Australia’s school zone signs are confusing for drivers and contribute to dangerous conditions for children. But there’s a solution to make them simpler for drivers and safer for students, writes Dr Milad Haghani.

I teach human factors in road systems, and the very first principle I introduce in my classes is the cornerstone of human-centred design: design the system around the cognitive and attentional limitations of the people who have to use it.

You can have all the right procedures, rules and engineering in place. But if the system isn’t intuitive enough for the end user, it’s still prone to failure for one simple reason: human error.

Any system that relies on human end users needs to account for how people actually think and behave. Our roads should be no different.

MORE: I drive on Australia’s most dangerous roads every week

When it comes to road safety, there are few things less controversial than protecting children around schools. I think we can all agree on that. That’s exactly why we have reduced speed limits in school zones.

And for good reason. The evidence is clear. Research has established that reducing speed limits around schools from 50 to 30km/h can cut injury crashes by around 45 per cent. In Australia, our school zone limit is generally 40km/h, so we’re already capturing part of that safety benefit.

But this is also one area where our road system design is glaringly at odds with the very human-centred design principle I started with.

Take a look at a typical school zone sign:

40 km/h
8 – 9.30am
2.30 – 4pm
SCHOOL DAYS

That’s a lot of information for a driver to process in a few seconds.

Now you might be thinking, “Come on, how hard is that?”.

Fair question. But unlike many opinion pieces, this isn’t based on a personal gripe or because I happened to receive a speeding fine one morning.

My job as a researcher is to think about the broader driver population, not just my own experience. And both research and plenty of anecdotal evidence suggest that many motorists find school zone rules confusing.

Thanks to research commissioned by AAMI, we know a little more about the problem. More than one in four Australian drivers say they do not fully understand school zone speed limits and operating times. One in four also admit they have driven through a school zone too fast simply because they didn’t notice the signs.

This isn’t just a matter of perception and self-stated violation. A recent Australian study of school zones around 59 schools in Canberra found that 36 per cent of vehicles exceeded the 40km/h limit while the school zone was active.

And of course this isn’t just a Canberra thing. Research done in NSW has also found even more non-compliance and that drivers were most likely to exceed the speed limit as they entered a school zone compared to when exiting.

That is exactly the point. By the time many drivers realise the lower limit applies, they’re often well into the zone.

And honestly, it’s not hard to see why. To know whether that 40km/h limit applies, drivers are often expected to know the time, remember whether it’s a school day, and keep track of school holidays. That strikes me as asking drivers to do more thinking than good road design should require.

Not everyone has children and follows the school calendar. Not every driver travels the same route every day. Not everyone is driving at the same time each morning.

We also share our roads with international visitors who may have little idea how our school zone signs work.

By the time some drivers have read the sign, worked out the time and figured out whether the restriction is actually in force, they’re already well into the school zone.

And let’s be realistic. Drivers get distracted and minds wander. That’s simply part of being human. Good road design should anticipate this.

So, can we do better than asking motorists to perform this little mental calculation while they’re driving?

I think we can. The solution is literally in sight: dynamic flashing school zone signs.

Replace the old static signs with electronic flashing signs that clearly show when the lower speed limit is active. Just a flashing number and no extra information to read and digest.

This gives drivers clarity and one less thing to think about and lets them keep their attention where it belongs.

And yes, there is good evidence that they do a better job of capturing drivers’ attention and improving compliance.

School zone speed limits shouldn’t depend on drivers tracking school hours and holidays. Flashing school-zone signs are a cost-effective piece of infrastructure that make roads safer for children and driving easier for motorists. Some schools already have them. Every school should.

The post Opinion: The simple change to make school zones safer and easier to navigate appeared first on Drive.

GWM has released more details about its upcoming 3.0-litre turbo-diesel for the Cannon Alpha and Tank 500, ahead of Australian showroom arrivals due next month.

GWM’s new 3.0-litre turbocharged four-cylinder diesel will be more fuel-efficient than the engine it replaces, despite its class-leading torque figure.

Due in local GWM showrooms in September, the new diesel engine for the Cannon Alpha and Tank 500 has been confirmed to use 7.3 litres per 100 kilometres on the combined cycle in the Cannon Alpha.

It compares with the 8.9L/100km rating for the 2.4-litre turbocharged four-cylinder diesel engine it will replace in the Cannon Alpha ute range.

Meanwhile, the new engine in the Tank 500 – bringing diesel power to the off-road SUV for the first time in Australia – has been rated at 7.1L/100km combined, less than an equivalent Isuzu MU-X (7.6L/100km).

MORE: GWM drive-away deals bring up to $4000 off, plus finance promotions

The Cannon Alpha, which has a larger footprint than an Isuzu D-Max, also uses less fuel than an X-Terrain four-wheel-drive dual-cab pick-up (7.8L/100km).

As first detailed to Australian media in China in April 2026, its new diesel engine develops 170kW and 620Nm, making it more powerful than a four-cylinder diesel Ford Ranger (125kW), Toyota HiLux (150kW) and Isuzu D-Max (140kW).

Its 620Nm torque output also surpasses the 600Nm offered by the 3.0-litre diesel V6 in the Ford Ranger and Everest, as well as the 2.8-litre four-cylinder in the Toyota HiLux and LandCruiser Prado (500Nm).

MORE: GWM hits back after Ford dismisses local chassis tuning as a ‘marketing ploy’

Compared with the 2.4-litre diesel – which will remain available in the smaller Cannon ute and Tank 300 SUV – the 3.0-litre diesel brings an additional 35kW and 140Nm.

