Genesis brand ambassador and motor-racing legend Jacky Ickx received a particularly unique 80th birthday gift ahead of this year’s just completed Dakar Rally – a special GV80 Desert Edition in which to compete.

The off-road special was entered in this year’s Rally and given a 6,000km shakedown from Bisha to Shubaytah in some of the world’s toughest conditions.

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More than 40 years on from his historic win at the 1983 Dakar, Belgian legend Ickx took the wheel of the GV80 Desert Edition to mark his 80th year, with Dakar organisers gifting him a special ‘E80’ sticker to signify the occasion.

A collaboration between Genesis Middle East and renowned customisation specialist W Motors, the one-off GV80 boasted a number of modifications, including a wider stance thanks to 40mm-wider arches to fit bespoke 20-inch wheels and all-terrain tyres needed for the event.

The suspension was also “comprehensively upgraded” for desert conditions and more ground clearance was also added. Genesis even added a special desert drive mode.

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Upgraded lighting adorns the front of the GV80, including an LED light bar on the roof, additional lighting on the A-pillar and even a night-vision camera to help with ripping through the desert at night. The GV80’s roof rack also includes mounts for fuel canisters, sandbars and a rooftop tent.

Inside the GV80 special is an integrated drawer system that securely stores a full-size spare wheel, tools and emergency equipment with additional compartments for water supplies, first aid kits and communication devices.

The navy blue paintwork and single white stripe also paid tribute to Ickx, honouring the colours of the race helmet he wore throughout his career.

Genesis is yet to announce production plans for the GV80 Desert Edition but as a one-off, it’s capability away from the bitumen was on full display.

Following a mid-life update last year that added a larger battery to both the EQA and EQB electric SUVs, Mercedes-Benz has now announced two new Night Edition variants.

Adding more standard equipment for no extra cost compared with the base models, the Night Editions are priced from $85,800 for the EQA and $90,000 for the EQB (both plus on-road costs). Both models fall shy of the Luxury Car Tax (LCT) threshold, importantly making them exempt from Fringe Benefits Tax (FBT).

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Mercedes-Benz Australia said both models will be available in “strictly limited” numbers.

The Night Editions are based on the 250+ variants of the EQA and EQB, which both use a single electric motor making 140kW of power and 385Nm of torque. They both use a 70.5kWh battery, which allows for a claimed 578km range for the EQA 250+ and 564km for the EQB 250+ (both on the NEDC cycle).

As the name suggests, the Night Editions of both the EQA and EQB add a number of gloss black pieces, including 20-inch multi-spoke alloy wheels; front and rear aprons; mirror housings; beltline and window-line strip and roof rails.

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Those features come on top of the standard equipment found in both the EQA and EQB which includes:

• Panoramic glass sunroof
• Metallic paint
• Tinted glass
• AMG Line exterior styling
• Keyless entry and push button start
• LED exterior lighting with adaptive high beam
• ‘Artico’ synthetic leather upholstery
• Electric front seat adjustment with memory and heating
• Nappa leather steering wheel
• Dual-zone climate control with rear air vents
• ‘MBUX’ infotainment system with dual 10.25-inch screens
• Augmented reality navigation
• Finger print scanner for individual settings
• Wireless phone charger
• Apple CarPlay and Android Auto
• AM/FM/DAB+ digital radio
• Ambient lighting
• Adaptive suspension

The EQB adds:

• Two extra seats (for seven in total)
• Sliding middle row

Both the EQA and EQB are also equipped with the following safety kit:

• Nine airbags
• Autonomous emergency braking (AEB)
• Adaptive cruise control
• Active lane keeping asset
• Automatic parking
• Blind-spot monitoring
• Traffic sign assist
• Safe exit assist
• 360-degree camera
• Pre-safe system to prepare the cabin in the event of an imminent collision

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Mercedes-Benz Night Edition pricing (plus on-road costs):

• EQA 250+ Night Edition: $85,800
• EQB 250+ Night Edition: $90,000

Skoda is now entering one of its most aggressive years of product renewal ever, with no less than three all-new models landing in 2025 – alongside a major update for one of its crowd favourites.

The brand is also entering its electrified era. The Enyaq (see below) only recently joined the Australian product portfolio, and there’s more EV product coming down Skoda’s pipe in 2025.

Want the full rundown on what’s around the corner for Skoda? Read on.

JUMP AHEAD

• Skoda Octavia
• Skoda Kodiaq
• Skoda Superb
• Skoda Enyaq
• Skoda Elroq

Skoda Octavia

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One of Skoda’s most well-known models gets a mid-life nip/tuck, beginning with the new Select grade.

The Octavia Select (on sale now) takes the place of the Style variant, and spearheads the facelifted Octavia’s rollout ahead of the arrival of the Sportline and RS in the first quarter of 2025.

The price of entry has been cinched down to $41,490 drive-away ($39,590 RRP) for the Octavia Select Liftback, and while engine output of the mainstay 1.4-litre turbo petrol remains at 110kW and 250Nm, the performance-oriented Octavia RS gets a 15kW power bump to 195kW/370Nm.

Otherwise, it’s familiar facelift fare – reshaped bumpers and lights, with a bigger screen (13 inches, up from 10″) on the inside.

Buyers should also note that while the Octavia RS was revealed last year, local stock will reach Australia in March. Get pricing and details in our story here.

Skoda Kodiaq SUV

Skoda’s petrol-powered seven-seater will return in its new, second-generation guise at the end of 2024.

In the next few years, the Skoda Kodiaq will be supplemented by a production version of the electric Vision 7 S model. The idea is to offer buyers the choice of a three-row model with conventional ICE options, or a full EV model – which will be the first three-row EV SUV offered by the VW Group in Australia.

For that reason, it is expected that Skoda Australia will bypass the option of a plug-in hybrid powertrain for the Kodiaq.

However, the Kodiaq family SUV will come with a 150kW 2.0-litre turbo-petrol engine in its standard form, while a 195kW RS version will be offered for those thirsting for a little more performance.

It isn’t clear if Skoda Australia will persist with its AWD-only mentality for Kodiaq for the new-gen model, or offer a more affordable front-wheel drive take on the theme, as many other rivals do.

