It only just snuck in before Christmas, but the Toyota LandCruiser Prado 250-Series was one of the biggest launches of 2024.

To say a new Prado doesn’t come along every year is an understatement. Its 150-Series predecessor soldiered on for 15 years, but that didn’t stop it from dominating the large SUV segment, adventurous Aussies hoovering them up right until the very end.

The radical design change hides a more evolutionary mechanical package but the new Prado has made huge strides in some areas – and yet is a retrograde step in others.

How much is it and what do you get?

The GXL reviewed here is expected to make up the bulk of new Prado sales, but despite sitting just one rung up from the bottom of the range, it isn’t short of equipment. Then again, it does cost $79,990 plus on-road costs, a $10,000 lift over its predecessor.

Under the bonnet the familiar 2.8-litre four-cylinder turbodiesel remains but now with mild-hybrid assistance, as first introduced in the Hilux. It produces 150kW and 500Nm and sends power to all four wheels via an eight-speed automatic gearbox.

On the outside you’ll find 18-inch wheels with 265/65 highway tyres, LED lights, side steps, roof rails and a power tailgate with rear window hatch. Step inside via keyless entry and there’s dual-zone climate control, synthetic leather seat upholstery, heated and ventilated front seats, an eight-way power-adjustable driver’s seat and auto lights and wipers.

Infotainment is handled by a 12.3-inch touchscreen with wireless smartphone mirroring, satellite navigation, AM/FM/DAB+ radio and Toyota Connected Services. There’s also wireless phone charging, five USB-C ports, an HDMI port, a 12v outlet and a 220v outlet in the boot.

Six colours are available: white, black and ebony (that is somehow different to black) as standard and frosted white, dark grey and bronze an extra $675.

Some goodies you forgo by not stretching to the $87,400 (+ORCs) VX include adaptive variable suspension, 20-inch alloys, auto-levelling Bi-LED headlights, a 12.3-inch digital instrument cluster, powered passenger seat and steering column, refrigerated centre console and 14-speaker JBL stereo.

How do rivals compare on value?

The Toyota Prado commands a premium over all its rivals. The GXL nudges range-topping Ford Everest Platinum money ($81,200 +ORC) and sits well clear of other separate-chassis SUVs like the GWM Tank 500 Ultra ($73,990 driveaway), Isuzu MU-X ($67,990 driveaway) and Mitsubishi Pajero Sport GSR ($64,840 +ORCs).

Interior comfort, space and storage

Toyota has made some very strange decisions with the interior packaging of the 250-Series Prado, but let’s deal with the positives first. Up front there are plenty of buttons and dials to contend with – arguably an excess – but familiarity should come easily enough.

You sit high with a commanding view of the road, vision out is good and finding a comfortable driving position will be in reach of most. Everything is chunky and feels appropriately rugged, yet there are soft-touch surfaces rather than hard plastics which gives a more premium feel.

Hop into the centre row and there’s loads of room, separate temperature controls and USB-C ports for charging, while the backrest is helpfully reclinable as the default position is a little upright.

The centre row also tumbles forward for easier access to the third row, but from here it all starts to go a bit wrong. Unfortunately, the Prado’s second row doesn’t slide forward so while the rearmost seats are well equipped with USB-C ports, air vents and cupholders, space is tight, limiting its seven-seat capability to pre-teen children.

What’s more, because the hybrid Prado’s (which we don’t get yet) battery is intended to live under the boot floor, the third row effectively just sits in the boot even when folded.

Toyota’s specs say there’s still 906 litres on offer but the rear seats heavily compromise the load space and the flimsy plastic bin Toyota has installed behind them to give the illusion of a flat floor does little to improve the situation.

It makes a strong case for the base GX, which is only available in five-seat configuration. What you lose in (questionable) third-row flexibility, you more than make up for in improved luggage space.

What is it like to drive?

The improvements to the latest Toyota Prado are immediately evident from the first turn of the steering wheel. For those familiar with the leaden helm of the previous generation, the lightness of the new electrically assisted steering will be a revelation.

It makes the Prado so much easier to manoeuvre in all circumstances, whether finding a park in town or cruising at 110km/h or picking out the best line off road. Ride comfort is also very good, road imperfections either absorbed by the tyre sidewall and suspension or just pummeled into submission by the Prado’s sheer mass.

This mass works the engine very hard indeed. The mild-hybrid system’s 8.4kW/65Nm motor generator does a fine job of assisting at slower speeds to get the GXL’s 2535kg moving, but you’ll need to plan your open-road overtakes carefully and the jury is out on its towing capabilities.

Speaking of, Toyota has increased the Prado’s towing capacity to a braked maximum of 3500kg and its Gross Combined Mass (GCM) is an impressive 6600kg, but the limitation is the Gross Vehicle Mass (GVM).

For example, if towing 3500kg, the GXL’s payload is limited to 265kg (assuming a 10 per cent downball load) which means you’ll be packing relatively light. The Prado isn’t alone in this regard by any means, but nor does it move the game on and any accessories such as bullbars or roof racks will reduce this further.

Off road the Prado is in its element. Despite a locking rear diff being limited to the Altitude variant, Toyota’s traction control is more than up to most challenges, provided an appropriate set of tyres is fitted.

How much does it cost to run?

In our experience the Toyota Prado’s 7.6L/100km combined fuel economy claim is highly optimistic, with its typical thirst more likely to be in the 9s – see earlier point about not much engine pushing a lot of car.

Of note for outback tourers, especially those towing, will be the fuel tank reduction from 150 to 110 litres. Still decent, but you’ll be planning more stops.

The new Prado also requires AdBlue, with Toyota claiming the 17.4L tank will need refilling about every 8000km, which will set you back about $35 at the pump at current prices.

Toyota offers a five-year/unlimited kilometre warranty with an extra two years of driveline cover if you stick to the scheduled servicing, which is required every six months or 10,000km.

The first 10 services are capped at $390 each, but that’s still a hefty $3900 over the first five years. Over the same period, a Ford Everest costs $1591.

If an item covered by warranty fails, towing to the nearest Toyota dealer and a loan car is covered, otherwise Toyota’s roadside assist costs either $99 or $139/year.

How safe is it?

A five-star ANCAP rating was applied to all new Prado variants in December 2024 with scores of 85 per cent for adult occupant protection, 89 per cent for child occupant protection, 84 per cent for vulnerable road user protection and 82 per cent for safety assist. Obviously, with scores like this it has the works in terms of safety equipment, including nine airbags and a list of active acronyms that would make for some terrible Scrabble hands (see below). In general, they’re pretty unobtrusive, save the occasional unnecessary interruption from the lane-keep assist.

