Mazda News

A big change is coming for one of the most iconic sports cars in the world, with the next generation of Mazda’s convertible to go electric.Masahiro Moro, CEO of Mazda, has confirmed the fifth generation of the Mazda MX-5 must be able to forgo a combustion engine in order to be viable."The successor must also be ready for a scenario without a combustion engine,” the CEO told German outlet Auto Motor und Sport.The surprise confirmation raises one of the biggest questions regularly asked in regards to electric sports cars: what about the weight?Moro says the goal weight is between 1000kg and 1200kg. That would keep it close to the low weight of the current ND MX-5, which weighs around 1100kg, depending on the variant.“The challenge for us is to make the basic structure lighter without using exotic materials like carbon fiber.”Earlier this year Mazda’s General Manager of Global Sales and Marketing, Manabu Osuga, told CarsGuide electrification was unlikely for the fifth-generation MX-5.“At the moment, electric is going the opposite direction of fulfilling the MX-5’s (core) concept, as it needs to remain a lightweight sportscar, and electric means heavier,” he told CarsGuide in Melbourne.“We want to make the weight less than one tonne before additional equipment, then with additional equipment 1.1-tonne, but we don’t want it to exceed 1.2-tonne (in total) if it is to be a lightweight sportscar.”European outlets report similar statements from executives, with Christian Schultze, Director of Research & Operations at Mazda Motor Europe telling Dutch publication AutoRAI in February the same thing.“The moment you go fully electric, you fundamentally change the car’s architecture. That means different proportions, a different weight, and a different balance,” he said.An electric version of the fifth-gen MX-5 - which we expect to follow the generational NA, NB, NC and ND names of the first four - is coming, but it won’t be the only drivetrain available.Earlier this year, Mazda also announced the MX-5 would use the upcoming Skyactiv-Z engine, a 2.5-litre four-cylinder engine with hybrid capability.A mild-hybrid would more easily allow Mazda to equip the MX-5 with a manual gearbox, as heavier electrification complicates the system and automatic transmissions become preferred.We won’t see the fifth-gen MX-5 until at least next year, for a launch likely sometime in 2028.

Mazda has subjected its CX-60, CX-70, CX-80 and CX-90 large SUVs to a range-wide shake-up in Australia.These cars form part of Mazda's large-platform family SUV range, with many now significantly more affordable than before.The CX-60 and CX-70 feature two-rows of seating, while the CX-80 and CX-90 are three-row SUVs.All are available with 3.3-litre turbo six-cylinder engines in either petrol or diesel. The CX-60 is also available with a smaller G25 2.5-litre four-cylinder engine, while the CX-60 and CX-80 are available with a P50e plug-in hybrid drivetrainDiesel-powered examples used to incur a small hike on their petrol-powered siblings.Mazda has now introduced price parity between petrol and diesel models across all grades of its family SUVs.A petrol CX-60 will now start from $51,640, before on-road costs, which is $900 more than it cost before.The base diesel variant is also offered at that price, representing a $1100 decrease.Next up, the CX-70 now comes in at a more accessible price point. It starts from $73,020, equating to a more than $3000 drop for the petrol and more than a $5000 drop for the diesel. Mazda has introduced a base diesel CX-80 variant to the line-up that will start from $56,100.Its petrol sibling will be offered at the same price, resulting in a $400 increase.The petrol CX-90 is more than $3000 cheaper, starting from $66,100, while the diesel has come down by more than $5000. Mazda also lowered the price of its plug-in hybrid CX-60 and CX-80 SUVs, reducing the gap to its petrol- and diesel-only siblings.The CX-60 PHEV now starts from $56,640, coming down from $63,790. The CX-80 PHEV starts from $68,100, having previously started from $75,750.The cheapest CX-60, powered by a 2.5-litre petrol engine, has dropped by more than $5000, now starting from $45,640.Mazda is currently facing the highest New Vehicle Efficiency Standard (NVES) fines out of any brand in Australia, due to its petrol- and diesel-heavy line-up.More affordable PHEV offerings could be key to staving off the impacts of more stringent emissions rules.CX-60 and CX-90 variants now come with front cross traffic brake and Cruising Traffic Support (CTS) with Driver Emergency Assist, to mirror the CX-70.The CX-60, CX-70, CX-80 and CX-90 large platform range have proved to be slow selling models for the usually high-volume Mazda, in what has been an overall slower sales year for the brand in Australia.2027 Mazda CX-60 pricing (before on-road costs)2027 Mazda CX-70 pricing (before on-road costs)2027 Mazda CX-80 pricing (before on-road costs)2027 Mazda CX-90 pricing (before on-road costs)

