The National 4×4 Show just ran in Brisbane. Was it a success or a flop?

With retail markets in Australia feeling the strain of interest rates and as we start to see a return to normality after COVID, how is the Aussie automotive community responding?

Over the weekend of March 15 to 17, the RNA Showgrounds came to life with the Brisbane National 4×4 Show. It’s one of three events held for the 4WD sector by ETF (Exhibitions and Trade Fairs).

With Sydney and Melbourne to follow later in the year, this is one of the biggest events of its type in the country and the major expo for the South East Queensland off-road community and industry.

The event sprawled across four halls, a number of open and covered outdoor areas and the main oval. Sites were well stocked and staffed, there were no large voids and the variety of products and companies on show was generally a healthy spread of the off-road automotive industry.

A number of moving displays were dotted around the show and a variety of educational stages provided everything from basic recovery guidance to off-roading and towing tips.

A crowd favourite and long-term show supporter, Isuzu Ute Australia, had a corporate stand backing onto the Isuzu Team D-Max stunt car show.

“Exhibiting the latest Isuzu D-Max and MU-X models at the National 4×4 Outdoors Show isn’t just a chance for us to showcase two of Australia’s top-selling 4x4s, it’s an unique opportunity for us to bring the showroom to the enthusiasts, and get them inside the vehicles, to see and experience them firsthand,” said Isuzu Ute Australia PR manager Mark Harman.

“The Iron Summit is a great example of what to expect, giving people an unrivalled experience as they drive up and over the world’s steepest mobile ramp at 45 degrees.

“As one of the only vehicle brands on display and the only brand with a dedicated 4×4 training program, these 4×4 shows are incredibly important to us and we have been honoured to be part of the show for the past decade.”

Ineos was again back showing its support and value for the off-road community. It had three vehicles on display but sadly not the highly anticipated Quartermaster, a dual-cab version of their Grenadier.

There weren’t a lot of groundbreaking new products on display but there were a few surprises.

There seemed to be more tyre brands and tyre resellers on display and noticeably there was a good presence for Yokohama who are now coming to market with a growing range of Geolandar tyres specifically for 4×4 enthusiasts.

Australian management for Yokohama (a Japanese company) said the Japanese management were astounded by the local thirst for off-road tyres and that there was still plenty of potential to grow the brand locally.

Outside, the main oval was almost entirely covered with caravans and this seems to be one of the key growth areas still within the off-road community. MDC Camper Trailers and Offroad Caravans made a triumphant return with a number of flagship new models on display that take off-grid adventures to a whole new level.

Another big player, and comparative newcomer, Bushwakka Adventure Gear launched a misting awning that had punters hanging around to freshen up from the Queensland heat.

One of the few non caravan brands also out on the oval was Carbon Offroad, a highly progressive company focussed on off-road recovery equipment.

“This year’s Brisbane 4×4 show saw a solid turnout from vendors, reflecting the growing demand for outdoor and offroad products post-COVID,” said Carbon Offroad owner Dan Kozaris.

“Carbon Offroad made its mark by exhibiting as a standalone brand for the first time, showcasing our high-quality, value-for-money winch and recovery products.

“Our face-to-face interactions with enthusiasts were invaluable, allowing us to directly communicate the benefits of choosing Carbon Offroad.

“And the success of the Brisbane show has led us to book space at both the upcoming Melbourne and Sydney shows, where we’ll continue to grow our presence and connect with even more offroad fans.”

While there was no shortage of the large touring 4×4 trucks, there did seem to be more big-build American 4x4s that rivalled the number of Landcruiser 300s on display.

Overall there was a notable reduction in visitors and cash and carry spending, as well as a clear lack of enterprising, innovative and jaw-dropping stands.

This was all countered, however, by the number of big builds, big trucks and big tyres that demonstrated where the money was being spent and the industries faith and commitment within the retail sector.

Based on that we will rate the National 4×4 Show in Brisbane as a success and a strong sign for the future of our off road automotive industry and community.

MORE: Sell your car with CarExpert

There are a lot of exciting launches set for 2024.

There are plenty of new and updated versions of existing nameplates coming, but 2024 will also mark the year multiple brands will make their Australian debut (or return).

While new car launches can be subject to delays, this is our latest intel on what to expect to arrive this year and next. Each model is linked to our latest relevant content.

Let us know if you spot something missing!

Aion

Aston Martin

Audi

BMW

BYD

Cadillac

Chery 

Chevrolet

Citroen

Cupra

Ford

Genesis

GMC

GWM 

Honda

• Accord – second quarter of 2024

Hyundai

Ineos

JAC

Jaecoo

• J7 – second half of 2024

Jaguar

Jeep

Kia

• Carnival update – mid-2024
• EV5 – 2024
• K4 – expected first quarter of 2025
• Ute (potentially called Tasman) – expected in mid-2025
• EV9 GT – expected in 2025

Lamborghini

Land Rover

LDV

Lexus

• GX – first half of 2024
• LBX – first half of 2024

Maserati

Mazda

Mercedes-Benz

MG

Mini

Mitsubishi

Nissan

Peugeot

Polestar

Porsche

Ram

Renault

Skoda

SsangYong

Subaru

Suzuki

Toyota

Volkswagen

Volvo 

• EX30 – second quarter of 2024
• EX90 – late in the fourth quarter of 2024

Zeekr

• 009 – second half of 2024

With reporting from Jordan Mulach, Jack Quick and William Stopford.

The 2024 Hyundai Venue is on sale now, with no changes coming to the light SUV despite a $500 price rise across the board.

Hyundai hasn’t adjusted the Venue’s four-strong lineup, which continues to open with the base model – available with both manual and automatic transmissions – before moving up to the mid-range Active auto and the flagship Elite auto.

Priced from $22,500 before on-road costs in manual guise, the Hyundai Venue is just $210 dearer than the three-pedal Kia Stonic S, however the price gap widens when comparing the automatic variants, with the Venue’s $24,500 price tag incurring a $710 premium.

The Hyundai Venue faces stiff competition in the light SUV segment, with its 6152 sales in 2023 putting it behind the Mazda CX-3 (15,776 sales), Kia Stonic (6983 sales) and Toyota Yaris Cross (6514 sales).

Pricing

• 2024 Hyundai Venue manual: $22,500 (+$500)
• 2024 Hyundai Venue auto: $24,500 (+$500)
• 2024 Hyundai Venue Active auto: $26,750 (+$500)
• 2024 Hyundai Venue Elite auto: $29,250 (+$500)

All prices exclude on-road costs.

