WhichCar By Wheels

2024 Ford Mustang Mach-E long term review

JUMP AHEAD

1

Welcome

I have a feeling that this one might be a bit controversial. There just don’t seem to be too many fence-sitters when it comes to the Mexican-built Mustang Mach-E and that largely comes down to the idea of the car rather than the nuts and bolts of it.

I have to say that I don’t really buy into the Mustang branding. The Mach-E feels as if it has more in common with a latter-day interpretation of a Mondeo than a Mustang. It’s not cheap either. This single-motor Mach-E Premium was, at launch, lineball with the dual motor Tesla Model Y Performance, both wearing a c.$91K price tag.

That’s until Ford backtracked and slashed almost five grand off the asking price to make it a little more palatable to Aussie buyers who’d thrown their hands up in horror.

1

Thankfully it now comes in below the Luxury Car Tax threshold and is eligible for Fringe Benefits Tax exemption when bought on a novated lease. That’s a good deal smarter.

The ‘original’ asking price was a backtrack in and of itself. Back in 2022, Ford’s CFO John Lawler said that rising commodity costs had wiped out the profit expected on the Mach-E. It was profitable at launch in late 2020, then lithium prices went up by 144 percent and the whole project went into the red.

The price of the Mach-E shot up and, you’d have to say, the whole project looked emblematic of a huge company blundering into a rapidly moving market it hasn’t really got a firm handle on.

1

So it’s fair to say that this car has had a tough genesis and it would probably be understandable had the Mach-E proved to be a bad vehicle. But it’s clearly not.

Aussie-spec cars have been garnering cautiously decent reviews and in order to wrap my head around this intriguing vehicle, I figured that spending three months with one would give me the time to form an informed opinion to deliver to you, dear readers.

The child in me would certainly have opted for the top-spec dual-motor GT model, a car that at least delivers straight-line performance worthy of the Mustang branding, but given my unerring talent for running out of juice in electric cars, I figured it was probably a wiser decision to go for the Premium, the model with an extra 109km of range over the GT.

1

The Mach-E experience takes some keying into.

Yes, I’d do without all-wheel drive, and the performance is brisk rather than properly face-warping, but at least I’d give myself a fighting chance of demonstrating to my partner that there was more to EV ownership than skulking around the bins in the back of a dimly-lit servo at night trying to locate a charger that had long since gone unserviceable.

The Mach-E experience takes some keying into. At first, the cabin seemed a bit sparse, and I still don’t understand why it needs vast B&O door speakers that mean you can’t carry a bottle in the door pockets.

1

Likewise, it’s maddening that the two pads for mobile phones overlap at one corner, which means that you can’t sit two decently sized handsets flat on them.

Then there are the brakes. Whether it’s the handover from re-gen to friction braking or something else altogether, I found the brakes a bit snatchy. To that end, I’ve taken to switching the car into one-pedal driving mode and learning to drive it smoothly like that.

It means your pace will be more leisurely as a result, but I’ve come to enjoy that. I get more range from the car, I drive in a more considered fashion and everything feels agreeably serene. ¿Cómo está la serenidad?, as they might say in Cuautitlán Izcalli.

? Back to top

Update 2: WTF: What’s that Ford?

Utter confusion. That’s been the overwhelming reaction to the Ford Mustang Mach-E from the public at large. I’ve yet to see another on Australian roads, so perhaps that’s understandable. “It’s a… Ford Mustang?” said the clearly befuddled man from the local pizza shop. “But it has four doors. Is it from China?” he asked, as if I’d casually ordered my Ford Mustang from Wish.com.

Driving along the freeway to work in the morning is to witness either furrowed brows of other road users trying to figure out just what it is, the odd thumbs up, occasional cameraphone snapping and, in one instance, a full-bore bit of limiter-banging from a guy in a ‘proper’ Mustang V8.

I can tell them what it is. It’s a very good, but still somewhat expensive, electric crossover and one that’s faced with a formidable competitor set. You have the Polestar 2, the Hyundai Ioniq 5, the Kia EV6, the Tesla Model Y and, before too long, the Volkswagen ID.5 all battling for much the same business, and a barrage of new entrants will be cannonballing into that pool very soon. Patchy public recognition doesn’t appear to be something that the Blue Oval can readily afford.

1

What do I love about it? First and foremost, the range. I drive with the air-con operating pretty much at all times and this sees the overall range dip when fully charged, from a theoretical max of 600km to typically 550km. But I’m fine with that. The one-pedal driving mode is marginally more efficient and I’ve become accustomed to using that mode on a daily basis. The throttle tip-in is incredibly nuanced, and in slow traffic, you genuinely have to be aware of whether you are actually stopped or crawling forward millimetre by millimetre.

The one-pedal driving mode is marginally more efficient and I’ve become accustomed to using that mode on a daily basis.

On the other side of the ledger, there’s the fact that in an Aussie summer, a car with a combo of black ‘Sensico’ vinyl seating and a glass roof with no sunblind heats up. Like, seriously heats up, to the extent that I’ve taken to keeping towels in the car to prevent anyone in shorts or summer dresses searing their legs on the seats. Fortunately, the air-con blows cold air instantly, so it’s only an issue when you return to a car that’s been parked in the direct sun.

Then there’s the ride. I’ve been reliably informed that the first batch of Mach-E models to be sold overseas rode like trolley jacks, and that Aussie cars have the more yielding Irish tune to their suspension. I found it still fairly terse though, in a way that would have probably furrowed the brow of the late, great Richard Parry-Jones. Upon closer inspection, the tyre placard showed that when lightly laden, the Mach-E should have 35psi in the front tyres and 41psi in the rears. It was set at 40psi all round. I’ve since adjusted the pressures to a smidge below placard and it now rides a heck of a lot better.

1

The recent rains have opened up a number of potholes around Melbourne and dodging them in the Mach-E keeps you on your toes. Good job it’s a pretty agile thing, despite the 2098kg kerb weight.

I’m enjoying this car. Given its troubled genesis, it’s a vehicle that’s far better than it really has any right to be. No, it’s not perfect, and many will point out that, at 86 grand, there are some compelling alternatives. But in the meantime, I’m enjoying its soothing blend of qualities, its rarity and, yes, the trail of confusion it leaves in its wake.

? Back to top

Update 3: A pony by any other name…

Every once in a while, I’ll shlep along to the Highball Cars and Coffee meet at Bosch’s plant in Clayton. It’s a great opportunity to see what Melbourne’s magnificent car tragics will bowl up and it’s never boring. Someone will have plumbed a Barra engine into a Porsche or decide that driving six-wheeled army surplus represents a great way of spending Sunday mornings.

Figuring that some of the above might never have clapped eyes on a Mustang Mach-E, I parked the long termer next to a couple of Mustangs, who promptly left the event. Ah well. The Mach-E may have been unwelcome but on the plus side, life with it is rarely dull.

Aside from finding people staring at it in befuddlement most times you return to it, there’s also the fact that you need to be on point while driving it. I’ve lost count of the number of times I’ve glanced right on the freeway at a dawdling overtaker, only to look straight into the lens of a phone’s camera. Therefore bed-head hair, singing to embarrassing music, wearing inadvisable sunglasses or being caught undertaking a nasal excavation project are all activities instantly rendered off-limits.

I’ve lost count of the number of times I’ve glanced right on the freeway at a dawdling overtaker, only to look straight into the lens of a phone’s camera.

1

This is the first electric long termer I’ve taken under my wing and I’d be lying if I was to deny that my weekend circumference of leisure operations hasn’t contracted a little as a result. Those 250km round trips down to Phillip Island have been notable by their absence. With around 550km available from a full charge, they’re theoretically possible, but something still lurks in the back of my mind, wanting to save charge for another day.

Were you to drop $86K on a Mustang Mach-E, of course you’d spend two grand on a wallbox for your home. I haven’t and nor do most of my colleagues, which is why many EV reports from motoring writers are, firstly, obsessed with public chargers and, secondly, tinged with the resentful background hum that suggests the car’s a bit of a drag on their lifestyle.