What appears likely, however is a three-row config as standard for the Australian market – though that will be confirmed closer to the next-gen Kodiaq’s market intro in March/April 2025

Skoda has confirmed some specifics on the dimensions of the new Kodiaq, including the length – 4758mm, which is 61mm more than the first-gen model – and the brand claims that third-row headroom is 15mm more accommodating, too.

The design is more mature and broad-shouldered too, so expect this Kodiaq to compete against rivals like the Mitsubishi Outlander and Toyota Kluger, rather than two-row stalwarts like the Toyota RAV4 and Subaru Forester.

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Skoda Superb sedan and wagon

These new-generation large family cars are designed to “fill the vacuum” left by the axed Passat from VW, with a sedan and wagon model to be offered.

The brand has had big success with highly-specified examples of the Superb in recent times, and so it is expected that the two body styles will be offered only with a single engine option, a 195kW 2.0-litre four-cylinder turbo-petrol engine, possibly with mild-hybrid technology, and a seven-speed automatic.

A preview drive we attended at the Munich motor show in 2023 was in such a model.

In terms of space and practicality, the new model is close to the last one, with ample second-row space, new infotainment technology in the form of a 12.9-inch touchscreen and 10.25-inch digital instrument cluster, and Skoda’s new “Smart Dials” for fan/AC controls, and the brand has shifted to a column-mounted gear selector to free up space between the seats.

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Back seat occupants will be treated to rear-seat climate control and ample storage, and as expected, there’s a big boot space in both the sedan and wagon models. An Australian launch for the all-new Superb is slated for July/August 2025.

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Skoda Enyaq

In January 2025, Skoda gave its Enyaq and Enyaq Coupe electric SUVs a facelift, improved technology, and better performance.

The exterior gets a “Tech-Deck Face” with a redesigned grille and headlights, while the interior boasts a larger 13-inch infotainment screen and an optional augmented reality head-up display.

The updated Enyaqs offer increased range and faster charging thanks to a more efficient electric powertrain. Australia is likely to again be offered only the Enyaq Coupe, although the brand has yet to confirm local details.

In its current form, the Enyaq kicks off at $69,990 for the Sport Line, with the Enyaq RS retailing for $83,990.

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Skoda Elroq

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Skoda is just getting started with EVs.

In July-August of 2025, the brand will wheel out its second all-electric model, the Elroq. Sized below the Enyaq, the Elroq is expected to supersede the midsized Karoq SUV and provide Skoda with a means to fend off the BYD Atto 3 and Tesla Model Y, as well as provide some healthy competition to its corporate cousin, the Volkswagen ID.4.

With a launch slated for the latter half of the year, it’s still too early to talk pricing or specification for the Elroq, but if the Enyaq provides any clue then we can expect the Elroq range to kick off somewhere in the $50-60K bracket, with higher-spec models potentially breaching the $60K barrier.

Like the Enyaq, we may also see locally-delivered Elroqs land with the largest available battery (an 82kWh unit) rather than the smaller batteries that are available in Europe.

Is there such a thing as a subtle supercar? To the uninitiated or those taking only a quick glance, the Ferrari GTO could be a 308 – lovely, but perhaps not something worth dropping your lunch over. After all, the two have a similar profile, are exactly the same height and differ by just 60mm in length – it would be an understandable case of mistaken identity.

Those in the know, however, will soon start putting the pieces together. With a 110mm-longer wheelbase and extra 190mm in width, the GTO has a much bigger footprint with commensurate presence. The five-spoke alloys are a familiar design but a half-inch wider at the front (16 x 8.0-inch) and 2.5 inches wider at the rear (16 x 10.0-inch).

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Suddenly, it all falls into place. The extra bonnet vent, the more pronounced chin spoiler and ducktail rear, the body-coloured, high set wing mirrors – it’s not a 308, it’s a GTO! Seeing one in the wild would indeed be cause for dropping your lunch as just 272 were produced – which is a story in itself, but more on that later.

The Ferrari GTO – the commonly used but unofficial ‘288’ moniker would come later in reference to the car’s 2.85-litre, eight-cylinder engine – was first announced by Enzo Ferrari in September 1983 and made its public debut at the 1984 Geneva Motor Show.

It was intended as a technological showcase, with extensive input from the F1 team’s lead designer, Harvey Postlethwaite, and the head of powertrain for Gestione Sportiva, Nicola Materazzi, while also giving Ferrari a potential challenger for the new Group B racing and rally regulations.

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This intention gave the car its name, GTO standing for Gran Turismo Omologato – Italian for homologation – and the name carried weight, for it had been applied to just one Ferrari in history, the heroic 250 GTO. No pressure, then.

The Group B regulations were liberal, to say the least, but there were a couple of non-negotiables. At least 200 road-going examples must be made, it must have two front seats, and minimum weights and maximum tyre widths were specified depending on engine capacity.

For example, a car with a 3.0-litre engine could run at a minimum weight of 960kg with 11.0-inch-wide tyres; a 4.0-litre engine increased this to 1100kg and 12-inch tyres, while a 5.0-litre engine meant 1235kg and 13-inch tyres. Turbocharging was starting to make major waves in motorsport in the early-1980s, so to compensate for its power-boosting ways, the FIA decreed a turbocharged engine would be deemed to be 1.4 times bigger than its actual capacity. This is where Ferrari got clever.

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Using the 308’s 2927cc V8 as a base, the GTO’s engine bore was reduced by 1mm for a swept capacity of 2855cc. Applying the FIA’s 1.4x multiplier, Ferrari’s new machine was deemed to have an engine capacity of 3997cc, a whisker under the 4.0-litre limit, yet two turbochargers and intercoolers increased outputs from the 308’s 177kW/260Nm (in Quattrovalvole guise) to 294kW/496Nm.

In order to make room for the forced induction paraphernalia, the engine was rotated 90 degrees, the GTO becoming the first Ferrari to have a longitudinally mounted V8 engine. This in turn necessitated the wheelbase stretch, but to keep the weight as central as possible (47:53 front-to-rear), the engine was mounted right up against the passenger compartment, to the point that a service hatch was installed in the bulkhead to perform certain maintenance.