Drivetrains

The 2024 Hyundai Venue is powered by a naturally aspirated 1.6-litre four-cylinder engine producing 90kW of power and 151Nm of torque.

Drive is sent to the front wheels through either a six-speed manual or six-speed automatic transmission.

Efficiency

The 2024 Hyundai Venue uses 7.0L/100km on the combined cycle in base manual guise, with a quoted consumption of 7.2L/100km in all auto models.

Dimensions

The Hyundai Venue measures 4040mm long, 1770mm wide and 1592mm tall on a 2520mm wheelbase.

It has 355L of boot space (VDA) with the rear seats up.

Servicing and Warranty

The Hyundai Venue is backed by a five-year, unlimited-kilometre warranty.

Servicing is required every 12 months or 15,000km, whichever comes first. Service costs for 2024 haven’t been detailed. In 2023, the first five services were capped at $259, $259, $339, $459 and $259, respectively.

Safety

The Hyundai Venue has a four-star safety rating from safety authority ANCAP, based on testing conducted in 2019.

All variants received an adult occupant protection score of 91 per cent, child occupant protection score of 81 per cent, vulnerable road user protection score of 62 per cent, and a safety assist score of 62 per cent.

The following safety equipment is standard on all Venue models:

• Autonomous emergency braking (camera-based)
  • City/urban/interurban braking
  • Pedestrian detection
• Automatic high-beam
• Lane-keep assist
• Rear occupant alert
• Driver attention warning
• Leading vehicle departure alert
• Reversing camera
• Front, front-side and curtain airbags

The Active adds rear parking sensors, while the Elite also receives:

• Blind-spot monitoring
• Rear cross-traffic alert

Standard Equipment

There are three trim levels in the Venue range.

The base model, simply called Venue, comes standard with the following equipment:

• 4.2-inch colour instrument cluster screen
• Qi wireless phone charger
• 8.0-inch touchscreen infotainment system
• Wireless Android Auto and Apple CarPlay
• 1 x 12V outlet, 1 x USB-A outlet and 1 x USB-C outlet
• Four-speaker sound system
• Cruise control
• Tilt and telescopic steering column adjustment
• Tyre pressure monitoring
• Remote central locking
• 60:40 split/fold rear seat
• Cloth upholstery
• Power windows
• Manual air-conditioning
• 15-inch alloy wheels
• Space-saver spare
• Halogen daytime running lights
• Automatic halogen projector-beam headlights

The Active adds:

• Six-speaker sound system
• ‘Premium’ seat bolsters
• Leather-wrapped steering wheel and shifter
• Power-folding exterior mirrors
• 17-inch alloy wheels
• LED daytime running lights
• LED positioning lights
• Static bending lights

The Elite adds:

• Bluelink, with complimentary five-year subscription
• 2 x USB-C outlets (rear)
• Electro-chromatic rear-view mirror
• 8.0-inch touchscreen infotainment system
  • Wired Android Auto and Apple CarPlay
  • Satellite navigation
  • DAB+ digital radio
  • Sounds of Nature ambient noise
• Sunroof (not available with two-tone roof option)
• Keyless entry and start
• Rear privacy glass
• Single-zone climate control
• LED rear combination lights

Colours

All colours excluding Atlas White cost an extra $595.

The following exterior finishes are optional:

• Abyss Black
• Shimmering Silver
• Cosmic Grey
• Fiery Red
• Intense Blue
• The Denim

A black interior is standard, though the Elite can be specified with a Denim interior – as long as the exterior is finished in Shimmering Silver or The Denim.

The Elite can be ordered with a two-tone exterior treatment, with a contrast colour for the roof, mirror caps and side garnishes – but this omits its sunroof.

MORE: Everything Hyundai Venue

A few years ago now, we looked at 10 of the most obscure Holdens. We were just scratching the surface.

General Motors’ Australian brand had a reputation for importing vehicles for a single generation – case in point, the rebadged Isuzu Piazza, Opel Tigra and Chevrolet Volt covered in that article.

It also was known for developing homegrown obscurities of its own, like the One Tonner Cross6 and Brougham.

Here are five more vehicles from the brand’s 72-year history that were either short-lived or commercial flops – or both.

HQ Statesman Custom

There was once a manual Statesman, but this was no HDT/HSV-fettled sports sedan.

The first Statesman, the HQ, debuted in 1971. It replaced the Brougham, a rather half-arsed attempt at a flagship Holden sedan that ironically had more of an arse. Holden simply took the Premier and gave it a longer rear overhang, without increasing wheelbase length or even changing the front-end styling.

The Statesman – not the Holden Statesman, I should add, as General Motors-Holden marketed it as its own marque – was launched in Custom and de Ville guise.

Custom was actually the name given to the base Ford Fairlane, which the Statesman had been developed to tackle head-on.

Though the Brougham had been offered exclusively with an automatic transmission, Holden offered the base Statesman with a column-mounted three-speed manual transmission, also known as a three on the tree.

It wasn’t completely unorthodox, as the rival ZF Fairlane also offered a three-speed manual in base Custom guise.

The Custom was available with both 202 cubic-inch (3.3-litre) six-cylinder and 253 cubic-inch (4.1-litre) V8 engines, and both of these could be had with the three-speed manual.

You could opt for a floor-mounted four-speed manual, or a three-speed automatic transmission. The latter could be had either with a column shifter, or situated on a floor-mounted console coupled with front bucket seats that replaced the standard bench.

Recirculating ball steering was standard, though you could opt for the variable-ratio power steering that came standard in the flossier de Ville.

The Statesman Custom could even be had with a 350 cubic-inch (5.7-litre) V8 engine, however this came exclusively mated with a three-speed automatic.

In the Statesman, the Custom trim meant vinyl seats and a front bench, with optional Raydo nylon weave cloth inserts; the de Ville also came standard with vinyl, but you could at least opt for cloth, while bucket seats were standard.

The de Ville was also distinguished by its standard vinyl roof – an was option on the Custom.

The three-pedal Statesman and Fairlane Custom models expired around the same time. The Fairlane manual was dropped with the 1973 ZG update, and with the HJ Statesman of 1974, Holden retired the base Custom and instead added a new, top-spec Caprice.

The Statesman would never be offered again with a manual transmission, even when HSV came along to take a crack at it.

Gemini diesel and ZZ/Z

Diesel-powered small cars had become fairly common in Europe by the 1980s, but in Australia they were exceedingly rare.

Volkswagen offered a diesel-powered Golf, but otherwise oil burners were the domain of four-wheel drives and commercial vehicles.