What would I change about this car? Firstly, I’ve never driven a car that so badly needs seat coolers. That’s down to the glass roof, no sun shade and black vinyl seating. I’d also like a significantly less temperamental operating system, with Ford’s SYNC4 often freezing or failing to boot. To reboot it, hold down the volume toggle on the right spoke of the steering wheel for about 10 seconds while also holding the ‘next track’ button. The wireless charging pad also needs a redesign to fit two decently sized handsets.

1

The drive modes need to be easier to switch on the fly without recourse to touchscreen menus, the DC charging rate could be a little quicker and the price needs another haircut.

Nevertheless, there’s a lot that Ford has got right with the Mach-E and not a lot that’s a deal-breaker. It’s an easy car to get on with, it drives well and it looks good. Such a mild-mannered crossover wears its Mustang branding uncomfortably, but the GT model could be a different kettle of fish. More on that one soon.

? Back to top

Update 4: I think, therefore I am (puzzled)

After some deliberation I’ve come to the conclusion that I’m not very good at introspection. This realisation dawned on me after getting riled by coupe SUVs. You know, abominations like BMW X6s and Mercedes-Benz GLEs; those saggy-arsed horrors that blight our roads. It took my partner to point out, rather indelicately, that I was driving a coupe-SUV too.

This was followed by a rambling diatribe on my part about how they’re kind of okay if they’re not sold alongside an SUV ‘proper’. So I didn’t find the Mustang Mach-E offensive, nor the Porsche Macan, nor the Lexus RX. Which, when you pause to think about it, makes absolutely no sense whatsoever. So I changed the subject to the safer topic of starlings nesting in our loft insulation instead.

In the interests of a rigorous and scientific approach to road testing, I haven’t cleaned the Mach-E of late. It’s had an interesting effect. Apart from the fact that there’s a faint odour of steak and onion chips inside, the radar cruise control increasingly picks up phantom objects when it’s peering through a thin film of dust. Thankfully, it doesn’t throw on the anchors dramatically while mooching down the freeway, instead decelerating gently as if you’ve driven into wet bitumen.

1

In addition, on dirt roads, it doesn’t take long for a message to flash up on the binnacle that the lane departure and front camera system has had a coma. A dusty road and, it appears, bright sunlight can cause some of the safety systems to wave the white flag.

The Mach-E is a car with a number of interesting quirks. Once in a while the electronic stability control will intervene while negotiating a corner at distinctly modest velocities. Now I’m all for ESC stepping in to save your blushes when it’s absolutely necessary, but the Mach-E will sometimes start graunching at an inside front wheel when bimbling out of a corner at pedestrian speeds.

You’ll hear it rather than feel any perceptible lurch, but it does make you wonder why the ESC algorithm decided it needed to put its cape on and fly to the rescue at that particular moment.

I remain impressed by the Mach- E’s real world range. So reliable is its reach that my partner, who was once firmly of the belief that we couldn’t take an EV down the road to Coles for fear of being stranded at the roadside, has taken to completely ignoring the range readout, taking it for granted that the Ford has the capability to get us where we want to go. Call her a convert.

1

Having driven a number of competitor EVs of late, I’m arriving at the conclusion that perhaps the Mustang Mach-E is short of a genuinely convincing buyer proposition. I’m really enjoying running it and it’s an endearing thing to amble about in, but if I had to construct a simple proposition that would brook no comeback in favour of buying one, I’d struggle.

It’s not the cheapest, nor the best to drive, nor the prettiest, nor the most comfortable, nor the most spacious and nor does it boast the longest warranty. Is it pleasant enough? The fact that these are so rare on our roads may well offer the answer to that particular question. It came flat last in our comparo this month. Yet I still enjoy driving it. There’s a lot to be said for that rarest of things; an EV with little in the way of range anxiety.

? Back to top

Update 5: Big Mach heads back

Do you drive a ‘best in class’ car? By that, I mean was your everyday driver widely acknowledged as the best car available in its category when you bought it?

I’m prepared to bet that most of you don’t and I love you for that. Wheels’ foundation is built on the mercilessly meritocratic foundation of the comparison test but it remains the case that if everybody’s purchasing decision was purely and absolutely rational, the world would be a wholly monotonous place.

1

Every time you see a quirky and interesting car go the other way down the road, someone walked into a dealership and bought a car that they found interesting or which fit their individual circumstances. I’ve been pondering this behaviour a great deal while running this Ford Mach-E, because it’s a car that I’ve grown very fond of while being able to absolutely accept that, for most, there are many better options available.

I like the fact that for a modern car, it’s refreshingly free from chimes, it doesn’t snatch at the wheel, flash panicked warnings onto the dash over the most minor of things, or get in your face if it doesn’t need to. Flop the rear seats down and it does a reasonable impression of a delivery truck. I even like the way it looks, even if the Mustang branding grates.

It clearly irks others too. I had a guy eye it derisively in my local supermarket carpark and ask me whether I peed sitting down. He didn’t look too thrilled when I asked whether he needed to sit down to think, but many people have opinions about the Mach-E – some good, some bad. I’ve had encounters with a few more polite people who are keen to look over the car, and I’ve had a bloke in a Navara gesticulating at me at a junction, giving the car two thumbs down. I don’t think I’d ever even register if I drove something invisible like a Tesla Model Y.

I had a guy eye it derisively in my local supermarket carpark and ask me whether I peed sitting down.

1

The Mach-E has gained a reputation as a slow seller in the US, and while this was the case, it seems that recent finance incentives have had the effect of tripling demand. So the problem of oversupply has been solved by tapping demand at a lower price point. I still think there’s room for Ford’s Australian arm to do likewise and deliver a yet more compelling value proposition. Seeing some on the roads is still the greatest advert. Pricing it below the likes of the Kia EV6 and Hyundai Ioniq 5 and framing it as an EV for those who can’t countenance a Tesla could let the Mach-E find its niche.

Elsewhere this month I have had the indignity of using a public charger. I strive to avoid these where possible as they seem about as reliable as McDonalds soft serve machines or flood-damaged TVR Cerberas. The Evie 350kW charger that I did use was looking a bit sorry for itself with its non-functional screen. What’s more, the charging cable was so short that the only way I could plug it into the Mach-E’s nearside fender charging port was to park in the adjacent charging bay. This caused anger from a man who had rather inadvisedly bought a car with a ChaDeMo charging port and wanted my position, so this month has been like Confrontation 101 in Mach-E world.

1

In other news, I still haven’t found a scenario where I’d use the keypad on the Mustang’s B-pillar, the auto-dipping headlamps still have a propensity to stay dipped on pitch black country roads, and I’m still loving the fact that after a few thousand kilometres there is not one squeak or rattle evident.

Regular Wheels readers will know that the Mach-E has had a bit of a rough trot in recent comparison tests. On a purely objective basis, it’s a car that has shortcomings. That doesn’t preclude it from being an enjoyable thing to run. Balancing those two might require some modest logical gymnastics at times, but then that’s often the nature of products with divisive appeal. Until next time…

1

? Back to top

MORE All Ford Mustang Mach-E News & Reviews
MORE Everything Ford

MG Australia has launched its new-generation HS midsize SUV into Australian showrooms, with the family-sized wagon joining the MG3 small hatch as the latest salvo in the Chinese brand’s modernization of its product portfolio.

Besides gaining sharper styling that’s vastly more modern than the homely exterior that clothed its predecessor, the most noticeable difference for the second-generation HS is its size: an 81mm growth spurt in overall length to 4655mm and a 45mm increase in wheelbase to 2765mm gifts the new HS more cabin volume for passengers and cargo.

It’s still a five-seater – MG isn’t yet competing with other mid-size seven-seaters like the Nissan X-Trail or Mitsubishi Outlander – but there’s more sprawling space for five occupants and the boot now measures 507 litres with the rear seats up (1484 litres with them stowed).

4

Equipment

Three grades are offered: Vibe at the entry level, Excite in the middle, and Essence at the top end. External differences are minor, amounting only to a different alloy wheel design for the Vibe, and foglamps for the Excite and Essence, with in-cabin equipment being the primary differentiator between the grades.

