Skoda has confirmed that its first-ever electric cars, the Enyaq wagon and coupe, will arrive in Australian showrooms in July 2024 – likely just behind the related Volkswagen ID.4 and ID.5.
At that event, Skoda hinted that it would bring the then-unreleased Enyaq 85 as our base model, with new motors providing 210kW and 576km driving range (Coupe, WLTP).
Those are significant improvements, with 60 extra kilowatts enough to get the Enyaq 85 from 0-100km/h in 6.5 seconds, two seconds faster than the old 80.
Software and motor improvements mean it’s more efficient, too, eking out 16km more driving range.
Headlining the Australian range will be the all-wheel drive RS model developing 250kW, an improvement of 30kW. It can sprint from rest to 100km/h in 5.5 seconds.
“Both the 210kW and 250kW Enyaq are the most powerful Škoda models we have ever offered, while delivering among the longest electric vehicle driving range in the electric medium SUV segment,” said Skoda Australia head of marketing and product Kieran Merrigan.
“Škoda customers are also among the most discerning and progressive in the market, and the Australian love affair with RS badged product continues. Together this tells us that our performance and technology flagship, as an appealing SUV, will be warmly welcomed into the market from mid next year”, he added.
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Visually, the changes are limited to new logos and lettering outside with the ‘iV’ branding dropped.
Inside, the Enyaq gets new ‘version 4.0’ software with a redesigned interface and new graphics that also apply to the head-up and digital driver’s displays. Skoda’s voice assist is also said to be improved.
Alongside the new electric motors, Skoda has finessed the battery software and high-voltage equipment to eke more range from the same 77kWh (usable) NCM pack (see the range comparison table below).
Skoda Enyaq range improvement
Pre-facelift model
WLTP driving range
Facelift model
WLTP driving range
Enyaq iV 80
548km
Enyaq 85
565km
Enyaq iV Coupe 80
560km
Enyaq Coupe 85
576km
Enyaq iV RS
517km
Enyaq RS
537km
Enyaq iV Coupe RS
541km
Enyaq Coupe RS
547km
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Finally, Skoda has improved the charging speed on the Enyaq 85. It’ll now accept DC electricity at 175kW for a 10-80 per cent top-up in 28 minutes.
Pricing and final specifications are yet to be finalised beyond the two-variant launch line-up.
Skoda Australia previously told Wheels to expect a circa-$80K starting price. To compete on price with other medium electric SUVs such as the Tesla Model Y and Hyundai Ioniq 5, Skoda will need to be sharp on the Enyaq’s 85’s sticker.
Australia base model: 210kW, 6.7sec to 100km/h, 570km range
Expect pricing to start around $80,000
The Australian range will feature both Enyaq body styles (wagon and coupe) and be offered in at least two variants (long-range rear-drive Sportline and AWD RS), with the just-revealed ‘Laurin & Klement’ luxury version expected to spearhead our Enyaq line-up as a range-topping launch edition.
Originally intended to arrive sometime in 2023, the Enyaq’s delay has been attributed to the model’s huge success in Europe, with waiting lists of up to 18 months on some variants and Europeans favouring the coupe version.
Skoda Australia also expects the more aerodynamic Enyaq coupe (with a drag coefficient of just 0.234) to be the most popular body style once it goes on sale here.
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Due to battery improvements, our updated base Enyaq will be badged ‘85’ rather than ’80 – alluding to its enhanced 210kW output, faster 0-100km/h time of 6.7 seconds and improved WLTP driving range range of 570km.
Featuring an 82kWh battery (77 useable), Skoda claims the long-range Enyaq 85 can go from 10-80 per cent charge in under 30 minutes, or reach 80 per cent charge in 7.5 hours using an 11kW wall box.
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“… the Enyaq’s pricing is expected to start around $80,000…
Other changes to the updated Enyaq 85 Sportline include a new 21-inch alloy wheel design and the removal of its ‘iV’ moniker (as all future Skoda EVs will be designated by model name only), along with deletion of its rear window wiper for a cleaner appearance.
Intended to compete with Kia’s Wheels COTY-winning EV6, the Enyaq’s pricing is expected to start around $80,000 when it reaches Australia, seeing that the 85 Sportline will be comprehensively equipped (if Skoda Oz is able to spec it with everything it desires).
In terms of sizing, the Enyaq is similar in length to a Kodiaq
Notable equipment will potentially include adaptive damping, dynamic steering, 21-inch ‘Betria’ alloy wheels, adaptive matrix LED lighting, animated lighting display with ‘crystal face’ illuminated front grille, headlight washers, a head-up display with augmented reality, Alcantara/leather trim, electric sports front seats with driver’s massage function, a 13-inch infotainment screen with dual wireless charging pads, and a 12-speaker Canton sound system.
Sharing the Enyaq 85’s enhanced battery, power output and electric range, the Laurin & Klement edition goes a step further with chrome exterior detailing, unique alloy wheels, Nappa leather trim (in beige or black), ventilated front seats and high-grade dashboard upholstery.
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In terms of sizing, the Enyaq is similar in length to a Kodiaq, riding on a 2764mm wheelbase. With a height of 1621mm, it stands significantly taller than a Kia EV6, with the Enyaq coupe offering 39mm more front headroom and the same rear headroom as the wagon version thanks to its standard panoramic glass roof.