Holden never saw a niche market it didn’t want to enter at least once, though, so along came a diesel-powered Gemini in 1981.

Under the bonnet was a naturally aspirated, overhead cam 1.8-litre four-cylinder diesel engine that was doing duty in the Holden Gemini’s Japanese-market cousin, the Isuzu Gemini.

Introduced in Japan in 1980, this produced just 40kW of power and 105Nm of torque, and was mated exclusively with a five-speed manual transmission.

Holden offered it in just one highly specified SL/X sedan variant, with the diesel carrying a $1000 premium over the standard 1.6-litre petrol. But it still massively undercut the Golf diesel, with Volkswagen asking for another $3000 or so over the price of the Holden.

The company claimed highway fuel economy was just 5L/100km and city fuel economy 7L/100km – improvements of 1.5L/100km and 2.5L/100km, respectively, over the petrol.

It was bog slow, though. Contemporary reviews published 0-100km/h times of around 24 seconds, around 10 seconds slower than a petrol model – blame not only the lower outputs of the diesel engine, but also the 172kg increase in weight.

The Gemini diesel never really spurred rival brands to offer oilers of their own, and petrol prices would come down during the 1980s as the OPEC oil crises became distant memories. The small car segment eventually saw a meaningful number of diesel contenders here in the 2000s, but this diesel boom was followed by a bust.

The TE update of 1979 had brought more squared-off styling to the Gemini that was rather Commodore-like, though the wagons had carryover sheetmetal behind the A-pillar. The coupe also received more squared-off styling, but Australia would never see it.

There would be two more updates of the rear-wheel drive Gemini, which by the the 1980s was showing its age – the model had debuted in 1975, though its global GM T-Car underpinnings dated further back to 1973.

There was a minor facelift, called the TF, in 1982, followed by another – the TG – in 1983. With each update, the Gemini looked more and more like the larger Commodore, down to the ribbed tail lights, but sales continued to decline as more modern front-wheel drive rivals like the Ford Laser rose in popularity.

The diesel, which continued to be offered, was slow and smelly, but surely this spicy-looking model TG variant was more exciting? Well, it was faster, but it was no faster than regular Geminis.

A sporty-looking (but similarly no more powerful) version of the contemporary Camira called the SJ, which borrowed a name from Pontiac who in turn borrowed from Duesenberg, was mockingly referred to by some as the “Standing Joke”. That was a bit of a stretch, but with this tarted-up Gemini’s moniker, Holden left the door wide open to mockery.

It was called the ZZ/Z. Yes, like a sleeping comic strip character.

What makes this all the more galling was the fact the Japanese-market Isuzu Gemini was offered in an array of ZZ-badged variants that packed a fuel-injected 1.8-litre four.

Not the Holden. It used the same carbureted 1.6-litre four with 49kW of power and 106Nm of torque as lesser Geminis. That meant the various add-ons – unique front and rear spoilers, alloy wheels, a tachometer, and fender-mounted ‘wind splitters’ – were writing cheques the car’s performance just couldn’t cash.

It wasn’t around for long. Holden shuttered its Acadia Ridge plant in Queensland in 1984, and with it went the rear-wheel drive Gemini. As for its short-lived replacement, that’s a story for another day.

Barina Cabriolet

With the folding metal hardtop convertible craze of the 2000s, brands such as Mitsubishi and Peugeot all introduced droptop versions of their light hatchbacks. Rewind to the late 1990s, however, and there was no activity in this segment in Australia.

You could step up to a Peugeot 306 or Volkswagen Golf convertible, though, or literally step up to a high-riding Suzuki Vitara. But if you wanted something Barina-sized, you were out of luck.

Holden saw an opportunity here.

From November 1997 until late 2000, it imported three-door Barina hatchbacks from Spain and had HSV convert them to convertibles in Melbourne.

Back in Europe and the UK, the Opel and Vauxhall Corsa – as the Barina was known there – also received a limited-run cabriolet version with an almost identical roof design; reportedly just 100 Vauxhall Corsa Cabriolets were sold in the UK.

The Australian-market Barina Cabrio was priced from $19,990 before on-road costs with a five-speed manual, the same as the cheapest Vitara convertible, or $21,580 before on-roads with the optional four-speed auto.

That was $5500 more than the entry-level Barina City hatch, though the Cabrio did at least come with body-coloured bumpers, an immobiliser and power steering as standard.

Launched shortly after a mid-life update for the SB Barina, it came with the same 60kW/114Nm naturally aspirated 1.4-litre four-cylinder engine; Holden had mercifully axed the gutless 1.2-litre base engine with the update.

Barina Cabrio advertising heavily targeted young female buyers, with one ad seeing an animated female protagonist use her car to fix her hair.

Contemporary reviews found body rigidity didn’t suffer following the loss of the Barina’s roof, thanks in large part to a ‘basket handle’ rollbar. While that was a good idea from a safety point of view, it meant aesthetically the Barina Cabriolet was rather awkward; the cheapo looking soft top didn’t help matters here, either.

It was a shame as the donor car was one of the most attractive vehicles in its segment in the 1990s.

Holden sold 11 in 1997, rising to 294 units in its first full year on sale. But sales dropped to 152 in 1999 and then 123 in 2000, before the Barina Cabriolet was dropped.

It was retired before the new XC Barina launched in 2001. However, this subsequent generation of Barina/Corsa spawned a folding hardtop convertible spinoff, the Tigra, which was built by Heuliez and exported to markets like ours.

The cabriolet is almost certainly the rarest body style of this generation of SB Barina/Corsa B.

The Barina/Corsa was also offered in markets like Latin America and China under the Chevrolet and Buick brands, and spawned four-door sedan, five-door wagon and even two-door ute body styles, with production finally ending in 2016 with the death of the Brazilian Chevrolet Classic sedan.

Suburban

General Motors is launching the full-size GMC Yukon Denali SUV in Australia during 2025, but this won’t be the first time it has fielded a huge American SUV here.

The GMC Yukon and Yukon XL are closely related to the Chevrolet Tahoe and Suburban, and it was the latter that Holden chose to import here back in 1998.

At the time, the Tahoe/Yukon weren’t offered with a third row of seating, which perhaps explains why Holden brought the jumbo-sized Suburban here.

At 5575mm long and 1948mm wide on a 3340mm wheelbase, the Suburban was 685mm longer (if only 8mm wider) on a 490mm longer wheelbase than a 100-series LandCruiser. At 2540kg (kerb), it was also around 180kg heavier than a LandCruiser GXL.