Starting with the Vibe, buyers receive 18-inch alloys, fabric upholstery, a bare plastic steering wheel, six-way power adjustment for the driver’s seat, rain sensing wipers, heated and power-adjustable wing mirrors, keyless entry, LED daytime running lamps, roof rails, rear parking sensors and a reversing camera.

Infotainment is handled by a pair of side-by-side 12.3-inch screens – one for the driver’s instrument panel and the other for the central touchscreen display – with Apple CarPlay/Android Auto smartphone mirroring bringing sat-nav functionality as it’s not built in for the Vibe. Four USB ports are standard: two in the front cabin, and two in the rear.

5

The mid-grade Excite is an incremental upgrade, adding the aforementioned foglamps and 19-inch alloy wheels, along with a 360-degree camera array, built-in satellite navigation and faux leather upholstery. Essence, meanwhile, goes substantially further by bringing in a power-operated tailgate, panoramic glass sunroof, lumbar adjustment and memory settings for the driver’s seat, power adjustment for the passenger seat, heaters for both front seats, dual-zone climate control, wireless phone charging, front parking sensors, privacy glass, an eight-spear audio system and power-folding wing mirrors.

All models receive adaptive cruise control, lane departure warning, AEB, blind spot monitoring, lane keep assist, speed limit recognition, driver fatigue monitoring as well as front and rear cross traffic alert.

3

Mechanical

Initially, all will only be available with one powertrain: a 1.5-litre turbo petrol producing 125kW and 275Nm, driving the front wheels through a seven-speed dual-clutch auto. That’s a 6kW and 25Nm increase on what that engine delivered in the previous-generation HS, while the seven-speed auto adopts a wet clutch rather than the dry clutch unit of the outgoing model for improved drivetrain refinement.

Fuel economy for all variants is a claimed 6.9L/100km on the combined cycle, but those looking for even more thrift may want to wait until early 2025, when the HS plug-in hybrid variant is slated to arrive – though local specifications and pricing for the PHEV have yet to be announced by MG Australia

Pricing

Pricing starts at $33,990 for the Vibe, $36,990 for the Excite and $40,990 for the Essence, with all of those numbers being both the RRP and – for now – the drive-away price. The 2025 MG HS is available now.

Nissan has updated its X-Trail for 2025, with the popular mid-size SUV receiving a selection of new tech and convenience features. Despite these changes, prices remain largely unchanged from MY24.

A new ‘approach unlock and walkaway lock function’ is now standard across the entire X-Trail range, from the base-spec ST up to the top-spec Ti-L and N-TREK variants, which enables the vehicle to automatically lock and unlock when the smart key fob is within or out of a specific range.

JUMP AHEAD

Step up to the ST-L and customers will also reap the benefit of the inclusion of the 12.3-inch central touchscreen previously exclusive to higher-spec models. The infotainment comes with satellitlte navigation, a wireless charging pad, and wireless Apple CarPlay and Android Auto.

In addition to the ‘approach unlock and walkaway lock function’ , the Ti, Ti-L and N-TREK models now add Wireless Android Auto (previously only Apple CarPlay was compatible). A hands-free tailgate has been implemented into Ti models; while the top-spec N-TREK gets the wireless charigng pad.

“The X-TRAIL is one of Australia’s most flexible — and, with over 300,000 sold to date in Australia, most popular — family-focused SUVs,” says Nissan Australia’s Marketing Director, Sriram Padmanabhan.

“These MY25 updates aim to further improve the popular X-TRAIL formula, with important technology and convenience upgrades that our customers will notice and enjoy every time they take the wheel.”

MORE Toyota RAV4 hybrid vs Nissan X-Trail e-Power vs Kia Sportage hybrid vs Honda CR-V e:HEV comparison review
1

Full feature lists

ST

ST- L

Ti

Ti-L

N-TREK

1

Pricing

X-Trail 2WD
2.5 ST CVT 5 Seatu00a0$37,750
2.5 ST-L CVT 5 Seat$44,190
2.5 N-TREK CVT 5 Seat$47,790
X-Trail 4WD
2.5 ST CVT 7 Seatu00a0$40,790
2.5 ST-L CVT 7 Seatu00a0$47,290
2.5 N-TREK CVT 7 Seatu00a0$50,890
2.5 Ti CVT 5 Seat$50,990
2.5 Ti-L CVT 5 Seat$53,990
1.5 ST-L e-Power 5 Seat$50,490
1.5 Ti e-Power 5 Seat$55,190
1.5 Ti-L e-Power 5 Seat$58,190

Two powertrain options are implemented across the X-Trail range: a 135kW/245Nm 2.5-litre four-cylinder and a 1.5-litre e-POWER (ST-L, Ti and Ti-L). More than 300,000 X-Trails have sold in Australia since it arrived.

MORE Everything Nissan
MORE All Nissan X-Trail News & Reviews

For a brand that once hedged its reputation on bulletproof, boxy, pragmatic station wagons, Volvo has pivoted on that family-friendly ideal and very successfully transitioned into mastering large, seven-seat premium SUVs.

The two generations of XC90 that preceded this all-new, all-electric seven-seat EX90 each matured beautifully – improving over time to become almost a default purchase for premium-brand family buyers chasing safety, surety and space.

And now we have yet another Swedish pivot on the notion of family mobility with the XC90-inspired EX90, which will launch in Australia later this year.

1

JUMP AHEAD

Is the 2024 Volvo EX90 worth my attention?

Externally, the EX90 is clearly an evolution of the now decade-old second-gen XC90. The body shape, door apertures, window line – it’s all familiar Volvo DNA. And in 2024, perhaps too familiar for a tech leader such as this when its five-seat relative – the Polestar 3 – looks so damn striking from almost every angle.

The EX90’s front three-quarter aspect conveys a clean, handsome, modern visage, but its rear-end view is perhaps not so flattering – especially the dorky dotted lights that bookend the tailgate glass, making the EX90 look tall and narrow from behind. Which it isn’t.

Dimensionally, it’s very close to its combustion-engined predecessor – meaning a near-identical 2985mm wheelbase, similar 5037mm length (+87mm) and 1964mm width (+41mm), and marginally lower 1747mm height (-28mm).

1

But proportionally, that puts the EX90 at odds with the current seven-seat EV benchmark – the Kia EV9 – which is slightly shorter than the Volvo but rides on a much longer wheelbase (3100mm) for significant gains in packaging space and cabin flexibility, and has a broader stance on the road.

The EX90 comfortably one-ups the EV9 with its wheel size though – our top-spec EX90 Ultra Performance wearing 22-inch alloys with staggered-width Pirelli Scorpion tyres, the rear pair being enormous, sports-car-rivalling 295/35R22s.

And it also features adaptive air suspension with dual-chamber air springs, as well as an excellent torque-vectoring dual-clutch rear axle – giving the dual-motor EX90 flagship the mechanical hardware to achieve a premium level of dynamic sophistication and cohesion.

1

⬆️ Back to top

What about inside?

As for whether the EX90 can pull off a genuinely premium feel inside, in the same way its Polestar 3 relative can, that’s probably a matter of priorities.

On the surface, its tactile finishes, slick digital screens, subtle light-coloured wood inlays and our test car’s (100% sustainable) Wool Blend upholstery neatly combine classy tech with textural warmth.

The seat trim, in particular, has an almost mid-century vibe about it, seemingly inspired by the grey suit worn by Kim Novak’s Madeleine Elster/Judy Barton character in Hitchcock’s 1958 masterpiece Vertigo.

But then the leather-like, diamond-stitched Nordic Dawn alternative also looks suitably luxe, especially when combined with a light-coloured two-tone steering wheel. And that demure blonde wood turns quite racy at night – transforming into a black fishnet pattern with deep yellow backlighting. Talk about surprise and titillate, I mean delight.

1

Yet the EX90 betrays Volvo’s cost consciousness in a few areas. The doors don’t close with the expected thunk and are incapable of taking anything beyond a 600ml plastic bottle, unlike the outgoing XC90 which accommodates up to 1.5-litre bottles.

