Fifty grand is not what it used to be. Once upon a time, it bought you a top-of-the-line sports car – even earlier than that, it’s probably what your parents spent on their house. Their four-bedroom one, we mean. In inner Sydney.

These days, it gets you an SUV for hauling around spouse and spawn, and not even a top-spec one.

While of course the best salary your parents could aspire to earn would be considered unliveable in 2023, cars have come a long way. The standard equipment list of a car of yesteryear would be lucky to fill a piece of A4, whereas today’s run-of-the-mill SUVs pack more equipment and technology than the most advanced vehicles of a generation ago. And we know which one we’d rather have a crash in.

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To demonstrate our point, today we’ve assembled the best of the sub-$50K bunch if you’re in the market for a new SUV – and while that sum won’t get you a three-bedder in an Australian city anytime soon, it’ll get you quite a lot of car.

The new Honda CR-V is the latest release of our trio – and it looks it. At 4.7 metres long, it makes the original 1997 CR-V look like a model car, and blurs the line between mid-size and large SUV. Not just its first-generation forebear, it also eclipses the previous model at 69mm longer, 11mm wider and with a 40mm-longer wheelbase.

With its handsomely long bonnet and sculpted styling, the one we have today is the VTi L7 – the one with a pair of seats in the boot. A turbocharged 1.5-litre four-cylinder supplies 140kW and 240Nm to the front wheels only, via a CVT (continuously variable transmission) auto.

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While its $53,000 price-tag suggests it exceeds our $50K ceiling, that’s a drive-away figure that incorporates several thousand dollars’ worth of on-road charges.

Next up, having existed since 2017, the Mazda CX-8 is now an old car – and since this comparison was conducted the vehicle that is essentially a long-wheelbase CX-5 has been confirmed for the chop by the end of 2023.

Shame, as it’s still a very good SUV, though arriving at our photography location I’m embarrassed to admit I thought the CX-8, parked anonymously in a car park, belonged to a member of the public.

Compared with the Honda, which has proper presence, the CX-8 is almost invisible – especially on the 17-inch wheels of our Touring FWD test car. Its $49,560 list price sneaks just under our $50K RRP cap – it’d be about $54,500 drive-away – while under the skin there’s a six-speed auto, and a peaky 2.5-litre naturally aspirated inline-four dishing up 140kW and 252Nm.

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Throwing a German cat amongst the Japanese pigeons is the VW Tiguan Allspace – here in 132TSI Life trim.

While, like the Mazda, it’s almost ready for the motoring retirement village – this generation Tiguan goes back to 2016 – it’s still a mighty good car.

This one has a 2.0-litre turbo inline-four with 132kW, a grunty 320Nm, and the much-desired – or much-maligned, depending on your past experiences – seven-speed dual-clutch automatic. Unlike the other two cars here, this one is all-wheel drive.

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While its $48,590 base list price seems extraordinarily sharp, an additional $6400 of options dents our Tiguan Allspace’s value equation somewhat, coming in at $54,990 before on-road costs.

And if value is what you’re after, the Honda CR-V takes an early win, being cheaper than both rivals. While all three cars come with lengthy standard equipment lists, the Honda offers a few things standard the other cars don’t, namely its hands-free electric tailgate, panoramic sunroof, and driver’s seat memory.

Somewhat criminally for a premium marque, you have to pay extra for heated seats in the Volkswagen, something standard on both the Honda and Mazda.

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Compared to Honda interiors of only a generation ago, the CR-V’s is more mature, restrained and classy

Meanwhile the CX-8 – if it hadn’t already showed its age – can’t come with a wireless phone charger at all, something standard on the VW and Honda, although unlike those two, the Mazda does give you an old-school, basic head-up display.

Getting into the CR-V, it’s also evident the Honda design department has popped the triangle and trapezoidal stencils in the bottom drawer, replacing them with rulers. Compared to Honda interiors of only a generation ago, the CR-V’s is more mature, restrained and classy, to the point that existing owners – lured by the quirkiness of previous designs – might find the new one a bit plain.

At least in an ergonomic sense, it’s better off for it, whacky controls for things like the volume replaced with a simple, timeless dial. Materials are decent quality while storage space is also good, while we like the bright, clear, contemporary look of the infotainment and instruments.

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Many of these things can’t be said for the CX-8 which, while being a pleasant place to sit, feels like you’ve borrowed a five-year-old car from a family friend.

While the slim, 10.25-inch infotainment display is plenty modern, its native interface looks dated and, exasperatingly, is non-touchscreen for the Apple CarPlay.

Why Mazda persists with forcing you to use the hand-controller – when the screen is within easy reach – is one of the biggest continuing own-goals in the world of new car interior design.

In the absence of a sunroof like the other two cars, the CX-8’s interior – trimmed entirely in black, with minimal brightwork – is also oppressively dark, like you’re in a little cave and need to open the curtains a little. This sensation is especially stark if you’re coming straight from the Volkswagen.

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Our Tiguan test car’s Storm Grey interior and enormous panoramic sunroof make this a bright, light-filled place to be – like you’re in a sun-kissed, white-leather-trimmed, luxury speed boat.

Even though this generation Tiguan is about to be replaced, the interior is still a premium, upmarket place to be, only its relatively small 8.0-inch central touchscreen giving away its age. (And maybe also its antiquated, tall gear shifter.)

All three cars boast spacious second rows, although the CX-8’s is the best, with tonnes of room and great tri-zone air-conditioning. The VW also has tri-zone, but the CR-V has plain, old manual rear vents. The Honda scores some points for its rear doors, which open so wide it’s like they disappear.

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As for Amish readers, or anybody else shopping on third-row space alone, you can stop reading here: the CX-8 wins.

You could reasonably subject an adult to the boot of the CX-8, while the Honda and Volkswagen are child-only zones. At least the Honda gives third-row occupants air-vents – the others don’t.

With back-of-the-bus seats stowed away, all three have great big boots – and all have sliding second rows. Extra points go the Honda here, though, with its standard electric tailgate – something not available on the Mazda at all. Although points are in turn deducted as the CR-V’s boot is almost non-existent in seven-seat mode, while with the third row up, the VW and Mazda still offer something.

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For pootling about suburbia, we’d choose between the Honda and Volkswagen.

The CR-V is a lovely companion for the urban grind, with perfectly calibrated steering and brakes – not too heavy, not too light – while the engine is responsive without being hyper.

Refinement is also good, the CR-V now surprisingly well-insulated from tyre noise, however the engine could pipe down a bit at low speeds (especially when paired with the CVT).

Jump into the Tiguan and forward visibility is so good, you almost feel like you’re sitting in a glass capsule. While the Tiguan’s small-ish infotainment and instrument displays seem a bit pokey while driving, the car itself is effortless and easy to drive, with very light, direct steering. The suspension is beautifully soft, although hit a speed bump too quickly and it clunks loudly, as if something’s just broken.

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Curiously, the Tiguan Allspace feels much longer than it is wide, sort of making it feel like you’re driving a van or MPV.

There’s an overall butteriness to the Tiguan that would be improved with a torque converter transmission, the DSG still the tiniest bit taut and sensitive, like occasionally, when getting back into the throttle, you’re taking up a bit of slack. But otherwise, it feels engineered like a Tag Heuer watch.

Curiously, the Tiguan Allspace feels much longer than it is wide, sort of making it feel like you’re driving a van or MPV. After driving the Volkswagen, doing a U-turn in the Honda – with its much shorter wheelbase – almost feels like it’s got rear-wheel-steer.

This is not all to say the CX-8 is a dud. It’s still great to drive, even by 2023 standards. The ride quality feels expensive, the thin-rim leather steering wheel great in your hands, while the powertrain, like that of the Honda, is responsive without ever feeling surprised.

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It’s just that, again like the Honda, the CX-8’s engine is a bit loud at urban speeds. If it came with a volume dial, you’d be reaching to turn it down a notch or two.

On a winding road, the Honda’s handling gets better the harder you push, to the point that this would be an excellent basis for a Type R hot SUV. Especially if that included junking the 1.5-litre engine and CVT for a powertrain hotter and better, as it falls far short of matching the sparkle that Honda has given the CR-V’s chassis.

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It’s like Honda has given its turbo engine the personality of a naturally aspirated engine

Hearing ‘turbo engine’, you might think muscular, low-down torque, but boot it in the CR-V and the CVT ‘kicks down’ to about 4500rpm, skipping where the turbo presumably gives its best. It’s like Honda has given its turbo engine the personality of a naturally aspirated engine.

The Tiguan’s handling has an enjoyable fluidity, but ultimately its agility is blunted by its near three-metre wheelbase. Punting the Tiguan hard is more about enjoying the powertrain.

There’s a bit of Golf GTI about the Tiguan’s engine, its turbo engine pulling solidly from about 4000rpm and sounding rorty around its 6000rpm redline. The twin-clutch changes gears very quickly using the flappy-paddles, making for a warm-hatch-like powertrain that almost seems confused to find itself in such a long, heavy SUV.

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Contrasted to the two front-drive Japanese cars, the VW might also be all-wheel-drive, but it offers no real advantage – the front wheels could manage 132kW just fine we think, in the dry at least.

As for the Mazda, punting it hard feels like you’re making it do something it doesn’t really want to do. It’s much happier loping along, and we’re sure the five kids in the back won’t disagree.

All three cars come with a five-year, unlimited kilometre warranty, but for five-year ownership cost, the CR-V is gentlest on the bank account by a long way. Five services will cost $995 over five years, while the CX-8 is more like $2168 and the Volkswagen, a stinging $3200.

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The CR-V also uses 91RON fuel, much like the CX-8, although the Tiguan has expensive tastes, requiring 95RON minimum.

We didn’t get a chance to properly test fuel economy, but using the ADR 81/02 benchmark you could expect the Honda to be most efficient (7.3L/100km combined), followed by the Mazda (8.1L) then the Tiguan (8.9L).

Verdict

The Honda CR-V is the newest of this bunch, and feels it. It drives and feels like a car from 2023, whereas the others feel a bit last decade.