• AEB with pedestrian, cyclist, motorcyclist and oncoming vehicle detection
• Intersection collision avoidance
• Active cruise control
• Deceleration assist
• Road sign assist (speed signs only)
• Emergency driving stop system
• Rear cross-traffic alert
• Driver monitor camera
• Emergency steering assist
• Low-speed acceleration suppression
• Curve speed reduction
• Lane trace assist with lane-departure alert
• Auto high beam
• Blind-spot monitor
• Safe exit assist
• Rear parking support brake

Verdict

The 2025 Toyota LandCruiser Prado 250-Series is an enigma. It looks great, has vastly improved road manners, excellent off-road chops and has been brought up to date with the latest safety and in-car technology.

On paper it looks like a slam dunk, but little thought has apparently been put into some important fundamentals. Compromise is the word. The inflexible second row compromises its seven-seat capabilities; the third-row packaging compromises its luggage space; the increased weight compromises its performance, efficiency and payload.

Combine these compromises with a significantly increased price tag and the new Prado is a good car that’s nonetheless underwhelming. The caveat to this is the five-seat GX and Altitude variants will largely solve these packaging issues, while offering better value and greater off-road ability respectively, so we’ll endeavour to bring you further reviews as soon as possible.

Specifications

After years of glacial evolution, the 2025 BYD Shark 6 is a genuine revolution in the dual-cab ute segment.

It’s the first plug-in hybrid ute available in Australia and its cutting-edge powertrain gives it segment-leading power and performance as well as impressive fuel efficiency and vehicle-to-load practicality.

Loaded with kit at a price that significantly undercuts most of the established offerings, it will play a pivotal role in BYD’s ambitions to become the number one sales force in Australia.

Here’s the story to this point and everything you need to know about the 2025 BYD Shark 6.

Jump Ahead

• March 2025: BYD sales leap on strength of Shark 6 ute
• January 2025: Deliveries commence
• October 2024: Factory-backed Ironman accessories
• October 2024: Full pricing and specifications
• September 2024: Australian on-sale date confirmed, pricing below $60,000
• May 2024: BYD Shark revealed!
• April 2024: Reveal date and name announced
• November 2023: BYD Ute imagined
• October 2023: BYD Ute leaked
• September 2023: BYD Ute confirmed for Australia

March 2025: BYD sales leap on strength of Shark 6 ute

BYD notched back-to-back record sales months in Australia with 4,811 vehicles sold in March 2025 thanks to new product like the Sealion 7 electric SUV and Shark 6 PHEV ute.

According to VFACTS, Australia’s national vehicle sales report, the brand’s 4,811 sales result marks a 100 per cent increase in year-on-year figures and a big increase on the 3,281 sales of the month before it.

In particular, the new Shark 6 plug-in hybrid ute sold strongly with 2,810 registrations or 58 per cent of the company’s March sales with buyers taking delivery before the FBT exemption on plug-in hybrids ended on April 1.

January 2025: Deliveries commence

The first examples of the BYD Shark are now reaching customers as EVDirect attempts to fulfil more than 5000 orders placed by customers.

Sales have not yet been confirmed as the Shark is yet to be added to the official VFACTS reporting and deliveries have been slowed by recent port issues.

There is some pressure on delivery dates due to the looming cessation of Fringe Benefit Tax exemptions for plug-in hybrid vehicles on April 1, 2025.

October 2024: Factory-backed Ironman accessories

One of the difficulties with new entries into the dual-cab market is accessory support, but BYD’s local distributor, EVDirect, has partnered with Ironman 4×4 to offer a range of accessories for the Shark.

The accessories can be added when purchasing the vehicle and are backed by BYD’s six-year/150,000km warranty.

Offerings include a bullbar with integrated light bar, roof rack, manual and electric tonneau covers and canopies.

October 2024: Full pricing and specifications

The 2025 BYD Shark is now available to order with an eye-catching price tag of $57,900 plus on-road costs. Only one variant is currently available and BYD has said the current price is an introductory offer, so this may rise at a later date.

As mentioned below in an earlier update, the Shark is powered by a combination of a 1.5-litre four-cylinder turbo petrol and dual electric motors which produce 321kW/650Nm.

A 29.58kW Blade battery provides up to 100km (NEDC) of electric range and gives the Shark vehicle-to-load capability.

It’s loaded with equipment including leather upholstery, a 15.6-inch rotating infotainment screen with wireless smartphone mirroring, heated and ventilated front seats, eight-way power-adjustable driver’s seat and 10.25-inch digital instrument display.

Dimensions

Off-road dimensions

September 2024: Australian on-sale date confirmed, pricing below $60,000

Australian sales of the 2025 BYD Shark will commence on October 29 and contrary to expectations below of a circa-$70,000 price tag, BYD says the Shark will start below $60,000.

May 2024: BYD Shark revealed!

The 2025 BYD Shark has been officially revealed ahead of its Australian launch, where it will look to bite chunks out of the sales of the Ford Ranger, Toyota Hilux, Isuzu D-Max, Mitsubishi Triton and more.

It’s one of the biggest fish in the sea, measuring 5457mm long, 1971mm wide and 1925mm tall, bigger in every dimension than a Ford Ranger. But while it’s visually familiar, the Shark’s mechanical makeup is like nothing else in the segment.

A 1.5-litre four-cylinder turbo-petrol and dual electric motors combine for an impressive 321kW, giving the Shark the ability to sprint to 100km/h in 5.7sec yet return a combined fuel consumption claim of 7.5L/100km.

One of BYD’s lithium-iron phosphate ‘Blade’ batteries is integrated into the chassis and provides up to 100km of electric-only range, though this claim is made using the less strenuous NEDC test cycle, like wise the Shark’s total 840km range.

According the BYD, the Shark will prioritise using the electric motors for “up to 80 per cent of total journeys” before switching to hybrid running. Vehicle-to-load capability will also allow tools or appliances to be powered using the battery.

Another unique feature of the Shark is its independent coil-sprung rear end, rather than the live axle and leaf springs typically found beneath dual cabs. This should pay dividends in terms of on-road comfort and handling and the 835kg payload is competitive, but maximum towing is only 2500kg rather than the usual 3500kg.