A 20 per cent performance improvement during 0-100km/h acceleration is claimed, while the 3500-kilogram braked towing capacity has been retained.

GWM has yet to announce Australian pricing and specifications for the updated Cannon Alpha and Tank 500 with its new diesel engine, but they are expected to undercut the plug-in hybrid versions.

MORE: GWM V8 plans take shape as Australia eyes Tank 800 before Tank 700

Set to launch in Australia ahead of other markets such as South Africa, the company says “more than six months of local engineering and validation” has been completed “across Australia’s diverse roads and environmental conditions”.

“Testing has focused on performance, durability, drivability, towing capability and powertrain calibration, ensuring it delivers the refinement, reliability and confidence Australian customers expect,” GWM Australia said in a media release.

More details on the 2026 GWM Cannon Alpha and 2026 GWM Tank 500 3.0-litre diesels will be confirmed closer to their local showroom arrivals, due in the coming weeks.

The post GWM Cannon Alpha, Tank 500 3.0-litre diesel to use less fuel, despite power bump appeared first on Drive.

Mercedes-Benz has abandoned its struggling four-cylinder performance range, restoring a six-cylinder engine to its entry-level GLC AMG.

Six-cylinder power has returned to the Mercedes-Benz GLC range, with the updated AMG GLC53 taking the place of the earlier four-cylinder GLC43 range – and indirectly replacing the plug-in GLC63.

While the engine itself is not new, used elsewhere in the Mercedes-Benz range, the 3.0-litre inline six-cylinder engine produces 330kW and 600Nm in the GLC53, 20kW and 100Nm more than its four-cylinder predecessor.

An overboost function boosts peak torque to 640Nm for up to 10 seconds, and the GLC53 range boasts a 0-100km/h claim of 4.2 seconds, making it 0.6 seconds quicker than the GLC43.

Pricing has moved up with the new engine, starting from $140,600 for the GLC53 SUV and $151,300 for the GLC53 Coupe, both before on-road costs, up $2000 in each instance.

MORE: 2026 Mercedes-AMG CLE53 Edition R price announced as cheaper edition

The range is fitted as standard with a nine-speed automatic transmission and AMG Performance 4Matic+ all-wheel drive, AMG Ride Control adaptive suspension, rear-axle steering, and 21-inch alloy wheels.

Australian specification also includes ‘AMG Real Performance Sound’ exhaust as standard, using the vehicle’s speakers to augment driving sounds from microphones used to sample the actual exhaust noise.

Interior equipment includes an opening panoramic glass sunroof with blind, 15-speaker Burmester premium audio, Digital Light matrix LED headlights, and leather-trimmed front sports seats with heating, electric adjustment and memory.

The GLC53 range will be offered with an optional Golden Accents Package for a limited time from launch.

MORE: 2027 Mercedes-Benz GLE and GLS prices announced for Australia

It adds Obsidian Black paint, 21-inch cross-spoke forged alloy wheels in matt black with ‘techgold’ wheel lips and centre caps, black brake calipers, and gloss black finishes for the enhanced aero kit including the front bumper lip and flics, rear tailgate spoiler, and rear diffuser blades.

The interior features carbon-fibre trim with interwoven metallic gold threads and contrast stitching on the seats and instrument panels. The Golden Accents Package is priced from $6000.

The Performance Ergonomic Package adds AMG multi-contour front seats, a nappa leather and microfibre steering wheel, and AMG Track Pace telemetry via the infotainment system for $5800.

The Plus Package adds noise-insulating glass, upgraded coverage for the driver-assist systems like active steering assist and evasive steering assist, plus augmented-reality turn-by-turn prompts for the navigation system, priced from $5500.

MORE: 2027 Mercedes-AMG GLE63 and GLS63 get new V8 engine, but no more power

Performance upgrades, via the AMG Dynamic Plus Package, include an electronically locking rear differential, adaptive AMG dynamic engine mounts, Race and Drift driving modes, red brake callipers and an AMG fuel filler cap.

The dynamics upgrade package is priced from $3700.

The 2027 Mercedes-AMG GLC53 range is available now from Mercedes-Benz dealers nationally.

MORE: 2027 Mercedes-Benz CLA Shooting Brake wagon confirmed for Australia as hybrid and EV

2026 Mercedes-Benz GLC price in Australia

• GLC200 SUV Avantgarde four-cylinder petrol – $85,327
• GLC200 SUV four-cylinder petrol – $90,127
• GLC350e SUV four-cylinder petrol plug-in hybrid – $99,817
• GLC300 SUV AMG Line four-cylinder petrol – $106,327
• GLC300 Coupe AMG Line four-cylinder petrol – $118,427
• GLC400 Launch Edition electric – $110,000
• GLC400 electric – $112,200
• AMG GLC53 SUV – $140,600 (new)
• AMG GLC53 Coupe – $151,300 (new)

2026 Mercedes-AMG GLC53 options include:

• Golden Accents Package – $6000
• Performance Ergonomic Package – $5800 
• Plus Package – $5500
• AMG Dynamic Plus Package – $3700

Note: All prices above exclude on-road costs.

The post 2027 Mercedes-AMG GLC53 price: Six-cylinder performance returns appeared first on Drive.

Nothing says you’re winning at life more than driving around in a convertible. But when the Mercedes-AMG CLE53 with a roof costs almost $20,000 less, is it worth it?

2026 Mercedes-AMG CLE53

Does anyone ever really need a convertible?

Need? No. Want? Absolutely. They are aspirational. Nothing says ‘I’ve made it’ like driving down a (probably) beachside road in a soft-top with the roof down, music playing and wind flowing through your hair.