Japan’s major carmakers are reportedly looking to band together and standardise componentry in order to stand up against the rise of Chinese players.As reported by Automotive News, this directive is coming from Japan Automobile Manufacturers Association (JAMA) Chairman Koji Sato who is also the Toyota Vice Chairman and Chief Industry Officer.As a start, Sato is looking to standardise wiring harnesses across the Honda, Mazda, Mitsubishi, Nissan, Subaru, Suzuki and Toyota brands, which could reportedly increase productivity more than tenfold.There could also be scope to widen the commonality to steel grades, plastics, among other common components to manufacture cars.“Right now, the most important theme facing the Japanese auto industry is improving ‘international competitiveness’,” said Sato to Automotive News.“We aim to strategically create ‘areas of cooperation’ to improve efficiency, thereby accelerating coexistence in the essential ‘areas of competition.“We have a strong sense of crisis that the Japanese auto industry is in a massive period of transition.“Now is exactly the time to further develop and evolve with the challenges and reform initiatives that the auto industry as a whole must face.“Unless things change, we will not survive.”“We are really talking about what we can do together, because we do see that other industries in other countries or other parts of the world are better organised than us,” said Nissan Motor Company CEO Ivan Espinosa to Automotive News.“We will see a lot more collaboration among Japanese OEMs.“We have a big opportunity to start sharing critical commodities, at least having a common spec on certain things.“We’d have something like a JAMA standard that complies with the requirements of all of us, where we certify some suppliers, and then use this freely.”Beyond this parts standardisation across the Japanese carmakers, JAMA is also reportedly looking to commonise logistics, simplify Japan’s automobile taxing system, redesign the country’s autonomous driving infrastructure, secure access to raw materials, commercialise a circular recycling economy, as well as improve talent recruitment.Even if Japan’s major OEMs can band together and standardise componentry, it still may not be enough to compete against the so-called 'China Speed.'As recently reported, BYD Executive Vice President He Zhiqi claimed that 650 new or updated cars have launched in China in the first half of 2026. This equals around 25 vehicles per week.Many Chinese brands are also having breakthrough success in many export markets, including Australia.China overtook Japan earlier this year to become the largest importer of new vehicles in Australia, ending a 28-year streak.In the first half of 2026 a total of 175,151 new vehicles sold in Australia were manufactured in China, according to VFACTS. This is up 70.2 per cent year-on-year.This number is higher when sales figures from the Electric Vehicle Council (EVC) are factored in, however it doesn’t stipulate the vehicle’s country of origin in its reports. Polestar and Tesla report their sales figures through the EVC, rather than VFACTS.On the other hand, a total of 144,430 new vehicles sold in Australia in the first half of 2026 were imported from Japan. This is down 22.8 per cent year-on-year.It’s worth noting that many Japanese carmakers already have partnerships or joint ventures with Chinese carmakers to produce vehicles in China, mainly for China.However, some of these brands are exporting these Chinese-made models to other markets, including Australia.Examples include the Mazda 6e and soon the Mazda CX-6e, and Nissan is still assessing whether to bring some of its popular Chinese-made vehicles Down Under, like the Frontier Pro plug-in hybrid ute and NX8 hybrid and electric SUV.