Australian buyers will be able to register their expressions of interest for the Skoda Enyaq in the first quarter of 2024.
For many years, four-wheel drive wagons like the Toyota LandCruiser and Land Rover Discovery were the go-to affordable $50K off-roaders, but have long since become premium, six-figure luxury SUVs.
Vehicles like these left a vacuum, soon filled by the likes of separate chassis, ute-based wagons such as the Isuzu MU-X and Mitsubishi Pajero Sport.
Both Isuzu and Mitsubishi are well-known brands with relatively well-established dealer networks. While they are not perceived as bargain basement nameplates, neither are they premium brands. Nonetheless, of the mainstream brands, these two are the cheapest dual-range separate chassis 4x4s you can buy in Australia.
In fact, Mitsubishi’s next Triton (on which the Pajero Sport is based) is due in February next year. The current Pajero Sport, while refreshed a couple of times – most recently in 2020 – was first released in 2015.
Meanwhile, the D-Max ute-based Isuzu MU-X was only launched as a fresh model in 2021, and was updated earlier this year.
These might not be luxury SUVs but are well-featured with tech and safety gear. They offer all the versatility a family could ask for in a vehicle, with seven seats (except the Pajero Sport GLX), 4×4 off-road ability (although cheaper, less popular 4×2 models are also available) and relatively high towing capacity.
Here we are focusing on the 4×4 models from each model line only.
If every dollar saved is a win, then the Mitsubishi Pajero Sport has an advantage here.
At entry level, the GLX 4WD represents an almost $5000 saving over the Isuzu MU-X LS-M 4×4. The key point of difference here is that the Mitsubishi is a five-seater only in GLX trim, while all the Isuzu MU-X variants are seven-seaters as standard.
Where the MU-X has an advantage across all models is in its 3500kg (braked) towing capacity (with 350kg tow ball download limit) against the lower 3100kg/310kg (braked) towing limit for all Pajero Sports.
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The Pajero Sport range counters with its standard eight-speed auto over the Isuzu’s six-speed, and the Mitsubishi Super Select II transfer case.
Mitsubishi’s 4WD system gives you the addition of an all-wheel-drive setting that can be used on dry, paved roads. In the Isuzu (like all part-time 4WDs), you would likely do transmission damage if you forgot to select 2WD from 4WD high as the road dried out.
The two entry models – LS-M and GLX – share a lot of standard features from adaptive cruise control, dusk-sensing bi-LED headlights (the Isuzu’s also have an auto high beam function), rain-sensing wipers, one-touch power windows, push-button start, side steps, rear-view camera, rear parking sensors, lane-change assist, autonomous emergency braking and a rear differential lock.
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Mitsubishi’s spec advantages over the Isuzu at this entry-level point include built-in sat-nav, power tailgate, power-folding side mirrors, roof rails and keyless entry.
The base MU-X LS-M counters with seven seats over the Pajero Sport GLX’s five seats, and offers more safety gear at this trim level, such as speed sign recognition, post-collision braking, misacceleration mitigation, blind-spot monitoring, rear cross-traffic alert, lane-departure prevention and lane-change assist.
Next up the MU-X ladder are the LS-U at $61,400, and the Pajero Sport GLS at $55,190 (prices plus on-road costs). There’s an even bigger advantage to the Mitsubishi here, with $6210 less to spend over the equivalent Isuzu LS-U.
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Standard gear for both includes power tailgate, power-folding side mirrors and rear privacy glass. The MU-X LS-U additionally features driver’s seat power lumbar adjustment.
Following the mid-spec variants are the luxury models, the MU-X LS-T and the Pajero Sport Exceed. Both have leather seats that are heated and power-adjustable at the front.
The Exceed, with the inclusion at this trim level of blind-spot monitoring, lane-change assist and rear cross-traffic alert, finally matches some of the safety features standard on all MU-Xs.
While the Isuzu offers a three-tier model range stops at LS-T, the Pajero Sport goes one better – beyond the luxury Exceed model there’s a sporty GSR variant at the top of the model walk.
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This is basically an Exceed with an appearance package including black-painted wheels and trim. There are no powertrain or suspension changes to make it more ‘sporty’.
Standard technology includes smartphone mirroring on both vehicles, but the MU-X starts with a 7.0-inch screen at the base LS-M grade before getting a 9.0-inch screen for LS-U and LS-T. All the Pajero Sports get an 8.0-inch screen.
The Pajero Sport range received a five-star ANCAP safety rating when released back in 2015, albeit under more lenient guidelines than today’s standards. Because the ANCAP ratings have changed, it is now technically ‘unrated’. Meanwhile, the Isuzu MU-X has current certification and was ANCAP crash-tested in 2022, with a maximum five-star result.
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Isuzu MU-X and Mitsubishi Pajero Sport Fuel consumption, outputs, power and price
Isuzu MU-X variant
Fuel consumption
Power
Torque
Price*
MU-X LS-M
8.3L/100km
140kW
450Nm
$54,900
MU-X LS-U
8.3L/100km
140kW
450Nm
$61,400
MU-X LS-T
8.3L/100km
140kW
450Nm
$65,990
* Prices exclude on-road costs
Mitsubishi Pajero Sport variant
Fuel consumption
Power
Torque
Price*
Pajero Sport GLX
8L/100km
133kW
430Nm
$49,940
Pajero Sport GLS
8L/100km
133kW
430Nm
$55,190
Pajero Sport Exceed
8L/100km
133kW
430Nm
$60,690
Pajero Sport GSR
8L/100km
133kW
430Nm
$62,440
* Prices exclude on-road costs
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The Ford Everest and Toyota Fortuner are Australia’s closest competitors to the MU-X and Pajero Sport.