You can do that on a relatively lean budget in something like a Mazda MX-5, a Mini, or even a V8 Ford Mustang GT.

If you want something a bit snazzier, though, it’s a big leap in price up to the next most affordable models, a territory dominated by luxury brands such as Mercedes-Benz and BMW.

I’ve spent a week in the Mercedes-AMG CLE53 convertible to find out if it’s worth the almost $20,000 more the car maker is asking for it over the coupe.

Is the Mercedes-AMG CLE53 good value?

At this end of the market, value takes on a very different meaning, but do you get a lot of car for the asking price? Yes, you do. Most of it is under the bonnet, but let’s dig into the finer details.

The AMG CLE53 is the successor to the two-door C- and E-Class models and comes in two versions: a regular coupe or a convertible.

The coupe starts from $158,900, and the soft-top from $176,600, both before on-road costs.

As standard, both feature an 11.9-inch portrait infotainment touchscreen, 12.3-inch digital instrument cluster, Burmester 3D surround-sound with Dolby Atmos, wireless Apple CarPlay and Android Auto, a wireless charger, built-in augmented-reality satellite navigation, heated front seats, and dual-zone climate control.

For another $2100, you can add ventilated front seats and massage functionality, a memorised parking function and an interior fragrance via the Plus Package.

AMG Performance front bucket seats are another $5400 option, or you can choose to deck your CLE53 out in a lot of carbon fibre through the $8900 Carbon Package.

I had the convertible on test, but with ‘just’ the Plus Package and Alpine Grey paint ($3000) optioned.

Under the bonnet is a 330kW/560Nm 3.0-litre turbocharged inline-six engine matched to a 48-volt mild-hybrid system and a nine-speed torque-converter automatic transmission, with Mercedes-AMG’s 4Matic+ all-wheel-drive system.

The AMG CLE53 also adds rear-axle steering, adaptive suspension, and speed-sensitive steering, as well as larger front and rear brakes than regular Mercedes-Benz CLEs.

Its only true competitor is the BMW M4, which starts from $174,100 for the G82 manual, rising to $191,900 for the Competition automatic, all prices plus on-roads.

Or for similar money, you can get the Alfa Romeo Giulia Quadrifoglio Estrema with a 328kW/606Nm V6 for $156,990 plus on-road costs.

Considerably cheaper but still a convertible, the Ford Mustang GT retails for $93,666 before on-road costs.

How fuel-efficient is the Mercedes-AMG CLE53?

If most of your time spent in the CLE53 is going to be sending it on road trips along twisting country roads, or even just cruising around town, the pitch to your partner probably shouldn’t mention fuel.

While its combined fuel use isn’t that bad for a sports car at 9.7 litres per 100 kilometres, its city consumption is a thirsty 13.2L/100km, and it only sips 98RON unleaded.

If you’re spending upwards of $175K on a sports car, that might not worry you too much, but it’s good to know.

I spent a lot of my time with the CLE53 doing a mix of urban to-ing and fro-ing, as well as long stints on the freeway and some more spirited drives through the Dandenong Ranges.

Overall, my average consumption was a claim-beating 9.3L/100km, but there were times when I saw it rocket into the 11s or 12s.

I travelled just over 450km for the week and topped it up once to return it, though out of courtesy, as it still had more than a quarter of a tank left.

Mercedes-AMG quotes the average 66-litre tank should get you 680km of driving range.

How much does the Mercedes-AMG CLE53 cost to own?

Mercedes-AMG covers the CLE53 with a five-year/unlimited-kilometre warranty, with servicing every 12 months or 25,000km, whichever comes first.

The car maker offers servicing packages: the first three years cost $4190, or five years cost $7760. Five years of roadside assistance is thrown in for free.

BMW also backs the M4 with an identical warranty, but servicing is condition-based, meaning the car will let you know when it needs a visit to the dealer, and it offers a shorter three-year period of roadside assistance.

The Mercedes-AMG CLE53 will cost $6920.97 to comprehensively insure based on a comparative quote for a 35-year-old male living in Chatswood, NSW.

Insurance estimates may vary based on your location, driving history and personal circumstances.

How safe is the Mercedes-AMG CLE53?

The broader Mercedes-Benz CLE line-up was awarded five stars by ANCAP’s sister organisation, Euro NCAP, in 2024, earning high marks across all categories.

The five-star rating applies to all variants.

It was awarded 93 per cent for adult occupant protection, 86 per cent for child occupant protection, 87 per cent for vulnerable road users, and 84 per cent for safety assist technology.

In addition to the safety features listed in the table below, the AMG CLE53 comes with 10 airbags, evasive manoeuvre support, automatic parking, and advanced anti-theft monitoring.

The latter is an intelligent security system available on selected Mercedes models that acts as a bodyguard for your car, monitoring its surroundings for signs of break-ins, towing, or even parking damage, and can send real-time alerts to your phone via the app.

Given Melbourne’s car crime levels these days, you might be glad you have that last one.

The BMW does not have an ANCAP rating. The wider 4 Series line-up is now unrated after its previous rating expired at the end of 2025.

What is the Mercedes-AMG CLE53 like on the outside?

The AMG CLE53 is a throwback to when all Mercedes-Benz cars were low-slung and sexy.

Whereas the coupe is sleek, the convertible just adds that extra wow factor.

Styling changes for the current model include 20-inch alloy wheels, an AMG body kit, front-wheel-arch ventilation, a rear lip spoiler, and four exhaust outlets.

There’s also the distinctive vertical-slat grille, massive lower air intakes, and prominent wheel arches to accommodate the wider wheel track, both front and rear.