Recently, a realisation from behind the wheel of the current generation of a widely beloved rear-drive two-door coupe raised a question for me.Are sports cars doomed? The question came as I realised that because of the development of the car I was driving, the 2026 Nissan Z (specifically the Heritage Edition), underneath was essentially a Nissan 350Z that had been given enough surgery to be relevant in two decades later.But the last of the ancient platforms won’t be around for much longer, surely, and the cars built on them are, at least in two cases, some of the most-loved sports cars around.The other is the Ford Mustang, which rides on a platform closely related to one older than you might think.Back to the Z for a moment, because the platform it rides on comes from so far back that I was just getting into primary school when it debuted. The 2002 Nissan 350Z was released when I was in grade 2, about a decade and a half ago, when I was only allowed behind the wheel of one if it was on Need for Speed: Underground 2.Nissan recently celebrated 35 years of its Infiniti sub-brand, which kicked off with the G35 Coupe - a sibling car to the V35 Nissan Skyline - and gave the Front Midship (FM) Platform its flowers.The aim was to get a V6 nestled in just behind the front axle, which resulted in a 52:48 front/rear weight distribution. Slightly more weight over the front was a deliberate choice, according to the engineers.The FM platform would go on to carry the Z33 350Z to cultural relevance in the aforementioned Underground 2 and Fast and Furious: Tokyo Drift, before the Z34 370Z came along with a heavily updated version of the platform in 2009 and hung around for 12 years. The FM was just about old enough to vote in Australia when the 370Z was discontinued.The RZ34 is already coming up on four years old, and its platform is 20 years older than that.Even though its chassis feels heavy for something carrying a two-door coupe, it’s not alone in the world of heavy hybrid and electric ‘sports cars’, but it retains a level of engagement and trust in the driver that doesn’t rely on tricks and electronics.If Nissan built another platform for the Z, not only would it have possibly sent the company bankrupt, it might have lost some of its magic.Nissan’s FM platform is not alone in this. In fact, even though Ford probably could afford to create a new Mustang platform, you could argue the platform it rides on is even older than the Z’s. Depends who you ask. While Ford says the S550 Mustang is built on a ‘ground-up’ platform developed just for the Mustang in 2015, it’s to some extent based on the existing D2C platform that the Mustang rode on since 2004, itself an evolution of the DEW98 platform used from the late 1990s.While the Mustang’s platform is now different in a few key areas, including the addition of independent rear suspension for the S550 generation onwards, it’s still related to that of the early 2000s.And it’s still quite capable and really, really fun, just like the Nissan Z.I point all of this out because I’m a little worried about what happens to the other, even more affordable sports cars when it’s time for their next generations. Will the Mazda MX-5 or Toyota GR86 (and Subaru BRZ) hold onto their platforms until it’s no longer possible to release a car on them?We’re going to be waiting until after 2030 for a new Nissan Z according to Nissan Americas’ Senior Vice President Chief Product & Planning Officer Ponz Pandikuthira, though given he says the next GT-R will ride on a new platform the FM Platform might also be outta here.A new Ford Mustang won’t be around until a similar time, though Ford CEO Jim Farley has notably said the V8 would stick around “as long as God and the politicians let us”. The platform might need some more work by then if the brand intends to electrify the pony car, though it won’t go full-EV if Ford can avoid it.If you’re anything like me, you’d probably be okay with the next generations of each of these cars riding on a very similar platform to their predecessors.Of course evolution needs to take place, otherwise the Mustang would still have a solid rear axle and the likes of ANCAP would have thoughts about that.The current Mazda MX-5 and Toyota GR86 are two properly affordable sports cars, and if keeping them within reach of most people means a new generation on the same highly acclaimed platforms as before, I’d be all for it.