And the EX90 is devoid of the XC90’s proper door grab handles or indeed any overhead grab handles (which feature stitched upholstery in an XC90). Small details, sure, but they detract from both the EX90’s feeling of expense and its utility.

The electric front seats also lack the range of adjustment of an XC90 (there’s no under-thigh tilt, for example), though comfort is still impressive and the minimalist single-dial seat adjuster is the definition of cleverness.

That flavour carries over into the EX90’s column stalks and steering-wheel controls – with each area controlling a simple group of related functions – and its overall interior aesthetic, which is refreshingly light, airy, and highly functional in terms of centre-console storage.

1

When the superb 25-speaker, 1610-watt Bowers & Wilkins stereo is fitted (like our test car), each door gets Remington Steel-esque speaker grilles, and there’s even a ‘Bowers & Wilkins’ metal sliver on the sides of the front headrests to remind passengers they’re riding in surround-sound heaven.

As for the rest of the tech, I don’t think Volvo’s version of the 14.5-inch portrait touchscreen is quite as seamless and classy as the Poletsar 3’s (though it’s close) and some touchscreen functions (such as suspension modes and even braking regeneration levels) are buried a few layers too deep for aspects that affect the way the EX90 drives.

The second-row operates as three individual seats, each on their own fore-aft sliders, though even the outer pair aren’t as generously sized as, say, the equivalent pair in an Audi Q7.

1

And while there’s a fully flat floor, dual-zone climate control (with centre and B-pillar vents), outboard heating and door sunshades, the range of adjustment for the individual backrests is relatively modest – in contrast to the all-round vision, which is expansive, and enhanced by an all-glass roof (that does introduce a fair amount of heat to the cabin on hot days).

Access to the third row is reasonably deft, even for adults, and that’s mirrored in the space back there, which is doable for grown ups but ultimately intended for children – hence the USB-C ports and C-pillar air vents.

Conveniently, you can electrically lower each third-row seat via buttons in the rear door frames, and when you do, that unlocks 669 litres of boot space (324L, including under-floor storage, with seven seats in use).

⬆️ Back to top

1

What powers the Volvo EX90?

Despite weighing 2712kg in fully optioned Ultra Performance dual-motor guise, the EX90 is true to its name in offering plenty of punch for an electric seven-seater.

It shares its 400-volt electrical architecture, 111kWh battery, and 380kW/910Nm outputs with the Polestar 3 Performance Pack, and that’s enough for a claimed 0-100km/h time in 4.9sec.

Day-to-day acceleration is mostly smooth and linear, though there is some hesitancy before it really starts to punch – perhaps to minimise energy consumption. But if you want everything the EX90 Ultra offers, then selecting ‘Performance AWD’ unleashes a light-switch response to a mashed right pedal and neck-straining urge – all backed by the crisp, quiet sound of rapidly gathering momentum.

1

The EX90 is capable of handling up to 250kW DC charging and has a claimed 10-80 percent charge time of 30 minutes. Volvo also claims a WLTP range of 570-614km (depending on options and wheel size) for the dual-motor Performance, though we averaged 25kWh/100km over 239km, which calculates to a real-world range of 428km (when being punted by motoring journos).

Interestingly, that energy consumption and resultant range is almost identical to what we achieved from the closely related Polestar 3 Performance Pack in Spain back in May!

⬆️ Back to top

How does it drive?

With its standard adaptive dual-chamber air springs and adaptive damping – at least in Ultra Performance guise – the EX90 proves surprisingly adept at tackling whatever the road conditions throw at it, even when riding on 22-inch wheels.

It only offers two suspension settings (Soft and Firm), whereas the Polestar 3 offers three, and can be height adjusted across a 40mm range (from 210 to 250mm ground clearance), whereas the Polestar 3 offers 60mm. But that’s simply appendage-measuring. What matters is that the Volvo’s suspension set-up really works.

In Soft, it’s nicely level and absorbent yet never mushy (as the name would suggest), and in Firm it’s nicely disciplined and impressively agile in corners, without erring towards what we call ‘dickhead spec’ – meaning stupidly stiff and unyielding, without any subtlety. In this regard, the EX90 treads a fine, yet rewarding line between body control and passenger comfort.

1

Just like its Polestar 3 relative, the EX90 feels surprisingly lithe for such a hefty beast of a thing, thanks to its low centre of gravity, excellent weight distribution, and the mechanical smarts of its Borg-Warner dual-clutch rear diff that can torque vector up to 100 percent of drive to either rear wheel. The EX90 has a fluency to it – far beyond what the comparatively leaden XC90 T8 offered – and that bodes well for its affinity towards challenging Australian surfaces.

Even its regenerative braking performance is impressive – allowing it to come to a full stop – though having to rifle through menus to access it is annoying, even though you get used to it. For a company so intrinsically bound by its safety reputation, having to delve through five menus to be able to change the suspension mode, for example, is needlessly fiddly and silly.

At least the EX90’s plethora of safety systems work with far greater ease and slickness, offering subtly tuned lane-keep assistance and brilliantly calibrated adaptive-cruise blasting (at 130km/h-plus on Californian highways).

When you turn the lane-keep assistance off, it remains off next time you start the car – meaning there isn’t that incessant need to recalibrate everything each and every time you drive. Even just nudging the gear selector down to Drive to set the cruise speed seems intuitively clever (once you realise that’s how it works).

⬆️ Back to top

Is it worth waiting for the 2024 Volvo EX90?

We’ve been waiting some time for the EX90 – almost two years, in fact. It was first displayed in road-ready form in November 2022 but didn’t begin production until mid-’24, initially in South Carolina, and to be followed by China.

And yet the EX90 launch cars still hadn’t completed final calibration, with a multitude of glitches affecting the phone-prioritised keyless entry system, the adaptive cruise operation and even the instrument display in one EX90.

Volvo assured us that final-production EX90s will have these problems nixed, and that future over-air software updates will continue honing the operation of its electronic systems.

1

Given that they were taking notes when we gave feedback about the touchscreen-menu complexity of the suspension modes and such, we have confidence that Volvo is listening and is keen to make the EX90 as good as possible.

Expected to be priced around the $130,000 mark (for the Ultra Performance AWD) when it goes on sale by the end of 2024, though possibly even in the $120K bracket, there’s a lot to like about the EX90. Yet arguably its best aspect is the way it drives, and if any area truly conveys a premium level of engineering, then that is it.

⬆️ Back to top

MORE All Volvo EX90 News & Reviews
MORE Everything Volvo
2024 Volvo EX90 Ultra Performance AWD specifications
Price$130,000 (estimated)
DRIVETRAIN
Electric motorsTwo permanent magnet synchronous
Battery111kWh nickel-manganese-cobalt
DriveAll-wheel drive
System power380kW
System torque910Nm
Transmission1-speed reduction
CHASSIS
L/W/H5037/1964/1747mm
Wheelbase2985mm
Track(f/r)1672/1666mm
Weight2712kg
Boot669 litres + 46L front
Range570-614km (WLTP)
Efficiency25.0kWh/100km (tested)
Suspension frontdouble A-arms, air springs, adaptive dampers, anti-roll bar
Suspension rearmulti-links, air springs, adaptive dampers, anti-roll bar
SteeringElectric power-assisted, 11.8m turning circle
Front brakesVentilated disc (400mm)
Rear brakesVentilated disc (390mm)
TyresPirelli Scorpion
Tyre size265/40R22 (f), 295/35R22 (r)
SAFETY
NCAPUnrated
0-100km/h4.9sec (claimed)

When it boils down to it, buying a mid-size SUV is mostly about responsibility.

There’s a responsibility in providing a safe vehicle for your family, a responsibility in spending your hard-earned money wisely and a responsibility in doing your best to guarantee a certain peace of mind around the ownership experience.

Of late, answering that call would mean spending $45-$50K on something like a Toyota RAV4, the caveat being that your order would be fulfilled just as your kids had graduated university and left home. Of course, you could have bought an MG HS instead, but then you’d see those empty nesters in a RAV4 and have the distinct impression that you’d made a few compromises along the way.