Holden was well aware of how massive the Suburban was, giving its press fleet vehicles number plates that included the word ‘HUGE’.

Sourced from Mexico, the Suburban was offered here in 1500 and heavier-duty 2500 guise – both with base, LS and LT trim levels. Only the LT had a conventional upward swinging tailgate, with the others featuring barn doors.

The 1500 had a naturally aspirated 5.7-litre Vortec petrol V8 producing 190kW and 447Nm, while the 2500 was offered exclusively with a 6.5-litre turbo-diesel V8 with 145kW and 583Nm.

Both used a four-speed automatic transmission, but the 2500 used a different unit called the 4L-80E. It also featured beefier brakes and heavy-duty suspension, plus a higher ride height and a wider track.

Braked towing capacity was also bumped up from 2720kg to 3400kg, while the 2500’s gross vehicle mass (GVM) was 3900kg – up from 3311kg.

All models featured a live rear axle with leaf springs, plus a rear limited-slip differential and shift-on-the-fly part-time four-wheel drive with selectable low-range gearing. No locking differentials were offered.

Holden said it performed local tuning of the Suburban, and fitted it with unique Bilstein gas shock absorbers. But this still had the cushy, comfortable ride, spongy brake pedal and vague steering you would expect of a jumbo American truck, though critics praised the smooth, effortless powertrain.

The third row seated three occupants and was removable, though it was saddled with lap belts. It wasn’t the only disappointing safety lapse. Dual airbags were becoming increasingly common in the late 1990s, but the Suburban only had a driver’s airbag.

All up, the Suburban had seating for eight in most variants, with the base petrol and diesel and diesel LS swapping the front bucket seats for another bench and bumping seating capacity up to nine.

As with almost all North American GM products from the mid-1990s, the Suburban had a cheap-looking, plasticky interior. Though it was built in right-hand drive at the factory and not converted later, contemporary reviews still spoke of trim gaps and rattles.

There were also some things that weren’t changed with the conversion, like third-row access being from the driver’s side and not the kerb side, the driver doing without a footrest, and a centre console opening the “wrong” way.

Launched in 1998, the Suburban was extremely short-lived. The axe fell in 2000, and just 746 were sold during its brief run here.

While those paltry sales figures would appear to be the cause of the Suburban’s demise, this GMT-400 generation had been launched in North America all the way back in 1991, derived from a pickup truck launched in 1987.

A replacement GMT-800 generation was launched in North America in 2000, but it and its close relations – the Chevy Tahoe, GMC Yukon and Yukon XL, and Cadillac Escalade and Escalade ESV – would all be built exclusively in left-hand drive.

Epica 2.0 manual

I know that photo of the Holden Epica put you to sleep, but wake up!

You may be thinking there’s surely nothing interesting about this blandly styled, Korean-built mid-sized Holden, right? It was a car tailor-made for witness protection, with a ClipArt design that makes it look like a generic vehicle in a Yellow Pages ad (remember those?).

Peek under the bonnet, however, and there’s one thing – perhaps the only thing – interesting about it: the inline six-cylinder engine developed in collaboration with Porsche.

Yes, that’s right: an inline six, transversely mounted in a front-wheel drive car – far from a common configuration.

In the 2000s, Holden decided to drop some of its models sourced from Opel in favour of Korean models it could sell cheaper – the XC Barina, a critically acclaimed rebadged Opel Corsa, for example, made way for a rebadged Daewoo Kalos known as the TK Barina.

This trio of Korean rebadges also included the Viva hatch, sedan and wagon, a rebadged Daewoo Lacetti slotting in under the Astra as a more affordable model; and the Epica, a mid-sized sedan sold in Korea as the Daewoo Tosca, which replaced the Vectra.

Vectra sales had trailed off from their late 1990s heights, and despite price cuts they didn’t recover. Continued price cuts clearly weren’t going to be sustainable, so Holden instead dropped it in 2006, with the Epica arriving in 2007.

At launch, the CDX manual opened the range at $25,990 before on-road costs. That was a whopping $9000 less than the base price of the ZC Vectra range when it had debuted in 2003.

But where the Vectra had been designed to target the likes of Volkswagens, the European Ford Mondeo, and even premium-brand entries from Germany, the Epica – as with the rest of the Korean Holdens – aspired to adequacy.

The Epica was pitched directly at the Toyota Camry, but unusually it launched with a pair of double overhead cam inline sixes. This was a segment where four-cylinder petrol engines dominated, and if you were lucky there was a petrol V6 or a turbo-diesel four.

These engines had been developed at Daewoo under its then-chief engineer Ulrich Bez, formerly of BMW and later the CEO of Aston Martin. Designed for the Epica/Tosca’s predecessor, the Magnus, Porsche engineers were brought in to consult.

The base 2.0-litre produced 105kW of power and 195Nm of torque, mated with a five-speed manual, while the 2.5-litre bumped those outputs up to 115kW/237Nm and came exclusively with a five-speed automatic sourced from Aisin.

But while Holden did some local tuning, it came late to the Epica program. The car itself was an evolution of the Daewoo Leganza-replacing Magnus, which entered production in 2000, so it was a retrograde (if cheaper) step from the Vectra.

Surprisingly, claimed fuel economy for both engines bested the rival Camry. Holden claimed combined cycle consumption of 8.2L/100km with the 2.0-litre and 9.3L/100km with the 2.5-litre, against Toyota’s claim of 9.9L/100km for its Camry (itself merely matching the V6-powered Toyota Aurion).

Reviews at the time found the Epica’s powertrains to be unsurprisingly smooth but ultimately lacking in grunt, its ride comfortable, and its dynamics to be composed if uninspiring.

The 2.0-litre lasted around a year. In 2008, Holden gave the Epica facelift with a bolder look – I said bolder, not bold – as well as more safety kit and a six-speed auto. The 2.0-litre got the axe, with the 2.5-litre repositioned as the base engine and an optional 110kW/320Nm 2.0-litre turbo-diesel four joining the range.

Despite a $2000 premium over the petrol, the diesel also slid (just) under the $30,000 barrier – several thousand less than a diesel Mondeo or Passat.

But though the Epica offered sharp pricing that undercut the Camry and had even debuted with a 30-day money-back guarantee, it sold no better than the ZC Vectra. In 2007, Holden sold 3108 examples; for context, it sold 3496 Vectras in 2004 and 3012 in 2005.

Sales continued to slide each year, even with the new diesel option. Holden sold just 997 examples in 2011, the year it swung the axe; Korean production was ending anyway.

