Subaru Australia says it has “reasonable” supply of its vehicles, though some of its vehicles are facing longer waits than others.
The company says the Forester Hybrid and Crosstrek Hybrid are facing the longest waits, which are sitting at between four and six months at the moment.
For the Forester Hybrid, that’s a drop from nine or 10 months last year, and Subaru says it’s working to get more supply.
The Outback XT and BRZ are facing wait times of three or four months.
It says other vehicles, depending on variant, are either in stock or will only take a month or so to reach customers when ordered.
“The stock situation compared to say, last year, has improved and is better. We’re not talking long, long, long lead times, but there is, on some models, still a lead time at this point in time,” Subaru Australia managing director Blair Read told CarExpert.
Subaru’s latest vehicle, the new electric Solterra, is also now arriving at dealerships.
“At this stage, we are roughly three to four months out at this stage, depending on spec and those types of things, location…” said Mr Read.
“We’ve got what we think is a reasonable looking pipeline for the rest of the year. There is opportunity for the potential to increase that if need be.”
Subaru sales were up by 28 per cent in 2023, with 46,114 vehicles delivered – the brand’s best year since 2018, when it shifted 50,015 vehicles in Australia.
Only the XV and Impreza were down, with the former being replaced by the Crosstrek and the latter winding down ahead of the launch of a new generation early this year.
The BRZ was up 35 per cent to become Australia’s best-selling sports car, while the Forester was up 54 per cent on the back of improved supply and the Outback improved its tally by 32.5 per cent compared to 2022.
The WRX range was also up a comparatively more modest 14.7 per cent.
After a day (or so) of fevered speculation, Nissan and Honda have confirmed they are investigating whether the automakers should work together in the “fields of vehicle electrification and intelligence”.
Both Nissan CEO Makoto Uchida and Honda CEO Toshihiro Mibe fronted a press conference attended by Automotive News.
The CEOs said the automakers are considering sharing electric motors, battery technology, software platforms, and other core electric vehicle (EV) components.
Makoto Uchida (Nissan) and Toshihiro Mibe (Honda)
Quite how far-reaching Nissan and Honda’s cooperation will go has yet to be determined, as the two companies have only just signed a memorandum of understanding to “begin a feasibility study of a strategic partnership” in order to “further accelerate efforts toward carbon neutrality and zero traffic-accident fatalities”.
The heads of both Japan’s second largest automaker (Honda) and third largest (Nissan) agree a partnership between the two may be their best bet of staving off an existential threat.
Race for catch up
When asked about the industry’s rapid pace of change, Mibe-san said: “Can we survive? That’s the question. By 2030, we have to be a top runner, in a position to fight against the top players.”
Uchida-san echoed these sentiments, stating: “We cannot afford to be complacent. Emerging players are making inroads with high competitiveness and totally different business models.”
Nissan Leaf
The potential partnership won’t be limited to Japan, but will be global in nature. Both need more EVs in Europe in order to meet the EU’s 2035 deadline for the phaseout of new petrol and diesel car sales.
Chinese automakers, such as BYD, Geely and SAIC, have aggressively invested in electric cars, gaining market share and acceptance in both Europe and China.
Nissan was an early pioneer in the EV field with the Leaf, which, prior to Tesla Model 3 taking off, was once the world’s most popular electric car. Now the Leaf is an also ran, and the only other EVs in its range are the Ariya crossover and Sakura kei car.
With the recent axing of the retro-styled E hatchback, Honda’s electric offerings are currently limited to a clutch of models based on the HR-V — variously marketed as the e:NS1, e:NP1, e:Ny1 and e:N1 — and two cars — the Honda Prologue and Acura ZDX — based on the GM’s Ultium architecture and built by the General.
Honda e:Ny1
At this year’s CES, Honda unveiled a number of radically-styled concepts previewing its new 0 Series electric cars that will go on sale globally from 2026.
No rebadging or share purchases, for now
Although it’s early days for the Honda-Nissan relationship, both CEOs said product sharing, badge engineering, and capital cross-holdings won’t be part of discussions.
They did, however, leave the door open to these items further down the road.
Japan’s Ministry of Economy, Trade and Industry has long dreamed about a partnership or merger between Honda and Nissan. Honda’s strong desire for independence, and Renault’s controlling stake in Nissan have kiboshed these hopes.
Honda Prologue
Acura ZDX
Since the late 1990s, Nissan has been in a tight partnership with Renault, which rescued the Yokohama-based automaker when it was at death’s door. The two companies have jointly developed platforms and shared procurement, but these ties were loosened after the arrest of then-CEO Carlos Ghosn back in 2018.
Renault and Nissan renegotiated their relationship in 2023, with Renault agreeing to sell down its stake in Nissan from 43 to 15 per cent, and limit its influence. While the two automakers agreed to work on specific projects together, it’s a much looser setup, with both companies free to pursue other partnerships.
The French automaker has strengthened its ties with Geely, and Nissan was reportedly interested in rescuing Fisker.
Meanwhile, Honda and GM have a long standing hydrogen fuel cell partnership. This helped to facilitate Honda using GM’s Ultium architecture for two North American EVs, as well as a plan to bring Cruise’s autonomous taxi tech to Japan by 2026.
Nissan Ariya
It’s unclear if the Cruise deal will go ahead given the division was forced to suspend on-road services after running over and dragging a pedestrian down a street. GM and Honda have also cancelled plans to jointly develop an affordable EV architecture.
Cultural differences
It will be interesting to see how the potential partnership pans out. The two companies have quite distinct cultures, with Nissan being seen as more confrontational, especially with its suppliers, while Honda has long fostered collaboration.
Journalists asked about this, and Mibe-san responded: “Of course, it’s a different company so it has a different culture, but the assumption is that we can overcome these barriers. Even though there are different cultures, there are also commonalities.”
Australians may be crazy for SUVs, but Bentley’s coupe and convertible models are holding their own.
2023 was the best year for Bentley sales in Australia ever with 229 cars sold – up 12.8 per cent on the previous year.
Its two-door Continental GT and GTC range was up 28 per cent on the previous year.
Bentley says its vehicles account for nearly one in four “high-end” luxury cars sold in Australia, all from just six retailers across the country.
The brand has a well-balanced model split between its two-door grand tourers and its more practical four- and five-door models.
Last year, the two-door Continental GT and GTC accounted for 46 per cent of Bentley’s sales in Australia, narrowly behind the Bentayga (47 per cent). The Flying Spur (7 per cent) rounded out the range.
Moreover, from a per capita perspective, Australia is one of the top five largest markets for the Continental GT.
70 per cent of buyers also added a bespoke Mulliner option to their vehicle, an increase of 35 per cent on the year before.
And of Bentley’s various grades which include Azure, Speed and Mulliner, almost 40 per cent chose the ‘wellbeing and comfort’ option of the Azure.
Apparently, spending more on your Bentley isn’t just an Australian thing either, it’s a global trend according to Bentley’s chief communications and diversity and inclusion officer, Wayne Bruce.
“Increasing personalisation, where customers are spending even more on their cars also means the average price of a Bentley is going up,” said Mr Bruce.
“Not because we’re inflating our prices, mind, but because clients will tick the box of one of our new derivatives like Azure, which is the most popular in Australia given the additional spec it delivers, then they’ll also go further with paint, a different stitch, or even go to Mulliner for things like wheel trim and self-levelling Bentley Bs for example.
“Not only is this trend helping to drive profits, it also allows us to self-fund Bentley’s electrified future to the tune of three-billion euros.”
Bentley also boasts a high percentage of female customers, according to Mr Bruce, though he says it’s difficult to collate the data or get a breakdown of the gender split.
He did say, however, that both the Continental GT and Bentayga models were the principle catalysts for attracting more women to the brand, the majority of whom use these cars as their daily drivers.
There’s also another explanation for the steady rise in Bentley global sales and it centres around the fact Bentley itself is now bolder when specifying company demonstrators.
The company, part of the Volkswagen Group, offers a staggering 46 billion different configurations available from the marque’s factory in Crewe, England.
The people’s performance car of Italy has gone electric.
No, it’s not a Ferrari or Lamborghini, it’s an Abarth – itself an extension of the hugely popular Fiat 500 family.
The 2024 Abarth 500e is an electrifying take on the proven Abarth formula, taking the Fiat 500, giving it more power and more focused running gear, and making it make a lot of noise.
Noise in an EV? Yes, Abarth’s engineers have spent thousands of hours working on a system called Exhaust 2.0, which plays engine sounds inside and outside the car based on recordings of the Abarth 595/695’s Record Monza exhaust.
If that’s not in your face enough, our test car’s Acid Green exterior paint surely has to be. It’s somewhere between rolling tennis ball and highlighter, and no doubt will be cause for people to stop and stare on the street.
Can this satisfy the Italian hot hatch diehards?
How does the Abarth 500e compare?
View a detailed breakdown of the Abarth 500e against similarly sized vehicles.
Abarth
500e
How much does the Abarth 500e cost?
On test we have the ‘regular’ 2024 Abarth 500e Turismo – priced from $58,900 plus on-road costs. There’s also limited stock of the Scorpionissima launch edition remaining, which is limited to 219 units nationally.
2024 Abarth 500e pricing:
2024 Abarth 500e Turismo: $58,900
2024 Abarth 500e Scorpionissima: $60,500
Prices exclude on-road costs
To see how the Abarth 500e lines up against its rivals, check out our comparison tool.
What is the Abarth 500e like on the inside?
Abarth has basically taken the Fiat 500e’s interior and suede-ified it.
The overall design and layout of the cabin is all familiar from the Fiat version, but there’s various Abarth Scorpion badging and highlights everywhere as well as Acid Green and Poison Blue highlights throughout.
Ahead of the driver is a rejigged version of the Fiat 500e’s 7.0-inch TFT cluster, which gets Abarth-specific graphics and offers a number of layouts to suit your tastes.
I kept the central speedo and tacho dial up for my time with the car, and the theme and changes depending on drive mode, progressively getting brighter and more aggressive as you cycle through Turismo, Scorpion Street and Scorpion Track modes.
While the additional power meter readout had more fluid animations, the speedo dial almost ticked through the various points on the rim like a clock. It’s not necessarily a positive or negative, but a general observation.
Sitting proudly atop the dash is a 10.25-inch touchscreen infotainment system running the Stellantis Uconnect 5 interface. It’s the latest and greatest software from the group, and is a marked improvement over previous Abarths.
It offers embedded navigation, DAB+ radio, as well as wireless Apple CarPlay and Android Auto – the latter working reliably with my iPhone 15 Pro Max with the exception of one occasion. The six-speaker JBL audio system goes pretty hard, though if you dial it up the windows and rearview mirror might shake a bit.
Fiat and Abarth have also included good storage space for such a little car, with a grippy wireless phone charger which also has a Torino skyline graphic. There’s also a deep centre cubby with sliding lid, decent door pockets, and a couple of cupholders.
I prefer the new “Premium Sporty Seats” over the old car’s pews, trimmed in leather and Alcantara to match the steering wheel, dashboard, and doors. There’s a Scorpion graphic on the headrests of both front seats, Acid Green double stitching, and decent levels of adjustment in both the seats and steering wheel – big tick.
As you’d expect of a light-class car, the back seat is best left for occasional use and smaller passengers. Think of it as a 2+2, if you will.
You can fit average sized adults back there for short trips if you really need, and the front seats easily fold out of the way via the bright blue straps on the seat backs.
The front passenger seat will even slide back and recline into a more accommodating position automatically after using the release function, which was handy when a taller friend sat behind a shorter friend during a short trip.
You can put child seats back there courtesy of the ISOFIX anchor and top tether points on both rear seats too.
The boot is tiny, as you’d expect – with 185L quoted with the rear seats in place. Abarth doesn’t quote a seats-down figure, but it’s definitely more accommodating as a two seater thanks to the 500e’s taller proportions.
There’s also no spare wheel, rather a “Fix and Go Tyre Repair Kit”.
What’s under the bonnet?
The Abarth 500e gets a more powerful electric motor than its Fiat equivalent, and remains front-wheel drive.
Model
Abarth 500e
Drivetrain
Single-motor electric
Battery
42kWh li-ion
Power
113kW
Torque
235Nm
Driven Wheels
Front
Weight
1335kg (tare)
0-100km/h (claimed)
7.0 seconds
Top speed (claimed)
150km/h
Energy consumption (claimed)
18.1kWh/100km
Energy consumption (as tested)
16.3kWh/100km
Claimed range
253km
Max AC charge rate
11kW
Max DC charge rate
85kW
Charge time (AC)
4 hr 15 min (11kW 0-100 per cent)
Charge time (DC)
35 min (85kW 0-80 per cent)
To see how the Abarth 500e lines up against its rivals, check out our comparison tool.
How does the Abarth 500e drive?
Starting up the electric Abarth is… interesting.
Overseas model shown
If you have the sound generator off, you’ll get a funny electric guitar sound playing when you hit the starter button to turn it on or off.
If you have the sound generator on, the guitar still plays but it’s quickly overpowered by a very prominent burble reminiscent of the combustion powered Abarth 595/695 with the Record Monza exhaust. It’s arguably louder on the outside than inside.
As you set off there’s even a sound that simulates you disengaging the clutch, but from there it lines up its fake revs to throttle inputs and speed. On the freeway there’s a pretty loud drone which for some might get tiresome, but I enjoyed the constant soundtrack because it’s just like the petrol one.
It’ll even rev if you have it at a standstill. Press the throttle in P or N and the 500e will play a revving sound and react much like the old 1.4-litre engine under the bonnet.
The outputs may seem meek on paper, but having 235Nm on tap from the moment you hit the accelerator in a pretty light (~1300kg) hatchback makes for pretty brisk progress off the line.
It pulls strongly from rest and right through to about 60 or 80km/h, tapering off a bit as you get to highway speeds. There’s better response than the petrol-powered Abarth at low speeds, but the old one pulled harder at speed.
Keep in mind the Abarth 500e is more aligned with the base-level 123kW Abarth 595 rather than the 132kW Abarth 695 we still get in Australia. Even so, Abarth’s representatives claim the 500e is 50 per cent quicker from 20-40km/h than its petrol predecessor.
Abarth’s 7.0-second claim from 0-100 feels accurate by the seat of the pants, and it feels more responsive on a roll too – the brand quotes a 20 per cent improvement in acceleration from 60-100km/h.
Worth noting are the different outputs depending on drive mode. The standard Turismo mode limits the drivetrain to 100kW/220Nm and engages maximum regen (one-pedal mode) for best efficiency; Scorpion Street gives you the full 113kW/235Nm with one-pedal driving; and Scorpion Track is max attack with no regen.
I generally cycled between Turismo and Scorpion Street in normal driving, and the extra response of the latter is notable if you really gun it. You’ll notice the trip computer will add a few kilometres to the remaining range if you switch from one of the Scorpion modes to Turismo, and there’s also a Turtle mode if you’re running really low on charge and limits top speed to 80km/h.
It doesn’t come undone at freeway speeds either, partly thanks to the 60mm wider track and 24mm longer wheelbase over the old 695. There’s a more confident stance as the speed climbs and the 500e feels more substantial.
I’d argue that while still firm, the electric Abarth rides better than its ageing predecessor, and the larger footprint means it’s a more confident handler. There are 18-inch alloys (huge on a car like this) shod in 205/40 rubber front and rear, which is pretty much the same tyre specification as the old one, bar the extra inch in wheel diameter.
The 500e corners with gusto, albeit with a top-heavy feel like its forebears. But this just adds to the fun. The heavier steering tune is responsive and accurate, and while there’s no fancy limited-slip diff or torque vectoring function you can have quite a lot of fun without things getting too lairy.
For me, there was the simple pleasure of blasting out of roundabouts, making quick overtakes on main roads, and carving up the ramps of shopping centre carparks. It feels like a big kid’s toy – if a pretty expensive one.
Driving like this means you’ll likely never achieve the advertised driving range of 253km. On delivery and after charging it our test car showed roughly 225km of range, though our real-world consumption figure of 16.3kWh/100km bettered the claim in mixed driving and would get close to the advertised range.
A major development over the old 695 is the inclusion of modern driver assistance systems, even if the Abarth misses out on some of the functionality in the cheaper Fiat version.
AEB with vulnerable road user detection is standard, as is lane-keep assist and blind-spot monitoring. These alone bring the Abarth 500 into the modern era, and align the teeny hatch with other Stellantis products.
There’s also a reversing camera with front and rear parking sensors, though the Abarth 500e lacks the Level 2 autonomous driving assist (adaptive cruise and lane centring) offered in the Fiat which would make extended highway stints that little bit more relaxing – though the 200km-ish range means extended stints wouldn’t be that extended.
I’m sure the Italians would say, however: “ma questa è un’auto da guida, perché ne hai bisogno?” Or put simply, this is a driver’s car, so Abarth owners are more likely to want to have full control.
What do you get?
Abarth 500e Turismo highlights:
18-inch alloy wheels
Full LED exterior lighting
LED headlights
LED daytime running lights
LED tail lights
Automatic headlights
Automatic high-beam
Rain-sensing wipers
Panoramic fixed glass roof
Privacy glass
Titanium grey mirror caps
Heated exterior mirrors
Alcantara upholstery
Leather, Alcantara-wrapped steering wheel
10.25-inch touchscreen infotainment system
Satellite navigation
Wireless Apple CarPlay, Android Auto
7.0-inch digital instrument cluster
Keyless entry, start
Climate control
DAB+ digital radio
6-speaker JBL sound system
Heated front seats
Height-adjustable driver seat
Metal pedals and sill plates
50:50 split-fold rear seats
USB-A and USB-C outlets
Auto-dimming rear-view mirror
Wireless phone charger
Mode 3 charging cable
Abarth 500e Scorpionissima adds:
Digital certificate of authenticity
Abarth decals
Is the Abarth 500e safe?
The Abarth 500e is currently isn’t rated by ANCAP, though the related Fiat 500e received a four-star ANCAP rating based on testing conducted by Euro NCAP in 2021.
Standard safety equipment includes:
6 airbags
AEB incl. Vulnerable Road User detection
Blind-spot monitoring
Driver attention monitoring
Intelligent speed limit assist
Lane keep assist
Parking sensors front, side, rear
Reversing camera
Traffic sign recognition
Tyre pressure monitoring
How much does the Abarth 500e cost to run?
The Abarth 500e is covered by a three-year, 150,00km new vehicle warranty, which is well behind the pack these days.
The battery is covered for eight years or 160,000km; and there’s roadside assistance thrown in for three years. Most rivals offer at least five years of support for new vehicle and roadside these days.
Abarth is offering capped price servicing at $300 per visit for up to 10 years. Intervals are 12 months or 15,000km.
CarExpert’s Take on the Abarth 500e
It’s fun, fast, but flawed – which is quintessentially Abarth, really.
Against more objective metrics like our scoring system or relative to the market, the Abarth 500e doesn’t make a whole lot of sense.
It’s very expensive, doesn’t offer a lot of range, and really is outgunned by rival EV hatches like the MG 4 XPower and Cupra Born in the performance stakes. Then there’s the lack of practicality, the in your face looks and the sub-par warranty coverage.
But that’s not really the point, is it? The old Abarth 695 suffers similar drawbacks, if not worse, and this new electric one makes huge strides in tech, safety, comfort and refinement.
What Abarth has done here is rebirth its iconic baby hot hatch for the electric age. It looks, feels and drives like an Abarth-fettled Fiat 500 should, and anyone who has enjoyed a petrol one in the past should love this.
I genuinely couldn’t wipe the smile off my face every time I saw it, let alone every stint behind the wheel. It’s so silly, in the most charming and fun way.
Real talk; if the range wasn’t so short, I would have seriously considered putting an order in.
Click the images for the full gallery
MORE: Buy an Abarth 500e MORE: Everything Abarth 500e
The 2024 Lexus UX range is now exclusively electrified, bringing a more powerful hybrid system and an increase of nearly $10,000 to the price of entry – now starting from $55,370 plus on-road costs.
Gone are the UX 200 petrol and UX 250h hybrid models, replaced by the more powerful UX 300h hybrid to join the all-electric UX 300e which received a significant upgrade in battery and range in 2023.
“The UX 200 Petrol will no longer be produced for the Australian market as local Lexus customers continue to favour HEV, PHEV and BEV powertrains,” Lexus Australia said in its media release.
This now means the UX no longer undercuts the new LBX all-hybrid baby crossover as the cheapest Lexus on sale in Australia.
Headlining the changes is the enhanced 2.0-litre hybrid drivetrain in the UX 300h, which benefits from an 11kW bump in system power output to 146kW, matching the likes of the hybrid Toyota Corolla Cross and C-HR GR Sport.
This has been achieved through an upgraded intake and exhaust for the naturally-aspirated petrol engine, which now produces 112kW/188Nm on its own. Lexus has also added more powerful electric motors – 83kW up front and 30kW/84Nm at the rear (AWD).
The front e-motor in 2WD and AWD versions is 3kW more powerful than before, while the new rear transaxle boasts increases of 25kW and 29Nm in AWD versions.
Additionally, there’s a new lightweight lithium-ion (li-ion) hybrid battery which replaces the old nickel-metal hydride (Ni-Mh) unit which provides a “15 per cent greater per-cell output while lowering fuel consumption”.
As such, Lexus quotes combined fuel economy of 4.2L/100km for the UX 300h 2WD and 4.4L/100km for the AWD, both down on the outgoing UX 250h by 0.1L and 0.2L per 100km respectively.
Beyond the drivetrain enhancements for the hybrids, Lexus says there’s more equipment and upgraded Lexus Safety System assistance features included as standard as well, depending on variant.
Sports Luxury AWD models gain a standard moonroof and smart key card; meanwhile F Sport AWD variants gain the same equipment in addition to a heated steering wheel, panoramic view monitor, and 13-speaker Mark Levinson premium audio – largely the contents of the available Enhancement Packs on 2WD grades.
Theres a new Vehicle Braking Posture Control system which varies front-to-rear brake force distribution to minimise pitch and roll and enhance comfort; while Safe Exit Assist warns vehicles of oncoming vehicles or bicycles when exiting the UX to avoid a collision.
Lexus has also added a new Driver Monitor with steering-mounted cameras to monitor driver behaviour and distraction, and is linked to various active safety systems like adaptive cruise control, lane departure alert and the aptly named ‘Emergency Driving Stop System’.
The Parking Support Brake function additionally gains static object detection, while the autonomous emergency braking system can now detect motorcycles during daytime and cyclists at all hours, as well as intersection assistance.
Overseas model shown
Inside there’s a new 12.3-inch configurable digital instrument cluster (up from 7.0-inches) standard from the base UX 300h Luxury, while the UX 300e Luxury gets a colour head-up display.
The 12.3-inch touchscreen infotainment system picks up over-the-air software updates, as well as wireless Android Auto to augment the existing wireless Apple CarPlay. A shift-by-wire gear selector is also new.
A new Sonic Copper exterior paint replaces Blazing Carnelian, with the exterior palette remaining at up 10 choices for each variant. There’s also a new Solid White interior trim which replaces Rich Cream.
The updated Lexus UX range is available to order now.
Just like there were multiple variants of the Golf GTI, the new Volkswagen ID.3 GTX will available in two flavours.
The standard ID.3 GTX has a single motor on the rear axle making 210kW and 545Nm. This motor is borrowed from the rear-wheel drive ID.4 Pro crossover.
Volkswagen claims it can complete the 0-100km/h dash in 6.0 seconds, and hit an electronically limited top speed of 180km/h.
From a performance perspective, the base GTX easily bests the most powerful variant in the existing ID.3 range, the 150kW/310Nm, which requires 7.9 seconds to hit the century mark.
Dive a little deeper into debt, and there’s the ID.3 GTX Performance, which also features a single motor driving the rear wheels, but this one boasts more power (240kW) and the same amount of torque (545Nm).
The Performance can sprint from 0-100km/h in 5.6 seconds, while its electronic speed limiter doesn’t kick in until 200km/h.
Despite having the same motor and output figures as the very closely related Cupra Born VZ, the German hatch is 0.1s faster to the century than its Spanish sibling.
Both the regular ID.3 GTX and the GTX Performance have a 79kWh (net) battery pack, and support DC fast charging up to 175kW. The standard GTX is expected to have a WLTP range rating of around 600km.
Externally, the ID.3 GTX models are differentiated from their lesser siblings by a new front bumper that has a, predictably, more aggressive design, with a new lower intake area flanked by triangular driving lights.
All of the GTX’s black plastic elements have a glossy finish, including the new side sills and rear diffuser. There’s also ‘Skagen’ 20-inch alloy wheels finished in either a mix of black and silver, or all black.
Judging from the provided photos, the ID.3 GTX — like the Cupra Born VZ — has front disc brakes and rear drum brakes.
There is, however, a retuned steering setup, and for the GTX Performance a revised adaptive chassis control system, with four driver-selectable profiles: Eco, Comfort, Sport, and Individual.
On the inside there’s prominent GTX lettering on the seats and steering wheel, as well as red stitching on the steering wheel, dashboard, doors, and seats.
The standard premium sport seats are upholstered in fabric and faux leather, while the optional ergoActive seats have a mix of fabric, and faux velour and leather.
Sitting in the middle of the dashboard is a new, larger 12.9-inch touchscreen with illuminated slider buttons, an improved interface, including permanent on-screen buttons for the climate control system, and a voice assistant with ChatGPT artificial intelligence integration.
The larger screen also means the gear selector is now housed in wand behind the steering wheel. Sadly the steering wheel still has capacitive buttons on its spokes.
Tesla CEO Elon Musk has said the new Cybertruck’s body is bulletproof, but one YouTuber – understandably – didn’t want to just take his word for it.
JerryRigEverything took a Cybertruck out to a snowy field along with a bunch of guns: a .22, a .17, a few 9mm handguns, and even a .50 calibre rifle.
You’ll need to watch the video to see the full results, but Mr Musk’s claim the Cybertruck is resistant to a round from a 9mm handgun proved true.
While the outspoken CEO didn’t claim it could withstand gunfire from a .50 cal rifle, JerryRigEverything decided to fire a round from one into the Cybertruck anyway – revealing even this burly, stainless steel-bodied ute won’t get you through a warzone unscathed.
The YouTuber also noted the armoured glass initially proposed for the Cybertruck never eventuated, so the windows are “definitely not bulletproof, in any way, shape or form”.
Tesla already put the Cybertruck through ballistics testing of its own last year, unloading everything from a handgun up to a 12-gauge shotgun into the ute.
Porsche has had another banner year, with the luxury sports car maker reaffirming its position as one of the world’s most profitable car makers.
In 2023, Porsche made a profit of €7.3 billion ($12.1 billion), an improvement of 7.6 per cent or around €500 million over the previous year. Revenue grew by a similar percentage to €40.5 billion ($67 million).
Its profit margin on sales remained stable at 18.0 per cent. This is a remarkable number considering most mainstream manufacturers would consider margins of around 8.0 per cent to be exceptional.
Although the Volkswagen Group has yet to release its final financial figures for 2023, it’s probably safe to assume that, once again, Porsche is the automaker’s crown jewel and the conglomerate’s most profitable division.
Last year Porsche delivered 320,221 cars around the world, an increase of 10,337 units or 3.3 per cent.
To put these latest figures into context, in 2002 — the year it began production of its first crossover, the Cayenne — Porsche sold just 54,234 cars.
Model
2023
2022
Change
Cayenne
87,553
95,604
-8.4%
Macan
87,355
86,724
+0.7%
911
50,146
40,410
+24.1%
Taycan
40,629
34,801
+16.7%
Panamera
34,020
34,142
-0.4%
718 Boxster/Cayman
20,518
18,203
12.7%
And in a narrative that bucks one trend and follows another, the uplift was all due to its sports car models, and its all-electric model.
While crossovers still constitute a majority (54.6 per cent) of sales, their share of sales and overall numbers fell on back of the flagship Cayenne.
Possibly affected by changeover to a facelifted model, unveiled at the end of 2023, sales of the Cayenne fell by over 8000 units. The large crossover just managed to keep its title as the brand’s number one model, edging out the aging Macan by a mere 198 units.
Despite being a shade under 10 years old, the Macan managed to improve its sales ever so slightly by 631 cars.
Across the automotive world dedicated sports and sporty car lines have been winnowed down to a small handful, but Porsche’s biggest sales improvement came from the signature 911 line. The venerable two-door saw sales rise by 9736 or 24.1 per cent.
The smaller, more affordable 718 series, encompassing the Boxster convertible and Cayman coupe, also recorded a jump, improving by 2315 sales over 2022.
Porsche’s second largest sales increase came from the electric Taycan, which rose 5828 or 16.7 per cent.
Region
2023
2022
Change
Europe
102,659
92,197
+11.3%
USA & Canada
86,059
79,260
+8.6%
China
79,283
93,286
-15.0%
Rest of the World
52,220
45,141
+15.7%
Geographically speaking, Europe was the region where most Porsches are sold, with 32,430 sold in Germany alone, a 9.9 per cent increase over 2022. Overall, the European region accounted for 32.0 per cent of brand’s sales.
Thanks to a large fall in its China numbers, the world’s most populated country fell from being Porsche’s top region to third place, behind an improving North America, which strangely doesn’t include Mexico.
In this week’s podcast, the team breaks down February’s new car sales results and discusses how the Toyota FJ Cruiser could be making a comeback, while James tells us all about the hyper Hyundai Ioniq 5 N.
Where to find the CarExpert Podcast
You can find the CarExpert Podcast on your favourite podcast platform. If in doubt, simply click on the RSS feed below, or follow the links to the Apple Podcasts or Google Podcasts applications to subscribe.
The next-generation Alfa Romeo Stelvio crossover and Alfa Romeo Giulia sedan have been confirmed for 2025 and 2026 launches, respectively.
In a presentation last week Stellantis — the parent company behind Alfa Romeo, as well as a pantheon of other brands — detailed some of the storied Italian brand’s plans for the next few years.
It starts this year with the April launch the Milano crossover. Based on the same STLA Small (CMP2) architecture as the Jeep Avenger, Fiat 600 and Lancia Ypsilon, not only will the Milano be the smallest crossover yet from the brand, but it will be the first Alfa Romeo to be available with an all-electric drivetrain.
Current Giulia (above) and Stelvio (top)
In second half of 2025 Alfa will unveil the second-generation Stelvio crossover, which will be the first car based on the STLA Large platform to be built or sold in Europe. Features include a 800V electric architecture, the “STLA Brain” software system, and STLA SmartCockpit user interface.
Following on in 2026 is the new Giulia sedan, which, like the Stelvio, rides on the STLA Large platform, and will be built in the Cassino factory, located halfway between Rome and Naples.
By 2027 Alfa Romeo will phase out its petrol engine drivetrains, leaving it as an EV-only brand. Given the timing of its switch to running exclusively on electric power, petrol-powered versions of the Stelvio and Giulia are unlikely.
While Alfa Romeo has yet to reveal any details about the drivetrains that will be offered in the new Stelvio and Giulia, Stellantis has previously confirmed the STLA Large architecture can house battery packs with between 85kWh and 118kWh of capacity.
It also supports single-motor rear wheel drive and multi-motor all-wheel drive layouts.
Dodge Charger Daytona
The Dodge Charger Daytona, the first production vehicle based on the STLA Large architecture, made its debut last week, and is scheduled to start trundling off the line in Windsor, Ontario from the middle of the year.
Although the new Charger will initially be available with a number of all-electric drivetrains, including the top-of-the-range with a 500kW/850Nm Scat Pack with Direct Connection Stage 2 kit, the American muscle sedan and coupe will be available with a 3.0-litre twin-turbo straight-six petrol engine from early 2025.
All Charger Daytona models revealed so far use a 400V electrical architecture, whereas the new Stelvio looks set to be the first car to use a 800V architecture in the STLA Large platform.
According to Dodge, the top-spec Daytona Scat Pack has a 0-60mph (0-97km/h) time of 3.3 seconds, and can complete the quarter mile (400m) in 11.5 seconds.
Current Giulia Quadrifoglio
Using a 800V setup will reportedly increase performance further, with a 0-100km/h time of around 2.0 seconds possible. For reference, the Quadrifoglio versions of the Stelvio and Giulia, powered by a 2.9-litre twin-turbo V6 engine, need 3.8s or 3.9s to hit the century mark.
Other benefits of a 800V system include faster charger speeds, and, potentially, lighter wiring. With the 5.25m long Charger Daytona weighing an eye-popping 2648kg, hopefully the smaller 800V Alfas are a little lighter.
The Kia Sportage Hybrid is finally arriving in Australian dealerships now, giving the popular mid-sized SUV range a fourth powertrain option.
Kia says it expects to sell around 300 Sportage Hybrids per month, accounting for 20 per cent of total Sportage sales volume.
The hybrid is arriving in SX and GT-Line trim levels only, with no S or SX+ options. It’s also available exclusively with front-wheel drive.
That makes it the only Sportage GT-Line without all-wheel drive, though it’s still $2500 pricier than the AWD diesel GT-Line.
Compared with the most affordable SX automatic, the hybrid powertrain commands a $8400 premium.
With combined cycle fuel economy of 4.9L/100km, the Sportage Hybrid is more efficient than every other member of the Sportage lineup. The diesel, for example, uses 6.3L/100km on the same cycle.
It joins a growing segment of hybrid SUVs, which includes the top-selling Toyota RAV4 Hybrid, as well as the Nissan X-Trail e-Power, Honda CR-V e:HEV and GWM Haval H6.
The Sportage’s corporate cousin, the Hyundai Tucson, is also getting a hybrid option in Australia this year.
Pricing
2024 Kia Sportage Hybrid SX: $45,950
2024 Kia Sportage Hybrid GT-Line: $55,420
All prices exclude on-road costs.
Drivetrains
The 2024 Kia Sportage Hybrid mates a 1.6-litre turbocharged four-cylinder engine producing 132kW of power and 265Nm of torque with a 44kW/264Nm electric motor and a 1.49kWh lithium-ion battery.
Total system outputs are 169kW and 350Nm.
All Sportage Hybrid models feature a six-speed automatic transmission and front-wheel drive.
Efficiency
The 2024 Kia Sportage Hybrid uses 4.9L/100km on the combined cycle.
Dimensions
While dimensions for the hybrid aren’t available, the petrol and diesel 2024 Kia Sportage measure 4660mm long, 1865mm wide, between 1665mm and 1680mm tall and ride a 2755mm wheelbase.
They have 543L of boot space (measured to the VDA standard), expanding to 1829L with the second row folded.
Servicing and Warranty
The Kia Sportage Hybrid is backed by the brand’s seven-year, unlimited-kilometre warranty.
Kia offers capped-price servicing across its range. We’ll update this article when pricing is available for the Sportage Hybrid.
Safety
The petrol and diesel Kia Sportage have a five-star ANCAP rating based on testing conducted in 2022. The Hybrid is unrated at this point.
Standard safety equipment includes:
Autonomous emergency braking
Vehicle, pedestrian and cyclist detection
Junction assist
Blind-spot assist
Driver attention alert
Intelligent speed limit assist
Lane-keep assist
Lane Following Assist (lane centring)
Rear cross-traffic assist
Safe exit warning
Front and rear parking sensors
Reversing camera
Tyre pressure monitoring
Front, front-side and curtain airbags
Front centre airbag
The GT-Line also features:
Blind Spot View Monitor
Surround-view camera
Parking Collision Avoidance Assist – Reverse
Standard Equipment
There are two variants of Sportage Hybrid available.
The Sportage Hybrid SX is specified almost identically to its petrol counterpart, apart from the use of a space-saver spare wheel and a dial-type shifter. That means it comes standard with the following equipment:
18-inch alloy wheels
Automatic reflector-style LED headlights
Automatic high-beam
Rain-sensing wipers
Power-folding exterior mirrors
12.3-inch touchscreen infotainment system
Wired Android Auto and Apple CarPlay
Satellite navigation
‘Basic’ digital instrument cluster with 4.2-inch screen
Six-speaker sound system
Cloth upholstery
Leather-appointed steering wheel
Dual-zone climate control
Electronic parking brake with auto hold
The Sportage Hybrid GT-Line is specified slightly differently to its petrol/diesel counterparts as well, sticking with 18-inch alloy wheels instead of 19s and featuring a heated steering wheel. It also uses a space-saver spare.
Standard equipment on the GT-Line includes:
Projector-style LED headlights
Full LED tail lights
Leather upholstery
Keyless entry and start
Electrochromic rear-view mirror
Hands-free power tailgate
Wireless phone charger
64-colour ambient lighting
Eight-speaker Harman Kardon sound system
12.3-inch digital instrument cluster
Eight-way power driver’s seat with two-way power lumbar
Chery has hit the ground running with its SUV line-up, with the Tiggo 7 Pro having arrived in Australia in the second half of 2023.
This was our first chance to drive the most affordable version of the range, the 2024 Chery Tiggo 7 Pro Urban 2WD, which is more affordable than plenty of its midsize rivals despite offering an immense standard equipment list.
It’d be easy to surmise that this model is all about showroom wow-factor with so much glitz and glam inside and out… but is there more to it? Read on and you’ll find out.
How does the Chery Tiggo 7 Pro compare?
View a detailed breakdown of the Chery Tiggo 7 Pro against similarly sized vehicles.
Chery
Tiggo 7 Pro
How much does the Chery Tiggo 7 Pro cost?
At the time of writing, Chery is offering some sharp deals on the Tiggo 7 Pro – with this Urban 2WD model seeing huge savings.
To see how the Tiggo 7 Pro lines up against its rivals, check out our comparisons tool.
What is the Chery Tiggo 7 Pro like on the inside?
There’s some showroom ‘wow factor’ when it comes to the interior of the Tiggo 7 Pro, even in the entry-level version.
From the moment you sit in the seat and the musical showpiece comes up across the twin screens, through to the comfort and space on offer in the cabin, it does feel like a pretty nice place to sit for this kind of money.
There are some ‘not cheap’ feeling materials, including soft finishes wherever your elbows might hit or even where your knees might touch. And the seat comfort and adjustability is good as well.
There’s a leather-lined steering wheel and gearshift as well, and all grades including this base model have the big glass sunroof, dual-zone climate control and heated front seats.
There’s also a wireless phone charger, a couple of USB ports, and decent storage including a pair of big cupholders, large bottle holders in the doors, a decent sized glovebox, and a big centre console bin – and that bin is cooled too!
The issues arise when you come to try and use a lot of the functionality of the systems in this car.
You do get used to the fact that you have to adjust the climate controls and fan controls using the little touch bar down below the screen, and thankfully it is there – some other cheaper SUVs don’t have any useful form of interactivity with the system, unless you go directly through the screen.
You also have to go through the screen for a lot of stuff, especially if you don’t appreciate some of the driving safety systems that are fitted – more on that in the driving section.
Suffice to say, though, that the screens are relatively good when it comes to simply hooking up a phone – I used wireless Apple CarPlay during my time with this car, and it is largely fine – but when you connect your phone, I found that you must start the sequence by connecting from the car, not from your phone. The driver info screen is pretty decent too.
Likewise, the other driving controls aren’t too bad, with a decent array of buttons, and controls on the steering wheel, a standard stalk on the right side for your indicators – the right side!
There’s also a volume dial and a couple of buttons down near the shifter – and that gear selector takes a little bit of learning, because it’s not a traditional T-bar auto. It’s an e-shifter, so you just need to pull the selector down for drive or push it up for reverse, rather than push the button in on the side (that is the manual mode button).
Second-row space in the Tiggo 7 Pro is excellent – far more spacious and family-friendly than plenty of other midsize SUVs, like a Mazda CX-5.
With the driver’s seat set for my position (182cm or 6’0 tall), I had inches of knee room, heaps of toe room and loads of head room as well, with a decent view out the window too, which will keep little ones happy.
There are ISOFIX points in the window seats and three top-tethers, and the doors open pretty wide for loading in the little ones.
Amenities in the backseat include sizeable door pockets, map pockets on the seatbacks, directional air vents with a small storage space below (and USB-A port), and even in the base model you still get a drop-down armrest with cupholders. Seat comfort is good, and the floor is pretty flat too, so you could fit three adults across if you needed to.
Boot space is decent with a fair amount of room for luggage for a family – Chery quotes 626L ‘minimum’ for the luggage capacity, expanding to a maximum of 1672L. It’s not clear which measuring standard is used for these figures, though it appears the volume is measured to the roof.
But you do get two flip-down shopping bag hooks and a bright LED light to make night time loading easier, as well as a 12V outlet – and, best of all, there’s a full-size spare wheel under the boot floor.
What’s under the bonnet?
All models in the Tiggo 7 Pro range are powered by a 1.6-litre four-cylinder turbocharged petrol engine producing 137kW of power (5500rpm) and 275Nm of torque (2000-4000rpm).
All versions also come with a seven-speed dual-clutch automatic transmission, and as mentioned above this version is front-wheel drive. That means it’s supposedly quicker than the AWD model (which is heavier), and runs 0-100km/h in 9.5 seconds (versus 9.9s AWD).
The official combined cycle fuel use figure for the 2WD models is 7.0L/100km (7.8L/100km AWD), and all versions require 95 RON premium unleaded fuel. The 2WD models have a 51-litre fuel tank. During my test, which included a mix of urban, highway, freeway and stop-start traffic, I saw a displayed consumption of8.3L per 100km.
Now, if you’re a family car buyer and you might occasionally need or want to tow something, keep this in mind – no version of the Tiggo 7 Pro is rated to tow anything.
And further to that, the tare weight of this car is 1512kg and the maximum capacity is 1895kg, meaning if you’ve got a heavier family, you might have to go on a diet before you buy one, as there’s only 383kg of usable capacity.
How does the Chery Tiggo 7 Pro drive?
For the most part, this is a liveable SUV.
While the turbocharged petrol engine and dual-clutch automatic transmission might not be the smoothest pairing in automotive history, they are usable enough in the majority of situations around town, or at speed as well.
Where they don’t work as well together is when you have cruise control active, and you encounter any form of incline while driving. In that instance, you will notice that the transmission simply doesn’t know what it’s doing – shifting between fifth, sixth and seventh gear at multiple different speeds (I tested this over a 500km road trip).
The transmission, in combination with the radar cruise system, simply doesn’t possess any grade logic compared to other automatic transmissions. If that isn’t a big deal for you – maybe you don’t like using cruise control – then this could be fine. And in other ways it’s also relatively fine.
The suspension offers a very good balance between control and cushiness over bumpy sections, and never did I really feel that I was unhappy with how this car was handling itself when it came to dealing with smaller lumps, sharp bits or bigger potholes.
Likewise, the steering – while a little bit slow at low speeds – is manageable in the majority of different driving scenarios. It’s easy enough to park this car. And even though the base model just gets a reversing camera rather than the surround view of higher grades, it’s very crisp and easy to view.
What could be definitely better is the tyres – Atlas A51 225/55 R18 units. A set of name brand tyres would (in theory) dramatically improve the drive experience for those who, like for their car to follow the path they intend it should. The standard tyres are easily overwhelmed by the engine’s torque, especially in the wet, and they can even squeal when you’re not trying to make them do that.
Otherwise, refinement is decent in terms of noise, vibrations, and harness, there’s not too much to complain about as an open road commuter car, apart from that annoying adaptive cruise control.
However, in order to make this car as liveable as I’ve made it out to be, you simply cannot leave the active safety technology on in its full capacity.
The driver monitoring camera system is one of the worst pieces of new car technology that I have ever experienced – and I’ve been driving new cars for more than 15 years now.
Likewise, the emergency lane-keeping assistance will consistently get it wrong, and it seems that the car will also slow you down for corners when you have cruise control active, even though there’s no danger.
It’s hardly enjoyable, and the speed and recognition system is incessantly insistent to the point of abstract frustration.
If only this car was available with those things missing from spec sheet, it would be 100 times more compelling. And I’m not exaggerating.
What do you get?
I think this is where the Tiggo 7 Pro Urban 2WD makes its strongest argument because really, you don’t need much more than you get in this base spec car.
Tiggo 7 Pro Urban highlights:
Automatic LED headlights
Rain-sensing wipers
18-inch alloy wheels in Atlas tyres
Full-size spare
Tyre pressure monitoring
Three drive modes (Eco, Sport, Normal)
Keyless entry and start
Remote start
Electronic parking brake with auto hold
Artificial leather upholstery
Artificial leather-wrapped steering wheel
4-way steering wheel adjustment
Heated front seats (cushion and backrest)
6-way power driver’s seat
4-way power passenger seat
Dual-zone climate control
Panoramic sunroof
12.3-inch digital instrument cluster
12.3-inch touchscreen infotainment system
Wireless Apple CarPlay and Android Auto
Satellite navigation
Voice assistant
8-speaker Sony sound system
Wireless phone charger
Ambient lighting
Front and rear USB outlets including USB-C
2 x 12V outlets (front, boot)
Tiggo 7 Pro Elite adds:
Power-folding exterior mirrors
Power tailgate
Illuminated sill plates
Air quality management system with negative ion air freshener
The Chery Tiggo 7 Pro scored a five-star ANCAP safety rating in 2023.
It certainly managed some impressive scores as part of the watchdog’s testing, including an adult occupant protection rating of 88 per cent, a child occupant protection rating of 87 per cent, a vulnerable road user protection rating of 72 per cent, and a safety assist rating of 86 per cent.
As I mentioned above, the advanced safety systems don’t seem to have been tailored to real-world driving so much as they have to pass these tests with flying colours. But even so, it is an extensive range of technology offered range-wide.
Standard safety equipment includes:
8 airbags incl. front-centre, driver’s knee
Autonomous emergency braking (AEB)
Blind-spot monitoring
Child presence detection
Driver monitoring system
Forward collision warning
Integrated Cruise Assist
Adaptive cruise control
Lane centring assist
Traffic jam assist
Intelligent Headlamp Control
Lane departure warning
Lane keep assist
Parking sensors front, rear
Rear cross-traffic assist
Safe exit warning
Speed limit assist
Traffic sign recognition
Tiggo 7 Pro Elite adds:
How much does the Chery Tiggo 7 Pro cost to run?
Chery Australia has a seven-year, unlimited-kilometre warranty for the Tiggo 7 Pro.
There’s also seven years of capped-price servicing, with service intervals set at 12 months/15,000km for all grades.
The average cost for the 2WD models is just $294 per year, while the top-spec AWD costs a little more to maintain ($315 per year) – those are astounding prices for maintenance, undercutting most mainstream rivals by hundreds of dollars per year on average.
There’s also up to seven years of roadside assistance included, provided you service the car with Chery’s network of dealers – it renews on a yearly basis with each service.
CarExpert’s Take on the Chery Tiggo 7 Pro
The price is very enticing, so is the warranty cover and the fact you’re getting a five-star safety rating for a new model from a challenger brand.
But there are some deeper design, technology, usability and implementation issues here.
For some they won’t be a big deal, but for those who appreciate a car that is intuitive and simple to interact with, there are certainly better options out there.
Click the images for the full gallery
MORE: Buy a Chery Tiggo 7 Pro MORE: Everything Chery Tiggo 7 Pro
Understanding how much your car is worth is one thing, but then pricing it for a private sale is another art altogether. If you price your car properly, you’ll not only enjoy a more pleasant selling experience – but get better coin for your efforts.
Here are eight things to keep in mind when pricing your car for the private market.
Know the market
Read our How much is my car worth? article which guides you on how to research your car’s current value – and the variables that you need to consider. This will give you an idea of a value range – the minimum price other people are selling your car, versus the maximum of a few speculators.
Know your minimum acceptable price
Only you can determine this, but it should fit within the value range of your vehicle.
Think about how much time you have to sell the car
If you’re not in a rush, you can price your vehicle a bit higher.
If you’ve prepared your car properly and taken some great photos, you should be pricing it a little bit higher anyway – a great ad attracts great buyers. If you’re in a rush to sell, you should price your vehicle lower.
Consider the variables that affect your price
We’ve gone over these extensively but you need to consider other variables such as a roadworthy certificate (if you live in Victoria, Queensland or the ACT). Victorians, for example, might decide to sell their car without a roadworthy certificate, putting the onus on the buyer. But that means the buyer will expect a discount, so you should price your car lower accordingly.
How much rego is on your car? If you’ve just put on 12 months, you can price the car higher. If it has just one month rego, you’ll have to go a bit lower. Unregistered cars are worth less again.
Some cars require major services at certain intervals, like 100,000km. Did you recently undertake this – or spend a big wad of cash on a service generally? This means you can price the car a bit higher as well.
Allow for negotiation
When selling a car privately, expect the buyer to haggle – everybody wants a good deal, it’s human nature. So you should build a bit of fat into the asking price in anticipation. Depending on the value of the car, a couple of hundred dollars should do the trick at the very least.
Set your starting price
Once you’ve taken all the above into consideration, you can put your car on the private market with your starting price – and sit back and wait, hopefully, for the enquiries to roll in.
If you get inundated with enquiries, you could consider raising the price slightly, although this is a bit of dud thing to do as a seller. Hence why it’s important to set the price correctly the first time – and price a little higher, if you’ve got time up your sleeve.
How to haggle
Haggling is a bit of an odd dance – or a black art – but if you’ve prepared yourself, both parties can come away feeling great. One major benefit of selling a car privately, instead of to a dealer, is you’re negotiating with another member of the public (instead of a professional salesperson). It’s more of a level playing field.
When a potential buyer comes to look at your car, there should be two prices in your head – the price the car has been advertised (call it $22,500) and your minimum acceptable price (call that $21,000). Never reveal this to any buyer.
Don’t reveal that you’re open to negotiating – let the buyer make the first negotiating move. They might not want to negotiate at all, and just pay you the $22,500 – in which case, brilliant! If they indicate they want a lower price, however, invite them to make an offer or the first move. If they ask, “what’s your best price?” Respond with, “well, make me an offer!”
It could go something like this.
Buyer: I’d like to offer you $21,500. You: Okay, thanks for that – could you do $22,000? Buyer: Can we meet halfway – call it $21,750?
About this point, you should accept – and both parties should be thrilled. Them, because they feel like they’ve just knocked $750 off the price (which they can tell their husband or wife later). And you, because you’re making $750 more than you were willing to accept.
The buyer may very well want to continue negotiating, but you can feel secure knowing you’ve got another $750 to play with.
It never goes exactly like this, of course, so make sure you keep a playful, friendly attitude and know it’s a bit of a sport. Be prepared to call off the sale and walk away if the buyer won’t at least offer your minimum acceptable price. They’ve gone to the effort to inspect and test-drive the car, and they’ve presumably got the cash – if they’re a decent person, they’ll come to the party.
Note that some people will try to bargain you down with an offer of “paying with cash and I can come get the car today”. Unless you’re looking to sell the car that day and desperately need the money, be wary. These people are on the hunt for desperate sellers to take advantage of.
When to lower the price
Depending on the car, the market, the time of year, and even where you’re trying to sell, you just don’t seem to get any bites. The car is sitting out the front, slowly morphing into a spider colony.
It’s time to lower the price.
The increments depend on how much of a hurry you are in to sell the car. Going back to our $22,500 example, and if you’re in no rush, you should lower the price first to $22,000 and see what happens. Wait a few days and see if you get any enquiries.
If you don’t, you have to go lower again – unfortunately pushing ever-closer to your minimum acceptable price, but sometimes that’s just life.
A tactic you can try is lowering the price to your minimum – call it $21,000 – and stating on your advertisements that the price is “firm”. This lets the market know you don’t want to negotiate. If you’ve done your research properly, this should be a pretty sharp deal and buyers, who’ve done their own research, should know.
Happy selling!
If you want to sell your car, click here and receive a price quickly.
Want an electric seven-seat SUV? You have two options.
WATCH: Paul’s video review of the EV9 GT-Line AWD
One is the Mercedes-Benz EQB, which is a small-ish SUV built on bones shared with a petrol-powered car. The other is the big, brash Kia EV9 you see here.
The EV9 is a statement of intent from Kia. It’s massive on the outside, but the design team hasn’t bothered trying to mask its sheer bulk – despite being dimensionally very similar to a Toyota LandCruiser 300, it has way more presence in person. It’s like a concept car brought to life.
The cabin is similarly head-turning, while the price no doubt had a few jaws on the floor when it was announced. Even the base model is more than $100,000 on the road, while the Earth AWD on test will set you back more than $110,000.
At that price, the EV9 needs to be more than just a pretty face.
How does the Kia EV9 compare?
View a detailed breakdown of the Kia EV9 against similarly sized vehicles.
Kia
EV9
How much does the Kia EV9 cost?
The mid-range EV9 Earth is one of just two Kia models ever to sit above $100,000 in Australia – the other is the EV9 GT-Line topping the range.
2024 Kia EV9 pricing:
2024 Kia EV9 Air RWD: $97,000
2024 Kia EV9 Earth AWD: $106,500
2024 Kia EV9 GT-Line AWD: $121,000
All prices exclude on-road costs
To see how the EV9 compares with its rivals, use our comparison tool.
What is the Kia EV9 like on the inside?
This is a big car. The driver and passenger sit what feels like miles apart, staring out over a massive expanse of bonnet.
There’s more than a hint of Range Rover about the way it makes you feel from the behind the wheel, although the eco-friendly dash and seat trims aren’t nearly as nice as what’s offered in the (significantly more expensive) Rangie.
It’s easy for drivers of all shapes and sizes to get comfortable in the generously padded front seats, while the chunky wheel feels appropriate for a beast as big as the EV9. The backlit emblem in its central boss is pretty cool, but we’re not sold on the gloss grey plastic finish used on the spokes.
The EV9 benefits from a version of the infotainment technology rolling out across Hyundai and Kia’s new cars.
The graphics look modern, and it’s easier to navigate than the outgoing setup – with fewer small icons, a shorter reach to the Android-style home/back buttons, and a degree of differentiation from the setup in cars like the Picanto.
Wireless Apple CarPlay and Android Auto are still a no-show, though, which just isn’t good enough in 2024. The tech is finally making its way into top-end Hyundai and Kia models, but the fact it hasn’t been in the the EV9 since launch is hard to understand – it’s meant to be coming with an over-the-air software update.
Kia hasn’t fallen into the trap of killing buttons wholesale. There’s a series of shortcuts below the central touchscreen allowing you to hop from function to function, and the four toggles flanking the hazard light switch allow you to fiddle with the climate control without taking your eyes off the road.
Yes, some climate control features are hidden in the little display between the driver’s screen and the touchscreen, but you seldom need to use them – which is a good thing, because you find yourself peering awkwardly around the wheel when you do.
Storage space is abundant up front. The flat floor allows for a handbag or backpack-sized space under the central tunnel, and the tunnel is home to cupholders and wireless phone charger. The central bin is tiny though.
It’s also worth calling out the fact it all feels very solid. The fact a lot of the plastics and finishes are similar shades of grey is disappointing, as it makes the cabin feel more drab than it otherwise would, but the general sense of quality is impressive.
Space in the second row is standout. There’s acres of headroom and legroom, even behind tall drivers, and the heavy doors open wide enough to make loading children into the rear a simple task.
The windows are massive, which will no doubt make carsickness-prone passengers feel more comfortable.
Roof-mounted air vents with dedicated controls for rear passengers, manual sun blinds on the rear windows, USB ports, and a massive storage bin beneath the central tunnel round out the amenities back there.
As for the third row? It’s more Hyundai Palisade than Kia Carnival back there, but the sixth and seventh seats really are usable.
Access is simple enough once the second row seats are tilted and slid, and once back there you have enough legroom for kids or younger teenagers… provided the bench is slid forward. With it slid back there’s absolutely no space, as is the case in most large SUVs with three rows of seating.
Cupholders, roof-mounted air vents, and USB ports are all welcome back there – as is the fact the curtain airbags extend all the way to the third row.
It’s a bit disappointing Kia hasn’t managed to extract more space for passengers in the third row, given the flat floor of the E-GMP platform beneath the EV9 theoretically offers the freedom to package those seats in ways not possible in a petrol or diesel car.
There’s a claimed 333L of boot space with seven seats in use, expanding to 828L in five-seat configuration and 2318L with the second and third rows folded – all quoted measurements are VDA.
What’s under the bonnet?
The Kia EV9 is available in two different electric powertrain setups. On test here is the dual-motor all-wheel drive powertrain.
Model
Kia EV9 Earth AWD
Drivetrain
Dual-motor electric
Battery
99.8kWh lithium-ion
Power
283kW
Torque
700Nm
Driven Wheels
All-wheel drive
Weight
2552kg (tare)
Energy efficiency (claimed)
22.3kWh/100km (WLTP)
Energy efficiency (as tested)
18.8kWh/100km
Claimed range
512km
Max DC charge rate
270kW
To see how the EV9 compares with its rivals, use our comparison tool.
How does the Kia EV9 drive?
The EV9 might weigh more than a Ford Ranger, but it accelerates like a Golf GTI.
Put your foot down from the traffic lights and it leaps off the mark like a car half its size, throwing your head back in the seat like a hot hatch. Want to make the family giggle? Bury the accelerator, and wait for their reactions.
Although the six-second 100km/h sprint isn’t impressive on paper in the age of Ludicrous and Plaid acceleration, there’s a delightful disconnect between how the EV9 looks and how it performs.
Of course, it’s more than a one-trick pony. When you’re not embarrassing GTI drivers away from the traffic lights, the EV9 is a near-silent way to slink around the city in comfort.
Ride quality on the standard 19-inch alloy wheels errs on the firmer side, with the occasional pothole or expansion joint really slapping into the cabin, but it’s generally good at steamrolling pockmarked city streets into submission. With excellent noise suppression, the EV9 is a lovely place to spend time in traffic or at low speeds.
EV9 Air
It’s easy to get exactly the right amount of performance from the long-travel accelerator pedal, and with the EV9 set to its most aggressive ‘i-Pedal’ regenerative braking mode it’s possible to drive around without touching the brake.
It’s a shame Kia still forces you to opt into one-pedal driving every time you start the car, given one-pedal driving is one of the perks associated with driving an EV.
Measuring up at 5010mm long with a whopping 3100mm wheelbase, the EV9 isn’t what you’d call a natural city car. You’re always aware of that bulk, but once you’re dialled into where the corners are it’s surprisingly easy to pilot in tight spaces thanks to the light steering and high-resolution cameras.
Most people don’t associate electric cars with long trips on the highway, but that’s where the EV9 arguably feels most at home.
It’s whisper quiet at 110km/h, with barely any road roar from the tyres or wind whistle from the mirrors, and the ride settles down nicely once you’re up and moving. The sharpness that’s noticeable at low speeds fades away on the move, and Kia has done an impressive job keeping the considerable 2500kg mass in check.
There’s no awkward bouncing over big crests or dips, which is more than can be said for some of the car’s siblings in the Hyundai and Kia world.
As always, we need to talk about the active driver assists here.
On the plus side, the adaptive cruise control smoothly maintains a gap to the car in front, and the lane-keeping assist intervenes smartly if you drift towards the white lines.
The highway driving assist system is also capable of handling lane changes for the driver. Indicate, and the car checks its blind-spot and then confidently moves into a neighbouring lane – provided the driver has their hands on the wheel, of course.
But the active lane-centring is too hands on, and the speed limit assist that spends all day beeping at you is one of the most annoying features in any new car on sale in Australia today.
What’s more, you can’t just turn it off forever; it automatically activates whenever you turn the car on. Thanks for that, Euro NCAP.
What do you get?
EV9 Air highlights:
Exterior
19-inch alloy wheels
LED headlights
LED daytime running lights
LED tail lights
Roof rails, silver
Acoustic windscreen
Acoustic window glass
Power folding mirrors
Interior
Leatherette seats
Leatherette steering wheel
2-way power lumbar (front seats)
Remote folding 2nd row seats
LED interior lighting
V2L interior outlet
LED ‘Frunk’ light
Convenience
Integrated Panoramic Display
12.3-inch driver cluster
12.3-inch touchscreen infotainment
5.0-inch climate control panel
Satellite navigation
Kia Connect incl. OTA updates
8-speaker sound system
Fingerprint authentication
Wireless smartphone charger
USB-C chargers (in all 3 rows)
Rain sensor (auto wipers)
Electrochromatic rear-view mirror
Heated, ventilated front seats
Heated steering wheel
Smart tailgate
Remote engine start
EV9 Earth adds:
Gloss Black wheel mouldings, side sills
Ambient mood lighting
Steering wheel logo illumination
Leatherette upholstery inc. striped stitching
Is the Kia EV9 safe?
The Kia EV9 has a five-star ANCAP safety rating, based on testing carried out by Euro NCAP in 2023.
It scored 84 per cent for adult occupant protection, 87 per cent for child occupant protection, 76 per cent for vulnerable road user protection, and 85 per cent for safety assist.
Standard safety features include:
9 airbags
Autonomous Emergency Braking (AEB)
Pedestrian, Cyclist detection
Junction Crossing Assist
Lane Oncoming Assist
Lane Change Side Assist
Blind-spot monitoring, assist
Highway Drive Assist 2.0 (HDA 2.0)
Adaptive cruise control with stop/go
Lane centring
Intelligent Speed Limit Assist
Lane Follow Assist (centring)
Lane keep assist
Parking sensors front, rear
Power child lock
Rear cross-traffic alert, assist
Reversing camera
Tyre mobility kit
EV9 Earth adds:
Blind Spot View Monitor
Parking Collision Avoidance – Reverse
Surround cameras
How much does the Kia EV9 cost to run?
Like the broader Kia range, the EV9 is backed by a seven-year, unlimited-kilometre warranty. The lithium-ion battery and motor are backed for seven years or 150,000 kilometres.
The EV9 requires maintenance every 12 months or 15,000 kilometres, with several pre-paid packages available.
Kia offers three-, five- and seven-year packages which list for $706, $1351 and $1997 respectively.
CarExpert’s Take on the Kia EV9
The EV9 is a statement car, but it’s capable of backing up its significant swagger.
With acres of space for five, or enough room to haul seven people around when required, it doesn’t really have any direct rivals in Australia.
The EQB is much smaller, and it’s hard to see the sort of person who wants an EV9 being happy to settle for a dorky electric van instead.
The Earth AWD is a smart pick, with plenty of luxurious equipment and the longest driving range in the lineup.
It’s not perfect. Refinement is still required on the active driver assists, the minimalist interior is a bit too light on for visual excitement, and the third row isn’t meaningfully better than what’s on offer in a Hyundai Palisade despite the all-electric platform beneath the EV9.
There’s also a broader question to be asked about whether our sustainable future looks like the EV9, a 2500kg electric SUV with a 100kWh lithium-ion battery under the floor, or whether a smaller, less resource intensive approach makes more sense.
But we’d wager owners aren’t going to care. Kia has swung for the fences with the EV9, and has delivered a home run.
There are few times in our lives where we will we put so much trust in a total stranger than when selling a car.
You’ve written a great ad, taken some amazing photos, and someone has come to look at the car – and agreed to buy. It’s a great feeling, especially if you’re getting an amazing price. The Milky Bars are well and truly on you.
But how should you accept payment – especially when we’re taking potentially tens of thousands of dollars?
In this article, we’ll explore the four safest and most secure methods for accepting payment for a vehicle from a buyer – and a few tips on what not to do.
It’s good buying and selling practice to keep written and signed evidence at every step along the way, especially when any sum of money has been exchanged. Once you’ve struck a deal with a buyer, put the agreement in writing. This helps protect you, and could be as simple as this:
Description of vehicle: 2017 Holden Commodore SS-V Redline manual sedan (red)
VIN number: ABCD0123456789012 (available on rego papers)
Registration number: UBEWDY
Deposit amount (if any): $3260
Payment method: Bank transfer
Date of transaction: 17/01/2023
List of inclusions: genuine floor mats, genuine towing kit
Agreed items to be repaired prior to purchase: chipped windscreen, rear tyres
Signed by buyer: J Bloggs
Once you’ve got the commitment, you can agree with the buyer on the best way to receive the funds.
Here are the best four options for receiving payment when selling your used car:
Online bank transfer
The buyer transfers the agreed amount to your account, and then picks up the car once you’ve seen the funds clear into your account.
This takes some trust on the buyer’s part, and they might prefer something else like a bank cheque (below). But if you proceed with a bank transfer, you should never hand over a car before funds have cleared – a common scam is the buyer transfers to you, shows you their phone with their banking app and details of the completed transfer, only to cancel the transfer later before the funds have cleared. When they have your car.
Instant bank transfer, in-branch
This only works if you and the buyer use the same bank. Meet at a branch and ask the teller to transfer the funds from their accounts to yours, instantly. Done, and with the added safety of a public environment and CCTV cameras.
If you and the buyer have different banks, you could even consider opening an account with the same bank as them to enable this excellent, safe and foolproof option.
Often it’s quick to open an account with a new bank, easily done online, and free. And just as easy to close the account afterwards.
Cash
It doesn’t get more instant or clear-cut than cash, however it starts to get somewhat impractical for bigger purchases.
Large sums of cash mean that both you and the buyer will end up going to a bank (them to withdraw, you to deposit later), so you may as well go with them and do the direct transfer as mentioned above – or consider a bank cheque (below).
Doing so also saves the dodgy counting of large sums of cash in a car park somewhere; and then having a huge amount of cash on your person afterwards.
Bank cheque
The seller asks the buyer to go to their bank and get a cheque drawn up for the required amount. Cheque and keys are exchanged and the deed is done.
Note that bank cheques, while generally secure, can be cancelled – and it takes up to three days for a bank cheque to clear.
A bank cheque is different from a personal cheque, which can bounce. Don’t accept a personal cheque.
Here are six other things to keep in mind when selling a car
Ask for a cash deposit of 10 percent. If a prospective buyer is keen after looking at the car, ask for a 10 percent cash deposit in order to hold the vehicle for them until you’ve received the full amount. This also guarantees that they are genuine. Provide a basic receipt to the buyer for their deposit, and expect to refund it to them – in cash, ideally – if things go awry.
Don’t use PayPal. It’s not secure enough for something like selling a car, and PayPal doesn’t offer its Seller Protection for people selling vehicles. Also, it’s been a favoured tool of scammers preying on people selling cars. On top of that, PayPal charges a 2.6 per cent fee for the privilege – if you’re selling a $50,000 car, who’s going to pay the $1300 fee? You or the buyer? A bank cheque is much more secure and safer, and might cost $5.
Don’t use cryptocurrency. The early adopters reading this will staunchly disagree, but for the general public, we say don’t risk large sums of money that are yours, just so you can tell your mates you sold your Hilux for Bitcoin. It might be a viable option one day, but not quite yet.
Avoid other online services. There are websites that offer to hold the buyer’s money and then clear it to you once they’ve received the car. However, the costs are exorbitant – and not worth it.
Don’t accept a payment plan. Never hand over your car until you’ve received the full amount.
Never transfer money to a potential buyer. Scammers love to come up with creative ways to get you to transfer them money (that you’ll never see again).
One scam doing the rounds is a prospective buyer contacts someone selling a car, by email, and claims they are at sea and can’t call.
They want the vehicle delivered to their house before they get back – however, the freight company wants to be paid its $1300 and only accepts Western Union. The would-be buyer says they can’t access Western Union at sea, so would you mind paying the $1300 on their behalf and they’ll add it on top of their online transfer?
They send a fake online transfer receipt, only for the funds to never reach your account – and you’ve just learned an expensive lesson. The only time a seller might give a buyer money is if they’re returning a deposit. And remember if an offer looks too good to be true, it probably is.
Don’t worry, you haven’t accidentally clicked on TruckExpert. While we normally review passenger cars, we wanted to give the Isuzu N Series truck a shot, given you can drive it on a car licence.
Most people default to a dual-cab ute for work purposes, but what if you need more, but don’t want or need a full-blown truck that requires a truck licence? Well that’s where this narrow band of truck offerings come into play.
Isuzu Trucks – while owned by the same parent, it operates separately to Isuzu Ute – sells a series of trucks called the N Series. They are designed to be driven by drivers on a car licence and come in a number of ‘ready to work’ configurations.
So today we’re behind the wheel of the 2024 Isuzu NPR 45/55-155 Trade Pack. It’s the medium wheelbase widebody version of the N Series truck and comes fitted with the Trade Pack, which adds a heavy duty tray with ladder racks and bull bar.
How much does the Isuzu NPR 45/55-155 cost?
Pricing for the Isuzu NPR 45/55-155 Tradepack range kicks off with the SWB Tradepack with manual transmission.
It’s priced from $65,175.70 before on-road costs, while the top-specification model being tested here, the MWB Trade Pack with automated manual transmission is priced from $67,981.06 before on-road costs.
Isuzu Trucks mentions that while the pricing is recommended and exclusive of on-road costs, better pricing can be had through negotiation with the dealer.
It’s also worth calling out that all the accessories are fitted at the brand’s factory in Australia and features like the bullbar are engineered to work with the vehicle’s safety and cooling systems, which some aftermarket components may interfere with.
What is the Isuzu NPR 45/55-155 like on the inside?
My main aim with this review was to see what kind of comparison could be drawn between a work-oriented dual-cab ute and a truck offering.
The first thing you’ll notice is that the cabin feels very truck-like in comparison to a dual-cab ute. The NPR’s interior feels more like where dual-cab utes were about 10 years ago.
Isuzu Trucks is working on a brand new vehicle that sits on a modular platform and features a more car-like interior, so that change is on the cards, but it’s not all grim news.
While the materials feel hard and scratchy, they do feel durable. There are also creature comforts like a larger interior light, storage behind the seats, a middle seating position and a suspended driver’s seat.
I was a big fan of the infotainment system. It’s ironically a far better implementation than what Isuzu features in its D-Max and MU-X.
The large 10.1-inch screen features inbuilt satellite navigation (along with suggested truck routing), AM/FM and DAB digital radio, along with Apple CarPlay and Android Auto.
The reverse camera quality with microphone is astoundingly good. It bests anything I’ve seen on a passenger car, plus the screen allows you to connect a number of other camera angles through the screen.
You’ll also find single-zone automatic climate control, central locking and electric windows and mirrors.
What’s under the cab?
Isuzu is one of the world’s biggest diesel engine manufacturers, so by this point they have this type of technology pretty well sorted.
Under the cab of the Isuzu NPR 45/55-155 is a 5.2-litre four-cylinder turbocharged diesel engine that produces 114kW of power and 419Nm of torque.
In this instance it’s mated to a six-speed automated manual transmission, although a traditional six-speed manual is also available. The automated manual has variable shift speeds and the ability to manual select gears on the move.
In the truck world they don’t really quote fuel economy, but on test we averaged around 15.1 litres per 100km.
How does the Isuzu NPR 45/55-155 drive?
Despite sitting over the engine, the cabin isn’t as loud as I thought it would be. The diesel engine ultimately doesn’t sit at a high rpm for longer periods of time, so you won’t find it being overly thrashy or noisy inside the cabin.
Acceleration is smooth, and much like all automated manual transmissions there is a lag between gear shifts as it automates the shift process. I found that it was typically smoother to lift off the throttle during gear shifts to improve shift quality and speed.
Throttle response is typically good and acceleration in-gear is responsive when the engine is on boost. Steering feel is truck-like, but fairly accurate. There is some play about centre, but when it’s loaded up there is plenty of steering feel to give you a good idea of what’s going on under the cab.
The Isuzu NPR 45/55-155 uses live axles front and rear, along with stabiliser bars at front and rear. Both axles also use leaf springs and passive hydraulic dampers. The GVM on a car licence is 4500kg (which is the limit on a car licence) and the GCM is 9000kg.
That means on a car licence you can carry 1485kg of payload (before fitting accessories) with the top specification model tested here. There’s also a 4500kg braked towing capacity (with a 70mm ball), which means you can, in theory, carry a full 1484kg of payload and tow 4500kg with a braked trailer and still be within the vehicle’s limits.
You can’t do that in any of the other utes on the market – including the bigger American pickup trucks like the RAM 1500, Ford F-150 and Chevrolet Silverado – you need to step up to a dual-cab that requires a truck licence before you can match this load rating.
The tray is useful too, measuring in at 4500mm long and just over 2000mm wide.
One of the biggest differences you’ll notice between a truck like this and a dual-cab ute is the ride quality. It lacks the sophisticated suspension you’ll find on a dual-cab ute, and as a result it does crash over bumps and every road imperfection is exaggerated. It’s one of the things that’s hard to get around when you’re aiming for payload over comfort.
The suspended seat definitely helps take the brunt of the impacts, but your passenger will likely notice most of the impacts. It’s something you’d easily get used to, but just something worth pointing out.
CarExpert’s Take on the NPR 45/55-155
We only had a brief run in the N Series truck, but I was genuinely surprised at how much value you’re getting out of your spend.
Spending under $70,000 in the dual-cab world lands you about $15,000 short of a LandCruiser 70 Series and just shy of a HiLux Rogue.
While these vehicles have a lifestyle aspect to them that can’t be matched by a truck, the truck certainly takes the cake for work duties – especially if you’re serious about hauling tools and equipment.
If you’re buying a dual-cab, or even a single-cab ute for your business and are serious about being able to move equipment, a proper truck could actually be the smarter option.
One of Australia’s largest automotive industry bodies has called for the Federal Government to provide a longer timeframe for carmakers to meet proposed emissions regulations, citing data that reveals many won’t meet targets.
The Motor Trades Association of Australia (MTAA) publicly released its New Vehicle Efficiency Standard (NVES) submission this week, detailing its recommendations to the Federal Government about how the upcoming emissions regulations should be rolled out.
Under the Federal Government’s preferred ‘Option B’ approach, the NVES would see Australia’s emissions targets match those of the US by 2028.
The US has had its own form of standards in place since the late 1970s, while no such scheme has ever been used here.
Citing data from analytics firm Blue Flag, the MTAA says 16 of 49 brands which sell cars, SUVs, utes or vans in Australia likely won’t be able to meet the proposed NVES target for both passenger and light commercial vehicles (LCVs) by 2025.
Source: MTAA/Blue Flag
This is based on the NVES ‘Option B’, which proposes a penalty to carmakers of $100 per gram of CO2 emitted per kilometre (g/km) above its targets – 141g/km for passenger cars, and 199g/km for LCVs.
This will drop annually until 2029, when it will reach 58g/km for passenger cars and 81g/km for LCVs. It’s worth noting the Blue Flag data doesn’t denote whether SUVs are counted towards passenger vehicle or LCV sales.
Blue Flag’s data shows Chevrolet would be the worst-affected brand if the NVES Option B 2025 target was implemented against its current model lineup, which would result in it being 108g/km above the proposed regulations.
By contrast, brands which only sell electric vehicles (EVs) – such as Tesla and BYD – would be 141g/km under the target given their cars emit no CO2.
These credits can then be sold to other carmakers, which the MTAA recommends doing rather than brands paying the fixed-rate penalty.
Source: MTAA/Blue Flag
The MTAA has warned that if carmakers don’t purchase credits from their rivals, the penalty costs will be passed on to franchise dealer owners and then new vehicle buyers.
It claims this would result in more motorists shying away from buying new vehicles, essentially reducing the number of newer and more efficient cars on the road, as well as reducing jobs in the industry it’s attempting to protect.
To prevent this, it has recommended the government provide more time for the NVES to be implemented to ensure carmakers aren’t rushing to bring in new models, given product plans are usually set years in advance.
“We fully support the introduction of an ambitious, but achievable NVES designed and implemented with a focus on Australian consumers’ needs,” the MTAA said in its submission.
“While we support the introduction of the NVES in principle, a fair transition is essential including the very real issue of regional Australia and the impacts of a fuel efficiency standard.
“The current and mid-term new vehicle fleet mix and dealer inventory also needs to be factored into the implementation of any NVES.”
Blue Flag says 14 brands don’t need to make any changes to avoid penalties based on the 2025 target, while seven require ‘moderately difficult’ changes to meet the requirements.
The remaining 12 companies have mixed results in terms of whether the emissions figure is achievable in either their passenger or LCV ranges.
However, this increases to 20 carmakers missing the proposed 2029 target across their model lineups, with 17 requiring work and 10 not needing to make changes.
Unsurprisingly, brands which have been the most publicly critical of the NVES – such as Toyota, Mazda and Mitsubishi – are among the biggest players in the market with the most work to do to reach the hypothetical target.
The data shows Toyota needs major changes to reach the 2025 LCV target, and both 2029 requirements. While Mazda’s LCVs only require ‘some changes’ to meet the 2025 figures, its passenger lineup could completely miss the mark.
Meanwhile, Mitsubishi and fellow Alliance partner Nissan are both projected to need extensive changes to reach either the 2025 or 2027 targets.
General Motors Specialty Vehicles (GMSV) – the local distributor for Chevrolet, which exclusively sells V8-powered cars and pickups in Australia – came out in support of the NVES, despite the Chevrolet brand being likely to miss the emissions target by the largest margin.
MORE: What Australia’s biggest car brands have to say about tough new emissions standards MORE: Car industry cautious about Australia’s proposed vehicle efficiency standards MORE: Tesla quits carmaker lobby group, slams it on the way out MORE: ‘Aggressive’ emissions standards will mean price hikes, hurt ‘middle Australia’ – Toyota MORE: Mitsubishi: Emissions standards can’t forget about ‘middle Australia’ MORE: Mazda pumps the brakes on Australian efficiency standards, calls for subsidies MORE: Nissan backs new emissions laws but calls for incentives, regulatory reform MORE: Carmakers, lobby groups go to war over cost of emissions standards to new car buyers MORE: Volkswagen’s wish list for Australian emissions standards revealed
Hyundai’s go-fast N products have made a name for themselves being fast, fun and attainable.
But when you throw the 2024 Hyundai Ioniq 5 N into the mix – priced from an eye-watering $111,000 before on-roads – the attainable part of that recipe is thrown out the window for a lot of people.
So what’s its purpose? Well, for starters it’s the first all-electric Hyundai N car. And, it’s a proper showcase of what the brand’s engineers can do with the Hyundai Group’s E-GMP dedicated electric architecture and componentry.
The Ioniq 5 N is like no other production Hyundai before it, either. Zero to 100km/h takes just 3.4 seconds in its most aggressive N Grin Boost setting, and top speed is rated at 260km/h. Even more, it boasts a whopping 478kW and 770Nm.
That’s even more than Kia’s manic EV6 GT, which is based on the same underpinnings – Kia’s version offers 430kW and 740Nm, which is just under the Ioniq 5 N’s outputs when it’s not in N Grin Boost mode. Beyond its straight-line performance, the Ioniq 5 N is also making bold claims about track ability which is a key pillar of the N brand.
So to test the company’s claims, we attended the Australian media launch in New South Wales, testing Hyundai’s new flagship on road and on track. How did it fare? Read on to find out.
How does the Hyundai Ioniq 5 compare?
View a detailed breakdown of the Hyundai Ioniq 5 against similarly sized vehicles.
Hyundai
Ioniq 5
How much does the Hyundai Ioniq 5 N cost?
The Ioniq 5 N sits at the top of the tree, commanding a near $30,000 premium over the next most expensive variant.
2024 Hyundai Ioniq 5 pricing:
2024 Hyundai Ioniq 5 Standard Range RWD
2024 Hyundai Ioniq 5 Extended Range RWD
Base: $71,000 (+$500)
Dynamiq: $76,000
Epiq: $79,500
2024 Hyundai Ioniq 5 Extended Range AWD
Dynamiq: $80,500
Epiq: $84,000
2024 Hyundai Ioniq 5 N: $111,000
Price excludes on-road costs
To see how the Ioniq 5 shapes up against its rivals, check out our comparisons tool.
What is the Hyundai Ioniq 5 N like on the inside?
The revised interior of the Ioniq 5 N previews upcoming revisions for the standard car – as revealed earlier this week.
Compared to the standard Ioniq 5, the N has a more conventional dashboard and console design and also debuts the Hyundai-Kia ccNC dual 12.3-inch displays for the driver’s cluster and infotainment system.
This means there’s the latest generation of Bluelink connected and remote services, wireless Apple CarPlay and Android Auto, as well as the latest UX design which has been seen in the likes of the Kona and Kia Sorento.
It’s a great system with net-based satellite navigation to bolster available mapping from a connected smartphone, as well as over-the-air (OTA) software updates and a cleaner and more upmarket interface.
The Ioniq 5 N also features the first N instrument cluster layout in the brand’s electric range, and the configurable central tacho dial looks really cool, almost Lamborghini like. I much prefer virtual gauges as opposed to the line bar displays in earlier E-GMP products.
Up front there are N Light bucket seats which look and feel racy thanks to their integrated headrests and illuminated N logos, as well as the combination leather and Alcantara trim.
Even better, the front seats are heated and ventilated with three-stage controls. That certainly makes up for the manual adjustment, which while not an issue for me is a sticking point for some expecting some more luxuries.
There’s otherwise heaps of storage even with the removal of a movable centre console, including a gripped open smartphone charging slot and plenty of nooks and crannies to keep your trinkets secure when having a crack.
You also get USB-C charging ports now, which are faster charging than the USB-A ones in the pre-update Ioniq 5 currently on sale. You can use smartphone mirroring via cable if you wish, too.
Despite the N’s driver focus, the rear seat remains a practical space if you have some co-drivers coming with you for a spirited blat.
Head and leg room are still very good for taller adults like 6’1 me (the massive 3000mm wheelbase will do that) though the sporty front seats will obstruct forward view for your rear passengers – something to note if you have nausea-prone kiddies.
Speaking of the kiddies, the Ioniq 5 N retains its outboard ISOFIX anchors and top tether points, meaning this track-capable electric express can also ferry around your precious little ones.
Other amenities include pillar-mounted rear air vents, a fold-down centre armrest with cupholders, bottle holders in the doors, and even a vehicle-to-load (V2L) connector with domestic three-pin outlet under the rear seat.
The Ioniq 5 N offers 480 litres of cargo volume with the rear seats in place, expanding to 1362L with them folded. That’s just under 50L less than non-N versions, and there’s no additional ‘frunk’ storage like other variants.
Like most EVs, the Ioniq 5 N makes do with a tyre mobility kit in lieu of a space saver spare.
What’s under the bonnet?
The Ioniq 5 N is packing some serious e-firepower.
Model
Ioniq 5 N
Front electric motor power
166kW (175kW with N Grin Boost)
Front electric motor torque
350Nm (370Nm with N Grin Boost)
Rear electric motor power
282kW (370kW with N Grin Boost)
Rear electric motor torque
390Nm (400Nm with N Grin Boost)
System power
448kW (478kW with N Grin Boost)
System torque
740Nm (770Nm with N Grin Boost)
Battery
84kWh li-ion
Driven Wheels
All-wheel drive
Range (claimed)
448km (WLTP)
0-100km/h sprint time
3.5 seconds (3.4s with N Grin Boost)
Top Speed
260km/h
Weight
2230kg (tare)
Energy consumption (claimed)
21.2kWh/100km
How does the Hyundai Ioniq 5 N drive?
Day one was on-road, so let’s start with that.
Leaving our hotel in Blacktown, NSW, firing up the Ioniq 5 N with its synthesised engine sounds was laughter-inducing. A whole line of these things suddenly started a chorus of fake revs to the redline.
There are eight interior speakers and two exterior ones to play the sounds, which makes it more than just an in-car experience. You can choose from three profiles as well, ranging from an airy jet fighter-like sound to a note that’s modelled off the i30 N’s vocal turbocharged petrol engine.
I know it sounds stupid, but it’s a charming detail that you have to experience to appreciate. Silence is apart of the EV experience, yes, but that doesn’t mean petrol heads converting to electric power don’t want some aural drama.
For some this may still be a gimmick, but props to Hyundai for trying something different – there’s more we’ll get onto in a bit.
Our road drive took us through Blacktown and out towards Laguna in regional NSW. We drove through suburban environments, freeways, B-roads and the like.
I was so enamoured by the N Custom mode with its simulated gearshifts, engine revs and engine sound that I did the bulk of my drive in this mode. You can ask my co-driver, I couldn’t wipe the smile off my face.
Performance is plentiful as you’d expect, with 740Nm at your disposal from standstill. For reference, that’s the sort of twist you get out of a twin-turbo Mercedes-AMG V8.
It fires off the line if you stab the throttle, pinning you in your seat and you can almost feel your stomach hit your throat. You’ll beat just about any other car in the traffic light drag race – unless you come up against a hypercar.
You don’t really need this kind of performance in everyday scenarios, but the inner boy racer in me definitely enjoyed zipping through urban streets and roundabouts.
If this firmer N Mode settings get a bit bouncy and the augmented drivetrain sounds droney, then you can par it all back by pressing the steering-mounted drive mode button into Eco or Normal modes and drive this like any other Hyundai Ioniq 5.
At a cruise in town or on the highway, the electric N quietly scoots along and still retains a swift level of performance for overtaking or zipping out from a slip lane. Road and wind noise are fairly well suppressed but those grippy Pirelli P Zero sports tyres – specifically developed for this car, mind you – can produce a bit of road roar on coarser blacktop.
Each mode sees adjustments to the suspension, throttle and steering calibrations too, ranging from firm to light and assisted. It’s never too loose or too harsh in my opinion, even in N mode, but the wide range of adjustability is something we celebrate about VW Group products, for example.
I did find the Highway Driving Assist (HDA) system would make the odd error during our stint on the Pacific Highway, at one point drifting into the next lane on a curve that really wasn’t all that sharp. It’s not something I experienced in the Kia EV9 or the Genesis G70 Shooting Brake, so it could be an isolated incident.
Once we hit the winding back roads towards Laguna, I was able to test out the Ioniq 5 N’s hillclimb capabilities.
The high-speed and twisty roads into the hills are the Ioniq 5 N’s hunting ground. It gives it plenty of space to stretch its legs, and there’s so much grip that you can corner with confidence in this 2230kg (tare) hulking beast.
With a torque vectoring function up front and an electronic limited slip differential (E-LSD) at the rear, the Ioniq 5 N turns in quickly and neatly, then blasts you out of corners with its mighty dual-motor drivetrian.
Really, it’s quicker than you’re able to utilise legally on Australian public roads – blink and you’ve eclipsed 100km/h.
I used the B-road blat as an opportunity to really try out the N e-Shift function in performance driving, which simulates the shifts of the brand’s eight-speed DCT used in the i30 N.
This adds a more conventional point of engagement with the vehicle, and the way it jolts between shifts is really convincing to the point you might occasionally forget you’re driving an EV. If there was a criticism, that feeling of engine braking as you downshift wasn’t really replicated – but this is a fairly small thing.
It’s otherwise really good fun to rifle through the gears and watch the virtual tacho needle swing towards the fantasy redline. There are even shift light, audible pops and cracks on upshifts and overrun – it’s just silly, but in the best way.
Even set to its harshest setup, the Ioniq 5 N never felt too firm on the poorer surfaces of the Great North Road, and strikes the same sort of delicate balance you’d expect of a benchmark performance model. Comparisons to the likes of the Audi e-tron GT and Porsche Taycan were thrown around by journalists on the event, and that’s a massive compliment.
Only if you came in too hot could you really feel all of the Ioniq 5 N’s heft, as a sudden correction or change of direction would cause it to shift quite noticeably and upset the balance somewhat. Even then, it’s very impressive for what it is.
Day two was all about the track – so we headed to Eastern Creek Raceway at Sydney Motorsport Park.
Uninhibited by public speed limits, the circuit setting gave us the chance to fully unleash the Ioniq 5 N. We used the GP Circuit, which is a 3.93km route that includes long straights, sweeping curves and some tighter hairpins.
After getting some pointers from Hyundai’s TCR champion, Josh Buchan, I had a proper crack at a series of laps. This thing really flies, only starting to run out of momentum as you see the speedo eclipse 215km/h on the main straight.
It holds on admirably through higher speed corners, though on the odd occasion you can feel its weight illicit some understeer, and if you hit the throttle hard too early out of an apex the back might kick out.
Even so, it’s all very controllable and even for someone not a seasoned track driver like myself, the Ioniq 5 N instills a lot of confidence to push on and wring its neck – it basically begs you for it.
I didn’t try out the N Drift Optimiser, which manages torque distribution to maintain the perfect sideways slide. Nor did I try out the Left Foot Braking or N Pedal functions, the latter offering one-pedal driving for “pro driver style weight transfer and turn in”
Even after numerous track sessions – which were one out lap, two or three hot laps, then one in lap – the brakes didn’t appear to fade noticeably – those beefy 400mm front rotors with four-piston calipers and 360mm rears are pretty beefy, mind you. The P Zero tyres also held up very well for grip. I did hear, though, that a drift session the previous day for B-roll had chewed up a set of rears pretty quickly.
But really props to Hyundai for coming up with an electric performance car that emulates a combustion engined performance and track experience in a way that’s fun and objectively capable. The brand’s reps openly said their N cars are more about fun and smiles than outright lap times, and this definitely achieves that.
It makes me wonder if a future Hyundai N EV that’s a little smaller and lighter could make it to production, it would be almost unstoppable with all the Ioniq 5 N’s cool gadgetry on board. Even a lower and sleeker Ioniq 6 N could be a more focused weapon – and the RN22e rolling lab concept is proof something like that is well on the way.
What do you get?
Ioniq 5 N highlights:
275/31 R21 Pirelli P Zero HN tyres
21-inch forged wheels with aero inserts
400mm ventilated front rotors with N brake calipers
360mm ventilated rear rotors
Electronic Control Suspension (ECS)
Electronic limited-slip differential (E-LSD)
Launch control
Keyless entry, start
Power tailgate
Rear privacy glass
Rain-sensing wipers
Heated, power-folding mirrors
LED headlights
Automatic high-beam
Remote Smart Parking Assistant 2
Semi-automatic parking, controlled via key fob
12.3-inch digital instrument cluster
12.3-inch touchscreen infotainment system
Wireless Apple CarPlay, Android Auto
Satellite navigation
Bluelink connected services
Alcantara and leather upholstery
N Light Seats with manual adjustment
Heated front seats
Ventilated front seats
Metal pedals
Metal scuff plates
Ambient lighting
8-speaker Bose sound system
Head-up display
Wireless phone charger
USB-C charging ports
Digital rear-view mirror incl. electrochromic function
Dual-zone climate control
Heat pump
A Vision Roof – or fixed panoramic glass roof – is a $2000 option.
Is the Hyundai Ioniq 5 N safe?
While the standard Hyundai Ioniq 5 has a five-star ANCAP safety rating, the N is unrated for now.
The Ioniq 5 N is backed by a five-year, unlimited-kilometre vehicle warranty and an eight-year, 160,000km battery warranty.
Servicing is required every 24 months or 30,000km, whichever comes first. The first three services are capped at $625 each.
While we didn’t do a proper range and charging test on the launch, and therefore unable to give you real-world efficiency figures and range projections, using this car in the intended way will make it hard to hit that 448km claim.
That said, we were seeing low to mid-20kWh/100km from the trip computer during more sedate sections of driving, making Hyundai’s 21.2kWh efficiency claim seem accurate.
Further, the company claims the Ioniq 5 N’s larger 84kWh lithium-ion battery can be charged from 10 to 80 per cent in around 70 minutes with a 50kW DC charger, or 18 minutes at its maximum 350kW rate. At 7kW via AC charging, you’re looking at 10 hours 50 minutes.
CarExpert’s Take on the Hyundai Ioniq 5 N
I thought the EV6 GT was great, but this is on another level.
Hyundai N’s three pillars are Corner Rascal, Racetrack Capability and Everyday Sportscar. Just like the i20 N, i30 N and Kona N before it, the Ioniq 5 N delivers.
You probably won’t be beating a Porsche Taycan Turbo’s lap time, nor will it substitute for a similarly priced track-capable ICE in terms of pure engagement and noise; but far out, the Koreans have done a bloody good job.
I can imagine in a world where ICE for the masses is long gone, it’ll be cars like the Ioniq 5 N that will be a beautiful throwback to what performance motoring was like “back in my day”.
Even today, in 2024, it’s proof that petrol heads don’t need to be afraid about electric cars or the combustion engine and fossil fuels one day becoming the minority – or even extinct. I didn’t want to stop driving this thing, whether we were on the road or on the track.
It’s a great evolution of the ‘hot hatch’ formula, even if it’s more of a crossover. It’s silly fast and fun to drive, comfortable and practical enough to daily, while offering zero local emissions, usable driving range (if with a measured right foot), as well as fast to charge.
There’s also so much customisation on offer, moreso than any other N before it. It really allows you to make your car your own, as well as offer that Jekyll and Hyde split personality that great hot hatches are loved for. The options are almost limitless.
If it means anything, I would really consider one if I had the cash. Few electric cars have made made me feel like this one has.
Cupra is growing its footprint in Australia after selling 5000 vehicles since launching here less than two years ago.
It’s opening new service centres in South Brisbane and the NSW Central Coast in March, and has announced a new sales and service centre in Essendon Fields, Victoria.
The latter will open early in 2025.
Prior to its opening, Cupra will run a ‘pop-up’ sales and service centre nearby at Zagame Tullamarine in April 2024.
Cupra says it has now sold more than 5000 vehicles in less than two years, having sold 1111 vehicles in 2022 and 3765 in 2023 – plus another 366 thus far in 2024.
Essendon Fields rendering
In contrast, Skoda didn’t reach 5000 sales until its fifth year on the market following its 2007 relaunch. In its first four years on the market, it sold 3868 vehicles.
Cupra is also doing far better than the brand it was spun off from – SEAT – in Australia. That brand sold just 3561 vehicles over its truncated 1995-99 run, back when Cupra was merely a trim level on the Ibiza hatch.
The sporty Spanish brand said in 2022 it wanted to sell 1600 vehicles in Australia that year – a goal it didn’t meet – and sell 7000 vehicles annually by 2025, which it is making progress towards.
In the medium term, Cupra wants to sell 500,000 vehicles per year globally. Last year, it delivered 230,700 vehicles, up 50.9 per cent year-on-year.
With 3765 sales in Australia in 2023, Cupra outsold various much older brands in Australia including Peugeot (2516) and Alfa Romeo (716).
Cupra says 38 per cent of its Australian sales in 2023 were electric or plug-in hybrid vehicles.
It currently sells just four models: the petrol and plug-in hybrid Leon hatchback and Formentor crossover; the petrol-powered Ateca crossover; and the electric Born hatchback.
In 2025, it’s adding the electric Tavascan as well as the Terramar, the latter of which is expected to offer a choice of petrol and plug-in hybrid power.
The company currently has nine sales locations (called Cupra Garages) and nine service locations across the ACT, New South Wales, Queensland, South Australia, Tasmania, Victoria and Western Australia.
After many delays, the Audi Q6 e-tron is almost ready to waltz down the catwalk and into full view, with the automaker confirming the car’s launch for March 18.
Aside from announcing the launch date on social media overnight, and publishing a teaser photo (top), Audi hasn’t provided any further details about its new electric crossover.
It’s not clear quite why the brand felt the need to hide the Q6 e-tron’s body, as the design has already been outed by barely disguised prototypes Audi has been publicising since last year.
Based on the Premium Platform Electric (PPE) it co-developed with Porsche, the Q6 e-tron will be a close relation to the recently revealed second-generation Porsche Macan.
Unlike the new Macan, which at present has only been revealed with a coupe-ish crossover body, the Q6 e-tron will be available with the choice of two body styles: a conventional crossover with an upright tailgate, and a Sportback variant with a more steeply raked roof and rear window.
While the Macan and Q6 e-tron will share much in common, their interior and exterior designs will be distinct.
The Q6 e-tron will continue with the company’s single-frame grille, although this time it will be completely closed off and non-functional.
The grille will be flanked by the brand’s first split headlight treatment, with a set of thin LED driving lights situated below the bonnet line, while the main and high beam units will live lower down the front fascia and be disguised.
The side of the Q6 e-tron features prominent flowing creases above the wheel arches. At the back the tail-lights stretch across the entire width of the car, and will be available with OLED lighting elements.
Inside, the dashboard of the Q6 e-tron includes a curved display panel housing an 11.9-inch instrumentation display and a 14.5-inch infotainment touchscreen.
Options include a 10.9-inch screen for the front passenger with a polariser film that enables movies to be watched “without distracting the driver”, as well as a 22-speaker Bang & Olufsen sound system, and augmented reality head up display.
One of the key details that’s yet to revealed relates to the Q6 e-tron’s drivetrain, but the second-generation Macan provides some clues.
All Macan models, and presumably all PPE vehicles, have a 800-volt electrical architecture.
The Macan 4 has a dual-motor all-wheel drive setup making 300kW and 650Nm on overboost, and is good for a 0-100km/h time of 5.2 seconds and a top speed of 220km/h.
Step up to the Macan Turbo and there’s 470kW and 1130Nm on tap, with the 0-100km/h time trimmed to 3.3 seconds, and a higher top speed of 260km/h.
The Macan 4 and Turbo have a 96kWh battery, and support DC fast charging up to 270kW.
New Porsche Macan
Although there will be overlap between the two models, the Q6 e-tron should be generally positioned below its Porsche sibling.
GWM appears to be testing the towing capabilities of its new flagship ute, which is set to beat rival brands in offering a hybrid powertrain in Australia.
The Bathroom Brothers took these pictures of the GWM Cannon Alpha, which appears to be undergoing final testing in Melbourne before an expected launch in mid-2024.
It’s towing a Jayco Journey Outback caravan, which has a tare mass of 1940kg.
According to government approval documents, the Cannon Alpha will boast a braked towing capacity of 3500kg – a first for a GWM ute in Australia.
The current GWM Ute, which is closely related to the Cannon Alpha, has a maximum braked towing capacity of 3000kg.
These documents also show it’ll offer a choice of turbo-diesel or hybrid powertrains.
The latter should see GWM beat Ford and Toyota to offering a hybrid ute in local showrooms – Ford’s plug-in hybrid Ranger isn’t due until early 2025, while Toyota’s larger Tundra isn’t officially on sale yet.
According to the government approval documents, the hybrid features a 2.0-litre turbocharged four-cylinder petrol engine with 180kW of power at 5500rpm, but no torque or total system outputs are listed.
We know, however, that this powertrain in the Tank 300 features a 180kW/380Nm turbo-petrol engine mated with a 78kW/268Nm electric motor for total system outputs of 258kW and 615Nm.
The Cannon Alpha’s turbo-diesel is more potent than that of the GWM Ute, being a larger 2.4-litre four-cylinder unit with 135kW of power at 3600rpm and 480Nm of torque, up from the 120kW figure of the GWM Ute’s 2.0-litre four.
It gets one extra cog, too, with drive sent to all four wheels through a nine-speed automatic transmission. It also features a 48V mild-hybrid system.
The filing doesn’t make note of the other engine offered in the Cannon Alpha (aka Shanhai Cannon) overseas: a 3.0-litre turbo-petrol V6, which pumps out 260kW and 500Nm.
The Cannon Alpha measures 5445mm long, 1991mm wide and 1924mm tall on a 3350mm wheelbase. Overall, that makes it only 30mm longer than a GWM Ute, so it’s still considerably smaller than full-sized pickups like the Ford F-150.
It has 224mm of ground clearance, and rides on 18-inch wheels behind which sit disc brakes.
Tare mass is 2432kg with the diesel and 2526kg with the hybrid. Both variants feature a gross vehicle mass (GVM) of 3310kg.
GWM had already confirmed examples of the new ute were here for testing, with CarExpert spying one example in Melbourne featuring an unusual split tailgate.
The company also offers in China a clever multi-lid bed divider, which splits the tray into three separate components.
The new ute is expected to be pitched as a more premium lifestyle ute than the GWM Ute. That’s because instead of leaf-spring rear suspension, the Cannon Alpha employs a multi-link coil-sprung back axle and double wishbones at the front.
In China at least, it’s offered with electronically locking front and rear differentials and a full suite of active safety and driver assist features.
These include highway driving assist, front and rear cross-traffic assist, blind-spot monitoring, and safe exit warning.
There’s a standard 12.3-inch digital instrument cluster, surround-view camera and power tailgate while, depending on the variant, there’s also a head-up display, panoramic sunroof, semi-autonomous parking assist, heated steering wheel, front and rear wireless phone chargers, and heated, ventilated, massaging and power-adjustable front seats.
The Cannon Alpha will sit at the top of the local range along with the Tank 500, a hybrid-powered rival for the Toyota LandCruiser Prado that’s due here in the second quarter of 2024.
With the Dodge Charger the French-Italian-American automaker has pulled an electric rabbit out of its hat, launching the new car in both coupe and sedan formats, and confirming the availability of petrol options early in 2025.
The design of the new Charger coupe was accurately previewed by the 2022 Dodge Charger SRT Daytona EV concept, and the company has since telegraphed, through spy pictures and official leaks, that the production car will differ little from the show vehicle.
What most of us weren’t expecting was a sedan sibling, or the early confirmation of straight-six power.
Charger Daytona Scat Pack
Both the Charger sedan and coupe are based on the STLA Large architecture, and are big beasts as they measure 5248mm long, 2028mm wide, 1497mm tall, and ride on a 3074mm wheelbase.
Compared to the outgoing Charger sedan, the new model is 165mm longer overall, 133mm wider, 19mm taller, on a 26mm longer wheelbase. With most of the new found length found in the overhangs, it’s little surprise to learn the new Charger has a huge 1090L boot.
Tipping the scales at 2648kg, the electric Charger is significantly heavier than the outgoing model, which weighed between 1733kg and 1887kg. Dodge has yet to provide weights for the six-cylinder versions of the new Charger.
Electric first
At launch, the coupe will be available only with a 400V pure electric drivetrain featuring two motors, all-wheel drive, and fed by a 93.9kWh battery pack.
All electric Chargers will be noted by the famous Daytona nameplate, and support DC fast charging up to 350kW.
During the new Charger Daytona’s launch phase, just two drivetrain variants will be available: the 370kW/548Nm R/T with Direct Connection Stage 1 kit, and the 500kW/850Nm Scat Pack with Direct Connection Stage 2 kit and standard limited slip rear differential.
For the Stage 1 R/T, Dodge says the Charger Daytona can blow through the 60mph (97km/h) mark in 4.7 seconds, and finish the quarter mile (400m) in 13.1 seconds.
The Stage 2 Scat Pack is claimed to have a 0-60mph time of 3.3 seconds, and a quarter mile time of 11.5 seconds. If that seems an eternity, there will be more powerful variants coming later with a 800V electrical system.
All the quoted performance figures above can only be achieved after the driver punches the Power Shot button on the steering wheel, which gives the car a 30kW boost for 15 seconds.
Also available down the track are the 340kW base R/T, and less powerful Scat Pack variants.
To counteract attacks against the lack of acoustic emotion exhibited by electric vehicles, the Charger Daytona is fitted with a Fratzonic Chambered Exhaust system that “uses two passive radiators to a create a unique exhaust profile with Hellcat levels of sound intensity”. An almost-silent stealth is also available.
R/T drivers can choose from a variety of driving modes, including auto, snow, eco, sport and track, as well as line lock and launch control. Scat Pack owners gain a Donut Mode and Drift Mode.
Under the US EPA testing regime, the Charger Daytona R/T is said to have a driving range of 510km, while the Scat Pack makes do with 418km.
Paddles behind the steering wheel allow the driver to select from three (0.1g, 0.2g, or 0.3g) regenerative braking levels.
The Charger rides on multi-link front suspension, and four-link suspension at the rear with 18-inch wheels on the R/T, and a variety of 20-inch wheel designs for Scat Pack models.
The optional Track Package on the Daytona Scat Pack includes 406mm Brembo vented disc brakes with red six piston calipers up front, and four-pot units at the rear.
Additional options on the Track Package include adaptive damping, as well as the widest tyres ever available on a Dodge: 305/35 Goodyear Eagle F1 Supercar 3 tyres up front, and 325/35 rubber out back.
The cabin features a wraparound dashboard, and a standard 12.3-inch touchscreen with the uConnect 5 infotainment system, and Apple CarPlay and Android Auto support. Ahead of the driver is a 10.25- or 16.0-inch digital instrumentation display.
There’s also an ambient lighting system with 64 colour choices, and a pistol grip transmission shifter in the centre tunnel.
Six-cylinder coming next year
The electric Charger Daytona coupe goes into production at Stellantis’s factory in Windsor, Ontario from the middle of 2024, while the Charger Daytona sedan will start trundling down the line during the first quarter of 2025.
In that same quarter, Dodge will also begin producing the Charger Sixpack H.O. coupe and Charger Sixpack S.O. sedan.
Both Sixpack variants junk the all electric drivetrain in favour of the company’s twin-turbocharged 3.0-litre straight-six Hurricane engine.
In high output or H.O., the Hurricane cranks out 410kW, while in standard output or S.O. trim, the engine produces 313kW.
Chargers fitted with a petrol engine lose the downforce-generating “R-Wing” pass-through bonnet for a more traditionally-styled unit. Petrol-powered models also miss out the 42L front trunk present in Daytona variants.
Regardless of specification, these Charger Sixpack models have all-wheel drive as standard. Dodge has yet to release more details about the Sixpack drivetrains, including the transmission type and performance figures.
Pricing for all Charger models has yet to be revealed.
Paperwork is a necessary evil when selling a car – not just to ensure a seamless transition of the vehicle from you, the seller, to its new owner, but also to protect yourself legally.
In this article we’ll detail what you need to do depending on your state or territory – and we’ve included four additional actions to remember after you’ve sold the car.
No matter where you live, or if the car is registered or unregistered, make sure you exchange a Bill of Sale – a tax invoice, receipt, proof of purchase.
It’s normally not required, but it’s best practice and protects you legally in case something goes awry. Do this in addition to any steps we’ve outlined for your state or territory below.
The biggest responsibility for any Australian no matter what state or territory you live in, is letting the authorities know that a registered vehicle is no longer yours. This is normally done using something like a Notice of Disposal.
You should do this as soon as you have handed over the car, otherwise you might be held responsible for any fines incurred by the new owner.
Selling a car in New South Wales
Selling a car in NSW is straightforward. When completing the sale, make sure you get the buyer’s NSW driver’s licence number.
If they don’t have one, don’t sell the car until they have gone to a Service NSW registry and obtained a customer number. This requires them to prove their identity. This is their responsibility.
When you have this, fill out a Notice of Disposal (to avoid being held responsible for the new owner’s traffic or parking fines). You should do this ASAP, but no later than 14 days, otherwise the cost of transferring the registration goes up significantly for the new owner (who can’t proceed until you’ve done your bit).
You can submit a Notice of Disposal online using the Service NSW website – or you can print off a copy and mail it, or go to a motor registry. The buyer doesn’t need to sign a hard copy of a Notice of Disposal in NSW, so you don’t need to have one on hand when physically handing over the car.
You don’t need a roadworthy certificate to sell a car in NSW.
Selling a car in Victoria
Selling a registered vehicle in Victoria is somewhat more complicated than other states.
Firstly, a Certificate of Roadworthiness is required – or a Roadworthy Certificate, commonly abbreviated to “RWC” online.
VicRoads actually doesn’t care who obtains it – whether that’s the seller, or the buyer. The buyer is the one who must provide the RWC paperwork when they transfer rego, but in most cases it’s the seller who takes care of obtaining it.
Most local mechanics can supply you with an RWC – provided it’s in good mechanical condition. You might have to fix up a few bits and pieces first, and some very old cars might need a lot of work. And keep in mind that an RWC is only valid in Victoria for 30 days after its completion date. After that, you have to get another one.
The mechanic sets the cost, which is typically between $150 and $250. You might save a bit by calling around workshops in your local area – and it’s worth asking for local recommendations for trustworthy mechanics who won’t use the opportunity to sell you a bunch of repair work on your car that it might not strictly need.
You can sell your car without a RWC in Victoria, however most buyers will expect a discount for having to obtain the RWC themselves – risking expensive repair work. Sometimes it makes sense to offer a car for sale “without RWC supplied” if it’s older, needs a lot of repair work, or if the new owner is likely to cancel the rego.
Note that you don’t need a RWC if the car is already unregistered; if you’re transferring registration to your spouse; or if selling the car to a used vehicle dealer.
Once you’ve sorted out the RWC, if you’re selling a registered car in Victoria, you must ensure the buyer has a Victorian licence number. If they don’t, they must go to a registry and get a VicRoads customer number.
Don’t sell a Victorian-registered vehicle to someone without a Victorian licence number, or this VicRoads customer number, otherwise it might come back to bite you. This requires them to prove their identity.
Then you must complete a Vehicle Transfer Form, the hardcopy of which is on the VicRoads website. Make sure you, the seller, keep a copy of this form.
After this, you need to complete a Notice of Disposal ASAP to avoid being held responsible for any fines the new owner might incur before they’ve transferred the rego into their name. You can do this on the VicRoads website once you’ve set up a myVicRoads account. You can also go into a VicRoads registry to do this – take your copy of the Vehicle Transfer Form with you, as well.
Once that’s all done, you can make yourself a cup of tea and collapse in a heap.
If you’re selling a car to someone interstate, VicRoads recommends cancelling the rego before handing the car over.
If you’ve got custom number plates and want to keep them, the very first step when selling your car is going into a VicRoads motor registry, paying a fee for new number plates and fitting them to the car.
Selling a car in Queensland
Like Victoria, Queensland requires proof of roadworthiness when transferring registration from an old owner to a new one.
Queensland calls this a Safety Certificate and it’s the sole responsibility of the seller. You can be fined for selling a car without a current Safety Certificate.
You can obtain a Safety Certificate – whether handwritten, or in electronic form – from a mechanic’s workshop that is an Approved Inspection Station. The costs are fixed. As of March 2024, a Safety Certificate for a car cost $92.90. A Safety Certificate is valid for two months or 2000km from the date of issue, whichever expires first.
Of course, your car might need mechanical work before being issued with a Safety Certificate, so it’s worth asking for local recommendations for a trustworthy workshop who won’t see you coming. As is common sense, an older car might just need more mechanical work before it’s considered legally roadworthy.
In some instances you don’t need a Safety Certificate, such as if you’re transferring rego to your spouse.
Once you’ve sorted the Safety Certificate and have found a buyer for the car, make sure you record the buyer’s Queensland licence number and if they don’t have one, don’t sell the car until they’ve obtained a customer reference number from a Queensland motor registry requiring them to prove their identity.
Once the car has left your possession, you must transfer the registration to the new owner online – and out of your name, so you aren’t responsible for any fines after you’ve handed over the keys. It’s best to do this ASAP, but you have up to 14 days to do so.
You can do this via the Queensland Government’s website. Note you will need the buyer’s Queensland licence number (or a customer reference number) and their email address.
Selling a car in Western Australia
Once the sale has been agreed, you must notify the Department of Transport (DoT) that you’ve disposed of the vehicle – either online, or by post.
Online is as easy as registering a DoTDirect account and going from there.
If you’re doing it by post, the seller and buyer must complete a Notification of Change of Ownership form which is available on the DoT website. The seller must then mail their copy to the DoT within seven days or risk getting a fine.
This requires the buyer’s signature, so it’s a good idea to have a hard copy with you when physically handing over the car. This isn’t required if you’re just transferring the rego online.
A roadworthy certificate isn’t required when selling a car in WA.
Selling a car in South Australia
After the car is sold, you have to lodge a disposal notice as soon as possible. This lets Service SA know that you no longer own the vehicle and to transfer the remaining registration to the new owner.
You need the buyer’s SA driver’s licence number, their client number from Service SA, or their date of birth.
This can be done online using a mySAGOV account, by post using the disposal notice on the vehicle’s registration papers (once completed and signed by both you and the seller), or by taking the completed paperwork to a Service SA customer centre.
A roadworthy certificate isn’t required when selling a car in SA.
Selling a car in Tasmania
Like most other states, selling a car in Tasmania simple. Once the sale is agreed, the seller has seven days to complete a disposal notice. This can be done via the Tasmanian Government services website, or by filling out a form and submitting it by email, post or in-person at any Services Tasmania location.
A roadworthy certificate isn’t required when selling a car in Tasmania.
Selling a car in the Australian Capital Territory
In the ACT, proof of a car’s roadworthiness with a Certificate of Inspection is required to transfer ownership from a seller to a buyer – if the car is older than six years. Cars newer than six years don’t need this.
You can obtain a Certificate of Roadworthiness from the Access Canberra Motor Vehicle Inspection Station in Hume, ACT. Bookings are essential. You can also get your Certificate of Inspection from a mechanic which is an approved Authorised Inspection Station.
This can be organised by either the seller, or the buyer. If you’re wanting to sell your car without a Certificate of Inspection, a buyer might expect a discount for taking on the risk of unforeseen mechanical repairs to achieve roadworthiness. You should be aware that your car might need some repairs before it’s issued with a Certificate of Inspection.
Once this is sorted, you and the buyer need to complete two forms – an Application to Transfer Vehicle Registration, and a Notice of Disposal. You can find these on the Access Canberra government website.
Once completed, it’s your responsibility as the seller to send the Notice of Disposal to Access Canberra as soon as possible, but no later than 14 days otherwise you’ll be hit with a late fee. (And you’ll want to do this anyway to get the vehicle out of your name, to avoid being held responsible for any fines incurred by the new owner.)
The form can be submitted in person at an Access Canberra location, by post, by email, or using the Road Transport Authority online contact form.
Selling a car in the Northern Territory
In the NT, when selling the car, make sure you and the buyer fill out a Notice of Disposal – which is available on the NT government website. As the seller, you must lodge this with the Motor Vehicle Registry (MVR) ASAP – either by email, mail, or in person at an MVR office. A vehicle seller has up to 14 days to lodge a notice of disposal.
You also need to provide the new owner with proof of ownership – which assumes you’ve kept any original documentation from when you bought the car yourself. Ideally, this would be the most recent registration certificate in the name of, and signed by, the owner before you.
A roadworthy certificate isn’t required when selling a car in the NT.
Four other bits of paperwork to keep in mind when selling a car
Don’t forget to immediately cancel all ongoing costs associated with the car, such as toll accounts, registration direct debits and insurance direct debits.
Remember to provide the user manual and service logbooks. Make sure these are with the car when you give it to the new owner, along with any receipts and tax invoices from earlier repairs (although that’s optional). Also include all keys and fobs.
If there’s remaining warranty coverage on your car – say it came with a seven-year warranty, and you’re selling after four years – or capped-price services, often these are tied to the car, rather than the owner, so no transfer documentation is required. However, it’s worth checking with your dealer just in case.
Let the manufacturer know there’s a new owner. Some manufacturers request this in case the new owner needs to be notified for something important like a safety recall.
Basic receipt template when selling a car
Having a receipt of sale (or Bill of Sale, Sales Receipt or Proof of Purchase) is a wise thing to do for both buyer and seller – and can come in handy later if there are ever any legal implications.
Do your own research for what you need, but this will get you started. You can use our basic private vehicle contract of sale template as a starting point and print two copies for you and the buyer to sign – one for you to keep, and one for them.
The cat is out of the bag: Jaguar will end its internal combustion era in June this year.
Jaguar has confirmed to Automotive News Europe the company’s Castle Bromwich plant, on the outskirts of Birmingham, will stop vehicle production by June, with the facility transitioning to becoming a body panel stamping factory.
Castle Bromwich currently manufactures the F-Type coupe and convertible, XE sedan, and XF sedan and wagon.
XF
Jaguar’s other mainstream cars are made elsewhere, with the F-Pace crossover made at the company’s factory in Solihull — about 12 kilometres down the road from Castle Bromwich — while manufacturing of the E-Pace crossover is contracted out to Magna Steyr in Austria.
The automaker told the trade publication only three internal combustion cars — the XF, E-Pace, and F-Pace — are scheduled to stay in production until June. The electric I-Pace will be the last vehicle in the current range to end production, with Magna Steyr set to make this model until early 2025.
Joe Eberhardt, head of Jaguar Land Rover in North America, told Road & Track that while the “majority of our products cease production in June” these vehicles “will be on sale for a much longer time [as] we will have a production schedule that enables us to have a continuous supply of vehicles until the new cars come”.
The Tata-owned British automaker hopes to ensure a “clean handover” to a new generation of much more expensive electric vehicles.
F-Pace
Jaguar is planning to launch three cars based on the brand’s bespoke JEA architecture. The first is a four-door model design to compete with the Porsche Taycan, and is scheduled to be unveiled this year before going on sale in 2025.
An earlier Autocar report indicated the new four-door Jaguar will have a dual-motor all-wheel drive setup with around 430kW, a driving range of about 690km, and a starting price in the UK in excess of £100,000 ($194,000).
For reference, the most expensive base models in the Jaguar range today are the £67,355 ($130,700) F-Type and £69,995 ($135,800) I-Pace.
Next year Jaguar will reveal a crossover pitched at Bentley Bentayga, and depending on which source you believe, the revamped Jaguar range will be rounded with either a second crossover or a range-topping sedan.
By shifting into the market space inhabited by the likes of Bentley and Rolls-Royce, Jaguar expects annual sales to drop to around 50,000 cars per year.
It will be interesting to see whether the brand will be able to reach this figure given in 2023, with its much more affordable range of vehicles, Jaguar managed to sell just 64,241 vehicles worldwide, eclipsed by Land Rover which sold 356,343 vehicles across its Defender, Range Rover, and Discovery sub-brands.
Locally, Jaguar sold 581 cars last year, behind the likes of Maserati (681), Alfa Romeo (716), and Genesis (1916).
The Lexus GX off-roader will start from $116,000 before on-road costs when it arrives in Australia in mid-2024.
Overseas models shown (Overtrail)
After confirming standard equipment and key specifications for the GX last month, Lexus has now announced pricing for the more luxurious counterpart to the next-generation Toyota LandCruiser Prado.
Even in top-spec GX 550 Sports Luxury guise, it’s more affordable than the entry-level version of the LandCruiser 300 Series-based LX.
Pricing
2024 Lexus GX 550 Luxury: $116,000
2024 Lexus GX 550 Overtrail: $122,250
2024 Lexus GX 550 Sports Luxury: $128,200
All prices exclude on-road costs
Drivetrains
All Lexus GX 550 variants are powered by the same 3.4-litre twin-turbochargedV6petrol engine, which produces a claimed 260kW of power and 650Nm of torque.
Drive is sent to all four wheels through a 10-speed automatic transmission, which features low-range gearing and a locking centre differential.
Efficiency
Lexus has yet to release fuel economy figures for the new GX.
Dimensions
The 2024 Lexus GX measures 5005mm long, 2114mm wide, 1920mm tall and rides a 2850mm wheelbase.
While the Lexus GX 550 Luxury and Overtrail boast a 3500kg braked towing capacity, the Sports Luxury has a reduced capacity of 3130kg.
Servicing and Warranty
The Lexus GX is backed by a five-year, unlimited-kilometre warranty.
Lexus Australia has yet to confirm service pricing for the GX.
Safety
The GX has yet to be tested by ANCAP.
The brand has yet to release a full list of standard safety equipment, though all models will offer nine airbags.
Standard Equipment
There are three trim levels available.
Standard features for the ‘entry-level’ Lexus GX 550 Luxury include:
20-inch alloy wheels (with a full-size spare)
Self-levelling LED headlights
Rear privacy glass
Rear spoiler
Flush roof rails
Eight-way power-adjustable heated and ventilated front seats
Heated outboard rear seats with 60:40 split folding
Push-button folding third-row seats
Tri-zone climate control
Head-up display
12.3-inch digital instrument cluster
14-inch infotainment screen
Wireless and wired Apple CarPlay, Android Auto
10-speaker sound system
Wireless phone charger
Five USB-C ports
12-volt front and 220-volt rear outlets
Power tailgate with fold-out glass hatch
Tyre pressure monitoring system
360-degree camera
Three-year complimentary Lexus Encore membership
The off-road focused Lexus GX 550 Overtrail loses its third row seats but adds a number of features, such as:
Black 18-inch wheels with all-terrain tyres
Wheel arch mouldings
Unique bumpers
Black trim highlights
Bridge-type roof rails
Adaptive Variable Suspension (AVS)
Locking rear differential
Electronic Kinetic Dynamic Suspension System (eKDSS)
Multi-Terrain Select off-road traction control system
Multi-Terrain Monitor
Downhill assist control
‘Multi-stage’ Crawl Control
Olive green Ultrasuede front seat accents and stitching (with stiffer bases and softer bolstering)
‘Unique door ornamentation’
Smart key
Refrigerated cool box
In addition to the standard features of the Luxury, the Lexus GX 550 Sports Luxury includes:
Kia has confirmed one of motoring’s worst kept secrets, with the help of some Australian sporting icons.
Yes, its new dual-cab ute rival to the Ford Ranger and Toyota HiLux is coming to Australia. The ute will be revealed late in 2024, with the first Australian deliveries taking place in 2025.
“Kia Australia has always been very candid about our desire to bring a Light Commercial Vehicle to the local market, so it is with great excitement that we are taking an important step towards it becoming a reality,” Kia Australia CEO Damien Meredith said in a statement.
“We are now officially taking Expressions of Interest (EOI) on the Kia Australia website, for both private and fleet customers, and we invite all ute-loving Australians to sign up and join us on the journey.”
“As an incentive, the EOI group will be kept up to date of the latest news and developments from now, right up until its Australian launch in 2025.”
“This includes an extensive local ride and handling program, covering tens of thousands of unrelenting Aussie kilometres, to ensure it meets the hard-working requirements of the Aussie public.”
And based on the cryptic ad, rumours suggesting it’ll be called the Tasman are bang on the money.
How do we know? Check out the dart at 56 seconds landing square on the Tasman Sea, and the carefully cropped hotel name at the end of the commercial.
That’s bad news for the cast of sporting heroes vying for a gig instead, which range from Australian Open winner Ash Barty to AFL legend Lance ‘Buddy’ Franklin.
Here’s what else we know about the Tasman:
The ute is known internally as “TK”
Kia engineers have used Australia as a test bed for the ute
It’s been benchmarked against the Ford Ranger and Toyota HiLux
Power will come from a diesel engine
The ute is one of two utes coming from Kia. The other will be a dedicated electric model.
We’re expecting a braked towing capacity of 3500kg, and a payload around the 1000kg mark depending on the variant. It’ll be a ladder frame vehicle, rather than a softer SUV-derived model like the Hyundai Santa Cruz offered in the USA.
According to leaked dealer information, engineers from Kia head office have been flown to Australia “on multiple occasions” to experience competitors and local conditions, so you can expect the ute to be well-tailored to our roads.
Would you buy a Kia ute instead of a Toyota, Ford, Mitsubishi, Isuzu, or Mazda?
MORE: Dealer leak gives us our best idea yet about the new Kia ute
Facing the general public when selling a used car is a frightful proposition for some – especially when you can use an online buying service, drop it to a dealer or trade it in on a new vehicle, without blinking.
But is that really the wisest thing to do?
In this article we explore the pros and cons of selling privately, versus the trade-in option.
Selling privately
Selling a car privately means advertising it and managing the entire sales process yourself. It can be a lot of effort – and there’s more risk – but the pay-off is sometimes, but not always, more money in your pocket.
Pros of selling a car privately
Make more money. It’s simple, really. When you trade a car into a dealer, they’re going to give you a wholesale price so they can apply their own margin come reselling time. When you’re selling a car privately, you get to keep whatever that margin might be. Sometimes, it can be a decent amount of money.
Better for older cars. Older cars, especially those with higher mileages, are harder to sell for a dealer – but they’re easier to sell privately. As such, a dealer won’t offer you as much. It’s better to sell it privately.
Better for niche cars. If you’ve got a quirky sports car or off-roader that has a cult following, don’t take it to a dealer who doesn’t know what it is. The beauty of the internet is giving you access to a niche market and customer for your niche ride – and making more dough.
It’s not that much effort to sell privately. Cleaning up your car, taking photos and posting an ad online is easy. Many online advertising platforms are now designed to be as foolproof as possible, meaning you can upload from your phone in minutes.
Kind of fun. Selling a car can be a positive experience – flexing your creative muscle taking the photos and writing the advertisement, meeting interesting members of the public (especially if you’re selling a car to a likeminded enthusiast), and making a good amount of cash from a trustworthy buyer. When selling a car privately goes well, it’s a win-win for all and restores your faith in humanity.
Cons of selling a car privately
More risk. Scams, losing money, getting robbed or worse. We don’t want to frighten you off, but remaining street-smart – keeping paper trails of any financial transactions; documenting critical things like the buyer’s licence number – is critical when selling anything privately, especially a car.
More effort. Researching the value of your car, informing yourself on what documentation is required, managing enquiries and organising test drives, all takes time.
Dealing with the general public. This could go either way. If you’re selling a near-new BMW or Audi with a high price, you’re probably going to have a pleasant experience. But if you’re selling an old V8 Holden Commodore ute, you might want to brace yourself for the tyre-kickers, joy-riders – and, worse, the low-ballers.
Haggling. It’d be less awkward to simply engage in a slow waltz with the prospective buyer of your car, than go back-and-forwards over a few hundred bucks. But everybody wants to feel like they got a good deal. It’s just part of the private selling process. Just make sure you price your car with a bit of fat on top for easier haggling.
More paperwork. When you trade in a car, you might sign a contract – that’s already been organised and printed off for you – and that’s that. When selling a car privately, the paperwork might range from preparing a simple tax invoice for you and the buyer – and submitting a notice of disposal with the relevant authorities – to having to organise a roadworthy certificate, completing a registration transfer, and a notice of disposal. Selling a car privately in Victoria, for example, requires so much paperwork you might be tempted to just drop park your car on a busy street with the windows down and keys in the ignition. (Don’t do this.)
Selling my car online / Trading my car in
Selling your can online is easy, you can get a price pretty quickly, and you can also take it to a dealer and they will offer you a price. You might be dropping it to a used car dealer, or trading it in on a new vehicle. It’s quick, easy, convenient and simple – but comes at a cost.
Pros of selling your car online / trading your car in
Significantly quicker and easier. You’re going to get a lower price versus selling privately, but you can consider it a fee for being able to simply drop it at the dealer and walk away. Bliss.
More secure. Ideally, a contract means you sign away your old car – and any worries that it might come back to haunt you in the future. Selling a car privately, if the gearbox blows up a week after it’s been with its new owner, even if it’s just bad luck they might still try their luck contacting you and making it your problem.