Inside, the Shark has a high level of equipment, including a 15.6-inch touchscreen infotainment system with smartphone mirroring, a 10.25-inch digital instrument cluster, wireless phone charging and a head-up display.

On the safety front, there’s autonomous emergency braking, lane-keep assist, lane departure warning, blind-spot monitoring, rear cross-traffic alert and adaptive cruise control with BYD expecting a five-star ANCAP rating when the Shark is tested in due course.

Mexican pricing of 899,980 pesos converts to around $80,000 locally, but it’s expected the Shark will come in under this to align with the likes of the Ford Ranger Wildtrak, Isuzu D-Max X-Terrain and Toyota Hilux GR Sport.

Powertrain

April 2024: Reveal date and name announced

We now know when we’ll get our first official look at the new BYD ute, which we now know will be called the Shark.

In a post on X (formerly Twitter), BYD said: “Get ready for BYD SHARK’S global debut in Mexico City, Mexico, and witness the strength and innovation behind our new Pickup Truck. Mark your calendars for May 14, 2024, it’s here to redefine green mobility to the next level.”

Performance

November 2023: BYD Ute imagined

Thanks to the earlier patent images, we’ve been able to conjure up some renderings of the 2025 BYD ute that we’re fairly certain, while speculative, are pretty close to the money.

October 2023: BYD Ute leaked

Patent images of the new BYD ute have been uncovered by CarNewsChina, providing our first concrete look at the hotly anticipated dual-cab.

Earlier camouflaged spy pics have provided a good indication of the ute’s overall proportions, but the patent images fill in some details, including a Ford-style front end with C-shaped headlights, bold BYD grille, heavily flared front guards and a long wheelbase.

There are also plenty of body adornments, including a front bash plate, side steps, sports bar and integrated roof rails, while the overhead view even reveals a sunroof. Another unique feature is the blacked-out pillars giving the impression of a ‘floating’ roof.

Powertrain details are still unconfirmed, but it’s expected the BYD will launch with a plug-in hybrid system – potentially beating the Ford Ranger PHEV to market as Australia’s first plug-in ute – with a battery electric version to arrive later.

BYD has said the ute will wear an ‘Ocean Series’ moniker. Traditionally, BYD’s pure electric models have had animal names – such as the Seal and Dolphin – while plug-ins are named after vessels, like the Frigate medium SUV and Landing Ship people mover not offered in Australia.

September 2023: BYD Ute confirmed for Australia

BYD’s local sales ambitions will be bolstered by the addition of a ute in 2024, according to EV Direct CEO Luke Todd.

Concrete details are still scarce as the ute is yet to be officially revealed, even in its Chinese home market, but spy shots reveal a full-size dual-cab to rival the likes of the Ford Ranger and Toyota Hilux, while inside large digital screens suggest a modern interior.

The BYD ute will be one of the first electrified offerings in the segment, though to what extent is currently unclear, and it will be extensively tested in Australia to ensure it’s tough enough for local conditions.

Unlike some Chinese manufacturers, that have separate brands for passenger and commercial vehicles, the new ute wears prominent BYD branding on its grille. The working codename for the project is ‘F pick-up’ but given the brand’s other offerings, an aquatic-themed name would seem a safe bet.

Safety features

• 360° camera
• Front and rear parking sensors
• Intelligent power brake system
• Hydraulic Brake Assist (HBA)
• Electronic Brake force Distribution (EBD)
• Hill Hold Control (HHC)
• Controller Deceleration Parking (CDP)
• Vehicle Dynamic Control (VDC)
• Hill Descent Control (HDC)
• Driver Fatigue Monitor System (DFM)
• Adaptive Cruise Control (ACC)
• Automatic Emergency Braking (AEB)
• Lane Departure Warning (LDW)
• Lane Departure Prevention (LDP)
• Emergency Lane Keeping Assist (ELKA)
• Front Collision Warning (FCW)
• Intelligent Cruise Control (ICC)
• Rear Collision Warning (RCW)
• Trac Sign Recognition (TSR)
• Intelligent Speed Limit Information (ISLI)
• Intelligent Speed Limit Control (ISLC)
• Front Cross Trac Alert (FCTA)
• Front Cross Trac Brake (FCTB)
• Rear Cross Trac Alert (RCTA)

With 20,591 registered in January 2025 alone for a 23.7 per cent market share, it’s clear that mid-size SUVs are increasingly popular in Australia. That’s in thanks to the sheer variety available, with more than 20 models to choose from.

Many buyers also prize them due to their practicality and with that in mind, ranked on boot space, what are the most capacious mid-size SUVs on sale in Australia?

1. Tesla Model Y – 938L

Part of the global popularity of the Model Y – it was the best-selling car in a number of global markets in 2024, before Elon’s controversial foray into politics – is not its electric drivetrain or performance, but just how damn practical it is. It’s well packaged with excellent rear seat space, as well as a massive boot. With the rear seats folded, a humungous 2,022L of space is available.

Its coupe-like roofline doesn’t impede too much on rear space either, though it may cause issues when carrying taller items. Still, it’s very practical – helped further by its large 117L front boot, which is more than enough for a weekly shop.

2. VW Tiguan – 615L

Even though there’s a larger Allspace model and also a bigger third-generation model launching locally, the current Tiguan is still quite a practical choice in the segment. With 615-litres of available space – with the rear seats slid forward – the Tiguan’s boot is the largest of the ICE offerings.

It’s also got some handy features like under-floor and side storage, bag hooks and even remote releases to fold the rear seats – doing so opens up 1,655L of space, which is bettered by some rivals but it’s still a healthy number.

3. GWM Haval H6 – 600L

The GWM Haval H6 sells reasonably well locally but those looking for practicality should consider it because of its large 600-litre bootspace, which expands to 1,405L with the rear seats folded.

Aside from some side storage, it doesn’t feature any clever touches but impresses with a flat floor and a relatively low load lip.

4. Honda CR-V – 589L

The Honda CR-V has long been one of the most practical mid-size SUVs and the current shape model is no different with a healthy 589-litre space that expands to 1,671L with the rear seats folded. It’s also full of practical details like bag hooks and side storage, while the option of two extra seats for seven in total is available as well.

The CR-V’s load lip is impressively low as well, making it easy to load heavy cargo in, while the electric bootlid – depending on model – can be set to automatically close when you walk away from it.