Mazda may be behind much of the market when it comes to electric vehicles (EVs), but it has a not-so-secret weapon to catch-up.The recently launched 6e is the first product of the Japanese brand’s decades long partnership with China’s Changan Automobiles to reach Australian showrooms, and it won’t be the last. The sedan’s SUV sibling, the CX-6e, is already confirmed for local launch and Mazda 6e Program Manager, Hiroshi Ozawa, hasn’t ruled out more models built in China joining the local range.Ozawa explained that Mazda has been able to learn a lot from its partnership with Changan, as the Chinese market is far more developed with both EVs and plug-in hybrids (PHEVs) and that will be beneficial in speeding up Mazda’s adoption of these lower-emission powertrains.“ The Chinese market, actually over 60 per cent is EV and the PHEV, and we call them NEV, ‘new energy vehicles,’” Ozawa said.“That includes EV and PHEV and that mix is over 60 per cent… in the coastal area. The metropolitan area over 70 per cent mix. So in that sense, the technology development for the battery is also growing very fast.”In addition to the higher volume of these so-called new energy vehicles, the Chinese industry has become highly capable of developing this technology quicker and that is something Mazda can learn from. But Ozawa also said it was a two-way street, with Changan able to also learn from Mazda’s strengths.“How they develop the vehicles, compared to the traditional OEMs, their way of making things is different, and we can learn those things,” he said.“We have a joint venture with Changan Automobile so that we can absorb their strengths. And also we have strengths like driving, design, quality, those are what we are stronger , so what they can learn from us and through that we can develop a fantastic vehicle together. So that's the kind of learning we have.”Without wanting to dive into the specifics of what Mazda learned from Changan, which sells a modified version of the Mazda 6e as the Deepal L07 in China, Ozawa said the Chinese automotive industry is leading the way with its use of Artificial Intelligence (AI), not only in-vehicles for connected car services, but also the development of the cars themselves.“Generally speaking, China is advanced,” he said. “They are ahead in those areas like connectivity and they are far advanced with AI, and they are going to produce the models using AI. So for that kind of thing, I think each OEM is going to learn from China. So we ourselves will also do the same. We will make sure to learn from this.”The addition of the CX-6e later this year will double Mazda’s EV portfolio in Australia but with EV sales hitting 23.3 per cent of the market in June, the brand may need more electric and PHEV models sooner rather than later if demand continues. Ozawa wouldn’t reveal any details but left the door wide open for more Chinese-built Mazdas to join the Australian showroom.“ We already announced publicly, but after that model reveal, we're not in the position to talk about now,” he said. “ But, we have a multi-solution strategy around that… we have partnerships with many other companies, not only Changan, so that we can introduce the right products to the right market at the right timing. So not only with Changan, but we have other partnerships. So we're trying to explore a lot of possibilities.”

We are living in an unprecedented era of automotive innovation and change that is constantly reshaping what and how we drive.For that we should be grateful, since the ongoing electrification of everyday cars, SUVs and utes means we have cleaner air, quieter streets, safer vehicles that are cheaper to run and less reliance on petrol stations.But in Australia, we’ve also lost as well as gained due to this relentless march of progress.For proof, look at any new-car guide from 10 years ago. What’s gone is shocking.Here are seven reasons why motoring in 2016 was better than it is today.In 2016, Australians could buy a handful of new small cars costing under $20,000 when converted to today’s money.Sure, we’d steer clear of the Mitsubishi Mirage from $11,990 and Holden Barina Spark from $12,890, but the Suzuki Celerio from $12,990, Nissan Micra from $13,490 and Honda Jazz VTi, Hyundai Accent Active, Mazda 2 Neo and Toyota Yaris Ascent from $14,990 apiece back then all offered comfortable, capable and reliable transport for not much money.But the only new car under $20,000 in 2026 is the Kia Picanto Sport manual from $19,190 (all prices are before on-road costs unless otherwise stated), though the MG 3 Vibe from $21,990 drive-away is actually marginally cheaper in some states after taxes.Plus, all the old entry-level small cars have vanished from Australia except for the Mazda2 (which is essentially exactly the same car) and Yaris (one generation newer), coming in at a rude $27,290 and $29,190 respectively today.It’s worth noting that a number of light SUVs do cost less than the cheapest back in 2016 (Mazda CX-3 Neo manual from $19,990, or nearly $28K today), including the Chery Tiggo 4, MG ZS, Hyundai Venue, Mahindra XUV 3XO, GAC Emzoom, Jaecoo J5 and Haval Jolion, but still cost more than the aforementioned small cars did a decade ago.At the start of 2016, there were 36 small cars of Toyota Corolla size available in Australia; that number has halved today. And they’re hanging around a lot longer than before.Toyota recently announced that it was extending the lifespan of