All prices except the GWM, LDV, Mahindra and SsangYong exclude on-road costs. What would have been included (until they became too expensive) are the Jeep Grand Cherokee ($77,950-$129,950) and Toyota Prado ($62,830-$87,468), also before on-road costs.
Of the above vehicles, the Ford Everest and Toyota Fortuner (both also based on ute models) are Australia’s closest competitors to the MU-X and Pajero Sport.
Even though both vehicles need a bit of a step up to get into, the Isuzu MU-X design is less obviously a body-on-chassis than the Pajero Sport, where the seats seem closer to the floor.
The Isuzu seems just slightly better finished and designed overall, with a smoother modern interior and marginally better quality materials. However, that doesn’t mean the Pajero Sport feels cheap, especially when you get to the leather-lined upper-tier Exceed and GSR models, which fact benefit from a fully digital dash that the MU-X lacks at any trim level.
Where the Pajero Sport most clearly shows its age inside the cabin is with the eight-inch touchscreen, which is small by modern standards and the user interface feels generations old when in operation. The second-row seat doesn’t slide forward for third-row access, which is surprising.
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Storage space: Isuzu MU-X v Mitsubishi Pajero Sport
Space
Isuzu MU-X*
Mitsubishi Pajero Sport
Behind 3rd row
311L
131L
Behind 2nd row
1119L
502L
Behind 1st row
2138L
1488L
* Litres measured to roof of cabin and not top of seats
The Pajero Sport’s figures are not comparable to MU-X, as they are only measured to the top of the seatback, whereas Isuzu measures to the ceiling.
Externally slightly wider and longer, with a longer wheelbase, the MU-X footprint appears to be reflected by its interior measurements. It has slightly more headroom and legroom front and rear, and 40mm more front shoulder room than the Pajero Sport.
The Pajero Sport’s ability to adapt to both tarmac and dirt is one of its most endearing attributes.
Its 2.4-litre turbo-diesel engine may be slightly underpowered in its attempt to push the weight (2209kg for the GSR), and you can hear it working hard to do so, but it’s not a mitigating factor. The engine is actually relatively quiet, if a little lacking in performance.
The Mitsubishi is also not the most refined when travelling on long stretches of bitumen. However, the eight-speed automatic transmission feels well-calibrated and smooth by large SUV standards.
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Isuzu’s 3.0-litre engine always lets you know it’s a diesel, and the MU-X seems a little more noisy than the Pajero Sport when working hard – but then, you generally don’t need to push it as hard to deliver similar results.
The MU-X’s six-speed transmission is also a little more assertive in shifts than the eight-speed in the Mitsubishi.
Even though the MU-X’s ride also hints at its commercial origins, it doesn’t have as abrupt a ride as the Pajero Sport. Steering feel is also better in the Isuzu, even though it has electric power assistance versus hydraulic in the Mitsubishi.
Mitsubishi is industry-leading when it comes to aftersales support, with all vehicles covered by a five-year/100,000km vehicle warranty that extends to a 10-year/200,000km duration if owners keep scheduled servicing with Mitsubishi.
Servicing intervals are every 12 months or 15,000km, whichever comes first. Mitsubishi will also cap servicing costs for the first ten years or 150,000km, and includes 10 years of roadside assistance provided, again, those services are done yearly at Mitsubishi.
Meanwhile, the Isuzu MU-X comes standard with a six-year/150,000km warranty and seven years of roadside assistance when your scheduled services are done with Isuzu. The capped-price servicing program covers the first seven scheduled services, due every 12 months or 15,000km.
That Mitsubishi has kept the Pajero Sport relatively fresh yet attractively priced over eight years in a fast-developing market is a testament to the clarity of the original design.
It offers plenty of tech and comfort features for not much money, and its 4WD system is very good – as is the efficient, if not very powerful engine. However, there’s no denying it is fast becoming outdated against more advanced and sophisticated machines – such as the MU-X.
The Pajero Sport also now lacks a safety rating and cannot offer the 3500kg towing capacity for those who consider it important.
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Although not the best-in-class off-road wagon, the Isuzu MU-X certainly offers a tonne of safety gear, good performance and reasonable ride and handling.
It is a little on the noisy side, its auto is lagging behind with only six forward speeds and the tailgate opens too low for taller people. Yet its overall competence makes it the winner overall in this comparison.
Mechanically unchanged, with only aesthetic updates
Mitsubishi Pajero Sport
Things we like
Industry-leading warranty and servicing
Economical engine
Well-featured for a low price
Not so much…
Short on tow capacity
Ride quality
No safety rating
For as long as I can remember, the Bathurst 1000 has been Christmas, Easter and my birthday all wrapped up in one event. It’s my grand final, my indulgence, my must-do.
Not this year.