1

The old HS, introduced back in 2019, wasn’t a bad car, but it was the sort of car that found itself beaten by a Mitsubishi Eclipse Cross in a January 2022 test, which tells you as much as you need to know about its place in the greater scheme of things.

MG is not a company to sit on its hands, that much we’ve become acutely aware of. In fact it’s on a headlong tear of vehicle development, and the accelerating competence of its recent wares – think new MG4, Cyberster and latest MG3 – clearly show that we the days of damning its products with faint praise are well and truly over.

That may well be the case, but I’ve just driven the new MG HS and I’m genuinely shocked at how good it is. Some perspective. It’s not so good that it makes the rest of its rivals look stupid. Nevertheless, it is a huge leap forward when compared to its predecessor and it’s good enough to absolutely warrant a place on your midsize SUV shortlist, even if you’ve got the budget to be looking at some of the more established rivals.

1

MG calls the HS all-new, and it’s a reasonable call. Not only is the HS significantly bigger than its predecessor, but it gets a heavily revised powerplant too.

Hybrid and plug-in hybrid variants are in the works, but for the time being the sole mechanical configuration available to Aussies is a 1.5-litre four-cylinder turbocharged petrol engine that drives the front wheels via a new (for MG) design of oil-cooled seven-speed dual-clutch transmission.

Some meat on those bones. Where the old HS measured 4574mm from stem to stern with a 2720mm wheelbase, the latest car eases the belt out a bit. At 4655mm long, it’s 81mm lengthier and the wheelbase grows by another 45mm to 2765mm. That means that it’s now 55mm longer than a RAV4 and offers 75mm more in the wheelbase. It’s become one of the bigger cars in its class.

1

Possibly one of the better looking ones too. There’s a hint of Lexus in some of the glasshouse angles towards the rear and some saw Volkswagen around the wheel arches, but they’re not bad names to be associated with.

The rear lights and the 19-inch alloy wheel designs riff off the design of Renzo Piano’s iconic Shard building in south London. There’s a full width light bar at the rear and a full-width chrome strip atop the shapelier front grille, with the subtler MG badge now moved to a body mount rather than sitting in the middle of the grille as before. Six metallic paint finishes are offered: Cashmere Silver, Lunar Grey, Arctic Blue, Diamond Red, Black Pearl and Pearl White.

You’ll be forgiven if you think a 1496cc engine might struggle to haul circa 1600kg of generously-proportioned SUV up the road, and while 125kW and 275Nm are hardly stats that are about to sent your pants ablaze, it’s still 5kW and 72Nm more than you’d get from Toyota’s 2.0-litre engine in the RAV4, so it’s fair to say that the MG is punching above its weight.

1

A lot of work has clearly been devoted to improving the driving dynamics of the old HS.

That vehicle was somewhat underdamped, suffered from inconsistent control weights, was encumbered by significant cabin noise and was lumbered with an indecisive transmission. In order to give the HS some European polish, all of the chassis dynamic work was carried out at the IDIADA test facility in Spain against the best of European rivals and, on first acquaintance, there’s reason for optimism.

The test route MG assigned for our first drive was a route through Sydney’s CBD, which clearly offered little scope for extending the vehicle in any dynamic regard so this review will carry that caveat until we can get our hands on the HS to put through a proper test process.

1

What I can tell you is that the ride is firmish, the steering fairly light and geared with a ratio of 14.8:1 (for an 11.3m turning circle), and the transmission logic is a few degrees smarter than before.

Despite a stack more soundproofing, the engine still makes its presence heard inside the cabin, although the little four sounds fairly purposeful. There’s a surprising degree of polish to the controls that is a significant step forward when compared to its predecessor.

The engine has enjoyed some upgrades to the valve timing system, features a water-charged air cooler, a variable geometry turbo and a pendulum dual-mass flywheel all in a bid to increase the responsiveness of the engine, and sync it with the sharper-witted wet DCT gearbox.

1

The cabin is well finished too, with the two 12.3-inch floating displays being the technical standout.

Even the base variant gets a leather-look finish to the dash with orange feature stitching and there’s stacks of room in the cabin. I’m 6’4” and found I could easily sit behind my driving position in the rear. The dual-pane panoramic roof of the top trim doesn’t come close to pinching headroom and, because this is a resolutely front-wheel driver model, there’s no transmission tunnel in the rear to rob centre occupants of foot space.

Grumbles? I’m not sure that the mix of functions split between buttons and the touch screens is quite optimised just yet and both the wheel-mounted thumb switches and the lid of the centre console storage bin feel as if they might struggle to wear some big mileages.

1

There’s also a huge array of ADAS functions which we couldn’t have hoped to put to the test in the short stint with the vehicle but the speed warning system makes its presence felt.

We’re assured that a wheel-mounted shortcut key can take you to a screen where you can opt in or out of these warnings. The HS has no paddles behind the wheel to take care of manual shifting duties and the lever shifts the wrong way (forward to upshift).

Open the tailgate and you’ve got 507 litres of space to play with (up 44L on the old car) and up to 1484 litres if you fold the 60/40 split rear bench. That’s reasonable, but the best cars in this class all offer capacities in the high 500s with the seats in place, so if ultimate carrying capacity is your thing, the MG may struggle to make the cut.

1

Beneath the boot floor is a space saver spare, which is a good deal more reassuring than the can of foam that some manufactures deliver in a bid to increase space, shed weight and, yes, cut costs.

Three mechanically identical trim levels are offered and the prices are razor sharp. The Vibe opens proceedings at $33,990 drive-away. Then there’s the midrange Excite at $36,990 and the range-topping Essence rounds out the range at $40,990, again all drive-away. Even the base Vibe gets dusk-sensing LED headlights, the dual 12.3-inch screens, a six-way powered driver’s seat, 18-inch alloys, rain-sensing wipers and the MG Pilot safety suite.

Step up to the Excite, which is expected to be the best-selling variant, and there’s leather-look seats, a 360-degree HD camera, 19-inch alloys, native sat nav, front fog lights and iSmart connectivity.

1

This is an embedded SIM card that allows remote functions such as lock/unlock, cabin temperature pre-conditioning and so on. As it stands there’s no facility for over-the-air updates but that capability is being worked on.

The top of the range is the Essence tacks $4,000 on again but brings with it the big panoramic sunroof, rear privacy glass, an electric tailgate, front parking sensors, front seat heating, lumbar control for the driver’s seat, dual-zone climate control, 15v wireless phone charging, an 8-speaker stereo and a memory function for the driver’s seat and door mirrors.

Seven airbags are fitted including a front centre bag that keeps front passenger’s heads apart in the event of an accident.

1

Running costs are very reasonable, with the car coming with a 10-year, 250,000km warranty and fuel economy of 6.9L/100km. There’s also a fixed price servicing plan that will take you to 150,000km/10 years for a total of $5741.

The bigger bills come at the 60,000km service ($936) and 120,000km job ($1647), which is something you might want to bear in mind a few years down the track if you’re in the market for a used HS and you’re wondering why there are so many for sale just shy of these odo readings.

Safety looks decent, but we’ll caveat that with the fact that the car has yet to be tested by EuroNCAP. MG expect a five-star rating, but expectations have occasionally been confounded by testing.

1

The 360-degree camera also incorporates ‘transparent chassis’ tech

The Pilot safety suite includes features such as adaptive cruise control, lane departure warning, AEB, intelligent high beam control, speed assistance system, emergency lane-keep assist, driver monitoring, blind spot detection and front collision warning as part of a suite of 15 electronic functions. The 360-degree camera also incorporates ‘transparent chassis’ tech

Were you to jump into some of the more self-assured cars in this class – and we’re thinking Kia Sportage, Honda CR-V and Mazda CX-5 – the MG HS might seem a little shy of their design maturity and finish.

But it’s not that far short. It’s certainly a huge step up from what you might have been expecting from a budget contender. Indeed, that feeling of pleasant surprise is a virtual constant when encountering the HS.