Don’t have to worry about minor repairs. In Victoria, Queensland and the ACT, you need to think about a roadworthy certificate when selling privately (in the ACT if the car is older than six years) – which can be painful if you get a giant list of required repairs. With a dealer, you drop it off and that’s that. The roadworthy certificate and any required repairs is their problem.
Cons of trading your car in
Makeless money. When they sell your car online or to a dealer, it will need to be priced competitively against the private market. That means they have to offer you less.
Dealing with a dealership. You’re still ‘selling’ your car to someone, and a dealer is incentivised to get it off you as cheaply as possible. This is why we recommend trying our online buying service.
Haggling. As with a private sale, you’re still going to need to bust out those negotiating skills when trading in. A dealer is a professional salesperson – compared to a member of the public, you’ll need to bring your A-game to avoid being dudded.
Risk of getting ripped off. If you don’t know the value of your car, it doesn’t matter how good your negotiating skills are – a car salesperson will see you coming. It always pays to do your own research (which is the kind of person we presume you are, if you’re reading this).
In summary
There’s no right or wrong way to sell your car – it’s what works best for you.
If you’re buying a brand new car – make sure you use CarExpert’s new car buying system to get the best price – and your current car is less than 10 years old with reasonable kilometres, it’s worth getting a trade-in price or using our online service to see what we would offer for your car. You might be surprised, especially if finance is involved.
If you aren’t satisfied, then you can compare to the hassle of selling privately.
Chinese car brands will need to tap into Australian engineering experience to continue their rapid rise in showroom success.
That’s the view of one of the most experienced people in the field, automotive engineer Bernie Quinn of Premcar.
The veteran of time with Ford Performance Vehicles and now the head of Premcar, which produces the upgraded Warrior models for Nissan, believes Chinese brands will need to improve to continue their rapid sales success in Australia.
Chinese-built cars outsold ones from South Korea in 2023, just as Japanese and South Korean brands made a rapid start from their early days.
“To me, the critical next step for Chinese new-car brands is to achieve a very deep understanding of what Australian consumers want and need from their vehicles,” Mr Quinn told CarExpert.
Bernie Quinn
“Critically, this market needs products with careful refinement to suit local customer expectations. Many Australian new-car customers are prepared to pay a little extra to get the car they want, especially a car that’s made or tuned for our market.
“Generic, or ‘global’ products – especially in the major volume sectors – would enjoy more success if they were tuned to local conditions and buyer tastes.”
Premcar has achieved its own rapid growth in recent years, with the Warrior program for the Nissan Navara pick-up and Patrol four-wheel drive headlining both the engineering and production abilities of the team at its Melbourne headquarters.
Premcar also developed a Ford Bronco resto-mod for Gateway Bronco in the USA, with modern engineering inside a 1970s body and a price tag starting at $623,000.
The Australian operation is described by Gateway Bronco as a “Skunk Works facility in Melbourne”.
Premcar is not working for Chinese companies, but Mr Quinn believes it’s the expertise and experience of companies such as his (or rivals such as Walkinshaw, which recently overhauled the Mitsubishi Triton and has worked with Volkswagen on the Amarok) which could provide a breakthrough.
“Some of the world’s best cars have been developed in Australia, and some of the best automotive engineers in the world come from Australia,” he said.
“Making full use of Australia’s car-making skills and expertise will give the Chinese OEM (Original Equipment Manufacturers) automakers a fast track to success in this very competitive market.”
With more than 25 years of experience, the Premcar team sees a reflection of the sales growth by Hyundai and Kia in Chinese brands including MG, LDV, and BYD.
“In general, I am very impressed with the speed of progress Chinese automakers are achieving with new-vehicle quality,” said Mr Quinn.
Old Hyundai…
…and new Hyundai
“I’m old enough to remember the first Hyundais that entered Australia at $13,990 drive-away. The Chinese brands seem to be on the same early trajectory the big South Korean brands followed in Australia, but their growth rate is probably twice as fast.”
He praises their efforts but said there is plenty of room for improvement.
“In most cases, from a product point of view, the fundamental design and content is already present in Chinese vehicles – good looks, good suspension design, decent powertrains (both ICE and EV), and great interiors.
“There are tremendous opportunities to further improve these vehicles via their tuneable elements – ride and handling, steering, powertrain calibration, ADAS (driver assistance) calibration, infotainment software development, and so on.“
If these elements are tuned and developed for local consumers and local conditions, these vehicles will become even more compelling for Australian new-car buyers,” Mr Quinn said.
Nissan and Fisker are reportedly deep in negotiations, which would see the Japanese firm investing in and partnering with the startup electric automaker to produce an electric ute.
This week Fisker released its 2023 financial statement where it plainly stated there is “substantial doubt about Fisker’s ability to continue as a going concern”.
Because “current resources are insufficient to satisfy its [cash] requirements over the next 12 months” the American automaker flagged that it will need to raise more debt or find an outside investor, but warned “there can be no assurance that Fisker will be successful in these efforts”.
Fisker Alaska
Henrik Fisker, the company’s founder and CEO, hinted the company had two rays of hope.
The startup is currently talking to “an existing noteholder” about further investment, but more tantalisingly it is also in “negotiations with a large automaker for a potential transaction which could include an investment in Fisker, joint development of one or more electric vehicle platforms, and North America manufacturing”.
According to Reuters, this large automaker is Nissan.
Two people told the news agency negotiations are continuing, and while deal hasn’t been finalised, it could be completed by the end of March. One source claimed the term sheet is complete, and due diligence is being performed.
As it stands, the deal will reportedly see Nissan invest US$400 million ($610 million) into Fisker, and help the struggling company complete development of its Alaska ute.
The Alaska would then go into production at one of Nissan’s US factories in 2026, with Nissan also producing a ute based on the Alaska. There are currently two Nissan car plants in operation: one in Smyrna, Tennessee, and the other in Canton, Mississippi.
Neither company has been willing to discuss the contents of the Reuters report.
The Alaska — or Kayak as it will be known in Europe — is based on a stretched version of the FT31 architecture that underpins the Ocean crossover that’s currently on sale.
Fisker Ocean
Measuring around 5.3 metres long, the Alaska/Kayak will be signficantly larger than the 4.77m Ocean. Despite this, the ute was expected to be available with the Ocean’s drivetrains, which currently include a 205kW front-wheel drive model, and a more powerful 349kW/696Nm dual-motor all-wheel drive variant.
The Ocean is currently produced in Graz, Austria by contract manufacturer Magna Steyr.
If the deal goes ahead, and the Alaska is produced by Nissan in the US, the car may qualify for some or all of the US government’s US$7500 ($11,500) federal tax credit, which is only available to vehicles made in the US, and with batteries substantially made in the US.
At its launch last year, Fisker anticipated the Alaska would have a starting price of US$45,000 ($69,000) in the US. The rear-wheel drive Tesla Model Y is currently listed at US$45,110, but as it qualifies for the full tax credit, its price is effectively US$37,610 ($57,600) for many buyers.
Fisker Ronin GT
The Nissan Leaf, which is manufactured in Tennessee, no longer qualifies for the federal tax credit. Nissan has already confirmed it will not produce the Leaf locally when it heads into a third generation around the middle of 2025.
To give it more room to breathe as it aims to find more money or investment, Fisker says it will retrench 15 per cent of global workforce, and is busy switching from a direct-to-consumer model to a dealer structure.
It’s unclear if the future of Fisker Pear hatchback and Ronin GT will be addressed as part of this rescue package with Nissan.
Despite its attractive design, the Fisker Ocean has struggled to find buyers. The company is estimating it will sell between 20,000 and 22,000 Oceans in 2024. By comparison, Tesla sold an estimated 1.23 million Model Y crossovers in 2023, enough for it claim the title of world’s top selling model ahead of the Toyota RAV4 and Corolla.
An electric BMW SUV has been snapped on a car carrier in Europe by serial spy photographer Wilco Blok. It’s hard to make out exactly what the car is – but it appears to have an SUV silhouette.
That would suggest it’s the new BMW iX3 electric car, which we’ve spied multiple times recently.
Whether it’s a concept or the production car isn’t clear; if it’s a concept we’d expect it’ll follow in the footsteps of the Vision Neue Klasse revealed in Munich last year.
Unlike the combustion X3, which we’ve recently spied wearing a subtly changed exterior and interior, we’re expecting the iX3 to wear a radical new look.
It will be one of several models on the new dedicated electric vehicle (EV) architecture, with BMW planning to roll out six Neue Klasse vehicles between 2025 and 2027, including both sedans and SUVs.
The Neue Klasse SUV, which could wear the iX330, iX340 and iX350 nameplates, is a lot more rounded in appearance than the rather upright iX3 – if arguably not to the same extreme as electric SUVs from rival Mercedes-Benz.
BMW’s design boss, Domagoj Dukec, has said he doesn’t want the brand’s designs to follow the likes of Chinese brands with fluid lines, and instead wants to offer its own distinctive look.
Like the Vision Neue Klasse sedan concept revealed earlier this year, which previews a 3 Series-sized production sedan, the SUV appears to have a crisp, forward-slanting ‘shark nose’ and a wide – instead of tall – iteration of BMW’s iconic double-kidney grille.
Vision Neue Klasse concept
Another signature design cue that remains is BMW’s Hofmeister kink at the C-pillar, while the smooth, flowing side detailing and bulging tailgate are more like that of the BMW iX than today’s iX3.
When it launches in 2025, the new BMW SUV will rival the likes of the Audi Q6 e-tron and next-generation Mercedes-Benz EQC.
Unlike its fellow Germans, BMW hasn’t announced a cut-off date for production of internal combustion-powered vehicles and has instead committed to a multi-pathway strategy consisting of combustion, electric and hydrogen power.
MORE: BMW: Going electric-only is ‘crazy’ without a sustainable economy MORE: BMW won’t ditch petrol and diesel as electric revolution takes hold
A major funding boost for ailing Chinese-Swedish electric vehicle (EV) specialist Polestar may not be enough for the brand to break even, as it fights for relevancy in an increasingly crowded market.
This week, Polestar announced it had secured US$950 million (A$1.46 billion) in funding from “a syndicate of global banks”.
The near billion-dollar injection barely covers the 30 per cent stake in Polestar recently offloaded by former parent company Volvo, which it valued at 9.5 billion Swedish krona (A$1.4 billion). Volvo retains an 18 per cent stake in the brand.
It also does not reach the US$1.3 billion (A$2bn) in external funding Polestar previously said it would need to break even in 2025.
Polestar 2
Polestar is now owned by Chinese car giant Geely, but shares almost all of its EV components with either its parent company or more established sibling Volvo.
As such, the brand has struggled to establish itself against an increasingly competitive EV market, with competition coming from fellow Chinese brands – which aim themselves towards the more affordable end of the spectrum – and established brands including Tesla.
In January, Polestar said it would retrench 450 staff, about 15 per cent of its workforce, in a bid to reduce external spending and edge closer to breaking even.
Polestar 4
At present, Polestar’s model lineup consists of the Polestar 2 (based on the Volvo XC40) and the upcoming Polestar 4. The latter being its only truly bespoke model but still underpinned by a Geely EV platform.
The upcoming Polestar 3 large SUV is the brand’s spin-off on the new Volvo EX90, with both vehicles delayed due to development issues.
In 2023, the Polestar 2 was the seventh best-selling EV in Australia, with the 2463 examples sold representing less than one-tenth of the Tesla Model Y’s 28,769 sales.
It was also outsold by the electric Volvo XC40 upon which it is based, which recorded 2846 sales across the same period.
MORE: Volvo pulls plug on Polestar funding as electric car brand struggles
The 2024 Mitsubishi Triton has finally landed in Australia.
GSR
It’s the brand’s second-best seller behind the Outlander SUV, and shapes as a critical product for the company in ute-hungry Australia.
Now in its sixth generation, the Triton – or L200 as it’s known elsewhere – is marketed in nearly 150 countries and has sold a cumulative 5.6 million units worldwide since the original launched in 1978.
Australia ranks as its third largest market behind ASEAN (Association of Southeast Asian Nations) and Latin America. Last year some 16,600 examples of the previous model were registered Down Under; the year before that over 27,400 examples found Aussie homes.
That’s despite the fifth-gen Triton turning 10 years old in 2024, and being up against incredibly strong rivals that probably need no introduction – the Ford Ranger, Toyota HiLux and Isuzu D-Max to name a few.
Mitsubishi has gone hard on capability and technology for this latest iteration, with notable gains in size, practicality, towing capacity, performance, and of course safety – all areas where old one was fast falling behind the pack.
WATCH: Paul’s first drive of the Triton off-road!
Ride, handling and refinement were also high on the priority list, with a new, more rigid chassis underpinning the dual-cab ute. It packs suspension revisions and a new variable power steering system for a more confident and engaging drive.
Mitsubishi Motors’s chief product specialist, Yoshiki Masuda, said development of this ‘New-Gen Triton’ started in 2017, and the company’s local arm hopes it can help catapult it back into the third spot on the sales charts behind the Ranger and HiLux.
We headed to South Australia to properly trial the new ute on-road and off-road to see if it has a good shot at hitting those goals.
How does the Mitsubishi Triton fare vs its competitors?
View a detailed breakdown of the Mitsubishi Triton against similarly sized vehicles.
Mitsubishi
Triton
How much does the Mitsubishi Triton cost?
Pricing for the new Triton is up to $7600 dearer than the equivalent predecessor, and at launch just dual-cab versions with automatic transmissions will be offered – though Cab Chassis, Club Cab and manuals are all on the way.
To see how the new Triton stacks up against its rivals, check out our comparison tool.
What is the Mitsubishi Triton like on the inside?
If the new exterior look was a big change, wait until you hop inside.
GSR pictured
The old Triton was feeling old inside particularly in terms of tech and design. Here, Mitsubishi has taken an almost two-generation leap.
It’s a very bluff and upright design, with plenty of straight lines and chunky buttons to reiterate the tough and rugged pitch. But look closer and it gets some handy new displays that won’t scare off a Ranger or Amarok, but definitely take the Triton from being one of the worst to one of the best in segment.
A tactile new steering wheel looks like it could have come out of a Lancer Evolution, with a sporty circular hub and a thin rim that feels just right. There’s no fully digital instrument cluster, but the new 7.0-inch TFT display flanked by clean and classic analogue dials works just fine here.
The standard 9.0-inch central touchscreen is a freestanding design and is effectively lifted out of various Renault-Nissan-Mitsubishi Alliance vehicles like the Outlander and Nissan X-Trail SUVs.
It comes with satellite navigation, as well as wireless Apple CarPlay and wired Android Auto from the base GLX grade, though you need to step up to the GLX+ for DAB radio.
As in the other Alliance models this unit features in, it’s user friendly, well featured, and the 9.0-inch display is good for the segment. The glossy black finish could be prone to scratches and fingerprints, however.
The toggle-style switches for the climate controls look good and are tactile to use, and there are storage options including a rubberised phone holder that doubles as a wireless charger on the GLS and GSR.
We only trialled the GLS with Leather Interior Option ($1500) and GSR both with leather upholstery and powered driver seats. In these specs the captain’s pew is comfy and supportive for long journeys, though sportier side bolstering would have been welcome for harder cornering or when venturing onto the rough stuff.
Mitsubishi says it has raised the hip point of the driver’s seat by 20mm for a more upright posture, and the available power lumbar support offers better comfort and support on the lower back.
Door handles and the 4WD selector have been designed to be the ‘perfect fit’ for fingers, even when using gloves. The 4WD selector’s push and rotate operation is claimed to stop fingers from hitting other panels.
Likewise the steering wheel rim has been carefully design to offer secure grip for fingers, as well as a thumb rest for when ‘gripping softly’.
Other practical solutions include dash-mounted cupholders in the flagship GSR – why not across the range? – as well as door pockets large enough for big bottles and an A4 clip board.
Behind the front passenger’s seat are personal device pockets that can hold a laptop and phone while they’re connected to charge ports.
The swollen vehicle dimensions have opened up more space in the rear. Where the old Triton was compact by ute standards, the new one is a more practical option with very good seating for four, five at a pinch if you need.
A fold-down centre armrest with cupholders is handy when only the outer seats are in use, and Mitsubishi has retained the roof-mounted rear air circulator which claims significantly improved A/C performance compared to the old model.
Parents planning to use their Triton for work and play can secure little ones using the supplied ISOFIX anchors and top-tether points where required.
The tub has been revised to offer a 42mm lower load floor height for easier access, which now sits at 821mm off the ground for models fitted with 18-inch wheels. When fitted with a bedliner, the Triton has capacity for a standard Euro pallet.
The tray for Dual Cab versions has grown 35mm in length to 1555mm, with width quoted at 1545mm. It’s 526mm deep, and there’s 1135mm between the arches. A full-size spare wheel lives under the tray.
What’s under the bonnet?
The Triton has been treated to a new Euro 6-certified bi-turbo diesel.
Model
Mitsubishi Triton 2.4 4N16
Engine
2.4L 4cyl bi-turbo diesel
Power
150kW (3500rpm)
Torque
470Nm (1500-2750rpm)
Transmission
6-speed automatic
Driven wheels
Rear-wheel drive or four-wheel drive
Weight
2000-2170kg (kerb)
Fuel economy (claim)
7.5-7.7L/100km
Fuel tank size
80 litres
Gross vehicle mass
3070kg (2WD) to 3200kg (4WD)
Gross combination mass
6210kg (2WD) to 6250kg (4WD)
Payload
1030kg (GSR) to 1110kg (GLX+ Club Cab)
Braked towing
3500kg
How does the Mitsubishi Triton drive?
The old Triton always drove well enough, but the new one has to prove itself against segment leaders.
Our first stint behind the wheel was leaving the Adelaide Airport and out into the hills, over a mix of city, suburban, highway and country driving.
From the get-go, the Triton’s new Euro 6-certified bi-turbo diesel showed excellent refinement for the class, with minimal noise intrusion and clatter relative to what is a fairly agricultural segment, and pretty smooth pulling power in everyday scenarios.
The six-speed automatic – while down on cogs compared to some rivals – shifts smoothly and decisively. Media quizzed Mitsubishi as to why the Triton didn’t move to the eight-speeder found in the Pajero Sport, though Masuda-san said the existing six-speed was found to be the best fit for the Triton’s application, with revised ratios.
It’s best driven in a measured manner, as you can reach its limits revving it out hard. The otherwise refined drivetrain can get a little vocal when pushed – and let’s face it, this isn’t a Ranger Raptor so you shouldn’t need to drive it like a performance car anyway.
Perhaps my highlight of the Triton’s drive experience is the steering, which is among the best systems I’ve experienced in a dual-cab ute of late.
The new variable-ratio electronically-assisted rack balances manoeuvrability and feel very nicely, and makes the Triton feel like a much smaller car than it really is. It also does a great job of avoiding the vagueness around centre you get in some other utes and 4WDs with super light electric steering.
It offers accurate responses, and weighs up as the speed climbs or lock increases. It inspires more confidence both in corners and the open road, but also helps to avoid that twirly-whirly feel when doing carpark manoeuvres.
There’s also a new Active Yaw Control function which uses torque vectoring via braking for more confident cornering. While it didn’t explicitly make its presence felt, that’s kind of the point.
Road noise is kept at bay pretty well, though those big mirrors bring about a bit of wind whistle and buffeting once you start driving at over 100km/h – particularly in the windier conditions we encountered.
Masuda-san quoted a 60 per cent increase in bending rigidity and 40 per cent in torsional rigidity thanks to the new chassis frame. While there is definitely less flex and shimmying than the last Triton, we noted a pretty unsettled ride over pockmarked city streets as well as over corrugated surfaces at lower speeds.
This is where the Triton simply cannot match the likes of the Ford Ranger and Volkswagen Amarok, which are as close to SUVs as you can get for a tray-backed vehicle in this price bracket. Many Triton owners are likely to have the vehicle loaded up with weight in the tray regularly, which should offset this somewhat.
Unfortunately we were not able to test it with a payload beyond people and luggage, nor did we perform any kind of tow test. It will be interesting to see how the new bi-turbo oiler fares with more weight tacked on, given the Triton now quotes 3.5 tonnes of braked towing capacity.
During our Dual Cab Ute Mega Test in 2023, CarExpert found the entire field of four-cylinder utes were unable to reach 100km/h on the high-speed bowl at our Proving Ground towing a 1600kg trailer dynamometer set to 3 kilonewtons (kN), which is designed to simulate a fairly steep ascent – we’ll have to put it to the test with a longer loan.
The Triton otherwise was pretty well-sorted in other on-road scenarios, save for a couple of mid-corner skips when going over a bump during a turn at speed. You could feel the rear lose composure for a moment, which again may be remedied with weight in the back.
Another major development for Triton has been the assistance tech, which is now in line with the segment benchmarks. You get stuff like adaptive cruise control and lane keep assist which is helpful on the open road, while front and rear cross-traffic alerts as well as blind-spot warning help when negotiating higher traffic scenarios.
We didn’t have much trouble with the driver attention monitoring, which uses a steering-mounted camera to track the driver’s eyes and face to detect fatigue or distraction. Save for one instance while off-roading where it completely freaked out, it wasn’t as intrusive as some other systems on the market.
I will note the Triton lacks a semi-autonomous highway assistant or lane centring function like some rivals (i.e. Ranger, D-Max and BT-50) which can take the load off, but for many this is a good-to-have rather than a necessity. Thankfully the steering is accurate enough that you rarely find yourself wallowing about in your lane or having to make many corrections on the move.
Now, the rougher stuff at Eagle View 4WD Track in Sanderston, about a 90-minute drive east of the South Australian capital.
Here we took the Triton through a number of trails, which ranged from mild to more challenging dips and climbs featuring dirt, sand and some pretty rocky sections as well. We also tested out the high-spec Triton’s Super Select II 4WD system with various modes, and just general grip, clearance and articulation.
Approach, ramp-over and departure angles differ depending on grade – GLX and GLS quote 30.4/23.6/22.8 degrees respectively, while the GSR is 29.0/23.6/22.8 degrees. Minimum ground clearance is 222mm across the range for Dual Cab Pickup versions.
We drove the GLS and GSR off the beaten track, giving us access to the Triton’s full suite of 4WD features.
Most of the initial exercises were doable in the 4H drivetrain mode, which unlike most competitors is usable on sealed surfaces as well as unsealed surfaces.
Even with jagged rock edges, sharp dips and steep climbs, the new Triton walked up like a mountain goat on its standard tyres – which on the GLS and GSR were Maxxis Bravo AT-790 265/60 units.
Using the 4HLc (with locked centre differential) makes these tasks easier but for most of the time we didn’t even need it, or to engage low range.
For a lot of people the Triton will offer more 4WD capability than you’ll ever need, and serves as a great starting point for those who frequent the aftermarket.
The surround camera system standard from the GLX+ grade came in handy when navigating tighter sections or driving over crests, as the Triton’s wide and bluff bonnet could limit forward visibility in these scenarios.
You can also toggle through various terrain modes which team with the 4WD modes to tailor the drivetrain response and electric assists to optimise the Triton for the terrain – choose from Normal, Eco, Gravel, Snow, Mud, Sand and Rock.
It would have been good to try the GLX or GLX+ with the standard 4WD system, or the base model without the limited-slip rear differential. But, from what I saw of said vehicles in the convoy, they had barely any more trouble than I did navigating the trails than I did in the Super Select II-equipped GLX and GSR.
All told, this won’t be knocking the Ford Ranger off its mantle anytime soon, but it’s definitely competitive with the likes of the HiLux, D-Max and BT-50 which are all still more expensive like-for-like.
What do you get?
While there have been price increases, there’s much more standard equipment.
Triton GLX highlights:
17-inch wheels
Automatic high-beam
Heavy Duty rear suspension
Keyless entry
9.0-inch touchscreen infotainment system
Wireless Apple CarPlay
Wired Android Auto
Satellite navigation
4-speaker sound system
7.0-inch TFT supervision display
Black fabric upholstery
Manually adjustable driver’s seat with power lumbar
The Mitsubishi Triton has yet to be tested by ANCAP.
Standard safety equipment includes:
8 airbags incl. front-side
Autonomous emergency braking (AEB)
Pedestrian, Cyclist detection
Adaptive cruise control
Blind-spot monitoring
Driver attention monitoring
Emergency lane keeping
Front, rear cross-traffic alert
Intelligent speed limiter
Lane keep assist
Multi-collision brake
Parking sensors front, rear
Trailer stability assist
Reversing camera
Tyre pressure monitoring
GLX+ and up get a surround-view camera and rear AEB.
How much does the Mitsubishi Triton cost to run?
The 2024 Mitsubishi Triton is backed by a 10-year, 200,000km warranty if you service through Mitsubishi dealers.
Mitsubishi offers a 10-year capped-price servicing program too, with the same 12-month/15,000km intervals as before.
The company says it has worked to reduce ongoing running costs, including parts that require less servicing than before, which has led to a $50 reduction in total maintenance costs over the 10-year term.
2024 Mitsubishi Triton service pricing:
Interval
1yr/15k
2yr/30k
3yr/45k
4yr/60k
5yr/75k
6yr/90k
7yr/105k
8yr/120k
9yr/135k
10yr/150k
Total
Cost
$489
$489
$489
$489
$489
$799
$749
$949
$849
$899
$6690
While our launch drive wasn’t necessarily indicative of real-world conditions, we struggled to get near the brand’s high-7.0L/100km claim, seeing closer to 9-10L/100km on higher-speed country roads.
The Triton’s EU6 diesel also brings about AdBlue injection, which means there’s and additional tank for the substance – a non-hazardous, non-toxic, and non-inflammable aqueous urea fluid that converts noxious nitrogen oxides (NOx) into nitrogen, water, and tiny amounts of carbon-dioxide in the exhaust chamber.
Shaun Westcott, CEO for Mitsubishi Motors Australia, said in response to doubts about vehicles running out of AdBlue and going into limp-home mode: “Fingers crossed, depending on how much you drive you will typically not need to top up or refill your AdBlue between services.”
Read more about what Mitsubishi Australia is doing to educate dealers and customers about AdBlue here.
CarExpert’s Take on the Mitsubishi Triton
This is a massive step forward for the Triton nameplate.
The technology, drivetrain, refinement and capability developments are almost a two-generation jump instead of just one, and put the Triton back in contention with some of Australia’s most popular new vehicles.
However, while it’s been a marked change over the ancient predecessor, it still cannot match class leaders like the Ranger and Amarok for their on-road manners and tech suites – but they do cost quite a bit more.
What it lacks in V6 muscle and all-road prowess, the Triton makes up for in value, aftersales support and blends new-age tech and features with the wonderful simplicity that Mitsubishi tends to offer across its range. I also am also very fond of the steering, it’s just so nice.
And, despite price rises across the line-up, the Triton remains solid value relative to its competitors in the segment. You can have a GSR for similar money to a lower-spec Ranger XLT, or a mid-spec D-Max.
There are some sticking points, though. The jittery urban ride will grow tiresome if you rarely fill up the tray with heavier stuff, and the way it skipped over mid-corner bumpers in our experience may be unsettling on a winding high-speed country road that no doubt many a Triton have travelled.
We also have to knock Mitsubishi for not coming to market with a product that moves the game forward in electrification. The Japanese brand is a leader in plug-in hybrid tech, and the Outlander Plug-in Hybrid EV is proof that Mitsubishi can develop a capable PHEV that can carry heavier vehicles with payload requirements.
That said, there is an all-electric pick-up on the way, and the brand’s executives alluded to refinements and improvements in the coming two or three years, with powertrain lineup expansion one of the areas hinted at for further development – basically, watch this space.
For the time being, the sixth iteration of Triton is a worthwhile update that brings Mitsubishi back into the fold with the added surety of one of the longest aftersales programs in the business. It’s definitely worth taking a look if you’re considering any four-cylinder competitor.
Click the images for the full gallery
MORE: Buy a Mitsubishi Triton MORE: Everything Mitsubishi Triton
Toyota has officially delivered the first example of its bZ4X electric SUV in Australia to a couple in Canberra, Australian Capital Territory (ACT).
Ali and Nafiseh Lashkari opted for the flagship Toyota bZ4X AWD variant which is currently priced from $74,900 before on-road costs. Mr Lashkari previously owned a Camry and RAV4 Hybrid.
Toyota Australia vice president sales, marketing and franchise operations Sean Hanley and bZ4X chief engineer Masaya Uchiyama were present at Canberra Toyota to hand over the first Australian-delivered bZ4X to the owners.
“This is about choosing the car that aligns with my values, and this car basically aligns with all the vision and values I was looking for,” said Mr Lashkari.
“I wanted a sustainable solution which is an electric car, and I was looking for a manufacturer to give me the confidence that this car will work for me for a long time, so I was happy to wait for Toyota to bring this car to market.
“I wanted to have the opportunity to buy a Toyota bZ4X, because as I mentioned, I am a loyal customer to Toyota due to good experiences and my previous purchases.”
Mr Lashkari works as a civil engineer and plans to daily drive his bZ4X and charge it at home.
As recently reported, the Toyota bZ4X is available locally in two different variants – a front-wheel drive variant and an all-wheel drive variant.
They’re currently priced from $66,000 before on-roads and $74,900 before on-roads, respectively.
The front-wheel drive bZ4X is $600 more expensive than the Tesla Model Y RWD, while the all-wheel drive bZ4X undercuts the Model Y Long Range by $3500.
Under the skin, the bZ4X is a mechanical twin to the Subaru Solterra. The front-wheel drive option unique to the bZ4X – the Solterra is all-wheel drive only – helps drop the starting price by $3990, despite a pre-launch price cut to the Subaru.
Toyota Australia will be offering the bZ4X with a subscription-style full-service lease through Toyota Finance, along with its more traditional purchase methods.
Toyota Australia vice president of sales and marketing, Sean Hanley, confirmed Toyota has more than 122 orders and 7000 expressions of interest.
MORE: Everything Toyota bZ4X MORE: Toyota bZ4X review
The long-delayed second-generation Tesla Roadster could more outrageous than the concept shown way back in 2017.
Overnight Elon Musk made some proclamations about the new car in a series of tweets on the site formerly known as Twitter. The Tesla CEO started off by saying, “Tonight, we radically increased the design goals for the new Tesla Roadster”.
He promised “there will never be another car like this, if you could even call it a car”, and thought “it has a shot at being the most mind-blowing product demo of all time”.
2017 Roadster concept shown throughtout
Despite the uprated goals for the car, Mr Musk also claimed the Roadster’s “production design complete” with an unveiling at the end of 2024, and the company “aiming” to ship the car in 2025.
Given the company’s long history of delays and missed deadlines, it’s unclear if the production Roadster will be revealed on time.
After the concept’s unveiling alongside the Semi, Tesla said the second-generation Roadster would enter production in 2020.
The Cybertruck concept was revealed in 2019 with manufacturing slated to begin in 2021, but it wasn’t until the end of 2023 that the stainless steel-bodied ute began trundling down the production line.
In response to an fan’s question, the outspoken CEO claimed the new Roadster will have a 0-60mph (0-97km/h) time of under one second. That’s significantly quicker than what the company claimed was possible when it unveiled the concept in 2017.
Back then it said the 0-60mph run could be done in 1.9s, 0-100mph (0-161/km/h) would require 4.0 seconds, and the quarter mile (400m) could be knocked off in 8.8 seconds.
Tesla also promised the Roadster would have a top speed in excess of 402km/h (250mph), and have a driving range of 998km (620 miles).
We don’t know if the Roadster’s changed designed parameters will mean that it will miss, meet or exceed the original range target.
It’s also unclear if the Roadster capable of the sub-1 second 0-60mph time will be a pure electric vehicle, or will be a hybrid of sorts.
In 2018, Mr Musk said on Twitter the new Roadster would have a SpaceX option package with “[roughly] 10 small rocket thrusters arranged seamlessly” around the car to “dramatically improve acceleration, top speed, braking [and] cornering”. He even postulated they “will even allow a Tesla to fly”.
Originally priced at US$250,000 ($385,000) for a limited run of 1000 Founder’s Series models, and US$200,000 ($308,000) for regular models, the price for the Roadster has since been removed from the company’s website, although it is still accepting reservations in the US at US$50,000 ($77,000) a pop.
Unlike the original Roadster, which was built on a modified Lotus Elise platform, the new model is being developed in-house by Tesla.
While the first-generation Roadster was a strict two seater, the concept for the second-generation car had a 2+2 layout. The Roadster concept’s removable glass roof panels makes the new car more of a targa than a traditional convertible.
No, it’s not April 1 yet, though hearing the words “Nissan” and “baby distracting” might raise a few eyebrows.
Nissan has developed – in part, at least – a children’s toy designed to stop restless kids crying in the back seat of its vehicles.
This red furry monster is called Iruyo, and is sold as a pair – one which can be placed in the back seat towards the child, and a second smaller one to sit up front with the driver who can “speak” to the toy.
Simple voice commands and movements prompt Iruyo to make noise and move, distracting the child from whatever might be ailing them.
Nissan claims the sensing and detection technology used in Iruyo is similar to that found in its vehicle safety systems, with the soft toy able to detect when the child has fallen asleep.
According to the carmaker, preliminary testing showed about 90 per cent of babies responded positively to Iruyo – though parents of infants and toddlers with children who fear moving toys likely know how the remaining 10 per cent reacted.
Iruyo isn’t yet on sale in Japan, as Nissan and Akachan Honpo – the toymaker who created the furry toy – are still undergoing development. When it does become available to the public, a choice of red, vanilla and pink fur will be offered.
Whereas earlier hydrogen fuel cell cars from Honda had confronting space-age styling, the latest is a modified Honda CR-V with mild styling tweaks.
An electric motor making 130kW and 310Nm drives the front wheels, and is hooked up to a 17.7kWh battery pack that can deliver up to 47km of range. The CR-V e:FCEV, as its known, doesn’t support DC fast charging.
In addition to this is a 92.2kW hydrogen fuel cell co-developed with GM that converts compressed hydrogen stored in a two on-board tanks into electricity and water vapour. When the tanks are filled to their 4.3kg total capacity, and the battery is fully charged, the CR-V e:FCEV has a total driving range of 435km under the US EPA’s testing cycle.
There’s also a 110V outlet that allows the fuel cell CR-V to deliver up to 1500W of power to run items such as small home appliances, portable air conditioners, power tools, and camping equipment.
By way of comparison, the Clarity Fuel Cell sold between 2016 and 2021 had an EPA-estimated range of 589km. Its greater range can largely be put down to its larger hydrogen capacity (5.5kg) and more aerodynamic body.
The Clarity’s electric motor made 130kW and 300Nm, and was augmented by a small 1.7kWh battery that was used to store energy recouped by regenerative braking.
In the CR-V e:FCEV one hydrogen tank lives under the rear seats, while the other is located in the boot, reducing cargo capacity significantly.
To help mitigate the stepped boot, there’s a fold up cargo floor that can be used to create a two-tier loading area, with the lower storage space hidden from prying eyes and the raised upper section completely flat.
In order to cope with the different drivetrain, the Honda has stiffened the car’s structure with rear lateral rigidity up by 10 per cent, and rear torsional rigidity increased by nine per cent. The company also retuned the suspension with new springs, amplitude-sensitive dampers, and front and rear stabiliser bars.
In addition to the pretty unique drivetrain, the CR-V e:FCEV comes standard with a 10.3-inch instrumentation screen, 9.0-inch infotainment touchscreen with wireless Android Auto and Apple CarPlay support, a 12-speaker Bose sound system, heated steering wheel and front seats, and wireless smartphone charging.
The fuel cell CR-V rides on 18-inch alloy wheels shod with 235/60 tyres.
Externally, e:FCEV sports a new front fascia that’s distinct from other CR-V variants sold around the world. In addition to a slim upper grille with prominent chrome wings, and the enlarged lower air intake, the fuel cell CR-V also has new headlights with a subtly different shape.
The lower sections of the front and rear bumpers, as well as the side sills and wheel arch protectors are all colour-coded, while the tail-lights have translucent white blades, rather than red, when not illuminated.
For now, the CR-V e:FCEV won’t be sold to the public. Instead it will be available for lease to residents of California, where its zero emissions status enables it to be drive in high-occupancy vehicle (HOV) lanes even when there’s only one person in the car.
Pricing has yet to be announced, but it’s likely the CR-V e:FCEV will be an exceptionally niche product given Shell announced at the beginning of February it will close its seven hydrogen fuelling stations in California. This brings the total number of publicly accessible hydrogen stations to under 50 in California, and 100 across the US.
We expect there will be little clarity about the CR-V e:FCEV sales success or otherwise, with the model’s numbers likely to be subsumed into overall CR-V sales figures.
In 2023 the CR-V was Honda’s top selling car in the US, up a jaw-dropping 51.8 per cent to 361,457, and bettered only by the likes of the Ford F-150, Chevrolet Silverado, Ram 1500, Toyota RAV4 and Tesla Model Y.
In a year when 15.6 million passenger vehicles were sold in the US, about 1.2 million of which were pure electric vehicles. Hydrogen fuel cell cars accounted for just 2968 sales, the majority being the Toyota Mirai (2737), with the Hyundai Nexo making up the remainder.
Unlike Honda’s previous fuel cell vehicles, which were produced in Japan, the CR-V e:FCEV will be made in the US and will feature a US-built fuel cell.
The electric Mercedes-Benz EQS will soon be updated to look more like its petrol-powered S-Class sibling, adopting one of the brand’s most recognisable design features.
While Mercedes-Benz executives have previously said its future electric vehicles will revert to a more traditional design – citing pushback from buyers regarding the radical styling of its current line-up – the brand’s CEO has teased what one of these changes will be.
Autocar reports Ola Källenius, the head of Mercedes-Benz globally, has announced the upcoming updated EQS flagship sedan will be offered with the choice of a grille akin to that of the S-Class, with horizontal chrome bars and the iconic three-pointed star on the bonnet.
“Some [customers] will want to keep a more sporty look and have the star integrated in the panel, and some we believe will want to have the more traditional look,” Mr Källenius reportedly told investors, reports Autocar.
It’s understood the more futuristic-looking grille currently affixed to the EQS will remain, though customers will be able to adopt the more classic look as well.
These spy pictures of the facelifted Mercedes-Benz EQS unfortunately don’t show this new design, however behind the camouflage we can see updated LED headlights, incorporating daytime running lights and indicators in the same module.
The updated EQS is expected to also gain a new front bumper design, updated tail light graphics and minor interior changes, though these are yet to be seen on camera.
Mercedes-Benz has previously hinted at the Concept CLA as being an indicator of what to expect from the new EQS and its smaller EQE sibling.
According to Autocar, Mr Källenius said the EQS will soon feature new battery chemistry, said to improve its driving range from the current claim of 664km under the lenient NEDC testing standard.
Additional changes to the EQS are expected to include a pair of reclining rear seats in place of the traditional three-seat second-row bench.
Mercedes-Benz sold 67 examples of the EQS in Australia during 2023, a slight drop compared to the model’s 70 sales the year prior.
The new car market under $30,000 is shrinking in Australia.
While there are some newcomers in the segment like the updated Kia Picanto, and new-generation versions of the Suzuki Swift and MG 3 on the way that are bound to make a mark, the ever-impressive Volkswagen Polo finds itself just squeezing in under that price.
It actually eclipses $30,000 if you add on-road costs for this base Life grade. In fact, at the time of writing, there’s a deal being done for $31,990 drive-away on the Polo Life.
But the question is whether this car feels like the money it costs – in plenty of ways, it really does. However, I think if you’re buying a Polo, you should try and justify sacrificing a couple of extra take-away coffees per week as part of your repayments and get the up-spec Style model.
You’ll see why as you read on…
How does the Volkswagen Polo fare vs its competitors?
View a detailed breakdown of the Volkswagen Polo against similarly sized vehicles.
Volkswagen
Polo
How much does the Volkswagen Polo cost?
The 2024 Volkswagen Polo line-up saw the removal of the base manual option, making the 85TSI Life DSG on test the most affordable variant at $29,490 plus on-road costs.
2024 Volkswagen Polo timing:
2024 Volkswagen Polo 85TSI Life: $29,490
2024 Volkswagen Polo 85TSI Style: $32,540
2024 Volkswagen Polo GTI: $40,390
Prices exclude on-road costs
To see how the Polo compares to its rivals, check out our comparisons tool.
What is the Volkswagen Polo like on the inside?
It’s a Volkswagen, so the interior is classy yet somewhat understated. It does feel pretty nice for a car at this price.
Despite the fact that you do get a bit of an old-school tech experience (no wireless Apple CarPlay or Android Auto) and a smaller-than-some screen for 2024.
You still get the things that you would expect of a modern day vehicle, including wired Apple CarPlay and Android Auto, and thankfully it also has volume and tuning dials, along with ‘touch buttons’ on the side of the display.
If you’re like me, you’ll barely ever go into the other menus on the screen because you’re just going to run your smartphone mirroring every time you drive, but if you do need to cycle through those menus, it’s all pretty intuitive.
The driver information screen offers an array of useful info, and most importantly has a large digital speedometer front and centre to allow you keep an eye on your pace.
The controls are all very intuitive – there are no haptic steering buttons here – and if you’ve driven any other Volkswagen it’s going to feel like second nature to you.
I also like the fact that you’ve got manual air-conditioning controls – even though they are a little bit basic – because it means you can quickly and without having to look to adjust things while you’re driving.
There’s not too much of that shiny piano black trim finish, thankfully, and there are some interesting finishes on the dash. Plus there’s also a leather-lined steering wheel, leather shifter, and a leather manual handbrake. There are some cheaper-feeling plastics here and there, but at least you get soft elbow pads on the front doors.
The seats have a nice fabric trim, and they have excellent adjustment as well including lumbar adjust – but all the adjustment is manual. There’s also height and reach adjustment for the steering wheel.
Storage includes big door bins, although they aren’t lined so things can rattle around a little bit, a pair of octagonal cupholders, a small centre console bin with an armrest, and also a wireless phone charger nook ahead of the shifter (with USB-C ports too).
There’s a further two USB-C charge ports in the back, big bottle holders in the doors, along with a pair of map pockets on the seatbacks. Sadly there are no soft elbow pads on the rear doors and there’s no centre armrest or cupholders, either. You don’t get directional air-vents, either, but it is a relatively compact cabin.
It’s definitely designed for two occupants in the back, rather than three – the seat is sculpted as such, and there is a transmission tunnel intrusion which limits foot space if you do need to fit three across.
But for an adult my size (182 cm or 6‘0“ tall) I had enough room to comfortably sit behind my own driving position, which is surprising. Also enough foot room, and my knees just barely brush the seat back, while there’s heaps of headroom as well.
Parents, take note: there are ISOFIX points in the window seats and three top-tether points as you would expect, and you can fit a forward-facing seat or rearward-facing capsule with an adult in front without much hassle.
The beauty of this little car is that it isn’t little when it comes to boot space with 351 litres of cargo capacity, and there’s a adjustable floor in the boot area that allows you to maximise capacity if you need to – or keep the boot a bit smaller but with a flat load-in zone.
If you need more space again, you can fold the rear seats down to allow 1125L of cargo space. There are shopping bag hooks and other amenities too, including a light and some cargo attachment points, and under the boot floor there is a space-saver spare wheel.
What’s under the bonnet?
The 2024 Volkswagen Polo Life and Style feature a 1.0-litre three-cylinder turbocharged petrol engine making 85kW of power and 200Nm of torque.
Standard shifter is a seven-speed dual-clutch automatic transmission, and it’s front-wheel drive.
The official combined cycle fuel consumption figure is 5.0 litres per 100 kilometres, and you’ll get that (or even better) if you mainly drive open roads or freeways.
During my time with the Polo Life, I subjected it to my life, and I saw a return of 5.9L/100km. I think that’s pretty good considering it was a mix of urban, highway and freeway driving.
It requires 95R ON premium unleaded, and has a 40-litre fuel tank.
How does the Volkswagen Polo drive?
The base Polo drives like more money than you’re spending.
Polo Style pictured
It certainly leaves some of the competitors in the dust when it comes to refinement, and a short-footed feel that some of those other cars don’t have.
It is on the firmer side in terms of the suspension, but with a solid feel that reassures you as a driver – and as a passenger – in what is a very small car.
The suspension deals well with big undulations, and while you can hear the suspension working to deal with the small lumps and bumps, it still does a good job of keeping a settled stance across different scenarios.
The steering offers a lovely amount of weight to it with a predictable responsiveness as well, and it’s even a little bit of fun in the twisty stuff. It shows the depth of engineering knowhow that a base model car like this can be as fun as it is.
The engine is loveable, too. It has an understated raspy note to it, and a fair amount of pulling power as well. While the gruff rumble from this engine might not be to all tastes – and might in fact go a little bit against those refinement claims I made earlier – it is still a very enjoyable engine and isn’t short of torque to keep you moving whether it’s at urban pace, or on the freeway.
The seven-speed dual-clutch (DSG) transmission does a really good job when you’re at pace, although at low speeds it can still exhibit a touch of lagginess from a standstill – made even worse if you keep the engine start-stop technology switched on. If you switch it off, things are a fair bit smoother, but you have to do that every time you drive the car.
Speaking of turning things off every time you drive the car, you might want to do that with the lane-keeping assistance – it’s just a sequence of buttons on the steering wheel to adjust that – but I actually found it at times I forgot it was even on, which is always the mark of a pretty decent steering assistance function.
While some rivals near this price point offer dull halogen lights, the standard LED lights are terrific for nighttime driving. That could be a big selling point for regional buyers.
The view from the driver’s seat is good, but this base grade still lacks blind-spot monitoring and rear cross-traffic alert. The missing adaptive cruise control also could make it a less enjoyable commuter or cruiser than it might otherwise have been.
I guess the other complaint (with all Volkswagen Group products pretty much) is a bit of road noise intrusion at open road speeds, but it’s less of an issue in this entry-level car than it is in something like the GTI.
Impressed? Yes. This is a very likeable little car – but I’d spend the extra and get the better kit on offer in the Style grade.
What do you get?
Polo Life highlights:
15-inch alloy wheels
Automatic LED headlights
Composition Media 8.0-inch touchscreen infotainment
Wired Apple CarPlay, Android Auto
DAB+ digital radio
Wireless phone charger
Digital Cockpit cluster
Leather-wrapped steering wheel
Air conditioning
Cruise control
Rain-sensing wipers
Auto-dimming rear-view mirror
Black cloth upholstery
Front centre armrest
Front seat lumbar adjustment
Polo Style adds:
Interior ambient lighting
16-inch alloy wheels
Front fog lights
10.25-inch Digital Cockpit Pro
Dual-zone climate control
Matrix LED headlights
Blind-spot monitoring
Rear cross-traffic alert
Adaptive cruise control
Travel Assist
Adaptive cruise control
Adaptive lane guidance
Vision and Technology Package: $1700 (Life)
Discover Media 8.0-inch infotainment
10.25-inch Digital Cockpit Pro
Wireless Apple CarPlay, Android Auto
Voice control
Adaptive cruise control
Wireless phone charging
Travel Assist
Is the Volkswagen Polo safe?
The 2024 Volkswagen Polo has a five-star ANCAP safety rating from 2022 testing.
It received an adult occupant protection score of 94 per cent, a child occupant protection score of 80 per cent, a pedestrian protection score of 70 per cent, and a safety assist score of 70 per cent.
Standard safety equipment includes:
AEB incl. Pedestrian, Cyclist detection
Lane keep assist
Reversing camera
Driver fatigue detection
Front, rear parking sensors
Reversing camera
Standard cruise control is fitted to this grade, but you can get adaptive cruise control and Travel Assist (highway part-time steering) as part of an option pack. Those are standard on the Style and GTI.
Also standard on Style and GTI grades are blind-spot monitoring and rear cross-traffic alert. Airbag coverage for all models tallies seven: dual front, front-side, front centre, and curtain airbags for both rows.
How much does the Volkswagen Polo cost to run?
It runs on the smell of an oily rag, and it has a pretty impressive ownership cost consideration, too.
VW Australia offers a five-year Care Plan, which includes your first 75,000km of servicing (12-month/15,000km intervals) priced at $2300 – or an average of $460 per year, which is cheaper than if you pay-as-you-go.
There’s a year of roadside assistance included, but that will renew each time you come back up to a maximum of five years. As it happens, the brand offers a five-year/unlimited-kilometre warranty, too.
CarExpert’s Take on the Volkswagen Polo
There’s no denying that the base Polo Life is a honey of a thing. It’s refined, well engineered, nice to drive and feels more mature – but also more modest – than some rivals.
If you haven’t gathered by now, I’d simply spend the extra money to get into the Style grade, which gains some added features. But as it is, if you can live without them, you’ll be getting a great little car that doesn’t feel as cheap as it is.
Click the images for the full gallery
MORE: Buy a Volkswagen Polo MORE: Everything Volkswagen Polo
Grays is heading to court after admitting to including false or misleading descriptions in auction listings for vehicles on its website.
The Australian Competition and Consumer Commission (ACCC) has instituted legal proceedings against the e-commerce site in the Federal Court of Australia.
This comes after Grays admitted it engaged in misleading or deceptive conduct and made false or misleading representations about cars offered for sale on its site between July 1, 2020 and June 30, 2022.
The e-commerce site has agreed to make joint submissions with the ACCC to the Court that it should pay a $10 million penalty for these breaches of Australian Consumer Law.
The ACCC says Grays has cooperated with its investigation.
“At least 750 consumers bought a car from Grays which was incorrectly described,” said ACCC Commissioner Liza Carver.
“As a result, hundreds of consumers may have bought a car they would not otherwise have purchased, or may have paid more than they would have, had they known the correct details.”
The consumer watchdog said various Grays listings had incorrect information for the year, transmission and features of vehicles.
It also said in numerous listings, Grays failed to mention obvious faults like damage to the vehicle or active dashboard warning lights.
The ACCC alleges consumers often had to invest significant time and energy in obtaining a remedy from Grays, with some waiting months for a resolution.
Grays says it has already contacted some affected consumers, while the ACCC says it has accepted a court-enforceable undertaking from the auction site to provide redress to affected consumers.
This will start once final orders are made by the Court.
As part of the undertaking, Grays will need to review complaints, provide eligible consumers with redress, appoint an Independent Arbiter, and provide reports to the ACCC about its redress program, among other actions.
The ACCC is also warning that scammers may use this ACCC matter as a ruse to contact people and falsely claim they can help them get a refund. It warns if you receive a call from anyone offering to help you with a refund, hang up immediately.
In addition to selling vehicles through its online auction platform, Grays also sells appliances, electronics and jewellery.
A statement from Grays chief executive Spiro Haralambopoulos on the legal action has been published in full below:
Grays notes today’s announcement by the ACCC, having worked proactively with the regulator on this matter.
Grays acknowledges that it didn’t fulfill its responsibilities to some motor vehicle customers who purchased cars via the auction platform.
We have not met our own high standards of customer service and satisfaction, and we apologise to customers who have been let down.
Grays is committed to remediating affected customers and is complying with the ACCC’s directions. Overall and proportionally, the issue affected a very small number of competitive automotive auctions we facilitated.
Grays is well progressed in the proactive remediation of impacted customers and is in the process of identifying and contacting the remaining customers to discuss their options.
Grays has undertaken a significant transformation process since becoming aware of this matter. Major changes have been implemented, including the introduction of a new and experienced senior leadership team, significant investments in the improvement of our customer service team and processes, and mandatory compliance and policy training for all staff.
We have also implemented new systems and tools for the auto department to assist in the listing of vehicles and have recruited and trained additional full-time employees on the vehicle check-in process. In addition, the company has engaged a full-time National Complaints Manager to action feedback.
Grays is confident these changes have already led to improved outcomes for its customers, as demonstrated through a significant uplift in its Auto Net Promoter Score (NPS) and Trustpilot rating.
Grays looks forward to continuing to facilitate competitive auctions for its buyers and sellers and providing an excellent service that is easy, fair and transparent.
Australia’s cheapest new car is… no long Australia’s cheapest new car.
The Kia Picanto was for a long time the entry point into the new car market, but this latest update means it now costs more than one of the top-selling affordable vehicles going right now – the MG 3.
Still, the Picanto serves as the entry point into the Korean brand’s line-up, and has packed in heaps of new and desirable features to justify the $1700 price increases, going heavy on active safety tech the MG lacks.
The Picanto retains both manual and automatic transmission options, as well as a two-variant range structure to offer more choice than most at this end of the market.
Here we’re trialling the cheapest one – is it the pick?
How does the Kia Picanto fare vs its competitors?
View a detailed breakdown of the Kia Picanto against similarly sized vehicles.
Kia
Picanto
How much does the Kia Picanto cost?
We have the most affordable Picanto on sale – the 2024 Kia Picanto Sport – which starts from $20,690 drive-away with the five-speed manual transmission on test.
2024 Kia Picanto pricing:
2024 Kia Picanto Sport 5MT: $17,890 ($20,690 D/A)
2024 Kia Picanto Sport 4AT: $19,490 ($21,690 D/A)
2024 Kia Picanto GT-Line 5MT: $19,690 ($22,490 D/A)
2024 Kia Picanto GT-Line 4AT: $21,290 ($23,490 D/A)
To see how the Picanto compares with its rivals, check out our comparison tool.
What is the Kia Picanto like on the inside?
Changes in the cabin are a little less dramatic than the exterior, but there’s quite a few upgrades here.
The fundamentals are the same but there are small changes like a new LCD instrument cluster which is more neatly integrated into the binnacle than the old analogue dials, and the seat fabric has been updated.
Smaller details include the inclusion of USB-C charge ports, as well as additional buttons on the steering wheel and to the right of the driver’s knee for applicable safety systems that have been added with this update.
Oh, and the steering wheel is now trimmed in ‘premium’ leatherette as standard, as is the shifter.
Considering the jump from the old S to the Sport is roughly $1700, there’s definitely a more upmarket vibe to various points of touch and interaction as well as the more fulsome tech suite that goes beyond quoted price difference.
It’s all still quite basic and austere, but it’s functional and attractive enough given the price point.
The freestanding 8.0-inch touchscreen offers wireless Apple CarPlay and Android Auto, which actually works properly now compared to older iterations, and the manual air-con is surprisingly powerful as I found out on a hot summer day.
Storage is good thanks to a dual-tier shelf under the dashboard augmented by 12V, USB-A and USB-C ports, as well as adjustable cupholders and an open tray in the centre console.
Everything is also ergonomically placed and positioned, with the centre stack slightly angled towards the driver and everything is well within arm’s reach – just don’t go looking for soft plastics, because there are none.
GT-Line
The back seat continues to surprise, given you can actually fit real people there despite the Picanto’s tiny dimensions.
I managed to fit two of my friends in the rear with minimal complaints. The Picanto’s tall and boxy proportions mean even someone my height (6’1) can snugly fit – a longer road trip might be pushing it with regular use though.
Being a budget city car there aren’t a whole lot of back seat amenities. You get the requisite ISOFIX anchors on the outboard seats as well as top tethers across all three, but there are no vents or folding centre armrest.
In fairness that’s to be expected of a vehicle in this segment, but worth calling out if you’re planning to use the second row somewhat often.
Behind those rear seats there’s 255 litres of cargo capacity, which can be expanded to 1010 litres with the rear seats folded.
That’s more than a Mazda 2 Hatch (250L) or Suzuki Swift (242L), which is impressive given the size class. There’s a pretty big step up from the boot floor to the seat backs, though.
All versions of the Kia Picanto feature a temporary space saver spare wheel.
What’s under the bonnet?
Model
Picanto 1.25 MPI
Engine
1.25L 4cyl petrol
Power
62kW (6000rpm)
Torque
122Nm (4000rpm)
Transmission
5-speed manual
Driven Wheels
Front-wheel drive
Weight
976kg (tare)
Fuel economy (claimed)
5.4L/100km
Fuel economy (as tested)
6.0L/100km
Fuel tank
35 litres
Minimum fuel requirement
91 RON
How does the Kia Picanto drive?
While the bulk of Picanto buyers will likely opt for the dearer four-speed auto, it’s great that Kia has kept the five-speed manual on sale.
Why? Well for starters manuals are becoming harder and hard to find these days, and for a lot of younger motorists buying their first car this could be a great way to get into an affordable new car and also practice ‘driving stick’.
It also gives you more control and an added ratio for the pretty basic and meek 1.25-litre petrol engine, which is now the sole powertrain given the 1.0-litre three-cylinder turbo from the outgoing range has been axed.
With just 62kW of power and 122Nm of torque, this little Kia is no pocket rocket – especially when peak torque isn’t online until 4000rpm. However, this thing only weighs 976kg so you can get it moving if you need to push it.
I haven’t driven an atmo manual for a while, so you may find you have to row through the gears a lot to keep the Picanto on the boil. It’s more involving and helps you really get in touch with what the car’s doing, but it can also be quite tiresome in stop-start city traffic.
The Picanto has a very light clutch and almost wobbly shift action, which early on might be a little jarring but you soon learn to embrace the charm that comes with driving this little thing around town.
It revs out willingly and is fairly responsive, but I’d ignore the shift indicator in the cluster which encourages you to change gears at around 2000rpm – which is never going to work in hilly conditions. Keep in mind you don’t get peak torque until 4000rpm and peak power until 6000rpm.
While the new ‘basic’ digital instrumentation looks neat in the driver’s binnacle, I feel this is a step backwards for the manual as it’s difficult to gauge at times how many revs you’re holding on take-off and how quickly the tacho is rising on the clock radio-style display.
Further, the vague clutch and shift actions can mean it’s very easy to over-rev the Picanto on takeoff and between gearshifts. Having hill start assist definitely helps when setting off on an incline.
It handles well too. That chunky leatherette-trimmed steering wheel and accurate steering calibration make this quite a fun little thing to punt around city streets.
GT-Line shown
It rides pretty well too, erring on the firmer side but it does a good job at balancing comfort and dynamics. The Sport’s little 14-inch alloys and 175/65 tyres add a bit more cushioning than the GT-Line’s 195/45 R16s too.
The Picanto is also surprisingly settled on the freeway for such a little car, helped by Kia Australia’s localisation of the chassis and steering as well as, perhaps, the fact the Picanto is sold in markets like Europe.
While it’ll take a heavy foot to get anywhere quickly, you won’t have to feel like you’re in some dangerous little tin box that’ll get blown away by passing buses and trucks. It’s surprisingly sure footed and confident at 100 clicks.
Further, the five-speed manual’s log final ratio means it’s not spinning away at well above 3000rpm like it is in the four-speed auto. It just feels like it has longer legs in those scenarios.
GT-Line shown
Unlike the MG 3, which lacks any form of modern active safety tech, the Picanto has a slew of modern assistance features which should not only help you on the road but also give parents piece of mind for their young drivers setting out to drive in this big scary world.
AEB, blind-spot and rear cross-traffic assist as well as lane keep assist all actively intervene to avoid collisions or drifting out of one’s lane. You also have Lane Following Assist that will actively keep you centred in your lane as well, and does so in a not-so threatening way.
There’s also auto high-beam for the standard projector-type halogen headlights. Unfortunately, LED lighting units are reserved for the GT-Line flagship – I can forgive this in the Picanto, perhaps not models higher up in Kia’s range.
I will note Kia doesn’t offer the Picanto with a more sophisticated AEB system with pedestrian and cyclist detection, nor adaptive cruise control despite it being available in the Korean domestic market. Probably nitpicking for this particular variant.
What do you get?
Picanto Sport highlights:
14-inch alloy wheels (NEW)
Halogen headlights
Halogen daytime running lights
Auto high-beam
Auto headlights
LED rear fog lights (NEW)
Space-saver spare
Power-folding exterior mirrors (NEW)
8.0-inch touchscreen infotainment system
Wireless Apple CarPlay, Android Auto
4.2-inch instrument cluster screen (NEW)
Leatherette-wrapped steering wheel (NEW)
Leatherette-wrapped shifter (NEW)
4-way manual driver’s seat adjustment
Cloth upholstery
3 x top-tether, 2 x ISOFIX points
Manual air conditioning
4 x speakers, 2 x front tweeters
Cruise control
Power windows
Day, night rear-view mirror
1 x front USB-A outlet
1 x front USB-C outlet
1 x front 12V outlet
Picanto GT-Line adds:
16-inch alloy wheels
LED headlights (NEW)
LED daytime running lights
LED tail lights (NEW)
GT-Line exterior package
Power-folding, heated exterior mirrors (NEW)
Leatherette upholstery
6-way manual driver seat (incl. height adjust)
3-spoke ‘Sports’ steering wheel (NEW)
Metal pedals (NEW)
1 x rear USB-C outlet (NEW)
Is the Kia Picanto safe?
The Kia Picanto scored a four-star ANCAP safety rating based on 2017 Euro NCAP tests, but that rating has since expired as of 1 January 2024.
It received an adult occupant protection rating of 87 per cent, a child occupant protection rating of 64 per cent, a pedestrian protection rating of 54 per cent, and a safety assist rating of 47 per cent.
ANCAP and Euro NCAP noted the child occupant and pedestrian protection ratings fell under the thresholds for a full five-star safety rating.
Standard safety equipment includes:
Autonomous emergency braking (AEB)
Blind-spot assist (NEW)
Driver attention warning
Forward collision warning
High Beam Assist
Lane Follow Assist (NEW)
Lane keep assist (NEW)
Leading vehicle departure alert
Rear cross-traffic assist (NEW)
Rear occupant alert
Reversing camera
Rear parking sensors
Safe exit warning
How much does the Kia Picanto cost to run?
The Picanto is backed by Kia’s seven-year, unlimited-kilometre warranty.
Like the wider line-up, Kia offers seven years of roadside assistance and capped-price servicing – maintenance is required every 12 months or 15,000 kilometres.
Kia Picanto service pricing:
Interval
Price
1yr or 15,000km
$310
2yr or 30,000km
$506
3yr or 45,000km
$367
4yr or 60,000km
$537
5yr or 75,000km
$349
6yr or 90,000km
$630
7yr or 105,000km
$370
CarExpert’s Take on the Kia Picanto
Australians love to buy the biggest and most expensive versions of most cars, but for those more pragmatic buyers that take the “right size, right size” approach, the base Picanto still has a lot to offer.
For $20,000 drive-away you have all the bases covered in terms of assistance and infotainment technologies, as well as a pretty economical and uncomplicated drivetrain that’s cheap to run.
Based on my real-world economy you should be able to achieve over 550 kilometres between fills of the tiny 35-litre tank, which with 91 RON unleaded will make this one of the cheapest and most efficient ways to get around.
Props to Kia for decking out the new Picanto with active safety features like blind-spot and rear cross-traffic assists, as well as active lane centring. While some while argue “you shouldn’t have your licence if you need these”, for first-time drivers or the elderly prone to errors it’s a great safety net that you don’t appreciate the value until you need it.
You really don’t need to spend up for the GT-Line either unless you really want the more premium aesthetics and LED lighting, because the fundamentals of this new Sport are more than solid enough for the coin.
If you’re in the market for properly budget motoring there’s little else to choose from with the exception of the second-hand market.
Click the images for the full gallery
MORE: Buy a Kia Picanto MORE: Everything Kia Picanto
Audi’s original electric SUV has just gone through a refresh and a re-badge.
The 2024 Audi Q8 e-tron was previously known as the Audi e-tron, the first in a growing family of ‘e-tron’ branded electric vehicles for the German marque.
It looks familiar, because it is. The transition from e-tron to Q8 e-tron was a mild one, largely down to revised front and rear fascias and aerodynamic improvements, as well as an increase to battery capacity.
On the outside it has that familiar Audi look that may not immediately stick out to you as an EV – for some, that’s a good thing if you don’t plan on standing out, or dislike electric vehicles that look like science experiments.
Unlike some newer competitors, the Q8 e-tron isn’t based on a dedicated electric vehicle platform, rather utilising a version of the MLB evo architecture that underpins everything from the A4 and Q5 through to the A8 and ICE-fired Q8, as well as a number of boutique offerings like the Bentley Bentayga and Lamborghini Urus.
The last one was criticised for lacking in range and efficiency compared to a growing set of dedicated EV rivals, so Audi went back to the drawing board and improved the aerodynamics and added larger batteries across the range.
Has it all paid off?
How much does the Audi Q8 e-tron cost?
Our test car is the 55 e-tron quattro Launch Edition, which comes in at $165,900 before on-road costs.
2024 Audi Q8 e-tron pricing:
2024 Audi Q8 55 e-tron quattro: $153,900
2024 Audi Q8 55 e-tron quattro Launch Edition: $165,900
2024 Audi Q8 Sportback 55 e-tron quattro: $165,900
Prices exclude on-road costs
To see how the Audi Q8 e-tron lines up against its rivals, check out our comparison tool.
What is the Audi Q8 e-tron like on the inside?
Not much has really changed inside for the facelift, save for some updated trims – that said, it’s still very nice.
Highlights of the Launch Edition spec include the standard fitment of the colour interior lighting package (30 colours and six profiles), a sports leather steering wheel with perforated grips, electric steering column adjustment with memory, a black headliner and stainless steel pedals.
You also get the lovely S sport front seats in smooth Valcona leather, which also boast diamond contrast stitch patterning, integrated headrests and embossed ‘S’ logos on the headrests – basically, the seats are from the go-fast SQ8 e-tron.
These are fairly minor details, and the bulk of these features are available as cost options elsewhere in the range. It makes for a pretty plush cabin though, despite the Q8 e-tron/e-tron being one of the first Audi vehicles to feature this interior design and layout.
Dual touchscreens for infotainment and climate controls are stacked neatly in the dashboard and angled to the driver for better usability, and ahead of the driver is the excellent 12.3-inch Audi virtual cockpit. All are carried over from the pre-update model but remain towards the top of the luxury class for clarity, usability and response.
Wireless Apple CarPlay and Android Auto as well as Audi connect plus online services all feature as before, and all work as intended. You do, however, get the odd dropout with smartphone mirroring in known interference points in Melbourne.
Elsewhere the cabin is familiar Audi fare, and familiar e-tron fare. Build quality is top notch, and there’s a sense of convention in a time where BMW and Mercedes-Benz are really going for futuristic wow factor which can polarise.
Bar some minor e-tron details like the toggle-style shift-by-wire selector and the free-standing effect to the virtual cockpit display housing, it all looks, feels and works just like any other larger Audi product. There are strong links to the petrol- and diesel-powered Audi Q8, despite the two vehicles being different cars based on shared underpinnings.
Our test car was fitted with the optional virtual mirrors package ($3500), which continues to divide opinion in terms of their form and function. I’m not a hater, but the door-mounted OLED displays that project the live camera feed take a bit of adjustment as you often need to look down or move arms if they’re rested on the door tops…
The second row is suitably large too, given this car measures a massive 4915mm long on a 2928mm wheelbase. Its dimensions eclipse that of even the related Volkswagen Touareg (4889mm, 2888mm). Space for adults behind adults is very good, so no need to stress about fitting two or three kids or teenagers back there – this is a full-size five-seater.
Rear amenities include directional air vents – four-zone climate is reserved for the Sportback and SQ8 e-tron – net-type map pockets, a fold down centre armrest with cupholders, and bottle holders in the doors. It’s a shame the exxy Launch Edition specification doesn’t have the full suite of features available further up in the range.
Behind the rear seats is a 569-litre luggage area which expands to 1637L with the rear seatbacks folded. While that may sound smallish for an SUV this size, it betters the BMW iX (500L-1750L) and Mercedes-Benz EQE SUV (520L-1675L) when the second row is in use.
Another interesting tick the Q8 e-tron gets is the inclusion of a ‘collapsible’ space saver spare wheel, where most other EVs only get tyre repair kits. Handy to have on roadtrips.
What’s under the bonnet?
Model
Q8 55 e-tron quattro
Drivetrain
Dual-motor electric drive
System power
300kW
System torque
664Nm
Driven wheels
All-wheel drive
Battery
114kWh (gross), 400V
0-100km/h
5.6 seconds (boost mode)
Top speed
200km/h
Claimed range
454km (WLTP)
Energy consumption (claimed)
25.6kWh/100km
Energy consumption (as tested)
23.4kWh/100km
Charging capacity (DC)
170kW
Charge time (10-80 per cent)
31 mins
Weight
2520kg (unladen)
How does the Audi Q8 e-tron drive?
Unlike some of my colleagues, I really enjoy driving the Audi Q8 e-tron (and the e-tron before it).
While it’s never had the range or performance of something out of the Tesla showroom, the Audi Q8 e-tron offers the same beautifully smooth drive and ride you get in an Audi Q7 or Q8 – it just happens to be electric.
Everything has been tuned for maximum comfort and refinement, and while the occasionally doughy throttle response won’t be to the tastes of those wanting neck-snapping EV performance, it’s an effortless and wafty thing to live with day-to-day.
In its standard setting the Q8 55 e-tron doesn’t feel like it has 300kW and 664Nm under your right foot, probably because it’s only giving you about 75 per cent of that in Drive and you really need to plant your foot to get full power if you’re in any mode other than dynamic.
But, flick the selector past D into S and you see the ‘boost’ indicator light up on the virtual power meter (EV’s take on the tacho) and you feel that added response as the Q8 e-tron gives you all of its electric might to shift its chunky 2.5-tonne body.
I tried a few full-throttle moments on freeway onramps and overtakes, and the 5.6-second 0-100km/h claim feels accurate. That said, the 0-60km/h acceleration in its most aggressive setting does hit you in the back.
That’s not really what this car is for anyway. If you want to drive it like a performance SUV you’re better off waiting for the SQ8 e-tron (from $173,800) which adds a third electric motor for system outputs of 370kW/973Nm (versus the 55’s 300kW/664Nm) and cuts the 0-100 claim by 1.1 seconds (4.5s).
Really, you’re best to drive this Q8 e-tron like the V6 TDI versions of its stablemates, leaning on the massive reserves of torque and effortlessly doing daily driving duties but without the diesel clatter of its ICE equivalents.
Audi hasn’t bothered with synthesised drivetrain noises or anything in that vein, so progress is smooth and very quiet all the time. Like other MLB-based Audis, sound insulation from the outside world is likewise excellent making for a very serene experience.
Standard adaptive air suspension is typical Audi, in that it’s does a great job at ironing out the lumps and bumps of city life even on 21-inch Audi Sport alloy wheels (with 265/45 Bridgestone Alenza tyres), though also manages body control in more dynamic scenario with aplomb – would you expect anything less?
You can raise and lower it via the various Audi drive select modes or independently if you need, and the various modes adjust the damping accordingly. I particularly like the ‘allroad’ and ‘offroad’ modes where the Q8 will stand up on its tippy-toes and look quite purposeful when left in a gravel carpark, for example.
Pop it in efficiency and it sits on its guts for better aero, and you’ll quickly see a drop in the indicated energy consumption average readout, plus driving range will increase and usually not drop as quickly. This is one of the few EVs where I consistently saw better efficiency on the highway than in town, and it’s quite ‘thirsty’ in stop-start Melbourne traffic – there’s even a Range mode which limits top speed and ancillaries to add even more range.
At speed the Q8 e-tron is beautifully hushed from the outside world and quiet. I drove this down to the Lang Lang Proving Ground to help Paul on a shoot and this is arguably the quietest car I’ve ever driven on the South Gippsland Highway’s very rough blacktop. Kudos.
The Q8 e-tron’s driver assistance suite is as high-tech as you’d expect, with Audi’s adaptive cruise assist combining radar cruise and lane centring functions for semi-autonomous highway motoring. It’s one of the most intuitive and natural-feeling systems of its type.
Our test car’s optional virtual mirrors take some getting used to, and the small door-mounted displays could be bigger and offer better viewing angles. However, the way Audi has neatly integrated blind-spot warning and indicator lights into the edge of the OLED displays is quite fetching – they definitely aren’t to all tastes.
Surround cameras make parking this big bus much more manageable, though the surround parking sensors are intrusively loud. They almost shriek at you which is a tad off-putting, and are just plain annoying when making phone calls.
Finally, I lament the basic LED headlight package with auto high-beam. While ‘fine’, it’s a bit of a pisstake that Audi is charging $170,000 and keeping the trick Matrix LED headlights as an option – $3300, really?
What do you get?
Q8 55 e-tron highlights:
Wheels, suspension, brakes, dynamics
20-inch alloy wheels in 5-arm aero style
Graphite grey
Diamond-turned finish
255/50 R20 tyres
Adaptive air suspension
Anti-theft wheel bolts, loose wheel detection
Collapsible temporary spare wheel
Audi drive select
e-quattro fully variable all-wheel drive
Exterior
LED headlights
LED daytime running lights
High beam assist
Rear dynamic indicators
Exterior mirrors
Heated, folding, auto-dimming
Memory function
Kerbside function, passenger side
High gloss styling package
Window slot trims in anodised aluminium
Roof rails in aluminium
Convenience key
Full keyless entry, start
Electric tailgate
Programmable height
Gesture control
Seating and upholstery
Standard front seats
Leatherette upholstery
Electric front seats incl. driver memory
Heated front seats
Dashboard upper, lower interior elements in leatherette
Daytona grey pearl effect (Launch Edition, Sportback)
Is the Audi Q8 e-tron safe?
The Q8 e-tron retains the pre-facelift model’s five-star ANCAP safety rating, based on 2019 Euro NCAP tests.
It scored 91 per cent for adult occupant protection, 88 per cent for child occupant protection, 71 per cent for vulnerable road users, and 78 per cent for safety assist.
Standard safety features include:
8 airbags
Dual front
Dual front-side
Dual rear-side
Dual side curtain
Autonomous Emergency Braking (AEB)
Vehicle to Vehicle (5-250km/h)
Pedestrian, cyclist detection (5-85km/h)
Turn assist
Adaptive drive assist
Adaptive cruise control with stop/go
Distance indicator
Traffic jam assist
Lane guidance assist
Blind-spot monitoring
Exit warning system
Front, rear parking sensors
360-degree cameras
Collision avoidance assist (evasive steering)
Rear cross-traffic assist
How much does the Audi Q8 e-tron cost to run?
The Q8 e-tron is covered by Audi’s five-year, unlimited-kilometre warranty.
Buyers of the Q8 e-tron, like the e-tron before it, also score a six-year unlimited subscription to the Chargefox public charger network, as well as six years of complementary scheduled servicing and six years of roadside assistance.
That’s one of the best ownership programs in the business for electric vehicles, something that Mercedes-Benz has moved away from as an example. BMW offers five years of unlimited Chargefox charging with the iX.
We saw an indicated energy consumption readout of 23.4kWh/100km of a mix of city, urban and freeway driving covering around 300 kilometres. Yes that’s better than the claim, but we saw as high as 27-28kWh/100km with more stop-start urban traffic – the e-motors have to work hard to shift the weight of this thing.
Much like how we’re critical of thirsty ICE cars – these days anything over 10L/100km is too much for most non-performance or specialty products – anything over 20kWh/100km is what I would consider inefficient.
Considering the Q8 55 e-tron has a massive 114kWh (gross) battery, realistic range of under 500km is simply not good enough. Audi would have been better off keeping the battery closer to 100kWh and working harder on weight-saving and the efficiency of the electric motors to achieve similar, if not better results – that’s my two cents, anyway.
Unfortunately, we didn’t do a DC charging test to see if we could hit Audi’s claim of 170kW capacity (+20kW).
CarExpert’s Take on the Audi Q8 e-tron
Love it or hate it, I think the Audi Q8 e-tron largely does what it claims on the tin.
If you want a big Audi SUV that just happens to have an electric drivetrain, this hits the nail on the head. It drives beautifully, is extremely quiet and comfortable, and retains the company’s excellent cabin displays and ergonomics.
Despite only being a five-seater, it’s also impressively practical. It has heaps of space for adults and lanky teens in the back, and its boot is more accommodating than much newer rivals on dedicated electric platforms.
The developments to aerodynamics and battery have given it a decent amount more usable range, but haven’t really addressed this vehicle’s high energy consumption. If you’re doing largely stop-start driving this thing will be nearing 30kWh/100km which is far too high and the opposite of where an EV should be its most efficient.
If you can deal with the range and efficiency compromise, this is otherwise a genuinely luxurious SUV that happens to be powered by electricity, and is a wonderfully conventional and familiar thing to live with – plus it has an excellent aftersales program. Whether that works for you is really down to your personal tastes and priorities.
Click the images for the full gallery
BUY: Audi Q8 e-tron MORE: Everything Audi Q8 e-tron
That’s what Paul and UK-based YouTuber Joe Achilles recently set about finding out.
On paper, the M2 shapes up as a more natural drift car. It packs a 3.0-litre turbocharged inline-six engine with 338kW of power and 550Nm of torque, sent only to the rear wheels through a six-speed automatic transmission.
But don’t count the M3 CS out. Not only does it have more power and torque, with 405kW and 650Nm from a version of the same engine, its xDrive all-wheel drive system can be locked in rear-wheel drive for plenty of sideways action.
To decide who’s the best drifter of them all, and which car is more suited to hooliganism, Paul and Joe see who can score higher using the BMW M Drift Analyser, construct challenges using a pool noodle, and drive the two cars back-to-back.
As an electric car owner in Australia, I’ve always wondered what it’d be like to get behind the wheel of a big adventure-focused EV.
Unfortunately we don’t get Rivians in Australia; but the opportunity came up to rent a Rivian in the US, so we thought we’d give it a shot to see what it’s like.
We rented a 2024 Rivian R1S Adventure quad-motor and headed for the hills to find some corners and see how practical this big SUV would be. We only had a day with the vehicle, so this will be a more condensed, brief version of our typical reviews.
How much does the Rivian R1S cost?
Rivian sells a dual-cab ute called the R1T and this seven-seat SUV called the R1S. Both can be configured either as primary highway vehicles, or configured with all-terrain tyres and accessories for those with a more adventurous bent.
Pricing for the R1S kicks off from US$74,900 (A$115,000) before on-road costs and the quad-motor option adds a further US$8000 to the asking price, which comes out to US$92,000 (A$141,000) before on-roads.
While the mid-spec Performance dual-motor and entry-level dual-motor can be optioned with larger battery packs, the top-spec version comes with a 135kWh battery. Optioning the 149kWh Max battery pack adds a further US$19,100 to the asking price on the base and mid-spec Performance models.
There are a number of additional accessories you can also option, but the headline acts are non-standard paint at US$2500 and the all-terrain package for US$3600, which includes all-terrain tyres and underbody protection.
What is the Rivian R1S like on the inside?
While the R1S looks pretty cool on the outside (styling, of course, being subjective), it’s inside the cabin where they have hit the ball out of the park.
It’s futuristic, but minimalist and functional at the same time. Rivian have kept it adventure ready, but included enough luxury to make you feel better about dropping about $150,000 on one.
Even clever features like hard-wearing elastic door pockets, through to a large portable Bluetooth speaker that slots beneath the centre console have been considered. I loved the key too – it featured a rubber finish, but also had a clip to attach to your pants – simple, but again focussed on the adventure types.
Just like Tesla, most of the fun features sit within the central 15.6-inch display. The display is sharp, very fast and easy to use. Everything is logically placed and built into the screen are all of your audio streaming functions, satellite navigation and connectivity features.
But disappointingly, you won’t find Apple CarPlay or Android Auto. Owners instead need to use aftermarket options to achieve this fairly basic functionality.
Also disappointingly, Rivian dropped their partnership with Meridian and as a result speaker count dropped to 18 speakers. While it’s still a huge speaker count, there’s no brand visible and the audio quality is pretty average for what should be a fairly premium offering.
It was also disappointing to see the poor build quality. Some of the panels on our car were misaligned and inside the cabin you could hear creaking when pushing on some door surfaces or driving across uneven road surfaces.
Our car also presented a suspension air compressor overheat warning at one point that prevented the vehicle from being able to go up or down as part of a change in drive modes.
Outside of this, the interior was nicely presented with open pore woodgrain along the dashboard, a stack of room in both the first and second rows, along with a litany of USB connectivity and power outlets for vehicle-to-load functionality.
Clever outdoor features included a camp mode that would level the vehicle for sleeping and the ability to control battery use, exterior lighting and climate while camping. There was even a mode that would put the vehicle into a quiet mode so as to not disturb those camping around the vehicle.
The third row was a bit cramped for adults, but there’s plenty of room for kids and it was easy to climb into and out.
Adults can afford themselves slightly more knee room by sliding the second row forward or dropping the centre portion of the second row for more knee room. Back there you’ll also find a storage bin, more charging and air vents.
Cargo capacity comes in at 498 litres behind the third row, 1331L with the third folded (keep in mind it doesn’t fold flat) and 2498L with the second and third rows folded. In addition to these you’ll find 314L of storage within the electronically controlled and opening front boot and 144L in the rear bin beneath the cargo floor.
For such a big vehicle they’ve been able to cram a heap of storage within as many spaces as they could find, which is great news.
What’s under the bonnet?
The R1S quad-motor uses four electric motors – that’s one on each wheel.
This type of motor distribution not only gives you granular torque control for scenarios like off-road driving, but also allows somewhat useless functions like tank turns (which Rivian showed as a marketing stunt, but a function you can’t actually use as a customer).
These four motors offer a combined 623kW of power and 1231Nm of torque. It’s an absolutely stupendous amount of grunt. You also can’t deny how heavy this thing is with a 135kWh battery and four electric motors. It tips the scales at around 3200kg – that’s before you and the family sit inside it. That also means a big turning circle of 13.2 metres.
But with four motors comes cracking acceleration. It’ll do 0-60mph (0-97km/h) in just 3.0 seconds. Our testing delivered a 0-100km/h time of around 3.7 seconds – so a little off the claim, but we were going to around 62mph (100km/h) and also were testing with a lower battery level, which affects straight-line acceleration performance.
Combined energy economy comes out to 33.5kWh/100km, which is around 100 per cent higher than something like a Tesla Model Y – granted, a Model Y isn’t this size, this capable off-road and doesn’t have seven seats in Australia; but I’m just using it as a point of reference.
During our time with the car the battery size also highlighted one of the big issues with wall charging in the US. The 120V electrical architecture means the vehicle can’t charge at the same power level as we can in Australia.
The simple Ohm’s law for a DC circuit states that power is voltage multiplied by current. By halving the power, you also halve the power output. In the case of US power circuits they run at a slightly higher current, but not enough to overcome the halving of voltage.
At one point when we tried to charge the vehicle from a domestic power socket, it showed a charging time of around 150 hours or equivalent to six days. There was a further saga with public charging, but we’ll cover that in more detail in a future video.
How does the Rivian R1S drive?
One of the first things I noticed when we drove away from the rental place in Los Angeles was how poorly tuned the ride was. It crashed over minor imperfections and was very busy – and this was in the ‘soft’ setting. Moving that setting over to ‘stiff’ made the ride diabolically bad.
Initially I thought the tyre pressures weren’t set correctly, but we double checked those. A lot of it will come down to the vehicle riding on 21-inch alloy wheels, the smallest wheel size before you move to the chunkier all-terrain tyres.
If you isolate the ride though, the rest of the package is pretty decent. Acceleration is next level – regardless of which drive mode you’re in. Just punch the throttle and it throws you back into the seat like a small sports car.
The regen is great and it also has a single-pedal driving mode that works really well. The steering is a bit vague, but good enough for a vehicle this size.
We didn’t get much of a chance to test out the Drive+ functionality (Rivian’s terminology for Level 2 autonomy), but the brief test we did on the freeway showed a high level of confidence and an ease of use. Unlike Tesla, Rivian uses a mix of cameras, radar and ultrasonic sensors for its suits of parking and autonomy technology.
Speaking of cameras, I was pretty surprised at how poor the camera quality was for Gear Guard (Rivian’s camera-based security system) and for the parking cameras. They were low quality and didn’t offer a great deal of detail in comparison to other modern vehicles on the market.
We found a nice mountain road to stretch the R1S’s legs and it really exacerbated the poor ride. As the speed picked up it would crash over road joins and changes in elevation. It felt super heavy through corners and the brakes didn’t deliver a great deal of confidence.
There’s only so much you can do with a vehicle that weighs this much – physics will always win when you try and feel that much torque through four small patches of rubber.
If you intend to drive the R1S off-road, it has some pretty meaty specs. We’re talking a standard ground clearance of 203mm before you jack the ride up – it can then climb to 378mm.
Approach and departure angles are 35.6 and 34.3 degrees respectively, while wading depth is an insane 1084mm. There are also rated recovery points with rubber backs to prevent damage during recovery attempts.
In terms of actual driving range and charging speeds, the 135kWh battery can be charged at a maximum DC charging speed of 210kW with an average 125kW charge speed. AC charging can occur over three phases at up to 11.5kW.
In this specification there’s a claimed 516km of driving range (321 miles).
CarExpert’s Take on the Rivian R1S
So this was only a short drive in the Rivian R1S, but it showed the brand still has a bit of work to do.
The ride needs improvement, as does the handling and steering. Attention and also needs to be shown to build quality. But, thankfully, all of these things are relatively easy to fix if you hire the right people and pay enough attention to them.
With these things addressed, Rivian has a great looking vehicle that is built for an adventurer with a big family. There’s a smaller version of the R1S being revealed in the coming weeks and it’s likely to show a more progressive and sedate approach to the formula on offer with the R1S and we’re excited to see what that’s like.
We’d also love to see these on sale in Australia eventually – I could definitely see an R1T in my future.
The Ineos Fusilier may look much like the brand’s debut model, the Grenadier, but underneath it’s very different.
It rides a bespoke skateboard platform with a steel “top hat” and underbody, and aluminium doors and closures.
It will be slightly shorter and lower than the Grenadier.
Instead of BMW-sourced turbo-petrol and turbo-diesel engines, the brand’s next SUV will offer electric power, as had been promised back in 2022.
Joining this, however, will be a range extender powertrain. Ineos says it’ll reveal more specific powertrain details and launch timings by the northern autumn (September-November) of 2024.
“As we developed this vehicle, we quickly concluded that in order to move towards decarbonisation but continue making cars that consumers want to drive, we need a mix of powertrain technologies,” said Ineos chairman Sir Jam Ratcliffe.
“BEVs are perfect for certain uses: shorter trips and urban deliveries, but industry and governments need to have realistic expectations around other technologies that can help accelerate the necessary pace of change.
“That is the reason we are offering an additional powertrain for the Fusilier, one that dramatically reduces emissions but has the range and refuelling capabilities needed.
“We’re excited to bring our electric 4X4 to market but we are beginning to understand the clear limitations of battery electric in certain situations.”
There’s a clear visual kinship with the Grenadier and Quartermaster, with a boxy body, a pronounced shoulder line, and round headlights. A slight rake to the C-pillar and a flatter front end are perhaps the most obvious clues this isn’t a Grenadier.
Though it appears as bluff and boxy as Ineos’ other models, the company touts various design elements said to improve aerodynamics.
These include active grille shutters, chamfered edges and corners, and recessed door hinges.
As with Ineos’ other model names, Fusilier is a military term – specifically, it’s a member of any of several British army regiments formerly armed with fusils, a type of musket.
Also like Ineos’ other models, it’s being developed with automotive supplier Magna, with the company promising “world-class off-road capability”.
It’ll be subjected to a “rigorous” testing program on Austria’s Schöckl mountain.
While Ineos Automotive’s first vehicles, the Grenadier and Quartermaster, are offered exclusively with petrol and diesel power, the company has revealed a hydrogen fuel-cell prototype of the former.
The company says its demonstrator proves the technology for a hydrogen-powered off-roader is ready for production, but it says the refuelling infrastructure needs to improve before such a vehicle is commercially viable.
Renault is busy developing two electric vehicles (EVs) that pay homage to two of the most iconic small cars in its history.
Previewed by the 4Ever Trophy concept late in 2022, the revived Renault 4 has been spied testing ahead of an expected debut this year.
Like its 5 sibling, which is set to debut in production guise at this year’s Geneva motor show, it appears to have made the transition from concept to production with relatively minor changes.
Some of the concept’s wilder details, like its flared wheel arches, lofty ride height and pop-out door handles, are gone. However, the overall shape of the crossover remains the same.
Appearing to sit closer to the ground, if still with more clearance than the upcoming 5, it looks more like the original Renault 4 that was produced from 1961 to 1994.
Inside, we can see what appears to be a digital instrument cluster and infotainment touchscreen situated in one large assembly.
The 4Ever Trophy concept measured 4160mm long, or about the size of a Volkswagen T-Cross. That lines it up as a rival for the electric Jeep Avenger.
The production version is set to share the front-wheel drive CMF-B EV platform, aka AmpR Small, with the reborn Renault 5, as well as an electric successor to the Nissan Micra.
The platform will share around 70 per cent of its components with the CMF-B platform that underpins the likes of the Renault Arkana and Captur, and Nissan Juke.
Renault has previously confirmed the 5 will offer a new electric drivetrain called the ePT-100kW which will produce, naturally, 100kW of power.
It’ll also use a 52kWh battery, providing 400km of range.
The company’s Australian arm has yet to officially confirm either the 4 or 5 for our market.
“We will take [the 5] if they make it in right-hand drive, we have our hand up. Then it’s, will they make the additional investment to engineer the car for [Australian Design Rules] in Australia?” Renault Australia boss Glen Sealey told CarExpert earlier in 2023.
4Ever Trophy concept
“The reality is that, say it costs you three million euros to engineer that car for Australia or spend that for another spec for that car in Europe that will give them a better return, so it’s about allocation of final resources.”
The French brand isn’t the only company mining its past for inspiration for EVs.
Fiat has its 500e, which marries classic 500 design themes with electric underpinnings, and it’s expected to be joined by an electric Panda that may continue to offer that nameplate’s signature boxy styling.
The latest Volkswagen Tiguan will once again spawn a longer, three-row variant, but this time it’ll wear a new name.
The Volkswagen Tiguan Allspace is set to be replaced by the Tayron, spied testing in Europe, a new global model using a name currently used on a two-row crossover sold by Volkswagen in China.
Volkswagen Australia confirmed late last year the Tayron will come here, too, to replace the Tiguan Allspace. It’s expected to arrive here in late 2025.
It’s set to share its MQB Evo underpinnings with the new third-generation Tiguan, due here in the first quarter of 2025.
There’s still some of Volkswagen’s clever disguise on these prototypes, but we can plainly see it’s longer than the regular Tiguan but features a similar design language, including prominent hips.
As with the outgoing Tiguan Allspace, it’s reportedly set to continue being built in Mexico, but production will also take place in China and Germany.
Volkswagen has confirmed in interviews with European media the Tayron will be offered globally with a choice of turbocharged 2.0-litre petrol and diesel engines with 48V mild-hybrid assistance.
This suggests the Tayron will largely mirror the new-generation Tiguan’s powertrain lineup.
It’ll be offered with a choice of either front- or all-wheel drive, mated in both cases to a seven-speed dual-clutch automatic transmission.
In addition to the mild-hybrid powertrains, Volkswagen will reportedly also offer two plug-in hybrid (PHEV) variants – although these are unlikely for the Australian market.
The new model will be sold as the Tiguan in North American markets, which currently get only the Tiguan Allspace, again badged simply as the Tiguan there.
China will also get a mechanically related but somewhat visually different long-wheelbase Tiguan derivative called the Tiguan L, which has been revealed in a Chinese Ministry of Industry and Information Technology filing.
A class action lawsuit has been filed against Toyota’s Australian financial division in a Victorian court, alleging the company “ripped off” more than 100,000 customers by charging higher interest rates.
The class action, filed by Echo Law, alleges Toyota Finance Australia – which is separate to Toyota Motor Corporation Australia – facilitated undisclosed arrangements with Toyota and Lexus dealership staff who inflated interest rates on car loans between 2010 and 2018.
While the customers who signed up for the loans paid the higher interest rates, the dealer staff allegedly benefitted from what’s known as a “flex commission” – with Toyota Finance passing on a cut of the profit to those who helped facilitate the deal.
Echo Law alleges the undisclosed flex commission arrangement created a conflict of interest between dealers and customers, with customers paying more for loans than they otherwise would have – not only compared to the true figure, but also against the industry average.
“This class action is about holding Toyota Finance to account for putting in place dealer loan arrangements that it knew were unfair and against the interest of Toyota customers,” Echo Law partner Andrew Paull said in a media statement.
“There are hundreds of thousands of Toyota customers who took out dealership loans between 2010 and 2018 that were subject to these unfair arrangements, and who we say are worse off because of them.
“Most concerningly, it appears that these practices resulted in vulnerable customers, such as those with low financial literacy, paying the most inflated interest rates. Some of these loans are continuing today.
“The total extra costs paid by Toyota Finance customers is estimated to be in the hundreds of millions of dollars.”
In its lawsuit – filed in the Supreme Court of Victoria – Echo Law alleges Toyota Finance:
engaged in unfair conduct in contravention of section 180A of the National Consumer Credit Protection Act 2009 (Cth);
entered its customers into unjust loans within the meaning of section 76 of the National Credit Code;
engaged in misleading or deceptive conduct in contravention of the Corporations Act and/or the ASIC Act; and
the loans were entered into pursuant to a causative mistaken belief and are therefore void and entitled to be rescinded.
Flex commissions were heavily criticised during the 2017-18 Banking Royal Commission, which focused on Westpac and St George Finance engaging in the practice with certain car dealers. They weren’t banned by the Australian Securities and Investments Commission until November 2018, however.
“Toyota Finance Australia Limited acknowledges that class action proceedings have today been served by Echo Law. We will take the time to review the claim carefully before making any statement,” a spokesperson for Toyota Finance told CarExpert.
“As always, if customers have any questions about their finance contract, we encourage them to contact our Customer Service team on 137 200 from 8:30am to 5.30pm AEDT Monday to Friday (excluding public holidays).”
If you purchased a vehicle through Toyota Finance Australia between January 1, 2010 and October 31, 2018, you can register for Echo Law’s class action here.
The Audi Q2 range launched here back in early 2017, and it’s now early 2024. Yes, this is an ageing model, but clearly here to hang around until there’s some form of electric compact replacement.
It was updated in 2021, and again at the start of 2024 with some additional standard equipment and technology… but there are some telltale signs that this isn’t not the freshest fish at the market.
Even so, there’s nothing stinky here. In this review you’ll find out why the Audi Q2 still has some excellent attributes, and may still be the best fit for you if you’re in the market for a luxury compact SUV.
How does the Audi Q2 fare vs its competitors?
View a detailed breakdown of the Audi Q2 against similarly sized vehicles.
Audi
Q2
How much does the Audi Q2 cost?
2024 Audi Q2 pricing:
2024 Audi Q2 35 TFSI: $49,400
2024 Audi Q2 40 TFSI quattro S line: $56,800
2024 Audi SQ2 TFSI quattro: $70,800
Prices are before on-road costs
Options fitted:
Navarra blue metallic paint ($1195)
Light graphics inlays with colour ambient lighting ($560)
Comfort package ($2150)
Park Assist semi-autonomous parking
Hill-hold
Heated folding memory side mirrors with auto-dimming
Tinted rear glass
10-speaker stereo
Heated front seats
Auto-dimming interior mirror
Premium plus package ($3190)
19-inch alloy wheels
Matrix LED headlights
Auto high-beam
Black exterior design pack
Additional body-colour coding
Panoramic glass sunroof ($1850)
Electric tailgate ($900)
To see how the Audi Q2 compares with its rivals, use our comparison tool.
What is the Audi Q2 like on the inside?
There are elements of the Q2’s interior that are quite endearing, including the TT-style circular air-vents, which make this cabin feel a little bit more sporty than it otherwise might.
I also really like the coloured ambient lighting fitted to this car, which is an optional fitment, but worth the small extra spend.
The Virtual Cockpit setup is extremely handy for getting at-a-glance details too, though as good as it is, the maps graphics are pretty old hat. It does however feel quite different to newer models in the brand’s range, not that that’s necessarily a bad thing.
The primary outdated item is the media screen, which is not a touchscreen. You have to use a rotary dial controller to manage things such as your commands for sat nav, radio, settings, and smartphone mirroring.
Anyone who owns a smartphone will be left feeling like they’ve been handed an old Blackberry and told it does everything their phone can; it just takes much more time, effort and thought to do it.
Suffice to say that you get used to it, but this tech was designed to mirror your phone’s screen on a touchscreen. That’s why it’s called smartphone mirroring. Anyway, there is a voice control system if you wish to adjust things that way, but it’s not quite as simple as just touching a screen would be.
But there are a couple of hot keys around that dial controller to make quick adjustments, such as radio, media, navigation, and phone.
For inputting destinations you can use your fingertip to type in letters on top of the controller but it’s not necessarily the simplest thing to do while driving. At least there’s an additional rotary dial with controls for volume and tuning/track adjustment.
Unlike some other models that had this generation of technology in them, the media screen doesn’t retract. In turn it does seem a bit more like a stick-on screen than anything else.
There are a number of controls for elements of the drive experience with buttons for the start-stop system, auto parking and parking sensors (some of those are blanks if you don’t option packages). There’s also a screen off button.
Thankfully all the climate control functions do still have buttons and dials to make things all the simpler while you are driving.
Material finishes are quite good, with soft padded sections on the elbow pads and across the dash top. Some hard plastics remain though.
Storage is okay, but nothing better. There is a pair of cupholders in front of the gear selector, and you also get a wireless phone charger in the covered centre console bin. In the doors there are pockets large enough for a big bottle and some extra stuff, but they aren’t lined so things will rattle around in there at times.
The Q2’s luxury intent is a bit at odds with the manual seat adjustment for both front seats. I actually don’t mind manual adjustment – but if you are constantly swapping drivers with someone who’s notably taller or shorter than you, it might be annoying.
You still get seat front seat heating as part of an option pack, but the nice leather-appointed trim is standard.
It also features the older-style Audi steering wheel with the little column-mounted stalk for the cruise control system rather than being buttons on the wheel. Nitpicking, but the controls on the steering wheel don’t align with what your brain might think – the right scroll wheel is for the volume, and the left one is for the driver info screen.
When it comes to backseat accommodation, the Audi Q2 is pretty decent for its compact dimensions.
With the driver’s seat set for me (at 182cm/6’0”) I had just enough room to fit in the back, though my knees were firmly planted against the seat ahead, and while headroom and shoulder room is decent, if you try and fit three people across the back it won’t be.
There are no directional air vents in the second row, which makes it a bit of a hard sell for people with younger kids, and while you do get a decent amount of amenities, you don’t get a fold down armrest with cupholders either.
There are cheaper, harder plastic finishes in the back too, as well as a big transmission tunnel intrusion to contend with.
So it’s hardly a go-to family SUV for those on a budget who are looking for an Audi, but the Q3 is a really good alternative to this, if you do need something just a bit bigger and a bit more practical.
What isn’t impractical about the Q2? It is the size of the boot space, which is a pretty decent capacity at 405 litres.
There is no spare wheel which is not ideal, but you do get tyre pressure monitoring and a tyre repair kit. Audi hasn’t made the most of the space where the spare would have gone either because you can’t really store anything substantial under the boot floor.
What’s under the bonnet?
This base model Q2 35 TFSI gets a pretty sparky little powertrain, running a 1.5-litre four-cylinder turbo-petrol engine producing 110kW of power (5000-6000rpm) and 250Nm of torque (1500-3500rpm).
It makes use of a seven-speed dual-clutch (S tronic) automatic, and is front-wheel drive. The 35 TFSI model has a claimed 0-100km/h time of 8.6 seconds, which is hardly exciting, but it’s sprightly enough.
It also has a pretty enticing fuel economy figure. Audi quote an official combined cycle number of 5.2L/100km.
The car can partly achieve that kind of frugality because it has cylinder-on-demand tech, meaning it can run on fewer cylinders under light loads. It also has start-stop, but keep in mind it requires 95 RON premium unleaded petrol.
Over my week with the Q2, I saw a respectable return of 6.1 litres per 100km over a mix of urban traffic, highway, open road and freeway testing.
If those numbers don’t really do it for you in terms of performance, the step up to the gruntier 40 TFSI quattro (140kW/320Nm) or the more manic SQ2 (221kW and 400Nm; 0-100km/h in 4.9 sec) might be more up your alley.
How does the Audi Q2 drive?
This spec of Audi Q2 is a polished and likeable little car to live with, and while it is hardly setting the benchmark for the segment in terms of driving attributes in any particular way, it is very well rounded in the way that it behaves itself.
The powertrain is familiar from other Volkswagen Group products, and this four-cylinder does offer easily enough poke for urban duties, and it feels just as at home for the freeway as well.
I drove around town, on the open road, and did some M4 commuting in Sydney traffic, and aside from a bit of noise intrusion at higher speed, I found it to be quite a nice companion for all those tasks.
There’s a good amount of pulling power when required – whether it be from a standstill or at pace when you’re trying to overtake.
The seven-speed dual-clutch automatic (DSG) is a terrific transmission for this application, offering snappy response to sudden throttle inputs, but also not exhibiting too much in the way of hesitation or lag at lower speeds.
There is still some lag to contend with in some situations, if you have the start-stop system active especially, but it is a pretty decent powertrain for the daily drive. If the road is wet, though, you might also notice that the front tyres can scrabble for traction.
I like the way the Q2 steers. It has a bit more of a meaty and weighty feel to the steering and some other Audi models, and that fits the character of this little bulldog of a car.
I call it that because it feels like it has a broad stance for such a compact vehicle. It does feel nicely planted on the road, with enjoyable handling in corners, and it’s also pretty fun to pilot around town.
What is absent from this entry level grade though, are different drive modes. I don’t necessarily care all that much whether it has drive modes or not, if the standard drive behaviour is acceptable. In this case it’s better than acceptable, but some people out there might wish that it did have a button to change its characteristics.
The ride also is very good for this type of car, especially given its short wheelbase. It feels controlled in a mix of different scenarios, and while the front axle can shudder a little bit over sharp edges, it is well balanced in general driving situations.
Also remember this version of the Q2 has a torsion beam rear suspension layout, so it isn’t the most sophisticated in terms of changing direction in corners, or when you hit a mid-corner bump.
In urban driving and commuting situations however, it is perfectly suitable for ride comfort (and I’ve driven the SQ2, which has a punishing ride, and it makes this car feel like an absolute joy).
As for parking manoeuvres, There are also front and rear parking sensors, as well as a reversing camera. There’s no surround-view available on this spec, or any Q2. If you option the Comfort Package you also get an auto parking system.
Yes, the Q2 is a small car, but your vision around it isn’t optimal. There’s a restricted view over your shoulder and the reversing camera display isn’t terrific.
The experience of this base Q2 would be enough to make me say that you don’t really need anything better than what this offers at this kind of money.
Sure, it doesn’t have the same level of ‘wow’ factor in terms of adaptive chassis control, or some of the drive mode smarts of other vehicles at this price point, but the all-round package in this base grade is very good in my opinion.
What do you get?
Audi Q2 35 TFSI highlights:
18-inch alloy wheels
LED headlights
LED daytime running lights
LED tail lights
Auto high beam
Power adjustable heated side mirrors
Keyless entry
Push-button start
Leather-appointed trim
Manual seat adjustment
Dual-zone climate control
Ambient lighting
Floor mats front and rear
USB charge ports front and rear
12.3-inch Audi Virtual Cockpit
Wireless phone charger
8.3-inch MMI media screen
Satellite navigation incl. 3D maps
Wired Apple CarPlay, Android Auto
6-speaker stereo
Bluetooth phone and audio streaming
DAB+ digital radio
Is the Audi Q2 safe?
The Audi Q2 received a maximum five-star ANCAP rating back in 2016, but that score has now expired, and as such, it’s unrated.
However, the range was updated for 2024 onwards with an array of new standard safety equipment, including:
Adaptive cruise assist with stop/go function and emergency assist: stops the car in the event that the driver is non responsive
Active lane assist: can subtly steer the car to stay in its lane
Audi pre sense front: Autonomous Emergency Braking (AEB), pedestrian, cyclist detection
Audi pre sense basic: Initiates protection measures, within system limits, by tensioning of the front seat belts, activation of hazard warning lights and closing of the windows and the panoramic glass sunroof (if ordered)
There’s also other stuff, including blind-spot monitoring, a reversing camera, front and rear parking sensors, and six airbags (dual front, front side, full length curtain). There’s also tyre pressure monitoring.
How much does the Audi Q2 cost to run?
Audi buyers get a five-year, unlimited kilometre warranty, and there’s a three-year roadside assistance plan for new-car customers.
Audi has a few different ways to maintain your Q2. You can pay as you go for maintenance, with intervals every 12 months or 15,000km.
Or, you can prepay with a five-year/75,000km service plan that costs $2600, or $520 a year on average. Not too bad.
CarExpert’s Take on the Audi Q2
It’s showing its age in a few ways, but for a buyer who wants a premium and pint-sized crossover SUV – and don’t want to spend big bucks to get it – this could be a great choice.
Unless you really need or want more power or all-wheel drive, the base Audi Q2 35 TFSI is a compelling small SUV option. It mightn’t fit everyone’s needs, but for those it does, it’s a lovely thing.
Chinese carmaker Nio has demonstrated how its new ET9 flagship’s suspension system can be used to shake off snow in the winter.
The recently revealed ET9 four-seater sedan’s SkyRide system allows independent control of each wheel, and six-way adjustment to the stiffness, damping and height of the suspension.
Nio says the system can process and respond to data from road bumps and surfaces in a thousandth of a second, allowing it to better tackle poor surfaces.
In a WeChat post, Nio has shown how the ET9 can shake off soft powder snow by shifting the vehicle’s body height between +40mm and -50mm.
Earlier this year Nio demonstrated the technology on a prototype by assembling a tower of 14 filled champagne coupe glasses on the bonnet of the sedan and driving it along a corrugated surface.
Measuring 5325mm long, 2016mm wide and 1620mm tall on a lengthy 3250mm wheelbase, Nio says the ET9 has a “Landjet” design and promises “first-class” comfort inside.
The ET9 features a 900V electrical architecture with peak charging power of 600kW, and can use Nio’s growing network of battery-swapping stations. Nio promises 255km of range with just five minutes of charging.
Power comes from a 340kW permanent magnet motor at the rear and an 180kW induction motor at the front, for a total system output of 520kW.
The Nio ET9 is available for pre-order in China, with deliveries set to begin there in the first quarter of 2025. It starts from 800,000 yuan (A$169,650).
Nio has yet to announce plans to enter the Australian market, though it has lodged trademark applications for a raft of its nameplates – some of which have been opposed by Audi for being too similar to its nameplates.
The company isn’t the first to introduce a sophisticated suspension system with an attention-grabbing function.
The E-Active Body Control system on the Mercedes-Benz GLE and GLS has a Free Driving Assist mode that allows you to bounce the vehicle to extricate it from snow or sand.
MORE: China’s Nio reveals its most luxurious electric car yet
One of Australia’s leading climate lobby groups has claims overseas motorists are saving thousands of dollars every year on fuel because they have access to more efficient vehicles not sold in Australia.
However, data presented by the group is either starkly different to previous studies, or provided without context.
Lobby group Climate Council – citing data from the International Council of Clean Transport (ICCT) – claims the average fuel consumption of a new passenger car in Australia is 6.9 litres per 100km, while utes and vans consume an average of 9.9L/100km.
Despite claiming the equivalent categories in the USA consume 4.2L/100km and 6.1L/100km respectively, figures from the International Energy Agency (IEA) show the 2019 new light vehicle average (all three segments) was 8.6L/100km – a figure unlikely to have dropped so significantly in five years.
This discrepancy continues in Europe, where the Climate Council says the two categories consume 3.5L/100km and 5.6L/100km respectively, despite IEA data showing the 2019 average was 7.0L/100km for all light vehicles – having dropped just 1.0L/100km since 2005.
The Climate Council says the Federal Government’s proposed New Vehicle Efficiency Standard (NVES) could result in fuel savings of up to $1460 for passenger cars and $1250 for utes and vans, based on the overseas data.
A spokesperson for the Climate Council told CarExpert it used ICCT data – converted from grams of CO2 per 100km to litres per 100km – due to the age of the IEA studies, as well as difficulties finding “a source of consistent data for fuel efficiency internationally”.
The Climate Council also included data from the Australian Bureau of Statistics saying the average fleet emissions of passenger vehicles (sedans, hatchbacks and SUV) in Australia is 11.1L/100km, while for light commercial vehicles (utes and vans) it’s 12.8L/100km.
It also includes fuel consumption data for what appear to be two identical models without important context differentiating them.
According to the Climate Council, “the Isuzu D-Max has a fuel efficiency of 6.4L/100km in the UK, while the Australian version uses 20 per cent more fuel, at up to 8.0L/100km”.
While some versions of the Australian-delivered Isuzu D-Max consume up to 8.0L/100km, this is only relevant to variants powered by a 3.0-litre four-cylinder turbo-diesel engine.
UK-delivered examples of the Isuzu D-Max are sold exclusively with a 1.9-litre four-cylinder turbo-diesel, with the most efficient variant using 6.9L/100km.
The 1.9-litre is also available in Australia on D-Max SX grades, where the claimed fuel economy figures are between 6.7 and 7.0L/100km.
Despite its convoluted data set, the Climate Council is ultimately echoing calls from some of Australia’s biggest new-car companies to introduce the NVES.
“Our long-time lack of fuel efficiency standards makes us a dumping ground for older, less efficient cars. Australians are paying far more for fuel because we are driving inefficient petrol-guzzling cars the rest of the world has rejected,” said Climate Councillor and economist, Nicki Hutley.
“An immediate benefit of making cars more efficient is that the average new car will consume less fuel to drive the same distance, lowering fuel bills and helping Australians tackle cost of living pressures.
“An effective New Vehicle Efficiency Standard will bring us up to speed with the majority of the world that already has similar standards in place. Drivers in these countries are already enjoying the savings and choice of cleaner, cheaper-to-run cars Aussies have missed out on for decades.
“It’s time for the Federal Government to put the pedal to the metal and deliver this standard so Australians can start seeing the same benefits already enjoyed by drivers overseas.”
MORE: Car industry cautious about Australia’s proposed vehicle efficiency standards MORE: Mazda pumps the brakes on Australian efficiency standards, calls for subsidies MORE: Australian fuel efficiency standards aimed at cutting petrol bills, ‘catching up’ with US MORE: What Australia’s biggest car brands have to say about tough new emissions standards MORE: Australian dealer body criticises tougher emissions standards MORE: Hyundai backs tough emissions standard for Australian new cars MORE: Volkswagen’s wish list for Australian emissions standards revealed
Volkswagen’s new electric flagship now has a more practical wagon counterpart, but it’s unclear whether either body style will come to Australia.
Pre-sales of the Volkswagen ID.7 Tourer will begin in Europe in the first quarter of 2024.
The ID.7 Tourer offers up to 685km of range under the WLTP cycle from its 86kWh battery, with DC charging at speeds of up to 200kW.
Autocar reports a smaller 77kWh battery will also be available, with DC charging at speeds of up to 175kW.
Regardless of battery size, all ID.7 Tourer models will use a single, rear-mounted electric motor with 210kW of power and 545Nm of torque, though a more powerful dual-motor all-wheel drive GTX is expected to follow.
Volkswagen says the ID.7 Tourer’s styling is a “fusion of a classic estate [like the Passat] and a dynamic shooting brake such as the Arteon”.
External dimensions are essentially identical to the ID.7 fastback. Both are 4961mm long on a 2971mm wheelbase, and measure 1862mm wide (excluding the mirrors) and 1536mm tall.
There’s 605L of boot space, expanding to 1714L (measured to the roof) when the rear seats are folded.
Standard equipment includes an augmented reality head-up display, a slim digital instrument cluster, 10-colour ambient lighting, keyless entry and start, dual-zone climate control and heated front seats.
19- and 20-inch alloy wheels are available, with 21-inch wheels to follow.
The 15-inch touchscreen infotainment system features Volkswagen’s new IDA voice assistant, which can be operated using natural language and integrates ChatGPT.
An available ‘smart’ panoramic glass sunroof features a polymer-dispersed liquid crystal layer, which allows it to be electronically switched to be either opaque or clear.
There’s a new in-car wellness app, which can adjust the ambient lighting, sound, climate control, sunroof glass and front seats to relax the driver or keep them alert.
Volkswagen also touts air-conditioning vents automatically operated by small control motors, plus ergoActive seats with a pressure-point massage function and automatic air-conditioning.
Autonomous emergency braking and traffic sign recognition are standard. The optional Travel Assist system integrates lane-keep assist, adaptive cruise control and emergency assist, and supports assisted lane changes.
An exit warning system provides visual and audible alerts if it detects an occupant is opening the door into the path of another vehicle, and can even briefly prevent the door from being opened.
The German brand has yet to confirm the ID.7 for our market, where it has thinned out its passenger car lineup. It announced last year it was axing the Arteon globally, but also removed the Golf wagon from sale locally and confirmed the Passat wouldn’t continue in our market with the new generation.
Given Volkswagen is prioritising the ID.4 crossover for our market and Australia remains a much less wagon-friendly region than Europe, the ID.7 Tourer isn’t necessarily a shoo-in for our market.
The previous generation of Honda CR-V, much like the rival Nissan X-Trail, was offered with a hybrid powertrain overseas. Alas, neither the CR-V hybrid nor its electrified X-Trail rival were offered here.
But then Toyota came along with its RAV4 Hybrid – also belatedly, given we missed two generations in Australia – and was an immediate smash hit.
The hybrid option has helped keep the RAV4 atop the sales charts, while wait times have blown out. Now, both Honda and Nissan are looking to cash in on rampant demand.
Honda hasn’t jumped in with both feet just yet. Where Nissan offers three X-Trail e-Power variants in Australia, and Toyota lets you choose from nine versions of the Toyota RAV4 Hybrid, there’s just one CR-V e:HEV on offer in local showrooms.
WATCH: Paul’s video review of the CR-V VTi L7
It’s not offered with all-wheel drive, and is based on the most expensive RS trim level – which means it has a sticker price close to $60,000 drive-away.
Is the only Honda CR-V hybrid you can buy in Australia a good one?
How does the Honda CR-V fare vs its competitors?
View a detailed breakdown of the Honda CR-V against similarly sized vehicles.
Honda
CR-V
How much does the Honda CR-V cost?
2024 Honda CR-V pricing:
2024 Honda CR-V VTi X: $44,500
2024 Honda CR-V VTi X7: $46,800
2024 Honda CR-V VTi L: $48,800
2024 Honda CR-V VTi L AWD: $51,300
2024 Honda CR-V VTi L7: $53,000
2024 Honda CR-V VTi LX AWD: $57,000
2024 Honda CR-V e:HEV RS: $59,900
All prices are drive-away
To see how the CR-V compares with its rivals, use our tool to build your own comparison.
What is the Honda CR-V like on the inside?
There’s a quality feel with the CR-V, which you can notice even upon simply opening the driver’s door.
It doesn’t feel tinny, and the door cards are finished in a mix of soft-touch plastic and leatherette.
The driver’s seat moves back as you get in, and then as you settle into the comfortable, almost European-looking leather-appointed seats and get ready to move, it slides closer to the steering wheel.
There’s also two-person memory for the driver’s seat, and heating for both front seats.
Ahead of you is a 10.2-inch digital instrument cluster, flanked by a couple of simple bar displays for battery and fuel levels. It’s vastly more modern in appearance than the old CR-V’s instrument cluster screen, and there are various display options.
You can have simple analogue-style gauges flanking a cute display of the vehicle, which shows whether the lights are on, where the vehicle is placed within its lane, and even if there are other cars or trucks nearby.
You can choose to have widgets within the analogue gauges, too – I chose to have my Android Auto track info on the left gauge, and fuel economy on the right. Turn-by-turn navigation instructions, even for Google Maps, also appear in the cluster.
You can also choose to have a bar-style readout (I’m personally not a fan), and even have the gauges hidden when cruise control is on.
Moving over to the infotainment system, the new CR-V once again puts its predecessor in the shade. The menu structure will be familiar to existing Honda owners, but the graphics appear more polished and the screen is larger (9.0 inches vs 7.0 inches).
Not only is the new CR-V’s interior more modern-looking than that of its predecessor, it’s a bit more conventional in appearance.
The shifter has been moved further down for a less minivan-like appearance, and the wireless charging pad sits behind it which means your phone is less likely to go flying off at a fast turn.
The old CR-V had an enormous pit within the centre console with a sliding tray. The new CR-V’s centre console storage isn’t quite as voluminous, but there’s still a fairly deep bin with a padded lid, ahead of which sits a small rubberised shelf and a pair of cupholders.
The bottle holders in the doors can fit 1.5L water bottles.
There’s a cleaner, less plasticky look to the interior than the old CR-V. There’s not the kind of leather-wrapped look to the dash top a Kia Sportage has, or the leatherette-padded centre console sides of a Mazda CX-5 or Mitsubishi Outlander.
In the CR-V’s favour, however, is Honda’s funky honeycomb-style trim stretching across the dashboard and concealing the air vents. The vents also have neat twisty toggles.
There’s a welcome bank of physical switches for the climate control, though unlike the HR-V and ZR-V the backlighting doesn’t glow blue or red when you adjust the temperature.
Gloss black trim has been used exclusively as an accent, instead of there being vast plains of the stuff, while attractive metal-look trim is used more prominently for contrast.
The metal-look trim running along the doors is subtly backlit by white ambient lighting, while the cupholders and base of the centre stack also have a subtle glow at night.
The steering wheel feels nice, though the switchgear on it is a bit plasticky – but still nicer than that of the last CR-V.
The rear doors continue to open 90 degrees, which makes loading and unloading things like child seats that much easier.
There’s a spacious and comfortable backseat, with plenty of headroom despite the panoramic sunroof. Legroom is excellent, and the floor is almost completely flat – welcome news for the centre-seat occupant. If the centre seat is unoccupied, you can pull down a centre armrest.
Other backseat amenities include a pair of USB-C outlets plus air vents. There are ISOFIX anchor points for child seats on the outboard seats, plus top-tether points for all three seats.
You can enjoy a better look at what your backseat passengers are doing by pulling down the sunglasses holder on the roof, revealing a conversation mirror.
You can also fortunately toggle off Honda’s walk away locking function, which is an acquired taste.
There’s a power tailgate, which opens to reveal a competitive 581L cargo space. The rear seats split and fold 60/40, though there are no levers in the boot to drop them. There is, however, a 12V power outlet back here.
Petrol-powered CR-Vs have a full-sized spare and seven-seat models have a space saver. However, the hybrid model draws the short straw and has only a tyre repair kit.
What’s under the bonnet?
The CR-V e:HEV RS mates a 2.0-litre naturally aspirated four-cylinder petrol engine with two electric motors.
System outputs are rated at 135kW of power (5000-8000rpm) and 335Nm of torque (0-2000rpm).
Over a loop consisting of a mix of inner-city, suburban and highway driving, we averaged 5.2L/100km. This only increased to 5.5L/100km over the course of a week and more than 600km of driving.
The official combined cycle claim is 5.5L/100km, which proved remarkably accurate. The CR-V also requires only 91 RON regular unleaded fuel.
How does the Honda CR-V drive?
The CR-V is the picture of refinement.
The transitions between petrol and electric power are seamless. Not only will the vehicle run on electric power at low speeds, we also observed the it going into EV mode while cruising along the highway at more than 80km/h.
You can see an energy flow readout in both the infotainment touchscreen and in the digital instrument cluster.
What makes the CR-V especially pleasant is the absence of rev flaring when the petrol engine kicks in. You instead feel shift points, while the engine has a more aurally pleasing, sportier engine note than a RAV4.
Body control is good, and the CR-V feels planted – hit a bump or rise in the road and it recovers quickly.
That also makes the CR-V a willing companion on a winding road. The steering mightn’t be the last word in road feel, but it has good weighting, while the handling is balanced and secure. You can hustle this along at a steady clip.
The CR-V’s hybrid powertrain is responsive, too. We actually left it in Eco mode, and it never felt lacking in power – even on steeper grades, or when overtaking.
We didn’t observe any wheel spin or torque steer. Would it be nice if an all-wheel drive hybrid model was offered here, as is the case in Thailand (where our CR-V is built)? Absolutely. But this front-driver is thoroughly pleasant to drive.
The cabin is well insulated from outside noise, and the engine – while pleasant to listen to – is subdued when it fires up. There’s a little bit of tyre roar on the coarse chip road surfaces common in rural Australia, but it’s hardly objectionable.
Ride quality is quite good. Not once did we feel the CR-V crash over a bump, and it ate up patchwork pavement with aplomb. Only rarely did it feel a tad fidgety, which can probably be chalked up to its 19-inch alloys.
The driver assists are well-calibrated. Neither the lane-keep assist nor lane centring are overly obtrusive, and yet they do what they’re supposed to.
We also like the animation in the instrument cluster that shows where the vehicle is within its lane, which also shows other cars and trucks. Sure, this isn’t terribly useful, but it’s a slick-looking display.
The adaptive cruise control works well and there’s a speed limiter function as well, while the adaptive LED headlights provide excellent illumination. We also love the use of cornering lights.
What do you get?
CR-V VTi X highlights:
LED headlights
17-inch alloy wheels
Full-size alloy spare wheel
Hands-free power tailgate
90-degree rear doors
Fabric upholstery
8-way power driver seat
Dual-zone climate control
Conversation Mirror
7.0-inch driver display
9.0-inch touchscreen infotainment system
Honda Connect
Wireless Apple CarPlay
Wired Android Auto
8-speaker audio system
Wireless phone charger
CR-V VTi X7 adds:
7 seats
Blind-spot monitoring
Rear cross-traffic alert
Space saver spare wheel
Tri-zone climate control
CR-V VTi L adds (over VTi X):
18-inch alloy wheels
Privacy glass
Roof rails
Satellite navigation
Smart Key Card
Leather-appointed seats, black
Heated front seats
Driver memory function (2 positions)
4-way power passenger seat
Leather-wrapped steering wheel
Leather-wrapped shifter
Auto-dimming rear-view mirror
i-Dual-zone climate control
Rain-sensing wipers
CR-V VTi L7 adds (over VTi X7):
Panoramic sunroof
18-inch alloy wheels
Privacy glass
Satellite navigation
Smart Key Card
i-Dual + tri-zone climate control
Leather-appointed seats, black
Heated front seats
Driver memory function (2 positions)
4-way power passenger seat
Leather-wrapped steering wheel
Leather-wrapped shifter
Rain-sensing wipers
CR-V VTi LX adds (over VTi L):
19-inch alloy wheels
Exhaust pipe finisher
Sport front, rear bumpers
Auto reverse tilt side mirror
Panoramic sunroof
Ambient lighting
10.2-inch driver display
12-speaker Bose premium audio
CR-V e:HEV RS adds:
19-inch dark alloy wheels
Tyre repair kit
LED active cornering lights
Adaptive Driving Beam (headlights)
Black exterior accents
Shark fin antenna
Side mirrors
Pillars
Tailgate spoiler
Body colour wheel arches
Red contrast stitching
Seats
Steering wheel
Shifter
Black headliner
Honda also includes five years of Honda Connect. This allows you to use a smartphone app to do things like lock or unlock the vehicle, adjust the climate control, and monitor the vehicle’s location and speed.
Is the Honda CR-V safe?
The fifth-generation Honda CR-V has yet to be tested by ANCAP or Euro NCAP.
Standard safety features include:
11 airbags
Honda Sensing
Forward collision warning
Collision mitigation braking system (AEB)
Lane departure warning
Lane-keep assist
Road Departure Mitigation System
Adaptive cruise control
Low Speed Follow
Traffic Jam Assist
Low Speed Braking Control
Traffic sign recognition
Auto high-beam
Parking sensors front, rear
CR-V VTi X7 + VTi L add:
Blind-spot monitoring
Rear cross-traffic alert
How much does the Honda CR-V cost to run?
The CR-V is backed by a five-year, unlimited-kilometre warranty.
Servicing intervals are on the shorter side at 12 months or 10,000km, however Honda caps the price of the first five services at $199 each.
That’s cheaper than even the RAV4 to service, with the Toyota’s first five services capped at $260 each. The RAV4 does, however, have longer 12-month, 15,000km intervals.
CarExpert’s Take on the Honda CR-V
The old CR-V was a decent thing, but this new generation has vaulted towards the top of the class – and it’s arguably most impressive in hybrid guise.
No, it’s not cheap, given you can get a front-wheel drive RAV4 Cruiser hybrid for a few thousand less. But the CR-V is more enjoyable to drive, while still offering supple ride quality and a refined cabin.
Though we ran the CR-V in Eco mode, this hybrid SUV still proved punchy and we were able to match its claimed combined cycle fuel economy.
An attractive, practical cabin, competitive technology and cheap servicing round out the CR-V’s list of attributes.
But Honda, we need more CR-V hybrids. There mightn’t be a seven-seat one available globally, but there are all-wheel drive hybrid options, plus more affordable options – bring them here.
The Tesla Model 3 Performance is getting closer towards its global unveiling, with photos of a camouflaged prototype published online.
Tesla’s updated Model 3 – referred to as the ‘Highland’ – has only gone on sale in single-motor RWD and Long Range dual motor guise thus far, however the flagship Performance variant has been confirmed for a return.
In a post uploaded to Reddit, a user posted a photo of what appears to be a Tesla Model 3 Performance engineering vehicle charging in Santa Monica, California.
While it’s fitted with the ‘Sports’ wheels from the pre-update Model 3, it clearly shows the Highland model’s slimmer headlights
Inside there are new deep bucket seats, rather than the standard units from the base model – a feature previously leaked by Tesla insiders.
An additional photo uploaded to X – formerly Twitter – by user Nic Cruz Patane shows the seats in greater detail, as well as the car’s lower front splitter.
In November 2023, Tesla’s director of vehicle programs, Daniel Ho, told media the new Model 3 Performance would return as something “pretty special” in the first half of 2024, though it’s not clear if this timeline was global or Australia-specific.
Various reports have suggested there will be additional changes to the Model 3’s design in Performance guise – with new ‘Warp’ 20-inch wheels replacing the current Sports and ‘Uberturbine’ designs – along with upgraded brakes and suspension components.