For a multitude of reasons, and in what should have been its finest hour, Supercars has managed to screw up the roll-out of the third-generation car so comprehensively that the entire paddock is at war, literally a day before opening practice for 2023’s blue riband event.
October 5: In the hours since this story was published, Ford has issued a statement on the matter of parity. Find the statement at the bottom of this story, or click here to jump ahead.
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The short version is that the introduction of the new Chevrolet Camaro and Ford Mustang was based on a premise of performance parity between the two brands.
So far, the season has been a sea of red, with Camaro-equipped teams almost clean-sweeping the season to date. And, given the nature of the fast, flowing Mt Panorama circuit, it looks set to continue.
But a twelfth-hour attempt by Ford-shod teams to ram through a parity tweak has descended into farce, with a come-to-Jesus meeting set down for the day before official practice begins.
It could even involve lawyers. Cue a huge eye-roll.
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At the heart of the overly complex (and largely uninteresting) wrangling is the fact that while the timing sheets suggest the field is relatively close together, it’s the on-track performance of the Mustang that shows it up best.
Before a small on-the-run tweak for the Mustangs ahead of the Sandown 500, for example, they were running laps up to a second slower than the Camaros.
Now, Ford – spearheaded by an increasingly disillusioned head office presence in Dearborn, Michigan – are loudly demanding a fix, which essentially equates to a brace of stick-on bits for the front bumpers, be put in place ahead of the Big Race.
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The Chevy squads – led by Triple Eight Engineering – are pushing back hard, though, claiming that the conditions for a Supercars-imposed parity review haven’t been met.
For Pete’s sake, guys… get it together.
The positive spin from Supercars has been strong, but the facts remain… the rollout of the gen-three Supercar has been a PR disaster to this point. And it can trace its origins to the car’s inception.
Put simply, too many cooks in the Supercars kitchen have taken what should have and could have been a relatively affordable, universally backed and spectator-friendly machine, into what insiders wearily call a ‘Supercar by committee’.
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They are expensive to build, a horror show to repair in a hurry and – given the rancour that currently permeates the paddock over the dreaded ‘p’ word – a long way apart in actual on-track performance.
Defending – and departing – champion Shane van Gisbergen has publicly called the racing “mind-numbing”, while senior drivers have been reportedly muzzled in their criticisms by Supercars officials.
Add in the fact that the carry-over tyre package is hopelessly mismatched to the current car (and stuck as it is until 2024), and the 2023 Bathurst 1000 is shaping up as an already-run race in favour of the Camaro teams.
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All this wrangling and back-and-forth didn’t need to happen. Every racing series on the planet goes through the same technical boom/bust cycle, where the better-funded squads lead an arms race that takes the category down a path where only a few can compete.
The gen-three Supercar was originally designed to do away with a brace of compromises that came with the second-generation car, in terms of awkward body shapes and expensive underpinnings.
What it’s done, though, is produce its own set of dramas; poor rear tyre life which leads to processional racing, cost blowouts to cater for late-stage design changes, untested patches for potentially dangerous problems. (See Garth Tander’s wheelnut failure at 260km/h at Sandown, or the steering rack dramas experienced across the paddock) and increasingly disgruntled fans.
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Of course, a new car needs time to bed in with both drivers and teams… but we’re now seven months into the season.
The social media space is already heaving – and while it’s always good to take this stuff with a healthy pinch of salt, Supercars really needs to read the room on this one.
Crowd numbers are expected to be solid at the Bathurst venue as always, but it will be interesting to see how TV ratings fare, post-event.
The new Supercar is more than capable of producing good racing – the night race at Sydney Motorsport Park was an all-time belter – but enough with the petty parity squabbles.
Get out from behind the boardroom desk, put the bickering aside and work together for the future of the sport.
5 October 2023: At Ford Motor Company, we are deeply committed to supporting our teams and drivers in their pursuit of excellence on the track. We understand that motorsport is not only a reflection of our brand and our products, but also an important platform for showcasing the talent and dedication of our racing partners.
We are therefore deeply disappointed by the ongoing lack of technical parity in the Supercars Championship, which has left Ford and its teams at a significant disadvantage throughout the 2023 season.
This lack of technical parity has had a tangible impact on the performance of our teams and drivers. Despite their skill, experience, and hard work, they have struggled to compete with other cars that have a clear advantage. This has not only been frustrating for our racing partners, but also for our loyal fans and supporters who expect to see Ford on the podium and in contention for championships.
Despite the best efforts of Ford, Homologation Team Dick Johnson Racing (DJR) and engine supplier Herrod Performance Engines to work with all stakeholders to ensure a level playing field, a lack of movement by the series organiser has restricted our ability to compete on an equal footing.
Ford has long been requesting data transparency to assist in understanding the disparity that exists between the two cars. Unfortunately, this has been rejected on multiple occasions.
The latest parity review was initiated when Supercars computational fluid dynamics (CFD) partner D2H Group provided aerodynamic data of both cars to the homologation teams on August 24. This data clearly demonstrated that aerodynamic parity had not been achieved.
Since that time, Ford and DJR have engaged with Supercars in good faith to create an aerodynamic update package that would bring the Ford Mustang and the Chevrolet Camaro Gen3 Supercars closer to aerodynamic parity.
Unfortunately, on the eve of the Bathurst 1000, the Supercars Board has refused to allow the changes which would bring the Ford Mustang and the Chevrolet Camaro closer to technical parity.
