Coupe

The new Mercedes-AMG GT 4-Door Coupe might be the most entertaining EV yet, but it's one the German brand is only too happy to charge a large premium for. When it lands in March 2027 it is expected to be priced above $350,000, before on-road costs, making it a close match for the $374,200 (plus ORCs) charged for the Porsche Taycan Turbo S. A much cheaper option is the Polestar 5 Performance ($193,100), but it can't quite match the AMG's thrust. Another option would be the BMW M5 plug-in hybrid that is also significantly more affordable ($263,400), but slower. In other markets the Mercedes-AMG GT 4-Door Coupe is available with either dual or triple motors and Mercedes-Benz Australia hasn't made up its mind which variants will be making the journey Down Under. It's a safe bet, says the local outfit, that performance car fans will be offered the mightiest GT 63 variant, but question marks hang over both the mid-spec GT 55 and entry dual-motor GT 53. Earning it the accolade of the 'most advanced EV on sale', the GT 63 and GT 55 come with three axial-flux e-motors that have been developed by a Mercedes subsidiary. Previously, you'd only find the pancake-shaped motors in exotic hybrids from Ferrari, Lamborghini or McLaren, and in the large four-door sedan they bring substantial weight savings, plus plenty of power and torque, while delivering substantial packaging benefits thanks to their compact size. Helping to achieve the massive outputs, the state-of-the-art motors are combined with an equally advanced lightweight high-performance battery. Developed with help from engineers from the Mercedes F1 team, the all-new 106kWh (usable) nickel cobalt manganese aluminium (NCMA) battery uses an anode and cathode with high silicon content, while the slim cylindrical cells are submerged in an oil bath that includes next-generation cooling tech for the benefit of high output. The result is that the most powerful GT 63 produces a dizzying 860kW of peak power, with as much as 2000Nm of torque. Those figures translate into a 0-100km/h drag race that's over in 2.4 seconds, and a 0-200km/h dash of 6.8 seconds – 0.1 seconds quicker than the AMG ONE hypercar. Top speed is 300km/h with the AMG Driver's pack. The lesser GT 55 is almost as quick (0-100km/h in 2.5 seconds), even with significantly less peak power (600kW), although torque remains herculean at 1800Nm. Finally, the entry GT 53 uses a pair of conventional motors but musters 400kW and 800Nm of torque for a brisk 0-100km/h sprint of 3.9 seconds, although its top speed drops off to 250km/h. The new battery and a whole host of active aerodynamics ensure all variants of the Mercedes-AMG GT 4-Door Coupe come with impressive efficiency and range, considering the performance on tap. Choose the entry model and, thanks to active vanes in the front grille, plus two further underbody spoilers and a pop-up rear wing, the base GT 53 comes with a slippery 0.21Cd drag coefficient, which sees versions with the smallest wheels average 15.6kWh/100km and drive up to 809km on a charge. If anything, considering how quick they are, the two triple-motor variants are even more impressive, with the front-motor disconnecting when not needed, reducing energy consumption to 17.8kWh/100km for a WLTP-verified range of 700km. Those figures are almost repeated by the flagship GT 63 which returns 17.9kWh/100km and a 696km range. Compared with models like the Porsche Taycan, the AMG sedan can travel further than the maximum 678km the fellow German can drive. The Mercedes-AMG GT 4-Door Coupe is one of the fastest-charging EVs we've ever driven, but good luck trying to find a charging post Down Under that can deliver its headline 11-minute 10 to 80 per cent top-up, as the 106kWh battery pack can handle peak charging above 600kW. That rate is well beyond the 320kW top-up that close rivals like the Porsche Taycan offer, which takes 18 minutes for the same battery refill. AC charging for the Mercedes-AMG GT is limited to just 11kW, with no time yet confirmed for a 0 to 100 per cent top-up. Many might prefer what's happened within to the Mercedes-AMG GT 4-Door Coupe's brash exterior styling. Making a break from other Benz models that have adopted a full-width hyperscreen layout, the hot AMG sedan comes with a 10.2-inch digital cluster, a 14-inch multimedia screen angled towards the driver, and a third 14-inch display for the passenger. Oversized brushed aluminium turbine air vents make an appearance, as do a pair of air-cooled wireless charging pads for phones, plus two cupholders. What might be unexpected is the dominant centre tunnel that, instead of a transmission or propshaft, neatly