Given their vintages, you’d be tempted by the used market for both the Mazda and Volkswagen, too, pocketing more than a few thousand – or you would with the Japanese car at least, given buying a second-hand, dual-clutch Volkswagen without a warranty would take a bit of derring-do.

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You won’t be tempted by a second-hand CR-V, as the new one is a big improvement over the old.

While Honda’s new interiors lack a bit of the funk and personality of those before it, they’re much smarter, more intuitive, more usable – and in the CR’V’s case, more spacious.

While we’re sure the CVT hides some of the magic of the new turbo engine, the CR-V seriously impresses for its build quality, refinement, and all-round offer. It’s our winner here, demonstrating that while $50K can no longer buy a house, it can get you a damn good car.

• GUIDE: Best Large SUVs
• 2023 Best Large SUV: Overall Winner
• Best Large SUV under $50K
• Best Large SUV under $60K
• Best Large SUV under $80K
• Best Value Large SUV
• Best Large Luxury SUV
• Best Large Hybrid SUV

“Dress for success” – it’s the well-worn maxim that motivates influencers, CEO wannabes, and economy-class passengers who erroneously believe the only thing holding them back from a business-class upgrade is a nicely-pressed suit and good posture.

It’s apparently also a phrase that resonates within the hallways of Mazda’s Hiroshima HQ, because the freshly-minted CX-90 flaunts sheetmetal that’s Versace instead of Tarocash, draped over a frame with handsome proportions and the confident air of an athlete – and a thrusty turbo inline-six housed within it.

The CX-90 is a bold play by Mazda, being its first longitudinally-engined large SUV and its first non-sports car to play in the $100K+ realm. But does it really deserve to stand shoulder-to-shoulder with the established members of the large luxe SUV club? The CX-90 certainly looks like it should.

Yet looks can only take you so far. Luxury is about much more than appearances – there are other targets to hit in refinement, cabin quality, technology and performance that are just as critical – and competition gets thick when you start shelling out six figures.

Is the CX-90 wheat or chaff? We’ve assembled a cross-section of luxe and near-luxe large SUV rivals for the big Mazda to square up to. Some, like the Genesis GV80, are propelled by the same sort of premium ambitions and aspirations as the CX-90.

At the other end, the BMW X5 is virtually a founding member of this particular country club.

In between are contenders like the Lexus RX, the mainstay model of a brand that successfully took on the Euro establishment 30-odd years ago (and which some might say has been resting on those laurels ever since), and the Volvo XC90 – a masterclass in elegant understatement, but whose lack of braggadocio may count against it in a market that preferences bling.

Rounding out the sextet is Volkswagen’s Touareg, which has common ground with the CX-90 given both are born of modest brands yet also possess the on-paper credentials to warrant consideration for bona-fide premium status.

Should the bouncer part the velvet rope for them?

6️⃣ Volkswagen Touareg 170TDI

There’s a certain warm, fuzzy feeling in seeing 1200km of range flash up in the instrument binnacle after a servo stop. That’s life with a 90-litre fuel tank, and a Volkswagen Touareg 170TDI.

Due for a facelift next year – before some sort of EV behemoth replaces it altogether in the coming years – the Touareg even in its current guise is still an eminently pleasing vehicle.

Under the bonnet is a 3.0-litre turbocharged diesel V6 twisting out 170kW and 500Nm – the latter from just 1750rpm. There’s an eight-speed torque converter auto and all-wheel-drive, while its $87,990 list price, before any options, doesn’t look quite so scary after a few inflationary years.

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From the outside, it’s a classy, handsome, if modest car – whose design somehow makes 19-inch wheels look like 17s – and inside, the Touareg boasts a budget Audi vibe with seemingly as much screen as there is leather.

At 15.0 inches, the centre infotainment touchscreen – part of the $8600 Innovision option package – looks as if someone’s fitted a TV to the middle of the dashboard.

The gigantic, beautifully crisp and bright, high resolution native sat-nav map view is hard not to love – less so the compressed Apple CarPlay display which, irritatingly, only fills about half the screen. It’s also wired-only.

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Netflix streaming not available on the Touaregs huge centre screen, unfortunately

While the giant display lends the otherwise ageing Touareg interior a high-tech feel, the absence of HVAC hard buttons and dials can make it feel an empty, plain place – especially at night, where the centre stack is strangely dark. Forget that only until recently VW produced some of the most terrific physical HVAC controls of any carmaker, lest you feel swindled now that they’re all in a touchscreen.

With a generous, fat vein of turbo-diesel torque just off throttle tip-in, the Touareg 170TDI is an effortless car for the everyday grind. It’s quiet, refined, and feels engineered like a chronograph watch.

While the 170TDI misses out on the air suspension of richer grades, ride quality is still good, and the overall drive a breeze. Parking, with its myriad cameras and views, is also a doddle for such a large car.

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On the open road, dynamically the Touareg is also very good – and better than it has any right to be.

That’s even if you’ll be hunting around for the ESC ‘off’ button, as the system’s strategy of stabbing suddenly at the brakes, mid-corner, is not a pleasant one.

In the final reckoning, the Touareg is a lovely car to drive, feeling premium without trying (unlike other cars here), with impressive fuel economy and a spacious second row. It’s the pick for towing and long-distance cruising, and being German seems to imbue it with an additional fathom of engineering depth and build quality other cars here could only dream of matching.

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Its MLB Evo underpinnings, after all, had to be fit for Audi Q7, Bentley Bentayga, Lamborghini Urus and Porsche Cayenne as well.

But where it falls down is that, in this company, and around this price point, it feels like a base model competing against top-spec grades – because it is.

Even at $98,790 as-tested, it’s missing the panoramic sunroof of other cars here, and tri-zone air-conditioning. The haptic steering wheel is, at best, an ergonomic step sideways from plain, old buttons; and just in general, the interior doesn’t feel special enough.

The inside of the Genesis, for example, feels like it’s been fussed over by a team of stylists for months; while a design committee ticked off the Touareg 170TDI’s cabin in a few weeks. While an entry-level Touareg is still a pleasant place to be, for outright luxury and making its occupants feel spoiled, the other cars simply try harder.

Dylan Campbell

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5️⃣ Mazda CX-90 G50e Azami

There’s something suspiciously Bavarian about the new Mazda CX-90.

Glance around Mazda’s new SUV and there are multiple echoes of BMW. The tail-lights have a hint of BMW XM while G50e, denoting the CX-90 model grade, has a certain Munich ring to it. Mazda’s rotary infotainment controller, meanwhile, is more than a little iDrive; while someone’s plonked a 254kW 3.3-litre turbo straight-six under the bonnet.

Mazda would doubtless appreciate our comparisons to one of the world’s most accomplished premium brands, given that it’s aspiring to a more premium positioning – and price.

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From the outset, there’s no disputing that the CX-90 is one of the more handsome vehicles here – if admired from the correct angle, such as the front three-quarter.

The ‘Kodo’ design language translates well to the large CX-90, with its long wheelbase and generous length between the front axle line and A-pillar base.

The front overhang is also so short, any shorter and it would almost look a bit too blunt, like it’s been driven at low speed into the back of something.

Inside presents just as well – depending on the grade. Our top-spec Azami is lush enough with its black Nappa leather, but at your local Mazda dealer you should avoid sitting in any CX-90 with the Takumi or SP Packs, the latter of which upholsters the cabin with quilted tan leather and suede headlining making for an irresistible options box to tick. (Even if doing so means a $5000-lighter wallet.)

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Even without that, though, it’s a lovely place to be, with its dual 12.3-inch digital displays.

The back seats are also very good, the rear doors opening extra wide, while second row occupants enjoy stadium seating with great visibility and quad-zone climate control with rear seat heaters. The second row itself is tilt-and-slide, while there’s a 220-volt outlet in the boot – so you could sit in the back and use your laptop, while it’s charging, on the fly.

Back in the driver’s seat, that straight-six itself is very likeable. Crack a window and there’s a bit of turbo hiss as it comes on boost, while torque – 500Nm from just 2000rpm – is also delectably meaty.

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Dynamically, too, the CX-90 is very good – second only to the BMW as driver’s pick of this bunch.

While the ride quality is good in isolation, it’s hardly plush and wafting, and the purpose of its tautness is revealed when you get on a winding road. With simple, direct steering, the CX-90 can carry impressive mid-corner speed for its size – and 2275kg weight – owing also to its generously wide, 275-section tyres.

It’s a pity, then, that the CX-90 feels a bit unpolished. Lift off and the engine shuts off and coasts, but then can feel surprised to be woken back up when you want to go again. A feature shouldn’t have you immediately hunting for the off button.

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The bigger concern is that the in-house-developed, eight-speed automatic transmission has a personality – when it should probably be invisible.

Feeling oddly highly strung, even occasionally flustered – like it’s had too much caffeine – it can even clunk into first gear so audibly and obviously that you wonder how engineers signed it off.

The CX-90 is a delightful car, but at more than $100,000 drive-away, you’re left wondering if it’s best to wait for the update, where hopefully the few too many minor wrinkles are ironed out.

Besides that, some might prefer softer suspension, while others will be perturbed by the inexplicable lack of touchscreen Apple CarPlay (forcing you to use the hand controller, even though the infotainment screen is within easy reach). Unlike a lot else about the CX-90, that’s not very BMW at all.

Dylan Campbell

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4️⃣ Lexus RX350 F Sport

It’s a hard nut to crack, this world of premium SUVs, but few newbies have enjoyed such roaring success as the Lexus RX.

First introduced in Australia in the early noughties, the RX quickly became Lexus’s most popular model and has steadily built a reputation as the thinking man’s alternative to the established Germans. Cheaper to buy and thriftier to run, yet absolutely bursting with equipment and high-quality, luxurious touches –that’s long been the Lexus RX MO.

The version you see here is the fifth-gen RX, an all-new model that sauntered onto Aussie roads earlier this year.