And its front and rear tracks have been widened over a four-cylinder Mercedes-Benz CLE300 for a more athletic stance.

While my test car was decked out in premium Alpine Grey paint, it was contrasted by a black roof, high-gloss black trim details here and there and beautiful bright red brake calipers.

Switching out the black soft-top for a red one is an option, but it costs $500 more.

What is the Mercedes-AMG CLE53 like inside?

It’s a sports car, it’s tight inside, let’s just accept it for what it is.

The transmission tunnel is especially high in the front row, separating the driver and front passenger for a sportier feel. 

The grey and red leather sports seats sit low to the floor and are nicely bolstered. You can get full bucket seats as an option, but I think these do the job well while remaining comfortable. 

An automatic seatbelt feeder brings your belt to you to save you pulling a neck muscle trying to find it somewhere in the back row.

The chunky, flat-bottomed steering wheel is trimmed in nappa leather and microfibre, with two round drive-mode buttons that stand out for ease of use and to show that this AMG has got the goods.

The right-hand dial is for the four drive modes, and the left for flitting between settings such as exhaust sound, suspension firmness, traction control and driving dynamics.

There are some other AMG touches here and there, such as illuminated door sills and floor mats.

Overall, the cabin feels a little different to fresher Mercedes models, featuring retaining the circular air vents on the dashboard and an awful lot of gloss black plastic.

There are small pockets of storage here and there, but this is a dad-spec, bring your keys, wallet, phone, and nothing else type of car – there’s nowhere for stashing toys, drink bottles, or the kitchen sink.

Door space is limited, as is the room inside the centre console bin. There are obviously no rear doors, and no centre armrest either, although there are two small cupholders in the middle between the two outboard seats.

Fitting forward-facing child restraints, if you do want to do that, is incredibly difficult. The ISOFIX anchors are easy enough to find, but unlike other sedans and coupes, the top tether points are not behind the rear headrests.

Instead, they are located on the back of the rear seats, unlike in an SUV, where you can access them from the boot. As you’ll also find in some dual-cab utes, you have to pull the rear seats forward one by one, attach the clip, then shove them back into place before tightening.

This is both quite awkward and borderline painful to achieve in a small space, and means you can’t get the top tether as tight as you normally would. Tight enough, but not as bulletproof as it might be in an SUV.

I wouldn’t attempt a rear-facing seat; you wouldn’t be able to get your little one out easily, and you’d completely lose any space for a front passenger for the restraint to even fit.

Putting the top down to give you more space to muck around with the child seats makes things easier, but it’s not life-changing.

My two little ones in the back were absolutely loving life, though. There’s just enough leg room for them at their age (seven and three), and they actually thought it was quite funny that when adults were in the front, the seats started to reverse back towards them to find the occupant’s preferred position.

They also loved the 64-colour ambient interior lighting, especially my three-year-old daughter, who insisted it remain on hot pink for almost our entire stint with the car.

The boot is roomier than you might think. It accommodates quite a few bags if you push them all the way back behind the rear seats. The only thing is that the lid opening is fairly restricted, so fitting awkwardly shaped items, or even something long like golf clubs, takes a little more care.

The AMG CLE53’s pièce de résistance, of course, is its glorious soft-top roof, which can be folded down on the go at speeds of up to 60km/h.

There are three buttons on the centre console to control it: up, down, and to activate the wind deflector.

The latter activates a deflector on the windshield header and a wind-blocking net behind the rear seats to drastically reduce cabin turbulence. You’ll need it, because once the speedo starts climbing, the wind force can get a bit much for anyone in the back.

There’s also a nifty button on the front doors, next to the heated seat control, that turns on warm air to keep your neck nice and cosy when the roof is down.

The absence of a hard roof, however, can make the cabin quite exposed to wind noise, and there is a noticeable creak in the windows whenever you raise or lower them.

Does the Mercedes-AMG CLE53 have good infotainment?

The infotainment system in the AMG CLE53 is good, but it feels a little simplistic and old compared with new Mercedes models.

There are limited apps in the menu, mostly covering basic functions such as radio, phone, and seat comfort, but you can also access Teams for meetings and play around with the Burmester sound system’s settings.

The display’s quality remains very high, and it responds quickly to input. I particularly like how easy it is to reach from the driver’s position, and it doesn’t feel too big or overwhelm the space.

In its natural position, it sits on a slope, which looks quite nice and helps it integrate well into the dashboard, but you can also make it pop up to stand upright to cut out glare from the sun.

The cluster is also of a good size, and allows for high levels of customisation, with a variety of information available, as well as different themes to suit all tastes.

The Burmester sound system is exceptional, with music projected around the smaller space in a way that feels like you’re swept up in it. That’s not something you can easily achieve in larger vehicles.

Mercedes offers access to its connected car services via the Mercedes-Benz app, with a free subscription for the first year, or three, depending on the model. After this, remote features and premium packages require a subscription.

What is the Mercedes-AMG CLE53 like to drive?

The Mercedes-AMG CLE53 is powered by the brand’s M256 3.0-litre turbocharged inline-six engine matched to a 48-volt mild-hybrid system and a nine-speed torque-converter automatic transmission driving all four wheels.

Outputs are a whopping 330kW/560Nm, while the mild-hybrid system’s integrated starter generator can add a boost of up to 17kW and 205Nm when accelerating.

It’s incredibly quick off the mark, as well as zesty on the move with plenty of mid-range torque available whenever you need it.

The nine-speed has been developed to offer more responsive shifting, particularly if utilising the paddle-shifters on the steering wheel, but it can be a bit shunty at walking speeds.