Then-chairman Mike Devereux admitted the Epica wasn’t the car the brand needed to battle the Camry. The Malibu came to replace it in 2013, but it didn’t turn out to be the car to battle the Camry either, with annual sales hovering in the 1000-1600 range.

This new, much more boldly styled mid-sized sedan was also sourced from Korea and offered a choice of petrol or turbo-diesel four-cylinder engines.

But it was entirely unrelated, developed primarily for the North American market and riding GM’s Epsilon II platform, as used by the Opel Insignia which would later be offered in Holden showrooms.

Alas, Holden never seemed to be able to launch a mid-sizer that could outsell the Camry, even when it sold an actual Toyota Camry, the Apollo. Everything seemed to get lost in this vortex between the brand’s small car offering and the Commodore, from the too-expensive Vectra to the too-cheap Epica.

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For model year 2024, the Audi Q5 – the four-ring brand’s second best-selling model in Australia – is more expensive than before.

Prices were increased across the range – including the sportier SQ5 models – by between $1430 and $5900 from January 1, 2024.

“Due to ongoing disruptions to global markets, increases in the costs of raw materials and logistics mean that Audi Australia has seen an increase in prices across the model range,” an Audi Australia spokesperson told CarExpert.

The 40 TDI and 45 TFSI wagon variants are now also available only in Sport trim.

“From MY24, we removed the non-sport variants of this car in order to streamline and refine the Q5 range,” said a company spokesperson.

“The cars with sport trim far outsold the non-sport versions as customers could see the value in moving to the sport trim, and as such, we removed the non-sport vehicles for these two powertrains.”

As announced last year, the Q5 range received standard adaptive cruise control, Turn Assist, Swerve Assist, Predictive Efficiency Assistant and Arkona White exterior paint for 2024.

The range now starts at $70,850 before on-road costs for the Audi Q5 35 TDI, which recently joined the line-up as a permanent model, and extends to $126,600 before on-road costs for the flagship SQ5 TDI Sportback.

Globally, Audi has confirmed it will launch a new generation of Q5 in the second half of this year.

Despite being at the end of its lifecycle, it’s still a strong seller. In addition to being the brand’s second most popular vehicle in Australia last year, behind only the Q3, among premium-brand mid-sized luxury SUVs it was outsold by only the Mercedes-Benz GLC (5430 sales) and Lexus NX (6875 sales).

Pricing

Q5 and SQ5 wagon

• 2024 Audi Q5 35 TDI: $73,400 (+$2550)
• 2024 Audi Q5 40 TDI quattro Sport: $87,500 (+$3700)
• 2024 Audi Q5 45 TFSI quattro Sport: $90,600 (+$4500)
• 2024 Audi Q5 55 TFSI e quattro S line: $108,100 (+$5200)
• 2024 Audi SQ5 TDI: $120,900 (+$5600)

Q5 and SQ5 Sportback

• 2024 Audi Q5 40 TDI quattro S line: $88,130 (+$1430)
• 2024 Audi Q5 45 TFSI quattro S line: $98,800 (+$4550)
• 2024 Audi Q5 55 TFSI e quattro S line: $116,100 (+$5900)
• 2024 Audi SQ5 TDI: $126,600 (+$5500)

All prices include Luxury Car Tax (LCT) and exclude on-road costs.

Drivetrains

Q5 35 TDI

• Engine: 2.0-litre four-cylinder turbo-diesel 12V MHEV
• Power: 120kW (3250-4200rpm)
• Torque: 370Nm (1500-3000rpm)
• Transmission: 7-speed S tronic dual-clutch auto
• Driveline: Front-wheel drive
• 0-100km/h: 9.0 seconds
• Top speed: 213km/h

Q5 40 TDI quattro

• Engine: 2.0-litre four-cylinder turbo-diesel 12V MHEV
• Power: 150kW (3800-4200rpm)
• Torque: 400Nm (1750-3250rpm)
• Transmission: 7-speed S tronic dual-clutch auto
• Driven wheels: All-wheel drive
• 0-100km/h: 7.6 seconds
• Top speed: 222km/h

Q5 45 TFSI quattro

• Engine: 2.0-litre four-cylinder turbo petrol 12V MHEV
• Power: 183kW (5000-6000rpm)
• Torque: 370Nm (1600-4500rpm)
• Transmission: 7-speed S tronic dual-clutch auto
• Driven wheels: All-wheel drive
• 0-100km/h: 6.3 seconds
• Top speed: 237km/h

Q5 55 TFSI e quattro

• Engine: 2.0-litre four-cylinder turbo petrol PHEV
• Battery: 17.9kWh lithium ion (14.4kWh usable)
• Power: 270kW (195kW + 105kW)
• Torque: 500Nm (370Nm + 350Nm)
• Transmission: 7-speed S tronic dual-clutch auto
• Driven wheels: All-wheel drive
• 0-100km/h: 5.3 seconds
• Top speed: N/A

SQ5 TDI quattro

• Engine: 3.0-litre V6 turbo-diesel 48V MHEV
• Power: 251kW (3800-3950rpm)
• Torque: 700Nm (1750-3250rpm)
• Transmission: 8-speed automatic
• Driven wheels: All-wheel drive
• 0-100km/h: 5.1 seconds
• Top speed: 250km/h

Efficiency

Q5 35 TDI

• Fuel consumption (combined): 4.8L/100km
• CO2 emissions: 125g/km

Q5 40 TDI quattro

• Fuel consumption (combined): 5.4L/100km
• CO2 emissions: 142-143g/km

Q5 45 TFSI quattro

• Fuel consumption (combined): 8.0L/100km
• CO2 emissions: 182-183g/km

Q5 55 TFSI e quattro:

• Fuel consumption (combined): 2.0L/100km
• CO2 emissions: N/A
• Electric range: 53-55km 

SQ5 TDI quattro

• Fuel consumption (combined): 7.0-7.1L/100km
• CO2 emissions: 185-186g/km

Dimensions

The Audi Q5 measures:

• Length: 4682mm
• Width: 1893mm
• Height: 1663mm
• Wheelbase: 2832mm
• Boot capacity: 520L-1520L

Audi Q5 Sportback:

• Length: 4689mm
• Width: 1893mm
• Height: 1661mm
• Wheelbase: 2829mm
• Boot capacity: 510L

Servicing and Warranty

The Audi range is covered by a five-year, unlimited-kilometre warranty in Australia.

Maintenance is required every 12 months or 15,000 kilometres – whichever comes first. Audi offers five-year Genuine Care Plans that cover up to 75,000km.