2021 Tesla Model 3 Performance
Images of Tesla’s new service manual have also shown a pattern similar to that seen in the 1987 cult film Spaceballs when the protagonist’s spaceship accelerates to “Ludicrous Speed”.
There has been online speculation that the Tesla Model 3 Performance could be renamed Ludicrous, in line with the Model S electric sedan’s flagship ‘Plaid’ variant – the next speed up in Spaceballs.
All of these changes are yet to be confirmed, and outputs from its expected dual-motor powertrain have not been locked in.
The pre-Highland Tesla Model 3 Performance produced up to 393kW and 660Nm, and was last priced from $83,400 before on-road costs.
MORE: Everything Tesla Model 3 MORE: 2024 Tesla Model 3 RWD review
Hatches have long dominated the small car segment, but if you prefer a sedan you’re surprisingly still spoilt for choice.
Even as sedans recede in popularity as SUVs continue to take hold, you can still buy every member of the Mazda 3 family in sedan guise.
Not only that, but you can get sedan versions of the Hyundai i30, Kia Cerato and Toyota Corolla, while the segment has even grown to include a new cut-price rival to these vehicles in the shape of the MG 5.
Sedans seem to appeal to a more traditional kind of consumer, and we suspect the Mazda 3’s design will appeal to such a buyer.
Where the hatch is polarising, the sedan is elegant, underscored by the use of chrome trim for contrast instead of black. Personally, I think this is one of the best-looking small sedans in recent history.
WATCH: Paul’s video review of the 2020 Mazda 3 G25 Astina hatch
The more traditional styling of the sedan also has practical benefits, too, offering greater visibility.
Mazda recently pruned its small hatch and sedan range significantly, but you can still buy a Mazda 3 sedan in one of six trim levels with one of two engines.
Here, we’ve put to the test a G20 Touring, which signifies the highest level of specification available with the smaller of the two engines.
How does the Mazda 3 fare vs its competitors?
View a detailed breakdown of the Mazda 3 against similarly sized vehicles.
Mazda
Mazda 3
How much does the Mazda 3 cost?
The 2024 Mazda G20 Touring Sedan on test is priced from $34,520 plus on-road costs. The choice between hatch and sedan bodies across the range is a no-cost option.
2024 Mazda 3 pricing:
2024 Mazda 3 G20 Pure: $30,320
2024 Mazda 3 G20 Evolve: $31,870
2024 Mazda 3 G20 Touring: $34,520
2024 Mazda 3 G25 Evolve SP: $34,520
2024 Mazda 3 G25 GT: $38,420
2024 Mazda 3 G25 Astina: $42,320
Prices are before on-road costs
The optional Vision Technology package ($2000) fitted to this tester adds:
Surround-view camera
Cruising & Traffic Support
Driver monitoring
Front cross-traffic alert
Front parking sensors
10.25-inch Mazda Connect infotainment screen
To see how the Mazda 3 compares with its rivals, line it up against its rivals using our comparison tool.
What is the Mazda 3 like on the inside?
Against the Mazda 3, rivals like the Kia Cerato and Hyundai i30 Sedan feel almost low-rent. Heck, even some premium-brand rivals could learn a thing or two.
This is a genuinely classy interior, with excellent material quality. The entire dash top is soft-touch, while there’s cushy leather-look trim on the sides of the centre console where your knee might touch it.
There’s hard plastic trim where you would usually expect to see it, such as the lower reaches of the dash and doors. But surprisingly even the rear door tops are finished in soft-touch plastic, something we’ve seen a couple of luxury-brand models skimp on.
The only material choice we’d question is the use of gloss-black trim on the centre console, which quickly showed smudges.
Once you’re done poking and prodding every surface – that’s a perfectly normal thing we all do, right? – you’ll find the technology in the Mazda 3 to be of a high standard.
The infotainment system has attractive graphics and a logical user interface easily navigable using the tactile rotary dial. With the Vision Technology package added, the G20 Touring upgrades to a larger 10.25-inch (instead of 8.8-inch) screen.
The screen is situated quite far away from the driver. That wasn’t a problem when it lacked touch functionality but now you can – hallelujah – use it as a touchscreen with Apple CarPlay and Android Auto.
That was always a sore spot with the 3 as, while all other functions are easily controllable using the rotary dial on the centre console, smartphone mirroring is awfully cumbersome to use without being able to touch a screen. But should you want to touch the screen, it’s a long reach.
Camera quality is class-leading, with crisp, high-resolution footage. The G20 Touring also features two USB-C outlets.
The instrument cluster combines a digital screen with analogue gauges. It’s not as flashy as some rivals’ full-digital setups, but it’s legible and has a classy, traditional look.
The Mazda 3’s switchgear is generally quite good. The climate controls are tactile, with proper buttons and knobs that feel good to use. The drive mode selector is delightful, too.
There are a couple of button blanks, but they don’t stick out like a sore thumb. I’m not a fan of the steering wheel switchgear, which feels a bit plasticky and awkward to use.
At least the wheel itself is nice, being leather-wrapped and well-sized. The stalks behind it are nicely damped, and Mazda has cleverly incorporated a light in the wiper stalk to indicate if the wipers are in auto mode – such a simple detail most brands don’t bother with.
The roomy Kia Cerato sedan makes you wonder “why would anybody bother with a mid-sized sedan?”. The Mazda 3 sedan makes you think, “Oh, that’s why.”
That’s not to say it’s cramped, or even the worst in the segment. I felt I had more headroom in the backseat of the Mazda than in a Corolla, and the front seatbacks are helpfully scooped out, but nevertheless this is still less spacious than a Cerato.
It’s certainly nicer back here than in the Mazda 3 hatch, however. The hatch’s thick C-pillar gives the back seat a dark, gloomy feel, in contrast to the airier sedan. Nevertheless, you can see why the CX-30 has overtaken the 3 in sales, building on the strengths of the latter while adding a more practical cabin that’s easier to get in and out of.
There are three top-tether and two ISOFIX anchor points for child seats, and as with all Mazda 3s bar the base G20 Pure there are rear air vents and a fold-down centre armrest.
Boot space is 444L, which is less than a Cerato (502L), i30 Sedan (474L) or Corolla (470L). The opening is also quite small.
What’s under the bonnet?
The Mazda 3 G20 Touring features a naturally aspirated 2.0-litre four-cylinder engine producing 114kW of power at 6000rpm and 200Nm of torque at 4000rpm. Following a recent pruning of the Mazda 3 range, the only transmission available is a six-speed automatic.
You can still step up to a G25 model, though, which upgrades to a 2.5-litre four with 139kW and 252Nm.
Claimed combined cycle fuel economy in the G20 Touring is 5.8L/100km. Overall, we averaged 6.6L/100km with a mix of inner-city, suburban and highway driving.
The Mazda 3 runs on 91 RON regular unleaded fuel and has a 51L fuel tank.
How does the Mazda 3 drive?
Here’s where the Mazda 3’s little limousine act stumbles.
We’re not surprised the Mazda 3 errs more on the side of sportiness than luxurious isolation – this is the Zoom-Zoom brand, after all. What we are surprised by, however, is how much tyre roar gets into the cabin.
The Mazda 3 simply gets too noisy, and it’s disappointing for a vehicle with premium overtones.
The engine also makes a racket when you first start it up, with an almost diesel-like idle. When you’re on the move it sounds much better, but we’d stop short of calling it sonorous.
The performance from this engine is adequate. It felt slow at first, though I got used to it. Still, I found myself flicking the neat drive mode switch into Sport mode if I wanted to make a gap in traffic.
It’s also mated to a transmission that is generally competent, but in which we occasionally observed less than smooth shifts.
The ride quality is average, too. It’s firm overall, and can feel a bit fidgety on coarser-chip roads with the torsion-beam rear suspension not absorbing impacts as well as some rivals’ multi-link setups.
The Mazda 3 is enjoyable to drive, though we’d steer you towards the more powerful 2.5-litre for more excitement.
The steering is a bit heavy, and doesn’t lighten up much at low speeds. That means it mightn’t be the easiest vehicle to steer around a tight car park, but it gives the car a nice, sporty feel.
Turn-in is sharp, and the Mazda 3 stays flat in corners with excellent body control.
The adaptive cruise control works well in conjunction with the lane centring function, which can be easily turned on and off. Just be warned the latter will ding every time it can’t detect lane markings, so on country roads it proved annoying. It’s also not quite as assertive as Hyundai’s Lane Following Assist, and struggled a bit with curved roads.
The regular lane-keep assist function works well, flashing up a warning light in the instrument cluster if you cross a lane marking and applying slight corrections ot the steering.
The Mazda 3 also features driver attention monitoring, but it’s well-calibrated and only chided me when I actually looked away from the road (and I promise I didn’t do that often!).
What do you get?
G20 Pure highlights:
16-inch alloy wheels
Automatic LED headlights
Automatic high-beam
Power-folding exterior mirrors
Rain-sensing wipers
7.0-inch instrument cluster screen
8.8-inch infotainment screen
Apple CarPlay and Android Auto
Satellite navigation
DAB+ digital radio
8-speaker sound system
Keyless start
Leather-wrapped steering wheel and shifter
Cloth upholstery
G20 Evolve adds:
18-inch alloy wheels
Dual-zone climate control
Auto-dimming interior rear-view mirror
Paddle shifters
Centre fold-down armrest
G20 Touring adds:
Keyless entry with walk-away locking function
Auto-dimming exterior mirrors with heating, reverse tilt-down function
Black leather upholstery
10-way power driver’s seat
Wireless phone charger
Wireless, wired Apple CarPlay
Wireless, wired Android Auto
The G25 Evolve SP goes without the leather upholstery, but is otherwise almost identical in equipment.
Vision Technology Package adds:
Surround-view camera
10.25-inch infotainment screen
Cruising & Traffic Support
Driver attention monitoring
Front parking sensors
Front cross-traffic alert
Is the Mazda 3 safe?
The Mazda 3 has a five-star safety rating from ANCAP, based on testing conducted in 2019.
Standard safety equipment on all Mazda 3 models includes:
Adaptive cruise control with stop/go
Front, front-side, curtain and driver’s knee airbags
Autonomous emergency braking (forward and reverse)
Blind-spot monitoring
Driver attention alert
Lane-keep assist
Rear cross-traffic assist
Reversing camera
Rear parking sensors
Traffic sign recognition
As mentioned, the optional Vision Technology package adds Cruising & Traffic Support, which is a Level 2 autonomous driving feature that combines adaptive cruise control and lane-centring.
It also adds driver attention monitoring, a surround-view camera, front parking sensors and front cross-traffic alert.
How much does the Mazda 3 cost to run?
The Mazda 3 is backed by a five-year, unlimited-kilometre warranty.
Mazda also offers seven years or 105,000km of capped-price servicing. Servicing is required every 12 months or 15,000km, with the first seven services capped at $334, $530, $414, $530, $334, $609 and $334, respectively.
That’s a total cost of $3085 over seven years, while a Cerato 2.0L will set you back $2970 and an i30 Sedan 2.0L $2344.
CarExpert’s Take on the Mazda 3
With elegant exterior styling and a luxuriously appointed cabin, the Mazda 3 majors on showroom appeal.
The long list of safety equipment, particularly with the optional Vision Technology Package, also impresses.
But on the road, the Mazda 3 disappoints with its boomy cabin, so-so performance, and a ride that could use more finessing. Stepping up to the 2.5-litre engine mitigates one of those issues, though it’s thirstier.
You won’t find a nicer interior in this segment, but you can find more space (Cerato), greater economy (Corolla hybrid) and more performance (i30 Sedan N Line). It’s up to you to determine where your priorities lie.
If you love the Mazda 3, we’d steer you to the G25 Evolve SP. For the same price, you lose leather trim but you get a more powerful engine.
I get it. There’s no way on earth you can afford a new 911, but a tricked-up Porsche 718 Cayman Style Edition is not only doable – it also looks legit, never mind how it drives.
It’s not much more than a cosmetic lift for your proper mid-engine Porsche sports car, but it’s enough to bring out the best in Cayman’s design and on-road prowess, but only if you add one of two optional features to the hardware mix.
It’s not over the top either but with some well-chosen add-ons over and above the base spec, including 20-inch 718 Spyder wheels in gloss black, centrally mounted (GT-look) black dual-tip exhausts and some neat black stripes and lettering, this is a Porsche sports car that’s capable of turning more heads than a base 911. No lie.
And while there’s a strong case for going with the slightly less expensive standard variant with six-speed manual box, our tester was equipped with the optional seven-speed PDK auto transmission, which also knocks four-tenths off the car’s 0-100km/h sprint time – if that’s important to you.
Honestly, it’s not exactly an easy decision to make; the quick-shifting bulletproof PDK for speed and daily-driver flexibility, or the very last Porsche Cayman with an old-school six-speed stick-shift for the ultimate in driver engagement.
The truth is you can’t go wrong with either, but in years to come long after Cayman and Boxster are powered solely by electricity, it’s the manual that’s going to pull the big bucks on the used-car market.
Going with the Style Edition also means you’ll need to be comfortable with Porsche’s smallest displacement powertrain – a 2.0-litre flat-four, which actually makes more power than the current Porsche Macan with the same engine – as it too is about to be replaced by an all-electric model.
Step up the ladder and you can get a 2.5-litre motor in the Cayman S, or if you go the whole hog with the GTS, you’ll get Porsche’s all-time and naturally-aspirated 4.0-litre flat-six out of the 911 GT models. Not cheap, mind.
Regardless of which Cayman your budget will allow, rest assured, you’ll be the proud owner of one of the most dynamically sorted mid-engine sports cars on the planet right now. No question.
How does the Porsche 718 fare vs its competitors?
View a detailed breakdown of the Porsche 718 against similarly sized vehicles.
Porsche
718
How much does the Porsche 718 Cayman Style Edition cost?
While the Porsche 718 Cayman Style Edition (with PDK) tested here is priced from $138,325 before on-road costs, you can get the manual version from $136,700.
Porsche 718 Cayman/Boxster Style Edition pricing
Porsche 718 Cayman Style Edition (man): $136,700
Porsche 718 Cayman Style Edition (auto): $138,325
Porsche 718 Boxster Style Edition (man): $139,300
Porsche 718 Boxster Style Edition (man): $140,925
Prices exclude before on-road costs
To see how the 718 Cayman compares to its rivals, check out our comparisons tool.
What is the Porsche 718 Cayman Style Edition like on the inside?
It’s not the age of the cabin design or even the outdated infotainment screen that you first notice as you lower yourself deep into those truly sublime Porsche one-piece sports seats, it’s more the build quality, as well as the look and feel of all the materials that make it all so special inside.
Here’s the thing. At a price point that sits nearly two-and-half-times less than a base 911 Carrera, the 718 Cayman Style Edition feels awfully similar in terms of driving position and general interior ambience. It’s just as low too, for those older folks with wonky knees.
The body-hugging seats fill you with confidence and overwhelming satisfaction as a Porsche driver. There are also beautifully fabricated components like the leather-wrapped GT sports steering wheel complete with screwed-in metal inlays at each of its three spokes.
While the latest Porsche models have transition to an all-digital design including the enlarged toggle switch for a shift lever, the Cayman still employs the same rock solid metal/leather PDK shifter from the 991 series 911 Carrera. No complaints from me either.
There’s also no push-button start. The Cayman still requires the driver to turn the half-fob like an old-school key fob you had to insert in the same 991. It’s all about driver engagement with Cayman and there’s plenty of it.
As much as I’ve embraced the very latest in in-car tech, I can’t help but rejoice in the number of buttons, dials and manually-moveable vents inside Cayman which make it all so analogue and utterly functional against some makes and models devoid of these entirely.
Granted, the pitifully-small 7.0-inch touchscreen unit is a relic of its 2016 model debut, but it’s still suitably responsive and there’s wireless Apple CarPlay, DAB+ digital radio and voice control.
Unlike the four-seat capacity of 911, Cayman is a strict two-seater. You’ll struggle to find enough storage space for keys, phones and wallets, and there are the same tricky cupholders that magically pop out of the dash when required.
Luggage space however is decent – all things considered.
Up front in the ‘frunk’ you’ve got a deep cavity capable of swallowing up to 150 litres, while lifting the hatch behind the seats reveals a solid 275 litres of useable space with a decently wide aperture but with less depth.
What’s under the bonnet?
Power comes from the same 2.0-litre turbocharged four-cylinder boxer engine as the base-level Cayman and Boxster, producing 220kW of power at 6500rpm and 380Nm of torque between 2150rpm-4500rpm.
It’s paired with a six-speed manual as standard fitment, while the seven-speed PDK (dual-clutch auto) is optional for those wanting more versatility with their daily drive, as well as a quicker sprint time.
Our 718 Cayman tested here was fitted with the PDK auto transmission as well as the optional Sport Chrono Package, which sees it’s 0-100km/h sprint time fall from 4.9 seconds to 4.7 seconds, while the base manual needs 5.1 seconds.
Porsche claims 7.0L/100km on the combined fuel cycle, while the manual uses a tad more at 7.5L/100km. The Cayman has a 64L fuel tank and requires a minimum of 98 RON premium petrol. Using the Cayman for the daily commute we saw higher fuel usage at 11.4L/100km.
For reference, the 2.5-litre Cayman S variants make 257kW and 420Nm, with the manual version able to go from 0-100km/h in 4.6 seconds and 4.2 seconds for the PDK auto.
How does the Porsche 718 Cayman Style Edition drive?
While some might dislike the idea of a mid-engine Porsche sports car powered by a diminutive 2.0-litre four-pot, there’s absolutely nothing shabby about the overall base Cayman package.
There is one thing slightly off-kilter here however. Turn the key and there’s no rorty start-up note from the motor. Rather it’s a gravelly mix of metal components seemingly out of sync, making a rather uninspiring and quite un-Porsche-like sound.
Despite this it’s certainly no slouch, especially the PDK auto tested here. Going from 0-100km/h in 4.7 seconds is perfectly respectable, and the linearity of the power delivery to the rear wheels is nicely calibrated in the Cayman.
It doesn’t have quite the punch as its more powerful Cayman siblings however, and at times it can even feel a tad sluggish off the line. Once you build a few revs though and hit the mid-range, the car wakes up and dispenses proper race pace.
If you not crawling along in peak-hour traffic, the Sport driving mode is where you want to be for its heightened throttle response and quick PDK gear changes. Even left to its own device, this piece of engineering excellence will be in perfect sync with your driving style of the moment.
That said, for maximum driver engagement you’ll want to take full advantage of the paddle-shifters. They’re beautifully fashioned in leather and lightweight metal too.
However, you’ll still need to wind it up proper for any semblance of acoustic satisfaction from the engine. Even then it never quite delivers the sound you might expect.
Then again that’s not where the base-powered Cayman really shines. It’s more the deft chassis at work in the twisties that will get you waxing lyrical about the ride and handling to anyone willing to listen.
Sitting on meaty Pirelli P-Zero rubber and lowered by 10mm thanks to the Porsche’s variable damper system (PASM), as fitted to our tester, it definitely looks the part even at idle. On the go however, it’s something quite special.
Its deft-handling recipe includes a kerb weight of just 1365kg, even with the heavier PDK auto transmission. Add to that a lightweight spring strut design on both axles, along Cayman’s precise electromechanical steering, and you’ve got the makings of a seriously engaging sports car capable of sublime corner shredding.
You’ll want to find the most challenging, corner-ridden stretch of untraveled road to fully explore Cayman’s talent. Even then this is a car you can keep dialling up the speed and it’s just as settled.
Broken road, bumps and small potholes don’t even seem to unsettle the car mid-corner with reasonable lock wound on. Don’t get me wrong though, it’s taught but somehow supple at the same time. It’s a Porsche thing and nobody does it better.
It’s during these heightened moments behind the wheel where you might be wishing for a bit more poke as you squeeze on the throttle on exits, because clearly this is a chassis capable of taming a lot more twist, but at the same time, the power-to-weight ratio also feels spot on in this base guise.
Grip from the Pirellis is also outstanding in both dry and wet conditions (I’m a Michelin man, but these tyres are impressive). There’s huge front-end bite on turn-in.
It’s the same story with the brakes. They’re not overly large, but are internally vented and cross-drilled. They also provide reassuring stopping power in any given situation.
What do you get?
718 Cayman Style Edition highlights:
Black or white contrast packages
20-inch 718 Spyder wheels with painted finish
Decorative stripes on frunk lid
Porsche lettering along both sides
Black or white wheels and rear model script
Black leather seat trim with Crayon stitching
Illuminated stainless steel kick plates
Porsche crest in headrests
LED headlights with Porsche Dynamic Light System (PDLS)
Keyless entry and start
Apple CarPlay
Satellite navigation
DAB digital radio
Cruise control
Auto-folding mirrors with courtesy lights
Heated, leather-wrapped steering wheel
14-way Sports seats with memory
Heated seats
Dual-zone climate control
Light Design Package
Full-colour Porsche crests on hub covers
Black sports tailpipes
Black floor mats with Crayon contrast stitching
Options as tested:
Special colour – Crayon: $4430
PDK transmission: $5340
Adaptive cruise control: $2320
Porsche Active Suspension Management (PASM) with 10mm lower ride height: $2700
GT Sports steering wheel: $520
Interior package in carbon: $2370
Adaptive sports seats Plus (18-way electric) and memory package: $2560
Sport Chrono package with mode switch: $4210
Headlight cleaning system covers painted: $380
Power steering Plus: $NCO
Total price for our 718 Cayman Style Edition tester came to: $161,530 before on-road costs.
Colours
Standard: $NCO
White
Black
Guards Red
Racing Yellow
Metallic: $1690
Jet Black
GT Silver
Gentian Blu
Agate Grey
Aventurine Green
Special: $4430
Crayon (as tested)
Ruby Star Neo
Arctic Grey
Shark Blue
Carmine Red
Ice Grey Metallic
Is the Porsche 718 Cayman Style Edition safe?
The Porsche 718 Cayman has not been crash tested by ANCAP or Euro NCAP and therefore does not get a safety rating.
The following safety equipment is standard:
Six airbags
Blind-spot monitoring
Reverse camera
Front and rear parking sensors
Adaptive cruise control is a $2320 option.
How much does the Porsche 718 Cayman Style Edition cost to run?
The Porsche 718 Cayman is covered by a three-year, unlimited-kilometre warranty. Owners can extend the warranty coverage for up to 15 years with extended warranty packages.
Services are required every 12 months or 15,000km – whichever comes first.
Service costs vary from dealer to dealer.
CarExpert’s Take on the Porsche 718 Cayman Style Edition
I don’t think there’s a single person on the planet that wouldn’t stretch to a 4.0-litre flat-six Cayman if they had the means, but that doesn’t mean the Style Edition with its small displacement motor tested here isn’t any good.
As the auto world charges head first into an electrified future there’s something quite compelling about a cosmetically-fettled entry Porsche two-seater that offers an endlessly rewarding driving experience courtesy of a chassis created by pure engineering know-how.
The fact this 2.0-litre flat-four engine doesn’t sound much chop still irks me – but not enough to dull what is surely one of the most engaging, if not sorted driving experiences this side of $200,000.
The world is going crazy for SUVs, but the traditional hatch isn’t dead yet.
Especially if you want something a bit sporty, the Australian market is brimming with competition.
From cars that look fast but pack no more power (think Golf R-Line) to proper, track-ready hot hatches (like a Civic Type R), there’s no shortage of options – which means the Cupra Leon has its work cut out.
The four-strong range features three petrol options and a plug-in hybrid, with outputs ranging from a warm 140kW to a Hyundai i30 N and Civic Type R-worrying 221kW.
Leon V
Where does the sweet spot lie?
This written review is a companion to the video above – for our impressions of the interior and how the Leon range drives, click through using the chapters.
How much does the Cupra Leon cost?
Cupra offers drive-away pricing across Australia for the Leon, starting at $49,190 D/A for the base Leon V.
Leon V
2024 Cupra Leon pricing:
2024 Cupra Leon V: $49,190
2024 Cupra Leon VZ: $57,990
2024 Leon Leon VZe: $61,690 +ORCs
$64,690 (ACT)
$65,690 (QLD)
$66,690 (NSW)
$66,690 (SA)
$67,190 (VIC)
$67,690 (WA)
2024 Cupra Leon VZx: $65,690
Prices are drive-away
The Cupra Leon goes head-to-head with a number of hatchbacks in Australia. To see how it shapes up, use our comparison tool.
What’s under the bonnet?
Cupra Leon VZ
Model
V
VZ
VZe
VZx
Drivetrain
2.0L 4cyl turbo
2.0L 4cyl turbo
1.4L 4cyl turbo PHEV
2.0L 4cyl turbo
Battery
N/A
N/A
12.8kWh
N/A
Power
140kW
180kW
180kW
221kW
Torque
320Nm
370Nm
400Nm
400Nm
Driven Wheels
Front
Front
Front
Front
Weight
1461kg (tare)
1493kg (tare)
1634kg (tare)
1503kg (tare)
Fuel efficiency (claim)
6.2L/100km
6.7L/100km
1.8L/100km
6.8L/100km
Claimed EV range
N/A
N/A
67km
N/A
Fuel required
95 RON
95 RON
95 RON
98 RON
What do you get?
Leon V highlights:
18-inch black-and-silver alloy wheels
18-inch space-saver spare wheel
Heated, power folding side mirrors
LED headlights
LED daytime running lights
Fog lights with cornering function
LED tail lights with static indicators
Automatic headlights
Automatic high-beam
Rain-sensing wipers
Rear tinted windows
12-inch touchscreen infotainment display
Wired and wireless Apple CarPlay and Android Auto
10.25-inch digital instrument cluster
Wireless phone charger
Digital DAB+ radio (NEW)
Two front and two rear USB-C ports
Heated, leather-wrapped steering wheel
Paddle shifters
Interior ambient lighting
Black headliner
Cloth sports bucket seats
Driver profile selection
Dynamic Chassis Control
Progressive steering
Keyless entry and start
Auto-dimming rear-view mirror
Three-zone climate control
Illuminated sill panels
Rear spoiler
Semi-autonomous parking assist
Two front and two rear cup holders
Leon VZ
Leon VZ adds:
19-inch black-and-silver alloy wheels
Aluminium pedals
Leon VZe adds:
Tyre repair kit (in lieu of space-saver spare wheel)
Leather and Sound package: $2550 (V, VZ, VZe) (+$100)
Leather upholstery
Heated front seats
Power driver’s seat with memory
Mirror memory
Dashboard with copper-coloured stitching
9-speaker Beats sound system
Is the Cupra Leon safe?
The Cupra Leon has a five-star safety rating from ANCAP, which is based on Euro NCAP testing conducted on the SEAT Leon in 2020.
It received an adult occupant protection rating of 91 per cent, a child occupant protection rating of 88 per cent, a vulnerable road user protection rating of 71 per cent, and a safety assist rating of 80 per cent.
Standard safety equipment includes:
AEB with Pedestrian, Cyclist detection
Adaptive cruise control
Lane-keep assist with highway lane-centring
Blind-spot monitoring
Rear cross traffic alert
Safe exit warning
Driver fatigue monitoring
Reversing camera
8 airbags
2 x ISOFIX ports, 3 x top-tether points
How much does the Cupra Leon cost to run?
The 2024 Cupra Leon is covered by a five-year, unlimited-kilometre warranty.
Maintenance is required every 12 months or 15,000 kilometres.
The brand no longer offers three years of free servicing, instead buyers can choose from three- and five-year service packs. The three-year pack is priced at $990, while the five-year pack is $1990.
Cupra offers its customers the option of a Service Pack prior to their first scheduled service.
CarExpert’s Take on the Cupra Leon
The Leon is an interesting alternative to the hatchback establishment, provided you have a bit of cash to splash.
Even the base Leon V is quick enough, sporty enough to drive, and comes with a long list of standard equipment.
If it’s fun you’re after though, the VZx is the winner here. Our recent drag race showed it’s quicker than its hot hatch rivals, and by Volkswagen Group standards offers a bit more of an edge.
A major supplier to Ford, GM and Stellantis will get access to BYD’s lithium iron phosphate (LFP) battery tech in a new deal.
The recently announced strategic partnership with BYD subsidiary FinDreams will see BorgWarner “be the only non-OEM localised manufacturer, unaffiliated with FinDreams Battery, with rights to localise LFP battery packs for commercial vehicles”.
The strategic partnership currently makes BorgWarner the preferred manufacturer of complete battery packs using individual FinDreams LFP cells for commercial vehicles in “Europe, the Americas, and select regions of Asia Pacific”. At present, the deal is for an eight-year term.
Additionally, the deal grants BorgWarner access to FinDreams’ intellectual property surrounding the battery pack’s design and its manufacturing process.
Ford F-150 Lightning
“The lithium iron phosphate battery chemistry is an exciting technology that is becoming increasingly important globally due to its cost competitiveness,” said BorgWarner president and CEO Frédéric Lissalde.
“We have seen increased demand from our customers for packs with LFP cells.
“We believe FinDreams Battery is right for BorgWarner in this area, with its 20-plus years of experience and success in LFP batteries for the mobility sector across China and Europe.”
It seems this deal – which would see an American company (BorgWarner) manufacture batteries containing Chinese (FinDreams) components – could still fall foul of the Inflation Reduction Act, which passed in 2022 and included an overhauled EV tax credit system.
GM’s BrightDrop Zevo 600
Proposed rules announced last year say that from 2024, any vehicle containing battery components made by a foreign entity of concern (FEOC) won’t receive any tax breaks in the US, and that from 2025 this would extend to vehicles with certain concentrations of battery minerals supplied or handled by FEOCs.
FEOC nations include China, Russia, Iran and North Korea.
As of November last year, BYD was the global leader in the LFP battery realm, securing a market share of 41.1 per cent according to Nikkei Asia which cited data from the China Automotive Battery Industry Innovation Alliance.
CATL came in second place, with a 33.9 per cent market share.
BYD supplies batteries to many automakers, some of which include Toyota, Tesla, Kia, and SsangYong with Mercedes-Benz reportedly also set to join the club.
BYD Seagull
Bloomberg reports that Ford sees these cheaper batteries and the choke-hold Chinese manufacturers have on that part of the industry as a “colossal” threat.
Ford’s chief operating officer for its EV unit, Marin Gjaja said Ford better “get going on EVs, or we don’t have a future as a company” because “[the Chinese] are ahead of us in this technology”
“All of our EV teams are ruthlessly focused on cost, and efficiency, in our EV products. Because the ultimate competition is going to be the affordable Tesla and the Chinese OEMs,” said Ford CEO Jim Farley earlier this year.
Meanwhile, BYD is continuing to expand its global presence after confirming late last year it would open its first European plant in Hungary.
BYD is now eyeing a Mexican plant that could allow it to crack into the US market, the world’s second largest.
The Honda ZR-V is the latest SUV addition to Honda’s local line-up, and forms as a rival to the likes of the Mazda CX-5 and Nissan Qashqai, among countless other small-to-medium crossovers and SUVs.
This five-seat mid-size SUV slots between the smaller four-seat HR-V and the larger five-/seven-seat CR-V in Honda’s range.
The ZR-V, also confusingly known as the HR-V in North America, is underpinned by the same platform as the current Civic, as well as the new CR-V.
On test here is the flagship variant offered in Australia, dubbed the 2024 Honda ZR-V e:HEV LX. It’s the only variant to receive the company’s 2.0-litre four-cylinder hybrid engine.
Is this hybrid the pick of the range? Read along to find out.
How does the Honda ZR-V fare vs its competitors?
View a detailed breakdown of the Honda ZR-V against similarly sized vehicles.
Honda
ZR-V
How much does the Honda ZR-V cost?
Honda ZR-V pricing:
2024 Honda ZR-V VTi X: $40,200
2024 Honda ZR-V VTi L: $43,200
2024 Honda ZR-V VTi LX: $48,500
2024 Honda ZR-V e:HEV LX: $54,900
Prices are drive-away
To see how the Honda ZR-V compares with its rivals, use our comparison tool.
What is the Honda ZR-V like on the inside?
Walking up and hopping into the Honda ZR-V is really easy as the seat hip height allows you to pivot in and out, rather than step up or down.
The flagship ZR-V comes standard with black leather-appointed upholstery which feels buttery soft. The front seats feel like lounge chairs and are extremely comfortable and squishy.
The driver’s seat has eight ways of electric adjustability, including plenty of thigh adjustment. One strange omission is there’s no adjustable lumbar support which meant my lower back started to ache a bit on longer drives.
Both front seats are heated, which is a handy feature to have on cool Melbourne mornings. The car even remembers what setting you had them on which can be both a blessing and a curse. Unfortunately ventilated seats aren’t available at all.
Ahead of the driver is leather-wrapped steering wheels that feels very nice in the hand. The rim is neither too thick or too thin – Goldilocks would approve.
All the buttons and scroll wheels on the steering wheel have a satisfying and clicky action when interacted with. There aren’t any cheap-feeling materials here, nor any mushy buttons.
As standard there’s a 10.2-inch fully digital instrument cluster that doesn’t include any physical dials like other current Honda models. It offers high resolution and is easy to read.
The digital instrument cluster offers plenty of configuration, including a number of informative pages that can be cycled through by using the steering wheel buttons and scroll wheels.
My favourite part of the digital instrument cluster is there’s a small representation of the ZR-V down the bottom which reflects everything the car does. This includes when you brake, turn on the indicators, as well as switch on the headlights.
Moving across the 9.0-inch touchscreen infotainment system juts out from the dashboard and sits proudly on top of it. The display does look a little like a tablet that has been strapped to the dash.
Like the digital instrument cluster, the touchscreen looks high-resolution. The translucent anti-glare film that covers the display, however, can make some of the menus look a little grainy.
Despite this, swiping on and interacting with the touchscreen is really easy. It’s able to detect your finger really easily and because of the film there isn’t much resistance when you swipe.
There are two physical buttons for ‘Back’ and ‘Home’ on the side of the touchscreen, as well as a singular rotary dial for the volume. That’s really all you need and I’m thankful these aren’t integrated into the touchscreen.
Both wired and wireless forms of Apple CarPlay are offered, however Android Auto is wired only. For the majority of my time with our tester I used wireless CarPlay with my iPhone 15 Pro Max.
Unlike some vehicles that have wireless smartphone mirroring, I didn’t experience any dropouts whatsoever in the ZR-V. This is really strange as there are some typical dropout spots around Melbourne (CityLink near Dynon Road exit) that I drive through everyday.
Although wireless CarPlay worked like a dream it was hard to keep my phone’s battery topped up as the wireless charger only sometimes worked. This is mainly because my phone would slide off the pad every time I went around a corner or braked.
The fact the wireless charger only worked intermittently with my phone was fine on shorter trips, though on longer trips I had to plug my phone to a USB port.
Speaking of USB ports, they aren’t in a typical location. Instead they are on each side of the centre console down on a lower level – there’s also a small shelf under the electronic handbrake where you can sit your phone.
Looking around the cabin there are plenty of soft-touch materials, which is good to see in a mainstream vehicle. You really have to search to find any sort of harder plastic.
Like the Civic and new CR-V, the ZR-V has mesh running across the dashboard that houses some climate control vents. This is a stylish touch and looks premium-pushing.
I’m thankful the ZR-V has physical knobs and buttons for its dual-zone climate control setup. All the hardware is really satisfying to use and provides a clicky feedback.
Unique to the ZR-V e:HEV LX is its shift-by-wire gear selector. The rest of the range receives a typical leather-wrapped gear knob.
The shift-by-wire gear selector has push buttons for ‘Park’, ‘Neutral’ and ‘Drive’, however for ‘Reverse’ you need to push back on a switch. It can take a bit to get used to, but once you’re acquainted it’s rather intuitive.
As standard there’s a 12-speaker Bose sound system that provides really deep, heavy and thumping bass. This is a pretty good sound system given its price point and its rivals.
Moving to the second row there’s surprisingly more room than you think. At a leggy 182cm I had plenty of leg, head, shoulder and toe room behind my driving position.
What makes this even better is the second-row bench seat is just as squishy and comfortable as the front seats. They also recline a fair way which makes me feel want to take a nap just thinking of it.
There’s only a small transmission hump on the floor of the second row, which means the person sitting in the middle won’t have to fight for foot space as much. Putting three adults in the back of the ZR-V might get a bit tight width-wise however.
In terms of second-row amenities, there are heated outboard seats, centre-console mounted air vents, USB ports, seat back map pockets, and a fold-down armrest with cupholders.
There are also the requisite ISOFIX points on the outboard seats, as well as top-tether points for attaching child seats.
At the back of the ZR-V e:HEV LX there’s a powered tailgate with a hands-free opening function which is incredibly handy if you’ve got your hands full. There’s also a walk-away closing and locking function.
Honda quotes an official boot capacity figure of 370 litres, which doesn’t sound like that much on paper, but in reality there’s enough space.
This figure also includes a nifty little underfloor section which is big enough for just a few odds and ends. Folding down the rear seats expands the boot space to 866 litres (measured to the window line).
There are plenty of hooks in the boot to ensure bags don’t fall over, plus the boot floor can be used to create a divider. Strangely however there’s no cargo cover which means if you have anything in the boot that needs to be out of sight, you’ll need to stow it in the small underfloor section.
Lastly, the ZR-V e:HEV LX doesn’t come with a spare tyre of any form – instead it receives a tyre repair kit.
It’s not uncommon for hybrid vehicles to not have a spare tyre, but it’s something to keep in mind if you do a fair bit of travelling in rural and regional areas.
To see how the Honda ZR-V compares with its rivals, use our comparison tool.
How does the Honda ZR-V drive?
Starting up the Honda ZR-V e:HEV LX is largely a silent affair with a press of the start button causing a chime to play when the car is ready to drive.
The ZR-V will typically start up in EV mode unless the petrol engine is cold. In this case the engine will turn on and idle away to get the fluids moving around and warming up. Once the engine has warmed up a tad it usually turns off.
Something that’s really surprising about this car is, unlike some Toyota hybrids, it will really lean on its electric motors to do the majority of the driving. This is a credit to how powerful the electric motors are.
At low speeds the electric motors will be used as much as possible, provided there’s enough battery charge and you don’t stamp on the accelerator. This is part of the reason why I was able to achieve a fantastic average fuel economy figure of 4.3 litres per 100km during my loan period as I spent the majority of it stuck in city traffic.
If needed, the 2.0-litre four-cylinder petrol engine will switch on to provide assistance and/or charge the battery pack. When this happens there’s thankfully no lull in power delivery.
The petrol engine usually turns on quietly, though sometimes it can get a little droney under acceleration. This can be put down in part to the car’s electronic continuously variable transmission (e-CVT). It’s noticeably less buzzy than Toyota hybrids however.
Acceleration in the ZR-V e:HEV LX is fine, but you won’t blown away by any means. You’ll be keeping up with traffic at the lights or pulling ahead if you prod the accelerator a bit harder.
There is a ‘Sport’ mode that can be triggered by a switch near the electronic park brake which makes the car feel a bit more rapid from a standstill. It switches on the petrol engine quicker and also works with the e-CVT to create simulated gear changes.
Thanks in part to light steering at low speeds, the ZR-V is really to manoeuvre in tight spots like carparks. As standard there’s front and rear parking sensors, as well as surround-view camera that has good image quality.
The latter of these features naturally activates when you select reverse, but can also be turned on at low speeds by pushing the end of the wiper stalk. This can be helpful if you’re trying to make sure you don’t kerb a wheel.
Around town the car does have a tiny bit of body roll but that’s to be expected given it’s a crossover with a higher centre of gravity than a sedan or hatchback.
The suspension setup is generally really compliant, however over certain harsh urban road imperfections at low speeds the car can crash a bit. At higher speeds on the flip side virtually every single bump is ironed out.
Building up speed in the ZR-V e:HEV comes easily enough, though it will use the petrol engine to assist in getting to cruising speeds. If you’re travelling up a hill for example, this is when the petrol engine can get a little droney in the cabin.
Once you’re at speed however the car will switch the petrol engine off, provided it has enough battery charge. Surprisingly, the ZR-V will happily cruise along flat roads at 100km/h in EV mode if it can.
All of this results in a whisper-quiet driving experience at all speeds. The ZR-V also comes with an acoustic windscreen which helps to further block out ambient noise.
Like virtually all hybrids, this car has regenerative braking system that helps feed energy back into the battery pack. In its standard mode it helps to negate the lack of engine braking that typically happens in a car mated to a CVT.
Behind the steering wheel there are a set of paddle shifters that would typically change the gears, but in this case change the amount of regenerative braking provided without pressing the brake pedal. This is only for a limited time however, with it shifting back to its default mode after a while.
There’s no one-pedal driving mode available in this car, which means you need to press the brake pedal to come to a complete stop.
In everyday driving in urban environments where there is lots of stops and starts, you’d be surprised at how quickly the ZR-V e:HEV LX’s battery pack charges up. This in turn results in more EV driving.
On the safety front, the adaptive cruise control system generally works fine, though it loves to slow down when it detects a car ahead of you. The car does like to be a little on the cautious side and leave a generous gap, which is fine, though other cars will jump in ahead of you.
Lane departure warning can also be a little dramatic at points. It largely works as intended, but on offramps and other meandering roads it would try to steer you back into the lane although you never left it in the first place.
Despite this the lane-centring function is pretty good at keeping the car within the lane. It does gentle tugs on the steering wheel and is best kept for well-marked highways where driving can become monotonous.
The last thing I’ll mention is the entire ZR-V range has adaptive LED headlights as standard. These types of headlights are fantastic when you’re driving rural and regional roads in pitch darkness as you don’t need to dip your high-beams and can instead worry about what else might stray onto the road ahead.
What do you get?
ZR-V VTi X highlights:
Adaptive LED headlights
Active cornering lights
17-inch alloy wheels
Rain-sensing wipers with integrated washer nozzles
Hill descent control
9.0-inch touchscreen infotainment system
Wireless Apple CarPlay
Wired Android Auto
10.2-inch digital instrument cluster
8-speaker sound system
Black fabric upholstery
Dual-zone climate control
Auto-dimming rear-view mirror
Leather-wrapped steering wheel and shifter
Upholstered centre console with French stitching
Front USB ports (1 x USB-A and 1 x USB-C)
Rear USB ports (2 x USB-C)
Rear air vents
Space-saver spare wheel
60/40 split/fold rear seats
ZR-V VTi L adds:
18-inch alloy wheels
Heated exterior mirrors
Hands-free power tailgate with walk-away closing
Rear privacy glass
Combination LED tail lights
Black leatherette upholstery
Heated front seats
Metal paddle shifters
LED ambient lighting (roof)
ZR-V VTi LX adds:
18-inch two-tone alloy wheels
Body-coloured lower bumpers and wheel arches
Selectable drive modes (Sport, Normal, Economy)
12-speaker Bose sound system
Wireless phone charger
Satellite navigation
Black leather upholstery
8-way power driver’s seat with memory
4-way power passenger seat
Heated rear seats
Heated steering wheel
Sports pedals
‘Door Line Illumination’
Auto-tilting mirrors in reverse
Plasmacluster air purification system
ZR-V e:HEV LX adds:
Smart key card
Shift-by-wire gear selector
Tyre repair kit (in lieu of space-saver spare)
Humidity sensor
Is the Honda ZR-V safe?
The Honda ZR-V has yet to be tested by ANCAP, though hybrid models received a four-star rating from sister authority Euro NCAP.
Standard safety equipment includes:
AEB with Pedestrian, Cyclist detection
Adaptive cruise control with low-speed follow
Driver attention monitoring
Lane-keep assist
Traffic Jam Assist
Traffic sign recognition
Front and rear parking sensors
Tyre pressure monitoring
11 airbags
Dual front and front knee airbags
Centre airbag
Front and rear side airbags
Full-length curtain airbags
VTi LX and above get blind-spot monitoring, rear cross-traffic alert and a surround-view camera.
How much does the Honda ZR-V cost to run?
All Honda ZR-V models are backed by a five-year, unlimited-kilometre warranty.
For a limited-time however Honda is offering a seven-year, unlimited-kilometre warranty with seven years of premium roadside assist.
Logbook servicing is required every 12 months or 10,000km, whichever comes first. The first five services are capped at $199 each.
CarExpert’s Take on the Honda ZR-V
If Goldilocks was to pick a Honda SUV, she would likely pick the ZR-V.
This mid-size SUV offers quite a number of premium and plush-feeling interior finishes, as well as plenty of standard equipment, all wrapped up in a package that includes a sought-after elevated driving position.
The 2.0-litre four-cylinder hybrid powertrain tested here really is the pick of the engines as it’s refined and whisper quiet for the most part, as well as incredibly efficient. There aren’t many cars I can drive around for 230km and only have a single bar of the fuel gauge disappear.
I do wish Honda would introduce an entry-level or mid-spec version of the ZR-V with the hybrid powertrain as reserving it for the top-spec model means you’re dishing out a fair chunk of change for the privilege of saving petrol.
Amazon-backed electric vehicle (EV) specialist Rivian has released the latest teaser for a smaller, battery-powered SUV to take on the best-selling Tesla Model Y.
Dubbed the Rivian R2, the upcoming electric SUV will debut on March 7 (US time), sitting below the existing Rivian R1S as the brand looks to take on a higher-volume corner of the new-car market.
In a teaser video uploaded to YouTube, it appears the Rivian R2 will adopt a similar design to that of the larger R1S SUV and R1T pick up, with a full-width LED light bar separated by two ‘pill’ lights.
Rivian has previously said it is targeting a sub-US$40,000 (A$61,400) price tag for the R2, which would put it in range of the Tesla Model Y which is priced from US$39,390 (A$44,950) in the US.
Due to its smaller size, the Rivian R2 will run on a different EV platform to the R1S and R1T, with American reports suggesting it will be powered by electric motors designed in-house.
While Tesla continues to dominate global sales charts with the Model Y – which became the world’s best-selling car in 2023 – the Rivian R2 isn’t expected to enter production until 2026, where it will be built in Atlanta, Georgia.
It is understood a facelift for the Tesla Model Y will come next year, making it even harder for new models such as the Rivian R2 to take sales away from the yardstick EV.
In 2023, Rivian sold 47,203 electric cars in the USA, with 23,437 R1S SUVs and 19,410 R1T pickups accounting for the lion’s share of the total. A further 4356 EDV delivery vans were supplied to Rivian’s majority shareholder, Amazon.
MORE: Everything Rivian MORE: Rivian confirms reveal date for smaller, more affordable model
Hyundai could introduce a second, smaller electric ute in Australia, based on trademarks recently filed locally.
Last week it was discovered that Hyundai filed a trademark application with IP Australia for Ioniq T10, pointing towards a pickup/ute joining its Ioniq lineup of electric vehicles (EV).
Now it appears there could be another ute in the family, with a trademark for Ioniq T7 also filed with IP Australia.
Given Hyundai’s existing naming conventions for its Ioniq range, whereby larger vehicles have higher numbers, the T7 will likely be smaller than the T10.
Ioniq 6
Hyundai has previously confirmed it’s developing a new Integrated Modular Architecture (IMA) for future EVs, which will eventually replace the E-GMP platform, currently underpinning the Hyundai Ioniq 5 and 6, as well as the Kia EV6 and EV9 to name a few.
It’s understood the platform can support a ute or pickup, and is planned to underpin four models in the next six years.
While Hyundai has been tight-lipped on its plans to develop an electric ute, Kia is working on a battery-powered pickup – though it’s believed to be targeted at the North American market, making it unclear as to whether it will be available in right-hand drive.
The petrol-powered Hyundai Santa Cruz yet – based on the Tucson SUV – isn’t available in Australia, as it’s only produced in left-hand drive.
More than six years after the last Australian-made car rolled off a production line, the final locally built police vehicle has been retired from active duty on the New South Wales Police Force fleet.
This VF Series II Holden Commodore SS served as a part of the New South Wales Traffic and Highway Patrol Command’s fleet since 2017, but has now reached the end of the road.
While it’s no longer being used for police duties, the vehicle has been wrapped in an Indigenous art livery, and will be used for engagement with the Aboriginal community and for general public displays.
It’s unclear for how long it will be used for this purpose.
The 6.2-litre V8-powered Commodore marks a special place in history, with its retirement meaning there are no Australian-built police cars remaining in service in New South Wales.
It should be no coincidence that the final Australian-made police car is a Holden, given the brand’s long-standing history in local automotive culture since it turned to building vehicles in 1948.
Holden’s cars became synonymous with the local auto industry until October 2017, when the brand produced its final vehicle on Australian shores. A significant drop in demand for its imported models led to the company’s closure on January 1, 2021.
This isn’t the final Australian-built police car in service, as there are still V6-powered Holden Commodores used by the Queensland Police Service.
The changing face of the NSW Police vehicle fleet
CarExpert has also reached out to the Western Australia Police Force to find out if there are any Commodores remaining on its fleet.
The Commodore’s departure from the NSW Police Force fleet comes more than five years after the first Australian jurisdiction moved away from locally built models.
In a reflection of the popularity of Holden police cars, the final Australian-made law enforcement vehicles in every state and territory have been VF Commodores – with the Ford Falcon being replaced much earlier than its long-standing rival.
When the last Australian-built police cars were retired from service
You’re looking at the future of performance sedans according to Mercedes-AMG.
Having built its reputation on a diet of burbling V8 engines, Mercedes-AMG have ditched displacement in favour of a heavily turbocharged four-cylinder engine, an intricate plug-in hybrid system inspired by Formula 1, and some wild performance claims.
It’s also subbed rear-wheel drive for a sophisticated all-wheel drive system, complete with a Drift Mode that should allow you to shred enough rubber, and create enough smoke, to totally undo any emissions savings from ditching the V8.
This is a family sedan with 500kW of power, more than the outgoing AMG GT Black Series, and a whopping 1020Nm of torque. It’s been made meaningfully bigger and badder than the base C-Class; even the wheelbase has been extended by 11mm to accomodate the new powertrain.
But all that complication comes at a cost. Bigger, badder, and more powerful, the new C63 is also around 450kg heavier than the car it replaces, tipping the scales at 2133kg. That’s just 30kg less than the ill-fated Mercedes-Benz X 250d dual-cab ute.
The new 2024 Mercedes-AMG C 63 S E Performance is a fiendishly complicated car; one that’s fundamentally different to the ones that have come before.
It’s a deeply impressive car… but yes, we still miss the V8.
How does the Mercedes-AMG C fare vs its competitors?
View a detailed breakdown of the Mercedes-AMG C against similarly sized vehicles.
Mercedes-AMG
C
How much does the Mercedes-AMG C 63 S E Performance cost?
2024 Mercedes-AMG C 63 S E Performance pricing:
2024 Mercedes-AMG C 63 S E Performance: $187,900
Price exclude on-road costs
To see how the AMG C 63 shapes up against its rivals, build a comparison using our handy tool.
What is the Mercedes-AMG C 63 S E Performance like on the inside?
The AMG C 63 follows the same screen-heavy, button-light design as the broader C-Class range – but with plenty of racy touches in keeping with its impressive performance potential.
The optional Performance Seats are excellent, blending the firm bolstering of something like a Recaro seat with the leather trim (and electric adjustment) you’d expect of a Mercedes-Benz. They’re heated, but not cooled.
The driver grasps a fat-rimmed steering wheel with Alcantara inserts, and the dashboard is trimmed in carbon-fibre. It’s a very flashy interior thanks to its massive screens, in keeping with the regular C-Class.
The 11.9-inch vertically-oriented touchscreen is super high-resolution, and all the animations wouldn’t look out of place on an iPad or iPhone. Wireless Apple CarPlay worked flawlessly, and had none of the lag we suffered in the C 300.
MBUX is super slick, and the idea of a zero-layer system – where everything is within easy reach, rather than below multiple layers of touch menu – is well executed here. The learning curve is flatter than in the latest BMWs, and the fake climate controls are easy to use at a glance.
The driver display doesn’t deviate from what you’d expect of a Mercedes-Benz, with a clean layout and the ability to view maps on the move, while the head-up display is like having a widescreen TV floating in front of the car.
Those touch controls on the steering wheel remain needlessly complicated, and hard to use on the move. Storage up front is solid, from the configurable spot on the transmission tunnel to the big door pockets. It’s a C-Class after all.
Rear seat space isn’t all that flash, though. It’s fine, but legroom and headroom aren’t quite up with a BMW M3. There’s no wagon on offer in Australia, although the GLC 63 S E Performance SUV is coming to offer a more practical option.
ISOFIX points feature on the outboard rear seats, and there’s a trio of top tether points. You also get a fold-down central armrest, air vents, and USB chargers back there, all of which will make the kids happy on long trips.
Boot space has been hit hard by the shift to plug-in hybrid power. There’s a pronounced hump in the floor due to the battery pack and electric motor hardware, slashing boot space to 324 litres – down 130 litres on the regular C-Class.
What’s under the bonnet?
There’s a lot going on here.
The petrol engine is a version of the M139 2.0-litre four-cylinder turbo debuted in the AMG A 45 S, pumping out 350kW of power and 545Nm of torque on its own. It’s the most powerful production four-cylinder engine in the world, packing more of a punch than even the AMG A 45 thanks to a larger (71mm v 63mm) turbo compressor wheel.
That turbocharger is driven not just by exhaust gases, but by a 48V electrical system that helps it spool faster from low revs. It’s hooked up to a nine-speed AMG multi-clutch transmission (no, it’s not a dual-clutch).
Electric power comes courtesy of a rear-mounted electric motor making 150kW of power and 320Nm of torque. It’s fed by a 6.1kWh lithium-ion battery pack, good for a claimed 15km of electric-only range.
Mercedes-Benz says the PHEV battery pack weighs less than 90kg, and a real focus has been placed on cooling. That means you should be able to deploy full power (or close to it) all the time, and allows the battery to rapidly charge using the petrol engine in Sport, Sport+, or Race modes.
The electric motor has its own two-speed transmission mounted just above the rear axle… which is also home to an electrically controlled limited-slip differential.
How all those elements interact varies depending on which of the eight(!) drive modes you’re in. Comfort prioritises the e-motor, Sport, Sport+, and Race make the way the system works more focused on going fast, and less focused on saving the planet.
All of this is put to the road through a variable 4Matic+ all-wheel drive system, complete with a Drift Mode that locks out the front driveshaft so you can hang the tail out. Between all-out Drift Mode and the standard setup are four stages of stability control intervention, and a nine-stage traction control system.
The suspension is also adjustable through three drive modes, the exhaust system can be toggled through quiet and loud modes, and the nine-speed automatic can be driven in automatic or manual modes – phew.
Model
AMG C 63 S E Performance
Engine
2.0L 4cyl turbo petrol plug-in hybrid
Engine power
350kW
Engine torque
545Nm
E-motor power
150kW
E-motor torque
320Nm
Combined power
500kW
Combined torque
1020Nm
Kerb weight
2133kg
Economy:
Model
AMG C63 S E Performance
Fuel economy (WLTP claim)
6.9L/100km
Electric-only range(WLTP claim)
15km
Fuel economy (observed)
10.9L/100km (mixed/hard driving)
Fuel tank size
51 litres
Battery size
6.1kWh lithium-ion
Fuel requirement
98 RON
How does the Mercedes-AMG C 63 S E Performance drive?
With a heavily turbocharged engine, multiple electric motors, variable four-wheel drive and traction control, rear-wheel steering, and a list of drive modes long enough to make Lewis Hamilton nervous, there’s a lot going on here… but Mercedes-AMG has done an amazing job making it all fit together. It’s incredibly cohesive.
Cruising out of our hotel in Comfort Mode, there’s no input from the petrol engine. It starts silently, and accelerates briskly up to around 80km/h without waking the turbocharged 2.0-litre – although it’s never more than brisk with the e-motor doing the heavy lifting.
Ask for the full C 63 experience and the engine bursts to life with a bark. It all happens smoothly though, without the awkward handover feeling you get in some plug-in hybrids.
And it’s sneaky fast, even in Comfort. This engine feels heavily boosted in the A 45, with a noticeable pause between burying the throttle and boost building. Here, there’s an electric hand of god silently shoving the C 63 forward where that gap used to be, and the turbocharger spools even faster thanks to the clever electric compressor technology.
It’s all so smoothly tied together though and you don’t realise just how quickly you’re going. That’s not something you can say about the PHEV system in a BMW XM, for example.
What it does lack is noise compared to the last AMG C 63, especially when you’re just cruising around town.
The motorsports bark from the four-cylinder isn’t a bad noise, and the ignition cut sounds vicious on full throttle upshifts – but it doesn’t come close to matching the bombastic 4.0-litre that came before it for drama.
Show them both a set of corners and the old car wouldn’t see where the new one went, though. It’s so damn capable.
Set up with the powertrain in Race, the AMG Dynamics suite in Pro, the suspension in Sport, the exhaust in loud, and the transmission in manual (phew), it demolishes Australian backroads.
Just to reiterate, it’s wickedly fast in a straight line, with what feels like unbroken thrust carrying you from standstill to highway speeds in the blink of an eye.
And then you get to a corner and the brakes have enough stopping power to haul this 2200kg beast into line without breaking a sweat, the front end darts determinedly where you point it, and the all-wheel drive system lets you get on the power sooner and with more confidence than was ever the case in the rear-wheel drive V8.
Rather than trying to step sideways and bite you when you chase the throttle, the clever all-wheel drive system and suite of driver assists are always working to keep up to 500kW and 1020Nm in check… without getting in the way.
Based on our road drive, they tend to get it right. It’s an incredibly approachable car, which will exit corners with what feels like a hint of oversteer when you mat the throttle without ever feeling like it’ll bite you.
It’s like a more powerful, more sophisticated take on the already clever 4Matic system in the A 45. It’s remarkably capable, but it’s also a very different experience to before.
And then, when you’re done imitating George Russell, it settles into life as a commuter better than any C 63 before it. The previous-generation car in particular was always firm on pockmarked roads, like it was trying to pummel the surface into submission.
The new one was genuinely comfortable on some pretty rough-and-ready roads, although the softer setup can make the C 63 feel heavy over highway crests and dips. It’s a common PHEV pitfall, and one AMG has managed to sidestep in most scenarios.
Flicking the suspension into Sport tightens it up nicely without ruining the ride entirely.
The biggest knock on refinement is road noise; a common complaint with Mercedes-AMG cars caused by Australia’s coarse-chip rural highways, and the massive, sticky Michelin tyres becoming the norm on German super sedans and hatches.
It can be drowned out by cranking up the Burmester sound system, but it’s a knock on the car’s luxury bona fides.
What do you get?
C 63 S E Performance highlights:
Rear-axle steering
Drift Mode
AMG high-performance composite brake system
6-piston fixed front calipers
1-piston floating rear calipers
Digital Light headlights with adaptive high-beam
Panoramic sunroof
11.9-inch touchscreen infotainment system
Android Auto and Apple CarPlay
Satellite navigation with augmented reality
12.3-inch digital instrument cluster
Head-up display
Burmester 3D surround sound system
Wireless phone charger
Ambient lighting
AMG Track Pace package
Power-adjustable front AMG sport seats
Heated front seats
Is the Mercedes-AMG C 63 S E Performance safe?
The Mercedes-AMG C 63 S E Performance isn’t included under the new C-Class’s five-star ANCAP safety rating, and is therefore unrated.
Standard safety equipment includes:
Adaptive cruise control with stop/go
Autonomous emergency braking
Pedestrian/cyclist detection
Junction assist
Blind-spot monitoring
Lane keep assist
Traffic sign recognition
Safe exit warning
Surround-view camera
Semi-automatic parking assist
10 airbags
How much does the Mercedes-AMG C 63 S E Performance cost to run?
Mercedes-Benz backs its cars with a five-year, unlimited-kilometre warranty.
The lithium-ion battery pack has a six-year, 100,000km warranty in line with other Mercedes-Benz plug-in hybrids.
Maintenance is required every 12 months or 20,000km, and a five-year service plan will set you back $7080.
CarExpert’s Take on the Mercedes-AMG C 63 S E Performance
The new AMG C 63 S E Performance is deeply impressive.
The new plug-in hybrid powertrain is complicated, but the way it’s been executed is incredibly cohesive. You’re aware there’s a lot going on, but it mostly happens in the background.
All you get is staggering performance, and the clever all-wheel drive system means you can actually put it to the ground in a way that has never been possible in a C 63.
Throw in a more comfortable ride, the meaningfully more modern interior, and the fact it’s not nearly as expensive as we’d expected, and it’s hard to argue with the fact Mercedes-AMG has delivered on what it set out to do.
But… the last C 63 S wasn’t necessarily a better car than an M3 or an Alfa Romeo Giulia Quadrifoglio on the track. The ride was firm in town, the cabin was getting old, and it drank like a sailor on shore leave.
It was objectively worse than the new car, but it put a massive smile on your face every time you prodded the start button and that grumbly V8 engine burst into life.
You see so many crawling along Chapel Street after dark because they look and sound good, not because there’s a hyper modern, Formula 1 inspired plug-in hybrid powertrain under the bonnet.
Will the new one make you feel special away from the high-speed Tasmanian roads we drove? I’m not so sure. It’s going to be fun finding out, though.
The second-generation Mini Countryman JCW has been priced for Australia, though it’s no longer the most expensive or torquiest member of the brand’s SUV range.
Priced from $67,990 to $73,990 before on-road costs, the petrol-powered JCW slots in underneath the most expensive members of the electric SE range, which are priced at $75,990 and $77,990 before on-roads.
The JCW – available in Core, Classic and Favoured trims – is due here in the third quarter of 2024.
These sporty models will join the largest Countryman line yet, which also includes the electric E and SE and petrol C and S models – all of which are each available in Core, Classic and Favoured trims.
With 233kW of power and 400Nm of torque from a 2.0-litre turbocharged four-cylinder petrol engine, the all-wheel drive JCW models pump out 3kW more power than the dual-motor all-wheel drive Countryman SE but have a torque deficit of 94Nm.
However, the electric model is likely heavier than the petrol JCW.
Pricing
2024 Mini Countryman JCW Core: $67,990
2024 Mini Countryman JCW Classic: $70,990
2024 Mini Countryman JCW Favoured: $73,990
All prices exclude on-road costs.
Drivetrains
The 2024 Mini Countryman JCW is powered by a turbocharged 2.0-litre four-cylinder engine producing 233kW of power and 400Nm of torque, mated with a seven-speed dual-clutch automatic transmission and all-wheel drive.
The claimed 0-100km/h time is 5.4 seconds.
Efficiency
The 2024 Mini Countryman JCW uses 8.3L/100km on the combined cycle and has a 53L fuel tank.
Dimensions
The 2024 Mini Countryman JCW measures 4447mm long, 1843mm wide and 1645mm tall on a 2692mm wheelbase.
Boot space is 505L, expanding to 1530L with the rear seats folded.
Servicing and Warranty
All Mini Countryman models are backed by a five-year, unlimited-kilometre warranty.
Mini Australia has yet to detail service pricing.
Safety
The new Mini Countryman has yet to be tested by ANCAP or Euro NCAP.
All models come standard with the following equipment:
Autonomous emergency braking
Blind-spot monitoring
Rear cross-traffic assist
Reversing camera
Front and rear parking sensors
Classic and up get:
Steering and Lane Control Assistant
Adaptive cruise control
Surround-view camera
Automatic speed limit assistant
Standard Equipment
The Core comes standard with the following equipment:
Kia has given its strong-selling family SUV a makeover.
With a new look outside and more technology inside, it’s more grown up than its predecessor – which was already a polished family four-wheel drive.
The changes are more than skin deep here. Kia has reworked the suspension on the Sorento to make versions riding on big wheels (like the GT-Line on test here) more comfortable on rough roads, without turning it into a floaty barge.
What hasn’t changed are the engines. Kia has left the petrol V6, turbo-diesel four-cylinder, hybrid, and plug-in hybrid powertrains alone for 2024.
It hasn’t left the price alone. The range-topping GT-Line Diesel AWD on test here is almost $4000 more expensive than the model it replaces, nudging it into the $70,000 bracket for the first time.
Does the update bring enough to justify the price hike?
How does the Kia Sorento fare vs its competitors?
View a detailed breakdown of the Kia Sorento against similarly sized vehicles.
Kia
Sorento
How much does the Kia Sorento cost?
2024 Kia Sorento pricing:
2024 Kia Sorento S V6 FWD: $54,090 (+$3300)
2024 Kia Sorento Sport V6 FWD: $57,090 (+$3300)
2024 Kia Sorento S Diesel AWD: $57,090 (+$3300)
2024 Kia Sorento Sport Diesel: $60,090 (+$3300)
2024 Kia Sorento Sport+ V6 FWD: $61,990 (+$3600)
2024 Kia Sorento Sport+ Diesel AWD: $64,990 (+$3600)
2024 Kia Sorento GT-Line V6 FWD: $69,690 (+$3700)
2024 Kia Sorento GT-Line Diesel AWD: $72,690 (+$3700)
Prices are drive-away
The Kia Sorento goes head-to-head with a range of seven-seat SUVs in Australia. To see how it shapes up, use our tool to build your own comparison.
What is the Kia Sorento like on the inside?
The pre-update Sorento was already a spacious, luxurious car inside. This update has built on those strengths with better technology, and some new design cues.
Front passengers sit in heated and ventilated armchairs that offer plenty of support on longer drives. The driving position is excellent, with enough adjustment to accomodate lanky drivers – or to allow small drivers a good look at the road ahead.
The view over the bonnet is commanding, and the upright windows offer a palatial view of your surroundings.
The new dashboard looks modern, with more than a subtle nod to the EV9 SUV and a lot less gloss black than before, although the shiny plastic trim on the transmission tunnel remains a magnet for dust, fingerprints, and general grime.
Kia’s new one-piece, dual-screen infotainment system looks fantastic. It’s also very intuitive, with big icons and quick responses making it easy to jump around. Kia and Hyundai finally have wireless Apple CarPlay and Android Auto on variants with satellite navigation, which is long overdue.
The slim row of touch buttons below the dashboard is used for shortcuts around the infotainment system, and the climate controls. You can toggle between those functions with a button which changes the display, and how the two knobs on the dash function.
Although it has new graphics, very little has changed with the digital driver’s display. It’s still easy to read on the move, but you’re still not able to show a live map between the dials as has been possible in Volkswagen cars for years.
USB-C ports replace the USB-A plugs up front, and there’s still a wireless phone charger.
There’s an abundance of storage space up front, with a huge space for phones under the dashboard, two cupholders on the transmission tunnel, a deep bin under the central armrest, and spacious door pockets.
It all looks and feels pretty special given the price. The leather seats are soft and waxy, the metal effect finish on the dash looks premium, and the Bose sound system packs a serious punch. Features like the ability to broadcast messages over the speakers from the front to the back are thoughtful, and make life easier for parents who’d otherwise need to yell.
Second-row legroom and headroom are both impressive for even leggy teenagers and full-sized adults, to the point where six-footers can happily sit behind six-footers. It’s impressive.
You’re not short on amenities, either. A fold-down central armrest is on hand to keep warring children separate, and there’s plenty of cupholders back there for road trips. Although there are air vents, you don’t get temperature controls for second-row occupants.
ISOFIX points feature on the outboard rear seats, and there’s a trio of top-tether points for child seats back there.
The third row is okay without being outstanding. As is usually the case in seven-seat SUVs, the rearmost seats are best reserved for small kids. One-touch folding for the second row makes access easier, but it’s a tight squeeze getting back there if you aren’t young and flexible.
Headroom is tight for adults, and the flat seats mean your knees will be up around your chin if you have long legs. Separate fan controls for the third row are a plus, as are the USB charge points and storage for a small bottle and phone.
In terms of luggage space, the Sorento offers 187L with the third row in place, 616L in its five-seat layout and 2011L with the second and third rows folded flat.
All versions feature a full-size alloy spare, and there’s even space to spare to stow the rear cargo blind beneath the boot floor.
What’s under the bonnet?
Model
Kia Sorento 2.2D AWD
Engine
2.2L 4cyl turbo-diesel
Power
148kW (3800rpm)
Torque
440Nm (1750-2750rpm)
Transmission
8-speed dual-clutch auto
Driven wheels
All-wheel drive
Weight
1974kg (tare)
Fuel economy (claim)
6.1L/100km
Fuel economy (observed)
6.9L/100km (mixed driving)
Fuel tank size
67 litres
Fuel requirement
Diesel
How does the Kia Sorento drive?
The latest Sorento has always driven with plenty of polish, but Kia has done a good job smoothing out what few rough edges existed in the GT-Line.
The turbo-diesel engine and eight-speed dual-clutch transmission remain excellent, at least for the most part.
It feels as though the engine over-revs as soon as you lean on the throttle from standstill, instantly jumping to 2000rpm for a smoother, quicker getaway without the hesitation common in older dual-clutch transmissions.
The fact it’s a wet-clutch setup means the transmission won’t burn itself out, and having revs to play with means the Sorento doesn’t bog down and lurch around on light throttle inputs.
It can occasionally get caught between first and second gear though, and reversing out of driveways with a bit of an incline can still have it lurching before the clutch engages.
With peak torque on tap at just 1750rpm, the Sorento never has trouble getting up and moving. Even with four big adults on board and a boot full of kit, in-gear response is excellent – aided by the fact the transmission is intelligent enough to change down quickly when more performance is required.
It’s also smooth and quiet once you’re on the move. There’s almost no wind noise from the mirrors on the highway, and the engine hums away in the background at cruising speed.
It’s a bit rattly at a standstill though, even once it’s warm. You don’t need to work it as hard as the V6 petrol, which means it feels more refined, more of the time… but when you do need to push it hard, the diesel can get shouty.
Kia hasn’t fitted idle stop/start to the diesel in Australia models, which is an oversight. When you’re rolling this is an incredibly efficient car, but so many of these big family four-wheel drives spend a lot of time idling outside schools, or stuck in city traffic.
Despite its substantial footprint, the Sorento isn’t tricky to drive in tight city streets. The steering is light at low speeds, and the squared-off bonnet makes it easy to place in carparks.
Kia’s blind-spot view camera is useful, and it’s now backed by a camera rear-view mirror that offers an unencumbered look out if the boot is fully loaded or there are passengers in the third row. Also excellent is the surround-view camera, which allows you to see a 3D model of the car and move around it as is the case in BMWs.
Up the speed and the Sorento is a planted, refined cruiser. Our main gripe about the pre-update GT-Line was the ride.
The big wheels were prone to crashing and bashing over pimply city streets, and never settled down in the way you’d hope of a luxurious family hauler at higher speeds. Kia has fitted new dampers to the car with the 2024 overhaul, and the result is a more comfortable ride.
Yes, it feels a bit heavy over big highway crests and dips, but for the most part the softer ride hasn’t come at the cost of control. This is still a satisfying car to drive, given its size.
Its suite of driver assists is hands-on – arguably too hands-on at times – but there’s no question they’ll keep you a set distance behind the car in front, stop you from drifting over a white line, and warn you if you’re getting tired.
The speed limit assist feature is every bit as annoying here as in other Kia and Hyundai models, and the fact you need to switch it off every time you start the car to mute the incessant beeping is infuriating.
What do you get?
Sorento S highlights:
7 seats
17-inch alloy wheels
Full-size spare wheel
Auto reflector-type LED headlights
Auto high-beam
LED daytime running
LED front fog lights
LED rear fog light
Rain-sensing wipers
Power-folding side mirrors
Acoustic windscreen
Basic digital instrument cluster incl. 4-inch LCD display
12.3-inch touchscreen infotainment system
Wired Apple CarPlay, Android Auto
Wireless Apple CarPlay, Android Auto
DAB+ digital radio
6-speaker sound system
Manual air-conditioning
2nd row vents
Proximity entry and push-button start
Remote engine start
Shift-by-wire gear selector
Leatherette-wrapped steering wheel
Paddle shifters
Embossed cloth seats
6-way manual driver’s seat adjustment
Kia Connect features include:
eCall
Remote lock
Remote climate control
Vehicle tracking
Vehicle status monitoring
Voice assistant
Destination send to vehicle
Real-time traffic updates
Valet parking mode
Sorento Sport adds:
18-inch alloy wheels
Privacy glass
Satellite navigation
Dual-zone climate control
Automatic defog
3rd row fan control and vents
Electrochromic rear-view mirror
10-way power driver’s seat incl. 2-way lumbar support
Highway Driving Assist
Sorento Sport+ adds:
19-inch alloy wheels
LED combination tail lights
Heated side mirrors
Aero-blade type front wipers
12-speaker Bose premium audio
2nd row USB chargers
3rd row USB chargers
2nd row sunshade blinds
Black high-gloss interior trim
Alloy door scuff panels
Heated steering wheel
Leather upholstery
Heated front seats
Sorento GT-Line adds:
20-inch alloy wheels
4-cube LED projector headlights
Panoramic glass sunroof
Side mirror reverse dip function
12.3-inch digital instrument cluster
Passenger talk function
Head-up display
Wireless charger
Digital rear-view mirror
Interior ambient lighting
Alloy sports pedals
Suede headliner
Luggage net
Quilted Nappa leather upholstery
14-way power driver’s seat incl. 4-way lumbar support
10-way power front passenger’s seat
Ventilated front seats
Heated outboard 2nd row seats
Blind Spot View Monitor
Safe Exit Assist
Electronic child safety lock
Surround-view monitor
Side parking sensors
Remote Smart Parking Assist
Is the Kia Sorento safe?
The 2024 Kia Sorento carries over the pre-update model’s five-star ANCAP safety rating, based on Euro NCAP tests.
The Sorento managed an adult occupant protection score of 82 per cent, child occupant protection score of 85 per cent, vulnerable road user protection score of 63 per cent, and safety assist score of 89 per cent.
Standard safety features include:
7 airbags incl. front-centre
Adaptive cruise control
Autonomous emergency braking (AEB)
Car detection
Pedestrian detection
Cyclist detection
Junction assist
Blind-spot assist
Driver attention alert
Highway Driving Assist (HDA)
Adaptive cruise incl. stop/go
Lane Following Assist
Navigation-based
Lane Following Assist
Lane keep assist
Intelligent Speed Limit Assist
Parking sensors front, rear
Rear cross-traffic assist
Reversing camera
Safe Exit Warning
Tyre pressure monitoring
How much does the Kia Sorento cost to run?
The 2024 Kia Sorento is covered by a seven-year, unlimited-kilometre warranty like the wider the Kia line-up.
Scheduled maintenance is required every 15,000km or 12 months, whichever comes first. Owners who service their cars within the dealer network also get up to eight years of free roadside assist.
2024 Kia Sorento service pricing:
Engine:
12mth/15,000km
24mth/30,000km
36mth/45,000km
48mth/60,000km
60mth/75,000km
72mth/90,000km
84mth/105,000km
3.5 V6 FWD
$369.34
$581.15
$444.55
$763.62
$415.70
$730.79
$441.01
2.2D AWD
$370.36
$582.26
$445.67
$817.19
$416.85
$712.95
$442.24
CarExpert’s Take on the Kia Sorento
Kia has improved on a good thing with the new Sorento.
The changes to the suspension have delivered a better ride, the interior updates make for a more modern and upmarket experience, and the diesel engine is still impressively efficient in such a big family bus.
It’s a shame the update has also brought with it some of the industry’s most annoying safety systems. Kia, it’s time to do something about how infuriatingly bad your speed alert is.
The diesel engine is the one to have in the Sorento. It’s more expensive, but it brings with it better fuel efficiency (especially on the open road) and all-wheel drive traction.
As for the GT-Line? You probably don’t need all the extra equipment it brings, and the $8000 increase in price over the Sport+ is significant when you consider how expensive life is in Australia at the moment.
But you will want all the extra kit – and even at the top end, the Sorento represents solid value.
Volkswagen Australia has slashed $12,000 off the drive-away pricing of its Touareg range for vehicles delivered by March 31, 2024.
The offer applies to MY23 vehicles ahead of the launch of the facelifted MY24 range in April/May.
Pricing for New South Wales buyers now starts from $86,020 drive-away for the 170TDI. The Elegance 210TDI was previously $117,998 drive-away and is now $105,998 drive-away.
The discount applies for customers purchasing an MY23 Touareg 170TDI, 210TDI or 210TDI R-Line model for private use only.
If you’re interested in a Volkswagen Touareg, CarExpert can help you find one and connect you with the right dealer. Click on this link for more information.
Touareg 170TDI
Pricing
New South Wales
2023 Volkswagen Touareg 170TDI: $86,020
2023 Volkswagen Touareg Elegance 210TDI: $105,998
2023 Volkswagen Touareg R-Line 210TDI: $115,763
Victoria
2023 Volkswagen Touareg 170TDI: $86,923
2023 Volkswagen Touareg Elegance 210TDI: $108,958
2023 Volkswagen Touareg R-Line 210TDI: $118,916
Queensland
2023 Volkwagen Touareg 170TDI: $85,300
2023 Volkswagen Touareg Elegance 210TDI: $107,177
2023 Volkswagen Touareg R-Line 210TDI: $116,988
South Australia
2023 Volkswagen Touareg 170TDI: $85,552
2023 Volkswagen Touareg Elegance 210TDI: $105,340
2023 Volkswagen Touareg R-Line 210TDI: $115,012
Western Australia
2023 Volkswagen Touareg 170TDI: $88,061
2023 Volkswagen Touareg Elegance 210TDI: $108,352
2023 Volkswagen Touareg R-Line 210TDI: $118,256
Tasmania
2023 Volkswagen Touareg 170TDI: $85,498
2023 Volkswagen Touareg Elegance 210TDI: $105,285
2023 Volkswagen Touareg R-Line 210TDI: $114,957
Australian Capital Territory
2023 Volkswagen Touareg 170TDI: $86,209
2023 Volkswagen Touareg Elegance 210TDI: $106,208
2023 Volkswagen Touareg R-Line 210TDI: $115,983
Northern Territory
2023 Volkswagen Touareg 170TDI: $84,835
2023 Volkswagen Toureg Elegance 210TDI: $104,433
2023 Volkswagen Touareg R-Line 210TDI: $114,012
All prices are drive-away.
You may have noticed the buy and sell buttons at the top of our site – they’re our connection to the dealer world, and each week we get updates on stock availability across certain brands.
Our aim is to update our audience as often as possible with deals that are available and stock sitting with those dealers.
To take advantage of these in-stock vehicles, hit the “Buy a Car” button on this page to be connected with our team, or use the link below.
We don’t use your details for anything other than connecting you with our team and a dealer. Any contact you have with a dealer is no obligation, and at no cost to you.
For some people, there are few things better than modifying a new pickup through the aftermarket. It’s a vibrant, innovative sector that goes from strength-to-strength.
WATCH: Paul’s video review of the BT-50 LE
But for others, an off-the-shelf offering is a better fit. Something with more capability and comfort direct from the showroom floor, saving time and effort, and covered by a factory warranty when fitted from new.
Enter the BT-50 Thunder Pro which bolts on a claimed $9000 worth of aftermarket extras including Old Man Emu suspension, Lightforce LED driving lights and a snorkel.
It lines up against the similarly fettled Toyota HiLux GR Sport and Nissan Navara Pro-4X Warrior, while market leader Ford sells ARB accessories for the Ranger as part of its own enormous catalogue.
The BT-50’s mechanical twin and donor vehicle, the Isuzu D-Max, is not sold as a ready-to-go modified product like this Thunder Pro, but we should point out the company’s accessories catalogue is lengthy.
How does the Mazda BT-50 fare vs its competitors?
View a detailed breakdown of the Mazda BT-50 against similarly sized vehicles.
Mazda
BT-50
How much does the Mazda BT-50 cost?
The BT-50 Thunder Pro is based on the BT-50 which costs $73,945 before on-road costs, or a bit over $75,000 drive-away at the time of writing. The Thunder Pro package adds $9046 on top of this.
Mazda BT-50 Thunder pricing:
BT-50 Thunder 3.0: $73,945
BT-50 Thunder Pro 3.0: $82,991
Prices before on-road costs
To see how the Mazda BT-50 compares with its rivals, use our comparison tool.
What is the Mazda BT-50 like on the inside?
The BT-50’s interior has some great attributes, not least its fantastic seats with heaps of side and thigh bolstering, heating and powered adjustments for the driver. They’re proper armchairs and best-in-class alongside the Isuzu version.
There are some small differences between this and the D-Max, by the way. Namely the trim colour, steering wheel design, the shape of the vents surrounding the touchscreen, and the knee padding on the centre tunnel.
On the Thunder Pro there are clear and simple audio controls and cruise control buttons on the steering wheel, which adjusts for rake and reach. The analogue dials flank a digital display with speedo and consumption readouts.
The wheel also has a button on the right spoke which, when pressed for three seconds, disengages the lane-keeping assist system that re-activates each time the vehicle is turned on.
The 9.0-inch centre touchscreen is now outclassed by the Ford Ranger’s huge portrait-oriented display, looking aftermarket and being comparatively slow to process inputs.
Fortunately it has Apple CarPlay and Android Auto, a decent sound system, and a brash native sat-nav system. I’d like to see a surround-view camera introduced at update time though.
A series of switches below handle climate controls, and below these sits a dial to engage 4H and 4Lo. Alongside the gear shifter are buttons to engage the locking rear diff, turn on the seat heaters and use downhill assist control.
There’s a decent amount of storage including dual gloveboxes, however, Mazda’s designers strangely deleted the D-Max’s handy outboard cupholders mounted in the outer extremes of the dash, and the closing cubby atop it.
There are some rather premium leather trims and padded touchpoints interspersed with much more hard-to-the-touch surfaces. Build quality is decent, but there are some cheaper-feeling bits including dust- and scratch-prone glossy black inserts.
The back seats are beautifully trimmed like the fronts, and offer a pull-down centre armrest with cupholders, rear vents, and a USB. There is sufficient headroom and legroom for two adults (I’m 194cm and could get comfortable) as well as the requisite child-seat attachment points and side curtain airbags.
The tub comes with a solid, high quality liner and a powered roller-shutter tonneau cover, which improves security but reduces storage space at the front of the tray.
What’s under the bonnet?
The same Isuzu 3.0-litre four-cylinder turbo-diesel as the rest of the BT-50 range, producing 140kW of power at 3600rpm and 450Nm of torque at 1600rpm, mated to a six-speed automatic with part-time 4×4.
Claimed fuel consumption is 8.0L/100km which gives a range north of 900km from the 76L tank, but in reality with the heavier add-ons, you’re unlikely to match this.
Mazda claims an equal-class-leading 3500kg towing capacity, but not with a full payload. We returned a 0-100km/h time of 11.5 seconds.
To see how the Mazda BT-50 compares with its rivals, use our comparison tool.
How does the Mazda BT-50 drive?
The new BP-51 nitrogen-filled internal bypass shocks are position-sensitive and allow you adjust compression and rebound by hand. These ones are tailored for typical load weights up to 300kg, aiding ride comfort and control.
BT-50 SP Pro shown
While ARB does its own testing here, Mazda Australia claims to have done its own calibration for the BT-50 with the off-the-shelf kit, so it’s ideally suited to the coil (front) and leaf (rear) springs.
The BT-50 already rides and handles relatively well, controlling the rear end over uneven surfaces and giving decent bump absorption.
But the upgraded suspension makes it feel smoother over corrugations and better controls compression when taking into account the added mass.
As well as offering excellent comfort and control over rough surfaces, the BT-50 has super-light electric power steering, making it quite accessible.
I won’t go so far as to say the BT-50 Thunder Pro becomes some sort of Ranger Raptor competitor, and it’s an expensive upgrade, but the BP-51s have pedigree and make the Mazda a better daily driver, towing vehicle and off-roader.
The 3.0-litre diesel doesn’t lead the segment when it comes to refinement, although, it’s certainly not as coarse or clattery as the engines used in older-generation pickups.
While its outputs of 140kW and 450Nm aren’t massive on paper, it’s certainly punchier by the seat of the pants than one rival with the same on-paper outputs: the Nissan Navara.
In multiple tests we’ve found it a match for the 2.8-litre Toyota HiLux with a VBox, if not Ford’s benchmark V6 Ranger, when it comes to punch off the mark and rolling acceleration.
It never feels slow and will even chirp the rear tyres at times when unladen.
While the Aisin transmission only has six gears, they’re well-spaced and the driveline creates good speed-retaining downhill engine-braking by dropping a cog with decisiveness.
It’s also very efficient. Over a few hundred kilometres of driving on both highways and over suburban roads it averaged 8.9L/100km, even with the heavier front bar.
The steel sports bar is mostly for show, but said steel front bar isn’t and the Lightforce LED driving lights can illuminate at 1 lux for a distance of more than 1.1km ahead of the vehicle.
In terms of payload, Mazda claims 887kg for the Thunder based on its 2213kg kerb weight and 3100kg GVM. Mazda doesn’t separately advertise the Thunder Pro’s figures, but its own payload calculator claims the BP-51s shocks and springs add 85kg to the vehicle mass.
If you plan on towing a caravan, for instance, note that while the upgraded suspension is an advisable update, the BT-50’s weight limits need to be considered. Its 5950kg gross combination mass (GCM) means you can tow at maximum 2850kg if you’re also at payload.
One function the BT-50 does lack is full-time 4WD, instead running as a rear-wheel drive on tarmac and offering low- and high-range (50:50) 4×4 driving modes in the rough stuff, with a rear locking diff to help out over rugged terrain.
Those suspension modifications give you a little more flexibility, for example if you’re on a beach with lower tyre pressures you might want to stiffen the shocks.
MORE: Mazda BT-50 Thunder off-road review
What do you get?
BT-50 Thunder highlights:
18-inch alloy wheels
265/60 tyres with full spare
Tub liner
Black steel sports bar
Black steel bullbar
Front light bar
Electric roller hard tonneau
LED headlights, DRLs
Fender flares and side steps
Power-folding chrome mirrors
Rain-sensing wipers
Remote engine start
Dual-zone climate control
Auto-dimming rear-view mirror
2 x USB and 1 x 12V ports
Leather seats, power adjustment (driver)
Heated front seats
Leather-wrapped steering wheel
9.0-inch touchscreen
Wireless Apple CarPlay
Wired Android Auto
8 speakers
AM/FM/DAB
Satellite navigation
Reversing camera
Thunder Pro adds:
Old Man Emu BP-51 suspension
Snorkel
Round Lightforce LED driving lights
Thunder Pro decals
Is the Mazda BT-50 safe?
The BT-50 carries a five-star ANCAP safety rating based on 2022 testing.
D-Max ANCAP crash test
It managed scores of 86 per cent for adult occupant protection, 89 per cent for child occupant protection, 67 per cent for vulnerable road user protection, and 84 per cent for safety assist.
Standard safety features include:
8 airbags
2 x top tethers and ISOFIX points
Autonomous emergency braking’
Adaptive cruise control
Forward collision alert
Blind-spot monitoring
Automatic high beam
Lane-keeping assist
Traffic sign recognition
Intelligent speed limiter
Rear cross-traffic alert
How much does the Mazda BT-50 cost to run?
Mazda provides a five-year, unlimited kilometre warranty.
Service intervals are every 12 months or 15,000km, with prices capped at: $449, $416, $713, $531, $334, $795 and $467 for the first seven visits. The cost-per-visit is about the same as the mechanically identical D-Max, reassuringly.
These service intervals match most competitors aside from the HiLux which soldiers on with six-monthly visits required.
CarExpert’s Take on the Mazda BT-50
The BT-50’s price is frankly getting up there, but launching a pre-packaged Thunder Pro version with uprated suspension, lighting and a snorkel gives Mazda dealers something flashy for the showroom floor.
It’s a solid truck, shaded now by the Ranger in terms of interior technologies and engine performance, but dependable and comfortable.
Be aware that you can pick up a lower grade BT-50 variant and fit the same suspension upgrades, saving yourself some money for forgoing some luxuries.
Dashcam footage shared online has shown the reckless behaviour of a driver in a rented Toyota HiLux.
According to Dash Cam Owners Australia, the two drivers were travelling in Milperra, west of Sydney on February 9, 2024 when the dashcam owner claims the driver of the single-cab Toyota HiLux cut them off as their lane ended.
According to Transport for NSW, the vehicle in a lane that’s ending – in this case, the HiLux driver – does have right of way to merge as long as they are in front of the vehicle already travelling in the right lane.
However, the dashcam owner admits they honked and gave the HiLux driver the finger when they were “cut off”.
The dashcam video has no sound and there’s a cut around 20 seconds in, so we don’t entirely know what transpired.
However, we can see the HiLux brake-checking and continuing to obstruct the dashcam owner’s vehicle, and at one point even stopping across a lane of traffic and opening his door.
The dashcam owner even swerves into oncoming traffic at one point to avoid a collision with the ute.
According to the dashcam driver, he contacted the police to report the dangerous driving, however it’s unclear if any charges were laid.
Genesis now offers three electric cars in Australia, but it hasn’t abandoned the old ways just yet.
WATCH: Paul’s video review of the MY22 Genesis G70 3.3T
The Korean luxury brand, which is to Hyundai what Lexus is to Toyota, has stood by its slow-selling G70 sedan in Australia. Just 81 were delivered in 2023, making it rarer than the BMW 7 Series, but Genesis isn’t pulling the plug.
With more technology, minor styling changes, and an updated suspension system, the G70 has been tweaked for 2024. The range has been slimmed down, and the price of entry has leapt by $18,000.
Clearly, even the updated G70 won’t be giving the Toyota HiLux or Ford Ranger any headaches atop the sales charts.
We’re glad Genesis has stuck with it though, because the 2024 Genesis G70 3.3T Sport Luxury will make the few people who buy it very happy.
How does the Genesis G70 fare vs its competitors?
View a detailed breakdown of the Genesis G70 against similarly sized vehicles.
Genesis
G70
How much does the Genesis G70 cost?
Genesis G70 pricing
2024 Genesis G70 2.0T Shooting Brake Sport Line Luxury: $81,000
2024 Genesis G70 3.3T Sport Luxury sedan: $88,000
All prices exclude on-road costs.
The only option is matte paint ($2000) – our tester was finished in Makalu Gray matte paint.
The Genesis G70 competes with some well-known luxury sedans in Australia. To see how it shapes up, use our comparison tool.
What is the Genesis G70 like on the inside?
Genesis has made a raft of subtle but significant changes to the cabin of the G70, and really lifted it in the process.
Gone is the ugly old steering wheel, and the old climate controls – which always looks and felt a bit Hyundai parts bin – have been ditched in favour of the touchscreen from the GV70 SUV.
There’s now a row of silver toggles on the dash to jump around the infotainment system, rather than the cheap buttons on the pre-update car, and Genesis has ditched the Hyundai indicator and wiper stalks in favour of expensive-feeling units complete with Bentley-style knurling on their ends. These all sound like small changes, but they add up.
The pre-update G70 was fundamentally good, but felt a bit cheap. You can’t level that accusation at the car on test here.
The quilted red leather is lovely, and the driving position is excellent once you’ve lowered yourself in past the B-pillar. You can drop the seat right down onto the floor, and the seats themselves offer a great blend of bolstering and long-haul comfort.
You’re also able to extend the under-thigh support, and tighten or loosen the electric bolsters to suit your tastes.
Regardless of how the seat is set, headroom is tight up front for tall drivers. The latest BMW 3 Series feels like a 5 Series in drag, and even an Alfa Romeo Giulia offers a decent sense of space up front.
The G70 cocoons you, and feels half a size smaller than those rivals – it’s not claustrophobic, but it’s probably closer to it than it really should be.
The updated dashboard brings with a touch-based set of controls for the air-conditioning, which are within easy reach and put plenty of rivals in the shade for usability. If we’re ditching buttons, this is the way to do it.
The new row of silver toggles sitting above it make it easy to jump around the infotainment system, which is a reskinned version of the Hyundai software gradually being replaced across its range.
As a result, it’s simple enough to use and handsome enough to look at… but misses out on wireless smartphone mirroring, which it really should have in 2024. A USB-A port under the dash supports wired mirroring, and there’s a wireless phone charger at the base of the dashboard.
As for the 3D instrument cluster? It initially had me feeling cross-eyed, because it’s too magnified in its most aggressive mode – but you quickly adjust when it’s pared back slightly.
It’s a shame there’s no mapping, performance gauges, or more interesting layouts on offer. What’s the point of digital dials that just look like analogue dials?
Storage is good around the cabin. The door pockets are spacious, there’s a wireless phone charger under the dashboard, and the under-arm storage bin is perfect for wallets or snacks.
Rear seat space is incredibly poor, though. With the driver’s seat set for my 6’7 frame there is literally (not figuratively) no rear legroom, and even with a normal-sized driver there there’s minimal space for legs and feet.
There’s a pair of ISOFIX points and three top-tethers back there if you do want to fit a child seat, although we’d recommend looking at one of the car’s German rivals if you’re regularly using the second row.
The G70 has a sexier roofline than a more traditional, three-box executive limousine, but it comes at the cost of practicality.
Then again, we know the people who used to buy cars like the G70 are now going for mid-sized SUVs, so rear-seat practicality might be less of a concern than it once was.
You get a fold-down armrest with cupholders, air vents, and USB charging back there, along with heated seats given the Luxury Pack that was once optional on the G70 has now been made standard.
Boot space is a claimed 330L with the rear seats in place. The space itself has a letterbox opening that makes it less practical for boxy items, and you’ll need to crouch down to spot items hidden in the boot’s deeper, darker corners.
What’s under the bonnet?
Model
Genesis G70 3.3T
Engine
3.3-litre V6 twin-turbo petrol
Power
274kW
Torque
510Nm
Transmission
8-speed automatic
Driven Wheels
Rear-wheel drive
Weight
1765kg (kerb)
Fuel economy (claimed)
10.2L/100km
Fuel economy (as tested)
13.4L/100km
Fuel tank
60 litres
Minimum fuel requirement
95 RON
How does the Genesis G70 drive?
This is an old-school sports sedan in the best way.
MY22 G70 3.3T Sport shown
BMW and Mercedes-Benz have moved away from six-cylinder engines in most of their sedans. The BMW 330i that’s priced in line with the G70 is a four-pot, and Mercedes-Benz won’t sell you a C-Class with more than four cylinders.
Sure, modern four-cylinder engines punch well above their weight, but the brawny 3.3-litre engine in the G70 makes them feel a bit undercooked. Shared with the now-dead Kia Stinger, the V6 makes this a seriously quick sedan in a straight line.
Plant your foot from standstill and there’s a beat of lag as the turbochargers spool up, and then the engine picks you up and deposits you down the road. Even in the dry, it’ll light up the rear tyres if you’re greedy with the throttle.
The traction control steps in quickly and shuts things down when the back end gets squirrelly unless you’re in Sport+, at which point it leaves you to your own devices… but keeps the stability control active, in case ambition outweighs talent.
Lean on the throttle and it just rides a wave of turbo torque, surging around effortlessly. It’s a shame it sounds a bit flat, because otherwise it’s a lovely engine.
The eight-speed auto is a smooth mover, and fades into the background in daily driving. There’s no learning curve here.
Despite the punchy engine, the G70 is a relaxed and comfortable commuter. The ride is excellent over pimply city streets, the steering is light enough to park with one hand, and the car’s compact proportions – which hurt its back seats and boot so badly – make it easy to place in tight spaces.
It’s impressively refined, with minimal road noise sneaking into to cabin on poor road surfaces, and the twin-turbo V6 has plenty of punch on hand to squirt past traffic if you’re into the traffic light grand prix.
Given how thirsty it can be in town though, the G70 is arguably happier on the open road.
The V6 engine settles down nicely in eighth gear, humming along quietly below 2000rpm, and the relaxed ride is a nice relief from scores of supposedly “sporty” SUVs with stiff suspension.
If you do want stiffer suspension, heavier steering, or a sharper throttle, you’re able to mix and match settings in a custom drive mode.
Genesis’ adaptive cruise control is smooth and smart, and the lane-keeping assist does a good job nudging you back between the white lines when you stray.
The active lane centring is a bit too hands on for my liking though, and it’s a shame this update brought with it the infuriating speed limit warning system proliferating through the Hyundai and Kia range.
It’s not good enough in a base Hyundai Kona, let alone a luxury express worth $100,000 on the road.
What do you get?
G70 2.0T Shooting BrakeSport Line Luxury highlights:
19-inch alloy wheels
225/40R19 + 255/35R19 Michelin Pilot Sport 4 tyres
Space-saver spare
High-performance dampers
Brembo brakes
Limited-slip differential
Intelligent Front-Lighting System
Automatic high-beam
Acoustic laminated windscreen and front door glass
Sunroof
Sport Line appearance package
Dark chrome grille, window surrounds
Black grille insert
Genesis Connected Services (NEW)
Frameless electro-chromatic interior mirror (NEW)
Electro-chromatic exterior mirrors
Rain-sensing wipers
Nappa leather upholstery
Heated and ventilated front sport seats
16-way power driver’s seat with memory
12-way power passenger seat
Heated rear seats
Leather-wrapped dash, doors and console
Alloy pedals
Aluminium inlays
Suede headliner and pillars
Power tilt, telescopic steering wheel adjustment
Keyless entry and start
Dual-zone climate with touch controls (NEW)
12.3-inch 3D digital instrument cluster
Head-up display
10.25-inch touchscreen infotainment system
Satellite navigation with live traffic
DAB+ digital radio
Apple CarPlay, Android Auto
Over-the-air updates (NEW)
15-speaker Lexicon sound system
G70 Sedan3.3T Sport Luxury adds:
Electronic Control Suspension with Sport+ mode
Active variable exhaust
Is the Genesis G70 safe?
The Genesis G70 has a five-star ANCAP safety rating, based on 2018 testing.
It received an adult occupant protection score of 81 per cent, a child occupant protection score of 86 per cent, a vulnerable road user protection score of 69 per cent, and a safety assist score of 81 per cent.
Standard safety equipment includes:
10 airbags incl. front-centre, rear-side
AEB with Pedestrian, Cyclist detection
AEB Junction Assist
Adaptive cruise control with stop/go
Blind-spot assist
Blind-Spot View Monitor
Intelligent speed limit assist (NEW)
Lane keep assist
Lane Following Assist (lane centring)
Leading vehicle departure alert
Multi-collision brake
Rear cross-traffic assist
Surround-view camera
Safe exit warning
Rear occupant alert
Front, rear parking sensors
How much does the Genesis G70 cost to run?
All Genesis G70 models come with a five-year, unlimited-kilometre warranty (for privately operated vehicles) and five years or 50,000km of complimentary scheduled servicing; servicing is required every 12 months or 10,000km.
Genesis also includes 10-year, unlimited-kilometre 24/7 roadside assistance, and a five-year/unlimited-kilometre offer of Genesis To You.
The latter includes courtesy vehicles and a concierge service, whereby owners within 70km driving distance of a Genesis Studio can have someone come to pick up their Genesis for servicing and leave them with a courtesy vehicle.
CarExpert’s Take on the Genesis G70
Through a rational lens, the Genesis G70 doesn’t make a heap of sense.
It’s small inside, thirsty in the city, and has been thoroughly left behind by the Germans when it comes to interior technology.
The Genesis badge might look like the Bentley wings, but it doesn’t carry the same weight as a BMW roundel or the four Audi rings in Australia.
Don’t be fooled, though. The G70 is a charming, old-school sports sedan that packs a serious punch for its price, and will make its niche pool of buyers very happy.
Plug-in hybrids are still are heavily-contested discussion point at CarExpert, as for some they meld together being able to drive on electric power in the city with the ease of use of using a combustion engine for longer drives.
WATCH: Paul’s video review of the MY22 Q5 Sportback 45 TFSI
For others however, they find it hard to look past how you’re lugging around either a petrol engine or large battery pack for no reason apart from adding weight and complexity to the vehicle.
On test here is the 2024 Audi Q5 55 TFSI e quattro S line which has technically been around since 2019 in pre-facelift guise but only launched locally last year.
It spearheaded the company’s reintroduction of plug-in hybrid technology to the Australian market, following the 2015 Audi Q3 e-tron and 2017 Audi Q7 e-tron plug-in hybrids which both had short runs Down Under.
Is the Audi Q5 at its best with a plug-in hybrid powertrain? Read along to find out.
How does the Audi Q5 fare vs its competitors?
View a detailed breakdown of the Audi Q5 against similarly sized vehicles.
Audi
Q5
How much does the Audi Q5 cost?
2024 Audi Q5:
2024 Q5 35 TDI: $73,400
2024 Q5 40 TDI quattro Sport: $87,000
2024 Q5 45 TFSI quattro Sport: $89,400
2024 Q5 55 TFSI e quattro S line: $106,600
2024 SQ5 TDI quattro: $119,700
2024 Audi Q5 Sportback:
2024 Q5 Sportback 40 TDI quattro S line: $89,900
2024 Q5 Sportback 45 TFSI quattro S line: $97,600
2024 Q5 Sportback 55 TFSI e quattro S line: $114,600
2024 SQ5 Sportback TDI quattro: $125,400
Prices exclude on-road costs.
Including all the optional extras equipped to our tester however, this brings the total to $119,190 before on-roads.
To see how the Q5 compares to its rivals, line it up with any of its rivals using our comparison tool.
What is the Audi Q5 like on the inside?
Walking up to and unlocking the Audi Q5 55 TFSI e quattro plug-in hybrid is pretty special, as our tester was fitted with the optional Technik package that adds matrix LED headlights, along with dynamic front and rear indicators.
The headlights and tail lights have an unlocking sequence that’s hypnotising to watch. I particularly liked watching the tail lights as different sections turn on sequentially.
Hopping in the Q5 55 TFSI e there is a bit of a high lip which means you’ll need to lift your feet a bit to get in without brushing your shoes on the side sills.
Once you’re in you are presented with sport seats up front that have black leather-appointed upholstery. If you want Nappa leather upholstery you’ll have to opt for the coupe-like Sportback version.
Despite not being Nappa leather, the regular Q5 55 TFSI e’s leather-appointed upholstery is still very soft. The driver’s seat is also very comfortable, making you feel like you’re hugged in and supported from every angle.
Both front seats are electrically adjustable with a manually extendable thigh support, while the driver’s seat also receives four-way lumbar and memory.
In addition, the front seats are heated which is handy on cool Melbourne mornings. What’s interesting however is the front seats aren’t ventilated, and the feature can’t even be optioned. That’s something that doesn’t sit well with me given our tester costs almost $120,000 before on-roads.
Ahead of the driver is a steering wheel that has a thin rim yet is surprisingly large. It’s a leather-wrapped unit that’s really nice to hold.
All the buttons and scroll wheels on the steering wheels are so tactile and damped. They’re probably the most rewarding steering wheel switches I’ve ever used.
What might throw people at first are all the cruise control functions are on a standalone stalk. I’ve become so used to seeing the cruise controls on the steering wheel and it’s somewhat refreshing to see minimal buttons on the Q5’s steering wheel.
Like virtually all cruise control stalks its operation is very intuitive. My favourite function was the slight and full flicks of the stalk resulting in either single-km/h or multiple-km/h speed changes.
Behind the steering is a 12.3-inch Audi virtual cockpit that’s crystal clear and high resolution. There are so many different views to choose from that continually make the driving experience feel fresh.
I liked being able to have the satellite navigation map take up the full width of the digital instrument cluster, though I wish it displayed my navigation route when using smartphone mirroring. It’s worth noting if you use the in-built satellite navigation, the route will show up.
Above the dashboard is a head-up display that’s also a part of the optional Technik package. Disappointingly this head-up display doesn’t project much information onto the windshield apart from a digital speed readout. It can display cruise control info and built-in navigation instructions too, but that’s about it.
Moving across, the Audi Q5 55 TFSI e comes with a 10.1-inch touchscreen infotainment system that in 2024 is starting to look a little on the smaller side, especially given its competition and price point.
Despite being a little small the touchscreen appears to have plenty of processing power. This means it boots up incredibly fast and is really snappy at loading new content.
Not every car infotainment touchscreen is like this, but the Q5’s is just like using a smartphone or tablet. Scrolling is incredibly easy and you don’t have to put too much pressure for it to recognise a touch input.
As standard there are wired and wireless forms of Apple CarPlay and Android Auto. I elected to use wireless Apple CarPlay with my iPhone 15 Pro Max for the majority of my time with this tester.
Like a number of Volkswagen Group vehicles, I experienced some issues with wireless Apple CarPlay. There would be moments where it would stutter and other points drop out for a second or two. For one particular trip wireless CarPlay refused to connect whatsoever, forcing me to resort pulling out a USB cable.
On the centre console there’s a wireless phone charger, which is fairly common. What’s unusual however is this wireless charger is on a sliding shelf that can either cover the cupholders or go under the centre console armrest.
Even more unusual was the wireless charger actually charged my phone. A lot of cars struggle to charge my phone, occasionally resulting in my phone overheating.
Looking around the cabin the Q5 is a great example of understated luxury. There are no real flashy bits of technology, but rather beautifully designed finishes that feel well thought out and premium.
One of these finishes includes the climate control setup which is thankfully still a physical setup with dials and switches, rather than being a sub-menu in the touchscreen. I love how tactile and satisfying the switchgear feels to use, and also how the switches display more information once it detects a finger on it.
As standard the Q5 55 TFSI e doesn’t come with any form of piano black trim. You’re able to option it but I think you’d have to have rocks in your brain to spend $520 on something that will look dirty and get scratched within a week.
The majority of the main touch points are soft, though once you venture down further in the footwells and closer to the windscreen there are harder plastics. I was particularly surprised at how cheap the glove box opening mechanism felt.
On the flip side however, the ratcheting centre console lid feels sleek and premium. It’s really nice being able to dial in your driving position to perfection.
The optional 19-speaker Bang & Olufsen sound system is fantastic. It’s among my favourite sound systems I’ve experienced to date. The sound system can deliver booming bass, yet also crystal clear treble that seemingly doesn’t distort no matter how loud you dial up the volume.
Moving to the second row there’s an adequate amount of space for myself at a leggy 182cm behind my own driving position. Leg, head, shoulder and toe space aren’t earth shattering, but enough for you to get comfortable. Kids will have oodles of space.
The second-row bench is very comfortable and squishy, with the backrest reclining a touch. You could fall asleep in the second row very easily.
In terms of second-row amenities there are centre console-mounted air vents with a dedicated third-zone of climate, heated outboard seats, as well as a fold-down armrest with cupholders.
Despite the Q5 55 TFSI e having a largely dark cabin, it comes standard with a panoramic glass sunroof that helps to brighten it up and add a bit of ambience.
At the back there’s a powered tailgate with a hands-free kick function. This is handy if you’ve got your hands full and can’t reach the button to open the tailgate.
Our tester was equipped with the optional air suspension that allows you to lower down the rear end an inch or two. Although this doesn’t sound like a lot, it can mean you don’t have to lift heavy items quite as high.
Boot space in the Q5 55 TFSI e is adequate but nothing to phone home about. Audi officially quotes 460 litres of boot space with the rear seats, upright and 1400 litres with the rear seats folded down.
A portion of the boot space is taken up by the charging cables as there’s nowhere else to store them. There’s no underfloor storage as that’s where the high-voltage battery is. Amenities in the luggage area include bag hooks, tie-down points, as well as hooks to fold the second-row seats down.
Like virtually all plug-in hybrids, the Q5 55 TFSI e doesn’t come with a spare tyre at all. Instead there’s only a tyre repair kit. This is something to keep in mind if you plan to venture out of the city and away from tyre shops.
What’s under the bonnet?
Model
Audi Q5 55 TFSI e plug-in hybrid
Engine
2.0-litre 4cyl turbo petrol
Engine power
195kW
Engine torque
370Nm
Electric motor power
105kW
Electric motor torque
350Nm
Total system power
270kW
Total system torque
500Nm
Claimed 0-100km/h sprint
5.3 seconds
Transmission
7-speed dual-clutch automatic
Driven Wheels
All-wheel drive
Weight
2075kg (kerb)
Battery
17.9kWh (gross) lithium-ion
Electric range
55km (WLTP)
Fuel economy (claimed)
2.0L/100km
Fuel economy (as tested)
5.7L/100km (720km mixed driving)
Fuel tank
54 litres
Minimum fuel requirement
95 RON
To see how the Q5 compares to its rivals, line it up with any of its rivals using our comparison tool.
How does the Audi Q5 drive?
Like I’ve mentioned in previous plug-in hybrid reviews, there are many different ways to drive this kind of car. It all depends on how you charge it.
Throughout my time with the Q5 I tried out as many different ways to drive, charge and experience it as possible, which means it might not be directly comparable to how an owner would use their car.
Starting up the car is typically a silent affair with a press of the start button producing a chime or two. It may take just a bit to actually find where the start button is, as it’s located at the front of the centre console and not on the dashboard.
As you go to set off you’ll also need to acquaint yourself with the gear selector. Its operation, including pressing the button on the knob for park, is very intuitive once you get used to it.
Takeoff in the Q5 55 TFSI e is best described as docile in its standard Auto driving mode. That’s not to call it slow whatsoever – the car is more powerful than an SQ5 – but it’s definitely geared more towards efficiency in everyday driving.
If you’re that way inclined the Q5 55 TFSI e can be properly fast, especially in Dynamic mode. With system outputs of 270kW and 500Nm, you’ll be leaving the majority of the traffic behind from the lights.
Depending on the battery charge level, the car will happily potter around on EV mode as much as possible. It can travel at speeds of up to 135km/h on electric power alone.
I also actually beat the EV-only range claim and achieved 60km in the real world. While this might sound like a praise, a number of more affordable PHEVs offer more EV range.
Like a number of Volkswagen Group plug-in hybrids, the electric motor is mounted between the engine and the transmission.
This means the electric motor technically shifts through gears. For the most part it’s seamless, though there is the odd occasion where you can feel a gear shift. This can be a little grating when it happens.
Something that took a bit to get used to is the car’s adaptive regenerative braking system. It’s able to gauge how much regenerative braking should be applied leading up to an intersection by using the car’s sensors and satellite navigation data.
The car can also send a pulse through the accelerator telling you to let the car coast. This is a trippy feeling, but it’s a good help and reminder to drive as efficiently as possible.
When the battery charge runs out the Q5 55 TFSI e will act like more like a Toyota-style hybrid and switch the petrol engine on to assist the electric motor.
You’ll barely hear or feel when the 2.0-litre turbocharged petrol engine turns on, thanks in part to the stellar noise insulation around the cabin, though there can sometimes be a tiny lull in power delivery when accelerating.
The engine can also rev out the first couple of gears to almost 3000rpm, which feels unnecessary but is ultimately a sign it takes some encouraging for the two-tonne SUV takes a bit to get moving at a brisk pace.
As standard there’s a Type 2 charging port that can only AC charge at a maximum rate of 7.2kW. This isn’t the end of the world however as at this rate it only takes 2.5 hours, or 8.0 hours using a 2.3kW domestic wall plug to fully recharge the battery pack. You’ll be able to plug the car in overnight and wake up with a fully charged battery.
You can also charge up the Q5 55 TFSI e’s battery pack by using the charge mode. This is by far the most inefficient way to charge up the car and is best at highway speeds.
I’d recommend not using this mode at all if you want to maintain a low fuel economy figure. It’s also part of the reason why my observed fuel economy was so much higher than the claim.
The Q5 has light steering which makes low-speed manoeuvring really easy. As standard there are front, rear and side parking sensors, as well as a surround-view camera.
There’s also a semi-autonomous parking assist function that makes parallel and perpendicular parking easier.
Our tester was fitted with the optional air suspension that should really be standard given the asking price. I can’t recommend it more however because it irons out so many rough bumps and makes the car glide on the road.
The Comfort mode dials this up to 11. It’s really like driving on a cloud, which is so surprising given the car has 20-inch alloy wheels and weighs 2.0 tonnes.
For some added novelty you can manually raise and lower the car at low speeds. There are also Allroad and Offroad drive modes that jack the air suspension up to make it more ready to head off the beaten path.
Building up speed in the Q5 55 TFSI e comes easily, though acceleration does start to taper off a tad at higher speeds. It’s also worth noting sustained highway speeds is when the electric motor is at its least efficient.
In order to negate this there’s a hold mode that keeps the petrol engine running to maintain the battery’s charge level. If you’re strategic with how you use this mode you can maximise the total amount of distance you can travel on a battery charge and fuel tank.
On the safety and assistance front, the adaptive cruise control system works well. When you change the set speed using the stalk it accelerates or slows down at a gradual rate, which makes for a more comfortable driving experience.
The lane-keep assist function is also fantastic at keeping the car centred in the lane, even with faded lane markings. I don’t often like to use these kinds of systems, but I actually wanted to use it in this car.
Lastly, the optional matrix LED headlights are great. These are so helpful when travelling along rural and regional roads in the dark as you don’t have to worry about dipping your high-beams. Instead you can properly focus on what animal might wander onto the road ahead.
What do you get?
Q5 55 TFSI e quattro S line highlights:
S line exterior package
S line front, rear bumpers
S line front grille
S line rear spoiler
20-inch Audi Sport alloy wheels
LED headlights
LED daytime running lights
LED cornering lights
LED tail lights
Panoramic sunroof
Rear privacy glass
Convenience key
Side mirrors
Heated
Auto-folding
Auto-dimming
Memory function
Roof rails in aluminium
Leather-appointed seats
Electric front seats incl. 4-way lumbar
Driver memory function
Heated front seats
Sliding rear seats, 40:20:40 split
Tri-zone climate control
30-colour ambient lighting
Illuminated front door sills
10.1-inch MMI navigation plus
12.3-inch Audi virtual cockpit
Audi connect plus online services
Wireless Apple CarPlay, Android Auto
DAB+ digital radio
10-speaker Audi sound system, 180W
Audi phone box light (wireless charger)
2 x front, 2 x rear USB ports
The $4900 Technik package, as fitted to our tester, adds:
Matrix LED headlights
Dynamic front and rear indicators
19-speaker Bang & Olufsen 3D sound system
Head-up display
Other optional extras fitted to our tester include the $4400 adaptive air suspension, $1300 black exterior styling package, and the $1990 Daytona grey pearl effect paint.
Is the Audi Q5 safe?
The Audi Q5 and SQ5 range received a five-star ANCAP safety rating based on testing of the pre-update model, but this rating expired on January 1, 2024.
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.
Standard safety features 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
Hill descent control
Lane-keep assist
Rear cross-traffic assist
Tyre pressure monitoring
Turn Assist
Swerve Assist
Predictive Efficiency Assistant
Driver attention monitoring
Rear view camera
Q5 Sport adds:
Park assist
360-degree cameras
How much does the Audi Q5 cost to run?
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. As with the regular Q5 TDI and TFSI range, the service plan costs $3520.
CarExpert’s Take on the Audi Q5
The Audi Q5 mightn’t be as overtly flashy as some of its other premium German rivals, but there’s definitely an appeal in having a car that has understated luxury tones.
Perceived build quality in the Q5 is among the best I’ve experienced to date, and all the switchgear you interact with inside the cabin is really tactile and satisfying to use. I wish more carmakers would take notes from Audi.
The plug-in hybrid powertrain on test here is refined and can be fantastically quick if you want it to be. That aside, it will only really work for you if you’re looking to go green and have the means to be able to charge it.
If you can’t charge the car however, it’s really hard to justify the $17,200 price premium over the 45 TFSI, especially when the two cars have the same EA888 2.0-litre turbo-petrol engine as a base.
With this in mind, unless you really want a plug-in hybrid I’d suggest looking at the Q5 45 TFSI can be optioned up to be virtually identical spec-wise. You’ll also be saving thousands in the process.
Mazda is making bold claims about its new Large Architecture SUVs, starting with the CX-60.
The Japanese brand says its new larger models with their inline six engines and rear-wheel drive architectures are its answer to the Euro premium establishment – namely Audi, BMW, Lexus and Mercedes-Benz.
So, why not test out that claim? Here on test we have the 2024 Mazda CX-60 G40e Azami up against the 2024 Mercedes-Benz GLC 300 4Matic to see if Mazda can really duke it out with the establishment.
From the get-go the Mazda has a near-$30,000 price advantage over the Benz, a gap which grows wider if you add the available Plus Package for the German. Is it that much better a car to justify the extra spend?
Well, let’s find out!
Dive into an extensive side-by-side analysis
Including price, detailed specifications and features
You can get into a CX-60 from around $60,000 before on-road costs, but the top-spec Azami trim with the G40e mild-hybrid petrol engine asks for $73,600 plus on-roads.
Our test car also had the $2000 SP Package fitted, which brings the sportier blacked-out exterior accents and wheels, as well as a pretty fetching Tan leather and suede interior.
So, $75,600 before on-road costs as tested for a completely decked-out CX-60. You can add another $2000 and get the torquier D50e mild-hybrid inline six diesel, or $12,800 for the plug-in hybrid – quite a bit of choice.
The Mercedes-Benz GLC 300 4Matic meanwhile, is the sole engine variant available for German marque’s mid-sizer in Australia. It’s priced from $103,700 before on-road costs.
It’s also worth mentioning the old model’s six-cylinder and plug-in hybrid engine options are no more, despite overseas markets still getting several versions of the latter.
In order to be more competitive with the overall specification of the Mazda, the GLC requires the Plus Package which wants for an extra $6900 – though our test car wasn’t specified with this.
So that’s a price difference of at least $30,000 before you even factor in on-road costs – you could buy a second car with that change!
The CX-60 wears a five-star ANCAP safety rating based on Euro NCAP testing in 2022.
It scored 91 per cent for adult occupant protection, 93 per cent for child occupant protection, 89 per cent for vulnerable road user protection and 77 per cent for safety assist.
Standard safety features include:
10 airbags incl. front-centre airbag
Adaptive cruise control
Autonomous emergency braking (AEB)
Forward incl. Pedestrian, Cyclist detection
Reverse
Junction assist (Turn-across Traffic)
Blind-spot monitoring
Driver attention monitoring
Forward obstruction warning
High Beam Control (auto high-beam)
Lane-keep assist
Parking sensors front, rear
Rear cross-traffic alert
Surround camera system
Traffic sign recognition
Tyre pressure monitoring
Vehicle exit warning
CX-60 Azami adds:
Adaptive LED Headlights
Cruising & Traffic Support
Adaptive cruise + lane centring
Front cross-traffic alert
360-degree cameras incl. See Through View
Mercedes-Benz GLC
The Mercedes-Benz GLC SUV earned a five-star ANCAP safety rating earlier this year against the 2020-2022 testing protocols.
Standard safety equipment includes:
Adaptive cruise control
Autonomous emergency braking (AEB)
Blind-spot assist
Lane keep assist
Parking sensors front, rear
Rear cross-traffic asssit
Semi-autonomous parking assist
Speed sign recognition
360-degree cameras
Tyre pressure monitoring
What are they like inside?
Mazda CX-60
With a two-tone steering wheel reminiscent of a Range Rover or Bentley, as well as quilting on the seats, there’s a very high-end look about it for something that comes in at the mid-$75,000 mark. Perhaps only Genesis offers this kind of ambience for similar money.
The front seats are pretty comfortable and offer 10-way adjustment for the driver (including lumbar and memory) as well as eight-way adjustment for the passenger. They’re also heated and ventilated in the Azami, which is a nice touch.
Ahead of the driver are a pair of 12.3-inch displays; the instrument cluster and central infotainment system, which only offers touch functionality when you’re stationary. Otherwise, you use the BMW iDrive-style rotary controller on the centre console.
The instrument binnacle has a standard view mimicking conventional dials, as well as a driver assist view which is automatically activated each time you turn on the cruise. It’s a shame there’s no further customisation beyond a small widget with a couple of readouts in the right-hand dial.
The Mazda Connect infotainment interface is basically the same as in other Mazda models on a larger display, and there’s no extended online functions like there are in other markets… yet.
There’s satellite navigation, AM/FM/DAB radio, wireless Apple CarPlay and Android Auto, as well as Bluetooth phone and audio streaming. It covers those bases pretty well, and I spent most of my time using smartphone mirroring which worked flawlessly – after an annoying bug that meant it took a couple of attempts to pair first time.
Azami grades come fitted with a 12-speaker Bose audio system which offers good audio, and can be adjusted to offer a surround sound experience and thumping bass. It’s not quite on the level of the Benz’s Burmester system, though.
Mazda has stuck to physical switchgear for the climate controls, which is great. There’s a nice solid feel and action to them, helping to uphold that perception of quality. Speaking of quality, the fit and finish is pretty darn good. Everything feels solidly screwed together, and there’s a decent ratio of soft-touch materials to hard surfaces.
I will say, the lack of softer surfaces below the dashboard, as well as textured soft plastic instead of stitched leather-like door tops (which you get in the CX-5) is disappointing.
There’s a pair of cupholders beside the gear selector, ahead of which are a wireless phone charger and USB-C inputs. Storage elsewhere up front includes decent door bins and a deep cubby underneath the dual-lid centre armrest – so you can open half of it without disturbing your passenger.
The second row isn’t massive, and definitely loses ground to the Mercedes. Behind my driving position (I’m 6’1) I had enough head-, knee- and toe room to get comfortable, with a good view out the rear windows. I’d wager two adults will be fine, three would be a pinch. The minimal centre tunnel at least means a centre passenger isn’t too impeded in terms of foot space.
Amenities include rear air vents – though no separate climate controls – as well as USB-C and 150W AC outlets to keep devices charged as well as heated outboard seats.
There’s a fold-down centre armrest with cupholders, map pockets behind the front seats, as well as ISOFIX anchors on the outer positions and top-tethers across all three rear seats. Bottle holders in the doors round out the notable practicality features.
Cargo volume is quoted at 477 litres “to rear package tray” with all seats up, expanding to 1726 litres “to ceiling with underfloor storage space” with the rear seats folded. Not bad, but somewhat off the pace of the GLC (620L) with all seats in use.
Remote levers to drop the rear seats feature in the cargo area. Mild-hybrid versions get a space-saver spare wheel.
Mercedes-Benz GLC
Mercedes-Benz has a knack for cabins that smack you in the face with wow factor on first glance and big displays – especially if you opt for the swish Neva Grey leatherette or two-tone Sienna Brown option over our tester’s black exterior.
That 11.9-inch MBUX touchscreen rises out of the centre console like a spaceship control panel, and the freestanding 12-inch digital instrument cluster likewise is futuristic in its execution. Both feature surface coatings to minimise glare, and achieve that in most conditions.
It’s all running the second generation MBUX interface, which offers high resolution, snappy load times, and a wealth of configurability for both displays. Another major upgrade over the previous iteration is the fact Apple CarPlay and Android Auto are wireless.
Connected services are included out of the box, including online traffic updates and net-based services accessed via the touchscreen. Most will just use Apple CarPlay and Android Auto, which was reliable and snappy during our time with the GLC… save for a couple of dropouts at known points around Melbourne.
Fit and finish was once a Mercedes-Benz hallmark, though these days the German marque can be a little patchy in areas – particularly in anything badged below ‘E’.
The man-made leather trim is supple enough, and features on the seats, door tops and dash, with stitched details that look quite fetching and upmarket. That’s contrasted with a lot of gloss black trim on the centre console, prone to fingerprints and scuffs.
Other marks against the brand’s otherwise solid reputation for quality are some of the interior plastics. The dashboard trims often sound like they flex over driveways and ramps, and the sliding lid on the centre bin in our test car sometimes let out a yucky squeak when we opened it.
For a luxury car costing over $100,000 wearing the Three-Pointed Star on its nose, these sort of things aren’t really acceptable.
The GLC SUV offers rear accommodation that is pretty much class leading in the premium mid-size SUV segment, and is the better of the two vehicles here.
It’s a shame there’s no option for a third zone of temperature controls, given you can get that sort of stuff in a Volkswagen Golf these days – the CX-60 also misses out.
Amenities include rear air vents, a fold-down armrest with cupholders, ISOFIX child seat anchor points and top-tether mounts across the rear seatbacks, and the centre seatback folds individually if you need to stow a longer item.
The GLC SUV offers a big 620L with the rear seats in place, expanding to 1680L with the rear seats folded – more than the Mazda in both measurements. Under the boot floor is a space-saver spare wheel.
What’s under the bonnet?
Model
Mazda CX-60 G40e
Engine
3.3L 6cyl turbo 48V MHEV
Power
209kW (5000-6000rpm)
Torque
450Nm (2000-3500rpm)
Transmission
8-speed auto
Driven wheels
All-wheel drive
Weight
1810kg (tare)
0-100km/h (claim)
6.9 seconds
Fuel economy (claim)
7.4L/100km
Fuel tank size
58 litres
Fuel requirement
91 RON
Engine
2.0L 4cyl turbo 48V MHEV
Power
190kW (5800rpm)
Torque
400Nm (2000-3200rpm)
Transmission
9-speed automatic
Driven Wheels
All-wheel drive
Weight
1959kg (tare)
0-100km/h (claim)
6.3 seconds
Fuel economy (claim)
7.7L/100km
Fuel tank
62L
Octane rating
95 RON
How do they drive?
Mazda CX-60
First, the ride. It’s firmer than I’d like for something marketed as ‘premium’, and probably deserves adaptive damping. But with that said, it came together much better in everyday settings than I would have thought.
There’s a firmness to the CX-60 that constantly reminds you of its more dynamic bent if you’re on choppy high-speed blacktop like what we drove on at the media launch, but the CX-60 feels much more sorted on city streets.
It communicates imperfections in the road surface and occasionally will thud over sharper hits which isn’t great, but I never found it particularly uncomfortable. At worst it was a bit unsettled at times – I’d recommend taking a test drive yourself to gauge where it sits on your comfort scale.
This firmness has a positive trade-off in how the CX-60 feels on the in the bends and on the highway. It’s super tied down and feels particularly dynamic compared with the bulk of mid-sized SUVs.
Heavy steering and a firm chassis set up make for quite a keen steer, and the way the CX-60 feels hunkered down on the freeway is very European in feel, and inspires confidence in adverse weather.