We want to be clear that this is not a reflection of the quality of our cars or our racing programs. We are confident in the strength and capabilities of our vehicles and our teams. We know that they have the talent and determination to succeed in any competitive environment, as evidenced by their incredible histories in this sport.
Our top priority is to help our teams to deliver the best possible racing experience for our fans and supporters. We appreciate their loyalty and urge Supercars to create the level playing field they deserve.
The people have spoken and named Mazda and Skodathe automotive brands they are most satisfied with.
Roy Morgan’s Single Source survey interviewed over 60,000 consumers across Australia, including the owners of both new and used vehicles.
The Roy Morgan Survey, conducted from January to December 2022, named the companies they deal with across more than 30 industries, including the automotive, banking, supermarket and telecommunications sectors, and rated how satisfied they were with each.
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Monthly Customer Satisfaction winners were recorded in each category throughout the year, with the annual award going to the company with the most monthly wins.
“Roy Morgan Customer Satisfaction Awards honour the Australian businesses who deliver continuously on their social contract with every customer,” said Roy Morgan CEO Michele Levine.
“While we at Roy Morgan collect and collate the data, the “judging panel” is made up of customers of the 280 companies – many thousands of them – giving their honest, unvarnished opinions. That’s what makes these awards so meaningful and so highly valued.”
Conspicuous by its inclusion is Holden – present because there are responses relating to used cars in the survey – while top ten VFACTS brands like MG and Tesla are not included.
Meanwhile, the Car Manufacturer of the Year covers the entire industry.
Skoda was awarded Car Manufacturer of the Year, while Mazda won the Major Car Manufacturer of the Year contest.
“This award represents Mazda’s ongoing commitment to customer service and the strong relationship it enjoys with customers nationwide,” said Mazda Australia marketing director Alastair Doak.
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“Mazda Australia and our dealer network has long focused on providing exceptional customer service, and to have that confirmed by customers through Roy Morgan’s independent research tells us that we’re on the right track.”
“We’re humbled that our customers have responded to Skoda in this way,” said Skoda Australia product and marketing manager Kieren Merrigan.
“Skoda’s primary endeavour has been to provide the best whole-of-life ownership proposition among European brands.”
New car sales records have been broken for the third month running, with the Australian car market posting its best-ever September result.
According to official new-car sales results from the Federal Chamber of Automobile Industries (FCAI), 110,702 vehicles were registered in September – up 18% from 2022, when 93,555 cars were sold.
The previous highest September result was in 2016 when 102,696 new vehicles were registered.
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Top-selling brand Toyota broke yet another record with 20,912 vehicles, beating September 2021 when the brand recorded 20,216 vehicle sales.
The Toyota HiLux took first place with 5776 sales – just under 350 units more than its arch-rival Ford Ranger (5429) in the modern-day ute battle.
Year-to-date, 44,301 examples of the Toyota HiLux have been sold in Australia, compared to 43,073 Ford Rangers.
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New South Wales registered the most vehicles with 35,968 sales, ahead of Victoria and Queensland with 29,426 and 23,415 sales, respectively.
Western Australia (10,577), South Australia (6676), Tasmania (1972), the ACT (1806), and the Northern Territory (862) followed.
The Federal Chamber of Automotive Industries said four of the past five months have been the highest recorded, with almost 900,000 vehicles sold year-to-date.
“The record result shows that Australian car buyers value a broad choice of vehicles in a range of price brackets that suit the family or business budget,” said FCAI chief executive Tony Weber.
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“Consumers have a choice of vehicles across 20 light vehicle segments – from small passenger cars through to larger utes – confirming Australia’s position as one of the most open and competitive new vehicle markets in the world.
“Our advice is that the supply of vehicles into Australia, including electric vehicles, continues to improve so those consumers who want to buy a new vehicle should visit a dealer or manufacturer.”
In first place, the Toyota HiLux recorded 5776 sales – down 11% from last year but with a stronger 4×4 share – with the Ford Ranger following with 5429 units, up 34% from September 2022.
The all-electric Tesla Model Y mid-size SUV took third with 3811 sales while the Isuzu D-Maxfollowed in fourth place (2885).
Like August, the Toyota Corolla was the only passenger vehicle in the top 10 last month, but its 14,376 registrations year-to-date place it behind the Hyundai i30 (16,492) and Tesla Model 3 (14,540).
? Australia’s top 10 car brands for September 2023
Ups and downs ? + ?
Toyota recorded 20,912 sales (▲ from 14,852 in September 2022). Year-to-date, the Japanese brand’s sales are down 12% at 154,659, representing 19% of the market.
Mazda finished second with 8031 sales (▲from 7259), while Ford trailed closely behind with 8015 sales (▲ from 6635) due to strong Ranger and Everest demand.
Kia, in fourth, recorded 7303 sales in September (▲ from 7290), while Hyundai placed fifth with 6217 sales (▼ from 6501).
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Year-to-date, Kia is ahead of its Hyundai parent, with 59,123 sales compared to 56,958.