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Longer, wider, lower and rolling on a stretched wheelbase, it’s the biggest RX yet and also offers buyers a boggling array of choice thanks to four engines, four trim levels, multiple option packs and the choice of front- or all-wheel drive.

Our particular tester is the RX350 F Sport, which retails for $98,370, and doesn’t only score a host of sporty detailing such as unique 21-inch wheels, more aggressive bumper designs and an F-Sport steering wheel, but it’s also one of the few offerings in the line-up not to use a hybrid powertrain.

Instead, propulsion comes from a 2.4-litre four-cylinder turbo petrol that makes a healthy 205kW/430Nm and sends its grunt to both axles through an eight-speed torque converter auto.

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It that recipe sounds a touch old-school, don’t be alarmed: the RX feels effortless and polished from the get-go.

The steering is light, the ride quality on large 21-inch alloys is relaxed and comfortable, and the cabin is impressively refined and quiet at a highway cruise.

The cabin makes an equally strong first impression. The snug and supportive front seats, which are part of the F Sport treatment, are especially fabulous, as is the soft and tactile leather steering wheel and high-end 21-speaker Mark Levinson stereo.

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The sense of quality is also top drawer, as you’d expect from Lexus, and you’ll encounter soft leather touch points, lovely suede inserts on the door cars and soft-touch plastics on the dash.

There are a few weak points, however. The biggest and most confronting is the huge slab of piano-black plastic that surrounds the 14.0-inch centre touchscreen. It dominates the dash design and looks and feels on the cheap side, which erodes the cabin’s overarching sense of luxury. Hard, scratchy plastics can also be found on the doors and the rear of the centre console.

Happily, the cabin’s core ergonomics are hard to fault – the dreaded Lexus touchpad has been banished! – and the centre touchscreen itself is large, bright and integrates well with Apple CarPlay and Android Auto, although only Apple users will enjoy a wireless connection, which is a drag in 2023.

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Our test car was fitted with the optional Enhancement Pack and a sliding panoramic roof, with the latter further enhancing the cabin’s sense of space and airiness.

Rear seat space has grown, thanks in part to the 60mm wheelbase stretch, and there’s ample knee and toe room, although taller passengers might find headroom a little tight. There’s loads in the way of amenity, though, thanks to a reclineable backrest, dedicated air vents with temp control, two USB-C ports and a centre arm rest with twin cupholders.

The boot is generous, too, at 612L and offers a wide and low aperture, two bag hooks, electric releases for the rear seats and a 12V socket. A space saver spare and additional storage cubby are housed beneath the boot floor.

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There’s also a decent amount of dynamic cohesion for keen drivers to explore. While the adaptive suspension is undoubtedly softly set-up with plenty of travel and suppleness, body control is impressive on a twisty section of road and the steering is accurate, if a little too light and lifeless.

Performance from the 2.4-litre engine is quick rather than fast, yet the turbo unit is quiet and ably supported by the eight-speed auto which is smooth and unobtrusive. Unfortunately, though, this non-hybridised powertrain is relatively thirsty when driven hard.

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On our dynamic loop, the RX 350 trailed only the lusty V6 Genesis for fuel use, though things did improve on a longer drive that took in more highway miles and returned an as tested fuel figure of 13.0L/100km.

So there’s lots to like about the new RX. It’s quiet, refined and should be the kind of SUV that slips seamlessly into your life as you relish its effortless powertrain, silken ride quality and sublimely comfortable seats.

But for all its goodness, the heavy handed dash design, inconsistent cabin materials and high fuel use were enough to rule out a podium finish.

Alex Inwood

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? Genesis GV80 3.5T AWD Luxury

Unlike the Mazda and Volkswagen, the Genesis GV80 benefits from a badge that puts distance between it and its humble origins.

On the other side of the coin, building brand reputation isn’t easy. Up to the end of October, Hyundai’s luxe offshoot has sold just over 1600 cars. In comparison, nearly 13,000 new Lexus models have been registered, with the German brands even further ahead.

Is premium-ness measured by sales metrics, though? Gauging from the reactions of bystanders, the answer is “no”. The GV80 had pull among the punters, the matte Brunswick Green paintjob (a $2000 option) and broad-shouldered sheetmetal of our tester working to swivel more heads than any other car on this comparo.

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Sure, from some angles it might look like a bootleg Bentley Bentayga, but it’s a flattering comparison rather than a clumsy imitation.

The cabin follows a similar theme. In Luxury spec (which adds $10,500 over the base grade) it sports a high-end aura, borrowing heavily from upper-echelon Euros with its lush leather (supple Nappa hide in the Luxury) and diamond-stitched upholstery.

Silver/chrome highlights and fine knurling around switchgear and knobs are a nice touch, but could be better executed on the bigger dials – such as the rotary transmission selector and mode dial – where the moulding seam can be felt by roving fingertips.

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Soft-touch plastics and padded surfaces are everywhere, the centre bin is flocked (and appreciably deep), the roof and A-pillars are lovingly trimmed in microsuede and even the deep-pile floormats are lavish.

For material quality and presentation the GV80 ranks incredibly well, and the way it insulates occupants from outside noises, mechanical vibes and wind rustle deserves recognition too.

The feature set is also bougie, with the 14.5-inch infotainment screen being accompanied by a slick quasi-3D LCD instrument panel, a glass sunroof, noise-cancelling tech for the 21-speaker Lexicon audio, massage front seats, heated and ventilated first and outboard second-row seats, soft-close doors, plus roof-mounted vanity mirrors and power recline and seat angle adjustment for the second row occupants.

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Want more? A six-seat configuration not only brings separate captain’s chairs in the middle, but also graft a pair of 9.2-inch entertainment touchscreens to the back of each front seat in exchange for an extra $3000.

There’s also a power-folding third row, which makes unfurling occasional seats a cinch, but for all its glitz and glam the GV80’s cabin falls down in one fundamental way: space. And really, it’s the vertical dimension that’s the one in shortest supply.

In the second row, the elevated seat position does give great vision past the front passengers and through the side glass, but even my 5’8” self found headroom to be more limited than the other contenders.

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The rearmost seats are strictly for kids, but at least there’s third-row air vents

Clambering into the third row required a spinal scrunch to retract most of my neck into my torso, turtle-style, in order to achieve adequate clearance from that luscious suede headliner – the rearmost seats are strictly for kids, but at least there’s third-row air vents, lidded storage, cup-holders and USB power.

It’s smaller than it looks – at 4945mm long with a 2955mm wheelbase, it’s a shorter thing than the 5120mm long CX-90. Interestingly, that relationship gets flipped when you examine cargo space: with 727 litres with the third row flattened and 2144 litres when the third and second row are stowed, the GV80 can swallow up more cargo than the bigger Mazda.

With such a capacious cabin and superb first-row comfort, it’s disappointing that there’s simply not enough distance between the rear seat bases and the roof to carry larger adults.

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Stomp on the skinny pedal, wait a smidge as the twin turbos spool, and the GV80’s 3.5-litre petrol V6 flings the 2.25-tonne SUV forward with ease.

The more alert engine and trans calibration of Sport mode gives its straight-line performance an even sharper feel, and there’s no reason to doubt the factory claim of a 5.5-second zero-to-hundred. It’s rapid in a straight line – thirsty too, with the highest average fuel burn in the group – but a mushy suspension and high mass blunt the edge of its surprisingly direct steering.

The gigantic 22-inch wheels and their sporty Michelin Pilot Sport 4s confer good roadholding regardless, but the GV80 is predictably best deployed as a boulevard steamroller, serenely wafting you around town with its muscular engine thrumming away at low revs, the rest of the world drowned out by that 21-speaker stereo.

Tony O’Kane

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? BMW X5 xDrive40i

Fuel: 11.7L/100km as-tested, 9.2L/100km claimed

In certain parts of Australia’s capital cities, the X5 is more ubiquitous than the humble Camry.

Since launching at the turn of the millennium, BMW’s family-sized SUV quickly became a firm favourite among the upper-middle class, and now, four generations on, that popularity has endured.

It’s not difficult to understand why. For one, it’s attractive. We talk about the CX-90 having good proportions… Well, that’s arguably because it copies the X5’s format, with front wheel wells pushed well forward to make room for an inline six in the middle, in turn producing a long bonnet that balances out the visual heft of the wagon box on the back.

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Sheetmetal that swells around the wheelarches imparts an athletic aura too, and their subtly flicked-out lips not only look sporty, but are there to provide sufficient coverage of the massive 315-section rear tyres fitted to our xDrive40i tester.

On the inside, the X5 is classically German. Cleanly presented with well-crafted materials throughout, it’s difficult to find surfaces that look or feel unpleasant, or out of place – even the standard ‘Verino’ leather feels high-end. Switchgear and closures all operate smoothly with a pleasing tactility to them, and it’s genuinely hard to find a rough edge, figurative or literal.

Space utilisation could be better though: the centre box houses a good volume beneath its bi-fold lid, but the cubby ahead of it which contains the cupholders and phone charging pad is hemmed-in by the shape of its recess and lid.

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Try and put your phone on charge when you’ve got a drink in there, you’ll see what I mean.

In the back, the stadium-style elevated H-point of the second row bench give backseaters a good view around the front passengers, while the X5’s generous glasshouse – including a panoramic glass sunroof that’s standard-issue – lets light flood in.

With a wide cabin and a very low transmission hump the X5 can even take three adults across the rear bench, but there’s no third-row capability in the X5 anymore – even as an option. On the plus side, a 640-litre seats-up boot capacity should swallow up prams, groceries and other cargo with ease, and the X5’s power-operated split-fold tailgate is far more manageable in cramped shopping centre carparks.

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But in all honesty, the real appeal of the X5 lies in how it drives.

With a powerful 250kW/450Nm 3.0-litre turbo petrol six driving all four wheels through an excellent eight-speed automatic, the X5 is a rocket on a mountain road. The massive contact patch provided by its Pirelli P-Zeros (275/40R21 up front, 315/35R21 at the rear) confers a tenacious hold on the pavement despite a 2060kg kerb weight, and the explosive energy of its engine is good enough for a 5.5-second zero-to-hundred claim.