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A tubular steel spaceframe comprised the GTO’s chassis, but while the doors remained aluminium, to reduce weight all other panels were either fibreglass or kevlar composite, one of the first automotive uses of the material. As a result, the GTO weighed just 1160kg dry, or around 1235kg ready to drive. Combine this with the force-fed V8 and performance was outrageous. Two IHI turbochargers fed 0.8bar (11.5psi) of boost into the dry-sump engine to produce294kW (a neat 400hp) at 7000rpm and 496Nm at 3800rpm.

To accommodate the GTO’s 304km/h top speed potential – the first production car to breach the 300km/h mark – the five-speed manual had very tall gearing, with maximum speeds of 112/180/252/304km/h in first-fourth respectively and fifth as an overdrive. Nevertheless, 0-100km/h was claimed to take just 4.9sec and the quarter mile 12.7sec.

Stopping was equally impressive thanks to large, ventilated discs at both ends (309mm front; 310mm rear) and tyre widths were massive compared with most conventional rubber – 225/50s doing the steering and 265/50s doing the driving, making the most of the A-arm suspension.

Every GTO was painted Rosso Corsa, though a few were repainted by Pininfarina for the Brunei Royal Family, but customers could choose from two seat sizes, fabric or leather upholstery, the latter available in black or with orange inserts. Electric windows, air conditioning and an AM/FM/cassette stereo were optional.

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The latter two added US$1300 to the US$83,400 price of the example tested by US magazine Road & Track when the GTO was new, equivalent to U$244,669 ($A375,697) in today’s money – why didn’t we all buy one?

The reason we didn’t all buy one was that only 271 of Ferrari’s VIP clients could, including Mick Jagger, Ralph Lauren and F1 drivers Keke Rosberg and Michele Alboreto. But weren’t 272 GTOs produced?

Following his retirement from Formula 1 at the end of 1985, Niki Lauda was employed as a consultant to Fiat and Ferrari and expressed his desire to become a 288 GTO owner. Ferrari regretfully informed Mr Lauda that production had ceased with all cars allocated, so this would not be possible.

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Not the sort of person to take no for an answer, Lauda rang Fiat CEO Vittorio Ghidella and a plan was devised for the cost of building a 272nd GTO to be shared between Ferrari and Fiat. Lauda got his GTO.

Despite its otherworldly performance and race-derived conception, journalists who were fortunate enough to find themselves behind the three-spoke Momo steering wheel were amazed at the GTO’s useability. Its tractability, its vision and its ride comfort all made it a car that was as beautiful to drive to the shops or in the hills as around a racetrack.

evo has featured the GTO on a number of occasions over the years and subsequently quite a few of its staff have thoughts to share. Even alongside its newer siblings, the F40, F50 and Enzo, Ferrari’s original Supercar still impressed John Barker. “The GTO is sailing over this tricky surface, barely acknowledging many of the lumps, bumps and compressions.

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“Then there’s the unassisted steering – direct, feelsome and marvellously weighted. This is clearly a very tight, sorted original, and helped by modern rubber, but it delivers, and the tougher the road, the better it gets, its twin-turbo V8 driving the tail into the tarmac and firing it up the road on a swelling, whooshing flood of torque.”

Richard Meaden added: “It flows with such ease that you can relax into enjoying the prodigious performance”.

Jethro Bovingdon was also enraptured: “The delicacy of its feedback, the rush of its turbos and the supple chassis really got under my skin. That this all comes wrapped in a compact, beautiful package is a big bonus.”

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Perhaps the last word, however, should go to Stephen Dobie, who pitched the Ferrari against its German Group B rival, the Porsche 959.

“The GTO is an almost religious experience as you thread the car from corner to corner with minimal inputs, click-clacking up and down the open-gate gearshift and hearing the front tyres chirrup and squeal as you brake later and later. For me, the GTO is the greatest and most desirable car I have ever driven.”

Its beautiful but understated lines don’t immediately attract attention and its performance may have long since been surpassed, but its rarity and quality means there’s no mistaking the GTO as one of the most iconic Ferraris of all time.

Legendary Specs

• Engine: V8, 2855cc, twin-turbo
• Power: 294kW @ 7000rpm
• Torque: 496Nm @ 3800rpm
• Weight: 1235kg
• Power-to-weight: 238kW/tonne
• Tyres: Goodyear Eagle VR50
• 0-100km/h: 4.9sec
• Top speed: 304km/h
• Price: US$83,400 (1985)
• evo rating *****

Mazda has confirmed that the Mazda6 will exit Australian showrooms amid slowing demand for mid-size cars and the ongoing rise of the SUV.

Australia is one of the final markets where the Mazda6 is still sold after it exited both North America and many European markets in 2021, China in 2023 and its native Japan in 2024.

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In 2024, just 1,354 Mazda6s were sold in Australia – less than a tenth of its peak performance, which was 14,783 deliveries in 2005. Even in 2015, it exceeded 5,000 sales locally with just under 150,000 sedans and wagons sold in total to date.

The Mazda6 is the latest car to exit the once-popular mid-size segment, with cars like the Ford Mondeo, Subaru Liberty, Volkswagen Passat, Nissan Altima, Kia Optima, Citroen C5 and Peugeot 408 no longer sold in Australia. Just the Toyota Camry, Hyundai Sonata and Skoda Octavia remain in local showrooms – plus the Tesla Model 3, Hyundai Ioniq 6, Polestar 2 and BYD Seal if you add EVs to the mix.

The all-electric Mazda6e will replace the Mazda6 in Europe, but Australian sales are yet to be confirmed. There was also speculation of a new-generation 6 based on the same ‘Large Architecture’ platform as the brand’s new large SUVs like the CX-60, but they are yet to come to fruition.

“We owe a lot to Mazda6 in helping to make the Mazda brand what it is today,” said Vinesh Bhindi, Managing Director for Mazda Australia.

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“Coinciding with the origins of our Zoom Zoom philosophy, its local introduction in 2002 contributed to a paradigm shift for the brand, and it immediately became widely praised as the benchmark for front-wheel drive dynamics and involvement.

“While we have seen the market shift its preference towards SUVs in recent years, the Mazda6 has always been – and continues to be – held in particularly high regard by loyal enthusiasts and keen drivers alike.”

The final Mazda6 models have been made for Australia, though the company says that there is still healthy stock for those wanting to snap one up.