Mazda’s team confirmed each powertrain variant has slight variations in their suspension tuning. The G40e feels a little more lighter on its feet than the D50e diesel – which is firmer, particularly up front.
Performance from the turbocharged inline six is very strong, and quite addictive. While the plug-in hybrid has the quickest 0-100 on paper, the 3.3-litre inline six petrol has more character and an almost BMW-like personality in its linear acceleration and brassy engine note.
Mazda’s 6.9-second 0-100 claim feels entirely believable by the seat of the pants, and it definitely feels more eager and responsive than the torquey D50 3.3-litre diesel.
The 48V M Hybrid Boost system is keen to switch the engine off whenever it can, which can be a pain if you’re expecting keen response in normal driving. It also means fuel use for such a big engine is impressive – we saw 8-9L/100km in mixed conditions, which pretty much matches the Benz’s 2.0-litre turbo.
That rear-drive balance gives the feeling of being pushed rather than pulled, allowing the front wheels to prioritise steering rather than accelerating.
On the roll Mazda’s new eight-speed automatic is snappy, but lower speed shifts can be iffy, occasionally jerking like when you mess up a manual shift. It can clunk if you catch it napping when you need a quick burst of acceleration, lacking the layer of polish you’d usually expect of a premium SUV.
Speaking of polish, the SP Package (and CX-60 GT) appear to get noisier tyres than the standard Azami. The 235/50 R20 Toyo Proxes Sport performance tyres transmit more road noise to the cabin than I remember of the standard Azami wearing Bridgestone Alenza tyres.
Flicking it into Sport mode, the throttle sharpens up and the steering weights up a bit. The CX-60 is truly a fun thing to punt up a B-road, and the petrol inline six makes for quite an engaging experience in a way most four-cylinder alternatives don’t.
All versions of the CX-60 come with an array of driver assistance systems as you’d expect, but Azami is decked out with everything Mazda can possibly throw at it – even if some of the beeps and bongs are a little annoying.
Adaptive cruise control with Cruising & Traffic Support offers semi-autonomous capability on the highway and in traffic; and as we’ve come to expect it works smoothly and intuitively. The lane centring function works well, and activating the cruise control switches the driver display to show assistance front and centre with the dials spread to each side. I wish you could go back to the normal look.
Blind-spot assist will actively steer you back into your lane to avoid a collision with an approaching vehicle, and there’s front and rear cross-traffic alert to help when entering intersections or reversing out of blind parking spots. Even better, there’s Turn-across Traffic Assist in the AEB system to stop you if you attempt an unsafe turn into oncoming traffic.
Mercedes-Benz GLC
Compared to the Mazda, the GLC definitely feels more comfort focused. It’s noticeably softer on initial hits, but that said it’s not a world away in terms of overall comfort and refinement.
The controls are very light, almost lazy in the standard Comfort setting, though the big 20-inch wheels and liquorice-thin tyres that come as standard don’t necessarily iron out the lumps and bumps as well as they should.
Driving refinement in daily environments is pretty good, with a muted note from the engine coming through and good insulation from road noise. The 48V mild-hybrid system will also cut the engine as you slow to a halt in traffic or at the lights to save fuel, and smooths out the start-up process once you get moving again.
That said, the 48V system isn’t as keen shut off the engine as the Mazda’s. You aren’t constantly seeing the engine turn on and off – which may be a plus for response in scenarios where you quickly need to boot it when coasting – but it also means you won’t save as much fuel.
I saw a similar 8-9L/100km during my time with the GLC, with a mix of high-traffic peak-hour commuting mixed with freeway stints. I expected better – it’s worth noting Mercedes claims a higher official consumption figure than the Mazda despite the Japanese SUV’s significantly larger engine.
The GLC would also struggle to keep the engine off when sitting idle at a traffic light for more than 45-60 seconds, which is unusual from a vehicle touting a beefed-up electrical architecture. When there are diesel and hybrid alternatives that could almost halve the GLC’s indicated average it’s worth calling out.
Where the GLC impresses more is out on the open road, where its secure stance and relaxed controls make for an effortless tourer. The 2.0-litre engine settles happily into a cruise at 100-110km/h, silently eating up the miles in ninth gear.
While there’s a smattering of AMG bits, I wouldn’t go as far to say the GLC 300 feels particularly sporty should you find yourself on a winding country B-road.
In normal driving the GLC 300 Coupe offers secure, accurate handling that’s also quite light on feel. Tighter corners in the standard setting cause a bit of lean, exacerbated somewhat by the commanding drive position. Throttle response is also quite relaxed and almost lazy in the standard setting.
Even with the drive mode set to Sport, it doesn’t feel super eager to be driven hard. The steering and suspension firm up a bit, and throttle response sharpens. You also get more engine noise thanks to the speakers, but it’s just not the way to make the most of what this car has to offer.
Performance from the turbocharged motor is not bad thanks to its healthy 400Nm of torque, and in Sport mode the brand’s 0-100km/h claim of 6.3 seconds feels doable by the seat of the pants with everything in full attack – but it’s not as sonorous as the Mazda’s inline six.
Our option-less tester featured adaptive cruise control and lane-keep assist for an extra set of hands when navigating longer highway stints or peak-hour traffic, but Benz’s excellent semi-autonomous highway assistant forms part of an optional package which is a bit stiff on this $100,000 car.
The GLC will accelerate and brake for you when ‘Distronic’ is activated, though the lane-keep assist only stops you from drifting over the lines rather than centring you in the lane.
Cost of ownership
Mazda CX-60
Like the wider Mazda range, the CX-60 is covered by a five-year, unlimited-kilometre warranty.
Scheduled servicing is required every 12 months or 15,000 kilometres (whichever comes first) for the G40e M Hybrid and the P50e Plug-in Hybrid; while the D50e M Hybrid quotes shorter 10,000km intervals.
Mazda doesn’t offer upfront service packages, but the first five years of its capped-price servicing program total $2881 for G40e models – pricey, but still less than half of what Mercedes-Benz charges.
Mercedes-Benz GLC
The Mercedes-Benz GLC range is covered by a five-year, unlimited-kilometre warranty.
Logbook servicing is required every 12 months or 25,000km, whichever comes first. The company offers three-, four-, and five-year servicing packages priced at $3100, $4200, and $6455 respectively – ouch.
CarExpert’s Pick
Both of these premium SUVs are good cars in isolation, but come with some pretty niggling flaws.
The Mazda offers a classic drivetrain configuration no longer offered by the Mercedes, is tens of thousands cheaper and is the more dynamic drive of the two – but its firm suspension continues to polarise, and Mazda doesn’t quite have close to the same level of badge credibility.
Beyond the ride, the infotainment lacks connected and remote services – though Mazda is rolling these out across its range throughout 2024 – and the space and practicality on offer plays second fiddle to its German rival here.
Meanwhile, the Mercedes is significantly more money to buy and to service, and offers a less engaging drive experience and similar fuel consumption to the Mazda despite having a smaller engine. It also requires an expensive option pack to better align its spec sheet with the CX-60’s.
But the extra spend does get you a more desirable badge, a more sophisticated and extensive tech and software experience, as well as a more comfortable and refined driving experience – if at the expense of fun and engagement. It’s also the more spacious of the two competitors here.
Should you be cross-shopping these two – or any luxury rivals against the Mazda – the one to choose will really be based on how much a premium badge is worth to you, and whether you can live with the CX-60’s terse ride.
The Benz doesn’t enamour me enough to justify dropping another $30,000-$35,000 over the Mazda. The difference in purchase price plus the ongoing maintenance costs aren’t justified by a significantly more premium experience across all metrics – even in isolation, it feels overpriced.
Perhaps Audi and BMW equivalents might (for less money), but those tends of thousands of dollars could go a long way in other places put myself in the mind of a more pragmatic family buyer.
Let me know what you think though – drop a comment below!
Videos
WATCH: Paul’s video review of the CX-60 G40e and D50e
The updated Toyota LandCruiser 70 Series recently launched in Australia and is now controversially offered with a four-cylinder turbo-diesel engine and a six-speed automatic transmission.
To see how quick this new four-cylinder and six-speed auto combination in the LandCruiser 79 Series, we put it up against some rivals from within Toyota’s own stable.
Driving the Toyota LandCruiser 76 Series GXL Wagon with the venerable 1VD-FTV 4.5-litre turbo-diesel engine and five-speed manual is Paul Maric.
Lined up next to him is the Toyota LandCruiser 79 Series GX single-cab chassis with the new 1GD-FTV 2.8-litre turbo-diesel engine and six-speed automatic, driven by James Wong.
Lastly as a bit of a wildcard is the Toyota HiLux SR5 dual-cab pickup driven by myself. It’s powered a version of the same four-cylinder turbo-diesel as the LandCruiser 70 Series.
How does the V8-powered LandCruiser fare against the two four-cylinder utes? You’ll need to watch the full video above to see who won.
Here’s how they compare on paper:
LandCruiser 76 Wagon V8
LandCruiser 79 Single Cab 4cyl
HiLux SR5 Dual Cab
Engine
4.5L V8 turbo-diesel
2.8L 4cyl turbo-diesel
2.8L 4cyl turbo-diesel
Transmission
5-speed manual
6-speed auto
6-speed auto
Power
151kW
150kW
150kW
Torque
430Nm
500Nm
500Nm
Kerb mass
2355kg
2130kg
2110kg
Price when new
$83,900 + ORCs
$78,800 + ORCs
$62,490 + ORCs
We also conducted runs with weight added to the LandCruiser 79 Series 4-cyl and HiLux to make them equal to the LandCruiser 76 V8.
Here’s how they fared in individual performance testing, with the same driver behind the wheel.
LandCruiser 76 Wagon V8
LandCruiser 79 single-cab 4cyl
HiLux SR5
Quarter mile
19.28s
17.73
17.70s
0-100km/h
14.62s
11.80
11.17s
Quarter mile (+ weight)
N/A
18.28
18.46s
0-100km/h (+ weight)
N/A
12.71s
12.95s
BUY: Toyota HiLux BUY: Toyota LandCruiser 70 Series
MORE: Everything Toyota HiLux MORE: Everything Toyota LandCruiser 70 Series
The Volkswagen T-Roc is a superstar for the brand in Australia, having cemented its spot as the company’s best-selling model — and the Style grade tested here makes a pretty strong case as the pick for your hard-earned.
WATCH: Paul’s video review of the MY23 T-Roc 140TSI R-Line
This one-up from base spec lists at less than $40,000 before on-roads, but you’re looking at $42,990 drive-away as part of a national promotion current until March 31, 2024.
So, should you take a look at the 2024 Volkswagen T-Roc Style? And does it bring enough to the table compared to the affordable CityLife grade that’s $5000 cheaper?
How does the Volkswagen T-Roc fare vs its competitors?
View a detailed breakdown of the Volkswagen T-Roc against similarly sized vehicles.
Volkswagen
T-Roc
How much does the Volkswagen T-Roc cost?
The T-Roc Style starts from $39,790 plus on-road costs, and is currently advertised for $42,990 drive-away.
To see how the T-Roc lines up against its rivals, use our comparison tool.
What is the Volkswagen T-Roc like on the inside?
The thing about the T-Roc is that while it’s pretty close to a Golf in size, it still has the ‘old’ VW interior.
And you know what? That’s good.
That’s because you have more physical controls and an ‘older’ 8.0-inch touchscreen media system, which has intuitive touch panel elements down the sides of the screen, and you still get a tuning dial and a volume knob as well.
It’s a pretty simple screen, with easy to learn menus and controls. During my time in this car I had no issues with wireless Apple CarPlay connecting and reconnecting on multiple different occasions getting in and out of the car. The stereo could do with more bass, however, as it has six speakers but no subwoofer.
There’s a proper climate control panel down below, rather than haptic sliders on a screen, but it does have touch-sensitive style controls for temperature and the fan.
However, you can just simply tap to change them if you don’t want to muck around sliding your finger back-and-forth on that panel.
The nice leather-lined steering wheel has conventional buttons for volume, track, the digital driver info screen controls, and cruise control functions. Beyond the wheel is a digital instrument cluster with multiple different menus and displays available.
The buttons to control it take a little bit of acclimation, but it’s an otherwise conventional layout for the controls in this car… so long as you’re okay with the indicators being on the left stalk.
There’s a traditional gear selector – not the little lever thing seen in some other newer models from the VW Group – and while you don’t have a manual handbrake, there’s a trigger for the electronic park brake. So it does feel less like a science experiment than some of the other new small SUVs in the segment.
Storage is okay, including a wireless phone charger in front of the gear selector, which has 2x USB-C ports above it. Behind it is an open cup holder section, which is strangely shaped and won’t embrace all cups lovingly.
Behind that is a centre armrest console which isn’t especially large, and is only really going to be capable of taking a wallet and phones or, maybe, some treats for longer trips.
Peculiarly, while there are padded sections on the doors and padded elbow rests upfront, you do not get any lining in the oversized bottle holders in the doors as you do in many other VWs. At least here is a rubberised mat in the base to help prevent items sliding about.
There are ambient light strips in the front doors, and the materials and finishes are all pretty high end… up front at least.
Front seat comfort is very good, although, some people may be disappointed the seats lack electric adjustment and are unheated, which seems s a little bit rich for a car at this price point.
They do at least have different trim elements, and nice grey stitching, and the Alcantara-style fabric on the inner parts of the seats is nice and grippy.
Perhaps the biggest problem with seat comfort in the T-Roc is for anyone who finds themself in the back seat.
Behind a seat set for my own driving position (at 182 cm or 6’0” tall) my knees are hard up against the seat ahead, and while head room is good and ingress and egress isn’t difficult, it isn’t necessarily the most commodious place. It’s more suitable for two adults than three, and there is a transmission tunnel dividing the rear footwells.
There are some good amenities for those in the back seat. This includes map pockets on the back of both seats, decent sized door pockets for bottles – but without any lining in the bottom of the rear door pockets, directional vents, a pair of USB-C ports, and a fold down armrest with adjustable cup holders. It is strange, though, that the cupholders are better in the backseat than they are up front. Finally, the middle seat also has a ski-port for longer items to be stashed via the backseat.
There are slightly different trim elements in the back, including hard plastics on the doors and the door toppers, no ambient lighting, and different design elements, too. At least there are soft elbow pads.
Parents! It’s roomy enough for a toddler to sit behind an adult, and my 2 ½ year old daughter was in her forward-facing car seat for much of my time with the vehicle. There are ISOFIX points in the window seats and top-tether points as well.
Both the entry-level CityLife and Style models have 445 litres of boot space, which extends to 1290L when the rear seats are folded down. That’s better than their AWD counterparts, which cop a cut in capacity to 392L/1237L respectively.
The boot space has an adjustable floor section so you can make it larger if you need to, or have a flat load space from the lip forwards if that’s what you prefer.
There is a space-saver spare wheel below the floor, and in the luggage area there are a couple of tiedown points and shopping bag hooks as well. It’s going to be big enough for a pram and a couple of extra bags, or a weekend worth of suitcases for a small family.
One issue that presents itself when you’re loading the boot is that it is not electrically powered, and also there’s no dangly handle to pull the boot lid down. There are hidden handles with illustrations that are seemingly supposed to help, but they’re actually a bit confusing – even for IKEA instruction interpretation experts.
What’s under the bonnet?
Both the base model CityLife and the second-tier-up Style make use of VW’s tried and true 1.4-litre four-cylinder turbochargedpetrol engine producing 110kW of power and 250Nm of torque. This engine has remained essentially unchanged for several years now.
Despite being a carryover the engine has class competitive outputs, and these grades are fitted with an eight-speed automatic transmission, with power going only to the front wheels.
It has a claimed 0-100km/h time of 8.7 seconds, but it has paddle shifters and a Sports mode for the transmission if you want to see how fast you can do the sprint.
Thinking of fitting a towbar? The towing capacity is 690kg for an unbraked trailer, and 1500kg for a braked trailer.
Fuel consumption for the Style and CityLife is stated at a combined 6.3 litres per 100km, with 95 RON premium unleaded fuel required. The fuel tank capacity is 50 litres.
Over my week of driving across a mix of different scenarios including daycare drop-off and collection, urban driving, freeway cruising and plenty more, I saw a displayed return of 7.6 litres per 100km. And for those playing along at home, I kept the engine start-stop active the entire time.
How does the Volkswagen T-Roc drive?
That engine and transmission behave themselves pretty well in most situations, but it’s not quite as snappy a drive experience as VW Group models with this 1.4 turbo equipped with a DSG dual-clutch auto.
That’s down to the fact that this automatic, while less complex, isn’t as decisive in a lot of situations. It can be busy on maintained ascents, shifting between a few different gears to maintain say, 80km/h.
I live in the Blue Mountains and there’s a section where – in a Golf with a seven-speed DSG – there were no perceptible shifts occurring. But this drivetrain makes a bit more fuss across that same stretch, with the box ‘hunting’ a bit more to try and maintain pace.
That might not be a deal breaker, and you can change it by adjusting the drive mode to Sport, or the transmission mode to Sport, or by using the paddle shifters yourself. In reality, it’s not a big deal – and if you’ve never driven a DSG-equipped car, then you’re probably wondering why I’m even rabbiting on about this.
In fact, in most other situations, it’s a pretty decent transmission. It deals better with traffic jams and traffic lights, with the engine stop-start system being less disruptive and the auto taking off in a zippy manner from a standing start.
The engine is a bit of a go-getter, too. It’s no T-Roc R in terms of outright performance, but you’re not going to feel shortchanged in any way if you’re considering this against other small SUVs that don’t have turbo engines – even a few that do.
It revs happily at low speeds and holds pace nicely on the freeway, and for commuters there’s also the handy, fatigue-reducing Travel Assist function that will do adaptive cruise control (stop-and-go) and lane-keeping steering in some situations, too.
One thing I should mention is that my partner drove this car a bit, and she found the throttle to be a bit hard to balance once you got to highway pace. She doesn’t use cruise control nearly as much as I do.
It also has the expected dynamics of a Volkswagen, meaning it essentially drives just like a Golf, but a bit higher up and with a bit more suspension travel over bumpy bits.
The ride is very good, even with a less sophisticated torsion beam rear suspension setup. The 18-inch wheels and slightly lower-profile tyres of the Style jolt a little more over sharp edges than the CityLife I drove recently, but the ride is better than acceptable in the majority of circumstances.
It also steers quite nicely, too. The Sport setting makes the weighting a bit heavy, and you can adjust the Individual mode to have heavy steering if you want it, but I found that it wasn’t as enjoyable in that mode when it came to urban driving and dealing with intersections and parking.
I had no major complaints about the drive experience here, but it is quite loud over coarse-chip road surfaces and, while I might never have found this out if the weather wasn’t monsoon-like during my week with this car, the fastest windscreen wiper speed is a bit too slow!
What do you get?
T-Roc CityLife highlights:
LED headlights (reflector-type)
Automatic headlights
17-inch alloy wheels
6-speaker sound system
Keyless entry and start
Digital Cockpit digital instrument cluster
8.0-inch touchscreen infotainment system
Apple CarPlay, Android Auto (wired)
DAB+ digital radio
Wireless phone charger
Dual-zone climate control
Leather-wrapped steering wheel
Paddle shifters
Roof rails
Cloth upholstery
2 x front and rear cup holders
2 x front and rear USB-C charging ports
T-Roc Style adds:
Performance LED headlights (projector-type)
1025-inch Digital Cockpit Pro
Wireless Apple CarPlay, Android Auto
Satellite navigation
Black exterior rear-view mirrors
18-inch Grange Hill alloy wheels
Titanium Black-Anthracite upholstery
Manual driver and passenger lumbar adjustment
Rain-sensing wipers
Is the Volkswagen T-Roc safe?
The Volkswagen T-Roc has a five-star ANCAP safety rating, based on testing conducted in 2017 by Euro NCAP.
It received an adult occupant protection score of 96 per cent, a child occupant protection score of 87 per cent, a pedestrian protection score of 79 per cent, and a safety assist score of 71 per cent.
Standard safety features include:
Autonomous emergency braking (forward, reverse)
Lane-keep assist
Front, rear parking sensors
Reversing camera
Lane departure warning
Driver attention detection
Collision warning
Travel Assist
Adaptive lane centring
Adaptive cruise control
Blind-spot monitoring
Rear cross-traffic alert
The T-Roc is only fitted with six airbags – dual front, front side and full-length curtain – meaning it misses out on driver’s knee and front centre airbag protection.
How much does the Volkswagen T-Roc cost to run?
VW Australia has a five-year, unlimited kilometre warranty for its model line-up.
Buyers can also choose to pay for servicing every 12 months or 15,000km, or prepay for three years ($1515, saving $150 over pay-as-you-go), or five years for $2750, a saving of $458. The latter has been increased by $300 as part of MY24, while the former has jumped $65.
If you service your VW with VW, you get your roadside assistance topped up annually. Otherwise you just get one year of cover from new.
CarExpert’s Take on the Volkswagen T-Roc
It’s an impressive small SUV, with a confident drive experience and some likeable features.
It isn’t as roomy as some rival crossovers, but those others just can’t match its all-round niceness.
The 2024 Kia Cerato has been hit with a price rise of $900 without any additional features, ahead of the current-generation hatch and sedan range reaching the end of the line.
Drive-away pricing for the Kia Cerato now ranges from $28,790 in base S guise to $39,290 for the flagship GT, up$900 on the year prior.
“Pricing was adjusted in line with economic increases and came into effect on January 1,” a Kia Australia spokesperson told CarExpert.
Cerato Sport+
Since the current-generation Cerato launched in 2018, the drive-away price of its entry-level grade has increased by $8800, though the then-cheapest Cerato S manual was dropped in 2022 following a facelift.
When comparing automatic versions only, the current Cerato’s price has risen by $6800 in six years.
As previously reported, a replacement of the Kia Cerato is due in the near future, having been spied with bolder fastback-esque styling.
Pricing
The Kia Cerato is identically priced in both hatchback and sedan body styles.
2024 Kia Cerato S: $27,060 (+$770)
2024 Kia Cerato S with Safety Pack: $28,060 (+$770)
2024 Kia Cerato Sport: $29,160 (+$770)
2024 Kia Cerato Sport with Safety Pack: $30,160 (+$770)
2024 Kia Cerato Sport+: $32,210 (+$770)
2024 Kia Cerato GT: $36,860 (+$770)
All above prices exclude on-road costs.
Kia offers nationwide drive-away pricing for the Cerato, which is detailed below.
2024 Kia Cerato S: $28,790 (+$900)
2024 Kia Cerato S with Safety Pack: $30,290 (+$900)
2024 Kia Cerato Sport: $30,790 (+$900)
2024 Kia Cerato Sport with Safety Pack: $32,290 (+$900)
2024 Kia Cerato Sport+: $34,490 (+$900)
2024 Kia Cerato GT: $39,290 (+$900)
Drivetrains
Cerato S, Sport and Sport+ engine
Cerato GT engine
A choice of two engines are available across the 2024 Kia Cerato range.
All Cerato variants except the flagship GT are powered by a naturally aspirated 2.0-litre four-cylinder petrol engine, producing 112kW of power and 192Nm of torque and driving the front wheels through a six-speed torque-converter automatic transmission.
The Kia Cerato GT gains a turbocharged 1.6-litre four-cylinder petrol engine, developing 150kW of power and 265Nm of torque, also sent to the front wheels but through a seven-speed dual-clutch automatic transmission.
Efficiency
According to Kia, the Cerato S, Sport and Sport+ consume 7.4L/100km on the combined test cycle, regardless of sedan or hatch body style.
The Kia Cerato GT has a claimed fuel consumption of 6.8L/100km in hatch guise and 6.9L/100km in sedan shape.
All models run on 91RON regular unleaded fuel and have a 50L fuel tank.
Dimensions
Cerato S
The 2024 Kia Cerato sedan measures 4640mm long, 1440mm tall and 1800mm wide, while the hatchback is 4510mm long, 1445mm tall and 1800mm wide.
All Kia Cerato GT models are 5mm lower than non-GT variants, while all grades and body styles have a 2700mm wheelbase.
The Kia Cerato sedan boasts up to 502L of storage space, while the hatch has a reduced capacity of 428L.
Servicing and warranty
All Kia Cerato variants are covered by the brand’s seven-year, unlimited-kilometre warranty in Australia.
The Kia Cerato S, Sport and Sport+ require services every 12 months or 15,000km, while the GT has a stricter schedule with 12-month, 10,000km intervals.
Kia offers seven years of capped-price servicing, which equates to $2970 for the Cerato S, Sport and Sport+, while Cerato GT owners pay $3281 across the same period.
Interval
S, Sport, Sport+
GT 1.6-litre turbo
1 year
$281
$281
2 years
$475
$461
3 years
$345
$360
4 years
$614
$504
5 years
$316
$316
6 years
$603
$703
7 years
$336
$656
Safety
The Kia Cerato was last tested by ANCAP in 2019, with two different ratings covering the range.
Kia Cerato S and Sport models without the optional Safety Pack received a four-star rating, while those with the $1500 Safety Pack as well as Sport+ and GT variants were awarded a five-star rating.
The 2024 Kia Cerato S and Sport are equipped with the following safety equipment:
Autonomous emergency braking with pedestrian detection
Lane-keep assist
Lane Following Assist (lane centring)
Rear occupant alert
Driver attention alert with leading vehicle departure alert
Reversing camera with front and rear parking sensors
Tyre pressure monitoring
Front, front-side, and curtain airbags
The addition of the $1500 Safety Pack, or purchasing a Cerato Sport+ or GT, adds:
Autonomous emergency braking with pedestrian and cyclist detection
Blind-spot monitoring
Blind-spot assist (Sport+ and GT only)
Rear cross-traffic alert
Adaptive cruise control
Safe exit warning
Sport+ and up also receive active rear cross-traffic assist.
Standard Equipment
Cerato Sport+
The 2024 Kia Cerato S is fitted with the following:
16-inch steel wheels
8.0-inch touchscreen infotainment system
Wireless Apple CarPlay and Android Auto
4.2-inch instrument cluster screen
Cruise control
Air conditioning
Six-speaker sound system
Automatic headlights
Automatic high-beam
Tilt and telescopic adjustable steering column
The Cerato Sport adds:
17-inch alloy wheels
10.25-inch touchscreen infotainment system
Wired Apple CarPlay and Android Auto
Satellite navigation
DAB digital radio
Illuminated vanity mirrors
Leatherette-wrapped steering wheel and shifter
The Ceraro Sport+ gains:
Leather-appointed seats
Heated front seats
Dual-zone climate control with auto defog function
Electrochromatic rear-view mirror
15-inch rear disc brakes
Electronic parking brake
Power-folding exterior mirrors
The flagship Cerato GT is equipped with:
18-inch alloy wheels
Multi-link rear suspension
LED headlights and tail lights
LED interior lighting
Leather-appointed ‘sports tubular’ trim
Flat-bottom leather-wrapped steering wheel
Wireless phone charging
Eight-speaker JBL premium sound system
Hands-free power boot-lid (sedan only)
Dual exhaust
Alloy pedals
Paddle shifters
Tilt/slide sunroof
Ventilated front seats
Options
In addition to the aforementioned safety upgrades, the $1500 Safety Pack adds to the Cerato S and Cerato Sport:
15-inch rear disc brakes
Electronic parking brake
Power-folding exterior mirrors
Leatherette-wrapped steering wheel and shifter (S only)
Colours
Clear White is the only standard paint finish on the Kia Cerato, with all other options costing an extra $520:
Silky Silver
Steel Grey
Platinum Graphite
Aurora Black Pearl
Runway Red
Mineral Blue
Horizon Blue
Snow White Pearl
MORE: Everything Kia Cerato MORE: 2023 Kia Cerato review
In the past two years alone, some 19,000 Australians have had a Kia Seltos added to their driveway.
Sitting somewhere between the small and medium segments in terms of overall size, the Seltos has cemented itself as a popular option for Aussie car buyers that want the practicality and higher hip point of a crossover or SUV, mixed in with more compact, city-friendly dimensions.
It’s seen pretty solid sales success without outright segment leadership, largely because the Korean brand simply cannot get enough of them – Australia has to compete with the South Korean and North American markets for supply, and the Seltos is quite popular in both of those regions.
The facelifted model first hit Australia last year, and yours truly attended the Australian media launch. It brought some solid upgrades to an already capable product, as well as a wider range of variants and was the first volume product from the brand to rollout Kia Connect online services.
WATCH: Paul’s video review of the Seltos GT-Line 1.6T AWD
A year or so on, and the Seltos remains one of the top picks in a seriously competitive segment. Its combination of value, space and on-road manners are no doubt the key reasons the nameplate has proven so popular.
On test we have the penultimate 2024 Kia Seltos Sport+ trim with the optional 1.6-litre turbocharged AWD drivetrain. Is it the one you should buy? Read on to find out.
How does the Kia Seltos fare vs its competitors?
View a detailed breakdown of the Kia Seltos against similarly sized vehicles.
Kia
Seltos
How much does the Kia Seltos cost?
The Seltos Sport+ can be had from $38,790 drive-away with the naturally aspirated petrol engine and front-wheel drive, or $42,290 drive-away for the turbo’d AWD version tested here – $300 up on MY23.
Kia Seltos pricing:
2024 Kia Seltos S 2.0 FWD: $31,990 (+$300)
2024 Kia Seltos Sport 2.0 FWD: $35,690 (+$300)
2024 Kia Seltos Sport+ 2.0 FWD: $38,790 (+$300)
2024 Kia Seltos Sport+ 1.6T AWD: $42,290 (+$300)
2024 Kia Seltos GT-Line 2.0 FWD: $44,890 (+$300)
2024 Kia Seltos GT-Line 1.6T AWD: $47,990 (+$300)
All prices are drive-away
To see how the Seltos compares to its rivals, line it up with any of its rivals using our comparison tool.
What is the Kia Seltos like on the inside?
Kia has followed brands like Mercedes-Benz in rolling out dual display housings for a wraparound effect, which in the Seltos Sport+ with its high-definition 10.25-inch screens looks quite posh for a mainstream car.
The dual displays are standard from the Sport and up, and come with everything from embedded satellite navigation and DAB+ radio, to wired Apple CarPlay and Android Auto as well as Kia Connect telematics and services.
It’s familiar Hyundai-Kia fare in terms of the skin and interface, mirroring what’s available elsewhere in the range. The displays themselves are high resolution, offer snappy loading times, and smooth, fluid animations. It also means you get connected navigation, a net-based voice assistant, and app-based remote functions – you can read all about it here.
Kia Connect is free for seven years, meaning owning the Seltos during the warranty period doesn’t come with any added costs or subscriptions to access the full technology suite. By comparison, the Toyota Corolla Cross gets just one year of Toyota Connected Services, with ongoing monthly fees of up to $20 per month thereafter.
If you’re not using the native system, there’s Apple CarPlay and Android Auto, though still wired on the 10.25-inch infotainment unit with satellite navigation. It feels contradictory to tout the high-tech connected services and feature suite, but still need to wire in your phone.
Despite being one down from the flagship GT-Line in the family tree, the Sport+ retains majority cloth seat trim with leatherette bolsters. The front pews are pretty comfy if a little wide and flat in areas – the Mazda CX-30 has far more supportive and hugging chairs up front, by comparison.
Material quality is also a knock compared to benchmarks in the segment, with the interior being almost exclusively hard, scratchy plastics that make even a Cerato feel luxurious – but Kia’s typical solid build quality otherwise remains.
Below the screens is the climate control pod, which features more physical buttons than the old Seltos and is where the hard controls for the infotainment system are placed. Some may find the placement of the infotainment controls lower down less intuitive than having them on either side of the screen, but that’s down to personal preference.
The Seltos retains its practical shelves and cubbies to store things; including a shelf for your phone, another cubby under that large enough to swallow wallets and keys, as well as a centre console with cupholders and a slot for the vehicle key, or McDonald’s fries even…
One of the key differentiators between the Seltos and a number of small SUVs is the back seat, where it’s up there with the likes of class leaders (think GWM Haval Jolion and Mitsubishi Eclipse Cross) in terms of passenger space.
Even over six-footers like myself can get comfortable in the second row, with very good head, leg, knee and toe room for the class. It’s a pretty flat seat like the fronts, meaning you can squeeze three across if you really need to but it also means your rear passengers might slide around a bit.
Rear amenities include directional air vents behind the centre console, a map pocket behind the front passenger seat, USB-C ports at the rear of the centre console, and bottle holders in the doors. There’s also a fold-down rear armrest with cupholders.
Little ones are also catered for, thanks to the requisite ISOFIX anchors and top-tether points. The Seltos’ rear-centre seatbelt is also fed from the seat, not the roof like some rivals.
Behind the segment-leading rear seats is one of the biggest boots in the class. All models bar the entry-level S – which feature a full-size spare – get 433 litres of volume with the rear seats in play, while the rest of the range with space-saver spares get 468 litres. That’s about as much as a Mazda CX-5 (442 litres).
Fold the rear seats down and that figure expands to 1428 litres in the Seltos S, and 1393 litres for everything else. The new Nissan Qashqai bests it with the seats down (1524-1513L), but offers less capacity in five-seat configuration.
What’s under the bonnet?
Model
Kia Seltos 1.6 T-GDI AWD
Engine
1.6-litre 4cyl turbo
Power
146kW (6000rpm)
Torque
265Nm (1600-4500rpm)
Transmission
8-speed auto
Driven Wheels
All-wheel drive
Weight
1495kg (tare)
Fuel economy (claimed)
7.4 litres per 100km
Fuel economy (as tested)
9.1 litres per 100km
Fuel tank
50 litres
Minimum fuel requirement
91 RON
How does the Kia Seltos drive?
One of the key improvements for the mid-life facelift was the introduction of a new transmission for AWD models.
Sport+ 2.0 FWD
Seltos variants with the 1.6 T-GDI AWD drivetrain swapped out the old dry-type seven-speed dual-clutch auto for an eight-speed torque-converter auto similar to the one used in larger models like the Sportage and Sorento.
Turbo versions also get a 16kW power bump, and a 0.2L/100km improvement in combined fuel economy, for reference.
As you can imagine, this made for a big improvement to driveability refinement. Where the old car was hesitant and elastic in its response, particularly in normal driving, the new eight-speeder is much more intuitive in response and offers smoother shifts.
It’s also fairly quiet and refined going about its duties, thanks in part to added sound insulation as part of the facelift, but the petrol engine has a distinctive buzzy note that is common to other Hyundai-Kia products with variations of this direct-injected motor.
I will say that despite the Seltos 1.6T packing 146kW, which is quite high for the segment, don’t expect it to feel as peppy as something like a VW T-Roc R-Line. The turbo’d Seltos is a little down on torque compared to performance leaders in the segment, and has been geared for efficiency.
Despite being geared for efficiency, it’s not all that efficient for the class. I saw an indicated return of 9.1L/100km after my week with the Seltos, but saw in the 10s with less highway driving mixed in. That seems pretty thirsty for this size class, and it’s not helped by the lack of idle stop/start technology for high-traffic city and urban commuting.
What the Seltos does get right, however, is the ride and handling. As has been well documented, Kia Australia localises the ride and handling tunes of just about every model it sells, and the Seltos is all the more better for it.
The steering is well weighted and pretty quick in response, giving it something of a sporty feel. Likewise the balanced handling has keen turn-in but also good body control and ride compliance – it’s up there with the best in class.
Having that eighth cog also means there’s less noise at a cruise as the engine is more relaxed at highway speeds, and the addition of more sound-absorbing materials in the floor carpet, door trims, wheel guards and C-pillars to mitigate road noise helps to bring a claimed 0.3dBA reduction in road noise compared to the old model.
But that’s not to say the Seltos is whisper quiet on coarser bitumen at speed, because it’s not. If you’re doing a lot of highway touring and want something that offers an ambience up there with the premium brands, I’d suggest looking at a Mazda CX-30 or Nissan Qashqai.
Should you be feeling a little racy behind the wheel, you can flick the Seltos into Sport mode which sharpens the throttle response, holds gears for longer as well as tightens up the steering to give the car a more focused feel. It’s a shame there are no paddle shifters to properly control things yourself, though you can use the gear shifter to do this.
Annoyingly despite costing over $40,000, the Sport+ misses out on several desirable features reserved for the GT-Line, such as LED exterior lighting, a head-up display, and rain-sensing wipers – considering many rivals fit most of these as standard, it’s a shame Kia still makes you stump for the top-shelf model to get these fairly basic bits of kit.
Still, the biggest frustration is the Intelligent Speed Limit Assist, which turns on every time you start the car and constantly chimes when the speed limit changes, when you go slightly over the limit, or if you’re 3km/h over the last detected speed limit.
It interrupts your music, phone calls, but most importantly your sanity to the point where you find yourself diving through the settings menus in the infotainment system to turn it off. Then, you have to do it all over again when you start the car because you can’t keep it off.
Otherwise the adaptive cruise control works as you’d expect, but at times like other more affordable models in Kia’s stable can be caught going well under or well over the set speed on sharper inclines or declines.
Lane Following Assist centres the vehicle in its lane and combines with the adaptive cruise to do the hard work for you on extended freeway stints, while active blind-spot and rear cross-traffic assists alerts you to approaching vehicles but will also apply counter steering or the brakes respectively to avoid a collision.
What do you get?
Seltos S highlights:
16-inch alloy wheels (NEW)
Electric folding side mirrors (NEW)
Mirror-mounted side indicators (NEW)
Black Matte grille
Body-coloured door handles
Halogen headlights, projector type
Halogen daytime running lights
Dusk-sensing headlights
Rear fog light
Roof rails
Basic digital instrument cluster (NEW)
4.2-inch multi-function LCD driver display (NEW)
Cloth seats
6-speaker sound system
8.0-inch touchscreen
Apple CarPlay (wireless)
Android Auto (wired, wireless)
Halogen interior lighting
Rear air vents (NEW)
Front, rear USB-C charge ports (NEW)
Space saver spare wheel
Manual air-conditioning
Drive Mode Select
incl. Eco, Normal, Sport, Smart
12V outlet in front tray
Seltos Sport adds:
17-inch alloy wheels (NEW design)
Front fog lights
Roof rails
Solar Glass
10.25-inch digital instrument cluster
10.25-inch infotainment system
DAB digital radio
Kia Connect
Satellite navigation
Sounds of Nature
Wired Apple CarPlay, Android Auto
Premium steering wheel, shifter
Auto up/down driver window
Single-zone climate control
Auto defog
Seltos Sport+ adds:
Adaptive cruise control with stop/go
AEB with Cyclist, Junction assist
Auto-dimming rear-view mirror
Cloth/leatherette seat trim
Driver Attention Alert
Electronic park brake incl. Auto Hold
Heated electric side mirrors
LED interior lighting
Lead Vehicle Departure Alert
Rear centre arm rest
Rear privacy glass
Smart key, push-button start
Colours
Mars Orange
Pluton Blue*
Snow White Pearl*
Steel Grey*
Gravity Grey*
Fusion Black*
Neptune Blue*
Pluton Blue & Fusion Black roof^
Clear White & Fusion Black roof^
*Premium paint costs $520 extra ^Two-tone roof removes sunroof; GT-Line only
Is the Kia Seltos safe?
The Seltos wears a five-star ANCAP safety rating based off testing of the pre-facelift model in 2019.
It received an adult occupant protection score of 85 per cent, child occupant protection score of 83 per cent, vulnerable road user protection score of 61 per cent, and a safety assist score of 70 per cent.
Standard safety features include:
6 airbags
AEB with Pedestrian detection
Blind-spot assist
Rear cross-traffic assist
High Beam Assist
Intelligent Speed Limit Assist
Lane Following Assist
Lane keep assist
Safe Exit Warning
Front, rear parking sensors
Reversing camera
Driver Attention Alert
Rear Occupant Alet
Seltos Sport adds:
eCall function via Kia Connect
Seltos Sport+ adds:
AEB with Cyclist, Junction assist
Adaptive cruise control with stop/go
Leading Vehicle Departure Alert
How much does the Kia Seltos cost to run?
The Seltos continues to be covered by Kia’s seven-year, unlimited-kilometre warranty with capped-price servicing for the same period and roadside assistance for up to eight years.
Kia Connect is complementary for seven years too, and you get free map updates for your satellite navigation system (where applicable) for up to 10 years.
Scheduled maintenance is required every 12 months or 15,000km for the 2.0 MPi, or slightly shorter 10,000km intervals for the 1.6 T-GDi. Kia Australia says it’s global policy for its turbo models to have shorter intervals.
The Seltos 2.0 MPi will set you back $288, $494, $352, $614, $324, $624 and $344 for the first seven visits ($3040), while the 1.6 T-GDi costs $308, $500, $373, $651, $346, $630 and $671 ($3479).
Both cost just over $2000 over five years, which is competitive with most brands other than Honda and Toyota.
CarExpert’s Take on the Kia Seltos
There’s a lot to like about the Seltos, but I don’t think this specification is the one to go for.
Most of Kia’s range follows a similar trend, in that the one-up from base grade or the flagship are the picks, as they’re normally good value for money and offer a good level of standard features.
In the case of the Seltos, the Sport 2.0 FWD is nearly $7000 than this Sport+ 1.6T AWD but looks mostly the same externally and retains stuff like the digital cockpit and Kia Connect, and the price gulf means you can sort of overlook the missing assistance kit like adaptive cruise and blind-spot collision avoidance.
Otherwise, if you want all the fruit, the GT-Line isn’t that much more and really you can get away with the FWD model if you don’t drive on unsealed roads often or plan on going to the snowfields – I do understand some people like the added surety in adverse weather, though the price premium isn’t justified in my opinion.
The competition in this segment is hotting up in general, and the fact Kia is still persisting with halogen headlights and holding rain-sensing headlights hostage except for the flagship grade is a bit of a piss-take when this car is over $40,000 on the road. C’mon Kia, you know what to do…
Get the spec right though, and the Seltos is a very capable crossover for singles, couples, small families and our more distinguished elders, offering a well-rounded package for attainable money. It’s still a very good little thing.
A slide in Australian used car prices is expected to continue this year, as new car supply finally improves almost four years after the global pandemic began.
Data released by financial intelligence firm Moody’s Analytics shows used car prices have continued to fall from the peak recorded in May 2022, and are now 17 per cent lower than the all-time high.
The firm expects used car prices to fall by 8.1 per cent throughout 2024, after having dropped by 9.4 per cent between January and December last year.
However, compared to January 2019 – the most recent low, which occurred well before the global pandemic – used car prices are 49 per cent higher than they were five years ago.
There was a slight uptick in used vehicle prices from December 2023 to January 2024, with used car prices up 0.06 per cent and used ute and SUV prices up by 1.4 per cent, but the firm nevertheless expects prices to continue dropping during the year.
The firm attributes the consistent cooling of used car prices to increased production and local supply of new cars, which reached a record-high 1,216,780 new passenger and commercial vehicles registered in 2023.
It has also warned used car prices could stop their downward trend or even increase, echoing concerns from the new car industry that the boom in deliveries is likely to end, largely attributed to the cost of living crisis.
Last month, data published by the Australian Automotive Dealer Association (AADA) – compiled in partnership with AutoGrab – showed 2,074,535 used cars were sold locally in 2023, outselling new vehicles by 57 per cent.
As with the new car market, the Ford Ranger was the best-selling used vehicle in Australia last year, beating the Toyota HiLux to claim top honours in both sales charts.
Lexus is going all in on Australia, rolling out what feels like an endless stream of new models to cater for every segment.
Not only is it bringing new people into the brand, it’s also slowly reducing the brand’s average owner age as younger people are targeted with small, family-friendly SUVs.
The latest cab off the rank is the all-new 2024 Lexus GX, which shares a platform with the larger Lexus LX, Toyota LandCruiser 300 Series and the upcoming Toyota LandCruiser Prado – but offers a decidedly Lexus take.
How much does the Lexus GX cost?
Pricing for the Lexus GX is yet to be announced for the Australian market.
As we’ve previously reported, pricing is expected to kick off from around $110,000 before on-road costs for the entry-level Luxury variant.
What is the Lexus GX like on the inside?
The interior of the GX is different to any other Lexus we’ve seen before – and that’s not a bad thing.
GX 550 Luxury
Instead of going to town with woodgrain and the types of things you’d find in Lexuses of yesteryear, Lexus has gone down the utilitarian path – straight lines, soft-touch plastics and a utilitarian vibe is the order of events inside the cabin.
But you will still find a number of luxuries. The top-spec Sports Luxury version we tested included an electrically charged roof that can seamlessly move between opaque and transparent almost instantly at the push of a button. Likewise a set of side steps fold out from the bottom of the door to make entry and exit easier.
Then of course there’s things like a fridge, heated and cooled seats and a litany of four-wheel drive controls that I’ll run you through shortly.
The GX will also be included in the Lexus Encore program (although the program level is yet to be confirmed) with benefits that stretch beyond just ownership of the vehicle.
Central to the cabin is a 14-inch infotainment system – it includes wireless smartphone mirroring, along with AM/FM and DAB+ digital radio. Depending on specification, buyers can opt for a 21-speaker Mark Levinson sound system, with standard audio coming in the form of a 10-speaker Panasonic sound system lower down in the range.
There’s even the option of a noise cancellation system that uses three microphones mounted within the cabin and plays audio that cancels out unwanted frequencies via a separate amplifier. Things like road noise and engine noise can be subdued with the system active.
Ahead of the driver is a customisable display that doubles as a four-wheel drive information screen while you’re off-roading. Finally there’s a large 10-inch head-up display for additional trip, speed and navigation information.
Let’s talk about space. The front row is spacious – stacks of room to stretch out with very comfy seats. There are a number of colour options available to choose from too, making the interior quite customisable.
GX 550 Overtrail
GX 550 Luxury
GX 550 Overtrail
GX 550 Luxury
Second row space is good too for adults. Knee and toe room is good, likewise head room. You’ll find creature comforts like USB-C connectivity and heated seats for the outboard positions, along with privacy blinds and privacy glass.
Depending on the specification, the vehicle can be configured from the factory as a five-, six- or seven-seat vehicle. The six-seater offers a removable centre cup holder section to allow easy pass through to the third row.
The third row on the other hand isn’t as good. And this seems to be a common trait of vehicles on the TNGA-F platform – we’ve observed the same issue with the LX and 300 Series – where it’s quite cramped back there.
Getting in is difficult for adults, as is finding a comfortable position. The second row only folds and tumbles and doesn’t slide on rails to allow additional space, which ultimately compromises the usability of the third row for adults.
Kids on the other hand won’t have any issues, and to be frank, kids are the ones most likely to be using the third row. Back there you’ll find USB connectivity along with cup holders and air vents.
The boot has a clever twin-opening arrangement. The glass door section opens, along with the full cargo door. Under the cargo floor you’ll find additional storage with a full-sized spare located under the rear of the vehicle.
In the boot you’ll also find a 400W power outlet for powering auxiliary devices.
What’s under the bonnet?
All Lexus GX 550 variants are powered by the same 3.4-litre twin-turbocharged V6 petrol engine, which produces a claimed 260kW of power and 650Nm of torque – representing increases of 110kW and 150Nm over the upcoming Prado’s 2.8-litre four-cylinder turbo-diesel engine with 48V mild-hybrid assistance.
Drive is sent to all four wheels through a 10-speed automatic transmission, which features low-range gearing and a locking centre Torsen differential. Overtrail variants also pick up a rear differential lock.
While the Lexus GX 550 Luxury and Overtrail boast a 3500kg braked towing capacity, the Sports Luxury has a reduced capacity of 3130kg. It’s a bit confusing because the same vehicles feature a 4000kg braked and 3500kg braked towing capacity for the North American market.
It’s worth noting that all GX variants, regardless of spec, come with an integrated tow receiver and brake controller, which is located just underneath the steering wheel. It means you don’t need to spend money on a costly brake controller if you decide you want to tow down the track.
While the engine is the same capacity and features most of the same components as the larger Lexus LX, it has been detuned to differentiate itself from its larger sibling.
Fuel consumption figures are yet to be confirmed for any market, but we expect the GX to be fairly thirsty given it’s a non-hybridised twin-turbocharged V6 petrol engine. Using the LX as a guide, we expect fuel economy to sit somewhere between 11-12 litres of fuel per 100km.
How does the Lexus GX drive?
Before we run through how the GX drives, it’s worth mentioning what lives beneath the skin.
GX Overtrail
The GX sits on a ladder-frame chassis. Up front it uses independent suspension with double wishbones, while the rear differs from rivals like the Land Rover Defender by utilising a live axle instead of independent rear suspension.
This setup allows additional wheel articulation over the previous-generation GX, as well as the fitment of wheels up to 22-inches in diameter and tyres up to 33-inches in size.
While the base specification uses passive damping, Overtrail and Sports Luxury variants come with adaptive damping. The Overtrail also uses e-KDSS (a new electronically controlled version of the previous generation vehicle’s kinetic dynamic suspension system setup that offers an extra 83mm of wheel articulation).
Kick the engine over and there’s a nice thrum as it sits idle. There’s even a light exhaust note at idle that signals there’s something going on under the bonnet – it’s not crazy, but it’s a pleasant surprise.
GX Sports Luxury
The 10-speed automatic transmission is a clever gearbox too. It was designed to be fully locked up as often as possible throughout its rev band – this fully locked-up state makes the car feel more responsive and more like a manual vehicle, with the engine directly driving the driveline with no slip.
In Sport mode this is amplified even further where the vehicle forces itself to remain fully locked at speeds above 3km/h. So in Sport mode, there’s a direct connection between the throttle and chassis feel – it’s quite a rewarding experience and makes the vehicle feel quite sporty.
Low-speed driving is quiet and comfortable. Even the non-adaptive entry-level variant offers a comfortable ride on 20-inch alloy wheels – it soaks up bumps nicely and isn’t too fussed by potholes and cobblestoned roads.
It’s worth noting our test route around the roads outside of Tucson in Arizona were fairly smooth and there weren’t a great deal of corners to push the GX anywhere near its limits.
GX Luxury
Road noise is subdued, even on the Overtrail specification – which rides on all-terrain tyres, that can be pretty noisy on the highway.
Visibility is excellent, especially when it’s paired with the digital rear view mirror. The driving position is commanding and the rectangular wing mirrors offer decent vision down the sides of the vehicle, with a blind-spot monitor built-in.
We did find the driver distraction monitor quite annoying. It would often try and remind us to keep our eyes on the road, even if our eyes were glued to the road. It also occasionally came up with messages asking us to sit up – even though our seating position hadn’t moved.
Of the corners we did find, the GX remained fairly flat, but again the lower speed limits and large sweeping bends weren’t really an accurate representation of the variety of roads you’ll find across Australia.
GX Sports Luxury
Versions of the GX with bigger 22-inch wheels and low-profile tyres also rode well. The adaptive damping system has a number of modes to pick from that all vary the ride quality in some way.
We found the Comfort setting pretty good, but we want to see how it fares at the proving ground when we get the GX in Australia. We’ve experienced handling issues previously with LX and 300 Series variants fitted with both KDSS and adaptive damping, so it’ll be interesting to see if the GX fares the same way.
One thing you’ll love is how much punch is on offer from the V6 petrol engine. The gearbox is quick to respond to inputs and the slab of torque on offer from the drivetrain is addictive.
It feels so much more exciting to drive than a diesel and if you’re happy to pay a bit extra to cover the fuel cost, it’s a ripper drivetrain for this platform.
GX Overtrail
Let’s chat about off-road driving, something that GX owners are expected to do if they go down the path of the Overtrail variant.
The numbers are impressive – approach angle comes in at 26 degrees, departure at 23 degrees (or 21 for the Overtrail due to the larger spare tyre beneath the rear). Ground clearance is 220mm (or 225mm for the Overtrail) and wading depth is 700mm.
Standard electronic equipment includes crawl control, centre differential lock (Torsen), rear differential lock on Overtrail and low-range gearing on all variants.
We had the chance to sample GX across a number of purpose-built obstacles at the launch. These included an offset mogul to push articulation to its limits, steep gravel climbs to test crawl control, along with a number of obstacles designed to test the camera systems.
Colour-coded lines are displayed on the screen to show wheel travel, along with camera memory to offer artificial vision of what’s beneath the vehicle. All of these views are quite useful for various terrain.
GX Overtrail
Throttle control off-road is great, and it comes down to the calibration offered in each drive mode. Depending on the mode you’re in, the vehicle will tailor the stability control and throttle sensitivity to suit the conditions.
Over the offset mogul the amount of wheel lift that was achieved thanks to the KDSS system was excellent. It works by using hydraulics that are driven by load on each corner of the vehicle. When there is a wheel that falls into a rut and reaches full extension, the system is able to disconnect the anti-roll bar to allow the wheel to lift even further.
Without KDSS and with an anti-roll bar, the GX would have less articulation due to the limitations of the anti-roll system. The system not only works in theory, but it works in practice and delivers excellent results. When coupled with the rear differential lock, lifting a wheel off the ground at the rear doesn’t affect the vehicle’s traction.
Needless to say, it all felt incredibly capable. Given these media events are engineered to highlight the vehicle’s best parts, we’ll reserve final judgement for when we get the Lexus GX back home in Australian test conditions.
What do you get?
GX 550 Luxury highlights:
20-inch alloy wheels (with a full-size spare)
Self-levelling LED headlights
Rear privacy glass
Rear spoiler
Flush roof rails
8-way power-adjustable front seats
Heated, ventilated front seats
Heated outboard rear seats
60:40-split folding rear seats
Push-button folding third-row seats
Tri-zone climate control
Head-up display
12.3-inch digital instrument cluster
14-inch infotainment screen
Wireless, wired Apple CarPlay, Android Auto
10-speaker sound system
Wireless phone charger
5 x USB-C ports
12-volt front and 220-volt rear outlets
Power tailgate with fold-out glass hatch
9 airbags
Tyre pressure monitoring system
360-degree camera
GX 550 Overtrail adds:
Black 18-inch wheels with all-terrain tyres
Wheel arch mouldings
Unique bumpers
Black trim highlights
Bridge-type roof rails
Adaptive Variable Suspension (AVS)
Locking rear differential
Electronic Kinetic Dynamic Suspension System (eKDSS)
Multi-Terrain Select off-road traction control system
Multi-Terrain Monitor
Downhill assist control
‘Multi-stage’ Crawl Control
Olive green Ultrasuede front seat accents and stitching
Stiffer bases, softer bolstering
‘Unique door ornamentation’
Smart key
Refrigerated cool box
Removes 3rd row seats
GX Luxury (US)
GX 550 Sports Luxury adds (over Luxury):
22-inch alloy wheels
Adaptive high-beam
Power-extending side steps
Panoramic glass roof
Adaptive variable suspension
10-way power-adjustable driver’s seat
Massage function for front seats
Semi-aniline leather-accented trimmed seats
Heated steering wheel
Digital rear-view mirror
21-speaker Mark Levinson sound system
Hands-free power tailgate
Refrigerated coolbox
Is the Lexus GX safe?
Neither the new Lexus GX or Toyota LandCruiser Prado (250 Series) have been crash tested by ANCAP or Euro NCAP.
LandCruiser 300
The related Toyota LandCruiser 300 Series does, however, wear a 2022-stamped five-star ANCAP safety rating. Given the GX and Prado share the same TNGA-F platform, and should be decked out with the latest and greatest safety and assistance features Toyota has to offer, we expect them to achieve similar results.
How much does the Lexus GX cost to run?
Lexus covers its range with a five-year, unlimited-kilometre warranty.
The Lexus Encore ownership plan included at purchase also incorporates three years of roadside assistance. It’s unclear whether the GX will get the standard Encore benefits or the posher Encore Premium plan like the LX.
Lexus Australia hasn’t confirmed service pricing for the GX 550 yet, though as a guide the LX 600 with the same twin-turbo V6 (though with a higher tune) asks for $495 per visit for the first three years or 60,000km.
It’s worth noting the LX requires maintenance either six months or 10,000 kilometres – whichever comes first.
CarExpert’s Take on the Lexus GX
I went into this test thinking I’d like the GX based on its fundamentals – a punchy turbocharged V6 petrol engine, stacks of standard equipment, and off-road capability particularly in Overtrail trim.
I came away liking it a lot more than I thought I would. I liked the Luxury and Sports Luxury versions, but for me the Overtrail is well and truly the pick.
It looks sensational in person and comes with all the equipment you need to take it off-road after you’ve driven out of the dealership.
In the US the GX is offered with a stack of ARB aftermarket accessories – and with a bit of luck we’ll see this range of equipment offered in Australia down the track too.
If you’re interested in one, I’d get in quick smart. These are likely to sell out ahead of the launch and will no doubt have extended wait times – hit up our Buy a Car service to be connected with a dealer.
Dashcam footage has shown the explosive impact of a wayward pickup truck on a petrol station in the US.
Caught on video and published to TikTok by Extrezionx, the dashcam footage was captured at 8:41pm on February 4, 2024.
According to Yahoo News, the crash occurred in La Plata, New Mexico.
The dashcam footage was taken by a nearby witness who was driving into the fuel station.
Warning: This video contains coarse language.
As the driver heads towards the petrol station, in the distance a pickup is seen approaching and veering into the oncoming lane as it barrels towards the petrol station.
The GMC Sierra can be seen taking out two bowsers and the supporting structure which is holding up the canopy.
The dashcam shows the witness was able to halt the brakes just in time, avoiding the Sierra as well as the collapsing structure.
The incident understandably caused fuel to end up all over the ground, however it doesn’t appear to have caused any fires.
In a follow-up video of the incident, it appears the Sierra subsequently crashed into a tree causing it to stop.
Yahoo News reports the dashcam owner gave a statement to the local sheriff and handed over footage from the dashcam.
“They (local sheriffs) also followed up with me stating the woman that I helped pull out of the truck had actually had a seizure,” Extrezionx said.
The woman reportedly walked away with only minor injuries.
The Rivian R2 will be the startup automaker’s second all-electric model, which, with its more compact size and price tag, is hoped will boost the brand’s reach and propel it towards profitability.
The company took its social media accounts, including Threads, this week to announce it will reveal the R2 on March 7, US time. Deliveries of the R2 aren’t expected until 2026, though.
Unfortunately we don’t know much about the R2 at this stage, except that it will be a smaller SUV, and will likely be pitched against the Tesla Model Y.
Pricing for the Model Y in the US starts from US$43,990 ($67,800) for the base rear-wheel drive model, and the range is eligible for a US$7500 ($11,600) federal tax credit and possibly other state incentives.
Assuming the R2 is priced to compete with the Model Y, it will be much more affordable than the R1S, which starts at US$78,000 before taxes for the dual-motor all-wheel drive model with the standard battery pack.
Measuring 5100mm long and riding on 3076mm wheelbase, the three-row R1S is about 250mm shorter overall than a Chevrolet Tahoe.
Rivian R1S
Rivian has yet to confirm sizing, but it’s probably safe to assume the R2’s footprint will be comparable to the Model Y, which is 4751mm long on a 2891mm wheelbase.
The new R2 will likely have a boxy body modelled on the larger R1S, which should make it more practical and capacious than the crossover coupe-esque Model Y.
Reports indicate the R2 will be built on a new platform that will be less complex and cheaper to the produce. It’s unknown if the R2 will have a monocoque structure, or a body-on-frame setup like the R1S and R1T.
While the larger R1S SUV, and R1T ute are built in Normal, Illinois at a factory that used to churn out Mitsubishi and Chrysler cars, the R2 will be produced in a new factory outside of Atlanta, Georgia.
In the middle of 2023, Rivian confirmed it, like Ford, GM and most other EV manufacturers, would adopt the Tesla-developed NACS plug. This means it’s possible the R2 will come out of the factory gate with a NACS port, and native access to both Tesla’s Supercharger network.
The new R2 will also be able to charge through Rivian’s own Adventure Network charging stations, as well as third party networks via an adapter.
Last year Rivian sold 47,203 vehicles in the US, an increase of 244.6 per cent over 2022 when it moved 13,699 units.
Of these, 23,437 were R1S SUVs (up from just 800 in 2022), and 19,410 were R1T pickup trucks (up from 9900). The remainder (4356) were EDV delivery vans primarily destined for major shareholder Amazon (up from 2999).
Mystery surrounds a Tesla Model S Plaid – one of the fastest electric sedans currently on sale – caught on camera leaving Ferrari’s factory in Italy.
Uploaded to YouTube by spy videographer Varryx, the Tesla Model S Plaid can be seen leaving the Maranello facility with ‘high voltage’ stickers on its bonnet, doors and boot, plus additional screens above its dashboard, connected to wires on the outside.
All of these features point to the Model S being used as a benchmark vehicle, though just what it was being compared to isn’t yet known.
Ferrari has previously announced its plans to launch an electric vehicle (EV) in 2025, with brand CEO Benedetto Vigna claiming it will be “unique” and developed through a “Ferrari lens”.
The Tesla Model S Plaid is capable of producing up to 761kW from its tri-motor powertrain, which helped it to set a time of seven minutes and 25.231 seconds around the 20.832km Nürburgring circuit in Germany – an electric production sedan record until the new Porsche Taycan dethroned it.
Ferrari could also be testing the Model S to implement some of Tesla’s EV expertise into its own hybrid systems, given more of its models are adopting electric power to complement their high-performance petrol engines.
The performance EV could also belong to a Ferrari employee, though the abundance of what appears to be data-logging equipment inside the Model S suggests this is unlikely.
You can’t buy a Honda Jazz or Odyssey anymore, but there’s a bevy of SUV options at the Japanese brand’s showrooms – all of which have recently been redesigned.
In addition to new generations of the small Honda HR-V, as featured here, and the mid-sized CR-V, Honda has a ZR-V that slots in between them – and confusingly is called the HR-V in North America.
In top-spec hybrid e:HEV L guise, the HR-V is priced right in the thick of the ZR-V range and at the very bottom of the CR-V range. But to get a hybrid ZR-V or CR-V, you’ll be paying thousands more.
The HR-V has a distinctive look of its own, with slab sides, a body-colour grille, a full-width tail light assembly, and hidden rear door handles.
It arguably looks better in person than it does in photos, and it has a more upright, SUV-like look than the ZR-V, sloped rear window aside.
It has plenty of showroom appeal, but it’s controversially missing one feature taken for granted in this segment. More on that later.
How does the Honda HR-V fare vs its competitors?
View a detailed breakdown of the Honda HR-V against similarly sized vehicles.
Honda
HR-V
How much does the Honda HR-V cost?
Honda keeps it simple with the HR-V range: you can have a petrol-powered model, or you can opt for the hybrid and get a lot of extra kit in the process.
It’s priced at $47,000 drive-away, though Honda is currently offering it for $45,200 drive-away until March 31; it’s also offering $1800 off the base Vi X, for a price tag of $34,900 drive-away.
There’s a range of hybrid options available in the small SUV segment. The most affordable is the GWM Haval Jolion Lux Hybrid at $36,990 drive-away (with a temporary $34,990 D/A promotion at the moment), with even the top-spec Ultra Hybrid ($37,990/$40,990 drive-away) undercutting the HR-V.
The mid-range Toyota Corolla Cross GXL Hybrid can be had in front-wheel drive guise for $40,230 before on-roads or $44,309 drive-away based on a Sydney postcode, while a top-spec Hyundai Kona Hybrid Premium is $43,500 before on-roads or $47,256 drive-away.
There are more small hybrid SUVs coming, too, with the Nissan Qashqai e-Power and Jeep Compass e-Hybrid due soon.
What is the Honda HR-V like on the inside?
The Honda HR-V may not feel quite as premium inside as its ZR-V big sibling, but it nevertheless avoids feeling bargain basement.
In addition to a simple, elegant dashboard design, there are some classy touches. The climate controls are the same as the ZR-V, with lovely knurled dials with red or blue backlighting when you adjust the temperature.
The instrument cluster, which neatly integrates analogue and digital elements, is a class act.
It even includes the traditional Honda-style chunky warning lights, but the execution is a lot nicer than past clusters from the brand, while we like how turn-by-turn instructions from smartphone mirroring navigation appear up here.
There’s leatherette padding on the sides of the centre console, but hard plastic abounds on the dashboard and on the rear doors.
And yet, it’s not the cheap, scratchy-looking kind you may find in other affordable SUVs. Instead, everything has attractive graining and is assembled with care.
The only trim piece I took exception to was the centre of the dash, which bows slightly if you press it… but who is going to be doing that?
The HR-V doesn’t have the distinctive honeycomb mesh trim found in other Hondas like the Civic, but there are some slim metal-look elements on the dash and doors for contrast.
The seats may feature black upholstery, but there are pops of contrast to stop it all looking too cheap… or funereal. There are leatherette bolsters, while the cloth upholstery has an attractive diamond pattern and a speckled effect to it.
The look is attractive, and the seats won’t have you pining for leather. They’re comfy, too.
The infotainment system has a similar style of user interface to older Honda units, but it looks sharper and feels more responsive, though we did notice a slight, occasional lag with Android Auto.
Reversing camera clarity is average, falling short of rivals like the GWM Haval Jolion. The footage also appears almost black and white at night time. Nevertheless, we’ve seen worse.
Cleverly, the air-conditioning will turn down when you’re using voice prompts.
Speaking of clever details, take a look at the air vents. Instead of just being able to be opened and closed, there’s a tactile knob next to them that allows you to either have air sent directly ahead or split into three directions. It’s an unusual yet neat feature.
I’m usually pretty easy to please when it comes to seating, but I found the HR-V’s driver seat always felt a little too high. The best seating position I could get still resulted in my legs feeling a bit tight after a long drive. There’s no power adjustment for the seat, either.
The front seats are heated and warm up quickly, while the car will remember your heated seat settings when you next start it up.
The rear centre seatbelt in the HR-V wasn’t compliant with Australian Design Rules, so Honda simply threw its toys out of the pram and declared the car a four-seater.
Is it ridiculous Australia has so many specific regulations, which often force companies to spend money making changes that apply to only one market? It sure is!
But is it also disappointing to see a company offer a vehicle in one of Australia’s highest-volume segments with just four seatbelts? You bet.
You mightn’t find yourself carrying four passengers often, but in just a few weeks with the car the lack of a centre seatbelt proved mighty inconvenient for me.
What makes this especially frustrating is the fact the HR-V has a spacious back seat. Ok, so sitting three abreast isn’t going to be as comfy as a Kluger. Nevertheless, there’s plenty of headroom, ample legroom, and a mostly flat floor.
There are two USB outlets back here, plus a little cubby and a fold-down armrest – well, that centre position needs to be useful for something!
The door handles – situated in the C-pillar – are a bit plasticky. I realise this is an HR-V design cue, but Honda isn’t fooling anybody as it’s quite clear this is a five-door SUV and not some kind of coupe. The doors themselves are well-weighted and don’t need a slam to shut properly, though.
Then there’s the HR-V’s load-carrying capability. This is a seriously practical little SUV, lack of a centre seatbelt aside.
While there’s a relatively average 304L of boot space behind the rear seats, dropping those sees the seat base slide forward to make a completely flat load bay.
Honda calls them Magic Seats, and they turn the HR-V into a veritable van. All up, there’s 956L of boot space measured to the windows, or 1274L measured to the roof.
Under the boot floor, there’s a handy storage compartment, though you’ll only find a tyre repair kit and not a spare wheel.
What’s under the bonnet?
Power in the HR-V e:HEV L comes from a 1.5-litre naturally aspirated four-cylinder petrol engine running the Atkinson cycle, paired with two electric motors and a small lithium-ion battery pack.
Drive is sent exclusively to the front axle via what Honda calls a fixed-gear transmission coupled to a ‘power control unit’, something otherwise referred to as an e-CVT.
The hybrid powertrain has total outputs of 96kW of power between 4000 and 8000rpm and 253Nm of torque between 0 and 3500rpm. In previous testing, we recorded a 0-100km/h time of 10.16 seconds.
I had this HR-V for an extended booking over the Christmas/New Year’s period, and while petrol wasn’t the most expensive it had been in recent memory, it wasn’t cheap either.
So it was a pleasant surprise when the HR-V was consistently averaging 5L/100km. It briefly went up to 5.2L/100km, and over a loop comprising inner-city, suburban and highway driving it managed 4.5L/100km. But over the course of a few weeks, it sat consistently at 5L/100km.
The official claim is 4.3L/100km, 1.5L/100km thriftier than the base petrol HR-V.
How does the Honda HR-V drive?
Start the HR-V up and you may hear a grumbly sound from its hybrid powertrain that sounds like your refrigerator is overheating.
This subsides, however, and once you get on the road you’ll find the car running quietly on electric power at low speeds, resulting in a serene cabin. Push that accelerator pedal a bit further, and you then hear one of Honda’s lovely four-cylinder engines.
The engine sings, and it’s mated with a transmission that isn’t like some CVTs and e-CVTs. It simulates gear ratios, thereby avoiding the droning, rev-flaring sensation you may be expecting.
The HR-V feels punchy and responsive around town, with the combination of petrol engine and electric motors working well together.
It feels a little out of its element out in the hills, however, as we found it could be quite breathless on steeper grades.
Even with our foot planted to the floor, however, the HR-V never sounds too raucous, as noise suppression is very good for the class.
At highway speeds, there’s very little in the way of wind noise, with only some tyre roar disturbing the silence. By the standards of the segment, however, this level of tyre roar is perfectly normal.
The ride is refined, too. You’ll feel things like expansion joints, and yet these impacts are quelled quite quickly, and overall the HR-V feels very comfortable to drive.
With a torsion beam at the rear, the HR-V may feel ever so slightly unsettled at times, but for the most part it’s composed including over unsealed roads.
It doesn’t feel quite as car-like as the larger ZR-V, with a touch of body roll in the corners, but it’ll hang in there. We wouldn’t call it sporty, but it’s more than competitive within this segment.
The steering has a good amount of feel, too, though the brake pedal doesn’t.
The HR-V has two different lane support systems, both of which work at speeds between 72km/h and 180km/h. One is activated via pressing a button on the steering wheel, and provides more active intervention to stop you from leaving your lane.
I found it worked better than the same system in the ZR-V, while even the standard lane-keep assist proved well-tuned and not overly intrusive.
The presence of active cornering lights is very much appreciated when turning or following a winding road, while we like how the car remembers if you’ve turned on auto hold.
As with many hybrids, you can also bring up an energy flow metre that shows whether the petrol engine or electric motors are in operation.
What do you get?
HR-V e:HEV L highlights:
LED active cornering lights
LED front fog lights
Heated, power-folding exterior mirrors
Hands-free power tailgate with walk-away close
Rain-sensing wipers
Heated front seats
Heated leather-wrapped steering wheel
Leatherette/fabric upholstery
6-speaker sound system
Dual-zone climate control with rear air vents
Paddle shifters
There are some interesting inclusions and omissions there. A hands-free power tailgate and heated steering wheel are far from common in this segment, and yet there’s no power driver’s seat.
This is over and above what you find on the HR-V Vi X:
Automatic LED headlights
Automatic high-beam
18-inch alloy wheels
Hill descent control
Rear privacy glass
9.0-inch touchscreen infotainment system
Wired Android Auto
Wireless Apple CarPlay
Satellite navigation
7.0-inch instrument cluster screen
Keyless entry and start
Is the Honda HR-V safe?
The Honda HR-V has a four-star safety rating from ANCAP, based on testing conducted in 2022.
It received an adult occupant protection rating of 82 per cent, a child occupant protection rating of 77 per cent, a vulnerable road user protection rating of 72 per cent, and a safety assist rating of 69 per cent.
Standard safety equipment includes:
Adaptive cruise control
Autonomous emergency braking
Lane-keep assist
Traffic sign recognition
Front, rear parking sensors
Reversing camera
Front, front-side and curtain airbags
HR-V e:HEV L adds:
Blind-spot monitoring
Rear cross-traffic alert
Intelligent speed limiter
How much does the Honda HR-V cost to run?
The HR-V is backed by a five-year, unlimited-kilometre warranty, though Honda is currently offering a seven-year warranty for a limited time.
Honda has among the cheapest servicing in the industry, with the HR-V’s first five services capped at $199 each. Intervals are 12 months or 10,000km.
CarExpert’s Take on the Honda HR-V
It’s not the cheapest small hybrid SUV or the most well-equipped, but there’s a lot to like about the Honda HR-V.
Its cabin is spacious, and those Magic Seats make carrying larger loads a lot easier. What a pity Honda couldn’t engineer a solution for Australia that would see the HR-V be more than just a four-seater.
The HR-V is quiet and refined, and the powertrain is a sweet thing even if it runs out of puff on steeper grades.
With distinctive styling and a quality feel, the HR-V makes for a compelling option in the small hybrid SUV segment. Just make sure you check out its increasingly large flock of rivals before you sign on the dotted line.
After a record year of sales in 2023, Lexus Australia is set for further growth to cater for the influx of new customers.
With more new models on the horizon, Lexus is focusing on growing its dealership footprint and ensuring customers are catered for when it comes to everything from buying their vehicle through to servicing it.
Speaking to CarExpert, Lexus Australia CEO John Pappas said the company doesn’t underestimate the job ahead of it in terms of keeping up with customer growth.
“So we’ll always look at our existing dealers, right? We’ve got a great family of Lexus dealers. And we’ve got great relationships with all of our partners,” he said.
“So we’ll always look at the existing dealer network first. And then we’ll look at, where we see extra opportunity and whether that aligns within the current dealer network in terms of how they’re all positioned, and then we’ll we’ll make those decisions at that right time.
“I don’t have a number for you to say X amount by this time [of new dealerships] or anything like that, but we are definitely on an expansion plan because our volume’s growing and, we need to be able to service the customers and give them the ownership experience that Lexus gives.
“So we need to carefully consider how we expand and who we expand with.”
Lexus wants to avoid a situation like Jeep was in during its boom days in Australia. Sales peaked at just over 30,000 sales in 2014 from a base less than half that not much earlier.
In Jeep’s case, the explosion in sales wasn’t followed up by adequate dealer or service support and customers ultimately paid the price for the lack of interest from the brand in helping them.
Lexus sold 15,192 vehicles in Australia in 2023, an increase of 114.3 per cent and a new record for the brand.
It beat a previous record set in 2019, when it sold 9612 vehicles.
60.4 per cent of all Lexus sales in 2023 were of hybrid, plug-in hybrid or electric models, the first year these powertrains have accounted for the majority of sales.
Stronger supply and shorter wait times buoyed sales, while Lexus also introduced the first of its promised three new vehicles in three new segments with the LM people mover.
This year, it’s introducing the GX off-roader and the entry-level LBX crossover.
A Mustang by any other name would be just as…? Erm…
The 2024 Ford Mustang Mach-E has been dividing opinion since birth. It is something of an answer to the ever-popular Tesla Model Y, but wears the name and branding of one of the Blue Oval’s most iconic sports cars known for its blaring V8 engines.
It was also a late arrival to the Australian market. The pony-badged EV became Ford’s first all-electric passenger vehicle in Australia when it landed last year, but had been on sale in Europe and North America for years.
Ford has also had to adjust pricing within months of the Mach-E going on sale. The range received price cuts of up to $7000 shortly after first vehicles started hitting showrooms – an admission of not reading the market, perhaps?
But let’s not get bogged down in negativity. The Mach-E is still a cool thing, and if thought of as a sporty electric crossover rather than an actual successor to the real Mustang, it might have something going for it.
WATCH: Paul’s video review of the Mustang Mach-E GT
Here on test we have the 2024 Ford Mustang Mach-E Premium, the mid-spec model which bisects the price-leading Select (from $72,990) and the go-fast GT flagship (from $104,990) – at $86,990 plus on-roads.
Could this be the sweet spot of the range? And does Ford’s offering in an increasingly evolving and competitive space do enough to differentiate itself from the leaders in all-electric motoring?
How much does the Ford Mustang Mach-E cost?
Ford Australia quickly dropped the Mach-E’s pricing shortly after it went on sale in Australia, with the mid-spec Premium on test getting a $4600 discount to $86,990 before on-road costs.
Ford Mustang Mach-E pricing:
2024 Ford Mustang Mach-E Select: $72,990 (-$7000)
2024 Ford Mustang Mach-E Premium: $86,990 (-$4675)
2024 Ford Mustang Mach-E GT: $104,990 (-$2675)
Prices exclude on-road costs
To see how the Mustang Mach-E compares to its rivals, compare it to its rivals using our comparison tool.
What is the Ford Mustang Mach-E like on the inside?
The Mach-E’s cabin is a bit of a departure from Fords of old, with a very minimalist and display-heavy design. It’s accessed by funny touch-operated e-latches in place of conventional handles – seems a bit naff to me.
Where the exterior has very obvious links to the Mustang pony car, the interior looks more generic and in line with the likes of the Escape and Puma. The Select’s black ‘Sensico’ leatherette trim and red contrast stitching could be straight out of Ford’s ST-Line models, for example.
There’s a big 15.5-inch portrait-oriented touchscreen running Ford’s latest SYNC 4 infotainment system, and will be familiar to anyone that has driven a current Ranger or Everest. The main difference between this and other Ford models is the integrated rotary dial for the volume control.
Ahead of the driver there’s a slim 10.2-inch digital instrument cluster that does away with conventional dial displays and the like, rather showing key information in a more pared back and minimalist way. It’s similar to what we’ve seen out of the newest Volvo and Volkswagen EVs.
The Mach-E’s steering wheel looks very similar to the standard Ford rim that we’ve seen in the brand’s passenger car range, with chunky multifunction buttons and toggle switches for adjusting the cruise control and audio volume.
Comfort up front is pretty good, with a soft and squidgy feel to the seats but good support from the backrest and base. However, I will note there’s pretty limited bolstering which means you can slide around a bit in corners which isn’t very in keeping with the Mustang Mach-E’s more athletic pitch.
The overall ambience and perception of build quality is pretty good, though it’s a little austere and somewhat generic. Like I mentioned earlier, there’s a distinctly Ford look and feel, but it’s not really recognisable as a Mustang.
I like the high ratio of soft-touch materials, and the contrast red stitching adds a nice pop of colour. The funky grey cloth trimming across the dashboard is also a nice touch – though the option of a lighter interior like there is in the US would help liven it up a bit.
The open console design means there’s a big shelf for your phone and other belongings, while the rotary gear selector and electric park brake switch are conveniently placed right ahead of the armrest. The soft trim and red stitching extends to parts of the section, too.
Using the big touchscreen is easy enough, as the SYNC 4 interface is one of the easier infotainment systems to use with logical menus and good response.
It feels slightly offset in the wrong direction, however. Perhaps something to do with its left-hand drive conception. At times you feel as if the screen is facing the passenger more than the driver.
The Mach-E’s infotainment system is well featured with FordPass Connect online and remote services, embedded satellite navigation, wireless Apple CarPlay and Android Auto (which worked really well), as well as DAB+ radio.
Also standard is a 10-speaker B&O sound system, which worked pretty well in our experience. While it offers clear audio with the ability to dial up some thumpy bass, there are audio systems offered by rivals with higher speaker counts and more immersive sound experiences.
The rear seat offers a flat base as to not have the middle position too raised, and overall accommodation is decent – just watch your head on that sloping window frame as you’re hopping in.
Leg, knee and toe room is all good enough, even behind taller drivers. That sloping roofline may have you thinking there isn’t much headroom, but Paul and I at 6’1 fit fine back there, even if the raised floor gives you a bit of a knees up feeling.
Amenities include directional air vents – but no extra zone of climate controls – as well as USB-A and -C ports behind the centre console. There’s a fold-down centre armrest with extra cupholders too.
All models also have three top-tether and two ISOFIX anchor points for child seats in the second row.
Boot capacity with the rear seats upright is 402 litres, which expands to 1420 litres with the second row folded. The rear bench folds in a 60/40 split configuration. As is common in EVs, there’s no spare tyre – you’ll find only a mobility kit below the boot floor.
All models include a 134L ‘frunk’ under the bonnet. The storage cavity is washable, drainable and waterproof, making the Mach-E ideal for tailgate (bonnet?) parties. For US regulatory reasons, there’s also an internal release so you can get out if you’re small enough to fit and somehow get stuck.
What’s under the bonnet?
Model
Mustang Mach-E Premium RWD
Power
216kW
Torque
430Nm
Battery
91kWh li-ion NMC
Driven Wheels
Rear-wheel drive
Range
600km (WLTP)
0-100km/h
6.2 seconds
Top Speed
N/A
Weight
2098kg (kerb)
Energy consumption (claimed)
N/A
Energy consumption (as tested)
15-18kWh/100km
How does the Ford Mustang Mach-E drive?
I’ll say this right away – don’t expect this to feel like an actual ‘Stang.
You fire the Mach-E up in relative silence, but there’s a trio of profiles that adjust the response and driving characteristics, as well as dialling in some synthesised drivetrain sounds.
I tended to stay in the Active mode, which offered a good balance between dynamics and comfort whilst also inducing an electrified drivetrain sound that seemed suitable for everyday driving without seeming forced.
While the Mustang Mach-E is a pretty new design that’s a bit of a step away from its other offerings, the electric crossover has a familiar feel on the road if you’ve ever driven a Ford Focus or Escape.
The steering is quick to respond and has a weighting that makes it feel nice and tight. It helps this mid-sized SUV shrink around you and feel more like a big hatchback behind the wheel.
Keeping in mind the Mach-E Premium is 4728mm long, 1881mm wide, and weighs in at just under 2.1 tonnes, it feels pretty sprightly and dynamic – in keeping with its athletic bent.
It rides a little harder than other SUVs, including electric ones, which may not be to all tastes. The best way I can describe it that it has that planted, firm but damped feel of Ford’s hot hatches, if with a touch more compliance.
That firmer, tauter setup has a pretty European feel to it, and also helps the Mach-E to be a pretty sharp-feeling SUV even in this non-GT grade. If you like that sort of character, it could be a good point of difference to rivals.
It all helps to make the Mach-E a bit of fun to steer, giving you that nice and direct feel through mundane driving scenarios like city streets and roundabouts.
Performance in the Premium is also solid without being standout. Ford Australia quotes 6.2 seconds from 0-100km/h, so it’s brisk enough to keep up with most hot hatches.
Without being an all-out neck snapper, the Mach-E gets going nicely with strong acceleration when you ask for it. It also does a good job at not lighting up the rear tyres and breaking traction if you give it a nudge.
Plus, in the Active and Untamed modes the Mach-E pumps some fake drivetrain noise through the speakers to add some drama.
It also feels really settled and confident on the highway. Wind and road noise can get a little pronounced at higher speeds and over rougher tarmac, but it’s far from unrefined.
The Mach-E definitely makes for a capable tourer, aided by its adaptive cruise and lane centring functions that take the load off extended stints behind the wheel.
Ford’s driver assistance systems are pretty good at providing semi-autonomous driving capability without interfering too much as to preserve the driver experience. It’s the same case here.
Other headline assist features include blind-spot monitoring and rear cross-traffic alert, surround-view parking cameras, and speed sign recognition.
The projector-type LED headlights will also automatically dip the high-beams to not dazzle oncoming vehicles. It’s a shame there’s no proper adaptive high-beam or matrix function, though.
What do you get?
Mach-E Select highlights:
10.2-inch digital instrument cluster
15.5-inch infotainment touchscreen
Ford SYNC 4A infotainment system
Wireless Apple CarPlay, Android Auto
Satellite navigation
DAB+ digital radio
B&O 10-speaker sound system
Wireless phone charging
Black Onyx Sensico leather seats
Sensico-wrapped steering wheel
8-way power front seats
Heated steering wheel
Heated front seats
Whisper, Active and Untame drive modes
One-pedal drive mode
Dual-zone climate control
Electrochromatic rear-view mirror
Automatic reflector LED headlights
19-inch alloy wheels with Aero covers
Keyless entry and start
Panoramic glass roof
Power tailgate
Rain-sensing wipers
Active grille shutters
Mach-E Premium adds:
19-inch alloy wheels
Projector LED headlights
Premium scuff plates, pedals
Red contrast stitching
Black headliner
Multi-colour ambient lighting
Red brake calipers
Metal finish scuff plates
Is the Ford Mustang Mach-E safe?
The Mustang Mach-E wears a five-star ANCAP safety rating based on Euro NCAP testing, though the GT is unrated – notably, the GT misses out on a front-centre airbag.
It received an adult occupant protection rating of 92 per cent, a child occupant protection rating of 86 per cent, a vulnerable road user protection of 69 per cent, and a safety assist rating of 86 per cent.
Standard safety features include:
6 airbags (GT)
7 airbags (Select, Premium)
Adaptive cruise control with stop/go
AEB incl. intersection assist
Auto high-beam
Blind-spot monitoring
Evasive steering assist
Lane centring
Lane departure warning
Lane keep assist
Parking sensors front, rear
Pre-collision assist
Post-collision braking
Park Assist
Rear-cross traffic alert
Surround-view cameras
Speed sign recognition
Tyre pressure monitoring
How much does the Ford Mustang Mach-E cost to run?
The Mustang Mach-E is covered by a five-year, unlimited-kilometre vehicle warranty and an eight-year, 160,000km battery warranty.
Servicing is required every 12 months or 15,000km. Ford provides service pricing for the first 10 years or 150,000km of ownership; with every second service priced at $180 and all other services priced at $135.
Ford, like most of the mainstream manufacturers, doesn’t offer a complementary subscription to public charger networks like Chargefox.
I was regularly seeing indicated energy consumption between 15-18kWh/100km, which is pretty impressive for a vehicle this size. At the lower end of that range, 600 kilometres between charges would actually be achievable.
The Select and GT’s nickel manganese cobalt (NMC) lithium-ion battery can be charged at 10.5kW using an AC charger, or up to 150kW using a DC fast charger.
At max rate, 10 to 80 per cent of charge can be replenished in 45 minutes. This is a bit slower than numerous rivals, particularly Tesla and Hyundai-Kia alternatives.
CarExpert’s Take on the Ford Mustang Mach-E
The Mach-E is impressive, but it didn’t really wow me given its strong competition.
Following the price cuts, the Mach-E Premium tested here now falls under the FBT exemption for low- and zero-emission vehicles, providing one of the longest available (claimed) driving ranges for an EV in this price bracket. It’s still not cheap, but much more competitive than it was at launch.
Other than that, however, the Mach-E – particularly in white – is pretty generic and could easily be mistaken for something else. It’s not immediately recognisable as a Mustang, nor a Ford given there’s no Blue Oval badging.
The pared back and somewhat austere interior also do little to make the ‘Stang Mach-E stand out from the likes of Tesla.
Certain elements like the under-bolstered seats and high ratio of parts shared with Ford’s entry-level models don’t make this feel like a $90,000 car either – though it’s not the only mainstream-branded EV to receive this criticism.
With that said, the Mach-E drives really nicely, as a lot of Ford’s other products do. It’s also got a solid list of standard equipment for your spend, and offers pretty much all the tech that Ford offers.
The fact it’s not a Tesla could also hold weight with some buyers, too. Worth a look if you want something different.
Click the images for the full gallery
BUY: Ford Mustang Mach-E MORE: Everything Ford Mustang Mach-E
Sick of seeing dual-cab utes and full-sized four-wheel drives go head-to-head on the drag strip? We hear you.
That’s why we lined up these four pocket rockets, and roped in a few owners to put them through their paces.
Driving the Honda Civic Type R is Mac Cook, a member of the CarExpert finance team who also has a Type R in his garage at home.
Melissa Ong was behind the wheel of her very own Hyundai i30 Hatch Drive-N DCT, or the iDirty N as she calls it. It’s the oldest member of our four-strong hot hatch race.
Representing the CarExpert editorial team were Paul Maric in the Cupra Leon VZx, and me in the Toyota GR Corolla.
You’ll need to watch the video above to see who won the drag race. Place your bets, but bear in mind these are four very evenly matched cars.
Here’s how they compare on paper:
Leon VZx
Civic Type R
i30 Drive-N DCT
GR Corolla
Engine
2.0L 4cyl turbo
2.0L 4cyl turbo
2.0L 4cyl turbo
1.6L 3cyl turbo
Transmission
7-speed DCT
6-speed manual
8-speed DCT
6-speed manual
Driven wheels
Front
Front
Front
All
Power
221kW
235kW
206kW
221kW
Torque
400Nm
420Nm
392Nm
370Nm
Tare mass
1503kg
1406kg
1511kg
1455kg
Fuel type
98 RON
95 RON
95 RON
98 RON
Pricewhen new
$63,990 D/A
$72,600 D/A
$56,200 +ORCs
$64,190 +ORCs
And here’s how they fared in individual performance tests, with the same driver behind the wheel:
Leon VZx
Civic Type R
i30 Drive-N DCT
GR Corolla
Quarter mile
13.85s
14.03s
13.85s
13.69s
0-100km/h
5.91s
6.34s
5.87s
5.96s
MORE: Everything Cupra Leon MORE: Everything Honda Civic MORE: Everything Hyundai i30 MORE: Everything Toyota GR Corolla
When Ferrari ditched its twin-turbo V8 for a V6 hybrid powertrain in the 296 GTB in 2021, no one thought it would be such a game changer in the holistic way it truly was.
Motoring journalists around the globe invited to the global launch in Spain, including yours truly, were unanimous in their praise for the latest hybridised Ferrari. Not just for the all-new V6 powertrain, but across all aspects of the car from design to dynamics and everything else in between.
With the 296 GTB, Ferrari hadn’t just created one of the most beautiful mid-engine Ferrari road cars in a decade or more, it also managed to blend cutting-edge powertrain technology using a small displacement engine that somehow made more power than the previous turbo V8 with a better noise than F1 cars.
But while cashed-up Ferrari enthusiasts religiously choose the fixed-roof Berlinetta body over any open-top version for chassis stiffness alone, other buyers putting lifestyle and aesthetics ahead of all-out tarmac assaults and track days will likely see more benefit in a retractable hard top.
That’s the thing with the 2024 Ferrari 296 GTS; you get the all-seasonal flexibility and fun that comes with open-air motoring, but with the same uncompromising performance prowess as the fixed roof version with even more of that glorious Ferrari V6 symphony that we raved about with the 296 GTB.
Never mind the 296 GTS is heavier by 70kg thanks to its complex two-piece roof mechanism, its chassis has been optimised for significantly better torsional rigidity compared with previous Ferrari Spiders.
There’s extra carbon-fibre reinforcement across the A-pillars, B-pillars and sills, which makes the 296 GTS 50 per cent more rigid than the F8 Tributo Spider while so-called bend stiffness is up by 8.0 per cent.
Despite the obvious constraints and functional challenges with a retractable hard top, the wing profile and flying buttresses guarantee the same aerodynamic and thermal efficiency of the 296 GTB.
That in itself is extraordinary, and just another engineering achievement that allows this open-top Ferrari to match its fixed-roof sibling in a 0-100km/h drag race while achieving the same 330km/h top speed – with the roof down.
How much does the Ferrari 296 GTS cost?
Pricing for the Ferrari 296 GTS starts at $668,164 plus on-road costs and options, whereas the 296 GTB costs $604,000 after a price bump from $568,300.
Rivals are few and far between, but include the Lamborghini Huracan EVO Convertible ($515,493) but it’s an MY23 given Huracan’s replacement will be an all-new model using a twin-turbo V8 with PHEV.
The McLaren 750S Spider is a top-notch competitor priced from $654,650, or 750S Coupe from $585,650.
The Porsche 911 Turbo S Cabriolet is another equally capable Ferrari rival for fans of open-air motoring and is priced from $559,400, whereas the coupe starts from $538,700.
What is the Ferrari 296 GTS like on the inside?
It doesn’t seem to matter what model Ferrari you climb into, it never fails to excite or look and feel more special than all its rivals – it’s an ambience that’s unique to the Prancing Horse brand.
Even though it’s an all-digital experience in the cockpit these days, just sitting in a 296 GTS makes you feel like you’re piloting a full-blown Ferrari F1 car. It’s totally driver centric and pure magic from an aesthetic perspective.
That’s the thing with Ferrari, it doesn’t seem to matter how sharp the focus is towards the sheer thrill of driving at full noise, the cabin still looks and feels as though Hermes did the fit out.
There are three screens in one huge digital driver’s display, and all are configurable using capacitive pads and buttons on each side of the carbon-fibre and leather-wrapped flat-bottom wheel, which looks to have been taken directly from the stratospherically priced SF90.
Centre stage on the big screen is the usual yellow-backed tachometer found in every other Ferrari I’ve driven of late, but which adds smaller pop-up boxes indicating speed and gear position. At the touch of button you can convert the entire instrument display to a navigation screen or simply have it displayed on the right flank.
Ferrari’s steering wheels are proper things of beauty and no less at home in a contemporary art gallery. You’ve got to love the LED shift-lights on top and the finest set of carbon-fibre paddleshifters in the business attached to the steering column.
The only physical switch is Ferrari’s trademark Manettino fashioned in red anodised aluminium. It’s used by the driver to scroll through the various drive modes available; Wet, Sport, Race and CT Off.
On the opposite side you’ll find the ‘eManettino’ switch that uses capacitive buttons for the powertrain modes (eDrive, Hybrid, Performance and Qualify), with each selection highlighted in fluro green either side of the rev gauge.
Ferrari’s modern take on its gated manual shift box in past classics is another entirely functional yet jewel-like highlight in the 296 GTS cockpit. It’s genuine metal attached with real metal screws in a glossy chrome casing (or carbon-fibre as an option).
296 GTB
Those superbly contoured and upholstered seats are set deep into the car – like every other Ferrari sports car and grand tourer – and offer one of the most coveted driving positions in the segment.
The view through the steering wheel of those beautifully sculptured wheel arch bulges is second to none and a feature of every mid-engine Ferrari I’ve ever driven from 328 GTS and on.
Our tester was also fitted with another screen in the dashboard ahead of the passenger with a configurable display showing speed, revs, gear position and media.
While it’s a relatively cosy fit inside, there’s still space for keys, wallets, phones and even sunnies throughout various receptacles in the centre console.
There’s even a single cupholder, but larger stuff will need to be stowed in the ‘frunk’ which is similar in size to the Porsche 911.
Unlike its Lamborghini Huracan rival, the Ferrari 296 GTS offers excellent rear vision even with the roof closed, while utterly unencumbered when opened.
What’s under the bonnet?
It’s the same mid-mounted 3.0-litre twin-turbocharged V6 used in its 296 GTB siblingwith a 120-degree angle between the cylinder banks in which two turbos are mounted.
Key advantages to this architecture are a lower centre of gravity with reduced engine mass and very high outputs. The V6 turbo is also paired with an plug-in (PHEV) electric motor mounted between the engine and the eight-speed dual-clutch gearbox.
When the internal-combustion engine and single electric motor work together they produce a benchmark 610kW of power at 8000rpm (it will rev to 8500rpm), while peak torque of 740Nm comes on song at 6250rpm. By way of comparison the McLaren 750S makes 552kW of power and 800Nm of torque through a seven-speed dual-clutch transmission.
As expected, performance from anywhere throughout the rev range is simply mind-blowing. The Ferrari 296 GTB can jet from standstill to 100km/h in 2.9 seconds, and from zero to 200km/h in a ballistic 7.6 seconds (7.3s GTB). Top speed is 330km/h for both versions – that’s with roof open for the GTS.
In addition, the new V6 plug-in hybrid can drive on purely electric power in eDrive mode for up to 25km and at speeds of up to 135km/h. It comes as no surprise the combustion chamber is from the SF90 Stradale and features a 350-bar pressure injection system that improves performance while reducing emissions.
The IHI turbochargers have been redesigned using higher performance alloys, allowing the turbos to increase revs to 180,000rpm. Those turbos are mono-scroll and use a smaller compressor wheel and rotors compared with the V8 in the F8 Tributo.
Importantly, the crankshaft is made from case-hardened nitrided steel which guarantees its resistance to high loads as well as allowing for 100 per cent of the rotating masses and 25 per cent of the alternating masses to be balanced, despite the engine’s compact proportions and lightweight attributes.
As a hybrid Ferrari claims fuel consumption of 6.4L/100km on the combined cycle, using premium 98 RON and a 65L fuel tank. Combined CO2 emissions are 149g/km.
How does the Ferrari 296 GTS drive?
Just the thrill of entering the gates of Ferrari’s old factory is a bona fide bucket-list experience but then to see your allotted 296 GTS in Blu Corsa (my favourite is Rosso Mugello – solid colour) always feels surreal to me.
296 GTB pictured
There are papers to sign but I’ve never read the stuff and always happy to sign away regardless.
The key fob itself is nothing less than a piece of Ferrari jewellery – Giallo Modena background with the Prancing Horse front and centre in black that sits secured in its very own receptacle in the console.
Given I’d been on the launch of the 296 GTB a year earlier, it only took a minute or two to sync my phone and head off for my sighting drive around the gastronomic delights of Parma.
Hitting the capacitive button on the steering wheel lights up the driver’s display but not much else. The default mode on start-up is Hybrid, and while that’s endlessly useable at home in the city where early morning commutes might be the norm, it wasn’t what we were after today for our journey north.
Instead, you’ll want to tap on the eManettino on the steering wheel and select Performance, which means the ICE is always on and the battery remains topped up for the kind of spirited sprint we’re after today.
Nevertheless, if you want maximum attack mode in your 296 GTS, best choose Qualify (don’t you love it), though expect to get lower battery charging – or none at all when you really start to get on it.
Normally I’d drop the roof immediately but not wishing to appear like a tosser while leaving the factory (and it’s cool this time of the year too), I chose to leave it closed until I got to my lunch stop. Either way, the sheer acoustic delight of that high-temp Ferrari V6, even at idle, is just as intoxicating as I recall from my time in the GTB.
It isn’t long before I switch the Manettino from Sport to Race for an all-round sharper response rates from the throttle, gearbox and steering – which always feels a tad light to me. You get used to it fairly quickly though and don’t give it a second thought.
Mind, the eight-speed DCT transmission is brilliantly intuitive and will downshift two gears in a split second in auto mode, even in Sport. But there’s nothing like shifting manually in a 296 – or any Ferrari. It somehow makes you feel far more accomplished as a driver – and it just feels right.
I’d also forgotten just how explosively quick the 296 is. Even after a flat-out track session in the McLaren 750S in Portugal a few days prior, the Ferrari feels accelerates with intense ferocity and with an exhaust note none of its rivals can match – not even close. This is what a Ferrari F1 car should sound like.
I’ve dropped the rear-screen glass for a few more decibels, but it’s also time to open the roof entirely. There’s a switch for opening and closing and it takes just 14 seconds (not the fastest roof in town), but it’s seamless and a surprisingly quiet mechanism that works at speeds up to 45km/h.
You tend to forget how much fun it is driving a Ferrari Spider is. The sound of the so-called ‘Piccolo V12’ at full noise is beyond intoxicating in this 360-degree surround-sound state. Throttle response is off-the-clock too, and there’s not a millisecond of turbo lag with this hybrid powertrain. It’s mind-blowing stuff.
Like the 296 GTB, it’s not just the complete absence of lag with even the smallest of throttle inputs anywhere throughout the rev range; it’s as much about the totally linear feel of the major controls that make this Ferrari so addictive and liveable at the same time. The folding hardtop adds just another element to an already brilliant driving experience.
Then there’s the superb balance and limpet-like grip on the tarmac, despite huge power going to the rear wheels. It’s massively reassuring especially on the B-roads out of Parma. Guaranteed you’ll be tempted to push on through the twisty stuff, but my personal eight-tenths level is rewarding enough with the GTS today.
Fast directional changes are another hallmark of this new Ferrari. Even though the GTS tips the scales at a dry weight of 1540kg (70kg more than the GTB) even with the hybrid system, there’s always a feeling of cat-like agility at play here. It feels lighter than all its rivals in this area.
The Michelin tyres definitely play a major role in the way this car handles and rides, along with Ferrari’s tune of the Magneride dampers. The 296 just never feels unsettled no matter how far you dial things up, or what state of road surface you’re on.
While the 296 GTS is capable of huge speeds, its stopping power from the 398mm carbon-ceramic brakes is sublime in its ability to wipe of big speed. Ferrari’s latest ‘ABS evo’ system, which compensates for late braking and turn in without the nasty effects of understeer, is uncanny.
Seems I’ll be delayed leaving Parma given the group of kids who have surrounded the car and wanting rides – how can you not oblige – one of these locals might just end designing Ferraris one day.
What do you get?
296 GTS highlights:
Matrix LED headlights
Adaptive indicators
20-inch alloy wheels
Magneride adaptive dampers
Carbon ceramic braking system
Car protection cover
Tyre repair kit
Tyre pressure, temperature sensor
Keyless entry and start
Infotainment system (Bluetooth audio streaming and DAB Digital radio)
Wireless phone charging
Apple CarPlay
Dual-zone air conditioning
Front, rear parking sensors
Options:
Carpets Alcantara – Alcantara Nera
Carbon-fibre rear diffuser
Carbon-fibre front bumper insert
Carbon-fibre underdoor cover
Carbon-fibre dashboard inserts
Suspension lifter
Ferrari Scuderia shields
Front radar with ACC
Ventilated full electric seats
Coloured mats with logo
Premium HiFi
Sill kick in carbon-fibre
Carbon-Fibre trunk covers
Carbon-fibre steering wheel + LEDs
Neck warmer
Ferrari buyers (like all other super sports car brands) generally like to personalise their cars from an endless list of options, so the inventory of standard features can be minimal, though Australian-delivered cars get more than some other markets.
Is the Ferrari 296 GTS safe?
Ferrari doesn’t crash test its cars so there’s no ANCAP safety rating.
Nevertheless, standard safety kit includes dual front and side airbags in the door panel for head protection, seatbelt pretensioners, anti-lock brakes with electronic brake force distribution, stability control (eSSC), eDiff, front & rear parking sensors, reversing camera and a tyre-pressure/ temperature warning monitor.
Braking distances on the 296 GTB and GTS are significantly improved over the F8 Tributo thanks to the ABS EVO and its integration with the 6w-CDS sensor, which also delivers more consistent braking force under repeated heavy braking.
How much does the Ferrari 296 GTS cost to run?
Ferrari offers a three-year, unlimited-kilometre warranty on the 296 GTS, along with a maintenance program which covers all scheduled servicing for the first seven years of the car’s life.
Those service intervals are recommended at either 20,000km or once a year, whichever comes first.
CarExpert’s Take on the Ferrari 296 GTS
At nearly $700,000 plus on-roads and a few mandatory options, the Ferrari 296 GTS is big bucks.
But with an average wait time of around 18 months, clearly there are plenty of willing buyers who don’t mind the asking price.
And why should they. They’re buying into one of the world’s greatest on-road driving experiences, only with the GTS’s retractable hard top, all the sensory pleasures you get with the fixed-roof GTB are enhanced by a significant multiple.
It’s also one of the most aesthetically beautiful Ferraris of the last decade and a factor that can sometimes mask its mind-blowing performance credentials.
Even six years on from its global debut, surrounded by a raft of newer rivals designed specifically to knock it off its perch, the Tesla Model 3 sets the standard for (reasonably) affordable electric cars.
Its biggest competition on the sales charts has come from its SUV stablemate, the Model Y – although a raft of new rivals from China are finally making inroads.
How do you update the best? Tesla has focused on whittling away at the car’s rough edges to deliver a more refined all-rounder.
It says the new Model 3 is quieter inside, more comfortable on rough roads, and possesses a more luxurious interior thanks to a few subtle tweaks. It also packs a longer range… and a set of funky new indicator buttons on the steering wheel.
Things haven’t gone to plan for Tesla with the new Model 3 so far. It was taken off sale locally due to an issue with a rear top-tether point for child seats, although deliveries are now back up and running.
How successful has the rest of the update been?
How does the Tesla Model 3 fare vs its competitors?
View a detailed breakdown of the Tesla Model 3 against similarly sized vehicles.
Tesla
Model 3
How much does the Tesla Model 3 cost?
2024 Tesla Model 3 pricing:
2024 Tesla Model 3 RWD: $61,900
2024 Tesla Model 3 Long Range AWD: $71,900
All prices exclude on-road costs
The Tesla Model 3 competes with a growing pool of electric cars in Australia. To see how it shapes up, use our comparison tool.
What is the Tesla Model 3 like on the inside?
The changes to the Model 3 inside are subtle, but they do make a difference.
As before, it’s an aggressively minimalist space. There’s no driver cluster, no conventional buttons and, for 2024, no stalks behind the steering wheel. The indicators are buttons on the steering wheel, and the drive selector is now a slider on the right-hand side of the touchscreen.
Sounds weird, and it is weird at first. The indicators quickly become second nature, just as they do on a Ferrari, Lamborghini, or any motorbike – but the drive selector is counter intuitive, even after a few days. Even a set of touch buttons on the screen would have been preferable.
While we’re talking changes, the new mottled grey dash and door trims look and feel warmer than the white or wooden options previously available, and the ambient lighting wrapping around the base of the dashboard is a nice touch.
With a short dash, ultra-low bonnet, and lack of instruments in front of you, the view out the windscreen is unlike anything else on the road. Throw in the glass roof, and you’ve got a cabin that’s uniquely light and airy.
Everything in the Model 3 is managed through that massive central touchscreen, including the mirrors, steering wheel, and windscreen wiper speed. With no head-up display, the only speed display is in the top right-hand side of the screen.
It takes some getting used to, but the speed readout itself is big enough to pick up easily at a glance. A head-up display was high on our wish list for this update; it’s a shame Tesla hasn’t delivered one.
Otherwise the screen, which has thinner bezels than before, remains one of the slickest in the business. It boots up fast, the graphics are clean and modern, and everything you use frequently can be put within easy reach.
With no Apple CarPlay, you’re reliant on the strong suite of apps (Spotify, for example, is baked in) for connectivity on the move. Tesla’s voice control isn’t a patch on Siri, and I’d prefer to have my messages managed through the default Apple app… but the lack of smartphone mirroring isn’t a dealbreaker here like it may be elsewhere.
The switch to what Tesla calls camera-based parking is hard to understand. In the old Model 3, inching up to an obstacle at parking speeds brought up a clever display with a precise warning as to how close you’re getting.
In the new one, you get a muddy outline of your surroundings with what feels more like a prediction about how far you are away. It’s a step backwards.
As before, there’s more to this car than technology. The seats are supremely comfortable up front, allowing bodies of all shapes and sizes to get comfortable, and the addition of excellent ventilated seats to the toasty bum warmers is a win during the Australian summer.
Once the air vents are set up right they blow at you from angles unimaginable in other cars, too.
Nothing in our tester squeaked or rattled, and it wasn’t a press fleet prima donna. With new Model 3 deliveries on hold at the time, we had to use a rental agency to get behind the wheel.
Rear seat space remains slightly worse what you’d expect from a 3 Series or C-Class. Legroom is average at best, and the bench is set low so longer-legged passengers end up with their knees around their chin. Headroom isn’t great.
ISOFIX points feature on the outboard rear seats, and thanks to a recent update there’s now proper access to all three rear-seat top-tether anchor points.
There’s a fold-down armrest with cupholders between the seats, air vents, and USB-C charge ports on offer back there. There’s also a new screen capable of playing Netflix or YouTube content.
It’s a neat addition, but we’d wager kids will use their iPads on long trips instead of a small display that plays audio through the vehicle speakers.
Claimed boot space is 594 litres including a deep cubby beneath the floor, and an 88-litre front boot (or ‘frunk’ in Tesla parlance) up front.
What’s under the bonnet?
Model
Tesla Model 3
Drivetrain
Single-motor electric
Battery
57.8kWh lithium iron phosphate (per EVDatabase)
Power
208kW (per ADR filings)
Torque
Not supplied
Driven Wheels
Rear-wheel drive
Weight
1765kg (tare)
Energy efficiency (as tested)
12.8kWh/100km (mixed driving)
Claimed range
513km
Max DC charge rate
170kW
How does the Tesla Model 3 drive?
The last Model 3 was a fun car to drive in the city, but it was also a bit busy.
The new one is more grown up. For starters, it does a better job smoothing out rough city roads.
Where the old car felt sporty and sharp over small bumps and potholes, the 2024 update does a better job smoothing over them and isolating occupants. It’s a more relaxed car than before, and is more closely aligned with how you’d expect a Mercedes-Benz C-Class or BMW 3 Series to feel.
It’s not a wannabe German executive express though. With direct steering that rarely requires you remove your hands from the wheel and instant response from the electric motors, it’s a fun car to point and shoot around the city.
The addition of a blind-spot warning light in the speaker grilles on the B-pillars is a win in town, while the resolution on the blind-spot cameras is much better than was previously the case.
Even though this is the ‘slow’ Model 3, with rear-wheel drive and modest outputs alongside the Long Range, you’ll win most traffic light drag races if you’re that way inclined. There’s no need to worry about Launch Control, or being in the right drive mode here. You just plant the accelerator and it goes.
Tesla tuning is the best in the game, with a throttle tune that makes it easy to get exactly the right amount of performance when you put your foot down, and regenerative braking that makes one-pedal driving a breeze.
You rarely need to touch the brake pedal, and there’s none of the lurching awkwardness you get in some rivals in stop/start traffic. Tesla has been doing this a long time, and it shows.
The changes made to the suspension, tyres, and soundproofing really show at higher speeds.
In the last Model 3, you needed to crank up the radio volume a few notches to drown out the roar from coarse chip Australian highways. It’s not a Rolls-Royce, but it’s noticeably quieter than before at 100km/h, while the updated suspension makes it a more relaxing place to spend time.
In the process of filming the Model 3, we did discover that it’s a bit lacking if you’re a really keen driver. That’s not down to any fundamental flaws, and is rather a product of the low rolling resistance tyres fitted as standard.
They’re perfect for squeezing every drop of range from the lithium iron phosphate battery pack, but aren’t designed for drivers who are keen to squeeze every tenth out of their weekend runs through the hills. Will most owners care? Probably not.
They will care about the Autopilot highway driving assistant system.
Pressing the button on the right-hand spoke of the steering wheel once activates adaptive cruise control, which maintains a gap to the car in front. Pressing it twice turns on active lane centring, which will take control of the steering to follow the white lines on the road.
As we’ve said before, the Autopilot name is misleading. For one, you need your hands on the wheel at all times… and there’s nothing in the base Model 3 that other cars won’t do in 2024.
The adaptive cruise control system is smooth and smart, although it still is prone to braking for vehicles in adjacent lanes, and the lane-centring system is comparable to what’s on offer in the latest Kia and Hyundai range.
Ticking the $5500 box for Enhanced Autopilot adds auto lane changes and the ability for the car to exit the freeway with the system active – the former is possible in Mercedes-Benz vehicles among others, the latter is a Tesla special.
What do you get?
Model 3 RWD highlights:
18-inch ‘Photon’ alloy wheels
LED headlights with integrated fog lights
Acoustic glass
15.4-inch touchscreen infotainment system
Satellite navigation
Black interior
Ventilated front seats
Ambient lighting
8.0-inch rear touchscreen with climate, entertainment controls
9-speaker sound system
Dual 65W wireless phone chargers
Panoramic glass roof
App connectivity
Dog Mode (maintains cabin temperature)
Camp Mode (maintains cabin temperature, keeps entertainment system on overnight)
Sentry Mode (monitors vehicle, notifies you of potential threats)
Model 3 Long Range adds:
The following features are optional on both variants:
19-inch ‘Nova’ alloy wheels: $1800
Black and white interior: $1500
Enhanced Autopilot: $5100
Navigate on Autopilot
Auto Lane Change
Autopark
Summon
Smart Summon
Full Self-Driving Capability: $10,100
All Enhanced Autopilot functionality
Traffic Light and Stop Sign Control
Autosteer on city streets (upcoming)
A Premium Connectivity subscription is complimentary for 30 days, and adds:
Live traffic information
Satellite maps
Video and music streaming
Caraoke
Internet browsing
Is the Tesla Model 3 safe?
The latest Model 3 doesn’t have an ANCAP safety rating, tied into the lack of an easily accessible central top tether point for a child seat – and is therefore not compliant with Australian Design Rules.
The pre-update model had a five-star rating. It scored 96 per cent for adult occupant protection, 87 per cent for child occupant protection, 74 per cent for vulnerable road user protection, and 94 per cent for safety assist.
Standard safety equipment includes:
Autonomous emergency braking with pedestrian detection
Blind-spot monitoring
Lane-keep assist
Adaptive cruise control
Reversing camera
Front, rear parking sensors
How much does the Tesla Model 3 cost to run?
Tesla backs the Model 3 with a four-year, 80,000km warranty, with a separate eight-year, 160,000km warranty for the battery and drive unit (eight years or 192,000km for the Long Range).
Given it has very few moving parts, there isn’t much maintenance required on the Model 3. Tesla recommends having the air-conditioning filters changed every two years, and checking the tyre tread, balance, and rotation every 20,000km.
Thanks to regenerative braking, the brake pads and discs require work less frequently than in internal-combustion vehicles. However the Model 3 will need to have brake fluid checked every two years, and the pads and discs lubricated every 12 months in colder climates.
CarExpert’s Take on the Tesla Model 3
The Model 3 is still a class leader, although the gap has closed since its debut.
The improvements Tesla has made to the suspension have delivered a smoother ride, and the updated Model 3 is meaningfully quieter than the car it replaces.
It remains fearsomely efficient, especially alongside rivals from internal combustion carmakers in the process of shifting to electric power.
The refreshed cabin doesn’t feel all that different – which isn’t a bad thing, once you’re dialled into its aggressively minimalist layout. The new materials haven’t fundamentally changed the cabin relative to the old car, but the ventilated seats are a welcome addition… and those indicators are easy enough to use once you’re dialled in.
More competition is coming for the Model 3, and its leadership in the electric car world isn’t guaranteed. This update gives it some extra breathing room at the top of the pile though.
The world might seem like a surreal place to car enthusiasts at large, especially when you’re behind the wheel of a car like the Renault Megane R.S. Ultime – the very last in a line of some of the most revered hot hatches ever built by the famed Renault Sport division.
In days gone by on three-way comparisons in the challenging Victorian high country where I favoured the Megane RS280 and its cat-like four-wheel steering over the likes of more powerful rivals like the Ford Focus RS and Honda Civic Type R, at least in the damp conditions that prevailed on that particular occasion.
Sadly, it’s all come to something of a ceremonial end, as Alpine once again picks up the reins amidst its transition into an all-electric performance vehicle division.
There’s a bunch of electric cars on the way including a high-performance version of the Renault 5 E-Tech, dubbed A290 (as per the concept), which is expected to feature the powertrain from the Megane E-Tech and looks special from the pics we’ve seen so far.
But the new EV version of Alpine doesn’t officially launch until 2025, and we’re not sure when cars will lob in Australia. In the meantime there’s just 1976 examples of the Megane R.S. Ultime available worldwide, in recognition of the year Renault Sport was first established.
Of that production run, only 40 were earmarked for Aussie buyers who won’t mind paying a premium for the privilege of owning the crowning glory of one of the most celebrated B-road heroes of the last two decades. At the time of publish, just four are still available.
You’re unlikely to miss it on the road, especially in our tester’s Liquid Yellow paint job. There are three other equally satisfying colours available, along with a few other unique additions to the usual R.S. formula.
The Megane R.S. has always been an impressive looker with its beefed-up guards, black wheels and F1-style front splitter, again in gloss black. But the R.S. Ultime makes even more of a statement.
There are the matte black ‘broken’ stripes adorning the roof, bonnet, rear bumper, doors and all four guards. The year Renault Sport was established – 1976 – is very faintly inscribed in the stripes on the driver’s side, too.
The black-accent theme continues with the logos, door handles, window frames, wheels, front and rear bumper vents, as well as the front bumper’s Formula 1 blade. It looks special, as well as purposeful.
You also get a few extra goodies above and beyond the standard R.S.Trophy, including lightweight wheels, special Bridgestone tyres, Recaro buckets in Alcantara, and a build plate.
How does the Renault Megane R.S. Trophy fare vs its competitors?
View a detailed breakdown of the Renault Megane R.S. Trophy against similarly sized vehicles.
Renault
Megane R.S. Trophy
How much does the Renault Megane cost?
Just 40 examples of the Renault Megane R.S. Ultime were allocated for Australia, priced from $67,500 before on-road costs for the six-speed manual transmission and $70,500 before on-roads for the six-speed dual-clutch automatic – a $4500 premium over the regular R.S. Trophy.
At the time of publish, just four are left with dealers. While icon status and genuine limited-edition rarity count for plenty, competition in the hot-hatch arena has also produced some exceptional rivals with less expensive price tags.
Most notable is the Honda Civic Type R only with manual transmission from $72,600 drive away, as well as a number of variants of the full-fat Hyundai i30 N (starts from $46,200 for the manual), but especially the i30 Sedan N with its more dynamic chassis.
Toyota has its great looking GR Corolla with AWD from $64,190 plus on-roads and the smaller GR Yaris priced at $51,390 excluding on-roads.
Renault Megane R.S. Ultime pricing:
Renault Megane R.S. Ultime MT: $67,500
Renault Megane R.S. Ultime EDC: $70,500
Prices exclude on-road costs
What is the Renault Megane like on the inside?
One glance at those fully-wrapped Alcantara Recaro buckets and you know you’re in a hardcore hot hatch from Renault Sport.
These pews have been designed with some of the most aggressive bolsters you’re likely to find in a street car before going to a full-tilt racing seat.
They’re also finished with twin-stitching in red/white, while ‘R.S.’ and ‘Recaro’ are beautifully embroidered into the seat backs in Vivid Red.
It’s the same story in the second row – properly bolstered outer seats in the same soft Alcantara fabric with double- twin-stitching in red, as well as the seat belts all round.
There’s the obligatory Liquid Yellow accents tastefully displayed in strips on the front door cards and centre console for heritage effect.
I’m not really a fan of the faux-carbon fibre vinyl on the door trims – more Alcantara would have looked more the part for this final edition.
At eye level, the plastics are decent, but dip below and you’ll find the cheaper pockmarked variety that extends to the back of the front buckets. Again, it’s the last of the lineage and Renault is asking top dollar for the Ultime – and it’s these smaller trim bits that might irk some prospects.
Nevertheless, all the important bits are done right. The pedal set is polished stainless with plenty of rubber dots for grip, and the perfectly sized steering wheel rim in combination Alcantara/leather is nicely tactile and features the Renault Sport logo in the same Liquid Yellow.
The column-mounted paddle shifters are an odd shape and really only extend upwards from the centre spokes, making manual shifting slightly awkward at times. Perhaps that’s just me being idiosyncratic but I found it cumbersome more often than not, given I like to use the manual shift option.
While the chunky metal transmission selector is throwback from Megane’s earliest days, I genuinely enjoy the intuitive nature of grabbing the stick, if you will, as old-school as that might be these days with the global EV shift.
Renault has done its best to keep up with its rivals on the technology front, with a digital driver’s display and a portrait-style infotainment touchscreen that meets most needs with good clarity, colour, responsiveness, and thankfully Apple CarPlay.
There are also plenty of USB-A ports for both seat rows, along with rear air vents, cupholders, armrest (in Alcantara) and adequate rear legroom for outer-seat passengers. Unfortunately, the middle-seat passenger in the rear is robbed of both under-thigh support and foot space.
For kids, there are two ISOFIX points for the outboard seats, as well as three top-tether anchor points.
In the boot you’ll find a commendable 434 litres of space thanks to its significant floor depth. There’s no spare tyre or space saver, just a bottle of goo and a small electric compressor.
The rear seats are 60/40 split fold but folding both sides still leave a significant lip and they don’t exactly fold flat for easy loading of longer gear.
What’s under the bonnet?
It’s the same powertrain as the Megane R.S. Trophy – a turbocharged 1.8-litre turbocharged four-cylinder petrol engine making 221kW of power at 6000rpm, and 420Nm (400Nm for the manual) peaking at 3200rpm.
Both dual-clutch and manual versions of the Ultime use six-speed transmissions, and claim the same 0-100km/h sprint time of 5.7 seconds due to the differing kerb weights between the two – 1433kg for the auto and 1420kg for the stick shift.
The dual-clutch version also benefits from electronic launch control.
It’s solid grunt compared with the likes of rivals such as the Hyundai i30 N (hatch or sedan), and its 2.0-litre turbocharged four-pot making 206kW/392Nm.
There’s a 50L fuel tank requiring 98 RON, and the heavier dual-clutch variant is slightly thirstier using 8.3L/100km, while the lighter manual claims 8.0L/100km.
Drive it for pure pleasure though, and fuel consumption will rise sharply to 12L/100km plus at times. And given its rather short gearing and six-speed transmission, it can be less economical than some on the highway – all of this depends on your own driving style.
Underneath the Megane R.S. Ultime is the same heavily honed ‘Cup’ chassis from the Trophy, as well as Renault Sport’s four-wheel steering system and a Torsen limited-slip front differential for maximum adhesion with those sticky Bridgestone tyres.
There’s good stopping power, courtesy of beefed-up brakes by Brembo with slotted rotors. From its earliest iteration, the Megane R.S. has been equipped with outstanding stoppers.
How does the Renault Megane drive?
No question this is a hot hatch that delivers loads of genuine feedback from the very moment you sink into those quite outstanding Recaro buckets that wrap you up nice and tight – you won’t move a millimetre in the most demanding of corners.
Once you’re on the move, there’s plenty of poke to excite despite being down on displacement compared with its larger 2.0-litre rivals. Regardless, the Megane R.S. Ultime still delivers solid punch throughout the entire rev range.
There’s plenty of cabin noise from the engine and short-geared DCT transmission, but it’s that same visceral experience that makes this special variant such a hoot to pilot.
Truth is, it’s no longer as quick as its more modern hot hatch rivals, at least out of the blocks, but it’s in the handling department where this sharply tuned Renault delivers its knockout punch.
When Renault first introduced its four-wheel steering on Megane R.S. variants there were some amongst the press who didn’t warm to it – sighting irregularities in steering calibration and feel.
But, hardcore runs in Victoria’s high country revealed a cat-like ability to out hustle the very best hot hatches. Nothing has changed in that regard.
It’s a firm ride with the stiffened Cup suspension setup but on the plus side, it feels properly planted and able to make very quick directional changes thanks in part to that same four-wheel steering which also requires minimal steering input from the driver – even in the hairpins.
Grip levels are really quite uncanny, no matter how enthusiastic you might be. At times I found myself trying to catch it out. Not a chance.
Add to that the pops and crackles from its diminutive four-pot (in Sport of course) which give it a decently loud voice, along with serious mid-range go, and you’ve got one of the all-time great hot hatch experiences that will inspire the search for as many bends as you can muster on your favourite less-trafficked road.
What do you get?
Megane R.S. Trophy highlights:
4Control four-wheel steering
Brembo high-performance brakes
Torsen limited-slip differential
Active valve exhaust system
9.3-inch touchscreen infotainment system
Wired Apple CarPlay, Android Auto
Satellite Navigation
10.25-inch digital instrument cluster
Bose surround sound system
Keyless entry, start with ‘walk away’ locking
Automatic LED headlights
Rain-sensing wipers
R.S. Ultime adds:
19-inch Fuji black lightweight alloy wheels
Bridgestone S007 Tyres
Recaro Alcantara front bucket seats
Numbered build plate
Bold matte black stripes
Roof
Bonnet
Rear bumper
Doors
Guards
‘1976’ decals
Black exterior accents
Colours:
Liquid Yellow
Orange Tonic
Diamond Black
Pearl White
Is the Renault Megane safe?
The Megane R.S. is unrated by ANCAP. Back in 2015, however, Euro NCAP gave the standard Megane five stars.
Standard safety features include:
Autonomous emergency braking
Blind-spot monitoring
Lane-departure warning
Front, front-side and curtain airbags
How much does the Renault Megane cost to run?
The R.S. Ultime is backed by Renault’s five-year, unlimited-kilometre warranty.
There’s also five years of roadside assistance, and five years of capped-price servicing totalling $2645.
CarExpert’s Take on the Renault Megane
In years to come, it’s likely any iteration of the Renault Megane R.S. will gain collectable or must-have status, especially as the world fast-tracks towards an all-electric future.
But the R.S. Ultime will be just that much more special – decreed by its limited build numbers alone, never mind the lightweight wheels, sticky tyres and those epic Alcantara-wrapped Recaro pews.
Even in its final iteration, the Renault Megane R.S. is still a car that can put a broad smile on the face of the most discerning enthusiast, and for that it deserves Hall of Fame status.
Click the images for the full gallery
BUY: Renault Megane R.S. MORE: Everything Renault Megane R.S.
An electric version of the Ford Tourneo eight-seat people mover is on the cards for Australia, potentially joining the Blue Oval’s growing range of battery-powered models.
The turbo-diesel Ford Tourneo was confirmed for Australia earlier today, with showroom arrivals set for the fourth quarter of 2024 (October to December inclusive) – about a year after the model went on sale in Europe in October 2023.
The electric E-Tourneo is also due for its European launch later this year, and Ford Australia isn’t ruling out a local debut.
“We consider all available electrified options in each segment, and what would best meet the needs of those customers. For people movers, we’re certainly looking at E-Tourneo,” a Ford Australia spokesperson told CarExpert.
The Ford E-Tourneo is powered by a single electric motor which delivers up to 160kW to the front wheels – a 35kW increase compared to the Tourneo’s 2.0-litre turbo-diesel engine.
Power is supplied by a 74kWh battery pack, which Ford claims can deliver up to 370km of driving range on the WLTP cycle.
It’s capable of being DC fast-charged at up to 125kW, resulting in a 15 to 80 per cent charge time of about 41 minutes.
Towing capacity for the Ford E-Tourneo drops from the diesel-powered version’s 2500kg to 2000kg, though the electric people mover gains 2300-watt power outlets in the front section of its cabin.
In Europe, the Ford E-Tourneo is sold with identical features to the top-of-the-range Tourneo Platinum X in Australia, which includes a 13-inch touchscreen infotainment system with wireless Apple CarPlay and Android Auto, a Bang and Olufsen sound system, power-adjustable leather front seats and a panoramic glass roof.