packages all the trick cooling for the battery. Living next door to the cupholders are three new dials that help tailor the AMG's driving dynamics on track, adding to the racy feel. Despite the rotary controllers, there's a lack of physical buttons, with the driver having to rely on the slick centre screen and multi-function wheel that also contains two extra configurable dials for the driving modes and damper settings, ESP or driving sounds, among others. Measuring in at 5094mm long, 1959mm wide and standing just 1411mm tall, with a generous 3040mm wheelbase, designers have blessed their latest four-door with imposing proportions that also helpfully unlock a useful amount of head- and rear legroom. The all-new platform also leaves a welcome gap in the battery pack to house rear passengers' feet. Make no mistake, the new AMG is no S-Class alternative. Access to the rear is via a narrow aperture, but there's decent comfort to be found for adults in the second row, although boot space is limited to just 415 litres, with the frunk only adding 41 litres to that tally. That being said, there's still far more space than in a Porsche Taycan, which also has a smaller rear boot (408 litres). The Mercedes-AMG GT 4-Door Coupe is the most entertaining EV yet. Climb behind the wheel and you sit low in its driver-centric cockpit. Twirl the Ferrari-style rotary dial to Sport+ and an angry V8 erupts under the bonnet. Grab the brake with your left foot, slam the throttle to its stopper and the deep, meaningful booming roar builds to a crescendo as it butts heads with the rev limiter. Drop the brake and the launch takes your breath away with second gear needed within the blink of an eye before third and then fourth are required to keep pace with the relentless acceleration available. The experience is everything you might hope and wish for from a proper petrol-fed AMG – and what's most remarkable, it's all fake. The noise of the V8 is a faithful digital reproduction of the old Mercedes-AMG GT R (2017-2021), although its speed is pure 2026 hypercar. Evolving the trend that began with the Hyundai Ioniq 5 N, the wickedly quick AMG uses shakers within the seats to reproduce the 'good' vibrations dished up by a large, powerful V8 while eliminating all the nasty, unwanted fizzes. Replicating a nine-speed transmission, meanwhile, involved reproducing a traditional auto's imperfections. You'll savour the clunky shifts and love the added character injected into the experience while safe in the knowledge that you can turn it all off and enjoy the drive. The first to be built on Mercedes-AMG's bespoke AMG.EA architecture, it's also worth mentioning that beneath the skin the all-new super sedan shares practically nothing with any other production Mercedes. A combination of triple-chamber air springs, hydraulically interlinked dampers that dial out body roll, and standard rear-wheel steering all help to offset the substantial 2460kg mass. Unusually for a heavy four-door, the German performance division believes owners will venture out on to a track, hence the added three rotary dials that operate something called the AMG Race Engineer. The Response Control adjusts the sharpness of the electric motors, while the Agility Control and Traction Control only work when the ESP is switched off, with the former adjusting the front-to-rear torque distribution between 10 to 90 per cent. The final Traction Control mode mimics AMG race cars, providing the driver with nine levels of traction control intervention. If you're a fan of drifting, the AMG GT sedan will happily oblige, but even with 2000Nm at its disposal and all the safety systems turned off, it's not the wayward beast you might expect, thanks to its long wheelbase and high levels of grip served up. Back on road and the AMG four-door with all its power is as effortless as you would imagine. To deploy the full 860kW peak power, you need to pull both paddles at the same time for a 110kW overboost that lasts 63 seconds, although it's hard to imagine any scenario in which you'll ever need such a manic burst of acceleration.  