Specific launch timing is yet to be confirmed but Mitsubishi Motors Australia has confirmed that a new generation of ASX small SUV will go on sale sometime in 2025. But instead of being developed by Mitsubishi, the new ASX is instead based on the Renault Captur.

To differentiate the two, the ASX features different badging and slightly different styling, but will be manufactured in the same Spanish factory as the Captur and not the current ASX’s Japanese factory. While the Captur-based ASX is new to Australia, it’s actually been sold in Europe since 2023.

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In Europe, the ASX is available with 1.6-litre hybrid drivetrain, as well as turbocharged 1.0-litre and 1.3-litre petrol engines and even a 1.6-litre turbo diesel. Mitsubishi Australia is yet to confirm local drivetrains, but we’d wager at least both the hybrid and 1.3-litre petrol engines as part of the lineup.

While local specifications are also yet to be confirmed, available equipment on European models includes a 10.4-inch portrait touchscreen with inbuilt Google, wireless Apple CarPlay and Android Auto, wheels up to 18 inches in size, all-LED exterior lighting and a full active safety suite including a 360-degree camera, adaptive cruise control with adaptive lane guidance, auto high beam and automatic parking.

The new model comes as a new Australian Design Rule (ADR) mandate has forced Mitsubishi to discontinue the ASX – and its Eclipse Cross and Pajero Sport siblings – locally as re-engineering the models was adjudged as not feasible.

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“Given the position of ASX, Eclipse Cross and Pajero Sport in their current life cycles, investment towards the re-engineering of these vehicles to incorporate the new ADRs was not commercially feasible,” said Mitsubishi Motors Australia CEO, Shaun Westcott.

Mitsubishi is also yet to confirm local pricing, but the outgoing ASX starts at $24,990 plus on-road costs. Considering that the new model is to be manufactured in Spain – which doesn’t share a Free Trade Agreement with Australia, unlike Japan where the previous ASX is manufactured – it’s likely to start at a higher price.

To compensate for the likely gap in production, Mitsubishi Australia ordered a surplus of current shape ASXs to last until later in 2025 when the new model will be on sale. These cars have already arrived in Australia to meet the requirements for the new ADR.

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“We have worked closely with our dealer partners to ensure each model line will be ordered in sufficient quantities ahead of time. This will support our customers while we continue to confirm our future model plans as a core Mitsubishi market.” said Westcott.

Mitsubishi Motors Australia will confirm local pricing and specifications for the new ASX closer to launch.

January 2024: Hyundai ute imagined with Kia Tasman body

It’s been a long time since Hyundai has spoken on its ute plans, but it’s understood the company is charging ahead with its load-hauling plans.

And, of course, Hyundai’s stablemate Kia has unveiled its big Tasman ute, showcasing a unique design back in October 2024.

With that in mind, Photoshop wizard Theottle has imagined Hyundai’s upcoming ute with the Tasman as its base.

Of course, the problem is that Hyundai has already confirmed it will focus on an electric ute instead of diesel, so it remains to be seen if it will share any parts with the Tasman.

Check out Theo’s renderings below, and tell us in the comments what you think of the design.

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Perhaps it’ll look more like the Ioniq 5 SUV?

We’d drive this!

April 2023: How about a Palisade ute?

It’s supremely unlikely that Hyundai’s confirmed, upcoming ute would share its name with the Palisade, but we like it – so we’ve kept the badge in place on the tailgate.

And it’s hard to deny the Palisade’s big and bold face works on a ute. The Santa Fe- and Kona-based renderings below would surely do fine, but with the Palisade snout, this Hyundai ute could bring a lot of flair to the truck market.

Which do you prefer? Continue scrolling for more!

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March 1: New renderings imagine the confirmed Hyundai pick-up ute

Mike Stevens

While we wait for Hyundai to follow cheeky sister-brand Kia into rolling out some revealing spy photos of its anticipated ute – confirmed in 2019 by outspoken Hyundai Australia boss John Kett in the story below – we’ve had a crack at mocking up some potential designs.

In this update to our Hyundai ute confirmation story, we’re presenting two potential takes on the new Ranger-rivalling Hyundai ute.

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First up is a design inspired by the Staria van, the incoming new-gen Kona SUV, the overseas facelifted Grandeur sedan, and the new Sonata facelift.

This look might be an unlikely outcome, given it presents as a streamlined sporting design when ute buyers are often looking for something more rugged. But, as a point of difference in a crowded market, a design along these lines could be just what the doctor ordered.

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For the second look, we’ve turned to the next-gen Santa Fe SUV.

That’s a tricky one, because Hyundai hasn’t even unveiled the new model, but our recent spy photos suggest our speculative Santa Fe renderings are fairly accurate.

So, we’ve tacked it onto this Hyundai ute – even though Hyundai is unlikely to offer a ute with a face identical to the new Santa Fe, but it might be something along these lines.

Both designs wear the same rear-end design, with ‘pixel’ tail lights inspired by the Staria and the Ioniq 5.

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What will Hyundai’s ute be called?

We don’t know, but for shits and giggles, we’ve dubbed the Hyundai ute Santa Claus – partly in reference to the Santa Fe SUV and the small Santa Cruz ute sold overseas, but also because, incredibly, Santa Claus is a real place in Indiana, USA.

Hey: it’s a ‘sleigh’ that carries stuff, and it’s the Christmas gift Hyundai Oz has been waiting for!

What do you think of the new look? Tell us in the comments below!

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When will the Hyundai ute be revealed?

That’s a tough one to puzzle out, although we can likely look to Kia for some clues. The smaller of the two stablemate brands is already openly teasing its upcoming ute, by testing prototypes on public roads with the new Kia badge proudly displayed in the grille.

Speaking with Wheels Media around the same time as Hyundai boss John Kett gave Tim Robson some choice quotes (again, see below), Kia Australia COO said a 2022-23 launch for the K brand’s ute “would be pretty close”.

As we’re now into 2023, and Kia’s ute is being paraded for all to see, we can likely expect it to be unveiled in the coming months.

An Australian debut is therefore likely for either late 2023 – at the outside – or more likely sometime in 2024.

“Hopefully we’re first [to launch in Australia] but it doesn’t really matter. It’ll be close,” Meredith added, when asked about Hyundai’s version of the ute.

Has Hyundai HQ muzzled its Australian execs?