5. Kia Sportage Hybrid – 586L

In hybrid form, the Sportage has a large 586-litre bootspace, which expands to 1,872L with the rear seats folded, which is one of the highest numbers in the segment.

The boot itself includes under-floor storage, remote releases for the rear seats and a power outlet, plus, the seats fold almost completely flat as well.

6. Mitsubishi Outlander and Nissan X-Trail – 585L

It’s no surprise to see two cars that are practically identical under the skin share the same boot capacity, and in the mid-size SUV segment, both the Outlander (above) and X-Trail (top) offer great practicality. There is side storage, under-floor storage, a 40:20:40-split rear seat depending on the spec chosen and remote releases for folding the seats.

Both are also available with a seven-seat option, though that reduces boot capacity to 478L (and just 163L with the third row in place). Folding the seats down in the five-seater Outlander increases space to 1,461L and while Nissan doesn’t quote a figure, it’s likely to be quite similar.

7. Hyundai Tucson Hybrid – 582L

Given that the Tucson shares so much with the Sportage, a similar boot capacity was expected with the Tucson shading the Sportage by just four litres with the seats up – though with them folded, its 1,903L space is a full 31L larger than its Kia cousin.

Like the Sportage, the Tucson includes under floor storage, bag hooks and remote rear seat releases. Plus, we love how standing next to the hands-free power tailgate with the key nearby for five seconds automatically opens it. No awkward foot waving under the bumper here.

8. Leapmotor C10 – 581L

The Leapmotor C10 is a new entrant to the Australian market that isn’t likely to be on many radars, but its boot capacity might open it up to more consideration. 581L is great, especially considering that it’s not as large as some rivals on the outside.

The C10’s boot itself also features under-floor storage, side storage and a few bag hooks as well, while the seats fold almost flat for a 1,410L of space.

9. Skoda Enyaq – 570L

Skoda’s mid-size electric SUV went on sale in Australia last year with a healthy 570-litre boot, which opens up to 1,610L with the rear seats folded. What’s surprising about that is Australia only receives the coupe variant of the Enyaq, with the boxier and more capacious wagon shape due later this year.

As you’d expect for a Skoda, the Enyaq’s boot offers a lot of ‘simply clever’ features, such as netting, bag hooks, under floor storage with sectioning and side storage as well.

10, Chery Tiggo 7 Pro – 549L

Like the Leapmotor C10, the Tiggo 7 Pro is a mid-size SUV that’s on the smaller size and yet, its 549L boot capacity sits near the top of the segment.

The capacity of the largely featureless boot grows to 1,672L with the seats folded, which is much larger than you’d expect.

Other mid-size SUVs in Australia:

• Hyundai Ioniq 5: 527L
• Skoda Karoq: 521L
• Peugeot 3008: 520L
• Kia EV5: 513L
• MG HS: 507L
• BYD Sealion 7: 500L
• Subaru Forester: 498L
• Renault Koleos: 493L
• Kia EV6: 490L
• Cupra Ateca: 485L
• Peugeot 408 plug-in hybrid: 471L
• KGM SsangYong Torres: 465L
• Deepal S07: 445L
• Toyota bz4X and Subaru Solterra: 441L
• Mazda CX-5: 438L
• BYD Sealion 6: 425L
• Geely EX5: 410L

Did you buy a mid-size SUV for its practicality? Let us know in the comments below.

Replacing the previous CX-9 in the company’s global line-up, the Mazda CX-90 represents a new era for Mazda. It sits on a new rear-biased platform, it uses a range of new six-cylinder powerplants with mild-hybrid tech and even the eight-speed automatic gearbox is new.

There are three variants available in Australia for now, and each one is well equipped and suitably premium inside. And they would want to be, as the top-spec Azami sits at over $100,000 once on-road costs are included in the price. Here’s everything you need to know.

How much does the Mazda CX-90 cost?

Most CX-90 variants sold in Australia feature seven seats, though option packages with six-seats are available on the top-spec Azami. The CX-90 is otherwise offered as a five-door wagon. Regardless of the model chosen, a new 3.3-litre turbocharged inline six-cylinder engine is available: either a 254kW/500Nm petrol until or a 187kW/550Nm diesel. Both use an eight-speed automatic transmission and feature a rear-biased all-wheel drive system.

What features are standard in the Mazda CX-90?

All CX-90 models in Australia are equipped with the following features (unless replaced in higher-spec models):

• 19-inch alloy wheels with a space-saver spare wheel
• Dusk-sensing automatic LED exterior lighting
• Rain-sensing automatic wipers
• 10.25-inch infotainment screen with ‘Mazda Connect’ software
• Auto-dimming rear mirror
• Hands-free electric tailgate
• Leather steering wheel and gear knob
• 8-speaker sound system
• Heated front seats
• Satellite navigation
• 7.0-inch digital driver’s display
• Heated, auto-dimming and auto-folding exterior mirrors
• Keyless entry and push button start
• Tri-zone automatic climate control
• Wireless and wired Apple CarPlay and Android Auto
• Wireless phone charger
• Leather upholstery
• 10-way driver/8-way passenger electric front seats with driver’s seat memory
• AM, FM and DAB+ digital radio
• Rear door inbuilt sunshades
• 150W AC outlet
• Roof rails

What do I get if I pay more?

Above the entry-level Touring are the mid-spec GT and top-spec Azami, which are available with the same drivetrains as the base model.

CX-90 GT features (in addition to Touring):

• 12.3-inch infotainment screen
• 21-inch alloy wheels
• Electric steering wheel adjustment
• Heated outboard middle row seats
• High-level LED exterior lighting
• Front footwell and rear door lighting
• 12.3-inch digital driver’s display
• Matrix adaptive high beam
• Heated steering wheel
• 12-speaker Bose sound system
• Panoramic sunroof
• Personalisation system with auto restoration of settings

CX-90 Azami features (in addition to GT):

• 21-inch black metallic and machined wheels
• Interior ambient lighting
• Body-coloured wheel arches and lower cladding
• Frameless interior mirror
• 360-degree camera with ‘see-through’ view
• Nappa leather upholstery
• Ventilated front seats
• Easy entry electric driver’s seat

Is the CX-90 available with any optional extras?