After a long, hard day the AMG GT is also a quiet and comfortable cruiser, but we think most will still keep it in Sport+ and enjoy the noise. While it looks better in the flesh than in pictures the Mercedes-AMG GT 4-Door Coupe can still look gawky from some angles, which is a shame, because we'd imagine styling would normally be a chief reason for buying the sedan over an SUV. Speaking of which, also arriving next year will be the Mercedes-AMG GT SUV that shoehorns the 4-Door's advanced powertrain into a higher riding, more practical body style that's more palatable for Australians, although the odd rear styling remains. Full specifications of the Mercedes-AMG GT 4-Door Coupes heading Down Under will be released later, but early indications suggest it will be available in five standard paint options and 14 Manufaktur premium hues. If that's not enough, it's also possible to pay more for a paint-to-sample colour of your choice. Standard on the Mercedes-AMG GT 4-Door Coupe are: 20-inch alloy wheels AMG Ride Control semi-active suspension Rear-wheel steering Synthetic leather/synthetic suede seats AMG Performance sport steering wheel Carbon-ceramic brakes 360-degree camera view Electric fold mirrors Burmester 3D premium sound system Ambient lighting Remote electric tailgate Two-seat rear bench 10.2-inch digital instrument cluster 14.0-inch MBUX multimeadia with sat nav Dual wireless smartphone chargers Digital light headlamps and tail-lights Panoramic roof Options include larger 21-inch alloy wheels and higher-grade Nappa leather seats. Standard safety kit includes: AEB with pedestrian and cyclist detection Adaptive cruise Lane-keep and lane-change assist Blind-spot monitoring Traffic sign assist Evasive steering assist Emergency stop Exit warning Speed limiter and warning Dashcam Park assist  The Mercedes-AMG GT 4-Door Coupe comes with a five-year, unlimited-kilometre warranty, which is only average nowadays, with an additional eight-year/160,000km protection for the high-voltage battery, plus a further 24 months of roadside assistance. The expected service interval for the AMG GT should be every 12 months/25,000km, whichever comes first. Pre-paid servicing for three-year, four-year, or five-year blocks should be available.

The new Toyota Celica has been confirmed by Toyota’s racing division ahead of an anticipated production car debut for the re-booted nameplate. Toyota Racing announced it would enter two teams and two cars in next year’s FIA World Rally Championship, including the GR Celica Rally1. Confirmation of the existence of the Celica comes after months of speculation and several production mules spotted testing in the wild. No details were confirmed for the new car, other than the version entered into the WRC would comply with the latest regulations. Toyota Racing simply said “drivers will be entrusted with the new GR Celica Rally1 car, returning one of the most iconic names in Toyota rally history to the WRC.” The brand also refrained from sharing images of its new Rally1 machine, leaving us to rely on existing images of the test mule that have been spotted in the wild. This has taken the form of a mysterious camouflaged sports coupe spotted testing in Portugal last year, adopting what appears to be a Yaris front-end with a coupe-style rear. Other prototypes recently seen in Japan also show a long-suspected mid-engine test mule on a test track. It follows on from the official GR Yaris M concept car, which Toyota showed at the Super Taikyu race series. While this car took the form of a race-ready GR Yaris from the outside, it featured a mid-mounted 2.0-litre engine producing up to 450kW in race form. At the time Toyota said the Yaris M concept was designed to remove the weaknesses of front-engined cars in “concentrating the load on the front tires during all driving operations. “In circuit environments this significantly affects tire wear and leads to a tendency to understeer.” Whether these are all Toyota developing the same car in a different form, or a Celica and long-rumored re-booted MR2 as separate vehicles is yet to be determined. Toyota is remaining tight-lipped. Regardless, while the latest WRC rules allow Toyota to move beyond the usual hatchback body style, it still requires the engine to be in the front. Toyota’s Gazoo Racing President Tomoya Takahashi has alluded to the production version of the sports car not materialising until closer to the end of the decade. All efforts are part of Toyota moving away from its ‘boring’ image and promising to continue to invest in “motorsport-bred” sports cars. This has meant continued investment in the 86, proper GR Yaris and GR Corolla hot hatchbacks, and the GR GT flagship. Toyota is also on the cusp of something fresh in its sports car department, as the Supra, which shared its platform with the BMW Z4 has been discontinued. The GR 86 will also evolve or morph for its next-generation, with the brand saying it will not continue the partnership with Subaru which lends the current car its flat four engine. Will Toyota really have room in its line-up for an 86, Celica, and an MR2? The company has the resources, but whether that makes commercial sense remains to be seen.