The steering is pretty ordinary, with scarcely any feel or feedback, even in Sport mode, but in every other way the X5 is a true performer. What’s equally as impressive is when you prod the ‘Comfort’ mode button on the centre console, the X5’s adaptive dampers slacken and the transmission calibration eases up to make it a very civilised machine for day-to-day urban schlepping.

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But you need to pay to play, and that’s arguably one of the bigger demerits against the X5: the unavailability of more substantially affordable variants.

Opting for the diesel inline six of the X5 xDrive30d instead of the petrol xDrive40i only trims $4000 from the price which, considering this 40i retails at $138,900 before options and on-roads, isn’t much of a discount. A four-cylinder diesel disappeared from the range last year, making the X5 a six-pot-only proposition in Australia, and a pretty pricey one at that.

However, the X5 you see here isn’t exactly representative of what you can buy right now. When we conducted our comparison, BMW Australia was still waiting on stock of its updated X5 family to arrive, which left us with the about-to-be-superseded model instead.

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Which is a shame, because not only does the update bring a substantial exterior facelift, but it also adds 30kW and 70Nm to the petrol six’s output, revises the gearbox, and grafts a completely new fascia to the dash centered around a gargantuan 14.9-inch main display running BMW’s latest infotainment operating system. The price hasn’t moved, either, in a rare win for the consumer.

The X5 is far from cheap, but excellence rarely is.

Tony O’Kane

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? Volvo XC90 B6 Dark

It’s easy to forget that it was the Volvo XC90 that kickstarted the Swedish brand’s modern transformation.

Launched way back in 2015, the second-gen XC90 was one of the first cars to ride on Volvo’s new modular platform and the first to benefit from the cash injection brought by fresh owners Geely.

Svelte, beautifully made and with tidy ride/handling, the XC90 came within a whisper of winning Wheels COTY. And now, almost a full 10 years later, it has edged out much fresher competition to win our gong for the best luxury large SUV. Talk about ageing like a fine wine…

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As you’d expect, Volvo has treated the XC90 to some welcome upgrades since its 2014 launch with the latest raft of improvements arriving last year.

That update brought a rejigging of the model range (the existing trim levels of Momentum, Inscription, R-Design and Recharge were replaced by Plus, Bright, Dark and Ultimate T8 respectively) and the injection of Volvo’s latest Android-based infotainment system, which now includes Apple CarPlay.

For this test, we’re driving the high-spec B6 Dark which uses a fizzy 2.0-litre four-cylinder turbo that produces 220kW/420Nm and is supplemented by an electric supercharger and a 48-volt sub-system.

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XC90’s Scandi interior delivers impeccable build quality and heightened sense of luxury.

It retails for $107,990, which plonks the XC90 smack bang in the middle of our six contenders for price, but our particular tester is bristling with desirable options like air suspension ($3750) and a truly fantastic Bowers and Wilkins sound system ($4550) that deliver an ‘as tested’ price of $118,690.

That’s still cheaper than the Genesis and BMW, mind, and our XC90 looks every cent of that outlay. We know beauty is in the eye of the beholder but you’d have to be a harsh marker to deny the XC90 is a deeply handsome thing. Chiselled and broad shouldered, it looks taut and perfectly proportioned for what is, essentially, a family bus.

The huge 22-inch diamond-cut alloys help, of course, as does the optional air suspension which slowly lowers the body when parked to give it lightly ‘slammed’ appearance.

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The cabin is arguably even more impressive. The minimal cabin design feels like a high-end Scandi furniture shop and the sense of luxury and build quality are impeccable.

The seats, in particular, are superbly comfortable, and boy is this cabin functional.

The XC90’s form factor is longer and narrower than other luxe SUVs like a BMW X5 and Audi Q7 and it makes full use of its extra length with plenty of cabin space and a third row that’s roomy enough for most adults. Third row passengers also score face-level air vents, cup holders and their own storage, though notably there are no top-tether anchor points for child seats back there.

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You do score three tether points in the second row, however, as well as twin Isofix anchor points and Volvo’s useful integrated booster seat features in the middle pew.

Throw in a sliding second row, four-zone climate control, plenty of USB-C charging points and retractable window blinds and there’s nary a chink in the XC90’s armour when it comes to hauling about seven people in comfort.

The one thing that betrays the Volvo’s age is the size of its portrait-style touchscreen. At 9.0-inches it looks small by modern standards, yet its functionality is excellent. The software is Google based, and now includes Google Maps and Google Assistant, and the layout of the key controls and menus is easy to wrap your head around.

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One annoyance is the need to dive into multiple menus to change the AC or seat heaters, yet the screen’s resolution and response is hard to fault.

The centre screen pairs with a 12.0-inch digital instrument cluster and head-up display, plus there’s a 360 surround view camera which sends a high-res video feed to the centre screen to ensure you don’t kerb those massive alloys.

The XC90’s light steering also aids low-speed manoeuvrability and once you’re on the move, there’s little to disrupt the Volvo’s overarching sense of calm and serenity. A big part of our tester’s phenomenal comfort and control is down to the optional air suspension, which is a must have inclusion.

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It’s wafty and cushy around town, with none of the crashiness you expect from the big wheels, yet also engaging, flat and measured at high speed.

On our dynamic loop, the way the XC90 absorbed and recovered from big bumps was mighty impressive.

Those big alloys are surprisingly grippy, too, and while the overall experience isn’t what you’d call sporty, there’s plenty of talent and poise to the XC90’s dynamics.

Yet there’s no escaping that the Volvo’s true genius lies in its focus on comfort, space and functionality. This is an impressively practical family SUV, – one that nails its fundamentals with an uncommon layer of finesse and flair.

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The bottom line

Finishing anywhere in the lower half of the field can be demoralising – but when the competition is as fierce as it is plush, ending the race in fourth, fifth or even last place is no relegation order.

Although they fell short of a podium step, the Lexus RX350, Mazda CX-90 and VW Touareg 170TDI each has a wealth of merits.

The RX350 has a lovely ride quality, beautifully big and bright Apple CarPlay integration and easily the best seats here, but fell down with its oddly clumsy dash design, hit-and-miss cabin materials and vague steering.

We wanted to love the new Mazda CX-90. We rate its handsome exterior styling, engrossing handling, elegant cabin and spacious third row – and it would have finished higher if not for its weirdly jerky transmission, overly-sporting ride quality, and the fact it needs $5000 splashed on an optional interior pack to be considered anywhere close to ‘luxe’.

The VW Touareg 170TDI is an excellent car in its own right, and you’ll be cleaning cobwebs from inside the fuel filler cap at every servo stop. But we were looking for luxury in this test, and the Touareg’s interior doesn’t surprise, delight and outright spoil as much as the other cars here.

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If you’re the kind of person who would love to trick your neighbours into believing you own a posh and expensive British SUV, you might like the Genesis GV80, our third-place finisher.

Its blingy interior bristles with novel touches that are fun to discover, and it tries hard to spoil its occupants. It’s not really the driver’s choice, however, with a laggy, anodyne twin-turbo V6 and nautical dynamics.

Of course, if this was a test of best driver’s luxury-performance SUVs, the BMW X5 and its rip-snorting B58 turbocharged straight-six would romp it home.

Around a track, it would easily be the fastest here, even despite its oddly lifeless steering. It would also have seen the chequered flag first if we merely ranked our contenders by price, the BMW costing a wince-inducing $144,600 as-tested.

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That leaves the brilliant, beguiling Volvo XC90 to nab our gold medal.

At $118,690 as-tested, it was one of the priciest cars on-test, but there wouldn’t be a day or drive where you won’t consider every dollar well spent. Its wagon vibe cuts an original figure in a car park of SUVs, and we can’t believe how well it rides for a vehicle on 22-inch wheels.

While its relatively small 9.0-inch infotainment touchscreen betrays its age – the second-generation XC90 first appeared in 2015 – it’s matured like a fine cabernet sauvignon, of which we’d happily take an extra tall glass.

• GUIDE: Best Large SUVs
• 2023 Best Large SUV: Overall Winner
• Best Large SUV under $50K
• Best Large SUV under $60K
• Best Large SUV under $80K
• Best Value Large SUV
• Best Off-Road Large SUV under $ 70K
• Best Large Luxury SUV
• Best Large Hybrid SUV

Like an unplanned addition to a family, the arrival of the ZR-V has created a few changes in the house of Honda.

Sized above the compact HR-V at close to 4.6 metres long, the first-ever ZR-V is a natural size rival for the Mazda CX-5 and Volkswagen Tiguan and consequently squeezes a figurative bunk bed into the CR-V’s bedroom.

Honda’s mainstay midsize SUV will have to learn to share its space with its newest sibling. Except the CR-V has been making moves of its own.

An all-new sixth-gen CR-V sees it get a growth spurt in length, width, wheelbase, equipment, capability and price – meaning it now straddles the Medium- and Large-SUV segments.

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The cost of entry is now up by $8600, but the range offers more by default – pure atmo engines are gone, the range now powered by either 1.5-litre turbo or 2.0-litre petrol/electric hybrid powertrains (the latter only available in flagship RS trim).

And with the new CR-V’s footprint now within mere millimetres of Mitsubishi’s Outlander, another vehicle that truly tests the boundaries of what ‘midsize’ means, could Honda’s once-traditional midsizer hold its own against traditional large SUV stalwarts?

With the petrol/electric powertrain also being new territory for the CR-V in Australia, we took the opportunity to examine whether this box-fresh Honda is the David to a similarly-positioned L-SUV Goliath: Hyundai’s Santa Fe hybrid.

(If you’re wondering why a Toyota Kluger Hybrid or Kia Sorento Hybrid aren’t featured here… Well, the Kia beat the Toyota in a previous comparison test, while a petrol-electric Sorento test car wasn’t available ahead of an impending update to the Korean large SUV.)