most models from seven to nine years.We’d already noticed. The current Corolla launched in 2018 and is still going. The previous one was done in six years, while four years was common before that.Meanwhile, the Mazda 2, CX-3 and Mazda 3 arrived in 2014, 2015 and 2019 respectively and are still on-going. The Hyundai i30 hatch surfaced in 2017. As did the existing Volkswagen Polo. And even today’s VW Golf 8.5 is a reskin of the 2012 Mk7.What’s happened? Buyers have abandoned passenger cars for SUVs, so carmakers have been forced to keep their models in production longer for a better return on investment. Or, as in Ford’s case with the Fiesta, Focus and Mondeo, they drop them altogether, relying on utes and SUVs instead.In 2016, buyers could purchase a new large, rear-wheel-drive family car designed, developed and built in Australia, like the Ford Falcon or Holden Commodore from under $50,000 in today’s money, or the slightly-smaller, front-drive Toyota Camry-based Aurion as a locally-made alternative.Along with the Skoda Superb that is the only one left standing in 2026, all were defined by their size, space and power.Too large for you? There were another 16 mid-sized sedans that offered almost as much, for a little less. Camry, Honda Accord and Hyundai Sonata are the only names that are hanging on today.Chrysler, meanwhile, imported the 300 series, while in the upper-large segment, the Holden Caprice faced the Hyundai Genesis and, from the following year, the woefully underrated Kia Stinger. Such sedans are now history.Likewise, consumers can no-longer buy a monocoque-bodied workhorse/weekend-plaything ute as defined by the Holden and Ford Falcon utes, though the KGM Musso EV is the start of something new.And there’s more. Where have all the coupes gone since 2016? There were nearly 30 under $100,000. Why are there only four convertibles left under $100K? And from a dozen people movers under $60,000, that number has also plummeted to four, losing icons like Tarago, Odyssey and Stavic along the way.All have been replaced by dozens of EVs in hatchback, liftback/sedan or SUVs of differing sizes, with sleek, homogenised silhouettes, screen-heavy dashboards featuring minimised buttons, silent electric powertrains and every shade of white through black, or silvery blues, greens and browns.Just remember: 20 years ago, your Commodore could be had as a sedan, wagon, Monaro coupe, Adventra crossover wagon, ute, cab-chassis, Crewman dual-cab ute and long-wheelbase Statesman or Caprice, in regular or HSV performance upgrade guises, some with all-wheel drive and all with V8 options to the standard V6, with the latter also offering a liquid petroleum gas alternative. Today Holden is history.Besides the locally-designed and developed Falcon and Commodore, we also had the Falcon-derived Ford Territory to call Australia’s Own (and only-ever) SUV.These vehicles, along with the T6 ute-based Ford Ranger, Ford Everest and Mazda BT-50 made in Thailand and elsewhere, were created and engineered across this country, and were thus better-suited to our environment than their imported alternatives.And many supported Australian suppliers as a result. Most of all that has now since also gone.This one’s heartbreaking for car enthusiasts – or those who want to feel more connected with their vehicle.In 2016, we counted over 170 different makes and models available with a manual gearbox. Today that number is down to around 30 and falling.Both tallies include everything from Morgans to Mahindra Pik-Ups.Earlier we said the least expensive Toyota today – the Yaris – started from nearly twice as much as the 2016 Ascent manual’s $14,990. At least it’s a much better model than back then. And hybrid to boot.But that’s nothing compared to how much the least-expensive new Ford costs today.The 2016 Fiesta Ambiente kicked off from $15,825 (about $21,300 in 2026), while its cheapest passenger vehicle equivalent today is the Everest Active 4WD SUV from $58,990.And if it’s a non-commercial vehicle-based Blue Oval product you desire, that would be the Mustang Mach-E Select from $65,990.The proliferation of touchscreens, with their distracting sub-menus and absorption of buttons that would previously have controlled the climate system, drive modes, side mirrors or even the glove box, has been so widespread – and we have Tesla to thank for starting this craze – that independent safety organisations like EuroNCAP now penalise new vehicles it tests that do not offer clear and unimpeded access to important functions.You wouldn’t read a book whilst driving along a highway. Staring at a screen instead of the road is much the same thing.The 2026 Toyota RAV4, meanwhile, scores highly for its user interface but then drops the ball with an infuriating trigger-happy and never-ending driver-distraction warning. No thanks.Countless other new vehicles suffer from advanced driver assistance systems (ADAS) interference technologies. Designed to help, they also serve to harass and annoy the driver, leading to greater fatigue and further risk of distraction.Stupid electronic door handles that just do not work intuitively are another sore point, as is the deletion of a spare wheel because the electrification technology takes precedence over personal security when stranded with a blowout far away from home.Thoughtless excuses to help carmakers save money, this is not progress but the devolution of the car we never saw coming back in 2016.