Ferrari’s ultra-controversial first electric car - the Luce - is a massive hit for the brand, according to its third quarter financial results. While the electric four-door GT is much maligned by combustion enthusiasts who see Ferrari’s lineage tarnished by a car with no enormously complex running gear, the brand literally can’t build enough Luces to meet demand. It is sold out for all of 2027 and the order book now extends into 2028, with the brand’s CEO saying current “geopolitical tensions” were not affecting Ferrari’s order book. Demand for the Luce is boosting revenues alongside Ferrari’s booming personalisation business. The company said over 21 per cent of its cars are now personalised, significantly boosting profit margins. As a result the brand has sailed past its previous forecasts now estimating its earnings (EBITDA) for the year to exceed three billion euros (A$4.8 billion). The company also pointed to its regular new model release cycle as a factor for its ongoing revenues, with 23 new models or editions added to the range since 2015, and two more new cars coming in 2027. On the flip side, the brand said its bottom line was hit by lower F1 revenues. The Luce also attracted commentary for its design, which strayed far from Ferrari’s usual offerings. The car was styled by LoveFrom - a creative agency founded by former Apple design chief Jony Ive. This manifested in an avant-garde look, with integrated functional aero alongside rounded rear tail lights, which invoke past Ferrari models. Inside, the car featured an ‘industrial-inspired’ look, blending classic Ferrari motifs with modern, functionality-focused design and an array of high-quality materials to set it apart from the crowd. The car made an impact, but for what many consider to be the wrong reasons, with it featuring unconventional proportions as part of its two-part look with the colour-over-contrast finish and giant wheels. The whole design flies largely in the face of previous designs in being form following function rather than the other way around. Some saw the car as a reset for Ferrari in a stagnant supercar environment where the usual eye-popping performance numbers have been made redundant by the advent of fully electric passenger cars at mainstream pricing with supercar performance figures. Regardless, the Luce is an undeniable hit, with the initial allocation of units selling out instantly in the highly competitive Chinese market, which is a conquest arena for the Italian sports car marque. At the same time, it’s not as though Ferrari isn’t abandoning its core audience, with the sculpted Amalfi having its drop-top Spider version being phased in as a classic Italian tourer, and the 12 Cilindri receiving a limited-run Manuale edition which features a simulated six-speed gated manual gearbox to match with its raucous V12 engine. Locally, Ferrari is performing decently, ahead of Aston Martin and arch-rival Lamborghini so far in 2026, although it is slightly behind on its tally this time last year. It is worth noting that the Luce is yet to officially launch in Australia, with the first deliveries not due until late 2027. It is priced at $991,446 before on-roads.

It has taken nearly a decade of development, but Tesla has finally done it - they have made the world’s dumbest car. And, in true Tesla style, they have over-delivered on their promise (a decade in the making), making it incredibly dangerous, too.  I’m not mad at the world’s media, including many of my motoring colleagues, for falling for the hype, I’m just disappointed. Because there are some pretty major holes in what Elon Musk and his team at Tesla showed off last week. Of course, that was the point, show off some flashy gimmicks and make everyone pay attention to these wild stunts and not question the ‘how’ and the ‘why’, as well as the major safety issues it raises.  Let’s start with the obvious - it’s not a flying car. As Buzz Lightyear would say, it was “falling with style” rather than taking flight. As for its ‘flip’ over the rest of Tesla’s line-up, to say that it was ‘flying’ would be akin to saying skateboards can fly.  The demonstration, while unquestionably real and not AI and understandably attention-grabbing, was not a true reflection of what Tesla and Musk are promising. Evidence suggests it was basically a full-scale drone, with no human inside and it was seemingly just a simple ladder-frame chassis with a body on top and thrusters and fans underneath. Musk admitted that they didn’t have a human inside the car “to make sure we don't kill anyone!” Which is not particularly reassuring from a brand that has consistently ‘beta tested’ technologies on public roads with owners.  Musk also said: “Now I should say that this is not necessarily a safety optimised car, but it takes the fun meter to 11 out of 10.” I’m all for having fun with cars, but safety must come first. To be candid, most motorists have a hard enough time driving safely on the ground. Adding in the complexity of flight is simply a recipe for disaster. Tesla has said the ‘flying’ elements will be autonomous, but again, based on the autonomous functions already in cars not exactly working with a perfect track record, launching cars into the air with rocket thrusters just seems like a recipe for disaster.  