Reports in June 2020 suggested the group’s Korean headquarters had attempted to rein in the enthusiastic comments from its Australian leadership, but months later, global design boss SangYup Lee was telling us of his interest in delivering a ute for Australian buyers.

It seems a moot point now, however, given a decision has clearly been made somewhere to be more open to the free media coverage delivered with that Kia-badged ute prototype.

Did you say a six-cylinder Hyundai ute?

Maybe. Speaking with Dan Gardner at the Genesis GV80 first drive in Korea back in 2020, Albert Biermann – the company’s now-retired-but-still-consulting R&D dynamo – offered a cryptic hint when talking about the new luxury SUV’s straight-six diesel:

“This engine, we can have so many applications,” he said. “As you know, we also make commercial vehicles, so this engine will be out there for quite some time”.

A straight-six Staria is unlikely, so a direct rival to Ford’s new six-cylinder Ranger could be part of Hyundai’s ute strategy…

Get our latest stories at the links below (along with our renderings of the Kia ute), and keep scrolling for our earlier story confirming Hyundai’s ute.

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The story to here

September 2019: Hyundai boss confirms “a real bloody ute” range is coming

Tim Robson

New Hyundai Australia COO John Kett has lit the fire under a long-awaited ute program, confirming that the company is working on a full range of one-tonne ute-based commercial vehicles for sale in Australia.

“What’s clear to us is that if we’re going to bring a ute out, it had better be a ute,” said Kett, a long-time stalwart of the car industry both here and overseas. “We’ve got past the first hurdle of what it needs to look like, but it needs to be functional as well. That’s the important part.

“We’re going down that pathway and we’re working towards it. We just have to make sure that when it arrives, it’s a bloody ute.”

Previous Hyundai pick-up concepts have been passed on smaller ‘unibody’ designs (below), but the one-tonner will be based on a ladder-frame chassis similar to that used under rivals like the Toyota Hilux and Ford Ranger, with development costs to be shared with sister company (and staunch rival) Kia.

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Kett told WhichCar that Hyundai is currently working on a framework around the pick-up model mix.

“We’re looking at a range,” he confirmed. “When you cut up the ute market, you split it up between 4×4 and 4×2, who owns 4×2 and what powertrain goes with that [internally] and then 4×4 crew cab versus cab/chassis and so on… we want to be smart about it and that’s what we’re going through at the moment.

“Andrew [Tuatahi, Hyundai product manager] is having a lot of sleepless nights over this because we’re going fast down that road, but we do need to be smart about it, so that when people look at it, they say ‘yep, that’s it’.”

Tuatahi acknowledged that the plan – first floated in 2014 – is based on a vehicle that can deliver what Australians have come to expect from a ute in terms of towing capacity and payload, but other factors need to be worked through before more details can be confirmed.

“The fundamental request [to head office] hasn’t changed in terms of powertrains, drivelines, chassis set-up and abilities, relative to towing and off-road ability,” said Tuatahi. “That fundamental request has been consistent.

“There have been a few other things that have changed recently in terms of other market’s production capacity and facilities, and that’s the dynamic we’re working with at the moment, just to make sure that whatever is agreed to as a solution for the one-tonne pick-up works for us and the other target markets that the car will be developed for.”

WhichCar believes that this refers to Hyundai’s recently announced plans to build a new plant in Indonesia, which shares free trade status with Australia. One-tonne utes like the Toyota Hilux and Isuzu D-Max are already strong sellers in the Asian region, while the existence of a free trade agreement will give Hyundai flexibility when it comes to pricing the ute for the Australian market.

It’s also possible that Hyundai might throw the pick-up into the US market, which is slowly developing an appetite for a one-tonne ute thanks to vehicles like the Ford Ranger.

The proposed new plant will cost more than $1 billion to build, and have an annual capacity of 250,000 vehicles once finished.

Back to the future: 2023 links

Anyone who reckons all SUVs look the same probably hasn’t seen the fourth-generation Hyundai Tucson.

When it launched in 2020, just six years separated this Tucson and the bland second-generation model known here as the ix35.

Three years on, the Tucson is still one the most striking-looking mainstream SUV models on the market, with its ‘Sensuous Sportiness’ design language bringing more angles than an origami swan including a sharp shoulder line, bulging wheel surrounds and bold character lines including a distinctive mark-of-Zorro-like Z-shape on the back door.

But beauty is in the eye of the beholder and, in the case of the Tucson, it doesn’t extend too far beyond skin deep.

A facelifted Tucson launched into Australia in June 2024. This range review has been updated to reflect the updates and changes.

JUMP AHEAD

• Hyundai Tucson pricing
• What body styles are available with the Tucson?
• What features are in every Tucson?
• What key features do I get if I spend more?
• How safe is the Hyundai Tucson?
• How comfortable & practical is the Tucson?
• How much boot space does the Tucson offer?
• I like driving, will I enjoy the Tucson?
• Which Tucson engine uses the least fuel?
• What is the Tucson’s towing capacity?
• How long is the warranty & what are the Tucson’s servicing costs?
• Which version of the Tucson does Wheels recommend?
• What are the Hyundai Tucson’s key rivals?

Hyundai Tucson pricing

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What body styles are available with the Tucson?

Like all of its rivals, the Hyundai Tucson is a five-door SUV only, with five seats.

The Tucson drives either its front wheels (FWD) or all four wheels (AWD), depending on the version chosen. It is classed as a medium SUV, in the volume-selling segment.

Powertrains include a standard non-turbo 2.0-litre petrol four-cylinder engine, along with a 1.6-litre turbo petrol four in regular and electric-assisted hybrid forms – the latter entering as a rival to Toyota’s popular RAV4 Hybrid.

The Tucson has dropped its 2.0-litre diesel in the process, but buyers keen on that mill can look to its brother under the skin, the Kia Sportage.

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What features are in every Tucson?

The features listed below are standard in the entry-level model and will appear in higher-grade variants unless replaced with more premium equivalent features.

Entry level: Tucson 2.0L FWD

As the name suggests, the cheapest Tucson comes with front-wheel drive (FWD) and the four-cylinder 2.0-litre ‘SmartStream’ naturally-aspirated petrol engine, with a six-speed automatic transmission.