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JUMP AHEAD

• How much are they, and what do you get?
• Interior comfort, space and storage
• What are they like to drive?
• How are they on fuel?
• How safe are they?
• Warranty and running costs
• VERDICT

How much are they, and what do you get?

The Honda has an edge from the get-go. The Santa Fe hybrid retails for $63,000 in the mid-tier Elite grade we have here, while the top-spec CR-V RS e:Hybrid carries a $59,900 drive-away sticker.

Then again, given the size differences it’s not quite an apples-to-apples comparison to begin with – particularly as the 8cm-longer Santa Fe packs a third row of seats, while the range-topping CR-V RS is strictly a five-seater (seven-seat CR-V variants are available lower in the range).

There are also some equipment shortfalls in the Honda: the CR-V’s infotainment screen is 9.0 inches across versus the Hyundai’s 10.25, and while the RS grade scores a bright and crisp 10.2-inch digi-dash, the Santa Fe Elite trumps it again with a 12.3-inch driver display.

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But the Santa Fe is showing its age, with a new-generation model due next year.

There are only USB-A jacks in its cabin – two up front, three in the rear – while the Honda provides three more modern USB-C connections in addition to a single USB-A.

The CR-V also has a panoramic glass sunroof and a 12-speaker Bose audio, which pips the 10-speaker system in the Santa Fe and sounds better too.

In other respects, there’s significant commonality. Both have heated front seats, climate control, power-operated tailgates, built-in sat-nav, adaptive cruise control, 19-inch alloys, wireless phone chargers and wireless Apple CarPlay (but only wired Android Auto).

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Interior comfort, space and storage

The Santa Fe, with its longer wheelbase, wider cabin and additional row of seats, gets the gong for pure passenger-carrying capability. No great surprise there.

There’s also a greater utilisation of the space available, with a handy mid-dash shelf and an under-console cubby for stashing small things, as well as integrated retractable sunshades in the rear doors. What the Honda does, however, is provide a better way of transporting people than the Hyundai.

The qualitative difference between the two is vast, with the fancier furnishings of the Honda holding greater tactile and visual appeal than the shiny polymers of the Santa Fe’s cabin. And while the seats may appear flatter in the Honda, their cushioning conforms better and provides a more natural, comfortable posture.

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The Santa Fe also feels weirdly constricting up front, its high centre console propping up your elbow while your inboard knee kisses the console’s vinyl padding.

The Honda, with more clear air between the front seats, feels more commodious as a result (though that stick shifter just takes up space and would be better replaced with something lower-profile).

The CR-V’s rear seat now benefits from fore-aft sliders, giving additional flexibility when it comes to carrying passengers and cargo. Racked all the way to the rear, there’s also stacks of legroom to enjoy, as well as abundant headroom and plenty of light when the sunroof’s fabric shade is retracted.

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However, for more than two adults it’s a bit squeezy – the Santa Fe, owing to its greater cabin width, simply provides more room across its rear bench.

The Hyundai also provides a top tether for its middle seat as well as the outboard positions – the narrower CR-V only has the outer two seats so equipped.

So the CR-V is a dud for families, then? Not exactly. While its child seat capability isn’t as generous as the Santa Fe and the RS grade lacks a third row, the CR-V’s rear doors open almost to 90 degrees from the body, while the Hyundai’s doors stop well short.

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It’s a feature that may be overlooked by many (and isn’t really mentioned in Honda’s marketing material), but coupled with a generously-sized door aperture, the Honda is definitely easier to load kids into.

Other thoughtful CR-V touches include the retractable fisheye mirror so both front-seaters can see what’s going on in the back seat, and the height-adjustable rear seatbelts.

The CR-V is also far easier to load with cargo. Thanks to its large boot opening and very low boot floor, it offers up to 589 litres with the second row in place, and 1072 litres when they’re folded down.

A prominent ramp between the boot floor and the folded down seatbacks impinges slightly on its load-taking versatility, but with the bigger Santa Fe only delivering 571L of seats-up capacity, the CR-V’s packaging is admirable.

It should, however, be pointed out that the CR-V in hybrid form has no spare tyre, while the Santa Fe slings a full-size under its boot floor.

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What are they like to drive?

The differences between how these two cars drive is stark, but what’s surprising is that little of it seems to be tied to their relative size and weight differences.

The CR-V, which shares its bones with the Civic hatch, feels profoundly car-like on both urban streets and mountain roads: agile, willing, and a joy to steer hard. The only thing holding it back is its FWD-only layout, which can’t put the full 152kW and 335Nm outputs of the 2.0-litre Atkinson-cycle petrol/electric powertrain to the ground cleanly if there’s a smidge of moisture or looseness.

Otherwise, with its crisp steering, supple ride comfort, excellent bump suppression and resistance to body roll and understeer, the CR-V RS is one of the most dynamically satisfying options in its segment.

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But while the CR-V RS has the versatility and dexterity of a chef’s knife, the Santa Fe hybrid is a meataxe.

With 169kW and 350Nm of combined output from its 1.6-litre turbo petrol/electric setup, and the tractive benefit of all-wheel drive, it should, on paper, at least have a straight-line advantage on the Honda.

It does, in purely accelerative terms, but it’s a ragged thing with abrupt throttle response that makes it hard to be smooth and progressive even when the drive mode dial is twisted to ‘Eco’.

The ride also has a harshness to it that wasn’t expected, given its Continentals have the exact same sizing as the CR-V’s Michelin Latitude Sport 3s, but a peek at the tyre placard shows the Hyundai needs to run higher pressures all round – in excess of 40psi, even – which explains the stiff response to sharp-edged bumps.

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How are they on fuel?

Put to the same 100km urban/highway economy loop, the Honda and Hyundai hybrids returned averages of 5.1L/100km and 6.0L/100km respectively.

Both of those results are good, considering the factory claims of 5.5L/100km for the CR-V RS e:Hybrid and 6.0L/100km for the Santa Fe Hybrid, but the Honda impresses more not just for its lower outright number, but also the fact it undershot its claim by a greater margin.

Both will happily run on 91RON unleaded petrol.

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How safe are they?

While the Santa Fe sports a full five-star ANCAP rating, the box-fresh sixth-gen CR-V has yet to be rated by the Australian crash safety body.

Nevertheless, the Honda offers a broad suite of safety aids, such as active cruise control, autonomous emergency braking, lane-keep assist, blind spot monitoring, driver fatigue monitoring, and an 11-airbag fitout that also includes a centre bag between the front seats, passenger and driver knee bags, and torso-protecting side bags for the front and rear seats, in addition to the usual frontal and curtain airbags.

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Warranty and running costs

Both the CR-V and Santa Fe are covered by a 5-year, unlimited-kilometre warranty, with the Honda also bundling in five years of free roadside assist coverage.

Hyundai offers only one year of complimentary roadside assistance, but will extend that coverage indefinitely provided you have all scheduled maintenance performed within their dealer network.

Service intervals are set for every 12 months or 10,000km for both of them, with Honda pricing the first 5 services at a flat $199 rate per visit. Contrast that with the Santa Fe Elite Hybrid’s pre-paid servicing plans that cost $1377 for three years, $1836 for four years, or $2295 for five years, and the running cost advantage – both for fuel and servicing – easily belongs to the Honda.

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VERDICT

As with all comparison tests that have an element of asymmetry, the conclusion has caveats.

If you absolutely value space or need to transport more than four or five people on a regular basis, the choice between these two is obvious: it’s the Santa Fe. You can’t argue with the tape measure, and the Hyundai is simply the bigger thing.

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But subtract that requirement, and the rational mind gravitates to the CR-V RS.

Sure, $60K is a fair whack to spend on a vehicle that is officially classified as a medium SUV, yet far more reasonable when considered as a vehicle on the shorter end of the large-SUV spectrum.

And the CR-V’s value proposition is solid.

Above that, it provides a level of polish in its presentation and performance that isn’t present in the Santa Fe Hybrid (though the imminent arrival of the all-new next generation Santa Fe next year will arguably close that gap… if not flip it entirely).

We would also recommend checking out the MY24 Kia Sorento Hybrid from early next year, but for 2023 it’s Honda’s is-it-medium-or-is-it-large that gets our petrol-electric nod.

Just on efficiency alone – a vital aspect for any hybrid-vehicle comparison – it’s where the CR-V’s more compact dimensions that also work in its favour.

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The cost of living is skyrocketing, so it’s more important than ever to drive your dollar further when looking for a family-friendly large SUV.

We’ve crunched the value equations of every seven-seat SUV on the market right now, from smaller new entrants such as Honda’s new CR-V up to segment stalwarts like Kia’s Sorento and Hyundai’s jumbo Palisade.

In this comparison, we’ve kept things streamlined limiting entrants to those with monocoque bodies focused on occupant comfort and practicality rather than outright off-road or towing capability.

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To measure each large SUV’s value, we dusted off the calculator to generate a ‘three-year ownership figure’ to compare each model.

The goal is to look beyond the purchase price and provide a clearer overall indication of how much each SUV will cost in your driveway. We’ve taken depreciation, servicing, insurance premiums, and fuel use into account and, as you can see, the results are surprising…

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Take the difference between the first-place Mazda CX-8 and third-place Volkswagen Tiguan Allspace.

The Mazda’s drive-away price is $2657 lower than the Volkswagen, yet the CX-8’s excellent residual value, low insurance premiums, and decent fuel economy see it creep further away over three years, costing $4292.03 less overall.

Nissan’s Pathfinder is the biggest car here and so, perhaps expectedly, it walked home with the wooden spoon. That could be justified by size, but a total ownership cost of $21,000 – and $6590 dearer than the similar size Palisade – more than our winner is significant.

It doesn’t help that the Pathfinder is only available in high-spec trims but big fuel bills (with its thirst for premium petrol), and poor resale value also contributed.