It was able to climb the vertical ramp because it has a series of fans to suck it to the ground. But this is not new technology, it was introduced in Formula 1 in 1978 and more recently the McMurtry Sterling has demonstrated it too can hold itself in place upside down. Of course, no-one is actually going to drive upside down, that’s just more attention-seeking behaviour from Tesla, but it will help produce more downforce for the road and track. Lars Moravy, VP for vehicle engineering at Tesla, told US media that the car can produce so much downforce that: “When we’re accelerating, we can break the laws of tyre physics.”  Hopefully that means they’ll develop newer, stronger, physics-defying tyres. Or else I guess your tyres will be destroyed every time you accelerate too hard.  Tesla’s own disclaimer on the website makes it clear the Rocket version of the Roadster will not be available in all regions and will be “subject to each region's legal requirements and applicable laws”, which means each country will need to decide if it feels kick-flipping cars are something they want on the road.  Musk’s gloating about the car almost sounds like an admission that it will have very limited scope.  “This will be an actual car that's on the roads. I'm not sure it's necessarily legal in all jurisdictions, but there will be such a car that someone can own,” he said.  The Plan B, or perhaps it's actually Plan A, is for a purpose-built test track facility to be built at Tesla’s headquarters in Texas. That would allow those invited to own the Roadster Rocket (because it is ‘invite only’) to have their fun in a private space, leaving the roads for proper cars. Although, once again it demonstrates the cult-like pull of Tesla and its limitation. If the special Texas facility is the only place you can fulfil its full potential, what does that mean for owners who don’t live in Texas? It’s hard to imagine Porsche or Ferrari telling customers they can only drive their expensive supercar in one specific location on Earth. Finally, perhaps the most important element that has been overlooked is that what we saw was not a production car. Nearly a decade after taking US$250,000 deposits for the second generation Roadster, Tesla is still yet to actually fire up the production line. No other car company on the planet, not even Ferrari or Lamborghini, could get away with taking people’s money and not delivering a car for over a decade. Sure, they’ve said it will enter production by 2028, but they’ve said it was going into production in the near-future since 2017. The fact that this car looks nothing like the original 2017 concept is another thing only Tesla can get away with, with its blindly-loyal customers. I do feel like Tesla will eventually put the Roadster into production (although I’d only say I’m 60 per cent confident), but the fact they have focused on the Rocket version and revealed little in the way of details about the Performance and Thrust variants that people will actually be able to buy is yet another red flag. While the attention-seeking unveiling of the Roadster did what it set out to do, making headlines and distracting from the massive delays, ultimately this is a car that answers questions nobody asked. People were happy with the idea of a second-generation Roadster that wasn’t based on a Lotus Elise and felt like it was built in an industrial estate by hand (which is very much what the first generation Roadster felt like). Instead, in what has become his calling card, Musk has pushed Tesla into unchartered territory for the car industry - for better or worse. I hope I’m wrong, but it feels inevitable that we’ll be writing about the first death of a Roadster driver not long after it enters production - whenever that may be. I loved watching Back to the Future II and day-dreaming of a flying car as much as the next kid, but when I grew up I realised the pure impracticality of flying cars and the dangers they create. There’s a reason why getting your pilot’s licence takes a lot longer than getting your driver’s licence.  This feels like the automotive equivalent of Google Glasses or Apple Vision Pro, technology designed by billionaires in Silicon Valley for millionaires in Silicon Valley (or, in this case, Texas) and that makes it as dumb as it is dangerous. But, after all this, if you’re still looking to buy a Tesla Roadster so you can jump over traffic or drive up walls, don’t spend your money yet because I have some magic beans to sell you…