If the Ford E-Tourneo does come to Australia, it would potentially be priced close to $100,000 drive-away – given the similarly equipped, turbo-diesel Tourneo starts from $70,990 before on-road costs.
Ford Australia only has one model available with both a conventional internal combustion engine (ICE) and electric power: the Transit and E-Transit respectively.
The Ford E-Transit is priced from $104,990 before on-road costs, while its most direct turbo-diesel Transit counterpart is $59,990 before on-road costs.
Ford’s only other electric vehicle (EV) sold in Australia is the Mustang Mach-E SUV, which is priced from $72,990 to $104,990 before on-road costs.
MORE: 2025 Ford Tourneo price and specs: Kia Carnival rival locked in for Australia
The Lexus GX, a more luxurious twin to the Toyota LandCruiser Prado, is due in Australia in mid-2024 and will be offered in three variants.
These comprise the more road-focused seven-seat GX 550 Luxury and flagship GX 550 Sports Luxury, as well as the off-road oriented five-seat GX 550 Overtrail.
All Lexus GX 550 variants are powered by the same twin-turbocharged 3.4-litre petrol V6 engine, which produces a claimed 260kW of power and 650Nm of torque – representing increases of 110kW and 150Nm over the upcoming Prado’s 2.8-litre four-cylinder turbo-diesel engine with 48V mild-hybrid assistance.
2024 Lexus GX 550 Luxury(overseas model shown)
Drive is sent to all four wheels through a 10-speed automatic transmission, which features low-range gearing and a locking centre differential.
While the Lexus GX 550 Luxury and Overtrail boast a 3500kg braked towing capacity, the Sports Luxury has a reduced capacity of 3130kg.
Standard features for the ‘entry-level’ Lexus GX 550 Luxury include:
20-inch alloy wheels (with a full-size spare)
Self-levelling LED headlights
Rear privacy glass
Rear spoiler
Flush roof rails
Eight-way power-adjustable heated and ventilated front seats
Heated outboard rear seats with 60:40 split folding
Push-button folding third-row seats
Tri-zone climate control
Head-up display
12.3-inch digital instrument cluster
14-inch infotainment screen
Wireless and wired Apple CarPlay, Android Auto
10-speaker sound system
Wireless phone charger
Five USB-C ports
12-volt front and 220-volt rear outlets
Power tailgate with fold-out glass hatch
Nine airbags
Tyre pressure monitoring system
360-degree camera
2024 Lexus GX 550 Overtrail(overseas model shown)
The off-road focused Lexus GX 550 Overtrail loses its third row seats but adds a number of features, such as:
Black 18-inch wheels with all-terrain tyres
Wheel arch mouldings
Unique bumpers
Black trim highlights
Bridge-type roof rails
Adaptive Variable Suspension (AVS)
Locking rear differential
Electronic Kinetic Dynamic Suspension System (eKDSS)
Multi-Terrain Select off-road traction control system
Multi-Terrain Monitor
Downhill assist control
‘Multi-stage’ Crawl Control
Olive green Ultrasuede front seat accents and stitching (with stiffer bases and softer bolstering)
‘Unique door ornamentation’
Smart key
Refrigerated cool box
2024 Lexus GX 550 Sports Luxury (overseas model shown)
In addition to the standard features of the GX 550 Luxury, the Lexus GX 550 Sports Luxury includes:
22-inch alloy wheels
Adaptive high-beam
Power-extending side steps
Panoramic glass roof
Adaptive variable suspension
10-way power-adjustable driver’s seat
Massage function for both front seats
Semi-aniline leather-accented trimmed seats
Heated steering wheel
Digital rear-view mirror
21-speaker Mark Levinson sound system
Hands-free power tailgate
Refrigerated coolbox
Australian pricing for the Lexus GX is yet to be confirmed, though expect it to exceed $100,000 drive-away, given the outgoing – and lesser-equipped Toyota Prado – tops out at $87,468 plus on-road costs in Kakadu guise.
As Hyundai gets closer to revealing its Ioniq 7, spy photographers have snapped very revealing photos of the large electric SUV’s interior.
The Hyundai Ioniq 7 prototype was photographed while parked next to a DC fast charger in Europe. It’s due in Australia in the second half of 2024.
Its interior shares some design traits with the new Santa Fe, including its steering wheel, as well as dual 12.3-inch screens situated in the same curved assembly.
The Ioniq 7 does, however, go without the Santa Fe’s climate screen. Instead, there’s a smaller climate panel, and a gap between the dashboard and the centre console.
Whether this means the Ioniq 7 will have a moveable centre console like the related Ioniq 5 is unclear.
The centre tunnel features buttons for functions like auto hold, the cameras, and the parking sensors. There’s also a toggle for drive mode selection, but no shifter – that, as with other recent Hyundai products, is instead mounted on the steering column.
This particular prototype also has digital side mirrors.
While the production vehicle doesn’t stray too far from the 2021 Seven concept at the front, the back is where there are the most significant differences.
The rear windscreen is larger than on the concept, and a curved LED strip runs across the top of the rear window and flows into larger vertical tail lights.
Previous spy shots have shown the seats and door trims are very similar to those in the Ioniq 5 and Ioniq 6 EVs.
It’s unclear what powertrain options and range the Ioniq 7 will offer however the Seven concept had “more than 480km” of range.
The related Kia EV9, which also uses the dedicated E-GMP electric vehicle platform, opens with a single-motor rear-wheel drive Air variant with 160kW of power and 350Nm of torque.
The claimed 0-100km/h time is 8.2 seconds, while there’s a 76.1kWh lithium-ion battery providing 443km of WLTP range.
Both the Earth and GT-Line get a dual-motor all-wheel drive drivetrain, with 141kW/350Nm electric motors mounted to each axle – system outputs are 283kW/700Nm.
These AWD models score a Long Range battery with 99.8kWh of capacity granting them WLTP range of 512km.
All EV9s feature an 800V electrical system.
Quoted 0-100km/h acceleration times differ slightly for the AWD models: the Earth takes a claimed 6.0 seconds and the GT-Line cuts that to 5.3 seconds.
Previous spy photo
Prices for the EV9 start from $97,000 before on-road costs and stretch to $121,000 before on-roads. Therefore we can expect to see pricing for the Ioniq 7 to be in the same ballpark.
Hyundai Australia has previously projected 6000 sales for its Ioniq-branded electric vehicles in 2024.
The Ioniq 7 will form part of Hyundai Australia’s plans to offer an electrified option in all of its SUV segments by the end of the year, joining the Santa Fe Hybrid in the large SUV segment.
MORE: Hyundai Ioniq 7 SUV taking shape ahead of 2024 Aussie arrival
It’s still a common sight on Australian roads, but the Mazda 3 isn’t the sales favourite it once was.
The Japanese small car was Australia’s top-selling nameplate once upon a time, and remained a segment leader even once the SUV craze took hold. In 2024 however, it doesn’t even make the Top 20 list.
But that’s not to say it’s because the Mazda 3 is falling behind the pack. If anything it’s still one of the best small cars you can buy, especially as numerous rival brands withdraw their small passenger car nameplates in Australia.
This fourth-generation Mazda 3 first launched in 2019, and has received numerous running changes since but no major facelift or redesign. In my eyes, it’s still one of the best-looking small cars on sale.
Here on test we have the 2024 Mazda 3 G20 Evolve Hatch, the one-up from base hatchback model that can be parked in your driveway for a little over $36,000.
WATCH: Paul’s video review of the 2020 Mazda 3 G25 Astina
Mazda rolled out some running changes last year as part of an MY24 update, including a larger infotainment display with wireless Apple CarPlay and Android Auto, the discontinuation of manual and mild-hybrid variants, while the ‘G20’ 2.0-litre petrol engine received a fuel-saving cylinder deactivation function.
How does it fare in today’s super competitive market? Read on to find out.
How does the Mazda 3 fare vs its competitors?
View a detailed breakdown of the Mazda 3 against similarly sized vehicles.
Mazda
Mazda 3
How much does the Mazda 3 cost?
Prices rose for last year’s update by up to $2310, but have remained the same since.
It’s worth noting the Mazda 3 is available as both a hatchback and a sedan, with no price discrepancy between body styles.
Prior to this update, the six-speed automatic commanded a $1000 premium over the now discontinued six-speed manual transmission.
2024 Mazda 3 pricing:
Mazda 3 G20 Pure: $30,320
Mazda 3 G20 Evolve: $31,870
Mazda 3 G20 Touring: $34,520
Mazda 3 G25 Evolve SP: $34,520
Mazda 3 G25 GT: $38,420
Mazda 3 G25 Astina: $42,320
Prices exclude on-road costs
See how the Mazda 3 shapes up against its rivals using our comparison tool.
What is the Mazda 3 like on the inside?
Pretty much the same as it has been since this generation launched, but there’s a larger screen now.
Even as newer rivals have arrived, the now mature-aged Mazda 3 continues to be a benchmark for compact interiors.
From the high ratio of soft-touch materials, stitched leatherette accents, and overall clean design, the Mazda’s cockpit could be mistaken for a premium-branded model if you covered up the badge on the steering wheel.
It’s a very minimalist cabin, with a lot of clean lines and a pared back approach to physical switchgear – though there are still actual knobs and buttons for the climate control, volume and the like.
The steering wheel is another tactile highlight. The classic rounded design with a thin centre hub and clicky buttons looks and feels lovely in the hand, while the grooves and cutouts for your hand feel well thought out.
Comfort up front is likewise very good, with supportive seats that, while manually adjustable, have angle adjustment for the thigh cushion. It’s pretty easy to find the perfect driving position.
Mazda hasn’t rolled out its new digital instrument cluster beyond the Large Architecture range (CX-60, CX-90), though the 3’s 8.0-inch part-digital cluster is a nice balance of new-school meets old-school.
Both the instrument binnacle and Mazda Connect infotainment display offer a minimalist design with beautifully clean fonts, which make for a very classic look. It’s all very easy to read and navigate, too.
You can toggle a couple of different views on the driver’s display too, including a conventional virtual dial with needle, a minimalist driver assistance display, a speedometer with central trip computer. I like the classic one, personally.
Our test car’s optional Vision Technology Pack not only brings more assistance and safety systems, but also a larger 10.25-inch infotainment display – up from 8.8-inch.
While the larger display makes everything a little bigger and clearer, there’s little other differentiation from the smaller Mazda Connect system. You also don’t get wireless Apple CarPlay and Android Auto in this spec, which is frustrating given the same unit in the Touring and above do (plus a wireless phone charger).
The Mazda Connect interface comes with embedded satellite navigation, DAB radio, and wired smartphone mirroring. It all works as you’d expect.
An increasing amount of rivals are adding connected services to their infotainment systems, which the Mazda currently lacks. Given the Japanese brand is rolling out telematics and connected services this year starting with the MX-5 sports car, we wouldn’t be surprised if that’s the next model-year change for the 3.
Things are perhaps a little less rosy in the rear, especially in the Mazda 3 hatch. The fastback-style roofline and pinched glasshouse mean it’s quite a dark place to sit, and if you’re taller that sloping roofline eats into headroom.
At 6’1 I can squeeze in behind my own driving position with limited knee room and legroom. My VW Golf is far better equipped for people carrying, for example, let alone newer rivals in the segment like the Kia Cerato and Skoda Scala.
Stepping up to the Evolve over the Pure gets you rear air vents and a fold-down centre armrest, which makes the second row a lot more liveable should you need to carry people in the second row.
Other amenities include a map pocket behind the front passenger’s seat (not the driver), bottle holders in the doors, and the requisite child seat anchor points (i.e. ISOFIX and top-tethers).
Arguably the 3 Hatch’s biggest weak spot is the boot, which is among the smallest in class. It offers just 295 litres of capacity with the second row upright – Mazda doesn’t quote a two-seat figure, either.
There’s a steel temporary space saver spare wheel under the boot floor of every Mazda 3.
What’s under the bonnet?
Model
Mazda 3 Skyactiv-G 2.0
Engine
2.0L 4cyl petrol
Power
114kW (6000rpm)
Torque
200Nm (4000rpm)
Transmission
6-speed auto
Driven wheels
Front-wheel drive
Weight
1414kg
Fuel economy (claim)
5.9L/100km
Fuel economy (observed)
7.7L/100km
Fuel tank size
51 litres
Fuel requirement
91 RON
See how the Mazda 3 shapes up against its rivals using our comparison tool.
How does the Mazda 3 drive?
The Mazda 3 really embodies the brand’s zoom zoom driving philosophy.
Even with the base 2.0-litre petrol engine, the Mazda 3 offers willing performance and engaging dynamics that make even the daily grind a fun time behind the wheel.
There’s a really nice directness and responsiveness to all of the driver controls, though it’s not so connected or unassisted that everyday driving scenarios a chore. If anything, it’s quite the opposite.
I love the buttery fluid steering, and the wonderfully balanced ride that allows for playful and natural body roll in corners to tie in with the keen front end, while also doing a good job at ironing out the lumps and bumps of city driving.
There was a bit of hullabaloo about the 3’s switch from a multilink rear suspension to a torsion beam setup for this generation, and while the hatch in particular can be a little stiff at the rear over harsher imperfections it’s far from uncomfortable and is sort of in keeping with the 3 Hatch’s more athletic and fun focus.
Some may pan the Skyactiv-G 2.0’s meek on-paper outputs as being ‘underdone’, and while its straight-line pace won’t knock your socks off, the revvy petrol engine and six-speed auto make for decent progress.
In normal driving it’s more than adequate, with great naturally aspirated response and snappy shifts, though if you need to gun it you’ll feel it run out of puff at the top end. For most people though, it’s perfectly fine.
There’s a more powerful and more expensive 2.5-litre engine available higher in the range, nearly $3000 dearer in its cheapest form. Said G25 Evolve SP adds a bit more kit too, including keyless entry, a powered driver’s seat and wireless smartphone mirroring, amongst other items – it could well be the sweet spot in the range.
If you like a bit more grunt under your right foot, it could be something to consider.
But should you spend most of your time commuting around the city and the suburbs, you probably won’t need more than what the 2.0-litre offers. Plus, you’re likely to spend less on fuel if you go for the smaller engine.
We saw an indicated return of 7.7 litres per 100km in mixed conditions favouring high-traffic peak-hour commuting, which while up on Mazda’s combined claim 5.9L/100km isn’t a world away from the urban claim of 7.3L/100km.
That said, something like a Volkswagen Golf 110TSI will use a litre or two less, and that gap widens further if you’re looking at something like a Toyota Corolla Hybrid.
Something tells me that if Mazda kept the 24V mild-hybrid system and added cylinder deactivation for the standard engine, we’d see better all-round economy given I’ve observed a circa 1.0L/100km improvement with urban-heavy driving in the past when comparing the outgoing G20 and G20e.
As for driver assistance features in the real world, the Vision Technology-equipped Mazda 3 is decked to the nines with features – I’d strongly recommend the $2000 option pack.
The 360-degree parking camera is a huge help given the coupe-like glasshouse, aided by front parking sensors for that long bonnet. Mazda’s semi-autonomous Cruising & Traffic Assist function also is a pretty intuitive companion on traffic-ridden freeways.
Standard LED headlights with auto on/off and auto high-beam are also sweet, but Mazda why do you persist with the crappy halogen daytime running lights on anything but the flagship grade? At this stage, just make the adaptive LED headlights standard or part of the Vision Technology Pack – I reckon there would be good take up.
What do you get?
Mazda 3 Pure highlights:
16-inch silver alloy wheels
Auto LED headlights
Auto high-beam
Rain-sensing window wipers
Auto-folding side mirrors
Rear spoiler (Hatch)
7.0-inch digital instrument cluster
8.8-inch Mazda Connect infotainment system
DAB+ digital radio
Satellite navigation
Wired Apple CarPlay, Android Auto
8-speaker sound system
Push-button start
Electric park brake
Leather-wrapped gear shifter
Leather-wrapped steering wheel
Black cloth upholstery
Mazda 3 Evolve adds:
18-inch grey alloy wheels (Hatch)
18-inch silver alloy wheels (Sedan)
Auto-dimming rear-view mirror
Dual-zone climate control
Paddle shifters
Rear air vents
Rear centre armrest
Options
Vision Technology Package:
360-degree view monitor
10.25-inch Mazda Connect display
Cruising & Traffic Support
Active lane centring
Traffic jam assist
Driver monitoring
Front cross-traffic alert
Front parking sensors
Is the Mazda 3 safe?
The Mazda 3 has a five-star ANCAP safety rating from 2019 Euro NCAP testing.
It scored 98 per cent in adult occupant protection, 89 per cent in child occupant protection, 81 per cent in vulnerable road user protection, and 76 per cent in safety assist.
Standard safety features include:
7 airbags incl. driver’s knee
Autonomous emergency braking (forward, reverse)
Lane departure warning
Lane keep assist
Blind-spot monitoring
Rear cross-traffic alert
Traffic sign recognition
Adaptive cruise control with stop/go
Reversing camera
Rear parking sensors
Tyre pressure monitoring
Vision Technology Package* adds:
Cruising & Traffic Support
Driver monitoring
Front cross-traffic alert
Front parking sensors
Surround-view cameras
*$2000 on G20 Pure, G20 Evolve, G20 Touring, and G25 Evolve SP; $1500 on G25 GT
The Vision Technology Package is standard on the flagship G25 Astina.
How much does the Mazda 3 cost to run?
The 2024 Mazda 3 is covered by a five-year, unlimited-kilometre warranty.
This update has seen the Mazda 3 move to longer 12 months or 15,000km service intervals (up from 10,000km), which is now in line with the industry average.
While not the priciest brand to maintain your car with, Mazda’s scheduled servicing averages out at $400 a year which is a bit more than Toyota and Honda are charging these days.
2024 Mazda 3 service pricing:
Service Interval
G20
G25
1yr or 15,000km
$334
$341
2yr or 30,000km
$530
$536
3yr or 45,000km
$414
$414
4yr or 60,000km
$530
$536
5yr or 75,000km
$334
$341
Total
$2142
$2168
CarExpert’s Take on the Mazda 3
There’s still plenty to love about the Mazda 3.
Nearly five years on from launch it’s still a good thing, and arguably a better buy than its increasingly popular CX-30 crossover sibling which now outsells it by some margin.
It’s attractive, fun to drive and has one of the plushest compact car cabins on the market. In Pure and Evolve spec with the Vision Technology Pack, it’s also something of a bargain given the level of high-end features on hand.
Time has started to test the 3, however. Its naturally aspirated engines, while revvy and fun, are losing out to newer and electrified competitors on real-world efficiency. Turbocharged rivals also offer better low-down punch, while competitors with more gears are less stressed on the highway.
You also can’t avoid the inherent packaging drawbacks that come with the rakish looks. The Mazda 3 hatch has one of the smallest boots in class, and a tight rear seat that isn’t a patch on the segment’s best. But if you’re single or a young couple, you shouldn’t really have any issues.
If you want more luxury kit, the 3 has one of the most comprehensive line-ups out there. If you prefer a lifted ride, the CX-30 is effectively the same car – you can’t knock Mazda for not giving you enough choice.
Despite it all, the Mazda 3 remains a solid option that’s easily recommendable. It’s still one of my personal top picks of the class, and the sheer amount of trim options available means you should be able to find one that caters to you and your budget.
Government-contracted mobile speed camera operators employed by Serco will strike today for 24 hours in pursuit of better pay and safer working conditions.
The Community and Public Sector Union is assisting Serco employees in their fight for an increase in their $26 per hour wage, as well as for increased safety in light of recent attacks targeting mobile speed camera vehicles.
“Over two hundred (200) camera sessions were dropped over the long weekend as a result of Serco’s incompetent attempt to diffuse our signage and administrative bans by docking the operator’s full pay for a session, so operators just stayed away,” said a spokesperson from the Community and Public Sector Union.
“Operators earn barely more than the legal minimum wage at $26 per hour and being attacked while sitting in their vehicles doing their job, having oncoming cars and trucks cross carriageways to swerve at their stationary vehicle, projectiles launched at them as well as constant verbal abuse and social media harassment, to be met with silence from the contractor Serco, who don’t seem to care about anything but shifting their profits off shore, is the last straw.
“It’s well past time for the State Government to review Serco’s performance and consider alternatives for the delivery of this important road safety service and protect these government contracted workers.”
The Victorian Government fined Serco for missing its December KPIs and failing to have mobile speed cameras in operation on the recent Australia Day weekend.
According to the Community and Public Sector Union, between not having cameras operating over the long weekend and today’s 24-hour strike, it “should” guarantee Serco fails to meet KPIs for a second month in a row.
Victorian Police also recently undermined the state’s camera program, with officers observed warning motorists of the cameras.
Officers have been fighting for better pay from the Victorian Government, with the Fair Work Commission in December 2023 approving 19 industrial actions.
Mazda is taking aim at the Volkswagen Touareg with a new SUV.
The Mazda CX-70 has been revealed as the third member of the brand’s Large Product Group family, serving as a two-row companion to the flagship CX-90.
It’s coming to Australia, but Mazda hasn’t specified when. The Japanese brand has now confirmed all four Large Product Group SUVs for our market: the CX-60 and CX-90 are already on sale, while the as-yet unrevealed CX-80 is arriving at an unspecified time.
Like the CX-90, the CX-70 will be offered in Australia with a choice of 3.3-litre turbocharged inline six-cylinder petrol and diesel engines, both featuring 48V mild-hybrid technology and mated with an eight-speed automatic transmission and rear-biased all-wheel drive.
While Mazda hasn’t specified outputs for the CX-70, the CX-90’s petrol engine pumps out 254kW of power and 500Nm in Australia, while the diesel produces 187kW and 550Nm.
Mazda also hasn’t specified dimensions for the CX-70, but it appears almost identical to the CX-90 inside and out.
It’s distinguished via unique black exterior accents, while inside there’s a new burgundy interior colourway.
Also unique to the CX-70 is a new power-folding function for the second row, allowing you to use buttons in the cargo bay to drop the rear seats.
Mazda promises a completely flat load bay, even with the second row dropped, while under the boot floor there are three storage spaces.
Another new feature debuting in the CX-70 is an emergency assist function for the Cruising and Traffic Support feature. The system will monitor whether the driver closes their eyes or looks away from the road and alerts them to pay attention.
If the driver doesn’t respond to prompts, the system will slow the vehicle down or bring it to a complete stop to avoid an accident.
Mazda is also touting a trailer hitch guide that can assist the driver in connecting to a trailer, and has highlighted the 2500kg towing capacity of the CX-70.
In the CX-90, towing capacity is 2000kg with the diesel engine and 2500kg with the petrol. Mazda hasn’t explicitly stated whether all CX-70s will have the same figure.
The company hasn’t confirmed any other features for the CX-70, though given the close resemblance to the CX-90 inside we’d expect it to offer a choice of 7.0-inch or 12.3-inch instrument cluster screens and 10.25-inch or 12.3-inch infotainment screens.
Expect the same raft of safety equipment, too, which includes autonomous emergency braking with pedestrian and cyclist detection and junction assist, as well as blind-spot monitoring and rear cross-traffic alert.
The CX-70 will almost certainly undercut the CX-90 on price, but it’s unclear by how much. The flagship Mazda SUV is currently priced from $74,550 to $101,130 before on-road costs.
Mazda’s Large Product Group range consists of two vehicles aimed at markets like Europe and Japan – the two-row CX-60 and three-row CX-80 – and the CX-70 and CX-90 aimed at markets like North America.
Given Mazda’s outsized popularity in Australia, we often given get a mix of vehicles aimed at different markets. For example, we received the Japan-focused CX-8 and US-focused CX-9 three-row crossovers.
The Mitsubishi Pajero is coming back, according to a report out of Japan, but it’ll be quite a different beast than before.
Best Car Web reports the fifth-generation Pajero is set for a debut in 2027, and will use the same platform as the next-generation plug-in hybrid Outlander.
Instead of being just another mass-market mid-sized SUV, however, the Japanese outlet reports the reborn Pajero will be a “Japanese-made Range Rover”.
It’ll reportedly measure 4900mm long, 1900mm wide and 1850mm tall. That’s almost identical to the fourth-generation model, which exited production in 2021 and was the same length but 25mm narrower and 50mm taller.
Mitsubishi reportedly ruled out using the Triton ute’s body-on-frame platform in favour of underpinnings that could furnish a more comfortable ride.
That means the new SUV will feature unibody construction, as the last two generations of Pajero did.
Updated CMF-C/D underpinnings will reportedly take learnings from the CMF-EV electric vehicle architecture, while the new Pajero may be powered by an improved version of the current Outlander’s 2.4-litre plug-in hybrid four-cylinder powertrain.
Mitsubishi announced in July 2020 it would axe the Pajero after 2021. The vehicle had already been discontinued in Japan in 2019.
It also sold off the Pajero Manufacturing plant in Sakahogi, Gifu Prefecture in Japan, which had produced every generation of Pajero since the first series was launched in 1982. This was sold to a toilet paper manufacturer.
The Pajero’s last redesign was in 2006, though this was still a heavy update of the previous series launched in 1999.
Mitsubishi and Alliance partner Nissan have been sharing platforms, but there’s reportedly no work being done on a new Pajero based on the Nissan Patrol’s body-on-frame underpinnings.
The company has previously said the Pajero is “the heart of our brand” and doesn’t want to rely too heavily on its Alliance partners for a new generation.
“If we do that, of course we want to control everything. We might utilise some of the Alliance systems and components, but we would like to produce our vehicle,” Koichi Namiki, executive officer responsible for product at Mitsubishi Motors, told Australian media in 2023.
While the Pajero is dead, at least for now, Mitsubishi still sells a Pajero-badged off-roader in the Pajero Sport.
This is a different vehicle altogether, being body-on-frame and based on the outgoing Triton ute.
The current-generation Kia Seltos crossover has been on sale locally since 2019 and received a facelift last year.
WATCH: Paul’s video review of the Seltos GT-Line 1.6T AWD
Forming as the high-riding counterpart to the Cerato sedan and hatchback, the Seltos is available in a wealth of variants that start at just under $30,000 before on-roads, and expand to over $45,000 before on-roads.
On test here is the almost top-specification 2024 Kia Seltos Sport+ with the standard 2.0-litre naturally aspirated four-cylinder petrol engine with a continuously variable transmission (CVT) and front-wheel drive.
For the 2024 model year Kia Australia upped the pricing of the entire Seltos range by $280 in terms of list pricing, and $300 for drive-away pricing due to “economic reasons” – though no specification changes were made.
Is the Kia Seltos Sport+ 2.0 FWD the pick of the range? Read along to find out.
How does the Kia Seltos fare vs its competitors?
View a detailed breakdown of the Kia Seltos against similarly sized vehicles.
Kia
Seltos
How much does the Kia Seltos cost?
Kia Seltos pricing:
2024 Kia Seltos S 2.0 FWD: $31,990 (+$300)
2024 Kia Seltos Sport 2.0 FWD: $35,690 (+$300)
2024 Kia Seltos Sport+ 2.0 FWD: $38,790 (+$300)
2024 Kia Seltos Sport+ 1.6T AWD: $42,290 (+$300)
2024 Kia Seltos GT-Line 2.0 FWD: $44,890 (+$300)
2024 Kia Seltos GT-Line 1.6T AWD: $47,990 (+$300)
All prices are drive-away
To see how the Seltos compares to its rivals, line it up with any of its rivals using our comparison tool.
What is the Kia Seltos like on the inside?
The Kia Seltos Sport+ is the most affordable variant in the range to introduce proximity entry and push-button start. It’s also receives remote start functionality which is a handy way to get the car’s heater or air-conditioner working before you hop in.
Walking up and hopping into the Seltos there’s an elevated driver’s seating position which is very sought after in this segment. It also allows for easy ingress and egress as you don’t need to step up or down.
The Seltos Sport+ comes with cloth and artificial leather upholstery as standard with an inoffensive geometric pattern in the middle sections.
The driver’s seat is comfortable enough, with the fabric middle sections allowing for proper ventilation. There’s nothing worse than getting into a car with hot leather seats and no way to cool them down quickly.
Ahead of the driver is a thin steering wheel that’s wrapped in what appears to be faux leather. This steering is called the “Premium Steering Wheel” according to Kia and it’s very soft to the touch.
The buttons and switches on the steering wheel are logically laid out and have a tactile click or flick action which is satisfying whenever you interact with them.
Behind the steering wheel is a proper 10.25-inch digital instrument cluster which looks very high-resolution.
This kind of digital instrument cluster is common among a wide range of Hyundai and Kia vehicles so it feels very familiar and easy to use.
In the middle of the digital instrument cluster there’s a section that can display certain pieces of information like a digital speedometer, fuel economy, trip meter, adaptive cruise control settings, and a compass, among others.
Moving across there’s a 10.25-inch touchscreen infotainment system which is in the same housing as the 10.25-inch digital instrument cluster. This is very on trend.
The touchscreen infotainment system, like the digital instrument cluster, offers incredibly high-resolution. It also seemed to have good processing power, which meant it turned on pretty much straight away upon startup and new pages loaded quickly.
Despite this the touchscreen was positioned a fair way from my driving position, which meant I had to stretch or lean forward in order to interact with it. This doesn’t happen very often as a person that’s 182cm tall.
The entire Kia Seltos range only comes with wired Apple CarPlay and Android Auto which is completed fine with me as they’re typically more reliable than wireless forms of both.
With my iPhone 12 Pro Max plugged in with a USB cable I experienced no Apple CarPlay dropouts whatsoever throughout my time with our Seltos Sport+ tester.
There’s no wireless phone charger in the Seltos Sport+ which may be a tad annoying because you’ll have to plug into one of the USB ports. You need to step up to the flagship GT-Line variant in order to receive this feature.
The 10.25-inch touchscreen infotainment system comes standard with satellite navigation which is really intuitive to use. It’s so easy to search up points of interest using the system.
Although the in-built satellite navigation is intuitive, I’d rarely use it as I always plug my phone in to use Google Maps or Waze with smartphone mirroring. I suppose it’s a good backup just in case you’re caught out without your phone.
The Seltos Sport+ also comes with a seven-year complimentary subscription to Kia Connect online services. This includes features such as remote functions, emergency SOS calling, vehicle tracking, connected satellite navigation, and vehicle telematics.
The last interesting feature I’ll mention about the Seltos’ touchscreen infotainment system is its voice memo function. I don’t know how functional this feature is in practice but it’s a great novelty feature that sounds very handy in theory.
Looking around the cabin of the Seltos Sport+ there are a few soft-touch points on high-traffic areas, such as the armrests. It’s worth noting every Seltos variant under the Sport+ has rock-hard plastic door armrests.
There’s also a fair smattering of glossy piano black plastics on the upper speaker grilles and around the gear selector which gets grimy really quickly and can get scratched easily.
Another gripe I have is the centre and door armrests are mounted at different heights. This was extremely jarring at first but I slowly got used to sitting with one elbow higher than the other. I do wish they were level however.
The Seltos Sport+’s six-speaker sound system is completely adequate and not a standout in terms of sound quality, though like other Kia vehicles you need to have the volume cranked in order to actually hear the music.
Moving to the second row in the Kia Seltos there’s no real noticeable quality step down. There are soft-touch door armrests and the seat is still as squishy as the front, though the headrest is a tad harder.
At a leggy 182cm tall, I found there was a fine amount of space behind my driving position in the second row, though I did have to splay my legs on either side of the driver’s seat if I wanted to be more comfortable.
In terms of second-row amenities there are centre console-mounted air vents, USB-C ports, a small storage space, single map pocket on the front passenger seat backrest, as well as a fold-down armrest with cupholders.
Around the back the Seltos Sport+ comes with a manual tailgate that opens easily enough, though closing it takes two pushes. This could be a bit of an issue for people that have their hands full and need to be able to close the tailgate.
If you want a power tailgate you need to step up to the flagship GT-Line variant.
Once the tailgate is open it presents a boot space area with a claimed 433 litres of capacity. This is quite a usable and square space, though there’s no cargo blind which causes some privacy alarm bells to go off in my mind.
There are minimal amenities in the boot with it comprising a cargo hook in the boot and a light. There’s no 12V socket in the boot, nor netted areas.
The Seltos Sport+ comes standard with a full-size spare wheel that’s mounted under the boot floor. This is incredibly handy if you frequently do rural and regional driving away from
What’s under the bonnet?
Model
Kia Seltos 2.0 FWD
Engine
2.0-litre 4cyl petrol
Power
110kW
Torque
180Nm
Transmission
Continuously variable transmission (CVT)
Driven Wheels
Front-wheel drive
Weight
1375kg (tare)
Fuel economy (claimed)
6.9 litres per 100km
Fuel economy (as tested)
7.9 litres per 100km
Fuel tank
50 litres
Minimum fuel requirement
91 RON
To see how the Seltos compares to its rivals, line it against any of its rivals using our comparison tool.
How does the Kia Seltos drive?
Starting up the Kia Seltos Sport+ there’s thankfully a button to press rather than a physical key to turn – you need to step all the way to this almost top-specification variant if you want this privilege.
When the engine initially fires up it can rev a bit harshly. Once the engine has warmed up a bit however, it does quieten down and become a lot more pleasant and refined.
Setting off you quickly realise you won’t really be winning any races from the traffic lights in the Seltos, especially with the regular 2.0-litre naturally aspirated four-cylinder petrol engine fitted to this car which only produces an adequate 110kW and 180Nm.
This engine is mated exclusively to a continuously variable transmission (CVT) which feels like it sucks a fair bit of life out of the car. It’s a little droney at points but allows you to get from point A to point B without too much stress.
Around town the Seltos cruises around effortlessly and quietly. The revs are kept down low for the most part, though if you punch it the revs will flare to get the car moving along at a brisker pace.
The Seltos has a very comfortable and compliant ride in urban surroundings which is surprising given the 2.0-litre FWD version only has a torsion beam rear suspension setup. The 1.6-litre AWD version receives a more sophisticated rear multi-link suspension setup.
In low-speed scenarios like in a carpark for example, the Seltos’ steering can be a little firm which makes twirling the steering wheel bit of a task at points. Thankfully the entire Seltos range comes standard with front and rear parking sensors as well as a reversing camera which has adequate resolution.
You’re unable to get a surround-view camera on any Seltos variant currently offered in Australia. You’ll need to opt for the larger Sportage GT-Line which currently starts from $49,720 before on-roads to get this feature.
Building up speed in the Seltos with the 2.0-litre FWD powertrain does take some work. The car also starts to feel like it’s out of puff when you’re doing closer to highway speeds.
Don’t be surprised if you see the revs sometimes flaring up to or beyond 3000rpm in order to maintain highway speeds. This is one of the times where having the CVT feels the most jarring.
You have to really consider and plan out your overtakes in the Seltos 2.0 FWD as if you’re not careful you could be caught out.
Like a number of CVT-equipped vehicles, the Seltos 2.0 FWD can be prone to carrying a bit of speed down hills as it lacks the inherent engine braking a torque converter-equipped car has. This means you’ll be pressing the brakes more often to keep within the speed limit.
Despite these gripes, the Seltos feels really planted out on the road at higher speeds. This complements how well the crossover fares in regard to pimply urban roads and speed bumps.
On the safety front, the current-generation Seltos, like a growing number of Kia and Hyundai vehicles, are coming standard with some incredibly annoying chimes.
One of the most of these chimes is for the Intelligent Speed Limit Assist system which reads speed limit signs and sounds annoyingly loud chimes when you surpass the speed limit for a certain period.
In theory this system should be really helpful to ensure people don’t speed, but at times the car detects an incorrect speed sign and sounds the chime. This is most notable when travelling through school zones when they aren’t active.
The lane-keep assist function works well for the most part, while its Lane Following Assist (lane centring) function can get confused easily. There were multiple points where I was sent in the wrong direction, especially on roads with faded lane markings.
Like a Niro EV I previously drove, the Seltos’ adaptive cruise control system strangely has a lull before taking over the full acceleration of the car. This then in turn makes the car flare it revs to recuperate the lost 1-2km/h.
The last thing I’ll mention in this section is the Seltos Sport+, despite being almost top-specification, still only comes equipped with projector-type halogen headlights. This is wild to me given our tester will well over $35,000.
You need to step up to the flagship Seltos GT-Line to receive LED headlights as standard. Although your eyes do adjust to driving a car with yellower halogen lights on dimly lit roads, LED headlights really do provide considerably more peace of mind when travelling in rural and remote areas.
What do you get?
Kia Seltos S highlights:
16-inch alloy wheels
Spare-saver spare wheel
Automatic halogen headlights
Automatic high-beam
Halogen daytime running lights
Rear fog light
Matte Black grille mesh
Body-coloured door handles
Body-coloured, power-folding side mirrors
Roof rails
Rear spoiler
Shark fin antenna
4.2-inch instrument cluster screen
8.0-inch touchscreen infotainment system
Wireless Apple CarPlay, Android Auto
6-speaker sound system
12V power outlet in front console
USB-A, USB-C outlets in front console
2 x USB-C outlets behind centre console
Manual air-conditioning
Second-row air vents
Manual handbrake
Folding key
Cloth upholstery
6-way manually adjustable driver’s seat
Seltos Sport adds:
17-inch alloy wheels
Full-size spare wheel
Windscreen and front door Solar Glass
Halogen (projector-style) front fog lights
10.25-inch digital instrument cluster
10.25-inch touchscreen infotainment system
DAB+ digital radio
Wired Apple CarPlay, Android Auto
Satellite navigation
Sounds of Nature
Kia Connect (7yr subscription)
Climate control
Driver window one-touch up, down
Premium steering wheel
Premium gear shifter
Seltos Sport+ adds:
Heated side mirrors
Privacy glass
AEB cyclist avoidance and junction turning assist
Adaptive cruise control
Keyless entry and push-button start
Remote start
Electric park brake with auto-hold
Auto-dimming rear-view mirror
LED interior lights
Illuminated vanity mirrors
Front centre console armrest sliding function
Rear centre armrest
Cloth and artificial leather upholstery
Seltos GT-Line adds:
18-inch alloy wheels
LED headlights
LED daytime running lights
LED fog lights
LED positioning lights
LED rear combination tail lights
Premium Gloss Black grille mesh
Satin silver belt line
Tilt and slide sunroof (N/A with two-tone paint)
Power tailgate
Rain-sensing window wipers
Head-up display
Wireless phone charger
8-speaker Bose premium sound system
Heated, flat-bottom steering wheel
Interior ambient lighting
Parcel shelf
Premium artificial leather upholstery
Heated and ventilated front seats
10-way power driver’s seat
2-way power lumbar support
2-position memory
8-way power front passenger seat
Is the Kia Seltos safe?
The Kia Seltos was crash tested by ANCAP in 2019 and it received a five-star safety rating.
It received an adult occupant protection score of 85 per cent, child occupant protection score of 83 per cent, vulnerable road user protection score of 61 per cent, and a safety assist score of 70 per cent.
Standard safety features include:
Front, front-side and curtain airbags
Autonomous emergency braking (AEB)
Blind-spot assist
Rear cross-traffic assist
Safe Exit Warning
Intelligent Speed Limit Assist
Lane-keep assist
Lane Following Assist (lane centring)
Driver Attention Alert
Front, rear parking sensors
Rear-view camera
Tyre-pressure monitoring system
Sport+ and GT-Line models receive AEB with cyclist avoidance and junction turning assist, as well as adaptive cruise control and lead-vehicle departure alert.
How much does the Kia Seltos cost to run?
The Kia Seltos is covered by a seven-year, unlimited-kilometre warranty, with seven years of capped price service and up to eight years of roadside assist if you service the car at an authorised Kia dealer.
Logbook servicing for variants with the 2.0-litre engine is required every 12 months or 15,000km, while they’re required every 12 months or 10,000km for variants with the 1.6-litre turbo engine.
The first seven services in the 2.0-litre are capped at $290, $496, $354, $616, $326, $626 and $346. The first seven services in the 1.6-litre are capped at $309, $502, $375, $653, $348, $632 and $673.
CarExpert’s Take on the Kia Seltos
The Kia Seltos is a very typical crossover that ticks a large number of boxes for me straight out of the box.
It provides a sought-after high-riding seating position that many crossover buyers are looking for, a modern-looking interior with a flashy curved housing for the digital instrument cluster and touchscreen infotainment system, as well as an effortless driving experience in and around the city.
However, things do start to come apart somewhat when you take the Seltos out on the open road. This is when the 2.0-litre naturally aspirated four-cylinder petrol engine starts to run out of puff. The CVT also ruins the ambience with its rev flares in order to maintain speed.
Thankfully you can get the Seltos Sport+ with the more powerful 1.6-litre turbo engine, but this costs an additional $3500 and also adds all-wheel drive.
Another annoying gripe with the Seltos are the obnoxiously loud chimes for the Intelligent Speed Limit Assist. This would go off incorrectly at least once every time I drove the car, especially through school zones.
It’s hard to say the Seltos Sport+ is the sweet spot of the range as it misses out on so much equipment is reserved exclusively for the flagship GT-Line. These features include LED headlights, a power tailgate and rain-sensing window wipers, among others.
What is even more frustrating about this though is you need to spend well over $40,000 for the Seltos GT-Line to get these features, and over $45,000 if you want it with the more powerful 1.6-litre turbo engine.
I will say however, the Seltos Sport+ does come with the full suite of available safety equipment. If you don’t want all the bells and whistles this might be the best variant for you to you look at.
Electric vehicle (EV) startup Lucid Motors is switching gears to target the masses.
Thus far only a manufacturer of luxury EVs, the company is set to take learnings from its Air sedan and Gravity SUV and package them in a more affordable mid-sized EV.
In a ceremony celebrating the expansion of Lucid’s AMP-1 factory in the US state of Arizona, company executives teased the existence of the mid-sized EV and confirmed the car is already in development. It also showed guests a silhouette of the vehicle, which appeared to be a crossover.
“Mid-size is a super exciting program,” Lucid’s senior vice president of design and brand, Derek Jenkins, told Electrek.
Lucid Air
“The whole point of all of this is to establish ourselves in this luxury segment and then take all the attributes, all the capability, and a version of the technology and go mainstream.
“That’s what that car represents, and it has all of that, surprisingly.”
Mr Jenkins then dropped a hint on the maturity of “project mid-size”.
“We’re going to say as much as we can as soon as we can, but I will say the design is fairly solidified at this point, but there are still things being reviewed,” he said.
Lucid Gravity
Inside EVs reports the new model could launch as early as 2025.
The new model will reportedly be manufactured in Lucid’s new facility in Saudi Arabia and have an annual production of 150,000 units.
Lucid has been quite candid when comparing itself to EV manufacturer Tesla, especially when discussing what part of the EV market it wishes to enter.
The company is following a similar strategy to Tesla, which also launched more premium models (Model S, Model X) first in order to gain enough resources to in turn launch more affordable mass-market products (Model 3, Model Y).
“Mid-size is going to be our more affordable car – more of a (Tesla) Model 3, Model Y competitor,” said Lucid Motors CEO Peter Rawlinson, who previously served at Tesla as the chief engineer for the Model S.
For context, the Tesla Model 3 starts at around the US$40,000 (A$60,000 AUD) mark, while the Lucid Air sedan range opens at US$77,400 (A$117,432).
“Our mid-size is, for the first time, it’s overtly going to be a Tesla competitor. It’s going to be the Tesla Model 3 and Model Y. It’s our big volume platform and we’re going to do this and this is a few years from now,” said Mr Rawlinson.
“I want to be very clear about that – we may be Mercedes’ competitors today, but we’re going Model 3 and Model Y.”
A question mark hangs over the mid-sized EV’s Australian arrival, however.
Lucid’s CEO has previously said he is eager to expand the EV company to new markets and new segments, and confirmed a UK launch is in the cards.
“We’ve got to do right-hand drive Air… We’ve bitten off so much right now. It’s quite a project to make a right-hand drive Air; it would take us at least 18 months to do,” said Mr Rawlinson in November 2023.
Lucid says the expansion of its AMP-1 facility is crucial to its continuing growth.
The factory has been expanded by roughly 280,000 square metres, taking the total footprint to more than 360,000 square metres.
Included in the expansion is a new powertrain facility, new body and paint shops, a new logistics centre, a new quality control centre and a new assembly line amongst other upgrades.
Australia, you bought more Volkswagen Tiguan Rs than anywhere else in the world last year. That’s huge.
Some 2227 units of Volkswagen’s hotted-up family SUV were delivered Down Under in 2023, making it the best-selling vehicle in the German brand’s R performance range, and making Australia the biggest market globally for this model.
It was a similar story for the smaller T-Roc R which returned an impressive 1846 deliveries for the year. Clearly, Volkswagen’s hottest SUVs have found favour with performance-hungry Australian new car buyers.
While there’s a new generation of VW’s mid-size SUV on the way, the 2024 Volkswagen Tiguan R remains on sale for the time being, with no direct successor revealed as yet. Volkswagen Australia says deliveries of the Tiguan R will continue into the third quarter of 2024.
The Tiguan R remains a pretty unique proposition in market, being a mainstream-branded high-performance SUV that properly undercuts more premium competition by a substantial margin.
Similar performance from an Audi Q3 (RSQ3), BMW X1 or a Mercedes-AMG GLA will cost you around $30,000 more than the VW, and the Tiguan R is arguably more practical than all three despite its shared DNA with the Audi.
Does it deserve to be such a strong seller? Read on to find out.
How does the Volkswagen Tiguan fare vs its competitors?
View a detailed breakdown of the Volkswagen Tiguan against similarly sized vehicles.
Volkswagen
Tiguan
How much does the Volkswagen Tiguan cost?
Pricing for the Tiguan R has risen by $2600 for the 2024 model year, now listing for $73,790 plus on-road costs.
To see how the Volkswagen Tiguan shapes up against its rivals, use our comparison tool.
What is the Volkswagen Tiguan like on the inside?
While the Tiguan R is pretty distinguishable from the standard models from the outside – especially in the available Lapiz Blue hero paint – the interior differences are far more subtle.
If not for the splashes of blue highlights, there’s not much different in here compared to the cabin of a Tiguan R-Line. Whether that’s a good or bad thing is up to you.
There’s Nappa leather sports seats up front with more bolstering than you’ll find in a normal Tiguan’s comfort seats, which also feature a racy carbon-effect accent on the upper bolsters. The blue piping and top-stitching are also nice touches, and remind you that you’re in the flagship.
Ahead of the driver is a chunky sports leather steering wheel with perforated sections at 3 and 9 o’clock, with blue accents and stitching to match the other trims in the cabin. While the fat rim is nice to hold and the enlarged paddle shifters are more sporty than other models, the touch-capacitive controls are fiddly and at times innaccurate.
If you’re driving hard you may find yourself accidentally adjusting the volume or turning on the heated steering wheel function due to the placement of the switchgear. This is something Volkswagen is fixing with new models, due to customer and media feedback, so the next Tiguan won’t feature this annoying steering wheel design.
Display tech is pretty standard fare for MQB-based Volkswagens, comprising a 10.25-inch Digital Cockpit virtual instrument cluster joined by a 9.2-inch touchscreen navigation system, both running the MIB3 generation of VW’s software interface.
While not quite as pretty or configurable as Audi’s benchmark virtual cockpit units, the Tiguan’s Digital Cockpit offers a good variety of layouts and menus, while offering crisp clarity and fluid animations. It’s a shame it’s gotten smaller in recent years, as a 12.3-inch unit would better fill the space.
The central touchscreen; meanwhile, will be familiar to anyone that has had a high-spec Golf Mk7 or Passat, but running a newer interface that also facilitates wireless Apple CarPlay and Android Auto. There’s also DAB+ digital radio finally.
While not quite as flashy as some of the newer VW Group infotainment systems – which come with their own quirks, truth be told – the older unit offers good response times, nice graphics, and user-friendly menus. Annoyingly; however, the touch-capacitive shortcuts for volume and power are on the left-hand drive side.
There’s also a little flip-up head-up display which is a handy inclusion but not a benchmark feature of its type. The polariser is a little small and doesn’t work well for some of my taller colleagues. It also doesn’t allow as much adjustment for angle of text like some other systems, and the graphics are very basic.
Storage is another highlight. The current Tiguan is smartly packaged with an array of big nooks and crannies to store your things, door pockets capable of taking a Frank Green drink bottle, and a modular centre console as well as a phone-sized shelf under the centre stack. In fact there should be a place for everything!
If the practicality up front impresses, no doubt parents and regular people haulers alike will be impressed by the space on offer in the rear. The Tiguan’s boxy dimensions and clever packaging means even taller than average adults can sit behind full-grown drivers, and the rear bench slides and reclines for added comfort and adjustability.
Amenities include a third zone of climate control with directional vents behind the centre console, map pockets, a fold-down centre armrest with cupholders, and large bottle holders in the doors.
The rear seats aren’t heated, but you do get ISOFIX anchors on the outer positions and top-tether points across all three seat backs. The centre back seat also can fold independently to stow longer items without interrupting the outer passengers.
The Tiguan R retains the practical luggage area of the core range, quoting 615L with the rear seats upright in their forward-most position, expanding to 1655L with the rear seats folded.
Unlike other models in the range; however, there’s no spare wheel of any kind – rather a tyre mobility kit.
What’s under the bonnet?
It’s a familiar VW R tale under the bonnet, with the tried and tested EA888 2.0 TSI turbo petrol engine powering the go-fast SUV.
For the Australian-spec Tiguan R, the 2.0-litre turbocharged four-cylinder unit makes 235kW of power (5600-6500rpm) and 400Nm of torque (2000-5600rpm), with drive sent to all four wheels via a seven-speed wet-type DSG dual-clutch automatic.
Local versions of the Tiguan R don’t get the full-fat 420Nm tune of the Tiguan R due to our market receiving a version of the drivetrain that doesn’t feature a petrol particulate filter (PPF) like in Europe. It’s a similar story for the Golf R Hatch.
VW quotes a 5.1-second sprint from 0 to 100km/h, which is 0.2s off the pace of its PPF-equipped European equivalent. Give it enough unrestricted road, and you’ll hit 250km/h flat out according to global specs.
Still, it bests the BMW X1 M35i (5.4s) and is line-ball with the Mercedes-AMG GLA 35 4Matic (5.2s). Both of these vehicles are more than $90,000 plus on-road costs. Meanwhile, the fire-breathing Audi RSQ3 dashes to triple figures in 4.5s with its more powerful five-cylinder turbo donk.
Fuel consumption is rated at 8.8 litres per 100km on the combined cycle, with CO2 emissions of 201g/km. The Tiguan R requires 98 RON premium unleaded for its 58-litre tank.
How does the Volkswagen Tiguan drive?
As you’d expect, it’s like a big Golf R that’s been raised slightly.
There’s no escaping the Tiguan’s taller body and raised ride height – as well as the commanding drive position – but there’s a surprising level of talent on offer for keener drivers that have managed to get the Tiguan R over the line with their pragmatic spouse over say, a Golf R or a sports coupe.
It fires up with the same muted burble as the Golf R – and a litany of other VW R and GTI products with the same engine – and you can drive this about in daily scenarios much like a Tiguan R-Line. That’s generally the beauty of Volkswagen’s performance products; that Jekyll and Hyde split personality.
Pop it in Comfort mode and it feels like any other Tiguan with sportier trimmings, save for a slightly sharper ride and more road noise from those massive 21-inch wheels and 255/35 performance tyres. The adaptive dampers are properly comfortable in Comfort, and noticeably firm things up in Sport and Race.
You’re also able to tailor the Tiguan R to your tastes with the available Individual mode. This allows you to choose from various settings for throttle response, engine sound, damping, and even things like adaptive cruise control response as well as air conditioning: it’s pretty swish.
While most owners are probably driving these to and from the school run or getting groceries (let’s be real, it’s true), the main reason you’d pick the Tiguan R over the 162TSI R-Line is because of the extra performance on offer.
I took this for a spirited run up through the hills to Kinglake in Victoria’s north east, and I couldn’t believe how capable the Tiguan R is when driven in anger. Despite its size and 1.7t (kerb) heft, there’s heaps of grip and minimal body roll, even through tight corners, giving you the confidence to really push this thing up a B-road.
The steering is also communicative; though, when it ‘weighs up’ in its sportier modes the feedback can feel a touch artificial. That said, you still get a good idea of what the front wheels are doing and that front axle responds to inputs nicely.
You get snappy shifts when left in D or S settings too, and the paddle shifters respond as you’d expect. VW doesn’t offer the Akrapovic titanium sports exhaust in Australia for the Tiguan R, but you still get some pops and cracks on upshifts and overrun that no doubt will make you smile.
If I had one complaint it’s that the driver’s seat doesn’t go low enough, as you feel you’re perched a little high in the cabin when driving hard and it can exacerbate that feeling of lean even though the car is nigh on flat through corners.
Being a top-spec Volkswagen, the Tiguan R is decked out with just about every active safety and assistance feature VW currently offers, meaning it’s easy to drive day to day, fun to drive out of town, and also relaxing to cruise in on the highway.
As we’ve previously reported, VW’s Travel Assist semi-autonomous highway mode is one of the best in the business, with accurate and intuitive adaptive cruise control and lane centring functions that take the load off longer stints.
You also get blind-spot monitoring and rear cross-traffic alert to better manage merging into traffic and reversing out of tight spaces, aided by a surround-view camera system and parking sensors all round. No excuses for scraped wheels.
What do you get?
Tiguan R highlights:
21-inch Estoril alloy wheels
Performance brakes incl. blue brake calipers
Nappa leather upholstery with R badging
Carpet floor mats with blue stitching
R logo on front side panels
R design front and rear bumper
R badging on the grille
R design rear spoiler
Surround-view cameras
Illuminated R logo welcome light
R flat bottom steering wheel with haptic buttons
Harman Kardon 10-speaker audio system
Features carried over from other grades include:
IQ.Light Matrix LED headlights
Adaptive Chassis Control
Adaptive dampers
Selectable drive modes
10.25-inch Digital Cockpit Pro
9.2-inch touchscreen navigation system
Satellite navigation
Wireless Apple CarPlay
Wireless Android Auto
DAB+ digital radio
30-colour adjustable ambient lighting
Powered front seats
12-way adjustment
3-position driver memory
Easy entry function (driver)
Front seat heating
Power lumbar adjustment
Heated steering wheel
3 x USB-C outlets
3 x 12V outlets
Tri-zone climate control
Park Assist
Paddle shifters
Keyless entry, start
Auto-dimming rear-view mirror
Is the Volkswagen Tiguan safe?
The Volkswagen Tiguan wears a five-star ANCAP rating based on tests carried out on the pre-facelift model in 2016; however, this rating has now expired.
The Tiguan scored 96 per cent for adult occupant protection, 80 per cent for child occupant protection, 68 per cent for vulnerable road user protection, and 68 per cent for safety assist.
Standard safety equipment includes:
7 airbags incl. driver’s knee
Autonomous emergency braking (AEB)
Low-speed, high-speed
Pedestrian, Cyclist detection
Adaptive cruise control
Travel Assist (adaptive cruise + lane centring)
Blind-spot assist
Rear cross-traffic alert
Driver fatigue monitoring
Lane-keep assist
Parking sensors front, rear
Emergency Assist (pulls vehicle over if driver is unresponsive)
Proactive Occupant Protection
How much does the Volkswagen Tiguan cost to run?
Volkswagen covers its range with a five-year, unlimited-kilometre warranty.
You get 12 months of roadside assistance with purchase, with up to 10 years available renewed with a service at a Volkswagen dealer.
Scheduled maintenance is required every 12 months or 15,000 kilometres – whichever comes first. VW offers three- and five-year Care Plans, which cover scheduled maintenance at a reduced cost compared to paying as you go.
For the Tiguan R, the three-year Care Plan costs $1700, while the five-year plan is $3200.
As for fuel consumption, I saw an indicated return of 10.8L/100km after some daily commuting in high-traffic conditions, a spirited run through the hills and then a longer freeway stint.
Not quite what Volkswagen claims, but that’s to be expected if you’re liberal with the loud pedal.
CarExpert’s Take on the Volkswagen Tiguan
It won’t take you long to see why so many Australian’s find the hot Tiguan so R-mazing.
Even compared to the now-defunct Golf R Wagon, the Tiguan offers more space for people and stuff, whilst also featuring the more in-fashion body style that has been proven to find favour with local buyers.
Australian vehicles come decked out with luxury levels of features and tech, as well as performance and handling capabilities that can keep some sports cars honest. If anything, the fact it’ll surprise you with how good it is compared to something like a Golf R may have you smiling even more, because it almost feels like it shouldn’t be this good.
That’s not to say it’s perfect, though. Some may find its looks a little too regular – especially without the Lapiz Blue hero paint – and some of the cool options like bucket seats and an Akrapovic titanium sports exhaust remain off the cards for Australia.
We also lament the fact that due to our low grade fuel Australia misses out on the full-fat Euro tune, which not only adds more torque on paper but also means our Tiguan R is slower than the one Europe and the UK gets. This is about performance, after all.
But it’s otherwise hard to knock what is an excellent all-rounder. It really is the new Golf R Wagon for the SUV age. Even better, there’s nothing you can get from rival Euro makes for similar money, which makes the deal even sweeter.
Strip away the camouflage, and this is what Kia’s long-awaited dual-cab ute will look like when it launches in 2025.
While previously spied examples of the Kia Tasman have been mules, wearing cobbled-together sheetmetal borrowed from the Mohave SUV, this one spotted by Korean spy video outlet Woopa TV appears to be wearing production sheetmetal.
Additionally, fellow Korean outlet New Autopost has published a set of spy photos.
It’s quite a bluff, boxy body for the brand’s first dual-cab ute, with more upright styling than many rivals, accentuated by the vertically oriented headlights quickly becoming a signature Kia design cue, as well as a tall greenhouse.
The rear bumper features an integrated step, á la the Ford Ranger, to allow easier access to the tub.
While the dashboard is heavily camouflaged, the centre console is largely undisguised.
We can see a rather traditional-looking gear shifter, a start button, as well as a wheel for selecting which two- or four-wheel drive mode to engage. This includes an automatic four-wheel drive mode suitable for on-pavement driving, as seen in rivals like the Mitsubishi Triton.
Referred to internally as the TK, the ute may wear the Tasman nameplate which Kia has trademarked locally.
Kia confirmed last year it was benchmarking the Tasman against the Ford Ranger, Volkswagen Amarok, and Toyota HiLux, particularly in terms of payload and towing capacity figures – a 3500kg braked towing capacity figure, therefore, seems likely.
It’ll offer a diesel engine, and we’d wager all models will feature leaf-spring rear suspension.
As to what diesel engine it will offer, that’s unclear. Kia currently offers a 2.2-litre turbo-diesel four in its Sorento and Carnival, offering 148kW of power and 440Nm of torque.
Whether the company will target the Ranger and Amarok with an optional six-cylinder powertrain is unclear.
The body-on-frame Mohave SUV comes with a 3.0-litre turbo-diesel V6, but it’s getting on in years. Nevertheless, it meets Euro 6 emissions standards, and pumps out 189kW and 560Nm – close to the V6 Ranger and Amarok’s 184kW/600Nm outputs.
The GV80 from fellow Hyundai Motor Group brand Genesis has a 3.0-litre turbo-diesel inline six, but the engine has just been discontinued and no further applications for it have been confirmed.
Kia is targeting 10 per cent of the light commercial vehicle market with the Korean-built ute. That’s just below where the Isuzu D-Max, Australia’s third best-selling ute, sits in terms of market share.
Given Australia’s love of utes – and the relative absence of them in Korea – Kia has been using our market as a testing ground.
Kia Australia product planning boss Roland Rivero said last year “lots of visitors have made the trip” to Australia to experience competitors and local conditions.
A “substantial” amount of work on the ute has been done in Australia, he said, “though a lot of work is ready to go”.
“It’s not different to any other new R&D project, so while it’s evolving, it’s also flexible,” said Kia Australia ride and handling engineer Graeme Gambold.
Kia said last year it isn’t working on an SUV counterpart, which would rival the likes of the Ford Everest and Isuzu MU-X and replace the ageing Mohave.
The Tasman isn’t the only ute Kia is working on, with an electric ute also in development that’s aimed at markets like the US.
After missing its sales targets in 2023, electric car maker Polestar is swinging the axe to cut costs, and reduce its reliance on its owners, Volvo and Geely.
The Sweden-based automaker confirmed to Reuters and Seeking Alpha that it plans to retrench 450 workers, or about 15 per cent of its workforce. Polestar’s overall headcount is low because it uses an “asset light” approach, with manufacturing done by Volvo and Geely.
A spokesperson for Polestar told the news agency the automaker is “reducing external spend and, regrettably, also our number of employees”.
Polestar 2
The company delivered 54,600 cars in 2023, a small six per cent increase over its 2022 sales, and well below the initial target of 80,000, which was later revised down to 60,000. Polestar blamed a “challenging market” for missing its 2023 targets.
Among the challenges faced by automakers in 2023 were slowing growth for electric vehicles (EVs), and reduced EV subsidies in many jurisdictions. Tesla managed to keep sales growing by slashing prices.
In November 2023, Polestar accepted these changing conditions and outlined a new near-term plan focussing on its profit margins. It also secured an additional US$450 million ($685 million) in loans from Volvo and Geely.
CEO Thomas Ingenlath told the media Polestar will retain its premium positioning and concentrate on profitability, meaning it would not cut prices. At the time Polestar was planning to hit around 155,000 sales per year by 2025, down from an earlier target of 290,000.
Polestar 4
Starting life in the late 1990s as a racing outfit, the company began tuning Volvo cars in the mid-2000s, and was bought out by Volvo in 2015. Two years later, Volvo and Geely announced Polestar would become a standalone brand focussing on electrified — later fully electric — vehicles.
After merging with a special purpose acquisition company (SPAC) in June 2022, Polestar has been listed on the tech-focussed Nasdaq stock exchange. Its share price has fallen by around 80 per cent since then.
Although it is now a public company, Volvo and Geely own almost 95 per cent of Polestar’s shares.
Polestar currently has two cars in production, the Volvo XC40-based Polestar 2 high-riding sedan, and the larger Polestar 4 crossover coupe.
The first deliveries of the Volvo EX90-based Polestar 3 are expected to start around the middle of 2024. Both the Polestar 3 and Polestar 4 have been confirmed for Australia.
We’re hearing a lot in the media at the moment about the disdain some people have toward pickup trucks. So, I wanted to get a feel for what life was like in a ‘big’ American pickup truck.
I tracked down one of the biggest ones I could fit at my apartment building car park to see what it’s actually like to live with in and around the suburbs and out in the country.
I ended up in a 2024 Ford F-150 Lariat long wheelbase. It measures in at 6184mm long – it’s almost a metre longer than a Toyota HiLux and around 1.2 metres longer than a Toyota Kluger. Importantly though, it’s conveniently just under two metres in height, meaning it fits into most underground car parks.
To put this category into context, when it came to new car sales last year, over 600,000 of the over 1 million new cars sold were SUVs. The next biggest category of vehicles was pickup trucks, which accounted for around 250,000 sales.
The balance of new car sales were all other vehicle types – such as small vehicles, sedans and anything that wasn’t an SUV or a pickup truck.
Further to those figures, the three best-selling vehicles in the country last year were the Ford Ranger, Toyota HiLux and Isuzu D-Max – all pickup trucks.
If you exclude all the ‘small’ pickup trucks (like the Ranger, HiLux and D-Max) and only focus on the larger ones like the Ford F-150, Ram 1500, Chevrolet Silverado and Toyota Tundra, demand for these types of vehicles has exploded over the past five years.
Between 2018 and 2023 sales have increased from under 1000 units per year to over 10,000 units per year – an increase of 1333 per cent. And, that’s with just two brands namely available during that period (Ram’s range of 1500, 2500 and 3500 and the Chevrolet Silverado 1500 and HD range).
These nameplates have now expanded to include the Ford F-150 and Toyota Tundra, both of which will have sales added to the above tally from 2024 onwards. So it’s fair to say demand and interest in these vehicles has increased (despite how much people want to hate them).
Before I get into my experience with the F-150 Lariat LWB (long wheelbase), why are people buying them? Well, to start with, they’re some of the few vehicles on the market that will tow 4500kg or more with a braked trailer without needing significant hardware changes.
They’re also significantly more spacious inside, come with more powerful engines for easier towing and also have more features in comparison to the ‘smaller’ utes that dominate the sales charts.
So, what’s a vehicle like this like to drive? Being on a longer wheelbase (3994mm) for the LWB version – all your turns need to be wider and you can imagine how much extra care was required for things like u-turns and climbing levels of a narrow apartment building car park.
You also need to account for our undersized parking spaces – the standards call for spaces that are 5.4m in length and 2.4m in width. They’re undersized because of the majority of the top 10 selling cars in Australia in 2023, they measured at or very near 5.4m in length. These standards came about when people were buying much smaller cars
That means pickup trucks are harder to park, harder to move between and harder to open/close doors and trays at the rear of. Thankfully, Standards Australia is in the process of assessing the adjustment of parking bay sizes to 5.6m in length, buying a much needed 200mm in length.
So you can picture how this goes down when you’re trying to park in suburbia. You need to pick the first or last of parking spaces to adequately fit the vehicle (they’re often oversized to fit between driveways) and if you reverse into a park the vehicle will typically stick out of the parking bay.
In terms of the physical art of parking the vehicle, it’s no harder to park than any other vehicle with parking sensors and a 360 degree reverse-view camera. It’s only marginally wider than something like a Toyota Kluger, so outside of its length, it doesn’t take that much more room in an adequately sized parking space.
But – most people that buy these won’t live in the CBD or live in an apartment building (it was fine to drive in and out of the building and park, by the way). They’ll be hitting the road for a long-distance drive or to tow a large trailer.
I did the same thing – I did a couple of longer distance country drives with a load in the tray. I also towed a larger trailer using the larger 70mm tow ball. Both were effortless feats – all of the big American pickup trucks have decent engines that make moving loads like this a piece of cake.
The Ram range uses naturally aspirated V8s in the entry-level 1500 and they progressively step up to big-torque Cummins turbocharged diesels in the 2500 and 3500. Likewise the Silverado range – it goes from petrol V8 in the 1500 to a bigger diesel engine as you move into the heavy duty range.
Driving on the freeway was a piece of cake and supremely comfortable. Despite the somewhat agricultural leaf spring rear suspension setup, it rode incredibly well over potholed terrain and felt as comfortable as any other large SUV chewing up the miles.
Most appealing though was the room inside and the versatility. The second row is incredibly spacious and big enough to easily sit three adults side-by-side, there’s an enormous centre console and storage beneath the second row.
The second row floor is also flat, which means you can load large items sideways through the vehicle without them being tilted into the air.
But it wasn’t all smooth sailing. What I found most fascinating was how upset some people got at the thought of the vehicle existing and being around them, along with the assumption that the person driving it is driving it because they want to annoy other drivers on the road.
The glares from onlookers were paired with one older Tesla-driving bloke asking “do you really need to be driving that thing? Do you know how much damage that does to the roads?”, as if I needed a signed permission slip from him to pick the car I wanted to drive.
I did want to entertain his comment on the damage to the roads, which I presume he thought came from the vehicle’s mass. And I specifically wanted to compare it to the car he was driving: a Tesla Model Y.
A quick search showed that a mid-spec Tesla Model Y Long Range actually weighs around as much as a mid-spec Toyota HiLux SR5. But, it gets even worse if you step up to a seven-seat electric vehicle like the Mercedes-Benz EQS SUV or the new Kia EV9.
The respective top-spec variants tip the scales at an eye watering 2918kg and 2636kg respectively. For the record, the F-150 isn’t a lightweight either, so there was some truth in his comment, as it kicks off from 2451kg kerb weight in base trim and goes all the way up to 2555kg kerb weight in top spec Lariat LWB trim.
With the direction EVs are heading in (with EV SUV sales being the primary driver of the switch to EVs) it’s a fact road designers and road users will need to come to terms with.
Anyway, my overall positive experience was slightly soured by the Tesla driver. But not enough to come away not loving my time in the F-150 (and every other rival American pickup I’ve had the chance to test).
Given so many Australians are buying pickup trucks and there is a clear explosion in demand for the bigger American pickup trucks, we should be embracing them and creating parking spaces and roads that suit the types of vehicles people buy and not succumbing to the vocal woke minority that think everything is about them and are happy to offer an opinion when one isn’t requested.
MORE: Everything Ford F-150 MORE: 2024 Ford F-150 review
Car manufacturing in Australia died several years ago now, when Ford, Holden and Toyota shuttered their local factories.
That’s not to say the automotive industry went with it. There are still, for example, plenty of engineers and designers working for Ford Australia, while the likes of Walkinshaw, Premcar and RMA Automotive are either fettling utes or remanufacturing them in right-hand drive.
The days, however, of Falcons and Commodores rolling down the assembly line are gone.
As CarExpert was founded a few years after local manufacturing ended, you won’t find any new car reviews of Falcons on our pages – though you may find some excellent ones among our owner reviews.
But while we were established after local manufacturing ended, that hasn’t stopped us from looking back occasionally at its rich history. Here are a few articles to read this weekend if you love Australian brands and locally developed or built vehicles.
10 Holdens you may have forgotten about
Plenty of car manufacturers built vehicles in Australia, from Ford and Toyota to Leyland, but only one mass-market brand wore a distinctly Australian brand name: Holden.
The General Motors brand manufactured vehicles in Australia from 1948 until 2017, limping on for a few more years as an importer before closing its doors at the conclusion of 2020.
During that 72-year run, it offered popular vehicles like the Kingswood and Commodore, but also its fair share of less commercially successful vehicles.
In this article, we look at 10 Holdens that failed to make an impact in Australia and may have receded from your memory entirely.
MORE: 10 Holdens you may have forgotten about
The car that killed Holden in Australia
Holden had plenty of great cars during its 72-year history as a car manufacturer, but it had its share of duds as well.
Some of them were low-volume imports that made barely a ripple in our market, and were quickly forgotten: the Isuzu-based Piazza, for example.
Some of them, however, were actually quite popular with punters, but soon received a reputation for poor quality and reliability.
In this article, we look at one long-lived imported Holden that sold like hotcakes but did little to help the brand’s reputation.
MORE: The car that killed Holden in Australia
Passports please! Australia’s best (and worst) automotive exports
When Australia built cars, they were exported all over the world, including Africa, Europe, the Middle East and South America.
It wasn’t just Holden Commodores with Chevrolet badges that rolled off ships from Australia, either. Companies like Mitsubishi, Nissan and Toyota also built cars here both for local consumption and global exports. Some of these cars from Japanese brands were even exported back to Japan.
In this article, we look at some of the vehicles proudly built in and exported from Australia.
MORE: Passports please! Australia’s best (and worst) automotive exports
10 Fords you may have forgotten about
Ford might be an American brand originally, but thanks to models like the Falcon, Fairlane, LTD and Territory it was regarded as proudly Australian. Even today, after local manufacturing has ended, it still has an established engineering and design presence Down Under.
Over the years, Ford Australia has rolled out everything from quirky city cars to full-sized pickup trucks.
In this two-part article, we look at obscure Aussie Fords like the luxurious Landau, as well as slow-selling imports like the Laser Lynx.
MORE: 10 Fords you may have forgotten: Part I MORE: 10 Fords you may have forgotten: Part II
Holden Monaro Convertible: Australia’s Mercedes-Benz SL that almost was
For several decades, HSV took workaday Holdens and worked them over to be more powerful and dynamic. HSV put its name on everything from sedans and utes to wagons, coupes and even a crossover.
One thing it never offered, however, was a convertible. But it wanted to.
HSV worked with a company called Maverick Motors on a convertible conversion of the Holden VN Commodore, which would have dusted off the dormant Monaro nameplate.
Alas, the project ended up being scrapped. The Monaro nameplate returned in 2001, but it graced only a coupe (incidentally, HSV’s version was blandly called the HSV Coupe) despite a convertible prototype being built. No HSV convertible ever reached showrooms.
Paul Maric got a chance to drive the VN-based Monaro Convertible prototype, which HSV held onto until 2012 when it shifted hands.
MORE: Holden Monaro Convertible: Australia’s Mercedes-Benz SL that almost was
10 Chryslers you may have forgotten about
It’s but a distant memory, but Chrysler once manufactured cars in Australia before it closed up shop… only to return again, and leave again.
Chrysler Australia is best remembered for the Valiant, which battled the likes of the Ford Falcon and Holden models like the Kingswood.
The Valiant spawned utes, panel vans, multiple coupes and luxury models. In this article, we look at many of these Valiant models, plus some other Chryslers, both locally built and imported.
The facelifted 2024 Porsche 911 is edging closer to its official unveiling, with the ‘992.2’ generation sports car spied undergoing winter testing in Europe.
Porsche’s current ‘992.1’ 911 debuted in 2019, with higher-performance variants having been progressively rolled out over the past five years.
Now, the facelifted ‘992.2’ is expected to be revealed in 2024.
Compared to the Porsche 911 currently on sale, the 992.2 version appears to adopt a new front bumper which incorporates more cooling fins, directing air towards its radiators and brake ducts.
From the cold weather spy photos it seems the five-point headlights – with one central beam surrounded by four smaller lights – will remain, though likely with minor tweaks to differentiate the generations.
At the rear, the 911’s exhaust outlets are now more inboard – sitting underneath the number plate rather than surrounding it, as seen on the Carrera grades – with a new diffuser to match also included.
Additional changes include slimmer LED tail lights and a different array of fins on the engine cover.
Previous reports from Europe have claimed the Porsche 911 992.2 update will see all variants gain a fully digital instrument display – rather than the 992.1 which has two screens on either side of an analog tachometer.
It is also not yet known whether all 992.2 variants will be turbocharged, or if the flagship GT3 and GT3 RS will retain their 4.0-litre naturally aspirated flat-six engines, amid tightening emissions regulations globally.
The upcoming Porsche 911 GT3 and GT3 RS – which are likely to debut two to three years after the first 992.2 examples – will also be required to be fitted with autonomous emergency braking (AEB) technology in order to be sold in Australia.
From March 2025, all new cars sold in Australian showrooms must have AEB – following on from regulations which came into effect from March 2023, requiring all newly introduced models to have the safety technology.
MORE: Everything Porsche 911 MORE: Porsche 911 hybrid will have up to 600kW of power MORE: How to run in a new car, specifically a Porsche 911 GT3 RS
Sales of hybrid vehicles have been booming Australia over the last few years and Hyundai is the latest company to ramp up its local offerings.
Hyundai Australia product planning and development manager Tim Rodgers told CarExpert that for some models there’s “huge potential just because of the competitors out there and how much hybrid they’re selling”.
“We can clearly see there’s an appetite for hybrid,” said Mr Rodgers.
“Kona Hybrid hasn’t been on the market for long but the sales rates for that … have been beyond our expectations.
Kona Hybrid
“So our customers, they know we’re about electrification. I think hybrid makes a lot of sense to just a general Australian customer right now.
“More and more you’ll see more hybridisation I’m sure as we move towards full electrification as well in a lot of these portfolios.”
Hyundai introduced its first hybrid locally with the now-defunct Ioniq in 2018. This entire model line, which also included plug-in hybrid (PHEV) and electric powertrains, was axed in 2022.
That same year Hyundai Australia introduced the Santa Fe Hybrid. It’s currently available in two different trim levels with both powered by a 1.6-litre turbo-petrol hybrid powertrain that’s shared with the related Kia Sorento.
The next-generation Santa Fe, due this year, will launch with a hybrid powertrain.
Santa Fe Hybrid
As Mr Rodgers noted, the new-generation Kona also now offers a hybrid powertrain. It’s available in four different trim levels, including two sporty-looking N Line versions.
Looking to the future, Hyundai Australia has already confirmed hybrid versions of the i30 Sedan and Tucson are set to belatedly arrive locally this year. These will go head-to-head with the Toyota Corolla and RAV4, respectively.
As recently reported, a total of 98,439 new hybrid cars were sold in Australia last year, which is an increase of 20.3 per cent compared to 2022.
i30 Sedan Hybrid
Updated Tucson
Toyota continued to dominate the hybrid vehicle sales charts, led by its ever-popular RAV4, Corolla and Camry.
Hyundai sold a total 1353 examples of the Santa Fe Hybrid last year, making it the 16th top-selling hybrid car in Australia. It accounted for 22.4 per cent of total Santa Fe sales in 2023.
The company still managed to sell 682 examples of the Kona Hybrid last year despite its launch taking place late in the year.
MORE: VFACTS 2023: The best-selling hybrids and plug-in hybrids in Australia
Porsche is just hours away from revealing its first-ever electric Macan, but photos of the SUV have leaked online.
Posted to Instagram by Wilco Blok, the pair of images reveal an evolutionary design language for the new-generation SUV, which sits on an entirely new platform called the Premium Platform Electric.
The new Macan, depicted in a distinctive shade of purple, appears larger than the outgoing model and is recognisable as an EV through the lack of a conventional grille or exhaust outlets.
Up front there’s new split-level lighting, while down back, the tailgate is more steeply raked than that of the current car and features what appears to be a badge that reads “Macan4”.
As has become typical of modern Porsches, there’s a slim full-width lighting assembly at the back.
Sketches of the upcoming electric SUV were released a few days ago in the lead-up to its launch.
In an interview with Porsche’s media site, Michael Mauer, the company’s head of design, revealed the new Macan will have a “minimalist mode” for the instrumentation display, which will only show elements which are “crucial for driving”.
We presume this will be something similar to the Night Mode offered in the first-generation Saab 9-5, which blacked out everything except the current speed and emergency warnings, but updated to include modern conveniences, such as navigation instructions.
Under the skin, the Macan is the first production car to be based on the Platform Premium Electric (PPE) jointly developed with Audi. PPE will also serve as the basis for the upcoming Audi Q6 e-tron crossover, and A6 e-tron sedan and wagon.
In an earlier series of teasers, Porsche confirmed the Macan will be available with a rear-biased dual-motor electric powertrain with the latest generation of “permanently excited PSM motors”. In the most powerful variant, total system output will be exceed 450kW/1000Nm.
Although a range estimate has yet to be revealed, the Macan EV will be available with a 95kWh (net) lithium-ion battery pack, an 800V electrical architecture, and will support DC fast charging up to 270kW and AC charging speeds up to 11kW.
Thanks to an active aerodynamics system that includes active cooling flaps on the front air intakes, variable elements on the underbody, and an extending rear spoiler, the Macan EV will have a coefficient of drag as low as 0.25.
Although some markets will continue to sell the first-generation Macan, launched way back in 2013, alongside the new electric-only second-generation model, Australia will retire the original version around the time the new crossover becomes available.
Volvo is gearing up to go fully electric in Australia, but there’s still life left in the petrol XC60.
WATCH: Paul’s video review of the XC60 Plus B5
The XC60 and its V60 Cross Country wagon brother are the only models in the Volvo range without an electric equivalent either on sale right now, or coming soon.
We know something electric is coming, but Volvo hasn’t stopped investing in the XC60 as we know it. It’s recently been updated with new, more efficient 48V mild-hybrid engines and a revised range of trims.
Sitting at the top – at least, before you start looking at the plug-in hybrid – is the B5 Ultimate Bright on test here. With a long list of standard equipment, it’s gunning for the BMW X3 and Audi Q5.
Is it the XC60 to buy before battery power takes over?
How does the Volvo XC60 fare vs its competitors?
View a detailed breakdown of the Volvo XC60 against similarly sized vehicles.
Volvo
XC60
How much does the Volvo XC60 cost?
2024 Volvo XC60 Plus B5: $73,990
2024 Volvo XC60 Ultimate B5 Bright: $80,990
2024 Volvo XC60 Recharge Plus T8 Plug-in Hybrid: $92,990
The Volvo XC60 takes on a range of luxury mid-sized SUV rivals. You can see how it shapes up using our comparison tool.
What is the Volvo XC60 like on the inside?
If you want comfort, the XC60 delivers.
We had the car through over the Christmas break, which means lots of driving with lots of stuff in the boot. That’s where this car excels.
Volvo does some of the best seats in the business, and the XC60 is no exception. There’s plenty of support for tall drivers, and it neatly balances long-haul support with soft cushioning. They’re heated and cooled in the B5 Ultimate Bright, and are trimmed in waxy leather.
The wood lining the dashboard is a neat touch, and provides a nice contrast to the aluminium, carbon fibre, and gloss black plastic that dominate in German rivals. The pale leather and blonde wood that’s also available is even nicer, and feels suitably Scandinavian.
Tall or short drivers will be able to get comfortable behind the wheel, and the view over the bonnet is suitably commanding. Vision all around is excellent, thanks in no small part to the old-school profile – no sloping-backed coupe-crossover vibes here.
Volvo’s switch from the Sensus infotainment system to one based on Google’s latest Android Automotive bones looks small on the surface, because a lot of the graphics/menus are similar. But the new setup is much faster to respond, and has up-to-date Google Maps with live traffic.
You’re able to download Spotify directly to the car, rather than plugging a phone in to use it, and it’s compatible with over-the-air updates so the feature set will continually evolve. Hopefully it evolves to include wireless Apple CarPlay at some point.
I tried running without Apple CarPlay, and instead using the native apps in the system for my three weeks behind the wheel. Spotify worked well, and Google Maps is excellent… but I couldn’t make my favourite podcast app work the way it really needed to, and missing out on live text messages through Siri was the last straw.
I lasted a couple of days before cracking and plugging my phone back in. While we’re whinging, missing out on AM radio makes life hard in rural Australia, where FM reception is poor, DAB is hard to come by, and internet connections are flaky.
The audio in our tester also stopped working at one point, and could only be brought back to life with a hard reset of the infotainment system. I’ve not heard about this issue from the few owners I know with a Volvo running Android Automotive, nor have we seen it in any other Volvo testers.
Facing the driver is a pretty simple digital instrument binnacle. You’re given a choice between dials only, or dials with a Google Map in between – but the car lacks the range of options available elsewhere in the segment, or in cheaper cars from the Volkswagen Group.
Storage space could use some work relative to newer rivals. The dual cupholders are good, but the wireless charger sits in an awkward spot if you have a large phone, and there’s less space for coins, keys, or garage clickers than in a BMW X3 or Mercedes-Benz GLC, or even the smaller XC40.
It’s something Volvo will need to address when the XC60 goes electric; the EX30 packs a very clever interior that maximises what limited space is on offer, so it’s safe to assume the EX60 will follow in those footsteps.
Rear seat space is decent, but not class leading.
The rear doors open nice and wide, making it easy to load a child seat (or child), and the upright profile means you get plenty of headroom. There’s enough space back there for adults to sit behind adults on long trips, too.
I took three six-foot passengers along the Great Ocean Road and there were no complaints back there – and kids will appreciate the rear climate controls and air vents on hot summer days.
Parents will also appreciate the inbuilt booster seats which allow you to seat kids (aged around five, as a guide) without loading an external seat in there. They’re a cinch to deploy, and are no doubt handy if you only need to carry kids occasionally.
Volvo gives you air vents on both the centre console and the pillars, which none of its rivals can match, and the dual USB-C points will keep iPads charged on long road trips.
Cargo capacity in B5 models is quoted as 483 litres with the rear seats in use, expanding to 1430L with them folded flat.
It’s slightly smaller than what you get in a BMW X3, but it’s not far off the mark. In typical Volvo fashion it has a flat floor and nets in the sides to keep smaller items secure. Under the floor is a space saver spare wheel.
What’s under the bonnet?
Model
Volvo XC60 B5
Engine
2.0-litre turbo 4cyl petrol
Power
183kW (5400-5700rpm)
Torque
350Nm (1800-4800rpm)
Transmission
8-speed automatic
Driven Wheels
All-wheel drive
Weight
1830kg (tare)
Fuel economy (claimed)
7.6L/100km
Fuel economy (as tested)
8.2L/100km (1250km, mixed)
Fuel tank
71 litres
Octane rating
91 RON
New to the XC60 is a 48V mild-hybrid system, which essentially gives you a smoother start-stop in traffic.
How does the Volvo XC60 drive?
At one point, Volvo wanted to take on BMW M with sporty cars fettled by its Polestar division. In 2024 though, Polestar is an electric car brand, and Volvo has given up on its sports car dreams in favour of comfortable cruisers.
That’s no bad thing; most buyers who want a Volvo aren’t chasing tenths of a second on the school run.
Around town, the XC60 acquits itself well with light steering that makes it easy to slot into tight parking spaces, and a suspension tune designed to keep pimply city streets on the outside. The B5 Ultimate is still one of the more comfortable luxury SUVs in its class, but isn’t quite as comfortable as cheaper models riding on smaller wheels.
The petrol engine is smooth and reasonably quiet at city speeds. It’s obviously packing more of a punch than the B4 we drove in 2023, offering a more determined shove in the back when you’re in a hurry, and has no trouble getting this hunk of Swedish metal moving even with a full contingent of passengers on board.
Put your foot down uphill at highway speeds and it needs to drop a couple of gears to find the meat of the torque band, but there’s still plenty of performance in reserve here. There’s a bit of engine noise in the cabin when you are in a hurry, but it’s not a bad noise.
With all of that said, a diesel would be a nice option to have if you’re spending a long time on the open road.
The relaxed vibe pays dividends on the highway, where the XC60 is a very comfortable cruiser. It hums along quietly on coarse-chip roads, and the soft suspension tune means potholes and expansion joints waft beneath the wheels.
It can feel a little bit floaty over big crests and dips at 100km/h, taking one, two, three movements to settle down, but this is still a car you could happily drive from Melbourne to Sydney.
Volvo’s driver assistance systems are smartly calibrated, from the confident lane-keeping to the smooth-moving adaptive cruise. Rather than trying to take over, they’re on hand to help when required.
Where the XC60 needs work is on twisty roads. Where a BMW X3 or Audi Q5 can be hustled along quickly without falling apart, the Volvo doesn’t really enjoy being rushed. The bouncy ride will have your head bobbing like a dash top toy on pimply b-roads, and the steering is quite vague.
Although the engine packs a solid punch, the transmission doesn’t have a sport mode. That means it’s constantly dropping out of the gear you want, forcing you to use the awkward gear selector to take charge manually.
Is the average owner going to care? Probably not, given the long list of things the XC60 does well.
But if you are grudgingly handing over the keys of your sports car for a family wagon, this won’t remind you of the good old days like an X3 is able to.
What do you get?
XC60 B5 Plus highlights:
19-inch diamond-cut alloys
LED headlights with active bending
LED front fog lights
9.0-inch Android Automotive infotainment system
Satellite navigation incl. Google Maps
DAB radio
Apple CarPlay, Android Auto
Digital Service, 4yr subscription
Wireless smartphone charger
Dual-zone climate control
Electric tailgate
Auto-dimming rear-view mirror
Electric front seats with memory
Power-folding rear headrests
Leather-accented upholstery
XC60 B5 Ultimate Bright brings:
20-inch alloy wheels
Head-up display
Unique instrument panel display
Heated front seats
Heated steering wheel
Options fitted to our tester included:
Charcoal ventilated nappa leather and real wood dashboard trim: $3150
Bowers and Wilkins high-fidelity audio system: $4300
Tinted rear windows: $750
Panoramic sunroof: $3250
Metallic paint: $2050
Is the Volvo XC60 safe?
Petrol versions of the Volvo XC60 wear a five-star ANCAP safety rating based on Euro NCAP tests in 2017. Plug-in hybrid models remain unrated.
The XC60 scored 98 per cent for adult occupant protection, 87 per cent for child occupant protection, 76 per cent for pedestrian detection and 95 per cent for safety assist.
Standard safety features include:
Adjustable speed limiter
Adaptive cruise control incl. Pilot Assist
Active lane centring
Stop&Go function
Autonomous emergency braking (AEB)
Forward, Reverse
Pedestrian, Cyclist, Animal detection
Blind-spot monitoring
Rear cross-traffic assist
360-degree cameras
Front, rear, side parking sensors
Hill start assist
Hill descent control
How much does the Volvo XC60 cost to run?
Like the wider Volvo line-up, the XC60 is backed by a five-year, unlimited-kilometre warranty, with eight years of complementary 24/7 roadside assistance.
Recharge models are also covered by an eight-year hybrid battery warranty.
Volvo offers three- and five-year service plans for the XC60 range, priced at $1750 and $3000 respectively. Scheduled maintenance is required every 12 months or 15,000 kilometres – whichever comes first.
We already know the XC60 is a practical, comfortable mid-sized SUV alternative to the BMW X3 and Mercedes-Benz GLC.
This B5 Ultimate Bright is beautifully put together, with a more luxurious interior than the Plus we drove in 2023, but it’s not the XC60 we’d recommend.
By the time you add a few options to the Ultimate, it’s sitting side-by-side with a BMW X3 xDrive30i based on price – and as lovely as the Volvo is, the BMW is a better rounded mid-sized SUV.
With that in mind, the XC60 is best enjoyed in base B5 Plus guise. It’s still a lovely place to spend time, and it still offers a punchy petrol powertrain and all-wheel drive, but it also represents excellent value alongside its German rivals.
Apple’s top-secret electric car project, codenamed Titan or T172, has reportedly been hit with yet another delay.
According to Bloomberg, the tech giant is reportedly pivoting to a more mainstream design and plans to adopt simplified tech in the hopes of finally launching its first-ever electric car.
Apple’s electric car, which was tipped to be launched in 2026, has now reportedly been pushed back until 2028 at the earliest.
Sources who work for the company claim Apple has decided to focus its efforts on Level 2+ autonomous driving tech instead of a full driverless experience which it previously had set out to achieve.
According to a source inside the company, Apple still plans to introduce Level 4 autonomous driving capabilities, but at a later date.
Despite dropping hundreds of millions of dollars into “Titan” every year between salaries, closed road testing, cloud-based systems for controlling the self-driving software, and engineering for parts and chips, the company has yet to reveal a formal prototype or even officially announce its plans to launch a car.
Bloomberg reports the company, however, has started meeting with European manufacturers in light of its new strategy.
The new, less ambitious strategy was reportedly devised after a series of meetings with project boss Kevin Lynch, Apple CEO Tim Cook and the company’s board after questions surrounding the car plan circled for several months in 2023.
The report claims Apple managers are hopeful the new strategy can finally bring the project to life, though executives are reportedly concerned the electric car won’t have profitability as high as its iPhone and other tech products.
Due to a string of redundancies, changes in strategy, and delays, the project has seen a series of leadership changeovers since work began in 2014.
Apple hired a series of employees from other carmakers to work on its electric car, including Doug Field who ran engineering from Tesla. He has since moved to Ford Motor Company to oversee its electric vehicle efforts.
Luxeed S7
Afeela EV
Technology companies like Huawei and Sony are also getting into the electric vehicle world.
Chinese tech giant Huawei, best known for its mobile phones, teamed up with Chery Automotive to develop the Luxeed S7 electric sedan, which features a digital cockpit powered by Huawei’s HarmonyOS 4.0.
It also has a LiDAR unit on the roof, and in total 11 HD cameras and 12 ultrasonic radars to support the model’s active safety and driver assist technology.
The Huawei ADS 2.0 is claimed to allow the vehicle to drive up to 200km without intervention, with Navigation Cruise Assist supporting autonomous city and highway driving.
Sony has established a joint venture with Honda to make electric cars under the Afeela name.
The first Afeela EV from Sony Honda Mobility Inc will be a sleek sedan with a targeted 2025 start of production.
The joint venture says it aims to create the world’s best Level 3 automated driving suite by combining Sony’s sensors and Honda’s ADAS safety systems.
The Honda Civic range has been around for a bit over a year now, and when the line-up first launched there was a lot of reaction about the pricing.
Since then, a lot of other brands have jacked prices up too, but the Civic remains one of the most expensive mainstream hatchbacks you can get in Australia. The hybrid one tested here? It’s pretty darn pricey.
Budget aside, the 2024 Honda Civic e:HEV LX is impressive. Like, I think I’d try and find a way to make the repayments work, because it’s such a good thing. I’ll tell you why in this review.
How does the Honda Civic fare vs its competitors?
View a detailed breakdown of the Honda Civic against similarly sized vehicles.
Honda
Civic
How much does the Honda Civic cost?
Honda Australia has national drive-away pricing for its model range, and it’s on the high side.
The Civic e:HEV LX is $55,000 drive-away, and to me that’s about 10 per cent too much to be competitive with some of its big-name rivals.
Like, seriously, you can get a fully-kitted out Toyota Corolla Sedan ZR Hybrid ($40,260) or Corolla Hatch ZR Hybrid ($39,100); though, you might have to wait a while to get either of those. Even so, they represent unbelievable value compared to the Civic.
There are other hatchback rivals that you could also look at, like the Kia Cerato. The sporty GT version is an absolute hum-dinger of a bargain at $36,390 plus on-roads, and you could spend your savings on more than a lifetime’s worth of petrol.
If you want a hybrid small car and a sedan would do the job, there’s the new Hyundai i30 Sedan Hybrid, which starts from $33,000 plus on-roads. So, there are plenty of options out there.
There are even hybrid choices from within the Honda brand. You can get a HR-V e:HEV L ($47,000 drive-away) or the related ZR-V e:HEV LX ($54,900 drive-away) for less than this hatchback. You’d think those compact SUVs might hold their value better given higher demand, too…
But the Civic really does play a bit more of a semi-premium role now than it did in generations past. However like I said in the preamble: price isn’t everything!
What is the Honda Civic like on the inside?
Do the blindfold test.
If you took off the blindfold, you could be convinced that you are in a Honda CR-V, or a Honda ZR-V, or a Honda HR-V.
Do you know what – I don’t have a problem with that. I can understand why some people might, because the interior design is very much a copy and paste job between the different Honda models.
But I think it’s a beautiful design, and it works well no matter which application you’re talking about.
Part of the reason that it does work well is that it does still have manual dials and controls, and they are bloody lovely to use. There’s a motion to the knobs that is truly joyful to experience. There’s tactility, and a lovely sound to the actuation as you adjust the fan speed or temperature.
I know, I’m a bit of a knob knob; but these are lovely little details. The vents are excellent in terms of adjustability, too.
The media system also has a couple of buttons (home, back and tuning triggers) and there’s a volume knob – all of which make living with the screen a lot easier.
Of course, there’s wireless Apple CarPlay and Android Auto as well, and it is a pretty simple screen setup despite the fact there are a few pages of menus to wander through, including screen settings, sat nav and plenty more.
The small digital instrument display in front of the driver takes a little bit more learning than the touchscreen itself, with the roller pads on the steering wheel being your means of controlling the display.
But there is a decent amount of clever information and data available to you, like trip computers, media controls and even a display to monitor the car’s powertrain and see what’s happening at any given time while you’re driving.
You’ve also got a steering wheel heating button on the steering wheel itself – which is way better than having to go through the screen to get to it!
Some buttons I’m not as fond of include the gear-selector controls, which include push buttons for the Park, Neutral and Drive actuation, and a pull trigger for Reverse, which is the same action you do when you’re pulling on the electronic handbrake.
I managed to get it wrong a few times – there is some innate thing in my brain that makes me want to pull the reverse trigger to put the car into park… I guess it works, too!
There’s also a Drive Mode controller down near the selector as well, but for this test I just drove the car in the standard mode.
You’ve got a wireless phone charger with a pair of USB-A ports and a 12-volt outlet as well, a pair of decent sized cupholders between the front seats, and a reasonable centre console bin. Both front doors have good sized bottle holders, and there are soft elbow pads and a soft centre console cover too.
I appreciate that this higher-grade model still comes with a light headliner as opposed to black, which is seemingly the go-to for so many brands, and the hybrid also has a panoramic sunroof which does make for an even more airy experience inside.
In the backseat, head room is the biggest issue – both getting in and sitting in the back. This means that you might have to be careful about how tall you are!
At 6’0” or 182 cm, my head just brushes the ceiling, and I have to duck to get in and out. But thankfully, there is ample legroom and foot space in front with the driver’s seat in my position.
You could potentially fit three adults across the back, but it wouldn’t be the most comfortable trip for everyone involved, as the middle seat isn’t comfortable and it is a higher position than the more sculpted outboard seats. There is a modest transmission tunnel intrusion to contend with, too.
If you’re riding two-up in the back, there’s a flip down armrest with cupholders as well, directional air-vents, and a pair USB-A ports.
You get two map pockets, bottle holders in the doors and soft elbow pads as well – though the top parts of the doors are a little bit downgraded compared to the material used upfront, and while the front doors have ambient light strips, the back ones don’t.
Parents will note there are ISOFIX points in the outboard spots, and three top-tethers as well.
Thankfully in the Civic – as opposed to the CR-V – you get an integrated middle seatbelt in the backrest, meaning it doesn’t come down from the ceiling. Likewise you don’t have to attach the middle top-tether to the ceiling, as it’s in the boot area.
There are no clever Magic Seat elements to the interior, and this $55,000 hatchback doesn’t come with an electric tailgate, and you also miss out on a proper parcel shelf – instead you get a retractable cover, which will not double as a parcel shelf unless you’re loading feathers on there (or maybe a tissue box).
Under the boot you won’t find anything, because there is no spare tyre in the spec; although, you do get a repair kit hidden back there.
The boot itself isn’t a flat space either, but it is a damn sight more usable than a Corolla Hatch, with the hybrid model still offering a healthy 409 litres of cargo capacity (which is less than the petrol, at 449L).
You can fold the seats down and get extra space if you need it, but it’s not a flat load-through to take advantage of the 1187L of cargo volume with the back seats folded down.
What’s under the bonnet?
The e:HEV LX uses a 2.0-litre naturally-aspirated petrol engine teamed to a pair of electric motors and a battery pack.
The engine is a 2.0-litre Atkinson cycle petrol with direct injection (with outputs of 105kW/186Nm) which is teamed with a 1.05kWh lithium-ion battery and two electric motors – but don’t go thinking that means that it’s all-wheel drive… it’s not! Both e-motors power the front wheels only.
The combined outputs are gruntier than the base model turbo-petrol Civic, with 135kW and 315Nm. That’s pretty hefty for a compact hatchback. It makes use of an e-CVT (continuously-variable transmission).
The official combined cycle fuel consumption figure for this grade is 4.2L/100km and it is rated to drive using 91 RON regular unleaded. It has a 40-litre fuel tank. Across hundreds of kilometres of mixed testing, I saw a return of 5.0L per 100km, which – while not as good as the sticker, or as a Corolla Hybrid – but it’s still pretty good.
How does the Honda Civic drive?
It’s almost like the lovechild of a Kia Cerato GT and a Toyota Corolla Hybrid.
I say that because it’s a sportier drive than you might expect a hybrid hatch to be, but still with the petrol-electric smarts and trickery to make it a properly efficient choice, especially in start-stop city driving.
The petrol-electric hybrid powertrain is eager to use EV mode as much as possible in lower speed situations, and it will even dip in and out at higher pace, too. But in traffic jams or when dealing with intersections or parking, you’ll notice it’s driving electric because of the lack of engine noise, and the little green light on the dash.
The engine is a little noisy, being that it acts a bit more like a generator in some situations, but it can also use that engine to support the electric propulsion (like a Toyota), meaning it feels properly quick when you put your foot flat. The official number is 7.8 seconds from 0-100km/h, but it feels a bit more brisk than that.
It does have a CVT auto, which means you can still get that “buzzing” style sound under acceleration, but it also has noticeable “shifts” when you’re accelerating from a standstill.
By sporty to drive, I mean that it has a firmer ride than some people might be happy with; though, I really love the driving manners of this car.
It is hard-riding at times, but it is firm and controlled in corners, and never crashy over bumps… just a bit of a ‘lumpy’ feeling at times.
The steering has that typical Honda speedy assistance to it, meaning it feels direct and fast in the way it changes direction, and that adds to the sporty driving factor.
It’s enjoyable to drive, whether you’re linking up a few faster corners, or even just doing boring stuff like dealing with roundabouts or reverse-parallel parks.
Now, this spec does have a reversing camera with multiple view options; though, there’s no side or front (or 360-degree) camera system. It’s not overly hard to park, but the rear pillars aren’t the thinnest.
One frustration for drivers who live where there are lots of coarse-chip surfaces is the amount of road noise that can creep into the cabin, especially at freeway pace. That seems to be a new-gen Honda trait, sadly.
What do you get?
Civic VTi LX highlights:
18-inch alloy wheels
Automatic LED headlights, auto-levelling
Automatic high-beam
LED fog lights
Rear privacy glass
9.0-inch touchscreen infotainment system
Wireless Apple CarPlay
Wired Android Auto
Satellite navigation
DAB+ digital radio
12-speaker Bose sound system
Wireless phone charger
7.0-inch digital instrument cluster
Leather-wrapped steering wheel
Leather-wrapped shifter
Leatherette upholstery with red-accented suede
8-way power driver’s seat
4-way power passenger seat
Heated front seats
Rain-sensing wipers with integrated washer nozzle
Power retractable exterior mirrors
Auto up/down power windows (front)
Auto-dimming rear-view mirror
Paddle shifters
Alloy sports pedals
Dual-zone climate control
Rear air vents
Tilt, telescopic steering adjustment
Red ambient lighting
Civic e:HEV LX adds:
Panoramic sunroof
10.2-inch digital instrument cluster
Heated steering wheel
Power lumbar support for front seats
Leather-appointed upholstery
Individual drive mode
5yr Honda Connect subscription
Auto up/down power windows (front and rear)
Smart keycard
Push button gear shift
Let us know if you’d go e:HEV or VTi in the comments!
Is the Honda Civic safe?
At the time of writing, the current Honda Civic hasn’t been tested by ANCAP – but there is a five-star score for the hybrid model based on 2022 Euro NCAP crash testing.
Euro NCAP crash testing
In that testing, it achieved 89 per cent for adult occupant protection, 87 per cent for child occupant protection, 82 per cent for vulnerable road users and 83 per cent for safety assist.
Standard safety equipment includes:
Autonomous emergency braking (AEB)
Vehicle, Pedestrian, Cyclist detection
Junction assist
Blind-spot monitoring
Rear cross-traffic alert
Lane departure warning
Lane keep assist
Lane centring
Traffic Jam Assist
Adaptive cruise control
Driver attention monitoring
Front, front-side, front knee and full-length curtain airbags
Reversing camera
Front, rear parking sensors
Traffic sign recognition
Intelligent speed limiter (can adjust to sign-posted speed if you want)
What’s weird about this spec is that it adds rear side and front centre airbags, which you don’t get in the base model.
How much does the Honda Civic cost to run?
Buy any Honda in Australia and you get a five-year, unlimited-kilometre warranty for the car, but buy a hybrid Honda and the battery pack is covered for an eight-year/unlimited-kilometre period.
You also get five years of premium roadside assistance cover, and there’s a five-year capped-price servicing plan, too.
Honda Australia offers “5 Low Price Services”, with scheduled maintenance capped at $199 per service for the first five visits. The service intervals are 12 months or 10,000 kilometres – which is shorter than many rivals (15,000km is average).
Buyers will receive satellite navigation map updates for the duration of the new-car warranty, and Honda Connect services data is included for five years, too.
CarExpert’s Take on the Honda Civic
The Honda Civic e:HEV LX is lovely. It just costs a bit too much.
If this was $50,000 drive-away, Honda would be selling a lot more of them. Likewise if the petrol was in the $42,000 range, it would be a bigger success story on the sales charts.
But if you’re okay with spending more, then you’re getting a lot of small car for the cash. It’s properly efficient, lovely to drive, and has a pretty usable cabin with a lovely design to it, too.
Cadillac’s hot V-Series models have, for the most part, packed V8 power. However, General Motors’ luxury brand is set to bring the nameplate into the electric era.
Road & Track reports a representative for Cadillac confirmed the brand will show an “interpretation of what a V-Series would look like in EV form” during 2024.
A spokesperson also told Automotive News the brand “will offer performance variants no matter the propulsion”.
Vistiq
Optiq
It’s a milestone year for Cadillac’s V-Series line, which celebrates its 20th anniversary this year. It also enters the new year with momentum, with V-Series sales up by 55 per cent in 2023.
These reports suggest Cadillac could preview a concept electric V-Series model, though it’s unclear if this will be a V-Series version of one of Cadillac’s already revealed EVs or if it’ll be something separate entirely.
Cadillac currently sells only one electric vehicle (EV), the Lyriq, which will relaunch the brand in Australia later this year.
Lyriq
Escalade iQ
The brand has also recently revealed three other electric SUVs: the smaller Optiq and larger, three-row Vistiq crossovers; and the flagship Escalade iQ.
These have yet to be confirmed for Australia, though all three nameplates have been trademarked and GM executives have confirmed the Lyriq won’t fly the Cadillac flag solo – though they stopped short of confirming when it’ll have company in local showrooms.
Cadillac is also rumoured to be working on electric successors to its existing combustion-powered CT4 and CT5 sedans.
CT4-V Blackwing
Escalade-V
It currently offers V-Series versions of the CT4, CT5 and Escalade, plus more hardcore V Blackwing versions of the two sedans – with the latter offering a choice of manual or automatic transmissions.
Cadillac’s first V-Series model was the 2004 CTS-V sedan, which featured an overhead-valve 5.7-litre V8 (later a 6.0-litre) shared with the Chevrolet Corvette, mated with a six-speed manual transmission.
It was soon joined by the STS-V sedan and XLR-V convertible, which used a supercharged version of Cadillac’s Northstar overhead-cam V8, mated with a six-speed automatic.
STS-V, XLR-V and first-gen CTS-V
These lasted a single generation, but the CTS-V went for two more generations, both with supercharged V8 power.
V-Series models were later joined by tamer VSport models, which forwent V8 power for twin-turbocharged V6 engines. That said, not every hardcore V-Series model has packed a bent eight, with the ATS-V for example being the first V with a twin-turbo V6.
In recent years, Cadillac revised its V-Series strategy, rolling out models like the CT4-V and CT5-V that are less powerful than previous Vs – the CT4-V even features a four-cylinder engine, a first for a V-Series – but replacing the full-fat ATS-V and CTS-V models with new CT4-V Blackwing and CT5-V Blackwing models.
It also introduced the first ever Escalade-V, the first time the V-Series name has been used on an SUV.
ATS-V (right) and third-gen CTS-V (left)
MORE: Cadillac locked in for Australia in 2024: Everything you need to know
Mitsubishi has been in the plug-in hybrid (PHEV) game in Australia for a considerable number of years – in fact, it launched it’s first PHEV locally in 2014. However, this powertrain technology is still only a microcosm in new car sales.
In 2023 a total of 11,212 PHEVs were sold in Australia out of a record-breaking 1.2 million cars. This equates to approximately 0.92 per cent of all new car sales during 2023.
The current-generation Mitsubishi Outlander PHEV, which is arguably the best-known PHEV offered locally, has been on sale in Australia for over a year now and it recently received a few tweaks and a higher price tag for MY24.
One of these tweaks included a new rear seat alert function across the entire range, which detects rear door use upon entry and can notify the driver with either an instrument cluster message or horn notification when they’re exiting the vehicle.
Other tweaks include LED rear fog lights, instead of halogen units, and new exterior paint colour options.
WATCH: Paul’s video review of the Outlander PHEV Exceed
On test here is the flagship 2024 Mitsubishi Outlander PHEV Exceed Tourer with its flashy two-tone exterior paint and interior upholstery. It’s also the most expensive Mitsubishi vehicle currently on sale.
Does the Outlander PHEV form as an SUV you should actually consider in flagship Exceed Tourer form? Read along to find out.
How does the Mitsubishi Outlander fare vs its competitors?
View a detailed breakdown of the Mitsubishi Outlander against similarly sized vehicles.
To see how the Outlander compares with its rivals, line it up side-by-side with any car you want using our comparison tool.
What is the Mitsubishi Outlander like on the inside?
Walking up to the Mitsubishi Outlander Plug-In Hybrid EV there’s no immediate way differentiate this model from the petrol-powered variants apart for the PHEV badging on the front door panels and tailgate – this continues on the inside as well.
Thanks to its sought-after high ride height, this means it’s really easy to get in and out of the Outlander PHEV. You don’t need to step up or down, but can rather just step in and swivel your hips to get comfortable.
The flagship Outlander PHEV Exceed Tourer on test here comes equipped with leather seats that have a very cool-looking two-tone black and saddle tan finish.
Both front seats have a fantastic amount of electric adjustment, as well as memory. My favourite part of the driver’s seat was how much thigh support I was able to receive.
In addition, both front seats are heated, which are a treat on cool Melbourne mornings, and have a massage function. However, they are missing ventilation which is a little disappointing given this is the flagship variant.
Ahead of the driver is an incredibly thick leather-wrapped steering wheel, which feels nice in the hand and has perforations in order to allow your hands to breathe and not get too sweaty. It’s also heated.
All the buttons on the steering wheel have a tactile click or push action and are logically placed; though, the button to initially turn on the adaptive cruise control takes a bit to find and get used to. It doesn’t look like a typical cruise control icon, but is instead one that shows a car surrounded by a range of curved lines.
Behind the steering wheel is a 12.3-inch digital instrument cluster that offers high-resolution and plenty of configuration options.
The digital instrument cluster has two main screen layouts, as well as countless informative pages to choose from. Regardless of which layout, I like seeing the page that shows what the PHEV system is doing in regards to where power is being sent and when regenerative braking kicks in.
There is something that is a little frustrating is when you activate adaptive cruise control for the first time on a drive. The digital instrument cluster automatically changes to the page dedicated to adaptive cruise control. You have to manually change it back to what you want after this happens – though you can dig through menus and switch this off.
The head-up display is at least large and bright. The information it projects onto the windscreen is just enough to keep you looking ahead and not having to glance down at the instrument cluster.
Moving across the dashboard, the Outlander PHEV Exceed Tourer comes with a 9.0-inch touchscreen infotainment system that does look a little on the smaller side given this model’s ‘top of the line’ status. This isn’t helped by the large piano black bezels around the touchscreen itself.
Despite this, the touchscreen looks high-resolution and has plenty of processing power. This means it turns on quickly at startup and new pages load snappily.
The infotainment system supports both wired and wireless forms of Apple CarPlay; though, it only supports wired Android Auto.
With my iPhone 12 Pro Max connected with wireless Apple CarPlay for the entirety of my time with our Outlander Exceed Tourer, I didn’t experience any dropouts whatsoever. This is surprising as a number of cars struggle with connection when travelling through toll booths, for example.
It wasn’t perfect however; the wireless charger fried my phone a bit and caused it to overheat a number of times. This likely means the coils inside the Qi charger didn’t properly align with my phone, which is disappointing.
The Outlander PHEV Exceed Tourer’s touchscreen infotainment system also comes with in-built satellite navigation, which is easy enough to use. Despite this I found I used Google Maps with smartphone mirroring instead.
Looking around the interior of our tester there are a wider range of black and saddle tan elements, like the seats. There are also quite a number of soft-touch materials which makes the car feel surprisingly high-end, which it should given the asking price.
Piano black elements still pop up disappointingly on different surfaces in the Outlander PHEV Exceed Tourer’s interior – as we all know this finish gets grimy and scratched very easily.
There’s also a faux silver metal section next to the gear selector which does look a tad kitschy.
The Outlander PHEV Exceed Tourer comes standard with a panoramic glass sunroof which helps create an airy ambience to the cabin. It also opens up a fair way which allows the cabin to vent hot air quicker.
Moving to the second row, there’s plenty of space when the seats are pushed all the way back. Leg and shoulder space are fine; though, head room is a little compromised due to the sunroof.
The amount of leg room in the second row will be reduced when you inevitably pull it forward to allow for more space for those in the third row, however.
In terms of second-row amenities there are centre console-mounted air vents, heated outboard seats, as well as a fold-down centre armrest with cupholders.
If you want to erect the third row of seats, the best place to do this is from the boot. There are number of steps to this process but it doesn’t take too long to learn.
Once the third row seats are erected you’ll notice they are incredibly thin and have arguably the world’s funniest looking headrests – why are they so long?
The third row is definitely a kids-only or emergency space as adults won’t fit comfortably whatsoever. I gave it a crack at a leggy 182cm and found my head was severely crooked and my legs were splayed at extremely awkward angles in order to fit.
Around the back the Outlander PHEV Exceed Tourer has a powered tailgate with a hands-free kick function that’s extremely helpful if you’ve got your hands full.
Once the boot is open you’ll notice there’s not very much space (161 litres) if all three rows of seats are upright. Thankfully this becomes more usable 461 litres with the third row of seats folded down.
There are some cool hard-shell bags with velcro bottoms for the Outlander PHEV’s charging cables, which allow them to be stuck onto the boot floor or a seat backrest. This ensures they don’t slide around and they can be tucked out of the way.
Due to the location of the Outlander PHEV’s high-voltage battery, there’s no spare tyre whatsoever. There is a tyre repair kit however, which is nice to have but is nowhere near as helpful as a proper spare wheel.
What’s under the bonnet?
The Mitsubishi Outlander is available with either a conventional 2.5-litre naturally aspirated four-cylinder petrol engine, or like our tester, a plug-in hybrid (PHEV) powertrain with a 2.4-litre four-cylinder petrol engine, twin electric motors and a lithium-ion battery.
Model
Mitsubishi Outlander Plug-In Hybrid
Engine
2.4-litre naturally aspirated Atkinson-cycle 4cyl petrol
Engine power
98kW
Engine torque
195Nm
Electric motors
Front- and rear-mounted electric motors
Front electric motor power
85kW
Rear electric motor power
100kW
Total system power
185kW
Total system torque
450Nm
Transmission
Single-speed transaxle
Battery
20kWh lithium-ion battery (350V)
Driven wheels
All-wheel drive
Weight
2145kg (kerb)
Fuel economy (claim)
1.5 litres per 100km
Fuel economy (observed)
3.3 litres per 100km (68 per cent in EV mode)
Fuel tank size
56 litres
Fuel requirement
91 RON
How does the Mitsubishi Outlander drive?
It’s worth flagging straight away there are a number of different ways to drive the Outlander PHEV, depending on how you charge the car.
Throughout my time with our vehicle I tried out as many different ways to drive, charge and experience the Outlander PHEV as possible, which means it might not be directly comparable to how an everyday person would use their car.
Starting up the Outlander PHEV is largely a silent affair with a press of the power button producing a couple of chimes. That’s it, you’re ready to go.
It does take a little bit to get used to the funny gear selector which requires you to either push or pull it to select either drive or reverse – am I wrong for thinking it’s a little bit like a Bop It?
Once you get moving you’ll realise the Outlander PHEV has a really high bonnet, which makes it feel larger than it is. There’s also a “king of the road” vibe, which is very sought after among SUV buyers.
The Outlander PHEV is punchy from takeoff due in part to its dual electric motors. This is because the full amount of the electric motor’s torque is available from standstill.
You’ll easily be pulling ahead of traffic at the lights and that kind of rapid acceleration will continue in all urban and metropolitan settings. This is really surprising given the SUV’s 2.1-tonne kerb weight.
If you do really punch the accelerator, the Outlander PHEV’s petrol engine can switch on but doesn’t necessarily make the acceleration happen any faster. The engine will also stay on for a while after you’ve punched the accelerator to properly warm up.
In low-speed scenarios it’s incredibly easy to notice how light the steering is. It’s almost too light which can make it a little devoid of feeling.
An upside of this; however, is it makes the Outlander PHEV easy to park. This is supplemented by the front and rear parking sensors and surround-view camera that is of decent quality.
Something funny about the Outlander PHEV is when it’s in EV mode there’s a cute beeping noise when reversing. You can only faintly hear the noise from inside the cabin, but its purpose is to alert nearby pedestrians.
The Outlander PHEV doesn’t come with a one-pedal driving function; though, there is a setting that amplifies the regenerative braking. Some of my colleagues really like this function, but I found it to be jarring and jerky as you still need to depress the brake pedal to come to a complete stop.
The brake pedal also has a lot of travel, which makes it hard to gauge how much pressure you need to input to properly stop. I much preferred the regular regenerative braking mode, which is still strong enough and feels like a more natural and progressive stop.
In EV mode the Outlander PHEV is extremely quiet. There are the odd few electrical whirs but that’s to be expected and something you notice more when there’s a lack of engine noise.
Thanks in part to its larger 20kWh battery pack, there’s an abundance of EV-only range. When fully charged the trip computer frequently read out EV-only range figures around 80km; though, depending on how I drove, this almost extended in the real world to 100km!
This amount of EV-only range is fantastic as many people would be able to drive to and from work completely on electric power. It’s worth noting if you are only using EV mode you’re pretty much lugging around a petrol engine and its components for no reason.
The Outlander PHEV will also remain in EV mode as much as possible. Even when the trip computer is reading zero EV range left there appears to be a bit of charge left to keep the petrol engine switched off when stationary.
When the petrol engine does switch on it transitions super seamlessly. If you weren’t paying attention you mightn’t even know the petrol engine has turned on because it’s so quiet.
Despite having rapid EV acceleration, the sporty vibe surrounding the Outlander PHEV unravels once you hit some rough or twisty roads. The suspension tune is a little awkward at low speeds, making the car feel cumbersome and floaty.
This feeling is made even worse at higher speeds. Over certain bumps it feels like you leave the driver’s seat and the third row seats – which aren’t properly latched – as you bounce up and down.
The Outlander PHEV also feels like it falls over itself at higher speeds around corners – this is when the SUV’s 2.1-tonne kerb weight is most apparent.
Depending on the battery charge, the Outlander PHEV can still be in EV mode at highway speeds. This is when electric motors are at their most inefficient, so expect to see the claimed EV range quickly plummet.
To negate this there are a bunch of other EV-related modes. The ‘Save’ mode runs the petrol engine in order to keep the battery pack charge at the same level. If you’re strategic with how you use this mode, you can maximise the total distance the Outlander PHEV can go on a single tank of petrol and full battery pack.
There’s also a ‘Charge’ mode that uses the petrol engine to not only power the wheels but charge up the battery. This mode can be handy if you have no proper way to charge the Outlander PHEV, but it’s definitely not the most efficient way.
When I was trying out the ‘Charge’ mode in the Outlander PHEV I found the claimed fuel consumption skyrocketed all the way to 10 litres per 100km. Eeek…
I had a similar feeling when driving the Outlander PHEV without any charge left in the battery and more or less driving it like a regular hybrid. I was averaging around 6.0 litres per 100km, which goes to show how heavy the electrical components must be.
When the Outlander PHEV’s battery pack is low the petrol engine typically acts as a generator for the battery to power the electric motors; however, it can directly power the wheels if needed. This is more prominent at higher speeds.
In these kinds of situations the car still has enough power; though, it’s nowhere near as responsive as it is at lower speeds in EV mode. You need to think carefully about overtaking because you could get caught out.
In terms of charging, the Outlander PHEV can be AC charged using a Type 2 plug, or DC fast-charged using a CHAdeMO port.
Mitsubishi claims fully charging the Outlander PHEV’s battery pack using a 240V, 8A-10A socket takes around 9.5 hours. At a DC fast-charger on the other hand the car’s battery pack can be fully recharged in 38 minutes.
On the safety front, the Outlander PHEV’s adaptive cruise control generally works fine; though, it can overreact and slam on the brakes when a car pulls ahead of you. I completely understand the system is trying to keep me safe, but I wish it was a little more subtle about the braking.
The lane centring function as part of the adaptive cruise control system on the other hand is fantastic. I found this really surprising as I typically despise these kinds of systems and never use them – it doesn’t randomly tug at the steering wheel like some lane centring systems can do.
The last thing I’ll mention in this section is that the adaptive LED headlights on this Outlander PHEV Exceed Tourer are great. They allow for high beam to be on as much as possible when it’s dark, which in rural and regional settings can make seeing animals that are about to run onto the road a lot easier.
What do you get?
Outlander ES highlights:
18-inch alloy wheels
Automatic headlights
Automatic high-beam
LED headlights
Full-size alloy spare wheel (Petrol)
Tyre repair kit (PHEV)
7.0-inch digital instrument cluster
12.3-inch digital instrument cluster (PHEV)
8.0-inch touchscreen infotainment system
9.0-inch touchscreen infotainment system (PHEV)
Wireless Apple CarPlay (PHEV)
Wired Apple CarPlay, Android Auto
DAB+ digital radio
Cruise control
6-speaker sound system
Two USB inputs
Dual-zone climate control
5 drive modes
Normal, Eco, Tarmac, Gravel, Snow (Petrol)
6 drive modes
All five petrol drive modes + EV mode (PHEV only)
Electric parking brake
Auto hold with memory
Keyless start
Paddle shifters
Driver side window one-touch up/down
5 seats
Cloth seat upholstery
Driver’s seat manual adjustment with manual lumbar support
Front passenger’s seat manual adjustment
Second row recline adjustment
Rear seat alert function
Mode 3 charging cable (PHEV only)
Mode 2 AC charging cable (PHEV only)
Outlander LS adds:
Space-saver spare wheel
Rain-sensing wipers
LED front fog lights
Privacy glass
Silver roof rails
9.0-inch touchscreen infotainment system
Wireless Apple CarPlay
Satellite navigation
Wireless phone charger
2 x rear USB ports
Keyless entry
Leather-wrapped steering wheel
Leather-wrapped shifter
Auto-dimming rear-view mirror
Seven seats
Second-row slide and recline adjustment
Outlander Black Edition adds:
20-inch black alloy wheels
Black front and rear bumper
Black door mirrors
Black grille
Black headlining
Black gearshift panel
Microsuede seat upholstery with synthetic leather bolsters
6-way power driver’s seat with electric lumbar support
B and C-pillar garnishes
Heated front seats
Removes roof rails
Exceed Tourer
Outlander Aspire adds (over LS):
20-inch two-tone alloy wheels
LED headlights with automatic levelling
Adaptive Driving Beam
Power tailgate
Head-up display
Surround-view camera
5 seats (PHEV only)
Microsuede seat upholstery with synthetic leather bolster
6-way power driver’s seat with electric lumbar support
Heated front seats
240V/1500W power outlets (PHEV only)
Outlander Exceed adds:
Front LED sequential indicators
Panoramic sunroof with front tilt/slide
Hands-free power tailgate
12.3-inch digital instrument cluster
10-speaker Bose premium sound system
Tri-zone climate control
Pull-up rear door sunshades
Illuminated front door trims
Aluminium gearshift trim panel
Heated steering wheel
Leather upholstery (black or grey)
6-way power front passenger’s seat incl. lumbar support
Front seat memory
MI-PILOT driving assistant
Traffic Jam Assist
Lane Keep Assist (steering control assistance)
Speed Limit Assistance
Outlander Exceed Tourer adds:
Two-tone exterior paint
Front seat massage function
Two-tone leather upholstery
Rear seat heating
Is the Mitsubishi Outlander safe?
The Mitsubishi Outlander and Outlander PHEV have a five-star ANCAP safety rating based on testing conducted in 2022.
They received an adult occupant protection rating of 83 per cent, a child occupant protection rating of 92 per cent, a vulnerable road user protection rating of 81 per cent, and a safety assist rating of 83 per cent.
Standard safety features include:
8 airbags
Autonomous emergency braking (AEB)
Rear AEB
Forward collision warning
Moving object detection
Lane departure warning
Lane-keep assist
Emergency lane assist
Blind-spot monitoring
Rear cross-traffic alert
Adaptive cruise control
Driver attention alert
Traffic sign recognition
Rear-view camera
Front and rear parking sensors
Rear seat alert function
Further up the range, the Outlander Exceed and Exceed Tourer petrol and PHEV models pick up Mitsubishi’s MI-PILOT driving assistant.
This adds Traffic Jam Assist (adaptive cruise control that re-engages after a complete stop), lane-keep assist (using steering control assistance rather than wheel braking), and speed limit assist (adaptive cruise control that matches the Outlander to the indicated speed limit).
The steering wheel in these grades features touch sensors to handle MI-PILOT engagement, and will disengage the system when the driver’s grip is not detected, when indicators are on, or when windscreen wipers are continuously operated at their highest speed.
How much does the Mitsubishi Outlander cost to run?
The 2024 Mitsubishi Outlander PHEV is covered by a standard five-year, 100,000km warranty, which can be extended to 10 years/200,000km if you service within Mitsubishi’s dealer network.
The Outlander PHEV’s high-voltage battery pack is also covered by an eight-year or 160,000km warranty.
Logbook servicing is required every 15,000km or 12 months, and the first ten services are capped at the following:
Service
12 months/15,000km
$349
24 months/30,000km
$449
36 months/45,000km
$399
48 months/60,000km
$449
60 months/75,000km
$399
72 months/90,000km
$799
84 months/105,000km
$449
96 months/120,000km
$799
108 months/135,000km
$449
120 months/150,000km
$899
CarExpert’s Take on the Mitsubishi Outlander
The Mitsubishi Outlander PHEV is complex vehicle that can be driven and charged in a multitude of different ways.
It has an innovative powertrain that can take a lot to properly understand its capability and flexibility. If driven and charged in a certain way it can be incredibly efficient.
For a lot of people I’d argue plug-in hybrids can serve as perfect cars given they can complete their entire daily commute on EV mode during the week, and yet still tackle longer trips thanks to the petrol engine on the weekend.
If you only have one car in your family and your usage pattern is like this, it could be your sort of vehicle.
Despite this, it’s still hard to shake the fact that when you’re driving on EV mode you’re lugging around a petrol engine for no reason. The same goes for when you’re driving using the petrol engine with an empty battery pack.
There’s also the initial price premium that comes with buying a plug-in hybrid.
Our Outlander PHEV Exceed Tourer tester is almost $17,000 more expensive than its non-electrified counterpart, which would likely take years (if not decades) to recuperate.
If you’re deadset on buying an Outlander PHEV and can make a plug-in hybrid work with your lifestyle, I’d be hesitant to fully recommend the flagship Exceed Tourer variant. Over $70,000 for a Mitsubishi is a lot of money and one of the few things it gains over the Exceed is a two-tone interior.
Instead I’d urge to look closer at the entry-level Outlander PHEV ES or Aspire variants which have prices more closely aligned with top-spec petrol variants.
Alpine is transitioning from a one-model line-up to a wider range of sporty models, one of which will be a new, retro-styled hot hatch.