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JUMP AHEAD

• How we calculate best value
• ? Mazda CX-8 Sport FWD
• ? Honda CR-V VTi X
• ?Volkswagen Tiguan Allspace 110TSI Life
• ? Other recommendations
• Ownership costs
• Specifications

How we calculate best value

Our full results are in the table below, and we’ve highlighted the three best-value seven-seat large SUVs you can get.

But first, an explanation of how we calculated our ownership figures.

We focused on the cheapest seven-seat variants on offer and used drive-away pricing for vehicles delivered in Sydney with no options fitted.

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Residual values (in percentage form) were gathered from Redbook and form the single largest cost of ownership. Insurance premiums were quoted for a 30-year-old male living in inner Sydney with a clean driving record.

Fuel bills were calculated based on each contender’s combined economy figure and the assumption that owners will drive 12,100km per year – the Aussie average, according to the Australian Bureau of Statistics. Diesel and 91 RON unleaded were $2.00 and premium 95 RON at $2.10 per litre in our calculations

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These figures are a guide only, of course.

While they’re based on historical data and official manufacturer figures, they will change depending on where you live, how far you drive, and other market forces such as the swings in used-car values experienced during and after COVID.

But if value is a high priority, here are three top picks and some extra considerations…

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? Mazda CX-8 Sport FWD

Mazda’s stalwart smallie-big SUV is the most affordable large SUV to buy and own over a three-year period.

Along with an affordable entry price, the well-equipped CX-8 has the best residual value of the bunch at 69.3 per cent. It also has a low fuel consumption rating and proved affordable to insure with middling service pricing.

If you’re looking deeper than the lowest possible price, you can move up the CX-8 trim tree to a Touring variant and still reap many of the rewards that make the Sport our winner.

Along with the responsive engines and a great chassis, you can now add unbeatable value to the list of the CX-8’s talents.

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? Honda CR-V VTi X

Honda’s newest entrant is the car to buy if you’re looking for the most affordable large SUV over three years and only need five seats, but the seven-seat VTi X7’s $2000 premium over its five-seat brother nudges it beyond the CX-8 Sport.

Honda’s clearly pushing its new entrant as a value-oriented option with streamlined ownership. Servicing is just $199/visit, a small turbo-petrol makes for low fuel consumption and it’s relatively affordable to insure.

Looking beyond price alone, the base CR-V does miss out on safety equipment such as rear cross-traffic alert and blind-spot monitoring that the CX-8 Sport boasts as standard.

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?Volkswagen Tiguan Allspace 110TSI Life

A big gulf separates the seven-seat Tiguan Allspace from the CX-8 and Honda CR-V but one would be unwise to overlook the Tiggy on price alone.

Its technology is more up-to-date than the CX-8’s and the 1.4-litre turbo-petrol 110TSI engine’s 250Nm of torque figure is spread from 1500-3500 rpm making this tractable SUV – with an excellent chassis to boot – a great drive.

The Tiguan, like the CX-8 and CR-V, has a more intimate interior than its pricier rivals. If you’re regularly carrying more than five passengers it may be wise to spend a little more on bigger rivals as outlined below.

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? Other recommendations

The Kia Sorento S V6 is a skerrick under $800 dearer to own over three years than the VW but its added size will be welcome for bigger families.

It’s no secret that the comparison-winning Sorento is a great choice and relatively affordable, given its proportions. The Hyundai Santa Fe, too, is worth a look though it is hit by worse residual value than its Kia relation.

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Ownership costs

Note: scroll across table to reveal full results

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Specifications

Note: scroll across table to reveal full results

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• GUIDE: Best Large SUVs
• 2023 Best Large SUV: Overall Winner
• Best Large SUV under $50K
• Best Large SUV under $60K
• Best Large SUV under $80K
• Best Value Large SUV
• Best Off-Road Large SUV under $ 70K
• Best Large Luxury SUV
• Best Large Hybrid SUV

The Ford Ranger plug-in hybrid ute will be built in South Africa from late 2024, the brand has confirmed.

Ford has announced it will invest R5.2 billion (AU$439 million) in the Silverton Assembly Plant to build the Ranger plug-in hybrid (PHEV) due in Australia in early 2025.

The investment will cover the construction of a battery pack assembly plant and upgrades to Ford’s chassis plant “to accommodate the unique chassis configuration for this model, including changes to the robots, welding equipment, control systems, conveyors and skids”.

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The Silverton Assembly Plant currently produces the Ranger and Everest for select markets, and the Volkswagen Amarok for all markets – including Australia. Existing Australian-market versions of the Ranger and Everest are sourced from Thailand.

“As with the current Ranger models, the new Ranger Plug-in Hybrid will be exported to Europe as part of our commitment to offer a wide range of powertrain options for customers in this important mid-size pickup segment,” said Ford International Markets Group operations director Andrea Cavallaro.

“For the first time in about two decades, the Silverton plant will also be supplying vehicles to Australia and New Zealand, as it will be the source market for the Ranger Plug-in Hybrid for these countries.”

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Unlike Thailand, which benefits from a free trade agreement with Australia, vehicles sourced from South Africa incur a five per cent import tariff.

The import tariff, combined with the added cost of the battery and electric motor, means the Ranger PHEV could become the most expensive model sold in Australia – a title currently held by the $86,790 before on-roads Raptor twin-turbo petrol V6.

As detailed in September, the Ranger PHEV is powered by a 2.3-litre turbo-petrol four-cylinder motor and a single electric motor. It is claimed to have the most torque of any Ranger ever – more than 600Nm – and an electric-only driving range “in excess of” 45 kilometres.

It will retain the 3.5-tonne braked towing capacity offered by diesel Rangers, while the ‘Pro Power Onboard’ system will power tools and other accessories with 240-volt/10-amp outlets in the tray and cabin.

“You’ll be able to power a wide variety of equipment from power tools like circular saws, compressors and drills to consumer electronics like TVs, stereos, refrigerators and lighting systems,” said Rob Sharples, chief engineer for Ranger PHEV.

Ford is yet to confirm further specifications, including exact power/torque outputs, battery size, fuel efficiency, kerb weight, charging times, and maximum charging rates.

The Ranger PHEV completes Ford’s promise to offer five electrified models in Australia by the end of 2024, joining the all-electric Mustang Mach-E, the E-Transit full-size van, E-Transit Custom mid-size van and the Puma EV small SUV.

The facelifted 2024 Mercedes-Benz CLA sedan will arrive in Australia later this month.

Mirroring the updated A-Class launched in mid-2023, design changes include redesigned headlight internals, modified tail-lights, and new alloy wheel designs.

Inside, the new CLA features an AMG twin-spoke steering wheel, a simplified centre console with the touchpad removed and repositioned controls, along with an additional USB-C port.

While the current 10.25-inch MBUX infotainment system remains, it has been revised with new features, including wireless Apple CarPlay and Android Auto and a higher-resolution 360-degree camera.

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There are also newly designed display styles, machine learning, and the ability to speak to the voice assistant without saying ‘Hey, Mercedes’ first in some instances.

A fingerprint sensor on the centre console to identify and authenticate the driver is not available in Australia.

Mercedes-AMG versions – the CLA 35 and CLA 45 S – pick up the round AMG emblem to replace the Mercedes star with a laurel wreath that remains fixed to the bonnet on non-AMG variants.

Pricing for most CLA variants has increased between $1300 and $7000, now starting from $76,900 before on-road costs. The flagship AMG CLA 45 is now $1500 less expensive, topping the line-up at $126,500 plus on-roads.

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JUMP AHEAD

• 2024 Mercedes-Benz CLA pricing
• 2024 Mercedes-Benz CLA features
• 2024 Mercedes-Benz CLA options
• 2024 Mercedes-Benz CLA colours
• Engine, drivetrain, and fuel economy
• Safety
• Dimensions
• Warranty and servicing
• Availability

2024 Mercedes-Benz CLA pricing

Prices exclude on-road costs.

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2024 Mercedes-Benz CLA features

2024 Mercedes-Benz CLA 250 features

2024 Mercedes-AMG CLA 35 features

2024 Mercedes-AMG CLA 45 S features

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2024 Mercedes-Benz CLA options

• Plus package (CLA 200, CLA 250) – $4900

• Aerodynamics package (AMG CLA 35, CLA 45 S) – $3500

• AMG High-Performance Seats with multicontour function (AMG CLA 45 S) – $5700

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2024 Mercedes-Benz CLA colours

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Engine, drivetrain, and fuel economy

The CLA 200 features a 1.3-litre turbocharged mild-hybrid four-cylinder petrol engine producing 120kW and 270Nm. It is matched to a seven-speed dual-clutch automatic transmission, sending power to the front wheels.

Mercedes-Benz claims an 8.2-second 0-100km/h sprint time.

The CLA 250 has a 2.0-litre mild-hybrid turbo-petrol four, with 165kW and 350Nm, all-wheel-drive, and a 6.3 second 0-100km/h sprint time.

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In the AMG CLA 35, the 2.0-litre turbo is uprated to 225kW and 400Nm, with a new eight-speed dual-clutch automatic transmission replacing the seven-speed unit and a revised front radiator for improved cooling.

It has a 4.7-second 0-100km/h sprint time.

The flagship CLA 45 S has a 310kW/500Nm turbocharged 2.0-litre four-cylinder, completing the 0-100km/h sprint in 4.0 seconds – 0.1s faster than an automatic BMW M2, but 0.2s less than an Audi RS3.

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Front-wheel drive variants have a 50-litre fuel tank, while all-wheel drive models have a 51-litre fuel tank. All variants sport multi-link independent rear suspension.

CLA 200 and CLA 250 require premium unleaded (95 RON or higher), while AMG variants require 98RON.

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Safety

The Mercedes-Benz CLA is covered by a five-star ANCAP safety rating, based on testing conducted in 2019. The AMG CLA 35 is unrated.

It scored 96 per cent for adult occupant protection, 92 per cent for child occupant protection, 91 per cent for vulnerable road user protection, and 76 per cent for safety assistance.

Nine airbags (dual front, rear head, front and rear side, and front knee) are fitted as standard.