Despite its massive outputs, it never feels loose or unwieldy, with the razor-sharp, speed-sensitive steering helping to keep things tight and under control.

In some of the Sportier drive modes, it’s darty and hungry, but in a good way. It knows where you want to go and executes the move almost before you’ve had time to give it any more thought.

On regular bitumen, there wasn’t much cause to test out Race mode, but Sport and Sport+ elevate the everyday driving experience to one of raucous fun, making it an absolute joy to blast along winding roads.

Note that the car will revert to Comfort on start-up the next time you drive, which is a shame, as it takes the theatre out of starting the engine with a big song-and-dance.

There’s no getting away from it: the sound of the engine is enhanced inside the cabin, piped in from a front synthesiser speaker under the bonnet, to provide a more emotional driving experience rather than just being outright loud.

I don’t particularly care if it is amplified personally; I still like the drama of it.

If you do knock it into one of the energetic drive modes, expect the ride to be unyielding.

Even in Comfort, it is quite firm, but it’s not so bad as to be jarring. There is some scuttle shake over nasty patches as the body twists and the impact reverberates up through the steering column.

The secondary ride is also unsettled by large bangs, such as aggressive speed bumps, resulting in a waviness as the adaptive suspension struggles to shake off the impact.

The rough ride isn’t helped by the large 20-inch wheels, though fortunately the Michelin Pilot Sport S5 tyres they’re wrapped in do a bang-up job of keeping the CLE tethered to the tarmac. 

You can send it into a corner at a decent speed, and it’s going absolutely nowhere. Larger at the back for stability, the AMG CLE53 is fitted with 295/30 R20 tyres at the rear and smaller 265/35 tyres at the front.

The rubber isn’t quite perfect, however, as the trade-off, combined with that wind invasion I talked about earlier, is vast amounts of noise kicked up from the road.

What are the Mercedes-AMG CLE53’s best deals?

You can find examples of the Mercedes-AMG CLE53 for sale on Drive Marketplace, alongside other new and used Mercedes models.

Find your nearest Mercedes-Benz dealer here to see the AMG CLE53 in the metal and take one for a test drive.

For more details relating to pricing, specifications, and the latest offers on the AMG CLE53, click here. 

Should I buy the Mercedes-AMG CLE53?

If you have $175K burning a hole in your pocket and love a soft-top, the Mercedes-AMG CLE53 could be a great second-car option for weekends.

It’s not great on fuel around town, surprise, surprise, but take it to stretch its legs once in a while, and the consumption does drop to a more reasonable level.

It looks great, drives even better, and it is just about big enough inside to stash a couple of kids now and then if you need to.

For $20K less you can get the Coupe, which will drive better, be quieter and probably use less fuel, which could make the convertible a hard sell.

But there aren’t many convertibles around anymore, even luxury ones, so I reckon snap them up while you still can.

The post 2026 Mercedes-AMG CLE53 review appeared first on Drive.

One of the least effective hybrid systems at saving fuel – which real-world testing found to deliver a negligible boost in economy – will be scrapped.

Subaru has confirmed plans to axe the milder of its ‘hybrid’ technologies in Japan as part of a rollout of new, more effective petrol-electric power based on Toyota hardware.

However, Subaru Australia has yet to announce when it will replace the hybrid system – now offered only in the Crosstrek – with the Toyota-based system already fitted to the latest Forester.

Order books in Japan for the two remaining Subaru models with the milder version of its hybrid technology, the Impreza and Crosstrek, will close in September, according to media outlet, Nikkei.

“In light of the progress in electrification and the strengthening of environmental regulations, we have reviewed our product portfolio and have decided to discontinue the mild hybrid vehicle program,” a Subaru representative in Japan told the outlet.

MORE: Subaru admits its performance cars got boring, but salvation is coming

It will see the Crosstrek exclusively shift to the same ‘strong hybrid’ system as the larger Forester, which pairs Subaru’s 2.5-litre ‘boxer’ four-cylinder petrol engine with a Toyota-sourced electric motor and battery.

The outgoing hybrid is referenced by Subaru as a ‘mild-hybrid’, though it is a reflection of its limited electric-only capabilities and low electric-motor power output – 12.3kW vs 90kW – compared to the ‘strong hybrid’ alternative.

The term ‘mild-hybrid’ is usually applied to vehicles with electric systems that can assist the engine, but not drive the wheels on battery power alone, as the Subaru system can.

Confusingly, both Subaru hybrid systems are marketed under the e-Boxer badge in Australia.

MORE: Best-selling hybrid cars so far in 2026 revealed – every model listed

Australian details on the ‘strong hybrid’ version of the Crosstrek remain unclear, as the brand continues to offer the original hybrid system, which real-world testing by Drive has found to deliver negligible fuel savings.

“In Australia, the Subaru Crosstrek currently features Subaru’s e-Boxer 2.0-litre mild-hybrid powertrain,” a Subaru Australia spokesperson said.

“While we’re unable to comment on future product plans, we look forward to sharing any updates relevant to the Australian market when available.”

The ‘strong hybrid’ version of the Crosstrek first launched in Japan in late 2024, before it expanded to the United States last year.

MORE: Subaru Crosstrek ‘Strong Hybrid’ on the radar for Australia

Subaru claims it reduces fuel consumption by around 20 per cent compared with its now-axed mild-hybrid system, while it also offers greater performance with higher outputs for its petrol engine and electric motor.

Besides its upgraded powertrain, the ‘strong hybrid’ version of the Crosstrek also introduces a 12.3-inch digital instrument cluster, along with unique alloy wheel designs and exterior colours.