Optional Takumi Package (Azami) adds:

• Pure white nappa leather upholstery
• Cloth dashboard panel with Japanese ‘Kakenui’ stitching
• Second row captain’s chairs with ventilation (reduces seating capacity to six)
• Bright decoration panel
• White maple wood console and door trim inserts
• Second row centre console with storage

Optional SP Package (Azami) adds:

• Tan nappa leather upholstery
• Suede dashboard panel
• Second row captain’s chairs with ventilation (reduces seating capacity to six)
• Dual-colour tan and black steering wheel
• Second row centre console with storage

How safe is the Mazda CX-90?

The CX-90 is yet to be tested by ANCAP for safety, but the closely related – and slightly smaller – CX-80 just received a five-star rating.

All variants include 10 airbags (including a front centre and driver’s knee airbags and side units for the middle row) and a comprehensive list of active safety features, including autonomous emergency braking (AEB), adaptive cruise control with stop and go functionality, traffic sign recognition, front and rear cross-traffic alert (with braking), driver attention monitoring, blind-spot monitoring, vehicle exit warning, lane keeping assistance with lane departure warning, a head-up display, front and rear parking sensors, a 360-degree camera and auto high beam.

The GT adds Matrix adaptive high beam and the Azami further adds adaptive lane guidance and traffic jam assist.

How comfortable and practical is the Mazda CX-90?

As we’ve seen from modern Mazdas, the cabin of the CX-90 is comfortable and premium-feeling, but also spacious for seven people. While this is Mazda’s most expensive product, the materials and dashboard layout is almost identical to the smaller and less expensive CX-60. If the most luxurious cabin experience is important to you, choose one of the option packages on the Azami because both add another layer of luxury finishing. 

In the top-spec Azami, the nappa leather is of great feel and while an XC90 has better material quality, the CX-90 still features plenty of soft touch surfaces. But the entry-level Touring’s quality is also pretty good – there’s less layering and less soft touch, but it still feels expensive. The CX-90’s cabin could be more practical as its cupholders aren’t massive, and nor is the box underneath the centre armrest, but the door bins are large and the glovebox is as well.

Centre of the dashboard is – depending on the spec – either a 10.25-inch or 12.3-inch infotainment screen that is controlled by a wheel located on the centre console, which Mazda says is safer because your eyes aren’t taken far off the road to control it. If parked with the handbrake on, it’s also controlled by touch but we wish it was able to be controlled by both the wheel and touch as using smartphone mirroring with the wheel is cumbersome.

In both the Mazda3 and CX-30, you can always control the Apple CarPlay and Android Auto on the screen via touch, and we wish that this functionality was expanded to the larger SUVs in the Mazda line-up like the CX-90.

Front seat comfort is reasonable and features heating across the range and ventilation in the Azami, though the seats are a bit flat and should offer more adjustment for the price. Passenger space in a Volvo XC90 is superior in all rows, though the CX-90’s second and third row is still reasonably spacious and features a third climate zone, heated outboard middle row seats, inbuilt window shades, charging ports, air vents and airbag coverage. The second row both slides and reclines, and access to the third row is good, thanks to an effective seat folding mechanism.

How large is the Mazda CX-90’s boot?

Behind the third row of the CX-90 lies 257litres of bootspace, which is increased to 608L with the third row folded and 2025L (to the ceiling) with the second row folded as well. Once the both rear rows of seating are folded, there is a flat floor, easily allowing for long items to be transported. 

I like driving – will I enjoy the Mazda CX-90?

As we’ve seen from Mazda products of the past few decades, the CX-90 is a keen handler for such a big bus. Its ride is firmer than rivals, particularly in the GT and Azami with their larger 21-inch wheels, but rewards keen drivers with a good chassis that’s capable of putting smiles on faces. The steering can be a bit heavy in urban conditions and three-point turns can take more muscle effort than needed, but in spirited driving, it’s well-weighted and offers a good amount of feel for a large SUV.

Both drivetrains offer great performance, good economy when you’re not on it and pretty good refinement as well. Mazda improved both the drivetrains from when first released in the CX-60 so that the gearbox is a lot smoother and the transition from the mild-hybrid system powering the car to the engine is a lot less noticeable. With 254kW of power on offer, the petrol model is quick (its claimed 0-100km/h time is under seven seconds) and it sounds pretty good as well. The diesel also impresses as its full 550Nm is available from just 1500rpm, meaning you’re almost always in the full torque band for smooth and grunty progress.

Is the Mazda CX-90 expensive to run?

Thanks to the new generation of engines and a standard 48-volt mild-hybrid system, the claimed fuel consumption for the CX-90 is impressive: just 5.4L/100km for the diesel and 8.2L/100km for the petrol with CO2 emissions of 143g/km for the diesel and 189g/km for the petrol. In our experience, urban-only driving the petrol resulted in a figure of 10.5L/100km – anybody with memories of the V6 first-generation CX-9 and its horrendous fuel consumption will sigh in relief. On a road trip, the CX-90 diesel did 5.6L/100km, which is excellent for such a large vehicle.

All CX-90 variants are covered by a five-year/unlimited kilometre warranty with five years of roadside assistance. Five years of capped price servicing is expensive, and ranges from $3,299 for the diesel to $3,469 for the petrol – that’s a yearly average of $660 for the diesel and $693 for the petrol. While the diesel initially looks less expensive to maintain, its annual service intervals are 5,000km less than the petrol at 10,000km, so those travelling more than 10,000km in the diesel will have to account for an extra service or two in the first five years of ownership.

Which Mazda CX-90 variant is best?

The whole CX-90 range represents solid buying for those needing a large SUV that drives well, offers a range of punchy and efficient drivetrains and a spacious and premium cabin. To find a better option, buyers would have to spend at least $10,000 (plus options) more on a Volvo XC90.

Even the entry-level Touring is very well equipped with features like leather upholstery, tri-zone climate control and a full suite of active safety features. Importantly, the sweet powerplants is offered across the range so that those who can’t afford the GT or Azami won’t feel shortchanged.

Which vehicles rival the Mazda CX-90?

Volvo XC90

Toyota Kluger

Jeep Grand Cherokee

Nissan Pathfinder

Hyundai Palisade

We’re regularly told by car makers that Australians love a performance car and that local sales are some of the highest in the world, yet it’s legally impossible to drive such a car at its limit here. Most urban areas have speed limits of 50 or 60km/h – but some are even lower at just 30km/h in school and high-density pedestrian zones, all in the name of safety.

Despite our seemingly endless battle against speeding, Australia faces an uphill battle when it comes to its road toll. Sadly, 1327 people were involved in fatal road crashes in 2024 and that’s the fourth year in a row of increased deaths on our roads. That’s a situation that the Australian Automobile Association (AAA) reports has not been seen since 1966 – before the introduction of compulsory seat belts.