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Dimensions

The Mercedes-Benz CLA measures 4688 millimetres long, 1999mm wide and 1439mm tall, with a 2729mm wheelbase.

2024 Mercedes-Benz CLA boot space

The Mercedes-Benz CLA sedan has a 460-litre boot.

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Warranty and servicing

The Mercedes-Benz CLA is covered by the brand’s five-year/unlimited-kilometre warranty.

A complimentary roadside assistance program during the vehicle’s warranty period. The program can be extended for $149.60 per year.

Service pricing can be pre-purchased, consisting of three-, four- or five-year packages with 12-month/25,000km intervals for the CLA 200, CLA 250 and AMG CLA 35.

Maintenance for AMG CLA 45 S is required every 12 months or 20,000 kilometres, whichever occurs first.

2024 Mercedes-Benz CLA service plan pricing

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Availability

The updated 2024 Mercedes-Benz CLA is due in Australian showrooms later this month.

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New recall notices have been issued, affecting Toyota, BMW, Ford, Nissan, Mercedes-Benz, Land Rover and Jaguar vehicles.

The details of each recall, as published, are posted below.

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• What is a recall?
• What to do if your car is recalled
• Why a car recall isn’t all bad news
• What is a vehicle identification number (VIN)?
• All ANCAP & vehicle safety stories

Once a dominant force in the midsize sedan market, the Honda Accord’s sales have dwindled over the years, along with the segment as whole.

Despite its diminished market presence, Honda has chosen to keep the Accord in its lineup due to its enduring appeal among loyal customers who have a deep-seated affinity for the brand.

In an era dominated by SUVs, passenger cars like the Accord have become increasingly scarce. However, the Accord’s striking design manages to stand out and resonate with those who appreciate its aesthetic charm.

But the Accord’s strengths extend beyond its visual appeal. It excels in various aspects, offering a wealth of features and finely tuned driving dynamics that cater to the discerning tastes of its loyal following.

Let’s delve into what you can expect from the current generation sedan.

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Pricing and features

In an effort to simplify the car-buying process, Honda Australia has recently introduced drive-away pricing across all its showrooms via their new agency model.

The single specification level for the Honda Accord is the VTi-LX, which comes with a drive-away price tag of $57,400. For those interested in the electrified hybrid variant, the cost rises to $60,400.

As with other key Honda models the brand now has focused its offerings on what were previously top of the range variants. So you’re getting a spec-full vehicle, that obviously will come at a higher cost.

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Standard spec on the Accord VTi-LX includes:

The hybrid adds additional features such as EV mode, a chrome garnish on the rear bumper, blue tints across the headlights and hybrid badging.

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The Accord lineup offers a selection of five colours, all of which come at no additional cost:

• Lunar Silver
• Platinum White
• Crystal Black
• Meteoroid Grey
• Passion Red (Hybrid model only)

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Safety

The Accord has not been safety rated by ANCAP since launch.

As a benchmark however other models in the Honda range launched recently have received between four star rating such as the HR-V.

The Accord has plenty of standard safety, found in these other Honda models, including:

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Key rivals

In comparison to the Accord, you can opt for the flagship Toyota Camry hybrid SL at $51,728 drive-away (based on a Melbourne postcode) or the most premium Mazda 6 Atenza, available at $57,537.

That being said, the Toyota Camry and Mazda 6 are also available in cheaper options unlike the single-option Accord.

The midsize sedan segment was once the market leader in Australia, and has since slowly been pushed down the list by small and medium SUVs.

With that being said, there are cheaper rivals in the same segment.

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Should I put it on my shortlist?

The 2024 Honda Accord is a fantastic overall sedan. With strong driving dynamics and an array of creature comforts, its offers plenty for your family needs.

However, in an already diminishing segment the Accord fails to meet the mark with pricing, with key competitors having hybrid technology available at a cheaper price-point. They’re also able to haggle at those dealerships.

But the Honda Accord, although slow-selling, is a car that is easy to fall for. And if you fall in love with it enough to justify the price-tag, then it’s your money well spent.

The Suzuki Japan website has confirmed that the Swift Concept shown at the recent Japan motor show was very much the actual production car.

Suzuki’s public website this week went live with promotions for its next-generation city car, encouraging buyers to head to their nearest dealer for more information.

Several images of the new Suzuki Swift show the evolutionary styling changes over the current model.

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These include a clamshell bonnet, LED projector headlights with hockey-stick LED daytime runnning lights, conventional rear door handles instead of the current model’s hidden handles, a thick blacked-out C-pillar that joins black-out A and B pillars to continue the Swift’s ‘floating roof’ design, and squarer tail-lights with embedded C-shaped LEDs.

Inside, there’s a carry-over steering wheel, though key dashboard changes include a digital climate control system with buttons and toggles instead of the current Swift’s physical circular dials, and there’s a bigger, 9.0-inch “omnidirectional” infotainment display that floats above the dash.

The instrument dials remain analogue but lose their binnacle hoods.

The Swift also adopts an electronic park brake.

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There’s more interesting news under the bonnet, with the Suzuki Japan website confirming the front-wheel-drive Swift will move to a 1.2-litre three-cylinder petrol engine with CVT auto and mild-hybrid “generator with motor function”.

The engine may well be the same 1.2L engine with 12-volt mild-hybrid that’s installed in the current Swift in Europe, with 61kW and 107Nm.

Suzuki Australia has previously said it planned to bring models with mild-hybrid or full hybrid technology here.

The production Swift should be identical in size to the Concept, which is 20mm longer than the outgoing model at 3860mm. It’s about 40mm narrower and 5mm higher.

An unchanged 2450mm wheelbase points to what is expected to be a carry-over platform.

There are no details yet for a more powerful Sport variant, while the frustrating wait for a GTi hot-hatch successor is likely to continue indefinitely.

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Above: Swift Concept at Japan Mobility Show was essentially the production car.

Sometimes I disappoint myself. The Porsche Cayenne Turbo GT Coupe ought to be the sort of car that should earn a whole heap of disapproval.

We’ve railed in the past about the nonsense of coupe-SUVs. Well this is a $366,200 (plus on-roads) example of that ilk that emits 319g/km on a good day, weighs more than 2.2 tonnes, has one heck of a thirst for 98RON when you’re on it and, sitting on its huge gold alloy wheels, appears a wholly obnoxious statement of excess in these straitened times. And I love it.

I love its chutzpah, its ridiculous pace, its otherworldly dynamics, its depth of engineering and its ability to never appear fazed by any sort of road conditions.

Those who don’t have particularly long memories may well recall we drove the pre-facelift Turbo GT Coupe on an extended drive feature last year so what we’re doing here is assessing quite how effective the updates are and maybe once again attempt to figure out how this patently excessive SUV has managed to worm its way quite so frustratingly into my affections.

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JUMP AHEAD

• How much is it and what do you get?
• How do rivals compare on value?
• What’s the Porsche Cayenne Turbo GT Coupe like inside?
• What is it like to drive?
• How is it on fuel?
• How safe is it?
• How long is the warranty and what are the running costs like?
• Would you recommend it?
• Specifications

How much is it and what do you get?

With the 2024 update, Porsche has rejigged the Cayenne Coupe range slightly.

The GTS and Turbo models that were a fixture have quietly disappeared, with the range walk-up going from base model to E-Hybrid, S and then Turbo GT positioned as the apex predator.

This has now addressed the somewhat awkward anomaly in the old Cayenne line up where the flagship turbo GT model wasn’t the most powerful: that honour went to the less focused and now deleted 500kW/900Nm Turbo S-E Hybrid Coupe.

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That $336,200 list price looks a bit of an outlier given that the next most powerful version, the 349kW S Coupe is priced at $190,000.

This would appear to suggest that that vast gulf will eventually be backfilled with other models (a GTS is an obvious fit) but for the time being, the Turbo GT finds its sticker price maybe looking a little conspicuous.

Although most would finger this as a mid-life refresh for a body first seen in 2019, Zuffenhausen is at pains to underscore the extensive nature of the update, calling it “one of the most extensive product upgrades in the history of Porsche”.

That upgrade isn’t applied completely uniformly across the line up. The S, for example, gets a whole new powerplant, ditching its V6 for a biturbo V8, while the e-Hybrid features a whole new electric motor. In fact, the Turbo GT may well have changed the least. Not that a whole lot needed fixing.

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How do rivals compare on value?

How broad’s the remit? Were we considering big, fast, raked-rear SUVs, then it would stretch anywhere from the $243K/450kW Mercedes-Benz GLE 63S, to the $409K/478kW Lamborghini Urus.

Audi’s $220K/441kW RS Q8 represents a convincing cut-price alternative, while BMW’s $248K/460kW X6 M Competition also has the muscle to force its way into the conversation.

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Other vehicles you might pitch into that fray? Possibly the angriest of the lot is the $428K/520kW Aston Martin DBX707 and how about loosening the purse strings for a $728K/533kW Ferrari Purosangue?

In other words, Porsche certainly doesn’t have this part of the market to itself. In order to eke a niche for itself, the Turbo GT needs to deliver a combination of qualities that the rest will find impossible to equal.

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What’s the Porsche Cayenne Turbo GT Coupe like inside?

The first thing most would notice inside the car is that the dash architecture now looks as if it’s been purloined from the Taycan EV.

The ‘Porsche Driver Experience’ features a curved digital instrument cluster, a redesigned centre console and a 911-style gear selector that’s now mounted on the dash just behind your left knuckle. The engine start button sits to the right of the steering wheel.

Three screens stretch across the width of the dash. There’s a set of digital clocks housed in the main instrument binnacle, a 12.3-inch centre touchscreen and the option of a 10.9-inch passenger display at $2860. A special coating ensures that this isn’t visible from the driver’s seat and front-seat passengers can stream content to this display.

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There’s a sea of piano black on the centre console, which houses features such as the heated seats and, when these haptic feedback controls are pressed, the whole panel flexes in a way that’s not immediately reassuring.