The brand may be in limbo in Australia but Peugeot has made a big statement at this week’s Paris Motor Show with the unveiling of a new-generation RCZ Vision sports coupe concept. And the big news under the four-seat GT’s svelte exterior is what the French maker states is a 110mm thick solid-state battery sitting within a 1000-volt electric architecture. Developed in collaboration with US energy specialist, Factorial Energy, Peugeot said the car’s solid-state cells have been tailored to deliver high energy density with “outstanding” charging and power capabilities.  Although its configuration isn’t detailed, Peugeot said the concept’s pure-electric powertrain is good for around 375kW with energy consumption of 11.5kWh/100km, while the battery’s state of charge is capable of rising from 10 to 80 per cent in just 10 minutes. Design highlights include the latest interpretation of Peugeot’s ‘Three Claws’ head- and tail-light signature, a ‘double-bubble’ roof echoing the original production RCZ’s (offered globally from 2009-2015) and a ‘future-generation’ version of the i-Cockpit instrument and steering wheel layout, the latter including transparent Micro LED displays. Underpinned by the Stellantis Group’s modular, multi-energy STLA One platform, scheduled to roll out in production form for B, C, and D segment models from 2027, the sleek concept features active aero, 21-inch front and 22-inch rear rims and a mix of top-shelf materials throughout the cabin, including Alcantara, recycled leather, machined aluminium and frosted glass. The dashboard clock, designed by French watchmaker, Serica, is in the form of the brand’s Parade watch, a floating centre console unites multiple functions including driving modes and climate control, while the air vents are mobile and can disappear into the dash when not in use. Unveiling the car, Peugeot CEO Alain Favey said, “With Peugeot RCZ Vision, we are setting out our vision with a car firmly focused on the future, dedicated to delivering the ultimate driving pleasure.   “With emotion at its heart, this manifesto embodies the boldness of Peugeot and shows that design and technology can work together seamlessly to create an experience that is instinctive, refined and intensely desirable,” he said.

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. 

It’s on X, so it must be right… right? Tesla’s official account on the social media platform has made a post signalling October 1 this year as the launch date for the much-anticipated Tesla Roadster. Sceptics might say they’ll believe it when they see it because the triple-motor EV hypercar has been ‘coming soon’ for close to a decade. Unveiled in concept form as a surprise addition to the brand’s ‘Semi truck’ reveal in late 2017, the sleek 2+2 Roadster was positioned as the fastest production car ever, with a launch originally scheduled for 2020. Claimed to sprint from 0-97km/h (0-60mph) in 1.9 seconds with a maximum velocity of 400km/h-plus and a range in excess of 1000km, the AWD machine generated huge interest with an initial run of ‘Founder’s Edition’ models priced at US$250,000 (~A$350,000). Those putting their hand up for a car from that first batch were asked to pay the full price to reserve their production slot. Purchase of the standard Roadster at US$200,000 (~A$280,000) required a $50,000 deposit. Less than six months later, Tesla CEO Elon Musk announced news of a ‘SpaceX Performance Pack’ using 10 cold-air thrusters powered by a high-pressure air tank (replacing the rear seats) to achieve sub-1.0-second 0-60mph acceleration. At the time, Musk said the car would provide "roller-coaster" intensity performance and briefly be able to "fly". With estimated delivery timing for the Roadster progressively slipping further into the future - to 2022 (thanks largely to COVID-19), then 2023, then 2024, then 2025 and most recently (no joke) April 1, 2026, this may be the time Tesla Roadster 2.0 rubber finally hits the road. Musk has previously thanked what he referred to as "long-suffering" Roadster deposit holders during Telsa’s Q3 2024 earnings call and in its Q4 2025 earnings update (released in January this year), Tesla noted the Roadster is in “the final stages of preparation” with Musk adding it would be showcased at a Roadster 2 demo event scheduled for April 1, with production to begin in 2027. Needless to say, that didn’t happen, with the joke seemingly still on those who stumped up a quarter of a million dollars for a Founder’s Edition Roadster nine long years ago. But documents lodged with the United States Patent & Trademark office in February this year indicated Tesla’s second-generation Roadster was getting ready for take-off with two ‘Trademark/service mark’ applications lodged by Tesla; “a triangle design consisting of three flowing, curved lines” creating a simplified impression of the car’s silhouette and “the word ROADSTER in stylized format”. Then in late April, an additional filing added a badge-style polygon logo, again, specifically for the Roadster.  Will this much-hyped, over-promised and so far under-delivered ‘new’ hypercar hit Tesla showrooms before celebrating a 10th birthday?  We might know in just a few weeks but the top comment on Tesla’s X post at the time of writing is telling with ‘Scott’ posting, “Perfect timing for my midlife crisis.”