For the regular Q5 range, the service plan costs $3520. Meanwhile, the SQ5 TDI’s plan is $3560 (+$350).

Safety

From January 1, 2024, all Audi Q5 and SQ5 models lack a safety rating from safety authority ANCAP as the original test result from 2017 has expired.

In that testing, conducted against older criteria, it scored 93 per cent for adult occupant protection, 86 per cent for child occupant protection, 73 per cent for pedestrian protection, and 58 per cent for safety assist. This original rating didn’t apply to plug-in hybrid models.

Standard safety features on the base Q5 include:

• 8 airbags
  • Dual front
  • Dual front-side
  • Dual curtain
  • Dual rear-side
• Active bonnet
• Autonomous emergency braking (AEB)
  • up to 85km/h
  • Pedestrian detection
• Blind-spot monitoring (side assist)
• Collision avoidance assist
• Exit warning
• Automatic high-beam
• Lane-keep assist
• Rear cross-traffic assist
• Tyre pressure monitoring
• Adaptive cruise control with stop/go (NEW)
• Turn Assist (NEW)
• Swerve Assist (NEW)
• Predictive Efficiency Assistant (NEW)
• Driver attention monitoring
• Reversing camera

The Q5 Sport adds a surround-view camera.

Standard Equipment

Q5 highlights:

• 19-inch alloy wheels
• 235/55 tyres
• Hill descent control
• LED headlights and daytime running lights
• Keyless entry and start
• Hands-free power tailgate
• Heated exterior mirrors
• Tri-zone climate control
• Auto-dimming rear-view mirror
• Aluminium door sill plates
• Floor mats front, rear
• Ambient lighting
• 12.3-inch virtual cockpit plus digital instrument cluster
• 10.1-inch MMI touchscreen infotainment system
  • Satellite navigation
  • Voice control
  • DAB+ radio
  • Wireless Apple CarPlay, Android Auto
• 8-speaker sound system, 100W output
• Wireless phone charger
• Audi connect plus Navigation & Infotainment*
  • Online traffic information
  • Destination entry via myAudi, Google Maps
  • Parking information
  • Weather
  • Fuel prices
  • Google Services
• Audi connect plus Security & Assistance*
  • Car finder incl. remote signal
  • Remote lock, unlock
  • Emergency call
  • Online roadside assistance
• Electric front seats with four-way lumbar
• Leather-appointed upholstery

*Audi connect plus service subscription valid for up to three years after delivery

Q5 Sport adds:

• 20-inch alloy wheels
• Exterior mirrors with heating, folding, auto dimming, dipping
• Panoramic sunroof
• 10-speaker 180W sound system
• Driver seat memory
• Heated front seats
• Sport front seats
• Semi-automatic parking assist

Q5 S line adds:

• S line exterior package
  • S bumpers front, rear
  • Tailgate spoiler
• Red painted brake calipers
• Rear privacy glass
• Colour ambient lighting (30 colours)

SQ5 TDI adds:

• 21-inch Audi Sport alloy wheels
• Matrix LED headlights
• Dynamic turn signals
• Quad tailpipe trims
• 19-speaker 755W Bang & Olufsen 3D sound system
• Fine Nappa leather upholstery, diamond stitched
• Electric steering column adjustment

Note: There are some minor spec differences between the Q5 and Q5 Sportback line-up, detailed below.

Q5 Sportback 40 TDI S line highlights over Q5 40 TDI:

• Sport front seats
• Exterior mirrors with folding, auto dimming, dipping
• Black cloth headliner
• Inlays in aluminium rhombus
• Black gloss accent surfaces
• Illuminated S line door sill trims

Q5 Sportback 45 TFSI S line adds over Q5 45 TFSI:

• Fine Nappa leather upholstery, diamond stitched
• Inlays in matte brushed aluminium
• Pedals in stainless steel
• Rear seat bench seat plus

SQ5 Sportback TDI adds over SQ5 TDI:

• Different 21-inch alloy wheel design

Options

Parking package (Q5): $1500

• Semi-automatic parking assist
• Exterior mirrors with folding, auto dimming, dipping
• Surround-view camera

Comfort package (Q5 Sport): $1600

• Electrically adjustable steering column
• Sliding, reclining rear bench

Technik package (Q5 Sport, S line): $5600

• Matrix LED headlights
• Dynamic front, rear indicators
• Bang & Olufsen 755W 3D surround sound system
• Head-up display
• Rear privacy glass

Technik package (Q5 Sportback 40 and 45 TFSI S line): $5600 and $5000 respectively

• Matrix LED headlights
• Digital OLED tail lights
• Dynamic front, rear indicators
• Bang & Olufsen 755W 3D surround sound system
• Head-up display
• Rear privacy glass

Beyond the optional packages, a wide range of single-item cost options are available depending on variant.

All option package pricing includes Luxury Car Tax (LCT).

Colours

The Audi Q5 is available with the following colour options:

• Arkona White
• Brilliant Black
• District Green metallic
• Floret Silver metallic
• Manhattan Grey metallic
• Mythos Black metallic
• Navarra Blue metallic
• Glacier White metallic

All metallic colour options cost $1990 including LCT.

The SQ5 and Q5 Sportback remove:

but add:

• Chronos Grey metallic
• Ultra Blue metallic
• Daytona Grey pearl effect

All metallic colour options cost $1990 for Sportback models, however the SQ5 receives exterior paint free of charge.

MORE: Everything Audi Q5
MORE: Audi Q5 55 TFSI e review
MORE: Price and Spec

The Australian Government this week announced its revised New Vehicle Efficiency Standard (NVES), and has put a bill before parliament.

Joined by representatives of Toyota, Tesla and various groups earlier this week, Climate Change and Energy Minister Chris Bowen told media that changes had been made after industry consultation.

“Not everybody here has gotten what they’ve asked for,” he said at this week’s press conference.

“Some wanted us to go harder and faster, some had concerns and wanted us to slow, but everybody here has had a say, everybody here has had genuine concerns taken on board, and everyone today recognises that Australia can now move on, implement these standards, and Australian motorists can get access to these standards.”

It has made some key concessions to placate carmakers, though there’s only a six-month delay for penalties to come into effect (to July 1, 2025) and they remain at $100 per g/km for carmakers that exceed their CO2 target.

It has, however, moved large, body-on-frame SUVs from the same category as passenger cars to the same category as utes and vans, and adjusted the emissions limits for this category.

Also tweaked are break points, points on the fleet limit curve that are “flattened out”, which the Government says can help put a limit on how much the curve helps out heavier vehicles.