Australia’s love-affair with electric cars is a passing fling, at least according to one of the country’s biggest brands.Electric vehicle (EV) sales have increased dramatically in 2026, in particular since the start of the conflict between the USA and Iran began in February and sent oil prices soaring. EV sales are up more than 150 per cent year-to-date and Tesla’s Model Y was the best-selling vehicle in June, with more than 8000 finding new homes.EVs have gone from accounting for just 7.6 per cent of the total new car market in June 2025 to more than 23 per cent in June 2026.But despite this, Mazda Australia Managing Director Vinesh Bhindi believes this current sales scenario is a spike rather than sustainable growth in the foreseeable future and believes there are other factors at play.“ From an Australian point-of-view, yes there is disruption in the market with the oil supply issues, that has made some drastic changes,” he said.“But there's also another element, I think back in March, there was also this rumour of the FBT possibly disappearing in the May budget. So that also accelerated those customers who were looking at it.“But when you look at post-crisis, yes, the crisis is still in play, but it's not as severe. There are a lot more signs showing a return to normality, but we all know the crisis is not over yet. So one of the changes coming is the fuel excise step down. Again, it's good that it's a step down rather than an overnight. And then, how far and long that peace agreement holds will determine a few things.“But you take all of that aside, pre-March the market was normal and EV appeal was growing, which is what's expected, but at a normalised rate. Then post , it's come closer to what I call normalised. And then you look at the middle and say, ‘Was there any structural change that you could say is permanent?’ And the answer is no. The idea of this transition growing, accelerating is there, and will happen, but it's not suddenly gonna go from under 10 per cent to I think over whatever it was, 14 per cent at some points.”That opinion is at odds with Tony Weber, Chief Executive of the industry's peak body, the Federal Chamber of Automotive Industry, who believes the latest EV sales surge has had a major impact. “The Australian automotive market has shifted on its axis during the first months of 2026. This year is likely to represent a significant turning point for the Australian automotive industry,” Weber said in an FCAI statement.Mazda has been one of the slower brands to adapt to the EV shift, Bhindi was speaking to CarsGuide at the release of the new Mazda 6e, only the brand’s second electric model. The brand has only confirmed the addition of the CX-6e SUV as its other EV option, which leaves it exposed as more buyers look for electric alternatives.Mazda sales are down over 17 per cent year-to-date and the brand has slipped behind BYD, which is focused entirely on EV and plug-in hybrid vehicles. The arrival of the 6e and future addition of the CX-6e clearly come at a good time for the brand, but Bhindi believes that there is no immediate rush as mainstream consumer demand is still growing.“ Oh, I think it'll grow from the 10 per cent, but at what pace is yet to be determined, because over time, consumers are getting comfortable with the idea of an EV and the lifestyle can match,” he said.Bhindi reaffirmed his stance that Mazda will look to cater to customer demand rather than any government legislation, such as the New Vehicle Efficiency Standard (NVES), and believes the 6e is the right car at this moment.“ Now, I'm the first one to say we first look at what the consumer wants before we look at what the legislation is telling us,” he explained.“Because the consumer is the one who makes the final decision. And providing this car, again helps us as a business, but more importantly it is talking to that customer base that probably will be between 10 and 20 per cent in the years ahead that will say, ‘This is what I want.’”