Earlier this year, Subaru Australia general manager Scott Lawrence told Drive “watch this space” when asked about the ‘strong hybrid’ version of the Crosstrek.

“We’re working with Subaru Corporation [in Japan] on a few different options,” he added.

The post Subaru to axe ‘mild’ hybrid power in favour of Toyota tech appeared first on Drive.

An oil leak affecting some V6 diesel engines in popular Ford Ranger utes and Everest SUVs finally has what is believed to be a permanent fix, applied in dealers and on the production line overseas.

Ford has admitted a manufacturing defect in the 3.0-litre turbo-diesel V6 powering the popular Ranger ute and Everest SUV that could result in an oil leak, which has sidelined a “small percentage” of customer vehicles.

Owners of an estimated 140,000 Rangers and Everests built before the turbo oil return line fault was fixed in the factory can have an updated part applied through Ford dealers, if their vehicle presents with the problem.

The diesel V6 in the latest generation of Ford’s popular 4WDs, introduced in 2022, is reportedly prone to a leak in the rubber O-ring built into the pipe that routes oil from the engine’s turbocharger to the vehicle’s oil pan.

While the vast majority of customers have not faced any issues – and report tens of thousands of kilometres of driving without fault – some on social media have seen leaks appear after as little as 6000km.

MORE: 2026 Ford Ranger, Everest updates already discounted with thousands off

One owner in a Facebook group has reported as many as three failures in three months, with less than 15,000km on their vehicle’s odometer.

After initially replacing the failed lines in troublesome vehicles with new versions of the same part, Ford has now developed two solutions for the faulty pipe.

One is an updated manufacturing process for the factory where the V6 is built, which limits “variability” that could induce “additional stress” on the O-ring groove, alongside an “opportunity” to make the “base design more robust”.

The second fix is a repair method for dealers, intended to address the fault while limiting the number of parts – such as the turbocharger itself – that need to be removed to implement it.

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Drive understands the factory change was made in the fourth quarter of 2025 (between October and December), while the dealership fix was not rolled out until earlier in 2026.

Ford has not confirmed the precise number of Ranger and Everest V6 vehicles – out of the approximately 160,000 to 170,000 sold in Australia since 2022 – affected by the fault.

There can be a lag between the fix being applied to newly-built engines, and those V6s finding their way into Rangers and Everests that roll off the production line in Thailand.

However, based on when the fix was rolled out in the factory – and how many vehicles have been sold since then – Drive estimates that about 140,000 vehicles on Australian roads were produced under the original manufacturing process.

MORE: GWM hits back after Ford dismisses local chassis tuning as a ‘marketing ploy’

Only a small percentage of Ranger and Everest V6 vehicles have reported the oil leak, and it is not guaranteed every vehicle will eventually suffer the fault – though even less than 5 per cent of the fleet being affected equates to up to 7000 cars.

“Ford has investigated reports of oil seepage related to the turbo oil return line on certain Ranger models and has successfully implemented permanent solutions,” a Ford Australia spokesperson said in a written statement to Drive.

“We identified a specific assembly process in one [of] our engine plants that could introduce variability capable of inducing additional stress on the oil return line’s O-ring groove, occasionally leading to a leak over time.

“To resolve this at the source, we instituted a comprehensive assembly process enhancement and have since received no further reports of this issue.

MORE: Ford has rehired hundreds of ‘veteran’ engineers in the US due to AI issues

“In parallel, we also identified an opportunity to make the base design more robust. This design improvement has been approved and is already in production.

“At a dealership level, Ford has engineered a service fix for customers whose vehicles are affected. This involves dealers installing a redesigned, slightly longer drain tube, optimised for an efficient repair without requiring turbocharger removal.

“Any customer experiencing this issue should contact their local Ford dealer to have the updated part installed under warranty.”

The same 3.0-litre turbo-diesel V6 engine is fitted to the latest Volkswagen Amarok ute, which is produced by Ford in its factory in South Africa, rather than Thailand like Australia-bound diesel Rangers.

MORE: Ranger and Everest put Ford in a vulnerable spot as BYD poised to overtake

The overwhelming majority of the circa-22,000 examples of the current-generation Amarok sold in Australia since its mid-2023 launch are understood to be V6s, but the brand says it has not found a “broader product issue” with the engine.

“Volkswagen Commercial Vehicles Australia is aware of a small number of warranty claims relating to the turbocharger oil return line on Amarok V6 vehicles,” a Volkswagen Australia spokesperson told Drive.

“While we continue to monitor warranty data, we have not identified a broader product issue affecting Amarok vehicles.

“Customers experiencing concerns with their vehicle should contact an authorised Volkswagen Commercial Vehicles dealer, where any necessary repairs will be assessed and carried out in accordance with Volkswagen’s warranty terms.”

The post Ford Ranger, Everest V6 manufacturing defect revealed as fix rolled out appeared first on Drive.

These little lights are seen on thousands of new cars sold in China, yet they have just been ruled illegal – and a crackdown on existing vehicles is coming.

Turquoise lights used on new cars in China to signify when they are in semi-autonomous driving mode are set to be outlawed, a new report claims.

It is the latest new-car feature subject to a Chinese government crackdown, following rule changes banning or penalising power-retracting door handles, ‘yoke’ steering controls, and, soon, even the weight of new cars.

Chinese regulators will more strictly enforce existing rules relating to the permitted colours of lights fitted to new vehicles, according to multiple outlets including CNEVPost.

White, red, yellow, and amber are the only colours listed in the rules, which has left the light blue increasingly used by car brands in a grey area.