The Government has kept the lower break point the same, but Type 1 vehicles now have an upper break point of 2200kg and Type 2 vehicles have an upper break point of 2400kg.

You can read more about what’s in the legislation here.

Changes to break points and vehicle categorisation were among the modifications some carmakers were calling for. So, how has the industry responded?

MORE: What lobby groups think of Australian Government’s revised emissions regulations

Toyota and Lexus

“Toyota has long supported the introduction of an ambitious fuel-efficiency standard that is calibrated to the unique requirements of the Australian market and leaves no-one behind,” said Toyota Australia president and CEO Matthew Callachor, who was present alongside Ministers Bowen and King at the press conference for the revised scheme.

“We welcome the willingness of the Federal Government to consult on this important public policy and to make changes that represent a positive step forward.

“Even so, Toyota and the industry face huge challenges that must be addressed before these significant reductions can be realised.

“Our task now is to get on with the job of delivering diverse technologies that will enable our customers to choose vehicles with lower or zero carbon emissions that best suit their circumstances.”

In its submission to the Government earlier this year, it called for large SUVs to be classified separately from passenger cars, a change that has been made.

It recommended break points to be changed or removed entirely, calling for upper break points of 2400kg for passenger vehicles and 2800kg for light commercial vehicles. These are 2200kg and 2400kg in the revised rules, so not quite what Toyota was asking for.

Its calls for both a delay of penalties to 2029 and for off-cycle credits, which would take into account features that may reduce a vehicle’s emissions in a way not measured in emissions testing, weren’t answered by the Government.

MORE: Toyota’s wish list for new Australian emissions regulations

Mazda

Mazda Australia had no comment.

When the initial NVES Consultation Impact Analysis was released in February, the company was critical of it, arguing the Government’s preferred option would drive up car prices even if it wasn’t a direct tax.

“Our opposition is that I think the timeframe is too ambitious, and secondly maybe the government hasn’t really educated themselves on the costs that would go to the consumer in this big ambition they have shared with us,” Mazda Australia managing director Vinesh Bhindi told CarExpert early in February.

“A timeframe from 2030 to 2035, one we’ll have more technology available and probably a better value proposition, which would mean that our government doesn’t have to be as aggressive on incentives would be the appropriate timeline.”

The company also criticised the absence of subsidies for buyers looking to buy zero- or low-emissions vehicles.

MORE: Mazda pumps the brakes on Australian efficiency standards, calls for subsidies

Ford

“Ford’s global focus is to contribute to a carbon neutral emissions transportation future. As such, we appreciate the government’s willingness to engage on the proposed NVES policy and encouraged by the adjustments outlined today,” said a Ford Australia spokesperson.

“These will help to ensure consumers have access to a range of vehicles capable of meeting their needs, while achieving the objective of accelerated emissions reductions.

“In Australia, Ford has five electrified vehicles in market or on their way: The Mustang Mach-E (a mid-size SUV), the E-Transit and E-Transit Custom (commercial vans), the Puma Gen-E (small SUV), and the Ranger PHEV (mid-size pick-up).”

Ford had earlier called for various changes to the proposed regulations, including for penalties to be delayed until 2026 and initially start at $50 per g/km.

It also called for ‘super credits’ to be included where electric and plug-in hybrid models could further offset higher-emitting vehicles, and for off-cycle credits to be included.

It also called for upper break points to be increased to 2500kg for both categories and for vehicle segmentation to exclude vehicles with a gross vehicle mass over 3500kg.

MORE: Ford wants incentives, concessions under Australian emissions regulations

Kia

Kia didn’t respond with a comment before publication.

Hyundai

“The NVES framework seems to strike the right balance between ambition and practicality,” said Hyundai Australia chief operating officer John Kett.

“With this Standard in place, Hyundai dealers will have great vehicles to sell, customers will have great vehicles to drive, and the automotive industry will be playing its part to reduce emissions in line with Australia’s commitment to decarbonise.

“Hyundai has been selling EVs in Australia for six years and investing in the technology globally for decades. It is our intention to bring many more EVs to the Australian market, while substantially reducing the emissions profile of our entire range.

“The New Vehicle Efficiency Standard will help us to do that and now we can look forward to getting on and selling some cars.”

Mitsubishi

“Mitsubishi Motors Australia is currently reviewing the updated proposal. Our experts are conducting a thorough analysis to understand the impacts on our business and customers,” said a company spokesperson.

“We look forward to continuing to work with the Albanese Government to ensure a positive outcome for all Australians.”

Mitsubishi Motors Australia CEO Shaun Westcott said in February his company supported the introduction of emissions standards, but warned they needed to account for the specific needs and capabilities of vehicles like dual-cab utes, as viable electric alternatives to these don’t currently exist.

MORE: Mitsubishi: Emissions standards can’t forget about ‘middle Australia’

MG

MG didn’t respond with a comment.

However, earlier this month it threw its support behind the Government’s preferred model for the NVES.

“With the majority of the international car market already covered by fuel efficiency standards, we are fully supportive of Australia’s move to help provide consumers with cleaner and more affordable cars to own and run,” said MG Motor Australia CEO Peter Ciao.

“The standard is a win for customers with rising costs of living and a win for our extensive dealer network who can do their bit to reduce emissions in their local communities in line with Australia’s commitment to decarbonise.

“We know that change is never easy and it took a lot of initiative from the Government to make such a move but we also know that having a strong fuel efficiency standard will not only help reduce household costs but also provide healthier neighbourhoods.”

MORE: MG backs aggressive emissions standards for Australia

Tesla

Tesla typically doesn’t provide official comment to media, however a company executive was on stage alongside Toyota Australia president Matthew Callachor when Ministers Bowen and King announced the revised standards.

Subaru

Subaru Australia didn’t respond with a comment before publication.

Isuzu

“We appreciate that the Federal Government has taken feedback from the industry and motorists and reviewed the proposed NVES policy,” said a spokesperson for Isuzu Ute Australia.

“While we are still analysing the proposal in detail, we are very aware that the targets will still be challenging.

“However, we are looking forward to continuing to work with key stakeholders to ensure Australians continue to have choices of vehicles that are fit for purpose under Australian conditions and needs.”

The company had previously warned the Government’s preferred NVES proposal would negatively impact new car buyers, and called for it give carmakers more time to lower the emissions of their model ranges.

It also called for SUVs – like its MU-X – to be classified separately to passenger cars, which is one of the key changes made by the Government.

It also called the proposed penalties excessive, though these haven’t been changed.