The winds of change are blowing a gale through the Australian car industry, as new brands and vehicles whizz past old favourites on the sales charts.Federal Chamber of Automotive Industries boss Tony Weber said the June result was a paradigm shift for the new vehicle market. “The Australian automotive market has shifted on its axis during the first months of 2026. This year is likely to represent a significant turning point for the Australian automotive industry,” said Weber.BYD is officially a category five storm blowing in the direction of Toyota, Ford, Mazda and others that have dominated the top five selling brands for the past decade.BYD sold 18,881 new cars in June, all of them either electric or plug-in hybrids. This brought its three month total to 34,794 after its much ballyhooed effort to send its own ships packed to the gills with cars to Australia.Toyota had battened down the hatches in June and fortified itself against the fierce onslaught of BYD. It managed 19,124 sales in the past month to hold on to first place.It is understood that Toyota has increased supply going forward and is planning a monster second half of the year.Ford bounced back to third place with 9181 sales. Tesla came roaring up behind the Blue Oval with 8670 sales in June, which is impressive considering it only sells two vehicles.The Tesla Model Y was the best selling vehicle in the country with 8072 examples finding a home in the past month.Stablemates Kia (8005) and Hyundai (7480) held firm in fifth and sixth spots, while Mazda slid down to seventh (7278).Chinese brands finished out the top 10 with GWM (6104), MG (5001) and Chery (4505) muscling out old favourites Mitsubishi (4150), Subaru (2902) and Nissan (2337).A few other Chinese brands are lurking outside the top 10, with Geely 13th with 3507 sales and Chery’s Omoda Jaecoo sub brand 15th after moving 2541 units.Utes still delivered strong results, which is typical for the End of Financial Year period.The Toyota HiLux was the Japanese brand’s best selling model with 5175 sales, and Ford’s Ranger was the second best selling model overall with 5999 sales. BYD’s plug-in hybrid Sark 6 ute was its second best selling model, with 3398 sales.Top 10 selling car brands, June 2026 Top 10 selling vehicles, June 2026  

Fifty years ago, on July 1, 1976, the worst new Holden up to that point was released, the HX series. And everything changed.Not coincidentally, it was also the date that all new internal combustion engine vehicles except those under 850cc in capacity or with liquid petroleum gas had to comply with stricter emissions standards known as Australian Design Rule 27A (ADR27A).This law proved to be a nightmare for parent company General Motors-Holden’s (GMH) Ltd.With fuel consumption up, power down and prices jumping to cover the extra technology necessary to meet the new regulations over the preceding HJ series, Holden’s engineers struggled to make its 1960s-era engines cope with the required updates in what was the country’s best-selling car line since the early 1950s.Critics and road testers alike savaged the HX as a result, accusing Holden of being cynical and out of touch, though it managed to hang on to the top spot for 1976.“Perhaps we would be better off with dirty engines and improved driveability,” quipped Wheels magazine editor Peter Robinson.Unfortunately for GMH, three unexpected things also happened right around that time that led to fundamental shifts in consumer tastes.Firstly, Japan was ready to launch its next phase of world-beating passenger cars that could easily meet ADR27A, headed by the original Honda Accord that almost single-handedly elevated that country’s entire industry overnight.Others followed in its footsteps, including the Mazda 323 and Datsun Skyline.Yet it was the shock success of the Chrysler Sigma, supplied by Mitsubishi, that became GMH's second big setback, shooting up the charts to a podium finish soon after its 1977 launch, and stayed there for half a decade.The Sigma lured many former and would-be Holden owners away in droves, particularly from the brand's waning Torana and Sunbird models it competed directly against, and even cannibalised Chrysler’s own Valiant in the process. Sigma was an automotive phenomenon that led directly to the iconic Australian-developed Magna later on.And last but not least, arch-rival Ford, which had been nipping at the Holden’s heels with the Falcon since the XB Falcon snatched number one for just one month in late 1973, had pulled out all stops in making the succeeding XC series demonstrably superior. GMH certainly wasn't expecting that.While the change from HJ to HX was little more than a fussier grille, revised instrumentation and several other, mostly minor, alterations, Ford expensively reengineered its engines to make them better than before, not worse. And it also redesigned the Falcon's nose, tail, back doors and dashboard, for a far-fresher look and feel.Plus, the XC launched the Fairmont GXL sports/luxury flagship. In the spirit of the legendary Falcon GTs, contemporary reviewers declared it as one of the greatest Australian-made family cars to date.In stark contrast to the basting the HX endured, XC sales flourished, with the Falcon becoming Australia’s best-selling car in 1977, period – an achievement it managed again from 1981 through to 1989, signalling the start of Ford Australia’s halcyon days.Half a century after the HX’s painful birth, perspective shows us a company grappling to deal fast enough with rapid change – something that Holden would pay the ultimate price for by 2020.Yet, to GMH’s credit, the more-comprehensively changed HZ series that followed in October, 1977, addressed most of the HX’s issues, whilst leap-frogging the Falcon in both sales as well as a driver’s car, thanks to chassis tweaks marketed to great effect using a tagline borrowed from Pontiac in the US called Radial Tuned Suspension.A stunning turnaround, it restored the Holden to the top spot for 1978, in time for the smaller, Opel-based VB Commodore to turn the market on its ear leading into the 1980s.A brief hiccup then largely due to ADR27A, a total of 110,669 HXs were built. And though the series has long lived in the shadow of the massively popular HQ/HJ models before it and the beloved HZ afterwards, 50 years later, its appeal is palpable. Who wouldn't have one?As a colourful piece of Australian motoring history, recognition is deserved. If nothing else, the garish Monaro LE two-door coupe runout edition remains one of the most 1970s things ever to happen in local motoring folklore!And it was the first Holden that actively attempted to minimise its emissions impact. That’s got to be worth celebrating. Happy 50 birthday, Holden HX!