It’s decked out with 18-inch alloy wheels, including a full-sized spare, while the interior features manually adjusted cloth seats, a new 12.3-inch main display, and wireless connectivity for Apple Carplay and Android Auto.

Buyers of the base model can also up their spend to add the N Line package, detailed below.

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What key features do I get if I spend more?

Tucson Elite

Stepping up to the mid-spec Elite brings a bunch of extras and more powertrain choices.

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Key highlights include a 12.3-inch digital driver display and Highway Driving Assist, which integrates adaptive cruise control, lane centring, and automatic lane changes for enhanced driving support.

There’s also a power-operated tailgate, heated front seats and a heated steering wheel and leather-accented seats. Full upgrades listed below.

Tucson Premium

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The Tucson Premium brings even more desirable extras, including:

Tucson Premium N-Line

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How safe is the Hyundai Tucson?

The Hyundai Tucson has a five-star ANCAP safety rating, based on testing conducted in 2021. This applies to all variants.

It received a score of 86 per cent for adult occupant protection, 87 per cent for child occupant protection, 66 per cent for vulnerable road user protection, and 70 per cent for safety assist technology, which includes:

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How comfortable and practical is the Hyundai Tucson?

If someone is won over by the Tucson in a showroom it’s likely to be when they slide into the cabin.

The fit and finish are excellent and, even in the entry-level Tucson, you won’t find any hard plastics up front higher than the door armrests.

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In the Premium, everything looks very premium, particularly with the leather upholstery trims, which are a $295 option over the standard black leather.

The front seats in all variants are comfortable.

Like the dashboard, the two-tier centre console has no protruding clutter, with even the shift-by-wire gear selector now positioned behind the steering wheel on 1.6 turbo petrol models.

There’s a decent-sized storage bin, two cup holders and a wireless phone charging pad that’s slightly tilted to allow for ventilation underneath and prevent the device from overheating.

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Rear space and comfort

The Tucson’s 2755mm wheelbase brings plenty of leg and knee room and there’s a nice gap under the front seats to fit your feet.

All three rear seats are comfortable and despite the swept-back roofline headroom isn’t too bad either – even in versions that have a sunroof.

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With two rear passengers, there’s a fold-down centre armrest with two cup holders.

Fitting three adults across the bench might be a bit of a squeeze, but whoever cops the middle will be pleased to see that the Tucson has a very shallow transmission tunnel that allows for reasonable legroom.

With two rear passengers, there’s a fold-down centre armrest with two cup holders. Other rear storage options include map pockets behind the front seats and pokey little door bins designed to take a bottle. Rear seat passengers also get air vents and there are two USB sockets.

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You’ll have no issues fitting three younger people across the back and if you need to put them in child seats there are ISOFIX anchor points at the outboard seats and three top tethers.

However, fitting the top tether on child seats can be difficult due to a narrow gap between the back of the second-row seats and the retractable parcel shelf.

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How much boot space does the 2025 Hyundai Tucson offer?

With the rear seats up, the boot holds 539 litres, making it one of the biggest in a medium SUV.

The Tucson has a full-sized spare wheel under the boot floor, so it compares well with the Toyota RAV4, which holds 542 litres with the optional full-sized spare.

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Folding the Tucson’s 60:40 split rear seatbacks down brings up to 1860 litres.

The Tucson’s tailgate opens nice and high so you won’t hit your head, and there’s a 12-volt outlet plus remote seatback releases.

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I like driving, will I enjoy the Hyundai Tucson?

Depending on the engine you choose… yes or no.

Even if performance is down the bottom of your list, there will be times when you’ll find the SmartStream G2.0 engine wanting, particularly when tackling hills.

This is essentially the same engine found in the i30 Sedan, but it’s pulling an extra 200kg, which makes it a little revvy when you put your foot down.

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Reaching 2500rpm in quick time catches the six-speed auto napping and it seems to have trouble finding the right gear, making the engine scream at about 3500rpm for a few seconds before either finding the right cog or, if the pedal is still touching the floor, revs continue climbing to reach peak torque and power at 4500rpm and 6200rpm respectively.

That weight gain also impacts the 132kW/265Nm 1.6-litre turbo-petrol that, combined with the seven-speed dual-clutch transmission, delivers its best work at higher speeds and feels gutsy and decisive on the open road.

But around town, this powertrain combo struggles a little and can feel frustratingly slow and jerky at low speeds, not to mention a tad thirsty.

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The new flagship engine, the 1.6 turbo petrol-electric hybrid, offers a more convincing 169kW and 350Nm – and that huge jump in torque makes a palpable difference behind the wheel, helped by its conventional six-speed auto.

Where the six-speed of the willing but underpowered petrol engine would desperately hold onto gears, it plays more confidently with the hybrid setup.

Ride comfort across the range is firm but not jarring – endowing the Tucson with a more sporting feel.

The new Tucson misses out on the local tune that was once a staple of Australian-delivered Hyundai models and while it cushions occupants nicely from nasty potholes, the damping is less effective at isolating the cabin from small- to medium-size bumps, making the ride feel a little busy on country roads.

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Body roll is well-contained for a medium SUV and it feels neatly compliant through corners.

The steering likewise feels well-weighted, lending more confidence in corners and on the highway.

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Which Tucson engine uses the least fuel?

No surprise, the hybrid is the most frugal of the three powertrains available.

It has a respectable official combined fuel consumption rating of 5.3 litres per 100 kilometres – which, depending on the circumstances of your trip and the distance, is easily beaten with high sub-5.0 numbers. Conveniently, the hybrid only needs 91-octane petrol.

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We can’t say the same about the 2.0L petrol and 1.6L turbo-petrol engines, which do a great job in a Hyundai i30 but struggle with the Tucson’s additional 200kg heft.

The 2.0-litre petrol drinks 8.1L/100km on the combined cycle and a very greedy 11.0L/100km on urban roads, while the 1.6-litre turbo engine’s official combined fuel consumption is 7.2L/100km.

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What is the Tucson’s towing capacity?

The petrol Hyundai Tucsons have a 1650kg braked towing capacity, while the hybrid version can haul up to 1900 kilograms – matching the diesel model it replaces.

Unbraked towing capacity is 750kg across all three powertrains, as is the 100kg tow ball weight limit.