You get used to it, but the first time it happens you wonder if something’s come unclipped in the dash. No, they all do that. Likewise, on our test car, the footrest would slide up and down by a few millimetres which was moderately irritating.

Otherwise interior quality seems extremely good. Carbon fibre trim pieces mix with Race Tex artificial suede for a resolutely racy vibe, although your mileage may well vary on the authenticity of this combo in a 2.2-tonne SUV.

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The main display is multi-configurable, with a wall-to-wall map if required

The multifunction sports steering wheel looks very 911 and features a manettino dial hanging from the right-hand spoke with not only a suite of Normal, Off-road, Sport and Sport Plus driving modes but also a Sport Response function, a red button that allows you to instantly ‘push-to-pass’ even if the Cayenne is set into its most relaxed mode. It puts the suspension straight into Sport mode and preps the engine and transmission for instant response.

The main display is multi-configurable, with a wall-to-wall map if required and there’s also a considerable amount of customisation that can be applied to the bright and clear head-up display.

There are physical buttons for the air-con which means you won’t have to go digging in the main screen to change the temperature. The air-con system has become very clever indeed, with a GPS-linked function.

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This means that as soon as you enter a tunnel, the Cayenne will recognise it from the nav and instantly switch the air conditioning to recirculate so you’re not sucking fumes into the cabin. It also actively monitors particulate content in the air and switches on recirc if air quality drops.

A fixed glass panoramic roof is fitted as standard as is a 14-speaker BOSE sound system good for 710 watts. If this is deemed inadequate, Porsche will happily relieve you of $9630 and fit a Burmester 21-speaker setup that cranks out 1455 watts.

This will bite into the 538-litre luggage compartment due to its below-floor subwoofer. You even got a cooled smartphone wireless charger. Wireless Android Auto and Apple CarPlay are standard and, praise all that is holy, this version of Porsche’s infotainment no longer tries to hijack every function of your smartphone.

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There’s even a rapid pairing function where you just need to scan an on-screen QR code.

There’s a respectable amount of room in the back seats, but taller drivers will find the view out compromised by that sloping roofline. Visibility out of the car is something of a weak spot, with broad B-pillars and a slot-like rear window that gets narrower still when the rear spoiler pops up at speed.

The boot’s decently shaped, but it’s not any larger than what you’d find on something far smaller like a Hyundai Tucson, another consequence of the Cayenne Coupe’s tapered rear. Lift the floor and there’s a space saver spare. One nice touch? Soft close doors all round on this range-topper.

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What is it like to drive?

With the popularity of phenomenally rapid EVs, it’s no longer quite such a shock to find that a big weighty car can accelerate from a standstill as if it’s been shunted up the chuff by the Ghan, but there’s something about the sheer physicality of the Turbo GT experience that feels suitably breathtaking.

Despite wielding a 3.3-second sprint to 100km/h capability, it doesn’t feel EV-style concussive in that first second as you sink the clog. From there on, it’s an exercise in ladling on kinetic energy like almost nothing else.

Switch the mode dial into Sport Plus and the exhausts will give a guttural bark, banging on upshifts and it all gets very serious, very quickly. The massive carbon ceramic stoppers do their best work when given a big clout. Try to modulate them with any degree of subtlety and they can feel a little skatey.

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Releasing an extra 14kW compared to its predecessor would appear to be child’s play. Merely amping up the boost from the Turbo GT’s twin huffers would do that: a few lines of code.

Porsche has instead been quite hilariously German about the process and has instead modified the pistons, connecting rods, crankshaft and timing chain drive, claiming that only by undergoing this exercise of absolute engineering rectitude can the Cayenne reliably deliver on and off track. Yes, they mentioned the t-word.

What’s more impressive than the go and stop is the Cayenne GT Turbo’s ability to deliver a decent serving of fun through the bends. This isn’t something you just launch straight into.

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It takes a little while to get used to the cadence of the car’s body movements, the response of the 4.0-litre V8 twin turbo engine and the eight-speed automatic transmission.

Then there’s the sheer bulk of the car to consider. Threading a vehicle that’s 2194mm wide (including mirrors) down a narrow country lane requires some concentration.

Of course, the steering is great. It’s a Porsche. What was the last Porsche we drove with duff steering? There’s a respectable amount of weighting, the Race-Tex-trimmed wheel hums with a pleasantly analogue vibe (even if it is largely sly artifice), and the big Cayenne is surprisingly easy to position.

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One thing it’s not fantastic at is communicating the limits of grip.

On one or two occasions, when accelerating from corners, the GT Turbo lapsed into a surprising slug of power oversteer when I’d assumed the big Pirelli P Zero Corsas (285/40 ZR22 front and 315/35 ZR22 rear) would be able to accommodate a particular combo of tyre warmth, torque input and steering angle. Reassuringly, the stability control on this vehicle is excellent.

A widened track and an increased camber on the front axle of help during aggressive cornering. A 15mm lowering of ride height in its most focused drive mode also nudges down the CofG.

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Then you’ve also got the reassurance of Porsche Dynamic Chassis Control (PDCC), Porsche Torque Vectoring Plus (PTV Plus) and rear-axle steering.

You’ll be astonished at just how flat the Turbo GT corners, which, upon reflection, may well contribute to that slight lack of communication when it’s at the limit of grip. Sometimes a little roll is a good thing.

Ride quality is surprisingly supple in Normal mode. In contrast to the previous version, the latest Turbo GT has broadened the spread of the effective spring rates in the new two-chamber air suspension. The firm setting isn’t really any firmer than the old model, but the relaxed setting allows the car to breathe with the road that much more soothingly.

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• What is a Powertrain or Drivetrain?
• Power vs torque
• Car suspension explained
• Automatic transmissions (‘gearboxes’) explained
• Chassis control systems explained
• Car vs Ute vs SUV: How the vehicle you buy should guide the way you drive
• What is the WLTP emissions and range test?

Not good. But you knew that already. In fact, this car can’t be sold in Europe, Japan, Hong Kong, India, Taiwan and Singapore, among others due to its emissions.

Porsche claims a combined figure of 12.5L/100km but that’d require a wholly unnatural sort of restraint that we’d find suspicious and probably un-Australian.

On test, on mixed roads, we averaged 20L/100km. The fuel tank measures a decent 90 litres.

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How safe is it?

The Cayenne may well have undergone “one of the most extensive product upgrades in the history of Porsche” but that product upgrade was clearly not significant enough to warrant retesting by EuroNCAP, so the Cayenne carries over its five-star safety rating from the previous model.

Special mention should go to the jaw-dropping headlights. LED matrix units are now standard across the Cayenne range blending speed, camera and navigation data feeds to ensure ideal illumination. The 11-point matrix of the main beam area does the usual trick of not dazzling oncoming drivers but the Turbo GT model has a few additional tricks up its sleeve.

This gets the high-resolution HD-Matrix LED lights. These lights adjust and recalibrate their power and throw every 16 milliseconds and can perform all sorts of clever adaptive functions such lane brightening, construction-site and bottleneck light or dedicated freeway high-beam.

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The key to this tech is a chip that measures a mere 12.8 by 3.2 mm, which holds 16,384 individual micro-LED pixels, two of which are fitted per headlamp pod.

These chips are governed by a control module, much like a PC graphics card, can set one of 1024 brightness steps for each of the diodes. Dial everything up to 1024 and the Turbo GT is throwing out 2500 lumens, or enough light to illuminate the road up to 600m ahead.

In case you were wondering, the sun kicks out around 127,000 lumens, so you’re not turning night into day (and don’t get me started on lux versus lumens) but suffice to say, they’re extremely good lights when they’re on main beam, that is.

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They’re excellent at blanking out oncoming vehicles and retaining main beam, but when they dip, the throw isn’t huge.

What’s more, it seems as if the algorithm needs a little finessing, as they can drop to dipped beam on a pitch-black deserted country road for no apparent reason and then take a very long time (in some instances around 30 seconds) to decide that the coast is clear and resume the light show.

When it does, it’s very dramatic, with the beam swishing outwards like a pair of opening curtains.

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How long is the warranty and what are the running costs like?

The warranty for the Cayenne Turbo GT is three years / unlimited kilometres.

While three years might seem a bit mean given that much of the new car market has moved to five-year warranties, there’s still a bit of lag at the top end of town. The likes of Aston Martin, Bentley, Ferrari, Lamborghini, Lotus, and Maserati all offer a similar three-year deal.

Main service intervals are at 15,000km/1 year, there’s a three-year paint warranty and a 12-year anti rust warranty.

Aside from fuel, it’s worth bearing in mind that set of rear boots for the Cayenne will retail at just over $1000 per corner.

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Would you recommend it?

The key to enjoying the Porsche Cayenne Turbo GT is to overcome your initial scepticism around what it is or what it represents and just enjoy what it does. Which is pretty much anything you ask of it.

This is a car which can turn a lap of the ‘Ring quicker than a 997 GT3 yet features an off-road mode which can see it wading through 460mm of water. The updates to the latest version have usefully refreshed its utility and added some much-needed subtlety to its palette of flavours.

The Turbo GT is a genuinely phenomenal piece of engineering which, by rights, ought to be enough to endear it to ‘proper’ car enthusiasts, many of whom will turn their nose up at the idea of a huge and heavy SUV, no matter what it’s capable of. And therein lies the rub. The Turbo GT doesn’t get the respect it deserves and, truth be told, likely never will.

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Unlike many of its rivals, it’s suffused with a genuine sense of fun. It’s a patently ridiculous vehicle and, as such, it’s hard to take yourself too seriously when you’re driving it.

All of which means it’s easy to lean into its extreme attributes and have a great time doing so. Yes, it’s wholly unsustainable, but this is the last fling of great internal combustion engines and we might as well enjoy them while we still can.

If you have the means, the Cayenne Turbo GT earns a solid recommendation. Life is short and opportunities to have this sort of fun are not long for this world. This or an Aston Martin DBX707? In terms of fun, there’s little to separate them, but chances are there will be little overlap in the buyer set. Think of the Cayenne as the unlikely joker in the pack.

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