Everybody remembers the Mazda RX-7. With its sexy looks and turbine-smooth rotary engine, it (and the rotary Mazdas that went before it) has a cult following. But what about the RX-8? With its somewhat odd looks and layout (including small, reverse-opening rear doors) even a newer version of the rotary engine couldn’t really save it from obscurity. Relative to the RX-7, anyway. It’s hard to know, therefore, whether to categorise the RX-8 as a two or four-door and that’s a pretty good metaphor for the whole thing; people didn’t understand it then and have largely forgotten about it now. As a used-car, what the RX-8 mostly has to offer is a point of difference. That little rotary engine will spin happily from one end of the tachometer to the other and it’s an engaging car to drive provided you can live with a manual gearbox. In automatic form, the car lost power and was overall a bit dull. Beyond that, it’s another Japanese coupe that is now definitely middle-aged and potentially well past its best. Which means the purchase of a used one requires much skill and judgment. The RX-8 is known internally as the FE model. The RX-8’s biggest selling point (then and now) is its rotary engine. Unlike conventional engines with pistons moving up and down, the rotary uses rotating segments that make for supremely smooth operation and brilliant power relative to its capacity. If that floats your boat, the Mazda will appeal. But if you’re looking for the sort of style for which Japanese coupes are famous, then the odd looks of the RX-8 might be a disappointment. And even though the turbocharged rotary engine has earned a reputation as a giant-killer in performance terms, in the heavier RX-8 with its non-turbocharged engine, it’s not a remarkable performer at all. Entertaining, sure, but fast? No. Like all rotary-powered Mazdas, there’s a huge question mark over the long-term reliability, particularly under the bonnet. The rest of the package is less problematic, but a trashed engine in an RX-8 could easily cost more than the car is actually worth. While technically interesting and great fun to thrash along, the Mazda’s rotary engine can be a bit fragile. It requires very specific oil (some of which will be consumed in normal operation) and can wear very quickly, especially if it’s been driven hard or suffered maintenance neglect. Wear will show up as a loss of engine compression, so a compression test should be part of any pre-purchase inspection. Internal seals can wear and fail at which point the engine can be very difficult to start. Owners have also found out the hard way that the rotary engine (even in good condition) doesn’t like to be switched off until it has warmed up. If it has been switched off before attaining operating temperature, raw fuel can flood the engine, breaking the seal between the metal parts and causing a loss of compression and hard starting. It’s important to determine what’s causing any loss of compression, but in reality, every RX-8 engine needs to be approached with caution. The RX-8 also attracted a type of buyer who was keen to extract every ounce of performance out of the car. As such, crash damage is a real possibility. Check for any mis-match between panel colours and make sure all the panel gaps are straight and uniform. Take a close look underneath for evidence of damage and be very wary of any modified example. Many owners extracted huge power by modifying these engines, but the end result was often a hand grenade missing its pin. The RX-8 can also be hard on clutches, so make sure there’s no shuddering or slipping from the clutch when taking off. A full and up to date service record is an absolute must with a Mazda RX-8 and any modifications to the driveline must be checked closely. Beyond that, be sure to check that all the electrical gear works properly, including the air-conditioning as these units were a bit problematic back in the day and won’t be any better two decades on. Early build (2003 to 2005) RX-8s were recalled to check for a flawed front control arm that could crack, leading to a loss of steering and control. Apparently, a manufacturing flaw was to blame, but it definitely needs to have been examined back in the day. A Mazda dealer should be able to identify affected cars and whether they’ve been checked. Other recalls included potential fuel leaks, electrical problems, and, of course, the dreaded Takata airbag fiasco which saw the RX-8 recalled no less than three times. For more details on these recalls, you can check out: https://www.vehiclerecalls.gov.au/. The RX-8 to avoid is not determined by a production date, but rather by the transmission fitted. To make the revvy rotary engine work with an automatic transmission, Mazda detuned the engine for that version to make slightly more torque but a lot