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How long is the warranty and what are the Hyundai Tucson’s servicing costs?

As per the wider Hyundai range, the Tucson is covered by the brand’s five-year/unlimited-kilometre warranty.

Servicing for the 2.0-litre petrol is required every 12 months or 15,000 kilometres, whichever comes first. The turbo-petrol and hybrid variants have a shorter 12-month/10,000km interval.

Lifetime capped-price servicing is available, with costs dependent on the service interval and powertrain.

For the popular hybrid model, the first five services are priced at $340, $340, $560, $410 and $340 respectively.

Service intervals are 12 months or 10,000km – which, given the Aussie average of around 14,000km per year, could prove frustrating.

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Which version of the Hyundai Tucson does Wheels recommend?

Read most Hyundai and Kia SUV reviews and you’ll be invariably steered toward the turbo-diesel AWD options in earlier forms, or the new hybrid in the Tucson’s latest incarnation.

The fact is, those combinations do a much better job of hauling these Korean SUVs than the petrol offerings. This is certainly the case with the Tucson.

For the best all-round package in the updated range, it’s hard to go past the hybrid, which offers the best value in terms of equipment, driveability, fuel economy and mid-level pricing – starting from $45,100.

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What are the Hyundai Tucson’s key rivals?

• Kia Sportage
• Mazda CX-5
• Mitsubishi Outlander
• Nissan X-Trail
• Subaru Forester
• Toyota RAV4
• Volkswagen Tiguan

It’s fair to say that Peter Robinson knows a thing or two about assessing a vehicle. As the editor of Wheels for a record 16-year innings, more road tests have landed on Robbo’s desk than any other man in the big chair at Wheels. He’s driven nearly everything in a stellar career, so it was only natural that we wanted him as a judge at COTY and, when all was wrapped up, that we wanted access to his notebook.

Here are the ten cars that caught Robbo’s eye, for better and for worse, at COTY 2024.

BMW iX2 xDrive30

For decades BMW instruments set the standard in legibility, simplicity of design and elegance. No longer, the switch to digital instruments, which brought a total redesign, dates back to 2018. Despite six years refinement of the concept this BMW’s dashboard is as contrived, messy and hard to fathom as too many elements of the exterior styling. Why change the perfection of white-on-black circular dials?

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BYD Sealion

BYD, the most feared of all China’s car makers, still has much to learn when it comes to dynamics, a quality that remains significant to Wheels’ readers. Corners and bumps instantly reveal the Sealion’s lack of body control from a suspension that’s excessively soft and brings an overreaction to big bumps and helps exaggerate the understeer. Add steering that’s too light and you realise rivals do driver appeal so much better. Nor is the hybrid drivetrain responsive, for it lacks the immediacy of an EV, unless you kickdown to the firewall to wake up the petrol engine. Wait for the next generation.

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Ford Mustang Dark Horse

Yes, it helped that the Mustang was the only three-pedal COTY competitor, but that wasn’t the only reason I loved Ford’s track-attacking special edition. The Dark Horse, equally skilled as a comfortable cruiser or blitzing sports car, is capable of feats no other Mustang I’ve driven can achieve. The brawny 350kW bent-eight emits all the right sounds, the brakes are fantastic, the handling so wonderfully adjustable, the slick gearchange perfectly matches the car’s character, and the electric power steering delivers real feedback on the track. Yes, this Mustang’s getting hefty, yet it remains a brilliant drive. Another batch please.

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Hyundai Ioniq 5N

Much respected colleagues, including my old mate Chris Harris, rave about the Ioniq 5N.

Didn’t stop my scepticism hitting the redline before any wheel time. I can’t pretend to understand how it’s been achieved, only that in how the N feels, sounds and behaves (it even stutters at the cutout), this fabulous car mirrors the very best hot hatches. At least up to nine-tenths, step beyond that and the weight intervenes. Once the N lets go it would take a Verstappen to avoid a spin.

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Lexus LBX

There must be some kind of irony when the cheapest (S47,550) most diminutive (overall length 4190mm) Lexus is also the best looking. The market for tiny, luxury SUVs maybe small – dealers shifted 141 LBXs in October, but by employing the Yaris Cross (835 sold the same month) as a fine basis, Lexus has transformed Toyota’s baby. Provided you don’t need serious adult space in the rear seat, the LBX plays true Lexus in terms of refinement, seat comfort, equipment and finish. Who cares if it’s not quick when the styling is so striking?

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Mazda CX-90

Am I alone in struggling to identify Mazda’s clutch of look-alike SUVs? I think not. Size alone is not enough to distinguish the various CXs that continue to evolve Mazda’s now 15-year old KODO styling theme. Still, they remain handsome: the huge, designed-for-America, CX-90 exudes an upscale appearance, even though the driving doesn’t quite live up to expectations. If only I (and potential buyers) could easily distinguish it from the CX-70 and CX-80 without searching for the identity badge. Time for a new design language.

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Mercedes-Benz CLE Coupe 200

It’s only four years since the Mercedes-Benz coupe (and cabriolet) range stretched to three distinctly different models, all developed from the corresponding C, E and S class sedans.

Today, just one survives: the newly named CLE. The rationalisation is a non-brainer when you realise the difference in wheelbase between the old W213 E-Class and W205 C-Class was only 33mm. The CLE splits the difference, at 2865mm the wheelbase is eight mm shorter than the E-coupe and 25mm longer than the C-coupe. Unsurprisingly, the CLE 200’s $102,815 price is rather closer to the E200’s $112,969 than the C200’s $79,200.

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MG Cyberster

Think of the Cyberster as a fun-to-drive sports car and you’ll be sadly disappointed. Not with the startling EV performance, but the lack of composure and a truly lousy ride on anything less than a smooth surface. Rather, this is a cruise car, deliberated styled to look concept-show car, for poseurs. To the exotic styling, add electric doors that open at the touch of a button and swing up like a Lambo’s, and a flamboyant interior that features four screens.

Yes, it feels unique, but for pure fun I’d still take an MX-5.