1

If you last drove an MG even just two or three years ago and came away unimpressed, I can understand that. I was the same.

This is part of the challenge that MG currently faces in communicating to buyers how quickly its products have improved. It can’t afford the usual model lifecycles of facelift at three years and replace at seven. The company is not going to level with or overtake the established players if it plays by established rules.

That’s exactly what it’s trying to do and, judging by how far the HS has narrowed the gap to the best in class, it’d be foolhardy to bet against MG making a damn good fist of that.

MORE All MG HS News & Reviews
MORE Everything MG
MORE Midsize SUVs
2024 MG HS 1.5T specifications
Engine1496 4cyl, DOHC, 16v, turbo
Max power125kW @ 5000rpm
Max torque275Nm @ 3000-4000rpm
Transmission7-speed dual-clutch
Weight1685-1630kg
Economy6.9L/100km
0-100km/h9.4sec
Price$33,990-$40,990
On saleNow

Lane Assist systems are now a mandatory safety requirement in Australia and in theory provide a significant benefit to road users.

They not only alert a driver should they unintentionally cross lanes, but they can physically keep a vehicle within the lines if required.

The technology most commonly features a forward-facing camera installed behind the rear vision mirror, which can detect lane markings and road signs and sends alerts if it registers lane drifting. If these audio and visual cues are ignored, some manufacturers use a system that gently tugs at the steering wheel to correct a vehicle’s course. Some even engage the brakes to slow or stop the vehicle – and there have been circumstances where said technology has overruled inappropriately.

While the benefits are obvious, a common criticism of Lane Assist systems is that the constant chimes and wheel corrections can be very intrusive to the driver – the current-gen D-MAX and Triton spring to mind – especially when combined with other driving aids. In fact, Mitsubishi only recently scaled back its overbearing Driver Monitoring tech to be less intrusive.

So can you permanently disable these at-times annoying Lane Assist systems? For new vehicles manufactured in 2024, the short answer is no.

Not only is Lane Assist an essential safety requirement for a vehicle to achieve a five-star ANCAP safety rating, but it’s now mandatory in 2024 and must be fitted to all new vehicles to meet the safety requirements of the National Road Vehicle Standards (Australian Design Rule 107/00).

Mazda CX-9 safety system
2

There is a solution, depending on the make and model: You can adjust the sensitivity of this function, or temporarily turn off the system completely – but it’ll often reset on every ignition cycle, as will other safety functions you may have also altered or switched off during the process.

How can I configure the settings for the Lane Assist function?

In most modern vehicles, the process of deactivating Lane Assist can be performed via the settings tab within the system’s main infotainment system, or via driver’s head-up display. Here is a quick breakdown on how they can be configured on the five most-popular vehicles in Australia:

2024 Ford Ranger

2024 Kia Sportage

2024 Toyota HiLux

2024 Toyota RAV4

2024 Hyundai Tucson

MORE Active safety features explained

Here are the latest cars from Grays that have appeared on our radar.

1971 Ford Falcon XY GTHO (replica)

Sure, it might be a replica but there’s still something about the sheer presence of these XY GTHO’s.

Still commanding a premium, this classic Falcon will surely provide plenty of theatre for those afternoon coastal drives.

MORE Ford XY GTHO auction at Grays
2

1981 Cadillac Seville automatic

Around the same time Australia had the GTHO, across the Pacific were the US cruisers like the Cadillac. The American brand is soon due to come to Australia with their electric offerings, but why not take a look at their classic range beforehand by checking out this Seville?

MORE Cadillac Seville at Grays
3

2006 Mitsubishi Lancer Evolution IX MR

Getting away from the cruisers yields an example of Mitsubishi’s iconic Evolution. This ninth generation of the rally stormer was the penultimate version before the Evolution X delivered the final farewell for the badge in 2016.

MORE Mitsubishi Lancer Evolution on Grays
3

2013 BMW 4 Series 435i automatic

Two-door luxury seekers could give this BMW 4 Series a look, with 71,000km on the odometer – a fairly low annual figure for a car that’s just past a decade old.

MORE BMW 4 Series at Grays
3

2007 Lexus RX350 Sports Luxury

Lexus has always provided a solid alternative to those in the luxury market, and the RX line from the Japanese Make has always been a solid contender in the SUV arena, selling solid numbers for a number of decades now.

MORE Lexus RX350 at Grays
3

2014 Land Rover Range Rover Evoque SD4

And finally there’s this Range Rover Evoque, which is always something that offers a little more stylistic edge over other SUV’s in the premium segment.

MORE Range Rover Evoque at Grays
3

Take a look at Grays’ entire listings here [↗]

After notching up a spot in the top-ten of the most popular brands of 2023, MG’s product pipeline still has more to deliver.

The MG4 has been making waves in the EV space, while the MG3 launched in new-generation form in 2024 to help continue the sales momentum of that nameplate – both are currently leaders in their respective segments.

What’s coming? A tasty new sports car is bound to be an attention-grabber for the brand as it launches locally at the end of 2024, while the more prosaic MG HS gets an all-new replacement in the second half of the year too.

JUMP AHEAD

New models

1

MG3

Affordability (read bargain-basement pricing) was the old MG3’s calling card, but its brand-new replacement is different.

The new-generation MG3 arrived in Australia in mid-2024, with price increases across the range meaning it lost the title of “Australia’s Cheapest Car” to the Kia Picanto.

However, a general uplift in size, quality and equipment means comparisons between the new MG3 and the old one aren’t exactly fair, and with the arrival of a surprisingly grunty 155kW hybrid variant – facilitated by the adoption of a more advanced platform – this MG3 is no longer one for the penny-pinchers.

? Back to top

3

Cyberster

Currently being rolled out in MG markets overseas, MG’s gullwing electric sports car will land in Australia by the end of 2024.

It will put the brand in a new space for price point, potentially becoming the first MG to cross the $100,000 barrier – and potentially stretching as high as $150,000.

The Cyberster, though, competes in a market of one, with prodigious performance, rear-wheel-drive and just two seats. Specifications and final pricing will be released closer to its Q4 2024 arrival.

? Back to top

HS

MG’s mid-size SUV is one of the company’s older products, having launched locally back in 2019 after its Chinese debut the previous year.

Later this year, an all-new replacement arrives with a wider and longer body, with a 30mm longer wheelbase also helping deliver a larger cabin and bigger boot, pushing the HS towards the bigger end of the midsize segment where rivals like the Honda CR-V and Toyota RAV4 reside.

Pricing and features are yet to be announced, but MG Australia is promising a local launch sometime in the second half of 2024.

? Back to top

5

MG4 update

The MG4 has been a strong performer in Australia since launch.

While 2024 didn’t see much in the way of big changes for the still-fresh electric hatchback, a pricing rejig wheeled out in August has tweaked the value equation for the MG4.

A national drive-away price has been discontinued, replaced instead by a stat-by-state drive-away price framework that stretches from $39,252 for an MG4 Excite sold in the NT, to $61,282 for an MG4 XPower sold in WA. When examining retail prices, however, the prictag has dropped by several thousand dollars for each variant, with the base model now starting at an RRP of $37,990 and the XPower capping the range with its $55,900 RRP.

? Back to top

Future product

ZS/ZST

The current ZS is no spring chicken, having entered production way back in 2017, but its replacement has just broken cover.

We’ll have more details in the near future – including local timing – but right now don’t bank on this one arriving in Australia until sometime in 2025.

? Back to top

1

LS6 EV

According to reports, MG Australia is very keen to import a mid-sized luxury SUV from its sister brand IM Motors, the LS6, which is similar in size and concept to the ultra-successful Tesla Model Y.

It will likely crash through the $100,000 ceiling and, like the Cyberster, will help to expose the local market to a side of the MG brand not yet seen locally.

In terms of performance, the top-spec LS6 punches out 576kW and 800Nm of torque from a pair of electric motors, while offering a potential range in excess of 600km on a single charge.

? Back to top

1

MG commercial vehicles

Could we ever see an MG dual-cab ute? Short answer: not in the short term.