less horsepower. So, instead of 177kW, the automatic RX-8 delivered just 141kW, and the transmission itself is an old-fashioned four-speed unit. Aside from anything else, the idea of an automatic transmission behind such a rorty, zingy little engine is missing the point entirely. This is a real crap-shoot because, depending on how a particular car has been serviced and driven, the rotary engine can last 200,000km, or it could be dead inside 80,000km. The problem there is that you can’t always be sure of a car’s history when it’s a 20-year-old used car. Many RX-8s still getting around are on their second or even third engine, so a car’s history is absolutely vital in this case. You can safely ignore trim levels, because with this car, it all comes down to performance levels. If you’re buying a manual RX-8, then the first generation cars between 2003 and 2008 are the ones to look for. That’s because the facelift in 2008 brought with it a reduction in performance to 170kW in the six-speed manual variant. But, if it’s an automatic you need, then the post-facelift car is the way to go. That replaced the original RX-8’s 141kW with 158kW and the tired old four-speed auto with a much more suitable six-speed unit. We’d still always buy the manual RX-8, however. Prices for relatively high-mileage RX-8s start in the very low teens or even a bit less. The best standard cars can cost closer to $30,000 or even $40,000 depending on mileage and condition. It’s worth noting that, unlike most cars, a modified RX-8 is not always a cheaper alternative to a stock standard example. But be aware that engine mods are fraught with danger and will only be as good as the mechanic who did them. Although the rotary engine in the RX-8 was not identical to rotaries that went before it, it still falls within the scope of the enormous aftermarket this engine has spawned. There’s a universe of replacement and go-fast bits and pieces for the Mazda rotary. On the other hand, the RX-8’s body panels were unique to what was effectively a pretty niche model. So, some trim items and body panels might be getting a bit harder to find. A local race series for the RX-8 probably consumed its share of spare body panels, too. Mazda Australia sold about 6500 RX-8s across the model’s lifespan here. That means there aren’t exactly hundreds of them for sale at any given time and you may have to be patient to find the right one. Again, that local race series for RX-8 will have thinned the ranks of survivors.

For more than 70 years the Chevrolet Corvette has been a sports car icon and the current eighth-generation version comes to Australia in factory right-hand drive form. The petrol-electric hybrid Corvette E-Ray is arguably the most interesting version and we spent a week behind the wheel to see how 'America's sports car' fares in local conditions.

Ford has launched its first high-performance Mustang convertible in more than a decade and the most powerful convertible Mustang ever with the introduction of the Dark Horse SC Convertible. Developed by Ford Racing, the new drop-top is powered by the same 593kW (795hp)/895Nm 5.2-litre supercharged ‘Predator’ V8 as its coupe stablemate. It sends its substantial grunt to the rear wheels via a seven-speed dual-clutch transmission and is good for 0-100km/h in 3.3 seconds. Now that’s wind in your hair. Introducing the car Ford Racing Global Director Mark Rushbrook confirmed a subtle shift in the newcomer’s personality. “If the coupe is the race-bred side of our DNA, this convertible is the pure street cred part of the formula. “It’s just pure fun, fast, freedom,” he said. To that end, the convertible adds ‘Precision Purple Metallic’ to the Mustang Dark Horse SC colour palette as well as unique brake caliper color options and interior details in Black Onyx and Space Gray. On the perennial question of body rigidity in a high-performance convertible, Ford Racing believes it has the issue covered. Mustang Dark Horse SC Chief Program Engineer Arie Groeneveld said, “Both the Dark Horse SC coupe and convertible have been developed by our Ford Racing engineers. “But instead of prioritizing the convertible for setting lap times, we’ve engineered it to be the ultimate top-down grand touring machine,” he said. The result is what Ford Racing positions as “a set-up tuned for a smooth, comfortable cruise that still stays planted when you lean into the accelerator”. With orders opening in the US before the end of the year, the Dark Horse SC Convertible’s scheduled to hit North American showrooms late in the first half of 2027. Ford Australia has previously stated it has "no news to share on any plans" to bring the Dark Horse SC to the local market, with the left-hand drive-only coupe and now convertible set to remain off limits for Aussie muscle car enthusiasts.