Latest data also revealed that the National Road Safety Strategy (2021-2030) is failing to meet its goal of halving road deaths by 2030 – instead, they have surged 18.5 per cent since its launch. According to experts, there are a number of reasons for this increase, including the larger cars that are being bought by Australians these days.

But speed is also one of the main reasons and there’s more than enough evidence backing lowering speed limits in certain areas to reduce the road toll: in 2023, Wales reduced its urban speed limit from 30mph (50km/h) to 20mph (30km/h) and in just three months, the casualties on local roads dropped by 26 per cent.

If any online story about speed limits many Aussies will complain that their country has some of the lowest speed limits in the world and they are constantly monitored by authorities as part of a revenue raising exercise.

But is that true? There maybe some truth to the desire of authorities to raise easy revenue but does Australia really have some of the lowest speed limits in the world? The answer may surprise you.

Speed limits around the world:

While there are a number of developed countries that have higher limits than us, Australia clearly does not have the lowest speed limits in the world and our 110km/h limit in most states is shared with some of our closest international friends like New Zealand, the UK and most states in the USA.

Even the 130km/h limit that applies on some roads in the Northern Territory ranks highly on the global speed limit list, sharing space with countries like Italy, France, the Netherlands, Denmark and Russia.

Of course, there will always be some wanting to go faster than that – and a race track is the perfect place to do it – but some of the lowest speed limits in the world? Australia could be a lot slower. 

Should Australia have higher – or lower – speed limits? Leave a comment below.

Perhaps it would be harsh to describe the Ford Everest Tremor as a knee-jerk reaction. It’s better than that would suggest, but since the UB-generation Everest launched here in late 2022, it has enjoyed something of a free pass. Its key rival, the Toyota Landcruiser Prado has, until fairly recently, been on runout, a geriatric opponent that fell way short of the Ford’s ability.

Knowing that the new Prado would be with customers in late 2024, Ford realised that it might need something extra to go into battle with Toyota’s Altitude version of the Prado, an off-road focused special that brought additional capability and attitude.

The Tremor template had been used before, as a special edition version of the Ranger, designed in that instance to temporarily plug a gap between the Raptor and the Wildtrak X models. This time round, the Tremor becomes a permanent fixture in the Everest line up, so Ford is taking it a bit more seriously.

One thing is for certain, it’s built on a solid foundation. The Everest carried off Wheels’ Car of the Year crown in 2023, impressing the judging panel with its sheer utility. Designed by Australians in Australia for Australians is a pretty tough set of attributes for rivals to replicate, even if the build for this one occurs in Thailand. Our January twin test between the Prado GXL and Everest Sport models merely underlined our belief that the Everest is the best big 4×4 on sale right in Australia right now. Aussie customers have responded too, with sales growing 76 per cent last year. That was an all-time volume record for the segment – something for Toyota to aim at.

Priced at $76,590 plus on roads, the Tremor sits near the top of the range, costing $2000 over a Sport trim and $4600 less than the flagship Platinum variant. Unlike the Ranger Tremor, it’s solely offered with the 3.0-litre V6 turbodiesel powerplant. It performs a subtly different role, largely due to the fact that aside from a single test mule, there’s no Everest Raptor in production guise.

The key attractions will probably be the 29mm lift in ride height over the standard Everest and a toughened-up look. Even if you never plan to take the Tremor up anything more arduous than an unsealed road, these two attributes will be enough to win plenty of admirers who merely want the most macho Everest variant.

Those who are about to test the Tremor’s chops a little more severely will note the new Bilstein position-sensitive dampers and the 285/65 R17 General Grabber AT3 all-terrain tyres. A word on this little combo: Ford claimed that these dampers would improve ability both on and off-road. I drove a selection of Tremor vehicles on the local press event and the ride was routinely wooden, stiff-legged and harsh, something I wouldn’t have expected in an Everest with this damper and tyre combination.

Further investigation revealed that the tyres were typically inflated to a ruinous 13psi above the placarded pressures. I was fortunate enough to be able to take an Everest Tremor away from the launch, and once returned to the correct pressures, the ride was transformed to something even better than the Everest’s normal plushness. So if you see road tests elsewhere, criticising this vehicle’s ride quality or its unacceptable road noise, now you know why.

In Ford’s defence, it was a seriously hot day, which would cause pressures to creep up, but I also wondered whether a few additional millimetres in ride height would have helped the vehicles tackle an incredibly arduous off-road route through Toolangi State Forest. Deep ruts were the order of that particular day, and there were certain routes where the Everest Sport vehicles we also had along just couldn’t negotiate sections that the Tremor barely squeaked through.

With a ground clearance of 255mm, the Tremor also scores a 30mm extension in track width compared with the best-selling Sport trim. The approach angle of 32 degrees is almost two degrees superior, while the departure angle is 26.8 degrees and the breakover angle 23.9 degrees. Wading depth is unchanged at 800mm and braked towing capability remains at 3500kg. Payload if towing three and a half tonnes is 300kg – slightly better than both the Prado Altitude and, for what it’s worth, the Everest Sport.

The dampers are interesting. They’re a monotube design with a nitrogen-charged external reservoir that have been tuned by Ford’s product development team here in Australia, with the aim of allowing the Everest to tackle terrain such as washboard and gibber with greater resistance to overheating. They pair with a set of longer coil springs. An additional off-road drive mode is incorporated into the terrain management system. As well as the six drive modes you’ll see in other Everest 4×4 models (Normal, Eco, Tow/Haul, Mud/Ruts, Slippery and Sand), the Tremor also nets Rock Crawl mode, designed to optimise traction and deliver optimum torque in extreme circumstances.

Tyre pressure monitoring also features, which is a notable miss across most of the Everest range. The Tremor also gets auxiliary LED lights in the grille, a steel bash plate, matte black mirror housings and doorhandles, matte-black 17-inch alloy wheels, a couple of front tow hooks, composite side steps and orange Tremor badging. The colour palette isn’t very colourful, with Ford offering a choice of the hero Command Grey, Absolute Black and Meteor Grey, but Arctic White is the only non-cost paint finish, the others stinging you for $700.