The Alpine A290 has been undergoing cold-weather testing while still wearing large amounts of camouflage. It’s set to debut in Europe during 2024.
Despite the extensive disguise, there are some subtle details visible that separate the sportier Alpine from the Renault 5 it’s based on. However, the overall shape remains similar to the wild F1-inspired A290 concept.
The front fascia of the A290 features aggressive intakes just before the front wheel arches which match the concept, although the concept’s spot lights with X-shaped daytime running lights are missing in action.
In what could be a sign of cooling vents, the bonnet of the tester features multiple obscure-looking bulges.
Other details that have been inherited from the concept version include the aggressive creasing in the tailgate, and the C-pillar mounted door handles.
Pumped-up guards, a subtle roof spoiler and more pronounced side sills complete the look.
Alpine hasn’t revealed what powers the A290, but we know the car will ride on the Renault-Nissan-Mitsubishi Alliance’s latest CMF-B EV (aka AmpR Small) platform.
Previously, it’s been suggested the Alpine A290 could feature the front-mounted 160kW electric motor from the larger Nissan Ariya and Renault Megane E-Tech.
However, recent reports have suggested the A290 could pack as much as 200kW of power, with Renault confirming that from 2027 the Cléon plant will produce a new 200kW electric motor, developed in partnership with Valeo and Valeo Siemens eAutomotive.
As the A290 will share a platform with the Renault 5, it’s likely it will also share a battery pack.
The Renault 5 will be offered with a choice of 40kWh and 52kWh batteries, with the latter offering up to 400km of range on the WLTP cycle.
The company says the new batteries utilise four large modules rather than 12 smaller ones like previous EVs, is 15kg lighter and takes up “less space to transport more kWh”.
Alpine has also reportedly engineered the platform to remain fun to drive, with design director Antony Villain telling Autocar “the main thing is agility”.
“We know when we switched to EV, we have heavy batteries, but we want to find exactly the same driving philosophy: agility and pure pleasure,” he said.
He also added the A290 uses the same four-piston brake calipers as the French manufacturer’s lightweight sports car, the A110.
Alpine has also remained coy about the interior of the A290. The brand leaned hard on its Formula 1 connection with the concept, which features a central driving position among other Formula 1 inspired touches.
Surprisingly, that three-seat cabin layout will make production.
Annoyingly however, the frosted window of the spied prototype prevented a clear look at where the driver was sitting.
While the A110 was discontinued locally in 2021 after stricter ADR85/00 side-impact regulations came into effect, spelling the end of the Alpine brand Down Under, Renault Australia says the marque will return.
“In terms of the Alpine brand we are certainly in discussions with them but at the end of the day we would still be importing the A110 if the ADR didn’t kill it, it has been performing really well globally, up 33 percent year on year,” Renault Australia boss Glen Sealey told CarExpert early in 2023.
“They are working on an all-new product plan and we are very excited by Alpine and think that will work really well in Australia and specially with the timings.”
There’s a Ford Ranger for every buyer out there, it seems.
The Blue Oval has maximised the number of variants available with the new-generation range, and it’s made it harder for some of the existing best options to shine quite as brightly as they used to.
Take the XLT model, for instance. In the last-gen Ranger line-up, the XLT was arguably the perfect spec for a buyer who wanted a dual-cab ute with some nice features, but not too much bling or audaciousness – a ute you could use for dual purposes, in other words: work and play.
So, we thought we’d spend some time in the XLT grade with the V6 turbo-diesel to see if the new-generation version is still the sweet spot, or if you should consider one of the other models in the range?
WATCH: Paul’s video review of the Ranger XLT V6
Is the 2024 Ford Ranger XLT V6 4×4 a winner? Let’s find out!
How does the Ford Ranger fare vs its competitors?
View a detailed breakdown of the Ford Ranger against similarly sized vehicles.
Ford
Ranger
How much does the Ford Ranger cost?
The XLT is the cheapest way into a Ranger V6 diesel dual-cab (from $67,590), but the cab-chassis version is even cheaper than the pick-up – could be a good hack for those who know they’ll fit their own canopy or tray.
If you don’t need the V6, you can save yourself just under four grand if you can settle for the four-cylinder Bi-Turbo instead.
What other utes could you consider if you were looking at a V6? The obvious (and only) alternative is the Amarok, but there’s no sub-$70,000 Amarok V6 available – the Style 4×4 grade is $73,740 plus on-roads. While it has a number of features you don’t get in a Ranger XLT, that price point won’t be attainable for everyone.
Indeed, the question you might want to ask yourself is whether you could be better off adding a little more to your finance payment and getting a Ranger Sport, which has a number of added niceties for $2500 more.
The extras include 18-inch alloy wheels, dark exterior accents, two front-mounted tow hooks, skid plate, front floor mats, drive mode selector, wireless phone charging, leather upholstery, and an eight-way electrically adjustable driver’s seat.
2024 Ford Ranger V6 pricing:
Ford Ranger XLT V6 cab-chassis: $65,690
Ford Ranger 3.0 XLT V6 pick-up: $67,590
Ford Ranger Sport V6 pick-up: $70,090
Ford Ranger Wildtrak V6 pick-up: $73,590
Ford Ranger Platinum V6 pick-up: $79,390
Prices exclude on-road costs
What is the Ford Ranger like on the inside?
The XLT isn’t as flashy or fashion-focused as some of the models that sit above it, with a more simple and functional interior treatment compared to the Sports and Wildtraks of this world.
As a result, the XLT doesn’t get the bigger touchscreen media system, though the standard-fit 10.1-inch portrait display still comes with satellite navigation, plus wireless Apple CarPlay and Android Auto.
Thankfully though, the controls are mostly very simple – and that’s aided by the fact that you do get a row of ‘hard’ touch controls in a panel at the bottom of the screen for your climate controls, plus there’s also a secondary manual array for climate controls below the screen too.
All of that just means that this is a fast, simpler climate system to deal with than you find in some other utes (like the Amarok).
I find the media system menus are mostly intuitive; although, it will take some learning to figure out where everything is because there are a lot of different controls for car functions through the screen.
If you plan to tow for example, there is a series of different tow settings and controls that you can use through the screen, including setting up different trailers as favourites that will allow the safety systems to figure out what you are towing. You just input vital measurements for the car to adapt to suit the towed load.
While the digital instrument cluster is not the full-scale 12.3-inch one, it is still a fully-digital display with easy access to different menus, including trip computer and other settings and displays.
The material finishes in the XLT grade aren’t quite as special as the higher grade models, and the example on test did have a few misfitted plastic sections around the cabin as well.
There is soft material on the elbow pads on the doors, and on the centre console bin between the seats, and a harder plastic finish on part of the door trim as well. The dashboard has some hard plastics as well.
While there is a little storage shelf section in front of the passenger, this grade doesn’t get pop out cupholders at the edges of the dashboard like some others. Instead they are just storage holes – which might be good for a wallet.
This version does have a spot where your phone can sit below the screen, but it isn’t a wireless phone charger – seems such a silly shortfall. There is another storage cubby nearby, a pair of cupholders between the seats, a centre console bin which is a decent size and features a 12-volt port as well, and there are bottle holders in the doors, too.
All the controls are relatively easy to get your head around – especially if you had an existing Ranger – and I find that the front seat experience is actually really good, even though it does have cloth seat trim which doesn’t necessarily feel as special as it could.
It also has manually adjustable seats rather than electric and there’s no seat heating. Overall, it does feel a bit on the budget side.
At least the rear seat experience is decent. With the driver seat set for my driving position (182cm / 6’0”) I had enough room to be comfortable, with my knees only just brushing the seat ahead. There’s good foot, head and shoulder room as well.
Three big adults across the back would be a bit of a squish, but the transmission tunnel isn’t too big of an intrusion, and if you plan to use the back seat for rugrats instead it will be easy enough to fit two child seats in the back comfortably.
Speaking of child seats, you’ve got a pair of top-tether points behind the seat back, which is better than some utes which have just one centrally-mounted tether loop.
However, the Ford’s tether points are a little bit frustrating to attach to a seat, as you never feel as though it’s as tightly restrained as you might wish it was. There are ISOFIX points in the window seats as well.
Storage-wise there’s an armrest with a pair of cupholders, a pair of map pockets, and decent door pockets too. There is also a pair of directional air vents, and a 12-volt plug which you could fit a USB plug into. Otherwise there are no USB ports, and no 230-volt power point in this spec.
If you aren’t planning to use the back seat all the time, there is the capability to fold up the seat base (one piece) to allow extra safe and secure dry storage in the cabin.
Now, there’s no boot space to discuss, so let’s talk about the tub. It’s 1464mm long, 1520mm wide and 1224mm between the arches – meaning it’s large enough to cope with a standard Aussie pallet (1165mm) – and 525mm deep. What that all equates to is ample space for camping gear or luggage for a family trip away.
This XLT is optioned with the spray-in tub liner and also the Touring Pack, so it does have some additional tie-down points in the tub, and the tub also has a 12-volt outlet. There are twin LED lights on the edges of the tub too.
What I do like about this spec is that it has a nice assisted closing to the tailgate, but – annoyingly – it really does clang down when you open it – as the tailgate is not piston assisted. On the tailgate you’ll also find a measuring tape and a couple of clamp points, so you could use it as a mobile workbench if you needed to.
At the rear sides of the tub, there are step sections to allow you to climb in a little more easily, and they can be very handy, especially when you’re trying to secure a load. There is also a full-size spare wheel under the tray floor.
What’s under the bonnet?
This version of the XLT is fitted with the ‘Lion’ 3.0-litre V6turbo-diesel, which produces 184kW and 600Nm.
It is mated to a 10-speed automatic transmission, with drive sent through a full-time four-wheel drive system. That means you’ve got a 4A mode for the gearbox that will apportion torque to front or rear axles (or both) as required. Or you can run it in 2H, 4H or 4L low-range as needed.
Let’s talk about capability – the Ranger has a towing capacity of 750kg for an unbraked trailer, and 3500kg for a braked trailer. And remember, the XLT comes with a towbar and wiring harness, and it has an electronic brake controller fitted as standard too. Ford might sting you $50 for a towball, believe it or not.
The payload is rated at a tax-friendly 1024kg for this spec, which might be the reason you choose it over the higher-grade models – talk to your accountant to find out why!
Kerb weight is 2306kg, it has a gross vehicle mass (GVM) of 3280kg, and the gross combination mass (GCM) is 6400kg. So you’re going to have to be careful if you actually plan to tow a 3500kg trailer behind.
As for fuel economy, the Ranger XLT V6 has an official combined cycle number of 8.4 litres per 100km, and over a few weeks of daily driving with some odd jobs thrown at the Ford, I managed at return of 9.6L/100km.
How does the Ford Ranger drive?
The more time I spend in a V6 Ranger, the more I find that this is a fantastic powertrain for this application.
It offers immense pulling power from low in the rev range, and makes hard work feel easy.
Part of that comes down to the fact that it does have a pretty clever 10-speed automatic transmission, which – apart from having a stupid shifter – is a smart thing, and will allow you to make the best use of this V6 powertrain in almost all situations.
If you don’t want it to be a 10-speed automatic, you can use the lockout function (known as Progressive Range Select), which will allow you to make this vehicle behave as a four-, five-, six-, seven-, eight- or nine-speed auto. It means you can tailor the drive to the situation you’re in.
There is also a manual mode if you wish to take matters into your own hands – I have when I’ve towed with this vehicle in the past. But it isn’t by way of paddle-shifters, it’s still just a toggle switch on the gear selector.
Beyond the excellent powertrain, the Ranger still remains the best ute to drive in general terms.
It has a fantastic level of control, comfort, and compliance when it comes to the suspension, and it really does feel like it’s made for Australian roads – funny that!
While it might feel a little soft for some ute customers, that cushy suspension tune makes it all the more enjoyable as a daily driver. It really does deal with urban, freeway and highway cruising, or even country road hustling without much fuss at all, which is unusual for this type of vehicle.
Remember it is a ladder-frame, body-on-chassis, serious off-road vehicle that’s designed to tow 3.5 tonnes and cope with a tonne in the tray as well, and the fact that they’ve managed to make it drive better than some mid-size SUVs – that’s a massive hat tip to Ford.
The steering is excellent, with a nice light action to it at low speeds, which makes for easier parking and will ensure it’s less of a battle after a day on the tools. At higher speeds it does develop a level of reassurance and weightiness, too.
There’s not too much to complain about when it comes to refinement, either. This is a V6 diesel ute that has a nice engine warble to it, and thankfully it’s not too rattly or vibey at idle, nor at high-speed.
There’s not too much in the way of road noise intrusion; although, the large side mirrors do have a bit of a job cutting through the air, so you can hear them at times.
I would say that if you’re weighing up whether to spend any extra on your XLT, the surround-view camera system as part of the Touring Pack is a must, in my opinion. It has multi-view modes, and the top-down view really does help you get a good view of your surroundings.
This is a fantastic ute to live with, and it will do the job for those who are looking for a dual cab that can do the dual-purpose thing.
This was never intended to be a towing test or a 4×4 review, so check out our other coverage of the Ranger dealing with those situations. It really is a jack of all trades.
What do you get?
Ranger XLT highlights:
17-inch Dark Sparkle Silver alloy wheels
17-inch steel spare wheel
LED headlights
C-shaped LED daytime running lights
Rear disc brakes
Electronic handbrake
Leather-wrapped ‘e-Shifter’ gear selector
Body-coloured side mirrors and door handles
Front grille with chrome central bar
Front-mounted tow hook
Black sports bar (pickup only)
Rear tub illumination (pickup only)
Bedliner with 12V socket (pickup only)
Spray-in bedliner with 12V socket (super cab only)
Dual-zone climate control
Satellite navigation
Voice assistant
Tow bar
Integrated trailer brake controller
Leather-wrapped steering wheel
Keyless entry with push-button start
Electrochromatic mirror
Rain-sensing window wipers
Adaptive cruise control with lane-centring and stop/go
Blind-spot monitoring incl. Trailer Coverage
Traffic sign recognition
Tyre pressure monitoring
The optional Touring Pack ($1295) adds a surround-view camera, cargo tie-down hooks and puddle lamps.
You can also opt for a spray-in bedliner (in lieu of plastic tub-liner) for $400, and if you wish there’s an upgrade available to all-terrain tyres for $500.
Colour choices include the no-cost solid Arctic White, while the Blue Lightning prestige option here is $700, as is Shadow Black, Meteor Grey, Sedona Orange and Aluminium silver.
Is the Ford Ranger safe?
The Ford Ranger wears the maximum five-star ANCAP safety rating based on 2022 testing.
Category scores included 84 per cent for adult occupant protection, 93 per cent for child occupant protection, 74 per cent for vulnerable road user protection, and 83 per cent for safety assist.
Standard safety equipment includes:
AEB incl. Car, Pedestrian, Cyclist detection
Junction assist
Adaptive cruise control
Blind-spot assist
Rear cross-traffic alert (Pick-up)
Lane departure warning
Lane keep assist
Road edge detection
Reversing camera (Pick-up)
Rear parking sensors (Pick-up)
Trailer Coverage (with optional Tow Pack)
The Ranger has nine airbags fitted, including dual front, front side, front centre, driver’s knee, passenger knee, and full-length curtain coverage.
How much does the Ford Ranger cost to run?
The 2024 Ranger is covered by a five-year, unlimited-kilometre warranty, like the rest of the Ford range.
There are servicing considerations to keep in mind. It has intervals of 12 months/15,000km, which is better than a Toyota HiLux (six months/10,000km) but not as generous as a Nissan Navara (12 months/20,000km).
There’s four-years of capped-price servicing, and the first four visits will cost just $329. Ford offers up to seven years of roadside assistance if you maintain your vehicle with the brand.
CarExpert’s Take on the Ford Ranger
The Ranger XLT is going to be a great fit for buyers who want the V6, but don’t want some of the blingy bits you get if you spend a little more on the Sport grade.
Personally, I’d invest the extra to get the niceties you find in the Sport, because leather trim, electric seat adjustment and more user-friendly features make it really appealing – and it’s still got more than a 1000kg payload, too.
Even so, if XLT is what floats your boat, the V6 version is going to be a great choice.
The brand is expecting a huge shipment of RAV4 Hybrids to arrive in the first or second quarter of 2024.
Wait times for the electric SUV hit between 18 and 24 months during the COVID pandemic, and are currently sitting at around 12 months. Toyota Australia vice president for sales and marketing Sean Hanley says the new shipment should reduce wait times to around six months.
The range opens up with the RAV4 GX 2WD from $39,760 before on-road costs and extends to $58,360 before on-road costs for the flagship RAV4 Edge Hybrid AWD.
In 2023, The Toyota RAV4 was the best-selling medium SUV within its VFACTS segment. The brand sold 39,627 examples of its RAV4 in 2023.
Toyota comfortably outsold its rivals, with Mitsubishi selling 24,263 examples of its Outlander, followed by Mazda with its 23,083 CX-5 units over 2023.
In 2023, the Toyota RAV4 was joined by new contenders in the medium SUV space including the Honda ZR-V, Chery Tiggo 7 Pro and new generation of the Honda CR-V.
Pricing
2023 Toyota RAV4 GX 2WD: $39,760
2023 Toyota RAV4 GX Hybrid 2WD: $42,260
2023 Toyota RAV4 GXL 2WD: $43,310
2023 Toyota RAV4 GX Hybrid AWD: $45,260
2023 Toyota RAV4 GXL Hybrid 2WD: $45,810
2023 Toyota RAV4 GXL Hybrid AWD: $48,810
2023 Toyota RAV4 Cruiser 2WD: $48,910
2023 Toyota RAV4 XSE Hybrid 2WD: $48,910
2023 Toyota RAV4 Cruiser Hybrid 2WD: $51,410
2023 Toyota RAV4 XSE Hybrid AWD: $51,910
2023 Toyota RAV4 Cruiser Hybrid AWD: $54,410
2023 Toyota RAV4 Edge AWD: $56,230
2023 Toyota RAV4 Edge Hybrid AWD: $58,360
All prices exclude on-road costs.
Drivetrains
Petrol 2WD versions of the RAV4 are powered by a 2.0-litre naturally aspirated four-cylinder petrol engine developing 127kW of power and 203Nm of torque, driving the front wheels via a standard continuously variable transmission.
ZSE Hybrid
RAV4 2WD Hybrid models pair a 2.5-litre naturally aspirated petrol engine with an electric motor and battery pack, good for a system output of 160kW.
Opting for an AWD Hybrid adds an extra e-motor on the rear axle boosting maximum power to 163kW, and also adds a Trail mode which alters throttle, wheel braking and torque distribution to enhance traction on low-grip surfaces.
Finally, the Edge AWD petrol is the sole variant that offers the larger 2.5-litre naturally aspirated four-cylinder petrol engine teamed with an eight-speed auto and standard all-wheel drive, developing 152kW and 243Nm.
Efficiency
The 2024 Toyota RAV4 2.0-litre 2WD uses 6.0L/100km on the combined cycle, while the 2.5-litre petrol AWD uses 7.0L/100km.
The 2024 Toyota RAV4 2WD hybrid uses 4.7L/100km on the combined cycle, with the 2.5-litre AWD hybrid uses 4.8L/100km.
The petrol engine requires only 91RON regular unleaded fuel, while both engines have a 55L fuel tank.
Dimensions
The 2024 Toyota RAV4 measures 4600mm long, 1855mm wide, 1685mm tall with a 2690mm wheelbase.
The Toyota RAV4’s boot space measures 580L with the rear seats up and with a space-saver spare. A full-size spare is optional only in GX models.
Towing capacity varies. Braked towing capacity is 480kg in 2WD hybrid models, 800kg in 2.0-litre models, and 1500kg in AWD hybrid and 2.5-litre models.
Unbraked towing capacity is 750kg in all bar the 2WD hybrid models, where it’s 480kg.
Servicing and Warranty
The 2023 Toyota RAV4 is covered by a five-year, unlimited-kilometre warranty.
Toyota Australia also offers up to five years (60 months) or 75,000km of capped-price servicing, with intervals of 12 months/15,000km for the RAV4.
All RAV4 engine variants cost $260 per service for the first five visits under the capped-price servicing program.
Safety
The Toyota RAV4 wears a five-star ANCAP safety rating based on tests conducted by Euro NCAP in 2019.
It scored of 93 per cent for adult occupant protection, 89 per cent for child occupant protection, 85 per cent for vulnerable road user protection, and 83 per cent for safety assist.
The following safety features are standard across the range:
Autonomous emergency braking (AEB)
Pedestrian/daytime cyclist detection
Intersection Turn Assist
Adaptive cruise control
Blind-spot monitoring
Lane departure warning
Lane Tracing Assist
Rear cross-traffic alert
Reversing camera
Front and rear parking sensors
Traffic sign recognition
Trailer sway control
Emergency Steering Assist
Hill-start Assist Control
Seven airbags incl. front, front side, full length curtain and driver’s knee airbag.
A 360-degree camera is available on Cruiser and Edge models, while the Edge alone has active rear cross-traffic assist and low-speed reverse AEB.
Standard Equipment
2019 Toyota Rav 4 GX
The RAV4 GX comes standard with the following equipment:
Parabolic LED headlights with auto-levelling
Front LED fog lights
Automatic high-beam
Automatic headlights
Rain-sensing wipers
17-inch alloy wheels
Heated, power-folding exterior mirrors
8.0-inch touchscreen infotainment system
Satellite navigation
DAB+ radio
Wireless Apple CarPlay, Wired Android Auto
Six-speaker sound system
7.0-inch instrument cluster screen
60/40 split-fold rear seats and centre armrest
Dual-zone climate control (hybrid only)
Keyless start
Leatherette-wrapped steering wheel
Front/rear carpet mats
Space saver spare tyre
Electronic parking brake
LED interior lighting
LED daytime running lights
Rear mudflaps
Resin rear spoiler
Rear passenger air vents
2x front and 2x rear cup holders
3x front and 2x rear USB ports
12-month subscription to Connected Services
The RAV4 GX Hybrid removes:
Parabolic LED headlights with auto-leveling
and adds:
Projector LED headlamps
Optional full-size spare wheel
The GXL adds:
18-inch alloy wheels
‘Premium’ grille and bumper combo
Rear privacy glass
Leatherette-wrapped shifter
Auto-dimming rear-view mirror
Dual-zone climate control
Proximity entry
Wireless phone charging
Front mudflaps
Roof rails
Illuminated interior door switches
Two-level boot floor
Parabolic LED headlights with auto-levelling (petrol) or projector LED headlights (hybrid)
The hybrid-only XSE adds:
Black exterior accents
Black two-tone roof finish
18-inch alloy wheels in gloss black
Black headliner and pillar garnish
Leather-accented door trims
Ambient lighting (model-specific)
Softex ‘premium’ seat upholstery
Heated front seats
10-way power adjustment with lumbar support (driver)
12.3-inch digital instrument cluster
10.5-inch infotainment display
Power tailgate
Navigation with Toyota Connected Services subscription
Projector LED headlights
The RAV4 Cruiser petrol adds:
19-inch alloy wheels
Auto power-folding mirrors
Power sunroof
10-way power driver’s seat with memory
8-way power passenger seat
Heated and ventilated front seats
Leather upholstery
Ambient lighting
Nine-speaker JBL sound system
Surround-view camera
Digital rear-view mirror
The RAV4 Cruiser Hybrid adds:
18-inch alloy wheels
Projector LED headlights
The RAV4 Edge adds:
19-inch machine-faced alloy wheels
Model-specific exterior styling
Off-road mode selector dial
Hill descent control
Softex ‘premium’ upholstery
Rear cross-traffic assist
Unique Edge bumper and grille
Panoramic sunroof (optional for petrol model only)
Options:
Premium paint: $700
Full-size spare (GX Hybrid): $308
Panoramic sunroof (Edge AWD petrol): $1358
Colour
Toyota offers nine colour options for the 2023 RAV4. Glacier White and Jungle Khaki (only available on Edge) are no-cost options and all other colours carry a $700 premium.
Eclipse Black
Mineral Blue
Saturn Blue
Graphite
Atomic Rush
Silver Sky
Frosted White (not available on GX)
Glacier White
Jungle Khaki (only available on Edge)
MORE: Everything Toyota RAV4 MORE: Toyota RAV4 Hybrid review
There are more ways to keep yourself in nice cars than paying outright or taking out a secured loan. One increasingly talked-about method is the novated lease.
A novated lease is a three-way agreement between you, your employer, and a finance or leasing company that can significantly reduce your tax obligations.
It’s a form of salary sacrificing, whereby your new (or used) vehicle payments are deducted from your pay before the tax office takes its cut. This lowers your tax obligations.
While this technically means your employer is paying your lease before taking it back from you, it still allows 100 per cent personal use of the vehicle. This fact also means you should skirt paying GST because your employer can claim an input tax credit of up to $6191 before billing you.
Most novated leases you see advertised are fully maintained with a set lease period and a pre-determined expected annual mileage. This means payments are bundled with running costs such as insurance, servicing, fuelling or charging, tyres, and registration. It also means the costs are part of your salary sacrificed payments, boosting the tax benefit.
For many buyers who aren’t necessarily car enthusiasts keen on modifying their ride, this is ideal. A single payment at predictable intervals, with no surprise rego or insurance bills.
Enthusiasts can even modify their cars upfront and include the cost in the overall lease. That means you’re able to bundle your snorkel, bull bar, and tonneau cover into the total cost of a new ute, for example.
Say you earn $100,000 per year before tax. And say the annual payments over the fully maintained novated lease are $10,000 per year. This would reduce your taxable income to $90,000.
According to the ATO, a pre-tax salary of $100,000 will be taxed roughly $23,000, whereas a $90,000 salary will be taxed around $19,700. Making lease payments before tax is deducted reduces your obligations by $3300 per annum or $16,500 over a five-year lease period.
While five years is the period chosen in this example, generally novated lease providers let you opt for periods between one and five years. Once your lease is done, you’re able to keep the car and pay out the final value, roll into a new lease, or extend the terms of the existing lease.
There are some less obvious considerations of course. Because a novated lease is considered a fringe benefit, your employer needs to pay fringe-benefits tax (FBT), which it would generally pass onto you.
FBT is charged at 47 per cent, with the taxable value being 20 percent of the car’s cost.
But the good news is if you’re willing to buy an electric car or plug-in hybrid you need not worry about this, with the government having made these cars (and their running costs) exempt from FBT obligations in a bid to increase uptake, so long as they cost less than the luxury car tax threshold ($89,332).
Without going into all the numbers, this could save you much more money.
To give it some context, one novated leasing calculator we used said the monthly payments on a fully maintained Tesla Model 3 electric car from a $100,000 salary would be ballpark those on a low-grade Mazda CX-5 petrol.
The policy is clearly working as intended, with one major leasing company telling investors about half of its novated leases are now EVs or PHEVs, compared to market-wide sales uptake of 7.5 per cent.
“The perks improve when we talk about EVs because the Federal Government has made them exempt from FBT and GST as long as they are under the luxury car tax threshold – for EVs and PHEVs this is nearly $90,000 – there are lots of great EV and PHEV options available below that price point and many more coming to our shores over the next 12 months,” Mark Valana, manager vehicle sales at SmartLease told CarExpert.
“The government’s policy has made EVs substantially more affordable, and we see that reflected through an almost 40 per cent increase in people choosing EVs to cash in on these benefits.”
Now, we haven’t quite detailed all the costs yet. There’s a residual or balloon payment due at the end of the lease, which on a five-year lease is about 28 per cent of the vehicle price.
You can either pay this and keep the car, refinance the amount, or trade in the car and trade up into another lease.
You may also be wondering what happens if you leave your job, since a novated lease requires the cooperation of your employer.
Novated leases are transferable should your new employer be willing to take it on – perhaps bring this up in your job interview – or alternatively you can start making the lease payments directly without the salary packaging element.
Or you can just pay out the remaining lease obligations, the residual, and potentially exit fees.
So, should you consider a novated lease? The boring answer is, as ever, that we aren’t offering definitive financial advice and would encourage you to do your due diligence.
But no matter the car you want this can be a convenient way to procure it, especially if you add running costs into the salary sacrificing equation.
Where this sort of lease truly shines is if you’re keen on an EV or PHEV, because those FBT savings add up. Tax breaks are only useful if you use them!
Ever dreamt of a short-wheelbase (SWB) utility vehicle kitted out with a coil rear end and four-wheel disc brakes?
It might shock you to hear that it does exist but the reason why it exists will shock you even more! To find out the full story, we recently travelled to Bangkok, Thailand but more specifically, a little further south east and close to Rayong where the Ford Ranger is primarily produced.
Thailand is the ute capital of the world. Many popular utes like the Isuzu D-Max, Toyota HiLux, Mazda BT-50, Nissan Navara and Mitsubishi Triton are all made there alongside the Ford Ranger.
It’s no wonder we Aussies are so focussed on utes, given the rich history of the body style here.
It was back in 1932 when an Australian farmer wrote to Ford requesting a dual-purpose vehicle that could take her and her husband to church on Sunday and transport her pigs on a Monday. It took Ford two years to produce a solution. The Coupe Utility was designed by Lew Bandt and Henry Ford aptly nicknamed it the Kangaroo Chaser!
The demise of the Ford Falcon and Holden Commodore utes saw the further rise of dual-cab utes here, which has seen such demand that the two most popular vehicles (cars and SUVs included) sold within Australia are in fact the Toyota HiLux and the Ford Ranger.
But not everyone wants a ute, and as such manufacturers have developed a wide range of ute-based SUV variants such as the Toyota Fortuner (based on the HiLux), the Isuzu MU-X (based on the D-Max) and the Ford Everest (based on the Ranger).
The latter though, does bring us back to what this article is about and gives us a major clue to the existence of a SWB Ranger ute with an Everest third member (coiled and disc braked rear differential assembly).
So why is Thailand the ‘ute capital’ of the world? In 2005 the door was opened when Australia signed a free-trade agreement with Thailand. Team that with low wages and production costs, considerable local expertise in vehicle manufacturing, nearby suitable deep-water ports and economical and efficient shipping routes, and it is no wonder.
Thailand is also the perfect centralised location for shipping goods not only across Asia and Europe but also to the US, so it’s a no-brainer that many car manufacturers have set up production there.
Ford in particular has invested heavily into the local economy with well over 6000 employees in Thailand, spread across two factories. The company builds around half a million vehicles there per year and ships them to 130-odd countries. Obviously this all makes for far more profitable production.
Extremely astute local union members ensure that Thai staff are paid (and fed) well but if there’s a way to cut costs even more you can be assured that highly experienced vehicle manufacturers, like Ford, will find ways to do it, and that my friends is exactly why the SWB single-cab Ford Ranger does exist!
With local markets and manufacturing so entrenched and focussed on utility vehicles, there are special government levy reliefs and concessions applied to utility vehicle production in Thailand, but these discounts don’t get applied to your typical SUVs.
As such, the Ford Everest should be hit with extra charges, yet in a brilliant stroke by Ford, it escapes them!
What Ford is able to do, in a bizarre twist, is classify the Everest as a utility! It does this by producing a short run of vehicles that comprise an Everest chassis, engine and running gear, topped with a Ford Ranger single cab body, thus making the Ford Everest just a wagon body on a full utility chassis and running gear.
The result is an amazing SWB ute armed in the rear with a Watts link, coil suspension and solid differential, stopped by disc brakes. By basing the Everest off that utility platform, Ford avoids the higher tariffs associated with ‘non-ute’ vehicle production. Sounds crazy, but it’s true.
The example pictured here was spotted at VVP4X4, an amazing 4×4 accessories shop located south east of Bangkok and owned by the hugely well-liked and well-connected Mr Veerasak. He informed us the SWB single-cab Rangers typically sold for around a million Baht (A$42,814) less than the Ford Everest, making them very affordable.
Only a very limited number are made for each new version of the Everest though, typically the minimum required to satisfy the concessions.
While they aren’t so sought after in Thailand, they would prove popular in Australia, being more agile and comfortable. There is definitely an appeal there, as they look great and not everyone wants a dual-cab pickup with rougher-riding rear leaf suspension.
Sadly, there is no plan to export them and as mentioned above, the only reason they exist is to avoid the higher production levies in Thailand. There are Next Gen models around too but how amazing would one of these be as a Raptor?
So what do you think, would a SWB ute like this be functional in Australia? We think it would be and we are keen to hear what you have to say in the comments below.
If you read CarExpert, you’ll already know about our electric vs petrol road trip from Melbourne to Sydney.
Even if you aren’t a regular reader you’re probably aware of it; more than 2 million people have viewed a post about the drive on the 7NewsSydney page on Facebook.
Most of the feedback has been positive… but there’s also been a lot of negative comments, allegations of bias, and accusations of a sinister, anti-electric agenda from EV owners upset we’ve dared to question the supremacy of their zero (local) emissions cars.
MORE: 900km (560 mile) electric v petrol challenge: Same cars, same driving, which was cheaper?
This is pretty common.
Write anything negative about electric cars – or raise reasonable questions about how they work in scenarios that aren’t daily commuting, where you can charge at home – and an army of angry evangelists gets riled up on CarExpert.
Then, they take their anger to forums and Facebook pages where other acolytes stoke the flames by telling them how right they are, and how wrong anyone who questions electric vehicles is, and how great their cars are, and how it’s them against the world, and… you get the idea.
Don’t believe me? Here’s a snapshot of some of the comments on the CarExpert story about the road trip:
And here’s how it’s been handled in two prominent Facebook groups:
Diving into the comments on the 7News socials shows plenty of people using our test as evidence that yes, electric cars are dumb – which is also missing the point of the test.
Why is this opinion piece about the electric car evangelists, and not the luddites trying to talk electric technology down?
Because every time we write anything remotely negative about electric cars, the idea there’s some grand conspiracy at play is raised – and electric car owners feel the need to rabidly defend the technology.
There’s a couple of themes in the responses to our road trip. The first is the idea we don’t really get electric cars, and that owners charge at home so the road trip was irrelevant, or dumb, or a concerted attempt to undermine the electric future.
To that I’d say that we’re pretty damn experienced with electric cars at this point… and even though most Australians spend most of their time in town, there are plenty of people who need their cars to be able to deal with a long drive.
Right now, the small (but quickly growing) pool of people who’ve invested their hard-earned in an EV are willing to put up with a more convoluted drive route, or a more complex planning process before a road trip like the one we did.
But that’s not representative of how the average punter goes about things, and I can tell you right now it’s not something I’m willing to do before a road trip.
That’s why I couldn’t buy an electric car in 2024; it works for my run to and from work, but it won’t get me to the snow or surf and back (yes, this is a fixture in my life) without adding time, complexity, and risk relative to a petrol or diesel. Until that’s not the case, it’s internal combustion or bust.
It’s possible to believe that, and to appreciate electric cars on their merits though. That’s why I called the Tesla Model 3 an “an excellent mid-sized sedan. Full stop” when we first reviewed one at CarExpert.
The second argument is that even though owners do long road trips sometimes, using a very specific combination of charge locations, applications, friendly locals, and prevailing weather conditions, you could do the same drive for free. Most of these people also have a story about how they’ve done it themselves.
Again, good for you. You’re so clever! But the luxury of stopping for long periods of time isn’t one afforded to everyone, and the idea that it’s acceptable for trips to take meaningfully longer than they used to while you juice up using a destination plug just doesn’t cut it.
Yes, if the public infrastructure is working perfectly and there’s no-one using it the impost on your time is minimal. But it’s a massive if right now, as we’ve experienced at various points since CarExpert has been online.
These are things people need to know before spending their own money on an electric car, because spending at least $40,000 on a new vehicle that doesn’t work for you is annoying at best, and a huge financial mistake at worst.
All of this is a long-winded way to say electric car owners need to toughen up. The idea CarExpert (or any of our rivals) has a vested interest in stopping electric vehicles from taking hold is absolutely farcical.
Sales are growing rapidly in Australia, and the number of electric options has exploded since the start of 2022. If we were trying to pour cold water on EV sales, it’s certainly not working.
At this point, there’s no question the future is heavily electrified. Electric cars are mainstream now, rather than a four-wheeled substitute for a personality for nerds who love counting kilowatt hours and guffawing at anyone who buys a petrol car, and that means the lens through which they’re judged needs to change.
Some tests aren’t going to shine favourably on electric vehicles, and that’s okay. Finding flaws and working to improve the experience is crucial if it’s to get better.
Hyundai’s forthcoming three-row Ioniq 7 has been spied in traffic wearing body-hugging camouflage, giving us our clearest look yet at the flagship electric SUV.
As seen in images published on Korean site Bobae Dream, the relatively minimal amount of camouflage compared to previous test mules suggests the Ioniq 7 is nearly at the end of its testing regime.
The Ioniq 7 is set to go on sale in Australia during the second half of 2024.
Predictably, the minimal camouflage on the spied Ioniq 7 reveals a continuation of Hyundai’s two-tiered lighting design language, which pairs a horizontal daytime running light with vertical headlights.
The rest of the front of the vehicle appears quite squared-off, especially compared to the Kia EV9 behind it; the two large SUVs share their e-GMP underpinnings.
As with the 2021 Seven concept, which previewed the Ioniq 7, the production vehicle’s belt line rises sharply aft of the B-pillar.
The rear represents the largest departure from the concept as, like the transition from the Prophecy concept to the Ioniq 6 production vehicle, there’s been a significant redesign of the rear.
Instead of a completely glass tailgate lined with pixel-like LED lighting elements, there’s a more conventional tailgate and tail light setup.
A curved LED strip runs across the top of the rear window and flows into larger vertical tail lights.
With a 3200mm wheelbase, Hyundai says the interior of the Seven concept offers a “completely new dimension of space” with a tall roof and a flat floor.
Previous spy shots have shown the seats and door trims are very similar to those already offered in the Ioniq 5 and Ioniq 6 EVs.
As mentioned, the Ioniq 7 will share the E-GMP dedicated electric vehicle (EV) platform with not only the Kia EV9, but also vehicles like the Hyundai Ioniq 5 and Ioniq 6.
While the Seven concept had “more than 480km” of range, drivetrain specs remain undisclosed, but we can look to the EV9 for clues.
Previously spied prototypes
The base rear-wheel drive EV9 Air features a single-motor drivetrain, with a 160kW/350Nm power unit on the rear axle. The claimed 0-100km/h time is 8.2 seconds, while there’s a 76.1kWh lithium-ion battery providing a WLTP range of 443km.
Both the Earth and GT-Line get a dual-motor all-wheel drive drivetrain, with 141kW/350Nm electric motors mounted to each axle – system outputs are 283kW/700Nm. These AWD models score a Long Range battery with 99.8kWh of capacity granting them WLTP range of 512km.
All EV9s feature an 800V electrical system.
Hyundai Seven concept
Quoted acceleration times differ slightly for the AWD models, with the Earth claiming 6.0 seconds and the GT-Line cutting that to 5.3 seconds.
Prices start from $97,000 before on-road costs and stretch to $121,000 plus on-road costs for the Kia EV9. Therefore we can expect to see pricing for the Ioniq 7 to be in the same ballpark.
Hyundai is projecting 6000 sales of its Ioniq-branded electric vehicles for 2024, up from 3000 in 2023.
The Ioniq 7 will also form part of Hyundai Australia’s plans to offer an electrified option in all of its SUV segments by the end of next year, joining the Santa Fe Hybrid in the large SUV segment.
The first Hyundai Kona was early to the electric car party in Australia, launching before even the Tesla Model 3.
The new one arrives to a very different market. Electric car sales exploded in 2023, with a huge crowd of new models from upstarts and established players alike fighting for attention – so the new Kona needs to be good to stand out.
Hyundai is offering plenty of choice for 2024, and says the new Kona Electric is a more rounded, modern product than its predecessor.
It’s also a cheaper one, with prices dropping relative to the equivalent pre-update model despite packing more space, more kit, and more range.
Does the new Kona Electric have what it takes to give Tesla, BYD, and MG a bloody nose?
How does the Hyundai Kona fare vs its competitors?
View a detailed breakdown of the Hyundai Kona against similarly sized vehicles.
Hyundai
Kona
How much does the Hyundai Kona cost?
2024 Hyundai Kona Electric Standard Range: $54,000
2024 Hyundai Kona Electric Extended Range: $58,000
2024 Hyundai Kona Electric Premium Extended Range: $68,000
Prices exclude on-road costs
The Kona Electric faces off with a number of SUVs, featuring both electric and petrol power. To see how it shapes up, use our comparison tool.
What is the Hyundai Kona like on the inside?
The last Kona Electric was quite heavily differentiated from its petrol siblings with a futuristic, button-heavy dashboard.
The new one is, for all intents and purposes, identical to the petrol and hybrid. That’s a good thing; it’s a modern and spacious interior, which makes the cramped previous-generation car look very, very old.
Presentation is impressive across the range, and the fundamentals are solid. The front seats are comfortable on long hauls and offer a range of adjustment allowing tall or short drivers to get comfortable, while the view over the bonnet is more ‘shrunken Tucson‘ than ‘overgrown i30‘ as was previously the case.
Credit to Hyundai for sticking with physical buttons and dials for the climate controls and drive mode. It’s easy to flick into Sport, for example, or knock the temperature up by one degree without taking your eyes off the road, as should be the case.
Kona Electric
Kona Electric
Kona Electric Premium
Kona Electric Premium
The infotainment software is easy enough to use, and touches such as the move to put the shortcut buttons in the bottom right-hand corner of the screen instead of the top left make life easier in right-hand drive Australia.
We know wireless Apple CarPlay and Android Auto are coming with a software update, but for now cars with factory satellite navigation don’t have it. It remains a frustrating omission.
Hyundai’s digital dashboard is clean and functional, but it’s not particularly feature-rich relative to what you get in a Volkswagen Group product – you can’t have maps in your display, for example.
The flip side? There’s still lots of cheap, hard plastics, from the sides of the dashboard to the top of the doors. We called it out in the petrol, and it’s more pronounced here given the Electric is more expensive again – then again, I’d take hard plastics over some of the weirdness in the Kona’s rivals from China.
Unlike the base petrol, which gets a basic transmission tunnel with an old-school T-bar shifter, even the cheapest hybrid and electric models have a more upscale open centre console. It has acres of storage space, and looks suitably clean and modern.
There’s a meaningful step up in the move from base Kona to Premium, thanks to the leather seat trim and ambient lighting, along with a sunroof that makes the cabin feel more open and airy.
Rear seat space is miles better in this Kona than the last, starting with the wider-opening doors.
Adults don’t need to contort themselves to squeeze in anymore, which is a step forward, and once back there you get levels of legroom and headroom comparable to a Kia Seltos or BYD Atto 3.
The air vents and USB-C ports are family-friendly touches, and the broader rear bench will keeping warring kids at bay more effectively than before.
You even get a V2L three-pin outlet back there in the rear, allowing passengers to charge a laptop on the move.
The last Kona EV felt very compromised, with a higher floor than the petrol equivalent forcing passengers into an awkward knees-up position. The new model has more toe-room under the front seats, and won’t make long-legged passengers feel nearly as cramped.
ISOFIX on the outboard seats and a trio of top-tether points are present, as is a fold-down central armrest.
Claimed boot space is a claimed 407 litres (up 75L on the old car, down 132L on the petrol Kona), expanding to 1241 litres with the rear seats folded. There’s space for charging cables under the bonnet in a 27L storage space.
Rural buyers will also be happy to know there’s a space saver spare wheel beneath the boot floor, which is rare in electric cars.
What’s under the bonnet?
This is a rare example of a car with lower outputs than its predecessor.
Where the last Kona Electric had 395Nm of torque, the new one has 255Nm. Hyundai says that’s still more than enough, and the change was made to improve drivability.
Having lived with a previous-generation Kona Electric for a while, that’s no bad thing. It was prone to torque steer, and could never really put all that torque down without feeling a bit wild.
Model
Standard Range
Extended Range
Drivetrain
Single-motor electric
Single-motor electric
Battery
48.6kWh lithium-ion
64.8kWh lithium-ion
Power
99kW
150kW
Torque
255Nm
255Nm
Driven Wheels
Front-wheel drive
Front-wheel drive
Weight
N/A
N/A
Energy efficiency (as tested)
N/A
N/A
Claimed range
370km
444-505km
Max AC charge rate
10kW
10kW
Max DC charge rate
100kW
100kW
How does the Hyundai Kona drive?
The Kona Electric isn’t targeted at the sort of person who wants their electric car to feel like a spaceship. It’s remarkably unremarkable, with a flat learning curve for anyone hopping out of a petrol or diesel car.
Although its outputs are pretty low on paper, even the base Standard Range is a smooth and punchy car to drive at low speeds.
There’s no neck-snapping surge of acceleration, but the way it performs is more in keeping with the higher-end petrol 1.6-litre turbo than the base 2.0-litre engine at city speeds.
It’s a world away from the last Kona Electric, which was surprisingly fast but prone to torque steer – where the steering wheel tugs in your hands if you accelerate hard on uneven surfaces.
Regardless of which model you opt for, the heavier EV feels more relaxed and comfortable than the petrol and hybrid Kona. Its suspension is softer, which means it floats nicely over bumps in the city, and has a grown-up and luxurious feeling on the highway.
Throw in impressive suppression of road noise, and it’s a nice car to spend time in on the highway. With that said, we’d be looking at the more powerful Extended Range if you are doing more than urban commuting.
Not only does it have an extra 135km of range if you stick with the 17-inch wheels, it has a bit more power than the base model which makes it feel more relaxed when you put your foot down at highway speeds.
With the same amount of torque as the base car though, you don’t need to worry about torque steer at lower speeds even in the more expensive Extended Range.
Regardless of which model you opt for, Hyundai’s regenerative braking has been improved in the transition from the first- to the second-generation Kona Electric. It’s smoother to engage when you lift off at speed, and you’re now able to use Hyundai’s iPedal to avoid needing the brake pedal around town.
It’s silly that you still need to activate one-pedal driving every time you start the car though; the highest level it’ll default to still requires the driver puts their foot on the brake pedal to stop.
While we’re whinging… The adaptive cruise control does a good job maintaining a gap to the car in front, and the lane-keeping assist decisively nudges you back between the white lines if you stray.
Hyundai’s lane-centring system, which more actively controls the car’s position in the lane rather than intervening when you stray, is a bit too hands-on for my liking, though.
The driver attention monitoring is also prone to false positives, flashing when you actually are looking at the road… which makes you look away. More refinement is needed.
What do you get?
Kona Electric (Base) highlights:
17-inch alloy wheels
Space-saver spare wheel
Satin chrome belt line/roof spoiler garnish
Body-colour painted cladding
Heated exterior mirrors
MFR-type automatic LED headlights
Automatic high-beam
LED daytime running lights
LED combination tail lights
Rain-sensing window wipers
12.3-inch digital instrument cluster
12.3-inch touchscreen infotainment system
Over-the-air software update capability
Wired Apple CarPlay and Android Auto
Satellite navigation
6-speaker sound system
Wireless phone charger
Dual-zone climate control
Proximity entry and push-button start
Remote start
Leather-wrapped steering wheel
Shift-by-wire column-mounted gear selector
LED interior lighting
Auto-dimming rear-view mirror
Luggage net
Heat pump
Battery conditioning system
Interior V2L port
Premium cloth upholstery
Kona Electric Premium adds:
AEB in Reverse
Blind-Spot View Monitor
Surround-view camera
Front, side, rear parking sensors
Remote Smart Parking Assist
19-inch alloy wheels
Acoustic laminated windscreen
Solar control front door glass
Privacy rear glass
Sunrooof
Quad projector LED headlights
‘Seamless Horizon’ front parking light
LED indicators
Handsfree powered tailgate
Head-up display
Bose 8-speaker premium sound system
Ambient interior lighting
Heated steering wheel
Cloth knit headliner
Leather-appointed upholstery
10-way power driver’s seat with memory
8-way power front passenger’s seat
Premium relaxation front seats
Heated and ventilated front seats
Heated rear outboard seats
All Hyundai Kona Electric variants also come standard with a five-year subscription to Bluelink connected car services. Available functions include
Connected satellite navigation
Point of interest send to car (inc. charging station)
Voice control system
Remote climate control, charging and charging port
Charging schedule
Scheduled climate control
DC/AC charging limits
Energy consumption monitoring
Charging alarm
Distance-to-empty monitor
Charging status
Is the Hyundai Kona safe?
The new Kona recently received a four-star ANCAP safety rating, based on tests conducted by Euro NCAP.
It received 80 per cent for adult occupant protection, 83 per cent for child occupant protection, 64 per cent for vulnerable road user protection, and 60 per cent for safety assist.
To get a five-star rating overall, a car needs to receive scores of above 80 per cent in adult and child occupant protection and above 70 per cent for vulnerable road user protection and safety assist.
Standard safety features include:
7 airbags
Autonomous emergency braking (AEB)
Pedestrian detection
Cyclist detection
Motorcycle detection
Junction assist
Evasive steering assist
Blind-spot assist
Safe Exit Warning
Rear cross-traffic alert
Driver attention warning
Intelligent Speed Limit Assist
Lane keep assist
Lane Following Assist
Adaptive cruise control with stop and go
Rear occupant alert
Front, rear parking sensors
Tyre pressure monitoring
Kona Electric Premium adds:
Rear AEB
Blind-Spot View Monitor
Surround-view camera
Front, side and rear parking sensors
Remote Smart Parking Assist
How much does the Hyundai Kona cost to run?
The Hyundai Kona Electric is covered by a five-year, unlimited-kilometre warranty, while it’s high-voltage battery pack is covered by an eight-year, 160,000km warranty.
Logbook servicing is required every 24 months or 30,000km, whichever comes first. The first three services are also capped at $520.
CarExpert’s Take on the Hyundai Kona
The new Kona Electric fits neatly into Hyundai’s growing range of electric cars.
It’s not as out there as the bigger, more expensive Ioniq range, sitting neatly alongside the hybrid Kona as an option for someone who’s ready to go electric… but doesn’t need to shout quite so loudly about it.
The Extended Range base model in particular neatly balances price, range, and performance, undercutting a base Tesla Model Y by $7000.
We’ll need to put it side-by-side with its big rivals to find out where it stands, but the new Kona Electric makes a strong first impression.
Hyundai has given the Kona Electric the sporty N Line treatment for the first time ever.
For now the South Korean carmaker has only detailed the Kona Electric N Line for the UK and European markets, though Hyundai Australia has confirmed it will arrive locally later this year.
This is the first time every single powertrain option available for the Kona is offered with the sporty-looking N Line kit. Petrol and hybrid versions of the Kona N Line are already on sale locally.
In the UK, the Kona Electric N Line is available in two different trims – N Line and N Line S – and both are equipped with a 65kWh battery pack. This battery pack is available on Extended Range versions of the Kona Electric locally.
Standard equipment on the UK-specification Hyundai Kona Electric N Line include an EV N Line body kit which does without the aggressive rear spoiler of its combustion counterparts, 19-inch alloy wheels, gloss black side mirrors, metal pedals, black headliner and N Line seats with red contrast stitching.
The UK-spec Kona Electric N Line S receives the full-width Horizon Centre daytime running light and projector LED headlights, as well as Alcantara and leather-trimmed seats, a Bose sound system, and dual-zone climate control.
Optional extras on the Kona Electric N Line S also include an electric sunroof, digital key, premium relaxation front seats, Remote Smart Park Assist, heated charging door, Highway Driving Assist 2, and Forward Collision-Avoidance Assist 2.0.
At this stage Hyundai Australia hasn’t detailed the pricing and specification of the local Kona Electric N Line.
As recently reported, the core Hyundai Kona Electric range now opens at $54,000 before on-roads for the Standard Range model, which is $500 more affordable than the previous-generation entry-level equivalent.
This is despite the new-generation model having a 24 per cent larger lithium-ion battery pack (48.6kWh v 39.2kWh), and 21 per cent more range (370km v 305km).
There’s also the Kona Electric Extended Range which is available in Premium trim. The latter is priced from $68,000 before on-roads, which is $4000 more than the previous-generation flagship.
All new-generation Kona Electrics have a redesigned front-mounted electric motor which the company says has decreased torque ripple, resulting in smoother and more linear acceleration.
They also have a battery conditioning system and heat pump, as well as faster AC and DC charging speeds compared to the previous-generation model.
MORE: Everything Hyundai Kona MORE: Hyundai Kona N Line Hybrid review
Aston Martin will reveal its overhauled Vantage on February 12, 2024, and has teased the updated sports car in a pair of videos on its X (formerly Twitter) account.
One video shows a seat in the middle of a road with a voiceover by F1 driver Fernando Alonso. The video is captioned “Engineered by real drivers. 12.02.2024 Sit down, listen up”.
It’s hard to tell what clues Aston Martin is trying to give away but the seat could be a lightweight one used for a performance variant.
The second video raises more questions than answers. The video shows a Vantage that shares the same headlight design as the current model, however the rear fascia appears to be redesigned.
Previous spy photos showed us a new headlight design for the Vantage which could mean the video is a combination of the old and the new.
The tail lights continue to wrap around the sides of the vehicle, but have a new design.
The video also gives us a slight glimpse at the interior, with some green stitching on a perforated leather seat.
The Vantage may also get a new infotainment system as the DB11-replacing DB12 has done, which supports next-generation Apple CarPlay that can extend across multiple screens.
It’s unclear if the updated Vantage will feature any changes to its powertrain.
Currently it’s powered by a twin-turbocharged 4.0-litre V8 engine sourced from Mercedes-AMG, which produces 375kW of power and 685Nm of torque.
There have also been more powerful F1 Edition and V12 variants, the latter using Aston Martin’s twin-turbo 5.2-litre V12. The V12 won’t continue with the updated model.
In November 2023, chief creative officer Marek Reichman told Autocar the new Vantage will be styled like a “complete hooligan” and will lean heavily on the company’s Formula 1 expertise.
“We’ll see in our sports car and GT range much more breadth and separation between one end and the other, where today they’re quite similarly positioned. We’ll see a much broader operating range,” product and marketing strategy director Alex Long told Autocar.
Apple has added more drivers to its autonomous vehicle test program as it continues development of its long-awaited, top-secret first car.
According to macReports, the company has added 17 additional drivers to test its vehicles. A memo from the California Department of Motor Vehicles (DMV) claims Apple, as of January 5, 2024, has 162 drivers registered in its program.
It reportedly also recently added two additional vehicles to its fleet, bringing its total to 68.
Apple still has yet to publicly announce it’s developing a car, maintaining a shroud of secrecy over the project. The most recent update was that the car won’t debut until 2026.
The company is currently testing its autonomous vehicle software in vehicles such as the Lexus RX, though it reportedly has yet to apply for its driverless permit. All of its test fleet are operated by humans.
According to macReports, while some manufacturers’ programs have seen a lot of change over the years, Apple’s testing fleet has remained fairly steady aside from a reduction of drivers in July 2023.
It’s a small group of drivers testing autonomous driving technology, however, when compared with other companies.
As of January 5, 2024, California DMV records show Mercedes-Benz is testing 49 vehicles with 226 drivers, Tesla 14 vehicles with 59 drivers, driverless taxi service Waymo 371 vehicles with 664 drivers, and General Motors subsidiary 1015 vehicles with 281 drivers.
When looking at driverless testing programs, Waymo has 333 vehicles being tested. Cruise did have a driverless permit up until October 2023, when it was revoked after a collision with a pedestrian.
In addition to increasing the number of people testing its technology, Apple has also filed a patent in the US that may give us a preview of what its vehicle’s interior layout will look like.
The cabin appears to feature a four-seat configuration with the seats in the front row capable of swivelling around to allow the vehicle to serve as a “mobile office” or “living room”.
The patent outlined an airbag system that would deploy from underneath the seat in the event of an accident.
When the vehicle does eventually debut, Bloombergreports it’ll cost less than US$100k – but it won’t be fully autonomous as initially intended.
It will reportedly use batteries sourced from Japan, not China, and won’t be built by Hyundai.
Apple recently added ex-Lamborghini engineer Luigi Taraborrelli to the project.
The GT racing championship is set for major change as Perth based Arise Racing brings Ferrari factory backing to the category for the very first time in Australia as it unveils its new team for the 2024 Fanatec GT World Challenge Australia (GTWCA).
Backed by Perth billionaire Laurence Escalante (Virtual Gaming World’s founder and CEO), the Arise Racing GT team will race two Ferrari 296 GT3 cars with drivers set to be announced next month.
Given Escalante’s association with Ferrari extends to being one of the brand’s best customers locally and all the way to the top, with his sponsorship of the Ferrari Formula 1 team (via VGW,) the factory backing for the GT3 category is a deeper relationship that extends to more than just race cars, with the team set to become the exclusive distributor of Ferrari GT parts in Australia as well as facilitating the sale of Ferrari GT race cars to Australian customers.
Arise Racing already races in numerous other categories but its expansion into GT3 will be the first for the group and first entry from Western Australia.
“We couldn’t be more excited,” said Jordan Oon, Arise Racing GT’s team principal. “The GTWCA is a growing championship with a lot of upside in Australia, and to compete in the Ferrari 296 GT3 with a backer like LEE gives us a great platform to perform and hopefully Arise Racing delivers some strong results in 2024.”
Mr Escalante added: “having admired GT racing from afar, it’s a real thrill and unique opportunity to be launching a new team out of my home base of Perth racing Ferraris. Just like in business, motor racing – and all elite sports for that matter – is highly competitive, performance driven and requires teamwork, which is a super exciting challenge to be a part of with this team. I can’t wait to see what the team and our partners can achieve.”
The GT racing championship which will air on 7 Plus in 2024, is a Pro-am competition featuring high- performance sports cars from leading luxury manufacturers such as Audi, Mercedes-Benz and Porsche.
The category is jointly managed by SRO Motorsports Group and Australian Racing Group, and is one of just four official GT World Challenges globally alongside Europe, America and Asia. Brands competing in Australia score points towards the global GTWC manufacturers’ championship.
Seven West Media (owner of 7Plus) and Laurence Escalante are investors in CarExpert.com.au
The Volkswagen brand appears to be done with convertibles.
The brand’s last convertible, the T-Roc Cabriolet, will bow out next year – leaving Volkswagen’s range without an open-air option.
The convertible body style has continued to decline in popularity and the pool of affordable droptops in Europe has correspondingly gotten smaller.
Automotive News Europe reports the T-Roc was Europe’s third best-selling car from January to November 2023, with the T-Roc Cabriolet finishing second in the convertible sales race behind the Mini Convertible.
But while the T-Roc managed 191,015 registrations in 2023 over the 11-month period, just 11,693 of those were of the convertible model.
“There is only a really small customer group for cabrios,” said the Volkswagen brand’s development boss, Kai Grunitz.
ID.3 Cabrio sketch
There doesn’t appear to be any new Volkswagen convertible on the horizon.
The company released a sketch of a droptop ID.3 back in 2021, but while it said it was creating a concept of this, no such concept ended up being revealed.
Elsewhere in the Volkswagen Group, there’s still a handful of open-top models available, ranging from the Audi A5 all the way up to the Bentley Continental GTC. But others have been axed in recent times, including the Audi A3 and TT.
Before the SUV craze turned the tables in the sales race, Volkswagen offered convertible Golf and Beetle models.
The Golf range was previously Volkswagen’s best seller in Europe, but is now outsold by the T-Roc crossover, while the factory that produced the old Eos droptop now produces the T-Roc.
The T-Roc Cabriolet is part of an exclusive club of convertible crossover SUVs. Other notable attempts include the defunct Range Rover Evoque Convertible and Nissan Murano CrossCabriolet.
The next T-Roc, due in 2025, will not only ditch a folding roof option, it will also be the German brand’s last new combustion-powered vehicle in Europe.
It’s set to use the MQB Evo platform, along with the new Tiguan and Passat.
Before electric-only replacements for the T-Roc, Passat and Tiguan debut, however, there will be an EV-only Mk9 Golf.
Don’t expect to see Volkswagen walk away from its long-running nameplates, however.
“It’s clear that we will not be giving up iconic names like Golf, Tiguan and GTI, but will be transferring them to the electric world,” Volkswagen brand boss Thomas Schäfer told German publication Automobilwoche.
The Lexus RZ isn’t the quickest electric SUV in its class, but in limited edition F Sport Performance guise it may just be the most aggressively styled.
Lexus revealed the modified RZ at the Tokyo Auto Salon, and will produce just 100 units for the Japanese market.
It’s based on the RZ Sport Concept revealed at last year’s show, and Lexus says it features 17 special aero parts.
These include a carbon wing and a carbon tuning vane, the latter of which Lexus says uses aerodynamic technology employed in aircraft.
There are actually two rear wings, while the bonnet features a carbon bulge, large vents and a prominent carbon splitter juts out up front.
It rides on unique 21-inch aluminium wheels and is finished in a matte white/silver paint Lexus calls Hakugin – “inspired by the silent silver world of light and shadow”, in the company’s words – with various blue accents.
Underneath the racy exterior is revised suspension, with specially tuned coil springs and shock absorbers.
Inside the cabin, there are more blue accents on the dashboard and Ultrasuede-upholstered seats.
The F Sport Performance doesn’t pack any more power than the regular RZ 450e. There are still 150kW/266Nm and 80kW/169Nm rear electric motors powered by a 71.4kWh lithium-ion battery.
It’s priced at ¥11,800,000, or A$123,964, and will be available to Japanese customers through a lottery system.
The RZ 450e arrived in Australia in 2023. Available here exclusively with all-wheel drive, it’s priced from $121,675 before on-road costs.
The mid-sized luxury SUV is based on the same e-TNGA underpinnings as the more affordable Toyota bZ4X and Subaru Solterra.
The South Australian Royal Automobile Association has commenced a six-month trial to provide emergency electric vehicle (EV) charging in the Adelaide metro area.
The service is intended to provide EV owners with depleted batteries with enough charge to drive to their nearest charging station.
The Toyota HiAce patrol van will be based at RAA’s Mile End site and service any member within the metro area as needed. Previously EVs that ran out of charge would need to be towed to a charging station or the driver’s address.
The service is intended to reduce range anxiety for electric vehicle owners and new drivers looking to make the switch to electric vehicles.
It follows the introduction of similar services by the Royal Automobile Club of Queensland (RACQ), NRMA and Royal Automobile Club of Victoria (RACV).
“We know thousands of South Australians are thinking of making the switch to an EV and one of the main barriers is how and where they will charge,” said Mr Reade.
“From this week, South Australian EV drivers will have the confidence that if they do run out of charge on the road, we’ll be there to rescue them with our emergency mobile charging device.”
In addition to rolling out this new service, the RAA is adding an EV to its fleet: a Peugeot e-Partner. It’s also being trialled for a six-month period.
“This is a first and significant step for RAA in transitioning our patrol fleet to an all-electric one,” said RAA CEO Nick Reade.
Currently, the RAA’s patrol fleet accounts for around 80 per cent of its Scope 1 emissions (i.e. emissions coming sources owned by the organisation) and around seven per cent of its overall emissions.
The Peugeot E-Partner will be leased to the RAA through CarBon Leasing and Rentals.
“We’re pleased to join forces with RAA as they kick off their EV transition and break new ground for zero emissions vehicles in their fleet. This EV represents more than just a new vehicle; it’s a fantastic commitment to RAA members and the planet,” said CarBon CEO and founder Scott Gillespie.
Working with the state government, the RAA is rolling out a network of 140 EV charging sites across the state that’s expected to be completed by the end of 2024.
Construction has already commenced.
The charging network will offer 7kW, 150kW and 200kW charging stations on highways, in the CBD and suburbs as well as regional areas of South Australia.
According to the RAA, 6.8 per cent of vehicles sold in South Australia during 2023 were EVs, up from 2.7 per cent in 2022. It estimates there are around 7000 EVs on South Australian roads.
Everyone eventually reaches the point where they are shopping for a retirement car. Many describe it as their ‘last car’.
Some people do it when they hit their retirement day from full-time work, others do it at the first sign of significant health troubles, and others because they feel the need to downsize.
But getting old, or in reality just old(er), shouldn’t be an instant trigger for a car swap. If you have a car you love, and it does the job and owes you nothing, then why change?
That said, my parents bought their ‘last car’ when they retired, expecting it to carry them through to later life in a nursing home, while they were still in their late fifties. But there were five more cars before their time was done.
So choosing a car to take you through the twilight years is not easy. Unless you have the money for a Rolls-Royce Phantom, and a chauffeur as well, it’s going to be some sort of compromise.
The last car also needs to be like the last dance – special.
Reasons to switch
Looking for a ‘last car’ can be a morbid operation. It’s definitely going to be a challenge.
But downsizing, in size or price or both, can also be fun when you’re shopping for a car to tick your later-in-life boxes. Some people will even go for a selfish sports car to enjoy the best of their twilight times.
You could do as one particular 80-year old man did and buy an Alfa Romeo Giulia, joining the community of global Alfa fans known as the ‘Alfisti’ and handing off his Kia Cerato to his son.
A tight budget can mean some secondhand shopping for a lot of down-sizers, but it’s best to stretch the budget and turn a retirement car into a retirement gift.
Going new also eliminates many of the questions and worries, as well as providing the lovely ’new-car smell’ as a later-life highlight.
Even so, there are questions to be answered, and those answers will point to the best choice for the future.
Are you making a switch to save money? Is it because you are travelling less, and staying closer to home? Is it because you’re buying a caravan and heading off on The Big Trip around Australia? Are you looking for a greener solution, either hybrid or battery-electric?
Needs change and so do priorities, but even a retirement car could need space for youngsters – the grandchildren this time – or bicycles or pets.
How to downsize
Choosing the next move on a retirement car is about timing, price and size.
Don’t be rushed on any front – from disposing of a current car through to signing the paperwork for something new. Time is on your side. So, too, should be some expert assistance.
Look for a family member who knows about cars, someone who knows about finances, and perhaps even a relative or family friend who is interested in your current wheels.
A keyboard warrior, to do the inevitable online research and comparison work – looking at everything from cabin space and engine size to insurance and fuel economy – is a must.
Setting the parameters for the change are as simple as answering one basic question: what do you really need for a retirement car?
Most people will want something smaller and more fuel efficient, lots will be looking for a hybrid to cut running costs, and safety should be a high priority.
Then there is a high-rider driving position, to improve visibility and also make it easier to get in and out of a car. So list your needs and then leave some space for a bit of ‘wow factor’ to make buying a reward and not a punishment.
The right size
The easy answer for a retirement car is a compact SUV. Think of it as a small station wagon with extra ride height and easier access.
Everyone has one, from Alfa Romeo to Volkswagen and Volvo, but any easy starting point for comparison work are the Subaru Crosstrek and Forester. They are the closest in concept to an old-school wagon, driving most like a passenger car with the safety advantage of all-wheel drive for greasy or gravel roads.
But things – and pictures – can be deceiving.
The Toyota RAV4 is much bigger today than it was when it first arrived in Australia, catering to growing families, with the Corolla Cross filling its previous position.
Companies such as Hyundai and Kia and Mazda all have SUVs in various sizes, so it takes a trip to the showroom to do the ‘Goldilocks’ work on the right size.
The vast majority of family cars now sold in Australia are SUVs, but it’s important to consider other choices. Skoda has an excellent range of station wagons in addition to its SUVs and, although sub-$20,000 hatchbacks are all but dead in 2024, a city runabout can easily be a Kia Picanto or a Mini.
If you are going to travel, things become much more complicated.
Would it be easier and cheaper to have a city runabout at home and then rent a big four-wheel drive for your adventures? The fuel saving alone would be massive.
It’s best to focus the size questions on the day-to-day passengers, likely one or two people, but also remember there could be extra family members or friends at times. Or a lot of the time.
Safety first
Older people need more help with driving. So, safety is vitally important – but it means much more than the highly touted five-star score from the Australasian New-Car Safety Program.
It means a good view through the windscreen, camera help for parking, an easy-to-use dashboard set-up, and even something as basic as easy access to the boot.
Headlights, too, need to be bright for night driving.
It’s easy to overlook the basics and rely on ANCAP, and things are tougher for secondhand shoppers.
The best source of help is the used-car safety ratings compiled each year by Monash University’s Accident Research Centre. It gives star ratings for hundreds of cars, taking data from real-world crashes involving deaths and injuries.
Then it becomes vital to ensure the car is properly maintained, a job for a pre-purchase inspection by one of Australia’s state motoring bodies. It should identify any and all faults.
On the new-car front, safety first means putting yourself first.
A whole bunch of electronic driver aids sounds impressive, and will help with an ANCAP score, but they mean nothing if you cannot see all four corners of the car or if the headlights are dim.
It’s also important to feel safe. That means a comfortable driving position, a car that provides confidence when cornering or braking, and light controls which provide good feel and feedback.
Also, concentrate on a car which is the right size. It needs to be big enough to feel comfortable, but a suburban couple should avoid the temptations of a high-riding dual-cab ute.
Now a warning: if you’re coming from something old, every new car will feel great. So test drive, often if needed, until you find a car which works for you. Don’t be rushed or bullied, check all the facts and figures you can find, and get help.
It’s easy to be mesmerised by new technology, like 360-degree camera views around the car and head-up displays, but they’re no good if you’re busting your budget or the basics don’t feel right – for you.
The H point
In the car world, ‘H-point’ means the height off the ground for the driver’s hips.
If your hips meet the seat without stretching, up or down, it’s the right start for access and driving.
It’s the reason why so many older drivers want to sit up high, or struggle with access – either down into a sporty sedan or up into a LandCruiser-style off-roader.
It could also be a compromise for a couple, either because one has a health challenge or they are a mismatch on height.
So visit showrooms, climb in and out of cars, and don’t forget to try out the back seat too.
Just as importantly, look at access to the boot or – in the case of an SUV – the load height into the back end. You might also be thinking about a ramp for the dog or stowing a walker or wheelchair.
Everything is important, even the smallest details. Some SUVs have a grab handle to pull yourself into the cabin, but many do not.
Needs and wants
Changes in later life can be scary. Finances are vital, but so too are freedom and mobility, as well as removing the worry that is inevitable on an old ‘clunker’ that requires constant maintenance.
Think carefully, plan smart, and a retirement car can be your new best friend.
Starting on size, get the smallest car that works for you. Everything bigger will be more expensive, from the purchase price to fuel, and never forget about parking…
On the engine front, there is little point in getting a battery-electric car in 2024 if you intend to drive all over and around Australia. They only make sense if you have a comfortable budget and spend most of your driving time on short hops close to charging points.
A hybrid makes plenty of sense if you mostly travel close to home but need extra range and flexibility for occasional long-range runs.
Remember, too, that modern small-capacity turbocharged engines – which can seem feeble if you’re coming from a ‘big Aussie six’ – are actually both punchy and frugal. So a small engine can be a win-win.
If you want leather seats and a sunroof, and it won’t break the budget, get them.
If you need to prioritise the grandchildren, do it. Consider things like space for kiddie seats and USB ports for teenagers can be important. Proper air-conditioning, with rear vents – and, perhaps, individual controls – can never be overlooked.
Lists works and, like every new-car purchase, it’s vital to have everything settled before you head to a dealership.
The spend
The showroom sticker is important, but shouldn’t be the final decider.
You also need to consider running costs, fuel economy, the warranty, proximity of a dealership for service, and perhaps even the resale value for another ‘last car’.
You can actually save money if you’re smart in balancing needs against wants, by buying something smaller than you first chose.
A regular petrol car can also be more cost-efficient than a hybrid, if you look at fuel costs for minimal driving against the higher purchase price.
Then there’s insurance. And annual maintenance, which needs to consider the ‘capped-pricing servicing’ numbers for most major brands. These can vary enormously, and some brands also require six-monthly trips to the dealership when the industry standard is twelve.
It shouldn’t take a spreadsheet to crunch the numbers, but a list – once again – can make things simpler and provide quick-and-easy comparison figures.
Going forward
Visiting a dealership can be intimidating and tough. So never go alone, never be bullied, and always resist any pressure. Take your time, work through your checklist, and then move to some back-to-back test driving.
Some salespeople consider older buyers an easy target, so dodge and weave. Don’t just take the first car and the opening price – now COVID is done, new car demand is falling and buyers have more power than for the past three years.
Don’t be suckered, either, into unwanted extras – even if it’s just extra-cost floor mats. Many dealerships make their big profits from finance packages, ‘protection’ for paint and trim, and extended warranties – often locking you into servicing only at the dealership.
Read everything and ask lots of questions. Always push for a proper answer.
While you’re in the dealership, also ask to meet the service manager. Once you have the car, they are the first point of contact and you need to feel happy that you will be heard and helped once you drive away with your well-deserved retirement car.
The world’s biggest car company, Toyota, is not giving up on combustion engines.
It is renewing its commitment to piston power thanks to a directive from company chairman, and long-term ‘car guy’, Akio Toyoda.
He wants to protect millions of jobs in Japan and to also provide a range of choices for future car buyers.
“To all those who have made engines up until now, let’s continue to make engines,” Toyoda said at the Tokyo Auto Salon 2024 in Tokyo.
“Everyone’s help will continue to be needed. I will never let all the work you’ve all done so far go to waste.”
The Auto Salon is an annual showcase for fast cars and modified vehicles, which Toyota used to reveal an update to the production GR Yaris originally championed by Toyoda.
“Tokyo Auto Salon is a festival at which car lovers can surround themselves with cars and smiles. The smiles born here will lead to energising Japan’s automotive industry,” he said.
“Because we’re car lovers, we can build the future. My desire to enjoy cars makes me want to try various technologies. This is something that I’m serious about.”
He switched focus to the employees of Toyota and its giant network of supplier companies in Japan.
“Many of our 5.5 million colleagues make engine parts. These people support Japan and have the skills to make the Japan of tomorrow strong. We must never lose these people,” he said.
“However, there seem to be cases in which engine-related people cannot borrow money from a bank these days. That should not happen, and I want to do something about it.”
Toyoda continued by again highlighting his company’s multi-path plan for future mobility.
“How to climb the carbon neutrality mountain depends on the country and region. However, isn’t a desire for cars what we all need?,” he said.
“I found out that, overseas, we have many colleagues who have such a passionate desire.”
He then highlighted some of Toyota’s work to extend the life of combustion engines.
“Believing that battery electric vehicles do not represent the only way to achieve carbon neutrality, we have been working on hydrogen-engine initiatives since three years ago.
“Last year, we tried liquid hydrogen and drove a vehicle using it at Le Mans. Why put so much effort into such? It’s because we can’t build the future unless we do it with our colleagues.
“There is still a role for engines as a practical means of achieving carbon neutrality. So, let’s refine engine technology. Let’s start such a project.
“However, Toyota is a large company, so it might take much more time. I ask that you look forward to it.
“Like me, some people think ‘I love engines’ and ‘Their sounds and smells are irresistible’.
“Some people like battery EVs. Some say that now is the time for hybrids. And then there are plug-in hybrid vehicles and hydrogen.
“The motive force could be anything. There is always one truth. The only enemy is carbon,” Toyoda said.
The MG ZS continues to be offered as a one-variant range, with no specification or price changes for 2024.
The 2024 MG ZS Excite is priced from $23,990 drive-away. It was the most popular small SUV under $45,000 in Australia for 2023 – it’s worth noting the ZST and ZS EV ranges are included in this tally.
Customers who are looking for a turbocharged engine will have to upgrade to the related MG ZST, as the ZS only comes with a 1.5-litre naturally aspirated petrol engine.
The ZS misses out on the ZST’s safety suite which includes autonomous emergency braking, blind-spot monitoring, rear-cross traffic alert to name a few.
For 2023, MG Motor Australia sold 29,258 units of its ZS, ZST and ZS EV. The MG ZS range saw a 30.2 per cent increase in sales for 2023.
The 2024 MG ZS is powered by a naturally aspirated 1.5-litre four-cylinder petrol engine producing 84kW of power and 150Nm of torque.
It’s mated to a four-speed torque-converter automatic transmission driving the front wheels.
Efficiency
The 2024 MG ZS uses 7.1L/100km on the combined cycle, compared to 6.9L/100km for 1.5-litre ZST models with their CVT automatic. It has a 48L fuel tank.
Dimensions
The 2024 MG ZS measures 4314mm long, 1809mm including the mirrors, and 1644mm tall (1620mm excluding the roof rails). It rides a 2585mm wheelbase.
Boot space measures 359L up to the cargo cover. With the rear seats folded, this expands to 1166L measured up to the window line. The second row of seats fold down in a 60:40 split.
Servicing and Warranty
The 2024 MG ZS is covered by a seven-year, unlimited-kilometre warranty.
Servicing is required every 12 months or 10,000km, whichever comes first. MG offers seven-year capped price servicing under its Precise Price Servicing scheme.
The MG ZS’s first seven services are capped at $251, $298, $301, $359, $249, $350, $249.
Safety
The MG ZS has a four-star ANCAP safety rating, based on tests conducted in 2017.
It received a frontal offset score of 10.46 out of 16, a side impact score of 16 out of 16, and whiplash and pedestrian protection ratings of Good and Acceptable, respectively. The overall score was 31.46 out of 37.
There are no active safety technology like autonomous emergency braking available, though a full suite of active safety and driver assist features is standard on the ZST.
Standard safety equipment includes:
6 airbags
Reversing camera
Rear parking sensors
Hill launch assist
Emergency brake assist
Active cornering brake control
3 x top tether points, 2 x ISOFIX points
Standard Equipment
ZS Excite highlights:
8.0-inch touchscreen infotainment system
Wired Apple CarPlay
6-speaker sound system
Cruise control
Leatherette upholstery
Height-adjustable steering wheel
Leather-wrapped steering wheel
Synthetic leather trim on doors and shifter
Tyre pressure monitoring
17-inch alloy wheels
Front and rear fog lights
Halogen headlights with manual height adjustment
LED daytime running lights
Automatic headlights
1 x USB port
Analogue speedometer, rev counter
LED daytime running lights
Halogen headlights
Manual driver’s seat height adjustment
Colours
Dover White and Pebble Black are no-cost options, with the following metallic finishes a $700 option:
BMW’s iconic Munich production plant will manufacture only electric cars from the end of 2027.
The brand will use the plant to produce its Neue Klasse sedan in 2026, before transforming into the first plant within BMW’s network to solely produce electric cars.
“We are investing € 650 million (AU$1 billion) here and will produce exclusively all-electric vehicles in our parent plant from the end of 2027,” said Milan Nedeljković, member of the board of management of BMW AG, production.
“Last year alone, six all-electric models went into production. At the same time, we also set a production record, proving that we are simultaneously able to both deliver and shape the future in our production network.”
According to Peter Weber, director of BMW Group Plant Munich, the factory is currently responsible for producing around 1000 vehicles per day.
As of today, it’s undergoing construction at large sites in preparation for Neue Klasse in 2026 – and beyond.
The Munich plant has already seen electrified models come off its production line including the first plug-in hybrid models of the BMW 3 Series in 2015. The plant later started all-electric vehicle production with the i4 in 2021.
Currently, the plant manufacture the 3 Series (including Touring, plug-in hybrids, and M3). The 4 Series Gran Coupe and i4 also continue to be manufactured in Munich.
The plant has been producing combustion-powered models since 1951 with the launch of the BMW 501. Engines are no longer manufactured in Munich, with production moved to Britain and Austria.
1200 employees from the plant who previously worked in engine production have been trained for different projects in Munich or taken up employment at other BMW locations in preparation for its electric vehicle takeover.
Outside of Munich, BMW will produce Neue Klasse vehicles in its Debrecen, Hungary plant before extending across to Shenyang, China, and San Luis Potosí, Mexico.
The first-generation Volkswagen Amarok was consistently more popular as a turbo-diesel V6, and that hasn’t changed with the new generation that arrived here in 2023.
Volkswagen Australia introduced the second-generation model – closely related to the Ford Ranger – with not only a new V6, but also single- and bi-turbo diesel fours and a turbo-petrol four.
Despite a wide range of engines, however, the V6 is still accounting for around 70 per cent of sales.
The mid-range Style trim, available with either the bi-turbo four or V6 diesels, is accounting for around half of all Amarok sales, and we’ve put it to the test with the less popular four to see if it’s really worth ponying up the extra money for the larger engine.
WATCH: Paul’s video review of the Amarok Aventura TDI600
Regardless of what’s under the bonnet, the Amarok is a classy-looking ute, inside and out. Where the Ranger has clear design links with the F-150, the Amarok’s crisp lines give it a familial resemblance to Volkswagen’s passenger cars – well, perhaps not the brand’s most recent, more curvaceous models.
The Style is a little less fleet-spec in appearance than the cheaper Core and Life variants with its 18-inch alloy wheels and stainless steel sports bar, and goes up against the likes of the mid-range Ford Ranger Sport and top-spec Isuzu D-Max X-Terrain.
How does the Volkswagen Amarok fare vs its competitors?
View a detailed breakdown of the Volkswagen Amarok against similarly sized vehicles.
Volkswagen
Amarok
How much does the Volkswagen Amarok cost?
The Amarok TDI500 Style is now priced from $69,740 before on-road costs, or $4000 cheaper than the TDI600 Style which features the V6 – $2750 more than the MY23 range, which is now in runout with drive-away offers.
Until March 31, 2024, you can get the MY23 Volkswagen Amarok TDI500 Style for $68,990 drive-away, representing thousands in savings over a new MY24 order. The only spec change is it receives a trailer brake controller as standard, which complements the standard tow bar and range-wide 3.5-tonne braked towing capacity.
That puts it up against the aforementioned D-Max X-Terrain ($67,500), Mazda BT-50 SP ($68,510) and Ranger Sport ($65,890), the latter of which uses the same engine. You can, however, get a Ranger XLT with the turbo-diesel V6 for $67,590 before on-roads. Tempting…
Volkswagen has given the Amarok a more attractive interior than its Ranger cousin, but usability has suffered in the process.
There are no cupholders on either side of the dash as can be found in the Ranger, for example, while those in the centre console are awkwardly sized and placed and a nuisance to use. Gone, too, is the Ranger’s clever slot that can fit a McDonald’s fries container.
The Ranger cleverly has both climate controls on the touchscreen plus physical buttons and knobs just beneath it, but Volkswagen has discarded the latter for a row of less useful toggle switches.
Finally, the Ranger’s clever bumper side step at the rear, which allows for easier access to the tub, doesn’t exist on the Amarok.
The design is more upscale in the Amarok, however; with a crisp, angular design, an attractive two-tone brown/black colourway, subtle ambient lighting, metal-look highlight trim, and a soft-touch dash top.
Add some more soft-touch surfaces to, for example, the sides of the centre console and this interior would look entirely appropriate in a circa-$70,000 SUV; soft-touch trim doesn’t seem to be as high a priority in utes at this price point.
The steering wheel is a classic Volkswagen item, which feels nice and has logically designed and placed switchgear.
Volkswagen has taken the Ranger’s in-car technology but given it its own look, which makes the Amarok blend in more neatly with other models from the brand. Just don’t go expecting a Digital Cockpit with full-screen map views in the instrument cluster.
While that would be a nice inclusion, the interfaces are attractive and easy to navigate. The touchscreen is responsive, and we had no issues with wireless Android Auto dropping out.
Not only that, the wireless phone charger was remarkably reliable too, and you can easily see your phone. This is particularly noteworthy as, in my experience, wireless phone chargers are constantly dropping out of charge mode, and many fail to hold your phone in place securely.
The Amarok also has the same camera technology as the Ranger, which means crisp, high-resolution views that are among the best in the segment.
We just wish there were redundant, physical climate controls like in the Ranger. The shortcuts on the screen are always viewable, while a physical toggle switch will take you to a screen displaying some of the climate functions, but this setup isn’t as intuitive.
While the Ranger offers FordPass connectivity, allowing you to do things like remotely unlock and start the vehicle or check the trailer lights using a smartphone app, there’s no corresponding app for the Amarok.
Storage is average, with door-mounted bottle holders a bit awkwardly sized, a centre console bin that could be larger, and a second glove box that doesn’t really add much.
The front seats are comfortable, with a good amount of bolstering to keep you in place. Even on some long drives, I never felt uncomfortable though one passenger said they could be slightly wider.
Step into the back and there’s sufficient room in every direction. A carload of us, measuring between 172 and 182cm tall, went on a long road trip and there were no complaints about rear seat comfort.
There’s plenty of knee room back there, too, with the seatbacks scooped out to maximise space.
Like many utes, there are two ISOFIX and two top-tether anchor points for child seats. While there are air vents, a fold-down centre armrest and a 12V outlet, there’s disappointingly no USB outlets back here.
The lined tub is illuminated, and there are six logically located tie-down points plus a 12V outlet. As with the first-generation Amarok, you can fit a Euro pallet between the wheel arches. The tub measures 1544mm long and 1224mm wide.
What’s under the bonnet?
The Amarok TDI500 Style is powered by a 2.0-litre bi-turbo four-cylinder diesel with 154kW of power and 500Nm of torque.
It’s mated with a 10-speed automatic transmission and a part-time four-wheel drive system with selectable low- and high-range gearing. Opting for the V6 brings an extra 30kW and 100Nm, plus a full-time four-wheel drive system.
Over the course of a week with the Amarok, with plenty of highway driving courtesy of a trip up to Victoria’s High Country, we averaged 8.2L/100km. The official combined cycle claim is 7.2L/100km, 1.2L/100km less than the V6.
Payload is 1009kg, gross vehicle mass is 3280kg, and unbraked and braked towing capacity figures are 750kg and 3500kg, respectively.
Wading depth is 800mm, ground clearance is 235mm, and approach, departure and breakover angles are 30, 25.6 and 22 degrees, respectively.
How does the Volkswagen Amarok drive?
The turbo-diesel V6 and turbo-petrol four-cylinder engines available in more expensive Amaroks are crackers, but don’t go thinking the four-cylinder oiler is a poor relation.
It might be less powerful, but there’s still plenty of grunt on tap, sent through a smooth-shifting transmission.
You’ll rarely feel the need to shift gears manually, but if you do you may bemoan the absence of paddle shifters. Instead, gears are shifted via awkward plus/minus buttons on the side of the shifter, which aren’t as pleasant to use – particularly when you’re driving in the mountains.
The Amarok approaches SUV levels of ride comfort, which is impressive for a dual-cab ute riding on rear leaf springs.
It feels more settled with people in the back or a load in the tub, sure, but the rear doesn’t skip around as much as other utes when unladen and impacts are absorbed nicely. The Amarok feels planted, with good body control.
The steering also feels decidedly un-ute-like, being nice and progressive with a meaty weighting. The Amarok is confidence-inspiring to pilot, though in tighter turns there’s no getting around how long and tall the vehicle is.
Turbo-diesel engines can make a racket, but refinement in the Amarok is impressive with little diesel rattle, a smoothly calibrated automatic stop/start system, and overall levels of noise, vibration and harshness more akin to an SUV than a ute.
It’s also particularly quiet at highway speeds, with virtually no wind noise, and tyre roar is kept to a minimum even on coarse-chip surfaces.
The Amarok shines on the highway thanks to its well-calibrated suite of driver assist aids, including its adaptive cruise control and lane-keep assist.
The traffic sign recognition system proved to be one of the most accurate I’ve experienced, never misreading signs and even displaying an ‘!’ if it’s a time-specific speed limit, and the speed limit assist system allows you to easily change the vehicle speed.
Volkswagen has also included a speed limiter function in addition to the adaptive cruise control.
When the sun goes down, it’s the matrix LED headlights’ time to shine. Illumination is crisp and bright, with high-beam functionality that doesn’t dazzle oncoming motorists – ideal, given how many times we’ve probably all been blinded by utes with their high-beams on.
What do you get?
Amarok Core highlights:
Exterior
17-inch alloy wheels
Front disc, rear drum brakes
Locking rear differential
Electric folding side mirrors
Side steps
Mud flaps
2 x front tow hooks
Steel underbody protection
Plastic fuel tank protection
Tow bar
12-pin trailer plug
Black side mirrors, door handles
Manually locking tailgate
6 x tie-down points in tub
Exterior tie-down rails
Cargo box LED lighting
Automatic LED headlights
Rain-sensing window wipers
Automatic high-beam
Halogen tail lights
Interior
8.0-inch digital instrument cluster
10.1-inch touchscreen infotainment system
4-speaker sound system
Apple CarPlay, Android Auto (wired, wireless)
DAB+ digital radio
Wireless charger
Single-zone air-conditioning
Auto-dimming rear-view mirror
Plastic steering wheel
Vinyl flooring
Grey headliner
Fabric upholstery
6-way manual driver seat
4-way manual front passenger seat
Amarok Life adds:
Rear disc brakes
LED front fog lights
Body colour side mirrors and door handles
Heated, power-folding side mirrors with puddle lamps
Locking wheel nuts
Tailgate lift assist
Power tailgate lock
Privacy glass
6-speaker sound system
E-shifter
Electric park brake
Leather steering wheel
Carpet flooring
Eight-way manual front seats
Amarok Style adds:
18-inch alloy wheels
Chrome side mirrors and door handles
Plastic tub liner
Stainless steel sports bar
12V socket in tub
LED matrix headlights
LED tail lights
12.3-inch digital instrument cluster
12.0-inch touchscreen infotainment system
Dual-zone climate control
Rear air vents
Insulated windshield
Keyless entry and push-button start
Alarm system
Leather-look dashboard and door inserts
ArtVelour microfibre upholstery
Heated front seats
10-way electric driver’s seat
Surround-view camera
Park Assist
The pricier Aventura and Panamericana bring additional equipment, including leather upholstery and a Harman Kardon sound system.
Is the Volkswagen Amarok safe?
The Volkswagen Amarok was awarded a five-star ANCAP safety rating against the 2020-2022 testing protocols.
This result was drawn from testing of the closely related Ford Ranger, with additional frontal offset and side impact tests conducted on the Amarok by Euro NCAP, which has harmonised testing protocols with ANCAP.
The Amarok scored 86 per cent for adult occupant protection, 93 per cent for child occupant protection, 74 per cent for vulnerable road user protection, and 83 per cent for safety assist.
Standard safety equipment includes:
9 airbags
Autonomous emergency braking
Pedestrian detection
Cyclist detection
Lane-keep assist
Swerve Steer assist
Adaptive cruise control
Intelligent Speed Limiter
Speed sign recognition
Reversing camera
Front, rear parking sensors
Tyre pressure monitoring
Amarok Life adds:
Blind-spot monitoring
Rear cross-traffic alert
Adaptive cruise control with stop/go
Amarok Style adds:
How much does the Volkswagen Amarok cost to run?
The Amarok is backed by a five-year, unlimited-kilometre warranty.
Volkswagen offers five years of capped-price servicing, with intervals of 12 months or 15,000km. These services are priced at $329, $329, $414, $329 and $400, respectively.
Ford offers only four years of capped-price servicing, and each of these are capped at $379 for MY24 vehicles. They were previously capped at $329.
CarExpert’s Take on the Volkswagen Amarok
We may enjoy the turbo-petrol and the V6 turbo-diesel engines available in the Amarok, but the bi-turbo four is hardly a poor relation.
It’s thriftier than both, yet still has plenty of grunt and refinement. All the other Amarok’s strong suits also remain present, including attractive styling inside and out, a comfortable ride, nicely tuned steering, and class-competitive towing and hauling capability.
The Amarok isn’t cheap, and the Ranger has the more usable interior, but its refined appearance and demeanour make it one of the most desirable utes in its segment.
Evie, one of Australia’s largest electric vehicle (EV) charging providers, is increasing pricing across its network.
From January 18, 2024, the cost to charge using one of its plugs will increase by up to 42 per cent.
Its 22kW chargers have seen the greatest price increase, from 35c to 50c per kWh.
Its 50kW fast chargers now cost 58c per kWh to use, up from 50c, while its 150kW super-fast charger price has risen from 60c per kWh to 68c.
Finally, its 350kW ultra-fast chargers now cost 73c per kWh, up from 65c.
Evie says that with the updated pricing, a typical charging session – which it defines as 25kWh of energy delivered – will cost approximately $2 more.
It says the price increases have been “driven by [its] commitment to investing in a top-notch, reliable and expansive charging network across the country”.
In the past 12 months, it has added 100 new sites. It now has over 200 sites nationwide, with chargers in every state and territory, and plans to grow its network further.
It has also made it easier to use its chargers by starting a trial of a new Tap & Go payment option, wherein customers can pay for their session with either a credit or debit card – though they’ll pay slightly more per kWh for the convenience.
Evie is initially testing this new payment option at five sites across New South Wales, Queensland and Victoria.
The company hasn’t confirmed new post-January 18 Tap & Go rates.
The petrol-powered Peugeot 508 range is done and dusted, and if you want one of these glorious looking semi-premium French midsize models from now on, you’re going to have to be okay with it being a plug-in hybrid…
You’re also going to have to be okay with it being more than $80,000 – at least when it comes to the list pricing. While it does look a million bucks, it shouldn’t cost as much as its list price, in this writer’s opinion.
I’ll run you through what’s good about the new GT PHEV version of the Peugeot 508, and what I wish was more competitive – hint, the price!
How does the Peugeot 508 fare vs its competitors?
View a detailed breakdown of the Peugeot 508 against similarly sized vehicles.
Peugeot
508
How much does the Peugeot 508 cost?
2024 Peugeot 508 pricing:
Peugeot 508 GT PHEV Fastback: $81,610
Peugeot 508 GT PHEV Sportswagon: $82,915
If you’re wondering, those new figures mean the PHEV version represents a $17K increase over the discontinued 508 petrol line-up.
So, it’s really pushing Peugeot from a more mainstream price point up towards a new level. However, with luxury brands having also shifted their products up in price in recent years, there are surprisingly few rivals to the 508 PHEV, at least when it comes to on-price comparisons.
You’d be bang-on if you’re thinking the Peugeot 508 is pretty close to the Audi A4 (Sedan from $68,900, or Avant wagon from $82,400), but Audi’s mid-sizer doesn’t offer plug-in capability.
The Genesis G70 (Sedan from $81,000 or Shooting Brake wagon from $88,000) are also rivals you might want to think about; although, they don’t have PHEV tech either.
In fact, the only other PHEVs that sit around this price are the Alfa Romeo Tonale Veloce PHEV (from $78,500 MSRP), Mitsubishi Outlander PHEV (from $57,290 MSRP), and the Mazda CX-60 P50e PHEV (from $72,900).
There are no other PHEV sedans or wagons at this price level; although, Peugeot offers the 308 hatchback in PHEV at $64,990. Enough about the rivals it doesn’t have… let’s cover off why you still might want to consider this thing.
What is the Peugeot 508 like on the inside?
There are elements of the interior finish which do have a seriously high-end feel.
For example, the quilted leather seats with beautiful stitching and the carbon-look trimming across the dashboard all help make the general presentation and vibe of this cabin quite special.
Some of the materials aren’t as high-end as they probably should be for this kind of money, and you’ll find evidence of those cut-price plastics around where your knees are, and also between the seats and on the door cards. At least inside the door pockets there are small sections of lining.
As is the case with all Peugeot models, the layout of the cabin is not going to be to everyone’s tastes.
The steering wheel and the i-Cockpit design is still divisive. Personally, I’m sold on it, but the fact that the instrument cluster is perched on top of the dashboard, and you look over the steering wheel (ideally) when you are trying to set up your driving position, means that it is a different kind of feel to some other cars out there – tell me if you like it in the comments.
As for the controls, there are some elements which are a little bit unconventional. The cruise control being a stalk off the edge of the steering column for instance, and the steering wheel buttons aren’t necessarily laid out how you might think they should be arranged.
Nor is the media system ideal. There are some controls that are manually adjustable, with triggers for music, air-con, sat nav, car settings, phone and electric modes, and there’s also a volume knob. Plus there’s another array of buttons down below for seat heating, re-circulation, and air-con off.
But you don’t get the more usable features like a dial or buttons for fan speed or temperature controls – which you still have to do through the screen itself. It’s not unusual in this day and age, but it’s still not as easy as it could be, especially if you’re like me and love to fiddle with the temp and fan speed.
And while you do have Apple CarPlay and Android Auto available, they take up a tiny portion of the screen. There are home buttons on the side to border the smartphone mirroring display, but those side arrays still take multiple touches in order for you to be able to adjust things like the temperature and fan speed.
Storage includes a section below the gear selector, there’s another cubby next to the shifter, you’ve got cupholders between the seats (a decent size, too, which is nice for a French car), and there’s a covered centre console bin as well. Plus those door pockets, which can fit a larger bottle.
Backseat space is fine. With the driver’s seat positioned in a comfortable spot for my 182cm/6’0” frame, my knees were almost touching the seat ahead, but head room is good in this wagon model (not as good in the Fastback) and shoulder space is okay. Just be aware there are quite tall sills on this car, so getting in and out can be a trip hazard for those with bigger feet, too.
Three across will be a bit of a squeeze, but I love the fact there are zippers for the ISOFIX points, and you get three top-tethers as well.
Amenities include directional air vents, a couple of USB ports, mesh pockets on the seatbacks, and decent size bottle holders in the doors, plus a flip-down armrest with a couple of cupholders, as well as a ski port. Overall, it’s a pretty accommodating space.
The 300V battery pack is hidden under the second-row seats, meaning that boot capacity remains unchanged between the existing petrol wagon and the new PHEV wagon. There’s 530 litres of cargo capacity on offer with the rear seats up, and 1780L when they’re folded – for reference, the 508 Fastback offers 487L-1537L.
There are tie-down hooks to secure your load, and the boot is easily large enough to fit a pram and shopping bags with room to spare.
What’s under the bonnet?
The Peugeot 508 PHEV models still make use of a 1.6-litre turbocharged petrol engine with outputs stated at 133kW and 300Nm.
The ICE combines with an 81kW/320Nm electric motor which is integrated into the eight-speed automatic transmission. The 508 is front-wheel drive.
System outputs are quoted at 165kW and 360Nm, meaning you’re not getting a heap more power than if you’d gone with the petrol version of the Pug (still with 165kW, but with 300Nm).
The PHEV system works with a 11.8kWh lithium-ion battery pack, and the WLTP-certified electric range is listed at 55km. I’ll cover off what I achieved in the driving portion below.
The official combined-cycle fuel consumption figure is 1.5L per 100km, but remember – that requires you to start with a fully charged battery, and you’ll never get that as an average if you keep driving beyond the first 100km.
For those who need to know, the CO2 emissions rating is a very low 34.2g/100km. The 508 PHEV have a 3.7kW onboard charging system, allowing charging from an AC charger in approximately 3.5 hours from 0-100 per cent.
How does the Peugeot 508 drive?
First, let’s consider the drive modes you have available:
Electric: When sufficiently charged, this is the default mode for Peugeot plug-in hybrid electric vehicles.
Hybrid: Hybrid mode allows the driver to utilise the most efficient combination of electric or internal combustion engine depending on driving style and the type of road during the journey.
Sport: This takes full advantage of maximum engine torque. Sport mode allows the driver to combine the power of both engines to enjoy a dynamic driving experience with firmer suspension and firmer electric power steering.
Comfort: Comfort mode combines all the benefits of Hybrid mode with the additional comfort of electronically controlled active suspension.
Now, for my time in this Peugeot, I selected Electric mode to try and see if I could eke out 55km of EV driving range, per the WLTP claim. And you know what? I beat that. And I did it easily.
After a full charge, I drove it over a mix of some slight urban driving and then on the motorway towards the city, and by the time the battery had depleted and the petrol engine finally kicked into life, I’d covered 66km. That’s 20 per cent better than the claim!
I also wanted to see what kind of average that would make for when it came to covering “worst-case scenario” situations where you use all the battery, then just run it as a hybrid. In this instance – across 191km – the car was showing a fuel use figure of 3.1 litres per 100km.
That shows the Peugeot 508 PHEV could be a terrific choice for someone who can make this car work for their lifestyle. Like, if you live a 25km commute from work, you could feasibly get there and home on EV alone, and if you ever needed to go further afield, there’s good real-world fuel economy on your side.
Plus – as an added bonus – this is a really nice thing to drive!
That’s been the case since the Peugeot 508 first came out. It is a very pleasant and enjoyable driving experience. There’s refinement and comfort on offer in this car, which does help it live up to its lofty price tag.
Indeed, the refinement levels and the usability of the powertrain, in combination with quietness and a very comfortable ride, make for a fantastic commuter and highway cruiser.
The powertrain is pretty plush in the way that it operates too, with the electric motor allowing for smooth – but not ridiculously urgent – progress from a standstill when the car is running in Electric mode.
Because the electric motor is integrated into the transmission, you do feel that it does have some kind of shift action noticeable when you are accelerating, and while that might seem strange it is smooth enough to make for an easy drive experience.
Of course, if you wish you can run the vehicle in Hybrid drive mode, which does make for a marginally more clunky experience between the powertrain components. Although the petrol engine is not necessarily gruff, the transition between electric and petrol isn’t exactly seamless.
And then there’s the Sport mode, which will allow you to make use of the battery pack and the petrol motor in order to get as much grunt as possible. And it is pretty fast in that situation (0-100km/h in 8.3s); although, it isn’t necessarily a sporty vehicle to drive.
The thing I love about this car is the level of comfort, which is exceptional. It has a beautiful ride, and while the steering (wheel position and directness) might not be to everyone’s tastes, I like the way that it feels because it’s nimble and doesn’t feel like you’re driving a big family wagon.
There’s not much steering feel, but it’s very easy to drive this car in urban and open-road situations.
There’s also not too much noise intrusion to contend with, and it does feel like a properly premium experience. Dare I say it, even a luxury drive experience. Certainly helps justify the asking price…
Just a shame that Peugeot still hasn’t fitted a ‘proper’ surround-view camera system to this car – instead, it still makes do with a 180-degree view that is; honestly, almost worse than if it were just a reversing camera.
What do you get?
508 GT Plug-in Hybrid highlights:
18-inch alloy wheels (with tyre repair kit)
LED headlights with auto high-beam
LED daytime running lights
LED tail-lights
Auto lights and wipers
Keyless entry
Push-button start
Parking sensors front, rear
Semi-autonomous park assist
180-degree reversing camera with top-down view
Configurable 12.3-inch digital instrument cluster
Wireless phone charging
4 x USB sockets (2 x front, 2 x rear)
Multi-function leather steering wheel
“Aikinite” copper stitching
Nappa leather seat trim with ‘Aikinite’ copper top-stitch
Heated front seats with multi-point massage function
Electric 8-way driver’s seat incl. memory (two positions)
Electric 8-way front passenger seat
Rear armrest incl. ski flap, two cupholders
Dual-zone climate control incl. allergen, dust and pollen filter
Rear centre console ventilation system
myPEUGEOT app (downloadable from app store)
10-inch touchscreen media system
Apple CarPlay, Android Auto
3D Satellite Navigation
Bluetooth connectivity
FM/DAB radio
Focal premium 10-speaker sound system
Voice recognition
Mode 2 cable for vehicle battery charging with storage bag
‘Hybrid’ badging ,rear
Is the Peugeot 508 safe?
The Peugeot 508 still rocks a 2018 five-star ANCAP safety rating, based on tests carried out by Euro NCAP.
It scored 96 per cent for adult occupant protection, 87 per cent for child occupant protection, 71 per cent for vulnerable road user protection and 76 per cent for safety assist.
Standard safety features include:
AEB with Pedestrian, Cyclist detection
Lane departure warning
Lane-keep assist
Blind-spot assist
Adaptive cruise control with stop/go
Highway Positioning Assist (lane centring)
Auto high-beam
Driver attention warning
Speed sign recognition
Reversing camera with 180-degree view
Front, rear parking sensors
There haven’t been any spec changes for the current-gen version, but the facelifted model due in 2024 may change that.
How much does the Peugeot 508 cost to run?
Peugeot backs the 508 with a five-year, unlimited kilometre warranty, and there’s an eight-year traction battery warranty too.
The brand offers prepaid service packages, with the service intervals pegged at 12 months/20,000km. The three-year/60,000km service pack is $1200, while the five-year/100,000km package is a $2100 consideration.
All Peugeot models sold in Australia come with five years of roadside assistance included.
CarExpert’s Take on the Peugeot 508
I can totally see the appeal in the Peugeot 508 Sportswagon PHEV, which to me is one of the nicest cars I’ve driven in the past year.
It’s a lovely vehicle to live with, and while the price is higher than I think it ought to be, for the right buyer there’s undeniably a lot of value on offer here – especially if you can make your life fit within the plug-in hybrid powertrain’s parameters.
I’d have one in a heartbeat. But I wouldn’t spend more than $80K to get it.
Nissan Australia is recalling 4337 examples of the Navara ute due to the provided jack not meeting safety standards.
This recall affects D23-generation Navara examples produced from 2021 to 2023 that have been fettled by local engineering firm Premcar.
“The jack provided with the vehicle does not meet the Australian Consumer Product Safety Standard and may fail to lift the front axle high enough to change the tyres,” said the company in its recall notice.
“There is no safety hazard and the defect will not affect the performance of the vehicle.”
The company says if you own an affected vehicle you’ll need to contact your local Nissan dealer for instructions on what to do to resolve the issue.
If you have further questions you can contact Nissan Australia on 1800 035 035.
The Ford F-Series range of pickup trucks is the top selling vehicle in the US for the 42nd straight year, once again seeing off competition from Chevrolet and Ram.
In 2023, Ford sold 750,789 F-Series models, up 14.8 per cent from the year before. The Blue Oval unfortunately didn’t break out figures for the all-electric Lightning or the hybrid variants, but claims they were the best-selling electric and hybrid pickups last year.
As with previous years, the other podium positions were filled by Ford’s direct rivals. In second was the Chevrolet Silverado (up 6.6 per cent to 555,148), while third was the Ram pickup line (down 5.0 per cent to 444,927).
Chevrolet Silverado
GMC Sierra
Although the Ford brand can boast having the number one full-size pickup line, GM can claim to have best-selling range of full-size pickups, as its GMC marque sold 295,738 Sierras (up 22.5 per cent). Combined, their 850,886 tally bests the F-Series by over 100,000 sales.
While the pair have distinct exterior styling — and the Sierra can boast a few extra features, including multi-piece tailgate, carbon-fibre bed, and more luxurious trim — the two are mechanically identical.
Top 10
The Toyota RAV4 (up 18.6 per cent to 434,943) and Honda CR-V (up 51.8 per cent to 361,457) round out the top five, for now. We’re still waiting on figures from a few manufacturers, including Tesla.
Based on current numbers we expect the Model Y to come in somewhere between 375,000 and 390,000, meaning it should edge the CR-V out of fifth place.
Given sales in earlier months, the Model 3 will probably sell between 225,000 to 235,000 units. Should our guess be correct, the only sedan in the top 10 will be the Toyota Camry (down 1.5 per cent to 290,649).
Chrysler Pacifica
Rounding out predicted top 10 are the Nissan Rogue/X-Trail (up 45.6 per cent to 271,458), and the Jeep Grand Cherokee (up 9.5 per cent to 244,597).
Lurking just outside the top tier is the country’s top mid-size ute, the Toyota Tacoma (up 8.8 per cent to 234,768). Further down the list is America’s number one van, the Ford Transit (up 29.8 per cent to 129,009), and the best-selling people mover, the Chrysler Pacifica (up 22.4 per cent to 120,665).
The Ford Mustang (up 11.8 per cent to 53,159) was the nation’s top two-door model, and it also outsold its name crossover, the Mustang Mach-E (up 3.3 per cent to 40,771).
Manufacturer rankings
General Motors kept it overall sales crown, with sales up 13.7 per cent to 2,580,459.
The other podium spots were unchanged, with Toyota up 9.3 per cent to 2,209,190, and Ford up 7.3 per cent to 1,985,482.
Honda Accord
Buoyed by strong increases across the board, the Hyundai Motor Group, which includes Kia and Genesis, surged 13.5 per cent to 1,647,772, pushing it past Stellantis, which was down 1.4 per cent to 1,525,434.
Although it didn’t gain a place, Honda saw a big 32.4 per cent jump in sales to 1,302,246 on the back of similarly large rises for the CR-V, Accord and Civic.
In 2023, BMW pushed past Mercedes-Benz – at least where cars and SUVs are concerned – while Lexus and Volvo had record years and Tesla outsold them all.
Here, we look at the luxury brands on sale in Australia and how they performed in 2023. Note, VFACTS figures are based on customers taking delivery of a vehicle, not simply ordering one.
We’ve omitted ultra-luxury brands like Bentley and Rolls-Royce for brevity, but we’ve included Tesla for context – even if it’s arguably not a luxury brand.
Tesla: 46,116 sales
You may argue Tesla doesn’t belong here, given its Model 3 and Model Y have base prices that undercut not only rivals from luxury brands but even those from mass-market brands. Nevertheless, we’ve included it for context.
Tesla sales were up 135.4 per cent over 2022 despite having only two models: the Model Y, Australia’s best-selling electric vehicle (EV) in 2023; and the Model 3.
Sales of the Model 3 were up 59.5 per cent year over year, but the Model Y was up by a whopping 230 per cent.
Not only did Tesla outsell every other brand on this list, it was Australia’s eighth best-selling brand overall, overtaking the likes of Subaru, Volkswagen and Nissan.
BMW: 26,184 sales
BMW beat out Mercedes-Benz, but with an asterisk attached.
The three-pointed star brand still sold more vehicles overall if you lump in sales from both its passenger car and commercial vehicle divisions.
Strip away Vito cargo vans and the like, however, and the Bavarian brand edged past.
Sales were up 15.4 per cent, with its best-selling vehicles being the X1 (4644 sales, up 91.5 per cent), X3 (4002 sales, down 12 per cent), X5 (3682 sales, up 18.4 per cent) and 3 Series (3147 sales, up 11.7 per cent).
Like the related X3, X4 sales declined (775 sales, down 13 per cent) while some of BMW’s sportier models didn’t do as well like the 4 Series (858 sales, down 14.3 per cent) and 4 Series Gran Coupe (805 sales, down 6.2 per cent).
The latter two’s electric sibling, however, had a good year. BMW sold 353 i4s, up 70.5 per cent.
Mercedes-Benz: 24,315 sales
Mercedes-Benz sold 24,315 vehicles, while Mercedes-Benz Vans sold 4538 vehicles.
The Vans division includes not only load-haulers like the Vito, but also plush people movers like the V-Class, but the bulk of its sales was of the Sprinter van (3113 units, up 15.9 per cent).
Mercedes-Benz Cars was down 9.3 per cent year over year, with double-digit declines for several key models.
The GLC was its best-seller with 3631 sales, down 16 per cent, though the related GLC Coupe managed to grow sales by 17.5 per cent to 1799 units.
The C-Class sat in second with 2625 sales, down 26.4 per cent, followed by the GLE (2535 sales, down 18 per cent). Again, the coupe SUV version of the GLE posted an increase (809 sales, up 3.6 per cent).
Mercedes-Benz’s most affordable model, the A-Class, was also down. The brand sold 2392 examples, a decrease of 15.8 per cent.
There were few bright spots. EQB sales were up massively (783 sales, an increase of 455.3 per cent), while the outgoing E-Class posted an increase in its twilight months (421 sales, up 21.3 per cent).
Audi: 19,039 sales
Audi sales were up 29.2 per cent year over year, despite a drop in sales for its top seller, the Q3. Audi shifted 4457 examples, a decrease of 11.7 per cent that saw it fall further behind its Volvo XC40 rival.
But apart from drops for the fairly low-volume A6 and A7, it was otherwise a rosy picture at Audi.
The Q5 was its second-best seller (4210 sales, up 31.2 per cent), followed by the A3 (3319 sales, up 57.3 per cent) which came remarkably close to matching the Volkswagen Golf in sales – there was a difference of just 273 units.
Intriguingly, some Audi models saw spikes in popularity despite being at the end of their lifecycles. These include the A4 (863 sales, up 61.3 per cent), A5 (178 sales, up 17.1 per cent) and A5 Sportback (572 sales, up 47.8 per cent).
Lexus: 15,192 sales
Lexus is kicking goals, with sales up 114.3 per cent. That’s a new record for the brand, eclipsing its previous best of 9612 sales in 2019.
This was fuelled by stronger supply, with wait times slashed for key models. That includes the NX 350h, which went from wait times of beyond 24 months to just 4-6 months.
60.4 per cent of all Lexus sales in 2023 were of hybrid, plug-in hybrid or electric models, the first year these powertrains have accounted for the majority of sales.
Lexus sold a total of 8377 hybrid vehicles, plus 415 plug-in hybrids and just 378 EVs.
The NX overtook the Audi Q5 to become the second best-selling vehicle in the Medium SUV over $60,000 segment, behind only the dominant Tesla Model Y. Lexus sold 6875 examples, 3417 of which were hybrid or plug-in hybrid variants.
The RX was the brand’s second-best seller, with 2743 units, an increase of 102.9 per cent. It was followed by the UX (2468 sales, up 110.8 per cent) and ES (1727 sales, up 107.8 per cent and an all-time record for that nameplate).
Excluding discontinued vehicles, only the flagship LS sedan was down with just 20 examples sold compared with 21 in 2022.
Volvo: 11,128 sales
Volvo is another brand that set a sales record, with sales up 3.9 per cent compared with its record-setting 2022 performance.
A total of 3949 of these sales were of electric models, accounting for 35 per cent of its total volume. The brand plans to go electric-only in Australia from 2026 ahead of a global switch to an EV-only line-up in 2030.
The XC40 was Volvo’s best seller and the best-selling vehicle in its segment with 5837 sales, up 14 per cent.
It was followed by the XC60 (2542 sales, down 26.6 per cent), XC90 (1299 sales, up 3.3 per cent) and C40 (1103 sales, up 124.6 per cent).
Volvo’s cars continue to be its worst sellers. Volvo sold just 152 examples of its S60 sedan (down 31.5 per cent), though V60 Cross Country wagon sales ticked up slightly (195 sales, up 21.9 per cent).
Land Rover: 8425 sales
Land Rover sales increased by 93.8 per cent, buoyed by a stronger performance from its top-selling Defender and Range Rover Sport.
The Defender was up 137 per cent to 3846 sales, while the Range Rover Sport was up 144.9 per cent to 2224 sales.
Land Rover has been prioritising its more expensive models, and this is reflected in the sales figures. The flagship Range Rover was up 436.1 per cent to 713 sales, while even the oft-overlooked Discovery had a huge increase of 319.7 per cent to 533 sales.
But the company’s entry-level models were down. Land Rover sold just 176 Discovery Sports, down 67.9 per cent, and 419 Range Rover Evoques, down 39.2 per cent.
Porsche: 6052 sales
Porsche sales were up 7.9 per cent, with the Macan remaining by far its best seller.
The German brand sold 2925 examples of the crossover, an increase of 6.9 per cent. It’s set to be replaced by an electric model in 2024.
Two other Porsches set to be replaced by electric models, the Boxster and Cayman, also posted increases. Porsche sold 136 Boxsters, up 44.7 per cent, and 282 Caymans, up 77.4 per cent.
The more expensive 911 outsold them both (558 sales, up 2 per cent), while the Cayenne Coupe (847 sales, up 17.2 per cent) overtook the Cayenne (699 sales, down 18.5 per cent).
Porsche currently has only one EV in the Taycan, and it also posted an increase. Sales were up 24.4 per cent year over year to 535 units.
Genesis: 1916 sales
Korea’s only luxury brand saw an 84.4 per cent increase in sales, continuing an upward trajectory for the brand that arrived here in 2019. It nearly outsold Alfa Romeo, Maserati and Jaguar combined.
The GV70 was its best seller with 1190 units, up 138.8 per cent. It was followed by the GV80 (403 sales, up 60.6 per cent) and electric-only GV60 (191 sales, up 67.5 per cent).
Genesis’ passenger car line-up was down. It sold just 81 G70 sedans and wagons (down 13.8 per cent) and 51 G80 sedans (down 37 per cent).
Alfa Romeo: 716 sales
The new Tonale helped increase Alfa Romeo’s sales by 25.4 per cent year over year, with 365 examples of the new small crossover being delivered.
It outsold both the Giulia (184 sales, down 35.9 per cent) and Stelvio (167 sales, down 41 per cent) combined.
Maserati: 638 sales
Maserati sales were up 7.4 per cent, and like its fellow Stellantis brand Alfa Romeo this was fuelled by a new, more affordable entry point to the range.
The Grecale accounted for 494 of the brand’s sales, which saw it outsell the rest of the line-up combined. Once the favourite children, the Levante SUV and Ghibli sedan were down considerably – the Levante by 79.1 per cent to 91 units, the Ghibli by 75.2 per cent to just 29 units.
Maserati sold just 3 Quattroporte sedans, compared with 10 in 2022. That made it the least popular vehicle in its segment.
Jaguar: 581 sales
Jaguar sales were down as the brand waits out the clock on the entire current line-up ahead of a repositioning mid-decade as a more exclusive marque with a new, smaller line-up.
Its entry-level E-Pace was down 71.3 per cent to just 75 units, making it the worst-selling vehicle in its segment.
The results were rosier for other Jaguars. The F-Pace was up 13.9 per cent to 360 units, while all bar the XF and aforementioned E-Pace saw increases.
The sharpest was the 52.2 per cent improvement in I-Pace sales, if from a low base – Jaguar still sold only 35 of the slinky electric crossover. The F-Type also enjoyed a late-life bump of 46.9 per cent, with 47 of the brand’s last petrol-powered sports car sold.
MORE: VFACTS 2023: All-time Australian sales record, Ford Ranger tops charts
Need proof the automotive world is going electric? Look at the new BMW 5 Series.
At one point, you could buy a 5 Series with four, six, and eight-cylinder power in Australia; now there’s only one petrol engine on offer, and it’s the price leader rather than a powerful hero car for the range.
The days of big sedan buyers demanding big engines are clearly long gone if you ask BMW.
As price leaders go though, the four-cylinder 5 Series is not what you’d call cheap.
WATCH: Paul’s video review of the 520i and i5 eDrive40
The outgoing 520i was less than $110,000 before on-road costs and options, while now it’s knocking on the door of $115,000 before on-roads.
BMW says the price hike is offset by the new 5er’s significantly more modern interior, and its bolder exterior which is close to 7 Series-sized. We hopped behind the wheel to find out if that’s true.
How does the BMW 5 Series fare vs its competitors?
View a detailed breakdown of the BMW 5 Series against similarly sized vehicles.
BMW
5 Series
How much does the BMW 5 Series cost?
2024 BMW 520i: $114,900
2024 BWW i5 eDrive40: $155,900
2024 BMW i5 M60 xDrive: $215,900
All prices are before on-road costs.
The BMW 5 Series goes head-to-head with a number of big German and Korean sedans in Australia. To see how it stacks up, use our comparison tool.
What is the BMW 5 Series like on the inside?
Wow. This might be a base model, but it’s an absolute showstopper.
From the materials to the technology, it feels as though every element in the cabin has been designed to surprise and delight. It doesn’t go quite as far as the 7 Series, but the coloured backlighting flowing like water through the crystal dashboard trim is stunning at night.
It’s not even remotely subtle, but it’s all so confidently executed it’s hard not to fall in love. Mercedes-Benz used to be the king of showroom appeal; BMW has taken that mantle with its latest cars.
The 5er is more than just a pretty face. The driving position is exceptional, with acres of adjustment for all shapes and sizes, and the chubby steering wheel is as beautiful to hold as it is to behold.
BMW has made a conscious effort to improve its screen technology of late, and it’s paid off.
The curved setup rolling out across the range, including in this 5er, has rich graphics and responds quickly to inputs from the touchscreen, a rotary controller on the transmission tunnel, or Hey BMW voice prompts.
Work has also gone into making it simpler to use than at launch, where we complained about the menus, sub-menus, and sub-sub-menus standing in the way of what used to be basic tasks. It’s easier to turn on the heated seats, for example, but adjusting the fan speed is still a multi-step job.
At least wireless Apple CarPlay looks great on the big screen, and the wireless charger at the base of the dashboard holds a modern smartphone securely in place.
The rear seats are every bit as well thought out as the fronts. The door opening is broad enough to make loading in kids relatively simple, and both head and legroom are excellent by class standards.
There’s a considerable transmission tunnel hump in the floor, which impedes on foot room for anyone sitting in the middle seat, but the left and right foot wells are nice and deep. Air vents, USB-C ports, and a fold-down central armrest all feature, although there are no pockets in the seat backs for devices or maps.
The rear bench folds 40/20/40 to free up more space for long items, and there’s a pair of ISOFIX points to match the trio of top tethers for child seats.
Boot space is a claimed 520 litres with the rear seats in place, and the boot lid opening itself is nice and wide. That makes it easier to load in bulky boxes or awkward items than in some rival sedans.
BMW is working on a wagon version of the 5er as well, which will no doubt have even more space.
What’s under the bonnet?
Model
BMW 520i
Engine
2.0-litre turbocharged four-cylinder petrol
Power
153kW
Torque
330Nm
Transmission
8-speed automatic
Driven Wheels
Rear-wheel drive
Weight
1725kg (kerb)
Fuel economy (claimed)
6.8L/100km
Fuel economy (as tested)
7.4L/100km
Fuel tank
60 litres
Octane rating
95 RON
How does the BMW 5 Series drive?
Like the bigger 7 Series, the 5 Series is incredibly refined. There are no vibrations in the cabin, and you can barely hear the engine on a cold start.
That theme carries on through the entire 520i experience. This is the ultimate cruising machine, with some of the best noise suppression for any large sedan we’ve ever driven, and is an impressively comfortable ride over pimply city streets.
The 2.0-litre engine packs a decent punch at city speeds, ably aided by a smooth 48V mild-hybrid system. As you coast to a stop it turns off the engine without any juddering or stuttering, and it fires so smoothly you need to be looking at the rev counter to know what’s actually going on.
Ask for more than a cruise; though, and you’re aware this is a small engine hauling a 1700kg luxury sedan. Flatten the accelerator and you can hear it working hard as it revs towards redline, but there’s not much of a shove in the back or a particularly impressive surge to the horizon.
The amount of performance on offer is perfectly adequate, but if you’ve been raised on a steady diet of inline-six and V8 powered large luxury cars, it’s going to feel undercooked.
BMW has always offered entry-level engines in its big cars, but this time around there’s no bigger, more powerful option on hand with petrol, diesel, or even plug-in hybrid power. If you want more grunt your options are all electric, which is a shame, but perhaps a sign of the times.
Despite its size, the 5er is an easy car to drive in tight spaces. Visibility over the long bonnet is decent, and the cameras mean there’s no excuse for scraping wheels or bumpers. Even without rear-wheel steering the turning circle is acceptable for a car this size; although, the system fitted to the i5 line-up makes it more like a 3 Series to park.
Where the 5 Series is most at home is on the highway, where it just cruises along effortlessly – even if you need a bit of a run-up for overtakes on undivided stretches.
There’s barely any wind or road noise, the engine is able to hum away above idle, and the ride is excellent at 100km/h. It’d be every bit as comfortable at 200km/h no doubt, but there’s not really anywhere you can do that in Australia.
The assistance features all work beautifully. The adaptive cruise control smoothly maintains a gap to the car in front, the lane-keep only intervenes when it really needs to, and the blind-spot monitor doesn’t jump at shadows.
It’s a shame BMW has made it harder to fiddle with those driver assists, though. Want to change the following distance on your adaptive cruise control? You need to dive into the touchscreen for that, rather than just using the buttons on the steering wheel that have been blanked out as part of the update.
What do you get?
520i highlights:
19-inch M alloy wheels
Adaptive LED headlights
Remote start
Panoramic glass roof
Power boot-lid
BMW Iconic Glow illuminated grille
M Sport package
Comfort Access (keyless entry and start)
12.3-inch digital instrument cluster
14.9-inch touchscreen infotainment system with BMW Operating System 8.5
Ventilated front seats (520i and i5 eDrive40 only)
Front comfort seats
BMW CraftedClarity Glass application (520i and i5 eDrive40 only)
Heated rear seats
Four-zone climate control (520i and i5 eDrive40 only)
There are also a range of optional alloy wheels that can be chosen, as well as upholsteries and interior trims.
Is the BMW 5 Series safe?
The BMW 5 Series wears a five-star ANCAP safety rating based on testing carried out in 2023.
It scored 89 per cent for adult occupant protection, 87 per cent for child occupant protection, 86 per cent for vulnerable road user protection, and 81 per cent for safety assist.
Standard safety equipment includes:
Autonomous emergency braking
Front and rear cross traffic alert
Driving Assistant Professional
Lane-keep assist
Adaptive cruise control with stop/go
Parking Assistant Professional
Semi-autonomous parking assist
Front and rear parking sensors
Surround-view camera
Tyre pressure monitoring
How much does the BMW 5 Series cost to run?
The BMW 5 Series is backed by a five-year, unlimited-kilometre warranty like the broader line-up.
Maintenance is required every 12 months or 20,000 kilometres. A five-year service package will set you back $2400 if you pay upfront.
CarExpert’s Take on the BMW 5 Series
The new 5 Series is another confident, luxurious BMW. The brand has found its mojo again.
It looks great on the outside, and packs a thoroughly modern interior that wouldn’t be out of place in a 7 Series.
If you’re a hire car driver, the 520i is frugal and refined – and if you’re a traditionalist not willing to make the leap into the SUV world, it presents as an interesting alternative. But the move to offer a four-cylinder petrol base model and a pair of electric options leaves a gap BMW Australia really should think about filling.
Luxury is about more than just big screens and fancy ambient lighting. Traditionally in cars like the 5 Series, it’s about having a surfeit of performance, and the ability to go anywhere.
The new line-up takes that away. You can go anywhere in the 520i, but you’ll have to put up with an engine that feels adequate and nothing more.
You can have a surfeit of performance in the electric range, but if you want to load up the family and go on a properly long drive you’re at the mercy of Australia’s growing but often unreliable public charging network.
The base 520i is so lovely, it’s a shame there will be no 530i or 540i sitting above it to build on those strengths.
Isuzu Ute Australia sold more vehicles here in 2023 than in any year, sitting in the top 10 and offering one of the three best-selling vehicles in our market.