Mitsubishi followed in sixth with 5761 sales (▼ from 6784), China’s MG placed seventh with 5400 sales (▲ from 3261) and electric car brand Tesla, in eighth, recorded 5177 sales (▼ from 5969)
A strong month and diverse portfolio saw Nissan rise to ninth with 4784 sales (▲ from 1885, or 154%) as its sales continue to recover, while Subaru placed tenth with 4302 sales (▲ from 3167).
I really enjoyed Andy Enright’s look back at the greatest covers of all time.
There are certainly some deserving mention in there, especially the two iconic COTY covers of ‘No Car of the Year’ and the flying Falcon. However I think there was a glaring omission and coincidentally it was a COTY cover involving a Falcon.
I’m referring to 1995 when you perched the (well-deserved) winning Subaru Liberty in front of what I can only imagine were a few barrels of highly flammable liquid, put a match to them and stood well back, then applying the genius headline ‘Car of the Year – so hot it burnt the Falcon’.
Some 29 years on and I still remember how visually stunning that cover looked on the newsstand. It’s my personal favourite and certainly worthy of mention of greatest Wheels covers ever to grace the shelves.
Mark Slater, Richmond, Vic
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ud83dudede Editor Andy
That is indeed a great cover, Mark. I recall the voting from that year where Bob Hall was the only proponent of the Falcon. Every other judge voted for a Japanese contender with the Liberty snagging six of the 11 available votes. It was a large and illustrious judging panel back then.
Indeed, as you trawl back through the Wheels archive, it would have been possible to create several volumes of our favourites but we had to make the call somewhere.
One of my personal favourites didn’t even make the cut. The January 2018 Car of the Year issue had a peach of an image on the cover and marked my first COTY as a judge, so it was always going to be close to my heart.
On solid ice?
For someone who’s unashamedly clinging to petrol engines and manual transmissions tooth and nail, I have to say, I’ve enjoyed the recent electric car coverage in Wheels a lot more than I expected.
Nevertheless, I’ve had this plan to wait until the last moment possible to get my hands on a petrol-powered manual hatch – like an i20 N or Swift Sport before their kind are gone forever.
But lately I’ve been thinking, will I still be able to use these cars as my daily drive, say, 15 years from now?
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Will they be economically viable to own and run? The electric car is steaming ahead, though it feels like Australia’s infrastructure to support them is still miles behind.
So my question is – when is the tipping point? How long are we away from the moment where buying anything other than electric is the impractical choice?
Luke Scicluna, Melbourne, Vic
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ud83dudede Editor Andy
We’re going to be taking a more detailed look at exactly these sorts of questions in the next issue, Luke.
I wish that was the case. I placed my order for a GR Sport back in February 2022 and I’m still waiting. What’s worse is my local Toyota dealer can’t give me any information on when I may expect to take delivery. It’s hardly the way to treat what was a loyal customer base.
It won’t happen again as this is the last time I order a Toyota!
Neal Pennison, via email
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ud83dudede Editor Andy
Sadly, the issue is not limited to Toyota, Neal. The fact is that many dealers are just giving their most educated estimate at the time. Toyota has been slugged by huge demand and limited supply for first RAV4 and now LandCruiser. But after that long, we agree that you probably have the right to a more concrete ETA.
The boot for utes
I’ve been a faithful purchaser of Wheels and have bought every copy since the scoop of the EJ Holden.
Over the years the magazine has catered for enthusiast drivers but I feel this has been gradually diminishing. Now so much of the magazine is taken up with SUVs and 4×4 utes.
Yes, I do realise that Australian motorists have now followed US trends and four-door utes are the biggest sellers. However, are these vehicles actually purchased by “motoring enthusiasts”?
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I haven’t met one yet, but I can guarantee that most people who buy them do so for a fashion statement and not because they need them. After all, how many do you actually see carrying stuff?
In any case you can carry a lot more in a 6×4 trailer and only have it follow you around the few times you need it – allowing you to have a more fuel efficient/comfortable vehicle that has as much passenger space, doesn’t take up as much room when parking it and handles a lot better.
Peter Tripoli, via email
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ud83dudede Editor Andy
For better and for worse, Peter, logic isn’t the overriding factor in many
new-car buying decisions. The SUV has largely become the new
wagon form factor.
Honda in reverse
Interesting to see in a recent VFACTs report that most manufacturers increased sales from same month last year, yet Honda went backwards by around 600 units.
Clearly the fixed-priced sales model is working well for them! Or is it a case of supply issues making the sales position look more grim than it really is? I see that someone commented on my post saying that there is a 10-month wait for hybrids.
G Hunt, via Wheels Facebook
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The Wheels question to you
Are you waiting for a reset in new car pricing or is this it?
I’ll wait
Trevor Deane, Vic: I have a 2014 Corolla thatu2019s due for replacement, but Iu2019m willing to keep it as my daily for another year or so and see if the supply issues and pricing returns to something vaguely sensible.
Buy now
Shaye Brown, Qld: Look at the sales data and people are still buying new cars like thereu2019s no tomorrow. No manufacturer is going to reduce prices if thatu2019s the case. If anything theyu2019ll go up as they see what the market will bear.
Want to have your say? Keep it tight (no more than 200 words) and include your suburb if via email: [email protected].
Variable pricing will be implemented at some locations, with two different pricing periods imposed depending on the time and day – peak and off-peak electricity.