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Mini Countryman SE

If I told you the Mini Countryman was effectively the same length the original Range Rover, I doubt you’d believe me. It’s true, the new Countryman stretches to 4447mm, up 130mm on its predecessor, while the two-door Rangey reached just 4445mm. The Countryman is easily the largest model in the brand’s history, big enough to warrant the SUV label. Yet it’s true to the Mini ethos and even in EV form still feels and drives as you expect a Mini to behave. The interior is undeniably Mini with its enormous circular screen. What’s not Mini is the way-too-thick diameter of the steering wheel.

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Polestar 3

My first Polestar and I’m impressed. Seems the key to the Polestar 3’s agile driving feel is the BorgWarner mechanical torque-vectoring rear axle that Polestar claims is a first for an SUV. The dual-clutch system can send all the rear motor’s torque to one wheel or split it between the left and right wheels in any ratio. The rear-axle disconnect only works in Range mode when opening both clutches improves efficiency and increases range by about 10 percent. If you buy into the claim that this Polestar is a rival for the Big Three Germans then there’s no doubting its competitiveness.

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For many Australians their first experience of Kia was via its dependable Cerato model but in a quest to standardize its model names, the Korean powerhouse will retire the name down under and replace it with the Kia K4.

As with the Cerato, four models will be offered here: entry-level S, mid-spec Sport and Sport+, and the warm top-spec GT-Line. Priced from $30,590 plus on-road costs, the Kia K4 will be offered solely in sedan form for now with a hatchback bodystyle expected later in the year.

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Efficiency and drivetrains

The K4 range will initially be available with a choice of two petrol engines: either a 112kW/192Nm 2.0-litre naturally aspired engine in the S, Sport and Sport+, or a 142kW/264Nm turbocharged 1.6-litre unit in the GT.

If those engines are familiar, it’s because they are largely carried over from the Cerato. A hybrid is due later in the year for those wanting more efficiency.

The 2.0-litre engine is equipped with a six-speed automatic transmission, while the 1.6-litre turbo is paired to a new eight-speed auto, replacing the previous seven-speed dual-clutcher in the Cerato GT. The 2.0L engine is rated at 7.4L/100km for combined fuel consumption – identical to the Cerato – while the 1.6T is now rated at 6.7L/100km, which is a 0.2L/100km improvement.

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Dimensions

The K4 has increased in size compared with the Cerato it replaces, now measuring 4,710mm long, 1,850mm wide, 1,425mm high and riding on a 2,720mm long wheelbase, making it 200mm longer, 50mm wider, 15mm less tall and riding on a 20mm-longer wheelbase than the Cerato.

Its 508-litre boot is also 80 litres larger than the Cerato sedan.

Safety

The K4’s ANCAP safety rating is yet to be announced, but the whole range is quite well equipped with features like seven airbags (including a front centre unit), autonomous emergency braking (AEB) with pedestrian, cyclist and intersection assistance, blind-spot monitoring with rear cross-traffic alert, lane keeping assistance with lane departure warning, adaptive cruise control, driver attention monitoring, intelligent speed limit assistance, auto high beam and a reversing camera.

Adding the Safety Pack to the base S adds junction-crossing detection and direct/oncoming lane change detection, while the Sport adds lane change assist and semi-autonomous highway driving functionality.

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Pricing

Kia K4 pricing (plus on-road costs):

• S: $30,590
• S Safety Pack: $32,690
• Sport: $35,190
• Sport+: $37,590
• GT-Line: $42,990

Standard features

The entry level K4 S is equipped with:

• Dusk-sensing automatic LED headlights with LED daytime running lights
• 16-inch alloy wheels
• Keyless entry and push button start
• Remote start
• Heated and auto-folding mirrors
• Grey cloth upholstery
• Height-adjustable front seats
• Manual air-conditioning with rear air vents
• 12.3-inch touchscreen with over-the-air updates
• Wireless and wired Apple CarPlay and Android Auto
• AM/FM/DAB+ digital radio
• 4x USB-C charging ports
• Six-speaker sound system
• Seven airbags (including a front centre unit)
• Automatic emergency braking (AEB) with vehicle, pedestrian, cyclist and intersection assistance
• Lane keeping assistance with lane departure warning
• Blind spot-monitoring with rear cross-traffic alert (both with braking)
• Adaptive cruise control
• Intelligent speed limit assist
• Auto high beam
• Driver attention monitoring
• Safe exit warning
• Rear occupant alert
• Reversing camera
• Front and rear parking sensors

• 12.3-inch digital driver’s display
• 5.0-inch climate control panel
• Dual-zone automatic climate control with auto defogging
• Enhanced AEB system with junction-crossing detection
• Direct/oncoming lane change detection

• 17-inch alloy wheels
• 12.3-inch digital driver’s display
• 5.0-inch climate control display
• Inbuilt satellite navigation
• Dual-zone climate control with auto de-fogging
• Enhanced AEB system with junction-crossing detection
• Lane change assist
• Semi-autonomous highway assist 2 functionality

• Grey synthetic leather trim
• Heated front seats
• Auto-dimming rear mirror
• Solar windscreen glass
• Automatic rain-sensing ‘aero’ type wipers
• Soft touch door insert trim
• Silver interior door handles
• Sliding sun visors with inbuilt lighting
• Illuminated glovebox
• Passenger-side rear setback pocket

• GT-Line exterior styling with gloss black trim inserts
• Independent rear suspension
• Larger brakes (305mm front, 284mm rear)
• Sunroof
• 8-speaker Harman Kardon sound system
• Upgraded LED exterior lighting with LED front fog lights
• 18-inch alloy wheels
• Wireless phone charger
• Black synthetic leather upholstery
• Ventilated front seats
• Heated steering wheel
• 10-way electric driver’s seat with memory
• Ambient interior lighting
• Alloy pedals

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Service and warranty

Like all other new Kia models, the K4 is covered by Kia’s seven-year/unlimited km warranty with up to eight years of roadside assistance if serviced through a Kia dealership.

Service pricing is yet to be announced, but considering that the drivetrains are largely shared with the Cerato, we expect the cost to be fairly similar at around $2,030 for the 2.0-litre petrol (up to 75,000km) and $1,950 for the 1.6-litre turbo (but to shorter 10,000km intervals).

Colours

• Clear White
• Snow White Pearl: $600
• Aurora Black Pearl: $600
• Steel Grey: $600
• Interstellar Grey: $600
• Fiery Red: $600
• Wave Blue: $600
• Honeydew: $600

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