Indoors, you’ll find monogrammed seats, all-weather floor mats and a 400W power inverter located in the rear of the centre console. Ford also offers a $3500 Rough Terrain Pack, which features a rough terrain bar and under vehicle armour, five auxiliary switches in an overhead panel, an $1100 Premium Seats Pack with greater electrical adjustment, and memory along with heating and ventilation. There’s also a $1900 Towing Pack and a $2500 Touring Pack which builds on the Towing Pack by adding a 360-degree camera and Pro Trailer Backup Assist.

The fuel tank is the same as the standard Everest range at 80 litres, although a 140-litre fuel tank is set to be offered. This will carry the same five-year warranty as the vehicle if fitted in factory and a two-year deal if retrofitted. Keep your eyes open for more news on that score. One thing to note is that because of the greater ride height and off-road detailing, the Tremor consumes fuel at a rate of 9.5L/100km, which is up a litre versus the Everest Sport.

In many regards, the Everest Tremor brooks few surprises. We knew the 3.0-litre Lion V6 is a formidable engine, delivering 184kW and 600Nm, and it pairs well with the 10-speed auto. I’d still like to see a set of paddle shifters fitted to the Tremor, as this would improve the impression of control both on-road and off. As it stands, you’ll need to operate a fiddly set of smooth buttons on the side of the gear shifter if you want to dictate gears to the 10R80 transmission.

The standard off-road screen is excellent, showing camera views or, if you prefer, roll and pitch angles. It also allows you to quickly engage hill descent or the rear diff lock. The Tremor uses a form of off-road traction control by braking up front which works reasonably well when low range and the rear diff lock is engaged, but the option of a front diff lock wouldn’t have gone amiss.

The changes turn the Everest from a vehicle that’s competent off road to one that revels in the rough stuff. It’s still not quite in the top league of genuine mud-pluggers, but given the modest $2000 price increase over the Sport, it looks like money well spent. Know both the limits of your abilities and the Tremor and you should be more than happy. It also scores the not insignificant advantage over the Prado Altitude of offering seven seats, a better engine and a functional luggage bay. A great family 4×4 with a little more attitude? That’s about the size of it.

Specs

Engine: 2993cc V6, 24v, dohc, turbodiesel
Max power: 184KW @ 3250rpm
Max torque: 600Nm @ 1750-2250rpm
Transmission: 10-speed auto
Weight: 2550kg
Economy: 9.5L/100km
0-100km/h: 9.2sec
Price: $76,590
On sale: Now

This month’s edition of Wheels, if we don’t say so ourselves, is jam-packed with quality motoring content.

It starts with our Ultimate Battle of the Best Sellers, in which Dylan Campbell takes the new Mazda BT-50, the Toyota HiLux, the Ford Ranger and the Isuzu D-Max – three of the four best-selling vehicles in the country – for a drive-off to work out which is the overall best for Australian conditions.

Andy Enright turns heads in Victorian country towns by taking the 488kW hybrid Corvette E-Ray (below) for a tour.

Another hybrid- the Porsche 911 Carrera GTS – is put through its paces to see where it fits in the model’s famous lineage.

There are first drives of the rugged Ford Everest Tremor, plus the MG ZS Petrol, Nissan Qashqai, Smart #3 Brabus, Ford Mustang EcoBoost, Honda HR-V and Aston Martin Vantage.

We also interview Premcar’s Bernie Quinn, an Aussie automotive engineering success story who admits he was a slow starter in life, celebrate a Modern Classic in the shape of the famous VL Commodore, and send off the Jeep Grand Cherokee as it ends its time in Australia.

Plus there’s our indispensable Databank section down back, 21 pages of facts and figures about every new car on the market.

Wheels April edition – we think it’s a cracker. You can also subscribe to the magazine here.

Ineos Automotive Australia has launched an extraordinary new refund program for buyers of its new Quartermaster ute, dubbed ‘Love It or Leave It’. Designed to get Aussie 4×4 enthusiasts behind the wheel, the brand will repurchase the vehicle from buyers if it fails to meet their expectations within a six-month/15,000km period.

Justin Hocevar, Head of Region at Ineos Automotive Asia Pacific, remarked: “As a scale-up brand we recognise that we’re combatting brand awareness and trust, to an almost David versus Goliath extent with engrained industry giants who have become a default choice, particularly in regional Australia.

“Our ‘Love It or Leave It’ offer embodies not only our unwavering confidence in Quartermaster and the Grenadier vision, but it also demonstrates our steadfast commitment to building trust in our customers.

“We’re daring Aussies to do their research and put the Quartermaster to the test – trust us by buying it, taking it, off-road adventuring with it, and loving it… and if they don’t, leave it,” he said.

The program is, however, not a straight refund and customers will be charged the vehicle’s depreciation during that period and any damage beyond that. Ineos is charging $1500 to customers per 1000km travelled up to a maximum of 15,000km, or $22,500 if they decided to return their vehicle. 
As per the company’s website, government charges such as stamp duty are also not refunded to the customer. 

Ineos shows that a Grenadier purchased through finance at $118,000 drive-away – travelling 6000km in the first six months – would equate to a $103,500 buyback costing $14,500 to the customer. That’s assuming no damage to the vehicle and is based on $7000 in on-road costs and $9000 in usage charges not returned to the customer, but a $1500 finance break clause credit.

Developed alongside the Grenadier wagon, the Quartermaster is a dual cab-ute with the same choice of BMW-sourced 3.0-litre turbocharged 210kW/450Nm petrol or 183kW/550Nm diesel engines and a ZF eight-speed automatic transmission.

Ineos is keen to show off the Quartermaster’s off-road credentials: its 264mm ground clearance and 800mm wading depth are key examples, while the brand says that its approach, breakover and departure angles are unrivalled by any other series production pick-up. It also features a centre differential lock and a two-speed transfer case, while front and rear diff locks are optional.

The Quartermaster also offers a 3,500kg towing capacity and 907kg (petrol) or 832kg (diesel) payloads, as well as a wide range of accessories.

The Ineos Grenadier Quartermaster is priced from $102,000 plus on-road costs in cab chassis form and is available from Ineos dealerships.

Twice in the past month I’ve had emails from people who bought the wrong car.

I know this because they each confessed their mistake. One was complaining that the driver’s seat was massively uncomfortable for her when she ventured beyond her daily commute, and the other admitted there was not enough space inside for his kids and all their stuff.

One was going to live with the mistake while the other intended to take a giant financial hit and switch cars. Neither was happy with their sub-optimal outcome.