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Manufacturers have reportedly been advised to stop using blue lights on new vehicles approved from 27 July 2026, with Chinese regulators now discussing how to remove the newly-illegal lights from cars already on the road.

Car News China reports the first vehicle to use turquoise lights was the Li Auto L9, launched in 2022, though Mercedes-Benz has also taken credit for it, despite only showing it a year later on autonomous EQS test cars.

Turquoise lighting has become popular in China – but never seen in Australia – to indicate to other road users when a vehicle’s hands-free semi-autonomous driving mode is active, and the human behind the wheel is supervising, rather than actively controlling the car.

MORE: Li Mega electric car from China one step closer to Australia

The latest models, including the updated Li Auto L9, apply turquoise LEDs across a full-width light bar, rather than a few dots in a tail-light cluster.

In recent months, Chinese regulators have begun to crack down on vehicle features and technologies that they perceive to have gone a step too far.

The most notable is a requirement for external door handles to operate mechanically in the event of a crash or power failure, following high-profile crashes where first responders and passers-by have struggled to rescue occupants of vehicles with door handles still tucked into the bodywork.

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It has all but banned power-operated door handles in China – particularly those that pop in and out of the bodywork electrically – and prompted car brands such as BMW to redesign the doors of cars sold in China to remove these technologies.

Other car makers, such as XPeng, are launching new models that skip power-operated handles in all global markets.

The US government has also announce plans to consider similar rule changes, focused on power-operated interior door releases that can fail in a crash.

The post China to ban autonomous driving indicators on new cars – report appeared first on Drive.

As Australia’s car market continues to expand, these brands are planting their flags across these specific pockets of Victoria.

There’s rarely been a greater time to be in the market for a car in Australia, particularly when you consider the influx of international brands and models populating the new and used car market.

And while it’s no secret that legacy brands such as Toyota continue to defend its crown as the country’s top sales leader amid burgeoning rivals from China, new data has revealed some brands – even some unlikely ones – are dominating in these suburbs.

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According to the latest data from VicRoads – which revealed the Victorian suburbs with the highest number of registered vehicles across 30 brands – Tarneit is home to the highest concentration of Toyota, Hyundai, Honda, Jeep, Kia, Haval, Suzuki and LDV vehicles in the state.

Meanwhile, Pakenham – an eastern Victorian suburb – is home to the highest concentration of Mitsubishi, Nissan and Mazda owners in the state.

Based on registration data from the Department of Transport Victoria, of the 124,321 registered cars in Tarneit, approximately 22 per cent – or 28,287 – are Toyota models, the leading marque among Tarneit registration data.

In Pakenham, where there are 50,634 registered cars, Mazda reigns supreme among other brands at 4,233 registrations – or approximately 8 per cent.

Some experts pointed to Tarneit’s and Pakenham’s large and fast-growing population as a key reason why the western and eastern suburbs are home to the highest number of registered vehicles across a combined 11 marques.

According to demographer Mark McCrindle, Tarneit’s population is generally younger and more budget-conscious, which is a key reason why there’s a mix of different brands.

“[The median age] in Tarneit is 31 years old, so it’s a lot more younger residents who are open to looking at what’s affordable and brand agnostic. You’ve got more than half the population, 57 per cent born overseas; it’s quite diverse, so you’re gonna get people that have knowledge or affinity with global brands,” McCrindle told Drive.

Additionally, the demographer said the large population lends itself to a large second-hand used car market in Tarneit, where the lack of public transport means homeowners are more reliant on more than one car for travel.

“It’s also a big second-hand car market there [in Tarneit] partly because you’ve got larger family sizes at approximately 3.4 people per household and almost two vehicles per dwelling,” he said.

McCrindle said the average household in Tarneit earns approximately $1800 per week, which is reflected in the diverse spread of car makers in the suburb.

“It shows that they’re looking for value, looking for affordability because they need cars [to travel].”

While classic brands have found favour in other suburbs, such as Holden in Mildura and Ford in Sunbury, the data highlights a change in consumer preference, where budget takes the driving seat over cultural reputation.

“You’ve got a new generation that doesn’t see brand legacy, familiarity or history as a key driving principle. In fact, they’re more likely to look at new and startup brands [in Australia]. For an older demographic, those legacy brands are where the quality and reliability sit.

“For a younger generation, they’re more likely to move to some of these start-up brands [because of their affordability],” McCrindle said.

This generational consumer shift is more prevalent among hybrids and EV ownership in Victoria, where Tesla dominates in the affluent south-west suburb of Point Cook, while rival BYD has its highest concentration of drivers in Dandenong, a south-eastern Victorian suburb.

According to Melbourne-based demographer Simon Kuestenmacher, households in Point Cook generally have access to convenient at-home charging solutions.

“The houses in Point Cook are still overwhelmingly big because it was a relatively early-settled suburb out in the West. So, you have relatively large roof spaces which makes charging relatively nice and cheap. I would think that’s probably the biggest driver,” he told Drive.

But in Dandenong, where household income is typically lower than in Point Cook, the diverse local community prioritises value for money.

“Households are pragmatic beasts; they make decisions based on what is possible. Of course, the cost-of-living pressures over the past couple of years have become bigger; we would expect to see a bigger share of BYD now than we’ve had in the past [when] they weren’t available,” Kuestenmacher explained.

“You would expect that wherever you find new cars, new households, you would see higher BYD numbers to begin with. Of course, the area is less rich so you would expect to see more BYDs because households are pragmatic.”

Unsurprisingly, the affluent Victorian suburb of Brighton in the state’s south-east is home to the highest number of registered luxury models from brands such as Porsche, Mercedes-Benz and Land Rover.