The latest CX-5 may never have happened.Mazda has confirmed that the CX-60 was originally planned to replace, rather than support, the company’s best-selling medium-sized SUV as we know it, as part of the brand’s global move upmarket that resulted in a wide range of larger and more-expensive alternatives stretching up to the CX-90 flagship.The disappointing critical reception and subsequent disappointing global sales performance of the CX-60 since its March, 2022 world premiere, appear to have prompted a pivot back to CX-5 development soon after, resulting in today’s third-generation KM-series model.“I like to admit the fact that we had a variety of discussions on this model,” according to Mazda Motor Corporation CX-5 Program Manager, Koichiro Yamaguchi, speaking via an interpreter.“There was an idea to replace (CX-5) with the CX-60 as the new generation (CX-5), and there were also some opinions about continuing the CX-5 model. But the conclusion was very simple, because the current CX-5 just kept setting well among our customers.“So, after we came to this conclusion, we just had to develop this new-generation CX-5 model that fits our customers’ needs and wants. And that’s how we planned and engineered this vehicle.”The Australian sales data would certainly support the decision to evolve the CX-5 series.Volumes for the CX-60, CX-70, CX-80 and CX-90 are all down compared to the same time last year, by 1.4 per cent, 28 per cent, 30 per cent and 12.5 per cent respectively.In the CX-60’s case, this is despite the advent of a round of suspension improvements last year, designed to address criticisms over ride quality, as well as an entry-level four-cylinder petrol rear-drive Pure grade starting from $44,740 that’s within $5000 of the CX-5 base equivalent.Furthermore, Yamaguchi also disclosed that KM CX-5 development took just three years, which puts it commencing sometime after the CX-60’s global debut in early 2022.“It began three years ago,” he revealed.Not only does the latest CX-5’s late gestation explain the unusually long lifecycle of the outgoing KF series that launched in Australia in early 2017 (nearly doubling the original KE’s five-year time frame), it also explains the delay in getting the vital hybrid models to market, as they are not due to arrive here until 2028.And that's not even considering the naming convention that makes the KM an outlier with no easy fit between the US-market CX-50 and CX-60.Mazda Australia Managing Director Vinesh Bhindi believes that global demand deemed it essential that the series continue and evolve, even in unison with the larger SUVs in the brand’s line-up.“The market voice from Australia and many other regions is that CX 5 is a core product, and a core value proposition for the customer, and that must be honoured,” he added.“And this is going back many years, before the CX-60 was even launched.”While walking away from Mazda’s premium aspirations, Bhindi is adamant the multi-SUV approach was always part of the company’s strategy.“There was a reason for (the CX-5 to stay on sale), because we also wanted what the large-platform (CX-60 and CX-70 two-row SUVs and CX-80 and CX-90 three-row SUVs) offer for Australia, but also globally,” he said.“And to do that, the CX-5 had to extend a little bit longer. So, we've got both the things that was on our wish list: to have a CX 5 ongoing, and the large platform (SUVs) that provide that step up from CX-5.“Because, in the previous line-up, after CX 5, where does the customer go?They would only have the (now-discontinued) CX-8 and CX-9. But they are three-row SUVs, and not everybody needs a three-row car.“What we have now is a CX-60 and a CX-70, if you want two-row cars and performance and different dynamics.”