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For example, the Heatherbrae site in New South Wales is currently set at $0.60 per per kilowatt-hour (kWh) peak (during 7am to 10pm weekdays), which reduces to $0.50 per kWh off-peak (during overnight 10pm to 7am weekdays and all weekends).
Most other BP Pulse fast charging stations remain unchanged at the fixed $0.55 per kWh rate.
However, the cheapest off-peak periods occur during the day to encourage utilising renewable energy generation for emissions-free charging.
Evie Networks raised its fixed pricing in July to $0.50 per kWh for its 50kW fast charging stations, while Ampol’s AmpCharge was increased to $0.69 per kWh for its 150kW DC units (but standard 400-volt EVs can only accept up to 80kW DC).
It has exclusively deployed Tritium’s newest PKM fast charging units, which currently output 75kW DC speeds, but can be upgraded to 150kW due to its modular design.
The Brisbane-made station is also capable of charging two electric vehicles at the same time via two plugs – with BP Pulse opting to offer two CCS Type 2 ports at most stations or one CCS2 and one CHAdeMO plug at others – and can load balance the electricity with nearby units.
The Toyota HiLux, Ford Ranger and Isuzu D-MAX often top the sales chart each month, leaving no doubt Aussies really do love their utes – or at least the tax aspects.
There’s no denying, though, that utes are incredibly capable vehicles ideal not just for tradies, but also those that love to get away with a dirtbike in the back and a camper or boat hitched to the tow bar.
Maybe it’s just that I’m not a Blokey McBloke, but I do wonder at how many buyers are choosing 4×4 dual-cabs out of social pressure or small-business fringe tax benefits, rather than any actual need. (Can confirm: plenty of mums in athleisure wear hopping out of utes at school dropoff. – Stevo.)
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Why are utes so popular?
On numbers alone, Australians love their utes, with 228,671 purchased last year – narrowly ahead of mid-size SUVs (216,151).
Buyers have gone wild for the new Ford Ranger, and rightly so. There was hype and excitement I haven’t seen in a long time, and they’ve been flying off the docks since.
Look, I get the appeal. I’ve driven many new utes, enjoying the weird ego boost and appreciating the greater sense of safety – if somewhat an inflated correlation.
But buying a four-wheel drive ute when your weekly commute is to the office and back, or even just dropping the kids off at school and doing the grocery run, is like buying a $12,000 Apple Mac Pro just to browse Facebook – a waste of money and capability.
So before you get sucked into the fanfare, I wanted to highlight a few of the many limitations of Australia’s most loved vehicles, to consider if they’re the right choice for your driveway.
Sometimes, a 4X4 dual-cab is the right compromise for your needs. But maybe, sometimes, it deserves a little more thought.
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Space is tight
Utes are not ideal family cars, even if advertising campaigns have kids in them.
Often, to make room for the gigantic rear tray behind, the compromise is legroom and seatback positioning for your rear riders.
I’ve sat in the back for short trips, but I can’t imagine being trapped daily in the back seat of a ute. Think of your growing children! Should they have to suffer that?
They’re not great for fitting child seats, either.
Ride and handling: Not a ute’s key attributes
We all know that on the road, most utes aren’t as smooth nor as fun to drive as passenger vehicles.
That point will surely go uncontested. The car is huge, heavy and sluggish compared to lighter, more nimble vehicles.
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Poor fuel efficiency
Most four-cylinder diesel utes are hella thirsty, with listed fuel economies ranging between 7.2L and 11.5L per 100km.
Not surprisingly, the examples we’ve tested have sat almost two litres above those claimed figures.
Today, it will cost you $160 to refuel a Ranger for a full tank. Until the days of electric or hybrid-electric utility vehicles, the fuelling situation isn’t favourable towards these trucks.
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Expensive all around
You’d better really want it. The initial purchase of these cars, especially a 4×4 configuration, is going to cost you.
The cheapest dual cab four-wheel drive HiLux is about $54,000 drive-away, while the Ranger is just over the $55,000 mark. Your ABN will help lower that slightly, but it won’t save the day.
Utes often cost more to maintain than other vehicles, too, thanks to more complex 4×4 systems, DPFs and their overall size. So why pay for a 4×4 system you’re not using?
Does the thought of “we might start going away off-roading on weekends” justify the $900 service? I heard this from my brother when he bought a Mitsubishi Triton last year. Now he owns a Mazda 3.
Your inner-city drives would be more cost-efficient in a wagon or SUV.
In some states, your tolls will also be more expensive in a utility vehicle.
Victorians and Queenslanders who drive a dual-cab ute that weighs over 1.5 tonnes are categorised as a ‘light commercial vehicle’. This means that driving on the Melbourne CityLink from the city to the airport will cost you an extra $6.69 per trip.
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Safety concerns
“The risk of death and serious injury posed by a ute compared to a medium car is about 30 per cent higher,” Monash University Accident Research Centre director Stuart Newstead told the Sydney Morning Herald[↗].
This is ultimately due to the size and design of these cars that cause a higher likelihood of flipping over or causing severe damage to others when in a collision, especially with the hunks of steel (AKA bull-bars) mounted across the front.
During our Wheels Car of the Year 2023 testing, the Ford Ranger took a whopping 51.7m to stop from 100km/h.
To put that in perspective, that is an extra 17.1 and 15.8 metres more than a Tesla Model Y RWD and Nissan Qashqai ST+ tested in the same conditions.