The full list of the most popular car brands across 30 Victorian suburbs is listed below.

The post ‘Pragmatic beasts’: The most popular cars by suburb in Victoria appeared first on Drive.

Magma, the go-faster arm of Genesis, has some big German names in its sights.

Magma, Genesis’ fledgling performance division, certainly isn’t lacking in ambition. At the launch of the GV60 Magma, executives had no hesitation naming the brands they see as their rivals.

There was no ambiguity about the response from Justin Douglass, Head of Genesis in Australia.

“I have no doubt that there’s going to be comparisons made against BMW. I think Porsche is going to be in the consideration set, and I think Audi RS is in there,” he said.

“[GV60 Magma] sits in this real exclusive part of the market that, again, if you’re looking at an EV competitor, you’re probably going to be looking at something like Taycan, which is quite positioned very differently as well.

“So I think one of the biggest benefits is the price position for this car, with obviously the performance output.”

MORE: 2026 Genesis GV60 Magma price and specs – most powerful Genesis yet takes aim at Porsche Macan

Despite sharing the same racetrack-compatible warranty as its Hyundai Ioniq 5 N cousin, the GV60 Magma appears to have a slightly different brief.

Genesis spokesperson Bill Thomas recounted a story that helped cement the sub-brand’s positioning. 

“In the very, very first marketing materials we saw for Magma, there was a diagram toward the end of the document, and it had a map of the Nordschleife, the Nürburgring, and there were two colours on the map,” he explained.

“One was light blue for [Hyundai] N, and one was orange for Magma. And they, the marketing guys had coloured in the twisty bits in N, and then the more sweeping, flowing corners in the straights was Magma, was the orange colour on it.

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I really like that. Immediately looking at what the car’s about… as soon as you go to the first mode in Magma, there’s GT. I think that says a lot as well,” he said.

So, in short, a high-end GT focused proposition.

With Genesis Magma Racing 001 prototype seeing the chequered flag at its very first Le Mans this year, and scheduled for an IMSA debut in 2027, Genesis is clearly serious about building Magama’s brand visibility.

The stunning Magma GT Concept, designed under the auspices of ex-Lamborghini stylist Luc Donckerwolke also turned heads at Le Mans, alongside its GT3 race car twin.

MORE: Genesis Magma GT set for production with full line-up of Porsche 911-like variants

Although confirmed to use a V8, the car displayed at Le Mans also featured a cabin finished to a much higher standard than is typical for a show car.

Donckerwolke has been on record saying that the Le Mans example represents a “base car”, with future variants potentially including even higher-performance versions, track-focused derivatives and even a roadster.

When asked what the next milestone for this low-slung coupe was, the answer from Product Development Manager, Tim Rodgers, was intriguing.

“It’s hard to explain without incriminating myself, I’ll say. But with all the concepts that we develop, we do study the market and the market opportunity for any given thing. So, there’s a lot of theoretical cars that we study day in, day out,” he said.

“And so, once the business case makes sense… But it’s not a full stop. No, absolutely not. And I mean, I think the fact that we’re continually coming out with revisions of the concept kind of show our hand a little bit about what we’re thinking.”

The post Genesis acknowledges Porsche, BMW, Audi targets for Magma buyers appeared first on Drive.

The majority of Jaecoo J5 small SUVs that leave showrooms are electric – but it is early days for the budget-priced petrol model that starts from $25,990.

Jaecoo J5 sales in Australia are currently led by the fully-electric version – priced from $36,990 drive-away – but the company says nearly one in two is the petrol version, despite only arriving in showrooms in June.

“We’re still at about 60 per cent J5 BEV; ICE [petrol] is growing, but now it’s at about 40 per cent of J5 sales,” Roy Munoz, Omoda Jaecoo chief commercial officer, told Drive.

“Prior to the fuel crisis, I would’ve expected it to be more skewed towards the ICE.”

Jaecoo launched its electric J5 in January 2026, and has already become the country’s fourth-best-selling electric vehicle.

MORE: 2026 Jaecoo J5 Hybrid price and specs – small SUV line-up completed

Munoz claimed the company has expected its success.

“It’s easy to say yes [the sales are a surprise] and no, but in general, no. I think styling, price, features, I believe the team has just nailed it.

“I see that feedback through various forums that, especially when customers are considering us against another brand, it’s just the value for money that just could not be overlooked.

MORE: Jaecoo J5 breaks into Top 10 best-sellers with EV popularity

“The dealers that are receiving stock now are already starting to deliver those cars.”

The Jaecoo J5 starts at $25,990 drive-away for the Track petrol variant, making it one of the country’s cheapest new cars of any kind.

The electric version starts from $36,990 drive-away in top-specification Summit trim, making it the country’s third most-affordable electric SUV behind the new GWM Ora 5 and BYD Atto 2.

“It’s almost like there are two crises, right?” said Munoz.

MORE: 2026 Jaecoo J8 price and specs – seven-seat PHEV added at Tiggo 9 price

“You’ve got the fuel crisis and then the cost of living. Whatever makes more sense to the customer. Do they want to save at the petrol browser? Do they want to save an overall purchase?”

Due imminently is a hybrid J5, available in flagship trim for $34,990 drive-away.

Deliveries for this model are set to begin in August, sharing its hybrid drivetrain with the related Chery Tiggo 4, which pairs a 1.5-litre turbocharged four-cylinder petrol engine developing 105kW/215Nm with a 150kW/310Nm electric motor for 165kW and 295Nm combined.

Orders for the J5 hybrid have opened, as cars begin to roll into dealerships over the coming weeks.