. The Prado has a permanent 4WD system, but a locking rear differential is only found on a higher grade of the car. All 4x4 grades of the Ford Everest feature a rear differential lock and a permanent 4WD system. The Pajero's approach and departure angles are similar to the Everest's, along with a competitive ground clearance figure. The Prado's 17.0-degree departure angles is significantly less than the Pajero and Everest, as is its 210mm ground clearance. The Pajero has a 12.3-inch digital driver display and a 12.3-inch central touchscreen, while higher grades are equipped with dual 14.3-inch display. This beats the Everest’s standard 8.0-inch digital driver display and 12.0-inch touchscreen. All Prado grades match the Pajero’s 12.3-inch central unit, but it only has a 7.0-inch driver display as standard.  The Pajero has waterproof black fabric seat trim to start, mirroring other standard fabrics in its rivals. Leather seat trim is available for all further up the range.  The Pajero boasts a 10-year/200,000-kilometre conditional warranty, when services are completed on time at Mitsubishi dealers. If buyers opt not to service at Mitsubishi, warranty reverts to a five-year/unlimited-kilometre guarantee.  It is also available with a 10-year capped price servicing deal, but we don’t know how much it will cost yet. All new Ford Everests bought from 1 September 2026 are now covered by a seven-year/unlimited-kilometre warranty. Ford offers a capped price servicing deal on the Everest of $1596 for the first five years, working out at $319 per annual service.  Toyota also offers capped price servicing, for either three or five years, with servicing every six months.  The Prado is available with Toyota’s five-year unlimited-kilometre warranty, which can be extended to seven years for engine and driveline when the car is serviced at dealers.