It sold 45,341 vehicles in 2023, up 28.4 per cent year over year. It was Australia’s 10th best-selling brand, beating out the likes of Volkswagen and Nissan despite having only two vehicles to sell.
It had 3.7 per cent share of the Australian new car market, which swelled to a grand total of 1,216,780 new passenger and commercial vehicle sales.
Not only was 2023 Isuzu Ute Australia’s best year, but it was also the best year of sales for both of its two models.
Isuzu sold 31,202 D-Max utes, making it Australia’s third best-selling vehicle behind the Ford Ranger and Toyota HiLux.
4×2 D-Max sales were up 36.7 per cent year over year, while 4×4 sales were up 26.4 per cent. The D-Max was Australia’s second best-selling 4×2 ute, beating out the Ranger, though it was significantly behind both the Ranger and HiLux in 4×4 sales.
Isuzu sold 14,139 examples of the MU-X SUV, up 28.7 per cent. It sat just behind the rival Ford Everest in sales (15,071 units), though both were outsold by the Toyota Prado (20,710 sales).
“We appreciate that it hasn’t been the easiest of years for our two-car brand and the industry overall, with a number of logistical challenges effecting deliveries throughout the year,” said IUA managing director Junta Matsui.
“But with some strategic problem solving and hard work we were able to work around these challenges and deliver customer orders as quickly as possible.
“With the D-Max and MU-X recognised as two of Australia’s most-popular and best-value vehicles on sale today, along with healthy levels of vehicle stock landing at dealers locally, we are optimistic that this positive trajectory will continue well into 2024 and beyond.”
Isuzu’s MU-X will have to contend with a new, more boldly styled Prado, due mid-year, which could further cement that nameplate’s dominance.
Meanwhile, the D-Max will face off with a new generation of the Mitsubishi Triton, due in February, a rival which has previously occupied the podium spot in the ute segment.
Late in 2023, the company celebrated 15 years on the Australian market and 300,000 cumulative deliveries.
Overall, since its launch in 2008 and the end of 2023, Isuzu has sold 311,641 vehicles in Australia: 225,145 D-Max utes and 86,496 MU-X SUVs.
Toyota, Mitsubishi, Suzuki, Mercedes-Benz and Kia were the brands that shed the most sales last year, relative to 2022, with larger declines than any other car brands in Australia.
Australian new car sales data for 2023 – covered in our full wrap here – shows over 1.2 million cars were sold, with the market climbing 12.5 per cent year-on-year and beating the previous all-time record set in 2017.
Despite this, we’re expanding on the biggest losers in this particular story. If you want to read which five brands were the biggest winners of 2023, click here.
We’re focusing on total sales changes rather than percentage changes as the latter tends to skew less mainstream brands.
Toyota – down 15,810 units
Although Toyota was technically the biggest loser in terms of year-to-date sales in Australia last year due to supply constraints early in the year, it experienced a record second half of 2023. The brand also expects this momentum to continue into 2024.
The Japanese carmaker sold a total of 215,240 vehicles during 2023, down 6.8 per cent year-on-year.
Toyota’s top-selling vehicle, the HiLux, was also dethroned as Australia’s best-selling car by the Ford Ranger. The HiLux had held this position for seven consecutive years.
Nevertheless, the HiLux 4×4 was still Toyota’s best-selling vehicle in 2023 with 48,995 units sold, up 3.5 per cent year-on-year.
This was followed by the RAV4 (29,627 units, down 15.0 per cent), Prado (20,710 units, down 1.9 per cent), Corolla (19,986 units, down 21.0 per cent), and the LandCruiser wagon (15,035 units, up 14.3 per cent).
Looking to 2024, Toyota Australia vice president of sales and marketing Sean Hanley told CarExpert it has momentum entering the new year plus a healthy order bank.
“Our supply is strong particularly in the first quarter, and as a result we expect to increase our sales volume in 2024,” said Mr Hanley.
“This will see our market share increase, and we still aspire to get back to 20 per cent market share in the Australian market.”
Mitsubishi – down 13,480 units
Mitsubishi was the second biggest loser in terms of sales volume in Australia during 2023. Overall the brand sold a total of 63,511 vehicles last year, down 17.5 per cent year-on-year.
The Japanese carmaker’s top seller is also its newest in the line-up. 24,263 examples of the Outlander were sold during 2023, an increase of 24.1 per cent year-on-year.
This was followed by the Triton 4×4 (13,732 units, down 42.7 per cent), ASX (9176 units, down 28.0 per cent), Eclipse Cross (7786 units, up 30.4 per cent), and Pajero Sport (5547 units, down 37.2 per cent).
In 2024 Mitsubishi is planning to launch a new-generation version of its Triton ute, which will likely bring back some sales volume for the brand. Pickup variants are due in February, but cab-chassis variants won’t launch locally until the second half of 2024.
Suzuki – down 4500 units
Suzuki sold a total of 17,078 vehicles in Australia during 2023, down 20.9 per cent year-on-year.
The Swift was the Japanese carmaker’s best-selling car in Australia last year, with a total of 6914 examples sold, up 57 per cent year-on-year.
This was followed by the Jimny (5002 units, down 12.2 per cent), Ignis (2280 units, up 21.4 per cent), Vitara (2016 units, down 35.3 per cent), and S-Cross (598 units, up 66.1 per cent).
Looking to 2024, Suzuki Australia is launching a new-generation version of its Swift in the third quarter. Hybrid versions of the S-Cross and Vitara are also due in late 2024.
Suzuki Australia has previously confirmed the Fronx small SUV will fill the Baleno-shaped void in the company’s local line-up, though timing remains unconfirmed.
Mercedes-Benz – down 2486 units
Mercedes-Benz sold a total of 28,853 vehicles during 2023 across both its car and van businesses, down 7.8 per cent.
The German carmaker’s top-selling vehicle last year was the GLC wagon with a total of 3631 examples sold, down 16 per cent year-on-year.
This was followed by the C-Class (2625 units, down 26.4 per cent), GLE wagon (2535 units, down 18.0 per cent), A-Class (2392 units, down 15.8 per cent), and GLA (1881 units, down 38.5 per cent).
In 2024 Mercedes-Benz has a plethora of new vehicles arriving on local shores. You can read all the Mercedes-Benz vehicles set to launch in Australia during 2024 here.
Kia – down 2210 units
Kia sold a total of 76,210 vehicles last year in Australia, which was down 2.8 per cent on 2022’s tally.
The Korean carmaker’s best-selling car last year was the Sportage with a total of 15,747 examples sold, down 16.2 per cent.
This was followed by the Carnival (11,312 units, up 40.5 per cent), Seltos (10,473 units, up 23.2 per cent), Sorento (8366 units, up 6.0 per cent), and Picanto (7706 units, up 48.3 per cent).
Kia only just launched the EV9 and a mid-life update of the Picanto locally, and during 2024 it will launch the updated Sorento, Sportage hybrid, and updated Carnival.
Volkswagen Australia is reopening orders for the Golf R after a huge year for its performance vehicle range.
Sales of Volkswagen’s GTI and R models increased by 264 per cent in Australia in 2023, despite Golf R orders being paused for much of the year.
With Golf R orders re-opened, the next deliveries are expected from June 2024.
It had paused orders in February 2023 due to component shortages, but still managed to deliver 37 examples in the first half of the year plus a stronger 309 in the second half.
The entire GTI and R range is therefore now back on sale – apart from the Golf R wagon, axed last year – and will be bolstered by the new Touareg R in April.
Volkswagen sold 5499 GTI and R vehicles in Australia in 2023, and our country was the number one market for the Tiguan R and T-Roc R.
The Tiguan R was the best-selling model in Volkswagen’s performance vehicle range with 2227 sales (up 684 per cent on 2022’s tally), followed by the T-Roc R and R Grid Edition (1846 sales combined, up 226 per cent).
The brand’s hot hatches were further back, but still grew in sales. Volkswagen sold 346 Golf Rs (up 129 per cent), 693 Golf GTIs (up 87 per cent), and 387 Polo GTIs (up 178 per cent).
Volkswagen says it could sell the Polo GTI in greater volumes if supply was stronger. The company has been grappling with supply issues for several models over the past few years.
Though the Tiguan R is Volkswagen’s best-selling performance vehicle in Australia, no replacement has been confirmed for it. However, Volkswagen says it’s still on sale, with deliveries into the third quarter of 2024.
The Touareg R will sit atop Volkswagen’s performance range, while also serving as the brand’s first plug-in hybrid entry in Australia.
It’s priced at $129,990 before on-road costs, and Volkswagen says it has received 500 expressions of interest since it announced pricing in December.
MORE: Everything Volkswagen Golf MORE: 2022 Volkswagen Golf R review
While the MG 4 and BYD Dolphin seem to generate more headlines and clicks, there’s another $40,000 electric vehicle from China that’s on sale and in stock: The GWM Ora.
Sporting cutesy, almost retro design, the Ora looks tailor-made for a fashionable inner-city buyer keen on switching to an EV. Do we have a cut-price Mini Electric or Fiat 500e on our hands?
That parallel goes more than skin deep, considering Great Wall Motor (GWM) and BMW Mini have an existing joint venture to build their next-generation city EVs in China.
While the Ora brand is new to market, its parent isn’t. It is the same GWM that makes the eponymous Ute, the Haval SUV range, and the Tank 300 off-roader.
As well as its compelling price point, the Ora offers a competitive claimed driving range of more than 300km, five-star safety rating, and undeniably nice-looking interior.
Let’s hope the recent recall notice detailed here is just a speed bump.
How much does the GWM Ora cost?
There are three GWM Ora variants to choose from, with the version here being the Standard Range base model.
This base price equates to varied drive-away pricing across Australia: For example it’s $41,000 in NSW, $42,500 in Victoria and $41,500 in Queensland. This puts it at cost parity with a top-of-the-range Toyota Corolla Hybrid.
Alongside its closest competitors: the MG 4 (from $38,990) and BYD Dolphin (from $38,890) it shows China’s price advantage at the bottom end of the market against competitors that are $10,000 to $15,000 more expensive.
GWM Ora pricing:
GWM Ora Standard Range: $39,990
GWM Ora Extended Range: $45,990
GWM Ora Ultra Range: $48,990
GWM Ora GT: $51,990
Prices exclude on-road costs
What is the GWM Ora like on the inside?
The interior presents well, with a clean and uncluttered design.
The blue-stitched seats are trimmed in faux leather and suede and look great, but are also a little short in the base. The two-spoke steering wheel has touch-sensitive button banks and an adaptive cruise control stalk on the column.
The wheel moves for rake and reach, and the seats have plenty of powered adjustments. The design’s large windows and snub bonnet mean there’s ample outward visibility for the driver.
A single screen surround spans more than half the dash and combines the instruments and centre touchscreen. The driver’s display has a nifty live animation of the lane-keeping system at work, as well as the usual digital speedo and trip data.
Meanwhile the centre touchscreen processes touch inputs quickly and offers a sharp overhead camera display, as well as decent six-speaker audio playing AM/FM/Bluetooth or USB media.
The Ora also offers Apple CarPlay, but no sat-nav or Android Auto capability – this latter point being a disappointment for those who don’t use an iPhone.
Below this large display unit are slim vents and rocker switches pinched from a Mini Cooper; however, most of the AC controls are via touchscreen menus – which you can pull up with a shortcut button on the wheel.
The gear shifter is a knurled rotary dial that looks the part, but is let down by the cheap plastics that surround it, and the fact that it spins freely without stopping once you’re in either Drive or Reverse. It’s the little things…
GWM has to its credit made an effort to add a bit of a posh feel, by using a suede-like material on the dash, console lid and doors. The way the curved dash and door blend into one smooth line near the A-pillar is pure Jaguar XE.
However, there are also plenty of cheap-feeling plastics on areas such as the centre tunnel and lower portions of the dash. To its credit, the build quality itself is pretty solid with no squeaks or rattles to speak of.
There’s plenty of storage in the door bins, cupholders and cubby below the centre fascia, console and glovebox, plus there’s a wireless phone charger next to your left elbow, as well as two USBs and one 12V outlet.
Despite being only 4235mm long (between a Toyota Yaris and Corolla) the Ora offers heaps of rear legroom and headroom even for adults, courtesy of the EV platform’s space efficiency.
There are no rear vents, just a USB plug, but the side windows are quite big and lend some airiness to the cabin.
There’s a sense that you’re situated quite close to the rear hatch; however, in order to maximise rear legroom.
This is confirmable courtesy of the poky little 228-litre boot, with just a tyre repair kit underneath. The back seats do at least fold down to liberate 858L of cargo space.
What’s under the bonnet?
The Ora is front-wheel drive and powered by a 126kW/250Nmelectric motor. The power source in base guise is a 48kWh 400V battery using LFP chemistry like the MG 4, BYD Dolphin, and entry Tesla Model 3 and Y.
GWM claims a driving range of 310km on the European WLTP driving cycle for the base model and a 0-100km/h time of 8.4 seconds. The BYD Dolphin claims 340km WLTP and the MG 4 claims 350km. The Ora offers neither vehicle-to-load (V2L) bi-directional charging, nor a tow rating.
Best-case scenario you could charge the battery from 10-80 per cent on a DC charger in about 45 minutes, with speed peaking just above 60kW but tapering off to 40kW and less, after the state-of-charge passes halfway.
The peak AC charge power is 11kW on three-phase, but most homes will run a single-phase 7kW-capable unit that should take 6 hours or so.
On a side note, the GWM Ora Extended Range, Ultra and GT models use a larger 63kWh ternary (NMC chemistry) battery promising a range of 400km to 420km depending on wheels and tyres.
GWM Ora Standard Range:
Power: 126kW
Torque: 250Nm
Drive: Front wheel
WLTP range: 310km
Battery: 48kW LFP
Kerb weight: 1540kg
How does the GWM Ora drive?
This is a car designed for urban dwellers, who may do the occasional longer stint at the wheel, and it behaves accordingly.
The motor offers plenty of pep with the typical instantaneous delivery of torque found in all EVs, meaning you can really jolt off the line at the lights. Push too hard and you’ll get some wheelspin.
The ride comfort is typically quite good, although sharp impacts such as bridge expansion joints or potholes aren’t as rounded off by the springs and dampers as they could be.
At a kerb weight of 1540kg, the Ora is quite light by EV standards and feels suitably darty and agile. Its softish springs designed for comfort over speed bumps mean there’s often a little bit of body tilting in corners, but it’s controlled.
It’s not quite as polished and finessed as the rear-drive MG 4, but as a city commuter it won’t push any noses out of joint either.
The suspension is a simple setup comprising MacPherson struts at the front and a torsion beam at the rear. The motor-driven steering offers a turning circle of 11.2m.
If you do go outside the city limits and find yourself on coarse-chip tarmac or gravel, you’ll notice a little more tyre roar than you might like, further suggesting the Giti-branded rubber has room for improvement.
As with many EVs you don’t need to solely rely on the brakes to slow down. The brake-energy recuperation has three levels of resistance when you lift off the accelerator, plus a one-pedal drive model which is gentler than most.
However, much to my frustration, adjusting it requires a dig through the touchscreen menus. Likewise the Driver Monitoring system powered a camera on the A-pillar, which at times became too intrusive.
As others have said, the lane-keeping assist feature is also in need of a little finesse and it would be nice to be presented with a more intuitive means of turning it off. GWM isn’t alone in this regard, it must be said.
I don’t think the 310km range claim is easy to match if you do any highway time. The first charge on a mixed loop gave me 260km, while a trip to regional Victoria at 110km/h cut this back to 230km.
This is perfectly adequate for an urban commuter, but there may be times when you want more.
What do you get?
Exterior
18-inch alloy wheels
215/50 R18 tyres
Tyre-pressure monitor
Tyre repair kit
Auto LED headlights
Rear parking sensors
Rear privacy glass
Heated door mirrors
Proximity sensing key
Interior
Faux leather seats
Powered front seats
Wireless phone charger
10.25-inch instruments
10.25-inch touchscreen
Apple CarPlay
Surround-view cameras
Front and rear USBs
Climate control
Is the GWM Ora safe?
The GWM Ora carries a five-star ANCAP safety rating with 2022 date stamp.
It achieved 92 per cent for adult occupant protection, 84 per cent for child occupant protection, 74 per cent for vulnerable road user protection, and 93 per cent for safety assist features.
Standard safety equipment includes:
7 airbags inc. front centre
Autonomous emergency braking
Car, pedestrian, cyclist, junction
Adaptive cruise control
Lane-keeping aids
Traffic Jam Assist
Traffic sign recognition
Safe exit assist
Driver drowsiness monitor
Rear ISOFIX and top tethers
How much does the GWM Ora cost to run?
GWM provides a seven-year warranty for the car and eight years for the battery, plus five years of roadside assist. Each of the first five services are capped at just $99 (intervals 12 months or 15,000km).
While charging costs are of course variable, recharging the 48kWh battery from near flat to full at a power rate of 30 cents per kWh for example would be $14. At a typical DC fast charger expect this price to be about double.
Of course if you charge off-peak, on an EV plan, or from your home solar, you’ll be paying just a few bucks.
CarExpert’s Take on the GWM Ora
The GWM Ora EV is probably going to be sold on its design.
If you dig it, you dig it, and as a daily commuter and second family car it should work pretty well.
There are areas that need improvement: some cabin trims, boot capacity, driver-assist user experience, tyre noise and DC charging speeds.
But it’s also competitively priced, with lots of warranty and cheap servicing, has a handsome interior with room for four adults, and generally good road manners with some pep in its step.
Better than the base MG 4 or BYD Dolphin? Having only driven the former, it’s a no from this writer. But at the very least the GWM Ora deserves more recognition and consideration.
The first mass-produced vehicles with sodium-ion batteries have started rolling off the production line in China.
The new electric hatchback is from the Yiwei brand, part of Anhui Jianghuai Automobile (JAC) which Volkswagen owns 75 per cent of. The German giant also owns 50 per cent of JAC’s parent company, JAG.
First previewed at the Shanghai motor show in April last year, the as-yet unnamed model closely resembles the E10X from the short-lived Sehol brand.
It features sodium-ion cylindrical cells supplied by HiNa Battery with a honeycomb battery structure intended to reduce the potential of combustion.
“Sodium batteries are poised to complement the industry alongside lithium iron phosphate batteries, providing a cost-effective solution to propel the mass adoption of electric vehicles,” said Xia Shunli, chairman of Ywei Technology.
JAC hasn’t released any specifications for the new Yiwei model, however CarNewsChina reports the lithium-free battery has a 25kWh capacity and a claimed 252km of range.
The Yiwei brand debuted in 2023 with the 3 hatchback, featuring a lithium-iron phosphate battery. This model will reportedly also gain the option of a sodium-ion battery.
Sehol E10X
Sodium-ion battery technology – for electric vehicles (EVs), at least – is in its infancy, but these batteries are understood to be cheaper to produce than lithium iron phosphate units and can perform better in the cold despite being less energy-dense.
JAC isn’t alone in investing in the technology, with BYD and CATL – the latter a prominent battery supplier for carmakers like Tesla – also working on sodium-ion batteries.
CATL has previously confirmed it will supply sodium-ion batteries to Chery.
Nowhere is the Chinese automotive industry’s embrace of electric vehicles (EVs) and its rapidly maturing product quality more apparent than in the small electric hatch segment, in which the MG 4 competes.
The Nissan Leaf created this segment, but the Japanese brand’s complacency allowed its pioneering hatchback to fade in relevance. More EV-focused Hyundai had a small hatch too with the Ioniq, but it came and went without making much of an impact here.
The segment; therefore, was almost dormant. Then along come three sharply priced electric hatchbacks from China, all in the space of one year.
The MG 4, BYD Dolphin and GWM Ora have come to shake up this segment, and have become Australia’s cheapest EVs in the process.
Don’t think they’re all cut from the same cloth, though.
WATCH: Paul’s video review of the MG 4 Long Range 77
The MG 4 is the most different of the three, with its austere interior, sharply creased styling, rear-wheel drive platform, and most dynamic chassis tuning.
The front-wheel drive BYD Dolphin offers bold colours and more standard kit but much less power in base guise, while the GWM Ora is also front-wheel drive but has polarising retro styling.
For automotive journalists at least, the MG 4 seems to be the most desirable choice. But is it the most sensible choice for the average Australian?
How does the MG4 fare vs its competitors?
View a detailed breakdown of the MG4 against similarly sized vehicles.
MG
MG4
How much does the MG 4 cost?
We’ve put the Excite 64 to the test. This is the base trim level, but with the mid-range battery, and it carries a before on-roads price of $44,990.
Based on a New South Wales postcode, you’re looking at $46,736 drive-away.
A BYD Dolphin Premium in NSW rings up at $46,023 drive-away, while a GWM Ora Extended Range is $47,044 drive-away. For context, a Nissan Leaf starts at $50,990, and that’s before on-road costs.
Similarly priced non-electric small cars include the flagship Toyota Corolla ZR Hybrid ($43,114 D/A in NSW) and Mazda 3 G25 Astina ($46,725 D/A).
The MG 4’s name is a misnomer. Even the cheapest MG 4 is more expensive than the priciest MG 5, and it’s a much more impressive vehicle overall.
What is the MG 4 like on the inside?
Much like the exterior, the MG 4’s interior takes a decidedly different direction to its fellow Chinese hatchbacks – to mixed results.
Its austere design is less polarising than the organic look of the Dolphin, and is more subdued than that of the Ora, but it’s minimalist almost to the point of being dull.
A low, flat dashboard makes the front of the cabin feel more open, as does a centre console that’s virtually at floor height. The latter boasts plenty of storage space, and there’s a covered bin, a pair of cupholders, plus a single USB-A outlet (for smartphone mirroring) and single USB-C (for charging).
A large 10.25-inch infotainment touchscreen juts out of the dashboard, while a similarly free-standing 7.0-inch digital instrument cluster sits ahead of the driver.
Air vents have the ‘hidden’ look that’s all the rage today, with gloss black trim surrounding them and running across the dashboard.
There’s not really a centre stack to speak of, with a single row of hard buttons under the touchscreen. Between this and the centre console, there’s a ledge that juts out. This contains the gear selector and park brake, as well as a shelf that in the up-spec Essence features a wireless charger.
Here’s where things get irritating. This ledge is at knee height for many drivers and is finished in hard plastic, so it gets uncomfortable if you’re the type to sit with your legs apart. MG, put some padding here.
The row of physical switches includes volume controls, but they have an unpleasant, clackety feel. Pursuing this minimalism has also seen MG move so many key functions to the touchscreen.
Cleverly; however, MG decided to make good use of steering wheel real estate and implemented a pair of squarish switches that can be moved up and down and from side to side. These can be easily programmed for different functions, including the climate control.
I programmed the left-hand switch for the climate control. Simply press the star button and then move it up and down for temperature and left and right for fan speed.
The last cars I can remember with air-conditioning controls on the wheel were some 2000s Toyota products, and it’s surprising this isn’t more common. Kudos to MG for including these; though, I should admonish the company for removing so much dashboard switchgear.
Drive mode selection, for example, is buried in the infotainment screen. The infotainment is a step up from the brand’s older systems, though it can be slow to boot up – especially noticeable as the car itself starts immediately. This also means there’s a delay with the reversing camera loading up. The camera is also quite low-res.
The instrument cluster is more impressive. It’s reminiscent of units in Volkswagen’s ID. products, as well as the Cupra Born and Ford Mustang Mach-E. It looks small at first, but it displays everything you really need without appearing cluttered.
Step into the back and there’s an impressive amount of space, putting some petrol-powered hatches like the Toyota Corolla and Mazda 3 to shame.
The floor is almost entirely flat, and there’s plenty of headroom and legroom.
If you thought the front of the cabin was austere; however, the rear takes this to the extreme. There are no air vents, no map pockets, and no fold-down armrest, with a single USB-A and a pair of bottle holders in the doors being the only amenities.
The door trims are also finished in hard plastic, without the leatherette padding of those up front. If you’re the type to rest your arms on the door, you’ll find the MG 4’s doors aren’t comfortable enough for this as the door card isn’t wide enough.
The MG 4 has 363L of boot space, expanding to 1177L with the rear seats folded.
There’s no under-bonnet storage despite the electric motor sitting on the rear axle. There’s also no spare wheel; although, this a much more common omission among EVs.
What’s under the bonnet?
The MG 4 Excite 64 uses a 150kW/250Nm rear-mounted electric motor powered by a 64kWh lithium-ion battery, and boasts a claimed 0-100km/h time of 7.2 seconds.
It has a claimed 450km of range on the WLTP cycle, and can be charged at up to 140kW using a DC charger.
For context, its rivals are equipped as below:
BYD Dolphin Premium
150kW/310Nm
60.48kWh lithium iron phosphate battery
427km range (WLTP)
80kW DC charging
GWM Ora Extended Range
126kW/250Nm front-mounted electric motor
63kWh nickel manganese cobalt battery
420km range (WLTP)
MG claims energy efficiency of 13kWh/100km. Over 650km of driving, we saw 15.3kWh/100km. One gripe about charging: unlocking the vehicle disturbs the charging until you lock it again.
How does the MG 4 drive?
The great thing is MG has nailed the basics with the MG 4, with the electric hatchback let down only by its driver assist systems.
First, the good. This is a lovely, balanced rear-wheel drive chassis; MG claims it has 50:50 weight distribution, and it shows.
Given EVs offer instant torque, rear-wheel drive EVs tend to be more pleasant to drive as there’s no torque steer and typically little if any wheelspin.
You take off cleanly in the MG 4, and it feels as though it has more grunt than its fairly modest outputs would suggest.
Take it to a winding road and you’ll find it stays flat in corners and has good body control, with little roll. The MG 4 feels nimble, something you can’t say about all EVs with their heavy batteries.
The steering isn’t abundant with road feel; though, you can choose between three different weightings, and the standard weighting is quite good.
While an engine may account for much of the noise in a combustion-powered vehicle, it’s not the only noise you’ll hear in a car. Ergo, with EVs; sometimes these other noises are more apparent.
Fortunately, the MG 4’s cabin proves quiet at all speeds with well-suppressed wind, suspension and tyre noise. You’ll hear a little bit of wind noise and tyre roar at highway speeds, but it’s nothing objectionable.
There’s no fake engine sound; though, which is a drawback for those who like to toggle such a sound instead of listening to the generic (if quiet) whine of the electric motor.
Some EVs have a lumpy ride, but the MG 4 also impresses in this area. It may take a second or so to settle over some surface changes or undulations, but it generally feels well tied down and it’ll glide over rougher roads without complaints.
There’s no adaptive suspension, but you can adjust steering and power delivery through the touchscreen and program a Custom drive mode.
That’s the good with the way the MG 4 drives. Here comes the bad; although, much of this should theoretically be fixable with software updates.
The lane-centring is so overbearing, it feels like the steering wheel is convulsing in your hands. It also jerked the wheel abruptly on multiple occasions. And if you do cross a lane marking, there’s a shrill beep like your Lean Cuisine is done microwaving.
The adaptive cruise control slowed the car down by around 20km when there was a slight bend or when the road was splitting and, even more unusually, on one occasion when the road was straight and there was no vehicle ahead.
The traffic sign recognition is, frankly, rubbish. It kept saying it was 40km/h on the highway, and sometimes flashed up 120km/h – a sign I don’t recall ever seeing in Australia.
There’s a one-pedal drive mode, but unfortunately it doesn’t default to on. At least the auto hold function does.
By the way, starting the car is easy: simply unlock the car and shift it into gear. There’s no start button; though, this also means the car stays on until you lock it.
What do you get?
MG 4 Excite 64 highlights:
17-inch alloy wheels with aero covers
Tyre repair kit
Automatic LED headlights
LED daytime running lights
LED tail lights
Rear fog light
7.0-inch digital instrument cluster
10.25-inch touchscreen infotainment system
Wired Apple CarPlay, Android Auto
DAB+ digital radio
4-speaker sound system
Keyless entry
Electric park brake
Climate control
Driver’s window one-touch function
PU leather-wrapped steering wheel
Fabric upholstery
6-way manual driver seat
4-way manual front passenger seat
iSmart Lite connectivity
Active intake grille shutter
You can step up to the Essence to get features like heated front seats, a power driver’s seat, satellite navigation, and a wireless phone charger, all of which come standard on all BYD Dolphin models.
Is the MG 4 safe?
All single-motor MG 4 models received a five-star ANCAP safety rating earlier this year based on Euro NCAP testing conducted under the outgoing 2020-22 rating criteria.
The MG 4 received an adult occupant protection rating of 83 per cent, a child occupant protection rating of 86 per cent, a vulnerable road user protection rating of 75 per cent, and a safety assist rating of 81 per cent.
All models come standard with the following:
Autonomous emergency braking (AEB)
Pedestrian detection
Cyclist detection
Lane-keep assist
Lane departure warning
Adaptive cruise control
Traffic Jam Assist
Intelligent speed limit assist
Traffic sign recognition
Driver attention monitoring
Reversing camera
Rear parking sensors
There’s no blind-spot monitoring or rear cross-traffic alert, features we would expect to see in a vehicle at this price point. It’s disappointing MG has opted not to include them, requiring you to step up to the Essence instead.
These omissions don’t appear to have affected sales, which have been strong out of the gate. We harp on about these features being necessary in 2023, but to paraphrase Principal Skinner: “are we automotive journalists so out of touch? No, it’s the buyers who are wrong”.
You also need to step up to the Essence to get safe exit warning and a surround-view camera. It’s worth noting every GWM Ora and BYD Dolphin in Australia comes standard with blind-spot monitoring, rear cross-traffic alert and a surround-view camera.
How much does the MG 4 cost to run?
The MG 4 is backed by a seven-year, unlimited-kilometre vehicle warranty, plus a seven-year, unlimited-kilometre battery warranty for non-commercial users and a seven-year anti-perforation warranty.
Servicing is required every two years or 40,000km, whichever comes first. The first seven services are capped at $296, $907, $296, $907, $296, $907 and $296, respectively.
You can view a breakdown of what’s covered in each service on MG’s website.
CarExpert’s Take on the MG 4
The MG 4 is an impressive small car with a sharp price; although, you can see what features MG has omitted to keep the price down.
Some of these are active safety features, which is disappointing. The other greatest disappointment of the MG 4 is the calibration of the active safety features it does have. The infotainment tech also needs some work; although, this is something else that’s theoretically easy for MG to fix with software updates.
Not as easy to fix is the MG 4’s overly minimalist interior; though, fortunately the company has promised a “big” update is coming to the cabin in 2024 – so there’s hope.
MG has nailed the basics of an electric hatchback, however. It drives well, with nimble handling and a smooth ride. It’s well-packaged, with a spacious back seat.
You’re becoming increasingly spoiled for choice at this end of the EV market, but if you value driving dynamics as well as a low price, the MG 4 may well be the best option at this price point.
Chinese electric vehicle (EV) brand Nio has revealed its new flagship, the ET9, and released some specifications of the high-tech luxury car.
Measuring 5325mm long, 2016mm wide and 1620mm tall on a lengthy 3250mm wheelbase, this executive car has a long, tall fastback silhouette – something rather 1940s in concept, but with a decidedly 2020s execution.
Nio calls it a ‘Landjet’ design, and promises “first-class” comfort inside.
There are just four seats in this huge vehicle, with individual rear seats separated by a full-length centre console called the ‘Executive Bridge’.
There’s a 360-degree ‘versatile tray table’, while the seats have a backrest that can be adjusted by up to 45 degrees.
There are seven electric sunshades to dim the cabin, and noise cancellation technology helps keep it hushed.
The ET9 features a 900V electrical architecture with peak charging power of 600kW, and can use Nio’s growing network of battery-swapping stations. Nio promises 255km of range with just five minutes of charging.
It features Nio’s SkyRide Intelligent Chassis System with steer-by-wire, rear-wheel steering and full active suspension.
By integrating these three hardware systems, Nio claims the ET9 has “the world’s only driven-by-wire intelligent chassis”.
The tech focus is strong with the ET9, with Nio further claiming it has filed 525 patents and debuted 17 world-first technologies on the new model.
Its safety suite features a raft of sensors, including two wide-angle side LiDAR units, and Nio says it has followed ‘aviation-grade safety standards’ and allowed for safety redundancy in seven of its key systems including driving, braking and sensing.
Nio claims the ET9’s Navigate on Pilot Plus (NOP+) system can navigate the car on highways and city streets, automatically make lane changes and navigating interchanges.
Power comes from a 340kW permanent magnet motor at the rear and an 180kW induction motor at the front, for a total system output of 520kW.
On its own website, Nio calls the ET9 “adequately powerful” – shades of Rolls-Royce, which used to not quote 0-100km/h times and instead said its cars’ power was “sufficient”.
The Nio ET9 is available for pre-order in China, with deliveries set to begin there in the first quarter of 2025.
Nio has yet to announce plans to enter the Australian market, though it has lodged trademark applications for a raft of its nameplates – some of which have been opposed by Audi for being too similar to its nameplates.
Despite ongoing supply issues and ever-extending wait times, the Toyota RAV4 Hybrid’s popularity is still going strong in Australia.
It remains Australia’s favourite SUV according to VFACTS sales data, with 27,435 units registered to November 30 2023, just ahead of the Tesla Model Y (27,418 units).
That’s despite the overwhelming majority of orders being for the RAV4 Hybrid, which depending on variant, could have you waiting 12-18 months for delivery.
The flagship 2024 Toyota RAV4 Edge AWD Hybrid tested here is one of the more in-demand versions that have Australian customers queuing up around the block.
WATCH: Paul’s video review of the RAV4 XSE 2WD Hybrid
Now nudging the $60,000 barrier, the flagship RAV4 in Australia gets a more rugged look and all the tech Toyota can throw at it; but it’s also up against an ever-growing list of rivals and now is priced against premium competitiors.
Does the RAV4 Hybrid still have the Edge? Teehee…
How does the Toyota RAV4 fare vs its competitors?
View a detailed breakdown of the Toyota RAV4 against similarly sized vehicles.
Toyota
RAV4
How much does the Toyota RAV4 Edge AWD Hybrid cost?
The RAV4 line-up received some minor price increases as of July 1, 2023 – see below for details.
Toyota RAV4 pricing:
Toyota RAV4 GX 2WD: $39,760 (+$1710)
Toyota RAV4 GX 2WD Hybrid: $42,260 (+$1710)
Toyota RAV4 GXL 2WD: $43,310 (+$1710)
Toyota RAV4 GX AWD Hybrid: $45,260 (+$1710)
Toyota RAV4 GXL 2WD Hybrid: $45,810 ($1710)
Toyota RAV4 GXL AWD Hybrid: $48,810 (+$1710)
Toyota RAV4 Cruiser 2WD: $48,910 (+$1710)
Toyota RAV4 XSE 2WD Hybrid: $49,585(+$1710)
Toyota RAV4 Cruiser 2WD Hybrid: $51,410 (+$1710)
Toyota RAV4 XSE AWD Hybrid: $52,585 (+$1710)
Toyota RAV4 Cruiser AWD Hybrid: $54,410 (+$1710)
Toyota RAV4 Edge AWD: $56,230 (+$1710)
Toyota RAV4 Edge Hybrid AWD: $58,360 (+$1710)
Prices exclude on-road costs
To see how the RAV4 shapes up against its rivals, use our comparison tool.
What is the Toyota RAV4 Edge AWD Hybrid like on the inside?
Earlier this year the RAV4 received some tech upgrades at the upper end of the range, and they do help to elevate the interior a bit.
Your attention is quickly drawn to the larger new 10.5-inch touchscreen plonked atop the dash, which is running Toyota’s latest infotainment interface and comes standard with a Toyota Connected Services subscription.
It’s a big improvement on the dated predecessor system; although, the basic design may not have the wow factor of some other brands. In fairness, the Lexus interface is pretty much the same in vehicles vastly more expensive.
Wireless Apple CarPlay is a big plus with this new-generation infotainment system, and will likely be the go-to function for most owners. As we’ve experienced with other Toyota models with this infotainment system, the wireless smartphone mirroring connection works quickly and reliably – plus the higher resolution display is much nicer.
The standard nine-speaker JBL premium audio system is also worth calling out for its great clarity and depth.
Ahead of the driver and behind the carryover multifunction steering wheel, is a swish new 12.3-inch digital instrument cluster that has slowly been filtering throughout the Toyota range.
While offering good configurability and pretty crisp graphics, the Toyota’s digital driver’s panel can’t quite match the snappy response of VW Group systems, and can be a little confusing to wade through and adjust things.
There’s an array of widgets and readouts that you can slot into each dial, as well as in the centre section. You can also choose layouts that have two dials, a single dial, or a minimised layout. It’s actually more sophisticated than the display used in even the highest of Lexus models right now. Strange…
Comfort up front is good. The generously padded and bolstered seats offer good support from all angles, and they’re both power adjustable, with the driver’s pew offering memory presets. I will say; however, that I had numerous passengers complain that the height adjustment of the front seat was lacking, with taller occupants feeling quite high.
Space in the back seat is another RAV4 strong point, with its boxy proportions making for one of the most practical second rows in class. Adults can comfortably fit behind adults, and kids are basically swimming in there.
Head, leg and knee room are all at the upper end of the segment, and there’s a good level of amenities too – if not quite at the luxury levels offered by some top-end rivals or premium alternatives.
Rear air vents feature, for example, but there’s no third zone of climate control. There’s only one map pocket behind the passenger seat, and none behind the driver. At least the door trims are the same, soft-touch type that appear up front.
There’s a fold-down centre armrest with cupholders and the requisite ISOFIX and top-tether points for child seats, but really that’s about it. You can’t option a panoramic sunroof on the Edge Hybrid like you can in the standard petrol either, instead you get an old-school small electric moonroof.
Toyota quotes 542-580 litres of cargo capacity with five seats in use, and while there’s no maximum figure with the rear seatbacks folded, it’s a pretty big, square and practical space.
There are also remote release levers in the boot, and the rear bench splits 60:40. A temporary spare wheel lives under the boot floor.
What’s under the bonnet?
Model
Toyota RAV4 AWD Hybrid
Engine
2.5L 4cyl petrol + 2 x electric motors
Power
131kW + 88kW + 40kW – 163kW combined
Torque
221Nm + 202Nm + 121Nm
Transmission
e-CVT
Driven wheels
All-wheel drive
Weight
1760kg (kerb)
Fuel economy (claim)
4.8L/100km
Fuel economy (observed)
5.7L/100km
Fuel tank size
55L
Fuel requirement
91 RON
How does the Toyota RAV4 Edge AWD Hybrid drive?
I’ve driven a few RAV4 Hybrids in my time, and this Edge AWD reminded me of why so many people love them.
Toyota’s Hybrid Synergy Drive technology has been refined over the last couple of decades, and the appeal of the RAV4 Hybrid is that you can hop in and go like any other combustion-engined vehicle, and the vehicle does everything for you.
You don’t have to faff around with drive modes – even though you can flick through a few – just leave it in normal and let the drivetrain do its magic to reduce your fuel bill. In traffic and other low-speed situations the RAV4 will do the bulk of driving in electric mode, signified by a little EV symbol that flashes up in the cluster.
Prod the throttle harder and the petrol engine fires to life, and the handover between power sources is pretty seamless; although, there’s a lot more noise from the rather coarse Atkinson cycle petrol motor.
It makes you want to drive it in a more sedate manner despite its beefy 163kW system power output. And really let’s face it, this isn’t a performance car – while the RAV4 AWD Hybrid quotes 1kW more power than a VW Tiguan 162TSI, the Toyota’s 8.4-second 0-100km/h claim (according to UK specs) is 1.5s slower than its German rival.
The RAV4 Hybrid is best used as a comfortable, efficient family commuter. Drive it with measure and keep your inputs smooth, and you’ll be rewarded with a very fluid and connected drive without performance theatrics.
I love the buttery smooth steering, responsive handling, and the cushy ride despite the Edge riding on larger 19-inch alloy wheels. Fun fact; the Bridgestone Alenza rubber shod around the rims is the same type used on luxury SUVs like the BMW X5 and Volkswagen Touareg .
While not pitched as a sporty offering like a Mazda CX-5 or R-Line versions of the VW Tiguan, the RAV4 has a chuckable feel in corners with controlled body lean and keen turn-in which makes it feel quite connected.
It’s also perfectly civilised at a cruise, settling in nicely; though, not quite the benchmark for road noise insulation. The RAV4’s hybrid system also isn’t the absolute latest from Toyota, meaning its less energy-dense battery chemistry and small electric motors can’t engage EV mode on the highway often like a Yaris Cross or Corolla Cross can.
The latest suite of Toyota Safety Sense assistance features are all standard, and unlike some systems past, the RAV4’s array of ‘techy’ assists are on hand to take the load off.
Of note is the very good adaptive cruise control and Lane Trace Assist functions. These facilitate semi-autonomous highway driving quite reliably, while blind-spot monitoring and rear cross-traffic alert really come in handy when navigating tight gaps in traffic or reversing out of tight spots. The Edge also gets AEB in reverse.
Toyota’s surround-view camera system offers better resolution than Mazda’s potato cams – I kid, they’re not that bad – but not a patch on what something like the GWM Haval H6 offers.
I’d also note the fact I couldn’t match the fuel consumption claim, even with a mix of conditions heavily skewed to city commuting. The best I could manage was an indicated 5.7L/100km, which is still pretty good but much closer to the likes of the GWM Haval H6 HEV and Nissan X-Trail e-Power, which both arguably offer better performance.
What do you get?
RAV4 GX highlights:
Parabolic LED headlights with auto-levelling
Front LED fog lights
Automatic high-beam
Automatic headlights
Rain-sensing wipers
17-inch alloy wheels
Heated, power-folding exterior mirrors
8.0-inch touchscreen infotainment system
Satellite navigation
DAB+ radio
Wireless Apple CarPlay, Wired Android Auto
Six-speaker sound system
7.0-inch instrument cluster display
60:40 split-fold rear seats and centre armrest
Keyless start
Leatherette-wrapped steering wheel
Front/rear carpet mats
Space saver spare tyre
Electronic parking brake
LED interior lighting
LED daytime running lights
Rear mudflaps
Resin rear spoiler
Rear passenger air vents
2 x front and 2 x rear cup holders
3 x front and 2 x rear USB ports
12-month subscription to Connected Services
RAV4 GX Hybrid adds:
Projector LED headlamps
Dual-zone climate control
Optional full-size spare wheel
RAV4 GXL adds:
18-inch alloy wheels
‘Premium’ grille and bumper combo
Rear privacy glass
Leatherette-wrapped shifter
Auto-dimming rear-view mirror
Dual-zone climate control
Proximity entry
Wireless phone charging
Front mudflaps
Roof rails
Illuminated interior door switches
Dual-level boot floor
RAV4 XSE Hybrid adds:
Black exterior accents
Black two-tone roof finish
18-inch alloy wheels in gloss black
Black headliner and pillar garnish
Leather-accented door trims
Ambient lighting (model-specific)
Softex ‘premium’ seat upholstery
Heated front seats
10-way power adjustment with lumbar support (driver)
The Toyota RAV4 wears a five-star ANCAP safety rating based on 2019 Euro NCAP tests.
It scored of 93 per cent for adult occupant protection, 89 per cent for child occupant protection, 85 per cent for vulnerable road user protection, and 83 per cent for safety assist.
Standard safety features include:
7 airbags incl. driver’s knee
Autonomous emergency braking (AEB)
Pedestrian detection (day, night)
Cyclist detection (day)
Intersection Turn Assist
Adaptive cruise control
Blind-spot monitoring
Emergency Steering Assist
Hill-start Assist Control
Lane departure warning
Lane Tracing Assist
Rear cross-traffic alert
Reversing camera
Parking sensors front, rear
Traffic sign recognition
Trailer sway control
RAV4 Cruiser adds:
RAV4 Edge adds:
AEB reverse (low speed)
Rear cross traffic assist
How much does the Toyota RAV4 Edge AWD Hybrid cost to run?
The RAV4 is covered by Toyota Australia’s five-year, unlimited-kilometre warranty.
Toyota offers up to five years (60 months) or 75,000km of capped-price servicing, with intervals of 12 months or 15,000km for the RAV4.
All RAV4 variants (incl. Hybrid) cost $260 per service for the first five visits under the capped-price servicing program.
It’s very easy to see why the RAV4 has been Australia’s favourite SUV for some time.
It’s spacious, well featured, nice to drive and as a hybrid offers benchmark fuel efficiency. Even several years on from this generation’s initial launch, it remains a segment leader.
However, the game is quickly changing and there’s more rivals on the way; numerous price rises have taken some of the RAV4’s shine, and the likes of the excellent new Honda CR-V e:HEV prove that electrified motoring can be proper fun – even in an SUV.
In 2024 we’ll see the launch of the Hyundai Tucson Hybrid and Kia Sportage Hybrid, both already excellent offerings in ICE form, and should serve as worthy competition in the electrified space. This top-spec RAV4 Edge Hybrid isn’t all that much cheaper than a base Tesla Model Y (from $65,400), either.
Lengthy wait times are another irk; though, this will apparently be addressed in the new year thanks to a big batch of RAV4 Hybrids due to land in the early stages of 2024. Read more about that here.
The RAV4 Hybrid is a great car for families and singles alike, but I’d also say the Edge probably doesn’t make the most of your spend.
You can save almost $10,000 and get into the XSE 2WD Hybrid. This gets most of the good stuff – the 2WD Hybrid is also more efficient; though, you can get the E-Four version for a few grand more if you need the all-paw traction.
FordAustralia has instructed its dealer network to stop the sale and delivery of the remanufactured Ford F-150, after several vehicles presented with a turbocharger fault related to the remanufacturing process.
It’s understood three examples of the remanufactured F-150 have presented with the turbocharger issue.
While Ford hasn’t officially confirmed the exact fault, we understand it’s an issue with the right-hand side turbocharger hose collapsing, which then causes the vehicle to go into a limp mode.
Thai-based RMA Automotive was contracted by Ford to perform right-hand drive conversions for the brand as part of the project to bring the Ford F-150 to Australia. It’s the first time RMA Automotive has performed left-hand to right-hand drive conversions.
Sold globally as a left-hand drive only vehicle, the Ford F-150 is remanufactured in Australia by RMA Automotive under the supervision of Ford Australia.
Other brands that sell remanufactured pickup trucks endorsed by their parent companies in Australia include Ram, Chevrolet, and Toyota, all of whom use Walkinshaw Automotive for the conversion process.
A Ford Australia spokesperson issued the following statement:
“Out of an abundance of caution Ford Australia has placed a temporary hold on F-150s that are on their way to dealers or in dealer stock, after three re-manufactured vehicles presented with a turbo-charger related concern.”
“Customers who have taken delivery can continue to drive their vehicle. We are committed to delivering the highest quality vehicle for our customers, and are working quickly to investigate and resolve the issue.
“We understand the inconvenience it will cause those who are waiting for their vehicle to be delivered and we thank them for their patience.”
CarExpert has spoken with three customers who have cancelled orders after continuous delivery delays, and being kept in the dark about what is going on with their vehicles.
Toyota, which is also in the process of converting left-hand drive Tundras to right-hand drive, has taken a more conservative approach – with the first 300 remanufactured pickups being offered to customers on a one year, customer-funded R&D lease.
Customers must then return the vehicles to Toyota before the brand decides if it will proceed with mass, unrestricted remanufacturing.
MORE: Everything Ford F-150 MORE: Ford F-150 price and specs
This year, a number of compelling vehicles exited the Australian market.
You can read a full list of every vehicle discontinued during 2023 here, but there’s really not a dud among them.
From affordable hatchbacks and family crossovers through to sports sedans and even a Ferrari, a number of compelling vehicles faced the chopping block this year.
Some discontinuations were more poignant than others. These are the vehicles we’re saddest to see go.
Anthony Crawford: Audi TT
When Alborz and I made up the entire staff at CarAdvice in 2006 (the year we kicked off), before Paul Maric joined as another stakeholder and partner, Audi was one of the first manufacturers to offer us cars to review.
I thought it was truly Christmas when the PR team handed me the keys to an orange TT 3.2L V6 Coupe. To me, at the time, it was just as good as a base model 911. And let’s not forget the design of the TT by Peter Schreyer is an auto icon.
It was also my wife’s favourite car.
Paul Maric: Kia Stinger
Kia Stinger. Since it was first launched, it has always been my go to SS Commodore replacement. Rear-wheel drive, turbo V6. It had the right formula for being a hoot to drive and a stack of fun.
Unfortunately it wasn’t a hit with consumers, but it’ll be missed!
Scott Collie: Audi TT
The Audi TT has been criticised since its conception for being a hairdresser’s car, but that doesn’t mean I won’t miss it.
It’s a style icon that still looks great today, and a lot of the things we take for granted in modern interiors can be traced back to the current TT’s debut in 2013.
High-resolution digital instruments? The TT introduced the Virtual Cockpit we take for granted in 2023. It was also early to the minimalist trend spreading across new cars in 2023, but managed to cut visual clutter without sacrificing usability thanks to some very clever engineering. Look no further than the air vents, which managed to integrate a temperature display and climate control dials into one unit.
The death of the TT comes as Audi ramps up its spending on electric cars, making it even sadder that we won’t get to hear the five-cylinder TT RS sing any longer.
Jade Credentino: Volkswagen Arteon
Unpopular opinion but I’ll miss the Volkswagen Arteon the most. This was one of the first cars I test drove and it just ticked so many boxes for me.
I understand why it left and sales were a large reason why but it’s so sad to see Volkswagen discontinue a car which was so niche and unique.
VW Australia also removed the wagon versions of the Golf and Passat which means VW’s customers need to move to Skoda or Audi if they want a Volkswagen Group wagon.
Jack Quick: Mercedes-Benz CLS
I’ve been enamoured with the Mercedes-Benz CLS ever since the first-generation model launched in 2004. I know it’s a glorified E-Class but I’ve always thought it was super cool.
I also never got to drive a brand-new one, which I’m very disappointed at. I suppose I could drive a secondhand one but it doesn’t quite have the same ring to me.
If I had to pick a CLS that I would really like to experience in particular, I’d have to go for the late model AMG CLS 53 with the 3.0-litre inline-six mild-hybrid petrol engine.
Hit me up if you’ve got one that you’d let me have a poke around in!
William Stopford: Kia Stinger
I love rear-wheel drive passenger cars that are practical and offer excellent performance. I’m also not a badge snob, and I love a good bargain.
The Kia Stinger, therefore, ticked so many boxes for me. It seemed like Kia had designed a vehicle just for me. And that’s why it’s so sad to see it go.
The Stinger seemed to be a vehicle aimed right at Australia, and while it never sold as well as the Ford Falcon and Holden Commodore for which it was a spiritual successor of sorts, its sales continued to grow over its run here. Alas, while the US appeared to be another market that would have been receptive to it, it was never a hit there, while a vehicle like this was never going to earn anything more than niche status in markets like China, Korea and Europe.
Skip the 2.0-litre turbo – most people did. The 2.5-litre turbo that replaced it elsewhere would have been good, but it still wouldn’t have deterred most Australian Stinger buyers from ponying up for that gutsy twin-turbo 3.3-litre V6.
This car was a performance car bargain, yet it was practical too with that big hatchback body. The interior naturally wasn’t as luxurious as its Genesis G70 cousin, but it was more spacious and still attractively presented, and in GT-Line and GT guise the Stinger had an exceptionally long features list.
When I was buying my used 2015 Hyundai Genesis, what I really wanted was a Kia Stinger GT but my budget couldn’t extend that far. Now I’m dating someone who wants one, so hopefully I’ll get some regular seat time in a Stinger soon… but it’ll have to be a used one.
James Wong: Volkswagen’s wagons
Why VolksWAGEN?! Why would you kill the wagons?!
The Golf and Passat Wagons were some of the last remaining affordable estates in the Australian market, offering a load-lugging alternative to the SUV pandemic but also some niche enthusiast cool factor.
As 2023 draws to a close, the wagon-bodied versions of VW’s iconic nameplates will be done, also spelling the end of the Passat in the Australian market. A crying shame.
VW Group Australia is compromising somewhat by offering the Octavia Wagon and Superb moving forward, which are great options in themselves, but they can’t fully replace the Golf and the Passat.
We don’t have a crystal ball, but we follow the automotive industry closely. After all, it is our job.
Consequently, we can see the direction car companies and markets are taking – though there’s always the opportunity for a surprise.
Here we share some of our predictions for the new year.
Anthony Crawford
Yes, the Chinese are here and they’re going to be bringing lots of EVs the like of which the world has never seen. Its akin to an industrial revolution on a scale we have not seen for decades or more.
Not only do they have science-fiction levels of technology on board, but they’re also priced tens of thousands of dollars less than the equivalent vehicle from the legacy brands.
Dynamically, though, they’re not quite on the same level as the Europeans, but if you look at what Hyundai has achieved with its performance N brand is just a few short years, it won’t be long before Chinese brands are the feature item on F1’s Drive to Survive.
The big question is, though, will some of the legacy brands finally fold under the onslaught of Chinese and Korean car brands and the speed at which they’re moving?
Paul Maric
Car sales will rebound as inflation softens, but the gloss is likely to wear off surging EV demand – at least until prices and certainty around resale settles.
Resale and depreciation are both points of concern raised by the likes of Hertz and Sixt, who rely on steady and predictable resale values.
We could see this as an entry point for further domination of Chinese brands and further sales declines for brands like Polestar, which fail to offer enough incentive on price and consumer interest to generate sales.
Scott Collie
Things are going to get much, much tougher for carmakers and dealers in 2024.
Every brand we’ve spoken to recently has said the latest VFACTS deliveries records are not representative of current demand, and instead are down to supply finally arriving to fulfil a massive backlog of new car orders from the last two or three years.
According to the executives we’ve spoken to, order cancellation rates are on the rise. Sometimes, that’s down to people ordering more than one car and cancelling their “backup” options when one of their prospective new cars finally lands. Others, it’s down to rising interest rates and the cost-of-living squeeze. Either way, it will lead to lower delivery totals on the VFACTS sales charts.
The good news? That means deals are finally coming back for new car shoppers. Slowing orders and strong supply mean dealers are going to be holding stock for the first time since about 2020, which will see the return of discounts, drive-away deals, and sweeteners like free servicing to entice prospective buyers.
Jade Credentino
Chinese electric car brands will continue to dominate our local market. The technology available in China and around the world is constantly improving.
Some brands have been able to offer highly technologically advanced products at a competitive price. There’s no question that while there are some consumers in Australia who swear to never purchase a Chinese vehicle, some have no choice because of the increased cost of living.
Chinese brands are constantly coming to Australia and challenging legacy brands. In particular, BYD and MG want to dominate our local market in the coming years and with competitive pricing, no stock shortages and consistent marketing they will continue to grow.
James Wong
Hyundai will challenge Mazda for 2nd place in the sales standings.
After a couple of years falling off the boil, it seems Hyundai is really going hard in Australia and with some big launches in 2024 the Korean brand could be snapping at Mazda’s heels for silver in the Australian market.
The mid-sized Tucson SUV has seen good growth this year despite not offering an electrified option – and that’s going to change next year when the facelifted range ushers in the Tucson Hybrid to take on the top-selling and supply-stricken Toyota RAV4 Hybrid.
There’s also the distinctive new Santa Fe on the way, which will launch solely with hybrid at launch and likely add a powerful turbo petrol option as well. With more space and electrification, it should be a better rival for the related Kia Sorento on the sales charts in 2024.
A full year of the new i30 Sedan Hybrid will be a good indication of whether Hyundai can compete with the Toyota Corolla, and the revamped i30 Hatch will bring mild-hybrid power courtesy of its European production switch too. There’s plenty going on in key volume segments.
Compared to sister brand Kia, Hyundai has shown it can get better supply and more diversity in its model ranges, particularly its hybrid and battery-electric vehicles. If it can continue this moving forward, I can see Hyundai really putting pressure on the other top-selling brands. Time will tell…
Jack Quick
I know that I’m not alone in anticipating this but I predict the Chinese carmakers will continue to dominate the Australian new car sales charts.
Take BYD for example, which already has the Atto 3, Dolphin and Seal. The company has already confirmed it’s introducing two plug-in hybrid vehicles locally during 2024, and I’m really interested to see how they are received.
In addition, there are so many different Chinese brands that are currently hinting at selling cars in Australia in the near future. It certainly is an exciting time!
William Stopford
Chinese brands will continue to grow.
Ok, so I’m not really going out on a limb by saying that. We’ve seen the meteoric rise of MG, followed not far behind by GWM and LDV.
The Chinese car industry has matured enormously from the days where it was peddling recycled Daihatsu Charades and knockoff Isuzus, and Chinese car buyers have come to expect a high level of safety and convenience technology as well as an increasing degree of electrification. A couple of duds aside, we’ve seen the array of Chinese cars sold here in turn become increasingly sophisticated.
And yet I was surprised to see just how massively BYD grew here in such a short space of time. This was a brand completely unfamiliar to most Australian buyers, and it got off to a rocky start too, and yet it’s now Australia’s second best-selling electric vehicle brand.
Then there was Chery. I took an even dimmer view of that brand at first, because although it did have some name recognition here, little of it was good. Its last crack at our market almost a decade ago saw it offer low-tech, bargain basement models, one of which was in old Chinese car fashion a blatant knockoff of another vehicle. Its sales were woeful, and it disappeared after just a few years.
Surely that would have corroded any potential goodwill from Australian buyers with that stint here. But no! The Omoda 5 is already outselling segment stalwarts, and its Tiggo 7 Pro may well do the same. Again, there’s a comparatively low price working in Chery vehicles’ favour, but nevertheless the company is offering an abundance of tech and five-star safety ratings.
Chery has also figured out the importance of a first impression, and its vehicles major on showroom appeal even if they can’t match the Japanese and Koreans in terms of dynamics. Give them time, though – the Chinese carmakers have proved quick learners. Remember, we Australians laughed at Japanese and Korean cars back in the day, too.
So, if Chery – not one of the Chinese Big 4, and with a dark past in Australia – can get off to a strong start, it feels like Australia is ripe for the picking by Chinese brands. We already know JAC and GAC Aion plan to come here, and I suspect there will be plenty more to come.
Buying your first car is a life-changing moment. It brings freedom and responsibility in equal amounts.
It’s also a graduation from bicycles, scooters and public transport – and walking – and opens a path to new possibilities.
Finding the right car at the right price is not easy, making it another test for a successful graduation – usually at the end of high school, or university, or moving out of home.
But it is exciting, can be fun, and is also a chance for bonding with family and friends.
A first car will never be perfect but it can easily feel that way on your first solo adventure.
Staying safe
Everyone crashes their first car. It happens.
It could be a minor scratch or scrape in the driveway or a carpark, or a full-scale disaster, but it’s important to plan for the chance that you will hit some early potholes on your motoring adventure.
It could be a simple scratch, but it could also be a major mechanical disaster.
So hope for the best, but plan properly to ensure the best possible start to your life with cars. That’s why safety should be the top priority for any first-car purchase.
But it’s not just about a five-star ANCAP score. They can be very misleading if you don’t know when the car was rated and the safety standards at the time, and only apply to new and near-new cars.
Very few first-timers are shopping with a big budget in a new-car showroom, so it’s about getting the best result – even if it’s something as simple as tyres with good tread on a secondhand car – whatever you have to spend.
There is one essential purchase, too, before you even think about that first car: proper driver training.
Things will go wrong and getting real education is a way to avoid a drama, or minimise any impact from a mistake – yours or someone else.
This isn’t about passing the driving test. That’s the easy part.
The hard part is learning the correct seating position, how to hold the steering wheel and the importance of looking well down the road – not just to the end of the bonnet – to identify the signs of an developing drama.
Three good places to start are Murcotts Driving Excellence in Melbourne, Driving Solutions in Sydney, and the Norwell Motorplex on the Gold Coast in Queensland.
If you don’t know what to do in a panic stop, or you’ve never felt the anti-lock braking system (ABS) in action, or you feel apprehensive when the road gets wet, then you definitely need to get some safety training.
MORE: The worst mistakes we make with young drivers
Pre-buying basics
Suzuki Swift
Buying a car usually starts with a budget and a list of ‘must have’ items.
First time around, it’s more basic. You won’t know what you don’t know.
So it’s best to talk to family and friends, look at the cars they drive and why they drive them, and what they cost – not just to buy, but also to run.
Something from a classy European brand might look and sound great – even with a bargain-basement price – until you hear it needs super-expensive 98-octane unleaded fuel. Then there’s the price of a regular service and parts to consider, as well as insurance.
MG 3
If you can, drive a few cars. Good ones and bad ones, cheap ones and a costly one.
The ‘pre-buy’ is about setting your wants and needs, as well as your ambitions, then measuring all the inputs against what you can afford.
Even the shortest test drive can highlight important things – are you comfortable at the wheel, can you cope with a manual or do you need an automatic, is there enough boot space?
Many P-platers buying their first car have been spoiled by their parents’ cars. They are bigger, newer, nicer, and the only short-term cost is petrol.
Toyota Corolla
So keep your target in sharp focus. And one more thing – avoid a Toyota.
Why? Because anything with a T badge is going to cost more.
Toyota has been the dominant brand in Australia for a very long time, and for very good reason, but things have changed dramatically in the past 10 years.
The South Korean contenders, Kia and Hyundai, actually produce better cars in many categories and the other Japanese brands – Nissan, Mitsubishi and Suzuki for a start – have vehicles which do almost as well as an equivalent Toyota for a lot less money.
On the secondhand scene, where the Toyota Corolla has always been the gold standard, the price premium for a Toyota badge is even more obvious.
New or used?
Chery Omoda 5
The sales ratio for secondhand against showroom fresh in Australia is about seven-to-one. So, with just over one million brand-new vehicles hitting the roads each year, around seven million used cars change hands.
That’s a lot of cars and a lot of opportunities, but there are also many more chances to make a mistake.
If you’ve been saving well, or can rely on the Bank of Mum and Dad, then a new car makes plenty of sense. It comes with a new-car warranty, nothing is likely to go badly wrong in the early years, and nothing beats that ’new car smell’ in the dealership.
The newest cars also come with the latest technology, for safety, fuel economy and technology. But be aware…
Near-new, mid-spec Kia Rio Sport
The best new-car value is usually in the mid-range models, which get more equipment without the fripperies – sunroof, anyone? – of a flagship car.
A super-long warranty is often used as ‘permission to buy’ for low-grade cars and brands new to Australia. Would you pick it without the warranty?
Something that looks flashy in the showroom might not drive well. Never buy without a comprehensive test drive.
A secondhand car can be great value, since someone else has taken the first big hit on depreciation, but there is a sweet spot on value.
Too new and you’ll still be paying plenty, too old and you’re into the unknown area on reliability and repairs.
The best advice is to get the newest car you can afford, while keeping the kilometres below 160,000.
Size and price
Hyundai i30
The Toyota Corolla has been the benchmark for first-car buyers since the 1970s. It was solid, sensible, reliable and – if you could afford it – the air-conditioning was brilliant.
Now, moving deeply into the 21st century, a Kia Cerato or a Hyundai i30 is a smarter first-car buy. They are just as good, better value and have a longer warranty, though only the i30 can match the Corolla with the availability of a hybrid.
The Corolla also set the pattern for first-timers getting into compact hatchbacks.
But the world has changed and everyone wants an SUV – even at the bottom end of the car business – while only two cars, the MG 3 and Kia Picanto, are still below $20,000.
So, what do you really need in a first car? How many people will be riding with you, how far is a typical trip, do you have sports toys to bring along, do you have a dog?
That will give you the basic size. Then pick the most fuel-efficient engine you can afford.
For tradies, think hard about a first work vehicle. Look at people who do what you do, and what they drive. It could be a one-tonne pick-up, but it might also be a small van or even an older Ford Falcon ute in good condition.
Smart shopping
Toyota Avalon
Forget the car and look at yourself. Do you have mechanical ability, do you enjoy driving, do you know how to change a spare tyre – because many youngsters do not.
These are the things that should influence what you pick and, more importantly, how you live with it.
If you’re a car klutz then pick something sensible with a good reputation, even if it means paying more, and getting a rock-solid motor club membership with roadside assistance. They will know how to change a tyre…
And you might even find a good-value Toyota from a family friend.
Suzuki Kizashi
If you have a good idea about cars, and you have friends with experience, you can be way in front. It’s much easier to pick the faults in a car if you know how and where to look. And then you can haggle on the price…
Even a new-car choice is easier if you have friends or family to keep you focussed, ask questions and point out any potential hazards.
Buying a car can be a great family adventure, and one of them – or a friend – could have exactly what you need.
But, and it’s a very big ‘but’, never assume anything. Always check for faults, always investigate the financial history of a secondhand vehicle, and always look for a bargain.
Think outside the box
Mitsubishi 380
The Mitsubishi 380 is an underrated secondhand gem.
The locally made family sedan was never popular when it was new, which means the survivor cars have often been treated very well. Think of it as an ugly Toyota Camry. That makes it a very good buy.
There are cars with a questionable history, like the Volkswagen Golf with the troublesome early DSG gearbox, which can also be a good buy. Find one with the good gearbox and then haggle about the car’s reputation.
A Skoda is a Volkswagen from the Czech Republic, so they can be great value. They are new and used-car stars, and anyone who wants the cabin space of an old Holden Commodore or Ford Falcon should definitely go looking for a Skoda Superb.
Ford Fiesta
Small European cars can be a trap but, equally, they can be a good value choice. Research the history, look closely at prices against something obvious – a Toyota Corolla – and find an expert garage who can help on the service side.
If you want something with the fun factor, there are many gems. The Ford Fiesta and Focus have both been withdrawn from Australia, but are an enjoyable drive, a good size, and quite affordable – just avoid ones with the troublesome Powershift automatic transmission.
Keep looking, keep thinking, and you’ll be surprised what you can find.
The little things
Holden Barina
There are many traps for young players.
If you’re buying from a dealership, always remember selling cars is their job. You’re a first timer and they do it all day, every day. So if something looks or sounds too good to be true, walk away.
If you’re buying secondhand, question everything. Check everything, from the original build date to the last service details.
If a car doesn’t have a full, documented service history, walk away.
If you’re not confident yourself, there are helpers. A friend who is a mechanic, a relative who loves cars.
The best friends, though, are your local motoring organisation – NRMA, RACV, RACQ. They each provide a ‘pre-purchase inspection’ service, where they work through a giant checklist to rate the car. It will highlight each and every fault, assessed by an expert, and give you a genuine understanding of what can – or will – go wrong.
The bottom line
Chery J3
There is one final approach to first-car buying which is definitely not for everyone. It’s the clunker-junker solution.
Put simply, you set a super-low budget, eliminate any emotion, and buy rubbish cars.
Most cars, even the worst, will have around six months of life before they expire. When they are dead, they will still be worth $100 or more as scrap.
So go shopping with $1000, or as much as $3000, and see what you can get and how long it lasts.
It’s been a popular tactic for cash-strapped university students for decades and there are some surprising success stories.
Even if it goes wrong the hit on your pocket will be relatively small, and there are always plenty of junkers looking for a friend.
Eagers Automotive, Australia’s biggest automotive dealer group, has been struck by a cyber attack this week.
As reported by GoAutoNews Premium, some of the dealer group’s IT systems appear to have been compromised by a cyber attack that affects both its Australian and New Zealand operations.
Eagers told the publication the issue was “restricting its ability to trade within certain parts of its business in some operating locations”.
As a result, the company has warned its customers and associates to be wary of any suspicious activities in any of their IT interactions with the group.
Cupra Garage Indooroopilly by AP Eagers
Speaking with The Australian, an Eagers Automotive spokesperson said: “The company is investigating rapidly and, to this point, has not found any access to or misuse of customer or employee information.
“As part of our cyber security protocols, external incident response experts have been appointed to support the ongoing investigation and response.
“Maintaining the security and privacy of our customers’ data and our employees’ data is our highest priority and all efforts of the business are now focused on safely restoring our systems.
“At this stage, customers do not need to do anything but we ask them to remain vigilant of any suspicious activity.”
The company’s shares have been placed in a trading halt by the ASX while the cyber attack is investigated. GoAutoNews Premium says this incident coincides with Eagers attempting to enhance its cybersecurity and future-proof its digital business.
It has only been a matter of weeks since Nissan Australia also fell victim to a cyber security breach, which also severely affected its Nissan Financial Services partner firm.
The Japanese brand’s local division had several head office functions compromised including its emailing system, and was busily investigating whether customers’s personal information had been accessed during the breach.
Japanese small car specialist Daihatsu, a subsidiary of Toyota, has had its production lines screech to a halt amidst a government investigation into decades of falsified safety results.
According to a new report by ABC News, the Japanese brand has shut down production at all four of its factories after admitting to improper testing of 64 models, with some cases dating back over 30 years.
Daihatsu has also suspended all vehicle shipments within the domestic market as well as exports outside of Japan.
These closures are expected to have a significant effect on Japan’s economy, with ABC News quoting market research by Teikoku Databank that says Daihatsu’s factory supply chains include 8136 companies across Japan with sales totalling 2.2 trillion yen ($22.6 billion).
Daihatsu Hijet Cargo
It’s reported the improper testing and data falsification affects some 64 models and three different vehicle engines, including 22 models and one engine sold by the Toyota brand. Some Mazda and Subaru models in Japan are also affected, as well as Daihatsu and Toyota export models.
ABC News reports an internal probe by Daihatsu found 174 new cases of irregularities in safety tests and procedures across 25 testing categories, on top of already known issues. The saga started in April of this year, when the Japanese company reported improper testing of door linings, which led to reports of improper side collision testing in May.
Daihatsu’s falsification of data and unauthorised test procedures in this area have been found to date back to 1989, according to reports. Daihatsu president, Soichiro Okudaira, told Japanese media the company acknowledges the cheating on safety tests and procedures, equating the conduct to neglecting safety certification entirely.
Further, Mr Okudaira attributed the misconduct to increasing pressure on the company’s workers to meet ambitious demands and tight development deadlines, according to the ABC News report.
In a media statement, the company says: “Daihatsu deeply apologise to our customers and other stakeholders for causing great inconvenience and concern with regards to the procedural irregularities in certification application”.
“We requested that an impartial Independent Third-Party Committee fully clarify the nature of these irregularities, analyse their true causes , and recommend measures to prevent recurrence, and we have cooperated fully with the investigations. We have now received the Independent Third-Party Committee investigation report.
“We recognise the extreme gravity of these irregularities , their causes, and the recommendations to prevent their recurrence identified during the Independent Third-Party Committee’s investigations.
“We will not only review and revise certification application operations, but we will also make sweeping reforms to our corporate culture by making compliance the highest priority to prevent occurrences of similar events in the future. We will also make company-wide efforts to regain the trust of our stakeholders.”
Daihatsu Mira
Daihatsu Hijet Truck
While no longer a player in the Australian market, Daihatsu remains a significant vehicle manufacturer in Japan with popular models including its compact Hijet trucks and vans, as well as Mira passenger vehicles.
Nameplates previously sold in Australia include the Sirion and Charade hatchbacks, the Terios SUV, and the Copen sports car.
The company manufactured around 870,000 vehicles across its four plants during the 2022 fiscal year.
Daihatsu hasn’t communicated a date for the resumption of its operations, though Japanese media is reporting that production will be suspended right through January at a minimum.
Vision Copen Concept
Uniform Cargo
Osanpo
Uniform Truck
It’s unclear how the recent news will affect future-facing plans, after Daihatsu revealed a range of concepts at this year’s Japan Mobility Show and also announced it would be co-developing compact electric vehicles for Toyota.
One of these concepts was the Vision Copen Concept, a teaser for what could be the next instalment of the tiny Japanese sports car once sold in Australia.
The all-electric Uniform Cargo and Truck concepts, meanwhile, likely preview future zero-emissions replacements for the existing Hijet Cargo van and Hijet Truck compact commercials. Both feature removable interior and exterior parts and an external power supply function.
Meanwhile, the Daihatsu Osanpo concept is a high-riding electric convertible described as “a luxurious vehicle to slowly enjoy the nature around you in a pleasant breeze, as if taking a walk”.
me:MO
In July 2022, Toyota announced key projects to further its hydrogen fuel-cell and battery electric vehicle ranges. The latter of these focused on kei-class electric vans which would include collaboration with Daihatsu as well as Suzuki.
Originally, these vehicles were planned to become available during the 2023 Japanese financial year (April 2023 to March 2024), with the first EV vans destined for “partners in social implementation projects in Fukushima Prefecture and Tokyo”.
The partnership was said to make use of “Suzuki and Daihatsu’s know-how in manufacturing mini vehicles with Toyota’s electrification technology”. Kei-class vans account for 60 per cent of Japan’s commercial vehicle fleet, and are often used in last-mile logistics, according to the Japanese auto giant.
However, the announcement highlighted three major issues with electrifying the kei segment, including higher purchase price, costs related to building out charging infrastructure, and the inconvenience of charging downtime.
For decades the Skoda Octavia RS has been a favourite for practical car buyers who want something a bit sporty.
WATCH: Paul’s video review of the MY21 Octavia RS
It remains one of the most convincing options for a buyer who wants to be pragmatic but also responsibly indulgent, with relatively attainable pricing and a wealth of clever features and smart packaging combining with an exciting drive experience.
The 2024 model year changes for the Octavia RS see a few adjustments in spec, and prices have once again been increased. But it now also comes with a seven-year warranty, which certainly adds to the value quotient.
How does the Skoda Octavia fare vs its competitors?
View a detailed breakdown of the Skoda Octavia against similarly sized vehicles.
Skoda
Octavia
How much does the Skoda Octavia RS cost?
The Octavia RS wagon is the most expensive Skoda midsize model you can get – priced from $58,490 plus on-road costs.
If you aren’t interested in driving quickly or having a faster-looking Octavia, that Style grade offers tremendous value, and it makes a lot of sense for those who aren’t likely to find excuses just to go for a drive.
The Octavia RS is available with a $6600 Premium Pack, which adds stuff you might like, such as leather-accented seat trim, heated front seats with electric seat adjustment, those front seats also have a massage function and memory settings, heated second-row outboard seats, Canton 12-speaker sound system, a head-up display for the driver, three-zone climate control, and the optional package also includes adaptive suspension dampers.
But if you want other alternatives to consider, there are a few. First, the Subaru WRX Sportswagon ($50,990 to $58,990), which might not have the same engaging drive experience as WRXs of years gone by, but it is a quicker-than-average, sporty driving wagon with heaps of practicality on offer.
Up until recently another good option would have been the Peugeot 508 Sportswagon, but that model is not a PHEV-only choice and has copped a huge price hike as a result (now $82,915 plus on-roads).
You could also check out the Mazda 6, which is available with a turbo-petrol engine and with the choice of sedan or wagon ($36,140 to $55,535).
Or, if you can deal with a sedan body style and the Skoda Liftback isn’t doing it for you, maybe have a look at the vastly improved Hyundai Sonata N Line (from $55,500).
If you’re curious, the paint seen on this RS model is a variant-specific hue called Mamba Green, and it’s the only no-cost choice, too.
Other options include Magic Black Pearl, Race Blue metallic, Graphite Grey metallic, Brilliant silver metallic and Moon White metallic, all of which cost $770. Choose Velvet Red metallic and it’s a $1100 option.
It was nice to spend some time in an Octavia RS without any options boxes ticked for this review, because it gives you a great sense of what you get as standard, and how much value that optional pack really does add.
Purists will love the fact there’s manual seat adjustment for the cloth-trimmed, diamond-stitched sports seats, but having spent months in a previous RS wagon with the optional pack, I did miss the memory setting for the seats – my partner and I have a big seat disparity.
The sporty buckets are very comfy, though, with a good amount of bolstering and the cloth trim is nice and grippy.
You get ambient lighting on the dash and a nice mix of materials through the cabin, and there is LED interior lighting too, while the driver gets a fully digital 10.25-inch instrumentation panel and there’s a 10.0-inch infotainment system with sat nav, DAB radio, wired/wireless Apple CarPlay and Android Auto, and a heap of other features available, too.
In previous times with this-generation Octavia I’ve had a number of technical issues with phone mirroring, but this time around, it was a grimace-free experience, which is a nice improvement.
Though I still don’t love that there’s no dials for the infotainment system, and that you have to adjust some elements of the air-conditioning system through the screen, rather than using physical buttons.
For instance, there’s a home ‘bar’ at the bottom of the screen for climate controls including temperature adjustment, but there is no fan control button/slider there, so you have to adjust the speed of the air using the main screen – unless you’re one of those cretins that leaves it on “Auto” – I’m joking!
There are some oddly sized cupholders between the front seats, and a few loose item storage spots, too, plus you get flocked door pockets with bottle holsters, and in the driver’s door there’s a hidden umbrella for those unexpected and increasingly common storms.
And while I didn’t think I’d miss having a panoramic sunroof (a $1900 option), it does lighten up the cabin a lot, given the expanse of the black headlining which can make things feel a bit gloomy inside.
The rear seat has a heap of nice features that occupants (and parents) will love, such as retractable sun-blinds, a pair of USB-C ports, directional air-vents, map pockets with device nooks on the seat backs, lined bottle holders in the doors, a flip-down armrest with cup holders and storage, and there’s also a ski port.
Occupants will find there’s enough space to fit behind bigger front-seaters – at 182cm/6’0” I could easily slot in behind my own driving position, with enough knee, foot and head room to be comfortable. There’s also enough width that, if pushed, you could fit three adults across, being mindful of the transmission tunnel intrusion.
For the mums and dads reading this, you’ve got ISOFIX points in the window seats and three top-tether points, too, and – from experience – you can fit a rearward-facing capsule with room to spare for a parent in front.
Oh, and parents will also LOVE the fact there are proximity unlocking sensors on the rear doors as well as the front, meaning you can unlock the back door and load your child into their seat without having to make that annoying extra few-step journey to trigger the front doors to unlock. There’s also an electric tailgate, too.
Now, the boot space on offer in the Octavia RS is convincing, too. There’s either 600 litres (VDA) if you choose the liftback, or 640 litres (VDA) if you get the wagon. That’s easily enough to fit a larger pram and some extra bags.
Under the boot floor there’s a space-saver spare wheel, and the boot space features a reversible mat (rubber on one side, carpet on the other), which is handier than you’d expect. There’s also a set of nets to secure items in place, and remote rear-seat releases if you want to fold the seats down.
Just note, though, that there is a bit of an intrusion between the boot and the backseats, so it won’t be a fully-flat space – but there is 1700L VDA of space to play with.
What’s under the bonnet?
There have been no changes under the bonnet for the 2024 Skoda Octavia RS, and honestly, that’s no big deal – because this is a great powertrain.
The EA888 2.0-litre turbo-petrol four-cylinder engine employed here has 180kW of power and 370Nm of torque, and that means this sporty wagon will do 0-100km/h in 6.7 seconds.
There’s a seven-speed dual-clutch automatic transmission with paddle-shifters, and the RS is front-wheel drive. In other markets, there’s an AWD model, which we sadly miss out on.
Fuel economy is rated at 6.8 litres per 100km on the combined cycle, and you’ll need to fill it up with 95 RON premium unleaded, and it has a 50-litre fuel tank capacity. In my real-world testing across a week of mixed driving, I saw a return of 8.3 litres per 100km.
How does the Skoda Octavia RS drive?
It drives beautifully, and it doesn’t need the adaptive dampers to do it.
That’s the thing that stood out most to me, having lived with a new-gen Octy RS for months on end. In that long-term loan, I was often fiddling with the adaptive suspension settings, trying to find the right balance for whatever surfaces I was encountering.
In this more basic example, the inherent qualities of the platform for this car shine through, as it possesses and exhibits a comfortable ride, which – admittedly – is a bit firmer than a standard Octavia, and it sits a bit lower to the ground due to its sports chassis setup.
But even so, it offers a comfortable and composed ride in most situations, while also offering the driver enough fun factor in corners, with a nicely stuck-down drive experience in most situations. The Octavia RS has a lovely driving character to it, and depending on the drive mode you’re in, it can be sedate and cruisy or more focused and sporty.
The minor gripe I have is that, at times, the engine can overpower the front tyres, especially if you dose it, which is simply a byproduct of having so much torque to get to the surface – but there’s a standard electronic differential lock to help you power out of corners.
The steering is lovely, too, with a quick ratio and great response in corners, while also offering a simple and very usable for boring driving, too, with a super predictable response for parking moves – if you don’t want to use the now-standard auto parking tech.
The powertrain also offers that brilliant duality, with a manageable urban driving experience (yes, even though the dual-clutch automatic transmission and engine start-stop system can interrupt proceedings in traffic), and yet with ample power delivered in a linear way, ample mid-range pulling power for zippy moves in traffic and overtaking, and enough zest to put hairs on your chest, if you want that.
The DSG doesn’t muck about when it comes to shifting gears at speed, either, with a prompt and predictable logic that almost never gets it wrong, especially if you’re giving it some hustle.
There are some things that could be improved in terms of the drive, though.
As with most MQB-based offerings from the VW Group, there is a lot of road noise intrusion into the cabin. Some extra sound deadening – especially for coarse-chip roads – would not go astray.
And further, while a reversing camera and all-around parking sensors is handy, family buyers would no doubt appreciate a surround-view camera system.
What do you get?
Octavia Style highlights:
18-inch alloy wheels
Space-saver spare wheel
Matrix LED headlights
LED fog lights with cornering function
LED tail lights
LED puddle lights
Rain-sensing window wipers
Privacy glass
Chrome window frame surrounds
Silver roof rails (wagon only)
Power tailgate with hands-free opening
Electric, heated and power-folding side mirrors
10.25-inch Virtual Cockpit digital instrument cluster
10.0-inch ‘Columbus’ infotainment system
Satellite navigation
Two USB-C ports
Wireless Apple CarPlay, Android Auto
8-speaker sound system
Wireless phone charger
Keyless entry and push-button start
Dual-zone climate control
LED ambient interior lighting
Leather-wrapped steering wheel
Paddle shifters
Rear door window sunshades
Shift-by-wire gear selector
Electric park brake
Auto-dimming rear-view mirror
Fabric upholstery
Octavia RS adds:
19-inch alloy wheels
Electronically locking limited-slip front differential
Sports suspension
Progressive steering
Black window surrounds
Dual exhaust tips
Gloss black exterior highlights
Auto-dimming driver’s side mirror
10 airbags
Blind-spot assist
Rear cross-traffic alert
Adaptive cruise control with stop & go
Lane Assist with Adaptive Lane Guidance
DAB+ digital radio
5 x USB-C ports
Drive mode selector
Aluminium pedals
Fabric upholstery with red contrast stitching
Is the RS worth $14,500 more to get that stuff? Tell us your thoughts in the comments!
Is the Skoda Octavia RS safe?
The Octavia was awarded the maximum five-star ANCAP safety rating in 2019.
It scored 92 per cent for adult occupant protection, 87 per cent for child occupant protection, 73 per cent for vulnerable road user protection, and 79 per cent for safety assist.
Standard safety features include:
Autonomous emergency braking (AEB)
Pedestrian detection
Cyclist detection
Lane-keep assist
Adaptive cruise control
Driver fatigue monitoring
Front and rear parking sensors
Reversing camera
Tyre pressure monitoring
Blind-spot assist
Rear-cross traffic alert with braking
Manoeuvre braking
Can brake the car if obstacles are detected at low speeds)
Emergency Assist
Park assist
Octavia RS adds:
Adaptive cruise control with stop/go
Crew Protect Assist
Pre-collision pre-tensioning and crash preparation
Lane Assist with Adaptive Lane Guidance
*Part of option pack on base grade
Emergency Assist
Will stop car and put hazards on if driver unresponsive
*Part of option pack on base grade
If you choose the Octavia Style, the car is fitted with eight airbags – dual front, front-side, front centre, driver’s knee, and full length curtains.
But opting for the RS model means you get 10 airbags, with all of the above plus rear side thorax airbags, too.
How much does the Skoda Octavia RS cost to run?
Skoda has made a seven-year, unlimited kilometre warranty standard on its model range, matching the likes of MG, GWM, Ssangyong and Kia, among others.
The brand also has decent service options on paper. Maintenance is scheduled at 12 months/15,000km, and there are a couple of ways you can go about servicing your car if you want to do so with Skoda.
Firstly, you can pay as you go. There’s a capped-price servicing plan available for the model range.
But the smarter choice is to prepay your servicing, and you can do so by either choosing a five-year/75,000km service plan ($2600) or a seven-year/105,000km plan ($3400) – either of those represents a saving of hundreds of dollars over paying as you go.
And, get this – if you service with Skoda, you can get up to nine years of roadside assistance included.
CarExpert’s Take on the Skoda Octavia RS
If there’s one thing that the Skoda Octavia does well, it’s pretty much everything.
It’s still the go-to sporty wagon for those who want a family-sized car that’s fun and fast.
It’s lovely to drive, and with seven years of warranty cover it makes an even stronger case now than in years gone by.
Current Formula 1 world champion Max Verstappen has been denied a Mercedes-AMG GT rental car from Sixt during a recent holiday to Portugal as he’s too young.
As reported by The Sun, the 26-year-old Dutch racing driver was denied the high-performance rental car as the company’s insurance policy requires drivers to be at least 30 years old.
Mr Vestappen flew into Algarve, Portugal last Monday with family and friends and had rented around 20 cars from Sixt at Faro Airport.
The party had also booked the Autodromo Internacional do Algarve racing circuit for two days.
“Max and the group went to Portugal for a fun racing trip and had booked the cars they wanted,” said an unnamed source to The Sun.
“When they got to the airport, Max was shocked when he was told he wasn’t allowed to drive the Mercedes he wanted.”
“He’s a seasoned F1 driver who’s used to handling powerful cars, so it’s quite astonishing to think he wasn’t allowed to get behind the wheel of this one — but those are the rules, so he abided by them.”
“The employees of our franchise partner in Portugal have only followed the rules that arise for insurance reasons,” said a Sixt spokesperson to The Sun.
Mercedes-AMG GT
“In order to find a customer-friendly solution on site, Mr Verstappen was provided with another premium vehicle.”
“However, there can be special circumstances that justify a deviation from rules. This is such a case.
“We apologise to Mr Verstappen. He can rent the car he wants from us at any time.
“There is of course no doubt at all about his driving skills and his experience with powerful cars.”
Mr Vestappen ended up taking a BMW 5 Series, though his manager Raymond Vermeulen drove the Mercedes-AMG GT.
Max Verstappen has won the last three Formula 1 World Drivers’ Championships. He has raced for the Red Bull Racing team since 2016.
The Kia Sportage has long been popular in Australia – and driving the GT-Line 2.0D AWD I can see why.
WATCH: Paul’s video review of the MY22 Sportage GT-Line 2.0D AWD
The Sportage competes with the likes of the Hyundai Tucson, Mazda CX-5, Mitsubishi Outlander, Nissan X-Trail and Toyota RAV4. It shares some of its bits with the Tucson; although, its cousin comfortably outsells the Sportage by over 5500 units, based on VFACTS figures from January to November 2023.
The Sportage possesses a lot of great features but does Kia miss the mark on attention to detail? Little things that could make a big difference in practicality seem to be overlooked. For a family flagship SUV the lack of rear window shades, climate controls in the second row, engine stop/start functionality and head-up display surely must combine to affect the vehicle’s score…
Let’s get into it and see.
How does the Kia Sportage fare vs its competitors?
View a detailed breakdown of the Kia Sportage against similarly sized vehicles.
Kia
Sportage
How much does the Kia Sportage cost?
The flagship Kia Sportage GT-Line Diesel is priced from $52,720 before on-road costs.
This puts it closely in line with the Mitsubishi Outlander Exceed AWD, Honda CR-V VTi L AWD and cousin Hyundai Tucson Highlander N Line AWD.
It’s worth mentioning that while Kia is yet to release the Sportage Hybrid – due here in 2024 – the GT Line Diesel competes on pricing with the Honda ZR-V e:HEV LX and Subaru Forester Hybrid S.
2024 Kia Sportage pricing:
Smartstream G2.0 FWD
Sportage S: $32,795/$34,795 (6MT/6AT)
Sportage SX: $35,350/$37,350 (6MT/6AT)
Sportage SX+: $41,850 (6AT)
Smartstream G1.6 T-GDI AWD
Sportage SX+: $43,850 (7DCT)
Sportage GT-Line: $49,720 (7DCT)
Smartstream D2.0 AWD
Sportage S: $40,195 (8AT)
Sportage SX: $42,750 (8AT)
Sportage SX+: $47,250 (8AT)
Sportage GT-Line: $52,720 (8AT)
All pries exclude on-road costs.
To see how the Sportage compares with its rivals, line it up side-by-side with any car you want using our comparison tool.
What is the Kia Sportage like on the inside?
Being the top-spec model, Kia has put about every feature possible inside the cabin. Let’s start with the seats.
The Sportage’s seats appear decent quality and are highly adjustable but for me the seats are most comfortable when the lumbar support is not engaged. I guess this defeats the purpose, but almost every time I’ve driven the GT-Line my experience remains the same.
Seat heating and ventilation are nice features, and it sets a luxurious tone to the car and does feel special over the SX+, which only offers heated seating.
There is a combination of suede and leather upholstery in the GT-Line which, if I’m being honest, I didn’t even notice at first – I don’t think it makes a major difference to the car and perhaps this was Kia trying to separate this model from the SX+. To me at least, it fell on deaf ears – or blind eyes in this case.
There are dual 12.3-inch infotainment and instrument cluster displays which are housed in a curved casing. It does feel more luxurious than what I would expect from a Kia, so points for that. Remembering the car is less than $60,000 before on-road costs, this type of instrument setup is something I’d expect to see in a BMW or Mercedes-Benz.
Under the air vents and woodgrain insert is a touchscreen to control climate and infotainment settings like media and navigation. Amongst the controls there is a small button that will select whether climate or infotainment settings are displayed, but to me it was a little too small and fiddly in operation.
I found while driving I often accidentally pressed the wrong button because the correct choice was nestled in between a variety of other virtual buttons. It’s not ideal to take your eyes off the road for any amount of time, let alone constantly moving them across rows of infotainment controls – at times I found operating these controls a little unnerving.
Two dials are located on either side of the button display, and these controls can change multiple settings, depending on which main controls are selected i.e. temperature or volume controls.
I should mention that I am fairly small, so I had to lean forward from my driving position to reach the infotainment system each time I wanted to make an adjustment. While I got used to this after a while, I haven’t have this issue with competitors and it was a little annoying.
The centre console area features a wireless phone charger, two USB ports (including a USB-A and USB-C) as well as a 12V socket. I did find it redundant to have a wireless phone charger but wired phone mirroring, which meant my iPhone wouldn’t comfortably fit in the space and would shift around as I was driving.
The centre tunnel doesn’t feel crowded with buttons and offers the driver a good number of controls and settings to choose from.
I found the cup holders a little annoying, too. Kia offers a retractable semi-circle that forms the cup holder – which will stow away when they aren’t needed – so you can store other things like keys or a small wallet. Beware however, the compartment isn’t rubber-lined and can mean harder items can rattle about.
The back seats are some of the most spacious within the segment in regards to leg room. I was also able to fit three child seats across the second row; however I would suggest if you have young ones, use compact car seats especially when choosing baby capsules.
Speaking of kids, amenities in the second row features two air vents, hooks for small bags, USB-C ports, seatback pockets, and the centre seat reveals an armrest and two cup holders. There is one small drink bottle holder in each door bin and a large hanger on the headrest of the front seats.
The panoramic sunroof makes the car feel bigger and more spacious and proves to be quite entertaining for the kids at night, especially star gazing as you’re driving home.
The boot is very spacious, I was able to fit a single pram alongside four or five bags of groceries. A full-size spare tyre is kept underneath the boot floor. Quoted volume is 543L-1829L (VDA).
I found loading things into the boot was easy because the boot height was around hip height. This made it easy to get prams, groceries etc. into the car without strain.
Although Kia could improve on little details like window shades, a heated steering wheel, a head-up display and tri-zone climate control; the cabin as a whole has a lot to offer.
What’s under the bonnet?
Model
Kia Sportage 2.0D AWD
Power
137kW (4000rpm)
Torque
416Nm (2000-2750pm)
Transmission
8-speed automatic
Driven Wheels
All-wheel drive
Weight
1759kg (kerb)
Fuel economy (claimed)
6.3L/100km
Fuel economy (as tested)
7.3L/100km
Fuel tank
54L
It’s worth mentioning that while the combined fuel economy was 6.3L, the urban claim was 7.7L/100km. I thought the 7.3L/100km I achieved was fair considering I was doing mostly city driving.
How does the Kia Sportage drive?
The first thing I realised is the seating position and transmission shifter felt a little awkward, and took quite a bit of adjusting.
It’s not uncomfortable but I did find it took some getting used to – and that was before I even turned the car on. Eventually I got things sorted and hit the road.
The diesel engine felt smooth to drive once you’re off the line. You rarely have to put your foot all the way down from a traffic light but in the cases where I needed to have a better chance of merging, I found the car lagged off the mark a little more than I would have liked.
The Sportage feels solid and confident on highways though, and is just as capable on the school run or weekend sport.
I found after consistently driving the GT-Line I became very reliant on the Blind Spot View Monitor cameras which project a live side camera feed into the instrument cluster when you indicate. Although it’s a “luxury” gimmick it did make me stop and think how it encourages lazy driving behaviour.
Drivers shouldn’t be reliant on cameras around the car to simply change lanes or pull out of a car park. Rather than assist, the tech becomes a piece of technology drivers become dependent upon – and that doesn’t sit well with me.
The Sportage GT-Line has an auto-hold function. In stop-start traffic it’s an important feature for me and I’m glad Kia has it working smoothly.
Speaking of stop-start driving – Kia still doesn’t offer fuel-saving idle start/stop technology on the bulk of its Australian range. It’s a shame, given these cars will likely spend a lot of their time in town.
There are a few drive modes available in the Sportage. I found driving in Eco or Normal to be the picks, and found them very responsive.
Some of the safety features can be a little intrusive and aggressive. I found the lane-keep assist disruptive – sometimes it would aggressively pull you in or out of a lane even when I had my indicator on.
The adaptive cruise control was responsive and not at all clunky. It works a lot better than in other SUVs, particularly Chinese-branded rivals.
The Sportage thankfully doesn’t have the annoying speed limit alert, which was a big turn-off in Kia’s newer models like the Seltos. The 360-degree camera is great when getting out of tight parking spots or making sure there aren’t any kids bikes (or kids for that matter) in the way when you’re reversing out of the driveway.
What do you get?
Sportage S highlights:
17-inch alloy wheels
8.0-inch touchscreen infotainment system
Apple CarPlay, Android Auto (wireless)
DAB digital radio
6-speaker audio
‘Basic’ digital instrument cluster
4.2-inch TFT display
LED headlights (reflector-type)
LED daytime running lights
Partial-LED tail lights
Full-size spare wheel
Leather-accented steering wheel, PVC shifter
AEB with pedestrian, cyclist, junction assist
Blind-spot assist
Rear cross-traffic assist
Lane Follow Assist
Lane keep assist
Intelligent speed limit assist
Adaptive cruise control**
Electric park brake**
Reversing camera
Rear parking sensors
Tyre pressure monitoring
Front-centre airbag
**not available for manual variants
Sportage SX adds:
18-inch alloy wheels (machine face)
12.3-inch touchscreen infotainment system
Satellite navigation
Apple CarPlay/Android Auto (wired)
Power driver’s lumbar adjustment
Rain-sensing wipers
Dual-zone climate control with auto de-fog
Auto up/down windows (front)
Leather-wrapped shifter
Remote-folding second-row seats
Gloss black interior trim
DAB radio
Sportage SX+ adds:
19-inch alloy wheels (machine face)
8-speaker Harman Karon premium audio
Faux leather seat trim
Heated front seats
LED front fog lights
Power driver’s seat with power lumbar
Electric tailgate
Electrochromic rear-view mirror
Keyless entry with push-button start
Steering-mounted paddle shifters
Rear privacy glass
Front parking sensors
2x USB-C chargers in front seat backs
Sportage GT-Line adds:
19-inch alloy wheels
12.3-inch instrument cluster
Leather seats with suede upper
Driver’s seat with memory function
Power passenger seat adjustment
Heated/ventilated front seats
Dual-LED headlights (projector type)
Full-LED tail lights
Shift-by-wire gear selector (dial type)
Wireless phone charger
Ambient interior lighting
LED interior lighting
Panoramic sunroof
Alloy sports pedals
Blind Spot View Monitor
Parking Collision Avoidance (reverse)
Remote Smart Park Assist (diesel only)
Surround-view cameras with 3D view
Metal scuff plates
Is the Kia Sportage safe?
The Kia Sportage wears a five-star ANCAP safety rating based on tests by Euro NCAP in July 2022.
It scored 87 per cent for adult occupant protection, 87 per cent for child occupant protection, 66 per cent for vulnerable road user protection, and 74 per cent for safety assist.
Standard safety equipment includes:
7 airbags incl. front-centre
Adaptive cruise control
Autonomous Emergency Braking (AEB)
Pedestrian, Cyclist detection
Junction assist
Blind-spot assist
Intelligent speed limit assist
Lane Follow Assist (centring)
Lane keep assist
Rear cross-traffic assist
Rear parking sensors
Reversing camera
Sportage GT-Line adds:
AEB in reverse
Blind Spot View Monitor
Remote Smart Park Assist (2.0D)
Surround-view cameras
How much does the Kia Sportage cost to run?
All Kia models are backed by a seven-year, unlimited-kilometre warranty with seven years of capped-price servicing.
The first seven services for the 2.0L turbo diesel models are $346, $537, $416, $790, $389, $675, and $412.
CarExpert’s Take on the Kia Sportage
I think the Sportage is a great car for parents who are slowly growing their family. It’s fun, it’s modern and will give you features traditionally available in expensive luxury European cars.
It’s good value for money if you are comparing with the Nissan X-Trail, Toyota RAV4, Mazda CX-5, and its cousin the Hyundai Tucson; which all ask a couple of thousand dollars more for their respective flagship versions.
The Sportage GT-Line has a few features that deduct points for practicality, but with the amount of tech and gear it had for under $60,000 it’s one of the better SUVs in the segment. I don’t know if waiting six months or more for this car is justified however; especially when there was no stop-start technology or hybridisation.
I would consider test driving other models that may offer a stop-start function to reduce fuel consumption, or perhaps wait for the Sportage Hybrid which is due to arrive in Australia sometime in the early stages of 2024.
The GT-Line does at least tick a lot of boxes and should definitely be short-listed. Closely check the features list; though, as perhaps the devil is in the detail.
Tesla is cutting rates at Supercharging locations this summer, but only if you charge off-peak.
From Friday, December 22 to Sunday, January 7, if you charge between 9pm and 9am you’ll pay a 50 per cent lower rate.
The company says this is only at ‘select’ locations within its Supercharger network, which now has 450 stalls across Australia.
Tesla’s Australian Supercharger network
Tesla owners can use the Supercharger map on the in-car touchscreen to find the rates for each site, and therefore to find out which locations are participating.
The company says it expanded its Supercharger network by 65 per cent in 2023, though it has also been opening up these chargers to owners of electric vehicles (EVs) from other brands.
You can view an interactive map of Tesla’s Supercharger network, including which locations can be used by non-Tesla vehicles, by clicking here.
The Porsche Boxster as we know it is on its last legs.
Orders for the current 718 Boxster (and its Cayman coupe cousin) will close in the middle of 2024, and its replacement will be electric. Porsche has committed to keeping petrol power alive in some form for the 911; it doesn’t appear to be bothering for the 718 twins.
It’s often made fun of for being a mid-life crisis car, or a poser’s Porsche, but the Boxster was the car that saved the brand from unprofitability in the 1990s, as bigger carmakers circled in search of a takeover.
Back then, a lot of parts were shared between the Boxster and 911 to save money, and to give the new roadster some much-needed credibility with buyers.
It’s a different story now. Not only do the pair look different, with very different model cycles, a chunk of the Boxster range in 2016 traded its sonorous six-cylinder engine for a turbocharged four-cylinder… complete with a soundtrack that’d make anyone who’s owned a WRX STI feel right at home.
Porsche isn’t letting the Boxster go quietly into the night. At the top end, it’s slotted a version of the 911 GT3 4.0-litre engine into the Spyder RS. At the bottom end, it’s created a selection of Style Edition specials like the car on test here.
There’s no doubt it’s a good looking take on the formula, but the 2.0-litre engine doesn’t necessarily make for the stylish send off the Boxster deserves.
How does the Porsche 718 fare vs its competitors?
View a detailed breakdown of the Porsche 718 against similarly sized vehicles.
To see how the 718 Boxster stacks up against its sports car rivals, use our comparison tool.
What is the Porsche 718 Boxster like on the inside?
Porsche has come a long way with its interior technology since this 718 generation debuted.
Hopping into the 718 after looking at a 911, let alone the new Cayenne, is like stepping back in time. But sometimes the old ways are good, and there’s a lot to like here.
The driving position is excellent, with enough space even for lanky drivers to get comfortable, and even so late in its life the 718 doesn’t feel particularly tired inside.
Everything you poke or prod feels high quality, and the pop-out cupholders behind a piece of trim on the passenger side of the dashboard are still a clever solution to the lack of space in most sports cars. You’ll notice the lack of USB ports relative to most new cars, though.
The pair of analogue dials and small screen in front of the driver will make anyone who’s driven an older Porsche feel right at home, and all the information you need is right there at a glance.
It’s a similar story with the central touchscreen; it’s not nearly as flashy as the unit in the new 911 or Cayenne, but it’s dead easy to use and only really wants for wireless Apple CarPlay. I liked the system when it featured in the Macan and the last 911, and I still like it here.
With the roof up, there’s plenty of headroom for tall drivers. Drop the top using the switch on the transmission tunnel (operable up to 48km/h) and you get a lot more… without too much in the way of wind noise at regular commuting speeds.
There’s a wind deflector between the seats that can be removed, but there’s no real reason to.
As for boot space? Along with room for soft bags or coats behind the seats, you get two boots in the 718.
The space up front holds 150 litres, and is perfect for soft overnight bags. The space behind the engine holds an additional 122 litres, for a combined 277 litres.
What’s under the bonnet?
Engine
2.0L four-cylinder turbo
Power
220kW (6500rpm)
Torque
380Nm (1950-4500rpm)
Transmission
7-speed dual-clutch auto
Driven Wheels
Rear-wheel drive
Weight
1365kg (kerb)
Fuel economy (claimed)
7.0L/100km
Fuel economy (as tested)
10.5L/100km
Fuel tank
64L
Octane rating
98 RON
How does the Porsche 718 Boxster drive?
The 2.0-litre engine doesn’t give you a satisfying snarl when you turn the key, instead bursting to life with gruff, boxer rumble. It’s not a particularly pleasant sound, especially when you consider how good the 4.0-litre six in the GTS is.
Unfortunately, it doesn’t really get any better when you’re on the move. It’s very quiet with the active sports exhaust in its default mode, and flicking it into loud mode doesn’t free things up nearly as much as you’d hope.
It’s also not what you’d call a particularly nice noise at any point, even when you’re flogging the car with the roof down. There’s more to a sports car than how it sounds, but it’s amazing how removing the spine-tingling way a Porsche flat six zings to redline makes the whole 718 Boxster experience feel a bit… flat.
It’s a shame, because this is still an incredibly talented sports car. The 911 will always be the Porsche, but there’s something special about the way the mid-engined Boxster and Cayman drive.
After driving so many cars with numb steering, hopping into the Boxster and feeling the thin-rimmed steering wheel tug from left-to-right in your hands with cambers in the road is a refreshing change.
There’s no rear-wheel steering here, nor active engine mounts, or adaptive dampers, or variable-ratio steering, or any of the other (incredibly effective) complications that have rolled out to make the 911 handle like a smaller, lighter car – because they just aren’t necessary.
It’s incredibly balanced, so you can barrel into a corner and make small adjustments with the throttle and steering to tidy up your line, and there’s none of the mid-engine edginess you might expect. This is a sports car that brings you along for the ride.
The engine offers plenty of punch low down in the rev range once you’ve cleared an initial hint of turbo lag, and does a solid job squeezing you back in the seat on the way round to the redline. It doesn’t really zip through the last few thousand revs like naturally-aspirated Porsches; although, the trade-off is more shove from low speeds.
In the context of hot hatches like the AMG A45 S and Audi RS3 it’s not what you’d call particularly fast, but the chassis and steering mean you’re able to focus on delicately carrying speed rather than teleporting down straights, throwing an anchor out, tiptoeing through corners, and then repeating the process.
Porsche’s dual-clutch transmissions are unmatched, and allow you to fully unlock the engine’s potential.
It’s preternaturally fast in Sport Plus, shifting down one, two, three gears so quickly and smoothly it’s genuinely remarkable, and the way it just seems to know what gear you need and when is unlike anything else out there.
The response to the metal paddles is instantaneous, and provided what you want to do isn’t going to send valves exploding out the top of the engine, the car will actually let you take control.
Ride quality is surprisingly good for a small car riding on big wheels and liquorice thin tyres. On suburban roads it does a good job keeping potholes and pimply sections out, and on bumpy back roads there’s enough compliance in it to shrug off awkward mid-corner bumps without throwing you off line.
You could genuinely daily drive the Boxster without making too many sacrifices.
What do you get?
Standard equipment on Style Edition models includes:
Black or white decorative stripe packages
Black leather seat trim with Crayon stitching
Illuminated stainless steel kick plates
Porsche crest in headrests
Bi-Xenon headlights with LED daytime running lights
Porsche Dynamic Light System
Blind-spot monitoring
Reversing camera with front and rear parking sensors
Keyless entry and start
Apple CarPlay
Satellite navigation
DAB digital radio
Cruise control
Auto-dimming mirrors
Heated, leather-wrapped steering wheel
14-way Sports seats with memory
Heated seats
Dual-zone climate control
Light Design Package
Is the Porsche 718 Boxster safe?
The Porsche 718 line-up hasn’t been crash tested by an NCAP body, nor will it be this late in its life.
It features six airbags as standard, along with blind-spot monitoring, adaptive cruise control, and parking sensors with a reversing camera.
How much does the Porsche 718 Boxster cost to run?
Porsche offers a three-year, unlimited-kilometre warranty in Australia, despite most luxury rivals having moved to five years of coverage.
Scheduled servicing is required every 12 months or 15,000 kilometres. Porsche Australia says service pricing “varies from state to state due to different labour rates at Official Porsche Centres”.
It’s also practical in the context of selfish two-seat sports cars, has a comfortable enough interior that you could drive it every day, and is quick enough to put a smile on your face.
But the Style Edition isn’t the Boxster worth buying before it’s replaced by an electric alternative, and it’s all down to its engine.
Despite the surprising levels of practicality, a huge part of the Boxster’s appeal lies in the way it makes you feel – and it doesn’t make you feel good enough, enough of the time without the snarl of the 4.0-litre naturally aspirated engine offered in the GTS, Spyder, and Spyder RS.
If you’re trying to snag one of the last mid-engine petrol Porsche sports cars before they die out entirely in favour of swift but silent electric power, you might as well do it properly and buy the one that truly sends the format off in style.
Now while we don’t publish as many opinion pieces as we do car news or reviews here at CarExpert, this year we published many that got the attention of you, our loyal readers.
Our opinion pieces are just that, opinion, but we open up the floor to you to share your views. On that note, let us know in the comments what your favourite op-eds were this year.
The car that killed Holden in Australia
“The story of Holden’s precipitous fall from being the number one brand to disappearing entirely is a long and tortuous one,” said William Stopford.
“There are many reasons why it lost its spot at the top, but one car encapsulates them more than most: the HoldenCaptiva, or the Craptiva as it’s derisively known.”
MORE: The car that killed Holden in Australia
The utes the CarExpert team would buy
Australians can’t get enough of utes.
Whether you call them utes, pickups or bakkies, you can’t ignore just how common they’ve become. No longer simply workhorses, these vehicles have become popular family vehicles in Australia – to the delight of some, and to the chagrin of others.
The members of the CarExpert team have shared what utes they would buy… even if we’re not all ute folk.
MORE: The utes the CarExpert team would buy
Has Subaru lost the plot with its electric car?
“Remember back in the late 1990s and early 2000s when Subaru was a brand many desired to own?” asked Alborz Fallah.
“Remember when the Japanese brand sold cars that genuinely turned heads and excited not only car people but the average consumer alike?
“As a former Subaru WRX owner, I can attest to the pull the brand had back 15 years ago, when it offered affordable cars across its range that were not only best in class but also highly desirable.
“But over the last few generations, it has seemingly done everything it can to become as generic as possible and now with the pricing of its new electric car, it appears the brand has completely lost the plot.”
MORE: Has Subaru lost the plot with its electric car?
What the CarExpert team would buy for the price of a new Ford Ranger
Australians love the Ford Ranger, but there’s a lot of other vehicles you can buy for the price of one.
In this op-ed, we looked at just what vehicles we would put our money on instead.
MORE: What the CarExpert team would buy for the price of a new Ford Ranger
It’s time for Australia to celebrate the unexceptional cars of its past
“I’ve been to plenty of lovely, welcoming car shows – Brisbane’s regular All-Japanese Day at Banyo is one of them – but others have given me the vibe some cars are more welcome than others,” said William Stopford.
“Imagine pulling up to an American car show brimming with ’65 Mustangs in a Chrysler Neon, for example, or a JDM car park meet packed with stanced Skylines in a Nissan Prairie.
“I can only imagine organising an event like The Festival of the Unexceptional is hard work, particularly finding a suitable venue. But I also reckon it’s high time we have a show like this in Australia, and I’d love to see it happen.”
MORE: It’s time for Australia to celebrate the unexceptional cars of its past
The current-generation Mazda BT-50 has been on sale locally for three years now; that’s long enough to see the dual-cab ute segment move on.
WATCH: Paul’s video review of the BT-50 LE
Based on the Isuzu D-Max, the BT-50 is pitched as a slightly more plush lifestyle-oriented ute. Despite this it doesn’t compromise on any key ute attributes such as towing and payload.
On test here is the BT-50 SP, which is second from the top of the range. Our vehicle came with the recently introduced SP Pro package.
This $7668 optional package adds special 18-inch alloy wheels, Nitrocharger suspension with a 40mm lift, Lightforce LED light bar, and SP Pro decals.
Is this the ultimate BT-50? Read along to find out.
How does the Mazda BT-50 fare vs its competitors?
View a detailed breakdown of the Mazda BT-50 against similarly sized vehicles.
The SP Pro enhancement pack costs an additional $7668 and adds the following:
18-inch alloy wheels
Nitrocharger suspension upgrade kit (40mm lift)
Lightforce LED light bar
SP Pro decals
To see how the BT-50 compares to its rivals, line it up side-by-side with any car you want using our comparison tool.
What is the Mazda BT-50 like on the inside?
Hopping into the Mazda BT-50 SP with the optional SP Pro package is a little more difficult than the regular model, mostly due to the 40mm lift its Nitrocharger suspension upgrade kit brings.
There are thankfully side steps and grab handles to make getting in and out a bit easier. Regardless, I found I needed two scoots in order to get comfortable in the driver’s seat.
Speaking of the driver’s seat, the BT-50 SP comes with really cool-looking seats that are finished in black and brown synthetic leather. They look a lot more flash than the typical all-black seats in a large number of its rivals.
The driver’s seat has eight ways of electric adjustability, as well as adjustable lumbar support. My favourite part of the driver’s seat was its decent level of thigh support.
Ahead of the driver is a steering wheel that’s wrapped in buttery soft leather. It’s a lot of smoother than quite a number of its ute competitors. All the buttons on the steering wheel have a tactile click, adding to the feeling of quality.
Behind the steering wheel are a set of traditional analogue dials and a small 4.2-inch digital instrument cluster which tells you all you need to know.
You can get lost quite easily in the trip meter’s settings, as it feels like there’s an option for everything. It’s nice to have configurability but surely there’s only so much you can do with a 4.2-inch screen.
The 9.0-inch touchscreen infotainment system is standard on almost all BT-50 variants, and also features on the related Isuzu D-Max and MU-X.
The screen itself is good to look at with its matte finish, but picks up fingerprints and reflections like nothing else. The native user interface is also really dark for the most part, which amplifies these imperfections.
It doesn’t appear to have very much processing power, which means it takes a while to turn on upon startup and also when loading new pages.
One of the most frustrating waits is for smartphone mirroring to start up. The BT-50 SP comes with wireless and wired Apple CarPlay. Android Auto on the other hand is only available in wired form.
I experienced a number of wireless Apple CarPlay dropouts. When this happens it feels like an eternity passes before it reconnects, relative to other systems. I spent the majority of this time prodding the touchscreen to no avail.
There’s no wireless phone charger, which means you need to be careful (when connected to wireless Apple CarPlay) that you don’t run out of battery. There is a generous space to store you phone ahead of the gear selector though.
Like the seats, the dashboard has a brown and black two-tone finish. It’s largely covered in a soft, padded leather-looking material. It’s quite plush; although, you don’t have to look far to find harder-wearing plastics.
On the centre console there’s a fair bit of piano black, which gets scratched really easily, and can get smudgy gross after just a week.
The cupholders in the centre console are two different shapes – and so deep a coffee cup gets swallowed completely. There are no ‘teeth’ in them to hold bottles securely.
Moving to the second row, it’s not perfect for adults on long trips but kids will be fine. At a leggy 182cm, my knees rested firmly against the seat in front, and I had just enough headroom. All the main touch points in the second row are still soft and spongey; though, it’s easier to find harder plastics.
Second-row amenities include a handy hook on the backrest of the front passenger’s seat, air vents, and a USB port. There are a number of grab handles to assist in getting in and out.
The tub on the BT-50 SP measures in at 1571mm long, 1530mm wide, and 490mm tall. Between the arches is 1120mm. There’s a spray-in tubliner, a manual tonneau cover and gloss black sail plane sports bar as standard.
The tailgate itself is extremely heavy as it’s not assisted by any kind of strut or torsion bar as standard. It’s also not part of central locking, which means when you lock the ute you need to manually lock the tailgate.
If you didn’t know the tailgate wasn’t included in the central locking and you left something of value in the tub, it could get stolen very easily. As it turns out, this is quite common in the dual-cab segment.
What’s under the bonnet?
Mazda BT-50 SP
Engine
3.0-litre 4cyl turbo-diesel
Power
140kW
Torque
450Nm
Transmission
6-speed automatic
Driven Wheels
Part-time four-wheel drive
Weight
2208kg (kerb)
Fuel economy (claimed)
8.0 litres per 100km
Fuel economy (as tested)
9.2 litres per 100km
Fuel tank
76 litres
Braked towing capacity
3500kg
Unbraked towing capacity
750kg
Payload
892kg
Gross vehicle mass (GVM)
3100kg
Gross combination mass (GCM)
6000kg
To see how the BT-50 compares to its rivals, line it up side-by-side with any car you want using our comparison tool.
How does the Mazda BT-50 drive?
Starting up the BT-50 SP you’re greeted with a diesel engine clatter that’s instantly recognisable and teleports me back to being on the farm.
The idle can be loud and gruff before the engine warms up to its proper operating temperature, which is common among work-oriented dual-cab utes.
When the ute is completely unladen the engine feels quite strong. From 0-30km/h it’s pretty quick and you’ll be keep up with the majority of city traffic from the lights.
This sense of speed doesn’t last long though, as from 30km/h and above the engine has to work a lot harder to pick up momentum. If you really push it the engine gets quite loud and revs hard, which can be grating but is common with a number four-cylinder turbo-diesel utes.
I found the Aisin-sourced six-speed automatic in the BT-50 to be quite slick under light loads. There’s no need to push the engine as peak torque comes on tap from 1600rpm.
The steering in the BT-50 is light in low-speed scenarios and makes you feel like you’re driving something a lot smaller than it is. Despite this you still have to twirl the steering wheel a fair bit to get the ute to change directions.
There’s also no getting around how large the BT-50 is, which can make it a bit of a pain to park. There are front and rear parking sensors, as well as a reversing camera which has adequate picture quality.
Around town the BT-50 SP’s ute roots shine through. It gets a bit of a rock happening when shifting from reverse to drive, or when going over sharp bumps.
Speaking of harsh bumps, the Nitrocharger suspension upgrade that forms part of the optional SP Pro package equipped to our tester, did in fact iron out a fair bit of the harshness I’ve experienced in other BT-50s.
Despite this it’s still a little rough when going over speed bumps, especially at the rear. That’s one downside of leaf suspension, which is geared more towards load carrying than on-road comfort.
The Nitrocharger suspension kit brings a 40mm suspension lift, as well as a 12mm track increase.
Dialling up the speed in the BT-50 SP takes a bit of work. You’ll find the revs tend to hang between 2500 and 3000rpm during these times.
You feel a lot of the metropolitan road bumps at higher speeds and it can get a little unsettled at points. This would likely sort itself out with a bit of weight in the tub.
Once you get out on the highway or freeway the BT-50 SP with the SP Pro package comes into its element. The transmission clicks into top gear and the engine finds a nice groove at around 1500rpm.
Despite being able to cruise along at 100-110km/h on the freeway it doesn’t really feel like the ute has anything more to give. This means you’ll really need to plan your overtakes so you don’t get caught out.
On the safety front, the BT-50’s adaptive cruise control system mostly works as intended. It’s very easy to activate via the steering wheel controls and can be clearly seen on the small digital instrument cluster.
It reacts to other cars quite naturally and appropriately; if another car pulls in ahead of you it doesn’t instantly slam on the brakes and instead allows it to pull away gradually.
The lane-centring system can be a little annoying as it bounces the ute around the lane and gets confused easily when the lane markings fade. It’s best suited for clearly marked highways and freeways.
You can also switch all of the lane-keeping and lane-centring functions off very easily with buttons on the steering wheel.
The last thing I’ll mention in this section is the LED headlights in this vehicle are great. This is helped by the Lightforce LED light bar that’s cleverly installed behind the grille.
The only thing that lets this ute down in the lighting department are that the front fog lights are halogen. This looks really strange when compared to all the other LED units.
What do you get?
BT-50 XS + XT highlights:
7.0-inch touchscreen infotainment system
Wired Android Auto
Wireless Apple CarPlay
DAB+ digital radio
4.2-inch instrument cluster screen
Cloth upholstery
Carpeted floors
Air-conditioning
Power windows
Cruise control (manual models) or adaptive cruise control with Stop & Go (automatic models)
Reversing camera
LED headlights
Rain-sensing wipers
Automatic headlights
Automatic high-beam
17-inch wheels (alloy on XT)
BT-50 XTR gains:
9.0-inch touchscreen infotainment system
Satellite navigation
Dual-zone climate control
Rear air vents
Leather-wrapped steering wheel and shifter
Auto-dimming interior mirror
Rear seat centre armrest
Power-folding exterior mirrors
Keyless entry and start
Tyre pressure monitoring (NEW)
LED headlights with auto levelling
LED front fog lights and daytime running lights
Side steps
18-inch alloy wheels
BT-50 LE gains:
Single hooped polished alloy bull bar
Polished sports bar with integrated brake light
Heavy-duty tub liner
BT-50 GT gains:
Brown leather upholstery
Eight-way power driver’s seat
Heated front seats
Remote engine start (automatic only)
Front parking sensors
Heated chrome exterior mirrors
BT-50 SP adds:
Dark grey roof rails
Black grille
Glossy black exterior mirrors
Gloss black door handles
Black 18-inch alloy wheels
Dark grey side steps
‘Driftwood’ leather and black synthetic suede trim
Manually-operated black roller tonneau cover
Tub liner
Gloss black sail-plane sport bar
Front bumper lower decoration trim
Gloss black wheel flares
The $7668 SP Pro enhancement pack adds:
18-inch alloy wheels
Nitrocharger suspension upgrade kit (40mm lift)
Lightforce LED light bar
SP Pro decals
Is the Mazda BT-50 safe?
The Mazda BT-50 wears a five-star ANCAP safety rating with a 2022 date stamp, based on tests conducted on the related Isuzu D-Max. This rating applies to all variants bar the BT-50 Thunder.
Isuzu D-Max crash test
The utes were reassessed despite having already received five-star ratings in 2020, as the D-Max and BT-50 received a design change to the driver’s knee airbag and instrument panel.
The BT-50 received scores of 86 per cent for adult occupant protection, 89 per cent for child occupant protection, 67 per cent for vulnerable road user protection and 84 per cent for safety assist.
It’s worth noting the BT-50’s unique front end, compared to its Isuzu twin, garnered a slightly weaker pedestrian protection score (from 69 per cent).
All Mazda BT-50 models come standard with the following safety features:
Autonomous emergency braking
Blind-spot monitoring
Lane departure warning
Rear cross-traffic alert
Turn assist
Driver attention monitoring
Front, front-side and curtain airbags
Driver’s knee airbag
Front-centre airbag
Traffic sign recognition
Automatic models also feature lane-keep assist and adaptive cruise control.
How much does the Mazda BT-50 cost to run?
The Mazda BT-50 is covered by a five-year, unlimited-kilometre warranty with roadside assistance for the same period.
Logbook servicing is required every 12 months or 15,000km, whichever comes first. The first five services with the BT-50 SP are capped at $449, $416, $713, $531 and $334, respectively. This equals $2443 over a period of five years.
If you purchase the SP Pro accessory pack as part of the new BT-50 SP and have it installed prior to delivery it’s covered by the same five-year, unlimited-kilometre warranty as the ute itself. If it’s fitted after delivery it’s covered by a two-year warranty.
CarExpert’s Take on the Mazda BT-50
The current Mazda BT-50 is getting a little long in tooth now, but it still forms a strong alternative to the Ford Ranger and Toyota HiLux.
In almost top-spec BT-50 SP trim on test here, the ute looks quite SUV-like inside and out, has some soft interior touches, and has the ability to be used as a work ute or as a lifestyle vehicle.
Despite this the ute is still rather expensive for what it offers. This is before you add the near-$8000 SP Pro pack fitted to this vehicle, which brings the total asking price to over $76,000 before on-roads.
Sure, the price tag for the SP Pro pack is the fitted price and is covered with the full five-year, unlimited-kilometre warranty if included as part of the ute purchase, but it only includes an upgraded suspension kit, LED light bar, special 18-inch alloy wheels and decals.
Also, if you don’t want a certain part of the SP Pro pack you’d have to purchase each accessory separately.
I’d argue if you really love the look of the Mazda BT-50 SP with the SP Pro pack and are willing to pay more than the asking price of a Ford Ranger Wildtrak V6, then go for it!
If you don’t; however, and are still wanting a BT-50 I’d steer you towards the more conservatively styled GT variant if you intend to use the ute as a lifestyle vehicle, or the mid-spec XTR if you don’t want all the bells and whistles.
2023 is coming to a close and it’s time to start reflecting on the year that has passed.
The CarExpert editorial team have driven countless new cars during this year, ranging from small city hatchbacks to large pickups.
The following are what each member of the team deem the best car they drove during 2023.
Anthony Crawford: Honda Civic Type R
While we are all so lucky these days to have so many affordable performance cars to choose from, including the Hyundai i20 N, i30 Sedan N and hatch, GR Corolla and Yaris, and Subaru BRZ, the standout of 2023 was the Honda Civic Type R.
There are so many reasons including its more resolved design, its exemplary chassis and engineering, as well as its incomparable driver feedback it delivers on road or track. It’s utterly superb in either Championship White or even Sonic Grey Pearlescent.
I think I summed it up better in my launch review verdict:
“The Civic Type R is an attainable engineering triumph and a far greater achievement that the sum of all its incremental revisions. How they will ever better this thing, I have no idea.”
MORE: Buy a Honda Civic
Honourable mentions:
Aston Martin DB12
At the other end of the scale, it’s simply impossible to separate any of the cars above as they’re all winners but in slightly different ways.
The Aston Martin DB12 will go down in history as one of the greatest grand tourers ever to come out of the UK, period.
Its drop-dead gorgeous design is as much art as it is handcrafted form, while its ride and handling skills are up there with the very best supercars.
Ferrari 296 GTB
The Ferrari 296 GTB/GTS is without doubt one the best models ever to roll out of the Maranello factory.
Its V6 hybrid powertrain should in no way be considered a step back on the previous V8 turbo models, rather it’s a step up in terms of performance, ride and handling.
It’s also another stunningly beautiful car from Flavio Manzoni design team and wickedly quick whenever you give it the beans. The handling is off the charts as is the driver feedback.
McLaren 750S
The McLaren 750S makes the previously incomparable 720S somehow feel inferior. On track, at the international launch at the Estoril circuit in Portugal, every journalist got out of the car utterly speechless.
Not just for the car’s insanely fast acceleration out of a corner, or the late breaking at 280km/h down the main straightaway, or even the neurone-firing feedback from the pedals and steering wheel.
It was as much about the insane levels of science and engineering that also allows the latest McLaren to drive on age-old cobblestones with a level of subtleness equal to that of a Bentley Continental. And that’s what it can do right out of the box.
Paul Maric: BMW M3 Touring
I know it’s not exactly the most logical car in the world – neither the most attainable or purposeful, but the BMW M3 Touring.
I love that it exists in 2023 and that BMW still has its enthusiast pulse racing. Say what you will about BMW’s design strategy but it’s a car I thoroughly enjoyed for everything that it was.
MORE: Buy a BMW M3
Scott Collie: Honda Civic Type R
I’ve been lucky enough to drive some pretty special cars this year, but the Honda Civic Type R is the one that sticks out.
It’s expensive for a Honda hatchback, but the range of things it can do for the price is remarkable. Our launch review showed you could drive it every day thanks to its supple ride and practical interior, and it’ll demolish a back road like few cars this side of a Porsche 911.
On track, it offers close to the perfect blend of approachability and capability. It flatters from the second you leave pit lane, and pushing harder just reveals more and more capability.