I’m nervous for the day I start having Ford F-150s and Rams – cars that struggle to fit in a standard parking space due to their sheer size – driving on the road alongside me.
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Less than half the ute owners I know, actually use them as intended.
The others? Well, they’re dropping their kids off at school, driving to client meetings in the city and then heading to Woolies before wrapping up their day in traffic on their way to their suburban home.
Ultimately, if you’re buying a ute, you will have to compromise on something. Be it comfort, rear space or other creature comforts. Utes are costly to own, worse to drive and pose an inflated safety risk to everyone (other drivers, cyclists and pedestrians) around them.
With all that said, they’re still somehow the most popular cars on the road. I’m not your boss or your spouse – buy whatever you want!
Mitsubishi’s mainstay small SUV, the ASX, soldiers on into its fourteenth year on sale in 2024 with a couple of small tweaks to see it through to… well, whenever the factory decides that it’s time to turn off the lights on one of the company’s longest selling models.
The 2024 Mitsubishi ASX line-up will be bolstered by the addition of a new option pack for the lower-end ES variant.
Called the Street accessory pack, it adds a brace of exterior trim items, including a new front bar, rear spoiler, front and rear skid plates and Street decals, along with new door scuff plates and a leather-trimmed gear shifter.
Step into the ES, and rain-sensing wipers, automatic headlights, LED fog lights, reverse sensors and automatic air-con are complemented by 18-inch alloy wheels.
The MR brings keyless entry, a six-speaker audio system, black 18-inch rims, black grille and exterior mirrors and privacy glass.
At the LS level, meanwhile, roof rails, leather-wrapped steering wheel and shifter and privacy glass come standard, along with blind-spot alert, lane change assist and rear cross-traffic alert.
The top two tiers sport the larger 2.4-litre NA four-cylinder petrol engine, which makes 123kW and 222Nm, still driving the front end via a CVT.
The GSR adds an alloy brake pedal cover and microsuede/synthetic leather seat trim with red stitching.
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Plump for an Exceed and you’ll find leather seats, two-tone 18-inch rims, a four-way powered driver’s seat, front seat heating, auto headlight levelling, a panoramic sunroof, a nine-speaker Rockford Fosgate audio system, and built-in satellite navigation.
All Mitsubishis offer a competitive capped price servicing program, while its purported 10-year/200,000-kilometre warranty can only be activated if all servicing is performed through a Mitsubishi dealer. Otherwise, it’s a five-year/130,000km warranty once a vehicle is serviced independently.
The D90 is LDV’s answer to the growing demand for seven-seat SUVs, offering luxury spec with their range-topping Executive at a price-point most competitors don’t even start at.
The SUV – based on the T60 dual-cab ute – is from the British-founded, Chinese owned automaker LDV, known for their commercial and utility vehicles.
Available in two grades, Mode (petrol) and Executive (petrol or diesel), the range is quite simple compared to other key players.
Pricing and features
The 2WD Executive Petrol comes in at $43,147 drive-away. Opting for a 4WD transmission will cost you an extra $3685.
The range-topping diesel 4WD Executive variant is available for $52,095 drive-away.
The 2.0-litre turbo petrol produces 160kW/350Nm, paired to a 6-speed automatic transmission. The diesel is a torquier 158kW/480Nm 2.0-litre turbo.
Inside, the D90 Executive offers a roomy cabin equipped with a host of features.
The 12-inch touchscreen infotainment system, compatible with Apple CarPlay and Bluetooth connectivity ensures seamless connectivity.
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The D90 includes an impressive amount of standard spec such as adaptive cruise control, reversing camera, tyre pressure monitoring system, rain sensing wipers and front and rear parking sensors.
Moving up to the Executive 2WD adds:
19-inch alloy wheels
Puddle door lights
8-inch semi-digital instrument cluster
Tri-zone climate control
Eight-speaker audio system
Reach-adjustable steering column
Glass sunroof
Ambient interior lighting
Leather-accented steering wheel
Electric tailgate.
Leather-accented upholstery
The Executive 4WD also gets rock, mud, sand and snow drive modes while the diesel powertrain gains a heated steering wheel.
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LDV states that the D90 has a boot capacity of 1140 litres when the rear seats are upright.
When the second row is folded down, the cargo space expands to 1800 litres. However, with all seats occupied, the storage space is 412 litres.
Safety
The entire D90 range holds a five star ANCAP safety rating from testing conducted in 2017.
This rating is set to expire at the end of 2023, in line with ANCAP’s six-year limit.
All D90 variants are equipped with six airbags, blind spot monitors, anti-lock braking system, emergency brake assist, hill start assist and driver fatigue warning.
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Key Rivals
The large SUV segment is filled with strong contenders, available with seven seats:
Each of these rivals offers a unique set of features and capabilities, but all are ute-based SUVs as well, making the market diverse for potential buyers.
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Should I put it on my shortlist?
The 2023 LDV D90 Executive is a noteworthy option for those seeking a spacious and feature-packed SUV without the premium price tag.
While it may have areas of improvement, its overall package offers a compelling mix of design, features, and value.
If you’re in the market for a large SUV that offers a lot for your money, the D90 Executive is worth adding to your shopping list. You can spend your saved cash on avocados or something.