Yet, as I advised them, it would have been easy to avoid their mistake by using one of the most basic and old-school methods in motoring – a test drive. Online shopping might be great for a quick dinner delivery, and only a small risk for a sub-$100 impulse buy, but it’s not the way to purchase a new car.

Yes, the interweb can supply you with all the basic facts and figures, then even calculate the all-important drive-away pricing. But… how does it look, how does it feel, will the kids and their stuff fit in the back? Is it better or worse than what you are already driving, and how does it compare against the other shiny newbies in the car world?

A test drive – or two – should answer every question. Just as it does for the team at Wheels.
The basic process is always the same and, like every major purchase in your life, should begin with research.

Firstly, set the budget. Then the size. Then a couple of potential makes and models. Colour should come last. When it’s time to start the test drives, never go alone. If it’s going to be a family car, take the family. Even if it’s just a car for one, a second opinion never hurts.

Start the test drive the way a pilot would begin – with a walk-around – and then begin in… the boot. That’s where you discover if there is a spare tyre, how much space is available – don’t forget to fold the back seats – and how easy it is to load and unload. Move forward through the back seat, having a serious sit and a good look around. Are there air vents, USB sockets and easy- to-use seat belts? What is the view like?

The best measure of space is to set the driver’s seat in your normal position, then sit behind ‘yourself’. How good’s the legroom now?

Finally, jump into the front and do not be distracted – or impressed – by ‘all the bells and whistles’. Virtually every car has them now, even if a giant infotainment screen is massively advanced compared with the basic radio display in your 20-year-old runabout. Check the view, operate the controls, settle into the seat, get a briefing on the standard driver-assistance systems – so you can anticipate any bings, bongs, bells or flashing lights – and head out.

You should be driving on a road you know, for a genuine assessment of the comfort, the ride quality and the cabin noise. Do not be blustered into a five-minute race around the block, often in the top-line model and not the one you had in mind to buy.

When you are serious about buying, demand extra time and go to a shopping centre you know. How easy is it to park and see out of, and how is the loading and unloading?

Finally, drive it home, park it in the driveway, see if it fits comfortably in the garage – you might be surprised – and if you walk out the front door and it makes you smile, then it’s a winner.

This piece first appeared in the May issue of Wheels, on sale now.

Ah, that new car feel. It’s a memory that never leaves you, really, getting behind the wheel of a fresh-out-of-the-factory vehicle.

The sheer pleasure of that experience is perhaps part of the reason for the growing popularity of novated leasing. The option of driving a new car – and then another new one a few short years down the track – is made possible by this convenient means of financing, which differs from personal car finance in some significant ways, offering both tax and lifestyle benefits.

Hassle-free buying

While theoretically anyone can negotiate a novated lease, the most common arrangement in Australia is a three-way agreement between an employee, their employer and a lease finance company such as Smart, who handle all aspects of organising the new vehicle. In this set-up the employee pays for the lease of the car through instalments from their pre-tax earnings, reducing their overall taxable income.
It’s also important to note that a novated lease can be taken out for more than a new car as Mike Daly, consumer education specialist for Smart, told WhichCar.

“A novated lease can be taken out on a brand new or used car, and it can also be purchased through a dealership, through private sale or even an auction,” says Daly. “It’s quite open to the type of car you get, and how you come across it.”

Convenience is a key attraction of taking a novated lease.

“Most people find the worst part of buying a car is the process of dealing with car dealers and buying the car,” says Daly. “But we can take care of that whole process and do it internally – find the right car for the customer at the best possible price, leveraged through our relationships with dealers, and then the whole process is handled by one person all the way through.”

That means registration, insurance, servicing and other maintenance can all be handled by the lease company.

“A budget is agreed upon with the customer when the lease is set up,” says Daly. “We base that on the length of the lease, how far the customer thinks they’re going to be driving, and also the type or car they’re buying – how much fuel it uses, how many replacement sets of tyres they’re going to need, what the servicing schedule is going to be – all those details are tailored and managed for each individual customer.”

Depending on a person’s circumstances, novated lease contracts run for between one to five years.
“Some people drive a lot so they might want to turn their cars over regularly,” says Daly. “Other people might be at the time of life where they have three kids and they need a seven-seater and that’s not going to change for the next five to six years, so they might feel very comfortable entering into a five-year lease.”

Tax benefits

A key advantage of a novated lease is its tax effectiveness. Novated leasing is approved by the Australian Tax Office as a means of car finance. By making a monthly payment from their pre-tax pay to lease the vehicle, the lessee reduces their total taxable income, potentially reducing their income tax bill by a substantial amount. The self-employed can also take advantage of this benefit.

“A lot of people focus on the pre-tax savings but that’s only one of the [tax benefits],” says Daly (above). “The other benefit is that you don’t pay GST on any of the running costs you have through a novated lease, so your fuel is 10 per cent cheaper just because you’re running your car through a novated lease. You also don’t pay GST on the purchase price.

“It’s one of those things – you don’t think 10 per cent off your fuel is that much but when you multiply it over every tank of fuel during a five-year lease, it’s going to add up to a significantly higher figure.”
Electric vehicles have proved particularly popular for those entering a novated lease because of the Federal government’s 2022 Electric Car Discount Bill, which allowed eligible electric vehicles (i.e. those under the luxury car tax threshold) to be paid for 100 per cent from pre-tax earnings and exempt from Fringe Benefits Tax. Plug-in hybrid vehicles (PHEVS) were also included in the concession, but that expires on March 31, 2025. 

“From March 31 PHEVs will no longer have that exemption available, so they will go back to normal – the lease paid from a mixture of pre and post-tax earnings,” says Daly. “EVs will continue as normal until at least 2027 when the government’s committed to review the program.”

Lease expenses for petrol or diesel cars need to be paid from a mixture of pre-tax and post-tax money, usually divided about 50 per cent each.

A word of caution

It’s important to remember a novated lease is a type of loan and so the company providing the finance will assess your ability to manage and repay the amounts involved just like any other loan. This means consumers should do a proper assessment of their financial situation and their current commitments, before embarking on a novated lease.

“A really important thing for people when they’re first looking into a novated lease is to have an idea of the costs they’re paying at the moment,” says Daly. “Normally when you run a car, you don’t think of your registration as 26 instalments of $45 dollars… so sometimes when you first look at a novated lease, the price can seem quite high because we’re not used to thinking of it in that way.

“One suggestion is to jot down what your costs are currently, and that might help highlight the value of a novated lease.”