MORE: Isuzu sounds alarm on new government emissions regulations

Volkswagen Group

“Volkswagen Group Australia has long called for such regulation. Australia will be a better place for the NVES,” said a spokesperson for the company.

In its submission to the Government, Volkswagen had called for a lower penalty ($40 per g/km); for large SUVs to be included with light commercial vehicles; for super credits for electric vehicles; and for air-conditioning and off-cycle credits.

It also called for break points to be removed entirely, plus a two-year transition or grace period for penalties.

MORE: Volkswagen reiterates support for emissions regulations

Nissan

Nissan Australia didn’t respond with a comment before publication.

After the NVES Consultation Impact Analysis was released in February, Nissan Australia and Oceania managing director Adam Paterson said the brand was “committed to electric vehicles and carbon neutrality” and “co-designing an NVES with the Government that works for all Australians”.

However, he called for changes to be made to the Government’s preferred Option B, including for large SUVs to be categorised with light commercial vehicles; for break points to be removed; and for customer incentives to be offered.

The company has also called for vehicle type approval requirements to be amended to allow for direct acceptance of type approved vehicles from major global markets.

MORE: Nissan backs new emissions laws but calls for incentives, regulatory reform

GWM

GWM Australia didn’t respond with a comment before publication.

However, the company recently said it welcomed tough emissions standards in Australia.

“We welcome any standards which allow more fuel-efficient choices to be available to Australian customers. That’s the bottom line,” said Steve Maciver, head of marketing and communications for GWM Australia, earlier this month.

“The devil, of course, is in the details. We don’t know exactly what the final judgment of the announcement is going to be, but we do believe that GWM is well-placed with the range of vehicles that we’ve got today.

“Obviously, when we understand final outcome of the legislation, we will study that more closely, and if that means we have to look at other alternatives and other technologies such as plug-in hybrid, that’s something we can look at.”

MORE: GWM welcomes tough emissions standards in Australia

Mercedes-Benz

Mercedes-Benz had no further comment to provide.

“We support regulations that will bring benefits to Australians, and are closely following the development of the New Vehicle Efficiency Standard proposal,” a spokesperson said in February.

“Increasing fuel efficiency and electrifying our vehicle fleet continue to play an important role in our strategy. In line with this, Mercedes-Benz is consistently expanding its range of fully electric vehicles in Australia.

“By end of this year, we will offer 23 fully electric variants across eleven models, including passenger cars and vans.”

BMW

BMW had no further comment.

“The BMW Group supports the implementation of the New Vehicle Efficiency Standard (NVES),” a company spokesperson said in February.

“The standard’s design should prioritise consumers’ needs, offer diverse choices and contribute to emissions-reduction targets.

“It should provide the platform for a range of emissions-reduction measures and that the technology be made available to the buying public without restricting choice.

“We also strongly recommend it remain specific to the local market, be based on technology openness and accommodate future fuel types such as hydrogen and e-fuels.

“In addition, we urge the government to consider revising the Luxury Car Tax (LCT) for all fuel-efficient vehicles, and not just those that sit under the $89,332 threshold (FY2023/24).

“This will enable a wider range of vehicles to benefit from other incentives such as the Fringe Benefits Tax (FBT) exemption and encourage manufacturers to bring higher efficiency/technology vehicles to Australia to help shape and achieve the nation’s greenhouse emissions reduction target.

LDV

Ateco, LDV’s Australian distributor, didn’t respond with a comment before publication.

Suzuki

Suzuki Australia didn’t respond with a comment before publication.

Honda

“Honda Australia recognises the Federal Government’s initiative in making adjustments to the New Vehicle Efficiency Standard (NVES),” said a company spokesperson.

“We remain committed to working with government and industry. We will examine details of the revised NVES in a thorough manner with the goal of prioritising consumer needs, while contributing to emissions-reduction targets.”

Complaining of a stiff ride in your Mazda CX-60? Well, the Japanese brand is offering you the chance to have the suspension in your SUV upgraded, free of charge.

Mazda Australia has confirmed with CarExpert the company has made a running change at a factory level, with “a revised rear shock absorber” being fitted from new builds from October 2023 to address criticism of the terse ride quality.

Owners of vehicles built between March 28 and September 30, 2023 are also being offered the opportunity to “align their vehicle with the latest factory specification… fitted at no cost through the Mazda dealer network”.

“As CX-60 makes its way into more markets, we continue to study the vehicle and review customer feedback,” the company said in a statement to CarExpert.

Further to the free suspension upgrade, Mazda Australia is also offering a free update of the CX-60’s Powertrain Control Module (software) to the latest calibration, which combines the engine control unit (ECU) and transmission control unit (TCU).

It’s understood this is a direct response to complaints about refinement of the CX-60’s eight-speed automatic, which features a multi-plate clutch and integrated electric motor-generator in place of a hydraulic converter as an input clutch.

In essence, the electric motor in both mild-hybrid and plug-in hybrid versions and mechanical clutch take the place of a conventional torque converter.

While Mazda claims this helps to improve fuel efficiency and improved throttle response over a conventional automatic, but due to the fact torque outputs of the engine and electric motor are directly transmitted to the gearbox “with fast and rhythmic shifting” akin to a manual transmission, the calibration has been criticised for its jerkiness at low speeds as well as the odd audible grumble.

It’s not just the automotive media that have complained about the CX-60’s suspension and transmission, either.

Owners have been giving their feedback as well – including one who published an owner review of their CX-60 P50e Azami on CarExpert.

Back in August, S King wrote: “Unfortunately one of the most important features and function, the ride quality is poor. The suspension needs to be worked on before Mazda can claim they have a truly premium product.”

“The transmission is clunky around town when stop start or at low speed… The suspension is terrible feels every bump. Particularly on country roads. Feels at times you could lose control.

“If the suspension could be corrected we would be much happier.”

Mazda has no plans to introduce similar changes to the larger CX-90, which shares the CX-60’s Large Architecture platform as well as versions of the same electrified powertrains, though the Japanese brand’s new flagship SUV hasn’t been subject to the same level of criticism as its smaller stablemate.

According to VFACTS sales data, Mazda registered 2779 units of the CX-60 in 2023 following its market launch in July. So far in 2024, the CX-60’s sales rates have slowed significantly, with just 522 units registered as of February 28.

Share your thoughts with us in the comments section below, and if you’re an owner of a CX-60 planning to or already have had these changes applied to your CX-60, we’d love to know whether these changes have been worthwhile!

MORE: Everything Mazda CX-60