The LDV brand of vans and utilities is part of the wider SAIC family that MG belongs to, so it’s theoretically possible that a rebadged range of LDV products could be sold under the MG name.

It certainly would give MG extra firepower as it eyes greater success in the Australian market – and it would be buoyed to see the success of other Chinese utes like GWM in the cut-throat space.

However, selling LDV under the MG badge is not a strategy that SAIC has rolled out anywhere else in the world, and the LDV brand is sold locally under licence by ATECO in Sydney.

So while it’s theoretically possible, a lot of water needs to go under the bridge before it happens.

? Back to top

MORE All MG news & reviews
MORE Australia’s new cars for 2023 and beyond

The meteoric rise of BYD has been one to watch, with the Chinese newcomer going from a literal unknown to being a household name in just two years.

As we write this in mid-2024, the all-electric Atto 3 SUV and the newer Seal EV sedan have notched up nearly 9000 sales between them, with sales from those two models alone putting the brand on track to demolish its 11,000-unit sales tally from 2023. The Dolphin hatch and Sealion 6 plug-in hybrid SUV are also winning their fair share of fans, but there’s more on the way, with one model in particular shaping up as potentially BYD’s most commercially-important entrant to the Australian market…

JUMP AHEAD

BYD Shark

BYD’s rival for the likes of the Ranger and HiLux will launch towards the end of 2024 with a plug-in hybrid drive system, ahead of the arrival of an all-electric variant in late 2025.

With combined petrol and electric power for the plug-in hybrid (PHEV), BYD’s Shark is slated to beat the incoming Ford Ranger PHEV to Australia, giving tradies and offroaders a surprisingly muscular treehugger of a ute. Claimed outputs are a combined 321kW from its dual electric motors (170kW/310Nm front, 150kW/340Nm rear), with a zero-to-hundred time of 5.7 seconds. A 1.5-litre turbocharged petrol inline four charges up the onboard battery to extend range to around 840km on the Chinese test cycle, with an electric-only range of around 100km (again, that’s on the Chinese fuel economy test – expect a lower figure for Australia).

Payload in the tub is a healthy 835kg, though its tow capacity of 2500kg is sub-par for the ute segment. The Shark launches soon – we’ll have the full local info as we get closer to that time. Specs for the Shark EV have yet to be announced, expect to hear more about that one in 2025.

⬆️ Back to top

MORE New Hybrids Coming to Australia in 2024

BYD ‘Atto 2’

BYD has yet to officially unveil its new small SUV, but images and details published by the Chinese government reveal more than a few key details.

As a small SUV, the ‘Atto 2’ (Yuan Up in China) will take its styling cues from the popular and larger Atto 3. If it comes to Australia, expect the Atto 2 to slot in above the Dolphin hatch as the brand’s most affordable SUV. Read more here.

⬆️ Back to top

BYD Sealion 6

Unveiled in 2022, the mid-sized BYD Seal U electric SUV went on sale in Australia this year as the Sealion 6 plug-in hybrid.

But where be the all-electric version of the Sealion 6 that’s available overseas? Apparently, a hold-up on development of a right-hand drive example means a local intro for what would otherwise be an intriguing alternative to a Tesla Model Y is so far not in the immediate future for BYD’s local office.

Watch this space, though.

⬆️ Back to top

BYD U7

In January, BYD revealed its rival to large luxury EVs like the BMW i5, Mercedes EQE and Tesla Model S.

Full details are still to come, but the U7 – which is actually sold in China under BYD’s subsidiary Yangwang luxury brand – is understood to feature four electric motors – one at each wheel – and produce more than 1000hp (745kW).

Whether we’ll see this model in Australia is unclear, with the brand’s local arm yet to comment on its potential.

⬆️ Back to top

BYD Sealion 07

Late last year, BYD unveiled its latest electric offering for China, in the form of the Sealion 07 coupe-SUV.

The Sealion 07 wears a more sleek and aggressive design than the Seal U revealed a year earlier, looking more than a little like the Seal sedan it shares a name with.

In China, the Sealion 07 will neatly undercut the Tesla Model Y, with a low starting price of RMB200,000 ($42,650), while a recent price cut now sees the Model Y start from RMB299,900 in China ($63,775).

Will we see it in Australia? Likely not in 2024, but perhaps later.

⬆️ Back to top

4

BYD U8

Even if you don’t recognise the name, you’ve probably already seen the U8 – it’s Insta-famous after all.

Sold in China as the Yangwang U8, this monolithic quad-motor plug-in hybrid SUV has gone viral on social media not only for its ability to perform tank turns, but also the fact it’s been deliberately engineered to float on water – with plenty of video evidence of it successfully doing so.

Add to that a colossal 880kW power output and a tech-packed cabin that looks remarkably luxe, and it’s not hard to understand why the the U8 commands attention like few other cars.

Like the U7 mentioned above, the hulking U8 holds potential for an Australian launch potentially wearing BYD badges, although local leadership has indicated it’ll be at least two years away, with right-hand-drive models still in development.

Although it’s a big LandCruiser 300-sized SUV, the U8 is powered by a seemingly modest 200kW 2.0-litre turbo petrol engine matched to electric power in a plugin-hybrid arrangement. Dive deeper, though, and it’s not so modest: the electric side of the equation is four motors of 220kW apiece, equating to a massive 880kW and 1280Nm of combined power and torque.

⬆️ Back to top

1

EXISTING MODELS

BYD’s Australian line-up now includes three models: the Atto 3 SUV, the Seal sedan and the Dolphin hatch. Learn more about each model at their respective WhichCar pages.

⬆️ Back to top

MORE All BYD Atto 3 News & Reviews
MORE All BYD Dolphin News & Reviews
MORE All BYD Seal News & Reviews

Mazda might be a relative minnow in the car world but in Australia it punches like a heavyweight, consistently sitting on the finisher’s podium in the monthly car sales tally.

Central to its appeal is a brand-wide emphasis on pleasing dynamics, and though it only sells one performance car – the MX-5 – Mazda still goes to the trouble of imbuing even its more pedestrian nameplates with plenty of driving panache. Beyond that, there’s very little dead weight in the range. Pretty much every Mazda currently on sale is either at the pointy end of its segment in terms of sales, or sits very close to it.

1

So far in 2024, the brand has spent significant effort in extending its push into the premium space, a process it started in 2023 with the clean-slate CX-60 and CX-90 SUVs.

Though there’s a fair bit of old metal in the Mazda showroom, such as the 12 year-old GJ-generation Mazda 6 and the 10 year-old DJ Mazda 2, running updates have kept the lineup as fresh as possible.

Some subtraction has occurred though, with the popular Mazda CX-9 now retired and the CX-8 following it into the nursing home as Mazda’s new range of longitudinally-engined large SUVs take over their roles. The MX-30 was also quietly withdrawn after sluggish sales in Australia, and manual-equipped versions of the CX-30 and CX-5 were discontinued as well.

But both 2024 and 2025 have more than a few new arrivals for the brand. Here’s what’s fresh – and what’s lurking around the corner – for Mazda:

1

JUMP AHEAD

Confirmed models

Potential models

Confirmed

CX-70

In October 2024, Mazda Australia will bulk out its large SUV family with the arrival of the Mazda CX-70.

As a five-seat longitudinally-engined SUV, what sets it apart from Mazda’s existing large five-seat high-riding wagon, the CX-60? Space. In essence, the CX-70 is not much more than a five-seat derivative of the CX-90 that’s already landed, meaning you get the more generous proportions of the CX-90 in the first and second row, but without the fuss – and weight – of the third row. Besides that, pretty much everything else, including engine, trim options, and sheetmetal, should be basically identical to the CX-90.

Prices are still under wraps until the local launch, but expect customer deliveries to commence before the end of 2024.

CX-80

The CX-80 is also slated to arrive in October, and essentially flips the CX-70’s script – it’s fundamentally a seven-seat version of the CX-60 that launched here in 2023.

Unlike the CX-70, however, there’s greater exterior differentiation between the CX-70 and its CX-60 cousin, with unique sheetmetal around the rear end to accommodate its fold-out third row and subtly different body plastics and lamp clusters.