There’s more than just a hint of Porsche GT about the way all the controls feel, which is about the highest compliment you can give a car.
MORE: Buy a Honda Civic
Jade Credentino: Hyundai Sonata
I don’t think I’ve ever sat in a car and instantly thought, “Yes, I can see myself buying one of these”.
It ticked a lot of boxes for the lifestyle I live but is big enough so that when “I get older” it can grow with me.
Although it’s a little more than what I’d like to pay for the sedan, I am still impressed by the kit and the value.
MORE: Buy a Hyundai Sonata
Jack Quick: Mazda CX-30 G20 Pure manual
It has now unfortunately been discontinued, but I grew really fond of the Mazda CX-30 with its sweet-shifting six-speed manual transmission.
We had a red Mazda CX-30 G20 Pure manual for a couple of weeks and I got to spend a fair bit of time with it. Jade also learnt to drive a manual in it.
I’ve driven plenty of cars, trucks and tractors with many different varieties of manual transmissions, but the CX-30’s manual is one of the best I’ve experienced to date.
I love how short the throw is between gears, how precise it is, as well as how stubby the actual manual shifter is. It’s also wild to me that it has engine idle stop/start, as well as an auto-hold function.
Sure you can still get a manual transmission in the MX-5 roadster, but you can’t get one in a more passenger-friendly Mazda SUV anymore in Australia.
MORE: Buy a Mazda CX-30
William Stopford: Hyundai Ioniq 5 N
I’ve driven plenty of competent, competitive electric vehicles (EVs) this year but none have stirred me quite as much as the Hyundai Ioniq 5 N.
The dynamics of Hyundai’s petrol N cars can already be tailored extensively to your tastes, and this electric N takes it to the next level.
Want to send 100 per cent of torque to the rear? Press a button. Make it sound like an i30 N? There’s a button for that. You want to firm up the suspension, add weight to the steering, add simulated gearshifts? Press, press and press.
You might think the idea of fake engine sounds and simulated gearshifts in an EV is absurd gimmickry. But ultimately, if I’m going to be shuffled from a petrol-powered car to an EV, I want something that will offer some level of engagement.
People who say “the best part of an EV is how quiet and smooth it is!” are missing the point of the Ioniq 5 N entirely.
MORE: Buy a Hyundai Ioniq 5
James Wong: Honda Civic Type R
I think the car that left the biggest mark on me was the new Honda Civic Type R.
The past iteration left me quite cold as while it was very capable at tearing up a B-road or a race track, it lacked the character and cohesion that I personally prefer in performance cars. This new generation hits different.
Not that I’ve driven a Porsche 911 GT3 on track – or at all – but this is what I imagine a more attainable version of that formula feels like based on the recounts from colleagues. It truly is the best driver’s car under $100,000.
Honda has been steadily getting its mojo back with its latest range of products, and nothing says it quite as well as this Type R. It’s really, really hard to fault.
The SsangYong Rexton range has been updated for 2024 and beyond, and yes, it’s still called a SsangYong!
WATCH: Paul’s video review of the MY22 Rexton Ultimate
The Korean brand – that nation’s number-three seller behind Kia and Hyundai – was successfully bought out and rebranded KG Mobility in its home market, but our cars will continue on as SsangYong.
That’s probably a good thing for the brand, because it has built up a decent reputation in our market for offering value-focused offerings. But with prices up significantly, is it still a good alternative to the big-name rivals?
In this review, you’ll find out.
How does the Ssangyong Rexton fare vs its competitors?
View a detailed breakdown of the Ssangyong Rexton against similarly sized vehicles.
SsangYong
Rexton
How much does the Ssangyong Rexton cost?
The Rexton range has been tweaked, with a new mid-spec model added. But the one tested in this review is the one most people will want – the top-spec Ultimate.
2024 SsangYong Rexton pricing:
2024 SsangYong Rexton ELX: $50,000 (+$1010)
2024 SsangYong Rexton Adventure: $54,000 (NEW)
2024 SsangYong Rexton Ultimate: $58,000 (+$1415)
Keep in mind; though, that prices rose over the preceding months, so while this is still an affordable 4×4 seven-seater diesel SUV, the cost is starting to creep up.
It’s also worth noting there is a Sport Pack available for the top-spec Ultimate grade, which adds $2000 to the price, but is only available if you choose Pearl White or Space Black – details about the pack are discussed below.
What about alternatives? There are some good ones for those looking at a 4×2 or 4×4 family SUV with five or seven seats, including the Mitusbishi Pajero Sport ($44,940 to $62,440), and Isuzu MU-X ($48,900 to $67,400).
The best player in that part of the market; though, is the Ford Everest, which starts from $53,490 and ranges through to $77,000 before on-roads. So, you’d be looking at an entry-level Everest for the sort of money you’re getting a full-fat Rexton.
What is the Ssangyong Rexton like on the inside?
The last version of the Rexton still looked pretty smart, but the updated one is a bit classier. In fact, I showed it to a few friends who agreed it was “at Hyundai levels” for interior appearance and showmanship.
Indeed, the top-spec version does have a few flourishes that are absent from the cheaper models, including some fancy looking stitching on the dashboard, doors, and seats, and there’s an ambient light strip across the dash, too.
It does look a posh spot to sit, and if you’re upgrading from the previous model you’ll notice the difference the twin 12.3-inch screens make to this cabin.
The existing layout was neat, but the media screen was prone to being washed out during daytime hours, and it was lacking a few features, too.
The new 12.3-inch touchscreen is a tablet-style setup, and it makes interacting with the system a lot easier; though, the home ‘bar’ of menu tabs for Apple CarPlay is aligned to the left of the screen, which makes for a fair reach to move between podcasts and maps, for example.
Also, there’s a bit of a sequence you need to follow when connecting your phone. Don’t plug it in before you start the car, or the system may not kick in. Start the car, then plug in, and you should be away. It’s not wireless, either.
While I found the Musso I tested recently to be a bit glitchy in terms of the display, this version was fine. It’s just a bit basic.
The digital driver info screen is bright and clear, with multiple different displays for the instrumentation, a number of configurations and a depth of info.
Below the screen as part of the redesigned dashboard, there’s a new climate control panel, which includes temperature and fan controls with touch-sensitive toggles, and you have buttons for fan speed, air-con, rear climate controls and more.
Higher-grade models also have a set of controls down below for seat heating and cooling – very welcome features for this kind of money.
The front passenger seat also has a set of slide and tilt controls accessible to the driver, meaning you can quickly slide the front seat forward if you’re picking someone up – rideshare drivers love it.
Up front there’s a pair of cupholders, a covered centre console bin, bottle holders in the doors and a loose item storage box in front of the gear selector (near the USB-C ports) but there’s no wireless phone charging.
In the second row there’s enough space for adults to sit behind adults. I am 182cm or 6’0”, and I could easily slide behind the driver’s seat when it was set to my position, and in the second-row I had ample foot, leg and headroom, and you can fit three grown-ups across the bench, too.
If you have smaller occupants that accompany you places, there are ISOFIX child-seat anchor points in the window seats, and the bench has three top-tether points as well. And, unlike the Musso, the Rexton has a proper three-point middle seatbelt.
Amenities include a pair of directional air-vents, overhead lighting, a pair of USB-C charge ports, a 12-volt port, map pockets on the seatbacks, bottle holders in the doors, and a flip-down armrest with cupholders.
There are some issues with the second-row usability; though, despite it being well sorted in many ways.
For instance, the seats don’t slide fore and aft, meaning you can’t tailor the space to allow for more room in the third-row.
And beyond that, the folding mechanism is more labour intensive than other similar SUVs. It has a two-action mechanism to fold the seatback down, then fold the unit forward.
There are issues with that because you can’t do it simply if the driver’s seat is set for a taller driver. I had to move the driver’s seat forward to fold down the second-row seat behind.
Further, the seats are bloody heavy. Some people won’t have the muscle to manage the larger portion, which is on the vehicle’s kerbside – which I also think is a bit of an issue, because I’d prefer to have the smaller section more easily foldable for third-row access.
Now, about the third row… It’s just not as accommodating or thoughtful as some others out there. There are no child-seat points in the very back, for example. And the seatbacks don’t offer recline adjustment, meaning the space can be a bit uncomfortable.
And beyond that, while it might be suitable for smaller occupants who want to be back-seat bandits, it’s not the most roomy spot for adults to sit because the middle-row seats don’t slide.
Leg room and foot room for someone my size is acceptable for a short trip, but it’s certainly not spacious. At least head room is okay and shoulder space is good.
There’s a pair of vents in the very back row down near the driver’s side rear wheel-arch, and a fan controller, too. The rear lighting does make it feel a bit more airy, which is good because it otherwise feels a touch boxed in, with small rear windows making for a ‘hemmed in’ feel.
So, it seemingly makes more sense as a five-seater, and if you configure it as such you’ll get a big boot capacity, too.
The cargo volume is stated to be 641 litres with five seats up, and that trims back to a still useful 236 litres with all seats up.
With the very back row in place, I managed to fit a carry-on suitcase and backpack with room to spare. There’s also a removable shelf section in that layout, which you can keep to make for a more even storage area if you need.
Fold all the rear seats down and there’s 1806L on offer. Under the body of the car there’s a full-size spare wheel, too.
What’s under the bonnet?
The Rexton comes with one powertrain.
Under the bonnet is a 2.2-litre four-cylinder turbo-diesel good for 148kW of power, and 441Nm of torque. Standard is an eight-speed automatic gearbox, and selectable four-wheel drive (2H, 4H and low-range 4L).
All grades come with unbraked towing capacity of 750kg and a braked maximum towing capacity of 3500kg, which is the benchmark level for off-road-capable SUVs like this.
The kerb weight for Rexton tops out at 2130kg, with a gross vehicle mass (GVM) of 2960kg. And the gross combination mass, or GCM, is 6460kg, meaning you can put a 3.5-tonne towed load behind the vehicle when it’s at its maximum GVM, if you really, really need to.
How does the Ssangyong Rexton drive?
There are some elements of the Rexton drive experience that are good, and others that could do with a bit of fine tuning.
For example, the turbo-diesel engine offers a good amount of shove when you need it, unless you need it from a standstill, because there’s some noticeable lag from a stop.
The eight-speed automatic transmission is mostly quite good with smooth enough shifts and decent shift logic for high speed gradient changes, plus it’s not too fussy around town either, allowing the engine to do its job.
The steering is mostly fine at lower speeds – and despite the fact the steering wheel is quite large, the Rexton doesn’t feel huge to move around in parking spots.
But the high-speed steering response is frustrating, as the Adventure and Ultimate models have ‘speed sensitive steering’ that makes the weighting feel really heavy, even gluggy, at higher speeds.
For instance, on my commute I drive up a hill where the speed is 90km/h, and while the steering heft is okay in straight-road scenarios, as soon as you turn the wheel there’s an odd stiffness, or resistance, to the reaction of the steering.
The ride is also better in slower speed situations than it is at pace, with the suspension seemingly tuned for a softer ride and; therefore, it’s a bit of a bouncy experience at pace.
It is relatively quiet though, with little in the way of open-road noise intrusion into the cabin, and the diesel is hushed at highway pace, too.
And for the nervous parkers out there, the Ultimate’s surround-view camera really does offer a level of reassurance that you can’t get in versions with a standard back-up camera.
What do you get?
Rexton ELX comes highlights
7 seats
18-inch alloy wheels
Automatic LED headlights
Automatic high-beam
12.3-inch digital instrument cluster
12.3-inch touchscreen infotainment system
Wired Apple CarPlay, Android Auto
6-speaker sound system
Leather-wrapped steering wheel
Paddle shifters
Steering height and reach adjustment
Dual-zone climate control
Electric park brake with auto hold
Keyless entry and start
Rain-sensing wipers
Front auto up/down power windows
Rexton Adventure adds:
Power tailgate
Leatherette upholstery
Power-adjustable front seats
Heated and ventilated front seats
Heated outboard second-row seats
Heated steering wheel
Speed-sensitive power steering
Tyre pressure monitoring
Keyless entry with walk-away auto locking
Rexton Ultimate adds:
Power single-pane sunroof
Quilted leather upholstery
Surround-view camera
Third-row climate controls
Ambient lighting
Illuminated scuff plates
Privacy glass
Rear auto up/down power windows
The optional $2000 Sport Pack available in Ultimate spec (in Pearl White or Space Black only) adds:
20-inch alloy wheels with shadow chrome finish
Black roof rails
LED front fog lights with shadow chrome surrounds
Shadow chrome front grille, tailgate, and rear bumper garnish
Is the Ssangyong Rexton safe?
There is no current safety rating applicable to the Rexton SUV.
That could rule it out for you. Or, the fact that the airbag coverage doesn’t extend to cover third-row occupants could rule it out, too. I mean, it’s a three-row SUV and those in the very back aren’t covered by airbags in the event of a crash.
Or you might just be turned off by the fact there’s no adaptive cruise control – still! The brand missed an opportunity to upgrade the vehicle in line with current trends, here. It’s so weird because that tech is offered in the Rexton’s home market.
Standard safety features include:
Autonomous emergency braking (AEB)
Forward collision warning
Blind-spot monitoring
Rear cross-traffic alert
Leading vehicle departure alert
Reversing camera
Front and rear parking sensors
Front, front-side and curtain airbags
Driver’s knee airbag
If you choose the Ultimate you also get a surround-view camera.
How much does the Ssangyong Rexton cost to run?
The Rexton argues a strong case from an ownership perspective.
There’s a seven-year, unlimited kilometre warranty for private and business customers (meaning if you wanted to drive for a ride-share company in one of these, you could in theory). There’s also a seven-year roadside assistance plan on offer, too.
Servicing intervals are every 12 months/15,000km, with a seven-year capped-price program that spans out to 105,000km. Pricing for these first seven services is capped at $375 per visit.
In terms of fuel consumption, the official number for the Rexton range is 8.7 litres per 100 kilometres, and over a few hundred kilometres of driving, I saw an on-screen return of 9.1L/100km, which I was pretty impressed with.
Load it up with all seven seats full, or tow to the maximum limit and; of course, you won’t see the sort of figures I did. In case you’re wondering, the Rexton has a 70-litre fuel tank.
CarExpert’s Take on the SsangYong Rexton
I can see why the SsangYong Rexton would make sense for plenty of seven-seater customers.
With a relatively efficient diesel engine, four-wheel drive for the adventure-curious, and a long warranty with loads of equipment, it seems to stack up pretty well.
There are some obvious considerations when it comes to safety gear and tech, and rivals like the Isuzu MU-X might appeal more for that reason.
But from a value perspective, the Rexton has a strong case.
This year, there were plenty of major vehicle launches in Australia, and CarExpert published over 300 new car reviews.
Here are the new car reviews you were most excited about this year.
2024 Toyota RAV4 Hybrid review
People are willing to wait months, even years for a Toyota RAV4 Hybrid, especially in Cruiser spec as tested here.
Is it worth the wait? This mid-sized SUV offers a lot of positive traits, terrific real-world efficiency, and it’s a very good size: offering plenty of practicality for growing families.
Let’s also contextualise the original start price for this generation RAV4 Cruiser 2WD Hybrid – back at launch in 2019, this spec was $41,140 plus on-road costs. Today? It’s $51,410 before on-roads.
I know a lot has happened in the market (and the world since those simpler times) but that does give you some indication that its value equation isn’t quite as strong as it was. There is at least still a heap of good gear in standard specification, and the most recent update has seen some included new stuff, which I’ll detail further down.
MORE: 2024 Toyota RAV4 Hybrid review MORE: Everything Toyota RAV4 MORE: Toyota RAV4 price and spec
2023 Chery Omoda 5 review
There’s no way we can talk about Chery’s re-entry into the Australian market with the Omoda 5 without addressing the elephant in the room: its initial, truncated run here from 2011 to 2014.
It was hard to take it seriously. One of its models was a pretty blatant clone, something the company used to be guilty of (General Motors even sued it once), while even Chery’s name and logo seemed utterly derivative.
Chery was part of the initial wave of Chinese brands in Australia, most of which specialised on either dirt-cheap utes (Great Wall, JMC, ZX Auto) or dirt-cheap passenger cars (Chery, Geely).
All of them ended up leaving after just a few years apart from Great Wall (now GWM), which rebooted itself and is now in an enviable position with much more competitive products.
The Toyota Supra is almost as storied in Japanese automotive lore as Nissan’s ‘Godzilla’ GT-R.
As a kid growing up with Gran Turismo and Fast and Furious, Japan’s great sports cars of the ’90s were things of worship for young car enthusiasts, well before any of us could learn how to drive.
Like the GT-R, the Supra had a lengthy hiatus after the fourth-gen A80 model went out of production in the early 2000s, leaving many wondering if Toyota would ever rejoin the sports car fold.
The 86 arrived in the early 2010s to much acclaim, itself a rebirth of the AE86 series of front-engined, rear-driven Corollas given cult status by Initial D, and rumours of a reborn Supra swirled for years.
MORE: 2023 Toyota GR Supra review MORE: Everything Toyota Supra MORE: Toyota Supra price and specs
2023 GWM Tank 300 Hybrid review
GWM is on the charge in Australia. Sales grew by 36 per cent in Australia during 2022 across its Haval and Ute brands, leaving it knocking on the door of the top 10 on the sales charts.
It won’t be resting on its laurels in 2023. Along with Ora-branded electric cars, it’s debuting the off-road focused Tank line locally. First cab (or should it be tank?) off the rank is the 300.
Under the skin, the GWM Tank 300 rides on a version of the ladder-frame chassis from the GWM Ute.
It’s not a soft-roader dressed up in army fatigues, it’s a proper off-roader aimed loosely at everything from the Jeep Wrangler to the Ford Everest. It’s also a hybrid, although petrol power is offered in the 300 elsewhere in the world.
MORE: 2023 GWM Tank 300 Hybrid review MORE: Everything GWM Tank 300 MORE: Tank 300 price and specs
2023 GWM Haval H6 Ultra Hybrid review
Note: This is the second year in a row the GWM Haval H6 Hybrid has made the top five list.
It took a while for Toyota to finally bring its hybrid RAV4 to Australia, waiting a whole generation to introduce a powertrain that has quickly become the most popular in the line-up.
With the RAV4 hybrid selling up a storm and waiting times blowing out to up to two years, there’s clearly demand for a mid-sized hybrid SUV.
GWM, Nissan and Subaru have responded in kind, while Honda has a pair of hybrid mid-sizers in the pipeline and Hyundai is expected to finally bring a hybrid Tucson here next year.
The segment has therefore gone from barren to booming in a short space of time, with the GWM Haval H6 carving out a niche as one of the more affordable models.
Pushing Aston Martin’s hugely powerful DBX707 at a proper nine-tenths through endless hairpins and back-to-back twisties high above the Sardinian coastline was proof that Aston’s ultra-luxury SUV was the new benchmark in performance and luxury in a crossover.
In fact, so adept was it at smashing corners and dashing from point-to-point at supercar speeds for hours on end, it was almost impossible to find fault with the high-riding Aston in terms of outright pace, dynamics and comfort. It balanced all-three metrics flawlessly.
The steering was fast and accurate, but not too quick as to feel nervous; while throttle response, power delivery, gear ratios and brake calibration were all beautifully linear and engaging at the same time.
But from a co-driver’s perspective on the return journey back to our accommodation, it was an entirely unpleasant experience. Too many corners, too much braking, and too much G-force was altogether stomach curdling. So much so, I had to ask my driving partner to ease up on the race braking. Suffice to say I’m not the best passenger.
Nevertheless, all the major mechanical controls operated in perfect sync, while pedal feel was utterly natural, allowing for the tiniest changes with throttle, steering and brake inputs.
It drove like a full-fat supercar, yet you were perched high enough for a grand view of the stunning idyllic island off the coast of mainland Italy.
However, a question remained at least from an engineering perspective. Could the more luxurious Aston stay with the likes of the Lamborghini Urus Performante and close cousin the Porsche Cayenne GT Turbo on the racetrack?
Some might argue the absurdity of putting a 2300kg V8-powered behemoth on track to drive at the same level of intensity as its more focused Lamborghini and Porsche contenders.
I had my doubts as the venue was the demanding Sydney Motorsport Park (minus the kink), and it was a night session under not-so-great lights.
How does the Aston Martin DBX fare vs its competitors?
View a detailed breakdown of the Aston Martin DBX against similarly sized vehicles.
Aston Martin
DBX
How much does the Aston Martin DBX707 cost?
Commanding a price premium of just $40,600 over the ‘standard’ Aston Martin DBX, the flagship DBX707 is priced from $428,400 before on-road costs.
Compared with its closest rivals in this rarefied league of extraordinarily capable luxury SUVs, the big Aston stands as a bargain.
Range-topping makes and models include the Bentley Bentayga Speed priced from $531,500, as well as the Lamborghini Urus Performante ($465,876), Maserati Levante Trofeo ($364,700) and Porsche Cayenne Turbo GT ($364,700).
However, in this rarefied end of the automotive world, there’s almost no such thing as a standard purchase. Cashed-up buyers like to personalise their vehicles with specific options and pricing rarely comes into it.
Take our Plasma Blue, track ready DBX707 at this event. It was fitted with just nine tasty optional extras including grey brake calipers, signature metallic paint, Q semi aniline leather palette, power tailgate with gesture control, interior jewellery pack – Q – 2×2 twill carbon-fibre trim with dark satin chrome, contrast stitching, tail lights smoked, trim inlay – gloss 2×2 twill carbon-fibre and 23-inch forged satin black diamond turned alloy wheels – very special.
All of that bumped the princely price of our Aston Martin DBX707 tester to $526,000 excluding on-road costs.
What is the Aston Martin DBX707 like on the inside?
If Saville Row were a car brand it would most likely be an Aston Martin DBX707 these days, given the first-class space afforded to passengers and the beautifully embellished interior boasting lashings of carbon-fibre, hand-stitched semi-aniline leather and bronze metal mesh veneer.
The standard-fit Sports seats (Comfort seats are a no-cost option) are simply superb for the level of comfort and lateral support they provide, regardless of the kind of driving you’re doing.
But those fitted to our tester are more special again, especially given they’re hand-crafted in super-soft, semi-aniline leather in exquisite Cote d A’zure Blue with contrasting crème stitch.
It’s the multiple layers of cushioning throughout the entire seat and seat-back that make them feel more like your favourite armchair rather than something capable of supporting your torso in an all-out track attack at Sydney Motorsport Park.
The entire cabin oozes ultra-luxury and while the leather craft looks a bit out of place on a race track, more than anything else in the cockpit it’s the double-twilled glossy carbon-fibre trim which points to the high-powered nature of this ballistically quick family hauler.
The perfectly round hand-stitched steering wheel is a rare sight in this age of awkward flat-bottom versions. The leather is soft to the touch and the thickness of the rim is comfortably sized, like those used by Porsche.
Most of what you see is pretty much standard DBX fare complete with rotary Manettino dial for switching drive modes or engaging a genuine manual mode – the proper kind that holds the gear ratio until it’s bouncing off the rev limiter until you decide to pull a paddle.
It’s flanked by a series of shortcut buttons (real buttons) including an active exhaust switch that opens the valves up on the quad tailpipes, without being in ‘Sport’.
And while the big 12.3-inch digital driver’s display meets the current required level of modernity, it’s the smaller 10.25-inch central screen that looks and feels a decade old compared to its rivals.
Interior space is what you might expect of a 5.0-metre-long crossover, offering plenty of space for five adults; although, two passengers (rather than three) in the 40:20:40 split-folding rear-seat accommodation would make it a far more comfortable place to be on longer journeys.
Rear-seat leg room is more than adequate for those of average height, though taller frames might find it a bit tight back there. Boot space; though, is a plentiful 638 litres behind the second row, along with a practical load height and a reasonably wide aperture for easy loading of larger boxes.
What’s under the bonnet?
There’s not much to see when you pop the bonnet on the DBX707, besides the ‘hand built‘ build plate, but lurking under all the plastic sits one of the most powerful V8s ever produced.
It’s a 4.0-litre bi-turbo V8 powerhouse making 520kW (707PS) of power at 6000rpm and a ground-shaking 900Nm of torque from 4500rpm, delivered through a new nine-speed wet-clutch transmission.
As far as rivals go the Bentley Bentayga Speed only produces 467kW from its monster-size W12 engine, while making the same 900Nm of torque. Even the more track-focused Lamborghini Urus Performante and its Porsche Cayenne Turbo GT Coupe cousin can only muster 490kW/850Nm and 485kW/850Nm respectively.
Despite its huge price tag approaching $1 million, some will want to compare the Aston with Ferrari’s Purosangue – a genuine four-seater powered by a naturally aspirated V12 that makes 533kW of power and 716Nm of torque.
Interestingly, all except the Bentley (3.8s) are capable of rocketing from standstill to 100km/h in just 3.3 seconds.
How does the Aston Martin DBX707 drive?
Personally, I’d prefer my Aston Martin DBX707 to belt out a few more decibels and especially when you’re flat stick down the main straightaway at Sydney Motorsport Park.
That’s not to say you can’t hear the bellowing twin-turbo V8 as you let loose at full noise up the hill out of turn five, intoxicating as that is, it’s just that I figure genuine enthusiast-type 707 buyers might just want the volume dialled up a smidge.
It’s hard to imagine driving hell for leather on a race track in a family-friendly SUV that tips the scales at a hefty 2245kg, but that’s how far things have come these days with dynamic engineering and the sorcery of weight balance and traction though advanced hardware and software tuning.
Much of the DBX’s superb handling credentials are down to its active roll control. This tech keeps this full-size SUV bolt upright even through the tightest bends. It also means small mid-corner adjustments are possible with steering and throttle, in particular.
Nevertheless, it’s a lot of momentum to harness at big speeds and under big loads. Thankfully, the DBX707 is equipped with huge carbon-ceramic brake discs all-round, with equally large calipers to ensure consistent stopping power – lap after lap.
We weren’t holding back either, the two DBX707 testers were on the go, session after session. There were only very short pit-lane stops purely for driver changes and yet the high-speed braking was simply flawless all night.
A fast-flowing racetrack like SMSP is an ample enough arena to expose any weaknesses when it comes to cornering and steering feel, not to mention throttle and brake calibration; two elements which can make or break a high-performance vehicle, particularly an SUV.
And while you’re definitely aware of the Aston’s mass in the tighter turns, it’s also inspiring for how accurately it can keep its line, as well as the high level of traction and grip on offer from those huge Pirellis at the rear, which do wonders to encourage driver confidence.
We’re already three four-lap sessions in and I’m utterly surprised at how track focused the Aston is and how you can really throw it around.
Surprised, because it’s the DBX707 that gets the ride/handling balance absolutely spot on – compared with the Urus Performante and Cayenne Turbo GT. Both of these might be a tad sharper on the racetrack but slightly less comfortable as a daily; although, the Porsche isn’t far behind.
Just as I found on the road drive in Italy, you keep upping the ante – a little more commitment with each and every lap, and somehow its feels just as good from behind the wheel – so you really start to put the pedal down.
It’s easy to forget just how quick the this DBX is. Once you hit third, you’ve got all 900Nm under your right foot. I’m not sure what my terminal speed was down the main straightaway, but 260km/h seems probable and I what I think I saw in a split-second glance.
Remember, the Aston is capable of hitting 310km/h at full tilt, provided you’ve got enough clear tarmac.
Not surprising either, given it’s the Aston that was originally billed as the world’s most powerful combustion-engined luxury SUV when it launched. If we leave aside the stratospherically-priced V12-powered Ferrari Purosangue, that’s still the case.
Again, it’s the linearity with the mechanical controls that’s most appealing here. It’s another element that enables the driver to properly pedal the big Aston with similar levels of bravado as you would in a well-sorted hot hatch.
Honestly, performance like this in a vehicle ostensibly designed as a high-riding luxury grand tourer shouldn’t be possible, but somehow the engineering behind it defies the laws of physics.
And while we acknowledge most DBX707 owners probably won’t go anywhere near a track, it’s also reassuring to know it’s got such an all-encompassing breadth of capability.
I’m using manual mode with paddleshifters, but it’s just as responsive in the dialled-up Sports+ and letting the nine-speed auto do its thing.
For an automatic (with a wet-clutch), it’s properly sharp, but most of all, super smooth and refined.
Re-calibrated air-suspension, steering and active anti-roll bars
Race Start launch control system
Aerodynamic exterior styling package
16-way electric front seats
Rotary Manettino dial with manual override function
DBX707 highlights:
22-inch Sport alloy wheels in gloss black, diamond turned
Bi-LED headlights
Approach illumination
Solid exterior paint
Aston Martin Designer key
Power tailgate
Sport steering wheel
Sports exhaust system
Front seats, door mirrors with 3-position memory
Power-folding door mirrors
Auto-dimming, heated exterior door mirrors
Keyless entry and start
Auto-dimming rear-view mirror
Double sun visors (windscreen, side windows)
Auto lights and wipers
Ambient lighting with 64 colours
Park assist
Front, rear parking sensors
360-degree camera system
Sports pedals – satin chrome
Anodised sill plates with Aston Martin wings
Carbon ceramic brakes – front, rear
Wireless charging
12.3-inch digital instrument display
10.25-inch central infotainment display
Premium Audio system (800 watts, 14 speakers)
DAB digital radio
Apple CarPlay
Satellite Navigation
Battery conditioning connection
Adaptive triple-chamber air suspension
Tri-zone climate control
Electrically adjustable steering column
Standard Exterior Package Upper Gloss Black
Side strakes
Window surrounds
Roof rails
Bonnet blades
Door mirror caps
Standard Exterior Package Lower Gloss Black
Body colour Sport front bumper
Sport front splitter
Front aero winglets
Sport door sill extensions
Rear diffuser with gloss black diffuser wing
Rear aero winglets
Body colour vented rear wheel arches
Standard interior environment accelerate
Alcantara/leather upholstery
16-way Sport electric front seats with memory
Heated front, rear seats
Embroidery – Aston Martin wings
Interior jewellery – Dark satin chrome
Micro-perforation
Alcantara headlining
Options as tested:
Front grille finish – Dark
Black chrome AML wings badging and script
Multiple 22-23-inch wheel options
incl. Sport, Ribbon and Forged in Silver, Satin black, Satin black bronze and Textured black
Brake calipers (Red, Grey, Yellow, Bronze and Orange)
Carbon-fibre exterior packages for upper and lower body
Interior environments including, Inspire Comfort and Inspire Sport
Seat ventilation
Heated Alcantara steering wheel
Trim inlay including Gloss 2×2 twill carbon-fibre, Q-Gloss Bronze Mesh
Jewellery Pack including Satin Chrome, Gloss 2×2 twill carbon-fibre with dark chrome
Smoked tail lights
Rear privacy glass
Rear acoustic privacy glass
Power tailgate with gesture control
Space saver spare wheel
Electric deploying tow bar
Remote park heat
Heavy pile floor mats
Umbrella and holder
Is the Aston Martin DBX707 safe?
Despite the absence of an ANCAP or EuroNCAP safety rating – given the cost of crash testing such high-priced vehicles – the DBX707 is otherwise equipped with the following suite of active and passive safety systems.
AEB incl. Pedestrian detection
Adaptive cruise control
Blind-spot warning
Forward collision warning
Lane departure warning
Lane keep assist
Lane change warning
Rear-cross traffic alert
Traffic sign recognition
Door-opening warning
Airbags (front, side and curtain)
ISOFIX on outer rear seats
How much does the Aston Martin DBX707 cost to run?
The DBX707 is covered by Aston Martin’s standard three-year, unlimited-kilometre warranty; along with three-years roadside assist.
Service charges will vary with dealers but with the standard 12-month scheduled service it will likely be similar to the cost of servicing the regular DBX V8 which is between $1700-$1900 per visit.
Aston Martin claims 14.2L/100km fuel consumption on premium 98 RON petrol on the combined cycle using the WLTP standard.
CarExpert’s Take on the Aston Martin DBX707
At the international launch after an all-encompassing road drive, I concluded the DBX707 was the clear benchmark in the high-performance luxury SUV stakes due to its outstanding ride/handling balance and daily usability – never mind its bespoke luxury.
While it’s on-track performance won’t matter to most buyers, I still had my doubts as to whether the Aston would measure up to its more focused rivals from Lamborghini and Porsche.
It wasn’t patently obvious from the first session but by the end of the night, it’s fair to say I was pretty much gobsmacked at just how easy it was to pedal the DBX707 around a race circuit – and with a fair degree of precision.
It’s not quite as manic or as pinpoint sharp as the Urus Performante, but even then, there’s not much in it. It just feels easier and less edgy in the Aston. It’s certainly more comfortable and less demanding on the driver.
There’s still no other in the segment that can deliver such a unique combination of Saville Row craftsmanship with supercar levels of handling and sheer go on track. For that, it’s unique within the segment.
It’s still an engineering triumph to be celebrated, even if the infotainment system falls way short of the mark.
Click the images for the full gallery
BUY: Aston Martin DBX MORE: Everything Aston Martin DBX
Another year is going, going, gone in the automotive world.
That means it’s time to reflect on the good, bad, and ugly. Here are the stories, trends, and cars that most disappointed the CarExpert team in 2023.
William Stopford
The mid-sized SUV segment is Australia’s largest by volume. These vehicles have become the de facto family car for so many Australians as mid-sized and large passenger vehicles have disappeared. Almost every mass-market brand has a mid-sized SUV, some even two.
And yet Ford has left this segment. The Escape has, well, escaped, even though it continues to be sold in markets like Europe and North America.
Seriously, Ford?
The company has indicated this comes down to not being able to get enough volume. The Escape was always one of the lower-volume vehicles in this segment, but you’d be forgiven for thinking sales figures were low because Ford simply didn’t seem to market the thing.
Regardless of why it has been discontinued, it’s galling Ford now has no vehicle in this segment, and it just fuels the narrative the Blue Oval brand is the Ranger Car Company in Australia. Heaven forbid ute sales ever take a dive in Australia, because while the likes of Toyota and Mazda have a diversified product portfolio, Ford is heavily reliant on its ute.
The Escape itself wasn’t a class leader, but it had plenty going for it and I have recommended it to many people. In a segment full of petrol engines that are adequate but no more, the Escape’s punchy 2.0-litre turbo was refreshing – particularly as it was even standard on the base model.
The interior was a bit dull, the seats a bit crap and the styling a bit ‘bloated Focus’, but this was a car that deserved to sell much, much better than it did.
Ford wasn’t the only mainstream brand to withdraw from this segment of late, as Jeep pulled its dated Cherokee last year. But to date there’s no replacement for that car, so Australia isn’t alone in being without a Cherokee (though wow, talk about an even bigger strategic error by a car company!)
There’s a perfectly good Escape coming out of Ford’s Spanish factory. There’s a Bronco Sport coming out of Mexico that would likely do even better here. Get on it, Ford.
James Wong
The lack of initiative from manufacturers around more efficient and electrified vehicles. It’s no secret most brands in Australia have diverse line-ups of models and powertrains available overseas.
We’ve had heaps of commentary from executives calling for efficiency standards or better strategy and legislative framework around reducing fuel emissions and driving electrification uptake, but not so much action.
Criticise Toyota all you want, but at least the brand has committed itself to offering affordable, attainable electrified options across its line-up – bar some of its more specialised commercial and 4×4 vehicles. Other than the Chinese brands we’re yet to see similar widespread offerings from other brands.
If Australians want to take emissions reduction seriously, it needs to be a holistic approach that covers all powertrain types and price points, starting with hybridisation of lower-end parts of the market and more electrified choice where applicable higher up.
For example, where are the Volkswagen Group’s mild hybrid and plug-in hybrid options beyond limited availability from Audi and Cupra? Why is Mazda pulling its M Hybrid products from sale rather than making them the standard powertrain? How come BMW and Mercedes-Benz are leaving half of their model ranges (like PHEVs) overseas?
We should be getting more Euro 6 options with overseas-spec fuel-saving and emissions systems as a base point. The fact that most mainstream manufacturers are still bringing decade-old EU5 tech sans idle stop-start means the bulk of Australian motorists are using more fuel, and just idling away emitting tonnes of CO2 and NOx at the lights every day.
Further to that, while we’re one of the most competitive markets with the widest range of brands available to us, the lack of choice and the constant axing of key models (cough Ford) really grates.
Jade Credentino
This is tricky because it could be a variety of things; I feel like the industry has changed so much in the last 12 months.
My biggest disappointment is the Australian Government’s lack of effort to develop a charging infrastructure for electric cars at the rate consumers require.
It seems to be up to a few major companies to build networks around Australia, and when they are built there’s limited accountability for their reliability because we haven’t legislated uptime standards or maintenance requirements.
I have only required a public charger on a handful of occasions this year but on almost every occasion there was an issue with the availability or condition of the charger when I rolled up.
I think there’s a growing number of Australians who would seriously like to be an early adopter of electric cars, but the infrastructure isn’t like it is in parts of Europe which hurts sales, and stops OEMs from releasing products.
Multiple surveys have concluded the biggest factor stopping people from buying an EV is range anxiety. I am not saying offering more chargers is going to solely solve this problem, but I think more can be done to help.
Scott Collie
I can’t think of a properly game-changing car that debuted this year.
Will the ID2.all become a game-changer one day?
Small cars are getting more expensive and complicated, putting them further out of reach for average consumers.
Blame tightening emissions standards and a bloated list of necessary inclusions from safety bodies like ANCAP for that; it’s hard to make a car cheap when it needs to feature seven million cameras and radars for autonomous braking to protect butterflies as they blow across the road.
The average family sedan, SUV, or dual-cab ute looks much the same now as it did in 2022, or 2021, or even 2010, save for the proliferation of hybrids. It’s a step in the right direction, but Toyota has been doing it locally since the current RAV4 launched back in 2018.
In the luxury world, it feels like brands are running out of ideas. We’ve seen a lot of fancy interior lighting and bigger touchscreens, and marginally improved levels of refinement, but it’s hard to think of a segment-defining new car from a luxury manufacturer in recent times.
The new BMW 5 Series is an example. It’s lovely to drive, brilliant to look at, and special to sit in – but none of that is down to significant innovation, it’s down to the fact it’s now essentially a 7 Series. At least it’s more interesting than what Mercedes-Benz is doing; the proliferation of creaky plastics and same-same screens is getting downright sad.
A lot of the new cars debuted in 2023 feel stale, like the automotive world is in a holding pattern while carmakers gear up for the electric revolution that’s being legislated into force overseas.
Here’s hoping that changes in 2024.
Jack Quick
I remember coming into this year really looking forward to experiencing Mazda’s new premium SUV offerings, in particular the CX-60.
Now that the year is coming to an end and I’ve had a chance to drive the CX-60 in a number of different flavours, it leaves me with a funny taste in my mouth.
In theory the CX-60 should be fantastic with its available inline-six petrol and diesel powertrains and rear-biased all-wheel drive system, but the reality is the multi-clutch transmission is super clunky and the suspension tune is way too firm.
Hopefully Mazda can fix some of these gripes with an update of some variety.
Paul Maric
My biggest disappointment is brands failing to read the room on electric vehicles. Toyota and Subaru have both just rolled the arm over when it comes to electric vehicles – and in the case of Subaru, is offering comical pricing on what appears to be a thoroughly subpar electric car based on specifications. It shows how out of touch they are.
Polestar’s pricing has been bonkers for a long time, and it remains so high that you wonder whether anybody at head office was aware of a cost of living crisis. Maybe the brand thought nobody uses radar cruise control, which is why it’s still part of an options package that’ll set you back thousands of dollars.
It’s no wonder it sells barely any cars in Australia, and all the cars I see are driven by ride share operators – virtually guaranteeing a depreciation crash in years to come.
Tony Crawford
There are a few glaring disappointments which have already been mentioned, such as the Subaru Solterra, which may as well be shelved entirely or at least until its mid-life update comes along given its monumental delay and out-of-date tech compared with less expensive options from the likes of Tesla and BYD.
If you were going to spend that kind of money on a top-spec Solterra ($83,690 excluding on-roads) I’d prefer a new BMW iX3 from $89,100 with all the cool tech and one of the the best dynamic setups in the EV segment.
Nevertheless, my most disappointing moment of 2023 came after I’d placed a deposit on the new Mustang Dark Horse – after reluctantly selling my beloved 2018 Bullitt with suspension by Herrod Performance – on the back of its new-generation looks, technology, and most of all its power upgrade to 373kW and 567Nm… in the USA.
Then comes the news when we find out it’s got just 349kW and 548Nm in Australia, barely up on my old Bullitt.
No thanks. I’ll be looking for a used Mach 1 manual in the meantime, until I can buy back my Bullitt at some stage.
You should drive responsibly all the time, but there’s another reason to be on your best behaviour on the roads during the holiday period: the double demerit points some states will be doling out.
Below, we’ve included a guide to the states and territories that issue double demerit points and when they’ll be issuing them over the December/January holiday period.
State (or territory)
Double demerit points?
Victoria
NO
New South Wales
YES
Western Australia
YES
Queensland
YES*
Tasmania
NO
Australian Capital Territory
YES
Northern Territory
NO
South Australia
NO
How double demerit points work in Australia
Victoria: There are no double demerit points in Victoria these holidays.
New South Wales: New South Wales has double demerit points that apply for an 11-day period this Christmas. They go into force at 12am on December 22, 2023 and finish at midnight on January 2, 2024.
Double demerit points in New South Wales apply for speeding, illegal use of mobile phones, not wearing a seatbelt and riding a motorbike without a helmet.
Using a mobile phone while driving during double demerits in New South Wales, for example, will attract five demerit points.
Western Australia: Western Australia has double demerit points that apply these holidays. They go into force at 12am on December 22, 2023 and finish at midnight on January 8, 2024.
Double demerit points in Western Australia apply for speeding, drink or drug driving, failing to wear a seatbelt or child restraint, illegal use of a mobile phone while driving, driving a vehicle with a radar detector and driving in a manner to avoid detection by a speed camera.
As an example, if you decide to use a radar detector or laser jammer during a double demerit period in Western Australia, you’ll cop demerit 14 points in one hit.
Queensland: Queensland doesn’t have a holiday-specific double demerit point policy, and instead enforces double demerit points for certain offences all year round.
Offences that will get you double demerits comprise speeding at more than 20km/h over the speed limit, mobile phone offences, driver seatbelt offences, motorcycle helmet offences, and failure to ensure passengers under 16 are properly restrained.
They work a little differently to other states, though. In Queensland a driver can get a penalty on a public holiday (or any time during the year) and only pay the regular fine and attract the regular demerit points.
But, if the driver commits the same type of offence within a 12-month period of the first, their second offence will attract double the demerit points.
As an example, if you commit a mobile phone offence you will receive four demerit points for the first offence. Commit the same type of offence within a 12-month period and the second offence will attract eight demerit points meaning you will have accrued 12 demerit points in total within a 12-month period.
Tasmania: Tasmania has no double demerit points during holiday periods or at any point during the year.
Australian Capital Territory: The Australian Capital Territory has the same double demerit point offence rules as New South Wales for the duration of the holiday period.
Northern Territory: Northern Territory has no double demerit points during holiday periods or at any point during the year.
South Australia: South Australia has no double demerit points during holiday periods or at any point during the year.
What happens if you travel interstate?
One thing you need to keep in mind is that if you travel interstate, the fine amount and demerit point amount from your home state applies interstate.
So, for example, if you’re travelling from New South Wales into Victoria during a double demerit point period and you receive a speeding fine in Victoria, you will cop double demerit points.
Conversely, if you travel from Victoria into New South Wales during a double demerit period, you will receive a fine without double demerit points, because your home state doesn’t have a double demerit point rule.
From big model launches to big policy changes, it’s seen the industry start to break the shackles of the COVID-19 crisis and supply shortages, as it gears up for an electrified future.
As we look forward to 2024, here are the news stories that garnered the most attention throughout the year.
Chinese and Indian drivers now need to sit proper driving tests
Drivers from China, India, Nepal and other unrecognised countries are on notice when it comes to driving in New South Wales.
MORE: Read the full story
Thousands of vulnerable Australian drivers in limbo after rule change
A quiet rule change has thrown a veil of uncertainty over thousands of autistic drivers in Australia.
The ABC reports last year a change was quietly made to the Assessing Fitness to Drive standards, which now state autism spectrum disorder (ASD) is a condition that “should be assessed individually”.
MORE: Read the full story
Is the Ford Falcon coming back?
Ford has filed a trademark for the Falcon name… in Mexico.
Ford Authority reports the Blue Oval brand trademarked the name there on May 12, 2023. While it’s not unusual for companies to hold onto trademarks to protect heritage nameplates, Ford has been busily resurrecting old names.
A Mexican-market Ford wearing the Falcon name would also have company from another ex-Australian nameplate: Territory.
MORE: Read the full story
What do those green stickers on roadside posts mean?
Ever wondered what those green stickers mean on highway-side reflector posts in Queensland, New South Wales and Victoria?
The ‘3-2-1 green reflectors’ were originally created for truck drivers to assist with short stop points where drivers can check their cargo or pull over for a small rest if they are tired.
The initiative was started by road safety advocate and truck driver Rod Hannifey.
MORE: Read the full story
Another state looks to kill electric car support in Australia
New South Wales could soon become the second state in Australia to axe its electric vehicle (EV) rebates following remarks from Premier Chris Minns.
As reported by the Australian Associated Press and The Driven, Mr Minns has said he’s considering scrapping the EV subsidies as part of the upcoming budget.
“We’ve got a subsidy in place that we think is pushing up the costs of EVs and we’re seeing EVs take up from about two per cent to eight per cent in the marketplace,” said Mr Minns.
There are more ways to keep yourself in nice cars than paying outright or taking out a secured loan. One increasingly talked-about method is the novated lease.
A novated lease is a three-way agreement between you, your employer, and a finance or leasing company that can significantly reduce your tax obligations.
It’s a form of salary sacrificing, whereby your new (or occasionally used) vehicle payments are deducted from your pay before the tax office takes its cut. This lowers your tax obligations.
While this technically means your employer is paying your lease before taking it back from you, it still allows 100 per cent personal use of the vehicle. This fact also means you should skirt paying GST because your employer can claim an input tax credit before billing you.
Most novated leases you see advertised are ‘fully maintained’ with a set lease period and a pre-determined expected annual mileage. This means vehicle payments are bundled up with running costs such as insurance, servicing, fuelling or charging, tyres, registration and all the rest.
For many buyers who aren’t necessarily car enthusiasts keen on modifying their ride, this is ideal. A single payment at predictable intervals, with no surprise rego or insurance bills.
Say, for example, you earn $100,000 per year before tax. And say the annual payments over the fully maintained novated lease are $10,000 per year. This would reduce your taxable income to $90,000.
According to the ATO, a pre-tax salary of $100,000 will be taxed roughly $23,000, whereas a $90,000 salary will be taxed around $19,700. Making lease payments before tax is deducted reduces your obligations by $3300 per annum or $16,500 over a five-year lease period.
While five years is the period chosen in this example, generally novated lease providers let you opt for three- or four-year leases if you prefer. Regardless, that certainly helps offset the vehicle lease cost.
There are some less obvious considerations of course. Because a novated lease is considered a fringe benefit, your employer needs to pay fringe-benefits tax (FBT), which it would generally pass onto you. FBT is charged at 47 per cent, with the taxable value being 20 per cent of the car’s cost.
But the good news is if you’re willing to buy an electric car or plug-in hybrid you need not worry about this, with the government having made these cars (and their running costs) exempt from FBT obligations in a bid to increase uptake, so long as they cost less than the luxury car tax threshold ($89,332).
Without going into all the numbers, this could save you many more thousands of dollars. To give it some context, one novated leasing calculator we used said the monthly payments on a fully maintained Tesla Model 3 EV from a $100,000 salary would be ballpark those on a low-grade Mazda CX-5 petrol.
The policy is clearly working as intended, with one major leasing company telling investors that about half of all its novated leases are now EVs or PHEVs, compared to market-wide sales uptake of 7.5 per cent.
Now, we haven’t quite detailed all the costs yet. There’s a residual or balloon payment due at the end of the lease, which on a five-year lease is about 28 per cent of the vehicle price.
You can either pay this and keep the car, refinance the amount, or trade-in the car and trade-up into another lease.
You may also be wondering what happens if you leave your job, since a novated lease requires the cooperation of your employer.
Novated leases are transferable should your new employer be willing to take it on – perhaps bring this up in your job interview – or alternatively you can start making the lease payments directly without the salary packaging element. Or you can just pay out the remaining lease obligations, the residual, and potentially exit fees.
So, should you consider a novated lease? The boring answer is, as ever, that we aren’t offering definitive financial advice and would encourage you to do your due diligence and seek your own financial advice about novated leasing specific to your situation.
But no matter the car you want this can be a convenient way to procure it, especially if you add running costs into the salary sacrificing equation. Where this sort of lease truly shines is if you’re keen on an EV or PHEV, because those FBT savings add up. Tax breaks are only useful if you use them!
The Toyota RAV4 Hybrid is still hot property, but it’s becoming easier to get in Australia.
Wait times for the electrified SUV hit between 18 and 24 months during the COVID pandemic, and are currently sitting at around 12 months – but come the middle of 2024, the brand expects that figure to be closer to six months.
Provided it can make good on its promise, the influx of supply means it might finally be time for the mid-sized SUV shopper to have a close look at the RAV4 again.
Hybrid power is offered across the RAV4 line-up, but the RAV4 XSE on test here is the only model that can’t be had with pure petrol power: it’s a hybrid only affair.
This variant was added to the range in 2022 to help meet outsized demand for high-end hybrid variants.
Now there’s a chance of getting one in a reasonable time the question remains – is the XSE Hybrid the RAV4 to buy?
How does the Toyota RAV4 fare vs its competitors?
View a detailed breakdown of the Toyota RAV4 against similarly sized vehicles.
Toyota
RAV4
How much does the Toyota RAV4 cost?
Toyota RAV4 pricing:
Toyota RAV4 GX 2WD: $39,760
Toyota RAV4 GX 2WD Hybrid: $42,260
Toyota RAV4 GX AWD Hybrid: $45,260
Toyota RAV4 GXL 2WD: $43,310
Toyota RAV4 GXL 2WD Hybrid: $45,810
Toyota RAV4 GXL AWD Hybrid: $48,810
Toyota RAV4 XSE 2WD Hybrid: $49,585
Toyota RAV4 XSE AWD Hybrid: $52,585
Toyota RAV4 2WD Cruiser: $48,910
Toyota RAV4 Cruiser 2WD Hybrid: $51,410
Toyota RAV4 Cruiser AWD Hybrid: $54,410
Toyota RAV4 Edge AWD: $56,230
Toyota RAV4 Edge AWD Hybrid: $58,360
Prices are before on-road costs
The Toyota RAV4 is a best-seller in one of Australia’s most competitive new car segments. To see how it shapes up against its rivals, use our comparison tool.
What is the Toyota RAV4 like on the inside?
The RAV4 is a quality item inside, with lots of thoughtful touches that make it feel a bit special.
Along with the electric blue prevalent in this XSE model, things like the rubberised door pulls and climate controls play nicely into the rugged, soft-road promise of the exterior.
The fundamentals are excellent, too. The driver and passenger sit in generously padded seats with leather bolsters and cloth inserts, and everything you touch feels high quality.
We’ve accused the smaller Corolla Cross of being a bit bare-bones, but that’s not something you could label the bigger RAV4.
Toyota has also dramatically improved the technology, which was previously a weak spot.
The new infotainment screen is a huge step forward from what was offered previously, and makes the display in the pre-update model look tiny. It’s easy to use, with slick graphics and wireless smartphone mirroring that connects quickly and doesn’t drop out.
The digital instrument binnacle is clean and simple, with more customisation options than the oversized trip computer display that previously featured; although, it’s not a patch on what you get in the latest Volkswagen Group products.
Storage up front is good. There are two cupholders, along with a wireless phone charger beneath the dashboard that is shaped to keep your phone in place. The underarm bin is deep, and the door pockets have space for big bottles.
A single USB-A port is on hand for anyone who wants to phone mirror with a cable, and there are two USB-C ports hidden away up front for fast charging. There are two more USB-C ports in the rear.
The rear seats in the RAV4 are among the best in class, although they’re not quite as versatile as those in the Honda CR-V. The rear doors also don’t open quite as wide as the 90-degree units in the Honda, making it slightly harder to load in bulky items like a child seat.
Legroom behind taller drivers is good, and there’s plenty of headroom thanks to the upright profile. As is the case in the Honda, there are rear air vents and a fold-down central armrest back there. ISOFIX points feature on the outboard rear seats, and there’s a trio of top-tether points.
Boot space is a claimed 580 litres with the rear seats in place, and the rear bench folds 60:40 – but doesn’t slide like those in some rivals. Points to Toyota for putting a remote release for those folding seats in the boot.
What’s under the bonnet?
Model
Toyota RAV4 2WD Hybrid
Engine
2.5L 4-cyl petrol + 1 x electric motor
Power
131kW + 88kW – 160kW combined
Torque
221Nm + 202Nm
Transmission
e-CVT
Driven wheels
Front-wheel drive
Weight
1690kg (kerb)
Fuel economy (claim)
4.7L/100km
Fuel economy (observed)
5.5L/100km
Fuel tank size
55L
Fuel requirement
91 RON
How does the Toyota RAV4 drive?
The RAV4 will feel instantly familiar to anyone who’s driven a Toyota hybrid.
It starts up in electric mode and generally leans on the e-motor between standstill and around 20km/h, at which point the petrol engine kicks in to keep you rolling. The handover between electric and petrol power is smooth, but it’s still noticeable when the petrol engine does kick in.
Really put your foot down and there’s a surprising amount of punch, as the two power sources combine to deliver more performance than the petrol engine can on its own.
That means it feels more confident accelerating uphill with family on board, or overtaking at highway speeds. Although it’s not as powerful as the all-wheel drive model, this front-drive XSE doesn’t feel any slower in the real world.
Part of the RAV4’s enduring appeal is how easy it is to live with in the city. Its steering is light and direct, and the elevated driving position relative to a passenger car – or a smaller SUV like a Corolla Cross – makes it easy to place.
Ride quality is excellent, nicely isolating occupants from sharp bumps in the city.
It’s a relaxed cruiser at highway speeds, too. Insulation from the outside world is excellent, and the petrol engine hums away quietly in the background at a cruise. It won’t flick into EV mode as often as newer hybrids from Honda, but downhill or when you’re coasting down to a lower speed limit, the engine will turn off to save fuel.
Australia is small in the context of Toyota’s empire, but Toyota is a big player here. Its experience shows on coarse-chip highways, where the RAV4 does a great job muting road roar that would otherwise sneak into the cabin of rivals.
Toyota’s driver assists are less prone to inane beeping than before, and the adaptive cruise control does a good job maintaining a gap to the car in front.
The lane-keeping assist stays hands-off for the most part, only intervening if you stray towards the white lines, but the lane-centring system is a bit too grabby for my liking.
We’ve heaped praise on the latest TNGA-underpinned Toyota products for feeling more engaging if you actually enjoy driving, and the RAV4 remains a pretty nice SUV to hustle along.
The steering is fluid, and it doesn’t want to fall over when you tip into a corner. Neither of those are things that could’ve been said about the previous model.
What do you get?
RAV4 GX highlights:
Parabolic LED headlights with auto-levelling
Front LED fog lights
Automatic high-beam
Automatic headlights
Rain-sensing wipers
17-inch alloy wheels
Heated, power-folding exterior mirrors
8.0-inch touchscreen infotainment system
Satellite navigation
DAB+ radio
Wireless Apple CarPlay, Wired Android Auto
Six-speaker sound system
7.0-inch instrument cluster screen
60/40 split-fold rear seats and centre armrest
Dual-zone climate control (hybrid only)
Keyless start
Leatherette-wrapped steering wheel
Front/rear carpet mats
Space saver spare tyre
Electronic parking brake
LED interior lighting
LED daytime running lights
Rear mudflaps
Resin rear spoiler
Rear passenger air vents
2x front and 2x rear cup holders
3x front and 2x rear USB ports
12-month subscription to Connected Services
RAV4 GXL adds:
18-inch alloy wheels
‘Premium’ grille and bumper combo
Rear privacy glass
Leatherette-wrapped shifter
Auto-dimming rear-view mirror
Dual-zone climate control
Proximity entry
Wireless phone charging
Front mudflaps
Roof rails
Illuminated interior door switches
Two-level boot floor
Parabolic LED headlights with auto-levelling (petrol) or projector LED headlights (hybrid)
RAV4 XSE adds:
Black exterior accents
Black two-tone roof finish
18-inch alloy wheels in gloss black
Black headliner and pillar garnish
Leather-accented door trims
Ambient lighting (model-specific)
Softex ‘premium’ seat upholstery
Heated front seats
10-way power adjustment with lumbar support (driver)
12.3-inch digital instrument cluster
10.5-inch infotainment display
Power tailgate
Navigation with Toyota Connected Services subscription
Projector LED headlights
Is the Toyota RAV4 safe?
The Toyota RAV4 wears a five-star ANCAP safety rating based on tests conducted by Euro NCAP in 2019.
It scored 93 per cent for adult occupant protection, 89 per cent for child occupant protection, 85 per cent for vulnerable road user protection, and 83 per cent for safety assist.
The following safety features are standard across the range:
Autonomous emergency braking (AEB)
Pedestrian/daytime cyclist detection
Intersection Turn Assist
Adaptive cruise control
Blind-spot monitoring
Lane departure warning
Lane Tracing Assist
Rear cross-traffic alert
Reversing camera
Front, rear parking sensors
Traffic sign recognition
Trailer sway control
Emergency Steering Assist
Hill-start Assist Control
7 airbags incl. driver’s knee
A 360-degree camera is available on Cruiser and Edge models, while the Edge alone has active rear cross-traffic assist and low-speed reverse AEB.
How much does the Toyota RAV4 cost to run?
The Toyota RAV4 is backed by a five-year, unlimited-kilometre warranty like the broader range.
That extends to seven years on the powertrain if you service on time within the Toyota Australia dealer network. The hybrid battery is guaranteed for up to 10 years under the same conditions.
Service intervals are every 12 months or 15,000 kilometres, whichever comes first. Each visit is capped at $230 for the first five years, which is amongst the most affordable in the segment.
CarExpert’s Take on the Toyota RAV4
Toyota finally thinks it’s up to the task of delivering enough RAV4 Hybrids to meet demand.
If that is the case, the main hurdle stopping us from recommending it to mid-sized SUV buyers has been removed. If it’s not the class leader, it’s still very close to it – aided by Toyota’s latest technology update, which has improved the infotainment system significantly.
The XSE is a smart pick if you’re set on hybrid power, bringing a number of high-end bits of standard equipment absent on the GXL below it in the range, but without the hefty price tag that comes with the RAV4 Cruiser or Edge.
We’d also say; however, if you’re set on a hybrid SUV it’s worth test driving the Honda CR-V e:HEV, and keeping in mind the fact more options are coming from Kia and Hyundai in 2024.
Toyota remains the hybrid king, but the challengers are coming for its crown.
Click the images for the full gallery
MORE: Buy a Toyota RAV4 MORE: Everything Toyota RAV4
The worldwide boss of Ford, Jim Farley, has made a rapid-fire pre-Christmas visit to Melbourne.
It was his first trip to Australia since he became chief executive officer of the Ford Motor Company in October 2020.
Mr Farley was accompanied on his tour of local facilities by the former head of Ford Australia, Kay Hart, who is now the president of Ford’s International Markets Group.
The worldwide head of Ford Performance, Mark Rushbrook, was also a member of the Farley party on one of his semi-regular visits to Australia as head of the motorsport operation in the USA that includes Supercars in Australia.
Mr Farley managed to combine work with some play, as he jumped behind the wheel of a Supercars racer for hot laps at the Calder Park track on the outskirts of Melbourne.
“Thank goodness we go racing,” Mr Farley said.
His visit included time at the headquarters of Ford Australia, as well as a trip to the remanufacturing facility at Mickleham where RMA Automotive is switching the Ford F-150 pickup to right-hand drive.
Ford’s National Parts Distribution Centre, located next-door to the F-150 facility, was another stop.
He also did an all-staff Town Hall Meeting at Broadmeadows, where Ford Australia still maintains an extensive research and development facility – including a design studio – that works on a range of global projects for Ford including the Ranger pickup that is then manufactured in Thailand.
Mr Farley’s time with Ford’s five Supercars teams included a catch-up with Dick Johnson, as well as Ford Mustang racer Cam Waters, whom he had previously met when the pair were doing individual driver training sessions in the UK.
His rapid-fire immersion at Ford Australia also included players from the Geelong Cats, the AFL football team sponsored by Ford, as well as Ford customers and owners of classic Falcons.
The Ford boss is a keen racer who owns a Ford GT40 classic sports car and a new Ford Mustang GT4, and had previously turned hot laps in the USA in a Supercars’ Mustang shipped from Australia.
This time he rode alongside Mr Waters before taking the wheel of the car, as it had raced to victory at the Adelaide 500 last month in a tribute livery to the late Ken Block and Monster Energy. His early speed was limited by soaking-wet track conditions at Calder but he went progressively quicker as the track dried.
“This is a dream come true for a CEO,” he said.
“That was fun. So much more fun than the modern race cars I’ve driven. It’s all about the driver.
“On the wrong side of the car… ” Mr Farley laughed.
Rapidly growing Chinese carmaker BYD, which also makes electric buses and trains, has already told the Australian media it wants to be the number one car brand here by 2030.
The car you see here, its latest flagship sedan called the Seal, might just put it a step closer to realising such a lofty goal.
BYD has quickly proven itself as a popular player in the ultra-competitive Australian market, with sales of its debut Atto 3 SUV standing at more than 25,000 units in just over a year; thanks to a thoroughly modern design, loads of tech and equipment, and outstanding bang for buck in the growing EV segment.
It’s also just dropped its all-electric hatch called the Dolphin, and while it doesn’t quite have the same modernistic design aesthetic of the Atto 3 or indeed the Seal, it nevertheless launched with top billing as Australia’s cheapest EV ($38,890) thereby outshining the much lauded MG 4 ($38,990) in the process – albeit by just $100.
However, the Seal is an entirely different proposition altogether – a genuine game changer for BYD, if not the entire Australian EV market, and a dead-set rival for the big-selling Tesla Model 3 thanks to the same bang-for-buck formula. Only this time, it’s on a much grander scale.
Understandably, BYD is backing the Seal to the hilt – with early signs suggesting it could outsell the Atto 3 according to the CEO of BYD’s local distribution partner EVDirect, Luke Todd.
“Interest in the Seal is off the charts. It won’t surprise me if the Seal sales volume surpass the Atto 3 because of the levels of interest but time will tell,” says Mr Todd.
The design itself is genuine head-turner, if our two days with the Seal Performance was any indication as to the reactions of the population at large. Some thought it was a mid-size version of the Porsche Taycan, while another couple thought it was a new BMW EV – I guess they didn’t recognise the badge.
Not surprising, really, when you learn the design team was under the lead of BYD’s global design director, Wolfgang Egger, who spent time penning his wares at Alfa Romeo (think 8C), Audi and Lamborghini. That’s irrefutable drawing talent right there.
It’s not exactly distinctive in the way Taycan is, or even the Model 3, but it’s beautifully fluid with similarly smooth curves and a remarkably slippery drag coefficient of just 0.219Cd.
There’s some subtle power bulges on the bonnet, leading into some super-slim LED headlights and DRLs. The low-profile side mirrors have got those Ferrari-esque extensions, while the ‘water droplet’ tail lights joined by a full-length light bar look particularly cool at night.
There are no bad angles here, at least with our 2024 BYD Seal Performance tester and the only variant we have sampled so far.
Both front and rear end styling treatments look equally handsome, though it points unequivocally towards a sports sedan with its protruding front bumper and deep-set rear diffuser offering hints towards its high-performance status.
And, while the ‘Build Your Dreams’ script may have gone, you might be wondering what the ‘3.8S’ on the boot lid refers to.
Clearly it’s not the displacement but that’s how log long it takes Seal to scoot from zero to 100km/h under a full-tilt launch.
How does the BYD Seal fare vs its competitors?
View a detailed breakdown of the BYD Seal against similarly sized vehicles.
BYD
Seal
How much does the BYD Seal cost?
BYD offers the battery-electric Seal sedan in three model variants.
It kicks off with the Seal Dynamic Standard Range from $49,888 before on-road costs, while the Seal Premium Extended Range is priced from $58,798. The range-topping BYD Seal Performance AWD tested here costs $68,748 before on-roads.
In yet another BYD pricing coup of sorts, that sees Seal beat its closest rival and recently updated Tesla Model 3 by a whopping $12,012; given the hugely popular electric sedan starts at $61,900 before on-roads.
Rivals include Hyundai Ioniq 6 from $65,500 for the 111kW 2WD, while the Polestar 2 Standard Range Single Motor is priced from $67,400.
2024 BYD Seal pricing:
2024 BYD Seal Dynamic Standard Range: $49,888
2024 BYD Seal Premium Extended Range: $58,798
2024 BYD Seal Performance AWD: $68,748
Prices exclude on-road costs
What is the BYD Seal like on the inside?
Impressive, luxurious and loaded with the latest tech is what immediately comes to mind when you enter the cabin for the first time.
You’re straightaway drawn to BYD’s large-scale central touchscreen measuring no less than 15.6 inches. It comes with the added option of electrically rotating from landscape to portrait at the touch of a button should you like your nav directions more forward or simply get bored with the rest of the tech – unlikely as that might sound.
It might take you some time to figure out the sub-menus and where to find what you need but I found it all relatively intuitive – especially getting out of the Tesla Model 3 just a few weeks ago – where the exclusion of Apple CarPlay was decidedly annoying.
Unlike the latest Tesla Model 3 update which still leaves drivers without a display ahead of the steering wheel, the Seal is equipped with a 10.25-inch digital instrument display with crystal clear fonts and sharp graphics and colours.
The quilted seats in Vegan leather with contrast stitching and piping are superbly designed and cushioned with whole-seat bolsters and good under-thigh support.
While we didn’t get to do any long distance trips, even with stints of a couple of hours, you get the distinct impression these pews were designed by the chiropractic profession. They’re heated and ventilated too.
The centre console houses the Porsche-like crystalline drive selector (it could be glass), along with various short-cut buttons and scroll wheels for drive modes and volume. All the stuff that the Tesla Model 3 lacks.
Interestingly, the smooth curves outside are mirrored on the dash, console and door cards, at least on the brightwork and cupholders.
There’s also tasty mix of trims that blend nicely with the leatherette upholstery, including a liberal amount of suede cloth on the dash and door cards and smoked metalwork for air vents, door pulls and the Dynaudio speaker grills.
There’s more Vegan leather for the flat-bottom steering wheel that’s both tactile as well as a genuine high-quality item – the type you might find in a BMW for instance.
It’s also got lots of functionality via haptic buttons, scroll wheel and a toggle switch on either side of what is a relatively classy looking steering wheel boss.
Cheap plastics are few and far between in Seal, but even those touchpoints look and feel better than those in some more expensive euro models.
There are multiple ambient lighting options accessed via sub-menus on the central screen as well as floor lighting that resembles a nightclub in my day. Still the kids will enjoy changing the colours and overall cabin vibe.
Ahead of the drive selector are two wireless charging bays, but the rubberised surface isn’t particularly grippy, so we found our phones (with grippy Apple covers) still slid around in the corners.
However, there’s still plenty of upfront storage either underneath the console bridge which also houses USB ports or in the central storage bin. Plus, there’s two generously sized cupholders that can always double as another odds and ends compartment.
For back seat passengers the comfort plan continues with similarly quilted upholstery and bolsters on the outer seats, along with generous leg room, especially behind this tester’s forward driving position.
There’s also a dead-flat floor providing a more comfortable middle-seat experience, though under-seat toe room is hampered.
Not only are there proper seat pockets and two USB ports but there’s also dual phone sleeves for both rear-window seats.
Despite the Seal’s acutely tapered roof line and one of the largest fixed panoramic roofs we’ve seen in the segment, headroom remains ample for average frames.
Boot space is only decent at 400 litres and substantially less than the Model 3, but the aperture appears wider with little to inhibit the loading of wider gear such as golf clubs.
For spill-over space, either for a small bag or charging cables, there’s a ‘frunk’ (with a hinged cover) that opens up another 50 litres of storage.
What’s under the bonnet?
Effectively, the 2024 BYD Seal offers buyers the choice between three different drivetrains.
The Dynamic Standard Range uses a 61.4kWh battery and features a single electric motor and rear-wheel drive, with 150kW of power and 310Nm of torque. It can go from 0-100km/h in a claimed 7.5 seconds.
The Premium Extended Range gets the larger 82.6kWh battery but also uses a single-motor rear-wheel drive configuration, with 230kW and 360Nm and a 0-100km/h time of 5.9 seconds.
The Performance AWD tested here also uses the bigger battery but features a dual-motor all-wheel drive configuration with 390kW and 670Nm and a claimed 0-100km/h time of 3.8 seconds – hence the badge on the boot lid.
One of BYD’s key USPs is its Blade battery technology which is produced in-house and fundamental to the car’s structural platform which sees the battery pack top cover serve as the body floor dubbed ‘Cell to Body’.
Both battery packs can be charged at up to 150kW using DC power with Vehicle-to-Load (V2L) capability to power various appliances.
Proper confirmation of range and power usage wasn’t possible with just two days with the Seal, that will come later when our Melbourne team gets the car through CarExpert’s garage.
BYD Seal range (WLTP):
Dynamic Standard Range: 460km
Premium Extended Range: 570km
Performance AWD: 520km
How does the BYD Seal drive?
We already knew Seal was going to be quick from its performance claims, but it’s not neck-snapping like the BMW i4 M50 xDrive, which boasts the same 3.8-second 0-100km/h sprint time.
Oddly enough, I found Seal to be fractionally laggy on initial tip-in, even in Sport (software driven most likely), which could be by design to make the whole instant torque thing less manic and thus more appealing to first-time EV buyers. It makes sense given the sheer ferocity of acceleration on tap in the Performance variant.
Once out of the blocks, though, the Seal’s power delivery still isn’t as linear as that of the Bimmer or Model 3, and slightly more aggressive at times – but we’re talking small increments here and for substantially less money. The Seal is still adequately rewarding in the way it puts the power down.
Nevertheless, we were more interested in Seal’s chassis engineering that its outright pace. That is; steering, suspension, braking and just how deftly its chassis deals with all 2185kg of twisting mass.
There’s good linearity and weight to the steering rack, which is also sharp and quick to respond to smaller inputs. Up the ante though, through a few tight corners and Seal feels more agile that I might have given it credit for.
That overall composure is helped by a combination of factors including AWD and what BYD calls its Golden Ratio Body – read 50:50 weight distribution, along with the added benefit of a lower centre of gravity thanks to its integrated Blade battery tech.
It stops well too, with good pedal pressure after the initial bite and it remains consistently strong even after multiple hard stops. The front discs are drilled and ventilated while the rears are ventilated.
Additionally, there’s solid engineering under the skin. Up front there are double wishbones, while out back it’s a five-link rear setup that uses Frequency Selective Damping shock absorbers (FSD) – not to be confused with full-time active suspension.
However, it doesn’t provide quite the same level of feedback as an i4 or even the updated Model 3, but I’d say its 80 per cent there and by that measure, sufficiently engaging along with good body control when properly hurried.
There’s brake regen too, but there are no paddleshifters to control it – for that you’ll have to access a sub menu on the central screen and there’s only one level that I could find.
Mind, it might be billed as a sports sedan and for sure it’s suitably accomplished when it comes to outright pace and road manners, but I’d argue that’s not the sole remit of this halo BYD model, it’s as much about comfort and technology, and in those areas Seal really starts to deliver.
There’s an entire suite of ADAS safety systems at play here too, and if you’re in the city, you might want to switch off the Active Lane-keep Assist, as we found it overly zealous to the point where it’s unpleasant at times. Mind, you’ll have to wade through a sub-menu or two to get to the switch but it’s easy enough.
While there’s a good level of compliance with the suspension ironing out bumps of all sizes as well as broken roads, the ride itself, while certainly comfortable, still teeters on the sporty side of things.
Overall though, the Seal is nicely refined with an unexpectedly quiet cabin thanks to double glazing and quality sealing (no pun intended). It makes for a sound experience when sitting back in traffic and enjoying the high-end Dynaudio sound system.
Finally, there’s not a lot of tyre noise either, that’s likely down the 19-inch EcoConti rubber which measure 235/45 all round – so designed more for comfort than outright corner carving.
What do you get?
Seal Dynamic Standard Range highlights:
15.6-inch touchscreen infotainment system
Apple CarPlay and Android Auto
Satellite navigation
10.25-inch digital instrument cluster
12-speaker 775W Dynaudio sound system
DAB digital radio
1 x USB-C, USB-A outlet (front)
1 x USB-C, USB-A outlet (rear)
Dual wireless phone chargers
8-way power driver’s seat
6-way power passenger seat
4-way power-adjustable steering wheel
Heated and ventilated front seats
Leatherette-wrapped steering wheel
Leatherette upholstery
Keyless entry and start
Ambient lighting
Panoramic glass roof
Rear privacy glass
18-inch alloy wheels
Automatic high-beam
Automatic LED headlights
Rain-sensing wipers
Seal Premium Extended Range adds:
Head-up display
Exterior mirror auto-tilt and memory
Leather-wrapped steering wheel
Leather upholstery
Driver’s memory
19-inch alloy wheels
4-way lumbar adjustment
Seal Performance AWD adds:
Heated steering wheel
Frequency Selective Damping shock absorbers
Colours
Arctic Blue
Atlantis Grey
Aurora White
Cosmos Black
Shark Grey
Aurora White is a no-cost option, with the other finishes costing $1500 or $2000 in the case of Shark Grey, which is available only on the Performance.
Interior colours are either Ocean Blue or Thaumas Black. The Ocean Blue interior costs an extra $1500.
Is the BYD Seal safe?
ANCAP has awarded the Seal a five-star safety rating, against new, tougher 2023-25 testing criteria.
It received an adult occupant protection rating of 89 per cent, a child occupant protection rating of 87 per cent, a vulnerable road user protection rating of 82 per cent, and a safety assist rating of 75 per cent.
Standard safety equipment includes:
Autonomous emergency braking (forward, reverse)
Adaptive cruise control
Blind-spot monitoring
Front and rear cross-traffic assist
Lane-keep assist
Emergency lane-keep assist
Rear cross-traffic assist
Traffic sign recognition
Intelligent speed limit assist
Surround-view camera
Front and rear parking sensors
Dual front airbags plus driver’s far-side airbag
Side and curtain airbags for both rows
Safe exit warning
Rear occupant alert
How much does the BYD Seal cost to run?
The BYD Seal is backed by a six-year, 150,000km vehicle warranty and an eight-year, 160,000km battery warranty.
Servicing is required every 12 months or 20,000km – BYD says the first eight services are priced at $189, $370, $189, $447, $189, $370, $189, and $447 respectively.
CarExpert’s Take on the BYD Seal
Make no mistake; the BYD Seal is about to shake up the EV world.
Its impressive styling, cutting-edge technology, sound engineering and an impressive level of comfort and luxury at prices that will likely leave the competition scrambling.
Mind it’s not the benchmark when it comes to the drivetrain or suspension and tuning, but it’s close enough to give rivals a pretty big scare – and that’s before BYD’s pricing starts to woo those first-time EV buyers looking for an easy segue from combustion engined cars to battery electric vehicles.
We already know there’s huge interest in Seal as outlined in the introduction to this review, but I’d suggest BYD might want to sure up its enviable supply chain given just how popular this EV is likely to become given such an all-encompassing package.
The 2024 Polestar 3 hasn’t even reached Australia yet and already pricing and specifications have appeared online for the 2025 model.
The information, published by industry guide Redbook, shows tweaked pricing for MY25 models due in June.
The base Long range Dual motor will start at $131,670, an increase of $96.
Spec changes will be confirmed in the new year, however a look at Redbook’s spec sheets reveals the base model will gain active noise cancellation but lose rear privacy glass.
Polestar has previously confirmed the MY24 Polestar 3 will launch with the Plus pack and Pilot pack fitted as standard.
The Plus pack will become an option package for MY25, while the Pilot pack appears to be gone – though a mysterious Pro pack appears on the spec sheet, priced at $4160.
It’s unclear what this includes, though the Pilot pack featured a head-up display, Pilot Assist, and Park Assist Pilot.
For MY24, the Plus pack fitted as standard includes the following:
25-speaker 1610W Bowers & Wilkins sound system with Dolby Atmos
Soft-close doors
Power-adjustable steering column with profile memory
Air quality sensor and filter
MicroTech or wool upholstery
Repurposed aluminium trim
Heated wiper blades
Heated rear seats
Heated steering wheel
Infra-red windscreen
Rear cargo floor “lid in lid” with bag holder
21-inch black diamond-cut wheels
As on the MY24, there will continue to be a separate Pilot Pack with LiDAR that costs $6000 and adds:
Long-range LiDAR
Additional Nvidia Drive computer
Three additional exterior cameras, four additional ultrasonic sensors
Front and rear camera cleaning system
The price of the Performance pack has also risen from $9000 to $11,700
The Polestar 3 is a sportier, two-row cousin to the upcoming three-row Volvo EX90.
It has a rear-biased all-wheel drive system with dual electric motors, producing total system outputs of 360kW of power and 840Nm of torque. The 0-100km/h time is a claimed 5.0 seconds.
The optional Performance Pack bumps these outputs to 380kW and 910Nm, reducing the 0-100km/h time to 4.7 seconds.
The Polestar 3 uses a liquid-cooled 111kWh lithium-ion battery (107kWh useable) with nickel-manganese-cobalt chemistry.
The company touts a preliminary WLTP range figure of 610km, or up to 560km with the Performance Pack.
Pricing
2025 Polestar 3 Long range Dual motor: $131,670
2025 Polestar 3 Long range Dual motor with Performance pack: $143,370
2025 Polestar 3 Long range Dual motor with Plus pack: $143,370
2025 Polestar 3 Long range Dual motor with Performance and Plus pack: $155,070
Like its Triton sibling, the Mitsubishi Pajero Sport often loses the limelight to segment favourites – like the Ford Everest and Isuzu MU-X.
That’s not because it’s a bad vehicle, far from it. It remains one of the more sharply-priced entrants in the body-on-frame SUV class as rivals continue to push upmarket with their price positioning.
Mitsubishi has applied some running changes over the past couple of years or so, adding tyre pressure monitoring across the bulk of the line-up earlier this year and bringing in new entry-level and flagship variants the year prior.
While the Triton is about to enter a new generation in 2024, the next-gen Pajero Sport isn’t expected until at least 2025 according to a recent product roadmap – so the car you see here has some life in it yet.
WATCH: Paul’s video review of the Pajero Sport GSR 4×4
On test we have the penultimate Exceed variant, which sits just under the blacked-out GSR but offers much of the same luxury and convenience equipment at a price point that will see you in a mid-spec rival.
Is it still worth a look in its twilight years?
How does the Mitsubishi Pajero Sport fare vs its competitors?
View a detailed breakdown of the Mitsubishi Pajero Sport against similarly sized vehicles.
Mitsubishi
Pajero Sport
How much does the Mitsubishi Pajero Sport Exceed cost?
The Pajero Sport Exceed 4×4 lists for $60,690 plus on-road costs. The company’s online configurator shows $63,740 drive-away based on a Melbourne postcode.
That money barely gets you into a base Everest Ambiente 4×4, or a mid-spec Isuzu MU-X LS-U 4×4. The updated SsangYong Rexton Ultimate is $58,000 plus on-roads, if you want a rival pick for value.
While it stacks up well on paper against the established favourites in the segment, even the base Everest and MU-X feature more comprehensive safety assist and infotainment tech suites, largely due to their relative youth compared to the Mitsi.
2024 Mitsubishi Pajero Sport pricing:
Pajero Sport GLX 4×2: $44,940
Pajero Sport GLS 4×2: $50,190
Pajero Sport GLX 4×4: $49,490
Pajero Sport GLS 4×4: $55,190
Pajero Sport Exceed 4×4: $60,690
Pajero Sport GSR 4×4: $62,440
Prices are before on-road costs
What is the Mitsubishi Pajero Sport Exceed like on the inside?
Much like it was when this generation first launched almost a decade ago.
A digital instrument cluster and a bigger central touchscreen have been added over the vehicle’s life, but the design is otherwise largely the same – balancing utility and comfort reasonably well.
Compared to the outgoing Triton, the Pajero Sport was already a bit nicer largely due to the different centre console treatment that has a padded lining for your knees to rest on. The addition of a digital instrument cluster on high-spec models definitely lifts the ambience and is a marked improvement over Mitsubishi’s ageing analogue gauges.
The leather-wrapped steering wheel isn’t the smoothest or most supple hide, and the same goes for the seat trim which looks a bit like toad skin after a bit of wear.
Electric adjustment for the front seats is a nice touch, though the pews themselves aren’t the best in class when it comes to bolstering and support, particularly under your thigh if you have long legs like me. The slippery leather trim doesn’t really hold you in either.
Overall, the layout and ergonomics are functional, if a little dated. Orange backlighting for the climate controls and swatches of piano black trim wouldn’t be my first pick (particularly the latter) as gloss black is prone to scuffs and scratches – especially in a vehicle like this.
It all feels pretty well screwed together; although, its commercial origins shine through in the materials used to line the cabin – no soft-touch surfaces in sight here. It’s all very durable and hard wearing, but far from plush or upmarket given the $60,000 price tag.
The 8.0-inch touchscreen features embedded TomTom navigation in higher grades like this Exceed, and also features a DAB radio tuner in addition to wired Apple CarPlay and Android Auto. While these are all handy box ticks on the spec sheet, the fact there’s nowhere to store your phone when it’s plugged in is simply an oversight.
Audio quality from the enhanced eight-speaker audio system is also fine, but there are better systems out there within the segment.
Storage is otherwise fine, with decent cupholders, a shelf under the centre stack for keys or a wallet, and shallow door bins with bottle holders. The front-centre armrest also acts as a lid to a decent cubby space as well.
Hop into the back and there’s a good amount of space for adults, and kids will be more than happy back there.
Sturdy grab handles on the B-pillars and side steps make getting in easier, though it’s on the narrower side. The elevated seat height means head room is a bit tight for taller folk like some of my colleagues – though 6’1 me fits just fine.
Amenities include roof-mounted air vents and grab handles; rear USB ports (four in the cabin all up); and a handy 220V power socket. Plus there are pockets in each seat-back and a flip-down armrest with cupholders.
The third row is handy to have for emergencies, but is best suited to kids. The ‘sporty’ design also means those rearmost windows are quite small, meaning that smaller passengers may find them harder to see out of. The seats do fold down into the floor when not in use; though, as the pictures show not quite as neatly as numerous rival SUVs.
The extra seating row does impact boot space though. The base five-seat GLX has 673 litres of capacity; whereas, with the third row folded the seven-seater only has 502L.
With the third row in use this shrinks to 131L, and with both rows folded you get 1488L. The boot in five-seater mode measures 1370mm long by 885mm tall by 1000mm between the wheel arch covers. A full-size spare tyre is mounted beneath the vehicle.
What’s under the bonnet?
Under the bonnet is a tried and tested 2.4-litre four-cylinder turbo-diesel.
Outputs are rated at 133kW (3500rpm) and 430Nm (2500rpm), with drive in the Exceed sent to Mitsubishi’s Super Select 4WD system via an eight-speed automatic transmission with Evo-sourced paddle shifters.
The Pajero Sport is a bit down on grunt compared to rivals, which these days keep to a general benchmark of 150kW and 450-500Nm, and that’s reflected in vehicle performance as well as things like braked towing rating.
In our recent 4WD SUV Mega Test the Pajero Sport proved to be the slowest vehicle on test, with a leisurely 0-100km/h time of 12.61 seconds and a 10.17s window between 80 and 120km/h. It was the only vehicle to take more than 18 seconds to complete the 1/4 mile, also.
For reference, the MU-X was over a second quicker across all measurements, while the Everest Bi-Turbo was another half-second quicker again in all exercises.
Combined fuel consumption is rated at 8.0L/100km with CO2 emissions of 212g/km, while the fuel tank measures 68L. We averaged an indicated 8.1L/100km over 440km of mixed driving including plenty of daily commuting – not bad.
The Pajero Sport also is rated to tow up to 3100kg with a braked trailer, which is below the general benchmark of 3.5t in this segment. Towball download maximum is 310kg.
How does the Mitsubishi Pajero Sport Exceed drive?
Not much has changed for the Pajero Sport throughout its life, perhaps bar the eight-speed auto that was introduced as part of the mid-life facelift a couple of years back.
Being a little older than some of its rivals, general refinement of the powertrain isn’t up there with the best in segment. It has a rumbly diesel clatter on start-up and idle; although, it’s still not too bad all things considered.
In normal driving around town the Pajero Sport feels like most ladder-frame 4×4’s of its time; the controls are heavy, the diesel is lazy, and it lopes around like a big heavy thing.
That said, the eight-speed auto is pretty good at keeping the turbo-diesel in its torque band for driving in town and shifts very smoothly and reliably. You’d rarely feel the need to pull on one of the paddles in normal driving.
I spent most of my time in this commuting to and from the CarExpert Melbourne office during the week and while it felt like a step back in time, the Pajero Sport is one of the more agreeable 4×4’s in daily scenarios. For example, the old D-Max was a shocker to drive day to day, and the Everest was a bit clumsy, if nicely damped ride-wise.
There’s a bit of noise from the diesel engine under acceleration regardless of the intensity, especially if you’re comparing the Pajero Sport to a car-based SUV like a Kia Sorento. Could be better, but could be worse.
At least performance is pretty responsive and linear as noted earlier. When stopped there’s no idle stop/start tech to save fuel and emissions and traffic, so you’re just left with the drone of the diesel clatter in city gridlock – dugdugdug.
Where the Pajero Sport starts to show off its strengths is on the highway, where the engine and transmission can settle into a quiet cruise. The ride settles with a more wafty feel rather than the wobbly and at times jittery vibe it can give you in town when the rugged suspension and big wheels hit tram tracks and potholes.
It’s not a match for the excellent locally-developed Everest, which almost feels like a luxury SUV at times, but given its age and price point the Pajero Sport does a solid job at touring, and you can see why it has proven popular with adventurous Australian familes.
We didn’t take the Pajero Sport off the beaten track on this particular week, but we observed impressive results during the 4WD SUV Mega Test. There it performed reasonably well on the rollers, rolling back slightly in 2H before the traction control worked things out – it was very impressive in 4H, moving forward with barely any slip.
Its age showed in the flex test, where the door caught slightly on the body. It wasn’t the worst performer in that test, however. Mitsubishi’s traction control system walked the car out of the moguls with a minimum of fuss, even in the road-oriented 4A four-wheel drive setting. With 4H and Mud Mode engaged it was “even more effortless”.
It scaled Mogul Mountain without too much wheel slip, and the hill-descent control kept the car nice and controlled. Using the throttle you can make the car descend faster; although, you can’t use the cruise control buttons to do it as in some rivals.
Rev flaring was noticeable in the Pajero Sport going up Gravel Mountain, but it managed to scale the hill on the second attempt with its rear differential locked.
Driver assistance isn’t a particular strength for the big Mitsi, given it lags behind key rivals in terms of inclusions.
Standard adaptive cruise control works reasonably well, but only works until low speeds and then cancels itself. It doesn’t feature any form of stop/go or traffic jam assist functions like we’re seeing more of these days from rivals.
Likewise an active lane keeping assistant – or departure warning, for that matter. The Exceed and GSR are the only variants in the range to score blind-spot monitoring and rear cross-traffic alert systems, the former of which can detect a vehicle within 3.5 metres of the Pajero Sport’s side or 70m from the rear bumper.
You also pick up a Multi Around View Monitor in the Exceed and GSR, which is handy for visibility given the size of the vehicle but not the last word in resolution or clarity.
What do you get?
Pajero Sport GLX highlights:
5 seats
4×2 or 4×4
18-inch alloy wheels
Full-size spare tyre
LED headlights and DRLs
Electric park brake with brake auto hold
Smart key with button start
Leather-wrapped wheel
Single-zone climate control
Water-repellent fabric seats, manual adjust
Reversing sensors
Reverse-view camera
8.0-inch touchscreen
Wired Apple CarPlay, Android Auto
4-speaker audio
Bluetooth phone and streaming
AM/FM/DAB tuning
4 x USB ports in cabin
1 x 220V plus and 3 x 12V sockets
Roof rails and side steps
Pajero Sport GLS adds:
7 seats
4×2 or 4×4
Dusk-sensing headlights
Automatic rain-sensing wipers
Powered tailgate
Privacy glass
Dual-zone climate control
Auto-dimming rear-view mirror
Tyre-pressure monitor system
Satellite navigation
6-speaker audio
Pajero Sport GLS ‘Deluxe’ pack ($2250) adds:
Leather seats (mix of real and synthetic)
Powered front seats
Surround-view camera
Pajero Sport Exceed adds:
GLS ‘Deluxe’ option pack
Front parking sensors
8.0-inch colour LCD information display
Heated Front Seats
8-speaker audio system
Remote Smartphone App:
Operate tailgate
Check vehicle status
Activate car finder function
Apple Watch connectivity
Pajero Sport GSR adds:
Black alloy wheels
Black rear spoiler
Black bumper garnishes
Black radiator grille
Black headlight garnish
Black roof rails
Two tone roof – black
‘Pajero’ Sport bonnet emblem
‘GSR’ tailgate badge
Is the Mitsubishi Pajero Sport Exceed safe?
The Pajero Sport received a five-star ANCAP safety rating back in 2015, though the rating is now expired. It’s worth noting the crash score was also based on tests of the Triton ute.
2015 Mitsubishi Triton
This rating was based on a frontal offset score of 15.22 out of 16 and a side impact score of 16 out of 16. Whiplash and pedestrian protection were rated Good and Acceptable, respectively.
Standard safety features include:
7 airbags incl. driver’s knee
Autonomous emergency braking (AEB)
Adaptive cruise control
Rear parking sensors
Reversing camera
Pajero Sport Exceed adds:
Blind-spot monitoring
Rear cross-traffic alert
Surround-view cameras
How much does the Mitsubishi Pajero Sport Exceed cost to run?
Mitsubishi’s standard warranty covers five years or 100,000km, but so long as you return to one of its dealerships at each service this extends to 10 years or 200,000km.
Servicing at dealerships also lets you take advantage of Mitsubishi’s 10 years of capped-price servicing. The Pajero Sport requires servicing every 12 months or 15,000km, whichever comes first.
Mitsubishi Pajero Sport service pricing:
Service 1: $399
Service 2: $399
Service 3: $499
Service 4: $699
Service 5: $499
Service 6: $699
Service 7: $499
Service 8: $999
Service 9: $599
Service 10: $699
CarExpert’s Take on the Mitsubishi Pajero Sport Exceed
The Pajero Sport puts in a solid showing, but it’s quickly being outpaced by newer competition.
With rivals like the Ford Everest and Isuzu MU-X in the mix, the Pajero Sport isn’t necessarily one of my top picks in the 4×4 SUV segment – particularly in this higher specification given the price point.
You can cover more bases on the safety and tech fronts in lower grades of the Everest and MU-X for similar if not less money, combined with better performance and towing capability should those be priorities for you. The updated SsangYong Rexton will also feel more modern for less money.
But that’s not to say there isn’t a lot of good going on here. The Pajero Sport has remained popular for numerous reasons and like its Triton sibling, remains a solid and reliable option amongst its competitors by performing well across most metrics.
It’s very no-nonsense but drives with relative refinement and has plenty of capability out of the box to suite a wide range of needs. There’s also a very long warranty on the proviso you service the Pajero Sport within Mitsubishi’s national dealer network.
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Multiple Mercedes-Benz customers in Victoria are among the latest car buyers to fall victim to scammers intercepting invoices.
In total over the last 24 months, criminals made off with over $270,000 from several Mercedes-Benz buyers.
According to the The Sydney Morning Herald, the scammers intercepted emailed invoices, changing the BSB and account details, for multiple customers across Victoria.
But Mercedes-Benz says it’s not due to any vulnerability in its own systems.
“Mercedes-Benz Australia’s systems were not compromised,” a spokesperson from Mercedes-Benz Australia told CarExpert.
“Mercedes-Benz Australia takes cyber security and data protection very seriously and is continually enhancing our processes to safeguard the secure exchange of information between our retailers and customers.
“Our retailers are also required to maintain the security of their systems using the latest technology.
“Sadly, the issue of invoice fraud is not unique to our brand or our industry. It is a risk whenever there is an exchange of financial information online. To mitigate this risk, we are continuously evolving security measures to make online payments safer.
“We also urge our customers to be vigilant by ensuring an email or invoice purporting to be from a retailer is legitimate by calling the retailer to confirm it is genuine and any account details are accurate.”
One customer, Georgina Smith, told The Sydney Morning Herald she assumed the details were correct after purchasing a separate vehicle from the same Berwick Mercedes-Benz dealership previously.
“That’s why I didn’t call and confirm because I dealt with these people before and it all checked out exactly the same,” Ms Smith told the newspaper.
“It was really hard to tell… Someone’s come in and basically altered the invoice and the bank account details, pretty much to a tee, like you wouldn’t even know.”
Ms Smith said two days after paying her $38,500 deposit for her Mercedes-AMG A35 back in May 2022, a staff member from the Mercedes-Benz dealership called her to chase up funds as they were yet to be received.
Thinking it was perhaps a banking delay, Ms Smith then received another copy of the invoice by text message which showed another set of bank details. Upon realising what had happened, Ms Smith contacted her bank however the money was already gone and the bank was unable to retrieve it.
Ms Smith says she contacted Mercedes-Benz to report the issue and claims the luxury carmaker told her that it was her emails that had been hacked and that her $38,500 deposit was still due to be paid.
She claims she had an independent IT team analyse the email servers in question but was able to confirm nothing had been compromised.
“It just felt like they’d been through it before, they were like, ‘No, this is your fault’ – and that was it,” Ms Smith said.
“It still makes me extremely angry. I fought for a long time and then I just had to take it as a loss.”
7News reports Ms Smith had to repay her deposit and the remaining balance of the vehicle in full. Her bank, insurance company and Mercedes-Benz were unwilling to help recover the $38,500 worth of stolen funds.
“It’d be nice for Mercedes to admit that their system has been compromised,” Ms Smith told 7News.
“I think that their internal procedures need to be fixed to prevent it happening to more people, it’s clear that it’s something from their end.”
According to The Sydney Morning Herald, three other cases of similar scams have been reported in less than a year.
Rob Heathcote lost $100,000, and claims scammers intercepted emails from Mercedes-Benz Melbourne and impersonated dealership staff.
In one email in particular, Mr Heathcote claimed scammers told him his wife’s Mercedes-AMG CLA 35 was delayed on a ship despite having already landed in Melbourne.
Consequently, Mr Heathcote transferred $100,000 to the wrong bank account. Mr Heathcote wasn’t made aware of the scam until his dealership salesperson sent a text which said “Rob, when are you going to pay for the car?”.
“I’ve gone, ‘f—, are you serious?’ I called him straight away and I said, ‘mate, I paid six weeks ago,” Mr Heathcote told The Sydney Morning Herald.
Mr Heathcote was able to recover his funds from his bank after his experience gained media coverage.
“I’m still not totally convinced it was all me [that was hacked],” Mr Heathcote told The Sydney Morning Herald.
”But of course, since this happened, I’ve got more cyber firewalls in my office than the Bank of England.“
TheSydney Morning Herald reports Mercedes-Benz is facing legal action from a couple who lost $139,000 as a result of an invoicing scam in 2023.
Wendy Angliss and Derrick Thompson are claiming they lost money after paying an invoice for their Mercedes-Benz GLE 400d, and argue the company shouldn’t provide customers with payment details through email to avoid incidents like this.
According to TheSydney Morning Herald, the brand said Ms Angliss contributed to her own losses by not having adequate IT or password security on her email.
Additionally, the newspaper reports a woman who was in the process of purchasing a Mercedes-Benz GLC 300e from the company’s Melbourne dealership was told the $98,800 balance of her SUV was not received and directed her to try another bank account.
After contacting the Melbourne dealership she learned of the scam and the salesperson told the woman not to comply with the request and recommended she change her email passwords.
These scams are called business email compromise scams, and aren’t unique to the automotive industry.
The Australian Competition and Consumer Commission (ACCC) told 7News that between January 1, 2023 and September 30, 2023, Scamwatch received 981 business email compromise scam reports which totalled a loss of around $13 million.
Customers who are paying invoices online are encouraged to confirm any online bank details either in person or over another method of communication before making payment.
Mercedes-Benz Australia isn’t the only brand to have its customers fall prey to cybercriminals.
In 2021, two Tesla buyers were scammed in similar circumstances which saw almost $75,000 transferred to the incorrect bank account.
In 2023 Chery returned to Australia after an absence of nine years with the Omoda 5 crossover, a rival to the likes of the strong-selling MG ZS and GWM Haval Jolion.
I had the opportunity to drive the Omoda 5 at launch, and came away deeply disappointed – nay, aggravated – by its poorly calibrated driver assist features.
The lane-keep assist would jerk dangerously for no reason, while the driver attention monitoring would ping incessantly no matter how attentive you were.
These features felt fundamentally broken, and detracted from a car that otherwise had some impressive qualities, such as distinctive styling inside and out, and a responsive powertrain.
Chery promises it has fixed these early build issues. Is the Omoda 5 now worthy of consideration?
Read on to find out.
How much does the Chery Omoda 5 cost?
The Omoda 5 range currently consists of two variants, and opens at $32,990 drive-away. Our EX tester rings up at $35,990 drive-away.
The latter is pricier than the range-topping petrol GWM Haval Jolion, at $33,990 drive-away. It’s also more expensive than the range-topping MG ZST Essence, also $33,990 drive-away.
All three Chinese SUVs significantly undercut comparably equipped rivals from Europe, Japan and Korea. Premium paint is $500, while opting for premium paint with red exterior accents adds $1100 to the Omoda 5’s price.
Chery hasn’t detailed its expanded Omoda 5 range for 2024, but it has previously confirmed the range will be supplemented with more powerful turbocharged 1.6-litre versions plus an electric version. It has yet to confirm any changes to pricing and specifications for the current 1.5T BX and EX variants.
To see how the Omoda 5 compares with its rivals, line it up side-by-side with any car you want using our comparison tool.
What is the Chery Omoda 5 like on the inside?
The Omoda 5 at first glance impresses with its slick, modern cabin, featuring a dual-screen array, ambient lighting, an attractive steering wheel and shifter.
Those dual screens, which immediately capture your attention when you enter the vehicle, experienced some issues when I last drove the Omoda 5.
I was perturbed by a series of tech glitches that affected wireless Android Auto. Sometimes it wouldn’t connect, and attempts to try and re-establish a connection would result in a strange, distorted view.
The good news: those exact issues didn’t reappear. The bad news: there were some new problems instead. Android Auto connects instantly and generally maintains a steady connection. When it drops out though, forget about it.
One day it simply stopped working. This is especially bothersome in a car with no embedded satellite navigation.
I tried restarting the car, un-pairing my phone and re-pairing it, both through the touchscreen and through my phone itself, but nothing worked. The next day; however, it worked fine.
The day after that, I experienced an issue far worse than Android Auto simply not working. When I started the car the entire screen was black.
I’d experienced this issue with Android Auto on one of my first days with the car, but this time not a single screen was visible; not the cameras, not the home screen, nothing. I could adjust the climate controls using the touch panel, but I couldn’t see what value I was adjusting the temperature to.
Once again, turning off the car and waiting a while seemed to fix it.
The buggy tech is disappointing as this is quite an attractive cabin, particularly the chunky, tactile steering wheel with its metal-look switchgear.
Copper-coloured accents and ambient lighting also add some contrast to the cabin, while the speckled trim of the centre console and its touch-capacitive switches is a refreshing change from tedious piano black trim.
It’s all a bit derivative of Mercedes-Benz inside – particularly that start button – but if you’re a budget brand looking for inspiration, why not look to the luxury players?
Usability is good too, with its wireless charging pad in plain sight, a storage shelf under the centre console, and sensibly sized cupholders and bottle holders up front.
Comfort is average. The Omoda 5’s seats are soft and squishy, common among Chinese vehicles, but the base is a bit short and there’s not much bolstering. The steering wheel adjusts for rake and reach.
There’s a voice assistant you can program to respond to your voice prompt of choice and which can control features like the heated seats and climate control, while sound is pumped through a pretty decent Sony eight-speaker sound system.
The surround-view camera falls just short of GWM’s in resolution, but is still an impressive bit of kit and, like GWM models, features a 3D view where you can swipe around the vehicle to look at its surroundings.
The Omoda 5 has a function that allows the vehicle to unlock as you approach it and lock as you walk away, and it works well. The standard power tailgate is also a welcome inclusion.
Chery has moved away from buttons for the climate control, but at least most functions can be controlled via the touch-capacitive switchgear, unlike other Chinese brands that send you off into touchscreen menus.
Hold the applause; though, because this panel is inferior to conventional switches for one key reason: it looks filthy almost instantly. After a day, this gloss black panel was covered in smudges. There are some other odd choices in the cabin, too.
The area around the sunroof looks unfinished, with a big squirt of grease visible. The patterned material on the dash top is relatively soft, but it results in a lot of glare on the windshield.
The noise of the indicators irritated everyone who got into the car, and while the hateful rear-view mirror in the last car has fortunately been replaced, the new unit still doesn’t seem quite right.
Finally, the front USB-A and USB-C outlets – which admittedly you mightn’t need, given the wireless mirroring – are on the passenger side of the centre console, with the 12V outlet on the driver’s side.
Speaking of odd choices, whose idea at Chery was it to give the Omoda 5 a key fob you can’t actually attach to anything?
Step into the second row, and you’ll find there’s enough room for someone around 180cm tall to sit behind someone of a similar height even with the sunroof eating into headroom.
There’s no enormous driveline hump eating into space, and amenities include a single USB-A outlet, map pockets, a fold-down armrest with cupholders, and air vents. There are also three top-tether and two ISOFIX anchor points for child seats.
The Omoda 5 has 360L of boot space with the rear seats up, expanding to 1075L with them folded. That’s less than the GWM Haval Jolion (430L/1133L) and ZST (395L/1187L). A space-saver spare sits underneath the boot floor.
While there are some cheap plastics inside the Omoda 5’s cabin, particularly on the tops of the doors, we didn’t notice any glaring build quality issues. The screen array creaks a bit when you press it, but we didn’t observe it creaking without human intervention, unlike the last Omoda 5 I drove.
We did; however, notice some uneven panel gaps this time. Where the front fender meets the bonnet, the panel gap was visibly wide. In our super-duper scientific test, we could fit five credit cards in there, while the same gap on our photographer’s Mk7 Volkswagen Golf swallowed only two. Other gaps were much less gaping.
The Omoda 5’s exterior otherwise presents well, other than its somewhat narrow-track stance. The styling won’t be to everyone’s tastes, but you won’t mistake that grille for any other vehicle, while the red accents are distinctive and the white paint sparkles.
What’s under the bonnet?
The Omoda 5 is powered by a 1.5-litre turbochargedfour-cylinder petrol engine producing 115kW of power and 230Nm of torque. Drive is sent to the front wheels via a continuously variable transmission (CVT).
Those outputs are fairly par for the course in this segment. A Haval Jolion Ultra produces 110kW and 220Nm, a ZST Essence 115kW and 230Nm, and a Mitsubishi ASX GSR 123kW and 222Nm. Chery claims a 0-100km/h time of 9.9 seconds, but we’ve previously recorded a 9.24-second sprint.
If you’re after more power, Chery will soon introduce a 145kW/290Nm turbocharged 1.6-litre that will also bring standard multi-link (instead of torsion beam) rear suspension and a dual-clutch automatic transmission, plus optional all-wheel drive.
Over a loop comprising a mix of inner-city, suburban and highway driving, we averaged 7.8L/100km. All up, over the course of a week we saw fuel economy of 9.6L/100km, and that was with some highway driving included.
Given the official claim is 6.9L/100km, that’s very disappointing. My last loan of an Omoda 5 saw similarly disappointing observed economy, and in my review I said I hoped this would improve as the car is broken in.
Well, this car had more than 8000km on the odometer, so it should have been well and truly broken in. The Omoda 5 has a 50L tank, but fortunately requires only 91 RON regular unleaded fuel.
How does the Chery Omoda 5 drive?
When I last drove the Omoda 5, any positive impressions it made were completely overshadowed by a lane-keep assist system that jerked the wheel even if you were driving within your lane, and a driver attention monitoring system that dinged incessantly even when your eyes were clearly focused on the road.
Fortunately, Chery has fixed the calibration of these two systems in the Omoda 5.
The driver attention monitoring system, which uses a camera atop the steering column, only chimed a couple of times, and both times occurred when I was admittedly looking at the touchscreen for too long.
The lane-keep assist now gives a gentle tug of the wheel if you’re in danger of crossing a lane marking, and works like most lane-keep assist systems.
If only Chery had fixed the Integrated Cruise Assist, which is intended to keep you travelling at a set speed and centred within your lane. It’s easy to miss – you hold the steering wheel button with a wheel icon down to activate it – so I didn’t test this feature last time.
When the car notified me to let me know conditions were ideal to try it out, I gave it a whirl – it’s rubbish.
Again, this seems like something Chery can probably fix with a software update, given the massive improvement it delivered to the lane-keep assist.
With Integrated Cruise Assist on, the wheel jerks erratically from side to side like it’s been possessed by a poltergeist. Despite this constant intrusion from the system, you never seem to stay centred in your lane all that well.
To make matters worse, the system constantly just gives up and notifies you the Integrated Cruise Assist has ‘exited’.
Some systems in rival brands will sound a chime to notify you the system has stopped working, and this typically occurs where the lane markings on a road have ended (e.g. at an intersection) or are too faded for the camera to read.
I decided to count how many times the Chery did this within one minute on a highway with clear, uninterrupted lane markings, and almost ran out of fingers. I had to listen to the chime sound eight times in 60 seconds.
The speed limit assist feature also sounds a chime whenever you exceed the detected speed limit. It’s not as insufferable as the system in the latest Hyundai and Kia products, but like those vehicles it 1) defaults to on and 2) when turned off, takes the traffic sign recognition with it.
The auto hold defaults to on, too, but this is something we’re happy to see stay on.
The reverse autonomous emergency braking system caused a minor scare when it applied the brakes as I reversed on the side of a road, parallel to a vehicle travelling in my direction. It wasn’t crossing my path, and I was reversing in a straight line, but the system still activated.
The driver assist systems clearly still need some finessing, but all of that can be turned off. What about the car itself? After all, you can’t change its dynamics with the press of a button.
Well, technically there is push-button drive mode selection, but sadly selecting Sport mode does nothing to add any weight to the overly light, vacant steering.
The Omoda 5 is a doddle to park because of this overboosted steering, but if you want a car that’s engaging to drive the steering will put you right off.
Of course, a lot of small SUV buyers aren’t looking for a hot hatch on stilts, and so light steering will be fine; especially considering it makes the car so easy to drive around town.
What will turn off even the least demanding drivers; however, is the brake pedal. There’s no feel to it whatsoever, and it’s hard to modulate. It doesn’t inspire confidence when you’re trying to come to a quick stop.
The shifter is also aggravating. It’s a slick-looking monostatic unit, as has become common, particularly in high-end vehicles, so there are no detents that you click between.
In the case of the Chery, you sometimes need to pull it more than once to get it into the gear you want, while other times a simple pull is too much and you end up in manual mode accidentally revving the guts out of the Omoda 5 in first gear.
On a few occasions, trying to quickly shift between Reverse and Drive saw us stuck in Neutral. Not great when you’re trying to quickly get out of the way of oncoming traffic when entering or exiting a parking spot, for example.
I didn’t observe any wind noise around the sunroof this time, and while there’s a bit of tyre roar I wouldn’t call the Omoda 5 noisier than many vehicles in this segment.
I didn’t take the Omoda 5 on any country road trips over poorly surfaced rural roads. The last time, I observed the car has a tendency to porpoise down undulating roads and heave over expansion joints.
Get onto some corrugated roads and the Omoda 5 further loses its composure, with lots of thumps from the suspension.
Winding mountain roads are no fun; the vacant steering and excessive body lean in corners see to that – this is no Ford Puma.
It’s a city slicker, being much more comfortable around town. The softly sprung suspension generally irons out pockmarked urban pavement; although, there’s some suspension noise as expansion joints announce themselves with a thwack.
The powertrain is where the Omoda 5 shines. Set aside the disappointing fuel economy, and it’s a rather sweet unit. There’s only a touch of lag off the line, and only a little CVT rev flare when you push it.
You won’t need to push it, because the CVT works well with the turbo engine to keep the car in the optimal rev range. It always feels responsive, and you don’t need to work this engine as hard as some rivals with naturally aspirated engines, which in turn means the engine never really makes much of a racket.
The engine sound isn’t bad, either. It’s a little gravelly and not terribly sporty, but hardly punishment for the ears.
We appreciate the inclusion of a CVT rather than a dual-clutch auto, as is common in small Chinese SUVs, including the upcoming 1.6-litre versions of the Omoda 5. We don’t yet know how that unit feels, but the Omoda 5’s CVT works well.
In short, the Omoda 5 is a car you likely won’t find enjoyable on a winding mountain road, a car you’ll tolerate but not love on patchier rural roads, but a car you’ll probably find quite pleasant around town.
What do you get?
Omoda 5 BX highlights:
18-inch alloy wheels
Automatic LED headlights
Automatic high-beam
Front fog lights
LED tail lights with directional indicators
Power-folding exterior mirrors
10.25-inch digital instrument cluster
10.25-inch touchscreen infotainment system
Wireless Apple CarPlay, Android Auto
Wireless phone charger
8-speaker Sony sound system
Keyless entry and start
6-way power driver’s seat
One-touch power windows
Leatherette upholstery
Rear air vents
Remote start
Front multi-colour ambient lighting
2 x USB-A outlets
1 x USB-C outlet
Electronic park brake
Auto hold
Omoda 5 EX adds:
Omoda LED puddle lights
Red brake calipers
Heated front seats
Heated steering wheel
4-way power passenger seat
Surround-view camera
Power tailgate
Power sunroof
For $2000 more than a ZST Essence or Jolion S, the Omoda 5 EX has a few features its rivals miss out on, but in turn misses out on some they have.
The Jolion has a larger, panoramic sunroof and a head-up display, while the ZST just has the former. Both the MG and GWM lack a heated steering wheel, wireless smartphone mirroring, and a power tailgate, however.
Is the Chery Omoda 5 safe?
The Chery Omoda 5 wears a five-star ANCAP safety rating.
It received an adult occupant protection rating of 87 per cent, a child occupant protection rating of 88 per cent, a vulnerable road user protection rating of 68 per cent, and a safety assist rating of 83 per cent.
Standard safety features include:
Autonomous emergency braking
Adaptive cruise control
Blind-spot monitoring
Emergency lane keeping
Integrated Cruise Assist
Lane-keep assist
Rear cross-traffic assist
Traffic jam assist
Traffic sign recognition
Driver attention monitoring
Front, front-side and curtain airbags
Front-centre airbag
Reversing camera
Front, rear parking sensors
The EX also receives a surround-view camera.
How much does the Chery Omoda 5 cost to run?
The Omoda 5 is backed by a seven-year, unlimited-kilometre warranty, and Chery offers seven years or 70,000km of capped-price servicing.
Intervals are a bit on the short side at 12 months or 10,000km, but prices are quite affordable at $280 for the first five, $391.04 for the sixth, and $295.54 for the seventh.
That’s cheaper than its fellow Chinese small SUVs. An MG ZST 1.3T, for example, costs $2339 over seven years, while the Omoda 5 costs $2086.
CarExpert’s Take on the Chery Omoda 5
Chery shouldn’t have brought the Omoda 5 here without properly calibrating its lane-keep assist and driver attention monitoring features, as they were horribly calibrated – at least the company fixed the issues quickly.
That gives us hope the remaining tech issues – and there are still a few – will also be fixed.
From buggy Android Auto to an Integrated Cruise Assist that you won’t want to endure for more than a minute, the Omoda 5 is a cautionary tale about putting too much tech in a car without testing it all first.
Then there are the foibles unrelated to its long list of standard tech features, like the spongy brake pedal, lifeless steering, floaty ride, and, on our tester at least, some disappointing build quality.
If everybody buying a small SUV in Australia valued zesty dynamics above all else; however, our streets would be filled with more Ford Pumas and Volkswagen T-Rocs.
For a lot of people, the Chery Omoda 5 will tick more than enough boxes.
The steering is light, but if you’re an undemanding driver you’ll appreciate how easy it is to park and steer around town. The styling is gaudy, but you may appreciate how distinctive it is, particularly in the funky Jupiter Blue and Titan Green finishes.
Then there’s the almighty dollar, and that’s where the Chery really shines. For the amount of equipment you get, the Omoda 5’s price is tantalising. Throw in a pretty decent powertrain and a long warranty, and you can see why this is already climbing up the sales charts.
Chery, there’s still plenty of work to do. But there’s a decent base here, and with some local dynamic tuning and some software updates, the Omoda 5 could significantly narrow the gap with rival SUVs.
It’s the end of the road for the V8 engine at Maserati, and the company is sending it off in style with limited editions of the Ghibli sedan and the Levante SUV.
The 2024 Ghibli 334 Ultima and the Levante Ultima will be the last Maseratis with an engine format that has powered some of the fastest and most exotic cars built by the Italian company since 1959.
Maserati’s long goodbye farewells the F154 3.8-litre twin-turbo V8 shared with Ferrari, which has powered top-of-the-range versions of the Ghibli sedan and the Levante SUV since 2018.
In Maserati specification, the F154 features a cross-plane crank and a wet sump – the Ferrari version used in the Roma, F8 Tributo, and SF90, is dry-sumped, with a flat-plane crank. In the Levante and Ghibli, it develops 426kW at 6750rpm, and 730Nm between 2250rpm and 5250rpm.
Just 103 Ghibli 334 Ultimas will be offered, all painted in a deep pearlescent blue called Blu di Persia. Both the number to be built and the colour they are all painted are a nod to Maserati’s first ever V8-powered road car, the 5000GT.
Maserati built just 34 5000GTs between 1959 and 1966, with bodies from nine different coachbuilders.
The 5000GT was created at the request of the Shah of Iran, who wanted a car that combined the comfort and features of Maserati’s six-cylinder 3500GT coupe with the performance of its V8-powered 450S sports racer, and offered to pay the development costs to get it built.
Known internally as the Tipo 103, the Shah’s car had bodywork painted a unique shade of blue.
And the 334 bit? That refers to the limited-edition Ghibli’s top speed, in kilometres per hour, which Maserati says makes it the fastest four-door sedan in the world.
In addition to its special blue paint and the standard carbon exterior package, the Ghibli 334 Ultima is distinguished by a standard rear spoiler, matte dark graphite 21-inch alloy wheels, and a ‘334’ logo painted in red on the front guards.
Inside is an interior trimmed in black Alcantara and pale terracotta leather, with carbon fibre accents, 334 logos stitched into the seats, and a numbered plaque on the centre console.
We couldn’t confirm the 334 Ultima’s claimed top speed, which is 8km/h higher than that of the regular Ghibli Trofeo, on the snowy, sinuous mountain roads we encountered on our drive in the Italian Alps.
And we’ll have to take Maserati’s word that its 3.9 second 0-100km/h time is 0.4 seconds quicker than the Ghibli Trofeo. But we found enough dry(ish) tarmac to occasionally enjoy the V8’s animal snarl and intoxicating bite above 4000rpm. The F154 feels wonderfully vibrant and alive at the top end for a turbocharged engine.
Where did the extra performance come from? In a word, finessing. Though the 334 Ultima’s homologated weight of 2020kg is identical to that of the Trofeo, it weighs 25kg less thanks to its more sport-oriented standard equipment. The rear spoiler also helps reduce drag at high speeds.
And special, stickier compound tires help the car launch harder from a standing start.
Heavy snow and freezing temperatures also meant we couldn’t discover whether the 334 Ultima’s special compound tyres improved extended its dynamic envelope beyond that of the Ghibli Trofeo.
Our test car was instead fitted with Pirelli’s excellent Sottozero 3 winter tires, and the conditions tested their capabilities to the limit. What we can say is that the traction and stability control protocols in the Normal and Sport drive modes work well on slick surfaces, intervening quickly and smoothly to help keep the 334 Ultima on the road.
Corsa mode dials back the electronic nannies, which meant we only dared try it a couple of times. Apart from the stiffer ride and crisper throttle response, Corsa nicely sharpened the upshifts eight-speed automatic transmission.
Downshifts, even in manual mode, remained disappointingly sluggish, however. In addition to quicker downshifts, we’d also like a firmer, more decisive brake pedal to better finesse braking, especially on slippery surfaces.
On the same roads, in the same conditions, the calm composure of the Levante Ultima proved why powerful, all-wheel drive SUVs could rightly be considered the grand turismos of the 21st century.
All-wheel drive doesn’t rewrite the laws of physics, of course, but it does allow the Levante, which boasts a claimed top speed of 304km/h, to confidently tackle all roads in all weathers.
At 2240kg, the Levante Ultima weighs 220kg more than the Ghibli 334 Ultima, which dulls the response of the F154 V8 just a tad.
That said, in addition to propelling the Levante Ultima to more than 300km/h, the engine still has muscle enough to hustle the big, bluff Maserati from 0 to 100km/h in 4.1 seconds.
A total of 206 Levante Ultimas will be built, 103 of them painted blue (a colour called Blu Royale), the other 103 finished in a black named Nero Assoluto, with a ‘V8 Ultima’ logo painted on the front guards.
All roll on black-painted 22in alloy wheels. Like the Ghibli 334 Ultima, the Levante Ultimas will all come equipped with a carbon exterior package and an interior trimmed in pale terracotta and black, although the seat material is all leather rather than the 334’s leather and Alcantara combination.
Maserati has built more than 100,000 V8-powered cars since 1959, so the Ghibli 334 Ultima (five of which are coming to Australia) and the Levante Ultima (two of which are heading to our shores) represent the end of an era.
But it’s not just the V8 that’s going away; by the end of 2025 both the Ghibli and the Levante themselves will be replaced by all new models.
The Ghibli nameplate will in fact disappear altogether. In its place will be a new sedan built on a version of the platform that underpins the Gran Turismo coupe that goes on sale in Australia in 2024.
It will be badged Quattroporte – the current sedan of the same name, which is available in overseas markets, is also being phased out – and, like the Gran Turismo, will be available with the Nettuno V6 internal combustion engine or the Folgore electric powertrain.
The all-new Levante is scheduled to debut in 2025. And while Maserati has said it is committed to having nothing but EVs in its lineup by 2030, don’t be surprised if the Trident brand’s updated flagship SUV lineup includes models with a Nettuno V6 under the bonnet as well as pure electric powered versions.
The Nissan Navara ute range remains unchanged in terms of pricing and standard specification for the 2024 model year.
The range opens at $33,050 before on-roads for the Navara SL 4×2 manual single-cab chassis, and extends to $70,765 before on-roads for the Navara Pro-4X Warrior 4×4 automatic dual-cab pickup.
Both of the Navara Warrior variants, modified in Melbourne by Nissan’s engineering partner Premcar, are continuing for the 2024 model year.
The Navara SL Warrior starts at $58,750 before on-roads with the six-speed manual transmission, or $61,250 before on-roads with the seven-speed automatic transmission.
SL Warrior
The Navara Pro-4X Warrior on other hand starts at $68,265 before on-roads with the six-speed manual transmission, or $70,765 before on-roads with the seven-speed automatic transmission.
Until the end of November this year, Nissan has sold a total of 7007 examples Navara 4×4 utes and 925 Navara 4×2 utes.
It’s a far cry from the segment leaders including the Toyota HiLux, Ford Ranger, and Isuzu D-Max.
The Navara is approaching the end of its lifecycle, with a new generation expected in 2025.
The 2024 Nissan Navara is powered by a pair of 2.3-litre turbo-diesel four-cylinder engines.
The base, single-turbo in the SL manual produces 120kW of power and 403Nm of torque, while the twin-turbo version in all other variants produces 140kW and 450Nm.
The manual transmission is a six-speed unit, while the automatic is a seven-speed unit.
Four-wheel drive variants have a part-time four-wheel drive system with low-range and an electronically locking rear differential.
Efficiency
The 2024 Nissan Navara is claimed to consume between 7.2 and 8.1 litres per 100km according to ADR combined drive cycle testing.
Pro-4X Warrior
Nissan doesn’t note any changes in claimed fuel economy for the Warrior models although they are heavier and have all-terrain tyres.
All models have an 80-litre fuel tank.
Dimensions
The 2024 Nissan Navara is available in single-cab, king-cab, and dual-cab body styles.
The single cab measures 5120mm long, 1850mm wide and up to 1770mm tall.
The king cab measures up to 5311mm long, 1850mm wide and up to 1815mm tall.
The dual cab measures up to 5350mm long, up to 1920mm wide and up to 1895mm tall.
Payload for the 2024 Nissan Navara ranges between 876kg and 1282kg, depending on the variant.
Gross vehicle mass (GVM) ranges between 2910kg and 3250kg, depending on the variant, and gross combined mass (GCM) is 5910kg.
All 2024 Nissan Navara models have a 3500kg braked towing capacity and a 750kg unbraked towing capacity.
Servicing and Warranty
The 2024 Nissan Navara is covered by a five-year, unlimited-kilometre warranty like the wider Nissan range.
ST
Maintenance is required every 12 months or 20,000km, whichever comes first.
Nissan offers capped-price servicing for the first six visits. They are priced as follows:
Six-speed manual transmission
Seven-speed automatic transmission
First service
$579
$572
Second service
$624
$616
Third service
$813
$806
Fourth service
$662
$654
Fifth service
$652
$644
Sixth service
$919
$911
Safety
The 2024 Nissan Navara had a five-star safety rating based on ANCAP testing conducted in 2015, though this has now expired.
That rating was based on a frontal offset score of 14.01 out of 16, a side impact score of 16 out of 16, and pedestrian and whiplash protection scores of Marginal and Good, respectively.
All 2024 Nissan Navara models come standard with the following safety equipment:
Seven airbags
Autonomous emergency braking
Forward collision warning
Driver attention monitoring
Reversing camera (pickup only)
Moving to the ST adds the following safety equipment:
Blind-spot monitoring and assist
Rear cross-traffic alert
Lane-keep assist
Lane departure warning
Surround-view camera
Rear parking sensors
Standard Equipment
Pro-4X Warrior
The 2024 Nissan Navara SL has the following standard equipment:
17-inch steel wheels
Full-size spare steel wheel
Automatic halogen headlights
Power-adjustable side mirrors
Tailgate assist (pickup only)
8.0-inch touchscreen infotainment system
Wired Apple CarPlay and Android Auto
Bluetooth
7.0-inch digital trip computer with digital speedometer
Vinyl floors (single cab and dual cab only)
Carpet floors (king cab only)
Cloth upholstery
Outboard rear seat ISOFIX points (dual cab only)
Trailer sway control
Hill descent control (4×4 only)
Hill start assist
The SL Warrior adds the following:
Winch-compatible hooped bullbar
Integrated LED lightbar
Branded underbody black bash plate
275/70 R17 Cooper Discoverer All Terrain AT3 tyres
40mm suspension lift
Tow bar
100kg GVM upgrade (3250kg)
New springs, dampers and jounce bumpers
Fender flares and tub liner
All-weather floor mats
The ST adds the following on top of the base SL:
17-inch alloy wheels
LED headlights
LED fog lights
LED tail lights
Automatic high-beam
Privacy glass
Power sliding rear window
Rain-sensing wipers
Heated side mirrors
Single tube sports bar in polished stainless steel
Drive mode selector (4×4 AT only)
Off-road monitor (4×4 only)
Satellite navigation
DAB+ digital radio
Leather-accented steering wheel
Leather-accented shifter
Carpet floors
Anti-dazzle rear-view mirror
The ST-X adds:
18-inch alloy wheels
Full-size alloy spare wheel
Double tube sportsbar in polished stainless steel
Sliding in-tray tie-down hooks
Towbar
Tub liner
Proximity entry with push-button start
Dual-zone climate control
Tyre pressure monitoring
Carpet floor mats
The Pro-4X adds:
17-inch black alloy wheels
All-terrain tyres
Full-size steel spare wheel
Black fender flares
Black roof rails
Black-painted side mirrors, side steps, grille and door handles
Black stainless steel double tube sports bar with sail panel
Leather-accented upholstery
Embroidered front seats with Pro-4X logos and red-accent stitching
Heated front seats
Power-adjustable front seats with lumbar support
The flagship Pro-4X Warrior adds:
Winch-compatible Nissan Genuine buillbar
Front light bar
Red bash plate and 3mm under-body plating
275/70 R17 Cooper Discoverer AT3 tyres
Full-size alloy spare wheel and tyre
100kg GVM upgrade (3250kg)
40mm suspension lift
New springs, dampers and jounce bumpers
Warrior-specifc fender flares
Warrior decal pack
Warrior headrest embroidery
Optional Equipment
The ST-X is available with two different option packages.
Option Pack 1 costs $1500 and adds the following:
Leather-accented upholstery
Heated front seats
Eight-way power driver’s seat
Electric lumbar support
Option Pack 2 costs $2500 and adds the following over Option Pack 1:
Electrically tilting and sliding sunroof
Colours
SL
The 2024 Nissan Navara range is available in the following exterior paint colours, depending on the variant.
Black Star
Brilliant Silver
Forged Copper
Twilight Grey
White Pearl
Solid White
Burning Red
Stealth Grey
Every colour apart from Black Star and Solid White costs an additional $650.