Like the CX-70, local pricing and specs are still TBD, but with an October launch on the calendar you won’t need to wait long to find out.

⬆️ Back to top

CX-5 replacement

While a replacement for Mazda’s best-selling SUV was expected to land in 2025, word on the street is that the second-gen Mazda CX-5 still has one more minor update in front of it before an all-new model makes its debut, which now seems more likely to happen in 2026.

Mazda has given the CX-5 almost annual changes to keep since the nameplate went on sale in 2012 to keep its mid-size SUV in the mix – which appears to have succeeded, if sales figures are anything to go by.

What will replace the CX-5, though? That’s still a closely-guarded secret, with Mazda even going so far as to say that though it definitely has a next-generation mid-size SUV in the works, it’s not even sure if the CX-5 nameplate will be put on it. All we know is that it’s unlikely to make an appearance until 2026, or very late in 2025 at the earliest

⬆️ Back to top

MX-5

In 2025, we’ll likely get our first look at what will replace the current ND-generation MX-5 – the 2016 Wheels Car of the Year – and with rumours of hybridisation or even a shift to full electrification, it’s promising to bring a seismic shift to the tiny roadster.

Before then, the current ND MX-5 will be treated to some final tweaks before it’s replaced. Earlier in 2024, the manual MX-5 GT RS arrived with a new ‘DSC Track’ mode, BBS alloys and stiffer Bilsteins, while all three-pedal MX-5s scored an Asymmetric Limited Slip Differential (LSD) plus improved throttle response and steering changes.

Automatic MX-5s missed out on those changes, but range-wide new alloy wheel designs and fresh seat trims – as well as price rises – accompanied the arrival of the MX-5 RF GT auto trim level.

It’s worth noting that 2024 marks the 35th anniversary of the MX-5, and according to the MX-5 program manager Mazda’s engineers have been cooking up a special edition to celebrate the occasion. We expect to see that one land locally sometime next year as the final evolution of the ND MX-5.

⬆️ Back to top

CX-90 Plug-in Hybrid

The six-cylinder CX-90 large SUV arrived in 2023 as Mazda’s largest SUV with premium appointments, and a premium price, to tackle German prestige marques.

But what’s been missing from the CX-90 is a plug-in hybrid drivetrain. The CX-90’s platform partner, the CX-60 has that option in Australia, and it exists in overseas markets like the USA – so why do we only get six-pots Down Under?

Mazda sees the USA as the priority market for the CX-90, and with the extra complications of engineering a right-hook version of the PHEV just for Aussies is, apparently, a bridge too far for now. That may change in the future, though don’t expect to see an Australian plug-in CX-90 until very, very late in 2025 at the earliest.

⬆️ Back to top

Potential future models

EZ-6 electric sedan

When it broke cover at the Beijing Auto Show in April 2024, the Mazda EZ-6 sparked a flurry of speculation – was this Chinese-market electric sedan Mazda’s answer to the Tesla Model 3?

Would the rest of the world eventually get to sample the sleekly-styled four-door, which is largely based on the Deepal SL03?

Media reports have since surfaced of a supposed plan to commence exports of the EZ-6 to Europe, however we checked with Mazda themselves and those reports are, at this point in time, far from confirmed, with no timeline for a global release announced.

However with the Mazda 6 so long in the tooth, perhaps the time is right for a new-energy replacement to carry Mazda’s baton in the mid-size segment? As to its prospects for Australia that would hinge on availability of a RHD version, but given Deepal, Mazda’s Chinese dance partner on the EZ-6/SL03 joint venture, is planning on entering the Aussie market, that’s not outside the realm of possibility.

Mazda 2

The current third-generation Mazda 2 went on sale in 2014, making it well past retirement age in passenger-car terms.

It’s still an important model globally so it’s unlikely it will not be replaced, but the next Mazda 2 may well be an electric-powered city car using the car maker’s new electric architecture.

The new platform will not be ready until 2025 – leaving the current car in showrooms for another 12 months, likely longer.

The existing Mazda 2 received its second significant facelift in July 2023, which suggests Mazda Australia won’t follow Mazda Europe, where the 2 was replaced by a rebadged Toyota Yaris Hybrid to meet emissions regulations.

Instead, the compact hatchback and sedan got a minor update for Australia in late 2023 that brought that facelift in and shifted spec levels and pricing, including new support for Android Auto and Apple CarPlay.

⬆️ Back to top

MORE All Mazda 2 News & Reviews

CX-3

The CX-3 remains one of the biggest-selling small SUVs in Australia – and still using the same underpinnings that it took from the Mazda 2 in 2015.

While minor updates in the last 12 months saw AWD and manual transmission models deleted from the line-up, a new CX-3 is needed in the near-term for continued success.

As Mazda focuses on higher-grade ‘CX’ SUVs, the CX-30 has pushed the CX-3 out of its US and European showrooms, but the CX-3 remains the third-best-selling Mazda here after the CX-5 and BT-50 ute.

Pulling the CX-3 off sale comes with huge risk and the local arm has genuine sway with head office in Japan, given its consistent success in Australia, so a successor cannot be ruled out based on other markets alone.

A new CX-3 may have to wait until new architecture arrives meaning a 2025 arrival.

Meanwhile, minor spec changes saw price rises in 2023 but saw the inclusion of Apple CarPlay and wireless phone charging.

However, like the 2, Australian CX-3s did not receive the latest infotainment system upgrade Japan’s CX-3 were given in December.

That’s likely to change in 2024 as the brand transitions to its newer systems.

⬆️ Back to top

MORE All Mazda CX-3 News & Reviews

CX-50

Mazda Australia has made no secret that the CX-50 is on its ‘wish list’.

Currently only produced in left-hand drive, the CX-50 mid-size SUV is manufactured in China and the USA.

In North America, it uses the same 2.5-litre four-cylinder non-turbo powertrain, electric motor and CVT as the Toyota RAV4 Hybrid as part of a technology sharing arrangement in North America between Mazda, Toyota and Subaru.

It’s unclear as to whether the CX-50 – if produced in right-hand drive – would be a replacement for the CX-5, or if the CX-5 will be given hybrid powertrains instead. All we know is that Mazda’s Australian outpost has been holding its hand up for the CX-50 ever since that model came into existence.

⬆️ Back to top

Mazda 6

The Mazda 6 was updated in 2023 with a 20th Anniversary model added to the line-up, but it may not have many birthdays remaining.

Axed from the US market in 2021, the current-generation Mazda 6 sedan and wagon has been on sale in Australia for more than a decade, with no replacement in sight – yet Mazda says it’s committed to the segment.

The Large Platform architecture underpinning CX-60 through CX-90 SUVs offered hope for those seeking a new 6, but Mazda has said the rear-drive architecture is designed for SUVs only. That also put paid to the platform being used for a rear-drive sports car, too.

So while Mazda says it’s sticking with 6, it won’t confirm a replacement, either – but a decision has to be made sooner rather than later. Our advice: if you’d like to buy a brand-new Mazda 6, you might want to expedite before it dips out of showrooms for good.

⬆️ Back to top

MORE All Mazda 6 News & Reviews

RX-7

Teased at the October 2023 Tokyo show, the stunning Mazda Iconic SP concept is a tantalising look at a potential rotary-powered hero sports car as a successor to the RX-7 and RX-8.

The red two-door hardtop was revealed with the same rotary-hybrid and electric motor drivetrain as the Mazda MX-30 RE-V but at 270kW has more than double the power.

Larger than an MX-5, heavier too – at a 1430kg goal weight – design elements pay homage to the RX-7 while 50:50 weight distribution as per the latter RX-8 is targeted, too.

While the Iconic SP concept had its combustion engine incorporated as a mere range-extending generator, a recently-discovered patent filing by Mazda reveals that the company is now considering a configuration that has a twin-rotor engine driving the rear wheels mechanically, with the assistance of an electric motor – good news for sports fans.

⬆️ Back to top

MORE All Mazda RX-7 News & Reviews
MORE Everything Mazda